PHẦN 2 TÀI LIỆU HỖ TRỢ: CÁC TẤM THÔNG TIN VÀ TÀI LIệU … · Một con đường...

Birdlife International & Ban quản lý VQG Chu Yang Sin

VƯỜN Q UỐC G I A C H U YA N G S I N ĐÁNH GIÁ CON ĐƯỜNG DỰ KIẾN VÀ CÁC

SỰ PHÁT TRIỂN TUYẾN ĐƯỜNG MÒN TRONG VÙNG LÕI

PHẦN 2 TÀI LIỆU HỖ TRỢ: CÁC

TẤM THÔNG TIN VÀ TÀI LIệU THAM KHảO

29 Tháng 3, 2010

MụC LụC

CÁC TẤM THÔNG TIN

TẤM I: CẢNH QUAN VÙNG ĐỆM (XÃ YANG MAO) ........................................................................ 3

TẤM II: CÁC DỊCH VỤ HỆ SINH THÁI CỦA VQG CYA ĐƯỢC CỘNG ĐỒNG VÙNG ĐỆM SỬ DỤNG ................................................................................................................................................................................ 4

TẤM III: SỰ TIẾP CẬN CỦA CON NGƯỜI, NHỮNG NƠI ĐỊNH CƯ TRƯỚC ĐÂY& HOẠT ĐỘNG SĂN BẮT TRONG VÙNG LÕI CỦA VQG CYS HIỆN NAY ........................................................................... 5

TẤM IV: CẢNH QUAN CHUNG CỦA VÙNG LÕI VQG CYS ........................................................................ 9

tẤM V: ẢNH BẪY ẢNH ..................................................................................................................................... 12

TẤM VI: ĐƯỜNG MÒN K’MAR VÀ DỰ ÁN THỦY ĐIỆN ............................................................................. 15

TÀI LIệU THAM KHảo

13.0 Annexes................................................................................................................................................... 16

13.1 Summary of Relevant decisions for the proposed road & MOU on alternative routes ...................... 16

13.1.1 Relevant decisions for the proposed road ................................................................................. 16

13.1.2 Conclusions of the MoU for alternative routes .......................................................................... 20

13.2 Description of the Field mission .......................................................................................................... 20

13.3 RIAM methodology for workshopping priorities ................................................................................ 22

13.4 CYSNP RIAM Assessment Matrix for participatory prioritization of management decisions ............. 29

13.5 The global importance of CYNP for Gibbon conservation ................................................................... 30

13.4 International Examples of wildlife underpasses, overpasses and tunnels .......................................... 32

I C E M | B I R D L I F E | C Y S N P P A R K M A N A G E M E N T B O A R D

C Y S N P R O A D A S S E S S M E N T | S U P P O R T I N G MA T E R I A L | 2 0 1 0 | 3

CÁC TẤM THÔNG TIN TẤM I: CẢNH QUAN VÙNG ĐỆM (XÃ YANG MAO)

Các con đường hiện nay gần vùng lõi không có lát mặt và không đi qua được sau khi mưa. Các vùng đất sét có những đường rãnh dài, và sự đọng nước phổ biến cho thấy sự thoát nước kém theo chiều ngang.

Các thung lũng đáy bằng phẳng trong vùng đệm được canh tác thâm canh, với lúa ở đáy thung lũng và ngô ở sườn đồi. Một số mảnh rừng xuống cấp vẫn còn tồn tại dọc theo các đỉnh đồi ở một số nơi

Có một số cộng đồng sống rãi rác trong vùng xung quanh xã Yang Mao, một số ở các cụm làng và một số ở các căn nhà biệt lập rãi rác. Có một số dịch vụ tối thiểu trong các vùng biệt lập này, với các cộng đồng phụ thuộc vào nguồn nước suối và dùng củi đốt để nấu ăn và sưởi ấm



TẤM II: CÁC DỊCH VỤ HỆ SINH THÁI CỦA VQG CYA ĐƯỢC CỘNG ĐỒNG VÙNG ĐỆM SỬ DỤNG

NƯỚC: Các dòng sông, su�i b�t ngu�n t� VQG CYS cung c�p ngu�n n��c t��i quan tr�ng cho nông nghi�p đ�a ph��ng và cho m�t h� th�ng c�ng t��i và các kênh h� r�ng kh�p (c� b�ng bê tông và b�ng đ�t))

ĐỘNG VẬT HOANG DÃ: Các c�ng đ�ng s� d�ng b�y đ� săn b�t làm th�c ph�m, trong khi nh�ng ng��i th� săn chuyên

nghi�p t� xa nh�t là Quãng Bình đ�n săn b�t đ� bán. Cái b�y l�n này có th� b�t đ��c thú l�n và đ��c tìm th�y trong nhà c�a m�t ng��i dân Yang Mao.

LÂM SẢN NGOÀI GỖ: Năng su�t nông nghi�p th�p có nghĩa là m�t s� ng��i dân đ�a ph��ng b� sung kh�u ph�n ăn

c�a h� b�ng cây c� thu th�p t� vùng lõi c�a VQG CYS.



TẤM III: SỰ TIẾP CẬN CỦA CON NGƯỜI, NHỮNG NƠI ĐỊNH CƯ TRƯỚC ĐÂY& HOẠT ĐỘNG SĂN BẮT TRONG VÙNG LÕI CỦA VQG CYS HIỆN NAY

Có một mạng lưới đường mòn rộng khắp ở vùng lõi VQG CYS, nối các làng cũ với nhau (đã di dời từ 1982) và các điểm cảnh quan chính như các dòng suối và các đỉnh cao. Các đường mòn này thường ở các khu dốc cao với các bụi tre làm việc đi lại khó khăn

� các đ� cao, có m�t s� thay đ�i sang th�c v�t th��ng xanh và các tuy�n đ��ng mòn rõ ràng h�n và d� đi h�n.

