Prepared by the People’s Committee of Ho Chi Minh City for the Asian Development Bank

Draft Environmental Impact Assessment

February 2012

VIE: Ho Chi Minh City Urban Mass Rapid Transit Line 2 - PFR 2 (Tham Luong Depot to Ben Thanh Station)

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CURRENCY EQUIVALENTS (as of 09 February 2012)

Currency unit – Viet Nam dong (VND)

VND1.00 = $ .0000476804

$1.00 = VND 20,973

ABBREVIATIONS

AC – alternating current

ADB – Asian Development Bank

AFC – automatic fare collection

Ag – silver

Al – aluminum

AQG – air quality guideline

As – arsenic

ATC – automated train control

bgs – below ground surface

BOD – biological oxygen demand

BSS – bulk supply substation

Ca – calcium

CAC – common air contaminants

CaCO – calcium carbonate

CBD – central business district

CBP – concrete batch plant

CBTC – communication based train control

Cd – cadmium

CEPT – Center for Environmental Protection in Transport

Cl – chloride

CO – carbon monoxide

CO2 – carbon dioxide

Co – cobalt

COD – chemical oxygen demand

CSC – construction supervision consultant

CTF – Clean Technology Fund

Cu – copper

CW – civil works

dB – decibels

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dB(A) – A-weighted decibels

DC – direct current

DCI – Department of Culture and Information

DMS – detailed measurement survey

DO – dissolved oxygen

DOC – HCMC’s Department of Construction

DONRE – HCMC’s Department of Natural Resources and Environment

DCI – HCMC’s Department of Culture and Information

EA – executing agency

EARF – environmental assessment and review framework

EC – electrical conductivity

EIA – environmental impact assessment

EIB – Eurpean Investment Bank

EIRR – economic internal rate of return

E&M – electrical and mechanical

EMP – environmental management plan

FCDI – financing charges during implementation

Fe – iron

FIRR – financial internal rate of return

FS – feasibility study

GDP – gross domestic product

GHG – greenhouse gas

GRC – grievance redress committee

GRM – grievance redress mechanism

GOV – Government of Viet Nam

HC – hydrocarbon

HCMC – Ho Chi Minh City

HCMC-PC – Ho Chi Minh City People’s Committee

HEPA – HCMC Environmental Protection Agency

HIV/AIDS – human immunodeficiency virus/acquired immune deficiency syndrome

Hg – mercury

H2S – hydrogen sulfide

HV – high voltage

HVAC – heating, ventilation and air-conditioning

IA – implementing agency

IEE – initial environmental examination

IUCN – International Union for Conservation of Nature

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K – potassium

KfW – Kreditanstalt für Wiederaufbau

L50 – level of sound exceeded for 50% of the monitoring period

Leq – time-averaged sound level (or equivalent sound level) over the measurement period

LEP – GOV’s Law on Environment Protection

Lmax – single highest sampled level of sound

LRT – light rail train system

MAUR – Municipal Authority for Urban Railways

MFF – multi-tranche financing facility

Mg – magnesium

Mn – manganese

MONRE – Ministry of Natural Resources and Environment

MOT – Ministry of Transport

MRT2 – mass rapit transit line 2

MV – medium voltage

N – nitrogen

Na – sodium

N/A – not applicable

NH3 – ammonia

NH4 + – ammonium

NO2 – ni trogen dioxide

NO2- – ni tr i te

NO3- – nitrate

NOx – nitrous oxides

O&M – operation and maintenance

P – phosphorous

PAH – project affected household

Pb – lead

PC – People’s Committee

PFR – periodic financing request

PM – paticulate matter

PM10 – particulate matter with diameter < 10 microns

PM2.5 – particulate matter with diameter < 2.5 microns

PMISC – project management and implementation support consultant

PMU2 – Project Management Unit 2

PPTA – project preparatory technical assistance

QCVN/TCVN – Vietnamese environmental quality standards

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RS – rolling stock

RP – resettlement plan

SIA – social impact assessment

SO2 – sulfur dioxide

SO3 – sulfite

SO4 – sufate

SPS 2009 – ADB’s Safeguard Policy Statement 2009

SR – sensitive receptor

SS – suspended solids

SSS – substation at station

SVOC – semi-volatile organic compound

TA – technical assistance

TBM – tunnel boring machine

TDS – total dissolved solids

THC – total hydrocarbons

TRICC – Transport Investment and Construction Consultancy Company

TSS – total suspended solids

TSS – traction substation

TSP – total suspended particulates

UDC – Urban Drainage Company

UXO – unexploded ordnance

VAT – value added tax

VND – Viet Nam dong

VOC – vehicle operating cost

VOC – volatile organic compound

VHV – very high voltage

WACC – weighted average cost of capital

WHO – World Health Organization

Zn – zinc

WEIGHTS AND MEASURES

< – less than

> – greater than

≥ – greater than or equal to

% – percent

°C – degree Celsius

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cm – centimeter

D – diameter

g/l – gram per liter

ha – hectare

kg – kilogram

km – kilometer

km2 – square kilometer

km/h – kilometer per hour

kV – kilovolt

I – liter

m – meter

m2 – square meter

m3 – cubic meter

mg – milligram

mg/l – milligram per liter

mg/m3 – milligram per cubic meter

mm – millimeter

m/s – meter per second

MPN/100 ml – most probable number per 100 milliter

m/s – meter per second

MW – megawatt

NTU – nephelometric turbidity unit

ppm – parts per million

µg – microgram

µg/ml – microgram per milliliter

µm – micron

µS/cm – micromhos per centimeter

V – volt

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NOTE

In this report, "$" refers to US dollars.

This environmental impact assessment is a document of the borrower. The views expressed herein do not necessarily represent those of ADB's Board of Directors, Management, or staff, and may be preliminary in nature.

In preparing any country program or strategy, financing any project, or by making any designation of or reference to a particular territory or geographic area in this document, the Asian Development Bank does not intend to make any judgments as to the legal or other status of any territory or area.

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CONTENTS

Page

I.  EXECUTIVE SUMMARY 14 

II.  INTRODUCTION 18 

A.  Preface of the EIA 18 B.  Background to the Project 19 C.  Project Justification 25 D.  Project Status 26 E.  Purpose of the EIA 26 

III.  LEGAL AND ADMINISTRATIVE FRAMEWORK 28 

A.  The Legal Framework for Environmental Management 28 B.  The Administrative Framework for Environmental Management in HCMC 29 C.  ADB Environmental Requirements 30 

IV.  DESCRIPTION OF THE PROJECT 31 

A.  Project Location 31 B.  Inter-Operability between HCMC Lines 1 and 2 32 C.  Engineering/Design Specifications 33 D.  Station Locations 43 E.  Station Construction 51 F.  Depot 51 G.  Depot Spur Line 54 H.  Power Supply 54 I.  Signaling 56 J.  Fare Collection and Ticketing 56 K.  Construction Program 57 L.  Drainage and Utilities 57 M.  Spoils Disposal during Construction 58 N.  Traffic Management during Construction 58 O.  Design Refinement 58 P.  Civil Works Contract Packaging 58 Q.  Service Operations and Maintenance 60 R.  Cost Estimate 64 S.  Economic and Financial Assessment 68 T.  Financial Analysis 75 U.  Project Implementation 77 

V.  DESCRIPTION OF THE ENVIRONMENT 79 

A.  Introduction 79 B.  Physical Environment 79 C.  Ecological Resources 104 D.  Air Quality 113 E.  Noise and Vibration 136 F.  Transportation and Traffic in Ho Chi Minh City 150 G.  Social Aspects and Cultural Resources 153 H.  Environmental Conditions at the Depot 157 

VI.  ANTICIPATED ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES 159 

A.  Construction-Related Facilities 159 

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B.  Tunnel and Underground Stations 160 C.  Viaduct and Transition Section 185 D.  Depot 198 E.  Greenhouse Gas Emissions 208 F.  Cumulative and Induced Impacts 209 

VII.  ANALYSIS OF ALTERNATIVES 212 

A.  Introduction 212 B.  Do-Nothing or Do-Minimum Option 212 C.  Alternative Options for HCMC 212 D.  Alternative Options for Route Alignment 212 E.  Alternative Options for Tunnel Construction 213 F.  Twin Tunnels versus Single Tunnel 214 G.  Alignment and Station Alternatives 215 

VIII.  INFORMATION DISCLOSURE, CONSULTATION, AND PARTICIPATION 224 

A.  Introduction 224 B.  Public Consultations (2007-2010) 224 C.  Information, Disclosure and Public Consultation for the EIA (2011) 227 D.  Project Implementation Stage 229 

IX.  GRIEVANCE REDRESS MECHANISM 231 

A.  Grievance Resolution – Contractor Level 231 B.  Grievance Resolution – Grievance Redress Committee Level 231 

X.  ENVIRONMENTAL MANAGEMENT PLAN 235 

A.  Environmental Mitigation Plans 236 B.  Environmental Monitoring Plans 311 C.  Responsibilities for EMP Implementation 323 D.  EMP Reporting 326 E.  Budget for EMP Implementation 326 F.  Institutional Strengthening and Capacity Building in MAUR 330 

XI.  CONCLUSION 336 

XII.  REFERENCES 337 

FIGURES Figure 2.1: Approved HCMC Transport Master Plan of the MRT Lines Figure 2.2: Revised HCMC Transport Master Plan Figure 4.1: MRT2 alignment plan Figure 4.2: Tunnel configuration Figure 4.3: Viaduct configuration Figure 4.4: Typical viaduct vross section showing large single ‘U’ Figure 4.5: Track layout Figure 4.6: Underground station layout – option 1 Figure 4.7: Underground station layout – option 2 Figure 4.8: Typical layout of an elevated station Figure 4.9: Conceptual design for Ben Thanh Station Figure 4.10: Tao Dan Station Figure 4.11: Dan Chu Station

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Figure 4.12: Bay Hien Station Figure 4.13: Ba Queo Station Figure 4.14: Depot site location plan Figure 4.15: Sketch of track layout and stations — initial project Figure 4.16: Sketch of track layout and stations — future situation Figure 4.17: Sketch of track layout and stations Figure 5.1: Location of hydrological survey stations in the vicinity of the spoils disposal site Figure 5.2: Hourly water levels recorded at Da Phuoc site, Nha Be and Phu An stations (6-9

Januatry 2012) Figure 5.3: Location of the January 2012 sampling stations for groundwater quality, surface

water quality and aquatic organisms in the vicinity of the spoils disposal site Figure 5.4: Types of habitats at the spoils disposal site Figure 5.5: Types of habitats surrounding the spoils disposal site Figure 5.6: Grass swamplands at the spoils disposal site Figure 5.7: Terrestrial grass species thriving at the spoil-covered areas at the disposal site Figure 5.8: Channel corridor at the spoils disposal site Figure 5.9: Wood swamplands at the spoils disposal site Figure 5.10: Annual Average PM10 Concentrations in HCMC compared to the WHO 2006

guidelines. (Source: Mehta, 2006) Figure 5.11: Air quality, noise and vibration sampling stations in the vicinity of Ben Thanh Station Figure 5.12: Air quality, noise and vibration sampling stations in the vicinity of Tao Dan Station Figure 5.13: Air quality, noise and vibration sampling stations in the vicinity of Dan Chu Station Figure 5.14: Air quality, noise and vibration sampling stations in the vicinity of Hoa Hung Station Figure 5.15: Air quality, noise and vibration sampling stations in the vicinity of Le Thi Rieng

Station Figure 5.16: Air quality, noise and vibration sampling stations in the vicinity of Pham Van Hai

Station Figure 5.17: Air quality, noise and vibration sampling stations in the vicinity of Bay Hien Station Figure 5.18: Air quality, noise and vibration sampling stations in the vicinity of Nguyen Hong Dao

Station Figure 5.19: Air quality, noise and vibration sampling stations in the vicinity of Ba Queo Station Figure 5.20: Air quality, noise and vibration sampling stations in the vicinity of Pham Van Bach

Station Figure 5.21: Air quality, noise and vibration sampling stations in the vicinity of Tan Binh Station Figure 5.22: Air quality, noise and vibration sampling stations in the vicinity of the Depot Figure 6.1: Cross-section of an elevated station design Figure 6.2: Noise shield attached to viaduct Figure 7.1: Cross-over Option 1 Figure 7.2: Cross-over Option 2 Figure 7.3: Cross-over Option 3 Figure 7.4: Double track access option to the Depot Figure 7.5: Depot layout options

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TABLES Table 2.1: Population forecasts Table 2.2: Employment forecasts Table 3.1: GOV environmental quality standards Table 4.1: Station chainage and depth Table 4.2: Summary of the project engineering components Table 4.3: Station location advantages and constraints Table 4.4: Possible stabling requirements for the depot Table 4.5: Rolling stock fleet size estimation for MRT2 Table 4.6: Service frequency (Time Interval Between trains) at the Various Time Horizons Table 4.7: Financial capital costs of MRT2 Ben Thanh - Tham Luong (million US$ at constant

first quarter 2008 prices) Table 4.8: Annual operating and maintenance cost estimates (million US$ at constant first

quarter 2008 prices Table 4.9: Daily passenger trips (thousands) from 2017-2036 Table 4.10: Expected impact over time of the project on travel in HCMC region Table 4.11: Historical growth of gross regional product in HCMC (% per annum) Table 4.12: Value of passenger time Table 4.13: User cost per passenger trip (US$) (2017-2036) Table 4.14: Project economic benefits (US$ million) Table 4.15: Economic analysis Table 4.16: Results of Sensitivity Tests Table 4.17: Project investment plan (US$ million) Table 4.18: Project level of subsidy: base case, and without bus reorganization Table 4.19: Project implementation schedule Table 5.1: Average monthly hours of sunlight in Ho Chi Minh City Table 5.2: Average monthly temperature in Ho Chi Minh City (oC) Table 5.3: Average monthly rainfall in Ho Chi Minh City (mm) Table 5.4: Average monthly Humidity in Ho Chi Minh City (%) Table 5.5: Surface Water Quality in the Project Area Table 5.6: Parameters and methods for surface water analysis Table 5.7: Surface water quality at the depot site in Tham Luong (NM-01) Table 5.8: Surface water quality at the depot site in Tham Luong (NM-02) Table 5.9: Surface water quality at Tham Luong Bridge (NM-03) Table 5.10: Location of surface water sampling stations in the vicinity of spoils disposal site

(January 2012) Table 5.11: Monthly maximum salinity of surface water at Nha Be station (2001-2010) Table 5.12: Surface water quality in the vicinity of the disposal site (January 2012) Table 5.13: Reserved fresh water potential of aquifers in HCMC Table 5.14: Results of groundwater quality monitoring (HEPA 2007) Table 5.15: Results of groundwater quality sampling (25 May 2011) Table 5.16: Results of groundwater quality sampling (26 May 2011) Table 5.17: Location of groundwater quality sampling stations within and in the vicinity of spoils

disposal site (January 2012) Table 5.18: Groundwater quality within and in the vicinity of the spoils disposal site (January

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2012) Table 5.19: Estimated area of habitat types and land uses at the disposal site Table 5.20: Location of sampling stations for aquatic organisms (plankton and benthos) in the

vicinity of spoils disposal site (January 2012) Table 5.21. Species composition of aquatic organisms in the project area Table 5.22: WHO 2006 Air Quality Guidelines (PM10 and PM2.5) Table 5.23: Concentration of air pollutants at major road junctions in Ho Chi Minh City - 2000 -

2007 Table 5.24: Air quality sampling locations along MRT Line 2 (GOV EIA 2008) Table 5.25: Results of ambient air quality sampling in the project area (GOV EIA, 2008) Table 5.26: Results of air quality monitoring along MRT2 (MVA EIA, 2008) Table 5.27: Results of daytime air quality monitoring (PPTA EIA, 2011) Table 5.28: Results of evening air quality monitoring (PPTA EIA, 2011) Table 5.29: Average noise levels in the project area (2008) Table 5.30: Results of noise level monitoring (MVA EIA, 2008) Table 5.31: Noise measurements conducted in 2011 Table 5.32: TCVN 6962-2001- Vibration emitted by construction works - maximum permitted

levels in the environment of public and residential areas (dBA) Table 5.33: Average vibration level in the project area (GOV EIA, 2008) Table 5.34: Summarized results of vibration monitoring in the project area (MVA EIA, 2008) Table 5.35: Results of vibration monitoring in the project area (PPTA EIA, 2011) Table 5.36: Average hourly volumes of vehicles in the project area (quantity/hour) Table 5.37: Population and population density in 2006 within the project area Table 6.1: Forecasted noise from construction equipment Table 6.2. Estimated noise levels from construction equipment Table 6.3: Estimated noise levels from construction equipment Table 6.4: Forecasted levels of cumulative vibration by construction equipment Table 6.5: Expected construction noise levels for the viaduct section Table 6.6: Forecast of operational stage train noise without mitigation Table 6.7: Expected train noise levels with the noise shield Table 6.8: Forecast of vibration levels caused by construction equipment Table 6.9: Anticipated construction equipment noise levels at the Depot Table 6.10: Estimated project GHG emissions (CO2 equivalent/yr) by year 2030 Table 7.1: Cut and cover versus TBM Table 7.2: Technical specifications of the tunnel alternatives Table 7.3 Calculated rates of settlement for the two tunnel options Table 7.4: Option analysis for the crossovers Table 7.5: Depot option analysis Table 8.1: Framework for public involvement and disclosure during pre- construction,

construction and operation Table 10.1: Environmental mitigation plan for the depot Table 10.2: Environmental mitigation plan for the viaduct and transition sections Table 10.3: Environmental mitigation plan for the tunnel Table 10.4: Environmental effects monitoring plan for the depot Table 10.5: Environmental effects monitoring plan for the viaduct and transition sections

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Table 10.6: Environmental effects monitoring plan for the tunnel and underground stations Table 10.7: Land Subsidence and Settlement Monitoring along the Underground Section (Pre-

Construction and Construction Stages) Table 10.8: Pumping test at the underground section in the pre-construction or early

construction stages Table 10.9: EMP implementation responsibilities by key donors, project implementers, and

agencies Table 10.10: Cost estimates for environmental effects monitoring Table 10.11: Cost estimates for external environmental monitoring expert Table 10.12: Cost estimates for environmental training Table 10.13: EMP budget estimate

APPENDICES Appendix 1: DONRE approval of the Da Phuoc spoils disposal site (2008) Appendix 2: Registered water wells within 100 m of the MRT2 alignment (2011) Appendix 3: List of flora and fauna species recorded at the spoils disposal site (2011) Appendix 4: Photographs of MRT2 alignment Appendix 5: Results of publlic consultation questionnaire surveys and list of participants Appendix 6: Semi-annual environmental monitoring report outline Appendix 7: Site environmental compliance inspection and monitoring form Appendix 8: Terms of reference for the external environmental monitoring expert

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I. EXECUTIVE SUMMARY

1. The Government of Vietnam (GOV) has identified transport, and in particular public transport, as key investment and development area for the next 10 to 20 years. For this, accelerated infrastructure development is needed to support economic activities of the private sector, which in the past decade and a half have been the engine of rapid growth and job creation. The Government gives a high priority to shaping the future urban transport system of Ho Chi Minh City (HCMC), as an economic initiative that is expected to account for 40% of national GDP in 2010. Reflecting a desire to pre-empt problems that rapid socio-economic development and income improvements are known to bring, the HCMC urban transport master plan targets a system (6 metro lines; 2 monorails; 1 tramway in the urban area; four suburban rail and 2 LRT lines in addition to improving and reorganizing the bus service) in which public transport would carry a 40-45% share of the travel demand in greater HCMC.

2. The Ho Chi Minh City People's Committee (HCMC-PC) had very limited alternatives to improve the city’s transportation modes and facilities in face of growing numbers of motorcycles and cars: either try to widen existing roads or improve the public transport system by building six urban rail lines; two monorails and a central business district (CBD) tramway. The option to improve road corridors was not a viable alternative. The do-nothing or do-minimum option would result in the continued deterioration of the urban environment, particularly in terms of air quality and acoustic quality.

3. The HCMC-PC of the Government of the Socialist Republic of Viet Nam has requested the Asian Development Bank (ADB) to provide a multi-tranche financing facility (MFF) to facilitate investments to support the implementation of the proposed HCMC mass rapid transit system. ADB has provided technical assistance (TA) 4862 and 7343 to study the feasibility of HCMC Mass Rapid Transit Line 2 (MRT2). The MRT2 includes 10.4 km of rapid transit railway line, 11 stations and a depot to serve line 2 and eventually Line 6. The executing agency (EA) for MRT2 is HCMCPC and the implementing agency (IA) will be the Municipal Authority for Urban Railways (MAUR). MAUR was created in 2007 and the MRT2 will be the first of the metro projects to be financed through ADB.

4. The MFF for MRT2 will be implemented in two tranches and will be co-financed by ADB, Kreditanstalt für Wiederaufbau (KfW) and European Investment Bank (EIB). ADB is providing two loans (Tranche 1: $40 million and Tranche 2: $540 million). During project preparation, it was agreed with MAUR and the co-financiers that the requirements of ADB’s Safeguard Policy Statement 2009 (SPS 2009) will be applied for the entire Project and this will also satisfy the environmental requirements of KfW and EIB.

5. The MRT2 Project has a total distance of 11.3 kilometers. It includes approximately 9.5 km underground and 2.53 km elevated sections with a total of 11 stations. A spur-line of 1.1 kilometers connects the main line to a 22-hectare depot complex in Tham Luong. From Tham Luong, MRT2 will be elevated, along the median of Truong Chinh until it reaches the vicinity of Tan Son Nhat airport. A transition section will take it underground just before the intersection with Pham Van Bach. Between Pham Van Bach and the end of the line it will be underground. The underground stations, the garage/turnaround facilities at Ben Thanh and the transition section will be constructed using cut and cover construction method. Between the stations the line will be bored using twin tunnel boring machines (TBM). For the MRT2 project, it is proposed that the works will be split into four main contract packages: (1) tunnel construction, (2) underground station construction, (3) viaduct and depot, and (4) all required electrical and mechanical works.

6. Bio-physical environmental baseline studies in 2008 contributed to a GOV environmental impact assessment (GOV EIA 2008) which received approval in 2009 with four conditions bearing on further environmental assessment studies. Additional monitoring and public consultation works were conducted by the GOV and the PPTA consultant MVA Asia Limited for the EIA (MVA EIA 2008) which

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was submitted to ADB in 2009. This EIA did not conform to ADB’s Safeguard Policy Statement 2009 (ADB’s SPS 2009) requirements. During loan processing of the MFF, an initial environmental examination (IEE) was prepared based on ADB SPS for tranche 1 component (i.e., office buildings and advance enabling works such as site filling, internal access roads, drainage, security fencing, and guard houses within a 3.4 ha area of the 25-hectare depot). An environmental assessment and review framework (EARF) was also prepared for the ensuing tranche 2. This EIA covers the main depot works, track and stations for MRT2 as well as the spoils disposal disposal site.

7. Air quality, noise and vibration measurements were conducted along the project alignment in 2008 and 2011. Results from the monitoring periods show that dust levels or total suspended particulates (TSP) exceed the GOV standards. TSP is 1.5 to 2.7 times higher than the GOV standards and that carbon monoxide (CO) and nitrogen dioxide (NO2), although within the permissible limits, have been increasing over the past five years. Noise levels are consistently in excess of GOV standards during the monitoring periods. Vibration levels, however, are within the standard. Surface water sampling in 2008 showed all samples collected at Tham Luong Canal, the only surface water on the project, was highly polluted. The canal will be bridged by clear span viaduct therefore no further sampling was carried out in 2011.

8. All the identified hydrogeological environmental impacts are related to the underground section. Most of the impacts will occur during the construction stage. Some of the impacts can be lessened by mitigation measures taking place in the pre-construction stage. Most of the impacts can be mitigated by appropriate engineering applications. Potential impacts to groundwater at the spoils disposal site are not anticipated to be significant since the excavated soil and tunneling additives (bentonite and cement) to be used are not considered toxic to the environment. The alkaline nature of the spoils will also be readily neutralized at the disposal site due to the presence of saline conditions in the surrounding environment. No significant permanent negative impact on groundwater is likely to occur due to the project.

9. There are no natural ecosystems along the MRT2 alignment. The locality is heavily populated and land uses along the alignment are commercial and residential. Vegetation occurs at parks along the alignment and trees planted on the sidewalk. Approximately 115 trees may be lost, of which, 86 or more are found on the median of Troung Chinh road. All trees will be replaced. Excavation spoils from tunnel works will be deposited to an existing 40-ha spoils disposal site in Da Phuoc commune, Binh Chanh District, HCMC. The site is owned by the Urban Drainage Company (UDC) of HCMC’s Department of Transportation. The EIA for the disposal site was approved by HCMC’s Department of Natural Resources and Environment (DONRE) in January 2008 (Appendix 1). To date, the site has been used as disposal site for canal dredging and sewer projects in HCMC. Prior to its use as a disposal site, the area was utilized for rice cultivation and aquaculture ponds. Based on field investigation conducted in 2011, the area is now dominated by various grass species and it was confirmed that there are no rare, threatened or endangered species of flora and fauna in the area. No significant adverse ecological impacts are likely to occur due to proposed spoils disposal for MRT2.

10. The construction works, particularly at the cut-and-cover stations, will have major negative impacts on traffic flows and public pedestrian access. The most severe effects will occur at the stations along Cach Mang Thang (with only two lanes) during removal of structures on the first side of the road (200 meters). Construction equipment will completely block-off one lane for approximately 2 weeks. Once the buildings are removed the vacant area can be prepared to receive traffic, so that two lanes can be re-established, while the structures on the other side are removed and underground construction commences. However, excavation of the stations once the buildings are removed will still create bottlenecks and impede traffic flow. It is expected that the contractor will excavate only 3 stations at a time, this will help alleviate traffic concerns. Major traffic diversions will be required, which may affect roads and areas well beyond the MRT2 corridor itself, and must, therefore, be planned on a city

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wide basis.

11. Along with other metro lines to be constructed in HCMC, the Project’s contribution to cumulative impacts will result in positive long-term benefits in urban air quality, public health, safety, and travel time savings. The metro lines will provide fast, frequent and convenient rapid transit service. These will provide an added transportation alternative, facilitate economic growth and development and enhance connectivity to the wider transit network for residents and businesses in HCMC. By increasing overall transit capacity and providing a viable transportation option versus single occupancy vehicles, the metros will reduce the use of personal vehicles, increase the transit mode share and will contribute to community re-development through the stimulation of future concentrated and mixed land use, as well as a positive business environment. The metros will contribute to environmental sustainability initiatives by reducing regional car trips and the need to expand the existing road network, thereby preserving community livability and green space, encouraging pedestrian and bicycle traffic along the corridor and reducing greenhouse gas (GHG) emissions.

12. No adverse residual effects to human health will occur as a result of MRT2 construction or operation. While exposure to elevated noise levels, fugitive dust and gaseous emissions will occur in proximity to project work sites during construction, due to their short-term, localized nature, these effects are expected to be minor. Project operations will benefit the general public by contributing to the long-term improvement of air quality in the locality. By providing a viable alternative to the use of private vehicles, it will also reduce the future number of vehicles compared to the business-as-usual case, relieve traffic congestion, and improve community livability. The extension to An Suong, site of a major bus depot, (Phase 2, not part of current MRT2 scope) will provide improved air quality improvements as it will displace many buses traveling into town.

13. The MRT2 is scheduled for completion in 2016 and operation in 2017. Prior to opening of the MRT, line bus routes will be restructured under the Clean Technology Fund (CTF) financed project (loan approval 2013) to provide complimentary transport services. The CTF project will plan and develop re-routing existing of bus services and provision of feeder bus services to key MRT stations, in particular, connecting outer areas of the city. Fundamental to the success of bus/MRT integration will be design and implementation of good interchanges at MRT stations, which will be designed and implemented under the CTF funded project. These may range from: suitability sized pick-up and drop-off facilities, public space for buses, minibuses and taxis, park and ride for cars and catering in particular for motorcycles, as well as improved pedestrian accessibility to adjoining communities. The CTF funded project will also support policy and regulatory measures needed to encourage public transport usage and discourage private vehicle usage within central HCMC.

14. Induced impacts are identified for the Project due its future extension which will create impacts particularly to current and future land-use development. Land use is expected to change in and around the stations (new or re-modeled residential/commercial and service facilities) and the depot, in particular, re-development around the interchange stations. These will result in positive community and economic benefits to HCMC.

15. Based on the project tendering program, the EMP details the measures to ameliorate construction-related negative impacts during pre-construction, construction and operational activities at the depot, viaduct and tunnel sections. Therefore, the EMP tables can be lifted and inserted in the tender packages prior to advertising. Environmental effects monitoring and project performance monitoring will be undertaken to ensure due diligence is met over the project stages. Based on the EIA monitoring data, and to remain consistent and to verify results, GOV sampling and monitoring standards will be followed. Monitoring responsibilities and reporting have been identified in the EMP. Being an environmental category A project, HCMC-PC/MAUR shall engage and retain a qualified and experienced external expert to verify the environmental monitoring information submitted to ADB. This

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is required under ADB’s SPS. The terms of reference and a budget estimate has been prepared for external monitoring.

16. Public consultations and disclosure have been conducted in 2008 and 2011. Main concerns in all the sessions have identified air and noise quality concerns, vibration from trains in the operational stage and issues on traffic and accessibility. There is overwhelming support for the project at all the meetings. During the public consultation for the spoils disposal site in Da Phuoc commune, issues raised by local communities on disposal activities pertain to traffic congestion, damage to access roads, groundwater contamination as well as dust and odor emissions. These concerns were all considered in the EIA and appropriate mitigation measures have been included in the EMP to ensure that negative impacts will be avoided or minimized. MAUR has committed to develop and follow a multi-media approach to inform government and the public on the project as soon as tendering takes place. A grievance redress mechanism (GRM) has also been developed for the Project to provide a framework for resolving complaints at the project level as well as beyond the project (i.e., involving relevant government offices such as Commune People's Committee and District People’s Committee using the existing judicial or administrative remedies)

17. The economic assessment covers seven years of project preparation and construction (2010-2016) followed by a 20 year benefit period for a total of 27 years (2010-2036). Benefits and costs are in 2009 constant prices. The main economic benefits derive from savings in travel time and vehicle operating costs. Other benefits derive from saving in bus capital expenditure, reduced road maintenance, carbon dioxide emission reduction, and improved public transport reliability. The project’s economic internal rate of return (EIRR) is calculated to be 10.71% and economic net present value discounted at 12% is $ 20.44 million. The financial analysis is based on a project cost estimate of $1,374.5 million, including $232 million in physical and price contingencies and $111.1 million in financial charges. Based on the demand forecasts presented earlier, the post-tax financial internal rate of return (FIRR) is calculated to be 3.33% and the project is estimated to require a subsidy of US $791 million equivalent.

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II. INTRODUCTION

A. Preface of the EIA

18. The Project is part of the over-all Government strategy of providing a sustainable public transport system for HCMC where demand from the commuting public is projected to increase over the years. MRT2 is an 11.3 km metro line which will run from Tham Luong in the northwestern part of the city to Ben Thanh Market at the city center. The MFF for MRT2 will be implemented in two tranches and will be co-financed by ADB, KfW and EIB. During project preparation, it was agreed with MAUR and the co-financiers that the requirements of ADB’s Safeguard Policy Statement 2009 will be applied for the entire Project and this will also satisfy the environmental requirements of KfW and EIB.

19. The GOV EIA was approved in 2009. During processing of the MFF and tranche 1 (depot office buildings and advance enabling works), an IEE consistent with ADB’s SPS 2009 was prepared by HCMCPC and cleared by ADB in 2010. Due to the expected significant negative impacts of constructing the tranche 2 components (main works) of MRT2, ADB has categorized the project as environment category A for which an EIA is required. This EIA (PPTA EIA) adheres to SPS 2009 and builds upon the GOV EIA (2008) as well as the MVA EIA (2008) prepared under ADB TA 4862. A Social Impact Assessment (SIA) was also conducted in 2008 under ADB TA 4862.

20. Environmental assessments have been carried out for HCMC MRT2 in ADB TA 4862 VIE following ADB Environment Policy 2002 (MVA EIA 2008). In addition, MAUR engaged local consultants to conduct an environmental assessment following the Viet Nam Law on Environmental Protection (2006) and G0V environmental assessment regulations and guidelines. However both of the environmental assessments were concluded before the requirements of ADB's SPS 2009 became effective. The two earlier environmental assessments have broad similarities in terms of their objectives and approaches but they differ significantly in their content and neither environmental assessment meets the requirements for an EIA under ADB's SPS 2009.

1. Vietnamese Environmental Impact Assessment

21. The Vietnamese Environmental Impact Assessment report (GOV EIA) submitted by MAUR to the Department of Natural Resources and Environment (DONRE) and the HCMCPC and received approval from DONRE in May 2009. DONRE approved the Project under delegated powers from MONRE. Four clauses were attached as conditions of the approval as follows:

22. Clause 1 describes the project and is broadly correct but there are revisions to the design that are pending. DONRE must be informed of any changes to the assumptions that were reported in the approved GOV EIA.

23. Clause 2 requires that the "owner" must implement the mitigation measures in the GOV EIA construction phase and also mentions several standards (TCVN) to be met in the operational stages but in some cases these standards are not those used in the assessment section of the GOV EIA since most of the standards have been updated after the EIA was completed. Additional requirements are included to cover sewage disposal, drainage, waste disposal, fire and emergencies, and an environmental management program. These requirements are covered herein in the environmental ma nagement plan (EMP).

24. Clause 3 requires that the progress on matters in Clause 2 is reported to the "state managing authorities" (DONRE).

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25. Clause 4 requires that the DONRE must be informed of any changes to the assumptions reported in the approved EIA, that these changes are reported in a statement to DONRE and that the changes cannot be implemented until DONRE has approved or accepted the statement. Therefore, DONRE must be informed of the changes so far and further fine tuning at the detailed design stage. At this stage DONRE have indicated that they will use such a report to decide if there are a lot of changes to the assumptions, if a complete resubmission of the GOV EIA is necessary, if the GOV EIA as already approved can be amended or if there is a need for a supplementary EIA for the sections with changes.

2. ADB Environmental Assessment Documentation of MRT2

26. During implementation of TA–7343 VIE, ADB reviewed the draft EIA (MVA 2008) prepared under TA 4862-VIE and provided extensive comments (ADB EIA comments, 2009) on the deficiencies and provided guidance on the required environmental data that would meet the environmental assessment requirements for Category A based on ADB’s Environment Policy 2002. However, after ADB’s SPS 2009 became effective in January 2010, MAUR was advised by ADB that the EIA for tranche 2 should comply with the new safeguards policy.

B. Background to the Project

27. An improved urban transport network is vital to meet the growing travel demand in HCMC. Convenient and efficient accessibility to employment, education and public services and goods access is vital to the economic development of HCMC.

28. Development of public transport modes such as the MRT network will help to mitigate the pressures from the growing private transport demand. If current trends are not offset by better transport infrastructure and public transport systems, HCMC will face congestion, road safety, and air pollution difficulties similar to those in other large Asian cities such as Bangkok, Beijing, Manila, and Jakarta.

29. Reflecting a desire to pre-empt vehicle growth and traffic problems that rapid socio-economic development and income improvements bring, the HCMC urban transport master plan strives to develop a transport system in which public transport would carry a 40-45% share of the travel demand in greater HCMC.

1. HCMC Master Plan

30. A Transport Network Master plan for HCMC was approved by the Prime Minister in January 2007. This plan is part of the recommendations for future transport development of the city, which envisage very high priority for public transport development. Modal share of travel in urban areas by public transport is targeted to be 40-50% by year 2025, compared with only around 5% today, and development of an urban rail network is seen as the backbone to achieve this.

31. The transport plan features a network of urban rail lines as shown on Figure 2.1. The urban rail network comprises 6 metro rail lines with a total length of 109 km, as well as two monorail routes, and a tramway.

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Figure 2.1: Approved HCMC Transport Master Plan of the MRT Lines

32. Four priority MRT lines are identified on this plan:

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Line 1: Ben Thanh-Suoi Tien, 19.7 km (shown in yellow on the Figure 2.1)

Line 2: Tham Luong-Ben Thanh, 11.3 km, with planned extension across the river to Thu Thiem (red)

Line 3: Mien Dong-Phu Lam, 13km, with planned northern extension (dark blue)

Line 4: Nga Sau Go Vap-Khanh Hoi, 11.3 km, with planned extensions in both directions (green).

33. The other urban rail lines on the master plan are understood to have secondary priority:

Line 5: a northern inner semi-loop line (purple)

Line 6: a north-south section in the western suburbs (brown)

Southern Monorail: through Districts 7 and 2 along Van Linh Parkway (grey)

Northern Monorail: feeder service to Line 4 (grey)

Tramway: along riverfront south of CBD (black)

34. Four suburban train operating services are proposed in the master plan, where suburban trains operate together with long distance trains along existing VNR corridors (shown in light blue on the Figure), as follows:

Hoa Hung-Bien Hoa-Xuan Loc: 17km (on Trang Bom-Hoa Hung section under North-South Railway)

Hoa Hung-Phu My: 50 km (under HCMC-Vung Tau Railway)

Hoa Hung-Chon Thanh: 81.5 km (under HCMC-Loc Ninh Railway)

Hoa Hung-My Tho: 70 km (under HCMC-My Tho-Can Tho Railway).

