Page 1 Socialist Republic of Vietnam Ministry of Transport and National Traffic Safety Committee New Zealand Agency for International Development Asia Development Assistance Facility TDSI E1047 V. 3 Preparation of Vietnam Road Safety Project - Phase 1 SOCIAL ASSESSMENT Final Report Opus International Consultants in partnership with the Transport Development and Strategy Institute Page 2 TDSI Socialist Republic of Vietnam Ministry of Transport and National Safety Committee New Zealand Agency for International Development Asia Development Assistance Facility Preparation of Vietnam Road Safety Project - Phase 1 SOCIAL ASSESSMENT Final Report Prepared By: Justine Bray Tran Thanh Huong Opus International Consultants Limited Social Impact Social Impact Specialist Specialist in partnership with the Opus TDSI Transport Development and Strategy Institute Released By: Chris J Harrison Project Director Opus Date: 25/12/ 2004 Reference: 355183.00 + viet/proj/659/4 Status Final Report © Opus International Consultants Limited 2004 Page 3 Preparation of Vietnam Road Safety Project Social Assessment Final Report, 25/12/ 2004 i TDSI CONTENTS List of Figures.........................................................................................................................................................iii List of Tables ..........................................................................................................................................................iii Acronyms................................................................................................................................................................iv Executive Summary................................................................................................................................................1 A Introduction...................................................................................................................................................3 A.1 Project Justification.........................................................................................................................3 A.2 Strategic Framework.......................................................................................................................4 A.3 Social Assessment...........................................................................................................................5 B. Project Description.......................................................................................................................................6 B.1 Road Safety in Vietnam..................................................................................................................6 B.2 Types of Project Activities .............................................................................................................7 B.3 Geographic Coverage...................................................................................................................16 B.4 Timeframes ....................................................................................................................................20 C Socio-economic Situation.........................................................................................................................22 C.1 Introduction...................................................................................................................................22 C.2 Profile of Road Traffic Accident Victims...................................................................................22 C.3 Socio-economic Profile of the Demonstration Corridors ........................................................26 D Ethnic Minorities.........................................................................................................................................37 D.1 Overview........................................................................................................................................37 D.2 Vietnam Policies Towards Ethnic Minorities............................................................................37 D.3 Ethnic Minorities Along the Demonstration Corridors...........................................................38 D.4 World Bank’s Procedures ............................................................................................................38 E Findings from the Public Consultation...................................................................................................39 E.1 Context............................................................................................................................................39 E.2 Feedback from Corridor Wide Consultation ............................................................................39 E.3 Feedback from the Site Specific Consultation...........................................................................40 E.4 Conclusion .....................................................................................................................................45 F Social Assessment of the Nine VRSP Components .............................................................................46 G Social Assessment of the Engineering Works.......................................................................................48 G.1 Proposed Blackspot Improvement Works.................................................................................48 G.2 Application of World Bank Social Safeguards..........................................................................52 G.3 Stakeholder Analysis & Impacts.................................................................................................52 G.4 Stakeholder Participation Framework.......................................................................................54 G.5 Monitoring and Evaluation.........................................................................................................55 Page 4 Preparation of Vietnam Road Safety Project Social Assessment Final Report, 25/12/ 2004 ii TDSI G.6 Critical Risk & Mitigation Measures..........................................................................................57 H Poverty Alleviation.....................................................................................................................................58 H.1 Strategies for Poverty Reduction................................................................................................58 H.2 Role of the VRSP-Phase 1.............................................................................................................59 Annexure 1: Corridor & Highway Descriptions............................................................................................61 Annexure 2: Screening of the Blackspot Improvements............................................................................64 Annexure 3: Stakeholder Consultations.......................................................................................................70 Annexure 4: References..................................................................................................................................75 Page 5 Preparation of Vietnam Road Safety Project Social Assessment Final Report, 25/12/ 2004 iii TDSI List of Figures Figure 1 Increase in Road Traffic Accidents from 1990 – 2001 Figure 2 Location of Demonstration Corridor 1 Figure 3 Location of Demonstration Corridors 2 & 3 Figure 4 Road Traffic Injury Rate Figure 5 Road Traffic Injury Rate by Severity and Age Figure 6 Blackspot Treatment Locations in Corridor 1 Figure 7 Blackspot Treatment Locations in Corridors 2 & 3 List of Tables Table 1 Proposed Blackspot Improvements Table 2 Type of Transport Involved Table 3 Occupation of Traffic Accident Victims: Cho Ray Hospital Table 4 Literacy rate of Traffic Accident Victims: Cho Ray Hospital Table 5 Delineation of the VRSP Demonstration Corridors Table 6 Population Growth by Province Table 7 Males/females and Population Densities Table 8 Average Household Size Table 9 Sex Ratio by Age Group Table 10 Land Use Table 11 Consumption by Expenditure Table 12 Source of Income per Household per Year Table 13 Poverty Ratio Table 14 Distribution of Poverty Table 15 Volume of Passengers Carried by Roads and Waterways Table 16 Literacy Rate Table 17 Average Number of Years Education Table 18 Percentage of Population Suffering from Illness/injury Table 19 Percentage of Ill/injured Unable to do Usual Work Table 20 Road Accidents for Provinces in the Demonstration Corridors. Table 21 Stakeholder Participation Strategy Table 22 Proposed Monitoring & Evaluation Framework Page 6 Preparation of Vietnam Road Safety Project Social Assessment Final Report, 25/12/ 2004 iv TDSI Acronyms ADB Asian Development Bank CAS Country Assistance Strategy CEMMA Committee for Ethnic Minorities in Mountainous Areas CPRGSComprehensive Poverty Reduction and Growth Strategy DP’s Displaced Persons GOV Government of Vietnam GSO General Statistics Office HCMC Ho Chi Minh City MOH Ministry of Health MOLISA Ministry of Labor, Invalids and Social Affairs MOT Ministry of Transport NH National Highway NPTS National Program for Traffic Safety NSTC National Traffic Safety Committee PRSCs Poverty Reduction Support Credits PTA Provincial Transport Authorities RRMU Road Maintenance and Management Companies RSA Road Safety Audit TSSR Transport Safety Strategy Review VLSS Vietnam Living Standards Survey VMIS Vietnam Multi-Center Injury Survey VRA Vietnam Road Administration VRSP Vietnam Road Safety Project VLSS Vietnam Living Standards Survey VR Vietnam Register WB World Bank Page 7 Preparation of Vietnam Road Safety Project Social Assessment Fianal Report 25/12/ 2004 1 TDSI Executive Summary Transport safety and road safety in particular, has become a high priority for the Government of Vietnam (GOV). The current transport safety situation is poor and deteriorating. Road fatalities have been increasing on average 20-30% per annum over the last several years. The Government has therefore given the task of improving road safety urgent priority, and this is reflected at the highest levels of government. The intention is to address the issues though the Vietnam Road Safety Project (VRSP), to be funded by World Bank Credit. This is a multi-component, multi-phase project of which Phase 1 will run for 4 years. The VRSP-Phase 1 consists of the following nine linked components: 1. Strengthen the management and technical capacity of the NTSC and prepare a national roll-out program for phase 2 of the road safety strategy; 2. Demonstrate comprehensive, integrated safety programs in three high risk corridors and develop the p rograms for nationwide application. The designated “safe highway” corridors are: · National Highway 1 (km 172 – km 463) Hanoi to Vinh · National Road 51 (km 0 – km 75) Bien Hoa to Vung Tau · National Highway 1 (km 1915 – km 2068) Ho Chi Minh City to Can Tho 3. Develop nationwide traffic accident monitoring and analysis tools; 4. Enhance the application of road safety audit; 5. Enhance the identification of and response to accident blackspots; 6. Improve driver training, testing and licensing, and vehicle testing; 7. Improve traffic safety enforcement and coordinated road user education and awareness campaigns; 8. Improve pre-school and school-based road safety education; and 9. Improve the state of readiness, awareness and co-ordinated response of emergency services. This Social Assessment concludes that of these nine components, only a part of Component 5: Blackspot Improvements will involve any engineering work, and land acquisition at a small scale would be required. Although there will be persons potentially negatively affected, there will also be a large number of likely beneficiaries of the project. These include people who use the highway and will benefit from a safer road environment and reduced risk of accidents. Benefits will also accrue to pedestrians and people who work or live within proximity of the Page 8 Preparation of Vietnam Road Safety Project Social Assessment Fianal Report 25/12/ 2004 2 TDSI blackspots, who will enjoy a much-reduced threat of being a possible road accident victim as a result of being hit by a vehicle There are presently differential impacts of road traffic accidents on vulnerable groups such as women, children and the elderly who are the victims of traffic accidents. In particular, road accidents are now considered the leading killer of Vietnamese children. The vulnerable will therefore directly benefit from the VRSP. The applicability of World Bank Safeguard Policies to the VRSP is carefully considered. It is concluded that the Involuntary Resettlements Safeguard Policy is applicable, but that the Indigenous Peoples Safeguard Policy will not apply. A Policy Framework for a Resettlement Action Plan is provided in a separate document. A framework for future stakeholder participation is also provided. A considerable amount of stakeholder consultation has taken place during the preparation of the VRSP. This includes the Initial Workshop held on 28 November 2003, some 14 meetings held during the reconnaissance trips on the three demonstration corridors from 24 to 26 November 2003 and 1 to 4 December 2003. There was also further public consultation during March 2004, which focused on the three demonstration corridors and proposed blackspot improvements. In total over 112 meetings, focus groups and key stakeholder interviews were undertaken. It is concluded that the VRSP will have positive impacts on poverty reduction through the decrease in road traffic accidents. This is for the reasons that injury and death statistics in the road traffic environment have a major impact on the particularly economically active element of the community. In addition, generally under reported, are the ongoing social and economic consequences of rehabilitation and health care. In pure economic terms this is a factor, which hinders the escape from poverty. In line with the World Bank CAS, the VRSP will address the health shocks that push people into poverty or make escape from poverty difficult, and target reductions in the health losses and economic inefficiencies resulting from road crash trauma. Page 9 Preparation of Vietnam Road Safety Project Social Assessment Fianal Report 25/12/ 2004 3 TDSI A Introduction A.1 Project Justification Transport safety and road safety in particular, has become a high priority for the Government of Vietnam (GOV). The current transport safety situation is poor and deteriorating. Road fatalities have been increasing on average 20-30% per annum over the last several years. Fatalities are particularly common among younger motorcycle users. A recent World Bank review of the health sector showed that intra-cerebral hemorrhage (common to motorcycle accident victims) has become the major cause of hospital deaths in Vietnam 1 . Most motorcycle accident victims are young and statistics suggest that between 30-50% die as a result of their injuries. The priority afforded to this issue is reflected at the highest levels of Government. The strategy has been to focus on safety improvements through relevant line ministries under co-ordination of the National Traffic Safety Committee (NTSC), which is responsible for monitoring and reporting on progress under the National Program for Traffic Safety (NPTS) 2001-2005. The Government’s NPTS calls for a range of policy and physical interventions grouped into twenty-one projects to be supported by government budgets, driver training and license fees, insurance and overseas development assistance sources. Areas of proposed action in the road sector include: · Education and publicity campaigns for traffic safety improvement; · Application of road safety audits on newly improved, upgraded or built roads; · Definition and improvement of blackspots; · Development of a traffic accident reporting and analysis database; · Re-planning the system of training and licensing of drivers; · Forming and building up first-aid stations for traffic accidents; and · Mechanizing and gradually modernizing the system for registering road motorized vehicles. The World Bank’s Transport Safety Strategy Review 2 (TSSR) prepared in July 2003, appraised road safety management practices and outcomes in Vietnam using international best practice as a benchmark and proposed a road safety strategy in three phases spanning the next 15 years. This strategy aligns with the country development objectives of the GOV and road safety priorities identified in the NPTS. The TSSR included a draft project design summary for the Phase 1 activities, which are to be packaged into a proposed Vietnam Road Safety Project (VRSP) – Phase 1 to be funded through a World Bank credit. The goal for the four-year VRSP-Phase 1 is to reduce poverty and vulnerability by reducing the rate of road transport injuries and deaths in Vietnam. The purpose of this report is to provide a social assessment of the VRSP – Phase 1. 1 Viet Nam – Growing Health: a review of Viet Nam’s health sector, World Bank, 2001. 2 Socialist Republic of Vietnam, Transport Safety Review, Final Report, World Bank, July 2003 Page 10 Preparation of Vietnam Road Safety Project Social Assessment Fianal Report 25/12/ 2004 4 TDSI A.2 Strategic Framework The GOV development objectives are presented in their Comprehensive Poverty Reduction and Growth Strategy (CPRGS), which translate the vision laid out in their ten-year socioeconomic strategy (2001-2010) into concrete actions 3 . The CPRGS addresses the three overarching objectives – (1) high growth through a transition to a market economy; (2) an equitable, socially inclusive and sustainable pattern of growth; and (3) the adoption of a modern public administration, legal and governance system. These development objectives provide the organizational framework for the World Bank Group County Assistance Strategy (CAS) for Vietnam 4 . Achievement of the first CPRGS development objective, high economic growth, will be accompanied by high growth in traffic and exposure to risk on the roads. The objective of the TSSR was to set out a strategy to address the deteriorating road safety situation and guide related World Bank investments in Vietnam over the next fifteen years. The TSSR is in alignment with the development objectives of the CPRGS and road safety priorities identified in the NPTS. In line with the World Bank’s Country Assistance Strategy for Vietnam, the TSSR addresses health shocks that push people into poverty or make escape from poverty difficult and it targets reductions in the health losses and economic inefficiencies resulting from road crash trauma. The World Bank’s TSSR found that: · There is ineffective performance management, weak implementation arrangements and fragmented interventions; · There are gaps in the National Program for Traffic Safety (NPTS) and an absence of clear priorities for action based on strategic analysis of the problem; · Proposed activities and interventions lack adequate finance, proper coordination and planning, and in some cases, do not adequately reflect good practice; and · There is also a serious lack of capacity, resources and skills within the agencies responsible for program delivery, and responsibilities and accountabilities within and across agencies and levels of government, remain unclear. The TSSR proposes a road safety strategy for Vietnam spanning the next 15 years. The aim of the strategy is to more sharply focus the specification, targeting and delivery of proposed NPTS projects, plus support a wider array of World Bank and other donor safety initiatives in the longer term, within an integrated safety management framework. Key priorities for phase 1 (the first 5 years) of the TSSR are; to improve safety standards and rules and related compliance in targeted high risk corridors, to address legislative amendments where needed, to commence development of comprehensive analysis tools, to 3 Government of Vietnam, Comprehensive Poverty Reduction and Growth Strategy, Ha Noi, May 2002. 