2010

Urban Transport

Development Project

November, 03, 2010

Executive Summary Environmental Impact Assessment : Bac Son – Nam Hai Arterial Road, Haiphong, Vietnam.

E2615 V. 9

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

0

1

TABLE OF CONTENTS

1. INTRODUCTION ............................................................................................................................... 1

Background ............................................................................................................................................. 2

Project Development Objective.................................................... Error! Bookmark not defined.

Environmental Assessment Process and Legal Framework .................................................. 3

Project Description ............................................................................................................................... 4

2. ANALYSIS OF ALTERNATIVES ....................................................................................................................... 6

3. ENVIRONMENTAL SETTING ........................................................................................................................... 7

Socioeconomic Setting ......................................................................................................................... 7

Physical Cultural Resources .......................................................... Error! Bookmark not defined.

Biological Resources ........................................................................ Error! Bookmark not defined.

Surface Water ......................................................................................................................................... 9

4. ASSESSMENT OF IMPACTS AND MITIGATION ......................................................................................... 9

Surface Water ....................................................................................................................................... 10

Community Impacts ........................................................................................................................... 10

Construction Impacts ......................................................................................................................... 11

5. ENVIRONMENTAL MANAGEMENT PLAN ................................................................................................ 11

Management Organization and Responsibilities ..................................................................... 12

Environmental Monitoring. ............................................................................................................. 12

Environmental Supervision ............................................................................................................. 13

Independent Environmental Consultant (IEC). ........................................................................ 14

EMP Budget ........................................................................................................................................... 14

6. PUBLIC CONSULTATION AND DISCLOSURE .......................................................................................... 15

2

1. Introduction

BACKGROUND

This document summarizes the environment impact assessment of the Bac Son – Nam Hai Project in Vietnam, highlighting the main issues and conclusions of the Environment Impact Assessment (EIA), Environment Management Plan (EMP) and Environmental Safeguards Framework (ESF) of the project. According to both Vietnamese Environmental Assessment laws and regulations and the World Bank’s Operational Policy 4.01 Environmental Assessment, the proposed project is Category A for environmental assessment purposes, due to the scale and significance of potential environmental and social impacts and the sensitivity of the project areas. Therefore, a full environmental assessment report was required.

The Bac Son – Nam Hai Arterial Link is an integral part of the Urban Transport Development Project. In order to implement the alignment project, two Consultant firms were selected, including: (i) TEDI who was responsible for preparing design alternatives, investment report and basic design for the project, and (ii) Infra-Thanglong who was in charge of preparing safeguard reports including: RAP, RPW, EIA and EMP for the project. DONRE will be responsible for reviewing and approving the EIA and EMP. Construction Supervision consultancies will take the lead in ensure contractor compliance with the EMP. Furthermore, DONRE will also be responsible for supervising the implementation of EMP, reviewing project monitoring reports, and may implement regular/ad hoc monitoring, and request further mitigation measures based on their own environmental management jurisdiction. The PMU will contract experienced independent environmental monitoring services for external monitoring of compliance with the Environmental Management Plan. The firm will submit (quarterly or bi-annual) monitoring reports to the PMU and to the Bank.

The EIA and EMP reports cover the Bac Son – Nam Hai arterial link, service areas and all construction related infrastructure such as access roads, workers’ camps, borrow pits and disposal sites. All EIAs, EMP and EIA framework reports were submitted to the World Bank for review and they conform fully to Bank policy guidelines regarding environmental and social issues. All above reports have been made available in Vietnam and in the Public Information Center (INFOSHOP) of the World Bank.

As designed, the project (i) incorporated effective analysis of alternatives and engineering measures to maximize project benefits and minimize negative impacts that would have occurred; (ii) will not adversely affect or convert any critical natural habitats; (ii) will not adversely affect resources of high cultural value; (iii) will have minimized the need for resettlement and will provide adequate and just compensation and income restoration for affected peoples; and (iv) includes a management plan for addressing environmental and social issues during construction and operation of the project.

Project Development Objective

The project development objective is to improve urban accessibility and strengthen capacity for urban transport management and planning.