35. Two further high-speed "LRT" lines are proposed to serve the development of new urban centres, industrial zones and new international airport, namely:

Tan Thoi Hiep (near north-west corner of proposed Western Ring Railway) to Trang Bang (just beyond Cu Chi District in Tay Ninh Province). This line would be 33 km long, and is eventually planned to extend further to Moc Bai on the Cambodian border

Thu Thiem-Nhon Trach-Long Thanh International Airport line is 56 km long (serving the new urban area and airport).

2. Recommended Modifications to HCMC Transport Master Plan

36. As with any such plan, the Transport Network Master Plan provides a basis for future planning, but it must also be regarded as a "fluid" plan which is constantly under review as situations and policies change and develop. A number of changes were recommended to create an Optimized Master Plan:

To extend Line 1 westward onto the current Line 3 alignment

The remaining eastern section of Line 3 would then be relocated northwards

Line 3 (to be renamed Line 3A) would be realigned as an extension to the southwest of Line 1

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A new Line 3B is created running parallel to the northwest of the former Line 3 and across Line 2

Extend Line 2 northwards to An Suong bus terminal (about 3.7 km), in order to provide important interchange with buses and future regional rail

Realign Line 4 central section to bypass Ben Thanh market and run along the river instead -this improves station distribution in District 1, and simplifies the interchange station at Ben Thanh

Line 5 realigned as an MRT circular line, completing the "missing link" and taking over the proposed southern monorail with mass transit

Extend and connect all lines radially outwards to connect with the future regional railways services

Extend the planned tramway northwards to interchange with the new Line 3B, and to improve catchment in the CBD.

37. Whilst the recommendations in the Optimised MRT Master Plan were proposed to the Ministry of Construction, only some elements have to date been put forward for formal approval by the Prime Minister. The main proposal to be adopted is the extension of Line 1 onto Line 3A, but leaving the "old" eastern section of Line 3 (confusingly now also called "Line 3B") as per the original master plan.

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Figure 2.2: Revised HCMC Transport Master Plan

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3. Transport Demand Forecasts

38. Travel demand forecasts for HCMC, including the whole MRT network, were prepared during the early stages of the TA 4862 study. A network based multi-modal forecasting model was developed and calibrated to a base year of 2007, and forecasts were derived for design years of 2015 (tentative opening for Line 2) and 2025 (assumed completion of full MRT master plan). It is noted that these are "notional" design years since actual dates for expected opening of the various lines may change.

39. Transport forecasts were prepared using a state-of-the-art, 4-stage, multi-modal forecasting model based on the CUBE Voyager software. The model coverage included the whole of the greater HCMC area together with parts of the adjoining Dong Nai, Binh Duong and Long An provinces. Fares for all lines were assumed to be VND 4,000 per boarding at 2007 prices (i.e. adjusted for future years in line with inflation), which is based on comparison with bus fares, allowing for the higher comfort, reliability and convenience of MRT.

40. In order to reflect the Government policy objectives, forecasting assumptions and inputs for the models were set accordingly, reflecting the major policy and other measures which may be required in future. On this basis the model predicts 44% of trips at year 2025 by public transport to, and from within the MRT network area the transport demand model covered the whole of HCMC, including surrounding provinces.

41. Within this area, the planned MRT network will cover just the central part of the city, roughly that area bounded by Ring Road No 2. For the purpose of this study, this central area covered by the MRT network is referred to as the "Metro Area". It is useful to review the existing and forecast populations within these areas as shown in Table 2.1. Similar figures for employment forecasts are shown in Table 2.2.

Table 2.1: Population forecasts Region Population (millions)

2007 2015 2025

HCMC "Metro Area" 4.3 4.7 5.2

0uter Areas of HCMC 2.3 3.3 4.7

T0TAL 6.6 8.0 9.9

Source: MVA Final Report

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Table 2.2: Employment forecasts Region Employment (millions)

2007 2015 2025

HCMC "Metro Area" 2.2 2.8 3.7

0uter Areas of HCMC 0.8 1.2 1.7

T0TAL 3.0 4.0 5.4

Source: MVA Final Report

42. The figures provided in the above tables provide some important indicators for transport issues:

The MRT network covers an area occupied by just over half of the city residents (59% in 2015, reducing to 52% in 2025). 0f this population, only a portion will be within close catchment of an MRT station.

Whilst population in the Metro area is forecast to increase by only 21% between 2007 and 2025, population in the outer areas will more than double.

Conversely, employment in the Metro area is forecast to increase by 68% between 2007 and 2025

43. Thus there will be a huge increase in commuting demand over the years, for residents living in outer areas of the city with workplaces in the Metro areas. This clearly highlights the need for other public transport systems - i.e. buses to serve the outer areas and to connect with the MRT network.

C. Project Justification

44. Despite the recent improvements to the bus system and increases in bus network patronage, the current share of total motorized trips by public transport is still extremely low for a major international city, at less than 5%. The vast majority of trips are made by motorcycle. Car and taxi trips, whilst still a tiny proportion of the total, are increasing fast, and roads are rapidly becoming congested and dangerous due to the mix of traffic and pedestrians.

45. In 2007, private vehicles represented an abnormally high proportion (93%) of total journeys (19.1 million non-pedestrian journeys per day), broken down between motorcycles 78%, cars 1.2%, and bicycles 14%. Historically, car ownership has been lower than in comparable economies in the region. With continued growth of the economy expected in the medium term, there is significant potential for household incomes to rise, enabling many more families to be able to afford to purchase cars (particularly as on 1 May 2006 the Government again allowed used cars to be imported, a move that is expected to lead to fall in prices). Between 2004 and 2007, motorcycle ownership in Ho Chi Minh Province has grown at an annual rate of 8.4% to almost 3.1 million motorcycles. Private car ownership has increased even faster, at 20.7% per year to more than 200,000 vehicles and total car numbers (including taxis, other non-private owners) have grown to almost 400,000.

46. If current trends are not offset by better transport infrastructure and public transport systems, HCMC will face congestion, road safety, and air pollution difficulties similar to those in other large Asian cities such as Bangkok, Beijing, Manila, and Jakarta. The goal of HCMC-PC is to raise the share of public transport to carry 25% of all daily motorized trips by 2010 and 50% by 2020

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47. The HCMC MRT 2, by avoiding congestion problems, appears to be an excellent alternative for public transport. The construction of the HCMC MRT2 will offer a more equitable access to transport choices for passengers wishing to access employment, education or commercial facilities.

48. Development of a new high capacity, high frequency public transport system has the potential to cater for existing and future passenger demand and will relieve congestion on the road corridor and the existing public transport network. In addition, this form of public transport will significantly benefit the environment. The MRT2 will reduce the future numbers of cars, buses and motor bikes in favour of this mode of transport which will reduce GHG emissions and ameliorate negative climate change conditions. The project will therefore be of benefit to the population in the project area and to HCMC.

D. Project Status

49. Under TA 4862-VIE a number of the planning and functional design studies, including the EIA. were completed that established the project alignment and resolved issues as to the location of the transition zone. In addition two feasibility studies were carried out, one under TA 4862 and the final under TA 7343-VIE.

50. The "functional design" (i.e., design needed to prepare design-build bid documents) contract has been awarded in January 2012 and commenced in February 2012. Bids for construction packages are expected to be prequalified in September 2012 and bidding in January 2013. Some of the aspects that will be dealt with by the functional design consultant to set some parameters or guidelines for the design-build criteria, as well as to have a "baseline approach case” when evaluating bids are: (i) spoil disposal design and transport options, (ii) re-vegetation plans, and (iii) location of construction-related facilities such as casting yard). Ultimately, along with traffic management plans, it is up to the contractors to do the detailed design of the abovementioned aspects, to submit for approval and to implement.

E. Purpose of the EIA

51. The overall purpose of this EIA is to meet the requirements of ADB under SPS (2009) and address the following:

(i) Project location, components, activities and scope.

(ii) Information distribution and Public consultation activities and results,

(iii) Assessment scope and spatial and temporal boundaries.

(iv) Project setting and characteristics.

(v) Impact assessment methodology.

(vi) Grievance redress mechanism

(vii) Project alternatives

(viii) Environmental effects of the Project, including, but not necessarily limited to, effects on:

Geophysical environment;

Land use;

Arboricultural resources;

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Socio-economic and socio-community conditions;

Air quality and climate;

Noise and vibration;

Cumulative environmental effects.

(ix) Environmental Management Plan for pre-construction, construction and operation

(x) Public consultation and information disclosure

52. Specifically, the EIA has been prepared based on:

(i) Extensively utilizing the GOV EIA, MVA EIA, SIA, as well as the IEE for the enabling works at the Depot which collected existing secondary data sources on baseline environmental conditions in the project area which allows characterization of the physical and social environment and identification of impacts;

(ii) The specific impacts, both positive and negative, of the project based on supplementary studies, preliminary engineering design and environmental mitigation measures required during construction and operational phases of the project.

(iii) Preparation of an detailed environmental management plan (EMP) for the project documenting specific mitigation, monitoring, budgetary and institutional measures and identifying any outstanding project components not assessed

(iv) Review public involvement activities and agency consultation activities carried out to date and complement this with public consultation carried out under this EIA

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III. LEGAL AND ADMINISTRATIVE FRAMEWORK

A. The Legal Framework for Environmental Management

53. The Vietnamese legal framework for environmental management continues to rapidly evolve with improved environmental assessment requirements and environmental standards. This section introduces the nation’s relevant environmental policies and international agreements that have relevance for the construction and operation of the MRT2 in HCMC.

1. International Agreements

54. Viet Nam is party to several international environmental agreements. Of specific relevance to the Project are the Montreal Protocol on Substances that Deplete the Ozone Layer (1987) and Copenhagen Amendment to the Montreal Protocol on Substances that Deplete the Ozone Layer (1992) which regulate the use of chlorofluorocarbons in cooling systems, such as those to be used for the Project.

2. GOV Environmental Legislation

55. The important pieces of Vietnamese environmental legislation are followed by the environmental standards that apply to the Project.

(i) Law on the Protection of the Environment (LEP) was enacted in 2005. The LEP:

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

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

Provides for responsible parties to pay compensation for environmental damage;

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

Calls for civil and criminal penalties for violations; and,

Encourages international environmental co-operation.

(ii) Decree No. 80/2006/NS – CP promulgated on 09/08/2006 guides implementation of the LEP.

(iii) Circular 08/2006/TT-BTNMT was promulgated in 2006 and provides guidance in setting up and appraising environmental impact assessment reports, strategic EIA and commitment to environmental protection.

(iv) Decree No. 29/2011/ND-CP dated 04/18/2011 on strategic environmental assessment, environmental impact assessment and environmental protection.

56. To supplement the above key policies, there are a large range of decisions, regulations and standards that may also apply to the Project. These are:

(i) Sectoral Standards 22TCN 242-98, dated 27/3/1998 of the Ministry of Communication and Transport on EIA procedures during the preparation of feasibility studies and for design and construction of transportation projects.

(ii) Temporary regulations on environmental monitoring analysis methods and

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data management, the National Environmental Agency-Ministry of Science, Technology and Environment, 1999.

57. The following are the environmental quality standards and regulations based on the Vietnam Standards promulgated by the Ministry of Science, Technology and Environment.

Table 3.1: GOV environmental quality standards

Environmental Component

Standard Designation Concerns

Air Quality QCVN 05:2009/BTNMT National Technical Regulation on Ambient Air Quality

QCVN 06:2009/BTNMT National Technical Regulation on Hazardous Substances in Ambient Air

Noise TCVN 5948:1999 by roadway traffic –

maximum allowable noise levels

QCVN 26:2010/BTNMT Noise in public and residential areas- maximum allowable noise levels

TCVN 6436:1998 Noise caused by traffic

Vibration QCVN 27:2010/BTNMT Vibration caused by construction and industrial activities – Permitted maximum levels for public and residential areas.

Soil QCVN 03:2008/BTNMT Soil Quality Allowable Limits of Heavy Metals in Soil

Water QCVN 09 : 2008/BTNMT National technical regulation on groundwater quality;

QCVN 08 : 2008/BTNMT Technical regulation on surface water quality

QCVN 14 : 2008/BTNMT Technical Regulation on Domestic Wastewater

QCVN 24: 2009/BTNMT Standard for Industrial Wastewater SS

B. The Administrative Framework for Environmental Management in HCMC

58. As the HCMC Metro Line 2 project is within HCMC, the Ministry of Natural Resources and Environment (MONRE) has delegated powers to DONRE to approve environmental assessments and MONRE will receive a copy of the environmental assessment before construction commences. DONRE is responsible in ensuring environmental protection, monitoring

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and implementation of the Project.

59. The Project requires a detailed EIA under Circular No. 05/2008/TT-BTNMT and submitted to DONRE. MAUR engaged local consultants to conduct an environmental assessment for MRT2 based on the Viet Nam Law on Environmental Protection 2006 and GOV environmental assessment regulations and guidelines. The Vietnamese EIA was approved (with conditions) by DONRE in May 2009.

C. ADB Environmental Requirements

60. The Project has been designated by ADB as environment category A under which this EIA has been prepared, based on ADB’s SPS 2009. The draft EIA shall be reviewed by ADB and the final EIA shall be posted on ADB’s website upon receipt from HCMCPC. ADB requires that the draft full EIA (including the draft EMP) is submitted by the borrower (i.e., HCMCPC) to ADB for disclosure on ADB’s website at least 120 days prior to ADB’s approval of the periodic financial request (PFR) for tranche 2.

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IV. DESCRIPTION OF THE PROJECT

A. Project Location

61. The master plan has Line 2 running from An Suong in the northwest, across the river to terminate at Thu Thiem in the southeast, with a total of 19 stations. However the project assessed under this EIA is the initial Line 2 Project running from Tham Luong in the northwest to Ben Thanh in the southeast. The alignment traverses 5 urban districts and 1 suburban district of Ho Chi Minh City (Districts 1, 3, 10 and 12,Tan Binh and Tan Phu). The MRT2 includes 11.3 km of rapid transit railway line, 11 stations and a depot to serve MRT line 2 and eventually Line 6. The alignment follows the following roads: Duong Truong Chinh; Duong Cach Mang Thang Tam; Pham Hong Thai, and Dai Lo Ham Nghi. It will include a spur of about 1.1 kilometers to a depot complex in Tham Luong.

62. From Tham Luong Line 2 will be elevated in the median of Duong Truong Chinh, until it reaches the vicinity of Tan Son Nhat airport. A transition section will take it underground just before the Pham Van Bach intersection. Between Pham Van Bach and Ben Thanh the line will be underground.

63. The overall horizontal alignment is illustrated in Figure 4.1 and details of the station locations are shown in Table 4.1

Figure 4.1: MRT2 alignment plan

Source: MVA Final Report

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64. Nine of the stations (1-9) are underground. Tan Binh (formerly known as Tham Luong) station is elevated.

Table 4.1: Station chainage and depth

No Name of Station InterchangesChainage Spacing Level

1 Ben Thanh 372 -30.0 Lines 1, 4 2 Tao Dan 1,261.5 889.5 -14.6 Line 3B 3 Dan Chu 2,293.3 1,031.8 -11.0

4 Hoa Hung 3,214.8 921.5 -11.0 Line 5 5 Lê Thi Riêng 4,341.3 1,126.5 -13.0

6 Pham Vän Hai 5,135.2 793.9 -13.0

7 Bay Hien 5,956.6 821.4 -12.0 8 Nguyen Hong Dao 7,171.9 1,215.3 -11.0

9 Ba Queo 8,288.6 1,116.7 -13.0 10 Pham Vän Bach 9,081.3 792.7 -11.0 Line 6

11 Tan Binh (Tham Luong)

10,057.7 976.4 +15.5

Source: MVA Final Report

65. Starting at Ben Thanh, Line 2 is deep underground in order to pass beneath Lines 1 and 4 at the planned Ben Thanh Interchange station. As Ben Thanh is a complex interchange station combined with Lines 1 and 4, as well as major surface transport interfaces and garage / turnaround facilities, it is planned to be completed under a separate project. There are also three other interchange stations: Tao Dan (line 3); Bay Hien (line 5) and Ba Queo (line 6).

66. Moving northwest, Line 2 remains underground for around 9.4km until just after the airport. Just north of the airport, the alignment will emerge from tunnel via a cut-and-cover transition section onto an elevated structure. There will be just one elevated station – Tan Binh (Tham Luong) - on the current project, before the alignment turns toward the depot at Tham Luong.

B. Inter-Operability between HCMC Lines 1 and 2

67. In this section, the term "inter-operability" between MRT lines refers to the ability to physically run trains from one line on the tracks and system of another. This may be advantageous for purposes such as shared depot and maintenance facilities - provided of course that connections are provided between the various lines to maneuver trains from one line to another.

68. For limited or small scale MRT networks it would generally be desirable for inter-operability between lines. For larger scale MRT networks such as that planned for HCMC, it is likely that each line will require its own depot facilities, and that physical connection between all lines may not be feasible.

69. In HCMC, MRT Line 1 is being financed with assistance from Japan. This MRT line is conforming to Japanese standards and rolling stock will be provided by Japanese manufacturers. Key features of the system include:

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Standard gauge (1,435 mm) steel track

Overhead catenary 1,500 V power supply to trains

6-car trains

70. Key features of the Line 2 system include:

Standard gauge (1,435 mm) steel track

Third rail 750 V power supply to trains

6- car trains with cars 3.2 m wide x 22 m long

71. Thus in the case of Lines 1 and 2 the trains operating on each line would not be able to run on the tracks of the other line. In other words, inter-operability between Lines 1 and 2 would not be possible.

72. After careful study of the planned HCMC MRT network, it was concluded as follows:

Inter-operability between groups of lines would be desirable, but full inter-operability between all lines across the whole network was neither practical nor necessary (as noted with other major cities);

Physical connection between Lines 1 and 2 (which would have to be at or near Ben Thanh Station) would be extremely difficult if not impossible, due to the many high rise buildings and committed land plots in the area;

Inter-operability between Lines 2 and 6 on the other hand was essential, since Line 6 would share the Line 2 depot ;

Under the latest Master Plan, Line 1 and Line 3A would necessarily be designed to the same standards for the same rolling stock; with the possible connection of Line 3B to Line 3A, then inter-operability between these lines is desirable

73. Following on from this, it was agreed with MAUR that the MRT lines should be planned as two main groups: inter-operability within each group of lines would be desirable or essential; whilst inter-operability between different groups was not essential. The two groups of lines are as follows, whilst Line 4 remains subject to further study:

Lines 1, 3A, 3B

Lines 2, 6 and possibly 5

C. Engineering/Design Specifications

74. The project has been designed with the primary objective to provide a user-friendly and convenient means of transport that will attract large numbers of passengers and thereby contribute to achieving the Government's high public transport usage targets. It is based on the use of large, high-capacity metro trains.

75. Design standards are based on a range of international and local standards, which are reflected in the Vietnamese Technical Standards Framework. The rolling stock for Line 2 will be 22m x 3.15m cars, initially operated as 3- car trains and ultimately 6- car trains. Platforms will be 135m in length.

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76. The main engineering features of the proposed project are summarized in Table 4.2.

Table 4.2: Summary of the project engineering components Underground Line 9463 m

Open cut tunnel 280 m

Elevated line (in Main line) 865 m

Link to depot (elevated and at grade) 1083 m

Underground Stations 10*

Elevated station 1

Depot (including workshop) 1

Repair and maintenance equipment 1 set

Signalling system automated train control (ATC)

Trains (opening year) 12 3-car units

Note (*) — includes Ben Thanh station and garage, to be built by others Source: MVA Final Report

77. Underground stations are 193 m in length, 32 m wide and have a central island platform to suit the choice of twin tunnels, and the width of the central platform fixes the spacing of the twin tunnels at the stations at 16.5 m. Platform levels are generally around 15 m below ground, with a concourse above the platform level.

78. The northern end the alignment is on viaduct. For the elevated station, concourse is provided beneath the platform level and above road level. As a result, platform level for elevated stations is typically around 12 m above ground level.

79. Key design features of the proposed alignment are as follows:

Maximum gradient in tunnels generally 3.5%

Minimum radius on operation alignment 300 m

Tunnel boring machine (TBM) tunnel spacing generally 2 diameters (D), minimum 1.5 D

80. At the northern end of the alignment, a cross-over between tracks is provided for service turnaround operations on the elevated tracks north of Tan Binh (Tham Luong) station.

1. Bored Tunnel

81. Twin single-track bored tunnels are proposed for the underground alignment (with cut-and-cover method at stations). The use of cut and cover method for the tunnel was considered, but was rejected at an early stage since it would have significant resettlement and disruption impacts along the narrow streets. The use of a single larger double-track bored tunnel was also considered, but whilst costs would be similar to the single-track tunnels, the larger single tunnel would require

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deeper stations, would need to provide additional safety exits, and would increase the settlement risk over the tunnel.

82. The typical cross section for the bored tunnels is shown below in Figure 4. 2. The tunnel has an inner diameter of 6.05 m, including a tolerance of 0.20 m on the diameter, that is to say that the theoretical clearance is 5.85 m and is secured. The lining is 0.30 m thick and the external diameter of tunnel is 6.65 m. It consists of 6 segments, including the key. The segments are 1.5 m long.

Source:MVA Final Report

Figure 4.2: Tunnel configuration

83. The twin tunnels will be generally 13 m apart (between centerlines), widening to 16.5 m at stations. The depth of the rail level below ground varies between 15 m and 32 m.

2. Water Chambers

84. Each inter station is equipped with a pumping chamber to collect groundwater seeping through the lining and eventual water from fire fighting (stand pipe). This pumping chamber has a storage capacity of 15 m3 and will installed close to the deepest point of the inter station in a gallery linking both tunnels and called “cross passage”.

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85. Water collected from each track bed gutter is stored in the chamber and then pumped to the sewage network through a vertical casing. The cross passage gallery is vaulted, 2.5 m high and 3 m wide. Its length varies from 4 to 10 m.

3. Cross Passages for Safety

86. For the inter stations longer than 762 m, a gallery cross passage with the same dimensions as cited above is implemented each 244 m for passenger escape. One of these cross passages is equipped with a pumping chamber as well. There are 17 cross passages on the line.

4. Bored Tunnel Construction

87. The garage and reverse facility will be the TBMs’ launching shaft. The whole works is constructed within a screen of temporary diaphragm walls. A permanent transverse diaphragm wall separates the TBMs launching shaft on Ben Thanh side from the remaining parts of the works. When the 3 tracks frame with its ventilation and escape chimney on Ham Nghi side is concreted, the area is backfilled to ground level. So, the launching shaft for the TBMs remains open, protected from the backfilling by the transverse diaphragm wall. Then the TBMs are hauled into the launching shaft and the area above the backfilled garage is used as a site for servicing the TBMs. After achievement of TBMs’ boring, the launching shaft is backfilled.

88. Analysis was also carried out of the time schedule for TBM construction for the actual proposed tunnels. The analysis was based on extensive experience of TBM construction, and takes account of all key variables such as time for launch shafts, tunnel excavation and lining, station crossings, assembly and dismantling, etc. It is estimated that using two TBM’s a construction period of around 3.5-4 years will be required for the tunnels.

5. Viaduct Section

89. Viaducts are proposed to be constructed using the “U-shape” structure which has been successfully adopted for Metro projects in several countries. The typical cross section of the viaduct is shown below (Figure 4.3).

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Figure 4.3: Viaduct configuration

90. With the U-shape viaduct, trains run within the structural box which gives a number of advantages over conventional viaducts where the tracks run on top of a structural box:

(i) Track level is lower, meaning that stations are lower and hence more convenient for passengers

(ii) The outer walls of the structure provide noise protection (much research has been devoted to the optimum shape of the structure for noise suppression)

(iii) The visual impact of the elevated rail is much lower than with a conventional viaduct

(iv) The main design features of these viaducts are summarized as follows:

the viaduct is kept as thin as possible to optimize the station platform level and minimize visual impact

minimum clearance under elevated structure is 4.8 m above roads, and 2.1 m for pedestrians (in stations)

simple support spans of 25 m long as an average for optimizing the structure and to fit the width of the main cross roads

double pre-stressed “U” shape girders, except in the crossover zones, to optimize visual aspects, construction time and cost

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large pre-stressed “U” for crossover section (see Figure 4.4 below)

pre-stressed design of pier caps for minimizing height;

generally single columns of 2 m/1.75 m diameter, supported by four 40 m deep bored piles of 1.2 m diameter (depth of foundation to be adjusted following results of further geotechnical surveys);

abutment of the main line viaduct is set when rail level is at 4.80 m above ground level and consists of a retaining wall founded on 4 bored piles – the ramp consists of technical backfill soil confined inside two longitudinal retaining walls, founded on bored piles.

Figure 4.4: Typical viaduct cross section showing large single ‘U’

91. A particular point is the crossing of the existing Tham Luong road bridge along its axis. For this purpose, rail level is raised to 14.5 m above ground level to keep the road clearance on the bridge. The columns are inserted in the gap between the two slabs of the bridge.

6. Track

92. The track is designed for standard steel-on-steel operation, with standard gauge 1.435 mm, maximum axle load 16 tons, and other rolling stock characteristics as above. Non-ballasted slab tracks are recommended for all sections, in view of the heavy demands of the Metro system, tight curves, and the need to minimize maintenance requirements. Track construction as it would be in the tunnel, is shown diagrammatically below.

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Figure 4.5: Track layout

93. The transition zone is to the west of Pham Van Bach station. It has a double purpose: to elevate the tracks to ground level and then ramp to the viaduct; and to transform two single tracks spaced at 16.5 m to a double track open cut tunnel. Key features include:

two single track cut and cover frames, 5 m inner width,

one double track cut and cover frame with a separation wall, 14.5 m overall inner width,

a double track frame, with an inner width decreasing from 11 m to 10.6 m,

an open cut “U” shape structure with an inner width of 10.35 m until the top of the raft reaches ground level.

7. Station

a. Design Principles

94. The public areas of the stations are designed and dimensioned in order to give conformity to both comfort in everyday use and in emergency. All public parts of the stations are accessible to those of reduced mobility by means of lifts. Escalators are generally provided in the upward direction only, with down escalators in cases where demands are very high or level difference is high.

95. The technical areas of the stations are divided into technical rooms and the operational rooms. Their sizing and arrangement is based upon experience and similar systems around the world. Underground stations have considerable ventilation and air-conditioning plant rooms, while the public areas of elevated stations are open and naturally ventilated.

96. All stations lie either under or above heavily trafficked roads. It is worth noting that in addition to being MRT stations, the stations will provide very convenient grade-separated means for pedestrians to cross these busy roads. Together with properly designed traffic management systems and pedestrian railings (which should be incorporated as part of the final station area design plans), this will allow for enhanced pedestrian convenience and safety, and can help reduce the severance effects of the major road corridors.

97. Integration with other transport feeder modes must also be an important consideration in the detailed design of stations. Whilst currently bus and other public transport services are not heavily used nor well integrated, the city has future plans to considerably enhance these services in line

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with the objectives to drastically increase public transport mode share. Careful detailed design of traffic management, pedestrian and public transport services around each MRT station will be very important to achieve well integrated transport systems, and hence passenger convenience. Aside from the MRT funding support there are additional resources of financing from the World Bank and ADB that in the future can be distributed in HCMC. The Sustainable Urban Transport for HCMC under the Clean Technology Fund (CTF) proposes financing of $250 million to support Vietnam in meeting its midterm goals of reducing national energy consumption by 5% to 8% in 2015, with renewable energy consumption accounting for 5% by 2020 and to expand the public transport mode share closer to the Government target of 50%. The following projects aim at encouraging people to use the MRT and are proposed to be studied for their feasibility, utilizing US$1 million of the CTF fund to be released during Tranche 1 of the MFF for the Line 2 Project:

Bus route restructuring study including study and implementation of Line 2 feeder routes bus rapid transit or BRT extensions to Line 2

Creation of multi modal station interchanges (bus interchanges with Line 2 and park and ride, drop off and pick up facilities) and development of a parking plan within the city

Policy reform to encourage public transport through restrictions in vehicle use and parking in city center to coincide with the opening of Line 2

Pedestrian and bicycle connections to and from Line 2 stations and surrounding area

b. Design Standards

98. Stations are designed in accordance with international standards, in particular the National Fire Protection Association (NFPA) 130, 2007 edition. Station and access/egress sizing is generally dictated by emergency evacuation criteria, for which key assumptions and parameters used in the design, are based on:

Full train loads of 6-car trains at 2 minute headway, with 1.5 surge factor

Platform evacuation within 4 minutes or evacuation to point of safety (concourse slab) 6 minutes

Maximum platform loading of 5 persons per square metre

99. For normal operations, escalators are provided in the upward direction at all stations (between both platform — concourse, and concourse — street), but provision is made for future incorporation of additional downward escalators. Lifts are also provided at all stations to facilitate access for the disabled.

100. All underground stations feature island (central) platforms. Ben Thanh station (the design of which will be studied separately) will need to be particularly deep, and should be planned as part of an overall integrated structure with Lines 1, 2 and 4. Tao Dan station is also deep with 3 levels (platform, intermediate and concourse), whilst all others have 2 levels below ground (platform and concourse). At Ba Queo station provision is made for the future interchange with Line 6. Platform length is 135 m at all stations, and the overall length of the station box including technical and plant rooms are typically 193 m.

101. For underground stations, two typical layout models have been considered as shown in Figures 4.6 and 4.7. At this stage station layouts are based on layout option 1, which features a central concourse area feeding stairs and escalators which are spaced regularly along the length of the central island platform. From the concourse area stairs and escalators are provided, via passageways if/as needed, to access ground level and the surrounding catchments above. Technical

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and plant rooms are provided at either end of the station at both platform and concourse levels as shown in the figures.

Figure 4.6: Underground station layout – option 1

102. Layout option 2 aims to spread the surface access points at either end of the station, and features two separate concourse areas which then connect via stairs and escalators to either end of the platform. This has the advantage to extend the accesses into surrounding catchment areas (though this can also be achieved with option 1 by adding longer pedestrian walkway connections). This option will be further assessed by the design consultants .

Figure 4.7: Underground station layout – option 2

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103. There is only one elevated station in the initial Line 2 project, at Tham Luong (Tan Binh station), although there will be future similar stations when the line is extended to An Suong as planned. These elevated stations will lie above the existing highway, generally with single column supports in the median. The typical layout for an elevated station is shown in Figure 4.8. The concourse level is located approximately 7.5 m above the road, with platform levels approximately 5.4 m above the concourse.

104. An alternative form would be to keep the track level lower with the concourse above the platforms at stations. Either form could be considered at detailed design stage, but the option shown is preferred at this stage based on international best practice (similar, for example, to the Skytrain in Bangkok and recently opened Dubai and Delhi Metro systems), and to allow greater flexibility for road bridges and footbridges to be constructed beneath the MRT structure if needed in future.

Figure 3.8: Typical layout of an elevated station

105. Platform screen doors are proposed for all underground stations (see Chapter VII). Platform screen doors are a fairly standard requirement at underground stations on modern MRT systems, and offer a number of advantages:

Passenger safety

Reduced dust pollution

Reduce air conditioning requirements and costs

Noise reduction

Pressure wave protection

Advertising surface

Improved ambiance and atmosphere within stations

106. Platform screen doors would be constructed initially to suit the 3-car train configuration (with plain panels along the remainder of the platform length), and later extended to the full platform upon introduction of 6- car trains.

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107. Underground stations will normally have at least four access points (stairs/escalators) to ground level, but the locations of these will be tailored to suit surrounding land uses and developments at each station. In addition, underground stations will require 2 ventilation shafts (normally at either end of the station) to serve tunnel ventilation, plus 1-2 cooling /ventilation shafts for the platforms and concourse. Stairs and escalators are generally provided within existing or planned right of way, on footpath areas but ensuring sufficient width of footpath also remains for passing pedestrians. The ventilation and cooling shafts are significant structures and are located outside the right of way. These shafts also require 5 m clearance from nearby buildings at ground level, and are thus major considerations for the station design and footprint.

D. Station Locations

108. Stations locations along Line 2 are based on a number of criteria. These include the following:

Keeping the line under the centre line of Duong Cach Mang Thang Tam and Duong Truong Chinh streets;

Siting the stations approximately 1 km apart (based on 500 m maximum walking distance);

Near commercial centres and major road junctions etc;

Space available above ground for station construction and access points; and,

Minimization of resettlement impacts

109. The selected station locations advantages and constraints are summarized in Table 4.3 below. The table also shows the distances between the pedestrian access points of adjacent stations to provide an indication of walking distances.

Table 4.3: Station location advantages and constraints Station Location advantages and constraints Potential Linkages Ben Thanh City centre interchange station.

Space for station construction and access points.

Probable passenger interchange with Line 1 and Line 4

Distance between stations: 950 m

Tao Dan Adjacent to Tao Dan Park.

Space for station construction and access points.

Interchange with Line 3

Distance between stations: 1,070 m Dan Chu Under major road junction (roundabout).

(Dien Bien Phu)

Possible passenger link via subway to Line 3

Distance between stations: 1,070 m

Hoa Hung Near Hoa Hung Market and railway station.

On alignment of Duong Cach Mang Thang Tam.

Distance between stations: 900 m

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Station Location advantages and constraints Potential Linkages

Le Thi Rieng Adjacent to Le Thi Rieng Park.

Space for station construction and access points.

Distance between stations: 830 m

Pham Van Hai Approximately midway between two adjacent stations.

Distance between stations: 800 m

Bay Hien (Hoang Van Thu) Close to major road junction.

Local design constraints to incorporate station and crossover.

Possible passenger interchange with Line 5

Distance between stations: 1,250 m

Nguyen Hong Dao Approximately midway between adjacent stations.

Local constraints to minimize resettlement impacts.

Distance between stations: 1,235 m

Cong Hoa After bend in track alignment.

Near major road junction.

Possible passenger interchange with Line 6

Distance between stations: 825 m

Truong Chinh 1 Near major road junction.

Local design constraints to incorporate transition section.

Distance between stations: 885 m

Tan Binh (Tham Luong) Before curve in track alignment.

Near road junction.

146. The following paragraphs provide brief descriptions of all stations, with discussion on key issues at the more complex stations.

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1. Ben Thanh Station

Figure 4.9: Conceptual design for Ben Thanh Station

110. Ben Thanh will be a major interchange station between Metro Lines 1, 2 and 4 (based on the Latest MRT master plan), together with surface transport (bus terminal, taxis, etc.) and surrounding developments. A separate design and planning study is proposed for the station, and the final design of Ben Thanh interchange station will be developed by that study. The Ben Thanh station study will also need to consider coordination of construction works (including TBM's) for Lines 1, 2 and 4, together with phasing of excavation works, temporary traffic management, etc. Some of the issues to be considered in detail by the future study include:

Direct passenger connections between platforms from different lines

Common concourses and entrances / exits to street level and connection to surrounding developments — which in turn implies that accesses must be designed for all lines, and not just one individual line — furthermore, direct connection with planned future major buildings in this area should be provided where possible

Integration with surface transport modes — public transport interchange with buses, taxis, car drop-off, etc. — again requiring design for the full integrated passenger interchange demands

Common fares and ticketing to allow direct connection between lines via common "paid" and "unpaid" concourse areas

Integration of air conditioning and ventilation systems for the common station

Design of fire and emergency evacuation facilities for the interchange as a whole rather than for individual lines

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Design of a new and improved traffic, pedestrian and urban design landscape above the completed interchange station, providing convenient passenger access and crossings for the whole area

Coordination of phased construction works (including TBM launch areas) and temporary traffic and pedestrian management during construction of the stations and surface transport and development features for the area as a whole

111. Whilst the design and construction of Ben Thanh station will be part of a separate project, the design and alignment requirements have necessarily been considered for this project, and concept plans (Figure 4.9) are included in the drawings for future reference. Ben Thanh station will not be constructed under the project (in theory the MRT2 tunnel will be built right up to the Ben Than station box, but not the actual station itself. This section of the tunnel will in fact form the "turn-around" for trains if Ben Thanh is not timely constructed by others. It is expected that Ben Thanh station would be constructed under a separate project. Even without Ben Thanh station, MRT2 project will be fully functional.

112. Ben Thanh Line 2 station construction could be part of the MRT Line 1 project (as this include Line 1 Ben Thanh station, which is directly above Line 2 station), or as a stand-alone project (a Ben Thanh-Opera link PP project is being evaluated) or under MRT Line 2 extension project (likely next ADB MRT loan in 2015).

113. Particular issues to be included in the design include:

It is assumed that the Line 2 platforms will be beneath both Lines 1 and 4, and therefore an additional concourse level will be needed to provide for interchange between the various lines. This leads to a very deep alignment for Line 2, with track level at over 30m below ground.

Provision must be made for Line 2 beyond Ben Thanh station for turn-around or trains, including storage space for an additional train, for normal operations. This facility was designed under the current study as a cut-and-cover garage beneath

Ham Nghi; the location and layout of this garage should be reappraised as part of the Ben Thanh design, and construction included under the Ben Thanh contract.

In future, Line 2 will extend beneath the Saigon River toward Thu Thiem. Therefore the design of Ben Thanh station, the garage and cross-over tracks must be also designed to suit the future Line 2 extension.

