E1441 v 1 - World Bank Documents

1

PR

Socialist republic of Vietnam

Ministry of Transportation Wolrd bank

Environmental Impact Assessment

(EIA)

PROJECT: MEKONG TRANSPORT INFRASTRUCTURE DEVELOPMENT PROJECT (MTIDP)

VOLUME I – EIA FRAMEWORK REPORT

PROJECT ORGANISM IN CHARGE CONSULTANT PROJECT MANAGEMENT UNIT I CENTER FOR ASSISTING COMMUNITY

SUSTAINABLE DEVELOPMENT In association with CENTER FOR ENVIRONMENTAL ENGINEERING OF TOWN AND INDUSTRIAL AREA

HANOI, MARCH 2007

E1441v 1

Pub

lic D

iscl

osur

e A

utho

rized

Pub

lic D

iscl

osur

e A

utho

rized

Pub

lic D

iscl

osur

e A

utho

rized

Pub

lic D

iscl

osur

e A

utho

rized

Pub

lic D

iscl

osur

e A

utho

rized

Pub

lic D

iscl

osur

e A

utho

rized

Pub

lic D

iscl

osur

e A

utho

rized

Pub

lic D

iscl

osur

e A

utho

rized

2

Executive Summary

1. Background to the MTIDP

The Mekong Transport Infrastructure Development Project (MTIDP) is being implemented to improve the road and waterway transport network in the Mekong River Delta region in the south of Vietnam. The Government of Vietnam (GOV) has received financial assistance in the form of a project loan from the World Bank (WB) to assist in project implementation. The Ministry of Transport (MOT) has assigned Project Management Unit No.1 (PMU1) to be the implementing agency for project pre-construction and construction activities. The MTIDP is designed to improve the Mekong Delta’s road and waterway transport system using an integrated and multi-modal approach. The project focuses on relieving congestion on key roads and inland waterway routes by upgrading existing infrastructure, with the aim of ensuring that project benefits will be equally distributed and contribute to poverty reduction in the region. Project implementation will commence in late 2006. The project includes the following three broad components:

(i) Investments on main supply corridors to improve the standard and connectivity of trunk road and canal networks

(ii) Investments to connect the poor to supply corridors through feeder waterways and roads at the commune and provincial levels

(iii) Institutional support to the MOT, Province Departments of Transport (DOT) and Vietnam Inland Waterways Administration (VIWA)

The MTIDP will be implemented in the thirteen provinces of the Mekong Delta region in Vietnam (refer Figure 1.1). The region holds a key position in national economic development and accounts for approximately 27% of Vietnamese Gross Domestic Product (GDP) mainly from agricultural activities. Ensuring adequate access to markets for agricultural products will be essential to continued economic growth in the Mekong Delta region and is one of the key drivers of the project. The project is being carried out in the context of the GOV’s Plan of Transport Development to 2010 and Direction to 2020 and the International Agreement on Cooperation for Sustainable Development of the Mekong River Basin. In order to meet the requirements of the GOV and WB for environmental assessment of transport infrastructure development projects, which have the potential for large-scale impacts on the environment, an Environmental Impact Assessment (EIA) has been undertaken to complement the preparation of a Feasibility Study (FS).

3

Figure 1.1 Mekong Delta Region of Vietnam

CHINA

LAOS

CAMBODIA

THAILAND

HOCHIMINH

MEKONG DELTA

HANOI

SOUTH CHINA SEA GULF OF THAILAND

4

2.The Need for the Project and Its Objectives

The transport network in the Mekong Delta is made up of the waterways network comprising the nine tributaries of the Mekong River and an extensive system of dikes and canals from small feeders, which serve the great majority of communes and the road transport network comprising national highways and province and local level roads. The most important part of the region’s freight transport infrastructure is its inland waterway system (which accounts for about 70% of total tonne-kms), which carry the lower value bulk goods: rice, cement, building materials, fertilizer etc. The road network in the Delta carries most perishable and high value consumer goods as well as longer-distance passenger travel.

While, the region is very fortunate in having both modes to support a more diversified economy, there are some significant deficiencies in the existing network that will progressively become a more serious constraint on economic development and which prevent some of the people of the delta from sharing in the full benefits of trade. The overall objective of the MTIDP, which has been designed to overcome the identified shortcomings in the existing transport network, is: “To support economic development in the Mekong Delta and to reduce poverty in that area”

The specific objectives of the project are to:

(i) Improve the range of transport options to support economic diversification

(ii) Reduce transport cost for all producers and consumers in the region

To achieve these objectives, the MTIDP focuses on upgrading the transport systems in the Mekong Delta region to improve supply chain efficiency for the production, domestic and international trade of the region and therefore relieving bottlenecks on the main supply chain and better link the poor to that supply chain.

3.Policy, Legal and Administrative Framework

3.1 Policy, legal and administrative framework of World Bank The following World Bank safeguards operational policies are relevant to the MTIDP:

(i) OP 4.01-Environmental Impact Assessment: The World Bank’s Operating Procedure (OP) 4.01 (October, 1998) sets out the basic requirements for the environmental assessment process, including public consultation requirements, for projects involving World Bank financing. OP 4.01 establishes the requirements for categorization of projects based on the expected level of environmental impacts. Category A projects are those projects that are ‘...likely to have significant adverse environmental impacts that are sensitive, diverse or unprecedented. These impacts may affect an area broader than the sites or facilities subject to physical works.’ For Category A projects, a full-scale environmental assessment report is required, the content of which is described in Annex B of OP4.01

(ii) OP 4.04-Natural Habitats: sets out the World Bank’s approach to projects that are located in areas of conservation significance or are likely to affect natural habitats.

(iii) OP 4.37-Safety of Dams: establishes the World Bank’s approach to dam safety, including dams constructed as part of construction works.

(iv) OP 11.03(4.11) - Cultural Property: establishes the World Bank’s approach to protection of items of cultural property.

(v) OP 4.12 - Involuntary Resettlement: establishes the World Bank’s procedures for management and compensation for project affected households subject to

5

involuntary resettlement and identified when a Resettlement Action Plan (RAP) is required to be prepared. Triggers for OP 4.12 include: involuntary taking of land or other assets; and when the involuntary taking of land or other assets results in adverse impacts on the livelihoods of displaced persons1.

(vi) OP 4.20 - Indigenous Peoples: establishes the World Bank’s approach to indigenous peoples and ethnic minorities and identifies when an Indigenous Peoples Development Plan (IPDP) is required to be prepared. Triggers for OP 4.20 include when: ethnic minorities are project beneficiaries; projects adversely affect ethnic minorities; ethnic minorities live in the project area; or access to natural resources by ethnic minorities is lost or restricted2.

3.2 Policy, legal and administrative framework of GOV

The policies of the GOV that are relevant to environmental assessment are as follows:

(i) The Law on Protection of the Environment (LEP) was enacted in 1993. The LEP:

a. Identifies the responsibilities of the state center, provinces, organizations and individuals to prevent and remedy environmental deterioration and pollution and carry out specified environmental protection functions;

b. Provides for the development of environmental standards and submission of environmental impact assessment reports on new and existing facilities;

c. Provides for responsible parties to pay compensation for environmental damage;

d. Establishes the right of individuals and organizations to petition for enforcement of environmental regulations;

e. Calls for civil and criminal penalties for violations; and f. Encourages international environmental co-operation.

The LEP has been revised and the revised version is due to be implemented from July 2006.

(ii) Circular No. 490/1998/TT-BKHCNMT (Circular 490) was promulgated in 1998 to provide guidance on setting up and appraising environmental impact assessment reports for investment projects. The Circular identifies the legal requirements according to the stages of implementation of a project and its category. Two categories of project are defined; Category I projects for which a detailed environmental impact assessment (EIA) report is required and Category II projects for which a lesser degree of environmental assessment is required.

(iii) Decree 175/CP was promulgated in 1994 to guide implementation of the LEP and provides broad guidelines for division of responsibility among Ministries; environmental impact assessments; pollution prevention and disaster control; sources of finance; and environmental inspections and standards. Appendix II of this Decree also provides guidance on the content of a detailed EIA report.

(iv) Decree No. 143/2004/ND-CP dated July 12, 2004 amends Decree 175/CP and establishes the appraisal regime for environmental impact assessments (EIAs). In accordance with Decree 143, MoNRE will be responsible for appraising and reporting to the Prime Minister for EIAs in nine specified areas (national parks, nature reserves, recognized cultural and historical sites, lands belonging to at least two localities, projects to build permanent bridges equal or greater than 1,000m in

1 Source: ‘World Bank Social Safeguards Policies Technical Guidance for the Transport and Agriculture and Rural Development

Sectors’ (2005) 2 Source: ‘World Bank Social Safeguards Policies Technical Guidance for the Transport and Agriculture and Rural Development

Sectors’ (2005)

6

length, and concerning hydroelectric plants with capacities of 100 cubic meters or more). DoNREs will be responsible for appraising and reporting to the relevant Provincial Peoples Committees (PPCs) for EIAs in all other areas.

(v) Vietnamese Environment Standards (TCVN on environment) including standards on sampling and sample preservation; analysis methods; standards on quality of air, surface water, groundwater, soils, standards on emission, waste water, standards on dumps, and standards on incinerators.

a. TCVN 5937 - 1995: Air Quality - Ambient Air Quality Standards b. TCVN 5942 - 1995: Water Quality - Surface Water Quality Standards c. TCVN 5944 - 1995: Water Quality - Ground Water Quality Standards d. TCVN 5301 - 1995: Soil Quality e. TCVN 5949 - 1999: Acoustic

(vi) ‘22 TCN 242-98 Guidelines for Environmental Impact Assessment in the Feasibility Study and Design of Transport Constructions’ which contain requirements for development of EIAs for road infrastructure and inland waterways.

(vii) Technical guidelines on specialized EIA: by October 2005, there are 10 specialized EIA guidelines for hydropower; thermal power, urban planning, industrial zone planning; road traffic, rock exploitation, cement, brewery, textile and dying, and offshore petrol exploitation.

Separate environmental assessment documents will be prepared for each sub-project to meet the requirements of the GOV environmental assessment legislation; in particular, the requirements of Decree 175/CP and Circular 490. The key agencies with responsibilities for approval of sub-projects in accordance with GOV requirements Vietnam include:

(i) Ministry of Natural Resources and Environment MONRE is the lead agency for the development of environmental policy. Sub-projects that are located in more than one province will be appraised by the Department of Environmental Appraisal in MONRE and ultimately approved by the Minister for Natural Resources and Environment.

(ii) At the provincial level there had been constituted various Departments of Natural Resources and Environment. In some urban areas, there are also Environmental Committees. These are usually chaired by the Vice-Chairman of the Peoples Committee, and include the representation of relevant line departments. Sub-projects that are located in one province will be appraised by the DONRE and ultimately approved by the relevant PPC.

3.3. GOV International Environmental Agreements

The international environmental agreements that the GOV is party to be summarized in Table 3.1. Table 3.1: GOV International Environmental Agreements

INTERNATIONAL ENVIRONMENTAL AGREEMENT

SIGNING DATE

POTENTIAL IMPLICATIONS FOR

MTIDP

Convention on wetlands of international importance especially as waterfowl habitat (Ramsar) 1971 20/9/88

There are two Ramsar sites in Vietnam, neither is located in or

near the project area.

Convention concerning the protection of the world 10/10/87 There are no World Heritage

7


SIGNING DATE

POTENTIAL IMPLICATIONS FOR

MTIDP cultural and natural heritage 1972 Areas in or near the project

area.

Convention on international trade in endangered species of wild fauna and flora (CITES) 1973 20/01/94 Relates to trade of species. No

implications for the project.

MARPOL convention for prevention of pollution from ships 1973/78 29/08/91 No implications for the project.

United Nations convention on the law of the sea 1982 25/07/94 No implications for the project.

Vienna convention for the protection of the ozone layer including the Montreal protocol for substances

that delete the ozone layer 26/01/94 No implications for the project.

Basel convention on the control of Tran boundary movements of hazardous wastes and their disposal

1989 13/03/95 No implications for the project.

United Nations framework convention on climate change 1992 16/11/94 No implications for the project.

Convention on biological diversity (CBD) 1992 16/11/94

Biodiversity issues are addressed in Section 4.3. There are no specific implications for

the CBD.

UN convention of combat désertification 23/11/1998 No implications for the project.

Stockholm convention on persistent organic pollutants (POPs) 23/05/2001 No implications for the project.

Convention on migratory species of wild animals (CMS) Unknown No implications for the project.

3.4. GOV legal documents for implementation of the MTIDP

Project related legal documents include:

(i) Based on the Document No. 1239/CP-QHQT dated August 31st, 2005 by the Prime Minister assigning Ministry of Transport to assume the technical support project to prepare for the MTIDP, which is valued US$ 999,000, a non-refundable financial assistance in the form of a grant from the Japan PHRD Fund and entrusted through WB.

(ii) Based on the Decision No 3193/QD-BGTVT dated 26/10/2004 by the Minister of Transport on approval of the technical support project in preparations for the MITDP.

(iii) Based on the Document No 7077/GTVT-KHDT dated 9/12/2004 by the Ministry of Transport approving the bidding plan for the technical service package in preparations for the MITDP.

(iv) In consideration of PMU1 request stated in the Document No 1924/KH-TC, dated 25/11/2004 on approval of the bidding plan for the technical service package in preparations for the MTIDP and according to the non-refundable assistance

8

agreement from the Japan PHRD entrusted through the WB, signed on 28/10/2004 between the representatives of the Government of Vietnam and WB.

(v) Document No 3300/QD - BGTVT by the Ministry of Transport dated September 7, 2005 on approval of assessment result technical consultancy proposal on EIA of MTIDP between the Joint Venture of Center for Environmental Engineering of Towns and Industrial Areas and Center for Assisting Community Sustainable Development as EIA Consultant.

(vi) Document No 3926/QD - BGTVT by the Ministry of Transport dated October 18, 2005 on approval of the negotiation result and contents of EIA consultant contract – MTIDP between the Joint Venture of Center for Environmental Engineering of Towns and Industrial Areas and Center for Assisting Community Sustainable Development.

(vii) Economic contract signed on 21 October 2005 between PMU1 and the representative of the Joint Venture of Center for Environmental Engineering of Towns and Industrial Areas and Center for Assisting Community Sustainable Development on the implementation of EIA consultancy for MTIDP.

3.5. Project administrative framework

The administrative structure for the transport sector has, at the national level, the Ministry of Transport responsible for constructing, maintaining and operating highways and waterways:

(i) MOT has overall responsibility for the transport sector infrastructure, facilities and services. MOT functions also include the formulation and implementation of transport policies, standards, and guidelines on planning and capital budgeting.

(ii) The Vietnam Road Administration (VRA) is responsible for the operation and maintenance of the national road network through four Regional Road Management Units (RRMUs).

(i) Provincial Departments of Transport (PDOTs), under the relevant Provincial Peoples Committees (PPCs) have responsibility for operation and maintenance of provincial roads.

(ii) Vietnam Inland Waterways Authority (VIWA) is under the MOT is responsible for the administration of inland waterway transport in Vietnam.

(iii) Vietnam Maritime Safety Agency, under the control of VINAMARINE, manages the aids to navigation and dredging along the main rivers serving inland ports.

(iv) Ports authorities are responsible for the operation and maintenance of ports.

For implementation of MTIDP overall responsibility rests with MOT. The following organizations under MOT have the specific responsibilities for MTIDP implementation:

(i) PMU-1 and their consultants will have responsibility for aspects of the project relation to national highways, including planning, programming, budgeting, design, procurement, implementation.

(ii) PMU-W and their consultants will be responsible for implementing all aspects of the project which pertain to upgrading and improvement of the main waterway corridors (Corridor 2 and 3) cargo handling equipment plus navigation aids for the main waterways and feeder canals and ports on these corridors, including planning, programming, budgeting, design, procurement, implementation, supervision, monitoring, evaluation, and coordination/ liaison with the World Bank.

(iii) The PPMUs within the PDoTs under the PPCs in each of the thirteen provinces will be responsible for its respective provincial roads and feeder canal works programs including planning, programming, budgeting, design, procurement,

9

implementation (through contractors), supervision, monitoring, evaluation, and coordination/ liaison with the World Bank.

Institutional arrangements for environment management related responsibilities are documented in Section 7.6

4.Project Description

i. The MTIDP involves the upgrading of key of national level roads and waterways and of numerous feeder roads and canals. No new roads or waterways will be constructed. Table 4.1 describes the road network improvements and Table 4.2 describes the proposed waterway network improvements. These improvements were selected from a long list of potential candidates developed by the MOT. The improvements were also divided into two phases – Phase 1 for project year 1 works and Phase 2 with works to be started in project year 2. An environmental management, mitigation and monitoring framework has been developed for both phases with a detailed EIA and mitigation and monitoring plans developed for Phase 1. An EIA and management and monitoring plans following the framework will be prepared for the Phase 2 works during project year 1. Figure 4.1, 4.2 shows the alignment of the main corridors where the work will be done during both Phases under the proposed project

10

Figure 4.1: MTIDP Waterway Sub-Projects

11

Figure 4.2: MTIDP Roads Sub-Projects

Socialist Republic of Vietnam World Bank Ministry of Transport Mekong Transport Infrastructure Development Project (MTIDP)

iEIA Framework Report, page -

Table 4.1 Summary of the MTIDP Road Network Improvements

NH Name Section name Length (km) Situation Description of improvement

Base cost1

($ mil.)

National Highway Phase 1 – Year 1 – 4

NH 53 (Tra Vinh)

NH 53-3 Km 56.0 – 61.61

4.61

Normal, BTN road surface (Bn = 9 -9.0m, Bm = 6,5 m) and earthen road shoulder (Bv = 1.0 m), crowded residents area at both road sides

Widening both sides and upgrading to BTN 4 lanes, Class II Standard (Formation width: 17. 0 m; carriageway width 14. 0 m; divider width 1. 0 m; shoulder width 0,5 m paved plus 0,5 m verge)

4.459

NH 53 (Tra Vinh)

NH 53-10 Km 130.44 – 139.35

8.91

Section Km 130 + 440 – Km 138 + 000, 2 – 2.5 m very bad earthen road bicycle and motorbike used only and difficult to use in raining season. Section Km 138 + 000 – km 139 + 350, 3 m with asphalted surface & earthen shoulder (Bn = 6 – 7,5 m, Bm = 3,5 m, Bv = 1.0 m)

Widen and upgrade to AC 2-lane Class IV standard over earth road with the addition of one lane.1 new landing stage for ferry included (Formation width: 9.0 m; carriageway width 6.0 m; shoulder width 1.0 m paved plus 0.5 m verge)

2.644

NH 54 (Tra Vinh)

NH 54 – 5,6,7,8 Km 85.00 – 125.854

40.854

Section Km 85 + 000 – km 125 +854, in bad situation with asphalted surface & earthen shoulder (Bn = 6 – 7,5m; Bm = 3,5 m, Bv = 1.0 m)

Widen and upgrade from 1-lane to AC 2-lane Class IV standard, (Formation width: 9.0 m; carriageway width 6.0 m; shoulder width 1.0 m paved plus 0.5 m verge)

12.114

Phase I Program 54.374 - 19.217

Phase II – Year 2 – 6

NH 53 (Tra Vinh)

NH 53 – 7,8 67.000 – 114.010 47

Section Km 67.000 – 114.010, BTN surface situation (Bn = 7 – 8 m, Bm = 5,6 – 5,8 m) normal and earthen shoulder (Bv = 1.0m) bad

Upgrading to BTN, 2 lanes, class IV standard and traffic management (Formation width: 9.0m; carriageway width 6.0 m, shoulder width 1.0m paved plus 0,5 m verge)

6.393


EIA Framework Report, page - ii


Base cost1

($ mil.)

NH 91 (Can Tho – An Giang)

NH 91 – 1,2 Km 7.000 – 50.889 43.890

Section km 7 + 000 – km 8 + 500, BTN surface situation (Bn = 18 m, Bm = 12m) normal and earthen shoulder (Bv = 0,5 – 1,0 m) in very bad situation

Widening and Upgrading to BTN, Class III Standard, 2 lanes (Formation width: 12 m; carriageway width 7m; shoulder width 2m paved plus 0,5 m verge)

21.643

NH 80 (Vinh Long)

NH 80 – 3 Km 72.631 – 88.345 15.710

Section km 72.631 – 88.345, surface asphalted (Bn = 7,5 – 8,5 m, Bm = 6 m) normal and earthen shoulder (Bv = 0,5 -1 m) in very bad situation

Traffic management – road safety improvement (BTN cover, a 50mm layer, stone embankment) 3.407

Phase II Program 106.600 - 31.443 NH Grand total 50.660 Provincial Roads ; Phase I – Year 1 – 4

2 – Ben Tre

Bến Tre PR 884 13.72

Road surface in bad situation and not asphalted (Bn = 5.5 – 8.0m, Bm = 3.5 – 5.5 m, Bv = 0,5 – 1m) and weak bridges

Upgrading to Class IV Standard, with asphalted and 2 lanes (Bn = 9m, Bm = 6m, Bv = 1m paved plus 0,5 m verge) Build 5 bridges with total length 292m.

10.154

1 –Soc Trang

Soc Trang PR 04 15.30

Road in normal/bad situation with BST $ surface and earthen shoulder (Bn = 4 -5m, Bm = 2 – 4 m; Bv = 0 – 0,5 m) and weak bridges

Upgrading to Class V Standard, asphalting, 1 lanes (Bn = 6,5 m; Bm = 3,5 m; Bv = 1m paved plus 0,5 m verge) Build 8 new bridges with total length 181m and 1 simple landing stage

2.892

2 – Ca Mau

Ca Mau CN – CVD 8.50

Road in bad situation (Bn = 4,5 – 5,5 m; Bm = 3,0m -3,3m; Bv = 0,5 -1m) and weak bridge

Upgrading to Class V Standard, asphalting, 1 lanes (Bn = 6,5 m; Bm = 3,5 m; Bv = 1m paved plus 0,5 m verge) Build 8 new bridges with total length 299.4 m

Phase I Program 37,52 8.356 Phase II – Year 2 – 6

1 – An Giang An Giang DT 941 2.60 Asphalted surface, width 6m,

normal situation but weak bridges

Building 13 bridges with 405 m length and 9m width and BST crane supply road, 2 lanes (Bn = 9m; Bm = 6m; Bv = 1m paved plus 0,5 m verge)

2.583


iiiEIA Framework Report, page -


Base cost1

($ mil.)

1-Vinh Long DT 909 21.4

Not asphalted, in bad and very bad situation (Bn = 4.0 – 5.0 m; Bm = 3,5 – 5,5 m, Bv = 0,5 – 1m) and weak bridge

Upgrading to class V standard, asphalt, 1 lane (Bn = 6,5 m; Bm = 3,5 m; Bv = 1m paved plus 0,5 m verge) Building 2 new bridges with total length 81.1 m

2.397

3-Long An DT 835B 11.97 Gravel path (Bn = 5,5 – 7,5 m; Bm = 3,5 – 5,5 m; Bv = Bv = 0,5 – 1m) in very bad situation

Upgrading to Class IV Standard, asphalting, 2 lanes (Bn = 9m, Bm = 6m, Bv = 1m paved plus 0,5 m verge) 3.245

1-Tien Giang DT 865 13.05 Gravel path (Bn = 5,5 – 7,5 m; Bm = 3,5 – 5,5 m; Bv = Bv = 0,5 – 1m) in very bad situation

Upgrading to Class IV Standard, asphalting, 2 lanes (Bn = 9m, Bm = 6m, Bv = 1m paved plus 0,5 m verge) Build 6 new bridge with total length 243,3m

3.245

2-Dong Thap DT 841 1.4 In executing, Class IV Standard Building 7 new bridges, length 398,42m, width 9,0m and BST crane supply road (Bn = 9m; = 6m, Bv = 1m paved 0,5 m verge)

2.183

4-Can Tho TT – TL 11.9

Gravel path (Bn = 5,5 – 7,5 m; Bm = 3,5 – 5,5 m; Bv = Bv = 0,5 – 1m) in bad situation and weak bridge

Upgrading to Class V Standard, asphalting, 1lane (Bn = 6,5 m; Bm = 3,5 m; Bv = 1m paved plus 0,5 m verge) Building 10 new bridges with total length 341.46 m

3.609

3-Hau Giang DT 926 24.4

Gravel path (Bn = 5,5 – 7,5 m; Bm = 3,5 – 5,5 m; Bv = Bv = 0,5 – 1m) in bad situation and weak bridge

Upgrading to Class V Standard, asphalting, 1lane (Bn = 6,5 m; Bm = 3,5 m; Bv = 1m paved plus 0,5 m verge) Building a new bridge with length 82.08 m

2.307

4-Kien Giang BN – TH 16.85

Gravel path and path (Bn = 5,5 – 7,5 m; Bm = 3,5 – 5,5 m; Bv = 0,5 – 1m) most in bad situation and weak bridge

Upgrading to Class V Standard, asphalting, 1lane (Bn = 6,5 m; Bm = 3,5 m; Bv = 1m paved plus 0,5 m verge) Building 12 new bridges with total length 270.4 m and a simple landing stage.

1.508

1-Ca Mau Thoi Binh – U Minh 9.5 Gravel (Bn = 4,5 m; Bm = 2,5 m;

Bv = 0,5 – 1m) in bad situation

Upgrading to Class V Standard, asphalting, 1lane (Bn = 6,5 m; Bm = 3,5 m; Bv = 1m paved plus 0,5 m verge) Building a new bridge with length 24.54 m and 2 simple landing stages

2.840

2-Bac Lieu CS – HCMR 26.36 Gravel (Bn = 4,5 m; Bm = 2,5 m; Bv = 0,5 – 1m) in bad situation and a bridge uncompleted

Upgrading to Class V Standard, asphalting, 1lane (Bn = 6,5 m; Bm = 3,5 m; Bv = 1m paved plus 0,5 m verge) completing an unfinished bridge (80% road with length 280m)

2.797


EIA Framework Report, page - iv


Base cost1

($ mil.)

2-Tra Vinh TN 8.3 Earthen road (Bn = 5m; Bm = 3m; Bv = 0,5 – 1m) in bad situation and 1 weak bridge

Upgrading to Class V Standard, asphalting, 1lane (Bn = 6,5 m; Bm = 3,5 m; Bv = 1m paved plus 0,5 m verge) Building a new bridge with total length 37.5 m

1.098

6-Tra Vinh DT 915 20.0 Asphalt road, bad and normal edges (Bn = 4 -6m; Bm = 3 -3,5 m; Bv = 0,5 – 1m) weak bridge

Upgrading to Class V Standard, asphalting, 1lane (Bn = 6,5 m; Bm = 3,5 m; Bv = 1m paved plus 0,5 m verge) Building 3 new bridges with total length 150 m

2.965

Phase II Program 167.73 - 29.309 PR Grand Total 37.845

Table 4.2 Summary of MTIDP Waterway Network Improvements

Corridor 2: Standard 3, length 253 km (Routes: TPHCM- Dong Thap Muoi – Tu Giac Long Xuyen – Kien Luong) includes following main works: dredging, protecting bank slope, renewing Rach Chanh lock ship, and upgrading Tan Chau bridges and ports.

SECTION NAME QUANTITY (km or No.)

BOTTOM WIDTH (m)

MINIMUM DEPTH (m) DESCRIPTION OF IMPROVEMENTS

Phase I

Corridor 2: Class 3, Length 253 km

Km 80 – 170 90 30 3 Widening, deepening and bank protection works


Bridges 13 Remove old bridge, construct 9 steel 1-lane bridges and lift 4 bridges to 5m / adapt aids to navigation

Phase II




vEIA Framework Report, page -

SECTION NAME QUANTITY (km or No.)

BOTTOM WIDTH (m)

MINIMUM DEPTH (m) DESCRIPTION OF IMPROVEMENTS

Bridges 5 Remove old bridge, construct 3 steel 1-lane bridges, lift 1 bridge to

5m / adapt aids to navigation and construct of Nhi Thien Duong concrete bridge

Ship lock Construction 1 Construction of ship lock at Rach Chanh

Port Improvements 1 Port improvements: Tan Chau


Km 0 – 80 35 - 45 30 - 55 3 Widening, deepening and bank protection works


Bridge 1 New construction of Cho Gao concrete bridge

Port Improvements 1 Port improvements: Bac Lieu

Feeder Canal Improvements: Class 4, Length 278 km

An Giang Province 20 2 Upgrading of Mac Can Dung and Tri Ton Canal

Ca Mau Province

20 2 Upgrading of Dam Doi, Ong Trang and Ngoc Hien – Tam Giang Canal

Equipment Supply & Installation

Navigation Aids 1,783 Navigation aids: Corridors 2, 3 & feeder canals Source: the F/S of the MTIDP


iEIA Framework Report, page -

ii. The Resettlement of the MTIDP The results of subproject screening and survey conducted by FS and inventory of losses for proposed road and waterway routes of the first year program show that there are no sites of cultural heritage will be impacted In general, priorities are given to the land of lower economic values or unused land. The methods of realigning or one-side development (widening) both for roads and waterways are widely used. The Project will pose inconsiderable resettlement impacts due to required land acquisition for rehabilitation, improvement and widening of national and provincial roads and waterways, some bridges... So far it is not clear about the temporary land acquisition of the project. This would be identified when more information are available in stage of detailed technical design. The Tables below provide more detailed data on the scale of land acquisition and resettlement caused by the MTIDP subprojects.

Table 4.3. Scope of land acquisition for the road component in the MTIDP

Road Length (KM)

Loss of residential land (m2)

Residential plus garden land (m2)

Perennial crop or garden land (m2)

Annual crop land (m2)

Loss of pond (m2)

Special use land (m2)

Total land loss (m2)

Ben Tre DT 884 13.72 3,141 0 7,254 0 0 23,672 34,068 Vinh Long DT 909 21.40 815 26,970 10,370 36,137 2,829 614 77,735

Soc Trang DT 04 16.64 1,512 0 5,905 86,882 0 0 94,299

Bac Lieu

CS-HCMR 25.00 14,585 60,696 3,551 8,785 0 77 87,694

Ca Mau CN-CDV 9.00 0 12,549 998 9,870 0 210 23,627

Kien Giang

BN-RG-TH 16.65 2,272 32,485 20,061 0 0 1,168 55,986

Tra Vinh NH 54 23.64 3,982 0 59,348 68,925 0 3,175 135,430

Tra Vinh NH 53 8.91 454 0 32,310 10,864 2,172 0 45,799

Can Tho NH 91 30.10 26,623 0 0 76,991 76,244 0 179,858 TOTAL 165.06 53,384 132,699 139,798 298,454 81,245 28,916 734,496 Source: FS final report Table 4.4. Summarized resettlement impacts for the road component in the MTIDP

RelocatedRebuild main house

Relocated business

Losing >20% HH holding

Marginally affected

Total number of PAPs

Vinh Long DT909 19 0 1 10 375 404Ca Mau (CN-CDV) 0 0 0 0 124 124Kien Giang (BN-RG-TH) 66 65 55 0 690 876

Bac Lieu (CS-NQ-ND) 0 0 0 0 1,556 1,556


EIA Framework Report, page - ii

Ben Tre DT 884 0 0 0 0 859 859Tra Vinh QL 54 17 0 0 0 483 500Tra Vinh QL 53 7 0 0 0 533 540

Source: FS final report

Table 4.5: Permanent acquisition of land and resettlement impacts for waterway component in MTIDP

Total (m2) Long An Tien

Giang Đong Thap

An Giang

Kien Giang

(1) Land: 1,354,322 43,909 365,965 287,736 479,111 177,601 - Housing land 583,552 17,400 139,661 253,863 152,320 20,308 - Agricultural land 747,052 22,434 226,304 16,155 324,866 157,294 in which: + Garden 657,279 22,434 226,304 16,155 235,093 157,294

+ Annual crop land 89,773 89,773 - Others 23,718 4,075 - 17,718 1,925 - (2) House: 163,224 4,747 24,805 51,236 50,970 13,465 - Grade 3 342 - 186 - 156 - - Grade 4 43,340 2,505 15,259 22,973 1,812 792

- Temporary 119,541 2,242 27,360 28,264 49,003 12,673 Source: F/S final report

Table 4.6: Summary of resettlement impacts for the waterway component in MTIDP

Type of impacts PAPs Long An

Tiền Giang

Đồng Tháp

An Giang

Kiên Giang

Total (household) 7,245 121 1,934 2,148 2,785 257 (people) 28,456 207 7,832 8,442 10,973 802 (i) Moving (household) 1,711 41 232 639 734 65 (ii) Rearrangement (household) 1,244 17 264 89 711 163

(iii) partially affected (household) 4,290 63 1,438 1,420 1,340 29

in which: Loss in main income (household) 89 5 28 8 48 0

- Loss >20% agri land 25 3 14 0 8 0 - Loss in business 64 2 14 8 40 0

Source: F/S final report

The following environmental effects in resettlement site need to be considered:

- Resettlement sites should be far from pollution sources a. Resettlement sites should be developed in the project area with all drinking water, sanitation

and required infrastructure, including health and education facilities are being provided at those sites


iiiEIA Framework Report, page -

b. Resettlement sites should have similarities in socio-economic, production conditions and using natural resources with the old one.

c. Effects from resettlement sites on physical conditions may include pollution of surface water as a result of solid or liquid waste discharges. Resettlement sites will be designed to incorporate adequate solid and liquid waste management systems.

Finally, regarding the resettlement needs under the project, most project-affected-people (PAP) would not require relocation. They will simply stay in their immediate vicinity with some movement of homes or business in the immediate vicinity most often only having to move a few meters. For others who will require relocation, the option selected was provided them with alternate sites within the GOV’s existing resettlement sites that are fully equipped with drinking water, sanitation and other infrastructure needs that are fully organized and implemented at each site in advance of people being relocated there as well as health and education facilities. This option is being pursued as opposed to the project developing new sites and working more with the GOV’s overall plan for the resettlement of disadvantaged people due to development activities or natural conditions such as annual flooding.

5. Baseline Data

Direct and indirect impacts on a broadly geographical area will be created if the project is implemented, so that the baseline data description of the 13 Mekong Delta River provinces in the MTIDP has been included in the report. It included following items:

Climate and Air Quality Geology and Topography Soils Surface Water Groundwater Drainage, Hydrology and Flooding Overview of Biological Conditions of Project Area: Aquatic Biodiversity, Terrestrial

Biodiversity, Protected Areas, Rare or Endangered Species. Overview of Environmental Pollution Situation of Project Area: Urbanized areas, Coastal

areas, developed agricultural areas, flooded areas, level of pollution in different areas. Overview of Socio-Economic Conditions of Project Area: Land Use and Allocation,

Population and Communities, Poverty Incidence, Ethnic Minority Groups, Minor negative impact Transport and Traffic Characteristics, Economic Activities (Overview, Agriculture, Forestry and Fisheries, Industry, Tourism)

Access to services Public health; physical and cultural heritage Tran boundary environmental issues


EIA Framework Report, page - iv

6. Analysis of Alternatives

6.1. Process for Analysis of the MTIDP Alternatives – Engineering Aspects

For road and waterway improvement sub-projects, a comprehensive analysis of alternatives was carried out to arrive at the final defined set of sub-projects to be included in the MTIDP. For roads and waterways improvements, ‘long lists’ of potential infrastructure for improvement were provided by the MOT. Volumes II and III contain a detailed discussion of the process that was carried out to arrive at the final short-list of sub-projects for inclusion in the MTIDP. A general overview of the process that was implemented is as follows. For waterways improvements, river engineering studies were carried out, vessel movements and cargo commodities were assessed, and preliminary designs of navigation improvement works were prepared. Preliminary cost estimates were also developed and the transport cost savings were calculated by means of the Inland Waterway Transport Cost Model (IWTC). Furthermore, an inventory survey of all the corridors and an Origin – Destination survey was carried out. When selecting the corridors, due consideration was given to investment cost, traffic flows, savings in overall transport cost, socio-economic development, environmental conditions∗ and resettlement issues. For roads improvements, an inventory of about 3,000 km of roads was developed in order to form the basis for the traffic and economic/social studies. The initial analysis and evaluation shows that a moderate improvement of the road standard on a greater number of roads is to be recommended in order to obtain the maximum benefits of the investment, rather than over-invest in a few number of roads to a very high standard. The short list for secondary roads was determined by adopting a selection process that includes both economic growth and equity criteria. The basic approach adopted to arrive at the project components is to: (a) screen the secondary roads on the basis of criteria that take into account the growth and poverty parameters; and (b) prioritize the screened roads on the basis of ‘equity’ and ‘economic efficiency’ criteria, and finally select the roads based on the available financial resources. In order to achieve the above, the screening process has been carried out in three main stages – (a) connectivity to the main transport corridors, (b) roads that serve areas having higher agriculture output, and (c) roads that are passing through the areas with high poverty density. While applying these three main criteria, the other criteria such as ‘over investment’ and ‘equity’ have also been considered appropriately. The final selection of the roads is based on the criteria whereby 50% of the budget available is allocated towards selection of roads on economic efficiency criteria (NPV/ C ratio) and the remaining 50% of the budget is distributed among all the provinces

6.2. Analysis of Alternatives –environmental considerations

The waterway and road projects are only to upgrade and rehabilitate the existing roads and canals. Presently, the recommended alternative in the FS is for road and waterway upgrading and rehabilitation as opposed to the options of doing nothing or constructing new transport corridors. ∗ Corridor No. 2, after being dredged and widened will get higher capacity of influx of fresh- and sediment-rich water from the main river to the fields. During the flood season, water movement toward Vam Co would be increased and that would facilitate inflow to the Dong Thap Muoi area that would help with the quick release of acid water ponder in the low lands of Bac Dong – Bo Bo and the area located between two tributaries of Vam Co river. This inflow of freshwater would contribute to improved soil and environment conditions. The run-off from Tri Ton – Tam Ngan canal to the Long Xuyen quadrangular also has the same advantage, especially in dry season, it increases a significant volume of fresh water for the area that severely lacks water. Corridor No.3 stretches along the coastal area with narrow and shallow canals. The whole route is not affected by the upstream flood. Therefore, local inundation will be improved in the future. In order to facilitate waterway navigation at Rach Chanh through a currently existing salinity prevention sluice, a ship lock is planned to be built adjacent to it under the project. This will eliminate a major transport bottleneck by allowing ship passes on a 24-hour basis throughout the year versus only during low tide during the try season. The ship lock will also help to maintain the hydrological regime and control of salinity intrusion that the sluice gate presently provides.


vEIA Framework Report, page -

Without the project, the increase in traffic in both systems would further reduce transport efficiency and concurrently reduce transport safety; and the condition of the roads and waterways would continue to degrade with persistent erosion, in the case of canals, reducing their effectiveness as transport corridors without mentioning the loss of land along the canals. New construction of transport corridors would be more costly, have greater environmental and social impacts and require greater land acquisition. In addition, where possible and practical, only one side of the corridors will be widened that will reduce environmental and social (resettlement) impacts and, particularly in the case of waterways, will reduce the exposure of potentially acid sulphate soils where they are found along the canals to be improved.

It is also notable that negative environmental impacts caused by the road and waterway improvement works are generally short-term; and methods for their mitigation are well understood from direct experience in the project area, provided that the environmental management plan and mitigation measures recommended that plan are properly implemented.

The resultant comparative results of positive and negative impacts on environment of the selected option is that when the road and waterway projects of the MTIDP are completed, more benefits will be created for the environment (in both social and natural aspects) than the other options.

7. FRAMEWORK ENVIRONMENTAL ACTION PLAN

7.1 Introduction

The following sections present the Framework Environmental Action Plan (EAP) for the MTIDP. The Framework EAP has been developed to guide development of the specific EAPs for Phase I road and waterway sub-projects presented in Volumes II and III of the EIA and will also be used for the development of future EAPs for Phase II sub-projects. The Framework EAP contains the following information, both for road improvement activities and waterway improvement activities:

(i) Summary of typical environmental impacts that could occur as a result of project activities

(ii) Identification of feasible mitigation measures including responsibilities and cost for implementation

(iii) Identification of suggested monitoring indicators including responsibilities and cost for implementation

(iv) Overview of environment-related institutional arrangements for the project (v) Overview of environmental monitoring and reporting requirements for the project

7.2 Mitigation Strategies

There are several strategies to mitigating a major negative impact. The following strategies were employed for this report (in order of priority):

(a) Avoid the impact. To “avoid” means to be able to change some aspect of the project design, construction, or operation such that the impact no longer occurs (e.g., changing the alignment of a road so it avoids a national park).


EIA Framework Report, page - vi

(b) Minimize the impact. To “minimize” means to implement measures that will reduce impacts to acceptable levels (e.g., ensuring that construction equipment meets TCVN industrial emission standards).

(c) Rectify the impact. To “rectify” means to allow an impact to occur, and then afterwards take measures to rehabilitate the environment to a level whereby the impact is within acceptable limits (e.g., filling in used limed pits as part of construction clean-up).

(d) Compensate for the impact. To “compensate” means to allow the impact to occur, then afterwards provide non-monetary compensation (first priority) or monetary compensation (second priority) for losses created by the impact (e.g., if a farmer must be resettled, the first compensation priority is to provide replacement land and housing. If replacement land and housing cannot be provided, the replacement value of losses should be calculated and provided to the farmer.).

7.3 Road Investments

7.3.1 Summary of Typical Environmental Impacts and Mitigation Measures for the Road Sub-project

7.3.1.1 Construction Phase

It is noted that for the pre-construction phase, there are almost no impacts on environment during this phase and don’t need mitigation measures to be taken, however there are a few but they are characteristic of temporary and partial, and mitigation measures have already been recommended.

Table 7.1 Construction impacts and mitigations of roads

IMPACT DISCUSSION OF TYPICAL IMPACTS TYPICAL MITIGATION MEASURES

Physical Conditions

Air emissions Dust generation during earthworks and road/bridge formation. Minor emissions from construction vehicles and equipment. Impacts are typically temporary and localized.

Water exposed areas during windy conditions Minimize of size and duration of exposed areas Cover or vegetate long term materials stockpiles Cover of trucks carrying dispersible materials Ensure construction vehicles and equipment are well maintained

Noise and vibration generation

Noise and vibration generation during earthworks, bridge and road formation and movements of construction vehicles and equipment. Impacts are typically temporary and localized.

Ensure construction vehicles and equipment are well maintained Restrict noisy activities to day time periods Inform local community of schedule of construction activities Install temporary acoustic shields or walls in the vicinity of very noisy activities in such sensitive places as hospitals, schools,... Provide workers with noise protection equipment


viiEIA Framework Report, page -


Erosion and sedimentation

Erosion of exposed areas. Impacts are typically temporary or short term and localized. Sediment laden runoff entering waterways. Impacts are typically temporary or short term and localized.

Water exposed areas during windy conditions Minimize of size and duration of exposed areas Vegetate or otherwise stabilize drainage channels Implement diversion structures, such as drains or fences, to divert clean runoff away from exposed areas Implement sediment capture devices, such as traps or basins, to avoid sediment laden runoff entering watercourses

Disturbance of hazardous soils

Disturbance of areas of ASS. Impacts are generally short term but can be spread across the project area. Disturbance of other contaminated soils (DDT, pesticides etc). Impacts are typically temporary and localized. Contamination of soils as a result of chemical, fuel/oil spills. Impacts are typically temporary and localized.

Identify extent and magnitude of ASS and other contaminated soils in vicinity of sub-projects Avoid extent of ASS disturbed Treat ASS with lime prior to reuse on site Remove disturbed ASS from site for off-site disposal Remove contaminated soils from site for disposal in landfill Do not reuse contaminated soils on site Store chemicals, fuels/oils in covered areas away from watercourses with concrete floors and bounding Ensure prompt clean-up of any spills

Surface water quality deterioration

Sediment laden runoff entering waterways. Impacts are generally short term and localized. Chemical or oil/fuel spills entering watercourses. Impacts are generally temporary and localized. Domestic waste from construction camps and construction sites, including concrete mixing equipment, entering waterways. Impacts are generally short term and localized.

Implement sediment capture devices, such as traps or basins, to avoid sediment laden runoff entering watercourses Avoid undertaking earthworks in the rainy season Store chemicals, fuels/oils in flood-free, covered areas away from watercourses with concrete floors and bounding Ensure prompt clean-up of any spills Implement solid and liquid waste management systems at construction camps and at construction sites Avoid direct discharges from concrete mixing equipment to waterways Implement wheel washing facilities at construction sites


EIA Framework Report, page - viii


Groundwater deterioration

Chemical or oil/fuel spills entering groundwater. Impacts are generally temporary and localized.

Store chemicals, fuels/oils in covered areas away from watercourses with concrete floors and bounding Ensure prompt clean-up of any spills

Biological Conditions

Impacts on aquatic ecosystems

Changes to water quality may affect aquatic ecosystems. Impacts will be temporary and localized.

Implement sediment capture devices, such as traps or basins, to avoid sediment laden runoff entering watercourses Store chemicals, fuels/oils in flood-free, covered areas away from watercourses with concrete floors and bounding Ensure prompt clean-up of any spills Implement solid and liquid waste management systems at construction camps

Impacts on vegetation and habitat

Loss of roadside vegetation. Impacts will be temporary and localized.

