Hai Phong Department of Transport Regional Transport Works Project Management Unit ENVIRONMENTAL IMPACT ASSESSMENT HAI PHONG URBAN TRANSPORT DEVELOPMENT PROJECT December, 2010 Volume 1A:Construction of the Bac Son - Nam Hai East-West Arterial Road Public Disclosure Authorized Public Disclosure Authorized Public Disclosure Authorized Public Disclosure Authorized Public Disclosure Authorized Public Disclosure Authorized Public Disclosure Authorized Public Disclosure Authorized
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Hai Phong Department of Transport
Regional Transport Works Project Management Unit
ENVIRONMENTAL IMPACT ASSESSMENT
HAI PHONG URBAN TRANSPORT DEVELOPMENT PROJECT
December, 2010
Volume 1A:Construction of the Bac Son - Nam Hai East-West Arterial Road
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Table of Contents
Table of Contents ....................................................................................................................... 1
List of Figure .............................................................................................................................. 3
List of Table ............................................................................................................................... 5
Result of public consultation ............................................................................................... 122
Consultation with Government Authorities in relation to scope of works covered in EIA TOR ................................................................................................................................. 122
Consultation with community leaders and representatives of affected households on draft EMP ................................................................................................................................. 127
Meetings with affected communities ............................................................................... 129
Environmental and Social issues along the Right of Way .................................................. 138
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List of Figure
Figure 1.1. Hai Phong Location..................................................................................................... 13
Figure 1.2. Hai Phong Road Network .......................................................................................... 15
Figure 3. Proposed 20 Km Alignment Bac Son - Nam Hai ....................................................... 22
Figure 4. Typical Cross Section of Bac Son - Nam Hai ................................................................ 23
Figure 9. Location of Proposed Alternatives in the Eastern Section of the New Arterial Road. . 28
Figure 10. Hai Phong City - Projected Road Network ................................................................. 32
Figure 11. Urban and Rural Population Growth of Hai Phong City (in thousands) .................... 33
Figure 12. Growth of the Gross Domestic Product (GDP) of Hai Phong City (1995-2007) ....... 34
Figure 13. Current Land Use and Distribution of Communes/Wards along Eight Areas of the Proposed Road ............................................................................................................................... 37
Figure 14. Diagram showing Monitoring Results of Surface Water in the Study Area ................ 40
Figure 15. Biodiversity Areas Close to the Proposed Alignment ................................................. 43
Figure 16. Noise Levels (dBA) obtained from 18 monitoring Stations (K1-K18) in relation to the Maximum Allowed by Vietnam Noise Regulations ................................................................ 46
Figure 17. Monitoring Results of PM10 Emissions in relation to Vietnam Standards ................. 46
Figure 18. Monitoring Results of TSP (Total Suspended Particulate) Concentrations in relation to Vietnam Standards ....................................................................................................... 46
Figure 19. Monitoring Results of SO2 content ............................................................................. 47
Figure 20. Monitoring Results of HC Petrol Content .................................................................... 48
Figure 21. Enterprises to be Relocated along Proposed Road ..................................................... 57
Figure 22. Hai Phong Master Development Plan to 2025 ............................................................. 59
Figure 24. Future Land Use along Proposed Bac Son – Nam Hai Arterial Link ......................... 63
Figure 25. Typical canal in Bac Son Commune ......................................................................... 65
Figure 26. Cau Rao curved bend, left bank segment (white line) having strong erosion. Images of Monitoring Points LT8, LT5, and LT4 are shown below. ........................................................ 93
Figure 27: Water Level along the Lach Tray River before and after Project Implementation ...... 94
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Figure 28. Topography of the River section analyzed. The raw elevation data were provided in AutoCAD format. The pre-processing of raw data was done using MapInfo and ArcView softwares. ....................................................................................................................................... 96
Figure 29. Nearshore water velocity along Rao curved bend before and after project implementation .............................................................................................................................. 96
Figure 33. Biodiversity Profile along the Project Road Alignment in Vinh Niem area ............. 113
Figure 32. Vinh Niem area next to Project Alignment ............................................................... 113
Figure 34. Master Plan of the Vinh Niem Ward ........................................................................ 114
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List of Table
Table 1.1. List of key project management agencies, roles, and responsibilities .......................... 17
Table 2. Main Features of the Bac Son - Nam Hai East-West Link ............................................. 19
Table 4. Description of Major Material Quarries .......................................................................... 24
Table 5. Summary of Main Impacts Associated with Alternatives 1 and 2 ................................. 29
Table 6. Economic Profile of Households in all the Communes/Wards of the Project Area ........ 35
Table 7. Distribution of Communes/Wards along the Proposed Road ......................................... 37
Table 9. Monitoring Results of Groundwater Water Quality ....................................................... 41
Table 10. Local Species Numbers and Distribution of Some Animal Groups .............................. 44
Table 11. Summary of Anticipated Environmental Impacts by Rank of Importance ................. 49
Table 12. Anticipated Impact on local Enterprises of the Project Area ....................................... 54
Table 13. Cultural structures located close to the proposed road .................................................. 64
Table 14. Location of Affected Cultivated Lands and Canal Systems ......................................... 65
Table 15. Rate of the Largest Discharge through Four River Mouths (Van Uc,........................... 95
Lach Tray, Nam Trieu and Chanh) before and after Project Implementation. .............................. 95
Table 16. Noise from Construction Machinery ............................................................................. 98
Table 17. Estimated Noise Level (dBA) Along Public and Residential Areas of the Proposed Road ............................................................................................................................................... 99
Table 18. List of Noise-sensitive Receptors .................................................................................. 99
Table 19. Forecast of emissions; worst case scenario projected to 2030 ................................... 104
Table 20. Summarized Road Characteristics, Impacted Places, and Minimization and Mitigation Actions. ...................................................................................................................... 108
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Abbreviations
CURRENCY EQUIVALENTS
(as of July 7, 2010)
Currency Unit = Vietnamese dong (D)
VND19,085 = US$1
US$ = SDR 0.66852
DARD Department of Agricultural and Rural Development
DOC Department of Construction
DIA Department of Internal Affairs
DONRE Department of Natural Resources and the Environment
DPI Department of Planning and Investment DOF Department of Finance
DOT Department of Transport
DRC District Resettlement Committees
EIA Environmental Impact Assessment EMP Environmental Management Plan
GoV Government of Vietnam HPPC Hai Phong People’s Committee
HPRTC Hai Phong Road Transport Company
MPI Ministry of Planning and Investment
NR National Road OP Operational Policy
PSC Project Steering Committee
PMU Project Management Unit RTWMU Regional Transportation Works Project Management Unit
RPF Resettlement Policy Framework
RAP Resettlement Action Plan
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RR Ring road ST State Treasury
TD The Transport Division TPD Traffic Police Department
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List of Institutions Involved
Project Administration
1. Hai Phong People’s Committee 2. Project Steering Committee 3. Department of Transport 4. Regional Transportation Works Project Management Unit
Co-implementation and Supporting Agencies
1. The Transport Division 2. Hai Phong Road Transport Company 3. Department of Natural Resources and the Environment 4. Department of Planning and Investment 5. Department of Finance 6. Department of Internal Affairs 7. Department of Construction 8. Department of Agricultural and Rural Development 9. State Treasury 10. Traffic Police Department 11. District Resettlement Committees
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SUMMARY OF PROPOSED PROJECT
Hai Phong is seeking to balance the conflicting pressures of preserving the city’s character while meeting the transport demands posed by high levels of continuing economic growth and urbanization. The city urban network of 330 roads is relatively limited, and congestion of major road arteries has worsened in recent years. A lack of secondary and tertiary roads, especially in Le Chan, Kien An and Hai An, has led to heavy inter-regional traffic flows on main arterial roads such as Nguyen Van Linh - Nguyen Binh Khiem, and Lach Tray - Cau Dat. In order to improve access to the modern port system via NH5 and the northern provinces, a new Bac Son - Nam Hai East-West Arterial Road that will bypass the city center has been proposed. The alignment was approved by the Prime Minister and HPPC in both the Master Plan of the City and the Transport Sector Plan. The proposed road is part of the Urban Transport Development Project (HPUTDP) financed by the World Bank and the government of Vietnam. The Bac Son - Nam Hai East-West Link project includes:
i) two new bridges (Dong Khe and Niem 2) over the Lach Tray River and two small bridges (Re bridge and Hai bridge) over the western section of the road ;
(ii) deck structure replacement for Niem 1 Bridge to ensure its continued safe operation;
(iii) associated land acquisition and resettlement costs, including construction of basic infrastructure for 12 resettlement sites; and
(iv) consultant engineering services for detailed design and construction supervision. The estimated cost of the project is US$258.99 million over a five year period. The bypass is a typical periurban road 20 km long, along an alluvial plain delimited by two major rivers (Lach Tray and Cua Cam rivers).
The most important impacts are: 1. Human environment: local agricultural areas, local communes/wards (households), cultural buildings (e.g., Pagodas, schools, tombs), and local enterprises during construction. In the long term changes in Land Use (rural to urban) are expected to intensify mostly via development of the area; 2. Physical environment: a) Hydrological connectivity of the area (water supply, drainage, and irrigation of paddy and crop fields) will be interrupted during construction and operation. b) Temporary disturbance due to noise, dust, emissions, vibrations, and waste management during construction. Anticipated impacts on natural areas and species will be negligible as a result of the agricultural and semi-urban character of the landscape and the lack of protected areas along the proposed road.
Although the alignment has been designed applying the avoidance principle on densely populated centers, around 3037 households covering 13 communes and wards of five urban/rural districts will be affected in component A. Of these, 1757 households would need to be resettled. During the preparation of the EIA project consultants conducted participatory meetings and workshops involving affected residents of wards / communes in four districts of Hai Phong city. Most households agreed with the policy of project construction of the HPUTDP including the construction of resettlement areas. It is acknowledged that project
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construction is expected to generate a short-term and temporary increase in ambient dust, noise, water pollution, and waste. However, these impacts will disappear after construction completion. It is expected that traffic density, road accidents, and congestion will be significantly reduced along other routes of Hai Phong as a result of the project. RTWMU will strictly implement mitigation and monitoring measures proposed during construction/operation activities in accordance with the EIA, EMP, RAP, and Vietnam’s environmental Laws.
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FOREWORD
The Government of Vietnam is committed to developing Hai Phong as a significant growth center in the context of the country’s trade and economic development. The volume of imports and exports through Hai Phong ports, which are currently located in the city center, has contributed significantly to increasing traffic volumes. Hai Phong recognizes that its transportation infrastructure will be a key driver in defining or preserving spatial landscape, economic geography and development patterns. The City has therefore ratified the Urban Transport Development Project (HPUTDP). The project development objective is to support enhanced cross-town urban mobility between the different development concentrations, while promoting a modal shift in mobility demand. It will do so by: (a) facilitating integrated urban development through improvement of strategic urban roads to alleviate port and inter-city traffic, and; (b) improve city public transportation service and traffic safety, especially in the urban core and high-density corridors; and (c) enhance capacity and operational performance of transport administration agencies.
The HPUTDP includes two main physical works components:
Component A - The component will finance (i) the construction of the 19.9 kilometer long arterial road from National Highway 10 to the Haiphong Dinh Vu port, which includes two new bridges (Dong Khe and Niem 2); (ii) deck structure replacement for Niem 1 Bridge to ensure its continued safe operation; (iii) associated land acquisition and resettlement costs, including construction of basic infrastructure for 12 resettlement sites; and (iv) consultant engineering services for detailed design and construction supervision.
Component B - The component will finance: (i) technical assistance for (a) the establishment of a Public Transport Authority, (b) public transit strategic planning activities, including analysis to optimize route configurations and concessions, support with vehicle procurement, and development of a promotional materials, and (c) associated training; (ii) a pilot program for transformation of Line 2 bus services through higher frequency service delivery with new buses, equipment, and depot, and (iii) physical corridor improvements between Ben Binh and An Lao, including upgrading of access and facilities, public safety improvements and consultancy services for detailed design and construction supervision.
The Bac Son – Nam Hai Arterial Link is an integral part of the HPUTDP. In order to implement the alignment project, two Consultant firms were selected, including: (i) TEDI who was responsible for preparing design alternatives, investment report and basic design for the project, and (ii) Infra-Thang Long who was in charge of preparing safeguard reports including: RAP, RPF, EIA and EMP for the project. The EIA report is founded on the requirements of the Vietnamese Environmental Protection Law and Safeguard Policies of the World Bank.
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The project is based on a four -fold approach to minimize and mitigate environmental and social impacts:
Avoidance: Alternative analysis has been regarded as one of the most important mitigation measures to minimize potential adverse environmental and social impact. Minimizing land acquisition and resettlement to the extent possible has also been a key criterion for alignment selection during the feasibility and EA studies.
• Sound Engineering for design and construction: The project has been designed and will be implemented with state-of-the art engineering.
• Comprehensive Mitigation plans: detailed EMP has been developed based on the EIA report. Compliance framework: strict supervision and monitoring on implementation of mitigation measures during construction.
During report preparation, the EIA Consultants received significant support from relevant agencies. We would like to convey our gratitude to People’s Committees of project wards/communes, PMU, F/S Consultant and staff of relevant departments/agencies including DONRE, DOT, and DOC, for their support and leadership during the entire EIA process.
The EIA reports for the HPUTDP are organized as follows:
• Volume 1A: Environmental Impact Assessment of the Bac Son – Nam Hai East West Arterial Road
• Volume 1B: Environmental Management Plan of the of the Bac Son – Nam Hai East West Arterial Road
• Volume 2: Environmental Impact Assessment and Environmental Management Plan for the Public Transport Improvement Component
• Volume 3: Environmental Impact assessment and Environmental Management Plan for resettlement Sites
• Volume 4: Executive Summary
Sincerely, INFRA – Thang Long
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OVERVIEW
Intr oduction Hai Phong is the second largest urban center in northern Vietnam with a population of 1.8 million people of which 50% reside in urban districts. Hai Phong is located in the Red River Delta. It is approximately 100 kilometers east from Hanoi, the capital of Vietnam. Hai Phong City harbors the country’s largest seaport in the Northern region. The port of Hai Phong is situated about 36 km upstream from the river mouth of Cua Cam River. The port serves as a key transport hub by connecting Ha Noi and several Northern provinces, linking the Northern and Southern regions of Vietnam, and facilitating international trade and commerce.
Vietnam has overcome the global financial and economic recession relatively well. Its dynamic economy is expected to keep growing fueled by regional trends in East Asia and in the Country; Hai Phong’s Gross Domestic Product (GDP), in the order of US$1.14 billion (US$1,547 per capita), was attained during 2001-2009 following a remarkable average growth rate of 11.22% annually. This GDP rise parallels the increasing Hai Phong port commercial activity. In 2005, the volume of goods transported through the whole of Hai Phong’s port system was officially recorded at about 15.33 million tons, of which the total throughput of Hai Phong Port was 10.5 million tons (about 68 percent of the total). As a result of the mounting pressure on the port the City intends to reorganize the existing port operation and expand its capacity to approximately 150 million tons/year through new port activity away from the city core within the next ten years. This capacity expansion means increasing regional traffic demand, with the heavy-truck volume increasing at about 10.9 percent per year. As the traffic
Figure 1.1. Hai Phong
Location.
Hai Phong is the second largest urban center in northern Vietnam with a population of 1.8 million people of which 50% reside in urban districts
volume increases in accordance with GDP growth (function of Population, Gross Domestic Products and GDP per capita) the ports’ hinterland connections are gradually undermined. Pre-export and post-import legs for door-to door cargo shipments require land transport. However, roads in Hai Phong city and Northern Vietnam are limited in quantity and bad in quality resulting in traffic congestion and posited negative impact to logistics activities.
Hai Phong is seeking to balance the conflicting pressures of preserving the city’s character while meeting the transport demands posed by high levels of continuing economic growth and urbanization. The city urban network of 330 roads is relatively limited, and congestion of major road arteries has worsened in recent years. The existing arterial road network increasingly serves regional transport and to a lesser degree interprovincial transport. A lack of secondary and tertiary roads, especially in Le Chan, Kien An and Hai An, has led to heavy inter-regional traffic flows on main arterial roads such as Nguyen Van Linh - Nguyen Binh Khiem, and Lach Tray - Cau Dat.
In order to ensure access to the modern port system via NH5 and the Northern provinces, a new arterial urban road that will bypass the city center has been proposed. While the bypass corridor would help reducing heavy vehicle traffic from the ports along the Nguyen Van Linh - Nguyen Binh Khiem routes, a new arterial road would also promote concentrated urbanization in the urban core of Hai Phong City (minimizing urban sprawl) and ensure the reservation of sufficient right of way for future public transport operations.
As shown in Figure 1.2, Nguyen Van Linh – Nguyen Binh Khiem road connects Hai Phong Port with Highway NH 5. It also passes through the sub-urban area of Hai Phong City.
Hai Phong’s total motorized vehicle fleet was 496,780 in 2006, of which motorcycles accounted for nearly 95 percent. Figures indicate an annual average growth rate for the city’s vehicle fleet of more than 16% between 2001 and 2006. Inter-city traffic to and from Hai Phong is currently estimated at around 52,000 trips/day, and recent forecasts suggest that the estimated traffic demand will augment to 177,000 trips/day by 2020.
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Figure 1.2. Hai Phong Road Network
Policy, Legal, and Administr ative Fr amewor k Following the recent findings of a preliminary transport analysis titled “Urban Transport in Medium-sized Cities in Vietnam”, which was conducted for the Ministry of Construction and financed by a Japanese Trust Fund, Hai Phong People’s Committee has requested support for financing key investments in its public-transportation-oriented development strategy. On behalf of the Government of Vietnam, the Ministry of Planning and Investment (MPI) sent an official request to the World Bank on May 9, 2008, for support to a Hai Phong Urban Transport Development Project (HPUTDP).
This type of project is consistent with the 2007-2011 Country Partnership Strategy, particularly with components to improve both the national and regional level business environment by reducing logistics/transport costs through the provision of more efficient and reliable infrastructure services, as well as enhancing social inclusion by improving policies and infrastructure to address the needs of the urban poor and migrants. The project is also aligned with the Bank’s sectoral strategy for promoting clean, safe, and affordable transport by improving urban mobility through the construction of critical road infrastructure that facilitates future city development. The urban transport development project is based on the following findings:
• Rapid population expansion in Vietnam’s medium sized cities is primarily being driven by rapid economic growth in and around urban areas.
• Hai Phong’s strategic vision for developing its transport network includes integrating transport infrastructure and land development to shape urban form, contain sprawl and preserve the city center
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• Increasing household income and motorization trends will present challenges to Hai Phong’s ability to meet travel demand forecasts
• The impact of port development on existing urban network capacity warrants special consideration for traffic demand forecasting.
• The combination of road network capacity constraints and a mix of heavy and light vehicles are causing congestion, as well as increasing accident rates and pollution levels.
Diverting inter-city truck passage and segregating urban traffic, particularly in urban areas by developing bypasses and relocating inter-city transport facilities, can therefore help to alleviate congestion, decrease accidents and ultimately improve the hinterland connections of the Hai Phong Port.
This Environmental Impact Assessment report (Volume 1A) has been undertaken as part of the Feasibility Study. An Environmental Management Plan (Volume 1B) defining the safeguard procedures to be used during the construction and operation of the Bac Son – Nam Hai East-West peri-urban road has also been developed, the provisions of which are to be incorporated into the bidding documents and contracts of all civil works. The EMPs outline the main guidelines and procedures for a range of environmental and social impact activities and aspects including stakeholder consultation, land and building acquisition, resettlement, and chance find procedures for potential physical cultural resources. The guidelines are based on a combination of Government of Vietnam (GoV) procedures and regulations and World Bank operational policies. The EMP also includes screening procedures and monitoring procedures.
Environmental and Social Safeguards
DONRE will be responsible for reviewing and approving the EIA and EMP. Construction Supervision Consultants will take the lead in ensure contractor compliance with the EMP. Furthermore, DONRE will also be responsible for supervising the implementation of EMP, reviewing project monitoring reports, and may implement regular/ad hoc monitoring, and request further mitigation measures based on their own environmental management jurisdiction. The PMU will contract experienced independent environmental monitoring consultant for external monitoring of compliance with the Environmental Management Plan. The firm will submit (quarterly or bi-annual) monitoring reports to the PMU and to the Bank.
A Resettlement Action Plan (RAP) which provides for mitigation measures to address adverse impacts on affected households for all sub-projects has been prepared. The RAP is in accordance with the newly issued Decree 69 on additional provisions on land acquisition, compensation, assistance and resettlement. The objectives, principles and measures proposed to mitigate adverse social impacts are consistent with the provisions of the World Bank’s OP 4.12 Involuntary Resettlement.
The RAP was prepared for all households affected by the proposed Bac Son - Nam Hai East-West Link. Hai Phong People’s Committee, supported by the PSC, will assume overall responsibility for the resettlement program. The HPPC will give the final approval for land acquisition, allocation and compensation rate updating. All resettlement site works,
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compensation and land acquisition costs will be wholly financed by HPPC. The PMU is responsible for overall management and reporting of the resettlement program. The PMU will monitor the progress of social development in terms of relocation of households to resettlement sites and for delivery of rehabilitation assistance to severely affected households. The PMU is to prepare and submit to IDA bi-annual RAP monitoring reports (see Table 1).
Extensive consultation with the communities that will be affected by the proposed road project was implemented during the RAP preparation. Information on the project’s objectives and likely impacts, and salient features of the compensation and resettlement policy was disseminated. The participatory approach helped reaching consensus on the resettlement policy and entitlements for various adverse impacts. A similar participatory approach will be pursued further during project implementation to ensure implementation of the project’s RAP. Further consultation with local civil society organizations is proposed during resettlement action plan implementation, especially in planning and designing rehabilitation assistance strategies for severely affected households.
Table 1.1. List of key project management agencies, roles, and responsibilities
Constituent Agency Reporting Relationship
Implementation Functions and responsibilities
Hai Phong’s People Committee
-Standing Government -Government Office - World Bank -Related stakeholders
Line Agency Legal responsibility for project Hai Phong Urban Transport Policy Delegation of responsibility Formation of Project Steering Committee Approval of the procurement plan
Project Steering Committee
Vice Chairman of Hai Phong PC
Strategic project coordination and oversight of policy compliance Review and approve of work plans Ensure stakeholders feedback into project outcomes
Department of Transport
Project Steering Committee
Oversight of PMU operation Approval of final detailed designs and cost estimation. Appraisal of the procurement submission and approval. Selection of contractors and consultants. Review and approve Quarterly Reports and PMU submissions
Project Management Unit of Regional Transportation Works
Steering Committee and DOT
Overall day-to-day responsibility for HPHPUTDP Evaluation of bids/proposals and signing of contracts Coordination of Technical Assistance Subcomponents Providing consultation in detailed design of traffic management and bus operation Monitoring of environmental and social safeguards, construction progress and quality and related reporting requirements. Preparation and submission of monthly and quarterly
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Constituent Agency Reporting Relationship
Implementation Functions and responsibilities
progress reports to HPPC, PSC , DOT, WB
DARD, DIA, DPI, DOF, DONRE, HPRC
Steering Committee and DOT
Support and participation in project activities as needed
Ministries Coordination as requested
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DESCRIPTION OF PROPOSED ROAD PROJECT
The proposed road project entails the construction of a new Bac Son - Nam Hai East-West Arterial Road. This is a new major link approved by the Prime Minister and HPPC in both the Master Plan of the city and the Transport Sector Plan. The proposed road is part of the Urban Road Project component which includes land acquisition, resettlement, and construction of critical sections of road infrastructure to facilitate future city development, demonstrated improvement of public bus service, and capacity building in transport and key implementing institutions.
The Urban Road Component (estimated cost of US$ 252.85 millions USD) will increase urban accessibility through:
(i) provision of improved access to Haiphong’s Dinh Vu port for long distance truck traffic from outside the City;
(ii) provision of a new east west link (connected to main north south links) for longer distance and cross town traffic within Haiphong; and
(iii) support for urban development towards the city’s western boundaries.