3

Environmental Assessment Process and Legal Framework

A full Environmental Assessment (EA) was carried out following the Vietnamese environmental assessment laws/regulations as well as the World Bank safeguards policies. Of the ten World bank safeguards policies, the following ones are triggered: (1) Environmental Assessment; (2) Involuntary Resettlement. Compliance with these policies, and the World Bank’s disclosure of information policy, is summarized in Table 1.

Table 1 - Compliance World Bank Safeguards Policies

Safeguard Policy Actions

Environmental Assessment (OP/BP 4.01)

• Category A project • Full EIA and EMP prepared for Component A.

Natural Habitats (OP/BP 4.04)

This policy is not triggered. The project will not impact any protected area nor will affect important/endangered flora or fauna species or biodiversity areas of high value. No action is required under the policy.

Pest Management (OP 4.09) This policy is not triggered. The project will not procure any pesticides nor will an increased use of pesticides result from the project. No action is required under the policy.

Physical Cultural Resources (OP/BP 4.11) This policy is not triggered. The project will not adversely affect

sites with archeological, paleontological, historical, religious, or unique natural values. The site selection criteria further ensure that all project areas do not contain physical cultural resources. Chance-find procedure will apply.

Indigenous Peoples (OP/BP 4.10)

This policy is not triggered. The project will not adversely affect indigenous peoples in the project area.

Safety of Dams (OP/BP 4.37) This policy is not triggered. The project area does not include any dams.

Involuntary Resettlement (OP/BP 4.12) Resettlement Action Plan has been prepared

Projects on International Waters (OP/BP 7.50) This policy is not triggered. The project area does not include

any international waters.

Forests (OP/BP 4.36) This policy is not triggered. The project will not finance

activities that would involve significant conversion or degradation of critical forest areas or related critical natural habitats as defined under the policy. No action is required under this policy.

Projects in Disputed Areas (OP/BP 7.60)

This policy is not triggered. The project area does not include any disputed areas.

4

Following the recent findings of a preliminary transport analysis titled “Urban Transport in Medium-sized Cities in Vietnam”, which was conducted for the Ministry of Construction and financed by a Japanese Consultant Trust Fund, Hai Phong People’s Committee has requested support for financing key investments in its public-transportation-oriented development strategy. On behalf of the Government of Vietnam, the Ministry of Planning and Investment (MPI) sent an official request to the World Bank on May 9, 2008, for support to a Hai Phong Urban Transport Development Project (UTDP).

This type of project is consistent with the 2007-2011 Country Partnership Strategy, particularly with components to improve both the national and regional level business environment by reducing logistics/transport costs through the provision of more efficient and reliable infrastructure services, as well as enhancing social inclusion by improving policies and infrastructure to address the needs of the urban poor and migrants. The project is also aligned with the Bank’s sectoral strategy for promoting clean, safe, and affordable transport by improving urban mobility through the construction of critical road infrastructure that facilitates future city development.

Project Description

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

The Urban Road Component (estimated cost of US$258.99 million) will increase urban accessibility through:

(i) provision of improved access to Haiphong’s Dinh Vu port for long distance truck traffic from outside the City;

(ii) provision of a new east west link (connected to main north south links) for longer distance and cross town traffic within Haiphong; and

(iii) support for urban development towards the city’s western boundaries. (iv)

The Bac Son - Nam Hai East-West Link project includes: i) two new bridges (Dong Khe and Niem 2) over the Lach Tray River and two small bridges (Re bridge and Hai bridge) over the western section of the road ; (ii) deck structure replacement for Niem 1 Bridge to ensure its continued safe operation; (iii) associated land acquisition and resettlement costs, including construction of basic infrastructure for 13 resettlement sites; and (iv) consultant engineering services for detailed design and construction supervision (see Table 2).

5

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

Location It runs from the existing National Highway 10 at Bac Son in the west of

the city to the new Haiphong Dinh Vu port area Length 20 km long Width 50. 5 mts No. lanes Dual 2 lane main carriageways Road Main Sections Bac Son to Quan Tru (km0-km9);

Quan Tru to Nam Hai (km9-km20) Bridges 1.Re bridge (87.8m long) at km 0+700, and An Kim; 2.Hai bridge (35.1m

long) at km 4+795; 3. Dong Khe bridge (at km 9+463, width: 30m; span structure 4x33+(75+120+75)+4x33 (m)=534m overall. 4. Niem 2 bridge at km 11+150; width: 30m; span structure (4x33+75+120+75+4x33 (m) =534m in total.