Trong các cánh r�ng thông, các đ��ng mòn có th� b� m�t d�u trong đ�t c� có di�n th� t�i đa nh�ng vi�c đi l�i không khó l�m.



Có d�u hi�u c�a vi�c đ�t b�y và các ho�t đ�ng săn b�t � c��ng đ� cao trong vùng lõi. Các hàng rào nh� th� này đ��c làm b�ng tre d�c theo các tuy�n g�n các dòng su�i. Nh�ng kho�ng tr�ng c�a hàng rào đ��c ch�a ra đ�u đ�n và đ�t các b�y b�ng dây cáp xe hai bánh đ� b�t thú nh� khi chúng đi đ�n su�i.

Các b�y đ��c tìm th�y trong ph�m v� 10km trong vùng lõi g�m có hàng ch�c b�y làm t� dây cáp xe hai bánh (nh� và l�n) và b�y l�ng tre



M�t cu�c tu�n tra xuyên qua t� Krong No đ�n Yang Mao đã phát hi�n m�t nhóm th� săn t� t�nh Quãng Bình đ�n c�m tr�i sâu trong vùng lõi c�a l�u v�c Dak Gui. Các th� săn này đã d�ng lên ph��ng ti�n n�u n��ng và ch� ng� và các ch�t canh gác trên ng�n cây.

Thú đ��c b�t và gi� cho s�ng trong các l�ng tre đ� các th� săn t�p k�t m�t l��ng l�n thú.



VƯỜN QUỐC GIA BIDOUP NÚI BÀ‐ĐƯỜNG 723

Đường 723 nối Đà Lạt và Thạch Trai đi xuyên qua góc đông nam của VQG BDNB. Một con đường tương tự về mặt thiết kế với con đường đang dự kiến đi xuyên qua VQG CYS và địa hình và thảm thực vật cũng liền mảng với VQG CYS vì cả hai VQG tạo thành một phức hợp rừng chính của Cao nguyên Đà Lạt.

Kinh nghiệm trong việc quản lý tác động của Đường 723 sẽ rất có giá trị đối với BQL VQG CYS cũng như các bài học trong việc thiết kế và thi công con đường. Các bức ảnh sau đây cho thấy rằng các kỹ thuật thi công và kỹ thuật ổn định dốc kém gây ra việc lở vật liệu đào, cắt xuống dốc có thể làm trầm trọng thêm các tác động lên VQG



TẤM IV: CẢNH QUAN CHUNG CỦA VÙNG LÕI VQG CYS

CÁC DÒNG SÔNG VÀ CÁC THUNG LŨNG: Các mỏm đá granite là rất phổ biến trên dốc đồi và ở một số dòng sông

Dak Gui là một trong các dòng sông chính của vùng bằng phẳng hơn ở phía nam của vùng lõi. Các thung lũng rộng và các dốc thoải của lưu vực này, cùng với sự phong phú nguồn nước và rừng thông tạo ra những sinh cảnh lý tưởng cho nhiều loài chính ở VQG CYS như: gấu, vượn, nai, nhím, heo rừng, và khỉ



Các chóp núi ở CYS được che phủ bởi rừng thông. Một số chóp núi có dấu hiệu chặt trắng. Các thung lũng có độ cao lớn, hình chữ V, các đường đỉnh núi gấp nếp và các dốc cao sẽ làm cho việc thi công đường khó khăn‐đòi hỏi phải làm những khúc uốn lượn và vượt qua những đáy thung lũng.

Các dấu vết của một loài thú lớn trong lưu vực Dak Gui. Bức ảnh toàn cảnh dưới đây cho thấy các thung lũng rộng của lưu vực Dak Gui so với các đường chóp núi gấp nếp của khu phía bắc và trung tâm của VQG CYS.



Dấu vết của lửa (bên trái) và sạt lở đất (bên phải), cả hai là thảm họa thiên nhiên ảnh hưởng VQG CYS. Lửa có thể bị gây ra bởi sét hoặc hoạt động của con người trong vùng lõi, trong khi sạt lở đất là kết quả của việc làm mất ổn định sườn dốc do sự thay đổi thảm thực vật và do mưa lớn. Cả hai loại sự kiện này có thể trở nên thường xuyên hơn khi có sự phát triển giao thông.

Hi�n nay BQL VQG CYS t�o ra nh�ng băng c�n l�a đ� ki�m soát cháy.



TẤM V: ẢNH BẪY ẢNH

BẪY ẢNH

• Ảnh của Mai Đức Vinh (2009) • 02 điểm thu mẫu: (i) khu Chu H’rang Kreou (9 máy bẫy ảnh), (ii) Lưu vực Dak Gui (07 máy) • Thu mẫu ảnh 1 tháng 1 lần ở mỗi điểm. • 8 loài thú chính đã được chụp bẫy ảnh (xem ảnh dưới đây)

Nai | Sambar

Mang lớn | Muncjack



Mang | oriental chevrotain

Heo rừng | boar

Khỉ mặt đỏ | macaque



Khỉ đuôi lợn | macaque

Cầy going | large Indian civet

Mèo rừng | leopard cat

Nhím | porcupine



TẤM VI: ĐƯỜNG MÒN K’MAR VÀ DỰ ÁN THỦY ĐIỆN

Dòng Krong K’mar là một trong các dòng suối chính tiêu nước khu vực phía bắc của VQG CYS. Chất lượng nước rất trong với một số đá lộ thiên giữa dòng. Đường vào dự án thủy điện Krong K’mar được kiểm soát bởi một nhà gác và một cổng được canh gác 24/24 giờ do nhà vận hành thủy điện thực hiện.

Một con đường dài 10km đã được xây dựng trong vùng lõi của VQG CYS dẫn đến nhà máy thủy điện. Địa hình dốc và đất sét của VQG có nghĩa là những vùng lởn của dốc đồi hai bên con đường sẽ bị dọn sạch và xây dốc lại, gây răng xói lở, mất ổn định và tăng lượng phù sa trong nguồn nước. Các con đường đi men theo các đường nước, như đường này, sẽ giảm tính tiếp cận đến nguồn nước.