The Bac Son - Nam Hai East-West Link
The Bac Son - Nam Hai East-West Link project includes: i) two new bridges (Dong Khe and Niem 2) over the Lach Tray River and two small bridges (Re bridge and An Kim Hai bridge) over the western section of the road ; (ii) deck structure replacement for Niem 1 Bridge to ensure its continued safe operation; (iii) associated land acquisition and resettlement costs, including construction of basic infrastructure for 12 resettlement sites; and (iv) consultant engineering services for detailed design and construction supervision (see Table 2).
The cross section of the road (Figure 4) provides sufficient width for eventual dual 3 lane main carriageways flanked on either side by 2 lane service/frontage roads. However in this project, based on the initial forecasts of traffic flow, only dual 2 lane main carriageways are to be constructed, with space to add extra lanes in the future.
Table 2. Main Features of the Bac Son - Nam Hai East-West Link
Location It runs from the existing National Highway 10 at Bac Son in the west of the city to the new Haiphong Dinh Vu port area
Length 20 km long
Width 50. 5 mts
No. lanes Dual 2 lane main carriageways
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Road Main Sections Bac Son to Quan Tru (km0-km9); Quan Tru to Nam Hai (km9-km20)
Bridges 1.Re bridge (87.8m long) at km 0+700, 2. and An Kim Hai bridge (35.1m long) at km 4+795. 3. Dong Khe bridge (at km 9+463, width: 30m; span structure 4x33+(75+120+75)+4x33 (m)=534m overall. 4. Niem 2 bridge at km 11+150; width: 30m; span structure (4x33+75+120+75+4x33 (m) =534m in total.
Underpass 15m long box culvert under the approach road of Rao 1 bridge; using an open U-shape trench. The length of each U-shape segment is 20m; the structure arrangement is 4x20+15+4x20 = 175m in total.
Estimated Construction Time Five years
Projected cost $272.35 millions USD; with IDA financing $174.90 millions USD
Two main sections The road is divided into two main sections (i) Bac Son to Quan Tru and (ii) Quan Tru to Nam Hai:
Bac Son – Quan Tr u link (Wester n section) (US$90.75 million) This section starts at Bac Son (km 0), where the project road intersects with NH10, and ends at km 9+200 at the approach to the Dong Khe bridge over the Lach Tray river. This section of the road crosses the An Duong district which currently is largely a peri-urban agricultural area, but which is scheduled to be urbanized over the next 10 years in the city Master Plan. The main land features are low laying rice fields alternating with residential areas (villages) and some industrial buildings.
This section of road is to be built in two phases. In this project only Phase 1 is to be constructed. This comprises a main dual 2 lane carriageway with a cross-section of 27.5m which is essentially the same as the central part of the full scale cross-section. In phase 2, when the area is urbanized, the local lanes (i.e. frontage roads) will be constructed, as well as footpaths, to complete the 50.5m cross section. In order to protect the land required for future use in Stage 2 from illegal encroachment land acquisition is to be implemented in Stage 1 for the entire 50.5 m width of the cross section. The foreseeable widening also explains for the absence of sidewalks in the Stage 1 design cross-section. There are two small bridges in this section - the Re bridge (87.8m long) at km 0+700, and An Kim Hai bridge (35.1m long) at km 4+795.
There is an at grade T junction with the NH10. The Master Plan shows a western extension of the project road to the existing NH 5 Hanoi – Haiphong which is scheduled for construction in 2020 in the Transport Sector Plan. The design makes provision for construction of a flyover across NH10 when this extension is constructed. The other major junction is an at grade interchange with road DT 351 at Km 5+239. The route crosses a number of local tracks. Allowance has been made in the design and costing for provision of pedestrian/NMT/light MV underpasses/overpasses of the road at least every kilometer to ensure continuity of access, in response to concerns raised during consultation during the EA.
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Quan Tr u – Nam Hai link (US$97.822 million) This section runs from the approach to the Dong Khe bridge at km 9+200 to Nam Hai at km 20+000, (a length of 10.8km), after which the link enters the new port complex of Chua Ve – Doan Xa. The overall cross section is 50.5m, and this section of road is to be constructed with dual 2 lane main carriageways and 2 lane side/frontage roads, and 5 meter footpaths on either side. This section crosses the Hai An, Le Chan and to lesser extent Ngo Quyen and Kien An districts – all of them urban districts. These districts are largely residential (villages or urban houses) and some industrial buildings.
There are two major bridges in this section each with a 30 m cross section that excludes frontage roads and footpaths. Dong Khe bridge (also called Dong Hoa bridge) at km 9+463, is 30m in width and has a span structure 4x33+(75+120+75)+4x33 (m)=534m in total. Niem 2 bridge at km 11+150 is also 30m in width and has a span structure (4x33+75+120+75+4x33 (m) =534m in total. The other significant structure on the link is the tunnel/underpass under the existing Hai Phong – Do Son arterial road approach to Rao 1 Bridge at km 14+000. The design of the underpass provides for building a 15m long underpass below the approach road of Rao 1 bridge; using an open U-shape trench. The length of each U-shape segment is 20m; the structure arrangement is 175m in total. An additional important section is the dyke shifting (by less than 10m) along the Cau Rao curved bend (left bank segment) of the Lac Tray River to accommodate the right-of-way required for the road specifications (see Figure 5).
There is a grade separated interchange with Truong Chinh Road (see Figure 6), which is a key link in the Public Transport improvement corridor, immediately after Dong Khe Bridge. There are also important at grade intersections with key north links of Ho Sun/Cau Rao II Road at Km 13+000 and with Le Hong Phong Road at Km 17+850.
As part of the road project the Niem 1 bridge deck structure will be replaced in order to ensure its continued safe operation. This bridge is at the northern end of a key north south route which forms part the Public Transport improvement corridor. The structure of the bridge deck is inadequate for the traffic loads and has required extensive and continuous repairs in recent years.
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Figure 3. Proposed 20 Km Alignment Bac Son - Nam Hai
Table 3. Road Section Description from Bac Son (km 0) to Nam Hai (km 19+917)
No. From Sta. Km
To Sta. Km Communes/wards
1 0 0+880 Bac Son – Le Loi
2 0+880 1+780 Le Loi
3 1+780 2+920 Le Loi – Dang Cuong
4 2+920 4+60 Dang Cuong
5 4+60 5+220 Dang Cuong
6 5+220 6+365 Dang Cuong – Hong Thai – Dong Thai
7 6+365 7+455 Hong Thai – Dong Thai
8 7+455 8+565 Hong Thai – Dong Thai
9 8+565 9+765 Dong Thai – Hong Thai – Quan Tru
10 9+765 10+980 Quan Tru - Dong Hoa
11 10+980 11+965 Dong Hoa – Vinh Niem
12 11+965 13+170 Vinh Niem
13 13+170 14+50 Vinh Niem
14 14+50 15+240 Vinh Niem – Dang Giang – Cat Bi
15 15+240 16+580 Cat Bi – Thanh To
23
No. From Sta. Km
To Sta. Km Communes/wards
16 16+580 17+600 Thanh To
17 17+600 18+790 Thanh To – Dang Hai
18 18+790 19+917 (end of the road)
Dang Hai – Nam Hai
Figure 4. Typical Cross Section of Bac Son - Nam Hai
Figure 5. Typical Cross Section of Improved Dyke Section
24
Figure 6. Truong Chinh Intersection
Major Constr uction Mater ial Quar r ies Material quarries and sandbanks have been identified to support the construction infrastructure works of the road project (see Table 4 and Figure 7).
Table 4. Description of Major Material Quarries
Name of Quarry Location Direction of Service Road
Hong Thai sandbank Next to Kien An bridge, Hong Thai commune, An Duong ward, capacity of 200.000m3
Roadway: It is about 50km from sandbank to road No. 351 and about 7km from road No.351 to the construction area.
Xuan Phu sandbank Near Niem bridge at Quan Tru ward, Kien An district, capacity of 100.000m3
Roadway: It is about 10km from sandbank to Truong Chinh road and about 5km from Truong Chinh road to construction area.
Cau Rao sandbank Near Rao bridge, Ngo Quyen district, capacity of 100.000m3
Roadway: the sandbank is located next to the construction road and the average transport distance is about 5km.
Filling sand Near material storage yards near Lach Tray river
Roadway: in inner city
Dong Than 1 quarry Minh Duc town, Thuy Nguyen ward, to be 5km far away from the center of the town, capacity of 100.000m3
Roadway: It is 5.5km from the quarry to the center of the town, from Minh Duc town to formerNR10 (through Binh bridge) and the average transport distance is about 35km. Waterway: It is 5km from the quarry to Minh Duc port. It is about 50km from Minh Duc port
25
Name of Quarry Location Direction of Service Road to Rao bridge, Niem bridge and Kien An bridge. It is about 7km from these places to the project site.
Dong Than 2 quarry Near Dong Than 1 quarry, capacity of 500.000m3
Roadway: It is 6km from the quarry to formerNR10 (through Binh bridge) and the average transport distance is about 7km.
Ang Gai quarry Near Nui Ni clay quarry, Minh Duc town, Thuy Nguyen ward, to be about 3.5km far away from Minh Duc town, capacity of 150.000m3
Roadway: It is 5km from the quarry to formerNR10 (through Binh bridge) and the average transport distance is about 35km. Waterway: It is 5km from the quarry to Minh Duc port. It is about 50km from Minh Duc port to Rao bridge, Niem bridge and Kien An bridge. It is about 7km from these places to the project site.
Ha Son quarry Minh Duc town, Thuy Nguyen ward, to be 6km from formerNR10, capacity of 800.000m3
Roadway: It is 5km from the quarry to formerNR10 (through Binh bridge), it is 35km from the quarry to project site. Waterway: It is 4.5km from the quarry to Minh Duc port. It is about 50km from Minh Duc port to Rao bridge, Niem bridge and Kien An bridge. It is about 7km from these places to the project site.
Phuong Mai quarry Phuong Nam commune, near Da Bac bridge in Uong Bi commune, Quang Ninh province, capacity of 1 million m3
Roadway: It is about 25km fromNR10 through Quan Toan to project starting point.
26
Figure 7. Material Quarries
Ha Son stone quarry Phuong Mai stone quarry
Dong Than 1 soil quarry Dong Than 2 soil quarry
Concr ete Batching Plants Two large-scale concrete batching plants of Hai Phong city have been identified for the project: 1. Hoang Truong asphalt concrete mixing plant; 2. Hung Vuong fresh concrete mixing plant. These mixing plants can meet the project construction demands and are located between 10-15 km from the proposed road (see Figure 8).
Figure 8. Concrete Batching Plants
Hoang Truong Asphaltic Concrete Plant
27
Hung Vuong Fresh Concrete Batching Plant
Analysis of Alternatives The consideration of a range of alternatives helps to produce a solution that satisfies the purpose and need for the project while protecting environmental, cultural, and community resources. Two basic categories of alternatives were explored and evaluated for this project:
1. The Do Nothing alternative: includes short term minor maintenance activities that maintain continuing operation of the existing roadway(s) and all other committed projects within the network (such as adjacent roads).
2. Build alternatives: includes construction of a new arterial road which is systematically designed and selected from proposed road options.
The Do Nothing alter native 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 alter natives Based on previous feasibility studies two final road designs were explored and evaluated in terms of their various impacts during construction and operation phases. Both alternatives (A1, A2) were evaluated from the Cau Rao intersection (in Vinh Niem ward) to the cross-road of Le Hong Phong Road in Dang Hai ward (see Figure 9).
28
Figure 9. Location of Proposed Alternatives in the Eastern Section of the New Arterial
Road.
Relative impacts of both alternatives (A1, A2) were assessed against a set of 14 parameters ranked from 0 to -5 (where 0= no impact, -1 = smallest impact, - 5 = largest impact). Furthermore, construction (8 parameters) and operation phases (6 parameters) were included in the analysis (see Annexes for more details). The overall rejection of either alternative was supported by totaling the score for all parameters. Alternative 2, a shorter and straight link was rejected (total score -27) mainly because 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 5).
A further analysis of the relative impacts of two proposed road widths (W1=68m; W2=50.5m) for Alternative 1 was carried out. The proposed width of 68 m was rejected. Main factors included: i) smaller impact on irrigation capacity of road crossings when the length of culvert is reduced to 17.5m; ii) dredging and maintenance works would be more cost-
In alternative 1, the alignment would follow a pronounced curve along the Lach Tray
River significantly reducing impacts on residential areas
and local industry
29
effective. In addition, the 50.5 m cross-section would minimize impacts and facilitate design alternatives by creating buffer space for existing sensitive points.
Table 5. Summary of Main Impacts Associated with Alternatives 1 and 2
Main factors Alternative 1 Alternative 2
Mitigation, 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
30
ENVIRONMENTAL CONSIDERATION
The Human Envir onment Hai Phong City Haiphong is a coastal city, situated to the east of northern Vietnam, 102 km from the capital of Hanoi, with a total area of 152,318.49 ha; it represents 0.45% of the Vietnam territory (statistics data, 2001). The administrative boundaries of the city comprise: north, Quang Ninh province; west, Hai Duong province; south, Thai Binh province; and east, the East Sea.
Haiphong is conveniently positioned for exchanging with Vietnam’s regional provinces and with other countries via the network of roads, railways, waterways, and international airways. Haiphong’s northern hilly terrains occur in the midland region of the delta. The southern landscape of the city comprises lowlands with a relatively even topography typical of the Red River delta region.
Existing and Planned Tr anspor tation Networ k Haiphong has always been the most important commercial gateway in the trade of goods and import-export relationships of the Northern provinces with foreign countries around the world. In compliance with the Party and State’s guidelines the process of building Haiphong city plays an important role in the industrialization – modernization process of the Nation. Accordingly, the city has been developing a Master Plan that includes upgrading and expanding urban areas, the port, and the existing road and transport network to match Haiphong’s stature and growth.
Two main development programs at national and provincial levels have been planned and implemented:
1. Improvement and development of Hai Phong port in two phases
a. 2005-2015: Re-arrangment of the existing Hai Phong port, expansion and construction of specialized ports and sea port towards Chua Ve – Doan Xa area and Dinh Vu direction, ensuring serving capacity of about 50 million tons/year;
b. 2010-2020: Construction of Lach Huyen deep-water port with serving capacity of over 100 million ton/year.
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2. Construction of Hanoi – Hai Phong Highway: This project commenced in May 2008 to provide access roads to the new Dinh Vu port and Hai Phong international gateway ports at Lach Huyen from the southern area of Hai Phong city.
The two main programs mentioned above would help to improve the capacity of the Hai Phong port while reducing traffic volume of the Hai Phong road network by diverting some traffic (mainly heavy trucks) to the Ha Noi – Hai Phong highway. Hai Phong urban transport development, from now to 2020, will be mainly toward the south of Bach Dang, Nguyen Tri Phuong, Hoang Dieu and Le Thanh Ton streets. Three major development axes have been identified:
• The east and southeast areas will be developed rapidly with port expansion towards Dinh Vu, Hai An district along the Lach Tray -Le Hong Phong axis road, and on the route to the port from Chua Ve to Dinh Vu.
• The southern precinct will be developed along the axis to Kien An and provincial road No.353, and Ho Sen – Cau Rao 2 to Duong Kinh. Do Son and Kien Thuy will also be developed as a satelite city away from the central area.
• The west and southwest areas are being rapidly developed along NR5, NR10, and along provincial roads No. 188, and 208.
Haiphong’s transport network was formed on the basis of the Transportation Planning approved in 1998. Currently, the network includes the following components:
The internal road network, which is a complex structure of roads imbedded in the city’s infrastructure, resembles a semi-circle that harbors 339 streets with a total length of 179,401.6m including 276 arterial and collector streets in addition to 63 local streets (Figure 10). The arterial roads of the city are organized as follows:
The East - West arterials (6 links) : old NH.5 - Chua Ve, New NH.5 - Chua Ve, Hong Bang - Bach Dang - Dien Bien Phu - Chua Ve , Lan Be - Nguyen Duc Canh - Tran Phu, Hai Ba Trung - Luong Khanh Thien - Vo Thi Sau - Nguyen Trai, and Ton Duc Thang - To Hieu - Le Loi - Le Lai. The North - South arterials (2 links): Hoang Van Thu - Cau Dat - Lach Tray, Cat Bi 5th intersection - Le Hong Phong - Cat Bi airport. The East North - West South arterial: Sat Market – Tran Nguyen Han - Cau Niem - Truong Chinh - Quan Tru intersection - Kien An intersection.
32
Figure 10. Hai Phong City - Projected Road Network
Haiphong has about 140 intersections in the urban areas. The Lach Tray and Niem Bridge are a grade-separated intersection. The Haiphong province road network has a total length of 130,246 km, including: PR.351, PR.352, PR.353, PR.354, PR.355, PR.356, PR.357, PR.358, Han Hoa road, and Haiphong - Cat Ba road.
Although the population density of Hai Phong City is very high, the bus service is shortcoming serving less than 1% of the moving demands of the city. Currently, the city lacks the adequate infrastructure to support a bus network operating effectively. The downtown roads are divided in two lanes, each 5 meters wide, where buses compete with motorbikes to meet the transport demands. However, the traffic volume is better on the Tam Bac – Kien An corridor, especially at the Truong Trinh road which has six lanes to facilitate the traffic of buses and other vehicles.
Haiphong province road network totals 130,246km including: PR.351, PR.352, PR.353, PR.354, PR.355, PR.356, PR.357, PR.358, Han Hoa road, an Haiphong - Cat Ba road. There is a lack of internal roads, especially in Le Chan, Ngo Quyen, and Hai An districts. Traffic congestion occurs quite often at intersections such as Ton Duc Thang - Tran Nguyen Han, Hieu - Cau Dat, Le Thanh Tong – Le Lai. The traffic survey showed that traffic congestion in the direction East - West is mainly due to the amount of heavy trucks associated to the Hai Phong port system. According to the city’s master plan, Hai Phong will house a large scale network of urban centers consisting of 12 districts; including seven former districts (Hong Bang, Le Chan Ngo Quyen, Hai An Kien An, Duong Kinh, Do Son) and 5 new districts (Thuy Nguyen, Tay Bac, An Duong, Trang Cat, Cat Hai). Thus, the construction of urban roads Bac Son – Quan Tru is critical. The new roads will increase the density of internal passing through An Duong, Hai An, Kien An, and Le Chan district. Hai Phong transportation network will be increased, strengthening urban transport and traveling operations, improving the effect of public transport in the future.
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Social and Economic Char acter istics of Hai Phong City Hai Phong population size, according to the 2007 census, was 1,832 million inhabitants (1.206 persons/square kilometer), of which 746,900 (Figure 11) were rural residents (40% of the population); the average population growth of Hai Phong during 2000-2007 was 1.07% in the city and 3.23% in the surrounding areas. Approximately, 899,700 people work in agriculture, and the remaining 871,100 work in non-agriculture activities such as industry, manufacture, services, and construction. Pursuant to Decision No. 145/2007/ND-CP dated 12/09/2007 the Prime Minister approved the adjustment of the administrative boundaries of Kien Thuy district to establish the Duong Kinh district. The number of administrative units of Hai Phong include 7 urban districts (Hong Bang, Ngo Quyen, Le Chan, Kien An, Hai An, Son Duong Kinh) and 8 suburban districts (Thuy Nguyen, An Duong, An Lao, Kien Thuy, Tien Lang Vinh Bao, Cat Hai and Bach Long Vi island district).
Figure 11. Urban and Rural Population Growth of Hai Phong City (in thousands)
The population is unevenly distributed between districts. According to the 2007 census, Le Chan District has the largest population density 15,739 persons/km2, followed by Ngo Quyen with 14,493 persons/km2, Hong Bang 7,727 persons / km2, the suburban districts with densities around 1000 persons/km2; the lowest densities are found at Cat Hai and Bach Long Vi island district with around 100 persons/km2.
The total number of employees of the city is 968,100. The number of employees working in the national economy sector is 972,535; Hai Phong’s employees account for 91.1% of the total. The employees are distributed as follows: industry and construction: 264,680; services: 229,400, agriculture, forestry and fisheries: 285,274 employees.
Being not only a major commercial centre for Northern Vietnam but also one of the dynamic economies of the country, Hai Phong is fertilized with many opportunities and prospects to reach the same level and stature of strong markets such as Hanoi and Quang Ninh, which together form the so-called “triangle area” of the North.
In 2007 the GDP of the city was 17827.4 million VND (Figure 12); it ranked 5th among 64 provinces and cities, after Ho Chi Minh City, Hanoi, Ba Ria Vung Tau and Dong Nai. The
34
average development rate during the 1996-2000 period was 9.4% and in 2000-2007 was 11.5%; which was 1.5 times higher than the whole country.
Figure 12. Growth of the Gross Domestic Product (GDP) of Hai Phong City (1995-2007)
Hai Phong’s economy has positively contributed to the GDP of each sector. For instance, in 2000 it accounted for 15.51 % of the agriculture and forestry GDP, 35.26% of industry and construction, and 49.22% of services; while in 2007 its proportion in agriculture and forestry decreased to 9.81%, in industry and construction increased to 41.10% and in services to 49.09%.
The government contribution to Hai Phong’s GDP also played an important role. In 2007 the government contribution increased to 14262 million VND, representing 80% of the GDP; while foreign investment captured 17.8% of the contributions, and the remaining 2.2% was represented by import tax, goods and services. It is expected that the relative GDP contribution associated to foreign exchange and investments will grow during the next ten years. This way, Hai Phong will occupy a more prominent place in the overall economy of the country.
35
Socio-Economic Development of the War ds and Communes The proposed project will be implemented in the Le Loi, Dang Cuong, Hong Thai, and Dong Thai communes and the Quan Tru, Dong Hoa, Vinh Niem, Dang Giang, Cat Bi, Thanh To, Dang Hai, and Nam Hai wards. Wards on the Quan Tru-Nam Hai section are urban with high population densities and average income of more than VND 9.5 million/person/year. This income is mainly originated from service sectors. Meanwhile, communes on NH10-Quan Tru section are suburban. These communes derived their main income from agriculture (average income around VND 8.5 million /person/year).
According to survey results, the main income of households was derived from business services, handicraft, and self-employment (66.1%), agriculture (8.2%), the rest are staff officers, and servants (25.7%). The income of households in the project area is mainly 2-3 million VND per month (up 50.4%), followed by 3-5 million VND (up 32.1%), 5 million (11.3%) and under 2 million VND per month 6.2%. Areas such as Nam Hai, Dang Hai, Dong Hoa and Le Loi received 2-3 million VND/month. Dong Thai, Bac Son and Dang Cuong obtain under 2 million VND. The income over 5 million accounts for a small scale activities and is equally distributed among the ward / commune projects.
In recent years, infrastructure development in the wards and communes focused on the following investments: completing inter-communal transport systems; schools and kindergartens, land management, irrigation, sanitation, lighting systems, power lines, and pipelines. In terms of education facilities wards and communes invested in the completion of high school programs, socialization, and education based on the study promotion fund. Radio systems in the communes are required by the police. The condition and maintenance of these systems depends on the guidelines of the Party, State, and People's Committees. In addition, public health and poverty reduction programs including social welfare have been implemented in all the communes of the project area.