4 Country Assistance Strategy of the World Bank Group, September 16, 2002 Page 11 Preparation of Vietnam Road Safety Project Social Assessment Fianal Report 25/12/ 2004 5 TDSI undertake reviews of all elements of the safety management system, and to prepare roll-out strategies for the next phase. The VRSP comprises the Phase 1 activities of the TSSR. A.3 Social Assessment Social Assessment is a process for ensuring that World Bank funded projects are informed by and take into consideration relevant social issues. The purpose of the social assessment of the VRSP – phase 1 is to: · Understand the socio-economic situation; · Identify social issues such as poverty; · Identify stakeholders; · Provide an evaluation & monitoring framework and · Establish a framework for future participation and consultation on the project This social assessment included screening of the three demonstration corridors with the project team. In addition it encapsulates the outcomes of consultation with schools, hospitals, medical clinics, police, traffic safety committees along the route, assessment of available primary and secondary data and an information-sharing workshop with selected stakeholders. Additional site specific consultations with potentially affected parties located within proximity of the proposed eight blackspot improvements are also included. The final social assessment thereby reflects the comments and suggestions of the consultation participants in the proposed monitoring and evaluation framework. Page 12 Preparation of Vietnam Road Safety Project Social Assessment Fianal Report 25/12/ 2004 6 TDSI B. Project Description B.1 Road Safety in Vietnam The road network in Vietnam is well developed but mostly poor in quality. Only 60% of national roads and 27% of provincial roads are paved. The majority of rural roads are earth. There are many temporary and low-capacity bridges. The poor condition of rural roads makes access to many villages, especially in mountainous and remote areas, difficult. Many areas cannot be accessed all year round. There are more than 400 communes without road access. The Vietnam Road Administration (VRA) manages national roads. However, some national road sections are managed by Provincial Transport Authorities (PTAs) under a commission from the Ministry of Transport (MOT). PTAs manage provincial roads. Districts manage district roads, communes manage commune roads, cities manage urban roads and other sectors such as industry and forestry manage special roads. The VRA directly manages about 8,000 km of national roads through Regional Road Management Units (RRMUs). Each RRMU employs road maintenance and management companies to manage and maintain specified sections of national roads. In contrast to the current roading situation, there is rapid motorization in Vietnam. The number of automobiles has increased 2 ½ times since 1990, and the number of motorcycles has increased 8 ½ times over the same period. However, even with this growth, the motorization level in Vietnam is still low compared with other ASEAN countries. These comparisons, together with Vietnam’s high economic growth, indicate that motorization will continue at a rapid rate for many more years. Together with the increased motorization of Vietnam has been a corresponding increase in traffic accidents. The following figure shows the number of road accidents, fatalities and reported injuries in Vietnam over the last decade: Page 13 Preparation of Vietnam Road Safety Project Social Assessment Fianal Report 25/12/ 2004 7 TDSI Figure 1 - Increase in Road Traffic Accidents from 1990-2001 Source: CCTDI, 2003 Overseas research demonstrates that the number of fatalities and number of motorized vehicles is relatively constant. This is also the situation in Vietnam. The relationship indicates that fatalities from road accidents will increase in direct proportion to the number of motorized road vehicles unless some additional interventions are applied. That means the social cost of road traffic accidents will continue to increase. A study on traffic accidents in Vietnam 5 states that major causes of road accidents were: · Non-compliance with traffic rules and regulations; · Weak enforcement of traffic rules and regulations; · Lack of necessary legal arrangements; · Rapid growth in the number of vehicles; · Insufficient and inadequate road infrastructure; · Weak urban development controls along major roads; and · Insufficient education, propaganda and dissemination of traffic safety laws. The nine components of Phase 1 of the Vietnam Road Safety Project (VRSP) are designed to address the above causes of road accidents in an integrated manner and are outlined in more detail the following section. B.2 Types of Project Activities The Vietnam Road Safety Project (VRSP) – Phase 1 consists of the following nine linked components: (a) Strengthen the management and technical capacity of the NTSC and prepare a national 5 Study on Traffic Accidents in the Socialist Republic of Vietnam – May 2003 0 5 ,000 1 0,000 15,000 20,000 25,000 30,000 35,000 1988 1990 1992 1994 1996 1998 2000 2002 2004 A ccidents F atalities R eported Injuries Page 14 Preparation of Vietnam Road Safety Project Social Assessment Fianal Report 25/12/ 2004 8 TDSI roll-out program for phase 2 of the road safety strategy; (b) Demonstrate comprehensive, integrated safety programs in three high risk corridors and develop the programs for nationwide application. The designated “safe highway” corridors are: · National Highway 1 (km 172 – km 463) Hanoi to Vinh · National Road 51 (km 0 – km 75) Bien Hoa to Vung Tau · National Highway 1 (km 1915 – km 2068) Ho Chi Minh City to Can Tho; (c) Develop nationwide traffic accident monitoring and analysis tools; (d) Enhance the application of road safety audits; (e) Enhance the identification of and response to accident blackspots; (f) Improve driver training, testing and licensing, and vehicle testing; (g) Improve traffic safety enforcement and coordinated road user education and awareness campaigns; (h) Improve pre-school and school-based road safety education; and (i) Improve the state of readiness, awareness and co-ordinated response of emergency services. The goal for the four-year, US$25 million VRSP - Phase 1 is to reduce poverty and vulnerability by reducing the rate of road transport injuries and deaths in Vietnam. As mentioned in the section on the Strategic Framework, achieving this goal will contribute to the achievement of the World Bank Group’s Country Assistance Strategy for Vietnam Theme 2, Enhancing Equitable, Socially Inclusive and Sustainable Development, Agenda item (vi), Mitigating the impacts of natural disasters and other shocks. The project will also address the Government of Vietnam’s Comprehensive Poverty Reduction Growth Strategy Goal 8 – Reducing Vulnerability. The latter address health shocks that push people into poverty or make escape from poverty difficult. The objectives and outputs of the nine VRSP – Phase 1 components are described in more detail in the following chart and table: Page 15 Preparation of Vietnam Road Safety Project Social Assessment Fianal Report 25/12/ 2004 9 TDSI Components of the Vietnam Road Safety Project – Phase 1 1: Strengthen NTSC leadership and coordination capacity and prepare targeted and costed national program to roll-out second phase of strategy. 2: Implement and evaluate two ‘Safe Highway’ demonstration programs in high-risk corridors, one in northern Vietnam (Hanoi area) and one in southern Vietnam (HCMC area). 3: Build National Traffic Accident Database and Analysis System, piloted in Component 2 corridors, and deliver program of traffic police training and technical support . 4: Review and upgrade safety audit procedures in Component 2 corridors, and prepare national guidelines and training program. 5: Review and upgrade blackspot identification and remedial treatment procedures in Component 2 corridors, and prepare national program for high priority sites and improved diagnostic tools. 6: Review and evaluate driver training, testing and licensing, and vehicle licensing and testing systems , surveying in Component 2 corridors, and prepare national business development plan. 7: Develop, target and evaluate general deterrence enforcement and coordinated public education programs in Component 2 corridors, and prepare national program. 8: Review and upgrade school traffic safety education in Component 2 corridors, and prepare national program . 9: Review and upgrade emergency medical services in Component 2 corridors, and prepare national program . Page 16 T D S I P r e p a r a t i o n o f V i e t n a m R o a d S a f e t y P r o j e c t S o c i a l A s s e s s m e n t F i n a l R e p o r t 2 5 / 1 2 / 2 0 0 4 1 0 P r o j e c t C o m p o n e n t s P r o j e c t O b j e c t i v e s P r o j e c t A c t i v i t i e s / O u t p u t s 2 . " S a f e H i g h w a y s " D i · T o d e m o n s t r a t e o n e a c h o f t h e t h r e e “ S a f e H i h ” i d l i i f h · D o c u m e n t b a s e i n f o r m a t i o n P r o j e c t C o m p o n e n t s P r o j e c t O b j e c t i v e s P r o j e c t A c t i v i t i e s / O u t p u t s 1 . N T S C s t r e n g t h e n i n g a n d r o l l - o u t s t r a t e g y · T o m a k e t h e N T S C c a p a b l e a n d p o w e r f u l t o a d e q u a t e l y a n d e f f e c t i v e l y p r o v i d e l e a d e r s h i p a n d c o - o r d i n a t i o n i n a l l t r a f f i c s a f e t y a c t i v i t i e s n a t i o n w i d e . · T o p r o v i d e t h e N T S C w i t h f u l l c a p a c i t y a n d r e s o u r c e s , o r g a n i z a t i o n s t r u c t u r e , s t a f f , s k i l l s a n d e q u i p m e n t , a n d f a c i l i t i e s f o r s t r a t e g y p l a n n i n g , c o - o r d i n a t i o n a n d i m p l e m e n t a t i o n o f t r a f f i c s a f e t y p l a n s / p r o g r a m s ( f i r s t l y i n t h e r o a d s e c t o r ) . · P r e p a r e a n e f f e c t i v e m o d e l f o r t h e N T S C o r g a n i z a t i o n s t r u c t u r e s a t c e n t r a l a n d l o c a l l e v e l s , i n c l u d i n g f u n c t i o n s , l e g a l f r a m e w o r k , p r o c e d u r e s , s t r u c t u r e , s t a f f i n g , f a c i l i t i e s , a n d e q u i p m e n t . · I m p l e m e n t t h e a p p r o v e d o r g a n i z a t i o n m o d e l , i n c l u d i n g : - p r e p a r e d r a f t l a w - a s s i s t t h e G o v e r n m e n t l e g a l p r o c e s s - p r e p a r e a n I m p l e m e n t a t i o n / T r a n s i t i o n P l a n - p r o c u r e e q u i p m e n t a n d f a c i l i t i e s - m a n a g e i m p l e m e n t a t i o n / t r a n s i t i o n . · P r o v i d e t e c h n i c a l a s s i s t a n c e b y c o n s u l t a n t s / a d v i s o r s f o r : - p r e p a r a t i o n a n d c o - o r d i n a t i o n o f t r a f f i c s a f e t y p r o j e c t s a n d s t r a t e g i c p l a n n i n g e t c . - t r a n s f e r o f k n o w l e d g e a n d t e c h n o l o g y t o t h e N T S C ( s k i l l s i m p r o v e d , e q u i p m e n t a n d f a c i l i t i e s s u p p l i e d , e t c . ) - m a k e t h e N T S C s y s t e m e f f e c t i v e a t b o t h c e n t r a l a n d l o c a l l e v e l s . · E v a l u a t e P h a s e 1 i n t e r v e n t i o n s a n d r e c o m m e n d a n y a d j u s t m e n t s · P r e p a r e a R o a d S a f e t y S t r a t e g y d o c u m e n t , p r e s e n t i n g a n i n t e g r a t e d , t a r g e t e d a n d f u l l y c o s t e d p r o g r a m o f r o a d s a f e t y i n t e r v e n t i o n s t o r o l l - o u t V R S P – P h a s e 2 ( 5 y e a r s ) s y s t e m a t i c a l l y a c r o s s V i e t n a m . Page 17 T D S I P r e p a r a t i o n o f V i e t n a m R o a d S a f e t y P r o j e c t S o c i a l A s s e s s m e n t F i n a l R e p o r t 2 5 / 1 2 / 2 0 0 4 1 1 D e m o n s t r a t i o n P r o j e c t s : H i g h w a y ” c o r r i d o r s , a p p l i c a t i o n o f t h e c o o r d i n a t e d a n d c o m p r e h e n s i v e i n t e r v e n t i o n s d e v e l o p e d u n d e r o t h e r V R S P – P h a s e 1 c o m p o n e n t s · T o e v a l u a t e t h e e f f e c t o f t h e i n t e g r a t e d i n t e r v e n t i o n s o n r e d u c i n g r a t e s a n d s e r i o u s n e s s o f r o a d a c c i d e n t s · T o e x p a n d t h e i n t e g r a t e d i n t e r v e n t i o n s a n d m o n i t o r i n g a n d e v a l u a t i o n n a t i o n - w i d e . - a t t r i b u t e s o f t h e d e m o n s t r a t i o n h i g h w a y s - u s e o f t h e h i g h w a y s - s t a n d a r d o f v e h i c l e s - e n f o r c e m e n t - c o m m u n i t y a n d s c h o o l c h i l d r e n a w a r e n e s s , a t t i t u d e s a n d r e p o r t e d b e h a v i o r t o r o a d s a f e t y - u s e o f e m e r g e n c y m e d i c a l s e r v i c e s . · D e v e l o p a n d i m p l e m e n t p r o c e d u r e s f o r u p d a t i n g t h e b a s e i n f o r m a t i o n · D o c u m e n t c h a n g e s i n t h e b a s e s i t u a t i o n a n d i n t e r v e n t i o n s a p p l i e d t h r o u g h o u t t h e d u r a t i o n o f t h e p r o j e c t · R e c o m m e n d a n y a d j u s t m e n t s t o t h e M o n i t o r i n g a n d E v a l u a t i o n F r a m e w o r k a n d r e p o r t i n g · P r e p a r e a p r o g r a m t o e x t e n d t h e M o n i t o r i n g a n d E v a l u a t i o n F r a m e w o r k n a t i o n - w i d e . Page 18 T D S I P r e p a r a t i o n o f V i e t n a m R o a d S a f e t y P r o j e c t S o c i a l A s s e s s m e n t F i n a l R e p o r t 2 5 / 1 2 / 2 0 0 4 1 2 P r o j e c t C o m p o n e n t s P r o j e c t O b j e c t i v e s P r o j e c t A c t i v i t i e s / O u t p u t s 3 . V i e t n a m N a t i o n a l R o a d A c c i d e n t D a t a b a s e a n d A n a l y s i s S y s t e m · T o e s t a b l i s h a c o m p r e h e n s i v e r o a d a c c i d e n t d a t a b a s e a n d a n a l y s i s s y s t e m f o r t h e w h o l e c o u n t r y t o f u l l y a n d p r e c i s e l y c o l l e c t d a t a f o r a l l r o a d a c c i d e n t s . · T o b u i l d u p c a p a c i t y f o r a n a l y z i n g a c c i d e n t i n f o r m a t i o n f o r a l l a c t i v i t i e s r e l a t i n g t o r o a d s a f e t y · T o s h a r e d a t a b a s e i n f o r m a t i o n a m o n g M i n i s t r i e s a n d r e l a t e d a g e n c i e s . · C o n f i r m t h e f u n c t i o n a l r e q u i r e m e n t s , d a t a t o b e c o l l e c t e d i n t o t h e d a t a b a s e , t h e m e t h o d o f i n p u t , s t a n d a r d r e p o r t s t o b e p r o d u c e d , i m p l e m e n t a t i o n r e q u i r e m e n t s · I s s u e a R e q u e s t f o r P r o p o s a l · E v a l u a t e p r o p o s a l s · P r e p a r e d r a f t a g r e e m e n t s / r e g u l a t i o n s o n e n t e r i n g , a n a l y z i n g , a c c e s s i n g a n d d i s s e m i n a t i n g d a t a · A d j u s t a n d s t a n d a r d i z e t h e i n p u t f o r m · P u r c h a s e I T e q u i p m e n t f o r B u r e a u C 2 6 a n d t h r e e “ d e m o n s t r a t i o n c o r r i d o r s ” · D e s i g n a n d i m p l e m e n t a p p l i c a t i o n s o f t w a r e · P r o d u c e d o c u m e n t a t i o n · P r o v i d e t r a i n i n g / t e c h n i c a l a s s i s t a n c e · P i l o t i m p l e m e n t a t i o n i n H a n o i , H C M C , N T S C a n d V R A · E v a l u a t e p i l o t · B a c k - c a p t u r e 3 y e a r s o f d a t a f o r t h e d e m o n s t r a t i o n c o r r i d o r s · F i n a l i z e p r o c e d u r e s / r e g u l a t i o n s · P r o v i d e f u r t h e r t r a i n i n g / t e c h n i c a l a s s i s t a n c e · P u r c h a s e e q u i p m e n t f o r k e y P o l i c e p o s t s · I m p l e m e n t i n k e y p o s t s . 4 . R o a d S a f e t y A u d i t · T o e n h a n c e r o a d s a f e t y i n d e s i g n s , c o n s t r u c t i o n a n d o p e r a t i o n o f t h e r o a d n e t w o r k · T o i m p l e m e n t r o a d s a f e t y a u d i t o n d e s i g n s , c o n s t r u c t i o n a n d o p e r a t i o n o f t h e r o a d n e t w o r k . · I d e n t i f y F u t u r e A u d i t P r o j e c t s · R e f r e s h e r 1 A u d i t s · P r o m o t i o n a l W o r k s h o p s · P r o c e d u r e s W o r k s h o p · R e f r e s h e r 2 A u d i t s · P r a c t i t i o n e r s W o r k s h o p s · O n G o i n g T r a i n i n g · S e l e c t e d h i g h w a y w o r k s ( u n d e r d e s i g n , c o n s t r u c t i o n a n d o p e r a t i o n ) a u d i t e d a n d r e c o m m e n d e d t r e a t m e n t s d e f i n e d - f i r s t p r i o r i t y g i v e n t o t h e " S a f e H i g h w a y ” d e m o n s t r a t i o n c o r r i d o r s . Page 19 T D S I P r e p a r a t i o n o f V i e t n a m R o a d S a f e t y P r o j e c t S o c i a l A s s e s s m e n t F i n a l R e p o r t 2 5 / 1 2 / 2 0 0 4 1 3 P r o j e c t C o m p o n e n t s P r o j e c t O b j e c t i v e s P r o j e c t A c t i v i t i e s / O u t p u t s 5 . B l a c k s p o t I m p r o v e m e n t · T o i m p r o v e t r a f f i c s a f e t y i n o p e r a t i o n o f h i g h w a y n e t w o r k s . · T o c o n t i n u o u s l y c o n t r o l a n d r e m o v e b l a c k s p o t s , r e d u c i n g t h e n u m b e r o f t r a f f i c a c c i d e n t s o n t h e D e m o n s t r a t i o n r o u t e s . · B l a c k s p o t i d e n t i f i c a t i o n a n d a n a l y s i s t o o l s a v a i l a b l e f r o m t h e N a t i o n a l T r a f f i c A c c i d e n t D a t a b a s e S y s t e m a n d l i s t s o f b l a c k s p o t s a n d t r e a t m e n t s r e c o m m e n d e d . · T y p i c a l b l a c k s p o t t r e a t m e n t s d e v e l o p e d . · S t a f f o f t h e r e l e v a n t a g e n c i e s t r a i n e d o n t h e i n s t r u c t i o n s , p r o c e d u r e s a n d t r e a t m e n t s . · B l a c k s p o t t r e a t m e n t s a p p l i e d t o a n u m b e r o f i d e n t i f i e d b l a c k s p o t s o n t h e " S a f e H i g h w a y ” D e m o n s t r a t i o n C o r r i d o r s . 