13.0 ANNEXES

13.1 SUMMARY OF RELEVANT DECISIONS FOR THE PROPOSED ROAD & MOU ON ALTERNATIVE ROUTES

13.1.1 RELEVANT DECISIONS FOR THE PROPOSED ROAD

There are three policies of critical importance for the decision on the proposed road through CYSNP: (i) EIA approval procedure, (ii) EIA approval committee, and (iii) decision on the construction of the Ho Chi Minh Highway. This summary focuses on issues relating to Dak Lak province.

1. EIA Approval Procedure: Decree 21

On 28 February 2008, Government of Viet Nam has issued Decree 21/2008/ND‐CP as an amendment to Decree 80/2006/ND‐CP on Guidance for implementing Law on Environment Protection. Decree 21 has defined the procedure for EIA. The major shift in the amendment is that more authority is given to province People’s Committee in EIA approval process instead of MONRE.

• Projects requiring an EIA: Article 3 of the Decree has listed different project groups with 162 titles projects that require EIA. The table below summarizes the projects relating to road construction and national park.

• Increased authority to the PPC: Article 5 in Decree 21 determines that “Provincial People’s Committee organizes EIA approval committee or authorises provincial professional environment protection entity to conduct EIA approval of project that is implemented in the province”. EIA approval committee shall advice province authority on the quality of EIA, and MONRE guides on the operation of EIA approval Committee

• Additional focused attention: In case when needed, province authority may conduct field checking, consult with local communities, and consult with other related specialist/expert, science and technology entities, social organizations, and NGOs ; and organize focus assessment meetings. However the decree remains vague on what special cases require further focused assessment

• Restrictions on the commencement of construction activities: The Decree also states that “ Owner of construction project shall submit EIA for approval before applying for construction license”. This means that no any construction work could be done before EIA approved. Other condition is that (Article 6) construction will be started after 24 months since EIA approval.

• Increased authority to district PC for monitoring: The role of district authority is increased in monitoring EIA enforcement. The policy requests that: “ Owner of construction project shall sign in Environmental Protection Commitment EPC before applying for construction license (Article 7). EPC shall be registered at People’s Committee of district who suffering most environment impact”.



Table 1: Types of road & construction that require EIAs under Vietnamese legislation:

TT Project Define

1 Projects of national importance approved by National Assembly NA as defined in Decision of NA, No. 66/2006/NQ11, 29 June 2006. This decision confirms that proposed projects which result in the clearing of large forest areas shall be submitted to NA for approval.

All

2

Project that invade a part or all area of natural conservation site, National Park, history‐cultural sites, world heritage sites, ecosphere sites, beauty landscape sites that have been recognized by authorized body; or recognized by province People’s Committee as a site for protection.

all

3 Projects that have potential bad impact on water sources in river basin, coastal area, protected ecosystem

all

Construction project

4 Urban and resident construction projects > 50 ha

Project on producing construction materials

Transportation project

25 New construction of Highway, transportation road from I to III category all

26 Upgrade of Highway, transportation road from I to III category Length > 50km

27 New construction road IV category Length > 100km

32 Road construction with resettlement Resettlement > 1,000 persons

Irrigation, forest projects

56 Project that needs to reclassify watershed forest, mangrove forest, special protection forest

Area >5 ha

57 Project relating to natural forest or reclassify natural forest land Area > 20 ha



2. MONRE guides on the operation of EIA Approval Committee

MONRE has issued Circular 08/2006/TT‐BTNMT providing detailed guidance on Strategic Environment assessment, Environment Impacts assessment and registration of Environment protection commitment (8 September 2006). The document provides guidance on formulation, appraisal and approval of EIA reports; conditions requiring additional EIA reports, and; compliance and monitoring of environment protection and management solutions identified in the EIA.

• Responsibility for EIAs lies with Project Owners: Organization, individuals who are the owner of projects are subject to make EIA report

• Information sharing of project details: Project owner sends request to People’s Committee and Fatherland Front Committee of commune level to inform these stakeholders of: (i) the main components of the project, (ii) the environmental impacts of project , (iii) the solution for mitigation of environmental impacts, and (iv) request comments in written form.

• Stakeholders can request additional dialogue with Project Owner: In case where People’s Committee and Fatherland Front Committee of commune level requires dialogue, project owner must engage in dialogue. The results of dialogue shall be made in meeting minutes which reflects the whole discussion, including what was agreed and not agreed by project owner. The meeting minutes must be signed by the chairperson and project owner or project representative (with full name and position). The minutes must be annexed with a complete list of meeting participants

• EIA must record all stakeholder comments & concerns: All agreement and disagreement and comments raised by People’s Committee, Fatherland Front Committee of commune level and other stakeholders present at formal meetings must be recorded in the EIA report.

• EIA appraisal conditions sets by Project owner: the project owner applies the request dossier for appraisal and approval of EIA to competent agency/organization as stipulated at Clause 7, Article 21 of the Law on Environment Protection.

• Establishment of an EIA Appraisal Committee: After receiving full and complete application dossier as required, the authorized agency will set up Appraisal Council. The number of member of appraisal council shall be determined basing on the regulations provided in the Clause 2, 3 and 4 of the Article 21 of the Law on Environment Protection, and depending to the nature of operation and scale of project and requirements for environment protection, but the Council must not be less than 7 members.

• EIA Appraisal Committee can place requirements on approval decision: In case where there is a possible danger of negative environment impact from project which cannot be fully assessed in the EIA report for many objective reasons such as: detailed data on project performance or data on current status of environment are not available; the risk assessment is not reliable enough, or other reasons that do not allow the assessment of impacts by the date of approval of EIA report, the authorized agency for approval of report must indicate these points as the requirements attached to the approval decision.