Minimize extent of vegetation removed Undertake landscaping and replanting of trees

Effects on protected areas

Presence of construction workforce may increase pressure on natural resources

Ensure construction camps are not constructed in close proximity to protected areas Prohibit natural resource exploitation by construction workers

Effects on rare or endangered species


Ensure construction camps are not constructed in close proximity to ecologically sensitive areas Prohibit natural resource exploitation by construction workers

Fisheries activities


Implement sediment capture devices, such as traps or basins, to avoid sediment laden runoff entering watercourses Store chemicals, fuels/oils in covered areas away from watercourses with concrete floors and bunding Ensure prompt clean-up of any spills Implement solid and liquid waste management systems at construction camps

Forestry activities

No MTIDP road improvement sub-projects take place in or in the vicinity of forestry activities

No mitigation measures required

Socio-economic Conditions


ixEIA Framework Report, page -


Land use changes

Unplanned or induced development may result during construction works, however levels are expected to be low as no new roads are being constructed

Work with local authorities to avoid unplanned development in the vicinity of project works

Disruption to communities

Presence of construction workers can affect community structure and patterns. Impacts will be short term, but will occur across the project area.

Undertake training of construction works to minimize conflicts with local communities, particularly in relation to safety, hygiene and transmission of diseases Where possible, avoid housing workers in construction camps Ensure construction camps have adequate sanitation and waste management systems Work with local authorities to implement awareness programs on social evils associated with construction camps Implement community notification and complaints system

Changes to poverty incidence

Adverse effects on poverty incidence may occur for individual households that suffer disruption to access. Effects will be localized and short term. Employment opportunities for local laborers may result in positive impacts in poor households.

Encourage contractors to employ local people

Inequitable effects on ethnic minority groups

In some locations there are significant numbers of ethnic minority groups that may be inequitably affected by construction stage impacts. Ethnic minority groups are particularly vulnerable to adverse project effects. Effects will be localized and short term.

Ensure all materials and consultation activities are translated and interpreted into Khmer and other minority languages

Changes to economic activities and production

Disruption to access to properties and services may affect economic activities of individual households and companies. Direct effects may include loss of access and indirect effects may include material or produce transport difficulties. Effects will be localized and short term. Employment opportunities for local laborers may have positive impacts for some households.


Changes to accessibility

Accessibility to properties may be disrupted during construction activities. Effects will be localized and short term. Disruption to traffic accessibility and

Ensure temporary access is provided to affected properties and that suitable permanent access is reinstated following the completion of


EIA Framework Report, page - x


movements as a result of impedance of existing roads during construction works

construction. Schedule construction works to be completed in efficient and timely manner. Inform local community and drivers of schedule of works and duration of disruptions Install signage and warnings for drivers in the vicinity of construction works

Changes to traffic volumes and traffic safety

Construction vehicles will result in minor increases to traffic volumes. These effects will be temporary and localized.

As far as practical, avoid construction vehicle movements in peak hours

Changes to agricultural and industrial productivity

Changes in property access may affect agricultural activities of individual households. Effects will be localized and short term.

Ensure temporary access is provided to affected properties and that suitable permanent access is reinstated following the completion of construction.

Effects on public health

Ponding of water may increase incidence of waterborne diseases. Respiratory diseases may be exacerbated by dust generation. Effects are likely to be short term and localized. Transmission of diseases from construction workforce and safety and hygiene effects of construction camps including HIV/AIDS Construction accidents involving construction workers

Avoid ponding of water in construction site by promptly backfilling depressions and maintaining a tidy site Implement dust suppression measures described previously Undertake training of construction works to minimize conflicts with local communities, particularly in relation to safety, hygiene and transmission of diseases Where possible, avoid housing workers in construction camps Ensure construction camps and construction sites have adequate sanitation and waste management systems Ensure construction workers have access to and are trained in the use of construction safety equipment Work with local authorities to implement awareness campaigns for local community about issues associated with presence of construction workers

Changes in access to services

Temporary disruptions to access to services may occur as a result of construction vehicles or required shutdowns during site clearance works. Increased pressure on access to basic

Minimize planned disruption to services Minimize movements of construction vehicles during peak hours


xiEIA Framework Report, page -


services because of presence of large construction workforce

Effects on physical and cultural heritage

Minor effects on items of physical or cultural heritage works may result from disruption of access to properties.

Minimize direct effects of works on items of physical or cultural heritage

7.3.1.2 Operation Phase

Table 7.2 Operation impacts and mitigations of roads

IMPACT DISCUSSION OF TYPICAL IMPACTS

TYPICAL MITIGATION MEASURES

Physical Conditions

Air emissions Emissions from increased traffic loads on roads. Impacts will be incremental. Dust generation from use of unsealed roads. Impacts will be positive where unsealed roads are sealed as part of the project.

Undertake regular maintenance and cleaning of roads Work with local authorities to restrict movements of polluting vehicles

Noise generation

Noise generation from increased traffic loads on roads

Implement practical and feasible noise reduction measures at sensitive receivers when monitoring indicates accordance of TCVN noise levels Work with local authorities to restrict movements of poorly maintained vehicles

Surface water deterioration

Contaminated storm water runoff from road surface. Domestic waste from resettlement sites. Impacts will be localized but permanent.

Ensure road drainage systems are well maintained and free of blockages Implement drainage ponds to store and facilitate primary treatment of road runoff prior to discharge Ensure materials used in road improvements works do not contain potential toxic lactates Ensure resettlement sites have solid and liquid waste management systems that are adequately maintained

Changes to hydrology and flooding

Changes to flooding patterns due to elevated roads. Impacts will be positive in areas where flood protection is provided by roads. Changes in drainage patterns where road works block existing drainage.

Inform local community of changes to flooding patterns Include culverts in road design where required Ensure road drainage and culverts are well maintained and free of blockages


Impacts on Changes to water quality may affect Ensure road drainage systems are well


EIA Framework Report, page - xii



aquatic ecosystems

aquatic ecosystems. Impacts will be permanent although localized.

maintained and free of blockages Implement drainage ponds to store and facilitate primary treatment of road runoff prior to discharge Ensure resettlement sites have solid and liquid waste management systems that are adequately maintained


Dust generation, air pollution and adverse effects on water quality may affect growth of roadside vegetation. Impacts will be permanent although localized.



Road network improvements may improve access to protected areas. Resettlement sites located near protected areas may increase pressure on resources. The impacts will be minor as no new roads will be constructed, but will be localized, although permanent.

Work with local protected area authorities to develop enforcement strategies


There are very few reported occurrences of rare or endangered species in the MTIDP project area



Positive impacts will result from improved accessibility throughout the region. Impacts will be permanent.


Forestry activities

Positive impacts will result from improved accessibility throughout the region. Impacts will be permanent.



Land use changes

No new roads are being constructed thus induced land use changes are expected to be minor, although permanent effects. Unplanned development may occur in safety clearance zones.



No new roads are being constructed. Permanent disruption to communities may result from adverse amenity effects such as noise and dust generation.

Implement range of mitigation measures relating to noise and dust generation to protect amenity of surrounding land use


At a regional level, positive effects on poverty incidence are expected to result from increased connectivity and accessibility on the road network


Employment opportunities

Employment opportunities during maintenance works may benefit poor or unemployed

Develop mechanisms to encourage employment of local people in maintenance work


xiiiEIA Framework Report, page -




Comparable levels of positive impacts will be experienced by ethnic minority groups



At a regional level, positive effects on economic activities and production are expected to result from increased connectivity and accessibility on the road network. More direct access will reduce the need for transactions with middlemen and improved road condition with reduce damage to products



At a regional level, positive changes to accessibility are expected to result from increased connectivity and accessibility on the road network Increased access to schools, markets and health facilities are expected to result. Increased access to employment opportunities are expected to result. There may be a shift from waterway transport to road transport as a result of improved road network condition. This will be of particular benefit to the poor and those without vehicles.



At a regional level, traffic volumes on the road network are expected to increase both as a result of natural growth and generated traffic Improved conditions on the road network may increase traffic speed and lead to high accident rate Improved road access may facilitate mode switch for local movements from waterways, e.g. children traveling to school, which will have safety benefits

Install signage advising of traffic speed limits and road conditions


At a regional level, positive effects on agricultural and industrial productivity are expected to result from increased connectivity and accessibility on the road network



At a regional level, positive effects on access to services are expected to result from increased connectivity and accessibility on the road network



EIA Framework Report, page - xiv




Increased accessibility may lead to increased spread of communicable diseases including HIV/AIDs with transport workers being considered a high risk group

Work with local authorities and NGOS to implement HIV/AIDS awareness program in local communities


No effects on physical or cultural heritage are expected during operation


7.4 Typical Environmental Monitoring Measures

Table 7.3: Typical environmental monitoring for roads

IMPACT PARAMETERS EXAMPLE LOCATIONS FREQUENCY STANDARDS

USED Phase I cost estimation

Pre-construction & construction stage Physical Conditions Air emissions

Dust levels, CO, and NOx

Vicinity of clearing works

At least once for each sub-project prior to construction (to establish baseline, and during construction (to establish impact)

TCVN 5737-1995 TCVN 5948-1995

1,300 USD


Noise levels to meet TCVN requirements

In the vicinity of sensitive receivers

In response to complaints

TCVN 5949-1995 TCVN 5948-1995

600 USD


Pesticides and heavy metals in sediments Acidity levels in sediments

In areas of known contamin- action or ASS/PASS that will be disturbed

Prior to disposal Prior to reuse

TCVN 7209-2002 TCVN 6496-1999 (ISO 11047 – 1995)

1,700 USD

Salinity intrusion

Salinity levels In sub-project areas being constructed in/ near saline soils

At least once during construction works in saline locations

TCVN 5942 – 1995 TCVN 6649 - 2000

500 USD



xvEIA Framework Report, page -



Protected areas And sensitive areas

Disturbance of Nui Cam Nature Reserve, U Minh Nature Reserves (south and north reserves)

Closest borders of Nui Cam Nature Reserve, closest borders of U Minh nature reserve.

At least once during construction

Observation 600 USD

Socio-economic Conditions Land use changes

Refer sub-project RAP

Refer RAP Refer RAP Refer RAP


Safety and hygiene conditions in construction camps Community complaints received

Construction camps

Regularly during construction works

Observation


Refer EMDP Refer EMDP Refer EMDP Refer EMDP

Operation Stage Physical Conditions Air emissions

Dust levels, CO, and NOx


At least twice for each sub-project during operation (to establish impact)

Relevant TCVN standards


TSS, pH, alum, to meet TCVN 5942 requirements

Downstream of bridge maintenance that disturb ASS and contaminated soils Downstream of drainage points from dredge disposal locations

Twice during wet season, twice during dry season in ASS or PASS areas

Relevant TCVN standards TCVN 5942 - 1995

Salinity intrusion

Salinity In areas where changes to salinity regime are expected to occur

Twice in wet and dry season in saline areas




EIA Framework Report, page - xvi



Protected areas and sensitive areas


Close Borders of Nui Cam Nature Reserve, close of U Minh nature reserve.

At least once during operation of sub-projects within 10km of protected or sensitive areas

Observation

Socio-economic Conditions Accidents and safety issues

Number of accidents, deaths, vehicle violations, etc.

On all roads As needed Discussion with local police authorities

7. 5 Waterway Investments

7.5.1 Summary of Typical Environmental Impacts and Mitigation Measures for the Waterways Sub-project


It is noted that for the pre-construction phase, there are almost no impacts on environment during this phase and don’t need mitigation measures to be taken, however there are a few but they are characteristic of temporary and partial, and mitigation measures have already been recommended.

Table 7.4 Consstruction typical environmental impacts and mitigations for waterways



Physical Conditions

Air emissions Minor emissions from construction vehicles and equipment and dust generation from land based works. Impacts are typically localized and temporary. Dust generation from temporary stockpiles of dredge material

Minimize size and duration of exposed areas Cover trucks carrying dispersible materials Ensure construction vehicles and equipment are well maintained Cover temporary stockpiles or vegetate long term dredge material stockpiles


Noise and vibration generation from dredging works, bridge construction and port works will be temporary and localized

Ensure construction vehicles and equipment are well maintained Restrict noisy activities to day time periods Inform local community of schedule of construction activities Install temporary acoustic shields in the vicinity of very noisy activities Provide workers with noise protection


xviiEIA Framework Report, page -


TYPICAL MITIGATION MEASURES equipment


Erosion of canal beds and sides may occur during dredging and widening works Erosion of exposed land based areas resulting in sediment laden runoff entering waterways Erosion of temporary stockpiles of dredged material

Retain as much vegetation as possible on canal sides Prompt stabilization of canal sides with vegetation, coconut fiber overlays or similar Stabilize dredge material stockpiles with temporary covers or permanent renegotiation or similar Consider need for and feasibility of implementing submerged silt fences to avoid downstream contamination of waterways Implement runoff diversion structures and sediment traps on land based works to minimize sediment laden runoff entering waterways


Disturbance of ASS and contaminated sediments during dredging works Disturbance of land based ASS and contaminated soils Contamination of soils and/or sediments as a result of spills Dredging and disposal of otherwise contaminated soil containing chemical or heavy metal residues

Identify extent and magnitude of ASS and other areas of contaminated soils in vicinity of sub-projects Avoid extent of ASS disturbed Inform downstream community of dredging works in ASS or contaminated soils prior to commencement to ensure fishing and domestic water use activities cease before use. Inform community when water quality is suitable for use after dredging works Undertake dredging works in ASS soils in the rainy season as far as possible Dispose of ASS in containment areas surrounded by water proof dikes with plastic sheet lining as required to retain dredged spoil Drain acidic runoff from land based works back to canals Control run-off of chemical toxins and cover disposal sites with uncontaminated spoil/soil.


Sedimentation of waterways during water based dredging and widening works Releases of acidic or contaminated sediments during dredging Sediment laden runoff entering waterways from land based works

Prohibit release of waste, chemicals, fuels or oils into waterways from boats or land based construction sites Undertake dredging works in ASS soils in the rainy season and dredge only one side of canal to limit exposure of ASS to avoid also the more densely settled


EIA Framework Report, page - xviii



Domestic waste from construction camps and construction sites entering waterways Chemical or oil/fuel spills from boats or land based activities entering waterways Runoff from temporary stockpiles of contaminated or acidic dredge material Increased salinity intrusion resulting from disruption to sluice operation during construction Effluent after primary treatment from resettlement sites to waterways and rivers could have adverse impacts to the receiving waters.

canal banks as far as possible Drain acidic runoff from land based works back to canals Undertake water based construction works in a timely manner to minimize risk of water stagnancy Store chemicals, fuels/oils etc. in covered, flood-free areas away from watercourses with concrete floors and bounding Ensure prompt clean-up of any spills Implement solid and liquid waste management systems at construction camps and construction sites Consider the feasibility of treating ASS or contaminated dredge material prior to disposal. For contaminated dredge material that cannot be adequately treated, consider landfill disposal Implement a drainage collection system at permanent dredge material disposal sites where contaminated or ASS is being stored Work with local irrigation authorities to minimize effects of salinity intrusion if sluice operation is disrupted Inform local community of changes to sluice operation The receiving waters in the vicinity at which the effluent from resettlement sites should be monitored. If the receiving waters do not meet national standards in these areas, then additional treatment would be required to reduce the impact adequately to meet those national guidelines.


Contaminated water mixing with water table Changes in groundwater dynamics due to placement of dredge material

Implement surface water quality mitigation measures described above Do not develop dredge material stockpiles in areas with a high water table



Effects of water quality deterioration on aquatic ecosystems Direct kill of fish and aquatic species during dredging works

Implement surface water quality mitigation measures described above Also, there is no experience with significant loss of fishes and other aquatic species from dredging in the


xixEIA Framework Report, page -


TYPICAL MITIGATION MEASURES project area. Impacts are short-term


No effects expected apart from loss of low value vegetation during land based works

Avoid loss of vegetation where possible Undertake replanting of vegetation to stabilize exposed areas






Ensure construction camps are not constructed in close proximity to ecological sensitive areas Prohibit natural resource exploitation by construction workers


Disruption to fishing activities as a result of deterioration of water quality

Implement surface water quality mitigation measures described above Inform downstream community of dredging works in ASS or contaminated soils prior to commencement to ensure fishing and domestic water use activities cease before use. Inform community when water quality is suitable for use after dredging works Work with local irrigation authorities to minimize effects of salinity intrusion if sluice operation is disrupted Inform local community of changes to sluice operation

Forestry activities


Prohibit natural resource exploitation by construction workers


Land use changes

Low levels of unplanned or induced development may occur during construction works; however, no new waterways are being constructed

Work with local authorities to avoid unplanned development in the vicinity of the project works


Presence of construction workers may affect community structure and patterns. Impacts will be short term but will occur across the project area

Undertake training of construction works to minimize conflicts with local communities, particularly in relation to safety, hygiene and transmission of diseases Where possible, avoid housing workers in construction camps Ensure construction camps have adequate sanitation and waste


EIA Framework Report, page - xx


TYPICAL MITIGATION MEASURES management systems Work with local authorities to implement awareness programs on social evils associated with construction camps Implement community notification and complaints system


Adverse effects on poverty incidence may occur for households for whom fishing activities or waterway accessibility is disrupted Employment opportunities for local laborers may result in positive impacts for some households



In some locations where there are significant proportions of ethnic minority households, these households may be inequitably affected by construction stage impacts. Ethnic minority groups are particularly vulnerable to adverse project effects.



Adverse effects on economic activities may occur for households for whom fishing activities or waterway accessibility is disrupted Employment opportunities for local laborers may result in positive impacts for some households Reuse of dredge material may have benefits if it can be resold for filling of land for agricultural or residential development

Encourage contractors to employ local people Work with local authorities to identify opportunities for reuse of maintenance dredge material


Water based works will affect accessibility along waterways. Effects will be localized and short term.

Schedule construction works to be completed in efficient and timely manner. Inform local community and boat operators of schedule of works and duration of disruptions Install signage and warnings for boat operators in the vicinity of construction works


Water based construction equipment may create additional congestion in waterways. Effects will be localized and short term.


Changes to agricultural and

Adverse effects may occur for households for whom waterway accessibility is

Schedule construction works to be completed in efficient and timely


xxiEIA Framework Report, page -



industrial productivity

disrupted manner. Inform local community and boat operators of schedule of works and duration of disruptions Install signage and warnings for boat operators in the vicinity of construction works


Changes to water quality may increase waterborne disease incidence Transmission of diseases from construction workforce and safety and hygiene of construction camps, including HIV/AIDS Construction accidents involving construction workers.

Inform local community of expected changes in water quality as a result of dredging works Undertake training of construction workers to minimize conflicts with local communities, particularly in relation to safety, hygiene and transmission of diseases Where possible, avoid housing workers in construction camps Ensure construction camps and construction sites have adequate sanitation and waste management systems Ensure construction workers have access to and are trained in the use of construction safety equipment Work with local authorities to implement awareness campaigns for local community about issues associated with presence of construction workers


Temporary disruptions to access to services may occur as a result of construction vehicles or required shutdowns during site clearance works. Availability of domestic water from canals may be affected as a result of water quality deterioration Increased pressure on access to basic services because of presence of large construction workforce

Minimize planned disruptions to service


No effects expected as works are predominantly water based.

No mitigation measures are required


EIA Framework Report, page - xxii


Table 7.5 Operation typical environmental impacts and mitigations for waterways



Physical Conditions

Air emissions Increases in boat traffic will increase air emissions Dust generation from permanent dredge material stockpiles Dust generation from stockpiles of maintenance dredge material

Work with local authorities to restrict movements of polluting vehicles Cover temporary dredge material stockpiles or vegetate long term stockpiles

Noise generation

Noise will be generated by maintenance dredging work

Implement practical and feasible noise reduction measures at sensitive receivers when monitoring indicates accidences of TCVN levels Ensure dredging equipment is well maintained


Ongoing erosion of canal sides Erosion of permanent dredge material stockpiles or maintenance dredge material

Cover or otherwise stabilize temporary stockpiles Vegetation or otherwise stabilize permanent stockpiles


Disturbance of ASS or contaminated sediments during maintenance dredging may affect water quality Ongoing erosion of canal sides may increase sediment loads in waterways Releases of wastes from boats into canals will affect water quality Runoff from permanent dredge material stockpiles Runoff from stockpiles of maintenance dredge material Discharges from resettlement sites

Undertake maintenance dredging works in ASS soils in the rainy season as far as possible Consider the feasibility of treating ASS or contaminated maintenance dredge material prior to disposal. For contaminated dredge material that cannot be adequately treated, consider landfill disposal Implement a drainage collection system at permanent maintenance dredge material disposal sites where contaminated or ASS is being stored Inform downstream community of maintenance dredging works in ASS or contaminated soils prior to commencement to ensure fishing and domestic water use activities cease before use. Inform community when water quality is suitable for use after dredging works Prohibit releases from boats into waterways Ensure ongoing viability of canal side stabilization methods Ensure resettlement sites have solid and liquid waste management systems


xxiiiEIA Framework Report, page -


TYPICAL MITIGATION MEASURES that are adequately maintained


Reduction in flood drainage capacity as a result of over embankment of canal sides

Ensure flood waters can overflow into canals to allow adequate flood drainage capacity



Effects on aquatic ecosystems due to deterioration of water quality Direct kill of fish and aquatic species during maintenance dredging works

Implement measures to protect surface water quality described above


No impacts expected to occur No mitigation measures required


No impacts expected to occur as no works carried out in or in vicinity of protected areas





Effects on fisheries due to deterioration of water quality Direct kill of fish and aquatic species during maintenance dredging works


Forestry activities



Land use changes

Unplanned development may occur in safety clearance zones.

Work with local authorities to control unplanned development


Permanent disruption to communities may result from adverse effects on amenity

Implement mitigation measures relating to dust and noise generation


At a regional level, positive effects on poverty incidence are expected to result from increased connectivity and accessibility on the waterway network



Employment opportunities during maintenance works may benefit poor or unemployed Boat operators may lose employment opportunities because if modal switch to roads from waterways






EIA Framework Report, page - xxiv




At a regional level, positive effects on economic activities and production are expected to result from increased connectivity and accessibility on the waterway network; such effects are expected to be most significant for bulk goods transport

Work with local authorities to identify opportunities for reuse of maintenance dredge material


At a regional level, positive changes to accessibility are expected to result from increased capacity, connectivity and accessibility on the waterway network. Accessibility improvements are likely to benefit freight movements most significantly There may be a shift from waterway transport to road transport for local movements as a result of improved road network condition.

Undertake regular maintenance dredging to maintain capacity of waterways


At a regional level, traffic volumes on the waterway network are expected to increase both as a result of natural growth and generated traffic Improved conditions on the waterway network including navigation aids, lighting and maintenance dredging are expected to improve safety

Install signage advising of boat speed limits and waterway conditions


At a regional level, positive effects on agricultural and industrial productivity are expected to result from increased connectivity and accessibility on the waterway network; such effects are expected to be most significant for bulk goods transport



At a regional level, positive effects on access to services are expected to result from increased connectivity and accessibility on the waterway network









xxvEIA Framework Report, page -

7.5.2 Typical Environmental Monitoring Measures

Table 7.6: Typical environmental monitoring for waterways

IMPACT PARAMETERS EXAMPLE LOCATIONS FREQUENCY METHODOLOGY COST

(USD)

Pre-CONSTRUCTION & CONSTRUCTION STAGE

Physical Conditions

Air emissions Dust levels Vicinity of clearing works

In windy conditions

Visual observation 900





Relevant TCVN standards (TCVN 5949 – 1995; 5948- 1995)

1600


Efficiency of erosion and sediment controls

Erosion and sediment controls

After heavy rain events




In areas of known contamination or ASS that will be disturbed


Relevant TCVN standards (TCVN 7209- 2002; TCVN 6649- 2000; TCVN 6496-1999)

45,000


TSS, pH, BOD, salinity, coli forms to meet TCVN 5942 requirements

Downstream of dredging works that disturb ASS and contaminated soils In vicinity of Rach Chanh lock Downstream of drainage points from dredge disposal locations


Relevant TCVN standards (TCVN 5942-1995)

35000

Salinity intrusion

Salinity levels In vicinity of Rach Chanh lock

Regularly during construction works at this location

Relevant TCVN standards (TCVN- 5943- 1995)

25 000



Groundwater wells in the vicinity of construction works


Relevant TCVN standards (TCVN 5944- 1995)

45,000



EIA Framework Report, page - xxvi


(USD)


Zooplankton, phytoplankton and benthic species

In EIA monitoring locations


Identify changes of the aquatic ecosystems

25,000

Protected areas

Extent of impacts on flora and fauna

Protected areas

Weekly during works in this location

Observation of changes of flora and fauna

23,000


Fish species presence, population levels and distribution

In areas of importance commercial and subsistence fisheries


Monitor changes in fishery activities

25,000


Land use changes


Refer RAP Refer RAP 27,000



Construction camps


Observation 15,000


Refer EMDP Refer EMDP Refer EMDP 15,000

OPERATION STAGE

Physical Conditions A year






6000


xxviiEIA Framework Report, page -


(USD)



Downstream of maintenance dredging works that disturb ASS and contaminated soils Downstream of drainage points from dredge disposal locations

Regularly during maintenance dredging works In wet and dry season


5000

Salinity intrusion


In wet and dry season

Relevant TCVN standards (TCVN- 5945-1995)

2000

Flooding and hydrology

Mean annual discharge Mean water depth Peak flood levels

Across Corridor No. 2

Annually in wet and dry season

Flow meters and gauges

2500



Groundwater wells in the vicinity of dredge disposal locations



5000



Zooplankton, phytoplankton and benthic species populations and distribution



Monitor changes in the distribution of the aquatic ecosystem

4.500






4.500


Land use changes

Development along Corridor 2

In areas where flood flows need to be unimpeded

Prior to beginning of wet season

Observation 1.500


EIA Framework Report, page - xxviii


(USD)

Waterway safety

Incidences of accidents including fatalities, injuries and causes (where known)

Extent of Corridor 2

Ongoing Consultation with police and local authorities

2.500

Source: the CSD 2006

The following environmental monitoring and reporting framework will apply to the project:

(i) Each construction contractor will be fully responsible for all required environmental management and mitigation activities for the works under the project that will be specified in each contract, and the contractors will provide monthly reports to the PMU1 or PMU-W on the implementation of the requirements contained in the relevant sub-project EAP and the results of the environmental performance monitoring outlined in the EAP.

(ii) During construction, for each sub-project, the PMU1 and PMU-W will engage an independent organization to conduct periodical environmental monitoring and prepare reports for submission to the PMU, DONRE and WB. The timing and frequency of these reports will vary depending on the sub-projects and will be defined in the sub-project EAP.

(iii) During operation, for each sub-project, the PMU1 and PMU-W will engage an independent organization to conduct periodical environmental monitoring for at least the first 2 years of operation and reports to the PMU, DONRE and WB. The timing, frequency and duration of these reports will vary depending on the sub-projects and will be defined in the sub-project EAP.

Further details for the individual sub-projects are provided in Volumes II and III of the EIA.

7.6 Human Resources to Implement the EAP

7.6.1 Environmental Specialist Positions in the EAP

Experience on other projects has found that there is substantial benefit in assigning one person in each management unit to take responsibility for implementing their respective duties in the EAP. In the case of the MTIP project, the following recommendations are made:

(i) Assign one person to the PMU-1 as Environmental Safeguards Specialist: 30.000US$

(ii) Assign one person to the PMU-1 as Environmental Safeguards Specialist: 30.000US$ (iii) Assign one person for each PPMU as Environmental Safeguards Specialist:

130.000US$ (iv) Retain at least one Safeguards Independent Monitoring Consultant to review and

monitor EAP implementation: 60.000 US$

The environmental safeguard specialist positions will be part-time posts held by regular staff within the PMU and PPMUs. It is expected that environmental safeguards specialists will hold other posts within the PMU/PPMU (social safeguards, engineering, etc);

The safeguard independent monitoring position will be on contract with Ministry of Transport. The preliminary TORs for these positions are found in Volume II and III of this EIA.


xxixEIA Framework Report, page -

7.6.2 Capacity Building Requirements to Implement the EAP

Environmental management is a relatively new task for most the EAP stakeholders. Therefore, this EAP includes a plan to improve the capacity of the EAP stakeholders to carry out their respective EAP duties. The basic activities of the EAP capacity building plan are described in the below table. Note that this plan should be designed and implemented by a Senior Environmental Safeguards Consultant. It is expected that the consultant input will be about 2 months.

Table 7. 7 Capacity Building Plan

Capacity Building Objectives

Provide key stakeholders with the intellectual resources necessary to conduct their respective EAP duties.

Designed and Implemented By Senior Environmental Safeguards Consultant

Primary Target Groups

Key stakeholders of the EAP: PMU-1 and PMU-W safeguards specialist, PPMU Safeguards Specialists (one per PPMU), DoNREs and selected PPCs, and Safeguard Independent Monitoring Consultant (1)

Implementation Period First 12 months of project

Activities to Achieve Objectives

Activity Comments Location Key Participants Schedule Project-wide EAP Introductory Training Workshop

Purpose: introduce stakeholders to key sections of EAP and responsibilities for EAP implementation. Lead by: Senior Environmental Safeguards Consultant Duration: 1 day

HCMC

PPMU Safeguards Specialists

PMU-1 and PMU-W Safeguards Specialist

First quarter of Year 1 5.000 USD

National Level Follow-up Training

Purpose: follow-up meetings and discussion on how to implement national waterways component safeguard responsibilities. Lead by: Senior Environmental Safeguards Consultant Duration: 2 days

HCMC


Selected Contractors and Design Consultants

Second and third quarter Year 1 5.000 USD

Provincial Level Follow-up Training

Purpose: follow-up meetings and discussion on how to implement feeder canal component safeguard responsibilities. Lead by: Senior Environmental Safeguards Consultant Duration: 2 days per province

One training session in each province



Second and/or third quarter Year 1 36.000 USD


EIA Framework Report, page - xxx

SIMC Training Courses

Purpose: practical training, discussion, and field trips for SIMC on how to implement their TORs. Lead by: Senior Environmental Safeguards Consultant Duration: 2-5 day/course

To Be Announced

All SIMCs that will work on the project Third and/or

fourth quarter of Year 1 7.000 USD

Awareness Raising Meetings

Purpose: build support for EMP Implementation – ensure PPMU and PMU management are aware of their EAP responsibilities Lead by: MoT, with support from Senior Environmental Safeguards Consultant Duration: 1 hour/meeting

To Be Announced

Senior PPMU and PMU staff

Third and/or fourth quarter of Year 1 7.000USD

8. CONCLUSIONS AND RECOMMENDATIONS

8.1 Conclusions

The MTIDP is expected to play an important role in socio-economic development in 13 provinces of the Mekong Delta Region through improved road and waterways transport networks. The Project is strongly supported by the Government, Ministry of Transport and local people in the region. The focus of construction works is on rehabilitation and upgrading of existing corridors, canals, and ports. As with most rehabilitation and upgrading projects, the environmental impacts for MTIPD’s components are expected to be less than if new national highways, provincial roads, waterways corridors, canals, and ports were being constructed. However, it is important to recognize the MTIDP’s project area – the Mekong delta – is dynamic environment that is home to a range of sensitive components: protected areas, melaleuca forests, peat bogs, potential acid sulphate and acid sulphate soils, vast areas of flatlands barely above sea level, saline soils, susceptibility to natural hazards such typhoons, and extreme sensitivity to flooding and erosion. All of these components have a significant and ongoing influence on the ability of local people – most of whom are poor farmers – to sustain their livelihoods. Given this context of the Project and the Project area, the EIA report presents a number of environmental considerations for roads and waterways improvement. In order to minimize negative and enhance positive environmental impacts of MTIDP, the project has prepared an environmental management plan, which includes:

• Measures to mitigate negative environment impacts

• Measures to monitor the implementation of mitigations

• Institutional arrangements to implement the EAP

• Staffing recommendations to implement the EAP

• Capacity building plan to ensure that environmental safeguards specialists at PMU-1, PMU-W and PPMUs can implement the EAP


xxxiEIA Framework Report, page -

8.2 Recommendations

Successful implementation of environmental safeguards in a manner consistent with OP 4.01 and the policies of the Government of Vietnam can be best achieved if the following recommendations are implemented:

1. The Project will implement the Environmental Action Plan (EAP) as prepared for the project. Of particular importance is that Environmental Specialists are assigned within PMU-W, PMU-1, and PPMUs, that these specialists receive the requisite training to conduct their tasks, that contractors prepare and implement Site EAPs, and that the EAP is adequately financed and perhaps, most importantly, that the EAP is supported within the highest levels of MOT, PMUs, and PPMUs.

2. This report and its EAP become the content base for preparing all environmental assessment reports required under the Law of Environmental Protection (2005).

3. That all recommendations in the EIA to minimize and mitigate any adverse impacts be fully considered and incorporated in the detailed project designs to be prepared for the specific civil works contracts under the project.


EIA Framework Report, page - xxxii

Table of Contents ABBREVIATIONS & ACRONYMS 1 INTRODUCTION............................................................................................................................... 1

1.1 BACKGROUND TO THE MTIDP ....................................................................................................................................1 1.2 GOALS AND AIMS OF THE MTIDP ...............................................................................................................................1 1.3 THE EIA METHODOLOGY AND DATA SOURCES...........................................................................................................3 1.4 THE EIA STUDY TEAM ................................................................................................................................................3 1.5 PURPOSE AND STRUCTURE OF THIS VOLUME ...............................................................................................................3

2 POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK....................................................... 4 2.1 POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK OF WORLD BANK .......................................................................4 2.2 POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK OF THE GOV ..............................................................................4 2.3 THE GOV INTERNATIONAL ENVIRONMENTAL AGREEMENTS ......................................................................................6 2.4 THE GOV LEGAL DOCUMENTS FOR IMPLEMENTATION OF THE MTIDP........................................................................6 2.5 PROJECT ADMINISTRATIVE FRAMEWORK......................................................................................................................7

3 PROJECT DESCRIPTION................................................................................................................. 8 3.1 OVERVIEW OF THE MTIDP..........................................................................................................................................8 3.2 PROJECT NEED...........................................................................................................................................................18 3.3 OVERVIEW OF ROAD NETWORK IMPROVEMENT SUB-PROJECTS ................................................................................20 3.4 OVERVIEW OF WATERWAY NETWORK IMPROVEMENT SUB - PROJECTS ....................................................................25 3.5 THE RESETTLEMENT OF THE MTIDP.........................................................................................................................30 3.6 IMPLEMENTATION SCHEDULE ....................................................................................................................................32 3.7 IMPLEMENTATION COST ............................................................................................................................................32

4 BASELINE DATA............................................................................................................................ 33 4.1 DESCRIPTION OF THE MTIDP PROJECT AREA............................................................................................................33 4.2 OVERVIEW OF PHYSICAL CONDITIONS OF PROJECT AREA .........................................................................................33

4.2.1 Climate and Air Quality .......................................................................................................................................33 4.2.2 Geology and Topography.....................................................................................................................................34 4.2.3 Soils.......................................................................................................................................................................35 4.2.4 Surface Water .......................................................................................................................................................38 4.2.5 Groundwater.........................................................................................................................................................41 4.2.6 Drainage, Hydrology and Flooding.....................................................................................................................42

4.3 OVERVIEW OF BIOLOGICAL CONDITIONS OF PROJECT AREA .....................................................................................42 4.3.1 Aquatic Biodiversity .............................................................................................................................................42 4.3.2 Terrestrial Biodiversity ........................................................................................................................................43 4.3.3 Protected Areas ....................................................................................................................................................44 4.3.4 Rare or Endangered Species ................................................................................................................................45 4.3.5 Overview of Environmental Pollution Situation of Project Area........................................................................46

4.4 OVERVIEW OF SOCIO-ECONOMIC CONDITIONS OF PROJECT AREA.............................................................................47 4.4.1 Land Use and Allocation......................................................................................................................................47 4.4.2 Population and Communities ...............................................................................................................................48 4.4.3 Poverty Incidence .................................................................................................................................................48 4.4.4 Ethnic Minority Groups........................................................................................................................................49 4.4.5 Minor negative impact Transport and Traffic Characteristics ...........................................................................49 4.4.6 Economic Activities ..............................................................................................................................................51 4.4.7 Access to Services.................................................................................................................................................52 4.4.8 Public Health........................................................................................................................................................53 4.4.9 Physical and Cultural Heritage ...........................................................................................................................53


xxxiiiEIA Framework Report, page -

4.5 TRANSBOUNDARY ISSUES ..........................................................................................................................................53 5 OVERVIEW OF TYPICAL ENVIRONMENTAL IMPACTS OF MTIDP................................... 54

5.1 IMPACT SIGNIFICANCE ...............................................................................................................................................54 5.2 ROAD IMPROVEMENT SUB-PROJECTS ........................................................................................................................55

5.2.1 Typical Impacts during Pre-Construction Phase ................................................................................................55 5.2.2 Typical Impacts during Construction Phase........................................................................................................57 5.2.3 Typical Impacts during Operation Phase ............................................................................................................57

5.3 WATERWAY IMPROVEMENT SUB-PROJECTS ..............................................................................................................59 5.3.1 Typical Impacts during Pre-Construction Phase ................................................................................................59 5.3.2 Typical Impacts during Construction Phase........................................................................................................60 5.3.3 Typical Impacts during Operation Phase ............................................................................................................62

5.5 IMPACTS ON TRANSBOUNDARY ISSUES ......................................................................................................................63 6 ANALYSIS OF ALTERNATIVES.................................................................................................. 64

6.1 PROCESS FOR ANALYSIS OF MTIDP ALTERNATIVES- ENGINEERING ASPECTS ..........................................................64 6.2 ANALYSIS OF ALTERNATIVES ENVIRONMENTAL CONSIDERATIONS ............................................................................65

7 FRAMEWORK ENVIRONMENTAL ACTION PLAN................................................................. 65 7.1 INTRODUCTION ..........................................................................................................................................................65 7.2 MITIGATION STRATEGIES...........................................................................................................................................66 7.3 ROAD INVESTMENTS..................................................................................................................................................66

7.3.1 Summary of Typical Environmental Impacts and Mitigation Measures for the road sub-project .....................66 7.3.2 Typical Environmental Monitoring Measures .....................................................................................................75

7.4 WATERWAY INVESTMENTS........................................................................................................................................77 7.4.1 Summary of Typical Environmental Impacts.......................................................................................................77 7.4.2 Typical Environmental Monitoring Measures .....................................................................................................86

7.5 INSTITUTIONAL ARRANGEMENTS...............................................................................................................................89 7.6 ENVIRONMENTAL MONITORING AND REPORTING ARRANGEMENTS...........................................................................90 7.7 HUMAN RESOURCES TO IMPLEMENT THE EAP ..........................................................................................................91

7.7.1 Environmental Specialist Positions in the EAP...................................................................................................91 7.7.2 Capacity Building Requirements to Implement the EAP.....................................................................................91

8 PUBLIC INVOLVEMENT............................................................................................................... 92 8.1 PUBLIC INVOLVEMENT ACTIVITIES TO DATE.............................................................................................................92 8.2 STAKEHOLDER ANALYSIS ..........................................................................................................................................92 8.3 OVERVIEW OF PROJECT-LEVEL PUBLIC CONSULTATION ACTIVITIES.........................................................................94 8.4 ENVIRONMENTAL CONSULTATIONS ROUND I ............................................................................................................96 8.5 ENVIRONMENTAL CONSULTATIONS ROUND II ...........................................................................................................99

9 CONCLUSIONS AND RECOMMENDATIONS........................................................................... 99 9.1 CONCLUSIONS............................................................................................................................................................99 9.2 RECOMMENDATIONS..................................................................................................................................................99


EIA Framework Report, page - xxxiv

List of Tables

Table 2.1: GOV International Environmental Agreements ...................................................................................... 6 Table 3.1: Long list of National Highways ............................................................................................................... 8 Table 3.2: List of provincial roads .......................................................................................................................... 10 Table 3.3: Long list of waterways ........................................................................................................................... 15 Table 3.4 The Summary of the MTIDP Road Network Improvements ................................................................. 21 Table 3.5. Summary of MTIDP Waterway Network Improvements ..................................................................... 26 Table 3.6. Scope of land acquisition for the road component in the MTIDP ........................................................ 30 Table 3.7. Summarized resettlement impacts for the road component in the MTIDP........................................... 30 Table 3.8: Permanent acquisition of land and resettlement impacts for waterway component in MTIDP........... 31 Table 3.9: Summary of resettlement impacts for the waterway component in MTIDP ...................................... 31 Table 3.10: Project Implementation Schedule ........................................................................................................ 32 Table 3. 11: Overall Investment Program for MTIDP............................................................................................ 32 Table 4.1 Characteristics of Terrestrial Ecosystems in Mekong Delta ............................................................ 43 Table 4.2 Protected Areas in the Mekong River Delta ..................................................................................... 44 Table 4.3. Land Use Structure in the Mekong River Delta in 2004 ................................................................. 47 Table 4.4. Modal Split for Freight Transport in Mekong Delta ............................................................................. 50

Table 7.1. Pre-construction impacts and mitigations of roads ............................................................................... 66

Table 7.2. Construction impacts and mitigations of roads ..................................................................................... 70

Table 7.3. Operation impacts and mitigations of roads.......................................................................................... 73 Table 8.2. Summary consultation process for MTIDP ........................................................................................... 95 Table 8.3. Public perception on on the impacts of MTIDP on key economic sectors ........................................... 97 Table 8.4: Public perceptions on level of environmental pollution in the Project area ......................................... 98

List of Figures


xxxvEIA Framework Report, page -

Figure 1.1 Mekong Delta Region of Vietnam ...................................................................................................... 2 Figure 3.1: Transport Networks in Mekong Delta .................................................................................................. 17 Figure 3.2 Waterway Network Improvements ................................................................................................... 29 Figure 4.1. Topography in the Mekong River Delta............................................................................................... 35 Figure 4.2. Major Soil Groups of the Mekong Delta .............................................................................................. 37 Figure 4.3: Salinity intrusion map of Mekong delta .............................................................................................. 39 Figure 4.4: The highest line of the 4 G/L salinity in 1998 dry season ................................................................... 40 Figure 4.5: Constant Aluminous line (pH = 5) in Delta River Area ...................................................................... 41

List of Appendices


EIA Framework Report, page - xxxvi

Appendix 1: List of EIA Report Preparers………………………… ……………………..………………110 Appendix 2: References…………………………………………………………………………………..112 Appendix 3: Public Consultant Materials ………………………………………………………………..116 Appendix 4: Detailed Data on Environment Baseline Conditions in Project Area………………………157 Appendix 5: List of Associated Report………….………………………………………………………..158 Appendix 6: Dredge Disposal Methodology…….………………………………………………………..159


xxxviiEIA Framework Report, page -

Abbreviations & Acronyms AADT Annual Average Daily Traffic

BOD Biological oxygen demand

CO Carbon monoxide

CO2 Carbon dioxide

COD Chemical oxygen demand

CSD Centre for Assisting Community Sustainable Development

DONRE Department of Natural Resources and Environment

DOT Department of Transport

DP Displaced Person

DT or PR Provincial Road

EAP Environmental Action Plan

EIA Environmental Impact Assessment

EMP Environmental Management Plan

F/S Feasibility Study

GDP Gross Domestic Product

GOV Government of Vietnam

Ha Hectares

HCMC Ho Chi Minh City

IRR Internal Rate of Return

IWTC Inland Waterways Transport Cost Model

km Kilometer

LAD Limit of allowable depth

LEP Law on Environment Protection

MARD Ministry of Agriculture and Rural Development

MONRE Ministry of Natural Resources and Environment

MOT Ministry of Transport

MTIDP Mekong Transport Infrastructure Development Project

NH National Highway

NOx Nitrogen oxides

NPV Net Present Value

NTU Turbidity units

PAH Project Affected Households

PDOT Provincial Department of Transport

PM Particulate matter

PMU1 Project Management Unit 1

PMU-W Project Management Unit Waterways

PPC Provincial Peoples Committee

PPMU Province Project Management Unit


EIA Framework Report, page - xxxviii

Ppt Parts per trillion

RAP Resettlement Action Plan

RPF Resettlement Process Framework

RRMU Regional Roads Management Unit

SOx Sulfur oxides

TDS Total dissolved solids

TCVN Vietnamese Standard

TSP Total suspended particulates

TSS Total suspended solids

VINAMARINE Vietnam Maritime Safety Agency

VIWA Vietnam Inland Waterways Authority

VRA Vietnam Roads Administration

WB World Bank


EIA Framework Report, Page - 1

1 INTRODUCTION

1.1 Background to the MTIDP

The Mekong Transport Infrastructure Development Project (MTIDP); the project is being implemented to improve the road and waterway transport network in the Mekong River Delta region in the south of Vietnam. The Government of Vietnam (GOV) has received financial assistance in the form of a project loan from the World Bank to assist in project implementation. The Ministry of Transport (MOT) has assigned Project Management Unit No.1 (PMU1) to be the implementing agency for project pre-construction and construction activities. The MTIDP is designed to improve the Mekong Delta’s road and waterway transport system using an integrated and multi-modal approach. The project focuses on relieving congestion on key roads and inland waterway routes by upgrading existing infrastructure, with the aim of ensuring that project benefits will be equally distributed and contribute to poverty reduction in the region. Project implementation will commence in late 2006. The project includes the following three broad components:

(iv) Investments on main supply corridors to improve the standard and connectivity of trunk road and canal networks

(v) Investments to connect the poor to supply corridors through feeder waterways and roads at the commune and provincial levels

(vi) Institutional support to MOT, Province Departments of Transport (DOT) and Vietnam Inland Waterways Administration (VIWA)

The MTIDP will be implemented in the thirteen provinces of the Mekong Delta region in Vietnam (refer Figure 1.1). The region holds a key position in national economic development and accounts for approximately 27% of Vietnamese Gross Domestic Product (GDP) mainly from agricultural activities. Ensuring adequate access to markets for agricultural products will be essential to continued economic growth in the Mekong Delta region and is one of the key drivers of the project. The project is being carried out in the context of the GOV’s Plan of Transport Development to 2010 and Direction to 2020 and the International Agreement on Cooperation for Sustainable Development of the Mekong River Basin. In order to meet the requirements of the GOV and the World Bank for environmental assessment of transport infrastructure development projects, which have the potential for large-scale impacts on the environment, an Environmental Impact Assessment (EIA) has been undertaken to complement the preparation of a Feasibility Study (FS).