It is an important requirement that construction of the Ben Thanh Interchange station and associated Line 2 garage and other facilities must be completed in time for opening of Line 2 operations. This will need to include appropriate time to complete the Line 2 track work, control and operating systems at Ben Thanh station and garage, and to allow time for commissioning tests.

2. Tao Dan Station

114. Tao Dan station is deep due to its proximity to the deep Ben Thanh station. It therefore features an intermediate level between platform and concourse (Figure 4.10), but otherwise adopts the typical station layout as noted above. The station is located in front of Tao Dan Cultural Park and beside Trong Dong Outdoor Theatre, both of which are major attractions where large amount of people often gather.

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Figure 4.10: Tao Dan Station

115. At both Ben Thanh and Tao Dan stations, because of the extra depth, the technical and plant rooms will likely be accommodated at intermediate levels within the station rather than at the ends. Therefore these stations are shorter than the standard 2-level stations, at 175 m (compared with 193 m).

116. Based on the Latest MRT master plan, Tao Dan station will be an interchange station between Line 2 and Line 3B. Studies of Line 3B on this alignment to date are very preliminary, and proper design of an interchange station between Lines 2 and 3B would need to be incorporated in subsequent Line 3B studies.

117. For present purposes it is assumed that Line 3B will pass beneath Line 2, and that interchange may be provided between the two stations via a simple connecting passageway as indicated below. This is not an optimal design — if Line 3B does go ahead at this location, locations of both L2 and L3B stations should be reviewed to provide optimal combined interchange station with common concourses and direct passenger interchange.

3. Dan Chu Station (formerly Dien Bien Phu)

118. Dan Chu station lies beneath the large 6-leg roundabout road intersection on Cach Mang Thang as shown on Figure 4.11. Several passageways and access points are proposed for this station to penetrate surrounding catchments. It will also be important to integrate the station accesses in this area with future bus and other public transport services on the various roads.

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Figure 4.11: Dan Chu Station

119. These accesses should thus be considered in further detail at the detailed design stage in order to optimize connections to future surrounding land uses, planned developments and transport facilities, with direct connections to future buildings where possible. In this regard alternative station design concepts may also be considered, such as that proposed as "option 2" in the earlier section of this chapter.

4. Hoa Hung Station

120. Hoa Hung station lies in a densely populated residential area, and is close to the main railway station Ga Saigon. Convenient passenger connection between the MRT and Ga Saigon may be provided via pedestrian subways or footbridges, to be integrated with the planned future urban redevelopment in the area.

5. Le Thi Rieng Station

121. This station lies adjacent to the important Le Thi Rieng Park, which features a large forecourt and possible opportunity for future transport interchange provision. Whilst a typical station design is proposed at this stage, opportunities should be investigated to optimize transport integration and feeder services in this area.

122. In the future phase of Line 2 a second electrical substation will be required near this station, to take power from the 110 kV supply which passes nearby.

6. Pham Van Hai Station

123. Pham Van Hai station also lies in a densely populated residential area. The existing road has high frontage activity, though future development setbacks may allow opportunity for integration with feeder buses and surface transport.

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7. Bay Hien Station (formerly Hoang Van Thu)

124. Bay Hien will be a future interchange station with Line 5. An indicative layout is shown on Figure 4.12, but this is not an optimal design, and as the design of Line 5 becomes clearer, the locations of both Line 2 and Line 5 stations should be reviewed to provide optimal combined interchange station with common concourses and direct passenger interchange.

125. The feasibility study of Line 5 is currently underway, and based on current plans it is assumed that Line 5 will pass beneath Line 2, and that passenger interchange will be provided between the two. Furthermore, it is understood that the Line 5 design may require a physical connection with the Line 2 tracks at this location, in order to share depot facilities during early years of operation. Similarly, integration of both stations with bus and other transport services on the major roads at this location should be a priority in future planning and design considerations.

126. Also included at Bay Hien is a cross-over between tracks. A simple crossover is proposed as shown on the Figure 4.12 and this requires an extended cut-and-cover structure for construction. A longer cross-over, including space for a third "layby" track was also considered in the study, but was omitted for cost reasons.

Figure 4.12: Bay Hien Station

127. Bay Hien will be a complex interchange station, including cross-over track on Line 2, and possible track connection with line 5. It is strongly recommended that a proper integrated study of this whole interchange station is carried out at detailed design stage. Such a study may be included as part of either the Line 2 or Line 5 detailed design, or as a separate project (similar to Ben Thanh above).

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8. Nguyen Hong Dao Station

128. This station also lies in a densely populated residential area with high frontage activity, though future development setbacks may allow opportunity for integration with feeder buses and surface transport.

9. Ba Queo Station

Figure 4.13: Ba Queo Station

129. Ba Queo station will provide future interchange with Line 6. Line 6 is planned as a spur line from Line 2, and will interconnect with Line 2 in order to share depot facilities. Whilst the planning and design of Line 6 is at a very preliminary stage, it is assumed and has been confirmed with MAUR that:

130. Line 6 will adopt similar design characteristics to Line 2 for full inter-operability capability between the two lines, and sharing of the same depot facilities

131. Line 6 will operate 3-car train units with cars designed to the same dimensions and specifications as Line 2 trains

10. Pham Van Bach Station (previously Truong Chinh)

132. Pham Van Bach is the final underground station and lies under the wide Truong Chinh Road. The station is directly in line with the Tan Son Nhat airport runway (and for this reason an elevated station was not possible at this location).

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11. Tan Binh Station (also known as Tham Luong)

133. This is the only elevated station on the project line, and is located above the intersection of Truong Chinh road and the entrance to Tan Binh Industrial Zone. Without the need for an air-conditioning plant, the technical rooms are accommodated beneath the platforms at either end of the station, and the overall station length is just 140 m.

E. Station Construction

134. All the stations are under busy trafficked streets and their width is usually larger than the existing right of way. To minimize the ground allocation to construct the stations and consequently the resettlement of residents, the typical station is compact (inner dimensions 21 m x 193 m) and has diaphragm walls as permanent structure. However, the working excavated footprint will be 32 m X 200+ m and 25 m at every ventilation shaft. It is the excavated footprint that negatively impacts on shops and structures, not the final finished constructed station.

135. The following are key points in the principles guiding the construction of cut and cover stations:

All Stations have two levels (platform and concourse levels) except Tao Dan and Ben Thanh (which will be built by others) which have 3 levels.

The bottom of the excavation is 19 m below ground level for the typical station, 35 m for Ben Thanh and 23 m for Tao Dan

The main principle of construction is to use diaphragm walls as a permanent structure and to concrete the top slab before excavating underneath.

As it is here above mentioned, the top slab is concreted by half to maintain the two lane traffic.

For some stations like Dien Ben Phu or Ben Thanh, construction of top slab will be more divided

Another principle of construction is to support the top slab and the concourse slab with pre-founded column (starposts) on diaphragm walls foundation.

The peripheral diaphragm walls and the diaphragm walls beneath the columns help to counterbalance the buoyancy of the station.

F. Depot

1. Sizing Requirements

136. The depot to be constructed for Line 2 may be required to serve three purposes in the long term:

The Line 2 "project line" from Ben Thanh — Tham Luong

Line 6 spur line (may be including phase 1 of Line 5)

Future extensions of Line 2 to Thu Thiem and An Suong

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137. Train requirements for the MRT2 project line are discussed below, which shows that to meet the traffic forecast for the Ben Thanh — Tham Luong Line 2 until 2035, it has been calculated that 19 6-car trains will be necessary.

138. Studies for Line 6 are still at a very preliminary stage and precise train requirements are not known. It is understood that 3-car train units will be used for Line 6, and based on a rough estimate by comparing the line length with Line 2, around 10 3-car trains may be required at 2035.

139. Similarly for the extended Line 2, detailed studies have not yet been carried out but initial estimates can be made. On this basis, the full train requirements are estimated as shown in Table 4.4.

Table 4.4: Possible stabling requirements for the depot MRT Line No. of

stations

No. of Trains

Year 2015 Year 2025 Year 2035

(1) Line 2 initial phase only

Line 2 Ben Thanh - Tham Luong

11 12 (3- car) 14 (6- car) 20 (6- car)

Line 6 spur line 6 N/A 12 (3- car) 18 (3- car)

Total no. of 6-car trains 20 28

(2) Extended Line 2

Line 2 Thu Thiem - An Suong 18 N/A 18 (6- car) 26 (6- car)

Line 6 spur line 6 N/A 12 (3- car) 18 (3- car)

Total no of 6- car trains 24 35

Source: MVA Final Report

140. The proposed depot has capacity for stabling 28 6-car trains and is therefore more than adequate for the project requirements up to 2035, and has sufficient capacity to accommodate both the Extended Line 2 and Line 6 until beyond 2025. However, additional stabling may be required to accommodate the Extended Line 2 to 2035 and beyond (subject to further study). It must also be borne in mind that not all trains will necessarily need to be in the stabling area at the same time, for example, a number may be in maintenance workshops while others may be stored on spare sections of track.

2. Depot Site and Specification

141. The proposed site for the depot is located on an area of land of some 25 ha at Tham Luong, connected to the main line by a spur line of around 1 km. The site of the proposed depot is well located to enable efficient operation of Line 2 as shown on Figure 3.14.

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.

Figure 4.14: Depot site location plan

142. The main components required for the depot are as follows:

Train washing machine

Lathe on pit

Motor traction maintenance

Test track

Traction office

Substation,

Parking position

Different shop dedicated to different level

143. Three conceptual layout options for the depot have been examined during the feasibility studies, each containing similar facilities within the same land area, but with different layout arrangements. The choice of layout should be made at the next design stage, in consultation with the proposed operator.

3. Depot Advance Enabling Works

144. The Municipal Authority for Urban Railways (MAUR), as the implementing agency (IA), requested that the donors - ADB, KfW and EIB consider in Tranche 1 the opportunity to develop the depot site and construct some required office buildings. ADB has categorized the advanced enabling works at the Depot as an environment category B project (under Tranche 1) which required the preparation of an IEE based on ADB’s SPS 2009. Tranche 1 includes office buildings

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and advance enabling works such as site filling, internal access roads and drainage, security fencing, and guard houses within a 3.4 ha area.

145. The final IEE report was disclosed to the public through the ADB website. The IEE was also disclosed by MAUR to the Department of Natural Resources and Environment (DONRE) and to the District 12 local authorities in Tham Luong for review and identification of additional environmental assessment and environmental permits that may be required. The IEE was approved by DONRE and to date, no permanent facilities have been constructed within the 3.4 ha area. Temporary works that have been provided at the site include some fences and lighting, an unsealed internal access road, and a shed for security personnel. Full development of the depot as well as the civil works for underground, at-grade and elevated rail line, and stations will be carried out during Tranche 2 which is within the scope of this EIA.

G. Depot Spur Line

146. As indicated, the depot is connected to the revenue tracks by a spur line, with a second connection to be added upon future construction of the Line 2 extension northwards. With the two connections in operation, only a single track would be required in each direction. For the initial phase, a single track connection would also suffice in the short term, and this is included in the current project. This should be reviewed at detailed design stage.

H. Power Supply

1. Train Power Pick-Up

147. Power is normally supplied to metro systems in one of two ways, either via a conductor rail alongside the track known as ’3rd Rail’ (usually 750 V), or via an overhead catenary wire system (usually 1500 V or 25 kV). Line 2 will adopt the 3rd rail option.

148. Considerable research was undertaken into the proposed use of 3rd rail power supply for Line 2, particularly in view of the fact that HCMC Line 1 is proposing an overhead catenary system. In summary it was concluded that:

Both systems are commonly in use for urban and suburban MRT systems around the world

3rd rail is commonly used for urban Metro systems, serving central city areas with dense station spacing

Overhead catenary is generally adopted for longer distance and faster speed routes such as suburban metro (and indeed, inter-city and high speed rail)

149. Key advantages of 3rd rail for urban Metro such as Line 2 include:

Much lower and simpler maintenance requirements and costs

Less vertical clearance meaning that tunnels can be smaller for the same size of train, giving a significant saving in costs

Less visually intrusive for elevated or at-grade sections

Lower electro-magnetic impacts on passengers and equipment in the trains

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Lower voltage drops between sub-stations

150. Overall it was concluded that the 3rd rail technology as proposed for Line 2 was entirely suitable for this type of urban MRT line in HCMC. It is noted that the decision to adopt 3rd rail power supply for Line 2 has been formally proposed by MAUR, and has recently been endorsed by the Ministry of Transport (MOT).

2. Power Supply from HCMC Grid

151. There are two systems of power supply available for the metro network, one system receives power from a medium voltage grid (typically 35 kV, 22 kV or 15 kV); another one receives power from the high voltage arteries of 110 kV or 220 kV. Although no total annual power supply demand figures were available from the feasibility study (estimates were only provided for the Depot, signaling and train operation), the MRT2 line is expected to have similar requirements as the Ha Noi MRT 3 project.

152. Drawing power for MRT Line 2 in HCMC from the medium voltage grid would be less expensive than from the high voltage (HV) grid due to the need for fewer and simpler transformer substations. However, after detailed study the medium voltage (MV) supply was considered to be not sufficiently reliable for operation of an MRT project. In view of the uncertainties of the MV network in HCMC, to improve the reliability of the sources of power supply, it is agreed that is better to have the line connected to the HV network (110 kV) than to the MV network. The power supply is fed by either the 220 kV ring, or the 110 kV ring; this system should have a minimum of one BSS (bulk supply substation) to receive the very high voltage (VHV) distribution. The cost will be higher in purchase, installation and maintenance but it will result in a higher availability, reliability, convenient and less risk of voltage perturbation in operation. Below are the power supply facilities to be constructed as part of MRT2.

a. Bulk Supply Substation (BSS)

153. Ho Chi Minh City Power Company will provide electricity for the two proposed bulk supply substations (BSS) from the high voltage source of the city (220 kV/110 kV) to 22 kV. The two BSS will be constructed as part of the MRT2 project. One BSS is proposed to be located at Tham Luong Depot and the other at Tao Dan Park (about 20-25 meters from the proposed underground Tao Dan MRT Station). BSS components include 110 kV power guide and transmission part, 110 kV/22 kv 3-phase transformer, 22 kV switch, measurement and control equipment, and grounding.

154. The BSS at Tao Dan Park is proposed to be located at the right corner inside the Park, specifically at the vacant area behind the existing Trong Dong music stage. An underground parking area will be constructed under the music stage. After completion of construction, the music stage will be re-constructed. The proposed location of the substation will not affect the existing trees and surrounding landscape of Tao Dan Park. The BSS at Tham Luong Depot will be located at the eastern corner of the first stage facilities (Tranche 1 initial depot works) and separated from the operation control center and office buildings. Each BSS will have a footprint of 375 m2 (15 m x 25 m). the The total area to be provided for each BSS is 2,475 m2 (45 m x 55 m) taking into account the required 15 m safety distance from surrounding areas based on Viet Nam regulations. Civil works for the BSS at Tham Luong Depot will be undertaken by the Depot contractor while the civil works for the BSS at Tao Dan Park will undertaken by the Tao Dan Station contractor. The BSS equipment will be provided by one contractor under the electrical and mechanical (E&M) package.

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b. Traction Substation (TSS)

155. The power source from the BSS will be distributed to the traction substations (TSS). Four TSS are proposed, that is, one each at the MRT stations in Tao Dan, Le Thi Rieng, Nguyen Hong Dao, and Tan Binh (Tham Luong). Capacity for each traction substation will be from 2 to 6 MVA, average distance between the TSSs is about 3 to 4.5 km. The TSSs will convert the 22 kV 3-phase AC to 750 V DC power for the network. The TSS will be installed inside the 10.5 m x 16.5 m (about 173 m2) technical room at the end of the MRT station platform. The actual dimension of the TSS will depend on the providers. TSS components include 22 kV switch, a transformer from 22 kV to 750 V, measurement and control equipment, and grounding. Each TSS uses 2 transformers with 6000 kW capacity in total. Civil works for the TSS will be constructed by the station contractor while TSS equipment will be provided by one contractor under the E&M package.

c. Substations at Stations (SSS)

156. A total of 11 substations at stations (SSS) are proposed for the Project (that is, one SSS will be provided within each station). The power for the SSS will be sourced from the 22 kV line along the track. The power loads at the stations are provided following a 3-phase 4-line 380/220 VAC network sourced from the 22 kV/0.4 kV voltage transmitter. The SSS will be installed during construction of the underground and elevated MRT2 stations. The SSS will be installed inside the 10.5 m x 16.5 m (about 173 m2) technical room at the end of the MRT station platform. The actual dimension of the SSS will depend on the providers. Civil works for the SSS will be constructed by the station contractor while TSS equipment will be provided by one contractor under the E&M package.

3. Back-up Power Supply Source

157. Under the feasibility study, there is an option to provide two diesel power generators as sources of back-up power supply in case there is interruption in HCMC’s 110 kV power grid. One generator is proposed to be installed in the vicinity of the BSS at Tao Dan Park during the construction of the Tao Dan underground station. Installation of the other generator at Tham Luong Depot may take place after the Depot is fully constructed. Specifications (capacity, etc.) of the diesel generators have not been proposed in the feasibility study. Such details will be considered in the project’s detailed technical design stage most likely in the latter part of 2012.

I. Signaling

158. Two types of signaling have been considered for Line 2: a "loop" system which is fairly conventional based on cabled systems; and the rather more recent "CBTC" (communication based train control) system, which uses radio/microwave signals. It is considered that either system could be successfully adopted for Line 2. As more and more modern Metro projects are now adopting the CBTC system, it is assumed at this stage that CBTC will be the preferred choice for Line 2.

J. Fare Collection and Ticketing

159. The options for fare collection and ticketing including integrated systems were discussed in the Public-Private Infrastructure Advisory Facility (PPIAF) Report 'Fares and Ticketing Working Paper, June 2008'. Passenger convenience will be essential for the success of the HCMC metro system, and to this end comprehensive integration of fares and ticketing across all metro lines, and other public transport systems if possible, should be the target.

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160. At the present time, tenders for Line 1 have recently been invited, including implementation of an automatic fare collection (AFC) system. As a first step, it would be a requirement that Line 2 should adopt and be integrated with the Line 1 AFC system.

1. Line 1 Ticketing System

161. An AFC is proposed for Line 1 MRT at a cost of approximately US$ 50M. At present there is no proposal to expand the system to other MRT lines or to bus, but it is understood that in principle the system is capable of being expanded. The proposal for fares on Line 1 is to have a boarding charge of VND 5,000 rising to a maximum fare of VND 12,000 for a trip along the entire line. It is understood that a smart card (Type C) is proposed but cash payments will also be accepted. There is no current proposal under the Line 1 contracts to integrate fares with other MRT lines (i.e. have a common fare structure and a single boarding charge no matter how many lines are used) or with bus.

2. Ticketing System for Line 2

162. For the purpose of the present study, it is assumed that Line 2 will adopt the Line 1 system. This is clearly the simplest option given the status of the Line 1 procurement, and should be extended in future to other MRT lines and buses. This solution would be expected to provide full interoperability of ticket products on all MRT lines, and between MRT and bus.

163. In terms of costs for Line 2, this can be broadly estimated based on the Line 1 costs, taking into account the fewer number of stations on Line 2, and the fact that much of the common systems and software will already be provided under Line 1 and will need enhancing for Line 2. 0n this basis an indicative cost estimate of US$ 15M is included for the Line 2 project.

3. Need for Further Studies on Integrated Fares and Ticketing

164. As noted above, the fare assumptions for Line 1 are quite different to those for Line 2, and there is a clear need to study the implications of integrated fares for MRT and bus. This is a complex task and would require: (a) extensive consultation with stakeholders; (b) analysis of the impact of different fares levels and structures on community welfare and user acceptance, and (c) assessment of the impact on public financial support to public transport services over the long term. This in turn would require detailed analytical models capable of assessing the impacts of alternative fare structures on patronage and revenues, both for individual MRT Lines, buses and public transport overall.

K. Construction Program

165. The overall estimated construction program for the Line 2 project is shown on Table 3.19. This program assumes deployment of two TBM's, both to be launched from the Ben Thanh Garage works area at the southern end of the project. Cut-and-cover excavations for each station must be completed prior to arrival of the TBM's. As shown, the overall program from award of construction contracts to commencement of services on this basis is estimated at around 6.5 years

L. Drainage and Utilities

166. During TA 4862 it was recognized that various existing and planned utilities would need to be catered for in the design and construction of Line 2, but at that stage only limited details of these

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utilities were available. Full details are still not clear, but it can be seen that installation of 1-2 m diameter drainage pipes is currently in progress on sections of the route.

167. All the stations of line 2 are built with diaphragm walls, meaning that utilities will have to be cut temporarily or permanently due to diaphragm walls construction. For small utilities such as cables or water pipes this is not normally a problem, and the cables of pipes can fairly easily be rerouted either temporarily or permanently around the works.

168. Drainage or sewage pipes (or culverts) are more difficult, partly due to their size, but also because of the need to maintain levels and gradients at all times for the flow of the liquids. The current design for Line 2 stations has the top slab 2 m below ground level. This appears sufficient based on available information and observation of the existing and planned utilities, but will need to be checked at detailed design. It will generally be necessary to construct a replacement sewer (parallel to the existing) on the first phase of top slab construction, and then permanently divert the flow before demolition of the existing pipes.

M. Spoils Disposal during Construction

169. The MRT2 Project will create approximately 1.9 million cubic meters of spoils mainly from tunnel construction. MAUR is indicating that 1,550,000 m3 of the spoil can be re-cycled and sold as fill for suburban developments. MAUR has established an agreement with the Urban Drainage Company (UDC) under HCMC’s Department of Transportation to dispose of the remaining 450,000m3 at UDC’s active 40-ha spoils disposal site in Hamlet 1, Da Phuoc commune, Binh Chanh District, HCMC. The spoils disposal site was approved by DONRE in January 2008. A detailed spoils disposal plan will need to be prepared by the contractor to ensure proper handling, transport and disposal of excavated soil.

N. Traffic Management during Construction

170. The construction works, particularly at the cut-and-cover stations, will have major negative impacts on traffic flows and public pedestrian access. Major traffic diversions will be required, which may affect roads and areas well beyond the Line 2 corridor itself, and must therefore be planned on a city wide basis. Furthermore, traffic management plans will need to be coordinated with any other construction works on other projects which will inevitably occur during the Line 2 construction program. A thorough traffic management study and plan at each station is therefore essential to provide guidance and conditions for the construction works.

O. Design Refinement

171. Whilst much of the detailed design can be left to the design and build contractor, certain elements would benefit from further refinement prior to issue of the tender documents. This may include more detailed investigation of station layouts and accesses, and in particular much more detailed review of the interchange stations, taking into account the latest studies for the other MRT lines.

P. Civil Works Contract Packaging

172. Under the proposed co-financing arrangement, it is planned that there will be a turnkey contract under KfW financing for the E&M systems, whilst civil works will be financed under the tranche 2 loan from ADB, combined with financing from EIB.

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173. An implementation consultant will be appointed (under KfW finance) to assist MAUR with functional design, procurement and construction supervision for all packages. The consultancy services will consist of two phases:

The first phase includes preparation of the operation concept, elaboration of the functional design for the E&M/Rolling Stock (RS) Package, tender documents for that package, basic design for up to 4 civil works packages including non-system E&M and respective tender documents as well as the evaluation of offers and the assistance in contract negotiations.

The second phase includes check and approval of designs of E&M/RS and civil works, supervision of construction works and installations for quality assurance and assistance with interface and claim management. This will also cover the commissioning, system integration and final acceptance.

174. For the civil engineering works (including non-system E&M); the consultant will prepare basic design, tender documents and evaluation of tenders. The main components of the civil works will include:

Bored tunnels (using TBMs)

Underground stations

Elevated station, viaducts and depot civil works

Non-system E&M (tracks, tunnel equipment, station equipment, lighting, ventilation, etc.)

175. In terms of the number of contract packages for these works, there are various considerations. A limited number of large contracts (or indeed a single contract) would have the advantage of reduced interface management for the owner, but puts the contractor in a very strong position for negotiation and claims. A large number of smaller contracts would maximize fee competition for the various works, and would give the owner greater control. 0n the other hand this leads to a large number of interfaces between the various contractors, with risk of claims and disruption if not tightly controlled.

176. For the Line 2 project, it is proposed that the works will be split into four main contract packages. These packages are each relatively self-contained, and interfaces between the packages can be well defined and controlled.

1. Contract for Tunnel

177. The two tunnels are running parallel from the same TBM launching station. Whilst the total length of tunnels is considerably long at nearly 9.5 km, it is considered that this would be best managed under a single contract.

178. The key issue for tunnel construction is the interface with station in terms of timing. If a TBM is somewhere delayed, the stations downstream may not be finished on time. If a station is delayed, the Tunnel is reciprocally delayed. Clear milestones with penalties must therefore be set in the respective contract.

2. Contract for Underground Stations

179. A single contract is proposed for all nine underground stations (excluding Ben Thanh to be under a separate contract by others). All underground stations will require diaphragm wall construction

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method. The underground stations contract will also include the garage at Ben Thanh, and the cross-over section at Bay Hien.

3. Contract for Viaduct and Depot

180. There is only one elevated station and the structure is integral with the viaduct structures. Construction is generally proposed to be of twin pre-cast "U-shape" viaducts, except for special areas such as the tight curve to the depot spur where segmental or in-situ construction will be required.

181. Other depot works consists of earth works and buildings and pre-construction is currently proceeding with a goal to erect an administrative building and perimeter road. These works are fairly straightforward and likely to be well within the capability of local contractors.

4. Contract for Non-system E & M

182. Since separate contracts are proposed for the tunnels and stations, it is preferable to have an independent contract for track work. This contract can also conveniently include all other non-system E&M which applies to both tunnels, stations and the depot.

Q. Service Operations and Maintenance

1. Service Plans for Normal Operations

183. The operations plan provides the suggested train configurations headways, timetables, etc. for the system. The plan is based on the forecast travel demands, but as with any new MRT it is expected that the actual plan will be refined by the operator prior to commencement of services.

184. The operating plan below considers the project line including Ben Thanh interchange station (which will be developed under a separate project). Consideration of requirements for the future full Line 2 (Thu Thiem - An Suong) is also noted.

2. Design Demand

185. For the purpose of the current study, the operational design and costing is based on the Line 2 project from Ben Thanh to Tham Luong, total 11 stations. Three time horizons considered in the study for the maximum passengers per hour per direction (pphpd) demand are the following:

Year 2015 - notional year of opening: 8,500 pphpd

Year 2025 - medium horizon where other urban MRT (UMRT) lines included in the Master Plan are in operation: 21,400 pphpd

Year 2035 - long-term horizon with continued growth beyond 2025: 30,200 pphpd.

186. For the off-peak period, based on experience of other systems, it is estimated for planning purposes that the traffic will be 75% of the peak load, and the evening demand 50% of the peak load. For Sundays and holidays it is estimated that the traffic represents 75% of the working days passengers.

187. With the full Line 2 extended northwards to An Suong and across the river to Thu Thiem, peak loading is estimated at 37,500 pphpd at year 2035.

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3. Structure of Services

188. The schedules of service are assumed to start at 5.00 a.m. and finish at 12.00 p.m. 0n working days the peak periods are estimated to be around 6.30 - 8.30 am and 4.00 - 6.30 pm (based on observed demand distribution).

4. Commercial Speed

189. The commercial speed for Line 2: Ben Thanh to Tham Luong was estimated taking into account the running time between stations, the reserve time (and, thus, running time with coasting) and station dwell time. The running time and reserve time between stations was calculated using specialized software (MATYS), taking into account the train and line's characteristics. The dwell time was calculated based on estimated boarding and alighting per station, the number of doors (4 doors per car) and lanes per door (2 lanes per door) in the train, the passenger flow rate (1 passenger per lane per second), the headway, and the time required for technical reasons (door opening, door closure warning time and door closing)The total estimated running time between Ben Thanh to Tham Luong, a distance of 9.5 km, is 930 seconds, with a resulting commercial speed of approximately 36.5 km/h.

5. Fleet Size Calculation

190. The calculation of fleet requirements to meet the forecast patronage demands at 2015, 2025 and 2035 are given below in Table 3.5. Fleet requirement is determined by the total estimated running time detailed in the previous paragraph, plus the last stations' track changing time and regulation time at terminal (estimated at 280 seconds at Tham Luong and 320 seconds at Ben Thanh), divided by the target schedule for the peak period.

191. The operational design considers a 5% train reserve (rounded up), to replace potentially defective trains during the daily service. In this way, the operational design maintains normal headway between trains, as well as the standard transportation capacity, by eliminating any of the consequence that would result from a train failure (delays and increased headways between trains, etc.).

192. Additional trains are necessary, based on maintenance needs. Due to preventative and corrective maintenance requirements, some trains are not always available. 0n average, 10 % (rounded up) of trains in operation are under maintenance. The calculations of rolling stock fleet shown in Table 4.5 consider this percentage.

193. In order to maintain a convenient service to customers under predicted passenger growth numbers additional trains are typically purchased at intervals of 5 years (4 x 6- car trains in 2020, 4 in 2025, 3 in 2030 and 2 in 2035).

Table 4.5: Rolling stock fleet size estimation for MRT2 2015 2025 2035

Operation headway Minutes) 5'45 4'62 3'16

Trains in operation (rounded up) 9 11 16 Operation reserve (5% rounded up) 1 1 1 Maintenance reserve (10% rounded up) 2* 2 2 Total fleet size 12* (3-car) 14 (6-car) 20 (6-car)

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*Note: 11 3-car trains are adequate for 2015, but an even number is required to be later combined into 6-car trains as these should be comprised of units of the same specification and age.

6. Track Cross-Overs and Layby Tracks

194. Cross-over connections between tracks and/or additional layby tracks are required for turning around trains in normal operations, for stabling of spare trains to meet peak demands, and to facilitate removal of defective trains in the event of a breakdown. Various options were considered in the study (refer to Chapter VII), and the proposed configuration for Line 2 (Ben Thanh — Tham Luong) is shown in Figure 4.15.

195. In addition to cross-overs at each end of the alignment, which are necessary to turn around trains in normal operation, a cross-over between tracks is provided near Bay Hien station. This cross-over allows trains to switch between tracks in the event of breakdown or disturbance. An enhancement of this feature would be to include a section of third "layby" track as well as the cross-over, so that a defective train could be stored without disrupting normal operations. Such a layby track would provide more flexibility for operations, but would be very much more expensive (including requiring additional resettlement), and is therefore not included in the current project. However, a plan of this layby configuration is included in the drawings, and may be considered further at the next design stage if needed.

196. In considering the track configuration, it is necessary to assume Ben Thanh Interchange Station will be constructed and the future context when Line 2 is extended to An Suong and Thu Thiem. In this case the proposed track layout is as shown in Figure 4.16 below

Figure 4.15: Sketch of track layout and stations — initial project

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Figure 4.16: Sketch of track layout and stations — future situation

Figure 4.17: Sketch of track layout and stations

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7. Service

197. Line 2 has two tracks and all trains will run at the right hand side in normal flow. The total operational length of the line is about 11.3 km.

a. Service Schedule

198. The schedule of service will start at 5.00 a.m. and finish at 12.00 p.m. On working days the peak periods are considered to be 6.30 a.m. to 8.30 a.m. and 4.00 p.m. to 6.30 p.m. (based on the transport demand distribution). Evening service will operate for 4 hours, from 8.00 p.m. to 12.00 p.m. It is anticipated that on Sundays and holidays the demand distribution will have less significant peaks.

b. Service Frequency

199. Table 4.6 below summarizes the service frequency for years 2015, 2025 and 2035. Service frequency for the peak period is derived from the design demand and train capacity of 695 passengers per 3-car trains (5 passengers per m2) in 2015 and 1, 390 passengers per 6-car trains in 2025 and 2035. For off-peak, evening service, Sundays and holidays, the service frequency is determined based on the assumed proportional demand, with a minimum acceptable service frequency of 12 minutes.

Table 4.6: Service frequency (Time Interval Between trains) at the Various Time Horizons

Period Working

Days Sundays and Holidays

2015 2025 2035

2015 2025 2035

Peak period 5,00 4,00 2,45 6,30 5,15 3,45

Off-peak period 6,30 5,15 3,45 7,45 7,00 5,00

Night service 10,00 8,00 5,30 12,00 10,30 7,30 Source: MVA, 2008

R. Cost Estimate

1. Capital Costs

200. The capital costs shown in Table 4.7 are based on estimated quantities and first quarter 2008 unit rates. They include civil works for viaducts and tunnels, stations and terminal; non-system electrical and mechanical (track supply and lay-out, turnouts, catenaries, fire-fighting, pumping, ventilation and smoke exhaust, HVAC [heating, ventilation, and air conditioning], escalators and elevators); system electrical and mechanical (SAE IV , OCC , SCADA , data transmission, telecoms, public announcement, radio, underground stations and traction power cables, auxiliary voltage transformers and high voltage station, earthing protection, signaling and automated train control); rolling stock (initial 2015 fleet, including operational contingency and maintenance reserve); depot civil and equipment, resettlement costs; pre-investment costs and

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physical contingencies. The ticketing system will be part of a separate contract and it is not included. Price contingencies and interest during construction are also not included.

Table 4.7: Financial capital costs of MRT2 Ben Thanh - Tham Luong (million US$ at constant first quarter 2008 prices)

Cost item Local Foreign Total

Civil works

Underground 207.09 138.06 345.16

Above ground 20.84 2.32 23.16

Total civil works 227.94 140.38 368.32

Non-system Electrical and Mechanical

Track supply and lay-out 8.66 10.59 19.25

Turnouts 1.08 3.24 4.32

3rd rail 1.06 4.25 5.31

Fire fighting 0.88 2.65 3.54

Pumping 0.66 1.55 2.21

Ventilation and smoke exhaust 4.44 10.36 14.81

Heating, ventilation, air-conditioning (HVAC) 1.11 3.33 4.44

Escalator 1.79 10.13 11.92

Elevator 0.83 4.72 5.55

Lighting 2.29 5.34 7.62

Total non-system E&M 22.81 56.16 78.97

System Electrical and Mechanical

SAE IV , OCC , SCADA 0.62 5.55 6.17

Data transmission, telecoms, public announcement

1.14 10.30 11.44

Radio 0.62 5.61 6.24

Traction power (sub-stations & cables) 2.27 12.86 15.13

Aux voltage transformers & high voltage station 1.24 7.04 8.28

Earthing1protection 0.16 0.90 1.06

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Cost item Local Foreign Total

Signaling and automated train control (ATC) 6.64 37.64 44.28

Total system E&M 12.70 79.89 92.59

Rolling Stock

Rolling stock 0.00 52.47 52.47

Spare parts for rolling stock 0.00 2.62 2.62

Total rolling stock 0.00 55.09 55.09

Depot civil and equipment

Depot civil works and equipment, mobile and fixed 11.66 21.65 33.30

Total depot civil and equipment 11.66 21.65 33.30

Ticketing System* 0.00 0.00 0.00

Automatic fare collection (AFC) 0.00 0.00 0.00

Ticket stock (smart card & token) 0.00 0.00 0.00

Total ticketing system 0.00 0.00 0.00

Total civil works and equipment 275.10 353.17 628.27

Pre-investment stage costs

Detail design (2.5% of civil works [CW] & equipment

3.14 12.57 15.71

Supervision (5% of CW and equipment) 9.42 21.99 31.41

Other general items (3.0% of CW and equipment) 18.85 0.00 18.85

Total pre-investment stage costs 31.41 34.56 65.97

Resettlement costs

Land compensation 86.38 0.00 86.38

Other compensation and resettlement costs 27.48 0.00 27.48

Total land compensation and resettlement 113.86 0.00 113.86

Total costs without contingencies 420.37 387.73 808.10

Physical contingencies

Civil works and equipment 27.51 35.32 62.83

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Cost item Local Foreign Total

Pre-investment stage costs 3.14 3.46 6.60

Resettlement costs 11.39 0.00 11.39

Total physical contingencies 42.04 38.77 80.81

Total costs with contingencies 462.41 426.50 888.91

Value added tax (VAT) 49.25 49.25

TOTAL (Not including price contingencies and financing

511.66 426.50 938.16

Source: MVA: 2008

2. Operating and Maintenance Costs

201. The operation and maintenance costs shown in Table 4.8 are composed of two main categories:

Staff costs and;

External costs.

3. Staff Costs

202. Staff costs are estimated based on the following salary levels.

Employees in managing position (US$6,485)

Administrative and managerial clerks, OCC supervisors, engineers (US$5,650)

Drivers (US$5,089)

Station supervisors, skilled workers (US$3,724)

Secretaries, drivers, platform ticket controller, security staff (US$2,767)

Unskilled workers (US$2,523).

4. External costs

203. Electricity: For transport production it was calculated at a weighted average price for 1 MWh: 862,279 VND (57 US$). For station power consumption, the estimated time weighted price for 1 MWh is 931,250 VND (62 US$).

204. Consumables: The consumables category includes all the necessary material and fluids to operate and maintain the system: lubricants, sand, water and detergents. This category also includes the power supply for administrative and maintenance buildings (lighting, power, air conditioning). This cost item is assumed to be 15% of staff costs.