6 . D r i v e r t r a i n i n g , t e s t i n g a n d l i c e n s i n g ; V e h i c l e t e s t i n g · T o i m p r o v e v e h i c l e d r i v i n g a n d v e h i c l e p e r f o r m a n c e t o m e e t t h e r e q u i r e m e n t s o f t r a f f i c s a f e t y . · T o i m p r o v e d r i v e r t r a i n i n g / t e s t i n g / l i c e n s i n g s y s t e m a n d v e h i c l e t e s t i n g s y s t e m t o e n s u r e p r o p e r a n d a c c u r a t e t e s t i n g o f d r i v e r s a n d v e h i c l e s . · T o i m p r o v e d r i v i n g l i c e n s e h o l d e r s b e h a v i o r . · R e v i e w a n d a s s e s s e x i s t i n g c o n d i t i o n s o f d r i v e r t r a i n i n g ( t r a i n i n g m a t e r i a l s a n d f a c i l i t i e s ) , t e s t i n g , l i c e n s i n g a n d d r i v e r l i c e n s e m a n a g e m e n t , a n d r e c o m m e n d i n t e r v e n t i o n s ( p o l i c y , p r o c e d u r e s , p h y s i c a l f a c i l i t i e s , e q u i p m e n t , e t c ) . · R e v i e w a n d a s s e s s t e s t i n g o f v e h i c l e s a n d r e c o m m e n d i n t e r v e n t i o n s ( p o l i c y , p r o c e d u r e s , p h y s i c a l f a c i l i t i e s , e q u i p m e n t , e t c ) . · I n s t i t u t i o n a l s t r e n g t h e n i n g b y s u p p l y o f e q u i p m e n t a n d f a c i l i t i e s t o 3 s t a n d a r d v e h i c l e t e s t i n g s t a t i o n s , a n d t e c h n i c a l a s s i s t a n c e t o p r e p a r e a p r o j e c t t o e s t a b l i s h a V i e t n a m V e h i c l e T e s t i n g C e n t e r ( f o r t e s t i n g n e w a s s e m b l e d v e h i c l e s a n d n e w i m p o r t e d v e h i c l e s ) . · I m p l e m e n t a t i o n o f r e c o m m e n d e d i n t e r v e n t i o n s f o r i m p r o v e m e n t o f v e h i c l e d r i v i n g ( D e m o n s t r a t i o n D r i v e r T r a i n i n g C e n t e r i n c l u d i n g b u i l d i n g a n d s u p p l y o f e q u i p m e n t , t r a i n i n g m a t e r i a l s , c u r r i c u l u m , e t c ) a n d f o r i m p r o v e m e n t o f t r a f f i c v e h i c l e p e r f o r m a n c e s ( e q u i p m e n t a n d f a c i l i t i e s s u p p l i e d f o r v e h i c l e t e s t i n g s t a t i o n s i n c o n n e c t i o n w i t h " S a f e H i g h w a y ” d e m o n s t r a t i o n c o r r i d o r s ) . · P r e p a r e N a t i o n a l D e v e l o p m e n t P l a n s . Page 20 T D S I P r e p a r a t i o n o f V i e t n a m R o a d S a f e t y P r o j e c t S o c i a l A s s e s s m e n t F i n a l R e p o r t 2 5 / 1 2 / 2 0 0 4 1 4 P r o j e c t C o m p o n e n t s P r o j e c t O b j e c t i v e s P r o j e c t A c t i v i t i e s / O u t p u t s 7 . I m p r o v e m e n t s o n T r a f f i c s a f e t y e n f o r c e m e n t a n d c o o r d i n a t e d r o a d u s e r e d u c a t i o n a n d a w a r e n e s s c a m p a i g n s : · T o e n h a n c e t h e e f f e c t i v e n e s s o f t r a f f i c s a f e t y e n f o r c e m e n t b y i m p l e m e n t i n g c o o r d i n a t e d t r a f f i c s a f e t y e n f o r c e m e n t a n d r o a d u s e r e d u c a t i o n a n d a w a r e n e s s c a m p a i g n s . · T o e n h a n c e t h e c a p a c i t y a n d a b i l i t y f o r i m p l e m e n t a t i o n a n d c o - o r d i n a t i o n o f t r a f f i c s a f e t y e n f o r c e m e n t a n d r o a d u s e r e d u c a t i o n a n d a w a r e n e s s c a m p a i g n s . · M o d e l s a n d t y p i c a l p r o g r a m s o f c o o r d i n a t e d t r a f f i c s a f e t y e n f o r c e m e n t a n d r o a d u s e r e d u c a t i o n a n d a w a r e n e s s c a m p a i g n s d e v e l o p e d . · I n s t i t u t i o n a l s t r e n g t h e n i n g t o t h e f o r c e s o f t r a f f i c s a f e t y e n f o r c e m e n t a n d r o a d u s e r e d u c a t i o n a n d a w a r e n e s s c a m p a i g n s t h r o u g h s u p p l y o f e q u i p m e n t , f a c i l i t i e s , a n d t r a i n i n g . · C o o r d i n a t e d t r a f f i c s a f e t y e n f o r c e m e n t a n d r o a d u s e r e d u c a t i o n a n d a w a r e n e s s c a m p a i g n s i m p l e m e n t e d o n t h e " S a f e H i g h w a y ” d e m o n s t r a t i o n c o r r i d o r s . 8 . P r e - s c h o o l , s c h o o l a n d t e r t i a r y r o a d s a f e t y e d u c a t i o n : · T o i m p r o v e r o a d s a f e t y e d u c a t i o n i n s c h o o l s . · T o e n h a n c e t h e s c h o o l s t u d e n t s ' a w a r e n e s s a n d e n f o r c e m e n t o f t r a f f i c s a f e t y r e g u l a t i o n s . · M a t e r i a l s / f a c i l i t i e s a n d c u r r i c u l u m d e f i n e d f o r t r a f f i c s a f e t y e d u c a t i o n ( i n p r e - s c h o o l , p r i m a r y s c h o o l , s e c o n d a r y s c h o o l , h i g h e r s c h o o l , c o l l e g e s a n d u n i v e r s i t i e s ) . · S c o p e o f w o r k f o r p r e - s c h o o l , s c h o o l a n d t e r t i a r y r o a d s a f e t y e d u c a t i o n d e f i n e d f o r t h e l o c a l i t i e s a l o n g t h e " S a f e H i g h w a y ” d e m o n s t r a t i o n s c o r r i d o r s a n d o t h e r s e l e c t e d h i g h r i s k c o r r i d o r s . · T r a f f i c s a f e t y e d u c a t i o n m a t e r i a l s / f a c i l i t i e s a n d c u r r i c u l u m f o r p r e - s c h o o l , p r i m a r y s c h o o l , s e c o n d a r y s c h o o l , h i g h e r s c h o o l , c o l l e g e s a n d u n i v e r s i t i e s p r i n t e d / p r o d u c e d a n d p u b l i s h e d f o r t h e s c h o o l s d e f i n e d a b o v e . · S c h o o l t e a c h e r s t r a i n e d o n a p p l i c a t i o n o f t h e t r a f f i c s a f e t y e d u c a t i o n m a t e r i a l s / f a c i l i t i e s a n d c u r r i c u l u m a n d s k i l f u l t o u s e t h e m . · I m p r o v e d t r a f f i c s a f e t y e d u c a t i o n i m p l e m e n t e d i n t h e s c h o o l s d e f i n e d a b o v e . · M o d e l s / t y p i c a l p r o g r a m s a s s e s s e d a n d p r o p o s e d f o r e x p a n s i o n o v e r t h e c o u n t r y . Page 21 T D S I P r e p a r a t i o n o f V i e t n a m R o a d S a f e t y P r o j e c t S o c i a l A s s e s s m e n t F i n a l R e p o r t 2 5 / 1 2 / 2 0 0 4 1 5 P r o j e c t C o m p o n e n t s P r o j e c t O b j e c t i v e s P r o j e c t A c t i v i t i e s / O u t p u t s 9 . E m e r g e n c y m e d i c a l s e r v i c e s : · T o e n h a n c e p u b l i c a w a r e n e s s a b o u t a p p r o p r i a t e e m e r g e n c y m e d i c a l p r a c t i c e s . · T o t r a n s f e r a n d i m p r o v e s k i l l s o n e m e r g e n c y m e d i c a l s e r v i c e s t o r e l e v a n t p e o p l e . · T o p r o v i d e r e s o u r c e s f o r a p p r o p r i a t e e m e r g e n c y m e d i c a l s e r v i c e s . · E m e r g e n c y m e d i c a l s e r v i c e s s y s t e m s s e t u p o n t h e " S a f e H i g h w a y ” d e m o n s t r a t i o n r o u t e s . · R o a d u s e r s a l o n g t h e " S a f e H i g h w a y ” d e m o n s t r a t i o n r o u t e s a w a r e o f t h e e m e r g e n c y m e d i c a l s e r v i c e s w h e n t r a f f i c a c c i d e n t s h a p p e n a n d o f a p p r o p r i a t e e m e r g e n c y m e d i c a l p r a c t i c e s . · M e d i c a l s t a f f a n d t r a f f i c p o l i c e a l o n g t h e " S a f e H i g h w a y ” d e m o n s t r a t i o n r o u t e s t r a i n e d o n a p p r o p r i a t e e m e r g e n c y m e d i c a l p r a c t i c e s . · A n e f f e c t i v e a n d e f f i c i e n t m o d e l f o r e m e r g e n c y m e d i c a l s e r v i c e s d e v e l o p e d f o r e x t e n s i o n t o o t h e r c o r r i d o r s . · L e g a l f r a m e w o r k e s t a b l i s h e d f o r m a i n t a i n i n g t h e e m e r g e n c y m e d i c a l s e r v i c e s s y s t e m s o n t h e “ S a f e H i g h w a y ” d e m o n s t r a t i o n r o u t e s . Page 22 TDSI Preparation of Vietnam Road Safety Project Social Assessment Final Report 25/12/2004 16 B.3 Geographic Coverage The following describes the nine components of the Vietnam Road Safety Project (VRSP) - Phase 1 involves varying aspects of geographical coverage: Component 1: Strengthen the National Traffic Safety Committee and Prepare a National Roll-out Program As the name suggests, the National Traffic Safety Committee (NTSC) is a national body, and so this component has a national focus. Phase 1 of the VRSP (4 years) includes the preparation of a program for national rollout of the VRSP, to be implemented during Phase 2 and any subsequent phases. Component 2: “Safe Highway” Demonstration Corridors This component involves, for Phase 1 of the VRSP, the establishment of a monitoring and evaluation framework for the three demonstration corridors: · Demonstration Corridor 1 - NR 1 Hanoi to Vinh (km 172 - km 463) · Demonstration Corridor 2 - NR 51 HCMC to Vung Tau (km 0 - km 75) · Demonstration Corridor 3 - NR 1 HCMC to Can Tho (km 1915 – km 2068) Maps of the three demonstration corridors are provided on the next two pages, and a general description of the three road corridors is given in Annexure 1 of this report. The ultimate objective of the VRSP is to develop integrated interventions, monitoring and evaluation nation-wide. Component 3: National Traffic Accident Database and Analysis System As the name suggests, the database and analysis system will have national coverage. It is intended that during Phase 1 of the VRSP the implementation be initially in Hanoi and Ho Chi Minh City, with rollout to other areas in subsequent phases. Component 4: Road Safety Audit The proposal for this component is to carry out audit training, promotional workshops and procedural workshops. These should be national in coverage, using as data sources all current and future roading projects throughout the country likely to impact on road safety. Component 5: Blackspot Improvements Phase 1 of the VRSP includes blackspot improvements on the three demonstration corridors. They exclude those that are likely to be addressed by the World Bank 3 and Me Kong Transportation and Flood Protection Projects currently being prepared. The blackspot improvements involve the three keys areas of intersection upgrades, carriageway cross-section improvements and speed management measures, and hence the measures have potential application nation-wide. Page 23 TDSI Preparation of Vietnam Road Safety Project Social Assessment Final Report 25/12/2004 17 Some 15 specific blackspot improvement measures were initially proposed for this component of Phase 1 of the VRSP and were included in the initial screening, the results of which are continued within Annexure 2. However six were removed from the Year 1 program prior to commencement of public consultation, generally because since their initial identification, the projects concerned had been committed for implementation outside of the Year 1 program or even outside of the VRSP. The proposed blackspot improvements to be undertaken in Phase 1 are: Table 1: Proposed Blackspot Improvements Province Location of Improvements Demonstration Corridor 1: NR1 – Hanoi to Vinh Thanh Hoa NR 1 340 – Curve delineation & protection NR 1 370 + 900 – Intersection improvements & pavement widening Nghe An NR 1 419 + 500 – Alignment problem NR 1 452 to 456 – Improved delineation NR 1 456 – Curve delineation Demonstration Corridor 3: NR 1 - HCMC to Can Tho Tien Giang NR 1 1997 +700 – Bridge sight distance problem NR 1 2000 + 400 - Bridge sight distance problem NR 1 2010 + 400 - Bridge sight distance problem Component 6: Driver Training, Testing and Licensing; Vehicle Testing These activities are national in focus, although it is proposed to use facilities along the three demonstration corridors for trial implementation during Phase 1 of the VRSP. For example, the MOT driver training centre in Ho Chi Minh City could be used as the demonstration driver testing centre for the two southern corridors. Component 7: Traffic Safety Enforcement and Road User Education and Awareness These activities are national in focus, but it is proposed to have trial implementation during Phase 1 of the VRSP along the three demonstration corridors. Component 8: School Road Safety Education These activities are also national in focus and as above, are proposed to have trial implementation during Phase 1 of the VRSP along the three demonstration corridors. Component 9: Emergency Medical Services Once again, these activities are national in focus, but it is proposed to have trial implementation during Phase 1 of the VRSP at facilities along the three demonstration corridors. Page 24 TDSI Preparation of Vietnam Road Safety Project Social Assessment Final Report 25/12/2004 18 Figure 2: Location of Demonstration Corridor 1 Page 25 TDSI Preparation of Vietnam Road Safety Project Social Assessment Final Report 25/12/2004 19 Figure 3: Location of Demonstration Corridors 2 and 3 Page 26 TDSI Preparation of Vietnam Road Safety Project Social Assessment Final Report 25/12/2004 20 B.4 Timeframes The various environmental and social documents required by the World Bank and the Government of Vietnam (GOV), including this environmental assessment, are scheduled for completion by 2 February 2004. Consultation and disclosure of this report, is to be carried out during February 2004. The World Bank has indicated an estimated date for appraisal authorization of the Vietnam Road Safety Project (VRSP) of 3 May 2004, and an estimated date for Board approval of 16 September 2004. Phase 1 of the VRSP is planned for a period of four years. Implementation of the individual nine components involves different timeframes. The following describes these: Component 1: Strengthen the NTSC and Prepare a National Roll-out Program This component will have relatively constant implementation over the four years of Phase 1 of the VRSP. Component 2: “Safe Highway” Demonstration Corridors This component will have a majority of the collection of base data, and hence most activity, early in the project. There will be however, on-going monitoring throughout the four years of Phase 1 of the VRSP. Component 3: National Traffic Accident Database and Analysis System This component will have relatively constant implementation throughout Phase 1 of the VRSP. Implementation is intended to be initially limited to Hanoi and Ho Chi Minh City, with rollout to other areas (to be implemented in subsequent phases) to be considered in Year 4. Component 4: Road Safety Audit It is proposed that the audit training and promotional workshops under this component will be held throughout the four years of Phase 1. This includes refresher audits, promotional workshops, procedural workshops, and “training the second generation”. Component 5: Blackspot Improvement Nine specific blackspot improvement measures are proposed for year 1 of Phase 1 of the VRSP, out of a total of fifteen that were the subject of field consultation. These involve the three keys areas of intersection upgrades, carriageway cross section improvements and speed management measures. It is proposed that in Year 1 the focus be on low cost measures, which are expected to have negligible social and environmental impacts. More complex improvements such as major intersection improvements, which typically require more in-depth analysis of the engineering solutions, are to be programmed for years 2 to 4 of the project. Such works will be selected by the Vietnam Road Administration (VRA) in the preceding year on the basis of the most recent accident data. Page 27 TDSI Preparation of Vietnam Road Safety Project Social Assessment Final Report 25/12/2004 21 Component 6: Driver Training, Testing and Licensing; Vehicle Testing This component will have relatively constant implementation over the four years of Phase 1 of the VRSP. Component 7: Traffic Safety Enforcement and Road User Education and Awareness Although specific implementation proposals have yet to be developed, it is expected that this component will have relatively constant implementation over the four years of Phase 1 of the VRSP. Component 8: School Road Safety Education Once again, this component will have relatively constant implementation over the four years of Phase 1 of the VRSP. Component 9: Emergency Medical Services Years 1 and 2 of this component will involve reviewing the situation on emergency medical services for road accident victims. More significant activities such as the provision of medical equipment, training of personnel, etc. are expected to be implemented in Year 3 and 4 of later years of Phase 1, or probably more likely in subsequent phases of the VRSP. The budget for this component of Phase 1 of the VRSP is small, and so the medical equipment that can be provided will be limited. Page 28 TDSI Preparation of Vietnam Road Safety Project Social Assessment Final Report 25/12/2004 22 C Socio-economic Situation C.1 Introduction This section outlines the profile of the affected communities and beneficiary population of the project components of the VRSP. This data will also be used to monitor any social changes that the project may have caused. The information gathered here is based on various sources as well as field observations and interviews with stakeholders in the demonstration corridors. C.2 Profile of Road Traffic Accident Victims In general, the health of the people of Vietnam has been improving over the past several decades. Life expectancy is currently at 65 years and infant mortality is a rate of 37 per 1,000 live births. However, injury has recently been acknowledged as a national concern despite the limited and poor quality data. Based on the information, that has been collected, it is widely agreed that the social costs of the increasing fatality and injury rates to Vietnamese society needs to be urgently addressed. In fact, recent studies have shown that injury is a major cause of death and the leading cause of the burden of disease. The subsequent information has been obtained from a number of sources to provide an indication as to what groups are being disproportionately affected by road traffic accidents. A significant source of data is from the research undertaken by the Hanoi School of Public Health, who undertook a survey (Vietnam Multi-Centre Injury Survey [VMIS]) of 27,000 households 6 in 2001. The aim of the project was to quantify the impact of road accidents on the people of Vietnam. The data from the study showed that predominantly males rather than females were the victims of road accidents. Furthermore, as illustrated in Figure 4, the rate differed significantly across the age groups. For males, rates are particularly high in the 15-49 year range, whereas rates for females were highest in the older ages. This study therefore illustrates that there are different groups (including the vulnerable) who are the victims of traffic accidents. 6 Vietnam Profile on Traffic-Related Injury, 2002 Page 29 TDSI Preparation of Vietnam Road Safety Project Social Assessment Final Report 25/12/2004 23 Figure 4: Road Traffic Injury Rate Source: Vietnam Profile on Traffic-Related Injury, 2002 Motorcycles accounted for the largest percentage of vehicles involved in accidents, followed by bicycles as illustrated in Table 2 below. Again there was a different pattern between males and females, with motorcycles dominating the rates for the former. Females were more likely to be pedestrians or riding bicycles. Table 2: Type of Transport Involved Vehicles Type Male Female Total Pedestrian 8.5 15.3 10.9 Bicycles 20.4 29.3 23.6 Motorcycles 64.4 49.9 59.3 Animal 2.2 16. 