• EIA Appraisal Committee must certify EIA: After the EIA report is approved, authorized agency for approval of EIA report shall certify on the back of cover page of each EIA report. The authorized agency for EIA approval is responsible to deliver the certified EIA report and the approval decision for EIA report to project owner and other concerning agencies.



• EIA Appraisal Committee must oversea monitoring and implementation of EIA recommendations: Authorized agency on approval of EIA reports has to assign representative to work with state management agency on environment protection at local level to conduct checking the implementation contents of the approved EIA report.

3. Ho Chi Minh Road construction policy

Decision of National Assembly: NA issued Decision 38/2004/QH11, December 2004, on construction of Ho Chi Minh Road. The decision approved construction HCM road 3167 km from Cao Bang province in the north to Ca Mau province in the south, with eastern route as main road 2667 km; and western rout as branch road 500 km. Road construction is to 2020. Decision outlines the control points through which the road must pass. The control points are in term of name of location, but no specified place in detail1.

• General requirements for selection of road route: National Assembly has requested that road shall: (i) be north‐south direction, (ii) avoid steep slopes, (iii) avoid going through villages and resident clusters,(iv) minimize bad environment impacts to national parks, nature conservation sites.

• Government decision: Prime Minister issued Decree 242/QD‐TTg, 15 february 2007, on Approval Master Plan of Ho Chi Minh road construction. The road will go through 30 provinces with determined points including Buon Ma Thuot city in Dak Lak province. Road construction is followed standard as:

TT Main route Length (km) Car lines speed (km/h) standard

16 Ngoc Hoi ‐ Buon Ma Thuot 281 6 80 ‐ 100 TCVN5729‐97

17 Buon Ma Thuot ‐ Dong Xoai 230 6 80 ‐ 100 TCVN5729‐97

• Phasing of construction: Progress of road construction is proposed in 3 stages: stage 1 (2000 ‐ 2007): road with two car lines from Hoa Lac (Ha Tay) to Tan Canh (Kon Tum); stage 2 (từ năm 2007 ‐ 2010): connect from Pac Bo (Cao bang) to Dat Mui (Ca Mau), with delayed construction of road in Central Highland as Kon Tum, Buon Ma Thuot and Gia Nghia; use national road 14 instead. And stage 3 (2010 ‐ 2020): completion road construction

• Assignment of tasks and responsibilities:

o Ministry of Transport MOT ‐ makes road demarcation and identifies progress plan for road construction

o Local authority – manages route and land clearance. o Other ministries and province authorities ‐ consult MOT in making local development plans along

road

1 For example road will go through Buon Ma Thuot. Road from Ngoc Hoi to Buon Ma Thuot is 281km with 6 car lines and

speed 80‐100km/h; road from Buon Ma Thuot to Dong Xoai is 230km with 6 car lines and speed 80‐100km/h.



13.1.2 CONCLUSIONS OF THE MOU FOR ALTERNATIVE ROUTES

Today 27 May 2008, we are

• Representative of CYS NP, Mr. Le Van Sang, Head of Environment Education Unit, and

• Representative of Consultancy, Investigation, Design, Construction Company of Ministry of Defence, Mr. Nguyen Manh Chien, Project director

MoU concerns a field survey of an alternative road through following the proposal of National Park Association and CYS NP to conduct field survey of alternative options for the Eastern Truong Son Road Project road route through CYS NP.

Area of field survey: from Yang Mao commune to Chu R’HaDang mountain (KM594 to KM617+50).

After survey, assessment of real field landscape condition, comparison with maps and GPS, we have reached agreement as:

1. there is no significant different between road route on map and in field in term of location, landscape

2. the assessed alternative route follows Krong Bong river, hence route is not straight, many places facing high rocky wall 60‐120m high, deep canyons. 6 bridges are expected to be needed in difficult land surface.

3. many places have steep slope from 45‐ 60degrees, with height from 100‐250m, and rocky wall height 60m ‐ >120m, like at points Km601‐Km603, K607‐611, k615‐616…)

4. the route over Chu R’HaDang mountain has complicated landscape with high slopes. Mountain route is at 820m height above sea level (KM616+100), peak is 1324m height. It is route to connect to Dung Kno place.

Above mentions are the main conclusion from field survey from 23 May to 27 May 2008.

The MOU have two copy with the same legal value; each party has signed both and keeps one copy.

13.2 DESCRIPTION OF THE FIELD MISSION

OBJECTIVES

The objectives of the field mission were to develop an understanding of the type of development proposed for the park and potential entry points for stakeholders into the decision‐making process. The field mission also provided opportunity for the team to see the terrain and health of CYSNP first‐hand. This was achieved through the following activities:

• Meet with PMB staff to discuss mission outputs and priorities of the assessment,

• Visit any potential trail and road construction sites, existing and planned and clarify the status of progress,

• Undertake formal data collection, through interviews and quantitative and qualitative analysis of impacts ,

• Demonstrate BirdLife’s ongoing support for the national park through investment of time and energy into the research and mitigation process



• Discuss any further issues

OVERVIEW

The field mission was undertaken between 15 ‐ 20 November 2009 and was supplemented by meetings in Hanoi between the 7‐16 December. In summary the team met with 15 stakeholders who have been differentiated by target group. A detailed field mission schedule of meetings conducted is presented in the field survey notes (Annex II):

KEY CONCLUSIONS FROM CONSULTATIONS

A summary of the findings from each meeting is presented in Annex II. Listed below are some of the strategic points which are relevant to the scope and nature of the methodology.

• Road is a segment in the development of the Truong Son Road, which loosely follows the Ho Chi Minh Trail – and extends from Cao Bang province in the North to Ca Mau in the South following the Annamite range. Truong Son road is about 700km, from Thanh My commune in Quang Nam to Lam Dong province. Truong Son road has 32km going through CYS NP. The beginning of Truong Son road in Thanh My commune is KM0 of Truong Son road (KM246 of eastern route of Ho Chi Minh trail).

• There is a National Assembly Decision and PM decree to develop the Truong Son Road (East & West).