Table 6. Economic Profile of Households in all the Communes/Wards of the Project Area
Commune/Ward Population/ Households
Average income/ person
Agricultural economy (%)
Industrial economy (%)
Service economy (%)
Aquatic product (%)
Le Loi 5530/1517 8.5 million/ year
80 % 0 % 17% 3%
Dang Cuong 7800/1900 8.5 million/year
77% 0% 21% 2%
Hong Thai 9931/2840 9.5 million/year
40% 0% 55% 5%
Dong Thai 8100/1650 8.5 million/year
65% 0% 25% 10%
Quan Tru 11000/1900 12.0 million/year
5% 65% 30% 0%
Dong Hoa 9675/2376 9.5 million/year
65% 0% 35% 0%
36
Commune/Ward Population/ Households
Average income/ person
Agricultural economy (%)
Industrial economy (%)
Service economy (%)
Aquatic product (%)
Vinh Niem 17515/4397 11.5 million/year
5% 25% 60% 5%
Cat Bi 12876/3549 12.5 million/year
10% 0% 70% 20%
Thanh To 9716/2537 9 million/year
15% 20% 55% 10%
Dang Hai 11500/3500 10 million/year
20% 5% 65% 15%
Nam Hai 8700/1700 9 million/year
25% 0% 15% 60%
Existing land use Bac Son, Le Loi, Dang Cuong, Hong Thai and Dong Thai communes live out of agriculture. The landscape of this area presents the typical rural characteristics of the northern agricultural plain; pure and fresh air, unpolluted water in irrigation and drainage systems, and scattered wastes on cultivation plots or along canals. Furthermore, Dang Cuong and Dong Thai communes grow Hai Duong flowers which have high economic value in the local market.
Quan Tru and Dong Hoa wards are mostly suburban wards with remarkable differences in their socio-economy and environment. The Quan Tru ward supports an industrial and service economy; local roads are polluted by dust and noise, and surface waters are polluted via industrial activities. Dong Hoa’s agriculture area is quite extensive. However, these agriculture fields (which have poor irrigation and low productivity) are part of the new development plans including building schools, industrial zones, and resettlement areas (Figure 13, Table 7). Currently, a school campus (near to the proposed road) is being constructed. This area is expected to be fully urbanized within the next 3 to 5 years.
The Vinh Niem ward has a high urbanization rate. Here, the land use is being changed from agriculture to urban. Due to the increasing immigration in Vinh Niem, the social situation in this area is getting unstable.
Dang Giang, Cat Bi and Thanh To wards are considered to be in the inner city area; these urban wards are densely populated. Dang Hai ward is very famous in Hai Phong city. Here flowers are traditionally grown for commercial purposes.
37
Figure 13. Current Land Use and Distribution of Communes/Wards along Eight Areas of the Proposed Road
Table 7. Distribution of Communes/Wards along the Proposed Road
No Residential No Residential
1 Hamlet 5 – Bac Son commune 9 Residential 5 – Dong Hoa ward
2 Lương Quy hamlet – Le Loi commune 10 Residential 4 – Vinh Niem ward
3 Doan Tien commune – Dang Cuong commune
11 New urban – Vinh Niem ward
4 Tự Lập hamlet – Dang Cuong commune 12 Residential 2 – Dang Giang ward
5 Hoa Nhat hamlet –Dang Cuong commune 13 New resettlement– Dang Hai ward
6 Hy Thai hamlet – Hong Thai commune 14 Lung Dong residential – Dang Hai ward
7 Residential 4 –Quan Tru ward 15 Residential 4 – Nam Hai ward
8 Residential 4 – Dong Hoa ward
Ar cheological Resour ces Relics have been found primarily at Cat Ba district which is 60 km from the center of Hai Phong city (Cai Beo area). Recently other relics have been found at Thuy Nguyen district (Trang Kenh area) which is 12 km from the nearest project alignment. According to officers from the Department of Culture, Sport and Tourism, some relics may be found in the An Duong district where construction activities along the alignment in communes such as Bac Son, Le Loi, Dong Thai, and Hong Thai are going to take place.
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The Natur al Envir onment Physical Envir onment
Climate Condit ions Vietnam has a tropical monsoon climate with frequent tropical cyclones affecting the Northern and Central regions. Haiphong climate is typical of the northern delta under the effect of the Eastern – South monsoon pattern. The seasonal distribution of rainfall is closely related to the monsoons. Rainfall intensity can be high, producing a rapid run-off rate and serious flooding that affects agricultural crops and productivity. The rainy season (summer) lasts from May to October. The less rainy season (winter) lasts from September to April. The precipitation is rather evenly distributed. The annual average rainfall of Haiphong is 494.7mm. At the project area, the annual average rainfall is 1808 mm with 153 rainy days. The monthly highest average rainfall is 348,6 mm. Approximately 80 % of this rainfall occurs during the main rainy season. The annual mean temperature in Hai Phong ranges from 13.70C to 41.50C. In coastal areas the temperature does not drop nor fluctuates as much as in the delta plains. The project area has annual average humidity of 85%. The highest humidity occurs in February, March, and April. Winds can reach up to 40 m/s during summer cyclones and storms. In winter, when the monsoon comes, a rush of wind can reach up to 20m/s. The average wind speed is about 3.7 m/s.
Topogr aphy, Geology, and Soils Most of the 20 km of the proposed road are mainly on the level of alluvial plains of the Lach Tray River. The topography varies from 0.56 to 3.71 m above sea level. In the survey area, strata include nine layers and three lenses. Among those, there are two weak upper layers having high distortion and land subsidence properties not suitable for building the foundation of the proposed alignment. The remaining layers are basically appropriate for construction. A detailed description of the soil layers of the project area is presented in the respective Annexes.
Sur face Water Resour ces Haiphong has a complex river network (river density ranges from 0.6 – 0.8km/km2). Most of Haiphong’s rivers are tributaries of the Thai Binh River flowing into the Tonkin Gulf. Haiphong has 16 main rivers distributed all over the city with a total length of 300 km, such as the Thai Binh, Lach Tray, Cam, Da Do, and Bach Dang among other rivers. Da Do, Re and Gia rivers supply fresh water to the city (21,077,300 m3); this supply is continuously maintained by the river network upstream. Moreover, the complex hydrological processes of this network are affected by flood from upper sources and by daily tidal fluctuations in more coastal areas.
The project area has plenty of ponds, streams, irrigation, and drainage channels. The landscape is mostly a flat cultivation area with a dense irrigation system. The surface water
39
drainage is mostly controlled through canals and irrigation systems such as the Dong Quoc Binh canal, An Kim Hai canal in combination with other canals and rivers.
In the project area the Re river is the main water supply for the An Duong water plant. The water collection point from Re river to the An Duong plant is 7 km downstream from the site of the bridge to be constructed across the Re river (at the beginning of the route). The remoteness of the water collection point significantly reduces any potential pollution derived from construction activities. Currently, part of the hydrological network gets salty and with high hardness. The water contains organic substances and oil content which exceeds the standard because of surplus chemical in pesticide and nitrogenous fertilizer as a result of cultivation, industrial, urban, and canal transportation activities. Oil and lubricant pollution in surface water environment at the river mouths exceeded the standard mostly due to waterway traffic activities.
DO concentration COD concentration
Colifom concentration Colifom concentration
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Figure 14. Diagram showing Monitoring Results of Surface Water in the Study Area
Notes: (i) Units for DO, COD, NH4, PO4: mg/100ml; (ii) Unit for colifom concentration: MPN/100ml; QCVN: Vietnamese standard level.
The water quality of the rivers in Hai Phong is improved before physically diverting it to industrial zones and urban areas. Water pollution of natural rivers partially occurs at discharge outlets of cities and industrial zones. Rivers such as the Lach Tray have been polluted by waste water from industrial areas like Quan Tru, Vinh Niem (N6, N9, N12)…, and by waste water from Hai Phong city. Environmental parameters in these rivers including: BOD, COD, DO, coliforms, NO2- PO43-, NH+4 exceed allowed levels according to Vietnamese standards. The quality of surface water for irrigation purposes has been degraded (Classification B1: Vietnamese regulations QCVN 08-2008). At all monitoring locations, the concentration of coliforms is many times higher (Figure 14) than the Vietnamese standard, especially at location N11, Tay Nam drainage canal – Vinh Niem ward (270000 MPN/100ml); At N14: the drainage canal in residential area No. 4 – Dang Hai (240000 MPN/100ml), the total Coliform value is one thousand times higher than the standard (7500 MPN/100ml). Rivers and surface water area of the inner city are also polluted; values at N11, N14 are 20 times higher than the standard NH+4); in terms of PO43-(N11, N14 are 15 times higher than the standard).
Surface water in Hai Phong city has not been polluted by heavy metals like Zn, Cr, nitrogen or Chloride compounds. It can be used for agricultural purposes. Analysis of water quality in irrigation canals showed that indicators such as BOD, COD, DO, NO-2, Cl-, NH+4, are lower than the Vietnamese standard value. Only the An Kim Hai canal is polluted by COD, at the section which crosses the Dang Cuong commune.
Gr oundwater The underground water level is relatively high, usually coincides with the surface water level in the rainy season. In the dry season, the water level changes from +1.0 to 1.5m. The upper underground water is brackish water. The underground water may possess concrete corrosion properties.
Groundwater exploitation in some urban and suburban areas has significantly diminished the groundwater level and its availability. With current exploitation activities, degradation of
PO4 concentration NH4 concentration
41
groundwater quality happens not only at exploitation locations but also at aquifers. Monitoring results are presented at the following table:
Table 9. Monitoring Results of Groundwater Water Quality N
o.
Cod
e of
sam
ples
Loca
tions
of
taki
ng
sam
ples
pH
TS (m
g/l)
CO
D (m
g/l)
N-N
O2-( m
g/l)
Cl-
Fe
Mg
Tota
l Col
iform
M
PN/1
00m
l
E.C
oli
MPN
/100
ml
1 NN1 Le Loi commue
6.7 127 4 0.001 7.1 2.21 0.56 3 N/A
2 NN2 Dang Cuong commune
6.6 96 3 0.008 14.2 0.81 0.11 0 N/A
3 NN3 Dong Thai commune
6.4 110 2 0.002 9.5 1.22 0.62 3 N/A
4 NN4 Dong Hoa ward
6.4 131 2 0.001 18.4 0.21 0.71 0 N/A
5 NN5 Vinh Niem waste
6.7 213 3 0.011 14.3 0.13 0.74 3 N/A
6 NN6 Cat bi ward
6.8 175 3 0.001 21.14 0.11 0.65 3 N/A
7 NN7 Dang Giang ward
6.6 97 3 N/A 27.2 1.02 0.05 0 N/A
8 NN8 Nam Hai ward
6.7 136 3 N/A 8.5 1.51 0.09 3 N/A
17 QCVN 09:2008/BTNMT
5,5 – 8,5
1500 4 1.0 250 5 0.5 3 N/A
Groundwater quality by the above mentioned environmental parameters is acceptable. However, there are signs of pollution at some monitoring places where COD and Total Coliforms are equal to the Vietnamese Standard QCVN 09-2008/BTNMT. In addition, organic pollution (generally, BOD5 and COD content in groundwater) is many times higher than the standard. Pollution of nutritive substances (nitrogen content) is much lower than the Vietnamese standard, and metal pollution (Fe and Mg content) is also lower than the Vietnamese standard.
Biological Resour ces
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
Ecosystems and Protected Areas
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use and the surface water regime is managed for agricultural production and flood control. Agricultural cultivation involves the regular use of chemical and organic inputs, which alter surface water and runoff quality. The fruit trees in the area consist of longan, jackfruit, mango, coconut, pomelo, orange, apple, sugar-apple. The dominant fauna in the environs are domesticated species, mainly poultry fowl, buffalo, cow, pig, duck, goat, and horse. From Dang Giang, Cat Bi and Thanh To wards, as the alignment moves east to more urban areas, human activities have likewise modified the landscape with multiple residential, industrial, and service infrastructure.
Within the project area the closest protected area is Cát Bà National Park which is an island and an important national park in northern Vietnam. Cát Bà is situated in Ha Long Bay, is administered by the city of Hai Phong, and belongs to the Cát Hải District. The park is located approximately 30 km east of Haiphong, covering about 263 km² and comprising 173 km² land and 90 km² of inshore water. The Park is abundant and diverse in fauna and flora, with 896 plant and 548 animal species recorded. The Park is home to 37 species of mammals – including langurs, wild boar, deer, squirrels and hedgehogs – and more than 70 species of birds including hawks, hornbills and cuckoos. The golden-headed langur is officially the world’s most endangered primate with just 60 left in the park. Cat Ba lies on a major migration route for waterfowl, which feed and roost on the beaches in the mangrove forests. There are 278 commercial species of plants recorded on Cat Ba, including 118 timber species and 160 plants with medicinal value. The park is also home to a species of tree called Cay Kim Gao. In ancient days, kings and nobles would eat only with chopsticks made from this timber, as anything poisonous it touches is reputed to turn the light-colored wood to black.
Hai Phong potentially has two other areas of natural habitat (coastal wetland sites). The first area is located close to the Van Uc estuary next to Dong Hung, Tien Hung, and Vinh Quang communes of Tien Lang district which is about 11km from the Vinh Niem riverside area. The second one is located near Lach Tray estuary in the Trang Cat and Nam Hai commune of the An Hai district which is about 3.1 km from the ending point of the project road and about 6km following the Lach Tray river from the dyke relocation section (See Figure 15).
Figure 15. Biodiversity Areas Close to the Proposed Alignment
The lands flanking the alignment near the Lach Tray enjoy seasonal infusion of nutrients carried by river drainage during the monsoon season. There are many kinds of commercial fish species such as native carps, silver carps, mud carps, snakehead fish, and tilapias, cultured at the multiple ponds, lakes, rivers, rice-fields, and canals of the project area. Additionally, shrimps, crabs, eels, and frogs are also produced by local farmers.
Wetlands and Fishery
Within the project area, there are two principal categories of wetland resource: man-made ponds and lakes, and the river floodplains, which are subject to seasonal flooding. The alignment passes through the land of the Lach Tray River corridor that has been inhabited for hundreds of years, and has strongly developed agricultural systems. The first category includes many ponds, lakes, and reservoirs; Most of the ponds are fishponds, and the lakes and reservoirs are used for flood control, irrigation, and water supply. The second category is the extensive floodplain areas of the Lach Tray River, in which water levels are controlled by levees and drainage networks; all are intensively farmed.
Hai Phong city has a forest area of 17,998.7 ha, including 12,527 ha of mountainous area, 2,253 ha of mangrove forest and 710 ha of forest along the banks of rivers. Land use changes, illegal hunting, and overexploitation of natural resources have affected both forest cover and the number of species. Currently, forests cover 28.8% of the land. Natural forests are primarily seen on Cat Ba island, the mountains and limestone alleys, including many valuable species like Lat Hoa, Trai Ly, Cho Dai, Kim Giao, Doc Nep.Table 10 shows the number and distribution of recorded Fauna species in Hai Phong.
Wildlife
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Table 10. Local Species Numbers and Distribution of Some Animal Groups
Species Number Distribution
Birds 186 (5 species of migratory night herons)
River mouths like Van Uc, Thai Binh, Tam Bac rivers and other places like Thuy Nguyen, Vinh Bao, Tien Lang, Do Son and Cat Ba.
Mammals 37 (9 orders, 17 families) Mainly distributed in Cat Ba National Park.
Reptiles/Amphibians 25 (3 orders, 12 families) geckos and iugandas quite common at Cat Ba. Frogs/toads are mainly distributed in Viet Hai.
Marine fish, mollusks, and crustacean
900 species of fish, 500 species of mollusks, 400 species of crustaceans.
Hai Phong seaside, Gulf of Tonkin, and local islands.
Freshwater/aquaculture species
Many species of carps (mud carps, black carp, silver carp) , tilapias, sneak head fish, eels, frogs, shrimps, crabs etc.
Ponds, lakes, rivers, rice-fields, and canals.
The proposed road runs through paddy fields, irrigation ditches or residential areas. The main species of animals and plants found along the alignment are mainly livestock; they have more economic value than ecological value. There are no species present in the project area currently listed in the Red book of Vietnam.
The Vinh Niem ward was a targeted agro-ecological landscape where consultants conducted field surveys. The local flora is composed of widely distributed coconut trees, bananas, mangos, and plants growing along the river banks such as cane, and grass. Shade plants were observed around ponds, roads and dykes. This agro-ecosystem includes attractive habitat for diverse species of plants, birds, freshwater fish species etc. The area is locally appreciated for its natural attributes. However, has not endemic or endangered species.
Bird species observed in the area include areolas, fiery storks, swallows, some water birds such as boucal, and king fisher. The area harbors resident and some migratory birds (stop over site). The study shows that the abundance of birds is low mostly due to uncontrolled bird hunting.
- Current land use conditions, alluvial soils, and water regime of the region are main factors facilitating agriculture and aquaculture production. At present, the livelihoods of local residents of the Vinh Niem riverside area are supported by aquaculture and agriculture activities.
In Summary:
- Selected flora and fauna species occur in this valuable countryside landscape. Fortunately, none of the species of this region are included in the Red Book List of Vietnam. Furthermore, the riverside area is not in the national list of potential protected areas despite its valuable landscape, species composition, and economic importance.
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- The impact of the proposed project on the Vinh Niem agro-ecosystem is considered MINOR.
- Project conditions and current land use plans would facilitate the development and implementation of a strategic Offset project.
Noise Envir onment Pile-driving and blasting operations will create annoying noise and vibration, as will the passage of trucks and heavy equipment. But the construction noise is not expected to exceed the allowable levels for residential or industrial areas. And the flora and fauna in protected areas, which are some distance away from the project alignment, will not be disturbed. Sensitive areas such as residential areas, schools, pagodas, churches, and hospitals within 50 m of the construction limits will be provided with noise bunds of adequate height. As a rule:(i) heavy equipment should be operated only in the daytime; (ii) hammer-type pile-driving operations should be avoided at night; (iii) construction equipment that generates excessive noise should be enclosed; (iv) blasting activities should be allowed only in the daytime, blasting intensities controlled, and nearby residents notified beforehand; and (v) the effectiveness of mitigation measures should be monitored regularly through noise level measurements at sensitive sites. Projected noise levels should not exceed Viet Nam standards.
Traffic noise pollution of many main roads in Hai Phong city nearly reaches the allowed maximum rate at trading and commercial areas and is much higher than the allowed maximum rate at residential areas (TCVN 5949-1998), especially at routes with high density of trucks such as Nguyen Van Linh, Le Hong Phong, and Truong Chinh. Noise level at rush hour is higher than the standard. Especially, at K12, Le Hong Phong - Nguyen Binh Khiem cross-road and K15 under Niem bridge on Nguyen Van Linh.
Suburban communes in the project area have a very small noise rate at normal hours (18h-6h) but are polluted by noise at rush hours (8h – 18h) on the main axis roads.
At the above monitoring locations (which are closed to main traffic roads) designated as K1, K4, K6, K8, K9, K11, K12, K13, K14, K15, K16, K17 and K18, the average noise at rush hour is 69 dBA which is higher than the standard (60 dBA); However, the average noise at normal hours is only 46 dBA which is much lower than Vietnamese standard. These areas are being polluted by noise at rush hour from 8h – 18h (see Figure 16).
At residential areas which are not impacted by traffic roads like K2, K3, K5, K7, K10, the average noise is 45 dBA which is much lower than Vietnamese standards.
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Figure 16. Noise Levels (dBA) obtained from 18 monitoring Stations (K1-K18) in relation to the Maximum Allowed by Vietnam Noise Regulations
Air Quality Air environment quality in Hai Phong city is quite good, especially in suburban areas. Urban pollution is mainly caused by dust, PM10, noise, SO2, Petroleum hydrocarbon. In which, noise pollution is the problem for which special attention should be paid. Detail of environmental indicators will be discussed below.
PM10 measured at most monitoring locations at rush hour and normal hour is defined under the standard (TCVN 5937-2005). However, there are still monitoring locations where PM10 at rush hour exceeds the standard for every average 24 hours (150 µg/m3) at K9 - Cau Rao footing (194µg/m3) and K15 - Niem bridge footing (170 µg/m3). These are places with high traffic density and many heavy vehicles passing by. Similarly, at K15 monitoring location, TSP concentration reached 320 µg/m3, exceeding the standard (300 µg/m3) at rush hour. Notes: (i) TCVN: Standard level; (ii) CD: rush hours; (iii) BT: normal status
Dust Measurements
Figure 17. Monitoring Results of PM10 Emissions in relation to Vietnam Standards
Figure 18. Monitoring Results of TSP (Total Suspended Particulate) Concentrations in
relation to Vietnam Standards
At most project communes on the NH10-Quan Tru section, PM10 and TSP concentrations are much lower than the standard (Figures 17, 18).
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In most monitoring locations, which are close to main and urban roads, designated as K1, K4, K6, K8, K9, K11, K12, K13, K14, K15, K16, K17 and K18, the average PM10 concentration is 101 µg/m3 at rush hour, lower than the Vietnamese standard (150 µg/m3); TSP concentration of 187 µg/m3 at rush hour is much lower than Vietnamese standard (300 µg/m3).
Locations in residential areas which are not impacted by traffic roads like K2, K3, K5, K7 and K10, the average PM10 concentration is 31,6 µg/m3, 5 times lower than Vietnamese standard; Average TSP concentration is 72 µg/m3, 4 times lower than Vietnamese standard.
Gases such as CO, NO2 in the air of urban and suburban areas are generally within the allowed range.
Exhaust fume (CO, SO2, NO2)
However, due to traffic patterns, NO2 concentration near main roads is higher than other places. At some places like Cau Rao, Nguyen Van Linh, Tran Nguyen Han – To Hieu cross-road, content of these exhaust fumes nearly reach the maximum allowable rate. This shows that NO2 is primarily generated from traffic activities in the city.
The most worried problem is SO2 pollution (Figure 19). On most roads of the city, SO2 concentration at rush hour exceeds the standard 125 µg/m3 (TCVN 5937-2005): at K9, Rao bridge footing – Lach Tray road (142 µg/m3); K14, To Hieu – Tran Nguyen Han cross-road (126 µg/m3); K11, Le Hong Phong – Nguyen Binh Khiem cross-road (135 µg/m3); K15: under Niem bridge, Nguyen Van Linh road (127 µg/m3); K18 Hoang Quoc Viet cross-road, Road No. 351 (174 µg/m3).
At residential areas in Hai Phong’s suburban areas, SO2 concentration is much lower than areas near traffic roads and industrial zones.
At the above locations which are closed to main traffic axis and urban roads K1, K4, K6, K8, K9, K11, K12, K13, K14, K15, K16, K17 and K18, average CO content is 2660 µg/m3 at rush hour, 10 times lower than Vietnamese standard (30000 µg/m3); average NO2 concentration is 109 (µg/m3) at rush hour, 2 times lower than Vietnamese standard (200 µg/m3); average SO2 concentration is 110 µg/m3, lower than Vietnamese standard (125 µg/m3).
Figure 19. Monitoring Results of SO2 content
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Figure 20. Monitoring Results of HC Petrol Content
At residential areas which are not impacted by traffic roads including K2, K3, K5, K7, K10, average CO content is 824 µg/m3 at normal hour, 30 times lower than Vietnamese standard (30000 µg/m3); average NO2 concentration is 32 (µg/m3) at normal hour, nearly 9 times lower than Vietnamese standard (200 µg/m3); average SO2 concentration is 45,6 µg/m3 at normal hour, about 2.5 times lower than Vietnamese standard (125 µg/m3).
Solid Waste Waste generated in urban areas (about 1100 m3/day) is collected and dumped at the city’s landfill. The treatment method of solid waste is mainly burying which is unhygienic and does not meet technical standards and requirements. Waste generated from hospitals is about 10 m3/day (4.5 - 5 ton/day) out of which toxic waste constitutes about 20%. Hospital waste is collected and dumped together with domestic waste at the landfill, creating potential risks of epidemic transmission. Thus far, hospital waste is not properly managed. Furthermore, solid waste generated from port activities like waste oil (3000-5000 ton/year) is about 20 -30%.
Solid waste of suburban communes is hardly controlled and scattered along canals or unoccupied land areas. Solid waste is partly collected by residents. Spontaneous collection and treatment of waste and trash has significantly affected the quality of the air and water environments in rural areas.
Currently, there are some domestic waste dumping yards in Hai Phong city such as Trang Cat, Thuong Ly, Gia Minh, and Bang La. Trang Cat dumping yards have a waste treatment process following a regulated schedule. It was put into operation on July 2006.
In terms of construction waste, Hai Phong is using Dinh Vu peninsula as a dumping yard. This dumping yard is located far away from residential areas; therefore, it is quite clean and well-ventilated. It is daily managed by a construction waste management and treatment service enterprise which is under management by Hai Phong Urban Environmental Company. This dumping yard is being used for dumping construction waste from on-going projects in Hai Phong city (including Hai Phong Urban Upgrading Project – WB).