205. Materials: This item includes all the material parts to be purchased for maintenance activities, the outsourced maintenance for specific equipment such as electronic parts, optical fibre components or computers, with 70% considered from a foreign source and 30% a local source. The

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estimated amounts are based on cost databases from similar metro systems (infrastructure, trains and fixed equipment). Table 3.8.shows the annual economic O&M cost estimates for 2015, 2025 and 2035, with reference year of the first quarter of 2008.

Table 4.8: Annual operating and maintenance cost estimates (million US$ at constant first quarter 2008 prices

Year/Cost item

Economic CostsLocal Foreign Total

2015

Unskilled staff 0.59 0.00 0.59

Other staff 1.18 0.37 1.55

Electricity 5.82 0.00 5.82

Consumables 0.37 0.00 0.37

Materials 0.86 2.10 2.96

VAT 0.00 0.00 0.00

Total 2015 8.83 2.47 11.30

2025

Unskilled staff 0.60 0.00 0.60

Other staff 1.43 0.25 1.68

Electricity 6.71 0.00 6.71

Consumables 0.38 0.00 0.38

Materials 0.89 2.15 3.03

VAT 0.00 0.00 0.00

Total 2025 10.01 2.40 12.41

2035

Unskilled staff 0.60 0.00 0.60

Other staff 1.43 0.25 1.68

Electricity 7.15 0.00 7.15

Consumables 0.39 0.00 0.39

Materials 0.93 2.25 3.17

VAT 0.00 0.00 0.00

Total 2035 10.50 2.50 13.00

(Source MVA, 2008)

S. Economic and Financial Assessment

206. Economic analysis was carried out for the Ho Chi Minh City rail mass transit Line 2 by comparing two alternative scenarios. In the with-project scenario the constructed MRT system is assumed to be operating in the presence of measures implemented to ensure an integrated rail and road urban transport in HCMC. In the without-project case, it is assumed that Line 2 has not been

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constructed, and measures to ensure coordinated and coherent rail and road public transport in particular and urban transport in general, are not in place.

207. The economic assessment covers 7 years of project preparation and construction (2010- 2016), followed by a 20 year benefit period for a total of 27 years (2010-2036). Benefits and costs are in 2010 constant prices. Values in the economic analysis are at border equivalent prices for tradable goods, and for non-tradable goods at domestic prices after removing the effects of taxes and subsidies.

1. Demand Forecast

208. For the economic analysis, transport demand forecasts were prepared covering HCMC Region, comprised of HCMC and three adjacent provinces of Long An, Dong Nai and Binh Duong, with a combined population of 9.1 million in 2007. The transport forecasts were prepared using a 4-stage transport model based on the CUBE Voyager software; it allows simulation of the project impact on daily vehicle and passenger trips, travel hours, distances, speeds, by vehicle category and public-private modal distinction.

209. A summary of the forecast passenger trips is presented in Table 4.9. Private transport passengers are grouped by vehicle type. Trips made purely on foot are excluded. Forecast Line 2 daily boardings are shown for comparison.

Table 4.9: Daily passenger trips (thousands) from 2017-2036

Scenario Year Car Motorcycle Bicycle Public

Transport

All

Modes

MRT

Boardings

WO 2017 2.382 8,063 230 4,586 15,262 n/a

WO 2025 3,293 6,940 235 7.830 18.298 n/a

WO 2036 ----- ----- ------ ------ 22.751 n/a

W 2017 2.376 8.024 230 4.630 15.260 213.106

W 2025 3.272 6.871 233 7.927 18.303 481.700

W 2036 ----- ----- ------ ------ 22.757 703.267

n/a - not applicable; W - with project; WO -without project; - means details not estimated

210. The transport model provided detailed forecasts for two design years, 2015 and 2025. For the years following 2025, the design of the Line 2 service operation assumes an annual patronage growth of 3.5%, which is in line with expected long term average income growth in the HCMC Region. To forecast the project's impact for the years following 2025, the same assumption was applied to observed correlations across the modeled years among forecast MRT2 daily ridership and total daily vehicle travel time and distance with and without the project. The result is summarized in Table 4.10.

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Table 4.10: Expected impact over time of the project on travel in HCMC region Indicator (average annual growth rate) 2017-25

model 2025-35

extrapolated

HCMC Region gross regional product 8.5% 5.5%

MRT Line 2 daily patronage 13.3% 3.5%

Total daily travel hours saved 14.3% 3.5%

Total daily travel kilometers saved 11.1% 3.0%

Source MVA Final Report

211. For demographic trends extrapolation and travel costs projection, the transport model assumes an average annual growth of gross regional product (GRP) in HCMC Region of 8.5% for the period 2001-2025. For the period 2025-35, a 5.5% rate of growth is assumed for the analysis.

212. Table 4.11 shows historical growth patterns of GRP in HCMC (i.e. excluding the three provinces) and nation-wide GDP. Excluding the years 1998-2000, in which the Asian financial crisis took its toll, trend extrapolations of the two time series in Table 2.12 could be taken as natural upper and lower confidence limits when projecting growth for the HCMC Region. The transport model growth assumption of 8.5% for HCMC Region is seen to be close to the lower limit.

Table 4.11: Historical growth of gross regional product in HCMC (% per annum) Area 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007

HCMC 12.1% 6.2% 9.0% 9.5% 10.2% 11.2% 11.6% 12.2% 12.0% 12.0%

Vietnam 5.8% 4.8% 6.8% 6.9% 7.0% 7.2% 7.5% 8.4% 8.2% 8.0%

Source MVA Final Report

2. Benefits and Beneficiaries

a. Time and Vehicle Operating Costs Saved

213. By using the transport model, two core project economic benefits were identified through estimating the difference in travel time and vehicle operating cost (VOC) per passenger trip with the project and without. The benefits were valued based on users' willingness to pay the time cost and VOC per trip, with new trips generated assumed to have a uniformly distributed willingness to pay ranging between just below the cost per trip without the project and just above the cost per trip with the project.

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Table 4.12: Value of passenger time

Passenger type 2015

VND/min $/hour

2025

VND/min $/hour

Car owning household 470 1.48 663 2.09

Multiple motorcycle owning household

331 1.05 470 1.48

Single motorcycle owning household 214 0.68 299 0.94

Non-motorized household 150 0.47 214 0.68

Source: based on demand Study Exchange rate VND19,000=$1

214. Distinguished by household category defined by vehicle ownership, how HCMC Region residents discerned travel time in money terms was used for valuing the time saving benefit. The unit value of time by household category is derived from the transport model assumptions, and is shown in Table 4.12 for design years 2015 and 2025. The model assumes that value of passenger time grows in line with average income in HCMC Region, which results in an effective annual growth rate of 3.9% up to 2025. Extending the principle, value of traveller time was assumed to grow at 3.5% annually after 2025.

215. The unit VOC used in valuing the VOC saving benefit is based on a standard model in current use for project economic cost-benefit assessment. Fuel prices were independently estimated. The price assumed for the analysis is $90 per barrel in constant 2007 prices. A fossil fuel depletion premium of 2% per annum is assumed to apply starting in the year 2015. Differences in fuel consumption with and without the project are small; consequently the V0C in the two alternative cases are not significantly influenced by the fuel price level.

216. Table 4.13 summarizes the core time and VOC user costs per passenger trip with and without the project. The users of HCMC Region urban transport are the beneficiaries. Besides the two core user benefits, five additional benefits could be calculated and valued using the model forecasts. Two of these are costs that would be incurred without the project but are avoided with the project.

Table 4.13: User cost per passenger trip (US$) (2017-2036) Year & Scenario

User cost type

Car Motor-cycle

Bicycle PT All modes

User cost saving (per 1,000)

2017 WO Time 0.563 0.315 0.129 0.796 0.495 2017 4.24

VOC 1.107 0.408 0.024 0.015 0.491 2.14

Total 1.670 0.723 0.153 0.811 .987 6.38

2017 W Time 0.561 0.313 .0129 .0782 0.491 2025 14.35

VOC 1.107 0.407 0.024 0.014 0.489 6.61

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Year & Scenario

User cost type

Car Motor-cycle

Bicycle PT All modes

User cost saving (per 1,000)

Total 1.668 0.720 0.152 0.796 0.980 20.96

2025 WO Time 0.973 0.419 0.163 1.144 0.826 2035 28.23

VOC 1.674 0.493 0.027 0.017 0.673 11.85

Total 2.647 0.912 0.190 1.161 1.499 40.07

2025 W Time 0.961 0.413 0.161 1.114 0.811 2036 30.20

VOC 1.671 0.490 0.027 0.016 0.666 12.56

Total 2.633 0.903 0.189 1.130 1.478 42.76

PT - public transport (bus and mass rail transit); VOC - vehicle operating cost; W - with project; WO - without project. Only the

bus VOC is included. Except for the Line 2 cost, the MRT operating costs in the two alternatives are the same and so cancel out. Meanwhile the Line 2 operating cost is included under cost in the cost-benefit assessment. Source MVA Final Report

217. Avoided bus capital cost. From differences in the forecast daily operating buses with and without the project, bus capital cost savings were estimated. The bus V0C saving benefit is already included in the V0C saving portion of the user benefits.

218. Avoided road maintenance cost. This benefit was estimated using UK Government transport statistics on road maintenance cost to estimate the required road maintenance budget for HCMC Region. The avoided road maintenance cost was calculated as the sum of i) the road maintenance budget saved, and ii) the avoided cost (in extra V0C) to users of a shortfall in the road maintenance budget, estimated by the World Bank to be at least 50%. The user cost impact of insufficient maintenance cost was based on a factor of 2-3 multiple of the maintenance spending shortfall, Carbon dioxide emission and road fatality savings benefits were also valued.

Table 4.14: Project economic benefits (US$ million)

Year User

Benefits

Avoided Bus Capital

Avoided road mainte-nance cost

PT reliability improved

CO2 emission reduced

Road fatality reduced

Total benefits

2017 33.0 5.0 1.6 1.1 1.5 0.1 42.4

2018 39.2 5.0 1.7 1.3 1.6 0.1 48.9

2019 46.5 5.0 1.8 1.5 1.7 0.1 56.6

2020 55.2 5.0 1.9 1.7 1.8 0.2 65.8

2021 65.5 5.0 2.0 1.9 1.9 0.2 76.6

2022 77.8 5.0 2.2 2.2 2.0 0.2 89.4

2023 92.3 5.0 2.3 2.5 2.1 0.2 104.5

2024 109.6 5.0 2.4 2.9 2.2 0.3 122.4

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2025 130.1 5.6 2.5 3.3 2.7 0.3 144.5

2026 141.4 5.6 2.6 3.5 2.8 0.3 156.2

CO2- carbon dioxide; PT- public transport Source: MVA Final Report

219. Using UK Government estimates of carbon emission by vehicle type and World Bank broad estimate of annual fatal accidents in HCMC provided the base data for the calculations. The beneficiaries are the residents and visitors of HCMC Region. In the case of carbon emission savings, the global community also benefits from a reduced contribution to climate change.

220. Public transport reliability results from the MRT being operated on a dedicated way, journey time on the system can be made predictable. By contrast buses operating in mixed traffic can show wide divergence from schedule, leading to journey time uncertainty. In the corridor proposed to be served by Line 2, the improved service quality will be available to public transport users only with the project, since without it buses will be the sole public transport choice. The benefit was valued using the transport model assumption that buses carry an unreliability factor equivalent to a perceived 15% addition to time in-vehicle. The average Line 2 boarder was assumed for the purpose to travel an average 3 km, resulting in an average in-vehicle time of 6 minutes at a 30 kilometer per hour average service speed. HCMC public transport users are the beneficiaries.

b. Benefit-Cost Comparison

221. With capacity maintained to required service levels, the MRT Line 2 can continue to provide into the indefinite future its transport services and their associated benefits. By means of capitalized annuities included in terminal values of the project cost streams, allowances were made to ensure that Line 2 is equipped for patronage growing by an assumed 3.5 % annually from 2036 to 2056. Using growth rates illustrated in Table 4.14, corresponding terminal values were calculated for inclusion in the benefits streams. Table 4.15 shows the complete cost and benefit streams considered in the analysis. The net benefit stream was used to calculate the project economic internal rate of return (EIRR).The project EIRR is 12.4%; economic net present value discounted at 12% is $ 36.8 million.

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Table 4.15: Economic analysis

($ million)Year Costs Benefits Net benefits

stream Invest ment

cost Other capital cost

O&M cost Total costs

User Saved bus

capital cost

Saved road maintenance

PT reability improved

CO2

emission reduced

Road fatality reduced

Total benefits

2011 10.1 0.0 0.0 10.1 0.0 0.0 0.0 0.0 0.0 0.0 0 -10.12012 170.7 0.0 0.0 170.7 0.0 0.0 0.0 0.0 0.0 0.0 0 -170.72013 284.9 0.0 0.0 284.9 0.0 0.0 0.0 0.0 0.0 0.0 0 -284.92014 322.1 0.0 0.0 322.1 0.0 0.0 0.0 0.0 0.0 0.0 0 -322.12015 374.3 0.0 0.0 374.3 0.0 0.0 0.0 0.0 0.0 0.0 0 -374.32016 213.7 0.0 0.0 213.7 0.0 0.0 0.0 0.0 0.0 0.0 0 -213.72017 0.0 0.0 15.9 15.9 33.0 5.0 1.6 1.1 1.5 0.1 42.3 26.42018 0.0 0.0 16.8 16.8 39.2 5.0 1.7 1.3 1.6 0.1 48.9 32.12019 0.0 0.0 17.9 17.9 46.5 5.0 1.8 1.5 1.7 0.1 56.6 38.72020 0.0 20.6 18.9 39.5 55.2 5.0 1.9 1.7 1.8 0.2 65.8 26.32021 0.0 20.6 20.0 40.6 65.5 5.0 2.0 1.9 1.9 0.2 76.5 35.92022 0.0 0 21.2 21.2 77.8 5.0 2.2 2.2 2.0 0.2 89.4 68.22023 0.0 0 22.5 22.5 92.3 5.0 2.3 2.5 2.1 0.2 104.4 81.92024 0.0 0 23.8 23.8 109.6 5.0 2.4 2.9 2.2 0.3 122.4 98.62025 0.0 20.6 25.2 45.8 130.1 5.6 2.5 3.3 2.7 0.3 144.5 98.72026 0.0 20.6 26.1 46.7 141.4 5.6 2.6 3.5 2.8 0.3 156.2 109.52027 0.0 0 27.0 27.0 153.7 5.6 2.7 3.8 2.9 0.3 169.0 142.02028 0.0 0 27.9 27.9 167.0 5.6 2.8 4.0 3.0 0.4 182.8 154.92029 0.0 0 28.8 28.8 181.6 5.6 3.0 4.3 3.2 0.4 198.1 169.32030 0.0 30.9 29.8 60.7 197.4 5.6 3.1 4.6 3.3 0.4 214.4 153.72031 0.0 0 30.8 30.8 214.5 5.6 3.2 4.9 3.4 0.4 232.0 201.22032 0.0 69.5 31.9 101.4 233.2 5.6 3.3 5.3 3.5 0.4 251.3 149.92033 0.0 85.7 33.0 118.7 253.5 5.6 3.5 5.7 3.7 0.4 272.4 153.72034 0.0 0 34.1 34.1 275.6 5.6 3.6 6.1 3.8 0.4 295.1 261.02035 0.0 20.6 35.2 55.8 299.7 5.6 3.8 6.3 4.0 0.4 319.8 264.02036 0.0 177.4 460.4 637.88,010.00 111.2 47.7 141.4 50.3 5.4 8,366.0 7,728.2CO2 - carbon dioxide; O&M - operation and maintenance; PT - public transport

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c. Sensitivity and Risk Analysis

222. The project was analyzed for its sensitivity to changes in two key variables: i) the project capital costs for possible impact of unexpected changes in fuel and other raw material costs; ii) the projects benefits, to account for the uncertainties of estimation and the possible impact of high raw material and oil prices on growth and incomes; and iii) a combination of the changes to both variables.

223. Conducted tests found that the EIRR remains equal to or above 12% if capital costs rise by not more than 5% above the base case. The EIRR falls below 12%, indicating project economic non-viability, if costs exceed the base case by 6.6% (switching value).

224. Tests also found that the EIRR remains equal to or above 12% if benefits are at least 95% of the base case; the EIRR is less than 12%, indicating the project is non-viable, if benefits are 5.5% below the base case. In the event that project capital costs exceed by 5%, and at the same time the project benefits fall 5% below, the respective most likely value, the EIRR drops below 12%, indicating project non-viability. Table 4.16 summarizes the sensitivity test results.

Table 4.16: Results of Sensitivity Tests Scenario EIRR SV

Base case 12.4% ~

Capital costs are 5% above most likely value 12.0% 6.6%

Benefits are 5% below most likely value 12.0% -5.5%

Capital costs 5% above and benefits 5% below most likely value

11.7% -

SV=switching value; - means not applicable

225. The risk of the project not being viable has been assessed using Monte Carlo analysis applying hyper-geometric probability distributions to the parameters that are analyzed in the sensitivity analysis. Based on 5,000 iterations, the analysis indicates that there is less than 12.2% (i.e. less than one in eight) risk that the project will not meet the target of 12% economic return in real terms.

T. Financial Analysis

226. Financial analysis has been carried out to assess the project viability and sustainability by determining if the project's anticipated financial revenues, net of the capital investment and operating cost and net of taxes yield a financial internal rate of return (FIRR) that is adequate when compared to the weighted average cost of capital (WACC).

227. The FIRR is estimated in real terms, using 2010 constant prices, and is based on project capital cost excluding interest and other financing charges during implementation (FCDI). To test the project capital structure and debts service capacity, and to identify the subsidy requirement, an analysis of the project's estimated financial statements was carried out for a period comprised of implementation over six years (2011-2016) and operation in the twenty-five years following. The financial projections are expressed in nominal terms, taking into account the effects of domestic and foreign inflation and currency fluctuations. The investment and financing plans are based on the assumption that the ADB loans will be supplemented with contributions from co-financiers.

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228. The data input into the analysis includes a passenger demand forecast, estimated project investment, and operation and maintenance costs. Table 4.17 summarizes the project investment plan on which the analysis is based.

Table 4.17: Project investment plan (US$ million) Item Total a

A.Base Cost b

1 Civil works 513.702 E&M systems 234.46

3 Rolling stock 66.11

4 Land acquisition and resettlement 127.6

5 Integrated Sustainable Urban 3.9

6 Capacity Development, Social Development 2.8

7 Consulting services 64.4

8 Incremental administration 18.0

Sub-total (A) 1,031.4Source: Asian Development Bank estimates.

B. Contingencies Physical & Price 232

Sub-total (B) 232

C. Financial Charge During Implementation d 111.1 Sub-total (C) 111.1

Total (A+B+C) 1,374.5

a Includes local taxes and duties of $ 81.9 million.

b at 2010 prices.

c Physical contingencies computed at 10% of civil works & equipment, 5% of pre-investment stage cost, 0% of resettlement. Price contingencies are computed at 1.5% in 2010, 0.7% on 2011, 0.5% in 2012, and 0.5% from 2013 onward on foreign exchange costs, and 9.0% in 2010, 5.5% in 2011, 5% in 2012, and 5% from 2013 onwards on local currency costs. No price contingencies for land resettlement.

d Includes interest and commitment charges. ADB (OCR # 1): Interest during the 7-year grace period has been computed at the 7-year swap rate, plus a spread of 0.2%. (equivalent to 3.39%) Commitment: 0.15% pa.

ADB (OCR # 2): 7-year grace and - ditto -

KfW: 7-year grace and 5.85% interest. Commitment: 0.25% pa.

EIB: 7-year grace and 3.89% interest. Commitment: 0.25% pa.

Exchange rate: Euro 1.0 = $1.3

ADB = Asian Development Bank, OCR = ordinary capital resources, CTF = Clean Technology Fund,

KfW =German development bank (Kreditanstalt für Wiederaufbau), EIB = European Investment Bank.

Source: Asian Development Bank estimates.

229. The project base case assumes that by the start of project operation HCMC People's Committee will have implemented a reorganization of bus routes to optimize the benefits from the

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city's public transport, including the new MRT Line 2. At the assumed fare of VND4,000 per boarding, the forecast of patronage and annual fare revenue yields a fare box ratio (fare revenue divided by operating and maintenance cost) of 0.8 times in the opening year and quickly rising to 1 or about. The demand forecast shows expectation of high patronage growth, including an assumed 3.5% p.a. average rise in patronage in the period 2025-35, while operating performance also advances strongly over the project life, as indicated by fare box ratios of 2.1 in 2025 and 2.3 in 2035. Based on the anticipated demand and the implied level of fare box recovery of operating cost, the total subsidy requirement for the project in the Base Case is $791 million. Details are shown in Table 4.18.

Table 4.18: Project level of subsidy: base case, and without bus reorganization Scenario Year Revenue and cost recovery indicators

Daily passenger boardings

Annual farerevenue ($,

million)b

Fare box ratio(times)

Total subsidy

($ million)

Base Case: No bus routes reorganization

2015a 127,863 20.7 0.8 791

2025 481,700 124.5

2.1

2035 679,500

314.6 2.3

2015a 460,560 12.2 0.5 1,232

2025 74,972

84.4 1.4

2035 326,500

213.2 1.6

Source: MVA Final Report a 2017 instead of 2015 for annual fare revenue and fare box ratio b Non-fare revenue is forecast to be equal to 5% of fare revenue

230. Table 4.18 also indicates the effects on revenue and cost recovery if the bus routes reorganization does not materialize. The starting year daily patronage and fare revenue drop by 40% and the fare box ratio falls below 1 but advances to a level which is considered high.

231. The project is expected to require a total subsidy of $791 million equivalent. The free cash flow in real terms, including capital expenditure on equipment renewal, and additional rolling stock to serve expected demand growth, and including subsidy, yields an after-tax Financial Internal Rate of Return (FIRR) of 3.33%, above the 2.10% WACC.

U. Project Implementation

232. Critical to the smooth implementation of the project is the timely delivery of project documents meeting mandated requirements to relevant district and city-level agencies in HCMC and national ministries in Hanoi who will need to approve them without delay. The overall implementation schedule of approximately eight years is shown in Table 4.19.

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Table 4.19: Project implementation schedule

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V. DESCRIPTION OF THE ENVIRONMENT

A. Introduction

233. The following sections present information on the biophysical and social environmental components of the project area. Information has been compiled from a range of data sources. Available information for each issue is presented as follows:

(i) Environmental conditions in HCMC: Data are presented on environmental conditions in HCMC to allow comments to be made on expected environmental conditions or trends in the project area.

(ii) Monitoring data in the project area: The GOV EIA (2008), which was approved by DONRE in June 2009, contains monitoring data for a number of environmental issues in the project area. Additional monitoring data for the project was developed in the MVA EIA (2008) under TA-4862-VIE and under this TA-7343-VIE in 2011.

B. Physical Environment

1. Climate and Meteorological Conditions

234. The project area climate is affected by the tropical monsoon climate conditions. HCMC’s climate is sub-equatorial, characterized by a strong monsoon influence. Average daily temperatures are 27°C ranging between 35-36°during the rainy season (May - October) and 24-25°C during the dry season (November - April). 80-85% of annual rainfall occurs during the rainy season when the average volume is between 250-330 mm. Rainfall intensity is high at 0.8 - 1.5mm/minute. There are two main wind directions in HCMC: east and southeast during the dry season and west to southwest in the rainy season, with an average speed of 3-4m/second.

235. Solar Radiation: The average monthly solar radiation is about 140 Kcal/cm2/yr. Average monthly hours of sunlight are shown in Table 5.1.

Table 5.1: Average monthly hours of sunlight in Ho Chi Minh City

Monthly average sunny hours

1 2 3 4 5 6 7 8 9 10 11 12 Year

131 157.7 221.6 213.4 208.7 161.5 140.2 157.2 141.4 127.2 142.1 121.2 1.923.2

Source: Recorded Data at Tan Son Hoa Station, 2006

236. Temperature: The mean annual temperature is 27oC, the peak temperature 40oC and the lowest temperature 13.8oC. April has the highest temperature on average, at 28.8oC. The lowest average temperature of 25.7oC is between mid-December and January. Average monthly temperatures are shown in Table 5.2.

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Table 5.2: Average monthly temperature in Ho Chi Minh City (oC)

Month (oC)

1 2 3 4 5 6 7 8 9 10 11 12 Year

27.2 28.2 28.6 29.5 29.2 28.4 27.9 27.6 27.6 27.7 28.9 27.3 28.2

Source: Recorded Data at Tan Son Hoa Station, 2006

237. Rainfall: The average annual rainfall is 1.798,4 mm. There are 159 rainy days/year and ninety percent of the rainfall occurs in the rainy season - May to November, with the highest rainfall occurring in June and September. There is very little rainfall in January, February and March. Most districts in the inner city and in the north experience higher amounts of rainfall than districts in the south and southwest. Average monthly rainfall is shown in Table 5.3.

Table 5.3: Average monthly rainfall in Ho Chi Minh City (mm)

Month

Year

1 2 3 4 5 6 7 8 9 10 11 12

- 72.7 8.6 212.1 299.2 139.4 168.6 349 247.7 256.1 16.1 28.9 1.798.4

Source: Recorded Data at Tan Son Hoa Station, 2006

238. Humidity: Annual average humidity is 79.5%; average humidity is about 80% during the rainy season (maximum value is 100%) and 74.5% in dry season (minimum value is 20%); the average relative humidity for 12 months is shown in Table 5.4.

Table 5.4: Average monthly Humidity in Ho Chi Minh City (%)

Month (%) Average

Year

1 2 3 4 5 6 7 8 9 10 11 12

73 68 71 73 75 81 81 82 81 81 75 73 76

Source: Recorded Data at Tan Son Hoa Station, 2006

239. Wind: The two main annual wind directions are: west - southwest and north - northeast. The west -southwest winds originates from the Indian Ocean during the rainy season (June to October), average velocity is 3 to 6 m/s with peak velocities of 4 to 5 m/s in August. The north - northeast winds originate from the South China Sea in the dry season (November to February), average velocity of these winds is 2 to 4 m/s. There is also a south to southwest wind (March to May) with average velocities of 3 to 7 m/s.

2. Geology, Soils and Topography

240. The geology of HCM City was formed under two geologic periods: Pleistocene and Holocene.

a. Geology

241. The Pleistocene sediment: the ancient alluvial sediment that cover most of the northern, north-western and north-eastern parts of the city, encompassing Cu Chi, Hoc Mon, northern Binh Chanh and Thu Duc districts, north and north-eastern District 9, and the old inner-city areas. Main characteristics of this sediment class are hilly terrain, with a depth range of three to 25 meters, and oscillation in the south-

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eastern direction. Due to the combined effects of natural factors, including, climate, time and human activities, and erosion and decomposition, the sediment class has developed into grey soil. Grey soil makes up 45,000 hectares or 23.4% of the city’s total soil area.

242. The Holocene sediment: is the new alluvial sediment of HCM City and has its origin in coastal areas, bays, riverbeds and alluvial plains. Specifically, alluvial soil makes up 15,100 hectares or 7.8% of the total area. The alluvial deposits form at the bottom part of the formation. This deposits exposed to the surface mainly in the northern and northwestern part of the city area, including Cu Chi, Hoc Mon, northern Binh Chanh and Thu Duc districts, north and north-eastern District 9, and old inner-city areas. The deposits consist of mainly sand and sandy and clayey silt with some fossils. The thickness of this layer is between 3 m to 30 m. The coastal and bay (marine) deposits only occurs near the coastal area in the southeastern part of the city. The delta-marsh deposits extended further inland and also exist in the major river valleys where within the reach of tide. The sediments consists of mainly clay and silty clay with plant loam and peat. Further upstream along the rivers, alluvial deposits becomes the major sediments along the channels. However, the alluvial sediments also extend all the way to the shoreline at the bottom of this formation (Q21-2). The delta/coastal deposits occur at the middle part of the formation and thickening toward southeast direction. These sediments are exposed to the surface mainly in the middle parts of HCMC. This layer consists of sand, sandy and clayey silt with abundant fossils. The thickness of this layer ranges from 5 m to 40 m.

243. The marine sediments form the upper part of the formation at most of the places. The sediments are made up of mainly clay with abundant fossils and organic matter. Some sand lenses also occur in the layer. The thickness of the formation is about 15 m. Near the coastal zone, the thickness of the Holocene sediments gradually increases from northwest to southeast. The total thickness ranges from a few meters up to 30 m. For sediments that occur in the river valleys or lowlands, the thickness is generally less than 10 m.

244. The alluvial soil has four types of sub-soil:

acidic soil :comprising of 40,800 hectares or 21.2%;

alkaline soil covering 45,500 hectares or 23.6%;

sandy soil along the ocean accounts for 400 hectares

saltmarsh soil 35,000 hectares

245. MRT2 alignment. The surface geology along the MRT2 alignment consists of sediments of Late Pleistocene. The result of the geological investigation at the MRT2 location indicated that the upper fine-grain sediments has a thickness of about 5 m to 16 m (MVA Asia Limited, 2010). Most of the tunnel section will be in the middle Cu Chi Formation, which is the delta/coastal deposits consisting mainly sand and sandy silt. Based on the above information, the composition of the spoils should be mainly sand and sandy silt with a portion of clayey materials from the upper Cu Chi Formation.

246. Spoils disposal site.The proposed spoils disposal site and its vicinity is covered by Holocene (Recent) sediments. The sediments mainly occur in the southeastern part of HCMC near the coastal area, in the major river valleys, and in the lowland areas. Thin and local area of Holocene deposits also occur along the tributaries, waterways, and lakes. Based on the geological map (MONRE, 2010b), the disposal site is covered by alluvial-marine deposits which consists of mainly sandy silt with a thickness of about 5 m to 8 m.

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b. Soils

247. Alluvial soil: Formed in the highland terrain, which is as deep as 1.5-2 meters, mainly in the southern Binh Chanh District, the eastern part of District 7, and the northern Nha Be District. Alluvial soil is classified into two types: with high aluminum content or with a medium content. The high-aluminum type is mainly concentrated in the city’s south-western area from Tam Tan-Thai My of Cu Chi District to the south-western part of Binh Chanh District. In the area, the soil is high in aluminum and has a pH of 2.3 to 3.0. The medium-aluminum soil is concentrated along the Saigon River, Tra Canal and in District 9. The soil has a pH of 4.5 to 5.0 on surface layers but down to 3.0 to 3.5 in deeper layers.

248. Alkaline soil: This makes up the largest soil type in HCM City and it is mainly concentrated in Nha Be and Can Gio districts. There are two types of alkaline soil: seasonal alkaline soil and salt marsh. Seasonal alkaline soil covers 10,500 hectares of Nha Be and northern Can Gio districts. The soil is covered with salt water from December to June or July. The soil is rich and has a high content of humus and a pH of 2.4-2.7 at deep layers.

249. Salt marsh soil: This accounts for 35,000 hectares of the majority of Can Gio District. The soil is heavy and dark grey. The soil has a high content of nutrients and a pH of 5.8-6.5. The soil is suitable for developing mangrove forests.

250. There are two types of alkaline soil that have a weak base and therefore cause difficulties in infrastructure construction.

c. Topography

251. The topography of HCMC is typical of the area north of the Mekong Delta: a flat landscape. The terrain is higher in altitude in the north than in the south and from west to east. There are three types of terrain. The higher terrain lies in the northern-northeastern area and part of the northwestern area encompassing northern Cu Chi, northeastern Thu Duc and District 9. This is a rolling terrain with an average height of 10-25 meters above sea level (masl). Long Binh Hill in District 9 is the highest at 32 masl. The depression terrain lies in the southern-southwestern and southeastern part encompassing districts 9, 8, 7, Binh Chanh, Nha Be and Can Gio. The area’s height is in the range of 0.5 to 2 masl. The medium-height terrain lies in the middle of the city, encompassing most of the old residential areas, part of District 2 and the districts Thu Duc, Hoc Mon and the whole of District 12 in which the Depot is located. Ground elevation at the MRT2 alignment is about 5-10 masl. The proposed spoils disposal site is located at a lowland area (wetland) of surface elevation from slightly below see level up to about 1 m. The disposal site is bordered by Chieu Canal to the north and east, and about 300 m to the south is the Nga Cay channel. The Hoa Binh CTR Company (solid waste treatment company) and CTRSH (household solid waste treatment) project area of CITENCO are located across Nga Cay channel. The Da Phuoc Cemetery is located about 500 m to the west of the spoils disposal site. There are no people residing within the disposal site, but there is a structure used as temporary accommodation of about 15 workers undertaking spoils disposal activities in the area. Only a few residential houses scatter around within 500 m radius of the spoils disposal site. There are residential areas along the roadside located to the west and to the south of the site. The nearest populated residential area is the one next to Highway 50, with a distance about 500 m from the site boundary.

3. Hydrology

252. HCMC lies in the Mekong Delta and is bordered by two main river systems: Dong Nai and Sai Gon Rivers. Dong Nai River originates in the Lang Biang Highland Region (Da Lat) and is fed by the La Nga River, and Be River, to create a basin area of about 45,000 km2. Average flow rate of the river is

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20 - 500 m3/s, flood stage discharge is around 10.000 m3/s. annually it provides 15 billion m3 water and is HCM City’s main water source. Sai Gon River headwaters are in Phum Daung, south-eastern Cambodia, and it flows south and south-southeast for about 200 km. In its lower reach it passes through Ho Chi Minh City on the east and forms an estuary at the head of Ganh Rai Bay, an outlying part of the Mekong delta. The Sai Gon is joined 29 km northeast of Ho Chi Minh City by the Dong Nai River, and the Ben Cat River. At Cho Lon, the former Chinese sector of Ho Chi Minh City, it is joined by two ship channels, Tau Hu and Te. Ten 16 km below Ho Chi Minh City is the oil harbor of Nha Be. Although HCMC lies 72 km from the mouth of the river, the port of Ho Chi Minh City is the most important in Southeast Asia and is navigable to ships with drafts of up to 9 m. There also numerous tributary rivers and canals.

253. Based on the distribution of rainfall in a year, the climate in this region can be divided into dry and wet seasons. The dry season starts from December/January to June/July, and wet season starts from July/August to November/December. In dry season, flow in river/channel is strongly affected by the ocean tide. Salty seawater can go deep inland. In wet season, upstream discharge and local rainfall raises the surface water level. Therefore, the magnitude of tidal effect and water salinity are reduced.

254. The MRT2 project viaduct crosses one canal (Tham Luong Canal) in accessing the Depot. The spoils disposal site in Da Phuoc commune is bordered to the south by Nga Cay channel and towards the east and north by Chieu Canal which discharges to the Can Giuoc River and eventually to the Soai Rap estuary.

255. Figure 5.1 shows the hydrogeological survey stations in the vicinity of the spoils disposal site. The surface water level in the study area (spoils disposal site and vicinity) is subject to a strong tidal effect throughout the year. At the river mouth, the magnitude of the tide of Bien Dong Sea can be as high as 4 m. The tidal effect damps toward inland. At the study area, the tidal amplitude reduces to about 3 m (Figure 5.2). The discharge from upstream does not seem to have much impact on the water level but a big local rainfall may significantly increase the level at the study area. Since the surrounding waterways are all connected to each other, the flow direction becomes very complicated because the back-and-forth flows caused by the tidal effect come from all direction through the inter-connected channels. The area of the disposal site is frequently inundated due to a combination of tide, storm surge, rain, flood, and man-made structures. The flooding occurs several times every year in the rainy season (May to November) and during the high tide season (September to January).

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Figure 5.1: Location of hydrological survey stations in the vicinity of the spoils disposal site

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Figure 5.2: Hourly water levels recorded at Da Phuoc site, Nha Be, and Phu An stations (6-9 January 2012)

4. Water Quality

a. Surface water

(1) MRT2 alignment and vicinity

256. The construction and operation of MRT2 are not expected to adversely impact on Tham Luong Canal since a viaduct will be provided across this water course. Furthermore, no components of the said structure will be constructed within the canal. As such, additional water sampling in 2011 was not considered necessary since the primary data collected in 2007/8 would serve as a benchmark. Phase 2 of the project (not part of the current MRT2 scope) will extend the line across the Sai Gon River and early sampling covered both these water bodies at 5 sites:

Bach Dang Wharf (Sai Gon River) (W1)

Khanh Hoi Bridge (Sai Gon River) (W2)

Tran Quang Dieu Bridge (Nhieu Loc Canal) (W3)

Tham Luong Bridge Tham Luong canal) (W4)

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Tham Luong Canal (near National Road1) (W5)

257. Methods for monitoring of water quality, sampling, preserving and analyzing of water and wastewater samples were followed according to regulations in TCVN and ISO.

Table 5.5: Surface Water Quality in the Project Area

No.