• The stakeholders primarily involved in the approval and design process are the Province People’s Committee and Ministry of Defense (Project owner).

• Construction cannot occur in the core zone of the park, so the affected land will need to be reclassified from NP to Transport Corridor2

• Approval process will take at least one year in total, with the construction company intending to start construction in 2010

• CYSNP has plans to expand the core zone to envelope two degraded forest areas to the south east and south west of the existing core zone.

• CYSNP and BDNDNP form a contiguous forest complex, with some minimal clearing/disturbance from previous decades along the border

Table 2: Summary of stakeholders consulted

NAME POSITION ORGANISATION TARGET GROUP

1 Mai Duc Vinh CYSNP project officer BirdLife International C

2 Linh Director CYSNP MB C

3 Tong Ngoc Chung Vice director CYSNP MB C

4 Luong Huu Thanh Technical & Conservation Unit Chief

CYSNP MB C

5 Le Van Sang Education & Ecotourism chief

CYSNP MB C

2 This procedure is not always followed, as evidenced in the nearby Yok Don National Park where road construction began before approval of land reclassification and despite objections by the Park Management Board http://envietnam.org/E_News/E_349/Thi_cong_bua_bai_tan_pha_Vuon_quoc_gia_Yok_Don.html



6 To Van Duong Ranger CYSNP MB C

7 Y Bang HDok Vice Director Lak District Peoples Committee

B

8 Nguyen Van Xuan Vice Director Dak Lak Province DARD B

9 Nguyen Lan Vice Director Krong Bong Peoples Committee

B

10 Mr Tuong Project Manager East Trong Son Road Construction Company

A

11 Mr Thanh EIA Project Manager FIPI Forest Resources & Environment Centre (FREC)

A

12 Nguyen Huy Dzung Deputy‐Director FIPI Forest Resources & Environment Centre (FREC)

A

13 Community representatives Yang Mao Commune ‐

In addition to the meetings with stakeholders the project team also walked approximately 6km of the road route, heading west from Yang Mao Commune and entering the core zone north of the confluence between the Ia Sobla and Ia Rong rivers. The team used GIS and the survey markers, erected during an earlier detailed survey mission by the construction company, to follow the road route.

13.3 RIAM METHODOLOGY FOR WORKSHOPPING PRIORITIES

PRESENTATION OF FINDINGS

The discussion of assessment findings for each environmental component will follow the outline below. This reporting structure has been defined to enhance the usability of the recommendations into current management structures:

• Context: provides an overview of the environmental component and its current importance to CYSNP, as well as the current issues and management approach. This largely comprises the baseline assessment

• Impacts: identifies and assesses the potential impacts and threats posed by the transport corridor to the component. This utilizes the impacts assessment and also expert opinion.

• Challenges: qualifies the difficulties that the PMB will face in addressing impacts, these could be institutional, capacity related, financial, or technical in nature. This will rely on findings from the field mission, literature review, stakeholder analysis/interviews and expert opinion.

• Strategies: explores suggested strategies for addressing the impact, cognizant of the challenges, based on expert opinion and lessons learnt from Vietnam and the world. This will predominantly rely on the literature review, expert opinion and final stakeholder consultations.

• Environmental Score (ES): scores the impacts based on the RIAM methodology explained below and prioritizes areas for PMB response. Based on a combination of all of the above.



This information will then be presented in a table for each environmental component (Table 11), providing a detailed summary of the main findings of the impact assessment for each environmental component.

The scope in the TOR for this assessment does not extend to a full EIA so it is important that project outcomes are prioritised to flag the critical issues as well what may be realistically mitigated by the PMB. This prioritizing process is seen as the key participatory activity of the assessment and will involve the review and ranking of the findings from the impact and baseline assessment by stakeholders at the workshop. This section outlines the ranking and prioritization methodology.

Given limited resources, the assessment of the road will rely more on the expert opinion of the assessors who will use their technical judgement to prioritize and focus management priorities and then communicate these to the three target groups of stakeholders identified above. In such a context it is important to make the judgement process as transparent as possible. The study will utilise key aspects and criteria of the RIAM methodology (Rapid Impact Assessment Methodology) to prioritise and present the risks and opportunities associated with the road development. RIAM was developed in Denmark and was selected because it has been used previously in Vietnam, and it has also been used for assessments where little data was available (Pastakia, 1995). It is built around a formal process of ranking and qualifying the nature of impacts for different components of the biophysical and socio‐economic systems and seeks to improve the transparency of judgements made by assessors on the importance and rank of particular opportunities and risks (Pastakia,1995). Presented below is the adapted RIAM methodology adopted for this assessment:

There are three aspects to the RIAM methodology;

1. environmental component, 2. impact assessment criteria and 3. range for component scores.

ENVIRONMENTAL COMPONENTS

Typically the RIAM methodology will divide the system components into four groupings: (i) Physical/chemical, (ii) biological/ecological, (iii) sociological/cultural, and (iv) economic/operational, though it is at the discretion of the assessors to define groupings (Pastakia, 1995). This assessment will use two groupings:

1. Biophysical: covering ecological, biological, hydrological and natural system components of CYSNP. Specifically, these will include:

BP1. Habitat integrity BP2. Habitat quality BP3. Habitat connectivity BP4. Species composition BP5. Rare/endangered species BP6. Species interaction BP7. Landscape/aesthetic quality BP8. Surface water quality BP9. River morphology BP10. Topography & soils

2. Socio‐cultural: covering all heritage, livelihoods, and economic benefits that CYSNP provides for the PMB and the communities living in the buffer zone of the park. Specifically, these will include:

SC1. Historic sites SC2. Park accessibility



SC3. PMB financial self‐sufficiency SC4. Eco‐tourism SC5. National Park status SC6. Community development3 SC7. Community‐CYSNP connectivity