Anticipated Envir onmental Impact and Mitigation Measur es This EIA report is centered on the creation of a bypass road from Bac Son to Nan Hai. The bypass is a typical periurban road 20 km long, proposed along an alluvial plain delimited by two major rivers (Lach Tray and Cua Cam rivers). The western side of the alignment is
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mostly rural. The eastern side is mostly semi-urban and urban. Consequently, the most important impacts according to Table 11 are:
1. Human environment: local agricultural areas, local communes/wards (households), cultural buildings (e.g., Pagodas, schools, tombs), and local enterprises during construction. In the long term changes in Land Use (rural to urban) are expected to intensify mostly via development of the area; 2. Physical environment: a) Hydrological connectivity of the area (water supply, drainage, and irrigation of paddy and crop fields) will be interrupted during construction and operation. b) Temporary disturbance due to noise, dust, emissions, vibrations, and waste management during construction.
Small, localized and temporary impacts are expected to occur at sections where bridges, crossings, and underpasses will be constructed.
Anticipated impacts on natural areas and species will be negligible as a result of the agricultural and semi-urban character of the landscape and the lack of protected areas along the proposed road.
Table 11. Summary of Anticipated Environmental Impacts by Rank of Importance
Negative impacts (low level) NL Should be considered = 1
Negative impacts (medium level) NM Need to be considered = 2
Negative impacts (high level) NH Must to be considered = 4
Reduced Pr oject Footpr int The proposed road has been designed and will be constructed using state-of-the art road engineering. A detailed alternative analysis was carried out in order to avoid densely populated urban areas. The analysis minimized land acquisition, the number of households subject to resettlement, affects on pagodas, schools, cemeteries, and local industry; it also minimized noise, dust, and vibration by selecting a road section that runs along the curved embankment of the Lach Tray River. In addition a detailed EMP has been prepared supported by a compliance strategy (including Minimum Environmental and Social Standards) which guarantees strict supervision and monitoring of mitigation measures during construction.
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Social Effects Direct project beneficiaries include city car and motor cycle users as well as freight transporters that will benefit from reduced cross city travel times, city residents in the NH 5 corridor that will experience reductions in local congestion and noise due to divergence of inter-regional freight traffic. (Approximately 51 percent of the estimated 40,000 residents along the project corridor are female.)
Resettlement Pr ogr am the project will result in some resettlement impacts due to the required land acquisition associated with the project road. Additional land acquisition would be necessary for development of resettlement sites to relocate households displaced by the project. Although the alignment has been designed applying the avoidance principle on densely populated centers, around 3037 households (12,411 persons) covering 13 communes and wards of five urban/rural districts will be affected. Of these, 1757 households would need to be resettled. The acquisition of land for the 12 resettlement sites will affect an additional 886 households who would also be accommodated in the proposed resettlement sites. HP-PMU, in coordination with the ward and commune authorities has identified 13 potential resettlement sites covering an area of about 37.3 ha. Project affected households are located in wards/communes such as Dang Cuong, Hong Thai, Dong Thai , Dong Hoa, Nam Hai, Dang Hai, Bac Son, Le Loi, and Vinh Niem. These are located in Kien An, Le Chan, and An Duong Districts. A Resettlement Action Plan (RAP) has been prepared according to the Involuntary Resettlement Policy of the World Bank (OP 4.12). The RAP includes programs for replacement of houses, land, schools, and relocation of cemeteries, and other community assets. There are no ethnic minorities residing within or adjacent to the proposed Bac Son - Nam Hai East-West Link alignment. Therefore, World Bank’s Policy O.P. 4.10 Indigenous Peoples will not be triggered.
Long-established patterns of life will be disturbed, and the ability of the families to earn a living could be drastically reduced. The recommended mitigation measures involve timely land acquisition and compensation according to the resettlement plan, reflecting the high priority given by WB and the Government of Viet Nam to fair and equitable land acquisition.
The construction works will form a physical barrier to movement, and could cut into established pedestrian or vehicle routes. To mitigate this effect, clearly marked and protected passageways should be provided and maintained while construction is in progress, and safety awareness programs conducted near construction sites with signs and posters warning the public of the dangers.
Community-Wide Effects Safety issues for workers and local residents during construction phase
Unexploded ordnance might not occur since the road crosses land which has been used for cultivation, irrigation, drainage, in addition to residential areas for a long time. Road construction works are mainly ground leveling, foundation compaction, material grading and placing. Furthermore, other supporting construction activities such as irrigation
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canals, culverts, and manholes require the use of mechanical equipment which if used incorrectly may cause accidents to workers, including burning accidents by asphalt spreading. Similarly, at bridge, dyke, and underpass construction sites safety issues related to landslide, flooding when working in deep foundation holes and other risks to workers may arise. However, most of the construction activities will be implemented on even topography, except for the construction a river crossings and dykes. Thus, risks to workers are ranked MEDIUM level.
The main risk to residents is local traffic disturbance caused by working machines and other activities at construction sites. Other risks relevant to uncovered manholes, deep foundations without isolating security fences or uncontrolled material storing yards potentially affect local travelers and local residents, especially at night;
Impacted Locations occur on intersections between the project road and local roads and at project road sections which are located near residential centers. Duration of impact for each road section and intersection will be short in comparison to estimated construction time (five years). This type of impact will be mitigated according to the EMP. Therefore, this impact could be considered MINOR.
Disturbance by construction activities might occur in road sections nearby residential areas, typically in: (i) Dang Cuong commune; (ii) Dong Hoa ward; (iii) residential area in Truong Chinh road and Niem 2 bridge. Should poor coordination takes place between contractors and local authorities conflicts may arise between construction workers and local residents of communes/wards.
Other impacts might involve changing cropping and seeding time to agriculture residents who have cultivation plots nearby the road construction. Similarly, travelling time will increase for students going to local schools and residents going to working places and offices.
Social evils such as prostitution, gambling, drug traffic etc. could be minimized by implementing equipment storage yards, workers’ camps located in separated secure areas, strict regulations issued by Contractors, and good coordination between Contractors and local authorities.
Small sized cultivation plots along the road and proper compensation for crop loosing are popular methods for contractors to reduce damages to residents. The local road network in residential areas would help improve people’s travelling time. Impacts by social disturbance on workers and residents could be estimated as MINOR.
Effects on Local Enter pr ises and Economy About 500 workers (mostly local people) will be employed directly or indirectly by the Project, for varying durations. The Project will increase job opportunities in the area, as well as local economic activities for the supply of food and miscellaneous supplies at the job sites and the purchase of goods and services by the workers’ families. The significant employment impact on the host populations will be for the duration of the Project and will be temporary.
A large number of structures and other infrastructure will be affected by the road alignment. Several small businesses will be affected directly (significant impact) and should be relocated to ensure their continued operational performance (Table 12, Figure 21). Seven small businesses will be subjected to relocation. These are listed below:
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Table 12. Anticipated Impact on local Enterprises of the Project Area
No. Name of enterprises
Production type - Scope
Production line – Fuel, materials
Treatment system and waste
1 Hai Dong Aquatic Product Commercial Ltd.,
Enterprise. + Area: 5000m2 + concrete wall and tiled roof + Number of workers: 100 (at rush hour) and 50 (at normal hour)
Production line: Gracilaria (sea weed) Boiling Pouring Drying Grinding into powder (AGA powder) Clean gracilaria Boiling Pouring Making up colour and flavouring casting Raw materials: + Gracilaria + Water + Chemical: Alkali soda, some additives, flavoring, etc. Energy: 380V
Waste: + Solid waste: Wrapper (re-used or collected for burning), residue (re-used as fertilizer or fuel), domestic waste (collected for burning) + Waste water: there are some chemical substances like soda, … + Exhaust fume: CO2, NOx, H2S, NH3…
+ Noise: in the allowed range
Waste water treatment system: includes neutralized tank and deposit tank. The enterprise developed an environmental protection plan in compliance with the regulations of Vietnamese law
2 Hai-Thanh Commercial Company
Enterprise. + Area: 2000m2 + Structured by concrete and tiling proofed. + Number of workers: 12 people
Production line: Gracilaria Boiling Pouring Drying Grinding into powder (AGA powder) Clean gracilaria Boiling Pouring Making up with color and flavor casting Raw materials: + Gracilaria + Water + Chemical: Alkali soda, some additives, flavoring, etc. Energy: 380V
Waste: + Solid waste: Wrapper (re-used or collected for burning), residue (re-used as fertilizer or fuel), domestic waste (collected for burning) + Waste water: there are some chemical substances like soda, … + Exhaust fume: CO2, NOx, H2S, NH3…
+ Noise: in the allowed range
Waste water treatment system: not available. The enterprise make an environmental protection plan following regulations of Vietnamese law
3 Dung-Thanh Commercial Company
Enterprise. + Area: 2000m2 + Structured by concrete and tiling proofed. + Number of workers: 8-10
Production line: Waste paper is tore into pieces in hydraulic grinding machine, washed and boiled at 90-100oC. Paper water after being boiled, made
Waste: + Solid waste: Wrapper (re-used or collected for burning), residue (re-used as fertilizer or fuel), domestic waste (collected for burning) + Waste water: there are some
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No. Name of enterprises
Production type - Scope
Production line – Fuel, materials
Treatment system and waste
people into rolling paper by specialized machine Raw materials: + Waste water + Water + Chemical: Alkali, chlorinehydric acid etc. Energy: 380V
chemical substances like soda, … + Exhaust fume: CO2, NOx, H2S, NH3…
+ Noise: in the allowed range
Waste water treatment system: not available. The enterprise developed an environmental protection plan in compliance with regulations of Vietnamese law
4 Nguyen Van Chien enterprise
Enterprise. + Area: 1700m2 + Structured by concrete and tiling proofed. + Number of workers: 50 people
Production line: Gracilaria Boiling Pouring Drying Grinding into powder (AGA powder) Clean gracilaria Boiling Pouring Making up color and flavor casting Raw materials: + Gracilaria + Water + Chemical: Alkali soda, some additives, flavorings, etc. Energy: 380V
Waste: + Solid waste: Wrapper (re-used or collected for burning), residue (re-used as fertilizer or fuel), domestic waste (collected for burning) + Waste water: there are some chemical substances like soda. + Exhaust fume: CO2, NOx, H2S, NH3…
+ Noise: in the allowed range
Waste water treatment system: not available. The enterprise developed an environmental protection plan in compliance with regulations of Vietnamese law
5 Huong Mai enterprise
Enterprise. + Area: 5000m2 + Structured by concrete and tiling proofed. + Number of workers: 30-40 people
Production line: Gracilaria Boiling Pouring Drying Grinding into powder (AGA powder) Clean gracilaria Boiling Pouring Making up colour and flavorings casting Raw materials: + Gracilaria + Water + Chemical: Alkali soda, some additives, flavorings, etc. Energy: 380V
Waste: + Solid waste: Wrapper (re-used or collected for burning), residue (re-used as fertilizer or fuel), domestic waste (collected for burning) + Waste water: there are some chemical substances like soda, … + Exhaust fume: CO2, NOx, H2S, NH3…
+ Noise: in the allowed range
Waste water treatment system: not available. The enterprise developed an environmental protection plan in compliance with regulations
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No. Name of enterprises
Production type - Scope
Production line – Fuel, materials
Treatment system and waste
of Vietnamese law
6 Yen Hong Enterprise
Enterprise. + Area: 1000m2 + Structured by concrete or tiling proofed. + Number of workers: 15 people
Production line: Gracilaria Boiling Pouring Drying Grinding into powder (AGA powder) Clean gracilaria Boiling Pouring Making up colour and flavorings casting Raw materials: + Gracilaria + Water + Chemical: Alkali soda, some additives, flavoursing, etc. Energy: 380V
Waste: + Solid waste: Wrapper (re-used or collected for burning), residue (re-used as fertilizer or fuel), domestic waste (collected for burning) + Waste water: there are some chemical substances like soda, … + Exhaust fume: CO2, NOx, H2S, NH3…
+ Noise: in the allowed range
Waste water treatment system: not available. The enterprise developed an environmental protection plan in compliance with regulations of Vietnamese law
7 Duc-Duong Paper Company
Enterprise. + Area: 1000m2 + Structured by concrete or tiling proofed. + Number of workers: o (stop operation 1 year ago)
Production line: Waste paper is teared into pieces in hydraulic grinding machine, then be preliminarily washed and boiled at 90-100oC. Paper water will be, after being boiled, made into rolling paper by specialized machine Raw materials: + Waste water + Water + Chemical: Alkali, clorhidric acid, etc. Energy: 380V
Waste: + Solid waste: Wrapper (re-used or collected for burning), residue (re-used as fertilizer or fuel), domestic waste (collected for burning) + Waste water: there are some chemical substances like soda, … + Exhaust fume: CO2, NOx, H2S, NH3…
+ Noise: in the allowed range
Waste water treatment system: not available. The enterprise developed an environmental protection plan in compliance with regulations of Vietnamese law.
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Figure 21. Enterprises to be Relocated along Proposed Road
Land Use Effects
Futur e Land Use The primary adopted land use plan that provides general guidance for future development and growth in the project area is the Hai Phong City Master Plan to 2025. This plan for economic, social, and infrastructure development recognizes the importance of the growth corridor concept regulated by ecological urban planning and design principles. The completion of the Bac Son – Nam Hai arterial link will improve and enhance Hai Phong’s position as a crossroads and will support the natural growth of residential areas, public infrastructure and industry along this corridor shifting current land use patterns. However, this growth is not going to be “organic“ ; the city, according to the Master Plan and the Projected Road Infrastructure, has outlined a series of infrastructure investments to be undertaken (see Figures 22, 23). These developments will be shaped according to land use/transport network interactions (which have a major influence on the physical development pattern of the City) and environmentally sustainable urban planning.
The Bac Son – Nam Hai road was designed following four criteria namely: avoidance, sound engineering for design and construction, wide-ranging mitigation plans, and strong compliance framework. The selected road alternative avoids cultural infrastructure in rural areas (major pagodas, temples, schools, public buildings), densely populated areas in urban communes/wards toward the eastern zone, runs along the curved-bend of the Lach Tray River (avoiding the construction of two bridges), avoids the airport in the southeastern area of the City and continues to Nam Hai where it ends. This approach is not only cost-effective but also shapes urban development in the direction of the eastern side of the alignment while facilitating land use development plans in the western side of the link (see Figure 24). The
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land use plan of the Bac Son – Nam Hai road is developed in accordance with five basic considerations: conservation, functionality, accessibility, efficiency, amenity, and flexibility.
Land uses along the arterial link would intensify. The majority of this area is planned for residential land use with some industrial uses. What is currently low rural density and mostly agricultural area on the western section of the proposed road is planned for medium density residential (Figure 24). Currently, paddy fields and crop lands are mostly planned for new residential zones, parks, pagodas, and schools, with some commercial, industrial, and public uses. Land east of the alignment that is currently semi-urban and urban (mainly toward Nam Hai) will also be subject to increased urbanization and upgrading. The direction is towards in-filling to increase density rather than to spread out population in an urban sprawl. This approach enhances urban mobility while managing commercial and residential growth patterns.
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Ecological planning dictates that irrigation channels, rivers, green spaces and routes, wind paths, and cultural heritage sites will be harmonized in order to ensure higher ecological sustainability even though the project area is mainly an agro-ecosystem.
Figure 22. Hai Phong Master Development Plan to 2025
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Figure 24. Future Land Use along Proposed Bac Son – Nam Hai Arterial Link
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Cultur al Resour ces Site survey found that 23 graves in the existing Goc Gang cemetery will be relocated for the construction of the arterial road at km 13+170. Arrangements for relocation of graves has been discussed in the RAP, which regulated that compensation for grave relocation will cover the costs of digging, making and removing graves to new locations, rebuilding graves to their original states and other necessary related costs. Such costs will be calculated based on the price table regulated by the City PC. In addition, the project will build new wall to isolate the site from the main road.
No known existing historical/cultural relics such as pagodas, temples, churches etc. will be relocated as the result of arterial road construction. However, five temples listed below are located from 32 to 320 m from the centre line of the alignment. The project may cause negative environmental impacts (dust, noise, vibration or visual impacts) onto these structures and/or disturb cultural activities during both construction and operation phases. The measures to mitigate noise impacts onto the cultural relics and costs are discussed in the Environmental Management Plan.
Table 13. Cultural structures located close to the proposed road
Temple/pagoda Location Distance to centreline
Existing separator from the surrounding
1 Phạm Tử Nghi temple Km 3+900 32 No separator
2 Kien Phong pagoda Km 5+600 314 Five tree rows, 20 m wide
3 Te Chu pagoda Km 6+900 217 7 tree rows
4 Hoang Mai pagoda Km 7+950 140 3 tree rows 25 m wide
5 Lam Khe pagoda Km 9+700 38 1 tree row, 2 m wide
6 Kim Quang Tu pagoda Km 19+000 33 1 tree row, 4 m wide
During the preparation of the EIA, the Project Owner has also consulted the City’s Department of Culture, Sport and Tourism (DCST) on physical cultural issues in project area. DCST advised that: (i) basically exiting physical cultural structures are not located within the right of way, however, boat-shaped, brick graves or ceramic/stone artifacts may be exposed during excavation; and (ii) mitigation measures such as planting trees, dust/noise barrier and landscaping should be implemented at the pagodas that are located near roadside; DCST has also recommended coordination mechanism and contingency (50 millions VND) for the cases where chance find procedure has to be applied during construction phase.
A Chance Find Procedure and the measures for mitigating the potential environmental impacts onto the pagodas discussed above are presented in the EMP. While the Chance Find procedure has taken into account the recommendations of DCST, the site-specific mitigation measures for the pagodas will be refined and confirmed based on further consultation with relevant parties during the detail design stage.
Gr oundwater The excavation of deep cuttings will change groundwater flows and drain perched water tables. Shallow wells near cuttings may need to be deepened or relocated. No impact on groundwater quality is, however, expected.
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Sur face Water Around 61 ha of cultivated land in 13 communes/wards would be acquired by the proposed project. Therefore, secondary irrigation/drainage canals and farming (tertiary) canals and culverts of local irrigation systems will also be affected (Figure 25). Based on field surveys and public consultation conducted by environmental consultants, about 45 existing canal-sections would be affected by the proposed road during land clearance. Minimization measures should be implemented in order to reduce water speed and volume by increasing the number of drainage culverts and selecting proper places for culvert placement to avoid erosion effects.
The construction of temporary embankments for access routes could block watercourses leading to ponding on roads or flooding of nearby houses. Temporary works should be planned with the possible effects on drainage flows and flood levels in mind, and should provide adequate drainage openings. Extraction of river sand for construction will have positive impacts as it will counteract accumulation of sediment. However, it will only be carried out at approved locations and so as not to undermine flood protection structures of water intakes.
Figure 25. Typical canal in Bac Son Commune
Paddy field in Dang Cuong Commune
Table 14. Location of Affected Cultivated Lands and Canal Systems
Communes/Wards Affected Areas
Bac Son + Cultivation areas (Dam Sau and Dam Chieng) will be split, operation of irrigation system will be affected; - Lining canal will be separated. This canal drains water for Dam Sau and Dam Chieng areas.
Le Loi Cultivation area - Canal systems in Duong Vai and Luong Quy areas, Dang Cua and Cua Dinh areas will be divided. Irrigation system for this agriculture area should be rehabilitated according to agricultural production and local drainage. Irrigation canals affected by the alignment at: - Km1+20 - Km1+540 (at Duong Vai area– Le Loi commune)
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- Km2+90
Dang Cuong Cultivation area - Irrigation/drainage system in the commune will be divided (in Doc Bien, Dam Nang, Dong On, But Chi and Cai Oc fields) in which, water is conveyed from An Kim Hai river. Irrigation canals affected by the alignment at: - Km2+850 (Irrigation & Drainage) - Km3+980 - Km4+800 on An Kim Hai canal - Km4+980 - The canal connects irrigation canal in Roc Do area and Cai Coc and Ban Tai areas at Km5+120 - Km5+490
Dong Thai – Hong Thai
Cultivation area The alignment will run closely to the boundary between Dong Thai and Hong Thai communes. However, irrigation system (irrigation and drainage) will be separated. Water in canal system of Dong Thai commune is provided from the canal system of Hong Thai commune thus; irrigation system in Dong Thai commune will be primarily affected. Irrigation canals affected by the alignment at: - Km5+490, supporting irrigation and drainage in Hong Thai, Dong Thai and Dang Cuong communes - Km6+770, supporting irrigation and drainage in cultivation area near Trung Tam cemetery - Km8+330: supporting irrigation for the remaining small cultivation area after being separated by the alignment with functions of water intake from Lach Tray river (in spring crop) and water drainage to Lach Tray river (in summer crop). - Km8+710; function: taking water intake in summer crop from gate No. 1 near Lach Tray river - Km5+490; near Trung Tam cemetery, near Km8+330, Km8+710;
Dong Hoa Cultivation area The alignment will cross existing cultivation area; therefore, the canal system will be separated. Irrigation canals affected by the alignment at: - Km10+450 - Km10+670
Vinh Niem Cultivation area - Cultivation area around Dong Say culvert (Km11+780-Km11+960) - Cultivation area surrounding residential area No.4 (Km12+220 – Km12+275) Irrigation canals affected by the alignment at: - Km12+270, supplying water to cultivation area and aquaculture area along two sides of the alignment
Dang Giang Irrigation canals affected by the alignment at: - Km14+20, purposes: discharging domestic/industrial waste water into Lach Tray river
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Thanh To Irrigation canals are cut by the road at: (Primarily support area of aquaculture) - Km17+390–Km17+450 - Km17+390
Dang Hai Cultivation area - Cultivation area at road side at Km18+235 – Km18+350 - Cultivation area at road side at Km19+110– Km19+220 Irrigation canals affected by the alignment at: - Km18+270: supply water for cultivation area - Km19+200 These lining canals and box culverts will be in charge of irrigation and drainage for cultivation area in Dang Hai and Nam Hai wards.
Due to potentially uncontrolled waste discharge during construction mud accumulation during road construction might occur in the canal system, especially at culverts and division gates, affecting water conveyance capacity to cultivation plots. Lubricant and asphalt from the road surface, especially in the rainy season could spread to the irrigation water source. Chemical substances following the water flow in canal systems, through conduction and convection would reduce water quality for irrigation, affecting agricultural products, cultivation soils condition, and drainage water quality back to the river (An Kim Hai canal, Re river, Lach Tray river). However, this type of impact could be controlled and mitigated during construction activities.
Open land surfaces, excavations, and soil stockpiles will result in higher silt loading in runoff if proper mitigation measures are not taken. The contractors shall follow the EMP sedimentation control plans prior to the commencement of the civil works to minimize sedimentation in canal systems and river bed. Sand/soil extraction in alluvial plains for road embankment works should be done at selected areas, with care taken to minimize environmental impacts. The sand area is located along the project alignment and by the banks of the Lach Tray river, facilitating transportation by waterway and road network from Lach Tray river too construction sites. The distance from sandbar to the alignment is small (maximum 2.6 km). Impacts from sand transport will be mitigated in combination with convenient transportation roads without crossing the city centre.
By taking mitigating measures, water pollution from construction is expected to be moderate, short-term, temporary, and reversible. The mitigating measures recommended include: (i) limiting the period of construction by carrying out several contract packages at the same time; (ii) Stockpiling should occur at least 10m from a water course.; (iii) providing temporary drainage during construction to reduce channel erosion; (iv) installing sedimentation control measures (sediment trap, straw bale barriers) at points of discharge to watercourses; (v) installing facilities to remove mud from the tires of construction vehicles; (vi) No oil, lubricants, fuels or containers should be drained or dumped to ground or
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waterways ; (vii) ensuring the proper disposal of solid waste from construction activities and workers’ camps and viii) Timing of works around the dry seasons when possible.