Parameters W1 W2 W3 W4 W5 TCVN 5942-1995,

Class B

1 Temperature (oC) 29.5 29.8 30.0 29.5 30.1 2 pH H 6.02 7.08 6.63 7.21 6.68 5 .5 - 9

L 6.10 6.85 6.65 6.89 6.92

3 COD

(mg/l)

H 0.0 141 74 150 204 < 35

L 5.82 123 97 188 215

4 BOD

(mg/l)

H 0.0 86 24 144 120 < 25

L 3.8 95 24 107 110

5 SS

(mg/l)

H 78 342 61 80 281 80

L 59 315 66 90 230

6 Total N

(mg/l)

H 1.38 18.38 9.58 13.1 13.1 15 (Nitrate)

L 1.39 19.65 15.5 17.0 16.0

7 Total P (mg/l)

H 0.20 1.22 1.09 1.45 0.95 - L 0.26 1.25 1.57 1.58 1.35

8 Hg

(mg/l) H KPH KPH KPH KPH KPH 0.,002

L <0.002 KPH KPH KPH KPH

9 Pb

(mg/l)

H 0.00 0.056 0.004 0.002 0.71 0.1

L 0.004 0.042 0.002 0.002 0.56

10 Oil (mg/l)

H 0.055 6.0 5.8 7.5 8.0 0.3

L 0.053 6.5 7.4 7.0 9.5

11 DO

(mg1l)

H 3.50 1.5 1.23 0.00 0.8 > 2

L 3.56 0.2 0.04 0.00 0.05

12

Coliform

(MPN/100ml)

H 2.3E+4 2.4E+4 2.3E+7 7.0E+6 2.4E+5

1E+4

L 1.5E+4 2.4E+4 2.3E+7 2.3E+7 2.4E+6

Source: Monitored data reported by Ho Chi Minh City Environmental Protection Agency (HEPA), 2007 Key: H: High tide, L: Low- tide

258. Surface water quality results are as follows:

(i) All the rivers and canals in Ho Chi Minh City are influenced by floodtide of the sea. So samples were taken at two periods: high and low tide

(ii) Based on the monitored data reported by HEPA from 2000 to 2007, the water quality is polluted with DO, oil, coliform and heavy metals. The cause is domestic and industrial wastewater.

(iii) At low tide, without dilution, of pollutants levels are higher than at high water level by 1 to 2 times. The concentration of pollutants as a whole are rather high and exceed the permissible values in TCVN 5942-1995, class B.

(iv) Water quality at monitoring points W2, W3, W4, and W5 at both high and low water levels are presented below:

pH fluctuates from 6.63 to 7.21, and meets Vietnamese standard TCVN 5942-1995;

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Heavy metal is almost lower than TCVN, except the monitoring point W5;

Total N and Total P meet TCVN 5942-1995;

Organic matters is 2 to 6 times higher compared with TCVN 5942-1995 column B;

Dissolved oxygen is rather low (DO<2), especially DO at monitoring point W4 is almost 0;

The concentration of oil is higher than Vietnamese standard from 19 to 32 times;

Coliform is 2.4 to 2,300 times higher compares with TCVN 5942-1995.

Only the water quality at W1 is rather good, except coliform.

259. The GOV EIA contained monitoring data for surface water quality in the project area. Samples of surface water quality were taken at 3 locations.

Depot area – Tham Luong - site NM-01

Depot area – Tham Luong – site NM-02

Tham Luong bridge - NM-03

Table 5.6: Parameters and methods for surface water analysis

No Factors Methods/Equipment

1 Turbidity Colourimetry

2 pH Hand held device

3 Dissolved oxygen (DO) Hand held device

4 Suspended solids(SS) TCVN 4560:1988

5 Total dissolved solids (TDS) TCVN 4560-88

6 BOD5 TCVN 6001:1995

7 COD TCVN 6491:1999

8 Nitrite content (NO2-) TCVN 6178-96

9 Nitrate content (NO3-) TCVN 6180-96; TCVN 6636-1:2000

10 Ammonia content (NH4+) TCVN 6179-96; TCVN 6636-1:2000

11 Total N (nitrogen) TCVN 5987-95

12 Total P (phosphorous) TCVN 6202-96

13 Grease TCVN 5070-95

14 Copper (Cu) content SMEWW 3113-Cu-1995

15 Lead (Pb) content SMEWW 3113-Pb-1995

16 Cadmium (Cd) content SMEWW 3113-Cd-1995

17 Zinc (Zn) content SMEWW 3113-Zn-1995

Source GOV EIA (2008)

260. Frequency of sampling: 2 samples/1 location (1 sample in the morning from 08:00 to 12:00 and

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another one in the afternoon from 14:00 to 17:00). The results of laboratory analysis of surface water quality are shown in Tables 5.7 to 5.9.

Table 5.7: Surface water quality at the depot site in Tham Luong (NM-01)

No Factors Unit Measured results (average) TCVN 5942 - 1995

Morning Afternoon Column B

1 Turbidity NTU 160 165 -

2 pH - 6.4 6.6 5.5 - 9

3 DO mg/l 1.5 1.6 2

4 SS mg/l 182 183 80

5 TDS mg/l 2700 2680 -

6 BOD5 mg/l 53.5 54.5 <25

7 COD mg/l 76.5 76.0 < 35

8 NO2- mg/l 0.08 0.075 0.05

9 NO3- mg/l 0.172 0.175 15

10 NH4+ mg/l 0.017 0.021 -

11 Total N mg/l 2.2 2.3 -

12 Total P mg/l 0.65 0.63 -

13 Grease mg/l 0.030 0.035 0.3

14 Cu mg/l 0.012 0.012 1

15 Pb mg/l trace trace 0.05

16 Cd mg/l 0.012 0.013 0.02

17 Zn mg/l 0.012 0.013 2

18 Cr mg/l trace trace 0.01

19 As mg/l none none 0.05

20 Hg mg/l none none 0.002

21 Coli form MPN/100ml 15,000 14,000 10,000

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Table 5.8: Surface water quality at the depot site in Tham Luong (NM-02)

No Factors Unit Measured results (average). TCVN 5942 - 1995

Morning Afternoon Column B

1 Turbidity NTU 185 180 -

2 pH - 6.6 6.7 5.5 - 9

3 DO mg/l 1.4 1.5 2

4 SS mg/l 146 153 80

5 TDS mg/l 2350 2421 -

6 BOD5 mg/l 48.7 47.8 <25

7 COD mg/l 73.2 74.1 <35

8 NO2- mg/l 0.06 0.07 0.05

9 NO3- mg/l 0.167 0.192 15

10 NH4+ mg/l 0.019 0.020 -

11 Total N mg/l 2.25 2.20 -

12 Total P mg/l 0.55 0.60 -

13 Grease mg/l 0.055 0.050 0.3

14 Cu mg/l 0.012 0.012 1

15 Pb mg/l trace trace 0.05

16 Cd mg/l 0.005 0.006 0.02

17 Zn mg/l 0.014 0.014 2

18 Cr mg/l trace trace 0.01

19 As mg/l none none 0.05

20 Hg mg/l none none 0.002

21 Coliform MPN/100ml 16,000 15,000 10,000

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Table 5.9: Surface water quality at Tham Luong Bridge (NM-03)

No Factors Unit Measured results (average). TCVN 5942 - 1995

Morning Afternoon Column B

1 Turbidity NTU 185 180 -

2 pH - 6.6 6.7 5.5 - 9

3 DO mg/l 1.3 1.4 2

4 SS mg/l 174 168 80

5 TDS mg/l 2700 2680 -

6 BOD5 mg/l 55.6 56.0 <25

7 COD mg/l 77.3 78.0 < 35

8 NO2- mg/l 0.06 0.07 0,05

9 NO3- mg/l 0.195 0.178 15

10 NH4+ mg/l 0.025 0.031 -

11 Total N mg/l 2.28 2.34 -

12 Total P mg/l 0.65 0.63 -

13 Grease mg/l 0.060 0.056 0,3

14 Cu mg/l 0.012 0.0125 1

15 Pb mg/l none none 0.05

16 Cd mg/l 0,009 0,008 0.02

17 Zn mg/l 0,013 0,012 2

18 Cr mg/l trace trace 0.01

19 As mg/l none none 0.05

20 Hg mg/l none none 0.002

21 Coliform MPN/100ml 14,000 13,500 10,000

261. The concentration of all the pollutants are below the allowable values according to TCVN 5942 - 1995 (column B) with the exception of Coliform, BOD, COD and NO2-

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(2) Spoils Disposal Site

262. Table 5.10 shows the location of surface water sampling stations in the vicinity of the spoils disposal site.

Table 5.10: Location of surface water sampling stations in the vicinity of spoils disposal site (January 2012) Station Name Location Site Description

NM1 10o40’41.11”N 106o39’17.83”E

Upper crossing at Rach Chieu Channel

NM2 10o40’45.26”N 106o39’34.27”E

North of spoils disposal site

NM3 10o40’36.9”N 106o39’57.3”E

Northeast of spoils disposal site

NM4 10o40’18.7”N 106o40’07.4”E

Downstream of the confluence of Rạch Chieu channel and Rach Cay channel

263. Surface water in the study area have relatively high salinity levels due to saline water intrusion along with high tide. Such condition has reached further upstream to the north of HCMC. Table 5.11 shows that the salinity of the surface water at the Nha Be Station (10 km southeast of the site) varies in different season. In general, the salinity is higher in dry season (February/March), and lower in the early wet season (June/July). This is because in the wet season, more fresh water (both from upstream and local rainfall) in the channel dilutes the saline water. The higher fresh water flow also limits the seawater intrusion along the river channel. In the past decade, the salinity of the surface water has increased significantly, which may be an indication of gradually increasing tidal effect.

264. Surface water samples collected from the project site shows that the salinity is about 6,500 to 7,000 mg/l (converted from salinity = EC × 0.7) (Table 5.12). The number is about 1/2 to 2/3 of that measured at the Nha Be Station in the same season.

265. The characteristics of the surface water chemistry shows a clear signal of sea water intrusion with the proportion of the dissolved constituents similar to that of seawater.

Table 5.11: Monthly maximum salinity of surface water at Nha Be station (2001-2010) Month Feb Mar Apr May Jun Jul Max (yearly)

Year g/l date g/l date g/l date g/l date g/l date g/l date

2001 7.8 10 5.9 10 4.5 9 5.8 5 5.1 18 1.6 23 7.8

2002 9.6 26 9.9 30 9.4 10 8.1 7 7.7 8 4.2 11 9.9

2003 9.2 19 8.9 28 9.2 15 7.2 1 3.0 25 4.2 28 9.2

2004 14.0 19 13.8 15 10.6 30 11.1 6 14.0

2005 15.8 20 18.0 27 16.1 8 12.5 6 10.6 23 7.0 1 18.0

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2006 14.8 13 12.1 1 8.5 25 7.7 1 5.8 14 6.0 6 14.8

2007 14.4 27 15.3 1 10.6 28 9.4 4 6.2 17 7.0 18 15.3

2008 12.8 19 11.0 3 12.4 15 9.6 1 4.9 28 5.5 3 12.8

2009 13.7 10 8.6 31 11.0 27 9.7 4 3.2 18 1.9 21 13.7

2010 13.9 20 15.5 30 11.1 16 7.7 17 12.7 14 9.7 13 15.5

Note: bold values are peak salinity levels for the year

266. Table 5.12 are the results of the surface water quality sampling in the vicinity of the spoils disposal site. Findings show that QCVN standards for B1 surface water (for irrigation or other similar purposes) are met except for the following parameters:

(i) DO concentrations at stations NM2, NM3 and NM4, which are below the ≥ 4 mg/l standard

(ii) nutrient concentrations expressed by the QCVN parameters NH4+, NO2

-, and PO4

3 in all stations

(iii) dissolved ion concentrations expressed in Cl- and F- in all stations

Table 5.12: Surface water quality in the vicinity of the disposal site (January 2012)

No. Parameters Units Sampling sites QCVN

08:2008/ BTNMT* NM1 NM2 NM3 NM4

1 pH - 7.198 7.041 7.071 7.069 5.5-9.0

2 DO mg/l 4.69 2.92 3.04 2.67 > 4

3 EC µS/cm 9,740 9,830 9,220 9,520 -

4 Total alkalinity mg/l 73 81 61 78 -

5 BOD5 mg/l 6.4 3.2 3.4 2.9 15

6 COD mg/l 14 13 10 12 30

7 COD(KMnO4) mg/l 5.44 5.65 4.90 5.34 30

8 Total suspended solids (TSS)

mg/l 10.4 5.2 5.6 6.4 50

9 Na+ mg/l 1,885 1,801 1,716 1,627 -

10 K+ mg/l 56.8 60.4 58.0 48.7 -

11 Ca2+ mg/l 93,2 65.6 84.0 54.8 -

12 Mg2+ mg/l 220,4 215.7 205.2 188.3 -

13 Cl- mg/l 3,423 3,273 3,068 3,137 600

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No. Parameters Units Sampling sites QCVN

08:2008/ BTNMT* NM1 NM2 NM3 NM4

14 F- mg/l 5.1 3.4 3.7 4.5 1.5

15 N-NH4 mg/l 0.954 1.337 1.364 1.414 0.5

16 N-NO3 mg/l 1.410 1.521 1.465 1.390 10

17 N-NO2 mg/l 0.247 0.220 0.204 0.223 0.04

18 Total Fe mg/l 0.133 0.096 0.069 0.125 1.5

19 PO43- mg/l 1.142 1.121 1.168 1.214 0.3

20 SO42- mg/l 232 230 202 240 -

21 As µg/l 0.982 4.811 6.341 5.184 50

22 Cd µg/l 0.113 0.074 0.186 0.143 10

23 Pb µg/l 1.155 0.341 2.785 1.830 50

24 Cu µg/l 2.442 9.871 4.718 2.596 500

25 Zn mg/l 0.652 0.873 0.423 0.725 1.5

26 Ni µg/l 1.298 0.921 0.615 0.937 100

27 Hg µg/l ND 0.150 0.247 ND 1

28 Cr6+ mg/l ND ND ND ND 40

29 CN- µg/l 0.123 0.179 0.097 0.117 20

30 Phenol µg/l ND ND ND 0.70 10

31 Total oil mg/l 0.012 0.014 0.012 0.013 0.3

32 Total coliform MPN/100ml 430 4,600 2,400 2,400 7,500

33 E. coli MPN/100ml 40 90 40 70 100

*standard for B1 surface water = for irrigation or similar purposes ND= none detectable, bold values did not meet QCVN standards

b. Groundwater

(1) Aquifers

267. HCMC has five aquifers dating from the geologic sequence in which they were formed. These are:

(i) Holocene,

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(ii) Pleistocene,

(iii) Upper Pliocene,

(iv)Lower Pliocene and;

(v) Mesozoic.

268. Holocene. This aquifer contains sediments from different sources (rivers, sea and swamps) and can be found in Can Gio , Binh Chanh districts and in low parts of Cu Chi, Hoc Mon, Thu Duc districts and along rivers or canals. The static water levels fluctuate from 0.5 to 2.15 m or even at the ground level. This is an unconfined aquifer with a shallow water level. The sources of recharge are mainly rainwater, surface water from canals.

269. In general, The Holocene aquifer has very weak capacity for water retention and poor water quality so it is not exploited as domestic water supply. It is not situated in the project area (the inner districts).

270. Pleistocene. Pleistocene aquifer occurs widely under HCMC area and is exposed in the city center and Tan Binh, districts 2 , 12 , Thu Duc , Hoc Mon, Cu Chi. In the other areas, it is covered directly by the Holocene aquifer. It is the shallowest aquifer in the inner city where the Metro Line 2 Project will be constructed. Thus, it could be affected by the project.

271. The Pleistocene aquifer has 2 layers: (a) the upper layer which is a weak impermeable layer and (b) the impermeable lower layer containing water. The common thickness of this impermeable layer ranges from 5 to 10 m. Its lower boundary ranges from a depth of 3.5 to 65 m. The water bearing layer: ranges from 3.2 to 75 m. In the project area it has a thickness of 25 -35 m and flow rate of 5 l/s.

272. There are two areas with different water levels in this aquifer. The water levels of the first area include: Can Goo , Cu Chi, West and South of Binh Chanh, a part of Hoc Mon and Thu Duc Districts and the range is from 0.0 m to 15.7 m. In the second area includes the inner districts of Binh Chanh and Nha Be and the static water levels range from 0.0 m to 6.95 m.

273. The ground water flow for this aquifer is northeast - south-west and north - south. The main sources of recharge are rainwater, Dong canal, Sai Gon River, small ditches and underground flows from the north and northeast of the city (Cu Chi, Hoc Mon) with the velocity of 2.93 x10-3m/day. The discharge area is in the south and southwest of the city.

274. The Pleistocene aquifer has a good hydraulic relationship with the Upper Pliocene lying right below because there is a weak impermeable layer with the soil composition of clay silt, silt, sandy silt, fine sand.

275. In general, The Pleistocene aquifer provides a wide and large distribution of fresh water and it provides large scale and individual requirements. Because it is a shallow aquifer and recharged by rainwater and surface water (Sai Gon river), the Groundwater Planning and Exploitation Report (Division No.8, 20023) proposed to build a large- scale exploitation plant near the Sai Gon river where the aquifer is recharged.

276. Upper Pliocene. The upper Pliocene aquifer is not exposed at the surface. It also occurs widely under the whole city. The upper Pliocene aquifer is below the Pleistocene aquifer and above the lower Pliocene aquifer. Although, this aquifer will not be directly impacted by the project, it can be affected in terms of a reduction in percolation from Pleistocene aquifer. The upper Pliocene aquifer has 2 layers:

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impermeable and aquifer.

277. Impermeable layer: The depth from ground surface to this layer ranges from 8 m to 95 m and the depth tends to increase from northeast to southwest. The depth of this impermeable layer in southwest Cu Chi, Thu Duc , Hoc Mon, Can Gio and the inner districts is around 30 -50 m. The common thickness of this layer is from 5 to 10 m.

278. Aquifer/Water containing layer: The thickness of this layer is from 20 m to 138 m, increasing from northeast to southwest. The common thickness ranges from 40 m to 80 m in the city.

279. There are two different water levels in this aquifer. The static water levels of the first area included Can Gio, Cu Chi, West and South of Binh Chanh, a part of Hoc Mon and Thu Duc Districts range from 0.0 m to 8.0 m. In the second, inner districts: (included the project area), Binh Chanh and Nha Be districts, the static water levels range from 0.0 m to 25 m.

280. The general direction of ground water flow in this aquifer is north east-southwest and north-south. The discharge area is at the south and southwest of the city.

281. The main sources of water that provide recharge for this aquifer are rainwater in Binh Duong Dong Nai Provinces where the aquifer is exposed to the ground and percolation from the upper aquifer (Pleistocene).

282. The above characteristics indicate that this aquifer has substantial capacity to satisfy medium to large scale exploitation demands.

283. Lower Pliocene. The lower Pliocene aquifer is not exposed at the surface. It occurs widely in the city area but disappears in District 2 and Thu Duc district. The lower Pliocene aquifer is directly covered by the upper Pliocene aquifer and lies above the Mesozoic aquifer. The lower Pliocene aquifer includes 2 layers: impermeable layer and aquifer.

284. The depth from the top this impermeable layer to the ground surface ranges from 50 m (Cu Chi) to 212 m (Binh Chanh) and tends to increase from northeast to southwest.

285. The water levels ranges from 7.6 to 142 m and tends to increase from northeast to southwest. A level of 20 -50 m occurs in the inner districts of HCMC (the project area).

286. There are two areas with different water levels in this aquifer. The water levels of the first area includes: Can Goo, Cu Chi, West and South of Binh Chanh, a part of Hoc Mon and Thu Duc Districts with a range from 0.0 m to 3.0 m. The second area includes the inner districts (within the project area) where the static water levels range from 0.0 m to 25 m.

287. The general direction of ground water flow in this aquifer is northeast - southwest and north - south. The Lower Pliocene has a good hydraulic relationship with the Upper Pliocene because there is a weak impermeable layer between them. The main recharge source of this aquifer is percolation from the upper aquifer (upper Pliocene).

288. Mesozoic. This aquifer is widely distributed in the city and exposed to the ground surface in Long Binh ward, Thu Duc district. The Mesozoic is covered directly by the lower Pliocene. This aquifer has not yet been studied, but the water containing capacity is known to be very limited.

289. Among these five aquifers, there are only three exploitable ones with high water reserve

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potential:

Pleistocene

Upper Pliocene

Lower Pliocene

290. Table 5.13 presents the recharge sources for the aquifers in HCMC.

Table 5.13: Reserved fresh water potential of aquifers in HCMC

(2) Groundwater Quality at the MRT2 alignment

291. Groundwater quality sampling and analysis along the MRT2 route was conducted in 2007. Most of samples were taken from shallow wells with the average depth of 20-40 m. Analyzed results of ground water quality within project area are shown in Table 5.14. Sampling results show that for most parameters, the quality meets the applicable standards. There were 10 water samples taken from the following wells:

GW1: Sagel company, ward 9 , Phu Nhuan Dist

GW2: Sagel company, ward 9 , Phu Nhuan Dist

GW3: Sagel company, ward 9 , Phu Nhuan Dist

GW4: Phu Tho race-track, Dist. 11

GW5: Phu Tho race-track, Dist. 11

GW6: Phu Tho race-track, Dist. 11

GW7: Bau Cat park, Tan Binh Dist

GW8: Dong Hung Thuan ward, Dist.12

GW9: Tan Chanh Hiep ward, Dist.12

GW10: Tan Chanh Hiep ward, Dist.12

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Table 5.14: Results of groundwater quality monitoring (HEPA 2007)

(Source: MVA EIA 2008) Note: KPH=not detected

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292. The 2011 groundwater sampling program identified the wells along the alignment (Appendix 2). Results of laboratory analysis are shown in Tables 5.15 and 5.16. Groundwater quality meets the QCVN standards except for Pb at stations GW1 and GW4.

Table 5.15: Results of groundwater quality sampling (25 May 2011) Well No. Unit GW1 GW2 GW3 GW4 GW5 QCVN

09:2008/BTNMTCoordinate E 679885 678615 678466 682524 684591

Coordinate N 1193333 1196649 1196434 1193486 1191326

Aquifer taped m Q1 3 Q1 3 Q1 3 Q13 Q1 3

Temperature oC 29.0 29.0 29.2 28.6 29.6 -

pH - 5.8 5.8 6.0 6.0 6.1 5.5-8.5

Electrical conductivity

µS/cm 262.5 218 225 239 215 -

NO3 - as N mg/l 1.2 0.12 0.14 3.0 0.11 15

Total organic compounds

mg/l 17.4 12.7 19.6 21.7 13.4 -

Pb mg/l 0.058 0.0044 0.0042 0.025 0.0059 0.01

Cd mg/l <0.001 <0.001 <0.001 <0.001 <0.001 0.005

Fe mg/l 0.28 0.21 0.23 0.40 0.27 5

Mn mg/l 0.013 0.05 0.040 0.08 0.045 0.5

As mg/l <0.001 <0.001 <0.001 <0.001 <0.001 0.05

Cl mg/l 34.8 42.7 51.9 58.5 43.7 -

SO42- mg/l 14.5 20.1 24.4 26.5 21.2 400

Na mg/l 1.2 18.35 14.2 31.5 18.7 -

K mg/l <0.05 5.12 6.08 5.06 5.12 -

Ca mg/l 22.2 24.5 32.0 41.8 31.5 -

Mg mg/l 15.2 10.4 14.8 17.9 14.4 -

Ag mg/l <0.0001 <0.001 <0.001 <0.001 <0.001 -

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Table 5.16: Results of groundwater quality sampling (26 May 2011) Well No. Unit GW1 GW2 GW3 GW4 GW5 QCVN

09:2008/BTNMT

Coordinate E 679885 678615 678466 682524 684591

Coordinate N 1193333 1196649 1196434 1193486 1191326

Screen Interval m Q1 3 Q1 3 Q1 3 Q1 3 Q1 3

Temperature oC 29.4 29.6 29.8 29.1 30.1 -

pH - 6.2 5.9 6.1 6.4 6.2 5.5-8.5

Electrical conductivity

nS/cm 267.4 213 223 246 207 -

NO3 - as N mg/l 1.3 0.9 0.11 2.8 0.10 15

Total organic compounds

mg/l 17.7 12.8 19.8 22.1 13.7 -

Pb mg/l 0.058 0.0043 0.0040 0.023 0.0061 0.01

Cd mg/l <0.001 <0.001 <0.001 <0.001 <0.001 0.005

Fe mg/l 0.26 0.18 0.21 0.38 0.27 5

Mn mg/l 0.012 0.03 0.041 0.06 0.044 0.5

As mg/l <0.001 <0.001 <0.001 <0.001 <0.001 0.05

Cl mg/l 35.6 43.4 52.2 58.4 43.4 -

SO42- mg/l 14.8 18.9 24.9 26.7 20.3 400

Na mg/l 1.45 16.23 15.7 29.8 17.6 -

K mg/l 1.12 3.17 6.0 6.75 5.2 -

Ca mg/l 22.4 24.7 32.5 42.5 31.1 -

Mg mg/l 15.7 10.3 14.6 17.7 13.9 -

Ag mg/l <0.0001 <0.001 <0.001 <0.001 <0.001 -

(3) Groundwater Quality at the Spoils Disposal Site

293. A strong interaction between the surface and ground water generally occurs in wetland areas. Basically, the groundwater is very close to the land surface in such area. The surface water level strongly reflects the location of the groundwater table of the nearby shallow aquifer. The spoils disposal site in Da Phuoc commune is in a lowland area where there is no significant land relief to drive the

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surface/ground water interaction to go down deep. Therefore, all the interactions will be limited to shallow depth. The maximum daily tidal fluctuation is about 3 m near the site. The fluctuation will cause frequent exchange of surface water and the nearby shallow groundwater.

294. The site investigation conducted in January 2012 indicates that all the wells located near the site have depths of more than 100 m. This suggests that the shallow groundwater quality is of poor quality for human consumption. It is also possible that the shallow aquifer has marine or coastal deposits that contain residual saline water such that it is not potable.

Table 5.17: Location of groundwater quality sampling stations within and in the vicinity of spoils disposal site (January 2012) Station Name Location Depth of Well Site Description

NN1 10o40’32.3”N 106o39’43.0”E

220 Home No. A16/488, hamlet 1, Phong Phu Commune

NN2 10o40’39.7”N 106o39’57.0”E

250 Home No. A16/482C

NN3 10o39’56.57”N 106o39’49.41”E

220 Home No. A10/279

NN4 10o39’55.85”N 106o39’24.13”E

200 Home No. A9/259

295. The results of groundwater quality sampling indicates that the deep aquifer in the study area is fairly fresh and is not affected by the salty surface water (Table 5.18). Figure 5.3 shows the sampling station locations with reference to the spoils disposal site. The difference between the groundwater and surface water qualities depicts that the deep fresh water aquifer is confined and isolated from the shallow saline aquifer.

296. Findings show that QCVN standards for groundwater quality are met except for the following parameters:

(i) Iron (Fe) at station NN4

(ii) Manganese (Mn) levels at all stations

(iii) total coliform at stations NN1 and NN2

Table 5.18: Groundwater quality within and in the vicinity of the spoils disposal site (January 2012)

No. Parameters Units Sampling sites QCVN

09:2008/BTNMT NN1 NN2 NN3 NN4

1 pH - 7.36 6.50 6.21 6.41 5.5-8.5

2 DO mg/l 6.29 5.45 4.04 3.95 -

3 EC µS/cm 372 283 181 512 -

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No. Parameters Units Sampling sites QCVN

09:2008/BTNMT NN1 NN2 NN3 NN4

4 Total alkalinity

mg/l 66.5 69.0 67.0 69.0 -

5 Hardness as CaCO3 mg/ l

28.61 19.09 11.42 22.84 500

6 COD mg/l 4 2 ND 3 -

7 COD(KMnO4) mg/l ND ND ND ND 4

8 TSS mg/l 8.4 0 10.8 2.4 1,500

9 Na+ mg/l 25.79 16.09 8.04 44.77 -

10 K+ mg/l 20.80 18.90 13.65 17.88 -

11 Ca2+ mg/l 12.65 9.01 5.05 8.57 -

12 Mg2+ mg/l 15.96 10.08 6.37 14.27 -

13 Cl- mg/l 61.97 16.11 4.88 76.46 250

14 F- mg/l 0.22 0.25 0.12 0.33 1

15 N-NH4 mg/l 0.08 0.16 0.12 0.69 -

16 N-NO3 mg/l 0.83 1.27 1.06 0.86 15

17 N-NO2 mg/l 0.001 0.003 0.004 0.001 1

18 Total Fe mg/l 0.03 2.21 0.33 10.23 5

19 SO42- mg/l 6.64 26.64 47.75 8.60 400

20 As µg/l 1.07 3.32 0.31 0.39 50

21 Cd µg/l 4.82 3.85 5.96 4.87 5

22 Pb µg/l 0.51 0.62 0.37 0.66 10

23 Cu µg/l 13.94 15.16 3.89 1.74 1,000

24 Zn mg/l 0.28 0.41 0.51 0.67 3

25 Mn mg/l 0.67 0.70 0.70 0.63 0.5

26 Hg µg/l ND ND ND ND 1

27 Cr6+ mg/l 0.02 ND ND ND 0.05

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No. Parameters Units Sampling sites QCVN

09:2008/BTNMT NN1 NN2 NN3 NN4

28 Se µg/l ND ND ND ND 10

29 CN- µg/l 0.09 0.08 0.12 0.10 10

30 Phenol mg/l ND ND ND ND 0.0001

31 Total coliform MPN/100ml 93 43 ND ND 3

32 E. coli MPN/100ml ND ND ND ND ND

ND= none detectable, bold values exceed QCVN standards

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Figure 5.3: Location of the January 2012 sampling stations for groundwater quality, surface water quality and aquatic organisms in the vicinity of the spoils disposal site

c. Flooding

297. Minor flooding events are common in HCMC after heavy rain events. Flooding is caused by the low elevation of the land, poor drainage and storm water infrastructure, which becomes overloaded in rain events greater than 100 mm/hr. The changing land use patterns (extensive urban development), has resulted in the loss of many low-lying undeveloped areas that previously formed retarding basins or flood channels. Minor and localized flood events occur throughout the rainy season.

298. The Project area is situated amid a highly dense urban area characterized by large areas of impermeable landscape. Impermeable landscapes combined with extreme daily or weekly rainfall have

Legend: NN – groundwater NM – surface water VS – aquatic organisms

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the capacity to induce local flooding events that may have an adverse effect on the Project infrastructure. In addition to the effect of flood water on the stability of the ground, mentioned above, pooling of water may affect the operation of street-level, below-ground and elevated guideway sections of the alignment. Significant accumulations of water have the potential to interfere with electrical and mechanical aspects of the metro technology.

299. Flooding, when, it occurs is particularly severe in newly developed parts of District 6, 11, and Tan Binh. The MRT 2 alignment is not located in District 6 or 11, but is in Tan Binh District. Two underground stations (Ba Queo and Pham Van Bach ), the transition and the elevated section to Tan Binh station are in the district. Based on letter No. 383 /TTCN-QLTN issued to MAUR by the Steering Center of the Urban Flood Control Program of HCMC, none of the sections of the MRT2 alignment are located in areas inundated due to rains and tides. Nonetheless, flood protection measures have been designed for transition section and tunnel entrance. These measures are specified in Chapter VI.

C. Ecological Resources

1. MRT2 alignment

300. The MRT2 project alignment is located entirely within developed urban areas, thus natural animal and vegetation resources are fairly insignificant. Trees (arboricultural resources) planted in urban parks or in the roadway and median constitute the only biological resources. The project area includes some typical urban tree and shrub species. These are found mostly within the three parks along the alignment: 23rd September Park, Tao Dan Park and Le Thi Rieng Park. There are trees planted in the sidewalk along the sides of Cach Mang Tang and Truong Chinh streets. On the northern section of Truong Chinh Street there are trees and shrubs within the road median. Construction of the stations will require the removal of a number of these trees, but can be replaced following construction.

2. Spoils disposal site

a. Sampling Methodology

301. The following sampling methodology were used to identify flora and fauna species and other relevant parameters during the December 2011field surveys at the spoils disposal site.

302. Vegetation Surveys. Surveys were undertaken to identify the common and dominant plant species in each habitat type found within the spoils disposal site, as well as to identify the presence of any protected or rare plant species. Representative areas of identified habitats within the study area were surveyed on foot. For trees, plots measuring 10 m x 10 m were established to determine diameter-at-breast (DBH), height and estimated density of stands. All plant species encountered were identified and their relative abundance recorded in five nominal scales, namely; very common, common, frequent, uncommon, and sparse. The reference used for nird identification is the “Field Guide to the Birds of Thailand and Southeast Asia (Robson, 2008)”. Presence of rare species was confirmed using the Red Databook of Vietnam (RDBVN, 2007), Decree 32 signed by Vietnamese Government (2006), and IUCN Red Data Book (2010).

303. Avifauna Surveys. The study area was surveyed on foot to record bird species. Baseline surveys of bird populations were undertaken within each habitat type using quantitative survey methods (transect/point count method). Ten minutes were spent counting birds at each sampling point. All birds seen or heard within 30 m of the sampling transects/points were counted. Signs of breeding (e.g., nests, recently fledged juveniles) within the study area were also recorded. Observations were made using 8x binoculars and photographic records were taken where possible. Bird species encountered outside

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counting points but within the study area were also recorded to produce a complete species list.

304. Herpetofauna surveys. Herpetofauna surveys were conducted through direct observation and active searching in potential hiding places such as among leaf litter, inside holes, and under logs within the survey area. Dip-netting was used to survey tadpoles in aquatic habitats such as ponds and waterways. No quantification of abundance of herpetofauna in the survey area was made due to the secretive nature of these fauna. The aim of the survey is to produce a species list in the study area through active searching. During the surveys, all reptiles and amphibians sighted and heard were recorded. References used in the identification of toad and frog species are the guidelines by Bourret (1942) and Amphibian Species of the World (Frost, 2009). For snakes, the guidelines used are those by Bourret (1936) and Campden–Main (1970), and for lizards, Cox et. al (1998).

305. Mammal surveys. The mammal surveys were conducted at each habitat type through active searching. As most of mammals in the area occur at low densities, indicators of presence such as signs, tracks, faecal remains and burrows, and potential bat roost sites were actively searched for. Identification of wild mammals follows Van Peenan (1969) and Corbet & Hill (1992). Identification based on footprints and tracks follows Van Strien (1993). Scientific names of mammals followed Wilson and Reeder (1993).

b. Results of Flora and Fauna Surveys

306. As shown in Figure 5.4 and Table 5.19, the existing habitats and vegetation at the 40-hectare spoils disposal site are dominated by grass swampland. Prior to UDC’s operation of the area as spoils disposal area, the land was utilized as paddy fields and aquaculture ponds. Figure 5.5 shows that the dominant land uses in the vicinity of the spoils disposal site are paddy fields and aquaculture ponds. The next sections provide the dominant species of flora and fauna observed at the spoils disposal site during the December 2011 field survey. The full list of recorded species are provided in Appendix 3.

307. Within the three habitat types (channel corridors, wood swampland, and grass swampland) found in the area, a total 130 species of plant species were distributed under 45 families. The majority of flora species, which are from the Dicotyledonae class, are mostly grasses (58 species), followed by trees (17 species), shrubs (13 species), climbers (15 species), ferns (7 species), semi-aquatic (14 species) and aquatic plants (6 species). The various species observed in the disposal site are either moderately common, common or very common in Vietnam. A total of 27 bird species, 15 herpetological species and 7 mammalian species were recorded in the spoils disposal site. All recorded fauna are commonly found in Viet Nam. None of the flora and fauna species is included in the Red Databook of Vietnam (2007), and IUCN Redlist of Threatened Species (IUCN, 2010).

Table 5.19: Estimated area of habitat types and land uses at the disposal site Habitat Type/Land Use Area (ha) Percent (%)

Channel Corridors 0.5 1.2

Wood Swampland 3.8 9.5

Grass Swampland 32.3 80.8

Former Residential Land 0.1 0.2

Mud Flats 0.7 1.8

Water Surface (branch of Rach Chieu channel) 2.6 6.5

Total 40.0 100.0

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Figure 5.4: Types of habitats at the spoils disposal site

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Figure ___. Typ Figure 5.5: Types of habitats surrounding the spoils disposal site

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308. Grass Swamplands. The existing spoils disposal site of UDC is dominated by grass swampland (Figure 5.4) which accounts for almost 81% or more than 32 ha of the 40 ha spoils disposal site. Prior to its operation as a disposal site, the site was utilized as paddy fields and aquaculture ponds. After the farmers and pond owners left the area to give way to the spoils disposal operations of UDC, grass species thrived forming swampy areas of common reed (Phragmites vallatoria), sedge grass (Cyperus malaccensis) and other grass species. This existing habitat type consists almost entirely of secondary grass swamplands. Since much of the area is now covered with excavated soil from various developments/projects in HCMC, many of these swamp grass species are gradually being replaced by terrestrial grass species. Common species of birds were noted in the areas such as brown wren warbler (Prinia inornata), yellow-bellied prinia (Prinia flaviventris), and scaly-breasted munia (Lonchura punctulata).

Figure 5.6: Grass swamplands at the spoils disposal site

Figure 5.7: Terrestrial grass species thriving at the spoil-covered areas at the disposal site

309. Channel corridors. These habitats are located along Rach Chieu channel (Figure 5.8). Total length of habitats is about 1 km, and the width is about 10 m – 20 m. The dominant associations in these corridors are nipa palm (Nypa fruticans), mangrove apple (Sonneratia caseolaris), the flowering plant (Aglaodorum griffithii), and climber Derris trifoliata which belong to brackish water ecosystem. Fauna species at these habitats include little egret (Egretta garzetta), yellow bittern (Ixobrychus sinensis), intermediate egret (Mesophoyx intermedia), Chinese pond heron (Ardeola bacchus) , and greater coucal or crow pheasant (Centropus sinensis). Some reptiles and amphibians found in the area are pitviper (Trimeresurus albolabris), painted bronzeback snake (Dendrelaphis pictus), and crab-eating frog (Ranna cancrivora). The fish Periophthalmus schlosseri (mudskipper) is also commonly found on mud flats

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along channels.