ASSESSMENT CRITERIA

The assessment criteria will use the findings of the baseline and impacts assessment to evaluate the impacts of project activities against the environmental components of CYSNP to produce an Environmental Score (ES) for each component. The RIAM method splits criteria into two types (Pastiak, 1995):

A. Criteria that are of importance to the condition, and which can individually change the score obtained

B. Criteria that are of value to the situation, but individually should not be capable of changing the score obtained

Each criterion “A” score will directly affect the final ES, while criteria “B” scores for a particular component will first be added together such that the summation of all “B” scores is equivalent to one “A” score, as defined in the equation below:

According to this definition, an a1 or a2 criteria has the ability to individually alter the final ES equivalent to the cumulative impacts all b criteria. The assessment will use all five assessment criteria suggested in the RIAM method plus an additional two (directness & novelty) as outlined below:

Table 3: RIAM assessment criteria (adapted from Pastakia, 1995a)

A1 Importance of condition

“A measure of the importance of the condition, which is assessed against the spatial boundaries or human interests it will affect”

4 = important to national/international interests

3 = important to regional/national interests

2 = important to areas immediately outside the local condition

1 = important only to the local condition

0 = no importance

A2 Magnitude of change/effect

“Magnitude is defined as a measure of the scale of benefit/dis‐benefit of an impact or a condition”

+3 = major positive benefit

+2 = significant improvement in status quo

+1 = improvement in status quo

0 = no change/status quo

3 Community refers to the inhabitants of Lak and Krong Bong district living in the buffer zone of CYSNP



‐1 = negative change to status quo

‐2 = significant negative dis‐benefit or change

‐3 = major dis‐benefit or change

B1 Permanence

“This defines whether a condition is temporary or permanent, and should be seen only as a measure of the temporal status of the condition”

1 = no change/not applicable

2 = temporary

3 = permanent

B2 Reversibility

“This defines whether the condition can be changed and is a measure of the control over the effect of the

condition4.”


2 = reversible

3 = irreversible

B3 Cumulative

“This is a measure of whether the effect will have a single direct impact or whether there will be a cumulative effect over time, or a synergistic effect with other conditions. The cumulative criterion is a means of judging the

sustainability of a condition. 5”


2 = non‐cumulative/single

3 = cumulative/synergistic

B4 Directness

This is a measure of whether the impact directly results from the physical disturbance associated with the transport corridor or is a knock‐on effect from another impact. This has been added because directness affects the ability for the PMB to avoid or mitigate impacts based on improving management response

1 = not applicable

2 = indirect

3 = direct

B5 Novelty

This is a measure of whether the impact is new to CYSNP or whether the PMB has prior experience in managing the impact. This has been added because novelty influences the capacity of staff to address a threat and so provides a realistic indication of the success of future management decisions.

1 = not applicable

2 = existing

3 = new

ENVIRONMENTAL SCORE

4 For example a construction camp built inside the core zone is a temporary condition (B1), but depending on the camp’s management the effect could be reversible or irreversible (B2) 5 The death of an animal is both permanent and irreversible, but the death could be cumulative as well if the species is critically endangered



Table 4: RIAM scale for ES (Environmental Scores)

ES RANGE SCALE

E > 90 Major positive impact

D 61 to 90 Significant positive impact

C 31 to 60 Moderate positive impact

B 16 to 30 Positive impact

A 5 to 15 Slight positive impact

N 0 No impact/ status quo

‐A ‐ 5 to – 15 Slight negative impact

‐B ‐ 16 to – 30 Negative impact

‐C ‐ 31 to – 60 Moderate negative impact

‐D ‐ 61 to – 90 Significant negative impact

‐E < ‐ 90 Major negative impact

Score will be collated in a excel matrix and then presented graphically so that stakeholders can visualise the priority areas and start to re‐structure management strategies. The matrix template is provided in Annex V, while Annex VI presents an example of the reporting format for an example in Sweden. Table 10 indicates the range of possible ES with 7 Assessment Criteria.

Major jumps in the project scale (for example from D to E) mark significant jumps in the two type “A” criteria. While gradation within a scale (e.g. from 61 – 75) is determined by changes in individual type “B” criteria. This scale and approach will allow the PMB to quickly identify components of CYSNP that are likely to be most severely impacted by the road and trail development, so as to focus management resources in these areas.

WORKSHOP

The aim of the final workshop is to bring together key stakeholders to present the findings of the road and trail impact assessment. Workshop participants will then critically assess the findings using the template above and come to consensus on an ES for all environmental components. Environmental components will then be directly related to aspects of the OMP and by undertaking the ES ranking process, stakeholders will identify which recommendations are priorities for the park to address and also the magnitude of effort required.

A draft agenda for a one day workshop is presented in the table below.

It is recommended that all key stakeholders identified in the stakeholder analysis be invited to attend the workshop. Furthermore, given the connectivity issues with BDNBNP and their experiences with existing roads inside PAs, it is also recommended that representatives from the BDNB PMB be invited to attend the workshop. If funding is available for this, then the workshop should also include a presentation from the BDNB PMB on the lessons learnt from their experience with the construction and operation of national road 723 which currently runs through the eastern section of the national park. Further, Yok Don National Park is also being subjected to a road through its core zone, and the attendance of Yok Don PMB would provide further insight into the management issues surrounding road developments, as well as an opportunity to share lessons learnt from Yok Don’s successful tourism industry.

Lastly it is recommended that the main donors of the GEF program, the World Bank, be invited to attend the workshop to raise the profile of the event and the interest amongst indirect stakeholders.