Impact Assessment of the Cau Rao Curved Bend at the Lach Tray River
Lach Tray River, a part of Thai Binh river system, is located in Hong-Thai Binh catchment. It departs from Van Uc river at Bat Trang commune (An Lao district, Hai Phong) and flows eastward toward the East Sea at Lach Tray estuary. The Thai Binh river flows toward the sea through six river mouths: Thai Binh, Van Uc, Lach Tray, Cam (deposited), Nam Trieu, and Chanh (small). The surface area of the Thai Binh river at Pha Lai is 12.680km2. The total water volume is 8.8 billion m3/year which is distributed through the river network according to the following proportions: Kinh Thay 51% of the total water volume, Gua Thay (39%). In addition, around 22% of the total water volume of the Kinh Thay river is transported to Kinh Mon at An Phu. The Thai Binh river receives the remaining 10% from the Luoc river which is in turn distributed to Van Uc (43%), Rang river (9,6%) and Lach Tray (5,6%).
Hai Phong’s river network facilitates water allotment in case of flooding. The Levees of the Lach Tray River have a soil composition built for flood conveyance and prevention, especially in case of heavy storms combined with spring tides. Should a big flood occurs in the Lach Tray, the water would flow through the Ha Ly River to the Cam River, and finally to the Bach Dang River.
Changing the drainage route of a local stream could affect the conveyance capacity of the entire estuary and Hai Phong City’s. Concurrently, bank erosion problems (especially in curved bends) must be evaluated scientifically. The Lach Tray River, a part of Thai Binh river system, is located in the Hong-Thai Binh catchment. It departs from Van Uc river at Bat Trang commune (An Lao district, Hai Phong) and flows eastward toward the East Sea at Lach Tray estuary.
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This impact analysis was done with the purpose of assessing the impact of shifting the current dike on the actual hydrological system of the project area, as well as relevant areas (upstream and downstream of shifted section). The analysis considered three main factors: (i) changes in deposition and erosion of the section, (ii) changes in flood conveyance capacity, (iii) recommending solutions to minimize the revealed effects. There are many hydrological stations in the Hong-Thai Binh river system. Because the study area is located downstream, this report concentrates only on the downstream area of the station network.
In order to evaluate the impact of 1.5km-long dike shifting along the curved bend of the Cau Rao on flood conveyance capacity of the river network, a 1D model was used to simulate the complex wide-range river network. The MIKE 11 model was chosen to simulate the flood conveyance capacity through the estuaries (MIKE 11 is the model commonly used to compute flow in river networks). For the impact of the project to be assessed accurately, the authors used the 2005 flood (the biggest flood in the recent decade) to simulate the water surface and the flood conveyance capacity of the area. After that the boundary conditions and the parameters used to simulate the above flood remained set. In order to simulate conditions after the project implementation, the cross-section of Cau Rao was relocated 10m from the left bank toward the right bank. Subsequently, the authors used the new cross-section to simulate 2005 flood effects on water surface and flood conveyance capacity of the Lach Tray River.
Results are summarized as follows:
Figure 26. Cau Rao curved bend, left bank segment (white
line) having strong erosion. Images of Monitoring Points
LT8, LT5, and LT4 are shown below.
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1. Moving the left bank dike 7-10m toward the right bank does not have much effect on water surface (see Figure 27). The highest water level difference is about 1cm at about 27km upstream from Cau Rao.
2. The distribution of flood discharge among four river mouths would not be changed significantly before and after project implementation (see Table 14).
Figure 27: Water Level along the Lach Tray River before and after Project Implementation
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Table 15. Rate of the Largest Discharge through Four River Mouths (Van Uc, Lach Tray, Nam Trieu and Chanh) before and after Project Implementation.
Discharge rate
Nam Triu (%)
Văn Úc (%)
Lach Tray (%)
Chanh (%)
Total (m3/s)
Before the project 14.983 75.7725 6.29614 2.9483 7024.587
After the project 14.983 75.7726 6.2961 2.9483 7024.591
Based on analyzed data and the actual survey, the results can be explained as follows: This area is near the estuary, so it is strongly influenced by tides; the bed slope is small, and the river system has many branches. On the other hand, the alluvial beach is quite high and wide, the discharge flows mainly down the riverbed, and the portion that flows over the alluvial plain is not significant. Therefore, the dike shifting toward the right bank with a relatively small space of 7 – 10m will not cause excessive increase in upstream water level. So the project plan can be implemented without adverse impact on water surface and flood conveyance capacity of the Lach Tray River.
In addition to the above analysis, potential erosion and sedimentation at the curved bend of the river were also evaluated. A 2-D hydrodynamics model TREM (Two-dimensional Riverbed Deformation Model) was applied to estimate the velocity field and inshore velocity and evaluate the potential erosion and sedimentation resulting from constructing a 1.5-km dyke stretching along the Cau Rao curved bend – a segment of Lay Tray river (see Annexes for more details about the analysis).
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Figure 28. Topography of the River section analyzed. The raw elevation data were provided in AutoCAD format. The pre-processing of raw data was done using MapInfo and
ArcView softwares.
By applying hydrodynamics module of TREM model to simulate the velocity field and inshore velocity for the year 2005 flood, it can be concluded that:
1. The dyke shift from the left bank to the right bank (7 to 10 meters) caused the change of distribution of local velocity fields as well as inshore velocity.
2. At location SL8 in front of the narrowed cross-section of the most curved bend, the increase of inshore velocity can be seen more clearly under the impacts of dyke movement.
3. Similar situations were also found at the downstream of the curved bend (SL4 and SL5). The increase of erosion at the above locations equally occurs without the dyke shifting project implemented. However, the increase of velocity due to the contraction of cross-section as the project is implemented will add more erosion to the natural rate. Fortunately, the increase due to the project implementation is small, about 1 % (see Figure 29).
Figure 29. Nearshore water velocity along Rao curved bend before and after project implementation
From the outcomes of field surveys and model simulations of velocity field and near shore velocity, the following conclusions were derived:
a) There will be no problem for flood drainage if dyke improvement is implemented as described in the report and official document 2053/BNN-ĐĐ dated on 13/7/2009 of the Ministry of Agriculture and Rural Development.
b) The dyke improvement at the curved bend will increase the erosion velocity at downstream of Rao bridge. However, the magnitude of the increase is insignificant.
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The erosion still occurs naturally on the left bank even though the dyke improvement is not implemented.
c) In order to mitigate the erosion after the dyke is improved, the new and current dyke systems need to be strengthened via stone embankments from the most curved point to the end of curved bend (approximately 1.5 km) according to the design of the Centre for design Consultancy - Department for Dyke Management, Flood & Storm Control Ministry of Agriculture and Rural Development.
Ecosystems and Pr otected Ar eas The project area is an agro-ecosystem. Humans have settled and managed the area for centuries, for agricultural production. The construction of the arterial road will not cause any major change in the present ecological situation.
Flor a and Fauna Impacts No habitats of vulnerable, threatened, or endangered flora or fauna have been identified within the primary and secondary impact area of the Project. The removal of vegetation in preparation for construction will cause common animals (insects, rodents, frogs, small reptiles) in agricultural lands to move to nearby habitats within the same corridor. These animals reproduce quickly and readily adjust to the presence of humans. The following mitigating measures will be implemented during construction: (i) minimizing the clearing of areas to what is absolutely necessary for construction, (ii) using construction equipment that creates less noise, (iii) promptly replanting grasses to protect embankment slopes, and (iv) prohibiting workers from hunting, fishing, and collecting local animals, plants, and crops for food, v) avoid the introduction of invasive species (i.e., weeds).
About 13,000 fruit trees including longan, jackfruit, mango, coconut, pomelo, orange, apple, sugar-apple and other trees, will be removed from the right-of-way. Furthermore, 25,000 combined trees (bamboo, papaw, wood trees) and about 65,000 amplexicaule tea trees will be cleared. The trees have no ecological significance, and their removal will have negligible impact on the agro-forest ecosystem.
According to mitigation measures, trees will be planted in the road’s median strip in 2 rows along the 20 km equivalent to 60,000m2 of green space. The proposed green space covers a larger area than the area to be cleared of trees, therefore, the total green space of the city will not be affected. Dust and Noise Project construction is expected to generate a short-term and temporary increase in ambient dust and noise. The increased dust level may disturb some people. The increased sulfur dioxide and carbon monoxide concentrations in the area are not, however, expected to exceed environmental standards because the construction equipment working on each section of highway will be few. Among the air pollution control measures for the Project are: (i) regular monitoring to ensure the use of fuel-efficient and well-maintained equipment to minimize exhaust emissions and noise; (ii) control of concrete batching, asphalt, and crusher activities according to Vietnamese emission standards; and (iii) location of asphalt hot-mix facilities
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downwind of sensitive receptors such as schools and hospitals, or at least an adequate distance upwind.
Construction dust is one nuisance expected from project construction. But this phase is short-term, temporary, and limited in spatial extent. The rainy season is longer than the dry season in the project area; thus, any dust impact will be short-term.
Tender documents will include requirements for limiting ambient dust to government standards at identified sensitive areas (residential areas close to the alignment, schools, hospitals, churches, and pagodas). Mitigating measures include: (i) avoiding the location of borrow sites near sensitive areas, (ii) regularly sprinkling excavated areas and open road sections on dry days, (iii) covering hauling trucks with tarpaulin, (iv) locating sand and earth stockpiles away from sensitive areas or at least providing adequate wind breakers between the stockpile and sensitive areas, and (v) limiting vehicle speeds to 20 kilometers per hour on unpaved roads in dry weather.
The highest noise level is caused by trucks at a distance of 15m (70- 96 dBA). Source of noise impact is considered from the road’s centerline. Residential houses along transport-roads are those mostly affected; in such areas, noise level is higher than Vietnamese standard (60 to 75 dBA for residential area in the day time). Not only residents in the project’s construction area but also residents living along the two sides of the roads where vehicles carrying construction materials and wastes run by are mostly affected by noise. Transportation of materials and duration of construction phase (estimated at five years) would affect local residents if proper mitigation measures are not implemented.
Table 16. Noise from Construction Machinery
Machines and equipment Noise rate at the position 15m away from source
Regulation of US Public Service Agency (dBA)
Pneumatic hammer and drilling machine
76-99 75
Truck 70-96 75
Crane 72-96 75
Roller 72-88 75
Pulling machine 73-96 75
Leveling machine 77-95 75-80
Concrete mixer 70-90 75
Generator 70-82 75
Vibrating tamper 70-80 75
Maximum noise levels generated from cranes in construction sites to the nearest affected areas are about 15 to 30 dBA higher than the allowed Vietnamese noise standard. In practice, the crane used for pile driving works intermittently. Therefore, noise impact by pile-driving works on residential areas is MINOR when construction activities are conducted in day time.
Hydraulic compression will be applied to pile-driving for foundation consolidation for the construction of bridges; thus, the noise and vibration generated from pile compression
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machine is negligible. The Noise generated from construction of bridges is mainly from cranes moving concrete blocks supporting pile-driving activities
Sensitive areas such as residential areas, schools, pagodas, and hospitals within 50 m of the construction limits will be provided with noise bunds of adequate height. As a rule: (i) heavy equipment should be operated only in the daytime; (ii) hammer-type pile-driving operations should be avoided at night; (iii) construction equipment that generates excessive noise should be enclosed; (iv) blasting activities should be allowed only in the daytime, blasting intensities controlled, and nearby residents notified beforehand; and (v) the effectiveness of mitigation measures should be monitored regularly through noise level measurements at sensitive sites. Projected noise levels should not exceed Viet Nam standards.
Table 17. Estimated Noise Level (dBA) Along Public and Residential Areas of the Proposed Road
No Construction item
Distance to nearest
residential area
Existence of Noise barrier
Calculated noise level at residential
area caused by construction
activities (crane’s operation) (dBA)
Permitted noise level, Vietnamese standard (in
day time)
1 Re bridge within Bac Son commune
170m No noise barrier; Paddy field is between construction area and residential houses
50.9 – 74.9 60.0
2 An Kim Hai bridge at Km4+795, Dang Cuong commune
30m No noise barrier. Houses are located along the road and near the bridge
66.0 – 90.0 60.0
3 Dong Khe bridge at Km9+452, Quan Tru ward
30m No noise barrier. Houses are located along the road and near the bridge
20m No noise barrier. Houses are located along the road and near the bridge
69.5 – 93.5 60.0
5 Tunnel under Rao bridge
80m Noise barrier as walls of public structures and enterprises
57.5 – 81.5 70.0
Table 18. List of Noise-sensitive Receptors
No
Noise Sensitive Receptors
Km Measured Noise
level (dB)
Distance from road centerline
(m)
Existing protectio
n
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No
Noise Sensitive Receptors
Km Measured Noise
level (dB)
Distance from road centerline
(m)
Existing protectio
n
1 Village temple (Pham Tu Nghi) – Dang Cuong commune (Area in front of temple affected)
3+900 77.21 32 Not fenced
2 Kim Quang Tu
pagoda (affect on the south of pagoda affected)
19+000
74.86 33 1 tree row of 4m width
3 Lam Khe pagoda
(affect on the south of pagoda affected)
9+700 74.86 38 1 tree row of 2m width
4 Le Loi Primary
School (01 house row in the west)
1+300 77.21 96 1 fence wall of 1.2m width
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No
Noise Sensitive Receptors
Km Measured Noise
level (dB)
Distance from road centerline
(m)
Existing protectio
n
5 Dang Cuong Secondary School
3+500 77.21 125 Only the 1st floor is covered; 2nd and 3rd floors are not covered
6 Hoang Mai
pagoda (affect on the south of pagoda affected)
7+950 77.21 140 3 tree rows of 25 m width
7 Te Chu pagoda
(affect on the south of pagoda affected)
6+900 77.21 217 7 rows of trees of 70 m width
8 Kien Phong
pagoda (affect on the south of pagoda affected)
5+600 77.21 314 5 tree row of 20 m width
Air Quality Project construction is expected to generate a short-term and temporary increase in ambient dust. The increased dust level may disturb some people. The increased sulfur dioxide and carbon monoxide concentrations in the area are not, however, expected to exceed environmental standards because the construction equipment working on each section of
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highway will be few. Among the air pollution control measures for the Project are: (i) regular monitoring to ensure the use of fuel-efficient and well-maintained equipment to minimize exhaust emissions and noise; (ii) control of concrete batching, asphalt, and crusher activities according to Vietnamese emission standards; and (iii) location of asphalt hot-mix facilities downwind of sensitive receptors such as schools and hospitals, or at least an adequate distance upwind. Construction dust is one nuisance expected from project construction. But this phase is short-term, temporary, and limited in spatial extent. The rainy season is longer than the dry season in the project area; thus, any dust impact will be short-term. Tender documents will include requirements for limiting ambient dust to government standards at identified sensitive areas (residential areas close to the alignment, schools, hospitals, churches, and pagodas). Mitigating measures include: (i) avoiding the location of borrow sites near sensitive areas, (ii) regularly sprinkling excavated areas and open road sections on dry days, (iii) covering hauling trucks with tarpaulin, (iv) locating sand and earth stockpiles away from sensitive areas or at least providing adequate wind breakers between the stockpile and sensitive areas, and (v) limiting vehicle speeds to 20 kilometers per hour on unpaved roads in dry weather.
Once the road is constructed exhaust fumes and dust during operation will tend to increase along the road alignment. Mostly agriculture areas such as Bac Son, Dan Cuong will not be affected. However, more urban areas toward the east of the arterial link such as Quan Tru. Don Hoa, and Vinh Niem wards will be more exposed to exhaust fumes and dust. In order to assess the degree and potential increased of air pollution along the proposed road during the next 20 years, the consultants carried out a series of forecasts. The air pollution process from traffic is generally organized as follows: a. emission source (depending on type of facilities, equipment, machines, fuel quality); b. diffusion process (depending on topography, temperature, rain and wind); and c. receiving object (human, soil, fauna and flora). Based on some of these parameters forecasts METI_LIS modeling about air pollution scenarios (2010-2030) along the proposed road were carried out. The METI_LIS model is a Gaussian dispersion model based on the ISC model of the Environmental Protection Agency of the United States (EPA); ISC is the standard model in United State and widely used in the world (see appendices for more details regarding the complete analysis). Analyses on generation of SO2, NO2, CO, and VOC due to exhaust emissions were calculated based on the following cases: 1) selected alternative is the most practical and feasible road operation method. Calculation parameters are based on average values to reflect regular impacts and following unfavorable conditions and local impacts; 2) the most unfavorable condition on the road with the highest traffic volume. A series of experiments in whirl tube and at site with the above model were carried out under the sponsorship of METI. Diffusion of NO2 and its concentration was calculated and adapted to a 2D model. Selected results are presented in the following figures based on case 2.
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Calculation results following the METI_LIS model show that there is no case of air pollution. Regions with NO2 concentration (yellow – red) of 0.1-0.156 mg/l are seldom achieved. In terms of overall emissions and dust (SO2, CO, NO2, and TSP) concentrations, the analysis (following Sutton formula) indicated that road pollution even at close distances from the center of the road is negligible, excepting concentrations of NO2 which tend to decrease as distance from the road center increases (see Table 19 and annexes for full details about the analysis). Overall sulfur dioxide and carbon monoxide concentrations in the area are not, however, expected to exceed environmental standards according to Vietnam’s existing emissions norms.
Figure 31. Forecast on NO2 concentration, Quan Tru – Nam Hai, worst case scenario at rush hour in summer, southeast wind of 1,5m/s in 2030. Blue and green are the lowest concentration values.
Figure 30. Forecast on NO2 concentration, Quan Tru – Nam Hai , worst case scenario: at rush hour in winter, north wind of 1.5m/s in 2030. Blue and green are the lowest concentration values.
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Table 19. Forecast of emissions; worst case scenario projected to 2030
No.
Distance from road centerline x (m)
Diffusion coefficient following z direction
TSP (mg/l) SO2 (mg/l) NO2 (mg/l) CO (mg/l)
NH10 to Quan Tru
Quan Tru to Nam Hai
NH10 to Quan Tru
Quan Tru to Nam Hai
NH10 to Quan Tru
Quan Tru to Nam Hai
NH10 to Quan Tru
Quan Tru to Nam Hai
1 10 2,8463 0,1214
0,1367
0.0583
0.0631
0.6773
0.7331
4.3940
4.7557
2 20 4,7209 0,06
98 0,0786
0.0336
0.0363
0.3898
0.4218
2.5285
2.7366
3 30 6,3471 0,0513
0,0578
0.0247
0.0267
0.2865
0.3101
1.8587
2.0117
4 40 7,8303 0,0414
0,0466
0.0199
0.0215
0.2311
0.2501
1.4992
1.6226
5 50 9,2156 0,0351
0,0395
0.0169
0.0183
0.1958
0.2120
1.2705
1.3750
6 60 10,5275 0,0307
0,0345
0.0147
0.0160
0.1712
0.1852
1.1104
1.2017
7 70 11,7814 0,0274
0,0308
0.0132
0.0142
0.1528
0.1654
0.9911
1.0727
8 80 12,9877 0,0248
0,0279
0.0119
0.0129
0.1385
0.1499
0.8984
0.9724
Allowed emission limit of the route (Concentration which may cause pollution)
0.221 0,298 0,156 29,947
Solid, Hazar dous, and Chemical Waste There will be a large quantity of waste soil excavated from cultivation plots, the Lach Tray River, Re River, An Kim Hai canal, and road-crossing farming canals. Additionally, soil from the existing road surface, dykes, and bridges will also be excavated. As described in the environmental baseline, rivers, canals and cultivating plots show no signs of existing pollution. Thus, soil disposal in these areas could be reused for other purposes namely lowland filling, river embankment, or canals/banks consolidation.
The main potential impacts from soil disposal are dust generation and the formation of inundation/flooding regions within construction site and along roads for transportation to dumping sites. Mitigation measures and tender documents will include a detailed and solid waste control plan.
All solid waste shall be disposed of offsite at an approved disposal site. Soil disposal will be located in temporary sites along the road alignment, waiting for transportation to permanent disposal sites. Massive soil distributed along the site would create either dust in dry season affecting nearby residential areas or localized flooding affecting local transportation, travelling, and living conditions of nearby residents.
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PMU will get the city’s written direction on the disposal site(s) that can be used for the project including temporary sites. All such permits and authorizations will be ensured before the initiation of construction activities.
All hazardous and chemical waste (including used oil and grease, bitumen products etc.) shall be disposed of at an approved hazardous landfill site and in accordance with local legislative requirements. The contractor will need to handle bulk fuel on-site during construction. Without mitigating safety measures, if the fuel facility fails it could spill hazardous material into the surrounding area. To control risks and hazards in this respect, the contractors will be required to: (i) institutionalize an emergency and contingency plan for fuel and oil spillage, (ii) obtain appropriate permits for the transport and handling of hazardous materials, (iii) locate the refueling facility at the motor pool site on a cement pavement with a surrounding canal leading to an oil and grease separator to facilitate the capture and removal of spilled oil, (iv) place reflector signs on fuel tanks for night visibility, and (v) have protective posts that can withstand the accidental backup of heavy equipment.
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AVOIDANCE, MINIMIZATION, MITIGATION AND OFFSET MEASURES
The following section describes those measures that will be implemented to reduce or eliminate the potential adverse impacts on the human and natural environment of the project area in selected sections of the alignment. These measures have been incorporated in more detail into the EMP document as specific guidelines for tender documents to be presented to contractors during the bidding and implementation process of the project. Prior to commencement of construction, the Contractor will be required to submit an EMP Implementation Plan to the PMU based on the Contractor’s actual construction methodologies, work program, and management of construction activities and the workforce during construction. The EMP Implementation Plan shall demonstrate compliance with Vietnamese environmental requirements, the mitigation measures set down in these specifications and The World Bank environmental policies.
The project is based on a four -fold approach to minimize and mitigate environmental and social impacts: 1) Avoidance: Alternative analysis has been regarded as one of the most important mitigation measures to minimize potential adverse environmental and social impact. Minimizing land acquisition and resettlement to the extent possible has also been a key criterion for alignment selection during the feasibility and EA studies. 2) Sound Engineering for design and construction: The project has been designed and will be implemented with state-of-the art engineering. 3) Comprehensive Mitigation plans: detailed environmental mitigation plan. 4) Compliance framework: strict supervision and monitoring on implementation of mitigation measures during construction.
The EMP contains guiding environmental principles and procedures for communication, reporting, training, monitoring and plan review to which all staff, consultants, supervisors, Contractors and sub-Contractors are required to comply with throughout the pre-construction, and constructions stages of the Road Project. Building the road in urban and peri-urban communities, and along heavily cultivate lands will require careful planning and management of impacts from construction. Potential impacts include: pollution of irrigation canals and cultivated lands; increased dust, noise and other nuisances on rural communities; increased traffic on local roads; construction work on and near canals and streams; the presence of a large workforce in and near rural communities; disposal of construction wastes.
Other long term impacts such as increased noise from traffic and land use changes have been fully integrated into project design and the Master land use Plan of the city. Therefore, the management of impacts during construction constitutes the main focus of the EMP. Figure 32 illustrates the main instrument used to develop detailed mitigation measures along the alignment of the road. These measures were either: (i) incorporated in project design and hence already included in the bill of quantities; or (ii) included in the environmental specifications for contractors (see EMP). In addition, site specific measures were identified
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for all sensitive areas along the road. The types of measures include: special culverts for irrigation canal crossings, lining of canals during construction, special crossings for community connectivity, pedestrian crossings (flyovers), relocation of pumping stations for irrigation, shifting of irrigation canals. Table 20 summarizes the sensitive areas and activities and the mitigation measures during the pre- construction and construction stages for specific sections of the Road. These measures have been incorporated in the environmental specifications for contractors and will be supervised by environmental supervision teams as part of the technical supervision of construction.
Construction involves the Project Management Unit (PMU) of the Department of Transport, the Environmental Management Unit in PMU, Contractors, and Environmental Supervision Engineers as part of the Construction Supervision team (CST) and the Independent Environmental Monitoring Consultant (IMC).