1.2 Goals and Aims of the MTIDP

The overall goal of the project is to support economic development in the Mekong Delta region and reduce poverty. To achieve this goal, the project has the following aims:

(i) To increase the capacity of the transport logistics system to meet growing demand (ii) To improve the range of transport options to support economic diversification (iii) To reduce transport costs for all producers and consumers in the region (iv) To relieve bottlenecks on the main supply chains and better link the poor to these

supply chains


EIA Framework Report, page - 2

Figure 1.1 Mekong Delta Region of Vietnam

CHINA

LAOS

CAMBODIA

THAILAND

HOCHIMINH

MEKONG DELTA

HANOI

SOUTH CHINA SEA GULF OF THAILAND



1.3 The EIA Methodology and Data Sources

The following steps were implemented in the EIA methodology:

(i) Desktop data collection and review: Secondary data sources were identified and reviewed to allow collation of relevant information on the project details and environmental and social conditions in the project area.

(ii) Field surveys: Field surveys were carried out to observe conditions in the project area and collect primary data for key issues, including social data and land use patterns. Consultations were held with relevant local authorities (DONRE, DOT, PPC, DPC, CPC) and local communities (refer Section 8).

(iii) Reporting: the EIA report was prepared to meet GOV and World Bank requirements. A full list of data sources used in EIA preparation is contained in Appendix 2.

1.4 The EIA Study Team

The EIA study team was made up from specialists from Center for Assisting Community Sustainable Development (CSD) and other institutes and organizations. Appendix 1 contains details of the EIA study team.

1.5 Purpose and Structure of this Volume

This volume of the EIA is Volume I – EIA Framework Report. This volume has been prepared to provide a broad description of the MTIDP and provide an overview of environmental and social conditions within the region of the MTIDP. Typical environmental impacts of the MTIDP activities have been identified and a Framework Environmental Action Plan (EAP) has been prepared. This volume is supported by two other volumes: (i) Volume II – EIA for Road Network Improvement Projects, which contains a detailed environmental assessment of road network improvements proposed under the MTIDP; and (ii) Volume III – EIA for Waterway Network Improvement Projects, which contains a detailed environmental assessment of waterway network improvements proposed under the MTIDP. The structure of this volume is as follows:

(i) Introduction (ii) Section 2 provides an outline of the policy, legal and administrative framework that

applies to the project (iii) Section 3 provides a description of the components MTIDP (iv) Section 4 presents baseline data on key aspects of the physical, biological and socio-

economic environment in the Mekong Delta region (v) Section 5 identifies typical environmental impacts of the road network and waterway

network improvements being carried out as part of the MTIDP (vi) Section 6 provides a discussion of the process that was implemented to analyze

alternatives as part of the MTIDP (vii) Section 7 provides a Framework Environmental Action Plan (EAP) for the project

describing typical environmental impacts, mitigation measures and monitoring measures for the road network and waterway network improvements being carried out as part of the MTIDP

(viii) Section 8 describes the public involvement activities associated with the project (ix) Section 9 presents the conclusions and recommendations



2 POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK

2.1 Policy, legal and administrative framework of World Bank

The following World Bank safeguards operational policies are relevant to the MTIDP:

(vii) OP 4.01-Environmental Impact Assessment: The World Bank’s Operating Procedure (OP) 4.01 (October, 1998) sets out the basic requirements for the environmental assessment process, including public consultation requirements, for projects involving World Bank financing. OP 4.01 establishes the requirements for categorization of projects based on the expected level of environmental impacts. Category A projects are those projects that are ‘...likely to have significant adverse environmental impacts that are sensitive, diverse or unprecedented. These impacts may affect an area broader than the sites or facilities subject to physical works.’ For Category A projects, a full-scale environmental assessment report is required, the content of which is described in Annex B of OP4.01

(viii) OP 4.04-Natural Habitats: sets out the World Bank’s approach to projects that are located in areas of conservation significance or are likely to affect natural habitats.

(ix) OP 4.37-Safety of Dams: establishes the World Bank’s approach to dam safety, including dams constructed as part of construction works.

(x) OP 11.03(4.11) - Cultural Property: establishes the World Bank’s approach to protection of items of cultural property.

(xi) OP 4.12 - Involuntary Resettlement: establishes the World Bank’s procedures for management and compensation for project affected households subject to involuntary resettlement and identified when a Resettlement Action Plan (RAP) is required to be prepared. Triggers for OP 4.12 include: involuntary taking of land or other assets; and when the involuntary taking of land or other assets results in adverse impacts on the livelihoods of displaced persons3.

(xii) OP 4.20 - Indigenous Peoples: establishes the World Bank’s approach to indigenous peoples and ethnic minorities and identifies when an Indigenous Peoples Development Plan (IPDP) is required to be prepared. Triggers for OP 4.20 include when: ethnic minorities are project beneficiaries; projects adversely affect ethnic minorities; ethnic minorities live in the project area; or access to natural resources by ethnic minorities is lost or restricted4.

2.2 Policy, legal and administrative framework of the GOV

The policies of the GOV that are relevant to environmental assessment are as follows:

(viii) The Law on Protection of the Environment (LEP) was enacted in 1993. The LEP:

g. Identifies the responsibilities of the state centre, provinces, organizations and individuals to prevent and remedy environmental deterioration and pollution and carry out specified environmental protection functions;

h. Provides for the development of environmental standards and submission of environmental impact assessment reports on new and existing facilities;

i. Provides for responsible parties to pay compensation for environmental damage; j. Establishes the right of individuals and organizations to petition for enforcement

of environmental regulations; k. Calls for civil and criminal penalties for violations; and

3 Source: ‘World Bank Social Safeguards Policies Technical Guidance for the Transport and Agriculture and Rural Development Sectors’

(2005) 4 Source: ‘World Bank Social Safeguards Policies Technical Guidance for the Transport and Agriculture and Rural Development Sectors’

(2005)



l. Encourages international environmental co-operation. The LEP has been revised and the revised version is due to be implemented from July 2006.

(ix) Circular No. 490/1998/TT-BKHCNMT (Circular 490) was promulgated in 1998 to provide guidance on setting up and appraising environmental impact assessment reports for investment projects. The Circular identifies the legal requirements according to the stages of implementation of a project and its category. Two categories of project are defined; Category I projects for which a detailed environmental impact assessment (EIA) report is required and Category II projects for which a lesser degree of environmental assessment is required.

(x) Decree 175/CP was promulgated in 1994 to guide implementation of the LEP and provides broad guidelines for division of responsibility among Ministries; environmental impact assessments; pollution prevention and disaster control; sources of finance; and environmental inspections and standards. Appendix II of this Decree also provides guidance on the content of a detailed EIA report.

(xi) Decree No. 143/2004/ND-CP dated July 12, 2004 amends Decree 175/CP and establishes the appraisal regime for environmental impact assessments (EIAs). In accordance with Decree 143, MoNRE will be responsible for appraising and reporting to the Prime Minister for EIAs in nine specified areas (national parks, nature reserves, recognized cultural and historical sites, lands belonging to at least two localities, projects to build permanent bridges equal or greater than 1,000m in length, and concerning hydroelectric plants with capacities of 100 cubic meters or more). DoNREs will be responsible for appraising and reporting to the relevant Provincial Peoples Committees (PPCs) for EIAs in all other areas.

(xii) Vietnamese Environment Standards (TCVN on environment) including standards on sampling and sample preservation; analysis methods; standards on quality of air, surface water, groundwater, soils, standards on emission, waste water, standards on dumps, and standards on incinerators.

f. TCVN 5937 - 1995: Air Quality - Ambient Air Quality Standards g. TCVN 5942 - 1995: Water Quality - Surface Water Quality Standards h. TCVN 5944 - 1995: Water Quality - Ground Water Quality Standards i. TCVN 5301 - 1995: Soil Quality j. TCVN 5949 - 1999: Acoustic

(xiii) ‘22 TCN 242-98 Guidelines for Environmental Impact Assessment in the Feasibility Study and Design of Transport Constructions’ which contain requirements for development of EIAs for road infrastructure and inland waterways.

(xiv) Technical guidelines on specialized EIA: by October 2005, there are 10 specialized EIA guidelines for hydropower; thermal power, urban planning, industrial zone planning; road traffic, rock exploitation, cement, brewery, textile and dying, and offshore petrol exploitation.

Separate environmental assessment documents will be prepared for each sub-project to meet the requirements of the GOV environmental assessment legislation; in particular, the requirements of Decree 175/CP and Circular 490. The key agencies with responsibilities for approval of sub-projects in accordance with GOV requirements Vietnam include:

(iii) Ministry of Natural Resources and Environment MONRE is the lead agency for the development of environmental policy. Sub-projects that are located in more than one province will be appraised by the Department of Environmental Appraisal in MONRE and ultimately approved by the Minister for Natural Resources and Environment.

(iv) At the provincial level there had been constituted various Departments of Natural Resources and Environment. In some urban areas, there are also Environmental



Committees. These are usually chaired by the Vice-Chairman of the Peoples Committee, and include the representation of relevant line departments. Sub-projects that are located in one province will be appraised by the DONRE and ultimately approved by the relevant PPC.

2.3 The GOV International Environmental Agreements

The international environmental agreements, that the GOV is party to, are summarized in Table 2.1.

Table 2.1 GOV International Environmental Agreements


SIGNING DATE

POTENTIAL IMPLICATIONS FOR MTIDP

Convention on wetlands of international importance especially as waterfowl habitat (Ramsar) 1971 20/9/88

There are two Ramsar sites in Vietnam, neither is located in or

near the project area.

Convention concerning the protection of the world cultural and natural heritage 1972 10/10/87 There are no World Heritage Areas

in or near the project area.

Convention on international trade in endangered species of wild fauna and flora (CITES) 1973 20/01/94 Relates to trade of species. No

implications for the project.

MARPOL convention for prevention of pollution from ships 1973/78 29/08/91 No implications for the project.

United Nations convention on the law of the sea 1982 25/07/94 No implications for the project.

Vienna convention for the protection of the ozone layer including the Montreal protocol for substances that delete

the ozone layer 26/01/94 No implications for the project.

Basel convention on the control of Tran boundary movements of hazardous wastes and their disposal 1989 13/03/95 No implications for the project.

United Nations framework convention on climate change 1992 16/11/94 No implications for the project.

Convention on biological diversity (CBD) 1992 16/11/94 Biodiversity issues are addressed in Section 4.3. There are no specific

implications for the CBD.

UN convention of combat désertification 23/11/1998 No implications for the project.

Stockholm convention on persistent organic pollutants (POPs) 23/05/2001 No implications for the project.

Convention on migratory species of wild animals (CMS) Unknown No implications for the project.

2.4 The GOV legal documents for implementation of the MTIDP

Project related legal documents include:

(viii) Based on the Document No. 1239/CP-QHQT dated August 31st, 2005 by the Prime Minister assigning Ministry of Transport to assume the technical support project to prepare for the MTIDP, which is valued US$ 999,000, a non-refundable financial assistance in the form of a grant from the Japan PHRD Fund and entrusted through WB.

(ix) Based on the Decision No 3193/QD-BGTVT dated 26/10/2004 by the Minister of Transport on approval of the technical support project in preparations for the MITDP.



(x) Based on the Document No 7077/GTVT-KHDT dated 9/12/2004 by the Ministry of Transport approving the bidding plan for the technical service package in preparations for the MITDP.

(xi) In consideration of PMU1 request stated in the Document No 1924/KH-TC, dated 25/11/2004 on approval of the bidding plan for the technical service package in preparations for the MTIDP and according to the non-refundable assistance agreement from the Japan PHRD entrusted through the WB, signed on 28/10/2004 between the representatives of the Government of Vietnam and WB.

(xii) Document No 3300/QD - BGTVT by the Ministry of Transport dated September 7, 2005 on approval of assessment result technical consultancy proposal on EIA of MTIDP between the Joint Venture of Center for Environmental Engineering of Towns and Industrial Areas and Center for Assisting Community Sustainable Development as EIA Consultant.

(xiii) Document No 3926/QD - BGTVT by the Ministry of Transport dated October 18, 2005 on approval of the negotiation result and contents of EIA consultant contract – MTIDP between the Joint Venture of Center for Environmental Engineering of Towns and Industrial Areas and Center for Assisting Community Sustainable Development.

(xiv) Economic contract signed on 21 October 2005 between PMU1 and the representative of the Joint Venture of Center for Environmental Engineering of Towns and Industrial Areas and Center for Assisting Community Sustainable Development on the implementation of EIA consultancy for MTIDP.

2.5 Project administrative framework

The administrative structure for the transport sector has, at the national level, the Ministry of Transport responsible for constructing, maintaining and operating highways and waterways:

(iii) MOT has overall responsibility for the transport sector infrastructure, facilities and services. MOT functions also include the formulation and implementation of transport policies, standards, and guidelines on planning and capital budgeting.

(iv) The Vietnam Road Administration (VRA) is responsible for the operation and maintenance of the national road network through four Regional Road Management Units (RRMUs).

(v) Provincial Departments of Transport (PDOTs), under the relevant Provincial Peoples Committees (PPCs) have responsibility for operation and maintenance of provincial roads.

(vi) Vietnam Inland Waterways Authority (VIWA) is under the MOT is responsible for the administration of inland waterway transport in Vietnam.

(vii) Vietnam Maritime Safety Agency, under the control of VINAMARINE, manages the aids to navigation and dredging along the main rivers serving inland ports.

(viii) Ports authorities are responsible for the operation and maintenance of ports.

For implementation of MTIDP overall responsibility rests with MOT. The following organizations under MOT have the specific responsibilities for MTIDP implementation:

(iv) PMU-1 and their consultants will have responsibility for aspects of the project relation to national highways, including planning, programming, budgeting, design, procurement, implementation.

(v) PMU-W and their consultants will be responsible for implementing all aspects of the project which pertain to upgrading and improvement of the main waterway corridors (Corridor 2 and 3) cargo handling equipment plus navigation aids for the main waterways and feeder canals and ports on these corridors, including planning, programming, budgeting, design, procurement, implementation, supervision, monitoring, evaluation, and coordination/ liaison with the World Bank.



(vi) The PPMUs within the PDoTs under the PPCs in each of the thirteen provinces will be responsible for its respective provincial roads and feeder canal works programs including planning, programming, budgeting, design, procurement, implementation (through contractors), supervision, monitoring, evaluation, and coordination/ liaison with the World Bank.

Institutional arrangements for environment management related responsibilities are documented in Section 7.6

3 PROJECT DESCRIPTION

3.1 Overview of the MTIDP

The MTIDP comprises the following three components:

(i) Investments on main supply corridors to improve the standard and connectivity of trunk road and canal networks (including major landing stages), concentrating on links in (a) a northern corridor serving the provinces of Dong Thap, Tien Giang, Long An, An Giang and Kien Giang and (b) a southern corridor which will benefit Ben Tre, Vinh Long, Ca Mau, Soc Trang and Bac Lieu, Ca Mau and Kien Giang. Neither corridor provides good transport continuity at present and improvements will help improve region-wide accessibility and relieve emerging congestion on the main central corridor. No new roads or waterways will be constructed as part of the project.

(ii) Investments to connect the poor to the supply corridors through feeder waterways and roads at the commune and provincial levels to link poorer and more distant producer communities to these corridors: this will include not only rural and provincial waterways and roads but also rural and district level landing stages at interchange points such as farmer's market centers and areas of warehousing, processing plants, etc.

(iii) Institutional support to the Ministry of Transport specifically: a. Support to the Vietnam Inland Waterways Administration (VIWA) for: (a)

extension of the asset management database to the remainder of the primary waterway network, including canals upgraded in this Project; and (b) planning of and budgeting for sustainable inland waterway management and maintenance programs, including management of safety function.

b. Support to MoT and PDoTs in planning multi-modal transportation infrastructure and logistics services

Details of road and waterway network upgrading works are summarized below in Sections 3.3 and 3.4 and described in detail in Volumes II and III of the EIA. The upgrading works were selected from a long list of potential road and waterway network options and have been designed in accordance with Vietnamese standards and further optimized using appropriate international standards including:

(i) Road Design Standards, TCVN 4054-1998 (ii) A Policy for Highway Geometric Design, AASHTO 1994 (iii) Standard on Flexible Pavement, 22TCN 221-93 (iv) Road Traffic Safety and Signal Codes, 22TCN 237-2000 (v) Standard on Soft Soil Treatment, 22TCN-220-95 (vi) Bridge Design Standard AASHTO – LRFD

Table 3.1: Long list of National Highways



Ref. Route of chainage

From – to (Km) Width of road-

bed (m) (1) Road surfaces

(1) Road surface situation (2)

Roughness - IRI

(mm/m) NH01 HCMC – Km2020 10.0 – 23.0 AC good 2 – 3

Km2020 – Km2025 UC

Km2025 – Km2066 10.0 – 21.8 AC fair 4 – 5

Cần Thơ ferry

Cần Thơ – Nam Can UC

NH30 Km0 – Km35+800 8.0 – 14.0 AC Fair 5 – 6

Km35+000 – Km89+500 6.0 – 7.0 BST Fair 5 – 6

Km89+500 – Km119+650 5.0 BST Bad 7 – 8

NH50 Km0 – Gò Công 6.0 BST Bad 7

Gò Công – Mỹ Tho 6.5 – 7.0 BST fair 5 – 6

NH53 Km0+000 – Km56+000 6.7 BST Fair 4 – 5

Long list Km56+000 – Km60+000 6.7 BST Fair 4 – 5

Km60+000 – Km67+000 6.7 BST Fair 4 – 5

Long list Km67+000 – Km70+600 6.7 BST Fair 4 – 5

Long list Km70+600 – Km114+000 6.0 BST Fair 6

Long list Km114+000 – Km130+000 UC

Long list Km130+000 – Km151+950 2.5 – 3.5 E Bad 7 – 8

Long list Km151+950 – Km168+000 6.0 BST Fair 6

NH54 Km0+000 – Km53+000 5.5 BST Fair 7

Km53+000 – Km91+000 5.5 BST Fair 5 – 6

Km91+000 – Km153+048 3.5 BST Fair 5

NH 57 Km0+00 – Km4+724 AC Fair

Dinh Khao Ferry

Km7+563 – Km81+000 6.0 – 7.0 BST fair 5 – 6

Km81+000 – Km91+000 UC

Km91+000 – Km104+000 3.5 E Bad 8

NH 60 Km0 – Km4+857 (My Tho) 8.0 – 12.0 AC Fair 3 – 4

Rạch Miễu ferry

Km6+067 – Km11+600 11.0 AC Fair 3 – 4

Km11+600 – Km21+307 UC

Hàm Lương ferry

Km22+347 – Km33+000 7.0 BST Fair 4

Km33+000 – Km41+450 UC

Co Chien ferry

Km46+200 – Km70+425 UC

Km70+425 – Km99+400 5.0 – 7.0 AC Fair 5 – 6

Km99+400 – Km101+750 2.5 E Bad 7.0-8.0

Dai Ngai ferry

Km106+800 – Km107+500 4.5 BST Fair 4.0-5.0

Km107+500 – Km126+700 UC

Km126+700 – Km127+427 10.0 – 20.0 AC Good 2.0-3.0

NH 61 Km0+000 – Km38+849 UC

Km38+849 – Km51+980 6.0 – 7.0 AC Fair 5 – 6

Cai Tu ferry

Long list Cai Tu – Go Quao Ferry 3.5 BTS fair/bad 6 – 8

Go Quao – Km78+000 3.5 – 5.0 BST Fair/bad 6 – 8

Km78+000 – Km96+292 6.0 – 11.0 AC good/fair 3 – 4

NH 63 Km0+000 – town 7 (25Km) 7.0 RC Good 2

Town 7 – Cà Mau City 3.5 BST fair 4 – 5

NH 80 Km0+000 – Km1+591 10.0 AC Fair 4 – 5

Km1+591 – Km51+363 UC

Vàm Cống ferry



Ref. Route of chainage

From – to (Km) Width of road-

bed (m) (1) Road surfaces

(1) Road surface situation (2)

Roughness - IRI

(mm/m) Long List Km54+591 (Lo Te) – Km62+400 7.0 BST Fair 5

Long List Km62+400 – Km111+764 (Rach Soi) 6.0 BST Fair 6

Km111+764 – HàTiên 6.0 BST Fair 6

NH91

Long List Cần Thơ (Km0+000) – Km10+200 12.0 AC Fair 3

Long List Km10+200 – Km21+200 7.0 AC Fair 3 – 4

Long List Km21+200 – Cai San (Km50+828) 6.8 BST Fair 4 – 5

Cai San – Km59+000 12.0 AC good/fair 3 – 4

Km59+000 – Km61+230 16.0 AC good/fair 3 – 4

Km61+230 – Km113+100 11.0 AC good/fair 3 – 4

Km113+100 – Km142+152 6.0 BST Bad 7 – 8

Table 3.2: List of provincial roads

Provinces Link #

Vietnamese Name English Name Length (km)

107.30 An Giang 107.30 1-AG Đường tỉnh 941 DT 941 (and bridge) 39.30 2-AG Đường tỉnh 943 DT 943 (and bridge) 23.00 3-AG Đường tỉnh 953 DT 953 17.00 4-AG Đường tỉnh 942 DT 942 28.00 71.69 Long An 71.69 1-LA Đường tỉnh 942 DT 827A 11.77 2-LA Đường tỉnh 831C DT 831C 7.95 3-LA Đường tỉnh 835B DT 835B 11.97 4-LA Đường dẫn đến Đường đê 79 Approach to Dike Road 79 40.00 110.55 Tiền Giang 110.55 1-TG Đường tỉnh 865 DT 865 29.15 1-TG-1\2 Đường tỉnh 865 DT 865 17.70 1-TG-2\2 Đường tỉnh 865 DT 865 11.45 2-TG Đường tỉnh 864 DT 864 10.00 3-TG Đường tỉnh 867 DT 867 11.00 4-TG Đường tỉnh 877 DT 877 20.00 5-TG Đường tỉnh 863 DT 863 15.70 6-TG Đường trên đê biển Tân Thành Along Tan Thanh Coastal Road 15.00 7-TG Đường tỉnh 874B DT 874 B 9.70 88.33 Bến Tre 88.33 1-BT Đường tỉnh 887 DT 887 14.23 2-BT Đường tỉnh 884 DT 884 11.01 3-BT Đường tỉnh 886 DT 886 7.41 4-BT Đường Cồn Rừng Cồn Rừng road 31.68 5-BT Đường Bắc-Nam Bắc-Nam road 24.00 22.44 Vĩnh Long 22.44 1-VL Đường tỉnh 909 DT 909 11.60 2-VL Đường tỉnh 902 DT 902 6.24 3-VL Long Ho 57 - Mang Thit DT 909 NH57 - DT 909 4.60 143.40 Đồng Tháp 143.40 1-DT Đường tỉnh 844 DT 844 47.46 2-DT Đường tỉnh 841 DT 841 23.34 3-DT Đường tỉnh 845 DT 845 17.80 4-DT Đường tỉnh 851 DT 851 12.00



Provinces Link #


5-DT Hương Lộ 5 Country lane 5 8.00 6-DT Đường Cap Kenh Hoi Dong Tuong Intersection with Hoi Dong Truong canal 12.00 7-DT Đường Thanh Loi - Tan Phuoc Thanh Loi - Tan Phuoc 8.00 8-DT Hoa Long - Dinh Hoa Hoa Long - Dinh Hoa 14.80 48.55 Cần Thơ 48.55 1-CT Đường tỉnh 923 DT 923 14.65 2-CT Đường tỉnh 921 DT 921 6.90 3-CT Đường Tỉnh 934 DT 934 9.00 4-CT Thới Thuận - Thạnh Lộc Thới Thuận - Thạnh Lộc 18.00 86.66 Tỉnh Hậu Giang 86.66 1- HG Đường tỉnh 927 DT 927 13.45 1-HG-1/2 Đường tỉnh 927 - 1/2 DT 927 - 1/2 7.45 1-HG-2/2 Đường tỉnh 927 - 2/2 DT 927 - 2/2 6.00 2-HG Đường tỉnh 927C DT 927C 15.00 3-HG Đường tỉnh 928 DT 928 24.40 4-HG Đường tỉnh 930 DT 930 13.81 5-HG Đường tỉnh 930B DT 930B 20.00 382.67 Tỉnh Sóc Trăng 382.67 1-ST Đường tỉnh 04 DT 04 39.70 2-ST Đường tỉnh 02 DT 02 18.70 3-ST Đường tỉnh 16 DT 16 40.00 4-ST Đường tỉnh 05 DT 05 39.30 5-ST Đường tỉnh 01 DT 01 14.58 6-ST Đường tỉnh 08 DT 08 12.32 7-ST Thảm BTNN Đường tỉnh 08, Cầu DT 08 AC Surface and Bridge 33.75 8-ST Đường tỉnh 13 DT 13 21.40 9-ST Đường tỉnh 42 DT 42 22.70 10-ST Đường tỉnh 03 DT 03 15.00 11-ST Thảm BTNN Đường tỉnh 11, Cầu DT 11 AC Surface and Bridge 26.60 12-ST Đường tỉnh 14 DT 14 12.10 13-ST Đường tỉnh 07 DT 07 30.70 14-ST Đường tỉnh 06 DT 06 2.00 15-ST Thảm BTNN, Cầu Đường tỉnh 01 DT 01 AC Surface and Bridge 14.32 16-ST Thảm BTNN Đường tỉnh 13 DT 13 AC Surface 18.70 17-ST Đường tỉnh 17 DT 17 20.80 603.16 Bạc Liêu 603.16 1-BL Tuyến Cao Van Lau Cao Van Lau 9.00 2-BL Tuyến Cau Sap-Ninh Quoi-Ngan Dua-Đường HCM Cau Sap - Ninh Quoi - Ngan Dua - HCM road 52.00 3-BL Tuyến Vinh My - Phuoc Long - nối vào đường HCM Vinh My - Phuoc Long-cross HCM road 43.80 4-BL Tuyến Ho Phong - Ganh Hao (Dong) Ho Phong - Ganh Hao (East) 24.50 5-BL Tuyến Ganh Hao - Vinh Thuan (nối vào đường HCM) Ganh Hao - Vinh Thuan (in connection with HCM) 61.00 5-BL-1/5 Gia Rai -Cay Giang Gia Rai -Cay Giang 5-BL-2/5 Cay Giang-Go Cat Cay Giang-Go Cat 5-BL-3/5 Go Cat-Ganh Hao Go Cat-Ganh Hao 5-BL-4/5 Gia Rai-Pho Sinh Gia Rai-Pho Sinh 5-BL-5/5 Pho Sinh-Canh Den Pho Sinh-Canh Den 6-BL Tuyến Giong Nhan - Go Cat Giong Nhan - Go Cat 32.00 7-BL Tuyến Vinh Hau - Bạc Liêu Vinh Hau-Bạc Liêu 9.00 8-BL Tuyến đường Xom Lung - Cai Cung Xom Lung - Cai Cung 12.36 9-BL Tuyến Hoa Binh - Vinh Loc (nối vào đường HCM) Hoa Binh - Vinh Loc (cross HCM road) 49.50 9-BL-1/3 Đường Hoa Binh-Vinh Binh Hoa Binh-Vinh Binh Road 9-BL-2/3 Đường Vĩnh Phú Nông-Hung Phu Viĩnh Phú Nông-Hung Phu Road 9-BL-3/3 Đường Phước Long-Vinh Loc Phước Long-Vinh Loc Road 10-BL Tuyến QL1A - Ninh Thanh Loi NH1A - Ninh Thanh Loi 36.80 11-BL Tuyến Tan Loc - An Phuc Tan Loc - An Phuc 21.50



Provinces Link #


11-BL-1/2 Tan Loc - An Trach Tan Loc - An Trach 11-Bl-2/2 An Trach - An Phuc An Trach - An Phuc 12-BL Kinh Xang Tac Van - Ganh Hao Xang Tac Van canal - Ganh Hao 28.60 12-BL-1/2 Kinh Xang Tac Van - An Phuc Kinh Xang Tac Van - An Phuc 12-Bl-2/2 An Phuc - Ganh Hao An Phuc - Ganh Hao 13-BL Tuyến Vinh Hau - Dinh Thanh Vinh Hau - Dinh Thanh 43.50 14-BL Đường QL1A - Chau Thoi - Vinh Hung NH1A - Chau Thoi - Vinh Hung 19.50 15-BL Tuyến Cay Giang - My Dien Cay Giang - My Dien 11.90

16-BL Tuyến Vinh Thinh - Thi tran Phuoc Long (nối vào đường Quan Lo - Phung Hiep)

Vinh Thinh - Phuoc Long town (in connection with Quan Lo Phung Hiep road) 33.80

17-BL Tuyến Vinh My A - Vinh Thinh Vinh My A - Vinh Thinh 12.00

18-BL Tuyến Gia Rai - Vinh Phu Tay (nối vào đường Quan Lo - Phung Hiep)

Gia Rai - Vinh Phu Tay (in connection with Quan Lo Phung Hiep road) 17.00

18-BL-1/2 Gia Rai – Ranh H. Phuoc Long Gia Rai-Phuoc Long dist. Border 18-BL-2/2 Ranh H. Phuoc Long - Duong Quan Lo Phung Hiep Border of Phuoc Long dist.-Quan Lo Phung Hiep road 19-BL Tuyến Ho Phong - Ganh Hao (Tay) Ho Phong - Ganh Hao (West) 22.00 20-BL Đường Chu Chi - Cho Hoi Chu Chi - Cho Hoi 7.00 21-BL Tuyến Kenh Xang Tac Van (Dong) Canal Xang Tac Van (East) 9.00 22-BL Tuyến đường dọc Kenh Lang Tram Along Lang Tram canal 7.50 23-BL Tuyến Tan Thanh - Thoi Binh Tan Thanh - Thoi Binh 6.50 24-BL Tuyến Chau Thoi - Vinh My B Chau Thoi - Vinh My B 15.40 25-BL Tuyến Hoa Binh - Cay Giang Hoa Binh - Cay Giang 18.00 475.20 Kiên Giang 475.20 1-KG Đường 9.5 - Xeo Nhao 9.5 - Xeo Nhao 11.70 2-KG Đường T-3 T-3 27.00 3-KG Đường Lo Queo - Go Quao - Vinh Tuy Lo Queo - Go Quao - Vinh Tuy 25.55 4-KG Đường Ben Nhut - Giong Rieng - Thanh Hung Ben Nhut - Giong Rieng - Thanh Hung 20.15 5-KG Đường lien huyen An Bien - An Minh An Bien - An Minh 65.55 6-KG Đường lien huyenAn Bien - Vinh Thuan An Bien - Vinh Thuan 53.50 7-KG Đường U Minh Thuong U Minh Thuong 73.00 8-KG Tỉnh Lộ 28 DT 28 9.50 9-KG Tỉnh Lộ 11 DT 11 17.00 10-KG Đường My Hiep Son My Hiep Son 20.45 11-KG Đường Tam Ngan Tam Ngan 12.30 12-KG Đường Tri Ton - Hon Dat Tri Ton - Hon Dat 13.50 13-KG Đê quốc phòng ven biển National Defensive coastal Dyke 126.00 173.58 Tỉnh Cà Mau 173.58 1-CM Tuyến Thoi Binh - U Minh (Kenh Ze Ro) Thoi Binh - U Minh (Kenh Ze Ro) 9.50 2-CM Tuyến Cai Nuoc - Cai Doi Vam Cai Nuoc - Cai Doi Vam 9.50 3-CM Tuyến Cho Hoi - Ranh Hat Cho Hoi - Ranh Hat 5.60 4-CM Tuyến Khanh Lam - Khanh Hoa - Khanh Tien Khanh Lam - Khanh Hoa - Khanh Tien 10.98

5-CM Tuyến Rach Rang - Tran Hoi - Kinh Dung - Coi Nam - Khanh Binh Tay - Khanh Binh Tay Bac

Rach Rang - Tran Hoi - Kinh Dung - Coi Nam - Khanh Binh Tay - Khanh Binh Tay Bac 32.00

6-CM Tuyến Kinh Dung - Nha May - Vam Cong Nghiep Kinh Dung - Nha May - Vam Cong Nghiep 12.00 7-CM Tuyến Tran Hoi - So Le - Kieu Mau - Vam Rach Cui Tran Hoi - So Le - Kieu Mau - Vam Rach Cui 15.00 8-CM Tuyến Loi An - Rach Rang - Rach Ban - Ba Keo Loi An - Rach Rang - Rach Ban - Ba Keo 15.00 9-CM Tuyén Dam Doi - Tan Tien Dam Doi - Tan Tien 17.00 10-CM Tuyến U Minh Town - Rach Tieu Dua U Minh Town - Rach Tieu Dua 16.00 11-CM Tuyén Nam Can - Hang Vinh - Hiep Tung Nam Can - Hang Vinh - Hiep Tung 26.00 12-CM Tuyến Vam Trum Thuat - Khanh Hai Vam Trum Thuat - Khanh Hai 5.00 296.20 Trà Vinh 296.20 1-TV Hương Lộ 16 Country Lane 16 9.00 2-TV Tra Noc Tra Noc 3.30 3-TV DT 911 PR 911 36.40 4-TV DT 913 PR 913 32.20



Provinces Link #


5-TV DT 914 PR 914 36.50 6-TV DT 915 PR 915 60.80 7-TV Hương Lộ 29 Country lane 29 12.30 8-TV Hương Lộ 2 nối dài Extending of Country Lane 2 18.50 9-TV Hương Lộ 6 Country Lane 6 12.00 10-TV Hương Lộ 8 Country Lane 8 9.70 11-TV Hương Lộ 33 Country Lane 33 7.00 12-TV Hương Lộ 26 Country Lane 26 17.50 13-TV Hương Lộ 24 Country Lane 24 6.50 14-TV Giong Tom Giong Tom 9.00 5-HG Đường tỉnh 930B DT 930B 20.00 382.67 Tỉnh Sóc Trăng 382.67 1-ST Đường tỉnh 04 DT 04 39.70 2-ST Đường tỉnh 02 DT 02 18.70 3-ST Đường tỉnh 16 DT 16 40.00 4-ST Đường tỉnh 05 DT 05 39.30 5-ST Đường tỉnh 01 DT 01 14.58 6-ST Đường tỉnh 08 DT 08 12.32 7-ST Tham BTNN Duong Tinh 08, Cau DT 08 AC Surface and Bridge 33.75 8-ST Đường tỉnh 13 DT 13 21.40 9-ST Đường tỉnh 42 DT 42 22.70 10-ST Đường tỉnh 03 DT 03 15.00 11-ST Tham BTNN Duong Tinh 11, Cau DT 11 AC Surface and Bridge 26.60 12-ST Đường tỉnh 14 DT 14 12.10 13-ST Đường tỉnh 07 DT 07 30.70 14-ST Đường tỉnh 06 DT 06 2.00 15-ST Tham BTNN, Cau Duong Tinh 01 DT 01 AC Surface and Bridge 14.32 16-ST Tham BTNN Đường tỉnh 13 DT 13 AC Surface 18.70 17-ST Đường tỉnh 17 DT 17 20.80 603.16 Bạc Liêu 603.16 1-BL Tuyen Cao Van Lau Cao Van Lau 9.00 2-BL Tuyen Cau Sap-Ninh Quoi-Ngan Dua- đường HCM Cau Sap - Ninh Quoi - Ngan Dua - HCM road 52.00 3-BL Tuyen Vinh My - Phuoc Long - nốI vào đường HCM Vinh My - Phuoc Long-cross HCM road 43.80 4-BL Tuyen Ho Phong - Ganh Hao (Dong) Ho Phong - Ganh Hao (East) 24.50 5-BL Tuyen Ganh Hao - Vinh Thuan (nối vào đường HCM) Ganh Hao - Vinh Thuan (in connection with HCM) 61.00 5-BL-1/5 Gia Rai -Cay Giang Gia Rai -Cay Giang 5-BL-2/5 Cay Giang-Go Cat Cay Giang-Go Cat 5-BL-3/5 Go Cat-Ganh Hao Go Cat-Ganh Hao 5-BL-4/5 Gia Rai-Pho Sinh Gia Rai-Pho Sinh 5-BL-5/5 Pho Sinh-Canh Den Pho Sinh-Canh Den 6-BL Tuyen Giong Nhan - Go Cat Giong Nhan - Go Cat 32.00 7-BL Tuyen Vinh Hau - Bạc Liêu Vinh Hau-Bạc Liêu 9.00 8-BL Tuyen duong Xom Lung - Cai Cung Xom Lung - Cai Cung 12.36 9-BL Tuyen Hoa Binh - Vinh Loc (nối vào đường HCM) Hoa Binh - Vinh Loc (cross HCM road) 49.50 9-BL-1/3 Hoa Binh-Vinh Binh Road Hoa Binh-Vinh Binh Road 9-BL-2/3 Viĩnh Phú Nông-Hung Phu Road Viĩnh Phú Nông-Hung Phu Road 9-BL-3/3 Phước Long-Vinh Loc Road Phước Long-Vinh Loc Road 10-BL Tuyen QL1A - Ninh Thanh Loi NH1A - Ninh Thanh Loi 36.80 11-BL Tuyen Tan Loc - An Phuc Tan Loc - An Phuc 21.50 11-BL-1/2 Tan Loc - An Trach Tan Loc - An Trach 11-Bl-2/2 An Trach - An Phuc An Trach - An Phuc 12-BL Kinh Xang Tac Van - Ganh Hao Xang Tac Van canal - Ganh Hao 28.60 12-BL-1/2 Kinh Xang Tac Van - An Phuc Kinh Xang Tac Van - An Phuc 12-Bl-2/2 An Phuc - Ganh Hao An Phuc - Ganh Hao 13-BL Tuyen Vinh Hau - Dinh Thanh Vinh Hau - Dinh Thanh 43.50



Provinces Link #


14-BL Duong QL1A - Chau Thoi - Vinh Hung NH1A - Chau Thoi - Vinh Hung 19.50 15-BL Tuyen Cay Giang - My Dien Cay Giang - My Dien 11.90

16-BL Tuyen Vinh Thinh - Thi tran Phuoc Long (nối vào đường Quan Lo - Phung Hiep)

Vinh Thinh - Phuoc Long town (in connection with Quan Lo Phung Hiep road) 33.80

17-BL Tuyen Vinh My A - Vinh Thinh Vinh My A - Vinh Thinh 12.00

18-BL Tuyen Gia Rai - Vinh Phu Tay (nối vào đường Quan Lo - Phung Hiep)

Gia Rai - Vinh Phu Tay (in connection with Quan Lo Phung Hiep road) 17.00

18-BL-1/2 Gia Rai – Ranh H. Phuoc Long Gia Rai-Phuoc Long dist. Border 18-BL-2/2 Ranh H. Phuoc Long - Duong Quan Lo Phung Hiep Border of Phuoc Long dist.-Quan Lo Phung Hiep road 19-BL Tuyến Ho Phong - Ganh Hao (Tay) Ho Phong - Ganh Hao (West) 22.00 20-BL Đường Chu Chi - Cho Hoi Chu Chi - Cho Hoi 7.00 21-BL Tuyến Kenh Xang Tac Van (Dong) Canal Xang Tac Van (East) 9.00 22-BL Tuyến đường dọc Kênh Lang Tram Along Lang Tram canal 7.50 23-BL Tuyến Tan Thanh - Thoi Binh Tan Thanh - Thoi Binh 6.50 24-BL Tuyến Chau Thoi - Vinh My B Chau Thoi - Vinh My B 15.40 25-BL Tuyến Hoa Binh - Cay Giang Hoa Binh - Cay Giang 18.00 475.20 Kiên Giang 475.20 1-KG Đường 9.5 - Xeo Nhao 9.5 - Xeo Nhao 11.70 2-KG Đường T-3 T-3 27.00 3-KG Đường Lo Queo - Go Quao - Vinh Tuy Lo Queo - Go Quao - Vinh Tuy 25.55 4-KG Đường Ben Nhut - Giong Rieng - Thanh Hung Ben Nhut - Giong Rieng - Thanh Hung 20.15 5-KG Đường liên huyện An Bien - An Minh An Bien - An Minh 65.55 6-KG Đường liên huyện An Bien - Vinh Thuan An Bien - Vinh Thuan 53.50 7-KG Đường U Minh Thượng U Minh Thuong 73.00 8-KG Đường tỉnh lộ 28 DT 28 9.50 9-KG Đường tỉnh lộ 11 DT 11 17.00 10-KG Đường My Hiep Son My Hiep Son 20.45 11-KG Đường Tam Ngan Tam Ngan 12.30 12-KG Đường Tri Ton - Hon Dat Tri Ton - Hon Dat 13.50 13-KG Đê quốc phòng ven biển National Defensive coastal Dyke 126.00 173.58 Tỉnh Cà Mau 173.58 1-CM Tuyến Thoi Binh - U Minh (Kênh Ze Ro) Thoi Binh - U Minh (Kenh Ze Ro) 9.50 2-CM Tuyến Cai Nuoc - Cai Doi Vam Cai Nuoc - Cai Doi Vam 9.50 3-CM Tuyến Cho Hoi - Ranh Hat Cho Hoi - Ranh Hat 5.60 4-CM Tuyến Khanh Lam - Khanh Hoa - Khanh Tien Khanh Lam - Khanh Hoa - Khanh Tien 10.98

5-CM Tuyến Rach Rang - Tran Hoi - Kinh Dung - Coi Nam - Khanh Binh Tay - Khanh Binh Tay Bac

Rach Rang - Tran Hoi - Kinh Dung - Coi Nam - Khanh Binh Tay - Khanh Binh Tay Bac 32.00

6-CM Tuyến Kinh Dung - Nha May - Vam Cong Nghiep Kinh Dung - Nha May - Vam Cong Nghiep 12.00 7-CM Tuyến Tran Hoi - So Le - Kieu Mau - Vam Rach Cui Tran Hoi - So Le - Kieu Mau - Vam Rach Cui 15.00 8-CM Tuyến Loi An - Rach Rang - Rach Ban - Ba Keo Loi An - Rach Rang - Rach Ban - Ba Keo 15.00 9-CM Tuyến Dam Doi - Tan Tien Dam Doi - Tan Tien 17.00 10-CM Tuyến U Minh Town - Rach Tieu Dua U Minh Town - Rach Tieu Dua 16.00 11-CM Tuyến Nam Can - Hang Vinh - Hiep Tung Nam Can - Hang Vinh - Hiep Tung 26.00 12-CM Tuyến Vam Trum Thuat - Khanh Hai Vam Trum Thuat - Khanh Hai 5.00 296.20 Trà Vinh 296.20 1-TV Hương Lộ 16 Country Lane 16 9.00 2-TV Tra Noc Tra Noc 3.30 3-TV DT 911 PR 911 36.40 4-TV DT 913 PR 913 32.20 5-TV DT 914 PR 914 36.50 6-TV DT 915 PR 915 60.80 7-TV Hương lộ 29 Country lane 29 12.30 8-TV Hương Lộ 2 nối dài Extending of Country Lane 2 18.50 9-TV Hương Lộ 6 Country Lane 6 12.00 10-TV Hương Lộ 8 Country Lane 8 9.70



Provinces Link #


11-TV Hương Lộ 33 Country Lane 33 7.00 12-TV Hương Lộ 26 Country Lane 26 17.50 13-TV Hương Lộ 24 Country Lane 24 6.50 14-TV Giong Tom Giong Tom 9.00 15-TV Hương Lộ 12 Country Lane 12 25.50 2,609.73 2,609.73

Table 3.3: Long list of waterways



section From to River Length sections (km) Chainage (km)

HCMC centre Kenh Te Canal Saigon River

section 01 HCMC (start Ken Teh canal) Doi canal Kenh Te 4.4 1

section 02 Kenh Te canal halfway of Doi canal Doi canal 4.4 5

section 03 Doi Canal Crossing with Sg Can Gioc Cho Dem - Ben Luc canal 4.5 10

section 04 Crossing with Sg Can Gioc Intersection with Rach Rit Cho Dem - Ben Luc canal 15.3 14

section 05 Intersection with Rach Rit Vam Co Dong River Cho Dem - Ben Luc canal 5.0 30

section 06 Ben Luc Thu Thua canal Vam Co Dong 3.9 35

section 07 Vam Co dong Vam Co Tay Thu Thua 10.4 39

section 08 Thu Thua Canal K. Lagrange Vam Co Tay 40.8 49

section 09 Thanh Hoa Tan Thanh Lagrange canal 15.4 90

section 10 Tan Thanh Intersection with Kinh 4 Bis Lagrange canal 30.4 105

section 11 Intersection with Kinh 4 Bis An Long Kinh Dong Tien 44.4 136

section 12 An Long S Vam Nau Tien river 22.4 180

section 13 Tien River Hau River Vam Nao river 6.2 202

section 14 S. Vam Nau K. Tri Ton Hau Giang Hau river 16.3 209

section 15 Hau River Crossing with K. Mac Can Dung 5km before Tri Ton Tri Ton Hau Giang canal 26.4 225

section 16 Crossing with K. Mac Can Dung 5km before Tri Ton Crossing with Kinh Rach Gia Kinh Tri Ton Hau Giang & Kinh So Mot 35.8 251

section 17 Crossing with K. So Mot Crossing with K. Tat Vam Ray Rach Gia Ha Tien 1.5 287

section 18 Kinh Rach Gia Sea Kinh Tat Vam Ray 7.0 289

section 01 HCMC (start Ken Teh canal) Doi canal Kenh Te 4.4 1

section 02 Kenh Te canal halfway of Doi canal Doi canal 4.4 5

section 03 Doi Canal Crossing with Sg Can Gioc Cho Dem - Ben Luc canal 4.5 10

section 04 Crossing with Sg Can Gioc Intersection with Rach Rit Cho Dem - Ben Luc canal 15.3 14

section 05 Intersection with Rach Rit Vam Co Dong River Cho Dem - Ben Luc canal 5.0 30

section 06 Ben Luc Thu Thua canal Vam Co Dong 3.9 35

section 07 Vam Co dong Vam Co Tay Thu Thua 10.4 39

Section X Thu Thua Canal Rach Chanh Vam Co Tay 4.7 49

section 23 Vam Co Tay Tan Phuoc Rach Chanh 21.4 54

section 22 Tan Phuoc RMS My An Kinh Nguyen Van Tiep 39.5 75

section 21 RMS at My An 10km K. Nguyen van Tiep Kinh Nguyen Van Tiep 22.6 114

section 20 10 km in K. Nguyen van Tiep Tien Giang Kinh Nguyen Van Tiep 10.0 137

section 19 K. Nguyen Van Tiep S. Vam Nau Tien Giang 22.1 147

section 13 Tien River Hau River Vam Nao river 6.2 169

section 14 S. Vam Nau K. Tri Ton Hau Giang Hau river 16.3 175

section 15 Hau River Crossing with K. Mac Can Dung 5km before Tri Ton Tri Ton Hau Giang canal 26.4 192

section 16 Vam Co dong Crossing with Kinh Rach Gia Kinh Tri Ton Hau Giang & Kinh So Mot 35.8 218

section 17 Crossing with K. So Mot Crossing with K. Tat Vam Ray Rach Gia Ha Tien 1.5 254

section 18 Kinh Rach Gia Sea Kinh Tat Vam Ray 7.0 256

section 51 Kenh Te (HCM) R. Cay Kho R. Ong Lon 3.0 1.0

section 50 R. Ong Lon Sg. Can Giuoc R. Cay Kho 5.0 4.0

section 49 R. Cay Kho R. Nuroc Man Song Rach Cat & Song Can Giuoc 30.2 9.0

section 48 Sg Cat Sg Vam Co R. Nuoc Man 2.2 39.0

section 47 R Nuroc Man Sg Cho Gao Song Tra & Sg Go Cong & Sg Vam Co 20.0 41.0

section 46 Song Tra My Tho Song Cho Gao 18.9 61.0

section 25 My Tho Xa Giao Hoa Tien river 7.0 80.0

section 26 Xa Giao Hoa S. Ben Tre Kinh Chet Soy 9.6 87.0

section 27 K. Chet Say Song Ham Luong Song Ben Tre 8.0 97.0

section 28 S. Ben Tre K. Mo Kay Song Ham Luong 5.0 105.0

section 29 Song Ham Luong Song Co Chien Vam Niroc Trong & K. Mo Cay 18.5 110.0

section 30 K. Mo Cay K. Tra Vin Co Chien Song Co Chien 12.7 128.0

section 31 Song Co Chien Long Bing Bridge (Tra Vinh) Kinh Tra Vinh Co Chien 5.0 141.0

section 32 Long Bing Bridge (Tra Vinh) End of K Tra vin Co Chien Kinh Tra Vinh Co Chien 12.5 146.0

section 33 K. Tra Vinh Co Chien R. Can Chong Kinh Rach Lop 9.5 159.0

section 34 K. Rach Lop Hau Giang Rach Can Chong 30.0 168.0

section 35 R. Can Chong Dai Ngai Hau Giang 10.0 198.0

section 36 Hau Giang RMS Soc Trang Song Sain Tard & Song Nga Tu 16.4 208.0

section 37 RMS Soc Trang Bifurcation with Sg. Du Tho Song Dinh & Song Bay Xau 15.4 225.0

section 38 Bifurcation with Sg. Du Tho Crossing with Sg. My Thanh Du Tho canal 11.4 240.0

section 39 Crossing with Song My Thanh Vam Leo R. Ca Mau & Song Co 17.3 251.0

section 40 Vam Leo RMS Bac Lieu Bac Lieu 17.9 269.0

section 41 RMS Bac Lieu RMS Ca Mau Bac Lieu & K. Xang Ca Mau di Bac Lieu 57.6 287.0

section 42 RMS Ca Mau Last bend in Ca Mau Kinh Ca Mau di Bac Lieu & Song Ganh Hao 8.5 344.0

section 43 Last bend in Ca Mau Crossing with R. Cai Tau Song Ganh Hao & Sg Tac Thui & Sg Ong Doc 18.2 353.0

section 44 Crossing with R. Cai Tau 5 km north of Thoi Binh Song Trem Trem 18.0 371.0

section 45 5 km north of Thoi Binh Song Cai Lon Song Trem Trem & Kinh tu Can Gao den Song Cai Lon 60.1 389.0

section 52 Song Cai Lon Start of R. Tac Cau Song Cai Lon 1.0 449.0

section 53 Start of R. Tac Cau End of R. Tac Cau R. Tac Cau 1.5 450.0

5 section 54 Cho Lach Ham Luong Mouth Ham Luong 74.0

4 section 24 Tan Phuoc Tien Giang Kinh Nhi Binh (Kinh Xang) 20.0

Tuyế

n 1

Tuyế

n 2

Tuyế

n 3

Figure 3.1: Illustrates the transport network in the Mekong Delta including the locations of the selected network improvements.