Figure 5.8: Channel corridor at the spoils disposal site

310. Wood Swamplands. These habitats (Figure 5.9), found north of the spoils disposal site, are the remnants of the natural swampland after UDC started utilizing the area for spoils disposal. The dominant species are Sonneratia caseolaris (mangrove apple) and nipa palms. Density of Sonneratia varies from 100 - 500 trees per hectare, diameter-at-breast height varies from 10 cm to 30 cm, some are over 40 cm, height of stand is about 7m – 12m. Density of nipa palm varies from 400 – 1,600 trees per hectare, height of trees (leaf) is under 5 m. Other vegetation species found in the brackish water ecosystem associated with nipa palm include the flowering plant Aglaodorum griffithii, climber Derris trifoliata, golden leather fern (Acrostichum aureum), and Indian tulip tree (Thespesia populnea). Some of the common birds found in the area include little egret (Egretta garzetta), Chinese pond heron (Ardeola bacchus), and greater coucal (Centropus sinensis).

Figure 5.9: Wood swamplands at the spoils disposal site

c. Aquatic organisms

311. Table 5.20 and Figure 5.3 show the location of the sampling stations for aquatic organisms in the vicinity of the spoils disposal site.

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Table 5.20: Location of sampling stations for aquatic organisms (plankton and benthos) in the vicinity of spoils disposal site (January 2012) Station Name Location Site Description

VS1 10o40’41.11”N 106o39’17.83”E

Upper crossing at Rach Chieu Channel

VS2 10o40’45.26”N 106o39’34.27”E

North of spoils disposal site

VS3 10o40’36.9”N 106o39’57.3”E

Northeast of spoils disposal site

VS4 10o40’18.7”N 106o40’07.4”E

Downstream of the confluence of Rạch Chieu channel and Rach Cay channel

VS5 10o40’14.8”N 106o40’22.3”E

500 m downstream of VS4

VS6 10o40’05.5”N 106o40’39.6”E

Confluence of Rạch Chieu channel and Can Giuoc river

(1) Sampling Methodology 

312. Phytoplankton. Using a conical net with a mesh size of 25 μm, 10 liters of water were filtered from the surface of the river/channel. All samples were stored in plastic bottles and fixed with formalin solution. The Sedge-wick Rafter method (Sournia, 1978) was used to determine phytoplankton density.

313. Zooplankton. Using a conical net a mesh size of 40 µm, 10 liters of water were filtered from the surface of the river/channel. All samples were stored in plastic bottles and fixed with formalin solution. Density was determined by counting all zooplankton in the samples.

314. Benthic macro-invertebrates. Samples were collected at each site using a trail tool called Petersen dredge with an area of 0.1 m2 for each sample. All sediment materials were screened and benthic macro-invertebrates were collected, stored and fixed by formalin solution in a plastic bottle. Density was determined by counting all macro-invertebrates in the samples.

315. Fishery resources. Fish eggs and larvae were collected with a hand-net having a mesh size of 150 µm. The net was used to filter 1 m3 of water. All samples were stored in plastic bottles and fixed with formalin solution. Interviews and field observations were also conducted to record fish species found in the area. were recorded and identified.

(2) Species Composition 

316. Table 5.21 presents the species composition of the phytoplankton (microscopic flora), zooplankton (microscopic fauna) and benthic macro-invertebrates (bottom-dwelling animals that lack an internal skeleton such as clams, snails, etc.).

317. Phytoplankton. The estuary and marine species include Melosira sulcata, Coscinodiscus lacustris, Cyclotella meneghiniana, Licmophora abbreviata, Gyrosigma littorale, Amphora sp., and Nitzschia lorenziana. The species commonly found in acid sulfate water include Phormidium tenue, Eunotia robusta, Eunotia tautoniensis, Navicula palpebralis, Pinnularia divergens, Pinnularia viridis,

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Coelastrum cubicum, Coelastrum microporum, Dictyosphaerium pulchellum, Closterium acutum, Staurastrum bigibbum, Staurastrum natator, and Peridium cinctum. Also found in the area are indicators of rich nutrient water and organic pollution such species of cyanophyta and euglenophyta as well as species of bacillariophyceae such as Melosira granulata, Melosira sulcata, Cyclotella meneghiniana, Nitzschia acicularis, Nitzschia lorenziana, Nitzschia palea, and species of Chlorophyta such as Pleodorina sp., Eudorina elegans, Pediastrum duplex, Pediastrum biradianum, Scenedesmus acuminatus, Scenedesmus quadricauda, and Scenedesmus perforatus.

318. Zooplankton. The estuary and marine species include Brachionus plicatilis, Paracalanus parvus, Schmackeria speciosa, Acartia clausi, Oithona similis, Limnoithona sinensis, and species of Polychaeta. The freshwater species which were only found in Ba Lao Channel, include Brachionus calyciflorus, Ectocyclops phaleratus, Mesocyclops leuckarti. The species Ectocyclops phaleratus is typical for acid sulfate water. Species found in the area that are indicators of rich nutrient water and organic pollution in mesosaprobic level (moderately oxygenated) include Brachionus calyciflorus, Brachionus plicatilis (Rotatoria), Acartia clausi, Oithona similis, and Mesocyclops leuckarti (Copepoda).

319. Benthic macro-invertebrates. There were only two freshwater species in the collected samples. These are the snail Melanoides tuberculatus (Thiaridae – Gastropoda) and the clam Corbicula tenris (Corbiculidae – Bivalvia). The estuary and marine species include Nephthys polybranchia, Prionospio sp., Maldane sarsi, Bispira polymorpha and Sanguinolaria sp. The recorded species that are indicators of rich nutrient water and organic pollution include Prionospio sp., Maldane sarsi, Bispira polymorpha and Melanoides tuberculatus. In which, two polychate species Prionospio sp. and Bispira polymorpha indicated for the orgainic pollution from α-mesosaprobic (characterized by vigorous oxidation processes) to polysaprobic (heavy pollution with sewage or other organic materials).

320. Fishery resources. The collected samples in January 2012 did not yield fish eggs, megalops (crab larvae) and other larvae. This is most likely due to the fact that fish reproduction season in HCMC normally occurs from April to September. Based on field findings, fish species found in the channels in the vicinity of the spoils disposal site are common in Viet Nam and of low commercial value such as banded Asian leaffish (Pristolepis fasciata), threadfin (Polynemus sp.), catfish (Bagroides sp. and Arius truncatus). Various species of anchovy were also noted such as the spined anchovy (Stolephonus tri), Gray's grenadier anchovy (Coilia grayii), and hairfin anchovy (Septipinna taty). Shrimp species found in the locality are Metapenaeus ensis, Metapenaeus lysianassa, Macrobrachium equidens, and Macrobrachium mirabile. The most dominant of which is Macrobrachium mirabile, a small-sized species of lower commercial value compared to the other species in the area.

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Table 5.21. Species composition of aquatic organisms in the project area

Phytoplankton

No. species %

Phylum Cyanophyta 11 14.9

Phylum Chrysophyta 28 37.8

Phylum Chlorophyta 22 29.7

Phylum Euglenophyta 11 14.9

Phylum Dinophyta 2 2.7

Total species 74 100

Zooplankton

Phylum Rotatoria 2 18.2

Class Copepoda 7 63.6

Larvae 2 18.2

Total species 11 100

Benthic Macro-invertebrates

Class Polychaeta 4 57.1

Class Gastropoda 1 14.3

Class Bivalvia 2 28.6

Total species 7 100

(3) Density and Dominant Species

321. The density and dominant speceis for the different types of organisms smapled are as follows:

(i) Phytoplankton: Density ranged from 53,600 (site VS2) to 66,200 cells x liter-1

(site VS1). Oscillatoria tenuis was the dominant species at all sites.

(ii) Zooplankton: Density ranged from 17,800 (VS1) to 37,300 individuals x m3

(VS4). The dominant species were nauplius copepoda and Brachionus calyciflorus.

(iii) Benthic macro-invertebrates: Density ranged from 310 (VS1) to 910 individuals x m2 (VS6). The species Bispira polymorpha was dominant in all

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sites

(4) Biodiversity Index (Shannon Diversity Index)

322. The study sites exhibited rather low biodiversity. The diversity index values are as follows:

(i) Phytoplankton: from 0.15 (VS1) to 0.20 (VS2 and VS3)

(ii) Zooplankton: from 0.31 (VS1) to 1.31 (VS5)

(iii) Benthic macro-invertebrates: from from 0.80 (VS1) to 1.14 (VS2

D. Air Quality

1. Common Air Contaminants (CAC)

323. The CACs (common air contaminants) that are created and emitted by motor vehicles and regulated under GOV guidelines and are relevant to this study are: CO, PM, NO2, and SO2.

a. Carbon Monoxide

324. Carbon monoxide is produced by incomplete combustion of fossil fuels. It is the most widely distributed and commonly occurring air pollutant and comes primarily from motor vehicle emissions. Short-term health effects related to CO exposure include headache, dizziness, light-headedness and fainting. Exposure to high CO concentrations can decrease the ability of the blood to carry oxygen and can lead to respiratory failure and death.

b. Particulate Matter

325. Particulate matter is often defined in terms of size fractions. Suspended particulate matter less than 10 μm in diameter is referred to as PM10, and particulate matter less than 2.5 μm in diameter is referred to as PM2.5. Exposure to particulate matter aggravates a number of respiratory illnesses and may even cause premature death in people with existing heart and lung disease. The smaller particles (PM2.5) are generally thought to be of greater concern to human health than the larger particles (PM10).

326. In 2006, World Health Organization (WHO) issued the WHO 2006 Air Quality Guidelines. This document sets the levels of PM10

and PM2.5 and how these impact on people’s health (Table 5.22). Reference to WHO guidelines is for information purposes with regard to paticulate matter and the risks to human health. There are no GOV standards for PM2.5. The results of air quality sampling for the Project are compared to applicable GOV standards.

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Table 5.22: WHO 2006 Air Quality Guidelines (PM10 and PM2.5)

Annual Mean Level PM10

(µg/m3)

PM2.5

(µg/m3) Basis for the selected level

WHO interim target -1 (IT -1)

70 35 These levels are estimated to be associated with about 15% long term mortality than at Air Quality Guidelines.

WHO interim target -2 (IT -2)

50 25

In addition to other health benefits, these levels lower risk of premature mortality by approximately 6% [2-11%] compared to WHO-IT1

WHO interim target -3 (IT -3)

30 15

In addition to other health benefits, these levels reduce mortality risk by another approximately 6% [2-11%] compared to WHO-IT2 levels

WHO Air Quality Guidelines (AQG)

20 10

These are the lowest levels at which total, cardiopulmonary and lung cancer mortality have been shown to increase with more than 95% confidence in response to PM2.5 in the ACS study (Pope et al., 2002). The use PM2.5 of guideline is preferred.

Source: MVA EIA (2008)

327. Measured PM concentrations in Vietnamese cities are one to five times higher than allowed by TCVN standards. Particulate levels are elevated in the dry season when there is less rain.

c. Nitrogen dioxide

328. Nitrogen dioxide is produced when fossil fuels are burned at high temperatures. NO2 can also combine with other air contaminants to form fine particulates, which can reduce visibility. It can be further oxidized to form nitric acid, a component of acid rain. NO2 also plays a major role in the secondary formation of ozone. In humans, NO2 acts as an irritant affecting the mucous membranes of the eyes, nose, throat, and respiratory tract. Continued exposure to NO2 can irritate the lungs and lower resistance to respiratory infection, especially for people with pre-existing asthma and bronchitis.

d. Sulphur dioxide

329. Sulphur dioxide is produced primarily by the combustion of fossil fuels containing sulphur. SO2 reacts in the atmosphere to form sulphuric acid, a major contributor to acid rain, and particulate sulphates, which can reduce visibility. SO2 is irritating to the lungs and is frequently described as smelling of burning matches.

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2. Baseline Air Quality Setting for HCMC

330. The baseline air quality setting is usually assessed using existing air quality and wind climate information. This includes a review of regional meteorological and ambient air quality monitoring data, as well as inventories of emissions from existing sources within the study areas

331. According to the HCMC Environmental Status Report (2006) by DONRE, the 2003 annual average PM10 concentrations collected from the automatic air quality monitoring stations located in residential regions and along traffic roads is higher than WHO — AQG, IT3 and IT2 level see Figure 5.10.

WHO AQG

WHO IT3

WHO IT2

HCMC 2003

HCMC 2000

WHO IT1

HCMC 2001

HCMC 2002

0 10 20 30 40 50 60 70 80 90 100

Average annual PM10 concentration (µg/m3)

Figure 5.10: Annual Average PM10 Concentrations in HCMC compared to the WHO 2006 guidelines. (Source: Mehta, 2006)

332. Sulfur dioxide (SO2) levels are usually below the relevant TCVN criteria in urban areas, although levels exceeding TCVN criteria by two to three times can occur near major intersections. Diesel powered vehicles are the major source of SO2 in urban areas.

333. Nitrogen oxides (NOx) are usually found at levels below TCVN criteria in urban areas. Elevated levels, however, are increasingly observed at major urban intersections.

334. Carbon monoxide (CO) levels commonly exceed TCVN standards at major intersections in urban areas and along major thoroughfares, but are generally within standards in other areas.

335. Soil from construction activities and road surfaces are the major sources of total suspended particulates (TSP).

336. Table 5.23 shows air pollution data measured from a number of monitoring stations operated by HCMC Environment Protection Agency (HEPA). These data show that some air pollutants such as TSP (total suspended particular) and NO2 are at concentration levels that exceed the GOV standard levels.

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Table 5.23: Concentration of air pollutants at major road junctions in Ho Chi Minh City -

2000 - 2007

Parameters Locations Concentration of Air pollutants 2000 to 2007

TCVN 5937 - 1995

2000 2001 2002 2003 2004 2005 2006 2007

TSP (mg/m3)

Hang Xanh Roundabout

0.96 0.59 0.54 0.53 0.57 0.50 0.53 0.47

0.3

DTH-DBP Crossroads

2.15 0.87 0.74 0.63 0.58 0.63 0.64 0.56

Phu Lam Roundabout

0.70 0.54 0.46 0.55 0.54 0.45 0.54 0.48

An Suong X road 0.74 0.77 0.82

Go Vap Roundabout 0.61 0.63 0.47

NVL-HTP X road 0.49 0.63 0.46

CO (mg/m3)

Hang Xanh Roundabout

7.99 7.91 9.30 10.19 10.95 11.64 11.75 10.95

30

DTH-DBP Crossroads

18.34 14.03 14.23 15.23 13.79 15.99 16.22 14.48

Phu Lam Roundabout

7.35 6.86 8.38 9.15 9.71 9.37 11.12 10.13

An Suong Crossroads

12.32 12.77 12.47

Go Vap Roundabout 14.33 18.72 13.59

NVL-HTP Crossroads 9.72 12.31 10.58

Pb (µg/m3)

Hang Xanh Roundabout

2.38 1.70 2.04 2.04 2.04 0.65 0.94 0.75

-

DTH-DBP Crossroads

Phu Lam Roundabout

1.89 1.02 1.46 1.46 1.46 0.31 0.73 0.61

An Suong Crossroads

0.68 1.15 1.00

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Parameters Locations Concentration of Air pollutants 2000 to 2007

TCVN 5937 - 1995

2000 2001 2002 2003 2004 2005 2006 2007

Go Vap Roundabout

0.64 0.78 0.60

NVL-HTP Crossroads

0.34 0.82 0.57

NO2 (mg/m3)

Hang Xanh Roundabout

0.14 0.18 0.19 0.20 0.24 0.22 0.18 0.22

0.2

DTH-DBP Crossroads

0.25 0.22 0.21 0.22 0.26 0.26 0.24 0.25

Phu Lam Roundabout

0.08 0.07 0.07 0.08 0.07 0.11 0.17 0.18

An Suong Crossroads

0.19 0.20 0.23

Go Vap Roundabout

0.21 0.21 0.22

NVL-HTP Crossroads

0.11 0.16 0.16

Source: HEPA, 2007

337. The data shows concentration of TSP is 1.5 to 2.7 times higher than the GOV standards and that CO and NO2, although within the permissible limits, have been increasing over the past five years.

3. Air Quality in the Project Area

a. Sampling Locations

338. The GOV EIA study included air quality, noise and vibration sampling in 2008 following the GOV protocols based on TCVN standards. There were 15 sampling sites along the alignment (Table 5.24). The sampling points were located in the vicinity of the proposed MRT station sites.

339. MVA consultants also conducted air quality, noise and vibration monitoring following TCVN standards. The MVA EIA sampled at 5 air quality sites (one of which, An Suong is scheduled in Phase 2 of the MRT2) and 22 noise sites (4 are in Phase 2) and 12 vibration sites (see Table 4.15). The sampling results for the GOV EIA (2008) and MVA EIA (2008) were compared to TCVN 5937-2005 which was in effect during the environmental assessment periods.

340. The PPTA EIA in 2011 carried out 8 air quality sampling sites (to supplement the 2009 sites). The standard air contaminants were sampled; however, PM10 was added to provide a bench mark for

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the project due to the added diesel construction equipment operating along the alignment. Results were compared to QCVN 05:2009/BTNMT which superseded TCVN 5937-2005.

341. Baseline emissions for the project area provide the local and regional context for potential emission reductions associated with the MRT2 Line. There are three sets of measured CAC data on the Project: the GOV EIA (2008), the MVA EIA (2008) and carried out under this EIA study. The 2011 data was to cover the station sites not monitored under the EIAs in 2008.

342. The GOV EIA contains data on air quality monitoring in the project area (Table 5.23). Monitoring was carried out in July 2008. Fifteen monitoring locations (Table 5.24) along the alignment and at the depot were between 2 and 5 m from the road edge. The GOV EIA compared the monitoring results to TCVN 5937:2005 and TCVN 5938:2005.

343. As the MRT alignment generally follows the existing roads, sensitive receptors largely consist of residential and commercial establishments such as shops, houses, houses cum shops, hotels/accomodation facilities as well as places of worship, medical facilities, educational institution, recreational parks and offices. Figures 4.2 to 4.13 shows the sampling locations for air quality, noise and vibration for the different EIAs (GOV 2008, MVA 2008 and this EIA prepared under ADB PPTA 7343) with reference to the project alignment.

Table 5.24: Air quality sampling locations along MRT Line 2 (GOV EIA 2008)

No Location of monitoring Symbol 1 Depot Tham Luong 1 – 10049’23”N; 106036’26”E KK01 2 Depot Tham Luong 2 - 10049’23”N; 1060365’9”E KK02 3 Tham Luong bridge – 10049’23” N; 106037’45” E KK03 4 891 Truong Chinh – 10049’12” N; 106037’50” E KK04

5 Transition position to the air: 768 Truong Chinh – 10048’57” N; 106037’52”E

KK05

6 Pham Van Bach station – 10048’50” N; 106037’57”E - near Tan Son Nhat airport

KK06

7 Ba Queo three way crossroads – 10048’24” N; 106038’08”E KK07 8 Nguyen Hong Dao station – 10047’53” N; 106038’37” E KK08 9 Thong Nhat hospital station – 10047’34” N; 106039’13” E KK09

10 Pham Van Hai station – 10047’21” N; 106039’39” E KK10 11 Le Thi Rieng park – 10047’09” N; 106039’58” E KK11 12 Hoa Hung station – 10046’49 ” N; 106040’37” E KK12

13 Vo Thi Sau station – crossing with the Cach Mang Thang Tam street; 10046’39” N; 106040’56” E

KK13

14 Nguyen Thi Minh Khai station – 10040’25” N; 106041’21” E KK14 15 Ben Thanh market - 10046’20”N; 106041’46”E KK15

344. The GOV EIA ambient air quality sampling used a 16-hr averaging period (i.e., continuous sampling for 16 hours from 06:00 to 22:00) which is consistent with the “1999 Temporary Regulations on Monitoring and Analytical Methodology for Environment and Data Management” of the Department of Environment under the Ministry of Science, Technology and Environment in 1999. Time of monitoring is from (continuous 16 hours in a day). The results of the monitoring and analysis of air quality in the project area are shown in Table 5.25.

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Table 5.25: Results of ambient air quality sampling in the project area (GOV EIA, 2008)

Sample

symbol

Average concentration of ambient air quality parameters (mg/m3) Dust

(mg/m3) CO

(mg/m3) SO2

(mg/m3) NO2

(mg/m3) HC

(mg/m3) Pb

(mg/m3) H2S

(mg/m3) NH3

(mg/m3)

KK01 0.24 1.12 0.19 0.092 1.19 1.20 0.009 0.131

KK02 0.24 1.23 0.19 0.090 1.21 1.21 0.012 0.139

KK03 0.444 1.45 0.23 0.089 2.54 1.24 0.013 0.183

KK04 0.41 1.47 0.18 0.089 2.38 1.25 0.006 0.131

KK05 0.45 1.29 0.18 0.089 2.41 1.24 0.007 0.150

KK06 0.42 1.32 0.18 0.087 2.40 1.24 0.006 0.147

KK07 0.49 1.35 0.18 0.081 2.42 1.4 0.008 0.143

KK08 0.37 1.41 0.17 0.121 2.19 1.08 0.009 0.125

KK09 0.38 1.37 0.18 0.082 2.35 1.13 0.007 0.135

KK10 0.45 1.40 0.18 0.086 2.05 1.26 0.009 0.152

KK11 0.39 1.41 0.14 0.127 2.17 1.09 0.010 134.75

KK12 0.36 1.35 0.18 0.076 2.10 1.1 0.008 0.149

KK13 0.38 1.42 0.17 0.079 2.34 1.11 0.008 0.151

KK14 0.34 1.33 0.18 0.085 2.09 1.25 0.010 0.139

KK15 0.31 1.32 0.11 0.125 1.83 0.86 0.008 0.105

TCVN 5937-

2005

0.30 30 0.35 0.20 - - - -

TCVN 5938-

2005

- - - - 5 - 0.042 0.2

345. The monitoring results confirmed the HEPA results in Table 5.23 that TSP levels exceed the standards (TCVN5937-2005). Although H2S was not monitored by HEPA, the GOV EIA shows H2S concentrations at 12 of the sites are higher than the allowable value according TCVN 5938-2005.

346. The MVA EIA under TA 4862 in 2008 also carried out air quality monitoring at five sites:

Ben Thanh Station

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Dien Bien Phu Station (now Dan Chu)

Hoang Van Thu Station

Tham Luong Station

An Suong Station (Phase 2 of MRT2)

347. The monitoring periodicity differed from the GOV EIA. Consistent with TCVN 5937-2005, samples for the MVA EIA were collected over a one hour averaging period. Measurements were done four times during the day (07:00-08:00, 10:00-11:00, 17:00-18:00, and 21:00-22:00). Figures 5.11 to 5.22 presents the location of sampling stations for the different monitoring periods.

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Figure 5.11: Air quality, noise and vibration sampling stations in the vicinity of Ben Thanh Station

Sept 23 Park

Noise & Vibration GOV EIA -2008 MVA EIA -2008 PPTA EIA-2011 Air Quality

GOV EIA -2008 MVA EIA -2008

Ben Thanh Market

Noise & Vibration MVA EIA -2008

Air Quality MVA EIA -2008

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Figure 5.12: Air quality, noise and vibration sampling stations in the vicinity of Tao Dan Station

Air Quality GOV EIA -2008 PPTA EIA-2011

Noise & Vibration GOV EIA -2008 MVA EIA -2008 PPTA EIA-2011

Tao Dan Park

123

Figure 5.13: Air quality, noise and vibration sampling stations in the vicinity of Dan Chu Station

Air Quality GOV EIA -2008 MVA EIA -2008

Noise & Vibration GOV EIA -2008 MVA EIA -2008 PPTA EIA-2011

Le Loi Secondary School and University Training Center

124

Figure 5.14: Air quality, noise and vibration sampling stations in the vicinity of Hoa Hung Station

Noise & Vibration GOV EIA -2008 MVA EIA -2008 PPTA EIA-2011

Air Quality GOV EIA -2008 PPTA EIA-2011

125

Figure 5.15: Air quality, noise and vibration sampling stations in the vicinity of Le Thi Rieng Station

Noise & Vibration GOV EIA -2008 MVA EIA -2008

Air Quality GOV EIA -2008 PPTA EIA-2011

Le Thi Rieng Park

126

Figure 5.16: Air quality, noise and vibration sampling stations in the vicinity of Pham Van Hai Station

Noise & Vibration GOV EIA -2008 MVA EIA -2008

Air Quality GOV EIA -2008 PPTA EIA-2011

127

Figure 5.17: Air quality, noise and vibration sampling stations in the vicinity of Bay Hien Station

Thong Nhat Hospital

Air Quality GOV EIA -2008 MVA EIA -2008

Noise & Vibration GOV EIA -2008 MVA EIA -2008 PPTA EIA-2011

Thong Nhat Hospital

128

Figure 5.18: Air quality, noise and vibration sampling stations in the vicinity of Nguyen Hong Dao Station

Air Quality GOV EIA -2008 PPTA EIA-2011

Noise & Vibration GOV EIA -2008 MVA EIA -2008 PPTA EIA-2011

129

Figure 5.19: Air quality, noise and vibration sampling stations in the vicinity of Ba Queo Station

Air Quality GOV EIA -2008 PPTA EIA-2011

Noise & Vibration GOV EIA -2008 MVA EIA -2008 PPTA EIA-2011

130

Figure 5.20: Air quality, noise and vibration sampling stations in the vicinity of Pham Van Bach Station

Air Quality GOV EIA -2008 PPTA EIA-2011

Noise & Vibration GOV EIA -2008 MVA EIA -2008 PPTA EIA-2011

Tan So Nhat Airport

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Figure 5.21: Air quality, noise and vibration sampling stations in the vicinity of Tan Binh Station

Air Quality GOV EIA -2008 MVA EIA -2008

Noise & Vibration GOV EIA -2008 MVA EIA -2008 PPTA EIA-2011

THAM LUONG

132

Figure 5.22: Air quality, noise and vibration sampling stations in the vicinity of the Depot

Air Quality GOV EIA -2008 PPTA EIA-2011

Noise & Vibration GOV EIA -2008 PPTA EIA-2011

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Table 5.26: Results of air quality monitoring along MRT2 (MVA EIA, 2008)

No. Monitoring Points Time TSP

(mg/m3) NO2

(mg/m3) SO2

(mg/m3) CO

(mg/m3) THC

(mg/m3)

1 Ben Thanh station

7 h - 8 h 0.44 0.078 0.010 4.97 0.74

10h - 11h 0.43 0.057 0.003 8.74 0.46

17h - 18h 0.22 0.051 0.017 2.45 0.12

21h - 22h 0.43 0.057 0.010 4.65 0.24

2 Dien Bien Phu station

7 h - 8 h 0.13 0.032 0.005 1.98 0.25

10h - 11h 0.15 0.021 0.004 12.67 0.08

17h - 18h 0.15 0.037 0.008 21.47 0.24

21h - 22h 0.19 0.033 0.006 23.20 0.74

3 Hoang Van Thu

station

7 h - 8 h 0.65 0.189 0.042 12.98 1.32

10h - 11h 0.50 0.095 0.013 25.56 0.85

17h - 18h 0.42 0.040 0.013 23.20 1.48

21h - 22h 0.54 0.036 0.023 16.91 1.23

4 Tham Luong station

7 h - 8 h 0.40 0.022 0.023 24.95 3.81

10h - 11h 0.56 0.020 0.013 19.74 0.40

17h - 18h 0.60 0.070 0.023 12.51 1.45

21h - 22h 0.65 0.060 0.025 21.85 2.55

5 An Suong station

7 h - 8 h 0.36 0.16 0.037 12.83 1.30

10h - 11h 0.45 0.15 0.027 11.83 0.74

17h - 18h 0.56 0.19 0.023 13.30 0.45

21h - 22h 0.59 0.21 0.029 14.20 0.58

TCVN 5937 - 2005 TB 1h 0.3 0.2 0.35 30 5

Note:-TCVN 5937-2005: Vietnamese Standards - Ambient Air Quality

-Total Hydrocarbons (THC): TCVN 5938-2005 was hourly average value

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348. The results show that:

The highest concentration of pollutants (NO2, SO2, CO and Total HC) was lower than permissible value according TCVN 5937-2005 and TCVN 5938-2005.

The concentration of TSP at most monitoring locations was higher than Vietnamese standard, except at two sites: Ben Thanh station (17h-18h) and Dan Chu station.

The concentration of TSP at the other sites was higher than permissible value by 1.2 - 2.2 times. These results are consistent with the other sampling results.

349. The 2011 sampling program carried out two sets of sampling: one in the morning and the second in the evening when traffic flows were expected to be at their peak.

Table 5.27: Results of daytime air quality monitoring (PPTA EIA, 2011)

No. Location/ monitoring time:

7:00 – 8:00

TSP

(mg/m3)

PM10

(mg/m3)

SO2

(mg/m3)

NO2

(mg/m3)

CO

(mg/m3)

1 Tao Đan 0.41 0.34 0.15 0.120 6.8

2 Hoa Hung 0.46 0.41 0.18 0.26 7.7

3 Le Thi Rieng 0.47 0.38 0.16 0.122 7.2

4 Pham Van Hai 0.49 0.45 0.19 0.126 7.5

5 Nguyen Hong Đao 0.45 0.39 0.18 0.125 7.3

6 Ba Queo 0.40 0.35 0.18 0.125 6.5

7 Pham Van Bạch 0.44 0.37 0.19 0.126 6.8

8 Depot 0.37 0.30 0.13 0.071 4.1

QCVN 05:2009/BTNMT 0.3 0.35 0.2 30

No. Location/ monitored time: 10:00 – 11:00

TSP

(mg/m3)

PM10

(mg/m3)

SO2

(mg/m3)

NO2

(mg/m3)

CO

(mg/m3)

1 Tao Đan 0.44 0.38 0.17 0.125 7.6

2 Hoa Hung 0.46 0.39 0.18 0.129 8.0

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3 Le Thi Rieng 0.43 0.37 0.16 0.127 8.2

4 Pham Van Hai 0.50 0.40 0.19 0.130 8.23

5 Nguyen Hong Đao 0.47 0.39 0.18 0.129 8.3

6 Ba Queo 0.43 0.36 0.16 0.127 7.9

7 Pham Van Bạch 0.45 0.37 0.18 0.130 8.1

8 Depot 0.39 0.33 0.14 0.114 4.5

QCVN 05:2009/BTNMT 0.3 0.35 0.2 30

Table 5.28: Results of evening air quality monitoring (PPTA EIA, 2011)

No. Location/ monitoring time:

17:00 – 18:00

TSP

(mg/m3)

PM10

(mg/m3)

SO2

(mg/m3)

NO2

(mg/m3)

CO

(mg/m3)

1 Tao Đan 0.48 0.40 0.17 0.127 8.4

2 Hoa Hung 0.50 0.43 0.18 0.138 8.6

3 Le Thi Rieng 0.48 0.41 0.14 0.130 8.8

4 Pham Van Hai 0.53 0.47 0.18 0.134 9.1

5 Nguyen Hong Đao 0.49 0.42 0.16 0.131 8.7

6 Ba Queo 0.45 0.40 0.20 0.130 8.1

7 Pham Van Bạch 0.47 0.41 0.22 0.133 8.4

8 Depot 0.39 0.32 0.14 0.073 5.0

QCVN 05:2009/BTNMT 0.3 0.35 0.2 30

No. Location/ monitored time: 21:00 – 22:00

TSP

(mg/m3)

PM10

(mg/m3)

SO2

(mg/m3)

NO2

(mg/m3)

CO

(mg/m3)

136

1 Tao Đan 0.42 0.37 0.15 0.128 8.3

2 Hoa Hung 0.44 0.38 0.17 0.136 8.8

3 Le Thi Rieng 0.40 0.34 0.14 0.129 9.1

4 Pham Van Hai 0.46 0.41 0.18 0.134 9.3

5 Nguyen Hong Đao 0.43 0.39 0.16 0.138 8.9

6 Ba Queo 0.40 0.36 0.17 0.112 7.5

7 Pham Van Bạch 0.42 0.36 0.15 0.114 7.6

8 Depot 0.36 0.28 0.12 0.051 3.1

QCVN 05:2009/BTNMT 0.3 0.35 0.2 30

350. The dust levels (TSP) at all stations are higher than the permitted standard (QCVN 05:2009/BTNMT). In addition, the TSP levels are higher at: 7 – 8 AM and 17 – 18 PM when the volumes of vehicles are highest. Results from the three sampling programs show that the values for dust (TSP) is consistently higher than the permitted standards. The PM10 values are all above the standard.This is due to the significant number of diesel powered vehicles on these roads.

E. Noise and Vibration

1. Noise and Vibration in HCMC

351. The acoustic environment in HCMC is characterized by high noise levels arising from vehicle movements, construction activities, industry and daily living activities. Noise levels are elevated throughout the day and night. Typical daytime noise levels in residential areas are 75 - 78 dB(A), and can reach 80 – 85 dB (A) in the vicinity of major road corridors.

352. Increasing number of vehicles and excessive use of horns are major source of noise emissions. It has been estimated that 60 to 80% of noise in urban areas is generated by traffic movements.

353. Vibration in the urban area is generated by construction activities and heavy vehicle traffic movements; however, there are no available data on ambient vibration levels in HCMC.

2. Noise and Vibration in the Project Area

a. Noise Levels

354. The GOV EIA measured noise levels from 6h to 18h and 18h to 22h at a frequency of three

137

times per hour in the same 15 sampling sites for air quality. Table 5.29 shows the results.

Table 5.29: Average noise levels in the project area (2008)

Date of monitoring

Sampling Location

The average value Noise level (dBA)

Lamax Laeq La50

04/7/2008 ON1 day 71.9 59.0 55.3

night 65.8 53.6 50.0

05/7/2008 ON2 day 75.5 62.8 58.1

night 71,8 58.2 53.6

06/7/2008 ON3 day 81.1 71.9 66.8

night 75.8 68.2 63.1

07/7/2008 ON4 day 79.8 69.9 65.7

night 74.6 65.6 60.9

08/7/2008 ON5 day 79.6 70.7 66.5

night 74.3 66.1 61.5

09/7/2008 ON6 day 80.6 71.0 66.8

night 75.4 67.1 62.5

10/7/2008 ON7 day 80.1 71.2 67.1

night 75.6 67.3 62.8

11/7/2008 ON8 day 78.9 69.3 65.0

night 73.7 65.5 60.8

12/7/2008 ON9 day 77.7 68.5 64.0

night 73.3 64.8 59.9

13/7/2008 ON10 day 78.8 69.0 64.6

night 73.2 64.6 59.8

14/7/2008 ON11 day 77.8 67.9 62.8

night 72.9 64.3 58.9

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Date of monitoring

Sampling Location

The average value Noise level (dBA)

Lamax Laeq La50

15/7/2008 ON12 day 78.8 69.0 63.8

night 74.0 65.3 59.8

16/7/2008 ON13 day 79.0 69.4 64.2

night 72.6 64.0 58.5

17/7/2008 ON14 day 79.3 69.6 64.5

night 73.5 64,7 59.7

18/7/2008 ON15 day 80.4 70.7 65.5

night 74.2 65.5 60.3

TCVN 5949 – 1998

(column 3)

Day time (6h-18h) - 75 -

Night time (18h-22h) - 70 -

355. The average equivalent noise level during the day time for all the locations are above the allowable value (TCVN 5949-1998) for residential areas located among commercial, service and manufacturing areas.

356. The MVA EIA also conducted daytime (6h-18h) noise level measurements along the project alignment at 22 sites. Results are shown in Table 5.30.

Table 5.30: Results of noise level monitoring (MVA EIA, 2008)

No. Monitored point Noise levels (dBA)

LAmax LA50 LAeq

1 Ben Thanh station 88.2 73.0 73.9

2 Ben Thanh market 90.3 71.2 73.3

3 New World hotel 92.5 66.0 71.9

4 Phu Dong roundabout 93.8 75.4 77.8

5 Trong Dong club 99.5 76.8 79.6

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No. Monitored point Noise levels (dBA)

LAmax LA50 LAeq

6 CMT8-NTMK junction 95.1 75.9 78.1

7 Dien Bien Phu station 89.4 77.1 78.5

8 126 club 96.4 73.9 78.7

9 Hoa Hung station 93.2 76.1 77.9

10 Lan Anh club 87.7 67.1 76.9

11 Le Thi Rieng station 93.6 76.5 79.2

12 Pham Van Hai station 93.9 76.9 78.8

13 Hoang Van Thu station 92.3 77.8 79.9

14 Nguyen Hong Dao station 97.9 76.5 79.1

15 Ba Queo T-junction 93.4 78.3 80.1

16 Cong Hoa station 99.6 77.5 80.0

17 Truong Chinh 1 station 96.8 78.1 80.0

18 Tham Luong station 102.2 78.2 81.0

19 Truong Chinh 2 station 97.1 76.7 79.3

20 Lac Quang church 92.9 71.7 75.6

21 Van Hanh pagoda 87.2 78.1 78.2

22 An Suong station 102.9 77.6 81.4

TCVN 5949-1998 75.0

Note: TCVN 5949-1998: Max permissible level in public and residential areas (dB)- Area No.3

357. Table 5.30 shows that the average noise level fluctuates from 71.9 - 81.4 dBA between sites. High noise levels which exceeded 102 were measured at the An Suong and Tan Binh (Tham Lluong) stations which are in an area of very heavy truck and bus traffic. Most of the average noise levels were higher than permissible value (TCVN 5949-1998). However, noise levels in the vicinity of Ben Thanh station, Ben Thanh market and the New World Hotel were equal to permissible values. The sampling results for the GOV EIA (2008) and MVA EIA (2008) were compared to TCVN 5949-1998 which was in effect during the environmental assessment periods.