Minimization and Mitigation measures are categorized by route sections, road design, and potential impacts. Mitigation measures include both “technical” and “management”
Minimization and mitigation key actions were highlighted on all segments of the proposed road (km 0 - km 19+869). Local maps, road design plans, and GPS were used to identify and locate specific locations within communes and wards, standing infrastructure, irrigation canals, cultivation plots, paddy fields, water bodies, public lands, draining culverts, dykes etc. that will be impacted by the new road during construction and operation. Minimization and mitigation guidelines and key actions were developed highlighting main issues in each road section. Images of each location along with selected infrastructure were overlapped with the technical road design for that section (See Annex: Environmental and Social issues along the Right of Way)).
methods which will be implemented by contractors and various stakeholders. Basically, adverse effects could be minimized and mitigated by: 1) Integrating measures into the technical design of the overall project, which could increase the budget; 2) Implementing on-site mitigation measures with the participation of stakeholders. These mitigation plans need to be ready before commencement of construction (Table 20; see EMP for more details).
It is essential to design the monitoring program and monitoring frequency appropriately to be able to demonstrate both the overall performance of the project works as well as the short-term impact due to peak construction activities (see EMP). More specifically, as the integral and critical part of the EMP, the environment monitoring program should have the following objectives:
• Determine the actual extent of the impacts; • Control impacts which are generated from construction process and mentioned in EIA
report; • Check environmental pollution standards applied to the project during construction; • Check and supervise implementation of environmental protection solutions during
construction based on EIA report. • Suggest mitigation measures in case of unexpected impacts; • Suggest to the Client to coordinate with central and local environmental organizations
to solve pending issues relating to environmental protection under the scope of the Project;
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• Assess the effect of mitigation measures in pre-construction, construction and operation stages;
• Confirm the impacts forecasted in the EIA.
Table 20. Summarized Road Characteristics, Impacted Places, and Minimization and Mitigation Actions.
Road section
Road characteristics Affected places where minimization and mitigation actions are recommended
Km 0 (Bac Son commune) – Km 2+100 (at the end of Le Loi commune)
The route will run through Bac Son and Le Loi communes which are suburban communes of Hai Phong city. These two communes present their typical characteristics of Northern agricultural area with pure and fresh air, unpolluted water in irrigation & drainage system, scattered wastes on cultivation plots or along canals, etc. The route section will mainly cut cultivation areas and irrigation/drainage canals
- The project will build a bridge crossing the Re river. The river is raw water source of the proposed An Duong drinking water treatment plant (WTP) which is located 7 km down stream of the river. The WTP has being designed in 2010 and construction is expected in 2011. Control of sediments during construction activities is suggested. No need for special mitigation. - The route will run through residential areas: Village No.5 in Bac Son commune (Km 0+050), Luong Quy village in Le Loi commune. It will separate some households in village No.5 from their cultivation areas which are located in the southern area of the route; - The route will mainly run through cultivation areas and cut multipurpose canals thus; irrigation and drainage in some areas might be affected; - The route will cut some inter-village roads of 3.5m width in average with low traffic density; - The route will cross Re river (Km 0+700). Cultivation areas and fishing ponds are mainly located along the river sides. Some 4th-grade houses (<10 households) with weak foundation and some temporary houses are distributed 50m around the alignment next to the position of Km0+700; - Residential area in Le Loi commune will be separated into two regions by the route. The west region will be located by Trang Due, Tram Bac village and the remaining will be located by Luong Quy village; - The route will partly separate houses (Luong Quy and Trang Due village) from their cultivation areas; - The route will cross by a canal of 2m in width at km1+100. Water is conveyed from a pumping station in the north by this canal to supply cultivation area in Le Loi commune and some cultivation plots in Dang Cuong commune; - The route will cross an inter-commune road at km1+400. This is a main road in the local area supporting transportation to communal administration area. Surrounding the intersection at this station (Km1+400) within 100m, mainly one-floor and flat-roof houses are located; - About 30m far east from the intersection, Le Loi
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Road section
Road characteristics Affected places where minimization and mitigation actions are recommended
secondary school is located and about 20m in the west, An Kim Hai canal is located along the main road; - The route will cross main inter-village road at km 1+700; - The route will run closely along AKH canal at km 1+880.
Km 2+100 – Km 5+500 (from the beginning section of Dang Cuong commune to the end of Dang Cuong commune)
The route will separate Dang Cuong commune into two regions. This is a suburban commune of agriculture. The commune presents their typical characteristics of Northern agricultural area with pure and fresh air, unpolluted water in irrigation & drainage system, scattered wastes on cultivation plots or along canals, etc.
- The route will mainly run through cultivation areas and irrigation systems generating irrigation/drainage problems to some cultivation plots; - The route will divide Dang Cuong communes into halves running along the boundary of Tri Yeu and Dong Du villages. Tu Lap, Dan Hanh and Hoa Nhat villages will be located in the northern part of the route and Doan Tien, Chien Thang, Dong Quang and Nhat Tri villages will be located in the southern region. The advantage is that the proposed route nearly overlaps administrative boundary of 2 separating villages before integrating into Dang Cuong commune. Therefore, there will not be so much changes in social interaction of the residential community; - Tu Lap, Dan Hanh and Hoa Nhat villages will be separated from administrative areas of Dang Cuong commune; - The route will cross the following villages: Chien Thang village (Km2+700), Tu Lap village (Km3+700), Hoa Nhat village (4+350) and Hoan Kiem village (Km3+300); - The route will cross some earthen canals supporting irrigation, drainage and sewerage for the whole commune, especially at stations of Km2+100, Km2+800, Km2+550, Km3+150, Km3+980, Km5+100; - The route will cross An Kim Hai canal at Km 4+800; - The route will cross some inter-village roads especially at station Km4+360 for residents’ transportation to An Kim Hai canal; - The route will cross 2 inter-commune roads at Km3+680 which are main roads for residents’ demand of administration in Tu Lap, Dan Hanh and Hoa Nhat villages to communal administrative areas and at Km 4+820 with a road next to AKH canal; - The route will cross road No.351; - The route will be close to Dang Cuong secondary school; - The route will run to the middle of 2 high-voltage (220 KV) poles at Km5+300 with high clearance of 19m and poles’ height of 36m.
The route will run through Dong - The route will mainly cross cultivation areas and
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Road section
Road characteristics Affected places where minimization and mitigation actions are recommended
Km5+550 – Km9+500 (the route section located between Dong Thai and Hong Thai communes)
Thai and Dong Thai communes which are suburban communes of Hai Phong city. These two communes have typical environmental characteristics of Northern agricultural area with pure and fresh air in which, water in rivers and canals has not been polluted, rubbish has not been collected and scattered on cultivation plots and canal regions, etc. The route will nearly overlap the boundary between Hong Thai and Dong Thai communes thus; it will be the boundary of these two communes.
irrigation systems generating some irrigation/drainage problems to some cultivation plots; - The route will cross Hong Thai and Dong Thai commune; - The route will cross northern edge of Hy Tai village at Km5+550 (Hong Thai commune); - The route will cross some earthen canals for agriculture and sewerage of the two communes at remarkable stations of Km5+500, Km5+900, Km6+780, Km8+330 and Km8+770; - The route will cross some inter-village roads of small traffic density with 3.5m in average-width and especially inter-commune road between Hong Thai and Dong Thai commune at Km7+150; - The route will cross high-voltage (220 KV) electric pole at Km8+140 with height clearance of 19m and pole’s height of 40m. 01 electric pole must be relocated; - The route will run closely to the site of Hoang Mai cemetery in Dong Thai commune; - The route will cross Lach Tray river at Km9+400.
Km9+500 – Km10+980 (Quan Tru and Dong Hoa wards)
The route will cross the area of Quan Tru and Dong Hoa wards which are suburban of Hai Phong city with remarkable differences in socio-economy and environment. While Quan Tru ward has features of an urban area such as industry and service economy with dust pollution along traffic roads and polluted surface water by industrial zones, Dong Hoa ward presents its characteristics of a mainly farming area in which, air and water environment have not been polluted. However, almost land in Dong Hoa ward has been changed into schools and new urban area … The route will cross Lach Tray river and Truong Chinh avenue (main traffic road of Hai Phong with high traffic density).
- The route will mainly cut through cultivation areas and irrigation system in Dong Hoa commune, generating some problems to some cultivation plots. - The route will run through Quan Tru and Dong Hoa wards; - The route will cross residential area No. 4 of Quan Tru ward along Truong Chinh road at Km9+500, as well as residential area No. 4 (Km9+650), residential area No. 5 (Km10+960) in Dong Hoa ward; - The route will cross some earthen canals for agriculture and sewerage, especially the main irrigation and drainage canal at Km 10+450 taking in charge of conveying drainage water to Ket culvert; - The route will cross 3 main roads of Dong Hoa ward: * Dong Tam road at km10+040 connecting residential groups 2 and 4; * Cau Phao road at Km10+450, a main road connecting Da Phuc area to Kien Thuy ward; - The routes will be close to the cemetery in Dong Hoa Commune at Km10+520.
Km10+980 –
The route will run through Vinh Niem ward with rapid urbanization speed bringing
- The route will cut through some areas such as (i) aquaculture pond; (ii) areas that have been changed by land-use purpose at section from Km11+200 to
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Road section
Road characteristics Affected places where minimization and mitigation actions are recommended
Km14+020 (Vinh Niem ward)
about changes of environment: * Land has been changed from agriculture to resident purpose. * Surface water has been polluted by Vinh Niem industrial zone and residential area. * Air is polluted at some residential areas near traffic roads; The route cross alluvial area in Lach Tray river and some unexploited ponds; The route will cross some cultivation plots which has been changed the purpose of land-use.
Km12+300; (iii) the southern part of residential area No. 4 at km12+500; (iv) new residential area at km12+610 of Vinh Niem ward; (v) temporarily unused land under the management of Vinh Niem ward at section from km13 - km13+200. - The route will cut through the dyke and Lach Tray river at Km11+100; - The route will run through alluvial ground of the river (Km11+200) with many ponds for aquaculture and unused land; - The route will cross planned road of Vinh Niem ward (Km12+100). This road is connected to Nguyen Van Linh which will be constructed in the future; - The route will cross on-going constructed Ho Sen – Cau Rao 2 road at Km13+300; - The route will cross one alley of Thien Loi road (Km12+600) serving residential area No. 4, new residential area and administrative agencies of Vinh Niem ward and the center of Hai Phong city; - The route will cross canal of 12m width at Km12+220 which is the branch of southwest drainage canal of Vinh Niem ward; - The route will partly cut through Goc Gang cemetery of Vinh Niem cemetery at km12+240; - The route will cross Ba Tong culvert which is the city-drainage-culvert to Lach Tray river at km14+020;
Km14+020 – Km 15+500 (Dang Giang and Cat Bi wards)
The route will run through Dang Giang and Cat Bi wards which are suburban wards of Hai Phong city. Both have transportation system with high traffic density bringing about dust and noise pollution; The route will run closely to dyke of Lach Tray river and one section of dyke will be changed.
- The route will not cut through residential areas; - The route will run along Lach Tray river, through some business area and some areas of constructional material exploitation; - The route will cross the backside of Cau Rao bus station from Km14+334 to Km14+500; - The route will run under Cau Rao bridge’s foundation (Km14+500); - The route will overlap part of dyke-line and the remaining of route section will run in nearly parallel with the dyke-line; - The route will be laid between Cat Bi harmonization reservoir and Lach Tray dyke; - The route will cross a culvert linking Cat Bi reservoir and Lach Tray river (Km15+400).
Km15+500 – Km17+750 (Cat
The route will cut through Cat Bi and Thanh To wards. There has not been any sign of pollution of air/water environment surrounding the project area;
- The route will cross part of the land under management of DOD; - The route will run through fishing ponds and some areas for upland crops; - The route will cross Cat Bi road (Km16+800) which
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Road section
Road characteristics Affected places where minimization and mitigation actions are recommended
Bi and Thanh To wards)
The route will overlap part of the dyke-line; The route will be located between Cat Bi reservoir and Lach Tray river; The route will cross almost through the land under the management of Department of Defense (DOD).
drives to Cat Bi airport.
Km17+750 – 19+869 (Dang Hai and Nam Hai wards)
The route will cut through Dang Hai and Nam Hai wards with general characteristics: * Dust and noise pollution at some areas along the main roads; * The wards are newly founded from communes thus; air quality has been maintained in good condition; * Surface water has a sign of pollution due to waste water from residential areas; The route will cross Le Hong Phong street and some crowded residential areas.
- The route will cross Le Hong Phong – Ngo Gia Tu intersection (km17+820) at which, city waste has been transported to Trang Cat dumping yard through Ngo Gia Tu street; - The route will cross a pumping station at km19+147 supporting irrigation/drainage water for field of flower in Nam Hai and Dang Hai wards and some flower growing areas; - The route will cut through two crowed residential areas: Lung Dong residential area (Km18+450) of Dang Hai ward and Residential area No. 4 (Km19+400) of Nam Hai ward; - The route will cross a new resettlement area from 2 projects (Km17+950): Hai An administrative area project and Cat Bi road project; - The area which is located between the expected route and new urban area of Dang Hai ward will be in a risk of water-logging if drainage system in this area is not completed before the completion date of the route (Km18+600 to Km18+850); - The route will cross some inter-ward roads, especially Dang Hai road (Km18+600) and Nam Phong road (Km19+390); - The route will cross some planned roads of the city, (Km18+850; Km19+390); - The end-point of route will connect with on-going constructed Hai An road (Km 19+869).
Offset Pr oject next to the Vinh Niem War d The Bac Son – Nam Hai road project will be implemented according to specific minimization and mitigation measures associated to anticipated impacts. Basically, potential impacts on the local biodiversity are negligible given the lack of protected areas or endangered species along the alignment and surrounding areas. However, there is one particular zone on the Vinh Niem riverside area that resembles a country-side harmonized with ponds, cultivation plots, and small secondary forested areas (Figure 33). This green space attracts diverse bird species which contribute to increase the quality of life of the local residents. Mitigation measures for this road section have already been presented (See EMP).
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However, as a result of the local master plan developed for the provincial authorities a very interesting compensation (offset-like) project could be implemented in this zone.
Developers should pursue biodiversity offsets only at the end of the mitigation hierarchy, after they have reduced and alleviated residual environmental harm as much as possible. Biodiversity offsets can be used to compensate for the residual impact to biodiversity that cannot be mitigated onsite and therefore balance the impact of the project.
Each offset must demonstrate additional, measurable conservation outcomes. While appropriate offset activities will vary from site to site, a range of different land, freshwater and marine management interventions could typically be involved in biodiversity offsets, including: strengthening ineffective protected areas, safeguarding unprotected areas, addressing underlying causes of biodiversity loss, establishing biological corridors, buffer zones, and zoning marine or freshwater areas. Even though, the current project does not involve major biodiversity loss, the Vinh Niem riverside area has already been zoned, including important habitat for terrestrial and aquatic birds (both resident and migratory) and for the local flora (Figure 34). The potential offset project could support sustainable aquaculture initiatives for the ward families to compensate for lost income while preserving the natural values of the site. Should the offset project be implemented, government institutions such as the Department of Agriculture and Rural Development (DARD) and the Department of Natural Resource and Environment (DONRE) ought to include it into the land use plans of Vinh Niem. The local land is managed by DARD and DONRE which together oversight aquaculture and agricultural cultivation activities.
Figure 33. Biodiversity Profile
along the Project Road Alignment in Vinh Niem area
Figure 32. Vinh Niem area next to Project
Alignment
The Vinh Niem riverside area is not in the list of protected areas in Vietnam. Vinh Niem riverside is about 208 hectares, located between Km11+145 – Km13+990 of the proposed road.
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Figure 35 illustrates the essentials of the local master plan. Currently, the resettlement area across the river within 150m from the project alignment (Hai Phong Urban Upgrading Project sponsored by the World Bank), a new residential area within 200m of Vinh Niem riverside area, and the Ho Sen – Cau Rao road, crossing the riverside area, are under construction. Moreover, a new reservoir and treatment area will also be constructed at Vinh Niem riverside area (see Hai Phong Environment and Sanitation Improvement project, sponsored by JBIC, Japan). After completion of those projects, the riverside area and cultivation plots will be reduced as a result of the new residential infrastructure; creating the conditions for implementing the Offset project.
Figure 34. Master Plan of the Vinh Niem Ward
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COMMUNITY CONSULTATION PROCESS
The World Bank safeguard policies and Vietnam Decree No.80/2006/NĐ-CP about environmental impact assessments require involving stakeholders, including project-affected groups, relevant local authorities, and organizations, as early as possible, in the preparation process and ensure that their views and concerns are made known to decision makers and taken into account. Continue consultations throughout project implementation are necessary to address EIA related issues that affect them. For all Category A and B projects during the EIA process the borrower consults project-affected groups and local interested parties about the project’s environmental aspects and takes their views into account. For Category A projects, the borrower consults these groups at least twice: (a) shortly after an environmental screening and before the terms of reference for the EIA are finalized; and (b) once a draft EIA report is prepared. Finally, in accordance with the World Bank’s requirements and Decree No. 80/2006/NĐ-CP of the Vietnamese government, the final draft version of EIA /EMP report should be disclosed for public access. Consultation of local authorities and communities of the project area during the environmental impact assessment will contribute to implement effectively negative mitigation measures particularly social issues related to the resettlement project. Furthermore, the consultation will help optimize environmental and monitoring activities during preparation, construction, and operation phases while maximizing the economic benefits of the project. During the preparation of the EIA project consultants conducted participatory meetings and workshops involving affected residents of 10 wards / communes in four districts of Hai Phong city. Consultants explained to all wards and communes the basic contents of the project, including information about the goal and objectives of the road project, construction scale in each resettlement area, the criteria to ensure project success, compensation policies, relocation plans, and resettlement policies of the World Bank, Vietnam Government, and the People's Committee of Hai Phong city. They also explained the environmental impacts associated to the project, location and construction of resettlement areas, proposed mitigation measures for various stages of the project. As a result of these meetings they obtained main comments from each commune/ward and discussed them with local authorities.
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The general opinions of all stakeholders are summarized as follows (detailed comments and responses are presented in the Annex):
• Most households agreed with the policy of project construction as part of the Hai Phong Urban Traffic Development Project including the construction of resettlement areas. “The project will bring huge benefits to Hai Phong city: improving infrastructure, reducing housing demand, improving people's living standards, environmental conditions ... thereby promoting local economic development in accordance with the policies of economic and social development of Hai Phong city.”
• Hai Phong urban traffic development project will contribute to: - Upgrade the traffic and housing infrastructure of the city. - Improve the landscape of both the project area and the city. - Contribute to improve infrastructure facilities and living conditions in
resettlement areas. - Gradually improve people’s quality of life in the project area by advancing
existing and new infrastructure (electric grid, roads, schools, markets…). - Gradually improve environmental conditions of resettlement areas.
• The project owner is expected to compensate, support, and help to stabilize the livelihoods of resettled families
• The project should adequately restore the affected infrastructure such as irrigation canals, power and water supply etc.
• The project must guarantee its timely completion • The project should ensure construction site waste management after completion of
construction • The project should abide by policies of the State and Hai Phong People's Committee. • During construction and operation of resettlement areas, the project owner should
coordinate with the People's Committees of communes to ensure security, and traffic safety. Contractors shall furnish adequate firefighting equipment and regularly check chemical safety, fuels, and other hazardous wastes to avoid leakage into the surrounding environment.
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• Finalizing adequate labor and employment plans was a major concern. • Mitigation measures ought to be implemented seriously and fully to prevent
environmental pollution and minimize impacts on domestic activities, and health conditions.
- Land and housing compensation plans will be developed by independent consultant agency and submitted to the People's Committee of Hai Phong city.
Recommendations
- Compensation and support policies will follow the resettlement policy framework approved according to Decision 130 of the People's Committee of Hai Phong city.
- Construction plans of resettlement areas will restore all public buildings affected by the project. Infrastructure conditions of resettlements will be improved in relation to present infrastructure to properly mitigate impacts on local people.
- The project will be monitored by an independent environmental consultant agency which will report to PMU, and Hai Phong People's Committee.
- During the entire project construction and operation process, the investor will coordinate with the People's Committees of communes to ensure security and traffic safety in the area.
- The project will coordinate with the People's Committees of communes to guarantee the employment of local labor.
- The project will follow specific minimization, mitigation, and compensation measures as stated in the EIA report and EMP plan.
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CONCLUSION, RECOMMENDATION AND COMMITTMENT
Based on analysis and evaluation of all components and policies about preventing environmental problems of the Haiphong Urban Traffic Development Project (including EIA , RAP, and EMP plans) the following conclusions, recommendations and commitments were established :
Conclusions 1. The implementation of the Haiphong Urban Traffic Development Project,
along with the respective documentation (EIA, RAP, and EMP), is required urgently given the increasing transport pressures of the city of Hai Phong.
2. The project will significantly contribute to better the quality of life of rural and low income families reducing the gap between the rich and the poor in the region.
3. It is acknowledged that project construction is expected to generate a short-term and temporary increase in ambient dust, noise, water pollution, and waste. However, these impacts will disappear after construction completion.
4. It is expected that traffic density, road accidents, and congestion will be significantly reduced along other routes of Hai Phong as a result of the project.
5. Sustainable urbanization and industrialization will be promoted. 6. Effectively minimizing negative environmental impacts of the project not only
depends on the project owner but also on the cooperation of communities, authorities, management agencies in general and environmental and agriculture state agencies in particular.
7. The project will change local people's awareness about environmental issues.
Recommendations Relevant Departments of Hai Phong City should support and coordinate with project owners to fully implement minimization and mitigation measures described in the EMP. Furthermore, project owners should harmonized key institutions and policies suitable to promote and develop the project region after resettlement areas begin operations.
Construction of resettlement areas will not only bring economic - social benefits to Hai Phong city, especially the Le Chan District, Kien An, Hai An and An Duong districts, but also environmental sustainability, bringing real benefits to local residents. Accordingly, investors
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in coordination with local authorities should review the EIA report to cover all legal bases for project implementation, operation, and future ventures.
Pr oject Owner Commitments The Project Management Unit of Regional Traffic Works (RTWMU) in the Haiphong Department of Transportation is committed to implement environmental protection measures as follows:
a. RTWMU will strictly implement mitigation and monitoring measures, and environmental pollution control actions proposed during construction/operation activities in accordance with Environmental Protection Law .
b. To ensure environmental sanitation at resettlement areas in all three phases (pre-construction, construction, and operation phases);
c. To implement noise control and dust pollution measures d. To implement safety measures for project workers during infrastructure and road
project construction; e. To take measures with local authorities and area police to ensure security; f. To take preventive measures about potential fire and explosion incidents; g. To implement clearance compensation in an equitable manner (in collaboration with
People's Committees). h. To fully abide by environmental protection regulations; educate officials and
employees while raising awareness for environmental protection. i. RTWMU is committed to implement the following Vietnam environmental regulations and standards:
Regulation on Water Environment 1. National Technical Regulations for Surface Water Quality 08:2008 /
MONRE 2. National Technical Regulations on the quality of underground water
09:2008 / MONRE 3. National Technical Regulations on wastewater quality 14:2008 / MONRE.
4. National Technical Regulations on air quality around 05: 2009/MONRE
Regulation and standards on environmental air
5. National Technical Regulations on certain hazardous substances in ambient air 06: 2009/MONRE
6. National Technical Regulations on pesticide content in soil 15:2008 /
MONRE
Environmental regulation of land
7. National Technical Regulations on KLN content in soil 03:2008 / MONRE
8. The standard of solid waste management
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9. Decision No. 27/2004/QD - BXD dated 09-11-2004 of the Ministry of Construction issuing 320:2004 TCXDVN "burial sites for hazardous waste - Design standards."
10. VS 5948:1999 - Acoustics - Noise from road transport emits the same
speed - the maximum allowed noise level.