Figure 3.1: Transport Networks in Mekong Delta



3.2 Project Need

Agricultural production is a substantial economic activity in the Mekong Delta region of Vietnam. Individual farmers, private businesses, and more than 700 state-owned enterprises and a number of cooperatives contribute to the growing economy of the Mekong Delta region. The region produces about 45% of Vietnam’s agricultural products on only 31% of the country’s agricultural land and contributes approximately 27% of the national GDP. More than three quarters of the entire area of the region is under agricultural cultivation, with rice being the main product. Known as the country’s rice basket, it produces about half of Vietnam’s rice and 92% of its rice exports in 2004. The region also produces most of the sugar and aquaculture and fisheries products in the country. High level of agricultural production in the region is expected to continue into the foreseeable future. While maintaining primary agricultural production activities as a cornerstone of economic growth in the region, there is active encouragement from National and provincial governments to diversify economic activities in order to increase the value of production in an area traditionally dominated by rice. Such diversification is deemed necessary to support the overall socio-economic development goals of the region and raise the standard of living, particularly for poor rural households in the region, particularly in view of weakening global market prices for rice. Such diversification strategies include:

(i) Agricultural diversification including increased levels of aquaculture industries, fruit and vegetables, etc

(ii) Downstream and value adding industries including local processing, canning and packing of produce

(iii) Quality enhancement including new central rice collection points, well-equipped fishing ports and ISO certified seafood packing plants to reduce product loss and increase value

(iv) Diversification into new manufacturing and service industries, for example, the emerging role of the Mekong Delta as an international and national tourism destination

(v) Market diversification focusing on increased international trade and new export markets.

The economy of the Mekong Delta is therefore both growing rapidly and diversifying in terms of products and its markets. These two factors pose great challenges to the transport logistics of the region, which the project aims to address. The most important component of the region’s freight transport network is its inland waterway system, which accounts for about 70% of total ton/km traveled. The region contains the nine natural tributaries of the Mekong River, which have been connected and overlain with an extensive system of 10,000km of dikes and canals from the major trunk barge routes (1600 km) joining the region to its markets and ports in Ho Chi Minh City to the small feeders (5000 km) which serve the great majority of communes through a comprehensive hierarchy of route standards. The inland waterways network generally carries lower value bulk goods such as rice, cement, building materials, fertilizer and feed that are not highly time dependent. The rivers also handle a significant amount of international transit shipment to/from Cambodia via the Mekong and Bassac rivers. There is also a comprehensive road network in the Mekong Delta region, consisting of approximately:

(i) 1,700 km of national roads/highways: 76% paved, 22% gravel/macadam, 2% earth (ii) 2,600 km of provincial roads: 26% paved, 49% gravel/macadam, 25% earth (iii) 28,000 km of local roads: 45% gravel/macadam, 54% earth. (iv) 30 major ferry crossings and hundreds of smaller ferry crossings serving the province

and commune level road network



The road network in the region predominantly carries perishable and high value consumer goods as well as catering to longer-distance passenger travel. The road network is also of prime importance to poor and low-income households. Despite the presence of waterways throughout the project area, poor households rely more heavily on road access because they can travel by foot or bicycle, whereas to travel by waterway required investment in a boat, which is often beyond the means of poor households. Thus improvement of the road network in tandem with the waterways network is a key characteristic of the project. While the region benefits from having a relatively diversified transport network to support economic activities, significant constraints do exist which will progressively become a more serious constraint on economic development and trade, and/or which will prevent some local communities from sharing in the full benefits of trade and gaining access to basic services such as health and education facilities. These constraints include the following:

(i) Slow and sometimes expensive rural transport links from farms to freight aggregation points

(ii) Poor access from some peripheral areas on the provincial feeder routes from aggregation points to the trunk roads and waterways

(iii) Growing congestion on the dominant trunk road, National Highway 1 and quality deficiencies on other main roads, often caused by bridge loading constraints

(iv) Road safety is worsening throughout the region, with a very high number of fatal accidents experienced on national highways, and poor road conditions causing accidents on provincial and communal roads

(v) Waterway safety is of concern, particularly for children and particularly during high flow conditions in the wet season

(vi) Ongoing urbanization along road corridors is leading to major conflicts between road user groups, particularly between local and long-haul traffic, leading to reduced capacity and efficiency of roads

(vii) Lack of major northern and southern canals providing high capacity barge routes to reduce transport cost and relieve pinch-points on the central canal routes

(viii) There is a lack of all-weather roads across the provincial and commune road network – a large proportion of the population does not have access to all-weather roads and where they do, the conditions are often very bad and limited to motorbike or small vehicle access

(ix) Insufficient landing stages at commune, district and provincial levels, which act as interchange points between road transport and waterway transport to the benefit of the logistics system as a whole

(x) The capacity and safety for nighttime waterways transport is low due to poor standard of navigational aids

(xi) Sub-standard depth and air clearances limit the capacity of the waterway transport. Dredging work is not implemented sufficiently, although it is regularly required to maintain navigable drafts. Insufficient dredging makes it difficult for operators on inland waterways to maintain the regular schedules that are critical to trans-shipping to/from ocean-going vessels.

The project has been developed to address identified deficiencies in the transport network and to develop multi-modal mass transport in this densely populated region, while at the same time improving local transport infrastructure and linking these local networks to the trunk roads and waterways. Addressing these constraints will both increase the capacity of the transport network to meet growing demand, improve the range of transport options to support economic diversification, and reduce transport costs for all producers and consumers in the region. The project is also needed to improve road safety and assist in enhancing the use of energy efficient and less environmentally harmful transportation forms.



The implementation of the project is expected to result in benefits for the economic development of the region as well as the country. Specific benefits that are expected to result include:

(i) Increasing capacity of transportation system, reducing congestion on the major road and waterway routes to meet growing demand.

(ii) Improving the range of transportation options to support economic diversification, and increasing effectiveness of logistic services through development of multi-mode transportation.

(iii) Reducing traffic costs from manufacture to market through improving road and inland waterway.

3.3 Overview of Road Network Improvement Sub-Projects

During Phase 1 of the project, three sections of national highway, with a total length of 54.4 km, and three sections of provincial roads, with a total length of 37.5 km, would be upgraded. During Phase 2 of the project, an additional two sections of national highway, with a total length of 43.4 km, and twelve sections of provincial roads, with a total length of 167.7 km, would be upgraded. Upgrading works will generally comprise:

(i) Pavement widening, pavement strengthening and bituminous overlays; (ii) Raising the roadways in areas of frequent flooding; (iii) Widening and paving of shoulders; (iv) Repairing or replacing bridges and drainage culverts; (v) Highway upgrading through urban areas; (vi) Improving or constructing landings for ferry crossings; (vii) Providing traffic safety features, including signs and road markings.

Table 3.4 summarizes the proposed road network improvement projects to be implemented as part of the MTIDP. Volume II contains a detailed description of the road network improvement activities.



Table 3.4 The Summary of the MTIDP Road Network Improvements

NH Name Section name Length

(km) Situation Description of improvement Base cost1

($ mil.) National Highway

Phase 1 – Year 1 – 4

NH 53 NH 53-3 Km 56.0 – 61.61

4.61

Normal, BTN road surface (Bn = 9 -9.0m, Bm = 6,5 m) and earthen road shoulder (Bv = 1.0 m), crowded residents area at both road sides

Widening both sides and upgrading to BTN 4 lanes, Class II Standard (Formation width: 17. 0 m; carriageway width 14. 0 m; divider width 1. 0 m; shoulder width 0,5 m paved plus 0,5 m verge)

4.459

NH 53

NH 53-10 Km 130.44 – 139.35

8.91

Section Km 130 + 440 – Km 138 + 000, 2 – 2.5 m very bad earthen road bicycle and motorbike used only and difficult to use in raining season. Section Km 138 + 000 – km 139 + 350, 3 m with asphalted surface & earthen shoulder (Bn = 6 – 7,5 m, Bm = 3,5 m, Bv = 1.0 m)

Widen and upgrade to AC 2-lane Class IV standard over earth road with the addition of one lane.1 new landing stage for ferry included (Formation width: 9.0 m; carriageway width 6.0 m; shoulder width 1.0 m paved plus 0.5 m verge)

2.644

NH 54

NH 54 – 5,6,7,8 Km 85.00 – 125.854

40.854

Section Km 85 + 000 – km 125 +854, in bad situation with asphalted surface & earthen shoulder (Bn = 6 – 7,5m; Bm = 3,5 m, Bv = 1.0 m)

Widen and upgrade from 1-lane to AC 2-lane Class IV standard, (Formation width: 9.0 m; carriageway width 6.0 m; shoulder width 1.0 m paved plus 0.5 m verge)

12.114

Phase I Program 54.374 - 19.217

Phase II – Year 2 - 6

QL 53 QL 53 – 7,8 67.000 – 114.010 47

Section Km 67.000 – 114.010, BTN surface situation (Bn = 7 – 8 m, Bm = 5,6 – 5,8 m) normal and earthen shoulder (Bv = 1.0m) bad

Upgrading to BTN, 2 lanes, class IV standard and traffic management (Formation width: 9.0m; carriageway width 6.0 m, shoulder width 1.0m paved plus 0,5 m verge)

6.393

QL 91 QL 91 – 1,2 Km 7.000 – 50.889 43.890

Section km 7 + 000 – km 8 + 500, BTN surface situation (Bn = 18 m, Bm = 12m) normal and earthen shoulder (Bv = 0,5 – 1,0 m) in very bad situation

Widening and Upgrading to BTN, Class III Standard, 2 lanes (Formation width: 12 m; carriageway width 7m; shoulder width 2m paved plus 0,5 m verge)

21.643

QL 80 QL 80 – 3 Km 72.631 – 88.345 15.710

Section km 72.631 – 88.345, surface asphalted (Bn = 7,5 – 8,5 m, Bm = 6 m) normal and earthen shoulder (Bv = 0,5 -1 m) in very bad situation

Traffic management – road safety improvement (BTN cover, a 50mm layer, stone embankment) 3.407

Phase II Program 106.600 - 31.443 NH Grand total 50.660

Provincial Roads ; Phase I – Year 1 - 4

2 – BT Bến Tre PR 884 13.72

Road surface in bad situation and not asphalted (Bn = 5.5 – 8.0m, Bm = 3.5 – 5.5 m, Bv = 0,5 – 1m) and weak bridges

Upgrading to Class IV Standard, with asphalted and 2 lanes (Bn = 9m, Bm = 6m, Bv = 1m paved plus 0,5 m verge) Build 5 bridges with total length 292m.

10.154





($ mil.)

1 –ST Sãc Tr¨ng PR 04 15.30

Road in normal/bad situation with BST $ surface and earthen shoulder (Bn = 4 -5m, Bm = 2 – 4 m; Bv = 0 – 0,5 m) and weak bridges

Upgrading to Class V Standard, asphalting, 1 lanes (Bn = 6,5 m; Bm = 3,5 m; Bv = 1m paved plus 0,5 m verge) Build 8 new bridges with total length 181m and 1 simple landing stage

2.892

2 – CM

Cµ Mau CN – CVD 8.50 Road in bad situation (Bn = 4,5 – 5,5 m; Bm

= 3,0m -3,3m; Bv = 0,5 -1m) and weak bridge

Upgrading to Class V Standard, asphalting, 1 lanes (Bn = 6,5 m; Bm = 3,5 m; Bv = 1m paved plus 0,5 m verge) Build 8 new bridges with total length 299.4 m

Phase I Program 37,52 8.356 Phase II – Year 2 – 6

1 – AG

An Giang DT 941 2.60 Asphalted surface, width 6m, normal situation but weak bridges

Building 13 bridges with 405 m length and 9m width and BST crane supply road, 2 lanes (Bn = 9m; Bm = 6m; Bv = 1m paved plus 0,5 m verge)

2.583

1-VL DT 909 21.4 Not asphalted, in bad and very bad situation (Bn = 4.0 – 5.0 m; Bm = 3,5 – 5,5 m, Bv = 0,5 – 1m) and weak bridge

Upgrading to class V standard, asphalt, 1 lane (Bn = 6,5 m; Bm = 3,5 m; Bv = 1m paved plus 0,5 m verge) Building 2 new bridges with total length 81.1 m

2.397

3-LA DT 835B 11.97 Gravel path (Bn = 5,5 – 7,5 m; Bm = 3,5 – 5,5 m; Bv = Bv = 0,5 – 1m) in very bad situation

Upgrading to Class IV Standard, asphalting, 2 lanes (Bn = 9m, Bm = 6m, Bv = 1m paved plus 0,5 m verge)

3.245

1-TG DT 865 13.05 Gravel path (Bn = 5,5 – 7,5 m; Bm = 3,5 –5,5 m; Bv = Bv = 0,5 – 1m) in very bad situation

Upgrading to Class IV Standard, asphalting, 2 lanes (Bn = 9m, Bm = 6m, Bv = 1m paved plus 0,5 m verge) Build 6 new bridge with total length 243,3m

3.245

2-DT DT 841 1.4 In executing, Class IV Standard Building 7 new bridges, length 398,42m, width 9,0m and BST crane supply road (Bn = 9m; = 6m, Bv = 1m paved 0,5 m verge)

2.183

4-CT TT – TL 11.9 Gravel path (Bn = 5,5 – 7,5 m; Bm = 3,5 – 5,5 m; Bv = Bv = 0,5 – 1m) in bad situation and weak bridge

Upgrading to Class V Standard, asphalting, 1lane (Bn = 6,5 m; Bm = 3,5 m; Bv = 1m paved plus 0,5 m verge) Building 10 new bridges with total length 341.46 m

3.609

3-HG DT 926 24.4 Gravel path (Bn = 5,5 – 7,5 m; Bm = 3,5 – 5,5 m; Bv = Bv = 0,5 – 1m) in bad situation and weak bridge

Upgrading to Class V Standard, asphalting, 1lane (Bn = 6,5 m; Bm = 3,5 m; Bv = 1m paved plus 0,5 m verge) Building a new bridge with length 82.08 m

2.307

4-KG BN – TH 16.85 Gravel path and path (Bn = 5,5 – 7,5 m; Bm = 3,5 – 5,5 m; Bv = 0,5 – 1m) most in bad situation and weak bridge

Upgrading to Class V Standard, asphalting, 1lane (Bn = 6,5 m; Bm = 3,5 m; Bv = 1m paved plus 0,5 m verge) Building 12 new bridges with total length 270.4 m and a simple landing stage.

1.508

1-CM Thoi Binh – U Minh 9.5 Gravel (Bn = 4,5 m; Bm = 2,5 m; Bv = 0,5 – 1m) in bad situation

Upgrading to Class V Standard, asphalting, 1lane (Bn = 6,5 m; Bm = 3,5 m; Bv = 1m paved plus 0,5 m verge) Building a new bridge with

2.840





($ mil.) length 24.54 m and 2 simple landing stages

2-BL CS – HCMR 26.36 Gravel (Bn = 4,5 m; Bm = 2,5 m; Bv = 0,5 – 1m) in bad situation and a bridge uncompleted

Upgrading to Class V Standard, asphalting, 1lane (Bn = 6,5 m; Bm = 3,5 m; Bv = 1m paved plus 0,5 m verge) completing an unfinished bridge (80% road with length 280m)

2.797

2-TV TN 8.3 Earthen road (Bn = 5m; Bm = 3m; Bv = 0,5 –1m) in bad situation and 1 weak bridge

Upgrading to Class V Standard, asphalting, 1lane (Bn = 6,5 m; Bm = 3,5 m; Bv = 1m paved plus 0,5 m verge) Building a new bridge with total length 37.5 m

1.098

6-TV DT 915 20.0 Asphalt road, bad and normal edges (Bn = 4 -6m; Bm = 3 -3,5 m; Bv = 0,5 – 1m) weak bridge

Upgrading to Class V Standard, asphalting, 1lane (Bn = 6,5 m; Bm = 3,5 m; Bv = 1m paved plus 0,5 m verge) Building 3 new bridges with total length 150 m

2.965

Phase II Program 167.73 - 29.309 PR Grand Total 37.845



The following typical activities will be undertaken for each of the road improvements.

(i) Pre-Construction Activities:

a. Detailed design b. Resettlement and construction of resettlement sites c. Land acquisition and clearing of structures d. Construction camp development and operation

(ii) Construction Activities:

a. Road widening, rebuilding drainage, increasing road level b. Bridges reconstruction c. Landscaping and stabilization works d. Construction camp operation

(iii) Operation Activities: a. Use by traffic b. Maintenance of road condition (drainage, patching, edge repair, surfacing etc.) c. Litter collection and landscaping maintenance etc.

3.4 Overview of Waterway Network Improvement Sub - Projects

The waterway network improvements that would be undertaken as part of the MTDIP include waterway deepening and widening, and slope protection in two trunk waterway corridors and a number of feeder canals would be improved as part of the MTIDP. The first of these trunk corridors is the Trans Mekong Corridor, southern variant, from HCMC - Tan An – Cai Dau – C. Rach Gia (referred to as Corridor 2). The second of these trunk corridors is the Coastal Corridor, from HCMC – My Tho – Ca Mau – Rach Soi (referred to as Corridor 3). The feeder canals subject to improvement under the MTDIP are the Mac Can Dung and Tri Ton canals in An Giang province, and the Dam Doi, Ong Trang and Ngoc Hien – Tam Giang canals in Ca Mau province. In addition the project involves installation of navigation aids, bridge improvements at 19 locations, and construction of a ship lock at Rach Chanh and port improvements at Tan Chau and Bac Lieu and landing stages. Table 3.5 summarises the proposed waterway network improvement projects to be implemented as part of the MTIDP. Volume III contains a detailed description of the waterway network improvement activities.



Table 3.5. Summary of MTIDP Waterway Network Improvements

Component Description Length (km)

Base cost (M

USD)

Quantity contigenc

y

Cost contige

ncy

Total - excluding

project management cost

(M USD)

Project management cost

Total including project

management cost

(M USD)

Resettlement cost (M

USD)

Bomb discovery cost

(M USD)

Total investment

cost (M USD)

10% 5% 10% WATERWAY Corridor 2/ km0 – km253 Construction Rach Chanh shiplock, navigation signals, port upgrade Bridge upgrade

Corridor 3/ Km0 – Km80 $ Km207 – 310

Construction navigation signals, port upgrade Connecting channels Construction Phao tiêu phao báo hiệu Waterway programme Phase I

Upgrading to Standard 3 Dredging 181km, construct shiplock, navigation signal, new port and other equipments at Tan Chau port Upgrading 13 bridges with 1-lance and 5 bridges with 2 lanes Upgrading to Standard 3 Dredging at 74 km. Bank embarkment, navigation signal, posts, upgrade 1 bridge with 2-lane New port and other equipments at Bac Lieu port Improvement Dredging, pilot bank embarkment, support waterway transport Dredging and upgrading bridge from km 80 - 253

253 183 58

63.822 48.47729.582 2.817 7.617 1.272 1.045 6.144 14.206 9.744 1.276 0.557 1.557 1.072 1.139 1.038 0.101

6.382 4.848 2.958 0.282 0.762 0.127 0.105 0.614 1.421 0.974 0.128 0.056 0.156 0.107 0.114 0.104 0.010

3.191 2.424 1.479 0.141 0.381 0.064 0.052 0.307 0.710 0.487 0.064 0.028 0.078 0.054 0.057 0.052 0.005

73.395 55.749 34.019 3.240 7.760 1.463 1.202 7.066 16.337 11.206 1.467 0.641 1.791 1.233 1.310 1.194 0.116

6.382 4.848 2.958 0.282 0.762 0.127 0.105 0.614 1.421 0.974 0.128 0.056 0.156 0.107 0.114 0.104 0.010

79.778 60.596 36.978 3.521 9.521 1.590 1.306 7.680 17.758 12.180 1.595 0.696 1.946 1.340 1.424 1.298 0.126

21.200 19.600 1.500 0.100

3.247 2.083 1.164 0

104.225 82.279 20.422 1.524

Source:The F/S of MTIDP



The following typical activities will be undertaken for each of the waterway network improvements.

(i) Pre-Construction Activities:

a. Detailed design b. Resettlement and construction of resettlement sites c. Clearance of houses and construction along canals d. Construction camp development and operation

(ii) Construction Activities:

a. River bed dredging b. Disposal of dredge material c. Widening boat passage d. Building ship-lock e. Slope protection and stabilization works f. Increasing bridge height (to have suitable height for water transportation) g. Upgrading existing ports (enhancing loading and unloading capability) h. Construction camp operation

(iii) Operation Activities: a. Waterway corridor No2 allows effective use of self-propelled boats with IWT up

to 300 tons and barges up to 2 x 400 tons b. Waterway corridor No3 allows effective use of self-propelled boats with IWT up

to 100 tons and barges up to 2 x 100 tons c. Maintenance dredging and disposal of dredge material



Figure 3.2 Waterway Network Improvements Source: The F/S of MTIDP



3.5 The Resettlement of the MTIDP

The results of subproject screening and survey conducted by FS and inventory of losses for proposed road and waterway routes of the first year program show that there are no sites of cultural heritage will be impacted. In general, priorities are given to the land of lower economic values or unused land. The methods of realigning or one-side development (widening) both for roads and waterways are widely used. The Project will pose inconsiderable resettlement impacts due to required land acquisition for rehabilitation, improvement and widening of national and provincial roads and waterways, some bridges... So far it is not clear about the temporary land acquisition of the project. This would be identified when more information are available in stage of detailed technical design. The Tables below provide more detailed data on the scale of land acquisition and resettlement caused by the MTIDP subprojects.

Table 3.6. Scope of land acquisition for the road component in the MTIDP

Road Length (KM)

Loss of residential land (m2)

Residential plus garden land (m2)

Perennial crop or gardenland (m2)

Annual crop land (m2)

Loss of pond (m2)

Special use land (m2)

Total land loss (m2)

BT DT 884 13.72 3,141 0 7,254 0 0 23,672 34,068 VL DT 909 21.40 815 26,970 10,370 36,137 2,829 614 77,735 ST DT 04 16.64 1,512 0 5,905 86,882 0 0 94,299

BL CS-HCMR 25.00 14,585 60,696 3,551 8,785 0 77 87,694

CM CN-CDV 9.00 0 12,549 998 9,870 0 210 23,627

KG BN-RG-TH 16.65 2,272 32,485 20,061 0 0 1,168 55,986

TV NH 54 23.64 3,982 0 59,348 68,925 0 3,175 135,430 TV NH 53 8.91 454 0 32,310 10,864 2,172 0 45,799 CT NH 91 30.10 26,623 0 0 76,991 76,244 0 179,858 TOTAL 165.06 53,384 132,699 139,798 298,454 81,245 28,916 734,496 Source: FS final report

Table 3.7. Summarized resettlement impacts for the road component in the MTIDP

RelocatedRebuild main house

Relocated business

Losing >20% HH holding

Marginally affected

Total number of PAPs

Vinh Long DT909 19 0 1 10 375 404Ca Mau (CN-CDV) 0 0 0 0 124 124Kien Giang (BN-RG-TH) 66 65 55 0 690 876

Bac Lieu (CS-NQ-ND) 0 0 0 0 1,556 1,556

Ben Tre DT 884 0 0 0 0 859 859



Tra Vinh QL 54 17 0 0 0 483 500Tra Vinh QL 53 7 0 0 0 533 540

Source: FS final report

Table 3.8: Permanent acquisition of land and resettlement impacts for waterway component in MTIDP

Total (m2) Long An Tien

Giang Đong Thap

An Giang

Kien Giang

(1) Land: 1,354,322 43,909 365,965 287,736 479,111 177,601 - Housing land 583,552 17,400 139,661 253,863 152,320 20,308 - Agricultural land 747,052 22,434 226,304 16,155 324,866 157,294 in which: + Garden 657,279 22,434 226,304 16,155 235,093 157,294

+ Annual crop land 89,773 89,773 - Others 23,718 4,075 - 17,718 1,925 - (2) House: 163,224 4,747 24,805 51,236 50,970 13,465 - Grade 3 342 - 186 - 156 - - Grade 4 43,340 2,505 15,259 22,973 1,812 792

- Temporary 119,541 2,242 27,360 28,264 49,003 12,673 Source: F/S final report

Table 3.9: Summary of resettlement impacts for the waterway component in MTIDP

Type of impacts PAPs Long An

Tiền Giang

Đồng Tháp

An Giang

Kiên Giang

Total (household) 7,245 121 1,934 2,148 2,785 257 (people) 28,456 207 7,832 8,442 10,973 802 (i) Moving (household) 1,711 41 232 639 734 65 (ii) Rearrangement (household) 1,244 17 264 89 711 163

(iii) partially affected (household) 4,290 63 1,438 1,420 1,340 29

in which: Loss in main income (household) 89 5 28 8 48 0

- Loss >20% agri land 25 3 14 0 8 0 - Loss in business 64 2 14 8 40 0

Source: F/S final report

The following environmental effects in resettlement site need to be considered:

- Resettlement sites should be far from pollution sources

Resettlement sites should be developed in the project area with all drinking water, sanitation and required infrastructure, including health and education facilities are being provided at those sites



Resettlement sites should have similarities in socio-economic, production conditions and using natural resources with the old one.

Effects from resettlement sites on physical conditions may include pollution of surface water as a result of solid or liquid waste discharges. Resettlement sites will be designed to incorporate adequate solid and liquid waste management systems.

Finally, regarding the resettlement needs under the project, most project-affected-people (PAP) would not require relocation. They will simply stay in their immediate vicinity with some movement of homes or business in the immediate vicinity most often only having to move a few meters. For others who will require relocation, the option selected was provided them with alternate sites within the GOV’s existing resettlement sites that are fully equipped with drinking water, sanitation and other infrastructure needs that are fully organized and implemented at each site in advance of people being relocated there as well as health and education facilities. This option is being pursued as opposed to the project developing new sites and working more with the GOV’s overall plan for the resettlement of disadvantaged people due to development activities or natural conditions such as annual flooding.

3.6 Implementation Schedule

The project would be implemented in two phases as described in Table 3.10. Table 3.10: Project Implementation Schedule

PHASE

RESETTLEMENT & SITE

CLEARANCE START

DESIGN AND

BIDDING START

FIRST CONTRACT

START

FIRST CONSTRUCTION

START

PROJECTS COMPLETED

Phase 1 As soon as project approved April 2006 January 2007 March 2007

October 2008 (except NH 54 March 2009)

Phase 2 August 2006 October 2006 November 2007 December 2007 December 2009

Source: The F/S of the MTIDP

3.7 Implementation Cost

The total estimated cost of the project is $USD 237.68M. A breakdown of estimated implementation costs for the MTIDP is contained in Table 3.11. Table 3. 11: Overall Investment Program for MTIDP

ITEM COST ($ USD MILLION)

Civil Works 140.48

Upgrading of national highways 40.86

Upgrading of provincial roads 37.85

Upgrading of waterway corridor 2 32.40

Upgrading of waterway corridor 3 11.02

Upgrading of feeder canals 1.04

Bridge raising and rehabilitation 7.70 Ship lock at Rach Chanh 7.62 Port facilities and improvements 2.00



ITEM COST ($ USD MILLION)

Navigation aids 1.93

Land acquisition and resettlement 55.34

National highways 6.95

Provincial roads 7.92

Waterway corridors 2 & 3 37.16

Feeder canals 3.30

Implementation assistance 17.83

Contingencies 22.10

TOTAL 237.68 Source: The F/S of the MTIDP

4 BASELINE DATA

4.1 Description of the MTIDP Project Area

The MTIDP is a regional project, and as such is expected to generate direct and indirect impacts across a wide geographical area. The purpose of the following sections is to provide an overview of the regional characteristics of the Mekong Delta area where the project will be implemented. Thus, for the purposes of the baseline data presented in the following sections, the overall MTIDP project area is defined as the thirteen provinces that make up the Mekong Delta region5 in Vietnam: Long An, Tien Giang, Dong Thap, Ben Tre, Vinh Long, Tra Vinh, Can Tho City, Hau Giang, Soc Trang, Bac Lieu, An Giang, Kien Giang and Ca Mau as shown in Figure 4.1. Volumes II and III of the EIA define the project areas for the specific road and waterway network improvements proposed under the MTIDP and provide detailed information on the environmental conditions in those areas.

4.2 Overview of Physical Conditions of Project Area

4.2.1 Climate and Air Quality The Mekong River Delta is characterized by a tropical monsoonal climate. There are two distinct seasons: the rainy season from the middle of May to early October; and the dry season from November to the middle of March of the following year. The typical climatic characteristics of temperature, rainfall humidity, sunshine and radiation are quite stable throughout the year and across the provinces. Rainfall in the rainy season (May – October) typically accounts for about 90% of the annual rainfall. Average rainfall in the dry months is very low: about 50mm in the first and last months of the dry season and about 10mm/month in the middle of the dry season. This is the cause of droughts and can cause salinity infiltration in some areas in the Mekong River Delta. Annual rainfall in the Mekong River Delta exhibits distinct differences across the region: there is an average annual rainfall of 2000 – 2300mm in the western region (Ca Mau, Rach Gia, Ha Tien, Dai Ngai, Soc Trang), which reduces gradually in the central region (about 1200 – 1500mm) and increases slightly in the eastern region (about 1600 – 1800mm).

5 Unless otherwise noted references to the Mekong Delta region refer only to that part of the Mekong Delta region contained within

Vietnamese national boundaries.



In the Mekong River Delta, storms and hurricanes are not as common as in other areas of Vietnam, but when they occur, torrential rain often accompanies them and severe flooding can result. The region is not subject to high risk of other natural disasters. The main sources of air pollutants in the Mekong Delta are dust and transport emissions, and to a lesser extent industrial activities, which are greatest in the vicinity of industrial zones. Dust is typically generated from agricultural activities, construction works and transport. The monitoring results of air quality in some urban areas shows that in peak traffic hours, the concentration of dust in the main transport roads reaches 0.55-0.65 mg/m3, which is two times higher than the allowable TCVN limit. Other pollutants associated with transport emissions and industrial activities include NOx, SOx, CO and VOC are generally with acceptable TCVN limits.

The acoustic environment throughout the region varies depending on land use patterns. In urban areas and in the vicinity of major transport routes, noise levels are high and often exceed relevant TCVN standards. In rural areas, agricultural activities are the predominant noise sources and noise levels are lower.

4.2.2 Geology and Topography

The Mekong Delta is a depression region filled mainly by mixed river-sea sediments and in geological terms is known as the Kainozoi Mekong. There are a range of different types of sediments including alluvium, marine sediments, sediments with lake origin, mixed river-sea swamp sediments and sea swamp sediments.

Generally speaking, the geological structure of the Mekong River Delta is rather complicated and not many research papers are available. There have been some oil exploration boring and exploitation on the continental shelf in combination with geo-physical exploration and satellite photos that show the process of formation of the Mekong River Delta. Due to the process of subsidence of the Mezozoi foundation stones and then covering by Kainozoi sediments throughout the reclamation cycle sediment coverage of high thickness, and uneven distribution exists throughout the whole Mekong River Delta.

In general, the Mekong River Delta is flat with low altitude, except for some areas in the west near the Cambodia border where there are hills (An Giang and Kien Giang provinces). The Mekong Delta comprises beach ridges and clay plains close to the East Sea and Holocene fluvial deposits consisting of a complex of levees and back swamps further inland. There are a number of large depression areas that become flooded during the rainy season. They include the Plain of Reeds, Long Xuyen Quadrangle, and the western part of the Hau River.



Figure 4.1. Topography in the Mekong River Delta

4.2.3 Soils Soil types found in the project area include:

(i) Alluvial soils: account for about 30% of the area of the Mekong Delta and are formed by sedimentation transport and deposition. Alluvial soils are found near large rivers and watercourses.

(ii) Saline soils: account for about more than 30% of the area of the Mekong Delta and are formed by marine sediment accumulation or the penetration of highly saline groundwater. Saline soils are generally found near the coast.

(iii) Actual Acid Sulphate Soils (ASS): account for about 40% of the area of the Mekong Delta. ASSs are soils containing a build up of iron sulfides (Pyrite FeS2) in their upper layers. Acid sulphate soils develop by the drainage of coastal marshes and swamps that contain pyrite that is then oxidized to jar site resulting in the production of sulphuric acid. In addition the acidity dissolves aluminum, which is toxic to plant growth.

(iv) Potential ASS (PASS): account for an unknown area of the Mekong Delta. PASSs are soils that contain alum-producing ore (Pyrite FeS2) that has not been oxidized through contact with oxygen. The pH of PASS is usually near neutral and they are inert unless disturbed. Disturbance of PASS and exposure to oxygen results in oxidation of the pyrite leads to acid generation.

Soil

Ch©u ®èc



(v) Sandy soils: accounting for 1% of the area of the delta. Sandy soils are mainly found in the sand dunes near estuaries in Tra Vinh and Soc Trang provinces.

Situation of alum infiltration

The area of aluminous soil is 1,600,263 ha (accounting for 41.10 % of the total area), in which 1,050,000 ha is light and average aluminous soil (in deep aluminous layer), most of them have been used for rice growing and cultivation of other crops such as sugarcanes, cassava, taro etc. 550,263 ha in many areas in the Plain of Reeds, Long Xuyen Quadrangle and Ca Mau Peninsula. Most of the areas have been planted with forest trees and some of them have been used for rice farming and the rest is unused.

The main disadvantage of this soil group is the state of alum and its toxin increases when the pH reduces, but when irrigation is good and with suitable investment of fertilizer, high yield can be recorded. However, the quality of agricultural produce, particularly rice grown on aluminous soil is lower than on other type of soil in the region. Due to a large area of aluminous soil in the Cuu Long River Delta, the water sources are aluminous: in the early rainy season, the water in many areas is infected with alum with the pH varying between2.5-5. In the early 1980s, the alum infiltration area was more than 1 millions ha, and the duration of alum was 2-5 months depending on the regions. In recent years, thanks to the development of irrigation projects, the area affected by alum has been narrowed and the duration of alum infiltration has reduced. At present in the Cuu Long River Delta, only the Ha Tien Quadrangle, the northern part of Quan Lo Phung Canal, U Minh, the central part of the Plain of Reeds, and Bac Dong-Bo Bo are affected by alum and salinity.

In the dry season, when the soil cracks, oxygen infiltrates deep into the underground soil layers, thus oxygenating the pyrite layer, forming alum causing factors or through capillarity aluminous water runs from deep layers into the ground surface. In the early rainy season, rainwater hydrolysis washes away aluminous water, together floodwater with a long duration of inundation the soil environment is fastidious and evolutions occur, forming Fe2+, Al3+ ions dissolving in the ground water, thus poisoning plants. Acid liberated through the process of oxygenating aluminous soil increases the transformation of clay minerals, particularly osmotic and stimulates the dissolvent of aluminium in the soil solution. In this process liberated H+ ions attack clay minerals and replace Al3+ ions on the surface of kali minerals, thus increasing the concentration of aluminium in the soil solution.

Flood plays an important role in cleaning alum and improving aluminous soil. The irrigation network with the supply of sufficient fresh water in the dry season also contributes to the improvement of aluminous soil.



Figure 4.2. Major Soil Groups of the Mekong Delta (Source: CSD 2006)



4.2.4 Surface Water

There is a comprehensive network of natural and constructed waterways in the project area, dominated by the Mekong River and its tributaries. Issues associated with surface water quality generally in the Mekong Delta region include (World Bank, 2003):

(i) Saline intrusion (ii) Low pH in rivers from disturbance and runoff from acid soils (iii) Agrochemical pollution from fertilizer and pesticide use (iv) Transport pollution risks (v) Urban/industrial development runoff and discharge

Strong tidal infiltration accompanies strong salinity intrusion in the Mekong River Delta. In the rainy season, thanks to abundant fresh water flows, the salinity boundaries are pushed closer to the sea, but in the dry season, due to the reduction of fresh water volume, salinity infiltrates deep into interior of the project area. The general trend is that the biggest saline infiltration boundary often occurs in the following order: April, May and March. In the dry season, approximately 17,000km2 of the project area is affected by salinity intrusion. Availability of surface water is generally good and it is used for a range of purposes including domestic, agricultural, irrigation and transportation purposes. Salinity intrusion and acidity in the dry season however affects availability of surface water particularly in coastal provinces.



Figure 4.3: Salinity intrusion map of Mekong delta

(Source: the CSD,2006)



Figure 4.4: The highest line of the 4 G/L salinity in 1998 dry season Source: Southern Institute of Water Resources Science

T h e h i g h e st l i n e o f t h e 4 G/L sa l i n i t y i n 1998 d r y

EA ST SEA

W EST SEA

NOTE

Constant line of 4g/l salinity in 1998

A verage l ine of sal ini ty Salinity line in 1993 A reas with sal ini ty over 4g/l



Figure 4.5: Constant Aluminous line (pH = 5) in Delta River Area

Source: Southern Institute of Water Resources Science

4.2.5 Groundwater World Bank (2003) reports that groundwater quality in the Mekong Delta region is variable and that salinity intrusion continues to be a major issue in coastal provinces. Data on groundwater quality indicates that aside from salinity intrusion, groundwater quality is generally good. Turbidity, organic

Constant Aluminous line (pH = 5) in Delta River Area

NOTE pH

EAST SEA

WEST SEA



pollution, pesticide and heavy metal levels are generally low and within criteria contained in TCVN 5944-1995 - Groundwater Quality. However, incidences of fecal coli form contamination have been observed in a number of inland provinces. The presence of arsenic (As) in groundwater resulting from ASS is an issue of concern; however, sampling throughout the project area has indicated that as levels in groundwater are well below TCVN criteria. Groundwater is an important source of domestic water throughout the project area; usually from relatively deep wells at depths of 30 to 300m. In the dry season, low groundwater tables and salinity intrusion constrain availability of groundwater for domestic purposes, particularly in coastal provinces.

4.2.6 Drainage, Hydrology and Flooding The Mekong River has its origins in the Peoples Republic of China, and flows through Myanmar, Laos PDR, Thailand, Cambodia and Vietnam before discharging into the East Sea. Compared with other rivers systems globally, the Mekong River ranks 8th in terms of discharge (150,000 m3/sec), 12th in terms of length (4,800 km) and 21st in terms of catchments area (795,000km2) (Petersen, 2003). The study area is located in the southern most part of the Mekong River catchments, within the lower Mekong River delta (referred to throughout this report as the ‘Mekong Delta’). Flooding in the Mekong Delta is an annual event. Approximately 10,000km2 of the project area is inundated each year. Flooding is caused by three different effects, often acting in combination with each other (Le Thi Tam Thien, 1998): i) Heavy discharge from the Mekong River coming from Cambodia ii) Heavy rainfall in the Mekong Delta affected by monsoons and typhoons iii) High tides in the East Sea The early flood occurs during June and July, while the main flood occurs from late August to October. In addition, flooding in the dry season can occur in coastal areas as a result of high tidal waters in the East Sea. Severe floods were experienced in 1961, 1966, 1978, 1984, 1991, 1994, 1995 and 1996 (Le Thi Tam Thien, 1998). A review of the Dartmouth Flood Observatory’s archives on major flood events6 between 1996 and 2004 revealed that during this eighth year period, major flood events occurred in seven years; twice from typhoons or storms (Typhoon Linda in 1997 and Storm Gil in 1998) and the remainder from heavy monsoonal rain. The most severely affected provinces were those further upstream such as Dong Thap, An Giang, Long An, Kien Giang and Can Tho (Dartmouth Flood Observatory, 2004). Flooding in the Mekong Delta is becoming progressively more severe both in terms of water levels and duration of flood events (World Bank, 2002).