2.0 Automobile 3.4 3.7 3.5 Van/ Truck 1.1 0.2 0.8 100.0 100.0 100.0 Source: Vietnam Profile on Traffic-Related Injury, 2002 Data from the VMIS showed that the consequences of road traffic injury was hospitalization for almost half (49%) of the victims with an average length of stay of 11.7 days. As indicated by Figure 5 below, the person’s age had an influence on the severity of injury and therefore length of stay or recovery time. For example, those aged 50 years and over, had a much greater propensity to have to stay in hospital seven days or greater. This data also shows that those ages in the younger and more economically productive age ranges also had high rates of severe injury, as indicated by length of recovery time. Page 30 TDSI Preparation of Vietnam Road Safety Project Social Assessment Final Report 25/12/2004 24 Figure 5: Road Traffic Injury by Severity and Age Information from a survey of 15,000 brain damage cases admitted to Cho Ray 7 hospital in HCMC provides some additional information on the social-economic profile and differential impacts on road accident victims. In comparison to the above study, the data from Cho Ray illustrated the same pattern of male and female accident victims and reflected a similar situation of the distribution across the age groups. Additional information collected in this study on the characteristics of victims indicated that the majority had education up to secondary levels but most were manual laborers as shown below: 7 Ministry of Health, Cho Ray Hospital – Final Report 2001 Source: Vietnam Profile on Traffic - Related Injury, 2002 Page 31 TDSI Preparation of Vietnam Road Safety Project Social Assessment Final Report 25/12/2004 25 Table 3 - Occupation of Traffic Accident Victims: Cho Ray Hospital Source: Ministry of Health – Cho Ray Hospital Table 4 shows that of the total number of the traffic victims, 8% were illiterate. Table 4 - Literacy Rate of Traffic Accident Victims: Cho Ray Hospital Source: Ministry of Health – Cho Ray Hospital In summary, it is clear that the impact of road traffic injuries on individuals, families and society is severe. Impacts include missed work, (the VIMS data showed on average this was 28 days) and the consequent loss of income and economic impacts. Furthermore, 20% of victims had temporary or permanent disability with a significant number requiring long term care. Impacts differ significantly between men and women, occupation and literacy levels. The study also showed that 47% of the injury victims provided the main source of income in the family and that the injury affected the household socio-economic status, both long term and short term. The conclusion of the relevant studies is that there is a major social burden due to lost workdays, school days and residual disability. There is an uneven burden on vulnerable groups including women, children and the elderly. Furthermore, the road traffic injury is a Occupation % Manual laborer 43 Mental laborer 4 Pupils, students 13 Farmers 5 Business unit 15 Administrative officers 5 Housewife 9 Motorbike carrier "xe-om" 4 Driver 2 Literacy Rate % Illiterate 7.7 Primary Level 35.0 Secondary Level 51.2 Graduate & post graduate 6.8 Page 32 TDSI Preparation of Vietnam Road Safety Project Social Assessment Final Report 25/12/2004 26 significant source of adolescent morbidity and mortality and in fact, the leading killer of Vietnamese children. C.3 Socio-economic Profile of the Demonstration Corridors This section uses three main sources of data to develop a socio-economic profile of the demonstration corridors. These include: · Vietnam Living Standard Survey, General Statistics Office (GSO) 2000; · Study on Traffic Accidents in the Socialist Republic of Vietnam, 2003; and · Statistical Yearbook, Statistical Publishing House 2003. This data has been analyzed by aggregating the information into groupings or delineations, which correspond to the three Demonstrations Corridors. The Vietnam Living Standard Survey (VLSS) uses information based on the seven regions of Vietnam. The other two information sources provide data down to provincial levels. The following table illustrates the delineations for the three demonstration corridors and the regions and provinces that correspond to each. Table 5: Delineation of the VRSP Demonstration Corridors Study Area National Highway Provinces Regions Demonstration Corridor 1 National Highway 1 - Hanoi to Vinh Ha Noi Ha Tay Ha Nam Ninh Binh Thanh Hoa Nghe An 2. Red River Delta 3. North Central Coast Demonstration Corridor 2 Highway 51 - HMC to Coast Dong Nai Ba Ria 6. South East Demonstration Corridor 3 National Highway 1 - HCMC to Can Tho HCMC Long An Tien Giang Vinh Long Can Tho 6. South East 7. Mekong River Delta Socio-economic information is provided in the subsequent tables on the above delineations. C.3.1 General Demographic Characteristics The total population of Vietnam as at 2002 was 79.7 million people. The population of the provinces account for approximately a third of this total. Over the past four years, population growth has been steady across all the provinces in each corridor. The most northern corridor, Corridor 1, is the most populated and also the largest in terms of square kilometers. Table Population Growth by Province Page 33 TDSI Preparation of Vietnam Road Safety Project Social Assessment Final Report 25/12/2004 27 1999 2000 2001 2002 Total Area (km 2 ) Corridor 1 Ha Noi 2685 2739 2841 2931 921 Ha Tay 2391 2414 2432 2452 2191 Ha Nam 792 795 800 805 850 Ninh Binh 885 889 891 894 1384 Thanh Hoa 3474 3494 3509 3534 11106 Nghe An 2865 2887 2913 2951 16490 Total 13093 13219 13389 13569 32942 Corridor 2 Dong Nai 1999 2039 2067 2095 5894 Ba Ria 805 822 839 856 1975 Total 2804 2861 2906 2951 7869 Corridor 3 HCMC 5073 5226 5378 5479 2095 Long An 1311 1330 1348 1363 4491 Tien Giang 1608 1623 1635 1649 2366 Vinh Long 1012 1017 1023 1033 1475 Can Tho 1816 1836 1852 1868 2985 Total 11626 11855 12076 12249 13412 Total for Vietnam 76596 77635 78685 79727 331 688 Source Statistical Yearbook As shown below, population densities differ significantly between the provinces within the corridors. Not surprisingly, those with significant urban centers such as Hanoi and HCMC have reflected higher densities per kilometer. Table 7: Male/ Females and Population Densities Male Female Density per Km2 Corridor 1 Page 34 TDSI Preparation of Vietnam Road Safety Project Social Assessment Final Report 25/12/2004 28 Ha Noi 50% 50% 3182 Ha Tay 49% 51% 1119 Ha Nam 40% 51% 947 Ninh Binh 49% 51% 646 Thanh Hoa 49% 51% 318 Nghe An 49% 51% 179 Corridor 2 Dong Nai 50% 50% 355 Ba Ria 50% 50% 433 Corridor 3 HCMC 48% 52% 2615 Long An 49% 51% 303 Tien Giang 48% 52% 697 Vinh Long 48% 50% 700 Can Tho 49% 51% 626 Vietnam Total 49% 51% 240 Source Statistical Yearbook Average household size is comparable for Corridors 2 and 3, but differs significantly for the most northern located, Corridor 1. Table 8: Average Household Size Average Household Size Corridor 1 4.4 Corridor 2 4.8 Corridor 3 4.9 Vietnam Total 4.7 Source: VLSS 1997-98 Conversely, the total male to female ratio for Corridor 1 and 2 reflects the total national average. The exception this time is Corridor 3, which illustrates a much lower ratio of more males to females. Between the ages of 0-10 years of age there are considerably more males than females across all the corridors including the national average. This is likely a reflection of a lower degree of mortality for boys due to better health and nutrition. Page 35 TDSI Preparation of Vietnam Road Safety Project Social Assessment Final Report 25/12/2004 29 Table 9: Sex Ratio by Age Group Corridor 1 Corridor 2 Corridor 3 Vietnam Total Total 0.93 0.94 0.91 0.93 0-4 1.15 1.06 1.05 1.07 5-9 1.02 1.28 1.16 1.06 10-14 1.11 1.01 0.95 1.05 15-19 0.91 1.05 1.07 0.98 20-24 0.84 1.09 1.06 1.03 25-29 0.83 1.18 1.15 1.02 30-34 0.82 0.79 0.77 0.87 35-39 0.91 0.89 0.94 0.87 40-44 0.93 0.89 0.86 0.90 45-49 0.88 0.83 0.80 0.82 50-54 1.11 0.85 0.74 0.98 55-59 1.01 0.64 0.73 0.83 60-64 0.82 0.85 0.70 0.90 65+ 0.69 0.73 0.74 0.70 ource: VLSS 1997-98 C.3.2 Gender Issues Women in Vietnam have a higher rate of adult illiteracy 8 (% of people aged 15 years and over) than men. World Bank data indicate that this is approximately 6% for males and 9% for females for the country in total. Employed in mainly agriculture, light industry, government and social services, women make up half of the employed labor force. However they earn only 40% of the total wages and are likely to have more casual, seasonal and self-employed work than men. Therefore women are more likely to be affected by downturns in the economy and other negative shocks 9 . Women have higher life expectancy at birth 10 at 72 years as opposed to 67 years for men. However, access to health services remains a problem in some areas. Studies show that women’s health problems are caused or exacerbated by heavy workloads. In agriculture this is particularly so where the intensity and heaviness of agricultural labor on women has been reflected in a higher accident rate in comparison to other countries 10 . 8 World Bank, “Gender Stats – Vietnam”, 2004 9 Vietnam Poverty Analysis, 2002 Page 36 TDSI Preparation of Vietnam Road Safety Project Social Assessment Final Report 25/12/2004 30 Women’s heavy workloads and consequent lack of free time also restricts access to education and as a result, educational achievement of women is generally lower than that of men. By comparison for example, the primary school enrolment rate in Vietnam is 98% for males and 92% for females 10 . C.3.3 Land Use Table 10 illustrates the types of land use across the provinces in the corridors. Land use gives an indication of the importance of various economic activities. Agricultural land uses appear to dominate across most of the corridors with the exception of Thanh Hoa and Nghe An where the percentage of land used for forestry is more significant. Table 10: Land Use (Percentage of Total Provincial Area) Agr icul tura l Lan d For estr y Lan d Cov ered by Tre es Spe ciall y Use d Lan d 1 Ho mes tead Lan d (ho usin g) Corridor 1 Ha Noi 46.9 7.3 22.8 12.7 Ha Tay 56.2 7.7 18.1 5.8 Ha Nam 61.0 11.2 13.7 5.1 Ninh Binh 49.1 13.8 11.3 3.6 Thanh Hoa 21.6 39.4 6.1 1.7 Nghe An 11.9 42.3 3.6 0.9 Corridor 2 Dong Nai 51.4 30.5 11.7 1.8 Ba Ria 58.2 18.0 12.3 1.9 Corridor 3 HCMC 44.6 16.0 11.8 8.4 Long An 73.7 10.1 6.4 2.4 Tien Giang 76.3 4.1 6.8 2.3 Vinh Long 80.7 0 5.4 3.1 Can Tho 85.3 1.1 6.0 2.9 Source Statistical Yearbook Page 37 TDSI Preparation of Vietnam Road Safety Project Social Assessment Final Report 25/12/2004 31 1 Includes construction, transport, irrigation & mineral exploration Page 38 TDSI Preparation of Vietnam Road Safety Project Social Assessment Final Report 25/12/2004 32 C.3.4 Income & Poverty Consumption by expenditure provides a broad welfare indicator of a population. As the economic position of a population improves, an increasing proportion will be allocated to non-food goods such as housing, education, recreation etc. The total Vietnam consumption data illustrated in Table 11 indicates that 53% of household expenditure in the county is allocated towards food and drink. The population in Corridor 2 differs most significantly to the national situation, with over half of expenditure being on non-food goods. Table 11: Consumption by Expenditure Vietnam Total Corridor 1 Corridor 2 Corridor 3 Eating, drinking & smoking 53.0% 55.0% 46.7% 50.8% Non eating drinking & smoking 47.0% 45.0% 53.3% 49.2% Source: VLSS 1997-98 Average household incomes are significantly higher in Corridors 2 and 3 as compared to the national average (Table 12). The distribution of the different sources of income reflects the importance of non-farm self-employed sources and wages. The opposite situation occurs for Corridor 1, which is more in line with the national situation. Table 12: Source of Income per Household per Year (VND ‘000) Vietnam Total Corridor 1 Corridor 2 Corridor 3 Total 16 070 13 107 32 110 23 816 Agriculture & forestry 5 497 4267 3 065 5 308 Non-farm self employed 4 393 3624 11 625 7 611 Wages 3 721 2527 11 982 7 422 Pension, subsidies, scholarship 476 775 357 283 Other income 1 983 1916 5 081 3 193 Source: VLSS 1997-98 Poverty in Vietnam is calculated by the General Statistics Office (GSO) and is described in terms of a food poverty line and a general poverty line. The two measurements and the percentages below these lines (based on the VLSS) are: Table 13: Poverty Rate Year Poverty Line (VND) % Population Food Poverty Line 1998 1 286 833 15% 1993 25% General Poverty Line 1998 1 789 871 37% 1993 58% Source: Centre for International Economics, 2002 Page 39 TDSI Preparation of Vietnam Road Safety Project Social Assessment Final Report 25/12/2004 33 The 1998 VLSS found that approximately 37% of Vietnamese are living in poverty. While this rate is high, it represents significant improvement since 1993. Even in comparison with the more demanding food poverty line, there had been a significant improvement. This indicates that even the poorest segments of the population have experienced a significant increase in living standards during these periods. The Study by Minot and Baulch 10 assessed the geographic location of poverty and devised the following assessment of the incidence of poverty and overall ranking by province (Table 14). This data shows that of the 61 provinces in Vietnam, Thanh Hoa and Nghe An differentiate themselves as being located in the lower rankings. These rankings appear to reflect the household incomes in Table 12, which were significantly higher in Corridors 2 & 3. Table 14: Distribution of Poverty Ranking Urban Rural Corridor 1 Ha Noi 56 0.306 0.037 Ha Tay 32 0.417 0.125 Ha Nam 40 0.391 0.143 Ninh Binh 35 0.424 0.109 Thanh Hoa 20 0.492 0.135 Nghe An 16 0.515 0.140 Corridor 2 Dong Nai 58 0.137 0.048 Ba Ria 59 0.109 0.062 Corridor 3 HCMC 61 0.082 0.036 Long An 51 0.335 0.151 Tien Giang 53 0.301 0.105 Vinh Long 46 0.360 0.18 Can Tho 43 0.402 0.156 Vietnam Total - 0.441 0.111 Source: Minot & Baulch, 2002 C.3.5 Transportation Road transport dominates nationally for all the demonstration corridors. Of note is that although the total populations are comparable between Corridor 1 and Corridor 3, the volume of passengers carried by both road and water is significantly higher in the later Corridor 3. This would suggest much greater usage of transport in this corridor. 10 Spatial Distribution of Poverty in Vietnam and the Potential for Targeting, April 2002 Page 40 TDSI Preparation of Vietnam Road Safety Project Social Assessment Final Report 25/12/2004 34 Table 15: Volume of Passengers Carried by Road and Waterways in 2001 Total Road Waterways Corridor Ha Noi Ha Tay Ha Nam Ninh Binh Thanh Hoa Nghe An Total Corridor Dong Nai Ba Ria Total Corridor HCMC Long An Tien Giang Vinh Long Can Tho Total Vietnam Total Source: Statistical Yearbook, 2002 C.3.6 Education Literacy rates are significantly higher in Corridors 1 & 2 than national levels. However all corridors reflect the differential rates for males and females as illustrated in the national data. Table 16: Literacy rate of those 10 years & over Total Male Female Corridor 1 92.82 97.02 89.06 Corridor 2 92.35 95.57 89.41 Corridor 3 89.38 92.79 86.29 Vietnam Total 89.47 93.65 85.62 Source: VLSS Similarly, reflecting the patterns of literacy, average years of education are also higher in Corridor 1 and 2. Again the differential rates between males and females dominate with men having a higher level of education in each corridor. Page 41 TDSI Preparation of Vietnam Road Safety Project Social Assessment Final Report 25/12/2004 35 Table 17: Average Number of Years Education Total Male Female Corridor 1 7.1 7.7 6.5 Corridor 2 6.8 7.3 6.3 Corridor 3 5.9 6.4 5.4 Vietnam Total 6.2 6.7 5.6 Source: VLSS C.3.7 Health The next two tables illustrate the geographic differences between the corridors with regard to illness and injury. Injuries are highest in the population of Corridor 1, which is in direct contrast to the volume of passengers carried by road and rail, which is by far the highest in Corridor 3. This may suggest that the reasons for the injuries or illness are for factors other than accidents or that there are greater risks in using passenger transport in Corridor 1. Table 18: Percentage of Population Suffering from Illness/ Injury % in last 4 weeks Corridor 1 46.2 Corridor 2 39.4 Corridor 3 39.8 Vietnam Total 41.6 Source: VLSS The percentages of the population who have been ill or injured in Corridor 1 who were unable to do their usual work are shown in Table 19 below. Page 42 TDSI Preparation of Vietnam Road Safety Project Social Assessment Final Report 25/12/2004 36 Table 19: Percentage of Ill/ Injured Unable to do Usual Work % in last 4 weeks Corridor 1 53.8 Corridor 2 42.5 Corridor 3 31.0 Vietnam Total 47.3 Source: VLSS Finally, focusing on the provinces in the three demonstration corridors, the table below illustrates the significant increase in accidents and consequent social costs to these communities. The significant increase in Corridor 1 appears to reflect the greater proportions of injury and illness as illustrated in Table 19 above. Table 20: Road Accidents for Provinces in the Demonstration Corridors: 1995-2001 1995 2001 % Increase A F I A F I A F I Corridor 1 1779 844 1368 3703 1542 3549 110.6 82.7 159 Corridor 2 799 551 786 801 690 887 0.25 25.2 12.8 Corridor 3 3116 976 3567 4135 2101 4724 32.7 115.3 32.4 Vietnam Total 17471 5342 17308 25040 10477 29188 43% 96% 68.6% A= accidents, F=fatalities, I=injuries. Corridor 2 based on 1996 data Source: The Study of Traffic Accidents in the Socialist Republic of Vietnam, 2003 Page 43 TDSI Preparation of Vietnam Road Safety Project Social Assessment Final Report 25/12/2004 37 D Ethnic Minorities D.1 Overview The identification of ethnic minorities in Vietnam is under continual research and investigation. The Government first set up a National Program of Ethnic Classification to initiate this process using Vietnamese ethnologists. They developed a definition of an ethnic group (dan toc) as “…a stable or relatively stable group of people formed over a historical period with common territorial ties, economic activities, and cultural characteristics. It was on the basis of these common ties that there arose an awareness of ethnic identity and a name of ones own”. 11 Following this definition, the Vietnamese population can be divided into 54 ethnic groups of which the Kinh (or Viet), the vast majority, account for about 87%. The remaining 13% are divided into 53 groups and are ref erred to officially as “ethnic minorities” (dan toc thieu or dan toc it nguoi). This is the term recognized by the Vietnamese Government rather than that of indigenous peoples. Accordingly, indigenous peoples in Vietnam will be referred to as ethnic minorities from herein. The World Bank’s Operational Directive OD 4.20 sates that indigenous peoples can be identified in particular geographic areas by the presence in varying degrees of the following characteristics: (a) A close attachment to ancestral territories and to the natural resources in these areas; (b) Self-identification and identification by others as members of a distinct cultural group; (c) An indigenous language, often different from the national language; (d) Presence of customary social and political institutions; and (e) Primarily subsistence-oriented production. D.2 Vietnam Policies Towards Ethnic Minorities 12 A review of the law and policy framework for ethnic minorities suggests that these may be more favorable for those in Vietnam than for those in some neighboring countries. 