Standards on noise and vibration
11. VS 5949:1998 - Acoustics - Noise in public areas and residential maximum allowable noise level.
12. VS 6436:1998 - Acoustics - Noise from vehicles.
13. Decision of the Ministry of Health 3733/2002/QD-BYT issued on 10/10/2002 regarding the application of 21 occupational health standards
The standard of occupational health
14. VS 5308-1991, VS VS 4086-1995 and 4244-1986: Technical and safety in
construction
Standards and regulations on safety in construction
15. QD 955/1998/QD-BLDTBXH: regulations on labor safety j. Prevention of incidents: The project applies and maintains fire protection measures, labor safety and pollution mitigation as described in the report, and strengthen management capacity, and minimize the environmental pollution. k. If violating international conventions, environmental regulations, standards of Vietnam, the environmental protection regulations of Hai Phong City, the occurrence of incidents, and risks of environmental pollution, the RTWMU will take full responsibility in handling problems during both construction and operation phases.
List of Pr epar er s
Envir onmental Impacts Assessment Consultants THANG LONG INFRASTRUCTURE DEVELOPMENT JOINT STOCK COMPANY (INFRA-Thanglong)
Address: Suite 1001, Building 101 Lang Ha, Dong Da, Hanoi
5. Mr. Hoang Trung Thanh - Expert on EMP preparation
6. Mr. Nguyen Hoang Sam – Expert on environmental monitoring – Member.
7. Mr. Dao Tuan Kien - Expert on environmental monitoring - Member.
8. Msc. Vu Chi Cong – Member.
9. Ms. Le Thi Vinh – B.A in foreign language - Member
10. Mr. Nguyen Son Tung – Water and Environment Engineer - Member
11. Mr. Nguyen Van Duc – Construction Engineer – Member
12. Mr. Nguyen Dinh Chinh – Construction Engineer - Member
13. Mrs. Nguyen Dam Huong – B.A in foreign language – Translator, supporting staff.
14. Mrs. Ha Thi Hoang Lan – B.A in foreign language – Translator, supporting staff
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ANNEX Result of public consultation Community consultation is a key component in EIA process which is required by World Bank safeguard policies and Vietnam decree No. 80/2006/ND-CP. Extensive consultation has been carried out with government agencies and potentially affected communities since the early stage of EIA preparation and will be continued through detail engineering design and construction phase.
Consultation with Gover nment Author ities in r elation to scope of wor ks cover ed in EIA TOR
Date & Venue
Consulted authority
Form of Consultation and
Issues Raised
Reponses Action undertaken/ mitigation measures
proposed
27th, March 2009
An Hai Irrigation Management Company
Project’s potential impacts on irrigation services
Bridge crossing Re river and An Kim Hai canal should be properly designed No water way demand that should be considered allowed height for construction of bridge crossing Re river and An Kim Hai canal; A dual box culvert crossing An Kim Hai canal is a proper solution to existing condition.
Considerations of project’s potential impacts on irrigation included in EIA TOR. EA team discussed with FS engineering team to ensure comments received are considered in engineering design of replacement canals This issue will be followed up during detail engineering design
123
Date & Venue
Consulted authority
Form of Consultation and
Issues Raised
Reponses Action undertaken/ mitigation measures
proposed
7th, April 2009
Hai Phong Drainage Company
Project’s potential impacts on drainage and flooding issue
Culverts dimension and their elevation should be designed corresponding to discharge required by local condition;
Considerations of project’s potential impacts on drainage/flooding included in EIA TOR. EA team discussed with FS engineering team to ensure comments received are considered in engineering design of replacement canals This issue will be followed up during detail engineering design
7th, May 2009
Kien An District People’s Committee and Da Do Irrigation Management Company
Face to face discussion and joint field visit Project potential impacts on irrigation
Culverts dimension and their elevation should be designed corresponding to irrigation/ drainage discharge required by local irrigation/drainage system; Compatibility of crossing-road-culverts to existing irrigation system
Considerations of project’s potential impacts on irrigation included in EIA TOR. EA team discussed with FS engineering team to ensure comments received are considered in engineering design of replacement canals This issue will be followed up during detail engineering design
124
Date & Venue
Consulted authority
Form of Consultation and
Issues Raised
Reponses Action undertaken/ mitigation measures
proposed
May 2009
MARD (Ministry of Agriculture and Rural Development)
PMU send official letter informing MARD and request their comments on proposals on relocation of dyke, section from 14 to 15+500 (Rao bridge) in order to minimize resettlement
MARD issued Document No. 2053/BNN-DD issued on 13th July, 2009 giving no-objection to dyke-relocation at the section from K25+750 to Rao bridge, equivalent to Km14 to Km15+500, and calculation on stabilization and flood discharge should be carried out to ensure appropriate design of replacement dyke
FS team is responsible for engineering design of the new dyke in which dyke stability is one of the design criteria. This issue will be further followed up in detail engineering stage. PMU HP requested the EIA consultant to run hydrological model for assessing the potential impacts of dyke relocation on sedimentation, erosion and flood discharge. The results of modeling were presented in the EIA report, which indicated that very minor change in flood water level (1cm), erosion potential would be caused by dyke relocation thus no mitigation were proposed
17th Jan. 2010
Department of Natural Resources and Environment
Biodiversity value of river-side area in Vinh Niem ward Environmental requirement for relocation of local business/companies along the dyke section
The area is not protected by city or province because of availability of city’s master plan. EPC (Environmental Protection Commitment) should be made by the relocated companies at the resettlement area and certified by local districts or DoNRE.
EIA TOR included requirements on survey in Vinh Niem area. EA Consultant concluded that the area is not of high biological values thus no mitigation measures were proposed.
125
Date & Venue
Consulted authority
Form of Consultation and
Issues Raised
Reponses Action undertaken/ mitigation measures
proposed
March 2010
Dept. of Culture, Sport and Tourism (DCST)
Send written queries The presence of cultural, known archaeological sites in project area
DCST issue letter No. 169/VHTT&DL-VHCS dated 15th, Mar, 2010 advising that the alignment will not cut through any existing pagodas, temples, known archaeological however mitigation measures such as tree planting should be carried out to minimize the project’s impacts on visual values as well as the effect of noise, dust, vibration onto some pagodas located near the proposed road. DCST also recommended that they should be informed about construction start date and progress for coordination, and a contingency budget at 50 million VND be put in place for addressing cultural archeological issues that may be arisen during construction phase.
Managers of Kim Quang, Hoang Mai, Lam Khe, Kien Phong pagodas have been consulted (detailed in the table below) to follow up with the mitigation measures proposed by DCST Chance find procedure has been developed and included in the EMP Cost estimate in the EMP proposed 50,000,000 VND for emergency responses including cultural archaeological issues
126
Date & Venue
Consulted authority
Form of Consultation and
Issues Raised
Reponses Action undertaken/ mitigation measures
proposed
17 April 2009
Hai Phong DARD
Send written queries on Project’s potential impacts on waterworks
A provision of existing main canal parameters supporting proper structure design of crossing-over road; Coordination should be made to other agencies (An Hai and Da Do irrigation management companies and relevant divisions of districts and communes along the road.
Parameters of main canals were incorporated in the technical design of crossing-over structures by FS engineering team.
7 August 2009
Army Send written queries on the elevation of Lach Tray bridge in relation to flight management and aviation warning requirements
Height clearance must be considered in construction of Niem 1 and Dong Khe bridges. Maximum height clearance for Niem 1 and Dong Khe bridges are 20.36m and 40m above the sea level, respectively.
This issue was considered by FS engineering team to ensure comments received in engineering design. This issue will be followed up during detail engineering design
25 March 2009
Inland Waterway Department
Send written queries on Clearance requirements of bridges crossing Lach Tray river
Height clearance (should be 7m) and width clearance (should be 50m) of the Lach tray and Niem 1 bridges should be considered to facilitate water-way transport; Bridge piles should be designed facilitating water flow and for river bank protection.
This issue was considered by FS engineering team to ensure comments received in engineering design. This issue will be followed up during detail engineering design
127
Date & Venue
Consulted authority
Form of Consultation and
Issues Raised
Reponses Action undertaken/ mitigation measures
proposed
25 February 2009
Vietnam Airlines
Written request to comment on alignment selection in relation to the operations of Cat Bi airport
Based on Master plan of Cat Bi airport, Vietnam Airline Bureau agrees with the selected road alignment and be ready for cooperation during construction of the road when crossing the Cat Bi airport.
This issue will be noted for cooperation between PMU and relevant agencies during construction phase.
29 July 2009
Ministry of Transport
Written queries on connection of the proposed road with the existing National Highway No.10
Agree on the road connection with National road No.10 as crossing road instead of T-junction. Safe-working and traffic regulation must be followed during construction on working site and the road No.10
EA team discussed with FS engineering team to ensure comments received are considered in engineering design with warning signs and traffic light system. This issue will be followed up during detail engineering design
Consultation with community leader s and r epr esentatives of affected households on dr aft EMP
Consultat ions with Community Leader s
No. Communes/wards Location Date Time Number of
participant
1 Dang Cuong Commune PC
Monday 27th April 14h30 24
2 Hong Thai Commune PC
Wednesday 29th April 14h00 14
3 Dong Hoa Commune PC
Monday 27th April 8h30 22
4 Dang Hai Commune PC
Tuesday 28th April 14h00 14
Issues Raised Mitigation Measures/ Reponses
128
No. Communes/wards Location Date Time Number of participant
1. Preservation of local roads and maintaining traffic flow
Traffic in commune roads should be maintained during construction phase; Traffic safety signs must be arranged at intersections; Pedestrian crosses (if any) would be sited near residential areas. Roads crossing agricultural production areas should ensure smooth connection for residents.
2. Replacement of irrigation system for agricultural production
road-crossing culverts of proper sizes and dimensions or replacement canals will be provided to replace the canals potentially affected. Pumping stations will be relocated timely to meet irrigation demands for cultivation areas and fish ponds.
3. During road operation stage, vibration might affect the houses of residents located along the road. It is necessary to have protection or solution for the affected houses at road edges. (like creating anti-vibration wall);
Mitigation measures to address this concern should be proposed by engineering consultants as number of items and locations of works on the routes like pedestrian bridges, intersections, culverts, bridges should be in compliance with design standards for urban roads.
4. Coordination with other projects to implement land compensation and resettlement (Vinh Niem ward).
Close coordination among PMUs, Contractors, CMC would be established during construction of this project to minimize generated environmental impacts.
Managers of pagodas: Kim Quang, Hoang Mai, Lam Khe, Kien Phong
Environmental impacts during construction: Traffic disturbance and noise generation could affect ceremonies at pagodas Environmental impact during operation: Noise and dust affect pilgrim, people in the pagodas and its solemn
Mitigation measures proposed during construction: The days of incense-offering ceremony (normally on the 1st, 15th and last day of the month in lunar year) in pagodas should be considered in construction plan to reduce impact of traffic disturbance and noise to pagodas’ areas; Mitigation measures proposed during operation: New trees planting in combination with existing surrounding walls to reduce noise and dust generation might be the best choice because of its solemn scenery;
The proposed mitigation measures were incorporated in the EMP EA team discussed with FS engineering team to ensure comments received are considered in engineering consideration. This issue will be followed up during detail engineering design
Meetings with affected communities
Ward/Commune Date and place of
consultation Participants
Public concerns raised / additional mitigation measures
proposed
Project Responses
1 Bac Son commune 2 June 2009, Commune Cultural House 30 participants from affected households
Irrigation: The proposed road will cut through a lined irrigation canal serving cultivation areas in Dam Sau and Dam Chieng; replacement canal should be built
FS consultant checked and found that the existing D 0.7m pipe culvert on road No.10 will not be affected by the proposed road thus no additional mitigation measures would be necessary
Drainage: canal located along National Highway no.10 will be cut through by the proposed road; replacement canal should be provided
Engineering design proposed a boxed culvert 1x1 m under the proposed road and connect with the existing drainage canal.
Inter-communal road: The section at Dam Sau and Dam Chieng will be interrupted. That will affect agricultural production and cultural exchange activities
Intersection with the existing road will be designed with appropriate traffic control tools such as pedestrian crossing, traffic lights,
130
Ward/Commune Date and place of
consultation Participants
Public concerns raised / additional mitigation measures
proposed
Project Responses
between Bac Son and Le Loi communes. Engineering solutions should be introduced to minimize these impacts There is no intersection at Km 3+380 thus for crossing the road, pedestrians will have to walk to one of the nearest crosses which inconvenience as these are about 1 km away. Alternatives should be provided Km 3+680 is near a collection road and the commune administration centre of Dang Cuong commune thus adequate traffic control would be necessary
sign boards etc. Pedestrian crossing (overpass) will be provided at Km 3+380 Traffic lights included into road design
2 Le Loi commune 12 August 2009, Commune Meeting Room 47 participants from affected households and 2 of CPC officers
Irrigation and drainage: the existing systems at Dong Vai and Luong Quy, Dang Cua and Cua Dinh areas will be separated by the proposed road. Replacement canals should be adequately designed to maintain irrigation and drainage demands. The consultants were required to check the following preliminary design proposals: Piped culvert D1.25 m at Km 1+020 Box culvert 2x2 m at km 1+540 at Duong Vai where the existing canal has B=1 m drains along the proposed road to ensure drainage for both Dang Cuong and Le Loi communes Box culvert 2x2m at Km 2+090 as the connecting canal has B=70
Revised design to boxed culvert 1x1 m Revised design to piped culvert D1.5 m Add road crossing culvert D1.5 m at Km 1+705 FS consultant checked and confirmed that proposed box culvert is adequate
131
Ward/Commune Date and place of
consultation Participants
Public concerns raised / additional mitigation measures
proposed
Project Responses
Inter-communal road: The proposed road divides Le Loi commune into two parts, cross provincial road no. 208 and inter-commune road. Traffic control measures should be provided to ensure safety at intersection with provincial road. Overpass or underpass should be placed at Cong Phat T junction (Km1+700)
An intersection with provincial road no. 208 has been added. Intersection with the inter-commune road has been added with: Pedestrians cross; Median strips will be paved to allow bicycles to pass by; and signboards A flyover has been updated by FS engineering team for pedestrian
Dust generation during construction phase: Dust and noise are normally unavoidable during construction as local understandings. However, regularly water-spraying local road surface could be a mitigation measure;
The mitigation measures were incorporated in the EMP;
Existing road could be degraded by construction vehicles that should be repair or reconstructed after construction.
Anti-vibration walls should be constructed for local houses located nearby the road.
The issue was discussed with FS engineering team and will be followed up in detailed design step.
3
Dang Cuong commune 7 June 2009, Meeting room of CPC 71 participants
Irrigation and drainage: the existing systems at Doc Bien, Dam Nang, Dong On, But Chi, Cai Coc will be affected by the proposed road. Some recommendations were made on the proposed replacement canals/culverts: Replacement canal at Km 2+353 to 2+832 should be closer to road side Ensure irrigation service for Dan Hanh and Doan Tien villages Check compatibility between D1.5 m culvert Box and existing canal with B=4m at Km 3+980 Road crossing culvert D1.5 m at
Revised design to move canal closer to roadside Culvert D1.5 m added at Km 3+400 Add drainage/irrigation culverts D1.2 m for Dan Hanh village, this culvert also part of irrigation system of Dan Hanh and Doan Tien villages Design checked and revision not required Revised design to 2x1.5 m at Km
132
Ward/Commune Date and place of
consultation Participants
Public concerns raised / additional mitigation measures
proposed
Project Responses
Km 5+120 is small compared to existing canal (B=4 m)
5+117
Inter-communal road: Impacts on existing rural roads should be minimized. The proposed road cut through inter-communal road and access road to agricultural production areas. Proposed design allowed access to agricultural production in Dam Nang at km 2+850 be maintained for Chien Thang village, connectivity between Le Loi and Dang Cuong commune would be maintained
Intersections are designed with: - Pedestrians cross; - Median strips will be paved to allow bicycles to pass by
Noise generation during construction Construction at night is not permitted. Niem (Pham Tu Nghi) temple belong to a group of residents within Dang Cuong commune is located nearby the road that should be considered for relocation or not
The proposed mitigation measure was written in the EMP; Niem temple will not be relocated. However, impact by noise should be considered during operation. Noise level was calculated in the EIA and mitigation measure as trees-planting was also discussed with FS engineering team. The mitigation measure will be followed up in the next step of technical design.
4 Dong Thai – Hong Thai Commune 3 June 2009, CPC meeting room 71 participants
Irrigation and drainage: The proposed project runs along the border between Dong Thai and Hong Thai communes. However, existing irrigation /drainage canals will be cut through. As irrigation for Hong Thai commune sourced from Dong Thai commune, the proposed road mainly affect irrigation of Hong Thai commune
Pipe culverts D1.5m at Km5+490 and Km6+770 were proposed to support the irrigation system in Hong Thai, Dong Thai and Dang Cuong communes and the irrigation system in the cultivation area near Trung Tam cemetery, respectively; Box culvert (2x1.5)m at Km8+330 was proposed to support irrigation for the remaining small cultivation areas after being separated by the route. However, culvert
133
Ward/Commune Date and place of
consultation Participants
Public concerns raised / additional mitigation measures
proposed
Project Responses
construction should be reconsidered because the said irrigation’s support to a small area (2 ha in Hoang Mai cultivation area) might be inefficient and the land-use purpose could be changed by the owners’ desire; A culvert crossing road (2x2) proposed at Km8+710; Design replacement canals in 4 sections in 2 communes (at Km5+490; near central cemetery near Km8+330, at Km8+710); Rehabilitate irrigation and drainage canal at Dong Chu area Rehabilitate canal near Km8+330 along the route. D1.5m culvert at Km6+357 has been added;
Local roads and traffic: The route will cross the boundary between Dong Thai and Hong Thai commune; therefore, it will primarily affect inter-commune roads and farming roads. Traffic safety at intersection should be considered Two households (Mr. Thu and Mr. Trong’s families in Hy Tai village) houses will be separated from the community by the road. Their houses are also located below existing high-voltage poles, which is dangerous. The project should consider this issue
The following solutions were proposed: Intersections near Hoang Mai pagoda and at Km8+330 to maintain accessibility to small farming and residential areas; The followings will be added: Traffic lights or pedestrian overpasses to connect the road from Hy Tai in Hong Thai to Kien Phong in Dong Thai with pedestrians cross and paved median strips which allow bicycles to pass by This issue will be considered during marking and detail measurement and/or detail engineering design.
5 Quan Tru 9 June 2009, Office of Ward People’s Committee Participants from 7 households
Traffic: at the intersection with Truong Chinh road. The intersection should be well-equipped with safe traffic signals.
The intersection has been designed with traffic lights and sign boards
134
Ward/Commune Date and place of
consultation Participants
Public concerns raised / additional mitigation measures
proposed
Project Responses
6 Dong Hoa 27 April 2009, CPC Office 32 participants
Irrigation: The route will cross the existing cultivation area; therefore, the canal system will be separated. Culverts and division gates on the canal should be equipped with water resistance gates to facilitate the operation of the following replacement proposed by the project: canal at sections from Km9+800 – Km10+450 and after Km10+450; 2 box culvert along the route 2x2m in Dong Hoa commune 3x2m culvert crossing road at Km10+450; (1x1) m box culvert crossing road at Km10+670
Valves were added to box culverts at Km10+450; Box culverts at Km10+670 are not equipped with valves because they only supply water for small cultivation areas; The dimension of culvert box 2x2m was checked in conformity with current canal situation; therefore no revision in design would be necessary
Traffic: at intersection with the riverside road at the end of Dong Khe bridge.
Intersection include pedestrians cross and paved median strips which allow bicycles to pass by
Construction safety Temporary material site for construction should be properly arranged that will not affect local travel demand
This issue was incorporated in the EMP
7
Vinh Niem 8 June 2009 CPC office 7 participants
Irrigation culverts and division gates on the canal should be of water resistance type gates to facilitate the operation of the proposed structures at: replacement canal from Km11+780-Km11+960 around Dong Say gate and a 7.5 m wide canal from km12+220 to km12+275 near residential area No.4; a box culvert 2x(3x2) m at Km12+270
No valves at Km12+270 as agreed with local irrigation agency; no actions required from the remaining two proposals
2.1 Create a joining point with planned roads; 2.2 Create a crossing point with planned roads; 2.3 Create a crossing point with
Requirement: the intersections should be well-equipped with safe traffic signs Intersections will be designed with pedestrians cross and paved median strips which
135
Ward/Commune Date and place of
consultation Participants
Public concerns raised / additional mitigation measures
proposed
Project Responses
inter-village road, near new residential area; 2.4 Create crossing point with Ho Sen road.
allow bicycles to pass by
3. Other works affected Transformer at Km12+570 will be separated. Goc Gang cemetery will be partly affected.
It is necessary to improve the Transformer station to ensure sufficient electric capacity for the local area. Following final design of the route, this transformer will not be affected; Very minor part of Goc Gang cemetery was assessed and has been considered in the Resettlement Action Plan
Traffic safety Traffic lighting system should be fully installed at the intersection
These issues were incorporated in the EMP
There are 13 projects that have been implemented in the ward thus; cooperation among PMUs should be considered to avoid the uncontrolled soil disposal.
8 Dang Giang 9 June 2010, CPC Office 14 participants
Traffic at intersections near Hoang Giang Company and near Cau Rao bus station. It is proposed that the joining points should be well-equipped with safety traffic signs.
Intersections are designed with pedestrians cross, sign boards and paved median strips which allow bicycles to pass by
Drainage a 2x(3.5x2.5)m box culvert crossing road proposed at Km14+20
Irrigation: Pumping station for residential area at Km14+150 will be relocated. Pumping system (including water intake, pump houses and canal) should be relocated to adjacent places for rehabilitation of water supply system.
Final design of the alignment confirmed that the pumping system (water intake, stations, canals) will not be affected;
9 Cat Bi
Road and traffic safety at intersections with proposed Hai An ring-road, Dong Xa road and Cat Bi road (cross-road). The intersections should be well-
Intersections are designed with pedestrians cross, sign boards and paved median strips which allow bicycles to pass by
136
Ward/Commune Date and place of
consultation Participants
Public concerns raised / additional mitigation measures
proposed
Project Responses
equipped with safe traffic signs
Drains: community agree with the relocation of canal with B = 2m at Km17+390–Km17+450; and a box culvert 2x1.5m at Km17+390.
Culvert crossing road with dimension 2x3.5m proposed at Km15+355 function as conveyance/ drain for Cat Bi reservoir.
10
Thanh To 6 June 2009, CPC Office 30 participants
Disturbance to local Traffic and traffic safety Existing infrastructures affected by the project should be rehabilitated
Additional intersection at residential area T3 and aquaculture area with well-equipped traffic signs. Intersections will be designed with pedestrians cross and paved median strips which allow bicycles to pass by A mitigation measure with responsibility of PMU and contractor (by TOR) was proposed in the EMP
Power Supply: There is a 35KV sub-station located in between an army base Thanh To farm. Relocation/shifting as an alternative might be required. It is necessary to improve transformer and take into consideration the short distance between the transformer station and road corridor to ensure the safety and capacity of the transformer station
This issue will be followed up during detail design phase. If relocation of the sub-station is required, project owner will coordinate with power authorities for relocation. Design of the road will ensure safety in relation with the existence of this power sub-station
Dust generation during construction Providing funds for periodical health checking in the local medical stations with average 100,000 VND/person in the commune.
This could be an option for mitigation measure written in the EMP.
11
Dang Hai 6 June 2009, Dang Hai CPC office 62 participants
Drainage: community agreed with the proposals on: replacement canal B=2m at Km18+235 – Km18+350; piped culvert D 1.5m at Km18+270 canal 0.5x0.7m at Km19+110– Km19+220;
No actions required
137
Ward/Commune Date and place of
consultation Participants
Public concerns raised / additional mitigation measures
proposed
Project Responses
Box culvert of 2x(3x3)m at Km19+200;
Traffic: Le Hong Phong street; Intersections at Km18+270 and Km19+00 should be well-equipped with safety traffic signs.
Intersections will be designed with pedestrians cross and paved median strips which allow bicycles to pass by
Irrigation: Replacement of pumping system (water intake, pump house, canal) should be provided nearby existing pumping station.