4.3 Overview of Biological Conditions of Project Area

4.3.1 Aquatic Biodiversity In terms of water-based ecosystems, there is limited detailed information available for the project area. The Mekong River Commission (MRC) (2003) states that within the Mekong Basin (i.e. the catchments of the entire Mekong River), there are between 1200 and 1700 fish species and a similarly high diversity of other water-based animal and plant groups. It has been estimated that within the project area there are approximately 260 freshwater species of fish, which represents nearly half of all the recorded fish species in the country, together with numerous species of shellfish, amphibians and other organisms (World Bank, 2003). Common 6 A major flood event, for the purposes of this data, is defined as an event that causes significant damage to structures or agriculture, has long

intervals between occurrences and/or results in fatalities (Dartmouth Flood Observatory, 2004).



freshwater species include Cyprinida spp, Gobiidae spp, Schilbeidae spp, Ariidae spp and shrimp species such as Macrobrachiam spp. In the brackish and saline waters of the Mekong Delta region, 278 species of phytoplankton, 36 species of zooplankton and 152 fish species have been recorded (MoT, 2004). Note that an important feature of fish species in the Mekong Delta is the migratory habitats of some species. For example, juveniles of some freshwater species feed and grow in inundated wetlands the rainy season before migrating to watercourses at the beginning of the dry season. Other species are stenohaline species (i.e. estuarine species tolerant of some reduction in salinity) that spend part of their life cycle in an estuarine environment, and part of their life in a salinity-reduced environment.

Recognized threats to biodiversity in watercourses in the Mekong Delta include (Mekong River Commission, 2003): • Use of destructive fishing methods (explosives, poisons, electrocution) • Exploitation of fish species at vulnerable stages in their development such as spawning times • Fishing in sensitive areas • Exotic species invasion (e.g. from aquaculture, water transport vehicles) • Destruction of spawning grounds, including mangroves, or dry season refuges as a result of stream

bed dredging, removal or alteration of vegetation or bank modification • Local changes in water quality (e.g. pollution, sedimentation, Stalinization regime etc) and

quantity (e.g. storage in dams, extraction for irrigation) • Construction of barriers to fish migration patterns MRC (2003) identifies the threats posed by the first four issues listed above (i.e. threats from fishing or aquaculture) as slight, while the threats from the final three issues (i.e. threats from general development) as high. Water-based biodiversity in the Mekong Delta region has a range of direct use values, such as a source of food and income generation, as well as other indirect values (Petersen, 2003).

4.3.2 Terrestrial Biodiversity The two dominant natural terrestrial ecosystems in the Mekong Delta are coastal mangroves and Melaleuca swamp forests. Damage caused during wars, as well as exploitation of forest products and reclamation of land for agriculture and shrimp farming have led to large-scale destruction of terrestrial ecosystems in the region. It is estimated that the area of coastal mangroves have reduced by 63% since 1976, while Melaleuca forests have been reduced by 72% in the same period (ADB, 2000). There are currently 49,300 ha of natural forest within the project area, outside of protected areas. Table 4.1 summarizes some key characteristics of coastal mangrove and Melaleuca ecosystems in the Mekong Delta. Table 4.1 Characteristics of Terrestrial Ecosystems in Mekong Delta

ECOSYSTEM TYPE DOMINANT SPECIES COMMENTS ON DISTRIBUTION

Coastal Mangrove Rhizophora spp Avicenna spp Bruguiera spp Nipa spp Sonneratia spp

Present throughout coastal zone of the Delta. Distribution is sparse in areas with intensive shrimp farming and human settlement or where pollution from upstream activities (such as agrochemical use) is present.



Melaleuca Swamp Forest

Melaleuca spp Present in inland areas in seasonal inundated land comprising ASS.

(Source: Birdlife International, 2004) Apart from scattered areas of generally low value vegetation, terrestrial biodiversity in the Mekong River Delta is now concentrated largely in a number of protected areas. Section 4.3.3 describes the gazettes and proposed protected areas in the Mekong Delta region.

4.3.3 Protected Areas There are sixteen terrestrial and three marine protected areas in the project area with a total area of 200,799 ha. Table 4.2 Protected Areas7 in the Mekong River Delta

PROTECTED AREAS8 PROVINCE AREA (HA)

Mui Ca Mau National Park Ca Mau 41,682

Phu Quoc National Park Kien Giang 31,422

Can Dao Proposed Marine Protected Area Ba Ria – Vung Tau 29,400

Can Dao National Park Ba Ria – Vung Tau 19,998

Phu Quoc Proposed Marine Protected Area Kien Giang 18,700

Kien Luong Proposed Nature Reserve Kien Giang 14,605

Nam Du Proposed Marine Protected Area Kien Giang 10,400

U Minh Thuong National Park Kien Giang 8,053

Tram Chim National Park Dong Thap 7,588

Lung Ngoc Hoang Nature Reserve Hau Giang 6,000

Thanh Phu Nature Reserve Ben Tre 4,510

Vo Doi Nature Reserve Ca Mau 3,394

Tra Su Proposed Nature Reserve An Giang 2,000

Nui Cam Nature Reserve An Giang 1,500

Lang Sen Proposed Nature Reserve Long An 1,124

Dong Thap Muoi Proposed Nature Reserve Tien Giang 150

Dam Doi Nature Reserve Bird Sanctuary Ca Mau 132

Bac Lieu Nature Reserve Bird Sanctuary Bac Lieu 127

Cha La Nature Reserve Bird Sanctuary Ca Mau 14

(Source: Birdlife International, 2004)

7 Includes special use forests defined by GOV; World Heritage Areas; UNESCO biosphere reserves and GOV proposed protected areas

identified in Birdlife International (2004) 8 In order of protected area size



Figure 4.6: Protected areas in Mekong delta

Source: CSD (2006)

4.3.4 Rare or Endangered Species Rare or endangered species in the project area are found predominantly in protected areas. The main categories of rare or endangered species include a small number of mammals, water birds and some aquatic species.



4.3.5 Overview of Environmental Pollution Situation of Project Area. The causes of environmental pollution in the Cuu Long River Delta by region are as follows: Urbanized areas

- The process of urbanization with high speed rapidly increases the population while infrastructure does not develop correspondingly.

- Environmental pollution is caused by wastewater, gas emission, solid wastes discharged from domestic, service, trading, educational, transport and livestock breeding activities.

- Pollution is caused by smoke, noise, wastewater, solid wastes, and hazardous wastes from industrial zones, industrial establishment and industrial centres.

Coastal areas

- Destruction of mangrove forests for aquaculture production

- Over exploitation and catching of natural aquatic resources

- Pollution of marine water and coastal water is due to the operation of ports, berths, transport activities, fishing and seafood processing.

- Erosion, landslides and sedimentation at river estuaries and coastal zones.

- Incidents such as natural calamities, storms, flood etc. Developed agricultural areas

- Salinity and alum contamination

- Pollution due to the overuse of pesticide and agricultural chemicals

- Soil exhaustion due to intensive farming

- Pollution of surface water and underground water sources by domestic solid wastes, wastewater and livestock breeding wastewater.

- Increasing water-born diseases due to contaminated water sources

- Pollution by smoke, dust, and solid wastes from small industry and handicraft establishments along rivers.

Flooded areas

- Expansion of aluminous water and contaminated water in flood season.

- Untreated waste water and solid wastes in the flooded populated areas

- The operation of irrigation sluices in the flood season causes long-stagnation of water, thus reducing its quality.

- Burial of dead human bodies and animals should be done in a more sanitary way to protect the environment after flood.

Level of pollution in different areas

Seriously polluted and degraded environment:

- Cities, provincial capitals (provincial towns), large-scale factories, industrial parks, export processing zones



- Mangrove forest areas destroyed for shrimp farming

- River estuaries and coastal areas suffering from erosion, landslides and sedimentation.

- Small industry and handicraft centres and traditional craft villages along rivers

- Areas being flooded for a long time and after floodwater recedes

- Areas contaminated with salinity and alum

Averagely polluted and degraded environment

- Provincial towns (district towns), small and medium-sized production establishments

- Port, fishing ports and seafood processing areas along the sea coast

- Populated areas

- Agricultural areas with rice farming

Lightly polluted and degraded environment:

- Tourist sites

- Nature reserves

- Areas covered with fruit trees

4.4 Overview of Socio-Economic Conditions of Project Area

4.4.1 Land Use and Allocation In the project area in 2004, agricultural land use accounted for 74.5% which is significantly higher than the national average; forestry accounted for 9.3% which is significantly lower than the national average; special use land accounted for 6.2%; and residential land use accounted for 2.5%. Table 4.3 summarizes data on the structure of land use in the thirteen provinces in the Mekong Delta region in 2004.

Table 4.3. Land Use Structure in the Mekong River Delta in 2004

PROVINCE AGRICULTURE FORESTRY SPECIAL USE LAND HOUSING

Long An 72% 13.0% 6.7% 2.5%

Tien Giang 75.6% 5.4% 7.5% 3.3%

Ben Tre 72.2% 2.7% 5.0% 3.1%

Tra Vinh 81.3% 2.8% 4.5% 1.5%

Vinh Long 79.4% 0% 6.4% 3.4%

Dong Thap 76.3% 4.5% 6.9% 5.1%

An Giang 77.2% 3.8% 8.5% 4.4%

Kien Giang 67.4% 19.0% 6.7% 1.8%

Can Tho 84.2% 0% 6.8% 3.4%

Hau Giang 85.6% 2.2% 4.5% 2.1%

Soc Trang 80.4% 3.4% 7.1% 1.6%

Bac Lieu 82.7% 2.1% 6.1% 1.6%

Ca Mau 64.9% 23.4% 3.6% 1.1%

Mekong Delta Region 74.5% 9.3% 6.2% 2.5%



PROVINCE AGRICULTURE FORESTRY SPECIAL USE LAND HOUSING

National 28.9% 37.7% 5.1% 1.4% (Source: General Statistics Office, 2006)

In the Mekong River Delta, 94.5% of rural, agricultural households have land use right certificates (LURCs), known as ‘green-books’. In urban areas, only 47.3% of households have LURCs known as ‘red books’. Landlessness is a major issue of concern in the project area; having the second highest level of landlessness in the country affecting 29% of households. Amongst poor, ethnic minority and female-headed households, landlessness levels are significantly higher.

4.4.2 Population and Communities With a population of 17,076,000 persons (2004), the project area accounts for 21% of the national population. The average population density is 430 people/km2 (2004), which is higher than the national average (249 people/km2). The population in the Mekong River Delta is distributed unequally; the provinces along the Tien and the Hau rivers, such as Tien Giang (711 people/km2), Can Tho (808 people/km2), and Vinh Long (708 people/km2), have relatively high population densities, but in other provinces, the density is lower at only 231 people/km2 in Ca Mau, 312 people/km2 in Long An and 311 people/km2 in Bac Lieu.

The Mekong River Delta has a young population structure. According to a general census in 1999, about 53 % of the population in this region is under the age of 20; the 20 to 34 age group accounts for 24.3% and only 22.7% of the population is over 35 years of age. Regarding gender, females account for 52.6%, and male 47.4%, but for the ages under 15, there are more males than females. There are abundant labor resources in the region.

The proportion of rural population is 80%, which is higher than the national average of 74%. Some provinces and cities have lower rural population portion like Can Tho (50%), Bac Lieu (74%), Kien Giang (77%). The province with highest rural population is Ben Tre (90%).

4.4.3 Poverty Incidence The latest data published by the GSO based on the preliminary results of the 2004 Living Standards Survey (VLSS) show an estimated general poverty rate of 15.3% for the project area. This compares to an estimated national rate of 18.1%. According to the 2002 VLSS, the average monthly income per person in the project area is 371,000 VND, which is slightly higher than the national average of 356,000VND. Within the project area, poverty incidence is highest in Bac Lieu, Soc Trang, Kien Giang and Tra Vinh provinces. On the basis of the above figures the project area is not one of the poorest regions in the country. Nevertheless, measured by the absolute number of those who are classified as ‘poor’ the region is one of the regions with the highest concentrations of poor households in the country. This is because the region has a very high population density, while areas within Vietnam with the highest poverty incidence are generally sparsely populated. Thus, approximately 2.6 million or 18% of Vietnam’s poor live in the Mekong Delta, making the project area the second poorest in Vietnam in terms of the absolute number of poor. The poverty density of the region is 66 poor persons/km2 is also the second highest in the country. Furthermore it is estimated that the project area has the highest population of who ‘would be unable to sustain a serious adverse shock. Key characteristics of the poor in the project area include the following:

(i) There is a high proportion of landless households that have higher rates of poverty than other households



(ii) There are a large number of households that rely on on-farm labor employment opportunities. Such employment is highly seasonable

(iii) There are strong links between poverty and available access to markets and forest areas

(iv) Ethnic minority groups are the most economically and socially disadvantaged groups (v) Wages of women in the agricultural sector are less than two-thirds of those of men

and women in Khmer households are particularly vulnerable

4.4.4 Ethnic Minority Groups The Kinh ethnic group, which is the majority ethnic group in Vietnam, makes up over 90% of the project area’s population. The Khmer is the largest ethnic minority group in the Mekong Delta, comprising 6% of the region’s population. Of the total Khmer population in Vietnam, over 97% lives in the Mekong Delta, mostly in Kien Giang, Soc Trang and Tra Vinh. In these provinces, the Khmer minorities comprise 10% to 30% of the provincial population. The Chinese (or Hoa) ethnic group is the next largest group comprising 1% of the region’s population, followed by Cham, Tay, Ngai and Gia Rai groups.

4.4.5 Minor negative impact Transport and Traffic Characteristics

The road network in the thirteen provinces of the Mekong Delta Region is relatively sparse, and a large part of the population does not have direct access to the roads in all weather conditions. The total length of road network in the Mekong Delta is approximately 28,000 km. These roads are classified into national roads, provincial roads, and District/rural or feeder roads. Generally, however, the road condition is poor with the exception of the national roads. Most of the rural or feeder roads are not paved. Much of the network is located in the flood prone areas are inundated during the wet season, resulting in the emergence of vast areas, which are not accessible, by vehicle. Of the 2600 km of provincial roads surveyed in the long list, only about 35 % was paved. Out of the total length of roads and tracks in the Mekong Delta, only an estimated length of around 3000 - 3500 km is asphalted, which means that most of the roads are gravel or earth tracks. The national road network is about 1,700 km. The main national roads are National Road No.1 between Hanoi and Ca Mau (the primary trunk road connecting the north to the south in Viet Nam), National Road No. 80 between Vinh Long and Ha Tien and National Road No. 30 along the Mekong River to the Cambodian border. On the national highway network, there is an identified need for the improvement of bottlenecks, congested sections, ferry crossings, and sections with a poor riding quality to contribute to the overall connectivity to the delta. Removal of accident-prone spots and flood prone sections will reduce the number of areas with reduced capacity.

According to the 2004 VLSS preliminary results, rural access measured by access to all-weather roads, less than 60% of all hamlets have access to all-weather roads within two-kilometer distance. In particular, the situation in Ca Mau Province is of concern as only 28% of all hamlets of the province have access to all-weather roads within a reasonable distance. This is followed by Bac Lieu, Hau Giang, and Soc Trang Provinces, 50%, 57% and 58%, respectively. Many of the existing roads immediately become impassable when it rains and given that the rainy season lasts for about four months each year, the constraints posed by the poor road infrastructure on people’s movement are critical. There is a strong relationship between rural poverty and constrained market access and local connectivity and accessibility in the delta are in urgent need of upgrading to support the economic development in the entire delta. Despite the presence of waterways throughout the project area, poor households rely more heavily on road access because they can travel by foot or bicycle, whereas to travel by waterway required investment in a boat, which is often beyond the means of poor households. On the provincial and communal road network, it is considered that because of low traffic



volumes, maintaining roads to tolerable standards and keeping the roads open in the wet season is therefore generally much more important than improving the roads to a higher standard.

The total number of bridges in the Mekong Delta is about 20,000 due to the running waterways like net meshes and tributaries of the Mekong River. The gradients of the approach roads to bridges are generally steep for maintaining vertical clearances for the passage of boats and barges.

Thirty major ferry sites are currently located in the delta, of which Can Tho, Vam Cong, An Hoa, and Chau Doc are along the Hau (Bassac) River. Hundreds of small ferries serve the province and commune road system. The traffic composition at the National Highway network is characterized by a high composition of motorbikes that typically are cruising in a relaxed fashion in the middle of the lane. A better separation between faster moving 4 wheel vehicles and the 2-wheelers could enhance safety as well as increase capacity and speed and reduce average traveling time for the long distance travelers. In the Mekong Delta, a dense waterway system is available of which 4,800 km are presently navigable and about 1,600 km form the main waterways. Compared to the road network, the density of waterways is three times as high as that of the roads. Freight transport by waterway accounts for about 65% of the tonnage that is transported yearly in the delta. Broadly, the waterways carry the lower value bulk goods: rice, cement, -building materials, and fertilizer as shown in Table 4.4. Table 4.4 Modal Split for Freight Transport in Mekong Delta

Type of Commodity Road transport Waterway transport

Rice

Sugar

Fishery Products

Fertilizer

Cement

Construction materials

Coal

Refined oil

Wood

Steel

7%

18%

63%

1%

3%

1%

14%

4%

22%

36%

93%

82%

37%

99%

97%

99%

86%

96%

78%

64%

Source:The F/S of MTIDP

The principal northeast southwest waterway corridors are the Can Tho - Ho Chi Minh City, Can Tho - Kien Luong and Can Tho - Ca Mau corridors. These corridors are currently upgraded as part of the Inland Waterway improvement Project. The principal northwest southeast waterway corridors are the Bassac River and the Mekong, which connect most major river ports with the East Sea. A critical feature of the transport logistics is that the major direction of movement, for both domestic and international markets, is to/from Ho Chi Minh City and its ports. Both waterways and systems funnel into a single main corridor, which is experiencing some congestion. The MOT has done quite some investment in both the roads and waterways in this main corridor and this project will extend the benefits of good trade routed much more widely in the delta with an attractive centre at Can Tho. . Key identified constraints in the waterway network include:



(i) Lack of major northern and southern canals providing high capacity barge routes to reduce transport costs and relieve pinch points on the central canal routes;

(ii) Insufficient landing stages at commune, district and provincial levels, which act as interchange points between road transport and waterway transport to the benefit of the logistics system as a whole.

In terms of road safety, there are high accident rates for the national highway and high fatality rates with some sections experiencing nearly 1 fatality / km/ year. Causes of poor safety include speeding, conflict of traffic types, alcohol and drug use and poor vehicle condition. On local and provincial roads, poor road conditions are the main concern in relation to road safety with potholes, substandard alignments and poor surface conditions the cause of many accidents. On waterways, there is little data available on accident rates. The consultation undertaken for the project indicated that there are serious concerns in local communities about children traveling alone of waterways to access schools and other facilities as there is a reported high incidence of accidents, including drowning, particularly in the rainy season.

4.4.6 Economic Activities

4.4.6.1 Overview

The economy of the project area, as measured by GDP, has been growing faster than the national GDP. However, the region’s per capita GDP remains considerably below the national average. In the project area, agriculture, forestry and fisheries are the most important source of income, providing nearly 40% of income on average.

4.4.6.2 Agriculture, Forestry and Fisheries

Agriculture - forestry - fisheries are the major economic activities in the project area, contributing over 50% of the region’s GDP. Over the past years, the agricultural economy and rural structure have made initial changes toward value-added commodity, diversification of plants, farmed animals, careers in line with the promotion of agriculture, forestry and seafood processing. The distribution of agriculture and fisheries/aquaculture throughout the region is dependent on a number of factors including the availability of freshwater. Recent irrigation and salinity control projects have increased the area that has freshwater availability. In coastal areas, saline dependent activities such as shrimp farming are prevalent, further inland mixed rice – shrimp farming is more common, and in the western areas freshwater dependent activities dominant. The Mekong River Delta is the region with the largest development of agriculture throughout the country. Food crops, primarily rice, are predominant and in 2002, the farmland area for crops was 3,839,600 hectares, with the production reaching 17,576,500 tons. The provinces with highest rice production are Kien Giang, An Giang, and Dong Thap. In addition to rice, there are a number of other types of crops grown in the Mekong River Delta, but at a much smaller scale (1.53% or the area for crops), of which the major types are maize, sweet potato and manioc. Since 1991, the fisheries sector in the Mekong River Delta has been developing steadily, all in terms of production volume, export value and in terms of logistics and facilities. In 2004, the total caught products in the region (838,080 tons) accounted for 43% of the national production. In terms of offshore fisheries, the Mekong River Delta has 736km of coastline, the continental shelf accounts for 23% of the overall area of the country and the potential for marine fisheries is large, the allowed catch is 600,000 to 630,000 tons per year. Aquaculture is a major growth area in the region and accounts for 650,000 ha of the surface area in the region, which has been steadily increasing from a 1995 value of 289,400ha. The largest areas of



aquaculture are located in Bac Lieu and Ca Mau province. There are a number of aquaculture models in the project area, with the following being the most common:

(i) Rice-fish mixed farming (ii) Floating cage culture (iii) Prawn/fish culture in surround-net (iv) Snakefish culture in ponds (v) Eel culture in the flooding season (vi) Fish culture integrated with VACB model

Aquaculture has brought about important income sources for the farmers in the Mekong River Delta; on one hand it has created jobs for a great number of farmers who do not have enough land for rice cultivation, on the other hand it carries high risks, with disease of animals causing financial hardships and landlessness for some households. Aquaculture has been a key part of the economy in the Mekong River Delta since the year 2000 and is crucial in the development orientations for the years to come. In terms of forestry activities, the area of plantation forest in the Mekong River Delta is very low. Plantation forest is concentrated in Ca Mau (97,200 ha), Long An (69,300 ha) and Kien Giang (50,000 ha) provinces. The output value of forestry across the region was 967.8 billion VND, which represents a steady increase from a 1995 value of 666.6 billion VND.

4.4.6.3 Industry

The Mekong River Delta is an agriculturally developed region, and thus the food processing industry accounts for 60% of the total volume of the industrial sector. However, currently only 14-15% farm produce is subject to processing in the region, and is mainly processed at a primary level with low quality and efficiency. The construction material manufacturing industry accounts for 12%. During the recent years, this sub-sector has been developing fast owing to the increasing demands for construction in the southern provinces and locally available materials. Garment and textile, chemical industries make up small portions, but the development pace is rather high.

4.4.6.4 Tourism

Tourism is an important economic activity throughout Vietnam and the Mekong Delta region. The contribution of tourism to national and regional economies is increasing rapidly as the number of international tourists increases and rising incomes allow growing numbers of domestic tourists. While regional level data on tourist numbers or contribution of tourism to overall economic activity were not available for this report, the region is a major and growing attraction for international and national tourists.

4.4.7 Access to Services Over 98% of communes in the project area have access to electricity via the national electricity grid. Access to clean water supply is limited. Only 20% of communes have tap water supply in the dry season and in the rainy season, this is reduced to only 15%. Due to this situation, many people still use rainwater, wells and river water as their main sources of domestic water. On average, the project area has lower than average education attainment. Key reasons for low education levels include financial difficulties as well as difficulties in physical access to schools, particularly during the wet season. The consultation program for the project identified the safety of small children traveling alone on waterways to schools as one of the major concerns of stakeholders and a key reason why some children did not attend school. Access to markets to sell or buy goods is limited in areas with poor road access. Poor households in particular cannot afford to pay for transport and thus have to rely on middlemen to transfer goods for them. Poor road condition also adversely affects product quality.



4.4.8 Public Health By 2004, the rate of provincial clinics providing healthcare services in the Mekong River Delta was 1/10,000 inhabitants, lower than the country’s average of 1.5/10,000 inhabitants. There is a difference among different areas in terms of the rate of healthcare clinics out of 10,000 inhabitants, of which Long An is the only province to reach an equal level to the country’s average. Provinces like Hau Giang, Soc Trang, are facing difficulties related to severe shortage of healthcare professionals. The incidence of HIV/AIDS is an issue of major concern in the project area. Based on information from August 20059, the Mekong Delta region of Vietnam is the region with the highest incidence of HIV/AIDS in the country. In 2005, 61,000 people were estimated to be living with HIV/AIDS and this number is expected to increase to 76,000 by 2010. Transport sector workers and construction workers have been identified as high-risk groups, both to contract and transmit the disease. The Mekong River Delta is epidemic centre of some highly transmissible diseases like dengue fever and avian influenza. In the recent years, of all the dengue fever cases, up to 93% have been in the South, mainly in the Mekong River Delta. The region also has a higher-than-average rate of waterborne diseases, food contamination from pesticides and chemicals and smoking and alcohol consumption. Illegal drug use in border provinces is an increasing issue of concern. The malnutrition rate among children in the Mekong River Delta in 2003 was 26.8%, lower than the country’s average. Some of the provinces with low malnutrition rates are Can Tho, Tien Giang and Long An.

4.4.9 Physical and Cultural Heritage The World Bank’s OP 11.03 ‘Cultural Property’ defines cultural property as ‘…sites having archaeological, pale ontological, historical, religious, and unique natural values…encompasses both remains left by previous human inhabitants and unique natural features’.

Data on official recognized cultural sites has been drawn from a list of sites recognized as Cultural and Heritage sites as a form of ‘special use forests’ as defined in Decision No.8/2001/QD-TTg 11/01/01 of the Government of Vietnam. There are three cultural and historic sites in the Mekong Delta region:

(i) Hon Chong Cultural and Historic site in Kien Giang province – 3,495ha site recognized for its scenic beauty

(ii) Nui Sam Cultural and Historic site in An Giang province – 177ha site recognized for the temple complex present at the site

(iii) Hon Khoai Proposed Cultural and Historic Site in Ca Mau province – 561 ha site recognized for its scenic beauty

In addition, there are a large number of sites or items throughout the region that, while lacking in official recognition, have significance to local and regional populations. For example, Khmer pagodas are common throughout the region and play an important role in the life of the local people. Most of the Khmer hamlets have one pagoda each, which is the religious and spiritual meeting point of the Khmer people, and also the place for community activities. Many Khmer pagodas are located near the national motorways 54, 53, 60, and 91. Other examples include wartime relics from the American War and the French colonial period.

4.5 Transboundary Issues

Transboundary environmental issues are those that are not confined to a nation’s boundaries political boundaries. The key transboundary issues related to the MTIDP are water quality and flooding, which

9 ‘Social Assessment of MTIDP’ prepared by Royal Haskoning, January 2006



due to the location characteristics of the Mekong River, are strongly affected by upstream activities in Cambodia, Thailand, Laos and China.

Other transboundary issues relevant to the MTIDP include movements of migratory species (particularly birds), migration of peoples (legal and illegal movements), air quality in the regional air shed and illegal and legal trading activities (wildlife, commodities etc.).

5 OVERVIEW OF TYPICAL ENVIRONMENTAL IMPACTS OF MTIDP

5.1 Impact Significance

The following sections describe a range of typical impacts that could occur as a result of MTIDP implementation. Typical impacts have been identified for road network sub-projects (Section 5.2) and waterway network sub-projects (Section 5.3). Typical impacts have been identified for each of the three project stages of (i) pre-construction; (ii) construction; and (iii) operation. Comments have been made on the type of typical impacts that can occur as well as the potential significance of these impacts. The actual nature and significance of the impacts will vary depending for each specific sub-project being carried out depending on the sub-project scope and the sensitivity of the surrounding environment. The purpose of the following sections is to identify the range of potential typical impacts that would be expected to be associated with MTIDP sub-projects as an input to the Framework EAP contained in Section 7. The Framework EAP has then been used as a guide for the more detailed environmental impact assessments and EAPs for Phase I sub-projects contained in Volumes II and III of the EIA and will be used in the preparation of future detailed assessments and EAPs for Phase II sub-projects. The following impact significance definitions have been used throughout the EIA:

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

(ii) Major Impact. An impact is assessed as “major” if it has the potential to significantly affect an environmental component. A major impact can be positive or negative. The following criteria were used to determine whether a given impact is “major”: - Spatial scale of the impact (site, local, regional, or national/international); - Time horizon of the impact (short, medium, or long term); - magnitude of the change in the environmental component brought about by the

activities (small, moderate, large); - importance to local human populations; - compliance with international, national, provincial, or district environmental

protection laws, standards, and regulations; and - compliance with WB guidelines, policies, and regulations.

(iii) Minor Impact. An impact is assessed as “minor” if it occurs but does not meet the criteria for a major impact as described above. A minor impact can be positive or negative.

(iv) Unknown Impact. An impact is assessed as “unknown” if the significance of the effect can not be predicted for any of the following reasons: - the nature and location of the activity is uncertain; - the occurrence of the environmental component within the impact area is

uncertain; - the time scale of the effect is unknown; or



- the spatial scale over which the effect may occur is unknown. The discussion of impacts also includes discussion of the impact category (i.e. direct, secondary or indirect impacts); impact duration (temporary, short-term, long-term or permanent); and impact extent (local, project-wide, regional, national, trans-boundary).

5.2 Road Improvement Sub-Projects

5.2.1 Typical Impacts during Pre-Construction Phase

5.2.1.1 Physical Environmental Conditions

During pre-construction activities, typical impacts that have the potential to occur on physical environmental conditions are described as follows. During clearing of structures, dust generation will have the potential to occur, as will emissions from construction equipment and vehicles. These impacts are typically localized and temporary and are considered to be minor and readily mitigated through implementation of dust suppression methods and suitable planning of construction activities. Noise and vibration is also likely to be generated during pre-construction activities. Again, such impacts are considered likely to be localized and temporary, minor and easily mitigated through maintenance of construction equipment and appropriate scheduling of construction works. Typical effects on soils include erosion and sedimentation and disposal of hazardous soils including ASS, which are widespread throughout the project area, and any areas of contaminated soils, such as those contaminated with pesticides from agricultural activities, located on site. Such impacts have the potential to be minor to moderate depending on the extent of disturbance of the individual sub-projects and the surrounding environmental conditions. Impacts associated with the disturbance of hazardous soils should be temporary or short term provided effective mitigation measures are developed and implemented. Careful identification of the extent of potential ASS and contaminated soils will be required prior to the commencement of works and suitable on-site or off-site management measures developed. There is a comprehensive network of surface waterways located throughout the project area. These waterways are multi-purpose and are used for domestic purposes, agricultural activities and transportation amongst other uses. Surface water and groundwater quality may deteriorate as a result of sediment-laden runoff entering waterways, or because of the effects of spills of chemicals, oils or fuels or solid or liquid waste. Standard control practices exist for such impacts and they are expected to be localized and temporary impacts of a minor nature. Implementation of erosion and sediment control measures and implementation of waste management measures will mitigate such effects to acceptable levels.

5.2.1.2 Biological Environmental Conditions

In general, aquatic and terrestrial biodiversity values in the project area are limited; thus the typical range of effects that could occur on biological environmental conditions throughout the project area are also limited. Aquatic ecosystems and fisheries activities may be adversely affected by changes to water quality. Such impacts are considered likely to be localized and short term and mitigated through the implementation of the water quality control measures described in the preceding section. Terrestrial biodiversity may be subject to adverse impacts through loss of vegetation associated with road upgrading works. However, no new roads will be constructed and sparse vegetation cover ensures that such impacts will be minor. Direct effects on protected areas may occur where road sub-projects or associated facilities are located within protected area boundaries. Indirect effects on protected areas, rare or endangered species and forestry activities may occur if construction the presence of a large construction workforce increases pressure on these resources. Suitable location and management of construction camps will minimize such impacts.



5.2.1.3 Socio-Economic Environmental Conditions

The range of typical impacts on the socio-economic environment during pre-construction is predominantly related to the effects of land acquisition and resettlement. It is estimated that the road sub-projects of the MTIDP will cause resettlement impacts for approximately 13,000 households. The road component will require acquisition of about 250 ha, of which 120 ha will be affected due to development of national roads and 130 ha for provincial roads. Approximately 7-10% of the land to be acquired is residential land, the other 35-42% is attached garden or perennial crops land, 35-37% or more than one third is annual crops land while the remainder is of special use and other land. Permanent effects on land use patterns in the vicinity of the works will occur and there will be a net loss of productive agricultural land. Community disruption will also result from land use changes. Individual households may be adversely affected during this period as a result of disruption to livelihoods or transition from one location to another. Landlessness is a major issue of concern in the project area, especially for poor people. The project area already has one of the highest numbers of poor people in the country and ethnic minority and female-headed households are particularly affected. Localized adverse effects on poverty incidence, economic activity and productivity may result from loss of land or livelihoods. It is possible in some locations that ethnic minority groups will be inequitably affected. A Resettlement Development Plan and Policy Framework has been developed for the project which outlines the range of compensation and livelihood assistance strategies that will be implemented to reduce impacts on PAPs. Detailed RAPs will be prepared for each of the sub-projects. In addition, an Ethnic Minority / Indigenous Peoples Development Plan and Policy Framework has been prepared for the project. This Plan contains specific mitigation strategies for Khmer and other ethnic minority groups in the project area. The presence of a large construction workforce in the project area has the potential for a range of typical adverse impacts. Poor safety and hygiene in construction workers camps may lead to effects not only for workers but also the general community. Conflicts between construction workers and the local communities may occur and there may be transmission of communicable diseases, including STDs, between workers and into the general community. Construction workers are a high-risk group for the transmission and contraction of HIV/AIDS and the project area is one of the areas with the highest incidence of HIV/AIDS in country. The presence of a large number of construction workers may increase pressure on basic services in the project area, particularly water supply. Such impacts will be short term during the presence of construction workers on site, but have the potential to be moderate. Mitigation measures will include maximization of employment of local laborers, minimization of the use of construction camps, training of construction workers, raising awareness of the general community and implementation of appropriate solid and liquid waste management systems in construction camps. Other public health effects including increased prevalence of waterborne diseases or exacerbation of respiratory diseases from dust generation. Other impacts on socio-economic conditions that have the potential to occur during pre-construction phase include changes to accessibility, both to individual properties and across the whole transport network and changes in access to services. These changes to accessibility may affect business operations and agricultural activities, but will be offset by provision of temporary accesses to properties and efficient scheduling of construction works. Employment opportunities for local laborers, particularly poor people, will be encouraged during pre-construction to provide of income for local communities during pre-construction. Items of physical or cultural heritage located in the project area may be affected by clearing activities.



5.2.2 Typical Impacts during Construction Phase


During construction activities, typical impacts on physical conditions are similar to those expected to occur during pre-construction. Similar mitigation measures can also be implemented to reduce potential adverse effects to acceptable levels.


During construction activities, typical impacts on biological conditions are similar to those expected to occur during pre-construction. Similar mitigation measures can also be implemented to reduce potential adverse effects to acceptable levels.

5.2.2.3 Socio-economic Environmental Conditions

During construction, land acquisition and resettlement activities will have been completed. Ongoing adverse impacts on poverty incidence, economic activities and agricultural productivity are expected to result from disruption to accessibility, both in terms of individual property access and limitations to movements of people and goods through and within the project area. Provision of temporary access to individual properties during construction and scheduling of construction work to minimize the duration of adverse effects on accessibility in any one location will assist to ameliorate these impacts. The ongoing presence of a large construction workforce will have the potential ongoing adverse effects on community structure and public health, including HIV/AIDS. Mitigation measures to be implemented will be similar to those implemented during pre-construction works. Employment opportunities for local laborers, particularly poor people, will be encouraged during construction to provide of income for local communities during pre-construction.

5.2.3 Typical Impacts during Operation Phase


During operation, air and noise emissions from vehicles are likely to increase as a result of increased traffic volumes on the road network. There may also be increased contaminated storm water runoff because of an increased area of impervious road surface that may adversely affect water quality. Changes to flooding and drainage patterns have the potential to occur where road developments block natural drainage patterns or flood paths; however, such issues should be resolved during the detailed design phase by ensuring culverts and appropriate design measures are implemented. Effects from resettlement sites on physical conditions may include pollution of surface water as a result of solid or liquid waste discharges. Resettlement sites will be designed to incorporate adequate solid and liquid waste management systems.


The operation stage effects on biological environmental conditions will be minor. Changes to water quality may have adverse effects on aquatic ecosystems; however, the low sensitivity of such ecosystems throughout the project area means that such impacts will generally be minor.


Operation of the road improvement sub-projects will have a range of positive and negative impacts on socio-economic conditions.



Consultation with local communities indicated that upgrading of the road network would provide a more equitable means of transport, as even poor households that cannot afford any type of vehicle can travel by road whereas waterway travel requires access to a boat. Local communities indicated that improvement of the road network might result in a shift of a proportion of travel from waterways, because of ease and cost of transport and safety concerns. For example, the safety of children traveling to school by waterway, particularly in the rainy season, was a major issue of concern raised during project consultation. The project will bring benefits in terms of providing an alternative means of transport for these movements. Improvements to the road network will improve access to markets and both eliminate the need to pay middlemen for transport of goods and reduce damage to goods from poor road condition. Such improved access is likely to result in widespread economic benefits. Improved and more affordable access to basic services including health and education is also likely to result from road upgrading. Employment opportunities for local communities are likely to result during maintenance activities, particularly on the provincial and commune road network where local authorities are responsible for maintenance activities. Such employment would not only provide income sources but would engender a sense of local ownership in the infrastructure. On balance, improved accessibility is likely to result in high levels of benefits in terms of economic activity for local communities, including poor and ethnic minority households as a result of road upgrading. Negative impacts that may arise from road network upgrading include land use changes from unplanned or illegal development in road safety clearance zones. Disruption to daily activities of households in the vicinity of road upgrading projects may result from adverse effects on amenity such as air emissions and vehicle emissions. In terms of road safety, improved condition and traffic speeds on the national highway network may have adverse effects on already high accident rates. On provincial and communal roads, road safety issues are currently linked to poor road condition (e.g. potholes, poor road surface, flooding). Upgrading of provincial and communal roads will alleviate these concerns, but as a result of increased traffic speeds and volume may have adverse effects on accident rates. Driver awareness and enforcement will be required to offset such impacts. Increased mobility across the transport worker may lead to the spread of ‘social evils’ including drug use and prostitution. Communicable diseases such as HIV/AIDS may also increase. The project area is a high-risk area for HIV/AIDS and transport workers, such as truck drivers, are a high-risk group for the transmission of this disease. Consultation with the local community indicated that for passenger movements, a shift may occur from waterway movements to road movements, and that there may be a loss of employment for boat operators and associated employment. The magnitude of this impact is difficult to quantify however modeling carried out for the project indicates that the vast majority of movements on the waterway network are freight movements, and that this pattern is expected to continue. Any shift of passengers from waterways to road would have very minor effects in terms of changes to overall transport patterns in the project area.



5.3 Waterway Improvement Sub-Projects

5.3.1 Typical Impacts during Pre-Construction Phase


Pre-construction activities for waterway sub-projects are similar to those that will be carried out for road sub-projects and thus typical impacts that have the potential to occur will be similar. During clearing of structures, dust generation will have the potential to occur, as will emissions from construction equipment and vehicles. These impacts are typically localized and temporary and are considered to be minor and readily mitigated through implementation of dust suppression methods and suitable planning of construction activities. Noise and vibration is also likely to be generated during pre-construction activities. Again, such impacts are considered likely to be localized and temporary, minor and easily mitigated through maintenance of construction equipment and appropriate scheduling of construction works. Typical effects on soils include erosion and sedimentation and disposal of hazardous soils including ASS, which are widespread throughout the project area, and any areas of contaminated soils, such as those contaminated with pesticides from agricultural activities, located on site. Such impacts have the potential to be minor to moderate depending on the extent of disturbance of the individual sub-projects and the surrounding environmental conditions. Impacts associated with the disturbance of hazardous soils should be temporary or short term provided effective mitigation measures are developed and implemented. Careful identification of the extent of potential ASS and contaminated soils will be required prior to the commencement of works and suitable on-site or off-site management measures developed. Much of the work will be carried out in close vicinity of waterways. Surface water and groundwater quality may deteriorate as a result of sediment-laden runoff entering waterways, or because of the effects of spills of chemicals, oils or fuels or solid or liquid waste. Standard control practices exist for such impacts and they are expected to be localized and temporary impacts of a minor nature. Implementation of erosion and sediment control measures and implementation of waste management measures will mitigate such effects to acceptable levels. In general, aquatic and terrestrial biodiversity values in the project area are limited; thus the typical range of effects that could occur on biological environmental conditions throughout the project area are also limited. Aquatic ecosystems and fisheries activities may be adversely affected by changes to water quality. Such impacts are considered likely to be localized and short term and mitigated through the implementation of the water quality control measures described in the preceding section. Terrestrial biodiversity may be subject to adverse impacts through loss of vegetation associated with road upgrading works. However, sparse vegetation cover ensures that such impacts will be minor. Direct effects on protected areas may occur where road sub-projects or associated facilities are located within protected area boundaries. Indirect effects on protected areas, rare or endangered species and forestry activities may occur if construction the presence of a large construction workforce increases pressure on these resources. Suitable location and management of construction camps will minimize such impacts.


The range of typical impacts on the socio-economic environment during pre-construction is predominantly related to the effects of land acquisition and resettlement. It is estimated that the waterways improvement program will affect approximately 18,000 households, either wholly or partially, and will require permanent acquisition of about 830 ha for widening and realignment of the selected waterways. In addition it is estimated that acquisition of about 300 ha will also be required for disposal of dredging spoil and waste materials; it is yet to be determined if this acquisition will be on a



permanent basis, or if compensation will be paid for temporary land use rights, with title to the property being retained by the original owner. Permanent effects on land use patterns in the vicinity of the works will occur and there will be a net loss of productive agricultural land. Community disruption will also result from land use changes. Individual households may be adversely affected during this period as a result of disruption to livelihoods or transition from one location to another. Landlessness is a major issue of concern in the project area, especially for poor people. The project area already has one of the highest number of poor people in the country and ethnic minority and female-headed households are particularly affected. Localized adverse effects on poverty incidence, economic activity and productivity may result from loss of land or livelihoods. It is possible in some locations that ethnic minority groups will be inequitably affected. A Resettlement Development Plan and Policy Framework has been developed for the project which outlines the range of compensation and livelihood assistance strategies that will be implemented to reduce impacts on PAPs. Detailed RAPs will be prepared for each of the sub-projects. In addition, an Ethnic Minority / Indigenous Peoples Development Plan and Policy Framework has been prepared for the project. This Plan contains specific mitigation strategies for Khmer and other ethnic minority groups in the project area. The presence of a large construction workforce in the project area has the potential for a range of typical adverse impacts. Poor safety and hygiene in construction workers camps may lead to effects not only for workers but also the general community. Conflicts between construction workers and the local communities may occur and there may be transmission of communicable diseases, including STDs, between workers and into the general community. Construction workers are a high-risk group for the transmission and contraction of HIV/AIDS and the project area is one of the areas with the highest incidence of HIV/AIDS in country. The presence of a large number of construction workers may increase pressure on basic services in the project area, particularly water supply. Such impacts will be short term during the presence of construction workers on site, but have the potential to be moderate. Mitigation measures will include maximization of employment of local laborers, minimization of the use of construction camps, training of construction workers, raising awareness of the general community and implementation of appropriate solid and liquid waste management systems in construction camps. Other public health effects including increased prevalence of waterborne diseases or exacerbation of respiratory diseases from dust generation. Other impacts on socio-economic conditions that have the potential to occur during pre-construction phase include changes to accessibility, both to individual properties and across the whole transport network and changes in access to services. These changes to accessibility may affect business operations and agricultural activities, but will be offset by provision of temporary accesses to properties and efficient scheduling of construction works. Employment opportunities for local laborers, particularly poor people, will be encouraged during pre-construction to provide of income for local communities during pre-construction. Items of physical or cultural heritage located in the project area may be affected by clearing activities.

5.3.2 Typical Impacts during Construction Phase


During construction, dredging activities and temporary storage of dredged material will be the main cause of adverse impacts on the physical environmental conditions. Noise from dredging activities will



cause temporary adverse impacts on surrounding land use. Restriction of noisy activities to daytime hours and provision of information to the surrounding community will be carried out to minimize impacts. Erosion of canal beds and sides may occur during dredging works, which could increase sediment loads in waterways. In addition, erosion and runoff from temporary dredge material stockpiles on sites could further exacerbate sedimentation of waterways. Canal side stabilization measures would be implemented together with runoff diversion and sediment capture devices. Dredging activities may disturb acidic or contaminated sediments in canals. Liberation of such sediments will affect water quality, with associated effects on downstream fishing activities, domestic water use and aquatic ecosystems. Dredging activities in the vicinity of ASS or contaminated sediments will be carried out during the rainy season to allow dilution of water quality effects. Downstream water users will be advised of changes to water quality that may affect downstream activities. If changes to sluice operation are required during construction works, there will be effects on salinity intrusion. Consultation with local irrigation companies will be required to minimize disruptions to sluice operation. Affected communities will be advised of changes to salinity intrusion. Releases of waste or spills from boats and water-based equipment used during construction works or from construction camps, may also adversely affect water quality. Controls on construction equipment and practices will be implemented, as will solid and liquid waste management systems in construction camps. Minor levels of dust may be generated from land-based activities and there may be some erosion of exposed areas. However, land based activities are relatively minor and the associated impacts will be of small magnitude.