13 However, the emphasis of the GOV has been in integrating ethnic minorities with mainstream society rather than strengthening their own institutions. The main vehicle for implementing Government policies on ethnic minorities is the Committee for Ethnic Minorities in Mountainous Areas (CEMMA). This is a cabinet level 11 Indigenous Peoples/ Ethnic Minorities and Poverty Reduction, ADB January 2002 12 Ethnic Minority Development in Vietnam, Baulch et. Al. May 2002 13 Indigenous Peoples/ Ethnic Minorities and Poverty Reduction, ADB January 2002 Page 44 TDSI Preparation of Vietnam Road Safety Project Social Assessment Final Report 25/12/2004 38 committee established in 1993, charged with identifying, coordinating, implementing and monitoring projects geared towards ethnic minority development. In addition, under Program 133, the Ministry of Labor, Invalids and Social Affairs (MOLISA) coordinates a Hunger Eradication and Poverty Reduction program that is designed to combat poverty by providing additional resources to the poorest communes in the country. This includes a disproportionate number of ethnic minority groups. Finally a wide range of government interventions designed to assist ethnic minorities have been introduced since 1993 including transport subsidies and provision of water, stock and electricity etc. D.3 Ethnic Minorities Along the Demonstration Corridors Most ethnic minorities live in the mountainous regions in the northwest adjacent to the Vietnam and China borders; in the west adjacent to the Vietnam and Laos border, and to the south in the central highlands along the Vietnam - Laos – Cambodia border. The majority Viet live mostly in the lowlands delta and coastal regions. After the Viet who make up 87% of the over 80 million Vietnamese total population, there are 6 groups with a population of between 7000,000 to 1.5 million. These include the Tay, Thai, Muong, Khmer, Nung and Chinese who reside mostly in large cities. The remaining 42 peoples are scattered in local groups 14 . D.4 World Bank’s Procedures The World Bank’s broad objective to indigenous peoples is 15 : “…to ensure that the development process fosters full respect for their dignity, human rights, and cultural uniqueness. More specifically, the objective at the centre of this directive is to ensure that indigenous peoples do not suffer adverse effects during the development process, particularly from Bank-financed projects, and that they receive culturally compatible social and economic benefits.” Published information including maps illustrating the location of ethnic minorities in Vietnam indicates that it is unlikely that such groups reside along the demonstration corridors. Further screening undertaken in accordance with World Bank recommendations during March 2004 confirmed this situation and that OD 4.20 would not apply. 14 Dang Nghiem Van 2002 & Dang Nghiem Van et al 2000 15 World Bank Operational Directive OD 4.20 Page 45 TDSI Preparation of Vietnam Road Safety Project Social Assessment Final Report 25/12/2004 39 E Findings from the Public Consultation E.1 Context The public consultation undertaken during March of 2004 is separately reported in the “Report on Public Consultation Meetings”. Essentially this stage of the consultation took three forms. · Consultation meetings involving Provincial and District agencies together with representation from local NGOs. This obtained corridor-wide information. · Focus group meetings with representatives from each of the communes and villages that the blackspots are located within. These included representatives of the relevant communes, villages and relevant NGOs and committees such as Women’s Committees, Fatherland Front, Youth Unions etc. These meetings obtained site-specific information. · Key informant interviews of the potentially affected persons conducted using questionnaires. These were to obtain site-specific responses. The purpose of gathering information during this phase, was to supplement the outputs from the site reconnaissance, data gathering and consultation undertaken in November and December 2003 with Central and Government agencies. E.2 Feedback from Corridor Wide Consultation A total of fifteen public consultation meetings were held with the number of attendees ranging from 25 to 58 persons at each. Feedback from these meetings differed very little along the three demonstration corridors and is therefore reported as a combined response in the following paragraphs. In terms of traffic accidents, these were considered more frequent at weekends and night times. School pupils were particularly vulnerable alongside the roads. The main causes were: · Lack of infrastructure such as signage & separate pedestrian walkways; · Poor conditions of the roads themselves; · Lack of night time illumination of the roadway; · Overloaded motor bikes, trucks and buses; · Low awareness of other road users such as pedestrians and cyclists; · Poorly maintained vehicles; · Inexperienced drives; Page 46 TDSI Preparation of Vietnam Road Safety Project Social Assessment Final Report 25/12/2004 40 · Driver behavior, speeding, alcohol use, overtaking and ignoring traffic regulations; · Bus driver caused by competition for passengers; · Untimely removal of damaged vehicles from the roads creating hazards for others; · Lack of helmet use by motor cyclists; · Poor awareness & enforcement of traffic laws; · Abuse or lack of drivers licenses; · Encroachments onto the right of way; · Use of roads for drying of crops; and · Animals and construction material dropped on the carriageway. Conflicting land uses such as schools and markets, along the heavily trafficked roads was identified as a concern. There were also some more localized issues such as weather (fog) and mentally ill patients wandering onto the carriageways. There were organizations such as local transport safety boards and social organizations (War Veterans, Women, Youth, Fatherland Front etc) that participated on road safety campaigns. Some were undertaken in schools but there was a lack of coordination between the schools and families. Better emergency and aid and medical equipment was needed as well a better transportation of road accident victims. Improvement of the roading infrastructure was considered the most significant way to reduce accidents. This included surface improvements, widening and the creation of one- way roads to accommodate increases in traffic density. Other suggested measures to improve the road safety situation included: · Better traffic signage; · Improve and encourage people to undertake driver training; · Enforcements of the right of ways; · Improve emergency aid and medical treatment; and · Enforce and educate people (including programs in schools) about the current traffic laws. In general, the participants to the public consultation meetings agreed with the need to address the current road safety situation and supporting the objectives of the VRSP. E.3 Feedback from the Site Specific Consultation The aim of the site-specific public participation and consultation was to obtain feedback from those persons who may be directly affected by the physical works required for the improvements. Public consultations were undertaken in two ways: · A key informant questionnaire was undertaken of those located around the proposed blackspot improvements; and Page 47 TDSI Preparation of Vietnam Road Safety Project Social Assessment Final Report 25/12/2004 41 · Focus groups meetings were held in each commune/ village located within close proximity of the proposed blackspot improvements. The recorded feedback, on the blackspot improvements, is provided below. Improvement NR 1 – KM 340 + 00 (Curve delineation & protection) Road Safety at the Site : Various feedback was given about the issues at this site. Those participating in the consultation suggested mainly dangerous overtaking at this site as well as a lack of awareness of the traffic laws by local residents and school children caused the accidents. Positive Impacts: During construction, few positive environmental social effects were identified, mainly because participants viewed the road works as being disruptive, especially to travel. However, job opportunities may be created for families. With regards to post construction, participants suggested that traffic accidents would decrease, that travel should be easier and that household incomes along the roadside will increase. Families would have fewer worries about traffic accidents and feel safer. There would also be safer transport of children to the school. Negative Impacts: During Construction the impacts of construction activities were raised by a number of the participants. They believed that there will be noise and dust as well as construction materials being dropped on the road, causing problems for road users. Some disruption to travel was also anticipated. Following construction, concern was raised about possible increase in noise and loss of agricultural production and therefore incomes. Some participants were worried about the increased noise resulting from the rumble strips proposed. A number of residents stated that they could accept the negative impacts. Suggestions to Mitigate Impacts: These were mainly concerned with managing the construction impacts such as covering trucks carrying construction materials and limiting the period of the civil works. Reasonable compensation and economic assistance to those affected by clearances must be provided. Some participants suggested that the extent of the road widening be limited to minimize the impacts on households. Other Issues: Some participants proposed improved signage and access to the school. Others suggested provision along the roadsides for non-motorized vehicles and pedestrians. NR 1 370 + 900 – Intersection improvements & pavement widening Page 48 TDSI Preparation of Vietnam Road Safety Project Social Assessment Final Report 25/12/2004 42 Road Safety at the Site: The crossroads is located in a densely populated area with many roadside activities. The road is narrow and lack of draining during wet periods means cyclists and pedestrians encroach onto the middle of the carriageway. Particular concern was raised about the numbers of fatal accidents at this site. Interviewees suggested that most victims were those who lived far from the national road and therefore unused to traveling on this more busy road. Vehicle density at the cross roads was acknowledged as being high while vision is limited and vehicles approach at speed. Buses also stop at the crossroads which increase the accident risk. Positive Impacts: During construction, no positive environmental social effects were identified, mainly because participants viewed the road works as being disruptive, especially to the businesses in the immediate vicinity. With regards to post construction, participants suggested that the road will be cleaner, traffic accidents would decrease and that business should be more convenient. A decrease in accidents and the consequent reduction of income loss was also viewed as a positive result of the improvements at the crossroads. Negative Impacts: During Construction the impacts of construction activities were raised by a number of the participants however it was generally believed that these would be minimized by the short construction period. Following construction, participants were worried about possible increased noise from the rumble strips proposed for either side of the crossroads. Some were concerned about potential land loss needed for widening. Suggestions to Mitigate Impacts: Adequate compensation from the state was proposed to mitigate impacts. For those who lose land, job opportunities should be provided to them. Other Issues: There were some suggestions that painted separations should be used at the crossroads instead of hard delineations. Alternatively a roundabout may be appropriate. Drainage ditches would also be useful. NR 1 419 + 500 – Alignment problem Road Safety at the Site: Page 49 TDSI Preparation of Vietnam Road Safety Project Social Assessment Final Report 25/12/2004 43 Participants noted that various business activities along this section of the national road that was situated on a long curve created some of the road safety concerns. Speed was also mentioned. Numerous trucks stop on the right of way to load and unload goods, which obstruct vision along the roadway. The consultation feedback largely focused on the issues of agricultural activity along this section of the national road and the conflicts with road users. Positive Impacts: No positive effects were anticipated to occur during construction. Post construction, once the blackspot was treated, traffic accidents will decrease (which will benefit all people in the area) and participants suggested that the road widening would benefit some family businesses. Negative Impacts: During construction the impacts of construction activities were again raised by of the participants, some in regards to their agriculture businesses (specifically on the processing and transportation of rice). Few post construction effects were raised. Suggestions to Mitigate Impacts: Restrictions on the management and carriage of construction materials were the major suggestions. It was suggested that satisfactory compensation should be provided for affected residents. Other Issues: One suggestion was that construction should be implemented after the harvest to the impact of agricultural processing and transportation. NR 1 452 to 456 – Improved delineation Road Safety at the Site: Most participants suggested that the road needed to be widened at this location as a solution to the accident problem. Some also suggested that some vehicles such as “cong nong’s” should be prohibited on the road. Positive Impacts: No positive effects were anticipated to occur during construction. Post construction, traffic accidents will decrease which will have a positive impact on society, some household incomes will increase and school pupils will be safer traveling through this location. Page 50 TDSI Preparation of Vietnam Road Safety Project Social Assessment Final Report 25/12/2004 44 Negative Impacts: During construction there may be some disruption to household activities from constructions effects such as noise, dust and disruption. Few post construction negative effects were raised. This is likely a consequence of the low scale interventions proposed for this blackspot. Suggestions to Mitigate Impacts: Undertake the construction during off peak hours and limit the period of the civil works as much as can be possible to minimize disruption. Other Issues: Enforcement of the current traffic laws was viewed as necessary together with the blackspot improvements. NR 1 456 – Curve delineation Road Safety at the Site: The public consultation feedback identified a number of conflicting traffic situations at this site. There is a high density of residential activity and vehicles using the road combined with a combination of curves and a at grade railway crossing. In addition there is poor traffic behavior and awareness of traffic rules, which were observed at all the other blackspots mentioned previously. Positive Impacts: No positive effects were anticipated to occur during construction. Following construction if the road is made safer and accidents decrease then participants identified that there will be benefits. Negative Impacts: During construction there is likely to be environmental impact from dust, noise etc. Mainly residents may be affected. There will be disruption to traffic in this area. Longer term following the completion of the improvements, increased noise from rumble strips was identified as being of concern. Some local business owners were worried about losing business because the road widening may result in their yard clearance from the roadway now not meeting regulations. Suggestions to Mitigate Impacts: Participants suggested that construction be undertaken in the shortest possible time frame to minimize disruption. Other Issues: It was suggested that traffic education should complement the physical improvements such as a leaflet drop along the road. One participant was concerned about underground petrol pipes that might be affected by construction activities. Page 51 TDSI Preparation of Vietnam Road Safety Project Social Assessment Final Report 25/12/2004 45 NR 1 1997 +700 – Bridge sight distance problem NR 1 2000 + 400 - Bridge sight distance problem NR 1 2010 + 400 - Bridge sight distance problem Road Safety at the Sites Participants who provided feedback on these sites suggested that the combination of the narrow sloped approaches to the bridges, topography and traffic behavior created the accidents along this starch of the national road. Location of markets near Ba Ton and Hoa Khanh Bridges , close to the bridge approaches created conflicts with the road users. IT was also observed that buses pick up passengers at non regulated places which create hazards. Positive Impacts: No positive effects were anticipated to occur during construction. Following the completion of construction, a decrease in traffic accidents was viewed as a positive effect. Negative Impacts: During construction there is likely to the environmental impact from dust, noise etc. Some participants considered these to be negligible. Suggestions to Mitigate Impacts: Some consultation participants suggested dual bridges (or flyovers) and widening of the road approaches would reduce the traffic accidents. Illuminating the bridges at night time was also proposed. Separation of 2-wheel and 4-wheel vehicles was also advised. Other Issues: General enforcement of the traffic regulations was seen as also necessary to improve traffic safety. E.4 Conclusion Overall the participants identified that there would be significant positive impacts resulting from the decrease in road traffic accidents. The negative impacts identified pertained to mainly construction impacts from noise, dust etc. A number were concerned about compensation where land was required for the blackspot improvements. In addition to the physical improvements, a number of the participants in the public consultation requested better enforcement of the traffic regulations to also reduce traffic accidents. Page 52 TDSI Preparation of Vietnam Road Safety Project Social Assessment Final Report 25/12/2004 46 F Social Assessment of the Nine VRSP Components In line with the World Bank CAS, the VRSP will address the health shocks that push people into poverty or make escape from poverty difficult, and target reductions in the health losses and economic costs resulting from road crash trauma. The poor and vulnerable will be directly assisted by firstly reducing the potential for these groups to be affected by road traffic accidents. Secondly, successful implementation of the project will lessen the potential additional burdens of income loss and long-term health effects either on themselves or family members. A social assessment of the nine components of the VRSP is provided in this section. In addition the blackspot improvements described in Component 5 below are subject to a more detailed assessment in Section G. This particular component accounts for only 10% in monetary terms of Phase 1 of the VRSP, which will be allocated to small-scale physical works. The remaining 90% of the works will be allocated to the other eight components. Component Assessment 1. NTSC Strengthening This component requires institutional