Underpass 15m long box culvert under the approach road of Rao 1 bridge; using an open U-shape trench. The length of each U-shape segment is 20m; the structure arrangement is 4x20+15+4x20 = 175m in total.

Estimated Construction Time Five years Projected cost US$258.99 million; with IDA financing US$163.41 million The road is divided into two main sections (i) Bac Son to Quan Tru and (ii) Quan Tru to Nam Hai:

(i) Bac Son – Quan Tru link (Western section) (US$90.75 million). This section starts at Bac Son (km 0), where the project road intersects with NH10, and ends at km 9+200 at the approach to the Dong Khe bridge over the Lach Trey river. This section of the road crosses the An Duong district which currently is largely a peri-urban agricultural area, but which is scheduled to be urbanized over the next 10 years in the city Master Plan. The main land features are low laying rice fields alternating with residential areas (villages) and some industrial buildings.

This section of road is to be built in two phases. In this project only Phase 1 is to be constructed. This comprises a main dual 2 lane carriageway with a cross-section of 27.5m which is essentially the same as the central part of the full scale cross-section. In phase 2, when the area is urbanized, the local lanes (i.e. frontage roads) will be constructed, as well as footpaths, to complete the 50.5m cross section. In order to protect the land required for future use in Stage 2 from illegal encroachment land acquisition is to be implemented in Stage 1 for the entire 50.5 m width of the cross section. The foreseeable widening also explains for the absence of sidewalks in the Stage 1 design cross-section. There are two small bridges in this section - the Re bridge (87.8m long) at km 0+700, and An Kim Hai bridge (35.1m long) at km 4+795.

(ii) Quan Tru – Nam Hai link (US$97.822 million): This section runs from the approach to the Dong Khe bridge at km 9+200 to Nam Hai at km 20+000, (a length of 10.8km), after which the link enters the new port complex of Chua Ve – Doan Xa. The overall cross section is 50.5m, and this section of road is to be constructed with dual 2 lane main carriageways and

6

2 lane side/frontage roads, and 5 meter footpaths on either side. This section crosses the Hai An, Le Chan and to lesser extent Ngo Quyen and Kien An districts – all of them urban districts. These districts are largely residential (villages or urban houses) and some industrial buildings.

There are two major bridges in this section each with a 30 m cross section that excludes frontage roads and footpaths. Dong Khe bridge (also called Dong Hoa bridge) at km 9+463, is 30m in width and has a span structure 4x33+(75+120+75)+4x33 (m)=534m in total. Niem 2 bridge at km 11+150 is also 30m in width and has a span structure (4x33+75+120+75+4x33 (m) =534m in total. The other significant structure on the link is the tunnel/underpass under the existing Hai Phong – Do Son arterial road approach to Rao 1 Bridge at km 14+000. The design of the underpass provides for building a 15m long underpass below the approach road of Rao 1 bridge; using an open U-shape trench. The length of each U-shape segment is 20m; the structure arrangement is 175m in total. An additional important section is the dyke shifting (by less than 10m) along the Cau Rao curved bend (left bank segment) of the Lac Tray River to accommodate the right-of-way required for the road specifications. 2. ANALYSIS OF ALTERNATIVES Alternative alignment analysis has been carefully conducted during the feasibility study and EA preparation process. Alternative alignment has been extensively studied to choose the optimal scheme in terms of environmental and social impact, technical feasibility and financial and economic benefits. Consultation with local governments and relevant authorities in charge of environmental sensitive areas and crossing of urban areas were conducted and fully incorporated into the alternative alignment selection process.