The effects of construction activities on biological conditions will be limited to potential effects on aquatic ecosystems resulting from deterioration of water quality or direct kill of aquatic species. Such effects are likely to be minor given the generally low sensitivity of aquatic ecosystems in the project area.


During construction, the ongoing presence of a large construction workforce will result in the continuation of the impacts experienced during the pre-construction phase. Deterioration of water quality and direct effects on aquatic species as a result of dredging activities may adversely affect downstream water users. Disruption to commercial or subsistence fishing activities and changes to availability of saline or fresh water for agriculture or aquaculture can affect livelihoods, while domestic use of canal water may also be affected as may the spread of waterborne diseases. Short-term effects on accessibility will occur as a result of dredging activities and the presence of water based construction vehicles. There may be opportunity for local laborers to be employed during construction works, which will have economic benefits for some households.



Re-use of dredge material may have positive benefits in terms of land filling for residential or agricultural activities. Experience in the project area on other spoil generating projects has indicated a large market exists for purchase of such material for land filling for residential or agricultural areas.

5.3.3 Typical Impacts during Operation Phase


During operation, increased boat traffic may increase vehicle emissions and noise from transport movements. Dust may be generated from permanent dredge stockpiles or temporary stockpiles of maintenance dredge material. Erosion of these stockpiles may also occur resulting in sediment-laden runoff entering waterways. Covering of temporary stockpiles or vegetation of permanent stockpiles will be implemented to minimize dust generation. Sediment capture devices will be implemented at permanent stockpile sites. Ongoing erosion of canal sides may occur. Regular checking and maintenance of canal side stabilization measures will be required. Surface water effects during operation will be similar also less than those experienced during construction as a result of maintenance dredging activities. Resettlement sites may also result in the release of solid or liquid waste to waterways that may affect water quality. Operation of the waterways improvements may result in reduction of flood drainage capacity if canal embankments are too high to allow drainage of surface water from surrounding land use.


The effects of operation on biological conditions will be limited to potential effects on aquatic ecosystems resulting from deterioration of water quality or direct kill of aquatic species as a result of maintenance dredge activities. Such effects are likely to be minor given the generally low sensitivity of aquatic ecosystems in the project area.


A range of positive and negative socio-economic effects is expected to occur during operation. In terms of positive impacts, increased connectivity, capacity and accessibility on the waterway network are expected to have wide ranging benefits for movement of goods and people. Because of the role of the waterways network in transporting bulk commodities, such benefits are expected to be greatest for movements of freight traffic and bulk goods. Such benefits will have multiplier effects throughout the project area. There will be employment opportunities for local laborers during maintenance works for waterways. Implementation of lighting and navigational aids and maintenance dredging activities will improve safety for movements on waterways networks, particularly at nighttime. Potential negative effects of waterways improvement include spread of social evils, including diseases such as HIV/AIDS. Transport workers are a high-risk group for transmission of HIV/AIDS. There may also be loss of some employment for boat operators if there is a significant shift of movements from waterways to the road network. 5.4 Regional and Cumulative Impacts



Regional environmental impacts are first-order impacts that result from an addition of the sub-project level environmental impacts across the project area. Regional environmental impacts provide a relatively simple, initial view of the overall project level environmental impacts of the MTIDP. Typical regional level impacts that may occur include:

(i) Improved accessibility throughout the region, and to connecting regions for movement of passengers and goods

(ii) Growth in traffic volumes as a result of increased road capacity (iii) Changes to land use patterns as a result of freshwater / saline water distribution (iv) Unplanned migration and development in the vicinity of network improvements (v) Changes to water quality through acidity generation, salinity and suspended solids

Cumulative environmental impacts are similar to regional environmental impacts, but with some subtle yet important differences. Cumulative impacts are second order impacts that arise from the sub-projects acting in combination with other past, present and future activities and development. That is, cumulative impacts are the result of interactions between the sub-project level environmental impacts.

Cumulative impacts can be:

(i) Additive: impacts that result from the combined effect of a number of smaller impacts

(ii) Compensatory: impacts that occur when the effects of one project or activity act to offset the effects of another

(iii) Synergistic: impacts that result when smaller impacts combine to create different or more significant impacts – the overall impact is greater than the sum of the individual impacts

(iv) Masking: impacts of multiple projects overlap in a way that there is no perceived additional impact, usually for an initial period of time after which impacts become one of the other types of cumulative impacts

Examples of cumulative level impacts that may occur include:

(i) Interaction with other current and planned road improvement projects to result in overall increases in traffic capacity

(ii) Changes to traffic and transport patterns as a result of interaction with the possible future Bassac River Improvement Project

(iii) Interaction with other water resources management projects such as the World Bank financed Mekong Water Resources Development Project resulting in changed salinity intrusion and land use change patterns

(iv) Interaction with forestry projects such as the World Bank financed Coastal Wetlands Protection and Development Project, which may offset effects of the MTIDP on biodiversity.

5.5 Impacts on Transboundary Issues

Vietnam is located downstream of all other countries in the broader Mekong Delta region (Cambodia, Thailand, China and Laos). Approximately 95% of the drainage in the Mekong River Delta, originates from outside Vietnamese territory. Because of its downstream location, the MTIDP project would not cause transboundary water pollution to the neighboring countries located in the Mekong River Basin.

Increases in transportation movements throughout the project area will increase the total greenhouse gas emissions of Vietnam. Measures to offset project level emissions of greenhouse gas are generally contained in regional or national level strategies to offset or compensate for greenhouse gas emissions from one source by developing alternative projects such as carbon sinks or through trade in carbon credits. Despite ongoing advanced by the GOV and donors, such mechanisms are in their infancy in Vietnam and are unlikely to offset emissions from the project significantly in the short term.



6 ANALYSIS OF ALTERNATIVES

6.1 Process for Analysis of MTIDP Alternatives- Engineering Aspects

For both road and waterway improvement sub-projects, a comprehensive analysis of alternatives was carried out to arrive at the final defined set of sub-projects to be included in the MTIDP. For both roads and waterways improvements, ‘long lists’ of potential infrastructure for improvement were provided by the MOT. Volumes II and III contain a detailed discussion of the process that was carried out to arrive at the final short-list of sub-projects for inclusion in the MTIDP. A general overview of the process that was implemented is as follows. For waterways improvements, river engineering studies were carried out, vessel movements and cargo commodities were assessed, and preliminary designs of navigation improvement works were prepared. Preliminary cost estimates were also developed and the transport cost savings were calculated by means of the Inland Waterway Transport Cost Model (IWTC). Furthermore, an inventory survey of all the corridors and an Origin – Destination survey was carried out. When selecting the corridors, due consideration was given to investment cost, traffic flows, and savings in overall transport cost, socio-economic development, environmental conditions∗ and resettlement issues. For roads improvements, an inventory of about 3000 km of roads was developed in order to form the basis for the traffic and economic/social studies. The initial analysis and evaluation shows that a moderate improvement of the road standard on a greater number of roads is to be recommended in order to obtain the maximum benefits of the investment, rather than over-invest in a few number of roads to a very high standard. Adopting a selection process that includes both economic growth and equity criteria arrived upon the short list for secondary roads. The basic approach adopted to arrive at the project components is to: (a) screen the secondary roads on the basis of criteria that take into account the growth and poverty parameters; and (b) prioritize the screened roads on the basis of ‘equity’ and ‘economic efficiency’ criteria, and finally select the roads based on the available financial resources. In order to achieve the above objective, the screening process has been carried out in three main stages – (a) connectivity to the main transport corridors, (b) roads that serve areas having higher agriculture output, and (c) roads that are passing through the areas with high poverty density. While applying these three main criteria, the other criteria such as ‘over investment’ and ‘equity’ have also been considered appropriately. The final selection of the roads is based on the criteria whereby 50% of the budget available is allocated towards selection of roads on economic efficiency criteria (NPV/ C ratio) and the remaining 50% of the budget is distributed among all the provinces Volumes II and III contain detailed discussion of the analysis of alternatives presented in the Feasibility Study for the project.

∗ Corridor No. 2, after being dredged and widened will get higher capacity of influx of fresh- and sediment-rich water from the main river to the fields. During the flood season, water movement toward Vam Co would be increased and that would facilitate inflow to the Dong Thap Muoi area that would help with the quick release of acid water ponded in the low lands of Bac Dong – Bo Bo and the area located between two tributaries of Vam Co river. This inflow of freshwater would contribute to improved soil and environment conditions. The run-off from Tri Ton – Tam Ngan canal to the Long Xuyen quadrangular also has the same advantage, especially in dry season, it increases a significant volume of fresh water for the area that severely lacks water. Corridor No.3 stretches along the coastal area with narrow and shallow canals. The upstream flood does not affect the whole route. Therefore, local inundation will be improved in the future. In order to facilitate waterway navigation at Rach Chanh through a currently existing salinity prevention sluice, a ship lock is planned to be built adjacent to it under the project. This will eliminate a major transport bottleneck by allowing ship passges on a 24-hour basis throughout the year versus only duing low tide during the try season. The ship lock will also help to maintain the hydrological regime and control of salinity intrusion that the sluice gate presently provides.



6.2 Analysis of Alternatives environmental considerations

The waterway and road projects are only to upgrade and rehabilitate the existing roads and canals. Presently, the recommended alternative in the FS is for road and wayterway upgrading and rehabilitation as opposed to the options of doing nothing or constructing new transport corridors. Without the project, the increase in traffic in both systems would further reduce transport efficiency and concurrently reduce transport safety; and the condition of the roads and waterways would continue to degrade with persistent erosion, in the case of canals, reducing their effectiveness as transport corridors without mentioning the loss of land along the canals and social impaccts and require greater land acquisition. In addition, where possible and practical, only one side of the corridors will be widened that will resuce environmental and social (resettlement) impacts and, particularly in the case of waterways, will reduce the exposure of potentially acid sulphate soils where thay are found along the canals to be improved.

The comparative results of positive and negative impacts of the road and waterway projects between the two options are presented in specifically in Vollumes II and III.

It is also notable that negative environmental impacts caused by the road and waterway improvement works are generally short-term; and methods for their mitigation are well understood from direct experience in the project area, provided that the environmental management plan and mitigation measures recommended that plan are are properly implemented. The resultant comparative results of positive and negative impacts on environment of the selected option is that when the road and waterway projects of the MTIDP are completed, more benefits will be created for the environment (in both social and natural aspects) than the other options

Volumes II and III have presented detailed analysis of alternatives for waterway and road projects of the MTIDP.

Finally, regarding the resettlement needs under the project, most project-affected-people (PAP) with not require relocation. They will simply stay in their immediate vicnity with some movement of homes or business in the immediate vicinity most often only having to move a few meters. For others who will require relocation, the option selected was provide them with alternate sites within the GOV’s exisiting resettlement sites that are fully equipped with drinking water, sanitation and other infrastructure needs that are fully organized and implemented at each site in advance of people being relocated there. This option is being pursued as opposed to the project developing new sites and orking more with the GOV’s overall plan for the resettlement of diasadvantage people dur to development activties or natural conditions such as annual flooding.

7 FRAMEWORK ENVIRONMENTAL ACTION PLAN

7.1 Introduction

The following sections present the Framework Environmental Action Plan (EAP) for the MTIDP. The Framework EAP has been developed to guide development of the specific EAPs for Phase I road and waterway sub-projects presented in Volumes II and III of the EIA and will also be used for the development of future EAPs for Phase II sub-projects.



The Framework EAP contains the following information, both for road improvement activities and waterway improvement activities:

(vi) Summary of typical environmental impacts that could occur as a result of project activities

(vii) Identification of feasible mitigation measures including responsibilities and cost for implementation

(viii) Identification of suggested monitoring indicators including responsibilities and cost for implementation

(ix) Overview of environment-related institutional arrangements for the project (x) Overview of environmental monitoring and reporting requirements for the project

7.2 Mitigation Strategies

There are several strategies to mitigating a major negative impact. The following strategies were employed for this report (in order of priority):

(e) Avoid the impact. To “avoid” means to be able to change some aspect of the project design, construction, or operation such that the impact no longer occurs (e.g., changing the alignment of a road so it avoids a national park).

(f) Minimize the impact. To “minimize” means to implement measures that will reduce impacts to acceptable levels (e.g., ensuring that construction equipment meets TCVN industrial emission standards).

(g) Rectify the impact. To “rectify” means to allow an impact to occur, and then afterwards take measures to rehabilitate the environment to a level whereby the impact is within acceptable limits (e.g., filling in used limed pits as part of construction clean-up).

(h) Compensate for the impact. To “compensate” means to allow the impact to occur, then afterwards provide non-monetary compensation (first priority) or monetary compensation (second priority) for losses created by the impact (e.g., if a farmer must be resettled, the first compensation priority is to provide replacement land and housing. If replacement land and housing cannot be provided, the replacement value of losses should be calculated and provided to the farmer.).

7.3 Road Investments

7.3.1 Summary of Typical Environmental Impacts and Mitigation Measures for the road sub-project

7.3.1.1 Pre-Construction Phase

Table 7.1 Pre-construction impacts and mitigations of roads

IMPACT DISCUSSION OF TYPICAL IMPACTS TYPICAL MITIGATION MEASURES Physical Conditions

Air emissions Dust generation during clearing of structures. Impacts are typically localized and temporary. Minor emissions from construction vehicles and equipment. Impacts are typically localized and temporary.

Water exposed areas during windy conditions Minimize of size and duration of exposed areas Cover of trucks carrying dispersible materials Ensure construction vehicles and equipment are well maintained


Noise and vibration generation from demolition of structures and movements of construction vehicles and equipment. Impacts are typically localized and temporary.

Ensure construction vehicles and equipment are well maintained Restrict noisy activities to day time periods



IMPACT DISCUSSION OF TYPICAL IMPACTS TYPICAL MITIGATION MEASURES Inform local community of schedule of construction activities Install temporary acoustic shields in the vicinity of very noisy activities Provide workers with noise protection equipment



Water exposed areas during windy conditions Minimize of size and duration of exposed areas Implement diversion structures, such as drains or fences, to divert clean runoff away from exposed areas Implement sediment capture devices, such as traps or basins, to avoid sediment laden runoff entering watercourses


Disturbance of areas of ASS. Impacts are generally short term but can be spread across the project area. Disturbance of other contaminated soils (DDT, pesticides etc). Impacts are generally temporary and localized. Contamination of soils as a result of chemical, fuel/oil spills. Impacts are generally temporary and localized.

Identify extent and magnitude of ASS and other contaminated soils in vicinity of sub-projects Avoid extent of ASS disturbed Treat ASS with lime prior to reuse on site Remove disturbed ASS from site for off-site disposal Remove contaminated soils from site for disposal in landfill Do not reuse contaminated soils on site Store chemicals, fuels/oils in covered areas away from watercourses with concrete floors and bunding Ensure prompt clean-up of any spills


Sediment laden runoff entering waterways. Impacts are generally short term and localized. Chemical or oil/fuel spills entering watercourses. Impacts are generally temporary and localized. Domestic waste from construction camps and construction sites entering waterways. Impacts are generally short term and localized.

Implement sediment capture devices, such as traps or basins, to avoid sediment laden runoff entering watercourses Avoid clearing activities during the rainy season Store chemicals, fuels/oils in covered areas away from watercourses with concrete floors and bounding Ensure prompt clean-up of any spills Implement solid and liquid waste management systems at construction camps and at construction sites Implement wheel washing facilities at construction sites







Implement sediment capture devices, such as traps or basins, to avoid sediment laden runoff entering watercourses Store chemicals, fuels/oils in flood-free, covered areas away from watercourses with concrete floors and bounding Ensure prompt clean-up of any spills Implement solid and liquid waste management



IMPACT DISCUSSION OF TYPICAL IMPACTS TYPICAL MITIGATION MEASURES systems at construction camps





No MTIDP road improvement sub-projects take place in or in the vicinity of protected areas





Fisheries activities Changes to water quality may affect aquatic ecosystems. Impacts will be temporary and localized.

Implement sediment capture devices, such as traps or basins, to avoid sediment laden runoff entering watercourses Store chemicals, fuels/oils in covered areas away from watercourses with concrete floors and bounding Ensure prompt clean-up of any spills Implement solid and liquid waste management systems at construction camps

Forestry activities No MTIDP road improvement sub-projects take place in or in the vicinity of forestry activities



Land use changes Land clearing will cause localized changes in land use patterns with losses of residential and some agricultural land. Effects will be permanent.

Implement resettlement and compensation procedures contained in project Resettlement Development Plan and Policy Framework / RAP


Land clearing and resettlement will cause disruption to existing communities and create new communities in resettlement locations. Effects will be permanent. Influx of construction workers can affect community structure and patterns. Impacts will be short term, but will occur across the project area.

Implement resettlement and compensation procedures contained in project Resettlement Development Plan and Policy Framework / RAP Undertake training of construction works to minimize conflicts with local communities, particularly in relation to safety, hygiene and transmission of diseases Where possible, avoid housing workers in construction camps Ensure construction camps have adequate sanitation and waste management systems Work with local authorities to implement awareness programs on social evils associated with construction camps Implement community notification and complaints system


Adverse effects on poverty incidence may occur for individual households that are subject to partial or total land acquisition. Landlessness is a major factor associated with poverty in the project area. Effects will be localized and short term or long term depending on the effectiveness of mitigation measures. Employment opportunities for local laborers may reduce poverty incidence in some households.

Implement resettlement and compensation procedures contained in project Resettlement Development Plan and Policy Framework / RAP Encourage contractors to employ local laborers


In some locations there are significant numbers of ethnic minority groups that may be inequitably affected by land acquisition requirements. Ethnic minority groups are particularly vulnerable to adverse project effects. Effects will be localized and short term or long term depending on the

Implement resettlement and compensation procedures contained in project Ethnic Minority / Indigenous Peoples Development Plan and Policy Framework Ensure all materials and consultation activities



IMPACT DISCUSSION OF TYPICAL IMPACTS TYPICAL MITIGATION MEASURES effectiveness of mitigation measures. are translated and interpreted into Khmer and

other minority languages


Land acquisition will affect economic activities of individual households. Effects will be localized and short term or long term depending on the effectiveness of mitigation measures. Disruption to access to properties and services may affect economic activities of individual households and companies. Direct effects may include loss of access and indirect effects may include material or produce transport difficulties. Effects will be localized and short term. Employment opportunities for local laborers may result in economic benefits for some households.



Access to properties may be disrupted during land clearing activities. Effects will be localized and short term. Disruption to traffic accessibility and movements as a result of impedance of existing roads during construction works

Install temporary access arrangements for properties with disrupted properties Reinstate access following completion of activities Schedule construction works to be completed in efficient and timely manner. Inform local community and drivers of schedule of works and duration of disruptions Install signage and warnings for drivers in the vicinity of construction works


There will be relatively low volumes of construction vehicles during site clearing activities. These effects will be temporary and localized. Presence of construction vehicles and equipment, and construction works that impede road access may adversely affect safety.

As far as practical, limit construction vehicle movements to main transport routes Install signage and warning signs in vicinity of works Implement lighting if night time works undertaken As far as practical, avoid construction vehicle movements in peak hours


Land acquisition will affect agricultural activities of individual households. Effects will be localized and short term or long term depending on the effectiveness of mitigation measures.



Pounding of water may increase incidence of waterborne diseases. Respiratory diseases may be exacerbated by dust generation. Effects are likely to be short term and localized. Transmission of diseases from construction workforce, including HIV/AIDS Safety and hygiene effects of construction camps. Construction accidents involving construction workers

Avoid pounding of water in construction site by promptly backfilling depressions and maintaining a tidy site Implement dust suppression measures described previously Undertake training of construction works to minimize conflicts with local communities, particularly in relation to safety, hygiene and transmission of diseases Where possible, avoid housing workers in construction camps Ensure construction camps and construction sites have adequate sanitation and waste management systems Ensure construction workers have access to and are trained in the use of construction safety equipment Work with local authorities to implement awareness campaigns for local community about issues associated with presence of



IMPACT DISCUSSION OF TYPICAL IMPACTS TYPICAL MITIGATION MEASURES construction workers


Temporary disruptions to access to services may occur as a result of construction vehicles or required shutdowns during site clearance works. Increased pressure on access to basic services because of presence of large construction workforce

Minimize duration of disruption to services As far as practical, limit construction vehicle movements to main transport routes Install signage and warning signs in vicinity of works


If clearing of any items of physical or cultural heritage works is required effects will be permanent but localized.

Where possible, avoid direct physical effects on items of physical or cultural heritage


Table 7.2 Construction impacts and mitigations of roads


Air emissions Dust generation during earthworks and road/bridge formation. Minor emissions from construction vehicles and equipment. Impacts are typically temporary and localized.

Water exposed areas during windy conditions Minimize of size and duration of exposed areas Cover or vegetate long term materials stockpiles Cover of trucks carrying dispersible materials Ensure construction vehicles and equipment are well maintained


Noise and vibration generation during earthworks, bridge and road formation and movements of construction vehicles and equipment. Impacts are typically temporary and localized.

Ensure construction vehicles and equipment are well maintained Restrict noisy activities to day time periods Inform local community of schedule of construction activities Install temporary acoustic shields in the vicinity of very noisy activities Provide workers with noise protection equipment



Water exposed areas during windy conditions Minimize of size and duration of exposed areas Vegetate or otherwise stabilize drainage channels Implement diversion structures, such as drains or fences, to divert clean runoff away from exposed areas Implement sediment capture devices, such as traps or basins, to avoid sediment laden runoff entering watercourses


Disturbance of areas of ASS. Impacts are generally short term but can be spread across the project area. Disturbance of other contaminated soils (DDT, pesticides etc). Impacts are typically temporary and localized. Contamination of soils as a result of chemical, fuel/oil spills. Impacts are typically temporary and localized.

Identify extent and magnitude of ASS and other contaminated soils in vicinity of sub-projects Avoid extent of ASS disturbed Treat ASS with lime prior to reuse on site Remove disturbed ASS from site for off-site disposal



IMPACT DISCUSSION OF TYPICAL IMPACTS TYPICAL MITIGATION MEASURES Remove contaminated soils from site for disposal in landfill Do not reuse contaminated soils on site Store chemicals, fuels/oils in covered areas away from watercourses with concrete floors and bounding Ensure prompt clean-up of any spills


Sediment laden runoff entering waterways. Impacts are generally short term and localized. Chemical or oil/fuel spills entering watercourses. Impacts are generally temporary and localized. Domestic waste from construction camps and construction sites, including concrete mixing equipment, entering waterways. Impacts are generally short term and localized.

Implement sediment capture devices, such as traps or basins, to avoid sediment laden runoff entering watercourses Avoid undertaking earthworks in the rainy season Store chemicals, fuels/oils in flood-free, covered areas away from watercourses with concrete floors and bounding Ensure prompt clean-up of any spills Implement solid and liquid waste management systems at construction camps and at construction sites Avoid direct discharges from concrete mixing equipment to waterways Implement wheel washing facilities at construction sites
















Ensure construction camps are not constructed in close proximity to ecologically sensitive areas Prohibit natural resource exploitation by construction workers


Implement sediment capture devices, such as traps or basins, to avoid sediment laden runoff entering watercourses Store chemicals, fuels/oils in covered areas away from watercourses with concrete floors and bunding



IMPACT DISCUSSION OF TYPICAL IMPACTS TYPICAL MITIGATION MEASURES Ensure prompt clean-up of any spills Implement solid and liquid waste management systems at construction camps




Land use changes Unplanned or induced development may result during construction works, however levels are expected to be low as no new roads are being constructed



Presence of construction workers can affect community structure and patterns. Impacts will be short term, but will occur across the project area.



Adverse effects on poverty incidence may occur for individual households that suffer disruption to access. Effects will be localized and short term. Employment opportunities for local laborers may result in positive impacts in poor households.



In some locations there are significant numbers of ethnic minority groups that may be inequitably affected by construction stage impacts. Ethnic minority groups are particularly vulnerable to adverse project effects. Effects will be localized and short term.



Disruption to access to properties and services may affect economic activities of individual households and companies. Direct effects may include loss of access and indirect effects may include material or produce transport difficulties. Effects will be localized and short term. Employment opportunities for local laborers may have positive impacts for some households.



Accessibility to properties may be disrupted during construction activities. Effects will be localized and short term. Disruption to traffic accessibility and movements as a result of impedance of existing roads during construction works

Ensure temporary access is provided to affected properties and that suitable permanent access is reinstated following the completion of construction. Schedule construction works to be completed in efficient and timely manner. Inform local community and drivers of schedule of works and duration of disruptions Install signage and warnings for drivers in the vicinity of construction works


Construction vehicles will result in minor increases to traffic volumes. These effects will be temporary and localized.






Changes in property access may affect agricultural activities of individual households. Effects will be localized and short term.

Ensure temporary access is provided to affected properties and that suitable permanent access is reinstated following the completion of construction.


Pounding of water may increase incidence of waterborne diseases. Respiratory diseases may be exacerbated by dust generation. Effects are likely to be short term and localized. Transmission of diseases from construction workforce and safety and hygiene effects of construction camps including HIV/AIDS Construction accidents involving construction workers

Avoid pounding of water in construction site by promptly backfilling depressions and maintaining a tidy site Implement dust suppression measures described previously Undertake training of construction works to minimize conflicts with local communities, particularly in relation to safety, hygiene and transmission of diseases Where possible, avoid housing workers in construction camps Ensure construction camps and construction sites have adequate sanitation and waste management systems Ensure construction workers have access to and are trained in the use of construction safety equipment Work with local authorities to implement awareness campaigns for local community about issues associated with presence of construction workers



Minimize planned disruption to services Minimize movements of construction vehicles during peak hours


Minor effects on items of physical or cultural heritage works may result from disruption of access to properties.

Minimize direct effects of works on items of physical or cultural heritage


Table 7.3 Operation impacts and mitigations of roads


Air emissions Emissions from increased traffic loads on roads. Impacts will be incremental. Dust generation from use of unsealed roads. Impacts will be positive where unsealed roads are sealed as part of the project.


Noise generation Noise generation from increased traffic loads on roads

Implement practical and feasible noise reduction measures at sensitive receivers when monitoring indicates accordance of TCVN noise levels Work with local authorities to restrict movements of poorly maintained vehicles


Contaminated storm water runoff from road surface. Domestic waste from resettlement sites. Impacts will be localized but permanent.

Ensure road drainage systems are well maintained and free of blockages Implement drainage ponds to store and facilitate primary treatment of road runoff prior to discharge



IMPACT DISCUSSION OF TYPICAL IMPACTS TYPICAL MITIGATION MEASURES Ensure materials used in road improvements works do not contain potential toxic lactates Ensure resettlement sites have solid and liquid waste management systems that are adequately maintained


Changes to flooding patterns due to elevated roads. Impacts will be positive in areas where flood protection is provided by roads. Changes in drainage patterns where road works block existing drainage.

Inform local community of changes to flooding patterns Include culverts in road design where required Ensure road drainage and culverts are well maintained and free of blockages



Changes to water quality may affect aquatic ecosystems. Impacts will be permanent although localized.

Ensure road drainage systems are well maintained and free of blockages Implement drainage ponds to store and facilitate primary treatment of road runoff prior to discharge Ensure resettlement sites have solid and liquid waste management systems that are adequately maintained


Dust generation, air pollution and adverse effects on water quality may affect growth of roadside vegetation. Impacts will be permanent although localized.



Road network improvements may improve access to protected areas. Resettlement sites located near protected areas may increase pressure on resources. The impacts will be minor as no new roads will be constructed, but will be localized, although permanent.

Work with local protected area authorities to develop enforcement strategies




Fisheries activities Positive impacts will result from improved accessibility throughout the region. Impacts will be permanent.


Forestry activities Positive impacts will result from improved accessibility throughout the region. Impacts will be permanent.



Land use changes No new roads are being constructed thus induced land use changes are expected to be minor, although permanent effects. Unplanned development may occur in safety clearance zones.



No new roads are being constructed. Permanent disruption to communities may result from adverse amenity effects such as noise and dust generation.

Implement range of mitigation measures relating to noise and dust generation to protect amenity of surrounding land use


At a regional level, positive effects on poverty incidence are expected to result from increased connectivity and accessibility on the road network



Employment opportunities during maintenance works may benefit poor or unemployed









At a regional level, positive effects on economic activities and production are expected to result from increased connectivity and accessibility on the road network. More direct access will reduce the need for transactions with middlemen and improved road condition with reduce damage to products



At a regional level, positive changes to accessibility are expected to result from increased connectivity and accessibility on the road network Increased access to schools, markets and health facilities are expected to result. Increased access to employment opportunities are expected to result. There may be a shift from waterway transport to road transport as a result of improved road network condition. This will be of particular benefit to the poor and those without vehicles.



At a regional level, traffic volumes on the road network are expected to increase both as a result of natural growth and generated traffic Improved conditions on the road network may increase traffic speed and lead to high accident rate Improved road access may facilitate mode switch for local movements from waterways, e.g. children traveling to school, which will have safety benefits

Install signage advising of traffic speed limits and road conditions


At a regional level, positive effects on agricultural and industrial productivity are expected to result from increased connectivity and accessibility on the road network



At a regional level, positive effects on access to services are expected to result from increased connectivity and accessibility on the road network








7.3.2 Typical Environmental Monitoring Measures Table 7.4 Typical environmental monitoring for roads




USED Cost estimation

Pre-construction & construction stage Physical Conditions

Air emissions Dust levels, CO, and NOx


At least once for each sub-project prior to construction (to establish baseline, and during construction (to establish impact)

TCVN 5737-1995 TCVN 5948-1995

2800 USD





TCVN 5949-1995 TCVN 5948-1995

1350 USD



In areas of known contamin- action or ASS/PASS that will be disturbed


TCVN 7209-2002 TCVN 6496-1999 (ISO 11047 – 1995)

3700 USD

Salinity intrusion

Salinity levels In sub-project areas being constructed in/ near saline soils

At least once during construction works in saline locations

TCVN 5942 – 1995 TCVN 6649 - 2000

1150 USD


TSS, pH, BOD, Salinity, coliforms to meet TCVN 5942 requirements

Canalsand rivers affaded by constructed bridges

Once duving Pre – construction stage Twice during constrction stage

TCVN 5942 - 1995 4500

Biological Conditions Protected areas And sensitive areas


Closest borders of Nui Cam Nature Reserve, closest borders of U Minh nature reserve.

At least once during construction

Observation 1450 USD

Socio-economic Conditions Land use changes


Refer RAP Refer RAP Refer RAP 7000



Construction camps


Observation 5500


Refer EMDP Refer EMDP Refer EMDP Refer EMDP 7000

Operation Stage Physical Conditions

Air emissions Dust levels, CO, and NOx


At least twice for each sub-project during operation (to establish impact)

Relevant TCVN standards TCVN 5737 – 1995; TCVN 5948 - 1995

3500


TSS, pH, alum, to meet TCVN 5942 requirements

Downstream of bridge maintenance that disturb ASS and contaminated soils Downstream of drainage points from dredge disposal locations

Twice during wet season, twice during dry season in ASS or PASS areas

Relevant TCVN standards TCVN 5942 - 1995

4500




USED Cost estimation

Salinity intrusion


Twice in wet and dry season in saline areas


1500


TSS, pH, BOD, Salinity, coliforms to meet TCVN 5942 requirements

Canalsand rivers affaded by constructed bridges

Once duving Pre – construction stage Twice during constrction stage

TCVN 5942 - 1995 3500

Biological Conditions Protected areas and sensitive areas


Close Borders of Nui Cam Nature Reserve, close of U Minh nature reserve.

At least once during operation of sub-projects within 10km of protected or sensitive areas

Observation 1450

Socio-economic Conditions Accidents and safety issues

Number of accidents, deaths, vehicle violations, etc.

On all roads As needed Discussion with local police authorities

3500

7.4 Waterway Investments

7.4.1 Summary of Typical Environmental Impacts

7.4.1.1 Pre-Construction Phase

Table 7.5 Pre-construction typical environmental impacts and mitigations for waterways


Air emissions Dust generation during clearing of structures. Impacts are typically localized and temporary. Minor emissions from construction vehicles and equipment. Impacts are typically localized and temporary.

Water exposed areas during windy conditions Minimize of size and duration of exposed areas Cover of trucks carrying dispersible materials Ensure construction vehicles and equipment are well maintained


Noise and vibration generation from demolition of structures and movements of construction vehicles and equipment. Impacts are typically localized and temporary.




Water exposed areas during windy conditions Minimize of size and duration of exposed areas Implement diversion structures, such as drains or fences, to divert clean runoff away from exposed areas Implement sediment capture devices, such as traps or basins, to avoid sediment laden runoff entering watercourses

Disturbance of Disturbance of areas of ASS. Impacts are generally Identify extent and magnitude of ASS and other



IMPACT DISCUSSION OF TYPICAL IMPACTS TYPICAL MITIGATION MEASURES hazardous soils short term but can be spread across the project

area. Disturbance of other contaminated soils (DDT, pesticides etc). Impacts are generally temporary and localized. Contamination of soils as a result of chemical, fuel/oil spills. Impacts are generally temporary and localized.

contaminated soils in vicinity of sub-projects Avoid extent of ASS disturbed Treat ASS with lime prior to reuse on site Remove disturbed ASS from site for off-site disposal Remove contaminated soils from site for disposal in landfill Do not reuse contaminated soils on site Store chemicals, fuels/oils in covered areas away from watercourses with concrete floors and bounding Ensure prompt clean-up of any spills


Sediment laden runoff entering waterways. Impacts are generally short term and localized. Chemical or oil/fuel spills entering watercourses. Impacts are generally temporary and localized. Domestic waste from construction camps and construction sites entering waterways. Impacts are generally short term and localized.

Implement sediment capture devices, such as traps or basins, to avoid sediment laden runoff entering watercourses Avoid clearing activities during the rainy season Store chemicals, fuels/oils in covered areas away from watercourses with concrete floors and bounding Ensure prompt clean-up of any spills Implement solid and liquid waste management systems at construction camps and at construction sites Implement wheel washing facilities at construction sites


















Implement sediment capture devices, such as traps or basins, to avoid sediment laden runoff entering watercourses Store chemicals, fuels/oils in covered areas



IMPACT DISCUSSION OF TYPICAL IMPACTS TYPICAL MITIGATION MEASURES away from watercourses with concrete floors and bounding Ensure prompt clean-up of any spills Implement solid and liquid waste management systems at construction camps




Land use changes Land clearing will cause localized changes in land use patterns with losses of residential and some agricultural land. Effects will be permanent.



Land clearing and resettlement will cause disruption to existing communities and create new communities in resettlement locations. Effects will be permanent. Influx of construction workers can affect community structure and patterns. Impacts will be short term, but will occur across the project area.

Implement resettlement and compensation procedures contained in project Resettlement Development Plan and Policy Framework / RAP Undertake training of construction works to minimize conflicts with local communities, particularly in relation to safety, hygiene and transmission of diseases Where possible, avoid housing workers in construction camps Ensure construction camps have adequate sanitation and waste management systems Work with local authorities to implement awareness programs on social evils associated with construction camps Implement community notification and complaints system


Adverse effects on poverty incidence may occur for individual households that are subject to partial or total land acquisition. Landlessness is a major factor associated with poverty in the project area. Effects will be localized and short term or long term depending on the effectiveness of mitigation measures. Employment opportunities for local laborers may reduce poverty incidence in some households.



In some locations there are significant numbers of ethnic minority groups that may be inequitably affected by land acquisition requirements. Ethnic minority groups are particularly vulnerable to adverse project effects. Effects will be localized and short term or long term depending on the effectiveness of mitigation measures.

Implement resettlement and compensation procedures contained in project Ethnic Minority / Indigenous Peoples Development Plan and Policy Framework Ensure all materials and consultation activities are translated and interpreted into Khmer and other minority languages


Land acquisition will affect economic activities of individual households. Effects will be localized and short term or long term depending on the effectiveness of mitigation measures. Employment opportunities for local laborers may result in economic benefits for some households.



Access to properties may be disrupted during land clearing activities. Effects will be localized and short term. Disruption to traffic accessibility and movements as a result of impedance of roads during

Install temporary access arrangements for properties with disrupted properties Reinstate access following completion of activities Schedule construction works to be completed in



IMPACT DISCUSSION OF TYPICAL IMPACTS TYPICAL MITIGATION MEASURES construction works efficient and timely manner.

Inform local community and drivers of schedule of works and duration of disruptions Install signage and warnings for drivers in the vicinity of construction works


There will be relatively low volumes of construction vehicles during site clearing activities. These effects will be temporary and localized. Presence of construction vehicles and equipment, and construction works that impede road access may adversely affect safety.

As far as practical, limit construction vehicle movements to main transport routes Install signage and warning signs in vicinity of works Implement lighting if night time works undertaken As far as practical, avoid construction vehicle movements in peak hours


Land acquisition will affect agricultural activities of individual households. Effects will be localized and short term or long term depending on the effectiveness of mitigation measures.



Ponding of water may increase incidence of waterborne diseases. Respiratory diseases may be exacerbated by dust generation. Effects are likely to be short term and localized. Transmission of diseases from construction workforce including HIV/AIDS Safety and hygiene effects of construction camps. Construction accidents involving construction workers

Avoid poundings of water in construction site by promptly backfilling depressions and maintaining a tidy site Implement dust suppression measures described previously Undertake training of construction works to minimize conflicts with local communities, particularly in relation to safety, hygiene and transmission of diseases Where possible, avoid housing workers in construction camps Ensure construction camps and construction sites have adequate sanitation and waste management systems Ensure construction workers have access to and are trained in the use of construction safety equipment Work with local authorities to implement awareness campaigns for local community about issues associated with presence of construction workers



Minimize duration of disruption to services As far as practical, limit construction vehicle movements to main transport routes Install signage and warning signs in vicinity of works


If clearing of any items of physical or cultural heritage works is required effects will be permanent but localized.

Where possible, avoid direct physical effects on items of physical or cultural heritage


Table 7.6 Construction typical environmental impacts and mitigations for waterways


Air emissions Minor emissions from construction vehicles and equipment and dust generation from land based

Minimize size and duration of exposed areas Cover trucks carrying dispersible materials



IMPACT DISCUSSION OF TYPICAL IMPACTS TYPICAL MITIGATION MEASURES works. Impacts are typically localized and temporary. Dust generation from temporary stockpiles of dredge material

Ensure construction vehicles and equipment are well maintained Cover temporary stockpiles or vegetate long term dredge material stockpiles


Noise and vibration generation from dredging works, bridge construction and port works will be temporary and localized



Erosion of canal beds and sides may occur during dredging and widening works Erosion of exposed land based areas resulting in sediment laden runoff entering waterways Erosion of temporary stockpiles of dredged material

Retain as much vegetation as possible on canal sides Prompt stabilization of canal sides with vegetation, coconut fiber overlays or similar Stabilize dredge material stockpiles with temporary covers or permanent renegotiation or similar Consider need for and feasibility of implementing submerged silt fences to avoid downstream contamination of waterways Implement runoff diversion structures and sediment traps on land based works to minimize sediment laden runoff entering waterways


Disturbance of ASS and contaminated sediments during dredging works Disturbance of land based ASS and contaminated soils Contamination of soils and/or sediments as a result of spills Dredging and disposal of otherwise contaminated soil containing chemical or heavy metal residues

Identify extent and magnitude of ASS and other areas of contaminated soils in vicinity of sub-projects Avoid extent of ASS disturbed Inform downstream community of dredging works in ASS or contaminated soils prior to commencement to ensure fishing and domestic water use activities cease before use. Inform community when water quality is suitable for use after dredging works Dispose of ASS in containment areas surrounded by water proof dikes with plastic sheet lining as required to retain dredged spoil Undertake dredging works in ASS soils in the rainy season, although not at the beginning of the season when the acidity levels are highest, so that rainwater dilutes the effects of acid generation. Drain acidic runoff from land based works back to canals Control run-off of chemical toxins and cover disposal sites with uncontanminated spoil/soil.


Sedimentation of waterways during water based dredging and widening works Releases of acidic or contaminated sediments during dredging Sediment laden runoff entering waterways from land based works Domestic waste from construction camps and

Prohibit release of waste, chemicals, fuels or oils into waterways from boats or land based construction sites Undertake dredging works in ASS soils in the rainy season and dredge only one side of canal to limit exposure of ASS to avoid also the more densely settled canal banks as far as possible Drain acidic runoff from land based works back



IMPACT DISCUSSION OF TYPICAL IMPACTS TYPICAL MITIGATION MEASURES construction sites entering waterways Chemical or oil/fuel spills from boats or land based activities entering waterways Runoff from temporary stockpiles of contaminated or acidic dredge material Increased salinity intrusion resulting from disruption to sluice operation during construction Effluent after primary treatment from resettlement sites to waterways and rivers could have adverse impacts to the receiving waters.

to canals Undertake water based construction works in a timely manner to minimize risk of water stagnancy Store chemicals, fuels/oils etc. in covered, flood-free areas away from watercourses with concrete floors and bounding Ensure prompt clean-up of any spills Implement solid and liquid waste management systems at construction camps and construction sites Consider the feasibility of treating ASS or contaminated dredge material prior to disposal. For contaminated dredge material that cannot be adequately treated, consider landfill disposal Implement a drainage collection system at permanent dredge material disposal sites where contaminated or ASS is being stored Work with local irrigation authorities to minimize effects of salinity intrusion if sluice operation is disrupted Inform local community of changes to sluice operation The receiving wates in the vicinity at which the effluent from resettlement sites should be monitored. If the receiving waters do not meet national standards in these areas, then additional treatment would be required to reduce the impact adequately to meet those national guidelines.


Contaminated water mixing with water table Changes in groundwater dynamics due to placement of dredge material

Implement surface water quality mitigation measures described above Do not develop dredge material stockpiles in areas with a high water table



Effects of water quality deterioration on aquatic ecosystems Direct kill of fish and aquatic species during dredging works

Implement surface water quality mitigation measures described above Also, there is no experience with significant loss of fishes and other aquatic species from dredging in the project area. Impacts are short-term


No effects expected apart from loss of low value vegetation during land based works

Avoid loss of vegetation where possible Undertake replanting of vegetation to stabilize exposed areas






Ensure construction camps are not constructed in close proximity to ecological sensitive areas Prohibit natural resource exploitation by construction workers

Fisheries activities Disruption to fishing activities as a result of deterioration of water quality

Implement surface water quality mitigation measures described above Inform downstream community of dredging works in ASS or contaminated soils prior to



IMPACT DISCUSSION OF TYPICAL IMPACTS TYPICAL MITIGATION MEASURES commencement to ensure fishing and domestic water use activities cease before use. Inform community when water quality is suitable for use after dredging works Work with local irrigation authorities to minimize effects of salinity intrusion if sluice operation is disrupted Inform local community of changes to sluice operation

Forestry activities Presence of construction workforce may increase pressure on natural resources

Prohibit natural resource exploitation by construction workers


Land use changes Low levels of unplanned or induced development may occur during construction works; however, no new waterways are being constructed

Work with local authorities to avoid unplanned development in the vicinity of the project works


Presence of construction workers may affect community structure and patterns. Impacts will be short term but will occur across the project area



Adverse effects on poverty incidence may occur for households for whom fishing activities or waterway accessibility is disrupted Employment opportunities for local laborers may result in positive impacts for some households



In some locations where there are significant proportions of ethnic minority households, these households may be inequitably affected by construction stage impacts. Ethnic minority groups are particularly vulnerable to adverse project effects.



Adverse effects on economic activities may occur for households for whom fishing activities or waterway accessibility is disrupted Employment opportunities for local laborers may result in positive impacts for some households Reuse of dredge material may have benefits if it can be resold for filling of land for agricultural or residential development

Encourage contractors to employ local people Work with local authorities to identify opportunities for reuse of maintenance dredge material


Water based works will affect accessibility along waterways. Effects will be localized and short term.


Changes to traffic volumes and traffic

Water based construction equipment may create additional congestion in waterways. Effects will be




IMPACT DISCUSSION OF TYPICAL IMPACTS TYPICAL MITIGATION MEASURES safety localized and short term.


Adverse effects may occur for households for whom waterway accessibility is disrupted



Changes to water quality may increase waterborne disease incidence Transmission of diseases from construction workforce and safety and hygiene of construction camps, including HIV/AIDS Construction accidents involving construction workers.

Inform local community of expected changes in water quality as a result of dredging works Undertake training of construction workers to minimize conflicts with local communities, particularly in relation to safety, hygiene and transmission of diseases Where possible, avoid housing workers in construction camps Ensure construction camps and construction sites have adequate sanitation and waste management systems Ensure construction workers have access to and are trained in the use of construction safety equipment Work with local authorities to implement awareness campaigns for local community about issues associated with presence of construction workers


Temporary disruptions to access to services may occur as a result of construction vehicles or required shutdowns during site clearance works. Availability of domestic water from canals may be affected as a result of water quality deterioration Increased pressure on access to basic services because of presence of large construction workforce

Minimize planned disruptions to service


No effects expected as works are predominantly water based.