changes, improved resource levels and capacity building of the NTSC. There are no negative social impacts expected and the reduction in traffic injuries will have social benefits. Assessment: Positive Social Impacts 2. Safe Highway Demonstration Projects This component includes the applications of the other eight components into three safe highway demonstration corridors. No negative social impacts are expected and the reduction in traffic injuries will have social benefits. Assessment: Positive Social Impacts 3. Road Accident Database & Analysis System This component also requires some institutional strengthening and capacity building. No negative social impacts are expected and the reduction in traffic injuries will have social benefits. Assessment: Positive Social Impacts 4. Road Safety Audits Audits are mainly engineering design checks to ensure that road safety principals concur with recognized standards. No negative social impacts will result and the subsequent reduction in traffic injuries will have social benefits. Assessment: Positive Social Impacts Page 53 TDSI Preparation of Vietnam Road Safety Project Social Assessment Final Report 25/12/2004 47 5. Blackspot Improvements By “treating” or undertaking physical works to improve known accident spots an immediate drop in the accident frequency and consequent socio-economic impact can be expected and quantified. The focus on the treatments is to improve safety as opposed to providing an opportunity for road users to increase speeds, which would reduce the overall benefit. The physical works proposed are mainly within the existing right of ways for most treatments proposed. There will be some limited social impacts in some discrete locations as a consequence of potential resettlements. On balance however, there will be significant overall social benefits from the accident reductions. Assessment: Neutral Social Impacts 6. Driver Testing & Vehicle Testing Increased driver compliance is the purpose of this component. The anticipated result will be a reduction in accident statistics and their social and economic consequences. Assessment: Positive Social Impacts 7. Improvements in Traffic Safety, Enforcement & Education Supply of equipment and training together with enforcement, road user education and awareness will be developed. Increased enforcement may result in additional fines for non-compliance. Speeding, alcohol and vehicle overloading are estimated to be the primary road offences. Offences can be avoided through compliance with the regulations. No negative social impacts will result and the subsequent reduction in traffic injuries will have social benefits. Assessment: Positive Social Impacts 8. School-based road safety education There are clear benefits in the early establishment of awareness and positive attitudes to road safety. School-based education will contribute improved attitudes in family through upward pressure from children. Furthermore, there will be direct benefits for vulnerable groups (children). Assessment: Positive Social Impacts 9. Emergency Medical Services Investment in training, awareness and equipment will result in more effective responses with commensurate improvements in recovery rates and cost, both having a positive impact on poverty reduction. More effective treatment of accident victims has direct social benefits. Assessment: Positive Social Impacts Page 54 TDSI Preparation of Vietnam Road Safety Project Social Assessment Final Report 25/12/2004 48 G Social Assessment of the Engineering Works G.1 Proposed Blackspot Improvement Works The blackspot programs undertaken as part of the VRSP - Phase 1 can be expected to have a significant impact on road safety, with well-designed treatments producing large accident reductions at specific sites. Four types of generic blackspot improvement have been identified: · Intersection upgrades; · Carriageway cross-section improvements; · Signage, markings and delineation improvements and ongoing maintenance; and · Speed management measures. The proposed blackspot treatments are low impact interventions with minimal civil physical works, anticipated to be required in only six of the proposed interventions. These are situated in a number of discrete locations along the three demonstration corridors. The locations of these works are illustrated in Figures 6 and 7. The proposed interventions are: Province Location of Improvements Demonstration Corridor 1: NR1 – Hanoi to Vinh Thanh Hoa 2. NR 1 340 – Curve delineation & protection 3. NR 1 370 + 900 – Intersection improvements & pavement widening Nghe An 5. NR 1 419 + 500 – Alignment problem 6. NR 1 452 to 456 – Improved delineation 7. NR 1 456 – Curve delineation Demonstration Corridor 3: NR 1 - HCMC to Can Tho Tien Giang 13. NR 1 1997 +700 – Bridge sight distance problem 14. NR 1 2000 + 400 - Bridge sight distance problem 15. NR 1 2010 + 400 - Bridge sight distance problem A description of the proposed works is provided in Annexure 3. Most of the interventions comprise minor works such as installation of guardrails, signs, road markings, guideposts and pavement widening (non structural) which will be contained within the existing right of way. Only Improvements 2 and 5 may possibly require some widening beyond the existing carriageway and possible land acquisition or resettlement. Page 55 TDSI Preparation of Vietnam Road Safety Project Social Assessment Final Report 25/12/2004 49 Figure 6: Blackspot Treatment Locations in Corridor 1 Page 56 TDSI Preparation of Vietnam Road Safety Project Social Assessment Final Report 25/12/2004 50 Page 57 T D S I P r e p a r a t i o n o f V i e t n a m R o a d S a f e t y P r o j e c t S o c i a l A s s e s s m e n t D r a f t F i n a l , 3 0 J a n u a r y 2 0 0 4 5 1 F i g u r e 7 : B l a c k s p o t T r e a t m e n t L o c a t i o n s i n C o r r i d o r s 3 Page 58 TDSI Preparation of Vietnam Road Safety Project Social Assessment Final Report 25/12/2004 52 G.2 Application of World Bank Social Safeguards The following World Bank Safeguard Policies are potentially relevant to the social assessment of the blackspot improvements: Involuntary Resettlement (OP 4.12) Overall the VRSP has the objective of improving road safety in Vietnam to address the rising number of road fatalities and injuries and the consequent social and economic costs. There are significant positive overall social benefits to the country associated with the project. Potential negative social impacts are expected to be minor. These are primarily related to the small-scale civil works associated with the blackspot improvements. Some minor land acquisition and resettlement will take place and trigger the safeguard policy on involuntary resettlement (OD 4.12). Therefore OP 4.12 will be triggered and a Resettlement Action Plan will be required. Indigenous Peoples (OD 4.20) Initial desktop studies of ethnic minorities along the demonstration corridors indicate that there was unlikely to be any ethnic minority groups within the vicinity of the blackspot improvements. Further screening during the public consultations phase in March 2004 confirmed that no ethnic minorities would be affected. Therefore OD 4.20 will not apply. G.3 Stakeholder Analysis & Impacts Typically stakeholders in such a project will include 16 : · Beneficiaries of the project · Potential “losers” i.e. those as risk of being disadvantaged · Other stakeholders with an interest in the project With regard to the VRSP the potential beneficiaries of the project have been identified as follows: Beneficiaries: Participants in the public consultations universally identified that the reduction in accidents would be a positive benefit from the proposed blackspot improvements. This was reported at the corridor wide consultation as well as the site-specific focus groups and key stakeholder interviews. It is therefore considered that there are a large number and range of potential beneficiaries of the project. Beneficiaries include firstly those people who use the highway and will benefit from a safer road environment and reduced risk of accidents. The accident data provided for each blackspot in Annexure 2 quantifies the potential reductions in accidents that can be 16 Roads and the Environment, WBTP 376 Page 59 TDSI Preparation of Vietnam Road Safety Project Social Assessment Final Report 25/12/2004 53 accomplished from the improvements. These benefits will also apply to pedestrians and people who work or live within proximity of the blackspots who are a second group of beneficiaries. They will enjoy a much-reduced threat of being a possible road accident victim as a result of being hit by a vehicle. The key stakeholder interviews carried out during the public consultations indicated that a number of those interviewed had had family members who hade been injured in traffic accidents. The information presented in Section C also illustrates the impact on vulnerable groups such as women, children and the elderly who were the victims of traffic accidents. Data on traffic injuries, presented in Section C of this report, shows that approximately 11% of accident victims were pedestrians and that female pedestrians who were accident victims, had much greater representation than men. Furthermore, road accidents are now considered the leading killer of Vietnamese children. The vulnerable will therefore directly benefit from the VRSP. The key stakeholder interviews identified that families of potential road victims will also benefit from the project by not having to bear the cost of ongoing rehabilitation and/or affected by loss of income though time off work. In particular, the poor and vulnerable that are already disadvantaged, financially suffer more significant impacts as a consequence of road accidents though the costs of follow up care and loss of income. They will therefore benefit from improved road safety. The breakdown of accident statistics provided in Section C illustrates that different groups in the community are differentially affected by road accident injuries and fatalities. Figure 4 indicated that men had a higher road traffic injury rate as compared to women. The data also indicates that the injury rate for males from 15 to 49 years of age is highest in comparison with other ages. Therefore those ages in the younger and economically more productive years also had high rates of severe injury. The study of accidents victims from Cho Ray Hospital concluded that the impacts on individual, families and society is severe and that 47% of the injury victims provided the main source of income for the family. The impacts are not just loss of income but the extra burden on families following recuperation from injury, particularly those suffering from permanent disability. As a consequence the injury- affected household’s socio-economic status is impacted upon in both the short and long term. It is also likely that women will bear the consequences of providing this support and therefore would benefit from improved road safety. In summary, poor and vulnerable groups (women, children, elderly) will benefit through reduced risk of accidents through improved road safety. There will be other beneficiaries from the improvements. The demand for medical resources and other social services will be greatly reduced with a drop in road accident numbers. This will make other resources available (particularly emergency services) to focus on other areas of medical treatment and need. The stakeholder consultation indicated that medical clinics situated near blackspots tend to be called on to provide initial treatment, thereby using resources, which would normally be focused on community based Page 60 TDSI Preparation of Vietnam Road Safety Project Social Assessment Final Report 25/12/2004 54 care. It is also possible that the releasing of emergency medical resources to provide more general health treatment will benefit other needy groups such as poor and vulnerable groups who have not enjoyed the same level of health care. Hospital representatives also expressed concern about the amount of medical resources being spent on road accident victims as opposed to other health needs. Potential “ Losers:” The social impacts of the blackspot improvements are positive and long term. People who are at risk of being disadvantaged by the blackspot improvements are potentially the displaced persons (DP’s) who may be affected by limited land acquisition required for small scale physical works associated with a maximum of two proposed blackspot improvements. The participants in the consultation identified that appropriate compensation for those affected must be provided by the state. Another group of persons who risk being disadvantaged are those affected by the construction effects such as noise, dust and traffic delays. These will short terms impacts however lasting the duration of the civil works and can be addressed through appropriate mitigation. Other Stakeholders: Included under this group of stakeholders are the various government agencies including World Bank, MOT PMU1, Vietnam Road Administration (VRA), Road Maintenance Units, Traffic Safety Committees, Peoples Committees, Ministry of Health and the relevant Provincial Departments of Transport (PODT), hospitals, medical centers and schools. There are also a number of groups including The Fatherland Front, Women’s Union, The Farmers Union, Veteran Union and Youth Unions who have had a role in road safety education in the demonstration provinces. G.4 Stakeholder Participation Framework A stakeholder participation strategy is outlined in the following table: Table 21: Stakeholder Participation Strategy Type of Participation Activity Stakeholders Duration Output Constraints Screening & Preparation of EA, EMP & SA WB, MOT Until WB disclosure date EA, EMP, SA Availability of data and information Public Consultations PMU1, affected group, DP’s interested groups One month Report on public consultations Identification of the proposed extent of physical works & project affected peoples Finalization (as PUM1 One month Completed EA, Time constraints Page 61 TDSI Preparation of Vietnam Road Safety Project Social Assessment Final Report 25/12/2004 55 required) of EA, EMP, SA & RAP & Design for Appraisal SA, RAP and design specifications Project Implementation Plan WB, PUM1 By World Bank Disclosure date. Completed PIP Time constraints Implementation, Supervision & Monitoring WB, PMU1, affected groups and interested groups Over the project cycle Monitoring reports on the anticipated impacts Time constraints & capacity to carry out activities Evaluation WB, PMU1, affected groups and interested groups Completion of project cycle Evaluation report on anticipated impacts Time constraints & capacity to carry out activities G.5 Monitoring and Evaluation Monitoring and evaluation is required to assess whether the overall project development objectives (reduction of poverty and vulnerability) are met and the intended benefits are realized in the post project situation. This section focuses on the socio-economic issues only, although there will be other monitoring undertaken of environmental conditions and improvements in traffic safety. The participants in the public consultation confirmed that traffic accidents were a major concern both at the corridor wide level but also around the blackspot improvements identified. Many of those interviewed around the blackspots had personal experience of traffic accidents, which resulted in a serious injury or death. This had resulted in a negative impact on their household incomes. Therefore there will be a significant number of beneficiaries of the VRSP and proposed blackspot improvements. The public consultation revealed that those living and working around the blackspots envisaged few negative impacts. Those identified were concerned with mainly construction impacts such as noise and dust, which will be short term and confined to the period required for the civil works. The Environmental Assessment proposed some monitoring of these effects. Converse to the negative impacts, some key stakeholders considered that there might be job opportunities arising from the construction works. Emphasis is therefore on monitoring and evaluation to ascertain whether: · The social indicators will improve over time; and · The potential adverse impacts will be mitigated effectively. Recommended monitoring measures therefore fall into two categories; monitoring of the improvements of the road safety improvement measures on the socio-economic base line (and therefore reduction in poverty and vulnerability) and more specifically monitoring of more site-specific measures. Page 62 TDSI Preparation of Vietnam Road Safety Project Social Assessment Final Report 25/12/2004 56 To monitor the social indicators and their change, it is recommenced that this be based on secondary information sources including traffic accident data and the availability of statistical data from the General Statistics Office as described in section C. Local records of accident rates around the blackspot improvements need also be collected to measures the improvements at each site. To monitor the impact on road traffic accidents, the VRSP-Phase 1 proposes the establishment of a more rigorous accident reporting system, which includes demographic information on the road accident victims. This will provide some opportunity to undertake a trend analysis on the social impacts of the project. In summary, the monitoring indicators and the reasons why they have been recommended, are presented in the table below: Table 22: Proposed Monitoring & Evaluation Framework Baseline Data Anticipated Result Underlying Reasons Reduction in the impacts on vulnerable groups such as women and children Decrease in the economic cost and impact on families’ socio-economic situation through the loss of workdays and productive capacity Road accident injury rates Decrease in rates measured for: - Gender - Age Achievement towards poverty reduction Maintenance of the sex ratio in the demonstration corridors towards that of the national rate Improved road safety will address differential mortality rates. Reduction of poverty rates Economic growth tends to facilitate a reduction in poverty. Reduction in the economic impacts of road accidents will reduce poverty Reduction in the proportion of income sourced from agriculture & forestry An indicator for economic growth is a shift away from agriculture to other sectors of the economy. Socio-economic indicators Reduction in proportion of household expenditure on eating drinking & smoking Economic growth will contribute to increasing disposable income reducing the amount (VND) spent on food Site specific monitoring (during construction) Acceptable air and noise levels as stated in the EMP. Manage the construction impacts on communities adjacent to the sites Site specific monitoring (post construction) Reduction in road accident rates at each site Measure the effectiveness of the improvements and localized impacts Page 63 TDSI Preparation of Vietnam Road Safety Project Social Assessment Final Report 25/12/2004 57 It is recommended that the evaluation and reporting of changes in road traffic accidents be undertaken at the end of the Year four. Secondly, that the socio economic information be updated when the next release of survey information