The Do Nothing Alternative:

Hai Phong city is connected with other provinces not only by roads from Hai Phong harbour but also by roads from the Hai Phong urban area. The Nguyen Van Linh – Nguyen Binh Khiem road connects Hai Phong Port with Highway No. 5. It also passes through the sub-urban area of Hai Phong City. In recent years the traffic volume of this corridor has increased as a consequence of more freight transport and travel by local residents using heavy trucks, cars, minivans, motorbikes, bicycles and public buses. The traffic congestion is aggravated as all vehicles share the same traffic lanes, which results in serious traffic accidents. As urbanization along the corridor grows, the city suffers from serious exhaust emissions, dust pollution, and conflicts between inter-regional and residential traffic. Furthermore, high urbanization rates coupled with the mounting commercial activity of the Hai Phong port will lead to the formation of urban strips along arterial roads. Large inaccessible areas situated 10 km from the city center will not be properly developed. This condition will lead to urban sprawl, increase in real estate price for areas accessible by 4WD vehicles, and reduced opportunities for affordable housing projects.

Build Alternatives: Based on previous feasibility studies two final road designs were explored and evaluated in terms of their various impacts during construction and operation phases. Both

7

alternatives (A1, A2) were evaluated from the Cau Rao intersection (in Vinh Niem ward) to the cross-road of Le Hong Phong Road in Dang Hai ward (Table 3). Alternative 2, a shorter and straight link was rejected mainly because the proposed road section would run through a densely populated area, causing significant air, noise pollution and vibration in addition to triggering a Large scale resettlement process particularly on households located in densely populated areas along Ngo Gia Tu 2 road, and the section from Cau Rao to Le Hong Phong road.

Table 3. Summary of Main Impacts Associated with Alternatives 1 and 2

Main factors Alternative 1 Alternative 2 Mitigation, compensation, and resettlement

Low level resettlement to households occurring at least densely populated areas; residents may stay at villages or communes through land regime and new resettlement sites.

Large scale resettlement particularly involving households in densely populated areas along Ngo Gia Tu 2 road, and section from Cau Rao to Le Hong Phong road.

Potential environmental impacts

Length of road construction is greater than A2; households and industry along proposed road occur in low density areas. Overall impacts likely minimized.

Length of road construction is smaller, the alignment impacts densely populated area. Thus, potential environmental impacts during both construction and operation stages would affect a high number of residents.

Operation, Safety, and cumulative impacts of proposed road sections

The proposed link follows a pronounced curve along the Lach Tray river. Traveling speed decreases along curve. It requires proper minimization and mitigation measures to guarantee safety. However, modeling of potential impacts on the river flow, erosion and sedimentation rates yielded harmless results.

Alternate road runs straight, traveling speed is ensured, vision angle is wide. Thus, safety level is high. However, road would alter current draining direction, divide residential areas, and alter traveling and transport modes of local residents.

Conclusions Recommended Not Recommended

3. ENVIRONMENTAL SETTING

A necessary and important element of the EA was the baseline research that describes the physical, ecological, and social characteristics of the project area. A detailed environmental baseline was needed to highlight locations of highest potential impact. The project area has plenty of ponds, streams, irrigation, and drainage channels. The landscape is mostly a flat cultivation area with a dense irrigation system. The surface water drainage is mostly controlled through canals and irrigation systems such as the Dong Quoc Binh canal, An Kim Hai canal in combination with other canals and rivers. Socioeconomic Setting

Hai Phong population size, according to the 2007 census, was 1,832 million inhabitants (1.206 persons/square kilometer), of which 746,900 were rural residents (40% of the population); the average population growth of Hai Phong during 2000-2007 was 1.07% in the city and 3.23% in the surrounding areas. Approximately, 899,700 people work in agriculture, and the remaining

8

871,100 work in non-agriculture activities such as industry, manufacture, services, and construction.

The proposed project will be implemented in the Le Loi, Dang Cuong, Hong Thai, and Dong Thai communes and the Quan Tru, Dong Hoa, Vinh Niem, Dang Giang, Cat Bi, Thanh To, Dang Hai, and Nam Hai wards. Wards on the Quan Tru-Nam Hai section are urban with high population densities and average income of more than VND 9.5 million/person/year. This income is mainly originated from service sectors. Meanwhile, communes on NH10-Quan Tru section are suburban. These communes derived their main income from agriculture (average income around VND 8.5 million /person/year).