Table 5: Draft workshop agenda

[insert date] [insert location] [insert date]: 8:30 – 17:20 MORNING SESSION Topic Responsibility 8.00‐8.30 Registration BirdLife International OPENING SESSION: CONTEXT 8.30‐8.40 Introduction to objectives, agenda and welcome

to participants Director, PMB

8.40‐8.45 Welcome address Chairman, Dak Lak PPC 8.45‐9.15 Overview of Chu Yang Sin National Park

• current environment • biodiversity value • key/indicator species • current threats and challenges • the Operational Management Plan • future objectives

PMB

9.15‐9.30 Overview of The East Truong Son Road Development

• objectives • progress to date • design & construction detail • challenges

Ministry of Defence

9.30‐9.45 Overview of proposed trail developments • objectives • progress to date • challenges

PMB

9.45‐10.00 The decision‐making context for the road and trail development and opportunities for engagement

Dak Lak PPC

10.00‐10.15 Assessment methodology ICEM 10.15‐0.301 Discussion and comments Plenary 10.30‐10.45 Coffee/tea break FINDINGS OF THE ASSESSMENT 10.45‐11.55 Overview of EIA

• objectives • progress to date • scheduling & approval process

FIPI

10.55‐11.55 Main findings & recommendations of the impact assessment

ICEM

11.55‐12.15 Bui Duop – Nui Ba National Park: experiences and lessons learnt in managing roads through National Parks

• description of the environment • Description of national road 723 and

main threats • Lesson learnt and management

strategies

Bui Duop – Nui Ba PMB



12.15 – 12.25 Technical comments Dak Lak PPC, Ministry of Defence, PMB, FIPI

12.25 – 12.40 Discussion Plenary 12.40 ‐ 13.40 Lunch WORKING SESSION: RANKING IMPACTS & PRIORITIZING MANAGEMENT RESPONSE 13:40 – 13.45 Introduction to the working session 1

ICEM

13.45 – 14.45 Working Session 1: Assigning Environmental Scores (ES)

Participants split into two working groups

14.45‐14.55 Presentation of ES back to plenary Working Group A Working Group B

14.55‐15.10 Discussion & resolution of ES Plenary

15.10 ‐15.20 Coffee/tea break 15.20‐15.25 Introduction to Working session 2

ICEM

15.25‐15.35 Overview of the East Truong Son Road Management & maintenance Plan

Department of Transport

15.35‐15.55 Mitigation options and international design standards for road and trails in National Parks

ICEM

15.55‐16.40 Working Session 2: linking findings to improved decision‐making and management

• Identify hooks in the decision‐making process

• Identify hooks in the CYNP OMP, & operational and management plan for the East Truong Son Road

Participants split into two working groups

16.40‐16.55 Presentation back to Plenary Working Group A

Working Group B 16.55‐17.10 Discussion Plenary CLOSING STATEMENT 17.10 – 17.15 Closing statement Director, PMB 17.15 – 17.20 Closing statement Chairman, Dak Lak PPC 17.10 Close of workshop



13.4 CYSNP RIAM ASSESSMENT MATRIX FOR PARTICIPATORY PRIORITIZATION OF MANAGEMENT DECISIONS

Project Title

Partner

Sheet

Last Updated

TYPE OF COMPONENT

COMPONENT NUMBER

COMPONENT DESCRIPTION IMPORTANCE (A1) MAGNITUDE OF CHANGE (A2)

PERMANENCE (B1) REVERSIBILITY (B2) CUMULATIVE (B3) DIRECTNESS NOVELTY A B ES ES RANGE

0 to 4 ‐3 to +3 1 to 3 1 to 3 1 to 3 1 to 3 1 to 3 A X B

Biophysical BP 1 Habitat integrity 0 0 0

BP 2 Habitat quality 0 0 0

BP 3 Habitat connectivity 0 0 0

BP 4 Species composition 0 0 0

BP 5 Rare/endangered species 0 0 0

BP 6 Species interaction 0 0 0

BP 7 Landscape/aesthetic quality 0 0 0

BP 8 Surface water quality 0 0 0

BP 9 River morphology 0 0 0

BP 10 Topography & soils 0 0 0

Socio‐cultural SC 1 Historic sites 0 0 0

SC 2 Park accessibility 0 0 0

SC 3 PMB financial self‐sufficiency 0 0 0

SC 4 Eco‐tourism 0 0 0

SC 5 National Park status 0 0 0

SC 6 Community[1] development 0 0 0

SC 7 Community‐CYSNP connectivity 0 0 0

CHU YANG SIN PARK MANGEMENT BOARD & BIRDLIFERIAM ASSESSMENT MATRIX06‐Jan‐2010

CYSNP Road & Trail Assessment



13.5 THE GLOBAL IMPORTANCE OF CYNP FOR GIBBON CONSERVATION

Very little is known about the status of Yellow‐cheeked crested gibbon Nomascus gabriellae in Vietnam. This is mainly due to its range being in an area of primary forest that has not yet been comprehensively surveyed. Although forested areas in southern Vietnam have been heavily degraded by aerial defoliant spraying, agricultural encroachment and logging, it appears that the species can survive in moderately disturbed forests, as suggested by the continued occurrence of gibbons in Cat Tien National Park (Dong Nai province) and Dak Uyn State Forest Enterprise (Dak Lak province). Brickel et al. (1998) reported that the species was fairly common in some areas of Dak Lak province.

In 2008, WWF stated: ‘The Southern Annamites, with the largely forested Lam Dong Province at its core, is also of critical importance for the yellow‐cheeked crested gibbon, found only in Vietnam and Lao PDR. It is listed as Endangered (IUCN Red Listing workshop 2007) and as Endangered in the Vietnam Red Data book. The mosaic of protected areas and unprotected forest blocks in this landscape are central to the survival of this ape and other priority species including tiger, elephant and Javan rhino. In the north of Lam Dong Province is Bui Dup – Nui Ba Nature Reserve / Chu Yang Sin National Park (Dak Lak Province) protected area complex, one of Vietnam’s largest and most important forest blocks. To the south of the province, Cat Tien National Park, which spreads into Dong Nai and Bing Phuc provinces, is arguably Vietnam’s premier protected area. Between them are a mosaic of state forest enterprises (SFEs), community allocated forests and watershed protection forest, all proving vital habitats and linkages for yellow cheeked gibbons (and other threatened / flagship mammal species)’. WWF surveys reports from 2007 suggest that there were 100‐500 sub‐populations of gabriellae (as opposed to only <100 white cheeked crested gibbon (sp.) sub‐populations). Although no comprehensive surveys have been conducted on the Da Lat plateau in the last five years, the area seems able to support a relatively large population of this species. It is considered as "Endangered" in Vietnam (Pham Nhat et al., 1998). N. gabriellae has recently been upgraded to "Endangered" in the IUCN Red List of Threatened Species (2006).