358. The 2011 EIA monitoring program focused on the 11 stations and the Depot. The sampling

140

period was 06:00-18:00, 18:00-22:00 and 22:00-06:00. The monitoring from 22:00 to 06:00 was to provide a nighttime benchmark in the likelihood of night work for the viaduct erection. The results, which are shown in Table 4.21, were compared to QCVN 26:2010/BTNMT which superseded TCVN 5949-1998.

Table 5.31: Noise measurements conducted in 2011

No. Location/ monitoring time: 6:00 – 18:00

Lmax L50 Leq

dBA dBA dBA

1 Ben Thanh 80.4 75.4 73.6

2 Tao dan 81.6 77.8 75.4

3 Dan Chu 79.7 75.3 72.8

4 Hoa Hung 79.3 76.1 71.6

5 Le Thi Rieng 82.5 78.7 74.2

6 Pham Van Hai 82.7 78.3 75.8

7 Bay Hien 81.6 77.8 74.5

8 Nguyen Hong Dao 82.8 79.1 76.4

9 Ba Queo 87.7 82.7 78.2

10 Pham Van Bach 86.5 81.2 74.6

11 Tan Binh 86.8 82.5 78.6

12 Depot 59.8 56.4 51.3

QCVN 26:2010/BTNMT 70 70 70

No. Location/ time: time: 18:00 – Leq L50 Lmax

141

21:00 dBA dBA dBA

1 Ben Thanh 71.3 74.2 77.6

2 Tao dan 74.1 77.6 80.8

3 Dan Chu 75.8 77.5 79.7

4 Hoa Hung 72.5 75.2 77.3

5 Le Thi Rieng 76.2 82.6 86.3

6 Pham Van Hai 75.8 79.5 84.1

7 Bay Hien 73.4 75.8 78.6

8 Nguyen Hong Dao 75.4 78.5 80.1

9 Ba Queo 74.8 77.6 80.7

10 Pham Van Bach 78.4 81.6 86.9

11 Tan Binh 80.5 84.4 87.2

12 Depot 48,3 51.4 55.7

QCVN 26:2010/BTNMT 70 70 70

No. Location/ time: time: 21:00 – 6:00

Leq L50 Lmax

dBA dBA dBA

1 Ben Thanh 61.4 68.7 71.8

2 Tao Dan 64.4 68.7 71.2

3 Dan Chu 61.1 62.7 67.4

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No. Location/ time: time: 21:00 – 6:00

Leq L50 Lmax

dBA dBA dBA

4 Hoa Hung 58.7 64.2 69.1

5 Le Thi Rieng 70.1 74.3 76.5

6 Pham Van Hai 66.4 70.6 74.8

7 Bay Hien 64.5 68.7 73.8

8 Nguyen Hong Dao 68.8 73.5 78.3

9 Ba Queo 74.3 78.7 81.9

10 Pham Van Bach 76.2 79.4 82.5

11 Tan Binh 75.1 77.9 81.2

12 Depot 41.1 43.5 46.2

QCVN 26:2010/BTNMT 55 55 55

359. QCVN 26:2010/BTNMT: Vietnam national technical standard on noise from 06:00 to 21:00 is 70 dBA; from 21:00 to 06:00 is 55dBA.

360. The monitored results indicates that all noise levels at the stations currently exceed the maximum permitted level (QCVN 26:2010/BTNMT) except the depot. The noise level ranges as 71 – 87dBA at the time of 6AM to 22PM and 58 – 82dBA from 22PM to 6AM. The noise is mainly caused by the high density of traffic and the sound of horns.

b. Vibration Levels

361. As part of the GOV EIA, monitoring of baseline vibration levels was carried out in the project area. The results are compared to TCVN 6962:2001(see Table 5.32). Vibration emitted by construction works and factories – Maximum levels in the environment of public and residential areas and TCVN 7210:2002 Vibration by traffic means – Maximum levels for the environment of public and residential areas.

Table 5.32: TCVN 6962-2001- Vibration emitted by construction works - maximum permitted levels in the environment of public and residential areas (dBA)

143

Area No.

Areas Time Permissible value,

dB Remarks

1 Special Areas 7h - 19h 75 Continuous working time not

more than 10 hours1day 19h - 7h Background level

2

Residential areas, hotels, restaurants, office buildings and others

7h - 19h 75

Continuous working time not more than 10 hours/day 19h - 7h Background level

3

Mixed areas:

Residential within commercial

6h - 22h 75 Continuous working time not more than 14 hours1day

22h - 6h Background level

Note: Background level is the vibration level without on-going construction activities

362. The vibration level is measured in the same location for noise from 8 AM to 12 PM. The result of vibration level monitoring and analysis in the project area are shown in Table 5.33.

Table 5.33: Average vibration level in the project area (GOV EIA, 2008)

Date of monitoring

Sampling Location

Average value Vibration level

Laeq (dB) Laeq (m/s2)

04/7/2008 R1 day 33.5 0.00054

night 32.1 0.00039

05/7/2008 R2 day 36.28 0.00075

night 34.26 0.0052

06/7/2008 R3 day 59.59 0.0196

night 50.28 0.0073

07/7/2008 R4 day 49.74 0.00484

night 44.29 0.00192

08/7/2008 R5 day 46.95 0.00238

night 41.42 0.00142

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Date of monitoring

Sampling Location

Average value Vibration level

Laeq (dB) Laeq (m/s2)

09/7/2008 R6 day 43.72 0.00151

night 39.76 0.00121

10/7/2008 R7 day 52.6 0.00503

night 51.0 0.00383

11/7/2008 R8 day 48.18 0.00334

night 48.24 0.00296

12/7/2008 R9 day 39.5 0.00241

night 41.8 0.00313

13/7/2008 R10 day 45.8 0.00250

night 43.4 0.00155

14/7/2008 R11 day 44.53 0.00168

night 39.17 0.00106

15/7/2008 R12 day 48.2 0.00366

night 45.48 0.00251

16/7/2008 R13 day 48.75 0.00342

night 43.77 0.00211

17/7/2008 R14 day 43.74 0.00168

night 39.10 0.00110

18/7/2008 R15 day 44.47 0.00181

night 36.72 0.00075

TCVN 6962-2001

Day time

(6.00-18.00) 70 0.055

145

Date of monitoring

Sampling Location

Average value Vibration level

Laeq (dB) Laeq (m/s2)

Night time

(18.00-22.00) 65 0.018

363. Results of vibration measurements in the GOV EIA are below the ambient criteria specified in both TCVN 6962 and TCVN 7210.

364. The MVA EIA also conducted a set of vibration monitoring at 16 sites carried out 4 times per day: 7h - 8h, 10h30 - 11h30, 16h30 - 17h30, 22h - 23h based on Vietnamese Standard TCVN 6962-2001. The monitoring results are shown in Table 5.34. The majority of the values are below TCVN standards. However, at Dan Chu station, the evening and late night monitoring recorded two events that exceeded the standards.

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Table 5.34: Summarized results of vibration monitoring in the project area (MVA EIA, 2008)

No.

Monitored point

Vibration (dBA)

7h - 8h 10h30 -11h30 16h30 -17h30 22h - 23h

LEq L,,a? L,,in LEq L,,a? L,,in LEq L,,a? L,,in LEq L,,a? L,,in

1

Ben Thanh station

X 38 .7 47.5 32 .0 25 .5 38 .4 13 .9 46.8 55 .8 37 .6 34 .5 43.8 27 .8

Y 41 .5 50 .7 33 .0 26 .3 39 .2 12 .5 42.4 50 .6 35 .1 37 .2 47.7 31 .2

Z 53 .0 65.0 44 .4 46 .9 54 .8 17.4 48.6 57 .2 43.4 52 .1 64.7 41.3

2

Tao Dan station

X 40 .6 42.6 36 .1 23 .3 38 .0 14 .5 45.4 44 .6 44 .3 36 .2 47.9 28.2

Y 41 .3 43 .7 36 .5 24 .5 38 .9 12.6 44.2 42 .7 42.4 37 .1 50.1 26 .7

Z 46 .1 48 .8 41 .1 33 .5 38 .6 16 .7 46.2 47 .0 46 .8 47 .8 58 .5 37 .8

3

Dan Chu (Dien Bien Phu) station

X 32 .8 59.0 22 .7 25 .0 40 .1 14 .5 58.0 75 .4 35.3 44 .8 63 .4 28.3

Y 35 .0 57 .9 20.3 19 .5 25 .8 14.6 56.2 73 .4 34 .8 48 .7 67.8 28 .8

Z 43 .9 59.5 23.3 37 .3 41 .7 34 .5 56.8 74 .1 37.2 60 .2 77.2 46.3

4

Hoa Hung station

X 46 .5 49 .7 41 .8 24 .9 34 .7 16.0 46.2 55 .0 34.3 44 .1 60.9 33.6

Y 49 .3 52 .9 42 .9 27 .5 42 .0 14.0 44.1 52 .2 33 .1 44 .7 60.7 34 .9

Z 59 .2 63 .1 51 .1 34 .8 45 .5 18.0 49.6 59 .1 36 .8 57.3 74 .5 45 .6

5

Le Thi Rieng station

X 47 .9 60 .1 39 .6 47 .8 62 .5 13 .9 38.9 44 .3 35 .9 46 .7 63 .4 36 .5

Y 46 .4 56.2 39 .8 48 .0 62 .6 12.2 44,2 50 .1 35 .9 44 .6 57.8 36.4

Z 49 .7 61 .8 43 .1 40 .0 55 .5 13.4 48,1 52 .0 36.2 46 .0 58 .4 40 .7

6

Pha,m Van Hai station

X 35 .3 40 .3 31 .1 23 .2 38 .3 12 .5 42,1 55 .5 35.0 31 .4 35.3 26 .8

Y 36 .9 43.5 31 .8 23 .8 39 .3 10.4 40,8 46 .8 37 .8 31 .5 35 .6 27.2

Z 50 .2 56.5 46 .9 33 .5 38 .5 15 .8 42,8 48 .4 39 .9 45 .0 51.0 39 .9

7

Hoang Van Thu

station

X 42 .3 49.5 25 .4 23 .3 38 .5 14.3 49,6 62 .9 30.8 40 .0 58.3 26.2

Y 47 .5 55 .1 28 .1 24 .0 38 .7 12 .8 49,5 63 .0 31 .8 35 .4 52.3 26 .6

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No.

Monitored point

Vibration (dBA)

7h - 8h 10h30 -11h30 16h30 - 17h30 22h - 23h

LE0 L~ax Liin LE0 L~ax Liin LE0 L~ax L~in LE, L~ax Liin Z 57.5 64.7 42.0 41 .9 47 .8 18.8 51 .0 62 .9 41 .7 53.0 70 .4 41.7

8

Nguyen Hong Dao

station

X 35.8 47.1 27.7 22 .9 37 .9 12.7 32 .5 40 .5 28.1 28.4 37.0 25.2

Y 36.9 44 .4 31.3 23 .4 39 .0 12 .5 30 .8 36 .8 26 .9 31.5 42 .0 28.1

Z 47.1 56.7 39.2 30 .5 35 .7 16 .5 38 .4 45 .8 32 .6 42.4 52 .5 37.2

9

Vo Thanh Trang

market

X 34.1 46.7 27.5 17 .5 24 .3 12.8 27 .8 43 .9 15.6 32.2 47 .5 24.9

Y 31.2 40 .4 26.7 19 .7 26 .8 13 .9 33 .6 51 .1 14.3 31.7 44 .6 27.6

Z 49.9 63.0 43.0 30 .7 36 .0 26 .7 37 .9 43 .4 20 .6 45.3 60.2 35.8

10

Cong Hoa station

X 39.9 54 .5 29.8 47 .7 62 .4 14.8 23 .2 38 .6 11 .8 45.5 47 .6 44.7

Y 37.4 52.2 27.7 47 .9 62 .5 12.8 23 .6 39 .3 12.3 40.0 43.3 39.2

Z 52.1 68 .5 38.1 41 .8 55 .4 13.4 29 .5 32 .8 15.6 45.2 46.7 44.5

11

Truong Chinh 1

station

X 40.7 54.1 33.4 24 .2 29 .8 20 .0 22 .7 31 .3 12.5 49.8 58.2 35.7

Y 41.1 53 .5 35.0 26 .4 33 .0 22.0 20 .0 33 .0 11 .8 50.4 58 .6 35.2

Z 48.2 61.8 40.3 36 .8 40 .6 32 .8 44 .2 54 .4 28 .9 62.9 73 .1 44.3

12

Tham Luong station

X 39.8 53 .5 33.3 47 .6 62 .3 14 .5 48 .0 62 .5 33 .4 38.0 47 .5 31.8

Y 44.9 62 .5 32,0 47 ,8 62 ,4 12,7 48 ,1 62 ,6 32 ,1 39,5 49,9 33,6

Z 49.7 66.2 38,9 40 ,3 55 ,4 12,2 40 ,5 55 ,6 34 ,6 45,2 52,2 39,8

Equivalent vertical vibration: L (Z) (dB), Equivalent horizontal vibration: L (y) (dB), Equivalent radial vibration: L (x) (dB).

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365. The results of 2011 vibration level measurements are provided in the following table.

Table 5.35: Results of vibration monitoring in the project area (PPTA EIA, 2011)

No. Location/ 6:00 -18:00 Leq

dB

Leq

m/s2

1 Ben Thanh 68 0.025

2 Tao dan 71 0.035

3 Dan Chu 61 0.011

4 Hoa Hung 66 0.020

5 Le Thi Rieng 72 0.040

6 Pham Van Hai 71 0.035

7 Bay Hien 70 0.032

8 Nguyen Hong Dao 73 0.044

9 Ba Queo 78 0.080

10 Pham Van Bach 75 0.056

11 Tan Binh 74 0.050

12 Depot 50 0.003

QCVN 27:2010/BTNMT 75 0.055

149

No. Location/ 18:00 – 22:00 Leq

dB

Levq

m/s2

1 Ben Thanh 59 0.009

2 Tao Dan 69 0.028

3 Dan Chu 60 0.010

4 Hoa Hung 60 0.010

5 Le Thi Rieng 72 0.040

6 Pham Van Hai 70 0.032

7 Bay Hien 56 0.006

8 Nguyen Hong Dao 68 0.025

9 Ba Queo 68 0.025

10 Pham Van Bach 75 0.056

11 Tan Binh 76 0.063

12 Depot <50 <0.003

QCVN 27:2010/BTNMT 75 0.055

150

No. Location/ 22:00 – 6:00 Leq

dB

Levq

m/s2

1 Ben Thanh 58 0.008

2 Tao dan 58 0.008

3 Dan Chu 54 0.005

4 Hoa Hung 56 0.006

5 Le Thi Rieng 63 0.014

6 Pham Van Hai 61 0.011

7 Bay Hien 57 0.007

8 Nguyen Hong Dao 65 0.018

9 Ba Queo 70 0.032

10 Pham Van Bach 71 0.035

11 Tan Binh 71 0.035

12 Depot <50 <0.003

QCVN 27:2010/BTNMT 75 0.055

366. Table 4-21 supports the previous monitoring results that the average vibration levels along MRT2 compared to the permissible value (L Eq(z) (dB) , L Eq(y) (dB) , L Eq(X) (dB)) are lower than the levels allowed in residential areas by 1.2 to 3.8 dB.

F. Transportation and Traffic in Ho Chi Minh City

367. A Multi-Sectoral Action Plan Group (2002) in 2001 assessed that about 2.2 million motor vehicles were utilizing the roads of HCMC, of which 90% were motorcycles. The Action Plan further predicted that

151

motorcycle and automobile fleets were expected to increase annually by 14-15% and 6% respectively if the city did not provide sufficient public transport.

368. Currently the city’s transportation infrastructure does not facilitate an efficient flow of traffic. Congestion is commonplace at intersections during rush hours and average traffic speeds vary between 10-30 kph. Together with low quality roads and a significant number of poorly maintained vehicles and low quality fuels, the large volumes of slow moving, frequent stop and start traffic contributes significantly to the city’s air pollution problems.

369. A rapid growing urban transportation requires a considerable improvement in public transport in order to achieve an acceptable transport efficiency, reduced congestion and improved ambient air quality in urban centers. Currently, HCMC’s public transport system is comprised of public buses running on set routes between specified hours of the day. Despite the recent improvements to the bus system and increases in bus network patronage, the current share of total motorised trips by public transport is still extremely low for a major international city, at less than 5%. The vast majority of trips are made by motorcycle. Car and taxi trips, whilst still a tiny proportion of the total, are increasing rapidly, and roads are becoming more congested and dangerous due to the mix of traffic and pedestrians.

370. In 2007, private vehicles represented an abnormally high proportion (93%) of total journeys (19.1 million non-pedestrian journeys per day), broken down between motorcycles 78%, cars 1.2%, and bicycles 14%. Historically, car ownership has been lower than in comparable economies in the region. With continued growth of the economy expected in the medium term, there is significant potential for household incomes to rise, enabling many more families to be able to afford to purchase cars (particularly as on 1 May 2006 the Government again allowed used cars to be imported, a move that is expected to lead to lower prices). Between 2004 and 2007, motorcycle ownership in Ho Chi Minh Province has grown at an annual rate of 8.4% to almost 3.1 million motorcycles. Private car ownership has increased even faster, at 20.7% per year to more than 200,000 vehicles and total car numbers (including taxis, other non-private owners) have grown to almost 400,000. Table 5.36 provides a snapshot of the numbers of private vehicles enumerated hourly at key HCMC intersections in the Project area.

Table 5.36: Average hourly volumes of vehicles in the project area (quantity/hour)

No Site name Bicycl

e Motor-cycle

Car Taxi SmallBus

LargeBus

Light Goods

Heavy Goods

Other

1

Truong Chinh:

An Suong Crossroads-*City Center

120 5950 241 53 57 63 263 35 53

2

Truong Chinh:

Ba Queo Crossroads4

An Suong Crossroads

157 6904 243 56 75 75 280 23 75

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No Site name Bicycl

e Motor-cycle

Car Taxi SmallBus

LargeBus

Light Goods

Heavy Goods

Other

3

TruYsyng Chinh:

Bay Hien Crossroads4Ba Queo Crossroads

189 4862 75 59 29 40 43 3 40

4

Truong Chinh:

Ba Queo Crossroads4Bay Hien Crossroads

197 6741 100 69 36 34 70 7 42

5

CMT8:

Le Thi Rieng Park-* City Center

188 3882 58 66 6 15 29 0 27

6

CMT8:

Dan Chu Roundabout4

Le Thi Rieng Park

181

4050 55 62 6 16

28

1 27

7

CMT8:

Nguyen Thi Minh Khai street4Dan Chu Roundabout

108 3977 100 96 10 15 34 1 11

8

CMT8:

Dan Chu Roundabout4City Center

112 4083 105 100 13 14 26 2 12

(Source: Monitored data reported by HEPA, 2007)

371. The monitored data in Table 4,26 shows that private transport occupies the highest volumes by the total number vehicles, especially the motorcycle, which is higher than bicycle from 20 times to 50 times, and higher than car from 25 times to 73 times. Truong Chinh Street is one of the highest traffic density streets because this road is the North - West gateway of HCMC.

372. If current trends are not offset by better transport infrastructure and public transport modes, HCMC will face congestion, road safety, and air pollution difficulties similar to those in other large Asian cities such as Bangkok, Beijing, Manila, and Jakarta. The goal of HCMC People's Committee is to raise the share of public transport to carry 25% of all daily motorized trips by 2010 and 50% by 2020, a sharp increase from mid-2007 levels which were as low as 3%.

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G. Social Aspects and Cultural Resources

373. The following section has extensively utilized the ADB Social Impact Assessment prepared under TA 7343-VIE.

374. Ho Chi Minh City is the largest and most populous city in Vietnam. Like Hanoi, Ho Chi Minh City is classified as a special city that has the same status as a Province. The city center is situated on the banks of the Sai Gon River. It has twenty-four administrative divisions or districts, of which five are suburban while 19 are considered as inner districts. Each District is sub-divided into wards. The city currently has 259 wards, 58 communes and 5 townships.

1. Population of Ho Chi Minh City

375. In 2007 the estimated population of Ho Chi Minh City was over 6.5 million, growing at around 2.9% per year. In addition, more than 2.5 million people live in the adjoining provinces of Long An, Dong Nai and Binh Duong, totalling more than 9 million people in the Study Area. It is forecast that the Study Area population will reach over 13.8 million by 2025, with 10 million people in HCMC. Most of the population growth is projected to happen in outer areas (the urban fringe, suburban and other outlying communities), while the inner core areas are projected either to decrease their populations (in high density areas) or increase moderately (in medium/low density areas).

376. The 2009 Population census placed the HCMC's population at 7.12 million, including migrant workers estimated at 10-15% of the City population. Since 1999, the City's population has been increasing by an average of 280,000 persons per year due mostly to in-migration. By 2020, it is projected that the city will have a population of 12 million.

a. Population in the Project Area

377. The Project is situated in the inner city and the population in these 6 districts is about 1.7 million as shown in Table 5.37.

Table 5.37: Population and population density in 2006 within the project area

District Wards Area (km2)

Population (person)

Population density (person/ km2)

Disrict 1 10 7.73 200,768 25,973

District 3 14 4.92 199,172 40,482

District 10 15 5.72 238,799 41,748

Diststirct 12 11 52.78 306,922 5,815

Tan Binh 15 22.38 387,681 17,323

Tan Phu 11 16.06 376,855 23,465

Source: Statistical office in Ho Chi Minh City, 2006

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b. Ethnic composition

378. Approximately 90% of the population in HCMC is composed of ethnic Vietnamese (Kinh). The Chinese (Hoa) comprises 8% of the population, while other ethnic groups (Khmer, Cham, Nung, Rhade) comprise the remaining 2%. There is a history of Cambodians traveling to border areas of Vietnam in Long An province to perform agricultural work. Since 1997, a developing phenomenon of Cambodian women and children wandering and begging on the streets of Ho Chi Minh City, Vietnam has been observed

c. Economy and Employment.

379. Approximately 20% of the country's Gross Domestic Product (GDP) comes from Ho Chi Minh City. In 2005, HCMC‘s GDPamounted to 33.3% of the GDP of the whole of Vietnam. This compares to a figure of 13.66% in 1990.

380. In terms of economic structure, service sector accounts for 51.1%, industry and construction accounts for 47.7%, while forestry, agriculture and others comprise 1.2%. The City is home to 3 Export Processing Zones, and 12 Industrial Parks and is the leading Foreign Direct Investment (FD I) absorber in Vietnam.

381. Some 300,000 businesses, including many large enterprises, are involved in high-tech, electronic, processing and light industries, construction, building materials and agro-products. Employment situation in the City is generally more positive than in the other nearby regions and provinces. Recent estimates place the unemployment rate in HCMC at 5.45 percent.

d. Poverty Profile of Ho Chi Minh City

382. The 2006 Poverty Assessment for Viet Nam noted that the country has maintained high economic growth while significantly reducing poverty. GDP grew by more than 7% in 2002, 2003, 2004 and average of 7.5% in 5 years (2001-2005). In 2009, the country's GDP continued to grow despite the weak external environment. Data from the General Statistics Office showed that poverty rate dropped from 58.1% in 1993, to 37.4% in 1998, 28.9% in 2002, and 19.5% in 2004, while in the same years food poverty declined from 24.9%, to 15%, 10.9%, and 7.4%. Although poverty rates in urban areas, like HCMC are much lower than in rural regions, a significant portion of the population are still living in poverty. Especially vulnerable are the unregistered migrant workers and households from other provinces and those in the informal sector. The poverty line for HCMC for the period 2004-2010 was earlier placed at 500,000VND per person month. However, this was adjusted to 1,000,000VND per person per month in 2009.

e. Poverty Profile in the Project Area

383. The 2008 socioeconomic survey conducted under the previous ADB-TA, estimated that 10.3% of households in the 5 districts within the Project area are below the poverty line based on the old standard and 23% based on the 2009 standard.

384. The Project is a general intervention, as opposed to a targeted intervention that specifically addresses poverty reduction through interventions at the level of households, specific services, or geographical determinants of poverty. Consequently, a full poverty analysis was not conducted.

155

2. Social Safeguards Issues and Other Social Risks

a. Involuntary Resettlement.

385. The Project will involve the acquisition of land and as a result will impact on a number of privately-owned structures. At the depot site, 69 households and 12 factories will be affected. Of these 25 households and all 12 factories will need to relocate. The overall compensation plan for the depot site which was approved by the GOV in March 2009 amounts to 165 billion VND. Compensation/ assistance includes compensation for loss of income from agricultural production, and loss of structure, as well as, allowances for occupational change and bonuses for timely hand-over of assets. An independent land/structure appraiser was engaged to determine the current market values of the affected assets.

386. Along the main line and access links (interchange stations); land acquisition will impact on 376 private households (HH) and 27 public properties. 322 shops will also be displaced. Several utilities, such as water supply system, drainage, electricity network telecommunication, etc. will also be affected.

387. Most of the affected shops (241 shops or 75%) are leased or rented out. During consultations conducted in 2008, renters of these shops have raised concern about the impact of the loss of their rented shop on their income. Many were concerned about the difficulty of finding an alternative location where they can generate the same income. Workers who depend on these shops are likewise vulnerable.

388. Approximately 3.39 hectares beside the depot site will be developed into a Resettlement Site for the Project and other development projects in the City. The Resettlement Site will have 100 plots and 450 apartment units. For the APs affected at the depot site who need to relocate, three options were presented: transfer directly to the site, transfer temporarily to another site while waiting for the completion of the resettlement site, or move to another existing resettlement site in Tin Phong (located about 500 m from the resettlement site). Households losing idle agricultural land may also opt to receive residential plots or apartments equivalent to 10% of the land lost.

389. Consultation conducted in May 2010 with APs at the depot noted that many are interested in transferring directly to the resettlement site once it is ready. No one accepted the option of getting temporary accommodations while waiting for the completion of the resettlement site. On the other hand, those affected at the access link and Metro Stations (especially those nearer HCMC Central Business district and living in shop-houses) mostly prefer to self-relocate to restore their businesses as well.

390. A draft Resettlement Framework (RF) has been prepared to guide land acquisition and resettlement activities in all components of the Project, including those funded by other funding agencies and local funds of the Government of Viet Nam (GOV). The draft has been translated into Vietnamese and submitted to MAUR Management for comments and discussion with ADB and other donors.

391. Earlier, a draft Resettlement Plan (RP) was prepared under ADB TA 4862-VIE that covered the estimated land acquisition and resettlement impacts on the depot-link and the main line. Based on the preliminary alignment and design, a census of affected households and two rounds of consultations were conducted. The draft RP will be updated under Tranche 1 of the MFF based on the Resettlement Framework agreed between ADB and GOVN, once the detailed design has been finalized and detailed measurement surveys (DMS) have been completed.

392. The RP will be updated as part of the detailed assessments and studies to be conducted under Tranche 1 based on the Resettlement Framework to be agreed between ADB and GOV for the Project. However, prior to this main RP, a short RP will also be prepared and submitted to ADB before MFF

156

review to cover the land acquisition impacts for the advance works proposed at the depot site. Preparation, review and monitoring of RPs prepared under the Project will be based on the RF. Likewise, the approval of civil works contracts will depend on the satisfactory completion of RP implementation.

b. Indigenous People

393. As noted earlier, approximately 90% of the population in HCMC is composed of ethnic Vietnamese (Kinh). Other ethnic groups in HCMC have been mainstreamed into the Vietnamese general culture and local structures. They have full and equal access to institutions and economic opportunities as the rest of the population. Vietnamese ethnic minorities are mostly situated in mountainous areas, mainly in the Northern Mountains and Central Highlands. There are no socio-cultural groups present in HCMC who may be considered as "tribes" (hill tribes, schedules tribes, tribal peoples), "minorities" (ethnic or national minorities), or "indigenous communities". Hence, an Indigenous People's Plan is not necessary.

394. No physical cultural properties/historical sites are expected to be impacted by the proposed civil works. However, a “Chance find” specification is provided in the EMP and to be included in the contract documents

c. Labor/Employment

395. The project is expected to generate considerable local employment during construction and during the operation of the Metro Line. On the other hand, workers in the affected shops along the Metro Line may be displaced from their employment. Consultations conducted with affected households and other stakeholders noted the interest of a number of APs to benefit from the employment opportunities to be provided by the Project.

d. Gender

396. The project is not expected to exacerbate gender inequities. With proper design measures, the Project will benefit women, children, older people and disabled (who are more inclined to use public transport than men) through the provision of safe transport and convenient access.

397. Both men and women shop-owners/renters who are able to re-establish their shops near Metro Stations may also benefit significantly from the project. However, the economic and physical displacement of households will likely cause a heavier burden for women household heads (who account to about 37% of the affected households) as compared to households with both spouses. A draft gender strategy is included in the draft Resettlement Plan prepared in 2008 for the Project to address gender concerns related to resettlement impacts and interventions. This gender strategy is included as appendix to this supplemental report, integrating other gender mainstreaming actions in the Project design.

e. HIV/AIDS

398. Epidemiological studies conducted in recent years have shown a slight increase in the prevalence of HIV/AIDs in HCMC especially among the high risk subgroups in the population (drug users and female sex workers). Street children are also at risk. The establishment of workers' camps for migrant workers may increase demand for sex workers and increase the risk of the transmission and spread of HIV. However, in this Project majority of workers will be HCMC residents and there will not be extensive overnight camps for workers.

399. While these are not expected to be significant risks, the Project will nevertheless address the

157

needs for better dissemination of information on HIV/AIDS and other dangers. Related to this, public information leaflets focusing on HIV/AIDS transmission will be distributed at camp sites. Moreover, in order to improve public awareness especially among children and youth population, posters on HIV/AIDS campaign will be put up in strategic spots of the MRT Stations. These initiatives, and others, will be incorporated in the Investment Program in support of the existing Government Program on H IV/A IDs management and reduction.

f. Trafficking

400. Some forms of trafficking of children from nearby provinces and Cambodia to beg in HCMC exist. A study commissioned by the International Organization for Migration (IOM) in 2002 noted that a great number of Cambodian children trafficked to Vietnam come from Kompong Ro district in Cambodia. Data from the Social Aid Centre in Ho Chi Minh City that noted almost all Cambodian returnees came from this district.

H. Environmental Conditions at the Depot

401. MAUR applied under Tranche1 to carry out construction of two buildings, establish a temporary perimeter fence and access road, lighting and guard shed and gate within a 3.4 ha area of the depot covering a total area of about 25 ha. This is only the initial works planned for the depot. During detailed design, the lay-out for the depot will be finalized and all the works (development of the entire depot and filling of the site, tracks, maintenance sheds, new fence and roadways, utilities and communications) will be commissioned under a separate contract. An IEE was prepared and approved leading at the present time to site clearance, soil removal (black clay) and filling and raising the site with river sand. The following describes the specific environmental baseline conditions at the depot.

1. Site Topography, Land-use and Bio-physical Resources

402. The depot site is located north of the Tham Luong canal in Tan Thoi Nhat Ward in Thamh Long, District 12.

403. The whole of the depot site is flat. The soil is deep and not prone to erosion but has unsuitable soft black soil that could be up to 2 m deep. During rainy periods surface water on the site runs across the flat fields to an adjacent canal. The canal is subject to heavy industrial and sewage pollution from adjacent developments on the south side and it is not a significant resource for aquatic life or livestock consumption.

404. The adjacent developments use ground water for their water supply as the piped mains supply is limited to areas nearer the main roads. There are no wells in the Project site.

405. The depot site is situated at the inner Tan Thoi Hiep ward – District 12, where the local economy is improving. Currently, there are two main types of land use, agricultural land (36.04 ha – 9%) and other residential and commercial land (353.94 ha - 91%). In future, the overall area trend will be away from agriculture as the area is settled and the depot is completed.

406. Land use in the depot site is mainly residential and commercial with a little agricultural land. Previously the land at the depot was used for vegetable cultivation. Large ponds for growing lotus plants are also present but do not appear to be tended and there are large quantities of domestic refuse deposited in many of the ponds near the footpaths that currently provide access to the Project site. Vegetable and cash crops are no longer produced in significant quantities on a commercial basis but some tenants have remained and are growing vegetables, such as cabbage,

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lettuce, and pumpkin, in modest quantities.

407. The biological environment is dominated by the former agriculture use of the site. Numerous cycles of agriculture have removed all trees and shrubs on the Project area. There are no valuable ecological resources near the depot site and it is not near any area protected for biodiversity. Animals on site are domesticated cattle and birds that cross the site but there are no trees and observable roosting sites on the Project site.

408. The most obvious animals on site are the cattle tended by the remaining local tenants some birds were seen to cross the site at dusk but there were no roosting sites observed. There was no available secondary information on the wild animal species present in District 12, but it is assumed that the species that are present would be those typically tolerant of urban areas and highly modified and managed farming areas. There is no reason to expect the presence of any rare, threatened or endangered species.

2. Social-Cultural Environment

409. The Tan Thoi Hiep ward – District 12 is developing socially. It has an improving economy and there are many industrial factories, commercial enterprises and many home craft enterprises. Land use is mainly residential and commercial with a little agricultural land. The depot will eventually occupy most of the agricultural land currently remaining in District 12. Some factories are active in the area and there is a stockpile of timber near the factories. This would appear to be for local small-scale/saw mill production of timber

410. There are no cultural sites on or around the depot site.

411. There are two primary schools (Ba Diem II School and Thuan Kieu School) two secondary schools (Ba Diem III School and Nguyen Anh Thu School) and one nursery school (Be Ngoan 5) in the Tan Thoi Hiep ward – District 12. There is also a medical station. However, all of these facilities are located more than 1 km away from the depot and the Project site, in general.

412. Electrical power is supplied to District 12 from the national grid. By inspection, the low voltage distribution network runs on poles across part of the depot and the rest of the project site.

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VI. ANTICIPATED ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES

413. This environmental impact assessment focuses on the major environmental issues identified for the pre-construction, construction and operational phases of the three development components of the Project: underground Tunnel and Stations, Viaduct and Depot. The rationale for presenting the impact assessment under these three components is that construction related impacts have different levels of severity and the current site preparation for the enabling works being undertaken at the Depot. Construction will be about 5 to 6 years in duration prior to the opening of the line in 2015-2018.

414. The following is a list of direct and indirect project and environmental components assessed in this section:

(i) Geophysical Environment (geology, hydrogeology, soils, water resources)

(ii) Air Quality

(iii) Noise and Vibration

(iv) Cultural and Heritage Resources

(v) Land Use

(vi) Socio-Economic and Community Conditions

415. The assessment methodology for the disciplines listed above will address impacts relative to their:

(i) Geographical (spatial) extent

(ii) Magnitude

(iii) Duration (temporal)

(iv) Reversibility

(v) Frequency

416. Negative environmental effects can either be avoided, mitigated through design and construction measures or where mitigation measures are unavailable, provide compensation in cash or kind.

417. An assessment was made of any residual environmental effects that are expected to remain after the application of mitigation measures and an assessment of the significance of those effects. A project can be considered environmentally sustainable if there are no, or minimal, residual long-term negative effects and there are in fact positive long-term benefits.

418. Consequently, this section reviews the anticipated environmental impacts for the tunnel and underground stations, viaduct, transition section and depot in the pre-construction, construction and operational phases. It also provides mitigation measures to offset negative impacts and concludes with an assessment of the long-term or cumulative and induced environmental effects of the Project.

A. Construction-Related Facilities

419. The project will require a number of construction-related facilities. These include: casting yard, laydown/storage sites, concrete batch plants and a maintenance yard(s). It expected that the Depot may function as maintenance yard and laydown/storage site. The casting yard will likely be a large one that is already committed to providing tunnel panels, pier columns and viaduct spans for the MRT1 project. However, should the Design/Build contractor for the MRT2 opt to identify alternate sites and facilities then the following measures should be implemented by the contractors for the depot, viaduct and tunnel:

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(i) Secure the necessary environmental approvals and permits prior to establishment and operation of construction related facilities

(ii) Concrete batch plants, casting yards and other facilities that will result to emission of high dust and noise levels shall be located at least 300 m from sensitive receptors such as residential housing, medical facilities, schools and religious and cultural sites.

B. Tunnel and Underground Stations

1. Property Acquisition and Demolition

420. The MVA final report indicated from a preliminary enumeration that 371 structures will be required for construction of the underground stations. This number will be re-assessed following the DMS survey. After the resettlement agreements are accepted by all APs the affected houses on both sides of the street will be demolished, after all utilities are shut-off and severed, for approximately 200 metres at each of the stations except Ben Thanh ( to be constructed by others) and Tan Binh (elevated station). The first row of buildings or approximately 20 meters will be required.In addition, the cooling and air vent shafts, on both sides of the station, add an additional 5 m -10m, this would see one or two additional structures required beyond the first row of houses on both sides of the street.