The location of the new pumping station will be determined in consultation with local irrigation agency during detail design phase;
Vibration and ground settlement should be considered for existing houses locating nearby the road during construction phase.
These issues were incorporated in the EMP
12
Nam Hai 7 June 2009 CPC Office
Add additional intersection, connection road between Sam Bo pagoda and Sam Bo temple or build an pedestrian overpass
Intersections will be designed with pedestrians cross and paved median strips which allow bicycles to pass by
Dust, noise and exhaust gas impact on local residents’ health nearby the road during construction. Mitigation measures should be: regularly water-spraying, construction at day time
The issue was incorporated in the EMP with mitigation measures and compliance monitoring during construction
Vibration caused by heavy vehicles for material transportation in construction will affect existing local roads and residential houses
Safety issues should be considered during construction, especially at intersection with local roads. Temporary material storage area should be properly arranged to reduce impact on local travelling.
138
Environmental and Social issues along the Right of Way
97
Annex
Environmental issues along the right of way
uh
Road section from Km 0 to Km 0+800 Expected location of pedestrian
bridge
Canal to be separated; culverts should be built for
replacement
Re
Traffic signs and cross-over bridge
ENVIRONMENTAL BASELINE
- The road cuts through an irrigation canal area. Culvert crossing road should be added to the design;
- There are some residential areas located close to the road
- Re river (as natural water source) with good water quality is supplied for the irrigation system of this area,
ATTENTIONS & NOTES IN CONSTRUCTION PHASE
- Establish construction methods in consideration of agricultural/cultivation conditions to reduce effects on crops. In order to easily acquire land for construction, it is possibly implement compensation for agricultural land areas around the road to ensure the construction progress and cost.
- It is necessary to consider the harvest time and coordinate with the locality to set up a temporary water transfer alternative to ensure the smooth irrigation activities.
- During constructing river-crossing bridge, it is necessary to establish a waste water collection system. It is prohibited to
Re bridge construction
98
Road section from Km 0+800 to Km 1+780 Separated canal should be replaced with box
culverts
Noise impact on Le Loi primary school
ATTENTIONS & NOTES DURING CONSTRUCTION ON CULTIVATION
AREA
- Should consider the harvest time and discuss with locality on water transfer plan during construction. Priority should be given to implementation of water transfer and supply works.
- Maintain temporary road at the place bordering with chicken farm so that residents can do cultivation activities at the northern part of the alignment
- This section will be implemented just after finishing the section 1 to directly use section 1 as temporary road (NH10-Re river direction)
ATTENTIONS & NOTES DURING CONSTRUCTION AT THE INTERSECTIONS BETWEEN ROADS
- There is a high population density in this area; therefore, attention should be paid to traffic safety methods, arrangement of sufficient traffic signs and signals.
- It is necessary to establish a temporary detour road to bypass the intersections
- Limit activities of machinery at rush hours (as not to cause impacts on schools and commune administrative areas nearby).
ATTENTIONS & NOTES DURING OPERATION
- The intersections are near the densely populated area; therefore, it is necessary to arrange warning signs at rush hours.
- It is required to intensify communication and propagation on traffic safety at this area.
- Le Loi primary school will be affected by noise and it is advisable to plant trees with large canopies for protection.
- Depositing tanks should be placed at ends of road crossing culverts to reduce the culvert congestion and difficulties in culvert operation and maintenance
Crossing road designed with full traffic sign
99
Road section from Km 1+780 to Km 2+920
The expected location for building local roads and canals
The canal will be separated by the road. It is necessary to design culvert or improve the
existing ditch
The canal will be separated by the road. It is necessary to design culvert or improve
the existing ditch
ATTENTIONS & NOTES IN OPERATION PHASE
- Ensure signing system at the crossing point with local road.
- Establish row of trees at the beginning of the road (near residential area) to minimize dust/noise.
- Study and prepare urban development plan along the road, soon publicize information for stabilizing production plan and cultivation activities of residents. Some cultivation plots in small area should be considered for changing using target.
ATTENTIONS & NOTES IN CONSTRUCTION PHASE
- Prepare construction plan in suitability with harvest time of the locality and ensure a temporary flow diversion system for smooth operation of irrigation system.
– Temporary road should be constructed at KM1+780 facilitating residents in the North area. Local road along An Kim Hai canal should be maintained.
- The temporary road should be used following NH10 direction and run along the project road
- On the road section near An Kim Hai canal, it is necessary to implement waste/rubbish management at site..It is prohibited to directly discharge rubbish/wastes into canal.
This area is empty and it is possibly establish mixing plant and tents in conformity with requirements on site management and standards on waste discharging
Typical cross section of drainage ditch along the alignment
100
Road section from Km 2+920 to Km 4+60
Crossing point with local road
Thanh Niem temple
Divided canal should be replaced by culverts
Culvert and local roads to be separated
ATTENTION & NOTES DURING OPERATION PHASE
- Ensure the system of signs and signals at the crossing point with commune administrative area.
- Implement communication programs on traffic safety in the communes and give authority for schools.
- It is necessary to pay attention to implementation of methods on reducing noise at the works near the road (by establishing fencing wall, rows of trees), including commune administrative area and Thanh Niem temple
Crossing road designed with full traffic sign
Crossing road designed with full traffic sign
ATTENTION & NOTES DURING CONSTRUCTION PHASE
- The Contractor shall not only ensure the smooth operation of irrigation system on the road section which runs through cultivation area but also establish detailed mitigation measures during construction at commune administrative area, for example: avoid constructing at rush hour, intensify methods on decreasing dust, noise. Erect fencing and warning signs systems surrounding the site and near resident road.
- Get opinions of local residents to avoid constructing at festival time of Duc Thanh Niem temple (adjacent to the project route).
101
Road section from Km 4+60 to Km 5+220
The road will cross Road No. 351 where there is a high traffic density with unstable curve radius and traffic accidents always happen.
ATTENTION & NOTES DURING CONSTRUCTION:
- Arrange warning signs from far distance and staff in charge of traffic control/diversion
- Limit using Road No. 351 as temporary road.
ATTENTION & NOTES DURING OPERATION
- Sufficiently establish signs, warning lamps and traffic signals at
The route will cut An Kim Hai canal and a ditch which is perpendicular with Road No. 351, and run under the high-voltage electric line.
ATTENTION & NOTES DURING CONSTRUCTION:
- It is necessary to ensure the operation of irrigation system and it is prohibited to directly discharge/throw rubbish/wastes into this canal
- Arrange storages and work-shops for vehicle maintenance which is 100m far away from the canal.
- Deflection of existing wire is only about 8-10m from the ground surface, it is necessary to check EMF (Electromagnetic Field) in order to ensure construction elevation under the high-voltage electric line.
Crossing road and telephone line
Cross existing canal
The route will run through residential areas and cut the local road
ATTENTION & NOTES IN CONSTRUCTION PHASE
- Arrange sufficient fences and staff in charge of traffic control and diversion
- At intersections, it is necessary to establish temporary road, implement cleaning and spraying water for reducing dust.
ATTENTION & NOTES IN OPERATION PHASE
- Establish sufficient of signs and signals
S f i h l hi d d d i d
Road 351 intersection with full traffic signs equipped
Intersection with full traffic signs equipped
102
ATTENTION & NOTES DURING OPERATION
- Soon change the land using targeted for the remaining cultivation area at the beginning section of the route (following community opinions), because it will create many difficulties for operation and maintenance for culvert system and the smooth irrigation for this cultivation area.
- Study the solution for local roads for remaining households or intersection or local roads which are connected with road No.351 or An Kim Hai canal
- Establish row of trees for reducing noise and air pollution for residential areas (in Hy Tai village) and following the direction of Kien Phong pagoda.
Road section from Km 5+220 to Km 6+365
Kien Phong Pagoda
ATTENTION & NOTES DURING CONSTRUCTION PHASE
- Intensify mitigation measures and limit construction activities out of administrative time (break of residents) near residential areas
- Noise and emission from vehicles might cause effects on nearby cultivation plots; therefore, the Contractor should pay attention to implement inventory and compensation for these damages and effects.
Separated ditch
ATTENTION & NOTES DURING OPERATION
- Soon change the land using purpose for the remaining cultivation area at the beginning of the road (following community opinions), because it will create many difficulties for operation and maintenance for culvert system and the smooth irrigation for this cultivation area.
- Study the solution for local roads of remaining households or intersections or local roads which are connected with road No.351 or An Kim Hai canal
- Establish row of trees for reducing noise and air pollution for residential areas (in Hy Tai village) and following the direction of Kien Phong pagoda.
CURRENT SITUATION
The road will runs through the outer corner of residential area and some households (which will be affected in construction phase but be isolated)
The cultivation area is quite small; some areas of existing ditch will be cut by the route and should be replaced by road-crossing culverts as designed.
Typical cross section of drainage ditch along the road
103
sectionCURRENT SITUATION
- The route mainly runs through cultivation area. It is far away from residential areas and nearly overlap the administrative border between Dong Thai and Hong Tai communes.
-The road cuts the local road of Xich Tho village at the ending of the road.
- Some households (which shall not be relocated) will be nearly 20cm far away from the road edge.
- Te Chu pagoda is located near the road will be likely affected by the noise.
ATTENTION & NOTES DURING CONSTRUCTION PHASE
- During implementing construction activities on cultivation areas, it is necessarry to follow mitigation measures, pay attention to factors like harvest time, maintain temporary drainage system, ensure smooth irrigation and drainage as well as quickly implement compensation for asiring problems (for example, compensation for losses due to rice damages caused by dust, noise and waste water from the site)
- Minimize using service road and utilize the project road as service road in construction phase. Priority is also given to waterway along Lach Tray river
ATTENTION & NOTES DURING OPERATION PHASE
- Establish rows of trees to ensure that the noise level meets the limit of the standard which is applied for residential areas near the road and Te Chu
- Arrange warning signs at intersection with local road.
Road section from Km 6+365 to Km 7+455
The beginning section of the ditch is separated
For ditches which are no longer used for irrigation, there is no need to place culvert at this place
Crossing road designed with full traffic sign
Typical cross section of drainage ditch along the road
104
Road section from Km 7+455 to Km 8+565
ATTENTION & NOTES DURING CONSTRUCTION PHASE
- Implement main mitigation measures during constructing on cultivation area: implement temporary water transfer for irrigating at separated positions, prepare construction plan in suitability with harvest time,
- Priority should be given to construction at this place and local road for serving preceding road sections (N5-N7)
CURRENT SITUATION
- The route will mainly cut through cultivation area and be far away from residential areas. There are only some households close to the road.
- At the ending section, the road runs close to the river, near Hoang Mai pagoda where is potentially affected by noise after the road is put into operation.
ATTENTION & NOTES DURING OPERATION PHASE
- Establish rows of trees for reducing dust and noise for the road section near Hoang Mai pagoda and Tan De residential area which is going to be under planning.
- Cultivation area at dyke footing (at road end), the productivity is not high, the remaining area is too small; therefore, it is necessary to soon prepare an alternative on changing using purpose (with reference to opinions of community).
Hoang Mai pagoda – sensitive place
Road at river dyke
Typical cross section of drainage ditch along the road
105
Road section from Km 8+565 to Km 9+765
CURRENT SITUATION
- The entire road which runs along the left river bank is cultivation area which close to the dyke footing.
- At section where the bridge crosses Truong Chinh road, there is a high population density and many difficulties will be encountered during construction
- Waterway traffic density is rather high on this Lach Tray river section.
ATTENTION & NOTES DURING CONSTRUCTION PHASE
- The road will cut the cultivation area; create many favorable conditions for construction space. During construction, it is necessary to collect waste water from the site and dust covering methods at areas near aquiculture areas (close to dyke footing).
- Attention should be paid to waterway traffic safety during bridge construction
- Control surface water pollution
- Check safety for overhead construction, especially electric safety at the section where the 110kV electric line is cut by the route.
- Implement traffic control and arrange staff in charge of traffic diversion (coordination of traffic police will be required at this section), in order to ensure the safety during construction.
- Priority should be given to establish reasonable storages, especially gasoline storage; workshop for maintaining construction vehicles should be 100m far away from the river.
ATTENTION & NOTES DURING OPERATION PHASE
- Constantly check the deflection of 110kV electric line where the road runs by and limit arising risks in stormy weather.
- Implement planning and changing land using purpose for the cultivation plot close to dyke footing (with small area) for reducing cost.
- Consider space under the bridge. It is advisable to establish flower garden and parking place to prevent land occupation for business and selling purposes.
110kV high-voltage line under which the road will run through
Waterway traffic on Lach Tray river
Cross section designed of Dong Khe bridge
106
Road section from Km 9+765 to Km 10+980
Attention should be given to the following matters
- Irrigation system which serves agriculture activities;
- Intersections with inter-village roads;
CURRENT SITUATION
- The road section is located at residential area in Dong Hoa ward, Hang Hai college and cultivation area
ATTENTION & NOTES DURING CONSTRUCTION PHASE
- Implement mitigation measures to reduce dust concentration, noise and traffic jam on residential area, schools near the road;
- Ensure the water supply for trees in cultivation areas;
- Install warning signs at site and safety signs at intersections;
ATTENTION & NOTES DURING OPERATION PHASE
- Return the canal system, road-crossing culvert to ensure the smooth irrigation for agriculture activities;
- Install traffic signs and signals at intersections with local roads;
- It is necessary to implement anti-noise methods for schools, Lam Khe church
Inter-village road
Irrigation canal
Irrigation canal
Intersection designed with full traffic sign
107
Road section from Km 10+980 to Km 11+965
ATTENTION & NOTES DURING CONSTRUCTION PHASE
- For material transport by waterway, it is necessary to strictly follow methods on waterway safety and avoid any crash. Warning signs and other safety devices should be arranged at parking and anchoring places;
- The loading capacity of transport vehicles should be checked to avoid causing damages to the existing dyke structure during travelling along the dyke;
- Ensure the water supply for cultivation areas and aquiculture ponds;
- Implement anti-noise methods to minimize effects of noise and dust on residential areas;
- Wastes and debris which is generated from construction should be controlled as ll i d ff d f id li i h d
Attention should be paid to the following matters:
- Water supply system of aquiculture pond will be cut;
- Dust and noise will be generated from construction of the road section which cuts residential area No.5, Dong Hoa ward;
- Transport roads: following the dyke or waterway and local road system;
- Vegetable layers and green space of the
ATTENTION & NOTES DURING OPERATION PHASE
- Traffic safety sign system is installed at intersections between roads and dyke at river banks;
- Arrange trees at road edges to minimize effects from dust and noise on adjacent residential areas, ponds and trees surrounding the river embankment;
- Arrange road-crossing culverts and ensure water supply for ponds and trees
CURRENT SITUATION
- The road is located at residential area, Lach Tray river embankment, ponds and fruit gardens (banana, coconut and wood trees)
- The road will cut through residential area No.5, Dong Hoa ward, Lach Tray river (by Niem bridge No. 2, ponds and fruit gardens and wood trees);
Ponds and fruit gardens
Water supply canal from Lach Tray river
Fish ponds and fruit cultivation areas
Interchange has been designed between dyke and
road
108
Attention should be paid to the following matters
- The path will serve irrigation for aquiculture ponds and some fruit gardens which are divided;
- Transport road: following the dyke or waterway and local road system;
ATTENTION & NOTES DURING CONSTRUCTION PHASE
- For material transport by waterway, it is necessary to strictly follow methods on waterway safety and avoid any crash. Warning signs and other safety devices should be arranged at parking and anchoring places;
- Transport alignment is not overlapped with the alignment for which the loading capacity should be considered to avoid damages to existing structures;
- Ensure water supply for ponds and cultivation areas;
- Avoid traffic jam when construction site is local roads;
- Relocation of some tombs at Goc Gang cemetery should be soon disseminated to households prior to construction commencement so that they can initiatively
ATTENTION & NOTES DURING OPERATION PHASE
- Road-crossing culverts will be installed for irrigation purpose at the position where the route cuts the path;
- Traffic signs are arranged at intersections;
- Arrange trees at road edge to minimize effects of dust and noise on adjacent residential areas;
Inter-village
Intersection designed with full traffic sign
Intersection designed to planned road with full traffic sign
Road section from Km 11+965 to Km13+170
109
Route section from Km 13+170 to Km 14+50
CURRENT SITUATION
- The road is located at residential areas, ponds and army bases;
- The route runs through planned roads which are being constructed, aquiculture ponds and some
Attention should be given to the following matters
- The culvert will collect water into adjacent divided canal at Km14+50;
- The road and dyke might have effects on transport activities of material exploitation and storage yards as well as production areas of enterprises at river banks. ;
M t i l t t d l th d k b
ATTENTION & NOTES DURING OPERATION PHASE
- Local authority should have management methods for rubbish from residential areas and enterprises at river banks and from other social activities;
- For material storage and exploitation yards of enterprises, it is necessary to protect water environment and strictly manage generated rubbish to avoid effects on adjacent areas such as filling soil of canals and ditches;
- It is necessary to arrange traffic safety signs at intersections, exploit materials from river embankments of enterprises;
- It is necessary to arrange trees to minimize effects of dust and noise on
Intersection with Ho Sen – Cau
Rao road
Regulated canal and culvert
The road cuts pond and fruit garden
Intersection designed with planned road with full traffic sign
110
ENVIRONMETNAL BASELINE
- The route will runs along existing dyke of Lach Tray river.
- The route is located between residential area and river
ATTENTION
- Change the existing dyke-line of Lach Tray river;
- Dust, noise, traffic safety and construction safety at residential areas by the dyke;
- The road will run through Rao bridge footing;
- The road and dyke might impact on transport activities of material exploitation and storage
d ll d i f i
NOTES IN CONSTRUCTION PHASE
- For material transport by waterway, it is necessary to strictly follow methods on waterway safety and avoid any crash. Warning signs and other safety devices should be arranged at parking and anchoring places;
- It is necessary to have fencing wall to separate construction and residential area adjacent to existing dyke and harmonization reservoir; ensure construction safety at site, traffic safety; and minimize dust and noise on residential areas;
- Waste water generated from construction should be strictly managed to avoid impacts on harmonization reservoir and Lach Tray river;
- Temporary road for material transportation should not be on the dyke that loading capacity should be in consideration to avoid damages to existing structures;
- Attention should be paid to the water level increate due to
SAFETY SOLUTIONS DURING DESIGN STAGE
- Dyke structure is consolidated by reinforcement steel with narrowed cross-section and re-aligned route, increasing drainage capacity and reducing erosion;
Th t i d d th d th f
ATTENTION & NOTES DURING OPERATION
- Local authority should have management methods for rubbish from residential areas and enterprises at river banks and from other social activities;
- For material storage and exploitation yards of enterprises, it is necessary to methods to protect water environment and strictly manage generated rubbish to avoid affects on adjacent areas such as filling soil of canals and ditches;
- It is necessary to arrange signs along the dyke and curved sections;
Storage yard at river banks
Residential area at dyke edge
Cross section of tunnel designed beneath Rao bridge
Route section from Km 14+50 to Km 15+240
111
Route section from Km 15+240 to Km 16+580
MAIN ATTENTION
- Dyke relocation along Lach Tray river;
- Dust, noise, traffic safety and construction safety at residential areas at dyke edge and at 7/3 road sides;
- Aquiculture ponds and lakes are separated;
- The risk of reservoir water quality degradation during construction;
ENVIRONMENTAL BASELINE
- The road runs along the existing dyke of Lach Tray river, residential area near the dyke and Hai An harmonization reservoir (Cat Bi), aquiculture pond and apartment blocks on Road No. 7-3, the section between aquiculture pond and Cat Bi road.
NOTES IN CONSTRUCTION PHASE
- Proper methods for reduction of dust and noise on residential areas, especially residential areas at dyke edge; it is proposed to use closed wall to separate construction site from residential area and construction site from reservoir;
- Regarding to temporary road, ensure traffic safety and pay attention to reduce dust and noise due to material transport;
- Ensure water supply for aquiculture ponds and lakes;
- Install warning signs at site and traffic signs at crossing points with inter-village road;
- Labour safety for workers at river dyke, especially during flood-tide at night.
NOTES IN OPERATION PHASE
- Install road-crossing culverts to ensure water for ponds and lakes;
- Plant trees at road edges, dyke sections and nearby houses, harmonization reservoir and residential areas at the end of route section to reduce dust and noise of vehicles running on road;
- Arrange traffic safety signs at intersections at
Cross section of road and dyke for relocation
Interchange designed with traffic sign
Interchange designed with traffic sign
Crossing road designed with full traffic sign and flyover
112
Route section from Km 16+580 to Km 17+600
ENVIRONMENTAL BASELINE
- The project road is adjacent to the apartment block in Thanh To ward, residential area and army region;
- The road crosses Cat Bi and Nguyen Van Hoi roads; and 2 adjacent roads in Dang Lam resettlement area;
MAIN ATTENTION
- The risk of traffic congestion at existing roads like Nguyen Van Hoi, Cat Bi;
- Dust, noise, construction safety and traffic safety during construction and material transport that impact on residents living nearby the road
- Canals are separated, affecting water supply and
NOTES IN CONSTRUCTION PHASE
- Coordinate with road authority in implementing traffic control/ traffic diversion methods by arranging signs and site partitions to avoid traffic jam;
- Strictly follow regulations on traffic safety during transport of materials and methods on construction safety at site;
- Ensure the demand on water supply and irrigation and drainage for cultivation area;
NOTES IN OPERATION PHASE
- Install traffic signs at project intersections – Nguyen Van Hoi – Cat Bi, intersections at Dang Lam road;
- Re-align the canal and construct road-crossing culvert at Sta.Km17+390 to ensure water demands for cultivation and aquiculture areas
Interchange designed with traffic sign and flyover
113
Road section from Km 17+600 to Km 18+790
ENVIRONMENTAL BASELINE
The road will run through residential areas; Le Hong Phong – Ngo Gia Tu intersection; cultivation area, local roads in Dang Hai commune
Attention should be paid to the following matters
- High risk of traffic jam at existing roads like Le Hong Phong, Ngo Gia Tu, Dang Hai;
- Irrigation canals will be separated, as a result the cultivation area will be isolated by the road;
- Dust, noise and safety during construction and material transport
ATTENTION & NOTES DURING CONSTRUCTION
- Coordinate with road authority in implementation of traffic control/ traffic diversion methods by arranging signs and site partitions to avoid traffic jam;
- Strictly follow traffic laws and regulations on construction safety at site;
- Ensure the demands on water supply and irrigation and drainage for cultivation area;
ATTENTION & NOTES DURING OPERATION
- Arrange sufficient safety signs at intersections;
- Build 4 pedestrian bridges at the crossing point with Le Hong Phong road;
- Relocate the irrigation canal at cultivation area and construct culvert crossing road at Km18+330;
Irrigation canal should be recovered by culvert
crossing road
Intersection designed at Le Hong Phong road
Intersection designed with full traffic sign
114
Route section from Km 18+790 to Km 19+917 (end of road)
ENVIRONMENTAL BASELINE
- The alignment crosses residential area of Nam Hai and Dang Hai communes and cultivation area for upland crops
Attention should be paid to the following matters
- Relocation of pumping station and its canal;
- The road is close to Kim Quang Pagoda;
- The route cutting inter-village road;
- Dust, noise and safety during construction and
ATTENTION & NOTES IN CONSTRUCTION PHASE
- Ensure water demands for cultivation and aquiculture areas;
- Implement traffic safety methods (vehicle quality, restriction velocity and traffic volume), site safety (signing system) and methods on minimizing dust and noise on residents living at road edges;
ATTENTION & NOTES DURING OPERATION
- Build fencing wall for affected temples and pagodas like Kim Quang, Sam Bo pagodas to minimize impacts of noise;
- Reasonable solutions for irrigation and remaining minor cultivation and aquiculture areas and residential area development should be considered;
- Install traffic safety signs at intersection between the inter-village road and the project road
Kim Quang Pagoda
The new road crosses the existing inter-village road
Crossing road designed with full traffic sign and flyover Canal relocation for irrigation recovery