According to survey results, the main income of households was derived from business services, handicraft, and self-employment (66.1%), agriculture (8.2%), the rest are staff officers, and servants (25.7%). The income of households in the project area is mainly 2-3 million VND per month (up 50.4%), followed by 3-5 million VND (up 32.1%), 5 million (11.3%) and under 2 million VND per month 6.2%. Aareas such as Nam Hai, Dang Hai, Dong Hoa and Le Loi received 2-3 million VND/month. Dong Thai, Bac Son and Dang Cuong obtain under 2 million VND. The income over 5 million accounts for a small scale activities and is equally distributed among the ward / commune projects.

Physical Cultural Resources

Within the project area, there are a number of buildings that are considered sensitive and culturally important, including pagodas, temples, cemeteries, schools, medical centers, and the community meeting house. These residential areas will be exposed to indirect impacts such as dust, noise, emissions, and obstructing traffic generated during the construction and operation period. Relics have been found primarily at Cat Ba district which is 60 km from the center of Hai Phong city (Cai Beo area). Recently other relics have been found at Thuy Nguyen district (Trang Kenh area) which is 12 km from the nearest project alignment. According to officers from the Department of Culture, Sport and Tourism, some relics may be found in the An Duong district where construction activities along the alignment in communes such as Bac Son, Le Loi, Dong Thai, and Hong Thai are going to take place. Chance finding procedures are included in the EMP.

Biological Resources

The Project is largely situated in an agro-ecosystem with two distinct typologies (floodplains and lowland urban areas) wherein the land area has been cleared and devoted to agricultural use paddy fields) and the surface water regime is managed for agricultural production and flood control. Agricultural cultivation involves the regular use of chemical and organic inputs, which alter surface water and runoff quality. The fruit trees in the area consist of longan, jackfruit, mango, coconut, pomelo, orange, apple, sugar-apple. The dominant fauna in the environs are domesticated species, mainly poultry fowl, buffalo, cow, pig, duck, goat, and horse. From Dang Giang, Cat Bi and Thanh To wards, as the alignment moves east to more urban areas, human activities have likewise modified the landscape with multiple residential, industrial, and service infrastructure. The main species of

9

animals and plants found along the alignment have more economic than ecological value. There are no species present in the project area currently listed in the Red book of Vietnam.

Surface Water

Most of the 20 km of the proposed road are mainly on the level of alluvial plains of the Lach Tray River. The project area has plenty of ponds, streams, irrigation, and drainage channels. The landscape is mostly a flat cultivation area with a dense irrigation system. The surface water drainage is mostly controlled through canals and irrigation systems such as the Dong Quoc Binh canal, An Kim Hai canal in combination with other canals and rivers. In the project area the Re river is the main water supply for the An Duong water plant. The water collection point from Re river to the An Duong plant is 7 km downstream from the site of the bridge to be constructed across the Re river (at the beginning of the route). The remoteness of the water collection point significantly reduces any potential pollution derived from construction activities. 4. Assessment of Impacts and Mitigation

As all transportation projects, the Bac Son – Nam Hai link project will have the potential to cause direct, indirect, or cumulative impacts to the social and natural environments. The project is based on a four -fold approach to minimize and mitigate environmental and social impacts: 1) Avoidance: Alternative analysis has been regarded as one of the most important mitigation measures to minimize potential adverse environmental and social impact. Minimizing land acquisition and resettlement to the extent possible has also been a key criterion for alignment selection during the feasibility and EA studies. 2) Sound Engineering for design and construction: The project has been designed and will be implemented with state-of-the art engineering. 3) Comprehensive Mitigation plans: detailed environmental mitigation plan. 4) Compliance framework: strict supervision and monitoring on implementation of mitigation measures during construction.