becomes available. The site specific monitoring should be undertaken in conjunction with the environmental monitoring. The World Bank has proposed that an independent monitoring agency be used to monitor compliance with contract provisions, etc during the implementation of the Vietnam Road Safety Project (VRSP). It is appropriate that agency also includes monitoring of these socio-economic indicators. G.6 Critical Risk & Mitigation Measures The following table is an assessment of the potential adverse impacts during and after construction. These mitigation recommendations are generic and apply to all the blackspot improvements. Project Stage Risk Mitigation Measures Project Implementation (Construction activities) Impacts on people who need to resettle L If resettlement is required the RAP will address any potentially negative impacts. Disruption of economic activity M Addressed through RAP Road design to minimize land requirements Construction schedules to account for peak traffic times Increased noise & contamination L Addressed through EMP Public health & safety impacts L Addressed through EMP Tensions from potential influx of workers & influx of disease L The small-scale nature of the physical works is unlikely to require a significant sized or long-term labor force. Mitigation can be addressed through the EMP. Post Project Completion Increased risk of accidents L Interventions designed to mainly modify behavior, rather than increase speeding ability Decrease in land availability L Only minimal land take is anticipated in isolated locations. The RAP addresses compensation measures. Where: L= Low M = Medium H = High Page 64 TDSI Preparation of Vietnam Road Safety Project Social Assessment Final Report 25/12/2004 58 H Poverty Alleviation H.1 Strategies for Poverty Reduction Vietnam has made considerable progress in reducing poverty in recent years. The 1998 VLSS survey found that approximately 37% of people are living in poverty, a ratio that despite being much improved, was still considerably high. The GOV has clear objectives for poverty reduction and hunger alleviation. Specific targets are set out in the Hunger Eradication and Poverty Reduction Strategy 2001-10 17 . These are: · By 2005, to eliminate chronic hunger and to reduce the level of poverty to below 10% according to the national poverty line; and · By 2010, reduce the level of poverty to below 5% according to the national poverty line. The Government’s Comprehensive Poverty Reduction and Growth Strategy (CPRGS) translates the vision laid out in Vietnam’s Ten-Year Socio-Economic Strategy into concrete public actions. The starting point of CPRGS is that despite the recent gains, poverty in Vietnam remains widespread and deep. The CPRGS sets out three broad objectives. These in turn are the organizing principles of the World Bank’s Country Assistance Strategy (CAS) 18 : · High growth through a transition to a market economy; · An equitable, socially inclusive, and sustainable pattern of growth; and · Adoption of a modern public administration, legal and governance system. Under the CPRGS, support for Theme 1: Vietnam’s transition to a market-economy will continue to be a central focus of the Bank Group's activities, with a shift in focus from "design" to "implementation" of the policy reform agenda. The planned work will focus on financial sector development; state enterprise reform; support for the emerging domestic private sector; corporate governance; and private participation in infrastructure. Virtually all IDA credits will support policy, institutional and infrastructure support for Vietnam's ongoing transition, with annual Poverty Reduction Support Credits playing an especially important role. With regard to Theme 2: Enhancing Equitable, Inclusive and Sustainable Development, the CPRGS lays out a six-fold agenda to address future challenges. Priorities are: · Narrowing the development gap of disadvantaged and lagging areas; · Raising the living standards of ethnic minorities; · Realizing gender equality and the advancement of women; · Making basic social services accessible and affordable for the poor; 17 As reported in the Vietnam Poverty Analysis, Centre for International Economics, 2002 18 Country Assistance Strategy of the World Bank Group, September 16, 2002 Page 65 TDSI Preparation of Vietnam Road Safety Project Social Assessment Final Report 25/12/2004 59 · Mitigating the impact of natural disasters and other shocks; and · Enhancing environmental sustainability. In addition there are a number of more targeted programs to eradicate poverty. This includes the Program Socio-economic Development in Especially Disadvantaged Communes in Mountainous, Isolated and Remote Areas. The main focus of this program is to provide essential basic infrastructure. The Committee for Ethnic Minorities in Mountainous Areas being responsible for identifying eligible communes. H.2 Role of the VRSP-Phase 1 Injury and death statistics in the road traffic environment indicate a major impact on the particularly economically productive element of the community. In addition, the ongoing social and economic consequences of rehabilitation and health care are under reported. In pure economic terms this is a factor, which hinders escape from poverty. In line with the World Bank CAS, the road safety strategy will address the health shocks that push people into poverty or make escape from poverty difficult and target reductions in the health losses and economic inefficiencies resulting from road crash trauma. The following tables outlines an assessment of the Nine Components of the VRSP-Phase 1 and how they will contribute to poverty reduction: Component / Area of Need Contribution to Poverty Reduction 1. NTSC Strengthening Management and technical capacity of NTSC and need for sound planning basis for the overall VRSP. Strengthened capacity and confidence to persist with programs, essential to maximize improvements. 2. Safe Highway Demonstration Projects Measures will be implemented, which in themselves are aimed at delivering safety improvement – hence reduced accident risk and pressure on poverty. Model for promotion and sustainable future application / rollout and thus wider gains. 3. Road Accident Database & Analysis System More rational basis to quantify the problem, raise awareness, develop solutions and measure their effectiveness. Leads to more targeted interventions and cost efficiencies. 4. Road Safety Audits Improved and sustainable ability to identify problems, their causes and treatment, unlocking safety based improvements and improving safety performance. Reduction in unsafe Page 66 TDSI Preparation of Vietnam Road Safety Project Social Assessment Final Report 25/12/2004 60 designs which may increase accident risks. 5. Blackspot Improvements Allowing prioritization and therefore most effective targeting of remedial treatment investment. There will be an immediate drop in accident frequency and socio-economic impact. 6. Driver Testing & Vehicle Testing Increasing driver compliance leading to and thus improved accident statistics, which will reduce poverty. 7. Improvements in Traffic Safety, enforcement & education Improved awareness using incentives to promote compliance. International experience clearly demonstrates that better compliance has a direct positive impact on road safety. This in turn reduces pressure on poverty. 8. School-based road safety education Clear benefits in early establishment of awareness and positive attitude to road safety. It will contribute to improved attitudes in family though upward pressure from children. Overall a positive effect on road safety and therefore reduced pressure on poverty. There are also direct benefits for vulnerable groups (children). 9. Emergency medical services Better co-ordination, awareness and ownership will allow more effective responses with commensurate improvements in recovery rates and cost, both having a positive contribution to poverty reduction. Page 67 TDSI Preparation of Vietnam Road Safety Project Social Assessment Final Report 25/12/2004 61 Annexure 1: Corridor & Highway Descriptions Over a period of seven days (24-26 November & 1-4 December) the three demonstration corridors were fully inspected. This involved driving the entire length of the corridors and stopping to observe the socio-economic environment at each of the identified blackspots. A general description of each of the highways are as follows: Demonstration Corridor 1- NR 1 Hanoi to Vinh (Km 172 - Km 463) The section of National Highway 1 from Hanoi to Vinh City (the capital of Nghe An Province) has a total length of 281 kilometers and passes through the following provinces: · Ha Noi (Km172 - Km189) · Ha Tay (Km189 – Km215) · Ha Nam (Km 215 - Km 251) · Ninh Binh (Km 251 - Km 285) · Thanh Hoa (Km 285 - Km 383) · Nghe An (Km 383 - Km 463 or to Ben Thuy Km 467) Almost all of this section runs through plain topography. The Doc Xay road section, which is between Ninh Binh and Thanh Hoa, and the Hoang Mai road section, which is between Thanh Hoa and Nghe An, run through hilly and mountainous topography. Almost 63% of the highway has been upgraded in recent years (1997 to 2000). These works have typically included widening the carriageway to provide additional shoulder width, four laning, and bypasses. The most northern 30 kilometers is a median divided four lane carriageway with side protection, separate paths for non-motorized vehicles, and controlled access. However, with the exception of a few relatively short sections of road near urban areas, the bulk of the highway is not median divided and has limited shoulder width for use by non- motorized vehicles. Often running parallel to the railway, the road is raised above the surrounding countryside in a relatively narrow corridor. The long straights increase vehicle speeds and give drivers the ability to undertake often-risky passing maneuvers, while the lack of backdrop makes identifying and determining the trajectory of approaching vehicles difficult. The traffic stream is extremely varied ranging from pedestrians and slow moving ox carts, through to special agricultural vehicles, bicycles, motorbikes, Cong Nong agricultural trucks, older trucks to modern fast moving cars, small buses and heavy freight vehicles. The wide variation in vehicle speeds results in numerous conflicts between vehicles traveling in the same direction. In many cases the faster vehicles will cross into the opposing traffic stream in order to overtake slower moving vehicles. Page 68 TDSI Preparation of Vietnam Road Safety Project Social Assessment Final Report 25/12/2004 62 There is significant ribbon development and encroachment by commercial developments onto the adjacent carriageway. Eight blackspot improvements have been identified for this corridor. Demonstration Corridor 2 - NR 51 HCMC to Vung Tau The beginning point is Bien Hoa in Dong Nai province and the end point is Vung Tau in Ba Ria - Vung Tau province. The road passes through areas of: · Dong Nai province · Ba Ria – Vung Tau province The road runs on plain and low hilly topography. In recent years, Highway 51 has been widened and upgraded. This corridor links HCMC with Vung Tau on the coast, and passes through a generally more prosperous area, which is developing rapidly. Numerous new industrial and commercial enterprise parks are being developed adjacent to the highway. Dedicated access roads link the parks to the main highway. The intersections along the highway are more recognizable than those in Demonstration Corridor 1, with advance rumble strips and some limited signage. A higher proportion of the traffic using this highway are more modern (higher speed) motor vehicles and there are fewer older slow heavy trucks and few special agricultural vehicles. The typical cross section of this relatively new highway is four lanes with a concrete median barrier and guardrail to separate motorized vehicles from the non-motorized vehicles, which should use the adjacent shoulder. While this cross section provides improved safety by separating the opposing traffic streams and motorized vehicles from non-motorized vehicles it introduces other problems. Three blackspot improvements have been identified for this corridor. Demonstration Corridor 3 - NR 1 HCMC to Can Tho The total length is 151 kilometers, passing through the following provinces: · Ho Chi Minh City · Long An · Tien Giang · Vinh Long · Can Tho All the road sections run on plain topography in the Mekong River Delta. As with Demonstration Corridor 2 the traffic in this corridor involves a greater proportion of more modern motor vehicles and less agricultural traffic than in the northern demonstration Corridor 1. Page 69 TDSI Preparation of Vietnam Road Safety Project Social Assessment Final Report 25/12/2004 63 In recent years considerable upgrading has occurred over the northern portion of the corridor between HCMC and My Tho. Over this section the carriageway may be described as two lane with a concrete median separating the opposing traffic stream. Beyond the main traffic lane a shoulder carries motorbikes and non-motorized vehicles. The additional width appears to allow these vehicles to overtake each other without having to use the main traffic lane. The capacity of the single main traffic lane is limited and on a number of occasions motorized vehicles use this shoulder area to undertake. As traffic volumes increase this dangerous behavior is likely to become more common unless enforcement is increased. The route passes through areas of very dense commercial and industrial activity and the intersections along this section of the route are typically traffic signal controlled. South of My Tho the highway reverts to two lanes with 2.0 m shoulders and no dividing barrier. The surrounding land use is typically agricultural, traversed by the many rivers of the Me Kong delta and there are numerous bridges along the highway. These bridges are typically on poor horizontal and extremely poor vertical alignments resulting in restricted sight distances. The situation is made more dangerous by the market activities that often occur at these locations and which access both local road and river traffic. Four blackspot improvements have been identified for this corridor. Page 70 TDSI Preparation of Vietnam Road Safety Project Social Assessment Final Report 25/12/2004 64 Annexure 2: Screening of the Blackspot Improvements After a careful analysis of data on blackspots, and reconnaissance trips on all three demonstration corridors, the following list of 15 blackspot improvements was developed. This began with some 57 blackspots compiled by the Regional Road Maintenance Units (RRMUs) responsible for each of the corridors. That list was supplemented with ones identified during the reconnaissance trips, especially on National Highway 1 in Nghe An province. A 3-point scale of positive –neutral –negative has been used to assess each improvement. Subsequent to this screening process, the 15 blackspots have been narrowed down to 8 improvements. Improvement 1: National Highway 1, km 267+500: Major Intersection Improvement [Not Proceeding] This Y shaped intersection, which joins the old highway to the new southern approach to Vinh Binh, is the most significant blackspot in all of the three corridors with 83 accidents resulting in 45 deaths and 81 persons injured between 2000 and 2002. The Y shape allows vehicles on all approaches to enter the intersection at speed and use the wide open pavement area to attempting to weave across the approaching traffic flow. When visited, the intersection was being modified by replacing the existing roundabout with a smaller one some 20m further south. In our professional opinion these improvements will have only limited success and it is expected that this intersection will require a major upgrade. The proposal is to realign the old road and to form a T-junction with the old road intersection the highway perpendicularly. However, in order to monitor this situation these works should be scheduled in year 2 or 3. Social Assessment: neutral Improvement 2: National Highway 1, km 340+000: Curve Delineation and Protection A short horizontal curve separates two relatively long straights. The raised formation provides little backdrop to the curve and a school access is located on the apex. There have been 4 accidents resulting in 2 deaths and 4 persons injured since 2000. The minimum treatment for this site involves installing chevron boards to highlight the curve and guide drivers around the curve, installing guardrail on the outside of the curve to retain errant vehicles, and erecting/replacing school warning signs. Consideration will also be given to realigning this curve to improve sight distance and access to the school. Social Assessment: positive Improvement 3A: National Highway 1, km 370+900: Intersection Improvements and Pavement Widening A small market village is located on a relatively high-speed section of straight flat highway. The unsealed shoulders encourage people to walk on the carriageway. In the center of the Page 71 TDSI Preparation of Vietnam Road Safety Project Social Assessment Final Report 25/12/2004 65 village there is an almost indistinguishable intersection with a long straight access road that carries heavy vehicles. Since 2000 there have been 9 accidents involving 10 deaths and 14 persons injured. The proposed solution involves widening of shoulders (non structural) through the village to encourage local traffic not to travel on the main carriageway, paving the access roads for around 50m either side of the intersection, replacing and relocating the existing STOP signs to be more visible to approaching drivers, and provision of painted Limit Lines to indicate where approaching vehicles should stop. Rumble strips or low speed humps will also be installed on the access road to assist in slowing vehicles as it is expected that, following the paving, access road speeds may rise. Depending on the results of the site survey, consideration will be given to adding kerb blocks and a small splitter island on the access road to highlight the location of the intersection and protect the sight lines. Social Assessment: positive Improvement 3B: National Highway 1, km 371+500: Gateway It is also proposed that a gateway style treatment be applied at the southern end of the village to highlight the changing nature of the road environment and the need for additional care. Such features are not commonly used in Viet Nam and their effectiveness needs to be tested. It is proposed that this village be one test site. In order to evaluate this measure, it is proposed that the gateway be constructed in Year 3 or Year 4 to give the opportunity to collect the speed profile data that will be used to assess the effectiveness of the previous treatments. Social Assessment: positive Improvement 4: National Highway 1, km 387+390: Carriageway Widening and Realignment [Not Proceeding] Traveling south, the highway passes through a series of curves before a short downhill grade of 5-6%, further curves and then enters a village. For local traffic traveling north out of the village, the uphill grade impacts on the performance of low powered heavily laden vehicles, such as Cong Nong, which slow to almost walking speed. Faster traffic overtakes these slow