No mitigation measures are required


Table 7.7 Operation typical environmental impacts and mitigations for waterways


Air emissions Increases in boat traffic will increase air emissions Dust generation from permanent dredge material stockpiles Dust generation from stockpiles of maintenance dredge material

Work with local authorities to restrict movements of polluting vehicles Cover temporary dredge material stockpiles or vegetate long term stockpiles

Noise generation Noise will be generated by maintenance dredging work

Implement practical and feasible noise reduction measures at sensitive receivers when monitoring indicates exceedances of TCVN levels Ensure dredging equipment is well maintained


Ongoing erosion of canal sides Erosion of permanent dredge material stockpiles or

Cover or otherwise stabilize temporary stockpiles



IMPACT DISCUSSION OF TYPICAL IMPACTS TYPICAL MITIGATION MEASURES maintenance dredge material Vegetation or otherwise stabilize permanent

stockpiles


Disturbance of ASS or contaminated sediments during maintenance dredging may affect water quality Ongoing erosion of canal sides may increase sediment loads in waterways Releases of wastes from boats into canals will affect water quality Runoff from permanent dredge material stockpiles Runoff from stockpiles of maintenance dredge material Discharges from resettlement sites

Undertake dredging works in ASS soils in the rainy season, although not at the beginning of the season when the acidity levels are highest, so that rainwater dilutes the effects of acid generation. Consider the feasibility of treating ASS or contaminated maintenance dredge material prior to disposal. For contaminated dredge material that cannot be adequately treated, consider landfill disposal Implement a drainage collection system at permanent maintenance dredge material disposal sites where contaminated or ASS is being stored Inform downstream community of maintenance dredging works in ASS or contaminated soils prior to commencement to ensure fishing and domestic water use activities cease before use. Inform community when water quality is suitable for use after dredging works Ensure ongoing viability of canal side stabilization methods Ensure resettlement sites have solid and liquid waste management systems that are adequately maintained


Reduction in flood drainage capacity as a result of over embankment of canal sides

Ensure flood waters can overflow into canals to allow adequate flood drainage capacity



Effects on aquatic ecosystems due to deterioration of water quality Direct kill of fish and aquatic species during maintenance dredging works





No impacts expected to occur as no works carried out in or in vicinity of protected areas




Fisheries activities Effects on fisheries due to deterioration of water quality Direct kill of fish and aquatic species during maintenance dredging works


Forestry activities No impacts expected to occur No mitigation measures required Socio-economic Conditions

Land use changes Unplanned development may occur in safety clearance zones.

Work with local authorities to control unplanned development


Permanent disruption to communities may result from adverse effects on amenity

Implement mitigation measures relating to dust and noise generation


At a regional level, positive effects on poverty incidence are expected to result from increased connectivity and accessibility on the waterway




IMPACT DISCUSSION OF TYPICAL IMPACTS TYPICAL MITIGATION MEASURES network


Employment opportunities during maintenance works may benefit poor or unemployed Boat operators may lose employment opportunities because if modal switch to roads from waterways






At a regional level, positive effects on economic activities and production are expected to result from increased connectivity and accessibility on the waterway network; such effects are expected to be most significant for bulk goods transport

Work with local authorities to identify opportunities for reuse of maintenance dredge material


At a regional level, positive changes to accessibility are expected to result from increased capacity, connectivity and accessibility on the waterway network. Accessibility improvements are likely to benefit freight movements most significantly There may be a shift from waterway transport to road transport for local movements as a result of improved road network condition.

Undertake regular maintenance dredging to maintain capacity of waterways


At a regional level, traffic volumes on the waterway network are expected to increase both as a result of natural growth and generated traffic Improved conditions on the waterway network including navigation aids, lighting and maintenance dredging are expected to improve safety

Install signage advising of boat speed limits and waterway conditions


At a regional level, positive effects on agricultural and industrial productivity are expected to result from increased connectivity and accessibility on the waterway network; such effects are expected to be most significant for bulk goods transport



At a regional level, positive effects on access to services are expected to result from increased connectivity and accessibility on the waterway network








7.4.2 Typical Environmental Monitoring Measures Table 7.8 Typical environmental monitoring for waterways


(USD)

Pre-CONSTRUCTION & CONSTRUCTION STAGE

Physical Conditions




(USD)

Air emissions Dust levels Vicinity of clearing works

In windy conditions






Relevant TCVN standards (TCVN 5949 – 1995; 5948- 1995)

1600


Efficiency of erosion and sediment controls

Erosion and sediment controls

After heavy rain events






Relevant TCVN standards (TCVN 7209- 2002; TCVN 6649- 2000; TCVN 6496-1999)

45,000



Downstream of dredging works that disturb ASS and contaminated soils In vicinity of Rach Chanh lock Downstream of drainage points from dredge disposal locations



35000

Salinity intrusion

Salinity levels In vicinity of Rach Chanh lock

Regularly during construction works at this location

Relevant TCVN standards (TCVN- 5943- 1995)

25 000



Groundwater wells in the vicinity of construction works



45,000



Zooplankton, phytoplankton and benthic species



Identify changes of the aquatic ecosystems

25,000

Protected areas Extent of impacts on flora and fauna

Protected areas Weekly during works in this location

Observation of changes of flora and fauna

23,000






25,000


Land use changes Refer sub-project RAP

Refer RAP Refer RAP 27,000



Construction camps


Observation 15,000


Refer EMDP Refer EMDP Refer EMDP 15,000

OPERATION STAGE




(USD)

Physical Conditions A year






6000



Downstream of maintenance dredging works that disturb ASS and contaminated soils Downstream of drainage points from dredge disposal locations

Regularly during maintenance dredging works In wet and dry season


5000

Salinity intrusion



Relevant TCVN standards (TCVN- 5945-1995)

2000

Flooding and hydrology

Mean annual discharge Mean water depth Peak flood levels

Across Corridor No. 2

Annually in wet and dry season

Flow meters and gauges 2500



Groundwater wells in the vicinity of dredge disposal locations



5000



Zooplankton, phytoplankton and benthic species populations and distribution



Monitor changes in the distribution of the aquatic ecosystem

4.500






4.500


Land use changes Development along Corridor 2

In areas where flood flows need to be unimpeded

Prior to beginning of wet season

Observation 1.500

Waterway safety Incidences of accidents including fatalities, injuries and causes (where known)

Extent of Corridor 2

Ongoing Consultation with police and local authorities

2.500

Source: the CSD 2006



7.5 Institutional Arrangements

Table 7.9 summarizes the overall institutional arrangements related to environmental management commitments for the project. Volumes II and III contain details of sub-project specific institutional arrangements. Table 7.9 GOV implementation arrangements for the EAP

Organisation Role EAP Responsibilities

MoF, SBV Borrower • Sign loan agreement. Loan agreement will include loan covenant that requires borrower to follow the Project EAP.

MoT Project Owner • Responsible for overall Project management • Responsible for submission of EIA to MoNRE and/or its DONREs

and/or PCs to receive appropriate GOV certificates. • Responsible for financing and successful implementation of EAP. • Overall responsibility to submit EAP/SEAP progress reports to

MoNRE and/or its DoNREs, and WB, if required.

PMU 1 Project Management Unit responsible for roads component

• Submission of EIA/EAP to MoT • Managing EAP budget on behalf of MoT • Guiding and supervising implementation of the EAP during

construction phase of national highways. Activities include: i. Drafting and integrating environmental clauses and contractor

specifications into construction bidding documents ii. Ensuring that environmental considerations are made as part

of the contractor bid evaluation process (i.e. ability of bid to address environmental clauses and specifications in bidding documents)

iii. Approving the Contractor’s Site Environmental Action Plan (SEAP) when relevant.

iv. Supervising implementation of environmental management activities under the SEAP

v. Reporting on EAP progress to concerned parties Project Management Unit - Waterways (PMU-W)

Project Management Unit – responsible for waterways component

• Responsibility for and oversight of implementation of the national waterways component, including environmental performance

• Submission of EIA/EAP to MoT • Managing EAP budget on behalf of MoT • Guiding and supervising implementation of the EAP during

construction phase of national waterways. Activities include: i. Drafting and integrating environmental clauses and contractor specifications into construction bidding documents ii .Ensuring that environmental considerations are made as part of the contractor bid evaluation process (i.e. ability of bid to address environmental clauses and specifications in bidding documents) iii. Approving the Contractor’s Site Environmental Action Plan (SEAP) when relevant. iv. Supervising implementation of environmental management activities under the SEAP v. Reporting on EAP progress to concerned parties

Provincial Project Management Units (PPMUs) within Provincial Departments of

• Coordination of activities with PMU-I Responsibility for and oversight of implementation of the provincial roads component, including environmental performance

• Liaison with and reporting to the World Bank and GOV on environmental issues related to provincial roads

• Preparing and submitting to MoT all studies, designs, bid plans, bid



Organisation Role EAP Responsibilities Transport (PDOTs) under Provincial Peoples Committees (PPCs)

documents, contract documents, etc. including environmental requirements

• Overview of contractors’ implementation of EAP for provincial roads

• Implementation of land acquisition and resettlement plans together with PPC for provincial roads

• Monitoring of construction progress and quality including environmental performance

To be announced

Construction contractors for waterways and roads components.

• Preparation of Site Environmental Action Plan • Conduct SEAP • Reporting of SEAP to PMU 1 (for roads) and PMU-W (for

waterways)

MoNRE, Provincial DoNREs, Provincial and District PCs10

Environmental Regulator

• Review and appraisal of Sub-project EIAs/Registration for Securing Environmental Standards as per GOV policies.

• Issue appropriate EIA certificates and/or environmental approvals for sub-projects

• Ensure EAPs are being conducted as described in EIA reports

7.6 Environmental Monitoring and Reporting Arrangements

The following environmental monitoring and reporting framework will apply to the project:

(iv) Each construction contractor will be fully responsible for all required environmental management and mitigation activities for the works under the project that will be specified in each contract, and the contractors will provide monthly reports to PMU1 or PMU-W on the implementation of the requirements contained in the relevant sub-project EAP and the results of the environmental performance monitoring outlined in the EAP.

(v) During construction, for each sub-project, PMU1 and PMU-W will engage an independent organization to conduct periodical environmental monitoring and prepare reports for submission to the PMU, DONRE and WB. The timing and frequency of these reports will vary depending on the sub-projects and will be defined in the sub-project EAP.

(vi) During operation, for each sub-project, PMU1 and PMU-W will engage an independent organization to conduct periodical environmental monitoring for at least the first 2 years of operation and reports to PMU, DONRE and WB. The timing, frequency and duration of these reports will vary depending on the sub-projects and will be defined in the sub-project EAP.

Further details for the individual sub-projects are provided in Volumes II and III of the EIA.

10 Under new GOV policy there are at least four options for environmental regulator in Phase I sub-projects: MONRE, DoNRE, Provincial

PC, and District PC. The choice of regulator(s) will likely depend upon the specific characteristics of the subproject in question: A national highway with length of greater than 50k or crossing one or more provincial boundaries will have MONRE as regulator; a provincial road less than 50 km but crossing several districts will have DoNRE has environmental regulator; a small road reconstruction in one district may have the District PC as environmental regulator.



7.7 Human Resources to Implement the EAP

7.7.1 Environmental Specialist Positions in the EAP Experience on other projects has found that there is substantial benefit in assigning one person in each management unit to take responsibility for implementing their respective duties in the EAP. In the case of the MTIP project, the following recommendations are made:

(v) Assign one person to PMU-1 as Environmental Safeguards Specialist: 30.000US$

(vi) Assign one person to PMU- W as Environmental Safeguards Specialist: 30.000US$ (vii) Assign one person for each PPMU as Environmental Safeguards Specialist: 130.000

US$ (viii) Retain at least one Safeguards Independent Monitoring Consultant to review and

monitor EAP implementation: 60.000 US$

The environmental safeguard specialist positions will be part-time posts held by regular staff within the PMU and PPMUs. It is expected that environmental safeguards specialists will hold other posts within PMU/PPMU (social safeguards, engineering, etc);

The safeguard independent monitoring position will be on contract with Ministry of Transport. The preliminary TORs for these positions are found in Volume II and III of this EIA.

7.7.2 Capacity Building Requirements to Implement the EAP Environmental management is a relatively new task for most EAP stakeholders. Therefore, this EAP includes a plan to improve the capacity of EAP stakeholders to carry out their respective EAP duties. The basic activities of the EAP capacity building plan are described in the below table. Note that this plan should be designed and implemented by a Senior Environmental Safeguards Consultant. It is expected that the consultant input will be about 2 months.

Table 7.10 Capacity Building Plan

Capacity Building Objectives

Provide key stakeholders with the intellectual resources necessary to conduct their respective EAP duties.

Designed and Implemented By Senior Environmental Safeguards Consultant

Primary Target Groups

Key stakeholders of the EAP: PMU-1 and PMU-W safeguards specialist, PPMU Safeguards Specialists (one per PPMU), DoNREs and selected PPCs, and Safeguard Independent Monitoring Consultant (1)

Implementation Period First 12 months of project

Activities to Achieve Objectives

Activity Comments Location Key Participants Schedule Project-wide EAP Introductory Training Workshop

Purpose: introduce stakeholders to key sections of EAP and responsibilities for EAP implementation. Lead by: Senior Environmental Safeguards Consultant Duration: 1 day

HCMC



First quarter of Year 1 5.000 USD



National Level Follow-up Training

Purpose: follow-up meetings and discussion on how to implement national waterways component safeguard responsibilities. Lead by: Senior Environmental Safeguards Consultant Duration: 2 days

HCMC



Second and third quarter Year 1 5.000 USD

Provincial Level Follow-up Training

Purpose: follow-up meetings and discussion on how to implement feeder canal component safeguard responsibilities. Lead by: Senior Environmental Safeguards Consultant Duration: 2 days per province

One training session in each province



Second and/or third quarter Year 1 36.000 USD

SIMC Training Courses

Purpose: practical training, discussion, and field trips for SIMC on how to implement their TORs. Lead by: Senior Environmental Safeguards Consultant Duration: 2-5 day/course

To Be Announced

All SIMCs that will work on the project Third and/or

fourth quarter of Year 1 7.000 USD

Awareness Raising Meetings

Purpose: build support for EMP Implementation – ensure PPMU and PMU management are aware of their EAP responsibilities Lead by: MoT, with support from Senior Environmental Safeguards Consultant Duration: 1 hour/meeting

To Be Announced

Senior PPMU and PMU staff

Third and/or fourth quarter of Year 1 7.000USD

8 PUBLIC INVOLVEMENT

8.1 Public Involvement Activities To Date

Two streams of public involvement activities have been carried out during project development. The first of these was a stakeholder analysis and comprehensive series of public involvement activities carried out during preparation of the Social Impact Assessment (SIA) and Resettlement Development Plan and Policy Framework, and which focused on social and resettlement issues. The second was a series of activities carried out by the EIA study team relating to environmental impacts and mitigation management measures.

8.2 Stakeholder Analysis

The stakeholders are defined as those who have an interest, or a stake in the Project, including “those who are likely to be affected by the project as well as those who may have an influence over the



project”11. Based on the review of the secondary data, fieldwork, and formal and informal meetings/consultations, the Consultant has identified the following stakeholder groups, and their characteristics, interests, and influence are summarized in the table below:

Table 8.1 Stakeholder analyses

Stakeholder Categories

Relevant Stakeholders

Characteristics Social situation, Location, Size, Organizational Capability

Interests Commitment to Status Quo vs. Openness to Change

Influence* High, Medium, or Low

Donor World Bank (WB) Large international development organization with focus on poverty reduction.

Interest in developing project that will help social and economic development of Mekong Delta by improving overall transport network (multi-modal) and contribute to poverty reduction.

High

Government Policymakers

Government of Vietnam (GoV) and Ministry of Transport (MOT)

Borrower. Responsible for transport sector infrastructure, facilities, and services of Vietnam.

Strong interest in improvement of overall transport network, stimulating further economic development, and assisting poverty reduction.

High

Implementing Agency

Project Management Unit No. 1 (PMU1)

Under MOT, responsible for overall implementation of MTIDP, including resettlement.

Strong interest in successfully implementing MTIDP as designated implementing agency.

High

Vietnam Inland Waterway Administration (VIWA)

Under MOT, responsible for administration of inland waterway transport of Vietnam. Will be provided with assistance for institutional strengthening by MTIDP.

Interest in improved inland waterway infrastructure as modal administration for inland waterway.

Medium

Vietnam Road Administration (VRA)

Modal administration for road transportation system under MOT.

Interest in improved road infrastructure as modal administration for roads.

Medium

Project Management Unit Waterways (PMU-Waterways)

Under MOT, responsible for implementation of waterway projects. MTIDP include waterway components, and cooperation from PMU-Waterways will be critical in smooth implementation of MTIDP.

Interest in improved inland waterway infrastructure as institution responsible for managing waterway projects.

Medium

Provincial People’s Committees (PPCs)

In charge of development planning, including that of transport sector with assistance of PDOT, of respective province. Regulates passenger transport fares in consultations with transport service provider associations. For resettlement and land acquisition required for implementation of MTIDP, acts as “Steering Committee for Land Acquisition”.

Strong interests in receiving investments in their provincial priority roads and waterways that will help achieve their development and poverty reduction goals. Their interest lies in obtaining more investments for their respective provinces’ identified priorities than investments optimized for entire Mekong Delta, which is MITDP’s objective.

Medium

Provincial Departments of Transport (PDOTs)

In charge of provincial transport infrastructure. Proposed their priority roads and waterways for MTIDP investments based on their transport master plan. Some operate joint-stock companies (transport services, construction, and maintenance) in respective province.

Strong interest in receiving investments to improve their provincial priority roads and waterways. Their interest lies in obtaining more investments for their respective provinces’ identified priorities than investments optimized for entire Mekong Delta, which is MITDP’s objective.

Medium

Other Interested Groups in Public Sector

District Authorities

Responsible for working with PMU1 to carry out resettlement and land acquisition required for implementation of MTIDP by forming “Land Acquisition Committee”.

Strong interest in receiving investments to improve transport infrastructure in their respective districts.

Low

Intended Beneficiaries

Local Communities in General (Both poor and non-poor, including particularly vulnerable groups such as women and ethnic minorities)

Many are living in poverty. Lack access to all-weather roads. Have organizational framework to conduct community-level activities (led by commune and/or village leaders), but generally unskilled and uneducated.

Strong interest in gaining access to all-weather roads for their economic activities and for improving their standard of living. Concerned about the current lack of appropriate transport infrastructure (particularly roads).

Low

11 Social Analysis Sourcebook: Incorporating Social Dimensions into Bank-supported Projects, World Bank, 2003. P.10.



Stakeholder Categories

Relevant Stakeholders

Characteristics Social situation, Location, Size, Organizational Capability

Interests Commitment to Status Quo vs. Openness to Change

Influence* High, Medium, or Low

Users of Transport Infrastructure (Includes: pedestrians; users of transport services; owners of vehicles and boats; and providers of transport services)

Much overlap with local community in general but includes those who may not necessarily live in project area. Pedestrians Non-owner end-users, such as passengers and users of freight shipping services (most of poor users of transport services are likely to be in this category), and public and private firms that use transport services. Non-owner operators (hired drivers and boat operators) of vehicles/boats. Owners of vehicles and boats, including both owners of private vehicles/boats and commercial vehicles/boats (including enterprises that use their own vehicles/boats for transport of inputs and products). In rural areas: Individual owners of vehicles/boats are also operators of vehicles/boats (Individual owner-operators) On major routes: Larger-scale owners, joint-stock companies (including those operated by PDOTs)

All interested in gaining access to better transport infrastructure. Their interests in keeping status quo or change are likely to vary from each other. Interest in gaining access to all-weather roads. Interested in provision of cheaper, faster, safer, and more convenient transport services. Interest in improved transport infrastructure that will save their operating time and provide more comfort. Interested in improved transport infrastructure that will save their operating costs. Those who own and operate small boats on feeder waterways may prefer status quo because local communities overwhelmingly prefer having road access. (There is possibility that people will use roads instead of waterways if they have access to improved all-weather roads.) Given lack of off-farm employment opportunities in rural areas, some villagers expressed concerns about potential loss of jobs for those who are currently operating small boats.

Low (individuals and small enterprises) Medium-low (larger enterprises, joint-stock companies operated by PDOTs and other SOEs)

Adversely Affected Persons

Those who will be affected by Resettlement and Land Acquisition among “Local Population in General” mentioned above

Those who are located right along selected road and waterway sections that will require resettlement or land acquisition. Characteristics vary depending on location, but general characteristics are same as “Local Communities in General” mentioned above.

Willing to resettle or provide land in order to gain access to better transport infrastructure, but concerned about the compensation issue. Landlessness is highly associated with poverty in Mekong Delta, where majority of population’s living relies on agricultural activities, thus resettlement and land acquisition must be appropriately compensated.

Low

Associations of Transport Service Providers and Vehicle/Boat Owners, as well as Vietnam Inland Waterway Association

Some of them appear to be well-organized. In some provinces, associations are ones that make recommendations on regulated fares and rates, subject to approval of PPC.

Interest in gaining access to better transport infrastructure but also interest in keeping the current fare/rates structure, over which they have control to deter free competition, which is likely to lower their benefits by pushing the fares and rates down.

Medium Organized Interest Groups

Joint-stock Transport Service Companies Operated by PDOTs

Larger-scale enterprises operated by PDOTS to provide transport services

Interest in gaining access to better transport infrastructure but also interest in keeping current fare/rates structure to deter free competition that is likely to lower their benefits by pushing fares and rates down.

Medium

* Relative degrees of influence. Source: Taken from F/S of MTIDP

8.3 Overview of Project-Level Public Consultation Activities

The Consultant has involved as many stakeholder groups as possible in the process of selecting project corridors and designing the Project. During the process of conducting engineering, economic, and social studies in order to select optimal investment combinations, the Consultant closely consulted with PMU-W, as well as Provincial People’s Committees (PPCs) and PDOTs. In particular for the purpose of preparing the Social Assessment, the Consultant conducted extensive fieldwork to inform the details of the Project and discuss with PPCs and PDOTs of all provinces of the Mekong Delta



Region and to also hear opinions of commune and village leaders as well as the local communities in general of selected districts. For the development of the Baseline Profile, the Consultant again consulted with the local populations. The preparation process of RAP is also consulting PAPs and is taking into consideration their opinions and concerns. The two formal Project workshops have also served as the place for key stakeholders to participate in the Project design. Table 8.2 summarizes this process.

Table 8.2 Summary consultation process for MTIDP

Type of Participation Activity Stakeholder Groups* Timing & Duration Output Constraints

Project Identification

Donor (WB); Government Policymakers (GoV & MOT – Borrower); Implementing Agency (PMU1); Other Interested Groups in Public Sector (VIWA, VRA, PMU-Waterways, PPCs, & PDOTs).

Up to signing contract. Project Contract. -

Donor (WB); Government Policymakers (GoV & MOT – Borrower); Implementing Agency (PMU1); Other Interested Groups in Public Sector (VIWA, VRA, PMU-Waterways, PPCs, & PDOTs); Private Sector Firms; & NGOs.

Formal Consultation Workshops (3 workshops during Consultancy Services – Inception, Interim, & Final)

Public Consultations

Those mentioned above, plus District and Commune PCs; Local Communities in General, including both poor and non-poor, and other vulnerable groups such as ethnic minorities and PAPs.

Informal Consultations – throughout Consultancy Services.

Formal workshop minutes; incorporation of feedback into Project design and into related reports.

Difficulty of full coverage and definitional issues of all project affected communes.

Identification of Project Components

Donor (WB); Government Policymakers (GoV & MOT – Borrower); Implementing Agency (PMU1); Other Interested Groups in Public Sector (VIWA, VRA, PMU-Waterways, PPCs, & PDOTs); Private Sector Firms; NGOs; District and Commune PCs; Local Communities.

From start of Feasibility and Preliminary Design Consulting Services. Finalization following Second Workshop (Interim Workshop).

Road & waterway corridors, landing stages, and other transport infrastructure identified to be included as part of MTIDP.

Different priorities and preferences for Project components among key stakeholders, which need to be balanced well.

Preparation of SA

Mainly Local Communities. Assistance and inputs provided by PPCs, PDOTs, & District & Commune PCs.

From start of Feasibility and Preliminary Design Consulting Services.

SA Report. General project covers entire Mekong Delta, which cannot be fully covered due to time and resource constraints, thus analysis has to be generalized to some extent.

Preparation of RAP and IDPD/EMDP

PAPs (those who may need to be resettled or whose land may need to be partially acquired) among those who are included in Local Communities in General, & ethnic minority communities. Assistance and inputs provided by PPCs, PDOTs, & District & Commune PCs.

From when preliminary identification of project components are made to end of Consultancy Services.

Detailed RAP for First-year Program; Socioeconomic profile of PAPs; M&E guideline for PAPs; & Resettlement Policy Framework.

Large resettlement needs in particular for waterway components. Time and resource constraints.

Feas

ibili

ty a

nd P

relim

inar

y D

esig

n

Preparation of Socio-economic Baseline Profile

Mainly Local Communities in areas surrounding selected road and waterway corridors of First-year Program. Assistance and inputs provided by PPCs, PDOTs, & District & Commune PCs.

Following identification of First-year Program to end of Consultancy Services.

Socioeconomic Baseline Profile of First-year Program; M&E Guideline.

Time constraints, difficulty of full coverage and definitional issues of all Project-affected areas and groups.



Type of Participation Activity Stakeholder Groups* Timing & Duration Output Constraints

Preparation of Project Implementation Plan (PIP)

WB; PMU1; PMU-Waterways; & PDOTs.

Following identification of Project components and by WB disclosure date.

PIP. Time constraints.

Preparation of EIA & EMP

PMU1; PPCs; & PDOTs. (Prepared under separate contract by another Consultant.)

Commenced during latter half of Feasibility and Preliminary Design Consulting Services and expected to be completed by WB disclosure date.

EIA & EMP Time and resource constraints. Difficulty of coordination because EIA is under separate contract from all other components.

Project implementation done by PMU1 & PMU-Waterways with assistance from PPCs, PDOTs, & District PCs. (Some decentralization options for project implementation of provincial roads and waterways may be considered.)

Entire implementation period.

Improved Transport Network in Mekong Delta.

Project Implementation, Supervision & Monitoring

Intended Beneficiaries (Local Communities), & Other Affected & Interested Groups, including those affected by resettlement and land acquisition.

Information dissemination on details of project for respective Project area populations significantly in advance of commencement. Continuous consultations during Project implementation so that it minimizes anticipated as well as unexpected negative impacts during implementation. Participation of local populations in implementation is possibility to allow them to have temporary wage earning opportunities.

Monitoring Report.

Time and resource constraints. Difficulty of full coverage and definitional issues of all Project-affected areas and groups. Limited expertise on social issues and M&E in implementing agencies.

Project M&E

PMU1; PMU-Waterways; PPCs, PDOTs; District PCs; Local Communities in General, including those who are affected by resettlement and land acquisition, Other Interested Groups.

Socioeconomic Household Surveys, focus group discussions with local communities and other affected persons at times specified in M&E Guidelines in Baseline Report. M&E of PAPs as specified by RAP.

M&E Report. Time and resource constraints. Difficulty of full coverage and definitional issues of all Project-affected areas and groups. Limited expertise on social issues and M&E in implementing agencies.

* Only lists main stakeholder groups to be involved, and this does not mean the participation is limited to the listed stakeholder groups. Source: Taken from F/S of MTIDP

8.4 Environmental Consultations Round I

The EIA Consultant conducted consultations with representatives of environment managers in Project; construction and urban management and leaders of local branches, agencies and organizations. The first consultation was held to pre-test the questionnaires and collect initial comments from managers, professionals and local authorities in some provinces. CSD has consulted 24 scientific workers from the Provincial Department of Science, Technology and Environment and the Department of Construction of the provinces of Soc Trang and Tra Vinh. In the second consultation, CSD collected 86 opinions and comments from managers of the environment, construction and urban management sectors and representatives of local authorities in the provinces of Can Tho, Hau Giang, and Tien Giang.



The EIA Consultant conducted consultation with some informants at the provincial and district level and from different provincial departments such as Natural Resources and Environment, Planning and Investment, Construction, Agriculture and Rural Development and Transport and the Urban Management Unit, the Provincial People’s Committee and the Land Acquisition and Compensation Unit. The team members directly consulted them on issues relating to MTIDP in their provinces such as socio-economic conditions, development orientations, environmental impacts if the Project is implemented, their assessment on possible impacts of MTIDP on local cultural and social factors and their recommendations to the Project in the future.

Based on the questionnaires developed and finalized after the pre-test in the first consultation, interviewers collected information from four provinces in the Cuu Long River Delta and processed the filled-in questionnaires with the software SPSS 12.0.

Assessing the economic development orientations of the provinces in the Cuu Long River Delta, 83.7% of the respondents said agriculture and aquaculture are playing an important role in the economy of the Cuu Long River Delta at present. Industries, especially aqua-product processing industry, trade and services are developing strongly in these provinces. Also according to opinions of managers and professionals in the Cuu Long River Delta provinces, the priority orientations for economic development in this region are given to agriculture, aquaculture, aqua-product processing, trade, services and tourism. However, 84.9% of the respondents said if MTIDP is implemented, there would be positive impacts on the development of key economic sectors in the Cuu Long River Delta such as agriculture, trade, services and tourism. Some correspondents said that the Project would also have negative impacts on some sectors such as forestry, tourism and fisheries (Table 8.3).

Table 8.3. Public perception on on the impacts of MTIDP on key economic sectors

Positive impacts Negative impacts

Economic sectors Number of respondents % Number of

respondents %

Agriculture and aquaculture 73 84.9 1 1.2

Industry and processing 70 81.4 2 2.3

Trade and services 63 73.3 4 4.7

Fisheries 56 65.1 7 8.1

Tourism 57 66.3 10 11.6

Forestry 29 33.7 16 18.6

Source: The F/S of MTIDP

On criteria of local socio-economic development, 50% of the respondents (43/86) held that the objective of hunger eradication and poverty reduction is the first priority of the provinces in the Cuu Long River Delta. The next priorities are job creation and income generation for the local people (38%). On the reduction of traffic congestion, there are different opinions but most of them considered it as the fourth or fifth priority in the criteria of local socio-economic development

In the Cuu Long River Delta, where most of the Khmer ethnic minority group is concentrating therefore there are many Khmer pagodas. In addition, there are many historical relics, which have been classified as national historical relics. 36% of the respondents said that cultural and historical relics will be affected by MTIDP. The implementation of this project will not affect much the customs and habits of the local people. 79% of the respondents agree with this statement while 23.3% of them said that the project would have positive impacts on the customs and habits of the local people.

On land acquisition and resettlement, 59.3% of the respondents said there are no difficulties if MTIDP is implemented in their provinces. However, 19.8% of them said there would be some difficulties in



land acquisition and resettlement if MTIDP were implemented because many households are living and doing business along roads and rivers. 61% of the respondents agreed with the alternative of compensation in cash according to the State rates, but 58.1% agreed with the alternative of building of houses in the resettlement sites for the affected people. However, in each specific sub-project, a more detailed sociological survey is needed on land acquisition and resettlement so as to take a more specific and precise alternative.

Most of the respondents (72%) held that MTIDP would not affect labour and employment in their localities. Some of them even said that the project would provide job opportunities for a section of non-agricultural labouring people if contractors employ local labourers (52.3%). On community healthcare, 18.6% of the respondents held that there will be negative impacts on community health if MTIDP is implemented in terms of the concentration of dust, noise, solid wastes which will affect the lives of the local people. Meanwhile, up to 39.5% of the respondents said the project will have positive impacts on local people’s health and 41.9% said the project would not affect the health of the local people.

Environmental pollution in the localities is concerned by most of the people questioned. Most of the respondents assessed that there is environmental pollution in their areas, particularly solid wastes, wastewater and dust pollution. This issue is to be given attention to during the implementation of sub-projects, particularly those to be implemented in urban areas, industrial and populous areas (Table 8.4).

Table 8.4 Public perceptions on level of environmental pollution in the Project area

Serious pollution Pollution No pollution Number of respondents

% Number of respondents

% Number of respondents

%

Solid wastes 21 24.4 50 58.1 12 14

Waste water 24 27.9 32 37.2 6 7.0

Dust 30 34.9 30 34.9 18 20.9

Noise 17 19.8 8 9.3 30 34.9

Bad smell 8 9.3 31 36.0 39 45.3

Source:CSD (2005)

On the view on the implementation of MTIDP, 83.7% of the respondents support it, 2.3% do not want and 15.1% express no opinion about this issue. On local requests to MTIDP, 73.3% of the respondents proposed job creation for local labourers, 46.5% requested for job training for local people’s children and 50% wished for more communication to raise awareness of the local people to take part in the process of implementation of MTIDP and knowledge on traffic safety.

Other opinions of the respondents proposed that the Project should take into account the local socio-economic development plans and strategies so as to well coordinate with local authorities to contribute to the common development of the whole region. More detailed surveys on social conditions and environment should be needed for sub-projects to ensure the suitability of each locality and each road route. Specific plans should be worked out for compensation and support for the people affected by the Project such as job training, employment of local labourers and house rental support etc. In general, the respondents wished the project to be implemented so as to improve the transport infrastructure in the Cuu Long River Delta to achieve the objectives of the regional socio-economic development.



8.5 Environmental Consultations Round II

The Consultant has provided a summary EIA to project stakeholders (government officials, NGOs, project affected persons) to disclose project information and receive feedback and comment on proposed environmental impacts and mitigation measures. Guidance on priority areas for the environmental consultations is found in Volume II and Volume III of the EIA. Following the final round of consultations, the EIA report will be revised and finalised. Vietnamese copies of final EIA reports will be made available for public review:

• At the World Bank Info shop Library in Hanoi • At VDIC • At each participating Provincial Peoples Committee headquarters.

9 CONCLUSIONS AND RECOMMENDATIONS

9.1 Conclusions

The MTIDP is expected to play an important role in socio-economic development in 13 provinces of the Mekong Delta Region through improved road and waterways transport networks. The Project is strongly supported by the Government, Ministry of Transport and local people in the region. The focus of construction works is on rehabilitation and upgrading of existing corridors, canals, and ports. As with most rehabilitation and upgrading projects, the environmental impacts for MTIPD’s components are expected to be less than if new national highways, provincial roads, waterways corridors, canals, and ports were being constructed. However, it is important to recognize the MTIDP’s project area – the Mekong delta – is dynamic environment that is home to a range of sensitive components: protected areas, melaleuca forests, peat bogs, potential acid sulphate and acid sulphate soils, vast areas of flatlands barely above sea level, saline soils, susceptibility to natural hazards such typhoons, and extreme sensitivity to flooding and erosion. All of these components have a significant and ongoing influence on the ability of local people – most of whom are poor farmers – to sustain their livelihoods. Given this context of the Project and the Project area, the EIA report presents a number of environmental considerations for roads and waterways improvement. In order to minimize negative and enhance positive environmental impacts of MTIDP, the project has prepared an environmental management plan, which includes:

• Measures to mitigate negative environment impacts

• Measures to monitor the implementation of mitigations

• Institutional arrangements to implement the EAP

• Staffing recommendations to implement the EAP

• Capacity building plan to ensure that environmental safeguards specialists at PMU-1, PMU-W and PPMUs can implement the EAP

9.2 Recommendations

Successful implementation of environmental safeguards in a manner consistent with OP 4.01 and the policies of the Government of Vietnam can be best achieved if the following recommendations are implemented:



1. The Project will implement the Environmental Action Plan (EAP) prepared for the project. Of particular importance is that Environmental Specialists are assigned within PMU-W, PMU-1, and PPMUs, that these specialists receive the requisite training to conduct their tasks, that contractors prepare and implement Site EAPs, and that the EAP is adequately financed and perhaps, most importantly, that the EAP is supported within the highest levels of MOT, PMUs, and PPMUs.

2. This report and its EAP become the content base for preparing all environmental assessment reports required under the Law of Environmental Protection (2005).



APPENDIX 1: LIST OF EIA REPORT PREPARERS

No. Full Name Office Specialization Position

1. Prf. Dr.Pham Ngoc Dang

CEETIA Environmental Senior Specialist

Consultant

2. Dr.Ho Thi Van CSD Environmental Specialist

Project’s Director

3. James A. Roop Environmental Specialist

International consultant

4. Dr.Le Hoang Lan

CSD Environmental Specialist

EIA consultant and report editor

5. Ma.Tran Minh Khoi

Sub-institute of Southern planning irrigation

Water Environmental Specialist

EIA consultant

6. Dr. Phung Chi Sy

Center of Science and Environment Technology

Environmental Specialist

EIA consultant

7. Dr of science

Hoang Minh Tuyen

Institute of Hydrometeorology

Hydro- meteorological expert

EIA consultant

8. Eng. Ho Thi Son CSD

Hydrographical Specialist

EIA consultant

9. Do Thi Bich Loc

Southern Institute of Ecology, Natural Resource and Environment

Ecologist EIA consultant

10. Dr. Vo Dinh Quang


EIA consultant

11. Ma.Trinh Thi Long

Sub-institute of Southern planning irrigation

Water Environmental Specialist

EIA consultant

12. Prf. Dr.Le Huy CSD Environmental EIA consultant



Ba Specialist

13. Eng.Nguyen Thi Tra Vinh


EIA consultant

14. Ma.Pham Hong Hiep

MOI Environmental science

EIA consultant

15. Dr.Dang Thi Hoa

NIA Anthropology Social expert

16. Ma. Pham Dinh Don

WEST- South Vietnam Environment Protection Agency, MONRE

Environmental expert

EIA consultant

17. Ma. Ky Quang Vinh

Can Tho Center of Environmental monitoring

Environmental expert

EIA consultant

18. Engineer. Bui To Nga

CSD Environmental expert

EIA consultant

19. Eng.Thai Minh Son

CEETIA Expert of monitoring environment

EIA consultant

20. Eng.Nguyen Quoc Dung

Institute of forest Investigation and Plan

Natural Resources

EIA consultant

21. Ba. Ho Ly Giang CSD Anthropology Social Specialist

22. Ba. Trinh Quang Tuan

CSD Economic development

Social specialist

23. Ba.Ho Thanh Huong

CSD Accounting Accountant

24. Ba. Le Thi Thu Trang

CSD Translating Translator

25. Tran Thanh Binh

CSD Administration Administrative staff

26. Ba. To Nhi Anh CSD Translating Translator

27. Ba. Tran Duc Tuan

CSD Administration Administrative staff

With staffs of 13 DoNREs in Mekong Delta Area



APPENDIX 2: REFERENCES

1. Law on environmental protection 2005

2. Quality- Measure- Standard General Office, Ministry of Environment, Technology and Science – Vietnam environmnetal standard, 1995.

3. Quality- Measure- Standard General Office, Ministry of Environment, Technology and Science – VietNam environmental standard, 2001.

4. The Louis Berger Group, INC., Royal Haskoning – The interim report of Mekong river delta infrastructure development project.

5. Environmental protection centre (EPC)- Highway 1 rehabilitation project- Stage 3 (HRP-3). Environmental impact assessment report, 1999

6. Environmental protection centre (EPC), Netherland Engineering Consultant Company (NEDECO) – The Southern two waterway route and Can Tho port improvement Project. Environment impact assessment report, 1999.

7. Hydrometeorology Institute – Project of bridge rehabilitation on National road 1 from Can Tho to Nam Can. Environment impact assessment report, 2002.

8. Mr. Nguyen Manh Hung – Plan and Strategy for sector development and prioritized programs in Vietnam social-economic development programs strategy toward 2010 and orientations toward 2020, Statistic publisher 2004.

9. Mr. Le Thong (chief editor)- Viet Nam social- economic geography, Pedagogic university publisher, 2004.

10. Ministry of investment and planning – Implementation situation of The Resolution issued by National Assembly on missions in 2001 and plan for social-economic development in 2002.

11. General Statistic Office, Social- economic material of 64 provinces and cities in Viet Nam, Statistic publisher, 2005

12. Data of Vietnam development objects, Statistic Publisher, 2003

13. South West environment protection Branch- General data report of Cuu Long Detlta River, 2005.

14. Environmental Status Report 20043, 2004 of Cuu Long delta river provinces.

15. Nguyen An Nien, Science Technology thesis 07-03- Study of environment changing causing by planning socio-economic development. Provide recommendation for Cuu Long Delta River, 2001.

16. Ngo Xuan Hai, Institute of South science irrigation- Irrigation infrastructure for shrimp hatching, development status and plan for Cuu Long delta coastal river, 2003.

17. Cuu Long Delta River Irrigation plan, 2003.

18. Southern irrigation study and plan branch- Measuring water equilibrium, 2002. 19. Southern irrigation study and plan branch – Cuu Long delta river water feature, 2003.

20. Nguyen Sinh Huy, Thesis 60B-02-02- Cuu Long Delta River water resource, 1991.

21. Le Sam, Nguyen Van Sang- General Study of salt infiltration for socio-economic development of Cuu Long delta river, Science Workshop “ Environment and Natural Calamity”, 12/2001

22. Dr. Le Sam- Salt Infiltration in Cuu Long Delta River, Agriculture publisher, 2003.

23. Nguyen Nhu Khue, Institute of South science irrigation- Survey project of Cuu Long Delta River aluminous. Report “Salt infiltration feature in Cuu Long delta river”, 1994



24. Southern irrigation study and plan Branch – South of CaMau Peninsula irrigation plan, 2003.

25. Southern irrigation study and plan Branch - Pre-feasible Study of food control in Long Xuyen quadrangular, 2003.

26. Southern irrigation study and plan Branch – Dong Thap Muoi irrigation plan, 2003.

27. Vu Van Tuan, Hoang Minh Tuyen, NNK- Study of flood feature the year of 2001 in Cuu Long delta river, 2002.

28. Tran Thuc, Hoang Minh Tuyen, Escape ability from food in Dong Thao Muoi, 2004.

29. South Hydrometeorology Station, the result of measuring floods 2000-2001.

30. Hydrometeorology Institute- Explain about Project outline “Enhancing ability of measure and control flood in Cuu Long delta River”, 2004.

31. Tien Giang department of Science and Technology - Flooding out surface water pollution and some migtiation recommendations, 2002.

32. Nguyen An Nien – Escape from flood of Cuu Long Delta River, 1998.

33. Le Manh Hung and NNK, Institute of South science irrigation – Final Report Science Technology KC08-15 “Study and forecast erosion deposit.”Study on forecasting erosion, sediment and measures on the river system in the Cuu Long River Delta’’, 2004.

34. Dinh Cong San – Analysis and Evaluation of buldings on rivers in development of Cuu Long River Delta, Special subject 3-Thesis of Technological doctor, Institute of South Science Irrigation, 2004.

35. Ngo Chi Hung – Bank broken status along the banks of the rivers in Ca Mau province, 2002

36. Tran Huu Phuc – Irrigation Project of Phung Hiep roadman after 2-year implementation, 1998

37. Le Trinh – Environmental feature of Cuu Long delta river Coastal and Recommendation of study ecological zoning for sustainable development. Science workshop “ Environment and Nature Calamity in Cuu Long delta River” 11/ 2001

38. Ca Mau Nature Resources and Environment Protection Association – Environment protection and Sustainable development in Cuu Log Delta River, 2002.

39. Ministry of Agriculture and Rural Development – Overseeing fish migrating in Cuu Long Delta river, 2001 – 2005

40. Doan Canh and NNK – Evaluation of water environment status in National forest U Minh Thuong after forest fire in March – April, 2002, 2002.

41. Doan Canh and NNK – investigating and Evaluating the changes and effect of environmental resources usage for Dong Thap Muoi area development and protection in economic structure transition of initiatively living with flood, 2003

42. Doan Canh and NNK – Defining the interaction between Bac Lieu dyke system and coastal environment resources to keep safety for socio-economic and living activities and maintenance during using period, 2003

43. Do Bich Loc and NNK – Water quality monitoring National forest U Minh Thuong, 2004

44. Ben Tre Department of Aquaculture – Detail plan for aquaculture in Thach Phu district, Ben Tre province in the period of 2003 – 2010, 2003

45. Ca Mau agriculture promotion Center – The factor affect to paddy production on the land hatching shrimp 2002, 2002

46. Nguyen Cu – Bio-diversify in major flooded areas in Cuu Long Delta River and Reservation Status, 2002.



47. Vu Nguyen Tu – Diversified potential of flora system in Cuu Long Delta river, 2002

48. Thanh Phu a forestation yard, Ben Tre – Aquariums in Mangrove forest, 1998

49. Ngo Duc Hiep – Sustainable Management product forest on alum land in Cuu Long Delta River, 1998

50. Nguyen Huu Tuan – Forest resources Status in Vinh Long Province, 2002

51. Nguyen Huu Tuan – Status and Nature Resources Dong Thap Muoi, 2001

52. Nguyen Huu Tuan, 1998. Bird Groves in Bac Lieu.

53. Ministry of Transport, Project Management unit of Waterways, "Report on Environmental Monitoring", Vietnam Inland Waterways and Port Rehabilitation Project (Cr. No. 3000-VN), HCMC, 2005.