The project will significantly contribute to better the quality of life of rural and low income families reducing the gap between the rich and the poor in the region. It is expected that traffic density, road accidents, and congestion will be significantly reduced along other routes of Hai Phong as a result of the project. The western side of the alignment is mostly rural. The eastern side is mostly semi-urban and urban. Consequently, the most important impacts are summarized as follows:

Human environment: local agricultural areas, local communes/wards (households), cultural buildings (e.g., Pagodas, schools, tombs), and local enterprises during construction. In the long-term changes in Land Use (rural to urban) are expected to intensify mostly via development of the area; Physical environment: a) Hydrological connectivity of the area (water supply, drainage, and irrigation of paddy and crop fields) will be interrupted during construction and operation. b) Temporary disturbance due to noise, dust, emissions, vibrations, and waste management during construction. Small, localized and temporary impacts are expected to occur at sections where bridges, crossings, and underpasses will be constructed. Anticipated impacts on natural areas and species will be negligible as a result of the agricultural and semi-urban character of the landscape and the lack of protected areas along the proposed road.

10

Surface Water

Around 61 ha of cultivated land in 13 communes/wards would be acquired by the proposed project. Therefore, secondary irrigation/drainage canals and farming (tertiary) canals and culverts of local irrigation systems will also be affected (Figure 1). Based on field surveys and public consultation conducted by environmental consultants, about 45 existing canal-sections would be affected by the proposed road during land clearance. Control measures have been identified in order to avoid potential damage to the irrigating system.

Minimization measures should be implemented in order to reduce water speed and volume by increasing the number of drainage culverts and selecting proper places for culvert placement to avoid erosion effects.

Figure 1. Typical canal in Bac Son Commune Paddy field in Dang Cuong Commune

Community Impacts

Community impacts are mainly related with (i) land acquisition, relocation of houses, and livelihood impacts; (ii) impacts on community infrastructure; (iii) noise impacts; and (iv) safety and connectivity especially in rural areas; and (v) nuisances from construction.

Resettlement Impacts

Although the alignment has been designed applying the avoidance principle on densely populated centers, around 2941 households (12,411 persons) covering 13 communes and wards of five urban/rural districts will be affected. Of these, 1635 households would need to be resettled. The acquisition of land for the 13 resettlement sites will affect an additional 805 households who would also be accommodated in the proposed resettlement sites. HP-PMU, in coordination with the ward and commune authorities has identified 13 potential resettlement sites covering an area of about 53 ha. Project affected households are located in wards/communes such as Dang Cuong, Hong Thai, Dong Thai , Dong Hoa, Nam Hai, Dang Hai, Bac Son, Le Loi, and Vinh Niem. These are located in Kien An, Le Chan, and An Duong Districts. A Resettlement Action Plan (RAP) has been prepared according to the Involuntary Resettlement Policy of the World Bank (OP 4.12). The RAP includes

11

programs for replacement of houses, land, schools, and relocation of cemeteries, and other community assets. Long-established patterns of life will be disturbed, and the ability of the families to earn a living could be drastically reduced. The recommended mitigation measures involve timely land acquisition and compensation according to the resettlement plan, reflecting the high priority given by WB and the Government of Vietnam to fair and equitable land acquisition.

Construction Impacts

Construction of the Bac Son – Nam Hai road will cause temporary impacts to the surrounding environment. Typical short-term construction impacts could include noise, vibration, air quality, water quality and solid waste. If properly planned, construction impacts to neighborhoods, businesses, and the natural environment can be minimized. Several aspects of construction have been received special attention such as access roads, disposal of excess material from construction, and management of camps

Due to potentially uncontrolled waste discharge during construction mud accumulation during road construction might occur in the canal system, especially at culverts and division gates, affecting water conveyance capacity to cultivation plots. Lubricant and asphalt from the road surface, especially in the rainy season could spread to the irrigation water source. Chemical substances following the water flow in canal systems, through conduction and convection would reduce water quality for irrigation, affecting agricultural products, cultivation soils condition, and drainage water quality back to the river (An Kim Hai canal, Re river, Lach Tray river). However, this type of impact could be controlled and mitigated during construction activities. Open land surfaces, excavations, and soil stockpiles will result in higher silt loading in runoff if proper mitigation measures are not taken. The contractors shall follow the EMP sedimentation control plans prior to the commencement of the civil works to minimize sedimentation in canal systems and river bed.