moving vehicles but there is insufficient sight distance to do so safely. Since 2000 there have been 11 accidents resulting in 15 deaths and 14 persons injured. The proposed solution involves improving the readability of the approach alignment with reflectorized road markings and delineation using guide posts and cats-eyes. Chevron boards will be installed for southbound traffic and rumble strips will be installed on the approaches. The shoulder for northbound traffic will be widened to allow the slow moving vehicles to travel outside the main traffic lanes as much as possible. Page 72 TDSI Preparation of Vietnam Road Safety Project Social Assessment Final Report 25/12/2004 66 A further option of localized realignment to ease the curves and improve the sight distances will also be considered depending on the results of the site survey, which should extend from the southbound approach straight through the reverse curves to the village. Social Assessment : neutral Improvement 5: National Highway 1, km 419+500: Alignment Problem Although this location was not on the list of blackspots supplied, a small temple had been erected at the site to acknowledge those who have been killed at this location. Local advice was that 14 deaths had occurred since 2000. The site is located on a series of curves with light industrial development, a truck park to one side and fields to the other. The key issues appear to be encroachment of the trucks and associated activities onto the carriageway, which reduces sight distance. This forces passing vehicles out, which squeezes traffic in the opposing direction and those using the narrow shoulders. The traffic speed and alignment compound these problems. Although the accident claims still require investigation, the site, which involves a series of shallow curves, is likely to be a suitable candidate for widening of the carriageway and additional curve warning signs, chevron boards and improved markings and delineation. Social Assessment: neutral Improvement 6: National Highway 1, km 452 to km 456: Improved Delineation Traveling north out of Vinh, the highway runs parallel to the railway on a raised formation with narrow (approximately 1.5m) shoulders that provide little protection for non- motorized users. Although not identified as a blackspot by RRMU 4, it is understood that the accident rate on this section is high. Given the high cost associated with widening the formation, it is proposed that this section be used to test the effectiveness of high level markings and delineation. This system will include reflectorized centerline, audio-tactile (vibraline) edgelines, reflectorized raised pavement markers on the centerline and edge lines and reflectorized plastic guide posts beyond the edge of the pavement. Social Assessment: positive Improvement 7: National Highway 1, km 456+300 to km 456+900: Curve Delineation Having been traveling on a relatively long flat straight section of rural road, vehicles traveling southbound to Vinh enter a series of reverse curves with a railway crossing located beyond the second curve. Traffic speeds are higher than desirable and forward sight distance through the curves to the railway crossing and any associated traffic queues is often limited by the opposing traffic stream. In order to cross the railway on the level, the super elevation on the second curve is minimal, which results in loss of control accidents. There have been 9 accidents involving 13 deaths and 14 persons injured at the site since 2000. Page 73 TDSI Preparation of Vietnam Road Safety Project Social Assessment Final Report 25/12/2004 67 The proposed treatment involves installing chevron boards and guardrail on the curves approaching the railway crossing as well as improved delineation and markings through the curves, and a threshold treatment involving rumble strips and the installation of larger warming signs at the edge of the development. Social Assessment: positive Improvement 8: National Road 51, km 5+250 to km 5+700: Major Intersection Improvement [Not Proceeding] Improvement 9: National Road 51, km 6+700: Major Intersection Improvement [Not Proceeding], and Improvement 10: National Road 51, km 10+500: Major Intersection Improvement [Not Proceeding]. Since 2000 there have been 22 accidents resulting in 8 deaths and 10 persons injured between km 5+250 and km 5+700, and although the team have not yet obtained accident data for sites 6+700 and 10+500, the sites are such that a coordinated approach should be adopted (although probably undertaken in successive years). In each case a non-priority road, which services schools, industrial or other high activity areas joins the main highway at an intersection surrounded by market activity. There are high volumes of traffic on the four lane median divided main road and significant turning volumes as well as random cross traffic. The narrow median provides little protection for turning vehicles, which must wait in the center of the intersection. The solution for these sites is to widen the intersection to form dedicated left turn bays and install traffic signals. Traffic signals are preferred over a roundabout due to the restricted corridor width at the site and its proximity to other intersections at which there are already traffic signals. Social Assessment: neutral Improvement 11: National Road 51 km 65: Major Intersection Improvement [Not Proceeding]. This site is the intersection of NR 51 and NR55 as well as servicing the Baria Commercial Center. The relatively new intersection is characterized by wide areas of pavement that allow vehicles to cross at random. As a result, drivers must be searching all possible approach paths to detect conflicting vehicles. With only 5 accidents resulting in 5 persons being injured in the past two years this intersection is not one of the most serious blackspots on the route, although traffic volumes are still relatively low. There is relatively little adjacent activity and improvements made now could be undertaken with minimal disruption. The intersection is typical of many along the route and would be a particularly good demonstration site. The proposed solution is a larger diameter roundabout. Page 74 TDSI Preparation of Vietnam Road Safety Project Social Assessment Final Report 25/12/2004 68 Social Assessment: neutral Improvement 12: National Highway 1, km 1992 to km 1993: Bridge Sight Distance Problem [Not Proceeding] . Improvement 13: National Highway 1, km 1997+700 to km 1998+100: Bridge Sight Distance Problem Improvement 14: National Highway 1, km 2000+400 to km 2000+700: Bridge Sight Distance Problem Improvement 15: National Highway 1, km 2010+400 to km 2010+600: Bridge Sight Distance Problem Each of these sites involves essentially the same problem - a narrow bridge with insufficient carriageway to accommodate non-motorized vehicles and slow motorized vehicles. In some cases there is a footpath on the bridge but this is usually narrow and requires a step up for access. As a consequence, the footpath cannot be used by those pushing heavily loaded bicycles. The bridges are often steeply graded, which increases the speed differential between different types of vehicles and at times means cyclists must walk in a limited space. The vertical profile of the hump-backed bridges severely limits the available sight distance. In each case the downstream alignment contains some unexpected feature such as a market or horizontal curve that is hidden from view by the bridge. The accidents at these sites since 1997 are shown in the table below. Location Accidents Deaths Injuries 1992 +000 to 1993 + 000 48 15 27 1997 + 700 to 1998 + 100 16 9 12 2000 + 400 to 2000 + 700 16 5 4 2024 + 800 to 2025 + 800 23 17 8 The ultimate solution would be to raise the approach formations to increase the forward sight distance over the bridges and to attach a suitable walking path to the outside of each bridge. Unfortunately this is likely to be prohibitively expensive and the money spent may well be better invested in a larger number of lower cost measures. Furthermore, it is possible that some of these issues may be addressed as part of the Mekong Transportation and Flood Protection Project. Rather than seeking to improve the alignment to match drivers’ speed expectations, the alternative is to seek to modify these expectations. One low cost technique commonly used in Viet Nam, is the installation of rumble strips. However, in most cases there is already a significant difference in level between the approach formation and the deck, which acts as a large speed bump. Despite this, there may also be some additional benefit of installing rumble strips as these are typically used to warn of approaching danger. In addition to adding rumble strips it is proposed to install over sized signs warning of approaching curves and market as appropriate. Page 75 TDSI Preparation of Vietnam Road Safety Project Social Assessment Final Report 25/12/2004 69 Social Assessment : positive Summary The summary results of the social screening analyses are given in the following table. It is important to note that all the proposed improvement will result in almost immediate positive social benefits through the reduction in accidents and their social consequences. There will potentially be some resettlement within the vicinity of six of the improvements but this is expected to be minor. Balanced against the long term social benefits these have been assessed as having neutral social impacts. Social Assessment Screening of Blackspot Improvements Improvement Assessment of Short-Term Environmental Impacts 1. Major Intersection Improvement Neutral 2. Curve Delineation and Protection Positive 3A. Intersection Improvements and Pavement Widening Positive 3B. Gateway Treatments Positive 4. Carriageway Widening and Realignment Neutral 5. Alignment Problem Neutral 6. Improved Delineation Positive 7. Curve Delineation Positive 8. Major Intersection Improvement Neutral 9. Major Intersection Improvement Neutral 10. Major Intersection Improvement Neutral 11. Major Intersection Improvement Neutral 12. Bridge Sight Distance Problem Positive 13. Bridge Sight Distance Problem Positive 14. Bridge Sight Distance Problem Positive 15. Bridge Sight Distance Problem Positive The overall conclusions of the screening analyses are as follows: · There are no improvements that were assessed as negative. · Seven of the fifteen proposed improvements may have neutral social impacts. · Eight should have positive social impacts. Page 76 TDSI Preparation of Vietnam Road Safety Project Social Assessment Final Report 25/12/ 2004 70 Annexure 3: Stakeholder Consultations 3.1 Initial Workshop Sofitel Metropole Hotel 28 November 2003 Agenda 08:00 Arrive and Tea 08:15 Welcome and Introductions Doan Thi Phin NZ Ambassador Malcolm McGoun 08:25 Workshop Purpose, Agenda and Arrangements Allan Kennaird 08:40 Overview of Road Safety in Vietnam and the National Program on Transport Safety Tran Quoc Tuyen 08:50 World Bank Transport Safety Strategy Review and the Vietnam Road Safety Project Allan Kennaird 09:00 The Assignment – Preparation of Phase 1 Allan Kennaird 09:15 Description of Initial Proposals for Each Component and Consultant’s Comment Allan Kennaird/John Kelly/Fergus Tate 10:00 Tea 10:20 Analysis and Monitoring Framework and Baseline Fergus Tate 11:00 Overview of Environmental and Social Issues and Mitigation Justine Bray/Kevin Rolfe 11:30 Lunch 12:30 Discussion on Environmental and Social Issues and Mitigation Justine Bray/Kevin Rolfe 13:30 Discussion on Blackspots and Safety Audit Fergus Tate 14:15 Discussion on National Road Accident Database and Analysis System Allan Kennaird 15:00 Tea 15:20 Discussion on Clinics and Schools Allan Kennaird 15:40 Discussion on Vehicle Inspection Allan Kennaird 16:00 Discussion on Driver Training, Testing and Licensing Allan Kennaird 16:20 Discussion on Road Safety Enforcement and Coordinated Education/Awareness John Kelly/Dave Cliff 17:00 Discussion on Strengthening NTSC Allan Kennaird 17:15 Next Steps and Close Allan Kennaird Page 77 TDSI Preparation of Vietnam Road Safety Project Social Assessment Final Report 25/12/ 2004 71 3.2 List of Invitees to Initial Workshop of VRSP, 28 November 2003 Organization Name 1 Opus Allan Kennaird 2 Opus Fergus Tate 3 Opus Justine Bray 4 Opus Kevin Rolfe 5 Opus John Kelly 6 Opus Dave Cliff 7 Opus Le Than 8 WB Simon Ellis 9 WB Mrs Phuong 10 NTSC Bui Huynh Long 11 MOT Dep-Prime Minister Pham The Minh 12 International Relations Department Pham Thanh Tung 13 PMU1 Nguyen Viet Dung 14 PID of MOT Ha Khac Hao 15 Nguyen Thanh Hang 16 Department of Legislation Phan Ba Hieu 17 Department of Transportation Than Van Thanh 18 Department of Science and Technology Tong Tran Tung 19 Science and Technology Institute Nguyen Xuan Dao 20 'Ban Duong' newspaper Pham Manh 21 Nguyen Duc Uong 22 Department of Planning and Investment Nguyen Trong Tin 23 Pham Van Minh 24 Department of International Affairs Nguyen Van Thach 25 PMU1 Nguyen Tran Dong 26 NTSC Pham Thi Lan Anh 27 MOP Vu Xuan Chieu 28 MOP Vu Manh Thang 29 MoET Tran Viet Thang 30 MoET Nguyen Van Son 31 MoET Le Thi Hong 32 MOH Pham Van Vung 33 MOH Pham Van Vung 34 VRA Phung Thi Hoa Page 78 TDSI Preparation of Vietnam Road Safety Project Social Assessment Final Report 25/12/ 2004 72 35 VRA Duong Ngoc Lan 36 VRA Tran Quoc Tuan 37 VR Trinh Ngoc Giao 38 VR Nguyen Hoai Anh 40 TDSI Nguyen Quang Bau 41 TDSI Doan Thi Phin 42 TDSI Tran Quoc Tuyen 43 TDSI Nguyen Thanh Phong 44 TDSI Le Van Dat 45 TDSI Le Do Muoi 46 TDSI Pham Tuan Anh 47 TDSI Le Minh Tuan 48 TDSI Thu Huong 49 TDSI Dinh Hong Van 50 Viet Nam Fatherland Front 51 Central Youth Union 52 Ministry of Justice 53 Ministry of National Defense 54 Municipal Traffic Safety Unit (Ha Noi) 55 Municipal Traffic Safety Unit (Ha Nam) 56 Municipal Traffic Safety Unit (Ninh Binh) 57 Municipal Traffic Safety Unit (Thanh Hoa) 58 Municipal Traffic Safety Unit (Nghe An) 59 Vietnam Railways Nguyen Huu Bang 60 Embassy of NZ Mr Martin Walsh 61 DFID Mr Simon Lucas 62 JICA Mr Nakano Tsutomo 63 NTSC Pham Cong Ha 64 Interpreter Mr Khanh 3.3 Locations of the March 2004 Public Consultation Public Consultation and Participation Corridor Wide Site Specific Location of Consultation Consultation Meetings Focus Group Meetings Key Informant Interviews Page 79 TDSI Preparation of Vietnam Road Safety Project Social Assessment Final Report 25/12/ 2004 73 Public Consultation and Participation Corridor Wide Site Specific Location of Consultation Consultation Meetings Focus Group Meetings Key Informant Interviews Demonstration Corridor 1 – Hanoi to Vinh Ha Nam Province \0c Thanh Hoa Province \0c NR 1, km 340+00 \0c \0c \0c NR 1, km 370+900 and 371+500 \0c \0c \0c Nghe An \0c NR 1, km 419+500 \0c \0c \0c NR 1, km 452 to km 456 \0c \0c \0c NR 1, km 456+300-456+900 \0c \0c \0c Demonstration Corridor 2 - Bien Hoa to Vung Tau Ba Ria Vung Tau Province \0c Dong Nai Province \0c Demonstration Corridor 3 - HCMC to Can Tho Long An Province \0c NR 1, km 1997+700 to km 1998+100 \0c \0c \0c NR 1, km 2000+400 to km 2000+700 \0c \0c \0c NR 1, km 2010+400 to km 2010+600 \0c \0c \0c Tien Giang \0c Vinh Long Province \0c 3.4 Reconnaissance Trips In addition to traveling the three demonstration corridors, a series of visits to transport authorities, traffic safety committees, regional road maintenance units, a vehicle testing centre, secondary and high schools, hospitals and a clinic, and a roadside police station were made over the seven days of reconnaissance trips. Below is a list of the fourteen meetings: · 24 November 2003, 9:50 – 11:30: Ninh Binh Transport Authority, 40 Le Dai Hahn, Ninh Binh · 24 November 2003, 13.30 - 14.00: Luong Van Tuy High School, Ninh Binh · 24 November 2003, 14:20 – 14:45: Vehicle Testing Centre at Thanh Binh District, Ninh Binh province · 24 November 2003, 14:50 – 16:30: Cau Yen Clinic, Hoa Lu District, Ninh Binh Page 80 TDSI Preparation of Vietnam Road Safety Project Social Assessment Final Report 25/12/ 2004 74 · 25 November 2003, 8:15 – 9:15: Thanh Hoa Transport Authority, Thanh Hoa · 25 November 2003, 9:30 – 10:15: Nghe An Transport Authority, Nghe An Province · 25 November 2003, 11:30 – 13:00: Thanh Hoa General Hospital, Thanh Hoa Province · 25 November 2003, 16:45 – 17:30: Phu Dien Traffic Police Station No. 5.1, National Highway 1 · 26 November 2003, 8:15 – 8:55: Regional Road Maintenance Unit No. 4, 58 Phan Dang Luu, Vinh City · 26 November 2003, 10:55 – 11:50: Le Loi Secondary School, Ninh Binh · 1 December 2003, 14:10 – 17:00: Regional Road Maintenance Unit 7, 296 Nguyen Van Dau Street, District 11, Ho Chi Minh City · 2 December 2003, 08:10 – 10:00: Ba Ria - Vung Tau Traffic Safety Committee · 2 December 2003, 15:50 – 17:10: Long An Traffic Safety Committee, Long An · 4 December 2003, 08:10 – 10:00: Cho Ray Hospital, Ho Chi Minh City Meeting minutes for the above are contained within the Annex of the Environmental Assessment. Page 81 TDSI Preparation of Vietnam Road Safety Project Social Assessment Final Report 25/12/ 2004 75 Annexure 4: References Asian Development Bank, Indigenous Peoples/ Ethnic Minorities and Poverty Reduction , Viet Nam, June 2002 Minot & Baulch, The Spatial Distribution of Poverty in Vietnam and the Potential for Targeting , Policy Research Working Paper 2829, April 2002 Baulch et al, Ethnic Minority Development in Vietnam: A Socioeconomic Perspective , May 2002 Centre for International Economics, Vietnam Poverty Analysis , 18 April 2002 Consulting Centre for Transport Development and Investment (CCTDI), The Study on Traffic Accidents in the Socialist Republic of Vietnam , Final Report, May 2003 Dang Nghiem Van, Indigenous Peoples in Viet Nam and their knowledge of biodiversity in traditional health care , in Biodiversity 3 (3), August 2002. Dang Nghiem Van et al, Ethnic Minorities in Vietnam , 2000 Government of Vietnam, PMU1, Overview of the Traffic Accident Database, 1998 Government of Vietnam, Statistical Yearbook 2002 , Statistical Publishing House 2002, Government of Vietnam, Vietnam Living Standard Survey 1997 , Statistical Publishing House, 2000 Ministry of Transport, VRA, PMU18 & Louis Berger Group, Road Network Improvement Project: Environmental & Social Assessments (various reports), 2003 Linh et al., Vietnam Profile on Traffic-Related Injury: Facts and Figures From Recent Studies and their Implications for Road Traffic Injury Policy , Road Traffic Injuries and Health Equity Conference, April 10-12, 2002 Ministry of Health, Cho Ray Hospital Final Report , 2001 Ministry of Transport, Study of Traffic Accidents in the Socialist Republic of Vietnam , May 2003 Opus International Consultants, Vietnam Road Safety Project: Draft Review of Components , Dec 2003. World Bank, Roads and the Environment, WTP376, November 1997 World Bank, Social Analysis Sourcebook: incorporating social dimensions into Bank-supported projects , August 7, 2002 World Bank, Country Assistance Strategy of the World Bank, September 16, 2002 World Bank Operational Manual, Operational Polices (various) Page 82 TDSI Preparation of Vietnam Road Safety Project Social Assessment Final Report 25/12/ 2004 76 wb12009 C:\Documents and Settings\WB12009\My Documents\Social Assessment - 12 November.doc 04/18/2005 12:36:00 PM Page 83 TDSI Preparation of Vietnam Road Safety Project Social Assessment Final Report 25/12/ 2004 77