Gibbon trends

Most worryingly for the conservation of gibbons in Vietnam is the worsening IUCN status of four of the five Nomascus species found in the country and, moreover that, all five are now considered endangered, three of them critically so. This represents a most serious trend towards the extirpation and possible extinction of five ape species and, accordingly, should signify a call to action, of the highest possibly significance, for all those involved in primate conservation.

Threats to gibbon in Vietnam

In recent decades, rampant habitat change and commercially‐driven hunting of wild mammals in Vietnam reflects the rising affluence of China and neighbouring countries, coupled with a propensity in the region to view wild meat as a luxury, health‐giving, dietary item (e.g. Corlett 2007). In an overview of global primate conservation status, Mittermeier et al. (2007) stated that “it is significant that 11 of the 25 Most Endangered Primates are from Asia. A list of the most threatened primates in Asia could easily reach 50, all as threatened as any on this list of the World's 25 Most Endangered”. Gibbons are therefore in general decline, mostly steeply, across this large area, notwithstanding the healthy, stable (and even in some areas, increasing) populations at a few sites. The plight of gibbons is much overlooked by the wider world, eclipsed by media attention to the larger apes (Geissmann 2003). A 2006 IUCN/SSC red listing workshop for Asian primates concluded that all gibbon species warranted listing in one of the IUCN Red List categories of globally threatened, and indeed only one species was in the lowest threat category, that of Vulnerable (Geissmann 2007a). Major threats for gibbons globally were assessed there as, in decreasing significance (1) habitat loss and fragmentation (e.g. dams and roads); (2) habitat degradation; (3) hunting (for food, traditional medicine and sport), and (4) illegal trade (as pets and for traditional medicine). This does not presuppose the same



relative ranking of threats in any given country or site; and effective conservation action anywhere requires understanding the specific set of threats there.

Vietnam has a much larger human population density than Lao PDR or Cambodia, and consequently contains much less forest habitat. The Government of the Socialist Republic of Vietnam (2004) wrote that “the free market economy has resulted in feverish periods of trade in wild species nationwide, with negative impacts on biodiversity”, so it is no surprise that the recent Vietnam Primate Conservation Status Review (Geissmann et al. 2000) found gibbons now to be limited to a few large populations and rather more small ones with at most a few dozen groups in each, and that some species are verging on national‐level extinction. Aside from intrinsic concerns over loss of biodiversity, it highlighted the decline of gibbons as particularly problematic because of their potential to contribute directly to the national economy, at all levels, through (eco)tourism.

Gibbons are obligate forest‐dwellers and so in this context habitat modification includes outright conversion of forest to non‐forest habitats; fragmentation of forest; and degradation of forest. These processes, which include conversion of forest to agriculture and clearance for infrastructure development, tend to co‐occur, but each has its own effects, both direct and indirect, and conservation interventions. Infrastructure developments bring with them complex threat which include the direct loss of forest, but also cumulative threats associated with construction and operation, particularly increased (easier) access to the forest

Logging of natural forest continue in Vietnam (with figures often ‘masked’ by increases in plantation forest) with ever higher process available for timber and the on‐going need for subsistence fuel‐wood and agriculture (cultivable) land. Hunting is thus likely to escalate in remaining natural forest, compounding the problem. Hunting is the main threat to gibbon population stability in Vietnam. Such activity has a considerable impact in the country due to high human population density, easy access to guns and the existence of a traditional, well‐connected wildlife trade in South‐East Asia. The use of guns for hunting is widespread and uncontrolled. Possession of firearms is common and they are easily available. Gibbons are sold for food, medicine as pets, and their skins are often used for decorative purposes (e.g. bags) Furthermore, Vietnam is at the centre of the South‐East Asian wildlife trade. The trade is well organised. Hunting is also facilitated by activities that ‘open up’ the forest by increasing access

Habitat fragmentation, degradation and hunting reduces animal populations to very low levels and thus introduces various additional extinction risks through chance effects (e.g. freak weather wiping out an entire population or at least all potentially breeding individuals of one sex) and ‘inbreeding depression’ (genetic deterioration through loss of intra‐population variability). The relationship of decreasing population with increasing chance of these effects is poorly understood. These effects could not have caused conservation problems for any gibbon species, but might inhibit recovery if driving threats were successfully reduced. The fragmented, degraded, forest patches increasingly created across Vietnam by various factors must contain many isolated gibbon populations too small to survive. Most of those outside protected areas must be written off from conservation, unless the area is adjacent to in between PA(s).

CRITICAL PROTECTED AREA FOR GIBBON CONSERVATION

o Chu Yang Sin ‐Bui Dup‐Nui Ba / Cat Tien NPs

o Location: Dong Nai, Lam Dong and Binh Phuc Provinces, South Vietnam

o Rationale: Cat Tien NP is the largest protected lowland forest in Vietnam and supports a presumably viable population of N. gabriellae. Although no figures exist for the Chu Yang Sin – Bui Dup Nui Ba complex, the large size, excellent forest quality and presence of N. gabriellae (and other threatened, flagship mammal species and further biodiversity values) suggested it is also site of very high conservation value.

Source: Fauna and Flora International – Gibbon Status Review: Vietnam, 2009 – awaiting publication



13.4 INTERNATIONAL EXAMPLES OF WILDLIFE UNDERPASSES, OVERPASSES AND TUNNELS

Photo montage of international examples of wildlife underpasses, overpasses and tunnels – a range of such measure are required for CYSNP if the road is completed as originally planned

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