By taking mitigating measures, water pollution from construction is expected to be moderate, short-term, temporary, and reversible. The mitigating measures recommended include: (i) limiting the period of construction by carrying out several contract packages at the same time; (ii) Stockpiling should occur at least 10m from a water course.; (iii) providing temporary drainage during construction to reduce channel erosion; (iv) installing sedimentation control measures (sediment trap, straw bale barriers) at points of discharge to watercourses; (v) installing facilities to remove mud from the tires of construction vehicles; (vi) No oil, lubricants, fuels or containers should be drained or dumped to ground or waterways ; (vii) ensuring the proper disposal of solid waste from construction activities and workers’ camps and viii) Timing of works around the dry seasons when possible. 5. Environmental Management Plan

A detailed assessment of mitigation measures was carried out along the alignment of the road. These measures were either: (i) incorporated in project design and hence already included in the

12

bill of quantities; or (ii) included in the environmental specifications for contractors. In addition, site specific measures were identified for all sensitive areas along the road. The types of measures include: special culverts for irrigation canal crossings, lining of canals during construction, special crossings for community connectivity, pedestrian crossings (flyovers), relocation of pumping stations for irrigation, shifting of irrigation canals. The EMP also includes an Environmental Safeguards Framework (ESF) specifically for the environmental management of temporary works that are left for contractor to design, and environmental monitoring and capacity building programs. Main components of the EMP are:

• Environmental protection measures in design stage: mitigation measures have been incorporated in project design: alignment selection, noise reduction, landscaping, and special attention to protect irrigating system.

• Environmental protection measures during construction: these include: environmental specifications for construction, camp management, restoration of affected areas, access roads, quarries, and sand banks.

• Environmental protection measures during operation: mainly monitoring program.

Management Organization and Responsibilities

Proper environmental management during construction requires the involvement of several stakeholders and agencies, each with different roles and responsibilities to ensure that adverse impacts are minimize during the construction of the Bac Son - Nam Hai East-West Link Road (Figure 2). Environment management responsibilities have been defined. Environmental management during construction involves the Project Management Unit (PMU) of the Department of Transport, the Environmental Management Unit in PMU, Contractors, and Environmental Supervision Engineers as part of the Construction Supervision team (CST) and the Independent Environmental Monitoring Consultant (IMC). Figure 2 presents the relationships between all actors for the environmental management of the construction of the Bac Son – Nam Hai road.

Environmental Monitoring

It is essential to design the monitoring program and monitoring frequency appropriately to be able to demonstrate both the overall performance of the project works as well as the short-term impact due to peak construction activities. The environmental monitoring program will be implemented during construction and operation process at 3 levels:

• Monitoring the level of compliance with mitigation measures • Community-based Monitoring • Monitoring environmental parameters;

In order to minimize the environmental impacts during construction of the Road Project, the project proponent shall ensure that Project-specific monitoring and audit requirements are established for the project. The monitoring and audit shall be carried out by an Independent Environmental Monitoring Consultant (IMC) appointed by DOT. IMC will be responsible for carrying out environmental sampling and monitoring twice a year, on all environmental-related issues regarding the Contractor’s works. IMC will check, review, verify and validate the overall environmental performance of the project through regular inspections and review. This review will

13

provide confirmation that the reported results are valid and that the relevant mitigation measures and monitoring program provided in the Project EMP are fully complied with. He/she will also supply specialized assistance to PMU and EMD in environmental matters.

Figure 2: Control and Reporting Lines for the Management of Environment during Construction

Environmental Supervision

During construction, the environmental supervision shall be carried out by a qualified Construction Supervision team (CST) reporting to the PMU. The CST is responsible for inspecting, and supervising all construction activities to ensure that mitigation measures adopted in the EMP are properly implemented, and that the negative environmental impacts of the project are minimized. The CST shall engage sufficient number of qualified staff (e.g. Environmental Supervision Engineers) with adequate knowledge on environmental protection and construction project management to perform the required duties and to supervise the Contractor’s performance. The Environmental Engineers shall be led by a Workplace Safety and Environment Supervisor (SES) who shall have extensive knowledge and experience (at least 5 years experience is required) in environmental management, supervision and monitoring on construction projects to provide, objective and professional advice to the client on the environmental performance of the project. The SES shall be familiar with the environmental legislatives requirements of the Socialist Republic of Viet Nam. Depending on the project requirements, the SES may be required to work full-time on-site.