54. Transport Development and Strategy Institute, Central Region Transport Network Project, "Draft Final Report", Volume 4 Initial Environmental Examination, ABD TA No. 4034-VIE, 2004.

55. MPI, WB, MONRE, Vietnam Poverty Environment Nexus Workshop, Hanoi, 2005.

56. MOSTE, Priliminary Report "Nghien cuu nhan dang toan dien ve lu, du bao, kiem soat va thoat lu phuc vu yeu cau chung song voi lu o dong bang song Cuu Long", 2002.

57. WB, The Mekong Transport and Flood Protection Project (MTFP), 2002.



APPENDIX 3: PUBLIC CONSULTATION MATERIALS A. ROUND I In the first consultancy, we have organised 2 field trips for environmental and social experts. These field trips based on the long list given by the MTIDP’s technical consultant. Hereafter are the results of the EIA experts’ field trips:



Date Place Participants Consultancy Methods

Contents of the Consultancy results

25.10.2005

South western Vietnam environment protection sub department

Mr. Pham Dinh Don Vice Director Mr. Tran Huu Phuc: Office staff Mr. Nguyen Ngan Thanh: Office staff MTIDP’s EIA group

Discusion

Discusion on environmental situation of Mekong Delta River Area, and collecting suggestions on EIA if MTIDP is deployed.

Collecting data on land environment, ecological systems, and river bank erosion in Mekong Delta River Area. Advocating for implementing the MTIDP. It’s thought that environmental impacts is negligible, however should be concerned with maintaining the bio diversification in the area, and problems in using dredged land and treating measures.

27.10.2005 Bến Tre Transportation Office

- Mr. Duong Van Phuc - Head of Planning Department – Transportation Office. MTIDP’s EIA group Two staffs of Planning Department

Indepth Interview Field Investigation

Collecting Transportation Office’s suggestions on the MTIDP.

- Collecting detail administrative map of provinces having the Project, Transportation plan map of the Office. - Conducting survey in some positions listed in the MTIDP in Ben Tre: Hoà lộc commune - Mỏ Cày province (the fisrt point of the byway of Road 57 and 60); Đa Phước Hội commune- Mỏ Cày Province (Intersection point between Road 60 and 57); An Vĩnh hamlet, Đa Phước Hội, Mỏ Cày - Advocating for implementing the MTIDP

28.10.05

Tra Vinh Transportation Office

- Vice Director - Mr. Kha: Transportation engineer

Group Discussion

Discussion on transportation system, treating seawater preventing drains, the

Main income sources of the people are from agriculture and fruit. Ecology system in the area is diversified - Collecting the transportation plan map of



- MTIDP’s EIA group

Field investigation

priority projects of the province. Collecting information on ecology system as well as the people’s main income sources.

province. Conducting investigation in some positions in the MTIDP’s long list: Can Chong sewer, §a Léc sewer, road 53 (Km 56 -60), road 54 (illustration pictures in the appendix)

29.10.2005

Cho Gao channel, An Hoa bridge, Giao Hoa channel, the first point of Ben Tre river Ham Luong

Residents living at 2 banks of channel MTIDP’s EIA group

Indepth Interview

Collecting suggestion from residents about the erosion at two channel banks, causes of traffics accidence. River dredging and dredged waste treatment

In the views of residents there, causes of raising level of deposit in riverbed and land slide at river banks are uncontrolled exploitation of sand, which changed the current. Residents wish the State had the detail regulations on sand exploitaion in this area. Treatment of dredged waste (illustrustration pictures and tape in the appendix) - Residents advocate for implementing the MTIDP

30.10 Stretch of road at Cau Van – Khau Bang

Residents at roadsides

In depth Interview

Collecting suggestions on house and grave movement in case MTIDP implemented

Residents advocate for the MTIDP and are willing to move houses and graves when required by government. However, they wish government had a reasonable compensation policy and good resettlement plan.



6.12.2005 Channel in Ca Mau – Bac Lieu

Residents living at 2 banks of channel Experts on bio diversification, land and hydrography

In depth Interview Observation and collecting data

Collecting suggestion from residents about channel bed and banks pollution, Preventive measures for land slide at channel banks, and traffic safety on the channel

- Pollution and banks erosion are serious, especially channel in Ca Mau town. Transgress the channel bed to build house, exploit aquaculture, that lead to traffic unsafely. Measures to prevent landslide at river banks (Illustration pictures and tape attached in the appendix)

7.12.2005 Can Chong and Da Loc Sewer – Tra Vinh

Environmental experts in MTIDP’s EIA group

Observation

Issues related to environment to write report.

Cần Chông Sewer (Tiểu Cần District, Trà Vinh): Cần Chông Bridge over Cần Chông channel, connecting Tiểu Cần district and Trà Cú district has 8 sea water preventing drains built in 2004 (South Măng Thít Water Freshening Project). To develop transportation MTIDP plans to dig the old channel (now be filled up with road moat connect with Cần Chông bridge) for building the shiplock, this will lead to waste treatment Đa Lộc sewer (Châu Thành district, Trà Vinh) on Rạch Lạp channel: the seawater preventing drain built 15 years ago. Planning to build Cổ Chiên ship-port that is 1 km far from the sewer. This will deal with the issue of emigration and land waste treatment. Cần Chông and Rạch Lạp channels all have land slide on both 2 banks.

Cho Gao channel: Rach Tom headland,

Residents next to headland

Indepth Interview

Learning about traffic accidence and its causes;

This river section usually has had accidence because ship is caught in an alluvial ground.



Dong Son commune, go Cong Tay district, Tien Giang province

MTIDP’s EIA group

residents’ views on dredged waste treatment.

Previously, this section had a sand bar, but now it hasn’t so causing alluvium on one bank and landslide on the other. The residents in this area are willing to receive and use dredged land for cultivation if this land is treated to be saved with environment and production.

1.11.2005

Technology and Science Department, Ministry of Transportation.

TS.Nguyen Van Siem Main expert, Responsible for Environment management in MOT. Ms. Nguyen Thi Tra Vinh – the CSD’s environmental expert

Data collection

- MOT’s environmental Regulations related to MTIDP. - Organization structure of MOT and Environment Management line in the ministry.

2.11.2005

Institute of Sustainable Development and Environment Study

Dr. Nguyen Quang Bau Director Ms. Nguyen Thi Tra Vinh – the CSD’s environmental expert

Data collection

Environment Protection Strategy of transportation industry to 2010 and development orientation to 2020 Environment Protection Strategy for road transportation

3.11.2005 Vietnam Road Bureau

Mr. Bui Xuan Truong Head of Technology, Science and International relation Department. Ms. Bui Thi To Nga - the CSD’s environmental expert

Data collection Environment Management task in Vietnam Road Bureau



4.11.2005

Vietnam Waterway Bureau

Engineer. Nguyen Thanh Tung Director Assistant Ms. Bui Thi To Nga - the CSD’s environmental expert

Data collection

Organization Structure of Vietnam Waterway Bureau Environment Management task in Vietnam Waterway Bureau

From 20/12 to 24/12, 2005

Can Tho and Hau Giang

Social experts of the EIA consultant – MTIDP and officers who participate in the consultancy

Using question are

Conducting consultancy with related offices, departments at district and province level in 2 provinces: Hau Giang and Can Tho

There are 86 consultancy vouchers attached in the appendix



Because the consultancy trip is based on the Project’s working schedule and the long list proposed by the MTIDP’s Technical consultant, many places that we conducted the consultancy and investigation are no longer in the final chosen list of the project. Therefore, to collect residents’ suggestion adequately and completely we have carried out the second consultancy after the the final report was completed and receiving comments from the PMU1and WB. B. ROUND II

Within the framework of the consultations, in July 2006, the CSD’s mission made three presentation sections on environmental impacts generated by the project and raised reduction measures necessary for three regions, which are covered by the project, within the areas of Long An, Ben Tre and Tra Vinh provinces. The mission also directly interviewed the local people and authorities on the presented issues for completing the EIA report.

1. Consultation in Long An:

Construction proposed for implementation:

The waterway corridor No2 segment from Tan An township to Rach Chanh culvert is needed for more dredging, in which Rach Chanh culvert has not low static, hindering the traffic, therefore it needs improved and developed into a ship-lock.

The construction is implemented in the area of Villages 5 and 6, Loi Binh Nhon commune and Tan An township, Long An province. Most of the segment lies within Loi Binh Nhon, an agricultural commune adjacent to Tan An township, which is now under urbanization.

No Items Contents

1 Timing 8:00 – 12:00, 17 July 2006

2 Venue People’s Committee office of Loi Binh Nhon, Tan An township, Long An province

CSD mission

Representative of Long An Transport Servicing Management Company: Mr Bui Ngoc Tham

Representatives of Loi Binh Nhan commune, Tan An township, Long An province:

Mr Ho Van Trinh – communal party secretary

Mr Truong Ngoc Suong – Chairman of commune PC

Mr Ho Duy Tam – member of Commune Cadastral and environmental Office

3 Participants

Representatives of local people of Loi Binh Nhon commune (15 households in 2 affected villages, their names presented in annex)

8:00 – 9:00 CSD presents EIA report 4 Agenda

9:00 – 12:00 collect community’s opinions



No Items Contents

Opinion from Long An Transport Servicing Management Company:

Not yet received any information related to MTIDP

However, if the project is implemented, the company will coordinate with the local authority to implement the project.

Among possible impacts, the most important are compensation and resettlement, dike landslide, alum and salinity penetration caused by dredging the canal/river.

Mitigation measure is to dig small trenches to drain alum/saline water away from the sites to avoid environmental effects. Along with this, drilling wells to supply clean water for the local people’s use

Supported the project.

5 Results

Opinion from the local authority:

Until July 2006, the communal authority had not received any formal information of the project except a notice from the provincial authority on the project proposal and feedback of the affected people in the areas.

Within the area of the commune, about 200/2,200 households with 800/9,400 population can be affected by the project, accounting for 2/7 of total villages in the commune.

Among possible impacts, the most important are one part of land will be lost for the project, especially the area alongside of the canal, the people there have to move away and the local authority needs land for establishing a resettlement area.

The mitigation measure is to reuse the dredged mud for improving the resettlement area (as planned will be a field land along the road next to the canal) for those affected people so that they don’t have to move to far away that may affect their livelihoods.

The local people and authority supported the project.



No Items Contents

Opinion from the local poeple:

Total local people participating in the consultation were 15, representing for 15 households with 99 heads in the two villages affected by MTIDP.

Out of 15, five households live mainly on agricultural production, one household on fishery and the rest ten are small business, traders or sell labour,... in addition those households have small income source from animal husbandry of small-scale. The average income of the interviewed households is 2.27 million dong/month.

Total affected land is 11,314/15,514m2 accounting for 73.8%, of which 2,534m2 is housing land (including houses, bathrooms,...) and 8,780m2 agricultural land (mainly unplanned gardens with coconuts, mango, banana,...)

As most of the households here built their houses along the canal, when the project is implemented 15/15 interviewed households have to move their houses to give the ground for the construction. Therefore, resettlement is considered the most important work that receives the most interest of those households once the project is implemented.

In general, all 15 interviewed households agreed with the assessment on environmental impacts and mitigation measures recommended in the EIA report of CSD. However, most of their opinions focused on the following impacts:

- For the waterway route No 2, landslide of the dikes during the implementation and operation as well is regarded as a serious problem because it affects to the quality of the work and the natural environment in the region (11/15 opinions).

- Resettlement related issues include resettlement area, time for resettlement,... for the affected people when the project is implemented (5/15 opinions)

- Issues of smoke, dust and noise during the implementation (1/15 opinion).

To mitigate the above impacts, the following measures are recommended:



No Items Contents

- Make embankments using available materials like cajuput stakes, plant indigenous trees like water coconut, cajuput along the canal to prevent the dike from landslides and wash-away.

- Using dredged soil and mud for improving the resettlement areas along the route by the canal dikes to avoid any turbulence of the people’s life. On the other hand, compensation for moving must be undertaken timely and satisfactorily.

- Using good equipments and follow technical standards in implementation to avoid dust and noise pollution during the implementation time.

According to the people’s opinion, although the improvement of the waterway route No 2 does not bring in any specific benefits in terms of transport for the people (as they mostly use the road for transport), the project surely makes a good contribution to strengthening the goods exchange capacity in the region, to economic development and reducing the number of traffic accidents which often occurred in the route during the past (due to too narrow route).

All 15/15 households agreed and supported the project.

2. Consultation in Ben Tre:

The construction work scheduled for implementation:

The provincial route 884 in Ben Tre province connects the dense residential areas of Chau Thanh district, Cho Lach with Ham Luong River, which flows to Mekong River. This route joins with the NH 57 to the west and meets a ferry landing stage and connects with the central of Ben Tre province to the East. The existing route is made of basalt soil, which is being degraded, always polluted by dust in the dry season and muddy in the rainy season..

The improvement of the route is aimed to improve acessability to the main waterway route and the national highway system as well as bring in better opportunities for the provincal central, i.e. acess to education, public health service and good circulations. The route is proposed to be upgraded with the length of 14 km with 4 bridges and grade 4 with a lane for vehicles of 6 m wide.

The construction site is from Km 13 + 925.40 (Tre Bong bridge) to Km 27 + 646.30 of the provincial route 884, which lies in the area of communes under Chau Thanh and Cho Lach districts, Ben Tre province. Most of the route goes throug Tan Phu commune, Chau Thanh dictrict, this commune relies mainy on agricultural production of the typical livelihoods of fruit gardens (one strong point of Ben Tre province).

No Items Contents



No Items Contents

1 Timing 14:00 – 18:00 of 17 July 2006

2 Venue PC office of Tan Phu commune, Chau Thanh district, Ben Tre province

CSD mission

Representative of Ben Tre Waterway Management Division: Mr Tu Anh Nguyen - Head of the General Office

Representative from Tan Phu commune, Chau Thanh, Ben Tre:

Mr Vo Hoang Ba – Vice Chairman of Commune PC

Ms Huynh Thi Giang – cadre of commune Women Union

Ms Nguyen Thi Muoi – cadre of district Women Union

Mr Le Van Tu – Vice Chairman of the district PC

3 Participants

Representatives of the local people in Tan Phu commune (15 households in 3 affected villages, their names listed in the annex)

14:00 – 15:00 CSD mission presented the EIA report 4 Agenda

15:00 – 18:00 collected community opinion

5 Results from consultation

Opinion from Ben Tre Waterway Management Division:

The Division has received the EIA summary of MTIDP and participated in the project related workshop.

It has been assigned to coordinate with the district and commune authorities to mobilise the communities to support and participate in impplementing the project.

Thereby, the Division has coordinated with the Infrastructure Management Office of Chau Thanh district to mobilise the related local households to participate in the consultaion on the enviromental impacts of the project.

Among the possible impacts, the most important is compensation and resettlement to clear the ground for the implementation of the project.

Fully supported the project.



No Items Contents


The commune authority has received correspodences related to the project and also participated in the project related workshops.

The commune authority has been assigned to mobolise the local poeple to comply with the regulations, and to support the functioning bodies in setting milestones and realising the policy of compensation and resettlement.

It has conducted to dissemination of the policies to the local poeple, made decisions of land recollection and made inventory of household construction structures, houses, foodcrops, valued trees for the affected households.

Within the communal area, 100% of villages are affected, however the affected area mostly lying along the provincial route 884 does not include much of the household land, and therefore most of them don’t have to move away.

The local people and authority supports for the implementation of the project.



No Items Contents

Opinion from the local poeple:

Total participants were 15, representing for 15 households of 62 heads in 3 villages affected by MTIDP.

Out of 15, 12 households live mainly on agricultural production, 1 is state servant of 02 are business,... the average income of the interviewed households is VND 1.37 million/month.

Total affected land is 8,501/78,796m2 accouting for 10.8% of the total, in which 3,838m2 is housing land (including houses, bathrooms,...) and 4,663m2 agricultural land (mainly orchards with durian, orange, coconut, mangosteen, star apple, lemond, mango, banana,...)

Only 2/15 households have to move for clearing the whole land, but they can move to their other land in the region and the rest still can stay in the same place for rebuiding. Therefore the resettlment is not necessary in this area. The local authority just needs a satisfactory compesation plan for the affected poeple when ground clearance is undertaken.

In general, all 15 interviewed households agreed with the assessment on the environmental impacts and mitigtation measures recommended in the EIA report of CSD. However, their oppions mainly concentrated ion the following impacts:

- Route 884 is the main transport line in the region, where most of the population is settling alongside of the route. Therefore, such issues as noise, dust in the dry season and muddy and floody in the rainy season during the construction are getting the top interst of the local people.(13/15 opinions).

- Apart from those, the construction work will affect the business activities of the local people due to a temporary cease for reconstruction of the business transaction facilties in other places to give ground for the route reconstruction. (12/15 opinions).

- Sand pumping for road reconstruction also gives impacts to the fruit gardens on both sides of the route (1/15 opinions).

- Concentration of a great labour force for construction also generates impacts to the social security in the locality and environmental sanitation in the construction labour camps (1/15 opinion).



No Items Contents

To mitigate possible impacts, it is recommended to have the following measures:

- During the implementation of the route, the construction unit should use good equipments and follow the technical standards to avoid dust and noise pollutions during the time, watering to avoid dust in the dry season and reduce the implementation time,...

- It is necessary to have waste water drainage trenches during the send pumping,...preventing waste water from flowing into the fuite gardens.

- Utilization of local labour in such work that does need hi-tech.

All of the 15 households were in favour of the upgrading the route 884 and said that this is a necessary work for enhancing the capacity of goods exchange as well as economic, social and health development of the local poeple in the region. Moreover, with the upgraded route it will create favourable conditions for the local people to transport to their neiboughing areas.

All 15/15 interviewed households supported the project.

3. Consultation in Tra Vinh:

Construction work scheduled to be implemented:

The project will upgrade the NH 53-3 (Km56+000 ÷ Km60+610) starting from Cang Long district and ending at Tra Vinh Township as an entrance to Tra Vinh Township. It is a short distance of about 4.6 km long under normal conditions and with a lane for vehicles of 7 m wide and the road shoulder is earthern. This area has dense population and high degree of motorbike utlization. There are often accidents in the narrow points.

This route will be reconstructed with the lane for vehicles of 7 m wide and road shoulder of 1.5 m wide with alsphated surface in both sides, which allows bikes and motorbikes to run on. In addition, two bridges, Ba Si (Km 56+379) and Ben Co (Km 59+190) will be reconstructed.

The construction work is implemented in areas of communes under Cang Long, Chau Thanh and a part in Ward 8 of Tra Vinh township, most of which lies in Nguyet Hoa commun, Chau Thanh district, an agricultural commune adjecent to Tra Vinh twoship and being an entrance to this township.



No Items Contents

1 Timing 8:00 – 12:00, 18 July 2006

2 Venue People’s committee office of Nguyet Hoa commune, Chau Thanh district, Tra Vinh province.

CSD mission

Representative of the Company 716:

Mr Nguyen Ngoc Tu – Head of Road Management Office

Representatives of Cang Long and Chau Thanh districts, Tra Vinh province:

Mr Pham Van Chan – Deputy Head of Infrastructure Manafement Office, Cang Long district

Mr Lam Hoang Long – Infrastructure Management Office of Chau Thanh district

Representatives of Nguyet Hoa commune, Chau Thanh, Tra Vinh:

Mr Nguyen Van Chi – Vice Chairman of commune PC

Ms Nguyen Thi Kim Chau - commune WU

Mr Huynh Van Hanh – Head of Ben Co village

Mr Dang Minh Thai – communication and cultural cadre of the commune

3 Participants

Representatives of Ben Co village, Nguyet Hoa commune (20 people, the list is presented in the annex)

8:00 – 9:00 CSD mission presented the EIA 4 Agenda

9:00 – 12:00 collected community opinions



No Items Contents

Opinion from Company 716:

Not yet received any information related to MTIDP.

However, if the project is implemented, the company will coordinate with the inspector of the Road Administration, Tra Vinh Transport Department to conduct ground clearance, monitoring and supervision over the implementation as well as maintenance of the route after the upgrading is completed.

Among possible impacts, the most important are dust and noise during the implementation and traffic safety during the implementation.

The mitigation measures are quicke implementation, during this time, watering is needed to reduce dust; completing seperate items to ensure the trafic safety.

The local peolple are in favour of the road upgrading, but if the work is done slowly, they will complain, thereore the progress should be pushed up.

5 Consultation results


The local auithority has received a notice from the provincial level on the project proposal of NH 53 improvement.

Within the communal area, only Ben Co village is affected by the project (along the NH 53 going through the commune). But as the result of implementing the provinccial policy of setting milestones for groung clearance along the nationa highway for years, the population in the region has already moved, following the demarcation. In the commune, the affected are mainly agricultrual land and some small business households.

Among possible impacts, the most important are compensation and the implementation should be quick, construction items should be completed one by one, avoiding any delays which may occur.

Mitigation measure is satifactory compensation policy and the implementation should be progressed as scheduled.

The local poeple and authority supported the project.



No Items Contents Opinion from the local poeple:

Total participants are 20 representing for 20 households of 107 heads in Ben Co village affected by MTIDP.

Out of 20, 18 households rely mainly on agricultural production, one on fishery and 5 small business,... in addition to this, those households have other income from animal husbandry of small scale. The average income of the interviewed households is VND 1.43 million/month.

Total affected land is 7,233/88,800m2 accounting for 8.1%, in which 2,993m2 is housing land (including houses, bathrooms,...) and 4,240m2 agricultural land (mainly fruit gardens of coconut, orange, grape fruit, mango banana,...)

As the local authority has set up milestones for ground clearance for years, nearly all of the houses and construction structures of the local poeple have been built behind the demarcation for clearance. Therefore, the clearance work is just for the construction structures, which had been built before the setting of milestones. Similarly, most of the local poeple still have land behind their houses for rebuiding after ground clearance is made. The issue is just a satisfactory compensation to create good conditions for them to stabilize their life, as well as their business.

In short, all 20 interviewed households agreed with the assessment on the enviromental impacts and mitigation measures recommended in the EIA report of CSD. However their opinion again focused onn the main impacts as follows:

- Waste reslease during the implementation, dust and noise (18/20 opinions)

- NH 53 is the main route in the region and an entrance to Tra Vinh Township; therefore, the construction should be quick (20/20 opnions).

- Implemenation of the route will cease the business and production activities (2/20 opinions).

To mitigate such impacts, the following measures are recommended:

- Quick progress, items completed one by one, avoiding any delays.

- Equipments and machines should be used properly to the technical requirements, reducing noise, smoke and dust; watering to reduce dust in the dry season.



4. Conclusions and recommendations:

* Waterway route:

The local authorities and management agencies have not received formal information related to the implementation of the project. This is a difficulty for such bodies to make plans anf implement pre-project activities to support for the success of the project. Therefore, for the time being, PMU1 needs to provide information for those bodies in conjunction with the implementation of MTIDP.

However, those bodies and the local people fully supported the project as well as created good facilities for the fulfulment of the project works which go through Tan An township.

For the Waterway corridor No 2 (part from Tan An township to Rach Chanh culvert) the serious impact to the environment is land loss, about 78,3% of land of households who live along the canal will be affected, in which about 25% is housing land. Therefore, resettlement for the affected households is of necessity.

For the local poeple, landslides and wash-away of the canal during the implementation and operation is a serious issue as it affect to the quality of the construction work and natural environment in the region (11/15 opinions).

Followed is the issue of resettlment, including resettlement areas, time for resettlement,... for the affected households (5/15 opinions), issues of smoke, dust and noise during the implementation (1/15 opinion).

To mitigate the above impacts, the implementing units are requested to conduct enbankments using natural material available in the locality like cajuput stakes, planting such trees as water coconut, cajuput along the canal to prevent landslides of the dikes. The dredged soils can be used to improve the resettlement areas along the existing road by the canal dikes to avoid any turbulence in the local people’s life. Utilization of good equipment and compliance with technical standards should be done to avoid dust and noise pollution during the implementation. Along with this, the compensation for resettlement should be fulfiled timely and satisfactorily.

* Road lines:

Different from the waterway route, the provincial route 884 in Ben Tre province and NH 53 in Tra Vinh province, the local management agencies and authorities has received information related to the upgrading of the routes, however for the NH 53, the information is not clear enough. Therefore, the coordination between PMU 1 and those bodies should be improved more.

In short, the local authorities and people in the region supported the upgradding of the routes as it will create good conditions for better economic development in the region, goods exchange consolidation,... and the final result is to improve the living quality of the poeple in the region.

The local authority has implemented the milestones setting for years for the population living along the routes. This work has created favourable conditions for the ground clearance and moving of the local households.



Most of the local poeple’s opinion, which live alongside the routes, concentrated on such issues as dust, smoke and noise duriong the implementation (13/15 opinions in Ben Tre and 18/20 in Tra Vinh). The next interest is implementation progress which should be quick, avoiding delays.

To mitigate the above issues, the local people recommended several measures like the implementation units should speed up the progress, complete items one by one. Equipement and machines used should be in accordance with the technical requirement; reduction of noise, dust and watering should be applied to reduce dust in the dry season.



6. List of consulted people

No Name Village Commune District Province

1 Nguyễn Thị Nghiệm Rạch Chanh Lợi Bình Nhơn Tân An Long An

2 Nguyễn Văn Khoa Rạch Chanh Lợi Bình Nhơn Tân An Long An

3 Lý Văn Hảo Rạch Chanh Lợi Bình Nhơn Tân An Long An

4 Nguyễn Thành Dũ Rạch Chanh Lợi Bình Nhơn Tân An Long An

5 Nguyễn Quang Tuyến Rạch Chanh Lợi Bình Nhơn Tân An Long An

6 Nguyễn Thị Thanh Thúy Rạch Chanh Lợi Bình Nhơn Tân An Long An

7 Phạm Văn Tư Rạch Chanh Lợi Bình Nhơn Tân An Long An

8 Nguyễn Thị Nhi Rạch Chanh Lợi Bình Nhơn Tân An Long An

9 Nguyễn Văn Tư Rạch Chanh Lợi Bình Nhơn Tân An Long An

10 Đặng Quang Rạch Chanh Lợi Bình Nhơn Tân An Long An

11 Bùi Thị Bảy Rạch Chanh Lợi Bình Nhơn Tân An Long An

12 Nguyễn Thị Ba Rạch Chanh Lợi Bình Nhơn Tân An Long An

13 Nguyễn Văn Thành Rạch Chanh Lợi Bình Nhơn Tân An Long An

14 Bùi Văn Út Rạch Chanh Lợi Bình Nhơn Tân An Long An

15 Võ Minh Sơn Ngãi Lai A Lợi Bình Nhơn Tân An Long An

16 Phạm Trung Khóa Tân Tây Tân Phú Châu Thành Bến Tre

17 Nguyễn Hữu Thường Tân Tây Tân Phú Châu Thành Bến Tre

18 Nguyễn Văn Tể Tân Tây Tân Phú Châu Thành Bến Tre

19 Hồ Ngọc Mật Tân Nam Tân Phú Châu Thành Bến Tre

20 Nguyễn Văn Út Tám Tân Nam Tân Phú Châu Thành Bến Tre

21 Lê Thị Minh Bạch Tân Nam Tân Phú Châu Thành Bến Tre

22 Hồ Thị Mười Một Tân Nam Tân Phú Châu Thành Bến Tre

23 Nguyễn Văn Nam Tân Nam Tân Phú Châu Thành Bến Tre

24 Nguyễn Thị Mai Khanh Tân Bắc Tân Phú Châu Thành Bến Tre

25 Nguyễn Tấn Phước Tân Bắc Tân Phú Châu Thành Bến Tre

26 Nguyễn Văn Hải Tân Bắc Tân Phú Châu Thành Bến Tre

27 Phạm Thị Hồng Tân Bắc Tân Phú Châu Thành Bến Tre

28 Nguyễn Văn Tài Tân Bắc Tân Phú Châu Thành Bến Tre

29 Trương Thị Sáng Tân Bắc Tân Phú Châu Thành Bến Tre

30 Phạm Văn Lúa Tân Bắc Tân Phú Châu Thành Bến Tre


127

No Name Village Commune District Province

31 Đặng Minh Thái Bến Có Nguyệt Hóa Châu Thành Trà Vinh

32 Huỳnh Ngọc Di Bến Có Nguyệt Hóa Châu Thành Trà Vinh

33 Lê Minh Phương Bến Có Nguyệt Hóa Châu Thành Trà Vinh

34 Trần Bường Bến Có Nguyệt Hóa Châu Thành Trà Vinh

35 Mai Thanh Liễu Bến Có Nguyệt Hóa Châu Thành Trà Vinh

36 Đào Thị Lý Bến Có Nguyệt Hóa Châu Thành Trà Vinh

37 Nguyễn Văn Hai Bến Có Nguyệt Hóa Châu Thành Trà Vinh

38 Lữ Văn Vinh Bến Có Nguyệt Hóa Châu Thành Trà Vinh

39 Nguyễn Thành Thiện Bến Có Nguyệt Hóa Châu Thành Trà Vinh

40 Nguyễn Văn Tài Bến Có Nguyệt Hóa Châu Thành Trà Vinh

41 Dương Văn Bỉ Bến Có Nguyệt Hóa Châu Thành Trà Vinh

42 Nguyễn Thành Nhân Bến Có Nguyệt Hóa Châu Thành Trà Vinh

43 Dương Văn Bê Bến Có Nguyệt Hóa Châu Thành Trà Vinh

44 Huỳnh Văn Hạnh Bến Có Nguyệt Hóa Châu Thành Trà Vinh

45 Võ Văn Tống Bến Có Nguyệt Hóa Châu Thành Trà Vinh

46 Nguyễn Thị Ba Bến Có Nguyệt Hóa Châu Thành Trà Vinh

47 Võ Ngọc Á Bến Có Nguyệt Hóa Châu Thành Trà Vinh

48 Lê Văn Tư Bến Có Nguyệt Hóa Châu Thành Trà Vinh

49 Trần Thị Tám Bến Có Nguyệt Hóa Châu Thành Trà Vinh

50 Nguyễn Hữu Minh Bến Có Nguyệt Hóa Châu Thành Trà Vinh



THE EIA CONSULTANTS MEETING WITH THE F/S CONSULTANTS IN HO

CHI MINH CITY

THE VIETNAM AND INTERNATIONAL EIA CONSULTANTS MEETING WITH

THE WB’S ENVIRONMENTAL EXPERTS

THE EIA CONSULTANT REPORTED

AT THE MTIDP CONFERENCE THE EIA CONSULTANTS WORKING

WITH LOCAL TRANSPORT DEPARTMENTS


129

CONSULTANT ROUND I – PEOPLE

LIVING ALONG CHANNEL FIELD TRIP - ROAD NETWORK

SITUTAION SURVEY

CONSULTANT ROUND II – CORRIDOR II (TAN AN, LONG AN, NEXT TO RACH

CHANH DRAIN )- WATERWAY

CONSULTAN ROUND II : TAN PHU COMMUNE, BEN TRE – ROAD NETWORK



STATISTICS OF ROUND I

Question 1: Economic activities Main economic industries nowadays

Agriculture/ aquiculture and fruit farming/growing

Frequency Percent Valid Percent Cumulative Percent Valid Very

Important 72 83.7 83.7 83.7

Important 12 14.0 14.0 97.7 Less

Important 2 2.3 2.3 100.0

Total 86 100.0 100.0

Fishing


Important 6 7.0 7.0 7.0


Important 50 58.1 58.1 100.0

Total 86 100.0 100.0

Industry/Aquaculture processing


Important 42 48.8 48.8 48.8


Important 11 12.8 12.8 100.0

Total 86 100.0 100.0

Tourism


Important 25 29.1 29.1 29.1


Important 31 36.0 36.0 100.0

Total 86 100.0 100.0


131

Trade and Services


Important 36 41.9 41.9 41.9


Important 20 23.3 23.3 100.0

Total 86 100.0 100.0

Forestry

Frequency Percent Valid Percent Cumulative Percent Valid Important 17 19.8 19.8 19.8

Less important 69 80.2 80.2 100.0

Total 86 100.0 100.0

Others (List in details)


important

3 3.5 100.0 100.0

Missing System 83 96.5 Total 86 100.0

1.b. Priority development Orientation

Agriculture/ Aquaculture/ Fruit farming


Important 72 83.7 83.7 83.7


Important 2 2.3 2.3 100.0

Total 86 100.0 100.0



Fishing


Important 6 7.0 7.0 7.0


Important 50 58.1 58.1 100.0

Total 86 100.0 100.0

Industry/ Aquatic Processing


Important 42 48.8 48.8 48.8


Important 11 12.8 12.8 100.0

Total 86 100.0 100.0

Tourism


Important 25 29.1 29.1 29.1


Important 31 36.0 36.0 100.0

Total 86 100.0 100.0

Trade and Services


Important 36 41.9 41.9 41.9


Important 20 23.3 23.3 100.0

Total 86 100.0 100.0


133

orestry

Frequency Percent Valid Percent Cumulative Percent Valid Important 17 19.8 19.8 19.8

Less Important 69 80.2 80.2 100.0

Total 86 100.0 100.0

Others (List in details)


Important 3 3.5 100.0 100.0

Missing System 83 96.5 Total 86 100.0

1.c. Positive Effects/Impacts of the Project to the economy

Frequency Percent Missing System 86 100.0

Agriculture and Aquaculture

Frequency Percent Valid Percent Cumulative Percent Valid Yes 73 84.9 84.9 84.9

No 13 15.1 15.1 100.0 Total 86 100.0 100.0

Fishing


No 30 34.9 34.9 100.0 Total 86 100.0 100.0



Industry and Processing


No 16 18.6 18.6 100.0 Total 86 100.0 100.0

Tourism


No 29 33.7 33.7 100.0 Total 86 100.0 100.0

Trade and Services


No 22 25.6 25.6 98.8 3 1 1.2 1.2 100.0 Total 86 100.0 100.0

Forestry


No 56 65.1 65.1 98.8 3 1 1.2 1.2 100.0 Total 86 100.0 100.0

1.d. Negative Impacts of the Project to the economy


Agriculture and Aquaculture

Frequency Percent Valid Percent Cumulative Percent Valid Yes 1 1.2 1.2 1.2 No 85 98.8 98.8 100.0 Total 86 100.0 100.0


135

Fishing


Industry and Processing


Tourism


Trade and Services


Forestry


Others (list in details)




Question 2: The socioeconomic development criteria of locality Frequency Percent Missing System 86 100.0

Poverty Alleviation

Frequency Percent Valid Percent Cumulative Percent Valid Priority first

(1) 43 50.0 50.0 50.0

Second (2) 15 17.4 17.4 67.4 Third (3) 7 8.1 8.1 75.6 Fourth (4) 4 4.7 4.7 80.2 Fifth (5) 5 5.8 5.8 86.0 Sixth (6) 8 9.3 9.3 95.3 Seventh

(7) 1 1.2 1.2 96.5

Eighth (8) 3 3.5 3.5 100.0 Total 86 100.0 100.0

Increasing jobs and income for the people

Frequency Percent Valid

Percent Cumulative

Percent Valid Priority first (1) 16 18.6 18.6 18.6 Second (2) 33 38.4 38.4 57.0 Third (3) 16 18.6 18.6 75.6 Fourth (4) 3 3.5 3.5 79.1 Fifth (5) 6 7.0 7.0 86.0 Sixth (6) 8 9.3 9.3 95.3 Seventh (7) 2 2.3 2.3 97.7 Eighth (8) 2 2.3 2.3 100.0 Total 86 100.0 100.0

Decreasing traffic jam

Frequency Percent Valid Percent Cumulative Percent Valid Priority

first (1) 5 5.8 5.8 5.8

Second (2) 9 10.5 10.5 16.3

Third (3) 11 12.8 12.8 29.1 Fourth

(4) 10 11.6 11.6 40.7


137

Fifth (5) 14 16.3 16.3 57.0 Sixth

(6) 7 8.1 8.1 65.1

Seventh (7) 12 14.0 14.0 79.1

Eighth (8) 18 20.9 20.9 100.0

Total 86 100.0 100.0

Increasing good exchange


(1) 3 3.5 3.5 3.5

Second (2) 4 4.7 4.7 8.1 Third (3) 17 19.8 19.8 27.9 Fourth (4) 16 18.6 18.6 46.5 Fifth (5) 6 7.0 7.0 53.5 Sixth (6) 13 15.1 15.1 68.6 Seventh (7) 19 22.1 22.1 90.7 Eighth (8) 8 9.3 9.3 100.0 Total 86 100.0 100.0

Tree structure conversion

Frequency Percent Valid Percent Cumulative Percent Valid Priority

first (1) 3 3.5 3.5 3.5

Second (2) 4 4.7 4.7 8.1

Third (3) 4 4.7 4.7 12.8 Fourth

(4) 11 12.8 12.8 25.6

Fifth (5) 8 9.3 9.3 34.9 Sixth

(6) 7 8.1 8.1 43.0

Seventh (7) 19 22.1 22.1 65.1

Eighth (8) 30 34.9 34.9 100.0

Total 86 100.0 100.0



Good production Strengthening


(1) 3 3.5 3.5 3.5


Investment to expand agriculture production


(1) 6 7.0 7.0 7.0


Expending services

Frequency Percent Valid Percent Cumulative Percent Valid Priority first (1) 6 7.0 7.0 7.0 Second (2) 4 4.7 4.7 11.6 Third (3) 10 11.6 11.6 23.3 Fourth (4) 12 14.0 14.0 37.2 Fifth (5) 14 16.3 16.3 53.5 Sixth (6) 18 20.9 20.9 74.4 Seventh (7) 13 15.1 15.1 89.5 Eighth (8) 9 10.5 10.5 100.0 Total 86 100.0 100.0


139

Question 3: Cultural and historical monuments Frequency Percent Missing System 86 100.0

Having cultural and historical monuments


Question 4: Manners and customs issue Frequency Percent Missing System 86 100.0

Negative impacts of the project


Positive impacts of the project


No impact




Question 5: Clearing site and resettlement issue Frequency Percent Missing System 86 100.0

Big obstacles


Negligible obstacle


No obstacle


If the people lose their piece of land, local government will compensate for another one



141

Will build resettlement area for the people losing their house


Compensate based on the price frame of the State


Question 6: Labor and Job issue


The project will increase unemployment rate


The project will create jobs


The project will increase activities using lob our




Limitation to use labor


No impact


Question 7: Take care of public health Frequency Percent Missing System 86 100.0

Impacts


Negative impacts


No impact



143

Question 8: Local environment is very polluted Frequency Percent Missing System 86 100.0

Garbage


Wastewater


Dust concentration


Noise


Unpleasant odor




Question 8: Local environment is polluted Frequency Percent Missing System 86 100.0

Garbage


Water waste


Dust concentration


Noise


Unpleasant Odor



145

Question 8: Local environment is not polluted Frequency Percent Missing System 86 100.0

Garbage


Water waste


Dust concentration


Noise


Unpleasant odor




Question 9: Opinion about the project Frequency Percent Missing System 86 100.0

Expect the project/support the project


Don’t expect the project/object to the project


No idea


Question 10: Local requirements to MTIDP Frequency Percent Missing System 86 100.0

Arrange unskilled jobs for the people affected


Vocational training for children in the households affected


147


Increasing the local people’s awareness


Other requirements




APPENDIX 5: LIST OF ASSOCIATED REPORTS

1. Inception report 2. Additional inception report 3. The EIA first draft report 4. The EIA second draft report 5. The EIA final draft report (after the F/S Final workshop) 6. The EIA final Report; and 7. Monthly Reports and supplementary reports


149

Appendix 6: Dredge Disposal Methodology

The Mekong Delta is a low lying area and experience on other projects in the region indicates that there is usually a high demand for dredge material in the project area – and a local market value of USD 1-2 dollars/m3 - it is expected that careful planning for the remaining material disposal will most likely yield a net positive local impact, rather than a net negative local impact. To yield this positive impact potential, it is recommended that a participatory planning approach be implemented to ensure that the local community is involved in the development of options for re-use or disposal of materials. Consultation with the relevant PPC and Commune PCs should be carried out to ensure that strategies for re-use and/or disposal of materials maximize benefits and minimize negative impacts on local communities. Potential uses for the remaining materials are suggested below:

(i) Agriculture: Agricultural use provides one of the most desirable and practical uses of dredged/excavated material. However, the salinity and acidity of materials would need to be analyzed and possibly mitigated before it can be used for agricultural purposes. Reducing high levels of salinity can be a challenge because drying sediment is essential to successful handling whereas wetting with fresh water is required to reduce salinity. Experience from other projects has found that because of poor diffusivity associated with fine-grained material, wetting in its original state does not result in a significant reduction in salinity. Leaching of the salt can only be undertaken after the material had been dried. Acid and potential acid sulphate soils may also need to be mitigated prior to agricultural use. Mitigation for these types of soils is described below.

(ii) Natural Habitat Creation: Material can be used to create aquatic habitats for fish and benthic organisms, bird habitats (upland habitats and nesting islands) and wetlands. This option would need to be discussed with the relevant agencies involved in wetland management (e.g. DoNREs, the World Bank, the Asian Development Bank, conservation NGOs, and the provincial People’s Committees). These agencies may have proposed or ongoing projects that require dredge material for wetland creation near the Project Area.

(iii) Reclamation: Generally coarse materials, sands and gravels, are more suitable for reclamation schemes, especially if the land is to be used for buildings or other purposes, which involve heavy loadings. The reason is primarily that silts and clays consolidate over a long period and so are unsuitable for foundations. Because most maintenance dredged material is of this type most reclamation schemes will involve prospecting for suitable sources of materials to be dredged or will be related to capital dredging schemes where the materials is more likely to be suitable. Nevertheless, there are schemes, such as for parkland where settlement can be accommodated without concern, where silty materials can be used.

(iv) Other uses: Beach nourishment and offshore berm construction are possible but unlikely within the context of the Project, because excavation and dredging areas required for roads are inland, and there are numerous needs for excavated and dredged materials closer to the project site then the near shore and offshore locations of these other uses.

If residual material exists for which no beneficial reuse can be found, the following steps will be implemented to dispose of it on land: The dredge disposal site location will be determined in discussion with local communities and local authorities. Key criteria for identification of disposal site locations should include:

(i) Close proximity to dredge location to minimize transport movements



(ii) Compliance with existing and future land use planning (iii) Minimal land acquisition effects (iv) Minimal effects on residential land and maximum separation from households (v) Minimal effects on productive land (vi) Minimal effects on terrestrial biodiversity (vii) Avoid areas with high groundwater table

Once the dredge disposal location has been identified, the following disposal measures will be implemented:

(i) Step 1: Construct a contained clay disposal area. A ditch created by the excavation of material will form the drainage ditch for the disposal area, which is located on the outside of the perimeter dyke. The disposal area can be divided into a number of sub-containment areas by a suitable arrangement of internal bunds. These sub-containment areas are filled in sequence during the excavation/dredging activity. Once a sub-containment area is filled the surplus water/leach ate cannot be discharged directly to the waterway as suspended sediments have not had sufficient time to settle. One day should be sufficient for suspended sediments to settle and then the surplus water/leach ate can be drained from the area. Drainage structures are placed within the perimeter dyke to facilitate drainage of surplus water. A drainage ditch located around the periphery of the perimeter dyke will collect water/leach ate from the disposal area and lead it to the main discharge channel back to the waterway.

(ii) Step 2: The thickness of dredged material deposited in a continuous operation is usually limited to about 1.5 m as dewatering of this fine-grained clay becomes increasingly difficult and time consuming as the thickness increases.

(iii) Step 3: Ensure safety near the containment area. These disposal areas can prove to be very dangerous places for people (especially children) before consolidation has taken place. It is therefore important that sufficient measures are taken to prevent the local population from entering this area.

(iv) Step 4: For permanent disposal areas, vegetation will be carried out to stabilize the surface of the area.

ASS or PASS sediments will require treatment with lime to neutralize them before they can be reused for any beneficial purpose. If they are to be reused, ASS and PASS will be placed in temporary disposal areas for treatment prior to reuse. If they cannot be reused, permanent storages will be implemented. For the disposal of ASS or PASS sediments, the above disposal methods will be implemented and following the experiences at the Inland Waterways and Port Modernization Project for acid sulphate soils the dykes will be covered with PVC membrane to ensure drainage does not occur through the dyke walls and a lime layer will be used to cover the material. Testing of the quality of the sediment will be required before temporarily stored sediments are released for reuse. For sediments that have been identified as being contaminated with heavy metals, pesticides or other pollutants, the following disposal measures will be implemented:

(i) Testing of the leach ate potential of pollutants in the sediment – a Toxic Contaminant Leach ate Potential (TCLP) test or similar can be implemented to determine how much and what type of pollutants will leach from the material under the influence of rainwater


151

(ii) For sediments predicted to leach significant amounts of pollutants or highly toxic pollutants that could have significant adverse effects on the surrounding social and ecological environment, dispose of sediments in an existing sanitary landfill facility

(iii) For sediments predicted to leach lesser amounts of pollutants or pollutants that are likely to have minor adverse effects on the surrounding environment, the disposal measures described above for ASS and PASS affected sediments should be followed.

E1441 v 1 - World Bank Documents

Documents

Transcript of E1441 v 1 - World Bank Documents