PMU

Department of Transport

CST

General control

Public utility companies (water supply company, Fatherland Front,

I i ti E i i

CONSTRUCTION ACTIVITIES &

IMPLEMENTATION OF MITIGATION MEASURES

Local authority

Community

Independent Monitoring Consultant

Responsibility line

Cooperation line

Relevant agencies and relevant state -owned companies

Environmental Management

Unit

14

Independent Environmental Consultant (IEC)

The Contractor shall be required to appoint a competent individual as the Contractor‘s on-site Safety and Environment Officer (SEO). The SEO must be appropriately trained in environmental management and must possess the skills necessary to transfer environmental management knowledge to all personnel involved in the contract. The SEO will be responsible for monitoring the Contractor‘s compliance with the EMP requirements and the environmental specifications. The duties of the SEO shall include but not be limited to the following:

• Carry out environmental site inspections to assess and audit the Contractors' site practice, equipment and work methodologies with respect to pollution control and adequacy of environmental mitigation measures implemented;

• Monitor compliance with environmental protection measures, pollution prevention and control measures and contractual requirements;

• Monitor the implementation of environmental mitigation measures; • Prepare audit reports for the environmental monitoring data and site environmental

conditions; • Investigate complaints and recommend any required corrective measures; • Advise the Contractor on environment improvement, awareness and proactive pollution

prevention measures; • Follow the procedures in the EMP and recommend suitable mitigation measures to the

Contractor in the case of non-compliance. Carry out additional monitoring of noncompliance within the specified timeframe instructed by the EMD;

• Liaison with the Contractor and EMD on all environmental performance matters; and Contractor‘s submission of EMP Implementation Plan reports to the EMD, SES, and relevant administrative authorities, if required;

• Keep detailed records of all site activities that may pertain to the environment. EMP Budget Following regulations of Vietnamese Laws, the Contractor must ensure abiding with the following four HSET criteria: Health for Community (Health); Site Safety (Safety); Environmental Sanitation (Environment) and Transport Management (Transportation). The cost for organization, training, dissemination, procurement, operation of equipment, and manpower for implementation of mitigation measures in and out of the site in accordance with HSET requirements are integrated in the construction package. Contractors will be responsible to study, prepare alternatives and offer cost estimation for these activities. It is considered as one of the criteria for assessing the capability of the Contractor in the future and compliance level of the Contractor. Apart from costs, which have been calculated in relevant packages/contracts, one more cost element will be required for EMP as follows:

15

Table 4: Total Cost for the Evironmental Management Plan

Contents Cost (VND)

Cost for operation of community monitoring system 108,000,000

Cost for Independent Montioring Consultant 2,200,000,000

Cost for monitoring program implementation 1,400,000,000

Cost for capability building and training 155,000,000

Cost for risk/incident respond 500.000.000

Total 4,336,000,000

(Four billion, three hundred and thirty six million Viet Nam dong) Note: The above cost rate is estimated based on current unit price and Consultant’s experiences. Because the project will be implemented over many years, price fluctuation will be unavoidable. A contingency amount should be prepared for any unavoidable price or cost increase during project implementation 6. PUBLIC CONSULTATION AND DISCLOSURE The World Bank safeguard policies and Vietnam Decree No.80/2006/NĐ-CP about environmental impact assessments require involving stakeholders, including project-affected groups, relevant local authorities, and organizations, as early as possible, in the preparation process and ensure that their views and concerns are made known to decision makers and taken into account

For Bac Son – Nam Hai project, a combination of opinion surveys and public meetings in the wards, and communes, have been implemented during preparation of the EA and Resettlement Action Plan. Each mitigation measure was determined by suggestions from both experts and public. Most of the concerns have been incorporated either in project design or in the environmental management plan or resettlement plan.

All above reports have been made available in Vietnam and in the Public Information Center (INFOSHOP) of the World Bank.