421. The severing of the above-ground utilities could result in households around the work site having no electricity, water or phone and cable service. Any loss of service for more than one day is unacceptable. The adverse environmental impacts associated with demolition activities are noise and vibration from construction equipment and trucks, air pollution (e.g. dust). Until the houses on the first side of the road are removed, severe traffic congestion will result with only one lane of the road available. The mitigation measures to address identified adverse environmental impacts are as follows:

(i) MAUR-Project Management Unit 2 (PMU2) will inform the local residents of site work and utilities disconnection and re-connection schedule 14 days prior to commencement of the work.

(ii) MAUR-PMU2 will ensure that contractors, in consultation with local authorities, formulate and implement a staggered demolition schedule at the stations to reduce dust, noise and traffic congestion.

(iii) The above-ground utilities (phone, cable and electricity) that have been severed at the affected households will be re-connected within the shortest time possible in close coordination between MAUR-PMU2, affected households, local authorities and utility companies.

(iv) The Contractor shall prepare a dust control plan that employs best management practices to control the dust which will include, but not limited to: cleaning road surfaces of debris/spills from construction equipment and vehicles, ensuring trucks have covers, have a water truck on site to wash the road and spray water on the debris, no engine idling, and provision of emission controls on all the equipment.

(v) Contractors will utilize fencing to enclose the work area which will reduce noise and fugitive dust and keep the site safe for local pedestrians.

(vi) The household waste (bricks, wood and metal) shall be taken by the contractor to a disposal site approved by local authorities and/or recycling sites for sorting, resale or reuse.

(vii) When the houses on one side of the road have been removed, the site cleaned and engineered, the road will be opened to two lanes of traffic while

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the houses/srtuctures on the other side are demolished. Traffic flow, however, is still expected to be slow. MAUR-PMU2 and the contractors will coordinate with local traffic officials to minimize traffic congestion through provision of appropriate traffic signs, designation of flag persons, traffic re-routing (as appropriate), etc.

2. Arboricultural Resources

422. A visual survey at the stations along the MRT2 alignment provided the following number of trees that will have to be removed for construction:

423. Two entrances to the Ben Thanh station will require the removal of about 10-12 small trees along the sidewalk. It is Line 1 which will adversely affect 37 trees in 23 September Park. Tao Dan and Le Thi Rieng Parks are not impacted by the the Project (MRT2).

424. A small number of trees along the sidewalk at each of the following stations will have to be removed. The trees at Tao Dan and Dan Chu stations are older and large (50 to 70 years old), while many of the trees at the other stations are young, likely less than 10-15 years old (see photos Appendix 4):

Tao Dan: 25 trees (a mix of old large sized trees and immature ones)

Dan Chu: 12 trees

Le Thi Rieng: 6 trees

Pham Van Hai: 5 trees

Bay Hien: 6 trees

Nguyen Hong Bao: 15 trees

Ba Queo: 2 trees

84 median trees from the Transition Zone to Tan Binh Station and the turn-off to the Depot.

425. Approximately 155 trees will be lost. The detailed measurement survey (DMS) will provide the exact number of trees that will have to be removed for the project.

426. MAUR commits to replacing trees at 1:1 replacement factor. Trees may be re-planted following construction at these sites or could be planted under or along the edge of the viaduct section and in and around the depot.

3. Disruption to Community Utilities

427. Construction. Excavation works for the underground stations and tunnel may require relocation of underground utilities. To minimize impacts due to disruption of services, the contractor shall implement the following measures:

(i) Water supply pipelines, power supply, communication facilities and other utilities shall be re-provisioned before construction works commence

(ii) Provisions shall be made to preserve the operation of current facilities in sufficient quantity and in agreement with the local community.

(iii) Re-provisioning shall be undertaken in coordination with the utility company.

(iv) Affected households and establishments shall be notified well in advance of such disruption.

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428. Operation. There should be no operational concerns affecting community utilities after construction.

4. Spoils Generation

429. Construction. The MRT2 Project will create approximately 1.9 million cubic meters of spoils mainly from tunnel construction. MAUR has established an agreement with the Urban Drainage Company (under HCMC’s Department of Transportation) to dispose of up to 450,000m3 of excavated soil at UDC’s an existing 40 ha active spoils disposal site in Da Phuoc Commune. MAUR is indicating that 1,550,000m3 of the spoil can be re-cycled and sold as fill for suburban developments.

430. The following measures shall be implemented by the contractor to minimize impacts due to spoils generation:

(i) Before site works commence, a Spoils Disposal Plan (SDP) shall be prepared by the contractor. The plan shall be reviewed by CSC and forwarded to ADB for approval. The plan shall present off-site re-use (if suitable) of excavation spoils and corresponding volume, identification of suitable temporary and final disposal location/facility and corresponding capacity, designation of suitable transport routes and schedule for spoil truck movements to minimize traffic disruption/congestion, and environmental mitigation measures to address impacts due to transport and disposal of spoils. The SDP shall include maps and layout plan of the disposal site(s) identifying where protection measures are required such as slope stabilization measures, silt fencing, ditching, dust control, cross drains, measures to avoid flooding in surrounding areas, etc. The SDP shall specify spoils dewatering procedures (and facilities), as necessary, and shall describe in detail the mitigation measures to be implemented to ensure that resulting wastewater from spoils dewatering is adequately treated and disposed of to meet applicable QCVN standards and requirements. Provisions for random testing of spoils shall be specified in the SDP to determine contamination levels (e.g., hydrocarbons, heavy metals) based on QCVN standards and corresponding treatment measures to meet standards and avoid pollution.

(ii) All asphalt and sidewalk materials removed should be separated and re-cycled

(iii) Spoil disposal will only be to DONRE and Department of Construction (DOC) approved areas

(iv) The capacity of disposal sites shall be adequate to accept the quantity of spoils without alienating areas outside the site boundaries.

(v) Undertake random sampling of spoils from underground station excavations and tunneling to determine presence of contaminants. If levels of contaminants exceed standards, excavation spoils shall be considered as hazardous wastes consistent with applicable standards/guidelines and shall be treated and disposed of as such.

(vi) Disposal of contaminated/hazardous spoils shall only be to disposal sites equipped and licensed to handle such wastes.

(vii) Determine water content of spoils to ascertain if spoils dewatering is necessary.

(viii) Undertake necessary spoils dewatering and provide adequate treatment facilities to ensure that resulting wastewater meets QCVN standards.

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Adequate treatment should also be undertaken for groundwater drained from the excavated areas to ensure compliance with QCVN standards.

(ix) Stockpiling of spoils shall not be undertaken due to the limited footprint of the construction site. Spoils shall be trucked away immediately to approved temporary or final disposal sites.

(x) Should any small stockpiles be developed, these shall be covered by plastic sheeting.

(xi) Trucks transporting spoils shall be tightly covered with tarpaulin or other suitable materials to minimize dust emission and spills. Wet spoils shall be transported using covered water-tight trucks to avoid spillage and drips onto access roads.

(xii) Load-out areas shall be cleaned and watered to ensure no accumulated dust originates that could be dispersed to surrounding areas.

(xiii) Wheel washing shall be undertaken to remove mud so as to ensure that access roads are kept clean.

(xiv) Road surfaces shall be regularly cleaned of spilled spoils.

(xv) The spoils disposal site shall be adequately protected by avoiding formation of steep slopes and grassing so as to prevent erosion to surface watercourses. Spoil disposal shall not cause sedimentation and obstruction of flow of watercourses, damage to aquatic resources, agricultural land, properties, and densely vegetated areas.

431. Operation: There are no concerns on spoils stockpiling and disposal during operation.

5. Land Subsidence/Geotechnical Hazards

432. Land subsidence along the underground section will have a direct impact on the construction site. Settlement caused by tunneling, deep excavation, and dewatering will occur during the construction stage, even with mitigation measures. The engineering calculations suggest that along the center-line there will be approximately 10 mm of settlement and under the buildings at the edge of the tunnel 16 mm. The combined impact on the buildings under or alongside the tunnels could be a concern.

433. To avoid excessive settlement that could damage the nearby buildings, the following measures will be implemented by the TBM contractor:

(i) Undertake detailed geological investigation to determine geotechnical hazards along the Project’s impact zone. Implement suitable precautionary and protection measures to avoid or minimize hazards.

(ii) Select the best construction methods for retaining wall to ensure the stability of the deep excavation.

(i) Implement a survey program to monitor the background subsidence rate along the project alignment (see EMP Table 10.7). The monitoring data shall be used to assess potential damage that the observed subsidence may cause to buildings under or alongside the tunnels and to estimate the cumulative amount of regional subsidence during the construction stage.

(ii) As part of the survey program, take photographs of each individual structure within the possible affected zone before the construction starts, to be used for

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assessing potential damage due to subsidence.

(iii) Conduct careful monitoring of the groundwater level, amount of settlement, tilt of buildings, and any building damages.

(iv) Depending on the results of subsidence monitoring program, develop and implement suitable mitigation measures to avoid or minimize damage to properties.

(v) Establish an emergency action plan for geotechnical hazards including a set of criteria for issuing warnings for such hazards.

(vi) If necessary; carefully design, implement and monitor an appropriate dewatering program.

(vii) Perform probe drilling ahead of the TBM cutting surface at places where abrupt change of geological properties occur since such areas tend to have a higher risk of failure. Based on the results of probe drilling, implement appropriate precautionary measures.

(viii) Undertake ground treatment underneath the deep excavation site if required.

(ix) Although there are no internationally adopted standards for settlement, the parameters below are based on normal practice. The tunnel boring machine (TBM) contractor shall be required to operate within the following settlement parameters:

Standard building: maximum settlement: 25 mm , maximum differential settlement: 11500 (this indicator is more important for damage), maximum upheaval: 10 mm

Particularly sensitive building to be identified: maximum settlement: 20 mm; maximum differential settlement: 11600 , maximum upheaval: 10 mm

Street and pavement: maximum settlement: 30 mm , maximum differential settlement: 11400, maximum upheaval: 10 mmSelect the best tunnelling methods to minimize possible settlement during construction.

434. Operation. A small amount of settlement caused by construction may occur in the post-construction stage. The long-term effect on structures is difficult to predict. A long-term inspection program will be carried out by MAUR during the operation stage to monitor any possible adverse effects on the Project structures.

6. Flooding

435. Construction. Minor flooding events are common in HCMC after heavy rains. Minor and localized flood events occur throughout the rainy season but are most common in July and August. Major flood events are relatively rare and are caused predominantly by elevated flows in the Sai Gon River.

436. At the Da Phuoc spoils disposal site, the current lowland situation provides space for flood buffer that reduces the impact of flooding to the locality. However, as the spoils fill up the low lying areas, the area’s buffering capacity for flooding will be reduced such that flooding could occur in adjacent existing developments in the vicinity, such as the cemetery located about 500 m to the west of the disposal site and the solid waste treatment facility (across Nga Cay channel) approximately 300 m to the south. The contractor will be required to prepare a spoils disposal plan which will include, among others, installation of adequate drainage facilities and flood prevention measures. Flood mitigation measure (item iv) for the disposal site is also provided below:

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437. To prevent flush of soil into the channel during flood events, a retaining wall along the boundary is recommended, particularly at the north and east boundaries along the Chieu Canal.

438. During construction, the following measures shall be implemented by the contractor to avoid clogging of drainage and creating localized flooding:

(i) Placement of construction materials, excavated spoils, equipment shall not block flow of rainwater into canals/drainage structures.

(ii) Prohibit disposal of waste materials to drainage channels.

(iii) Regularly inspect and maintain all drainage channels in the vicinity of construction sites to keep these free from obstructions.

(iv) Maintain existing vegetation (trees, shrubs, grasses, etc.) along channel embankments (Chieu and Nga Cay channels) and if necessary, construct retaining walls along the spoils disposal boundary bordering the channels to prevent spoils from being flushed into the water courses during heavy rains and flood events.

(v) At the disposal site, avoid formation of steep slopes to avoid soil materials from being eroded/washed out to surrounding watercourses during rains and floods

439. Operation. The project area is subject to minor, temporary flood events after heavy rain. The underground tunnel sections will be provided with pumps to pump storm water. The concern would be for the transition section. Flood waters could enter the tunnel section if it is not adequately protected. A sill designed to meet annual and maximum flood height shall be constructed to protect the tunnel entrance from flood.

7. Groundwater

440. Design Stage/Pre-construction. A concern was raised that there may be two potential corrosion risks to the concrete structure due to poor groundwater quality. One was the high sulfate content and the other one was low pH. Both factors pose a risk of corrosion to the concrete structures. However, the water quality data presented in the recent feasibility study (MVA Asia Limited, 2010) and this EIA indicate that both factors do not appear valid.

441. The recent groundwater survey (MONRE, 2010) indicated that saline water occurs in the vicinity of Ben Thanh Station and this may be a potential risk for corrosion to the underground structures.

442. There is also a potential risk of sand blow-outs at the deep excavation sites (Ben Thanh and Tao Dan) due to high groundwater hydraulic pressure. The Late Pleistocene Cu Chi Formation (Q1

3) is made of loose silty and clayey sand and saturated with water under artesian condition. Sand blow-out from the bottom during construction stage has occurred at places with similar condition, such as the incidents that occurred at Kaohsiung MRT project in Taiwan. When it occurs, sink hole or severe local land subsidence will develop in the vicinity.

443. There may also be a risk of groundwater washout when highly permeable sand pocket is encountered. Heterogeneity of geology could also cause problems during the construction stage. There are some saturated sand pockets and lenses located near the tunnel or stations (MVA Asia Limited, 2010). If these are encountered, large amounts of groundwater may suddenly drain into the work site and may cause damage.

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444. The proposed mitigation measures to address the above impacts are as follows:

(i) Undertake further investigation of the groundwater quality near Ben Thanh Station to define the distribution of saline water and to assess its potential for causing corrosion of the structures. If saline water exists near the site, appropriate protection/design measure should be applied to protect Project structures from corrosion.

(ii) To avoid groundwater wash-out, detailed geological survey shall be undertaken before the construction starts to locate highly permeable sand pockets. Pumping tests are recommended to obtain the aquifer parameters for the design of construction methods.

(iii) To prevent sand blow-outs and consequent formation of sink holes and severe local land subsidence, precaution will be carried out before and during the construction stage by applying ground treatment or reducing the groundwater pressure at the site.Non-toxic slurry and additives shall be selected to minimize the impact of potential pollution to the water wells.

445. Construction. Discussed below are the anticipated impacts on groundwater and coorespoding mitigation measures for the project alignment and spoils disposal site.

a. MRT2 alignment

446. There is a municipal well field located to the west of the airport along Truong Chinh Street. This well field contains about 30 pumping wells (PPTA consultant’s personal communication with DONRE, 2011). No detail is available for the amount of water extracted from the well field.

447. According to DONRE’s well registration records for 2011, there are a number of wells, small and large capacity, distributed within a 100 m radius along both sides of the alignment (Appendix 2). The well depths range from 30 m up to over 200 m.

448. There were several concerns raised in the Feasibility Study about the adverse effects of tunneling on groundwater. These are land subsidence and settlement and impacts to the local or regional groundwater flow regime and water quality. The hydrogeological study carried out as part of this EIA study addresses the concerns raised above.

449. Impact on the groundwater flow of the upper aquifer by the underground section was considered an issue. However, it is not likely to be a significant concern due to:

The upper aquifer consists of a thick layer of silty and clayey sand of 25 to 30 m in thickness. Due to its relative poor water-bearing capacity, not many people rely on it for water supply. Most of the people living in the area along the underground section receive public water supply.

Most of the existing wells in the inner city area are for industrial purpose. Moreover, in 2007, HCMCPC has prohibited further exploitation of groundwater in the inner city area (Decision 69/2007/QDUBND dated 9/5/2007).

The underground structures, both tunnel and stations are basically “water-tight”. Only small amount of seepage is anticipated in the tunnel (0.5 liter/s/km length of tunnel section).

The underground section is not likely to be a significant obstacle to the groundwater flow because compared to the regional aquifer system, the scale of the tunnels is far too small to form a significant barrier. Meanwhile, the alignment of the underground section of MRT2, from northwest to southeast direction, in general, is parallel to the regional groundwater flow direction and will not have a major impact to the flow.

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450. Well efficiency and water quality of the nearby water wells could be affected by construction activities. Based on DONRE’s well registration records, there are some industrial water wells located close to the project line, one public well field is located near the northwest end of the depot site. The number of unregistered private wells within the corridor has not been investigated. Slurry and additives will be applied for tunnelling and ground treatment. These materials could travel underground with groundwater flow or simply be driven by excessive operation pressure. If they reach the nearby wells, changes to water quality will occur. Well intakes could be plugged but well efficiency will be reduced. The consequence of these effects could be a decrease of local water supply and, may be a public health issue.

451. To mitigate the potential problems identified above, the following actions shall be undertaken:

(i) Conduct a survey of water wells located within the range of potential impact. Water quality analyses of drinking water standards and pollution indicators (of slurry) should also be carried out for selected wells to establish the baseline information.

(ii) Pressure applied for tunnelling and ground treatment should be carefully evaluated and controlled since excessive pressure will drive the slurry and increase the risk of damaging the nearby wells and their water quality.

(iii) Minimize the amount of slurry and additives applied to reduce the potential for pollution.

(iv) Cooperate with the well owners to shut down the nearby wells while tunnelling or ground treatment is taking place.

(v) Closely monitor the condition and water quality of the nearby wells for early detection of adverse impacts due to the Project.

452. All the identified hydrogeological environmental impacts above are related to the underground section. Most of the impacts occur during the construction stage and can be mitigated by appropriate engineering application. Some of the impacts can be reduced by mitigation measures taking place in the pre-construction stage. No significant permanent negative impact on groundwater is likely to occur due to construction of the tunnel.

b. Spoils Disposal Site

453. The geology along MRT2 is unconsolidated alluvial delta deposits consisting of mainly sand, silty sand, and clayey materials. In general, TBM operation under such kind of geological condition will either require only bentonite (for sandy layers) or no additive at all (clayey layers). If very permeable layer were encountered, which is not likely along the project alignment, sodium silicate (Na2SiO3, also known as liquid glass) maybe applied to reduce the permeability. For cut-and cover methods at the stations, Portland type I cement is the most common material applied for retaining wall and ground improvement. The cement consists of mainly calcium silicate, calcium aluminate, and calcium aluminoferrite. Bentonite is a weathering product of volcano ash consisting mainly of clay minerals such as montmorillonite. Allumino-silicate clay minerals naturally exist ubiquitously and are not harmful to the natural environment. When bentonite is hydrated, it produces alkaline solution. So are the cement and sodium silicate. All these materials are not consideren toxic to the environment. Moreover, since most of the sandy excavated materials will be reused, a large portion of the spoils that will need to be disposed will be clayey with less or no additives.

454. The high pH (alkaline) solution formed when bentonite is hydrated is probably the aspect of most concern in terms of potential environmental negative impacts to the disposal site and adjacent areas. However, compared to the volume of spoils generated by the MRT project, the amount of additives (mainly bentonite) could be considered very small. Although the resulting solution from bentonite

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hydration could have very high pH levels ranging from 11 to 13, it is expected to be neutralized by the groundwater and the natural geological materials in-situ or shortly after it is transported to the disposal site. During wet season, the slightly acidic rain water will quickly dilute the residual alkaline in the spoil at the disposal site. The high pH buffer capacity of the surrounding saline water will neutralize the relatively high pH within a short period such that the high pH solution is expected to be confined within a few meters where the spoils are deposited.

455. The spoils will be deposited in the same alluvial system and will have similar natural geological materials as the disposal site. Therefore, the spoils should be compatible with the geological environment of the disposal site.

456. If the estimated volume of excavated soil will be deposited within a 20-hectare area, the spoils may pile up to 2.5 m above the existing ground surface. The spoil pile will generate a local groundwater mount at the site. However, the hydraulic driving force in the mount is not enough to cause any deep groundwater circulation. Particularly, with the fine-grain geological materials serving as hydrogeological barrier underneath. As the fresh groundwater wells used by the surrounding communities are more than 200 m deep, these are not likely to be affected by the spoils disposal activities. The leachate from the excavated soil, which will be alkaline in nature (with no expected toxic components considering the nature of additives to be used as described above) will not go down deep but will be carried by the local shallow groundwater flow to the nearby surface water where it will be readily neutralized due to saline conditions. As mentioned in para. 430, random sampling of spoils will be undertaken to ensure that contaminated spoils/hazardous wastes will not be deposited into the spoils disposal site but to a government-accredited facility which is equipped to receive and process such wastes.

457. Operation. The underground structures, both tunnel and stations are basically “water-tight”. There will be water seepage into the tunnel following construction. A number of water chambers will be constructed between stations to collect seepage water and pump the water away. Only a small amount of seepage is anticipated in the tunnel (0.5 liter/sec/km length of tunnel section). The drawdown caused by the tunnel seepage, therefore, will be insignificant during the operation stage. This seepage will be collected in inter-station chambers and will be stored for fire fighting requirements. Excess water from the chambers will be disposed in the stormdrains.

458. There should be no adverse effects following construction if the measures and monitoring programs as outlined above and in the EMP are followed. A two year post-construction subsidence monitoring program should be followed by MAUR as required in the EMP.

8. Surface Water

a. MRT2 alignment

459. No surface water bodies occur within the tunnel section. No impacts are anticipated.

b. Spoils disposal site

460. The spoils disposal site is bordered to the north and east by the Chieu channel and to the north by the Nga Cay channel. The mitigation measures specified in para. 438 items (iv) and (v) will be implemented by the contractor to avoid adverse impacts to surface water bodies.

9. Wastewater

461. Considerable volume of wastewater will be generated from operation of concrete batch plant/s (CBP) for the tunnel and station construction. To ensure that untreated wastewater from the CBP will not be discharged to the environment, the contractor will:

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(i) Prior to operation of CBP, construct settling/retention ponds with sufficient specifications/capacity for treatment of wastewater (e.g., from washing of equipment such as mixer drums, trucks and chutes; contact storm water, etc.)

(ii) Properly operate and maintain settling/retention ponds to ensure effluent quality meets applicable QCVN 24:2009/BTNMT (National Technical Regulation for Industrial Wastewater)

10. Air Quality

462. Additional vehicle emissions, including particulate matter, CO, SO2, NOx from movements and operation of construction vehicles and equipment, which are predominantly diesel fuelled, will occur during construction at the stations. In addition there will be emissions from concrete batch plants, casting yards and generators at the stations. These emissions can be effectively controlled through appropriate environmental management measures described below.

463. Construction. Dust and vehicle emissions will be created by construction of the cut and cover and tunneling works. Dust emissions generally consist of large particles that settle out relatively close to the source, whereas exhaust emissions generally consist of fine particles that can drift further away from the source. The potential for dust emissions will occur wherever any of these activities are taking place; the most likely areas where such impacts could occur include openings to tunnel boring sections, at underground station sites using cut-and-cover excavation, fugit ive dust from dump trucks, and locations where excavation spoils are transferred from dump trucks to spoil receiving site(s).

464. Combustion emission sources typically associated with this type of project include: (i) diesel exhaust emissions from mobile sources, including earth-moving equipment, and dump trucks; (ii) exhaust from stationary combustion sources, including generators, heaters, and possibly off-site construction and fabrication (including concrete-casting facilities); and (iii) exhaust from tunnel boring machines, either directly, in the case of diesel-powered tunnel boring machines, or indirectly, in the case of electric tunnel boring machines powered by diesel generators at the surface.

465. It is unclear whether a diesel powered TBM or an electric powered TBM will be used. Without having details on the level of activity for each of these types of combustion emission sources, it is not possible to provide a quantitative estimate of the total emissions that will be generated. Although the potential air quality impacts from these activities can be significant, it is important to note that they will be temporary and localized.

466. There are no major sources of contaminant in the spoil, neither the natural geological materials nor the common additives (bentonite and cement) for construction are expected to react to the air to produce toxic/harmful fumes. It is possible that some organic rich layers may be encountered during excavation works. Although these materials may generate some unpleasant odor, once exposed to the air these will be oxidized and the odor is not expected to last long such that it will not cause any long-term impact to the atmosphere and the residents.

467. Mitigation measures to be implemented by the contractor to minimize impacts on air quality are listed below:

(i) Before site works commence, a Dust Control Plan shall be prepared by the contractor and shall reviewed by the construction supervision consultant (CSC) prior to approval by ADB. The plan shall provide details of mitigation measures, specific location and schedule where such measures shall be implemented to minimize impacts to sensitive receptors (residential areas,

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schools, hospitals, etc.) due to construction works; operation of concrete batch plants; sourcing, storage and transport of construction materials, spoils disposal and other project-related activities.

(ii) Wherever possible, use grid rather than generator set electrical power for construction equipment such as the tunnel boring machine and equipment to be used during cut-and-cover tunnel excavations.

(iii) Position any stationary emission sources (e.g., portable diesel generators, compressors, etc.) as far as is practical from sensitive receptors;

(iv) Use only vehicles and equipment that are registered and have necessary permits.

(v) Burning of wastes generated at the construction sites, work camps and other project-related activities shall be strictly prohibited.

(vi) Construction equipment and vehicles shall be well-maintained and shall meet national QCVN emission standards.

(vii) Trucks to be used for transporting excavation spoils shall be tightly covered

(viii) Specify the use of clean fuels such as ultra-low sulphur diesel in dump trucks and other heavy-duty diesel vehicles and/or equipment, in conjunction with the use of particulate trap control devices, as well as catalytic converters, to avoid excessive diesel emissions.

(ix) Keep stockpiles moist and tightly cover vehicles with tarpaulin sheets or other suitable materials to minimize dust emission and prevent spillage of materials (e.g., soil, cement, stone, sand, aggregates, excavation spoils, etc.).

(x) Provide temporary covers (e.g., tarpaulins, grass, etc.) on long term materials stockpiles.

(xi) Store excavated materials outside road reserve, but where there is no area; spoils shall be loaded and transported immediately.

(xii) Provide truck-washing facilities to prevent truck-out of mud and dust onto city streets.

(xiii) As much as possible, the casting yard for the Project will make use of already established and licensed site(s) for concrete forming activities where all the pre-cast sections will be fabricated.

(xiv) Ensure that necessary environmental approvals are obtained for the establishment and operation of concrete batching plants and casting yards,

(xv) Daily cleaning of road surfaces of debris/spills from construction equipment, haulage trucks and vehicles,

(xvi) Install temporary fencing or barriers around particularly dusty activities in vicinity of sensitive receivers

(xvii) Ensure availability of water trucks or other dust suppressants and appropriate equipment for applying the suppressant (e.g., a tank tuck with spray bars) on site and if the works surface and access roads near sensitive receptors (i.e., residential areas, roadside tea and food stalls, schools, hospitals and other sensitive receptors) are dry and dusty, spray water on the exposed surfaces to reduce dust emission.

(xviii) All construction equipment and machinery shall be fitted with emission control

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equipment in full compliance with the national (QCVN) and local regulations.

(xix) Fuel-efficient and well-maintained haulage trucks will be used to minimize exhaust emissions. Smoke belching vehicles and equipment shall not be allowed and shall be removed from the project.

(xx) Impose speed limits on construction vehicles to minimize road dust in areas where sensitive receptors are located.

(xxi) Undertake immediate repairs of any malfunctioning construction vehicles and equipment.

(xxii) Daily visual inspections to identify and address potential areas of dust and odor emissions.

(xxiii) Discourage idling of engines

(xxiv) Provide prior notification to the community on schedule of construction activities

(xxv) Implement community complaints hotline.

468. Operation. The only significant source of emissions attributable to the Project will be from the generation of electricity. By providing a viable alternative to the use of private vehicles, the Project will also reduce the future number of vehicles compared to the business-as-usual case resulting to reduction. Such reduction will more than offset the emissions associated with generation of the system’s electrical power supply. Back-up diesel generators to be used for the Project during power interruption shall be maintained regularly to ensure emissions comply with QCVN standards.

469. Long-term air quality benefits will be realized from operation of the Project. Although no calculations have been carried out on the Project and the traffic mix, dominantly motorcycles in HCMC, expected reductions should be close to the 2.8 kiloton/yr figure as cited in Table 4.14.The reduction of air emissions will contribute to improvements in air quality, with corresponding reductions in health impacts throughout HCMC. Like other mass transit projects, the Project will provide an alternative to the use of private motor vehicles.

11. Noise

470. Noise data were collected at 10 sites along the tunnel section. These are at the station locations where relatively high noise levels are expected during cut and cover works, especially during the initial stages. Table 6.1 shows the different sensitive receptors at the station locations. Note that since the stations will be constructed in densely populated areas, specifically at the middle of Cach Mang Thang and Truong Ching Roads, the identified sensitive receptors (SRs), which are mostly commercial (food establishments, stores, hotels, etc.) and residential structures, are largely found alongside these roads. Several SRs are set back about 25 meters or more from the road such as the Pedagogic University and the Thong Nhat Hospital.

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Table 6.1: Forecasted noise from construction equipment MRT Stations Station Locations Sensitive Receptors Location of SRs

with reference to MRT Stations

Ben Thanh Under September 23rd Park and the traffic roundabout

Commercial/office

Commercial establishments, shops cum houses

The station will be constructed at the September 23rd Park (east/northeast). Various commercial establishments are located within the immediate vicinity of the Park.

Tao Dan Center of Cach Mang Thang Rd.

Tao Dan Park, government offices, commecial/residential on both sides of the road

Alongside MRT station alignment at Cach Mang Thang Road

Dan Chu (Dien Bien Phu)

Under the roundabout In middle of a major five-way intersection with Cach Mang Thang Rd.

Le Loi Secondary School and University Training Center commercial/residential areas

30 m from the station Alongside MRT station alignment at Cach Mang Thang Road

Hoa Hung Center of Cach Mang Thang Rd.

commercial/residential on both sides of the road

Alongside MRT station alignment at Cach Mang Thang Road

Le Thi Rieng Center of Cach Mang Thang Rd.

Le Thi Rieng Park, commercial/residential on both sides of the road

Alongside MRT station alignment at Cach Mang Thang Road

Pham Van Hai Center of Cach Mang Thang Rd.

Commercial/residential both sides of the road site

Alongside MRT station alignment at Cach Mang Thang Road

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MRT Stations Station Locations Sensitive Receptors Location of SRs with reference to MRT Stations

Bay Hien (Hoang Van Thu)

Center of Cach Mang Thang Rd. and under a major (Bay Hien) intersection

Thong Nhat Hospital Commercial/residential both sides of the road

10 m from the station alongside MRT station alignment at Cach Mang Road.

Nguyen Hong Dao Center of Truong Chinh Rd.

Commercial/residential both sides of the road

Alongside MRT station alignment at Cach Mang Thang Road

Ba Queo (Cong Hoa)

Center of Truong Chinh Rd

Commercial/residential both sides of the road

Alongside MRT station alignment at Cach Mang Thang Road

Pham Van Bach (Truong Chinh 1)

Center of Truong Chinh Rd

Tan Son Nhat Airport on eastside

Commercial/residential Alongside the MRT station alignment at Truong Chinh road (west)

Tan Binh (Tham Luong)

Center of Truong Chinh Rd.

Industrial developments on the westside

Commercial/residential Alongside the the MRT station alignment at Truong Chinh road (east)

Depot Industrial/market garden area (depot is largely surrounded by industrial areas)

Some houses Located some 15-20 m from the boundary of the depot.

471. Construction. Noise impacts to the community will occur due to operation of heavy equipment. Sensistive receptors such as commercial and residential areas are found throughout the alignment, most of these are right along the redge of the road where cut and cover works for station construction will be undertaken and will experience construction noise levels exceeding 80 dB. The most sensitive receptor is the Thong Nhat Hospital which is about 10 meters from the edge of cut and cover site for construction of Bay Hien station. Estimated construction noise levels at this distance will exceed current daytime and nighttime ambient levels in the area. Noise levels from construction activities are

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also expected to exceed ambient levels at the location of Le Loi Secondary School and a university training center where night classes are held for university admission examination reviews). The Park users will not be shielded from the higher construction noise levels, especially at September 23rd Park, but do have the ability to walk further into the parks and away from the construction activity. The table below presents the various types of equipment that will be used for the construction of the stations. The construction activities will provide added noise to the already high existing ambient levels in the center of HCMC. The estimated noise levels at varying distances from the source are provided in Table 6.2.

Table 6.2. Estimated noise levels from construction equipment

Activities Equipments Noise level

(dB)

Removal of existing road pavement Pavement breaker 105

Truck 105

Stabilization

Crane 101

Mortar applicator 97

Stake driving machine

101

Soil excavation

Excavator 101

Bulldozer 98

Crane 101

Truck 105

Concrete pouring

Concrete pumping vehicle

104

Concrete mixing vehicle

98

Pavement restoratio

Bulldozer 98

Rammer 106

Truck 105

Roller 98

(Source: Japanese Ministry of Construction, 1983; Japanese Research Institute of public works, 1979; Japanese Mechanization Association,1987)

472. The estimated integrated noise level from the above equipment were calculated using the formula:

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LAp = 10lg(10LA1/10 + 10LA2/10 + 10LA3/10+ …… + 10LAn/10)

In which: LAp : Integrated noise level from construction equipment (dB)

L Ai : Noise level at estimated point caused by each construction equipment (dB)

L Ai = L AW – 20lgr – 8

L Aw : Noise level made by construction equipment

r: Distance between the equipment to estimated point

473. The estimated noise levels are shown below.

Table 6.3: Estimated noise levels from construction equipment

Distance (m) 5 10 15 20 25 30 35

Excavation and backfill (construction of underground station)

L Ap (dB) 91.3 85.2 81.7 79.2 77.3 75.7 74.4

474. Most of the alignment will be underground and construction of the underground stations will take place on streets with significant existing traffic and high existing ambient noise levels.

475. Specific measures to be implemented by contractors to attenuate noise are as follows:

(i) Before site works commence, a Noise Control Plan shall be prepared by the contractor and shall be reviewed by construction supervision consultant (CSC) prior to approval by ADB. The plan shall provide details of mitigation measures, specific location and schedule where such measures shall be implemented to minimize impacts to sensitive receptors (residential areas, schools, hospitals, etc.) due to construction works, sourcing and transport of construction materials, and other project-related activities.

(ii) Erection of temporary walls around all underground station excavation sites and tunnel portal. Temporary noise barriers (3-5 meter high) can reduce noise level by 5-10 dB(A).

(iii) Truck drivers and equipment operators shall minimize the use of horns.

(iv) Position any stationary equipment that produce high noise levels (e.g., portable diesel generators, compressors, etc.) as far as is practical from sensitive receptors;

(v) All construction equipment and vehicles shall be well maintained, regularly inspected for noise emissions, and shall be fitted with appropriate noise suppression equipment consistent with applicable national and local regulations.

(vi) Use only vehicles and equipment that are registered and have necessary permits.

(vii) No noisy construction-related activities will be carried out during the night. Such activities shall be restricted to daylight hours.

(viii) Impose speed limits on construction vehicles to minimize noise emission

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along areas where sensitive receptors are located (houses, schools, hospitals, etc.).

(ix) As much as possible, use quiet equipment and working method.

(x) Whenever possible, completely enclose noisy equipment which can reduce noise level by 15-25 dB(A), restrict use of noisy equipment (e.g.15 min for every consecutive 30 min period) and undertake sequential operation of equipment with objective to reduce noise generated;

(xi) Construction work shall respect the hospital areas (such as the Thong Nhat Hospital) as a “quiet zone” in the evening, nighttime and early morning hours. Work activities should be kept to daytime hours only.

(xii) No noisy construction activities in the vicinity of schools during examination periods such as in the vicinity of Le Loi Secondary School and the Pedagogic University which are located some 30 meters from the proposed MRT station in Dan Chu. The contractor will closely coordinate with the school/university administration on construction schedules to ensure that noise from site works will not be disruptive during such periods.

(xiii) Avoid noisy construction activities in vicinity of sensitive receivers (e.g., residential areas) during night time or other sensitive periods (e.g. during school hours in vicinity of Le Loi Secondary School, University Training Center, etc.). Suitable noise reduction measures (e.g., noise barriers or equipment enclosures) shall be installed by the contractor if construction activities will be disruptive during normal school hours;

(xiv) Provide prior notification to the community on schedule of construction activities

(xv) Implement community complaints hotline

476. Operation. Where the MRT2 system is operating in a tunnel, noise should not be an issue. There are, however, two possible exceptions and both of these would have a potential for limited local effect for residences 10-30 m from the station footprint. The first is noise from untreated tunnel ventilation systems (there are no predicted noise level data available). There are two ventilation shafts, one on each side of the station and normally at either end of the station. As these systems are fixed entities, there should be no difficulty in designing adequate acoustical mitigation measures such as baffles so that they do not disturb the community where they surface.

477. The second tunnel noise issue is the “telegraphing” of a train arrival to a limited area immediately outside of the tunnel. The rise of noise along the tunnel could draw attention to the arrival of the train, and this “telegraphing” noise could be annoying to some listeners. This effect should be limited to locations within 30 m of the tunnel that have a direct line of sight to the tunnel opening. However, there are 10 traffic lanes and a median on Truong Chinh Street and the nearest residences are more than 30 meters away. Therefore, this will not be concern given the high ambient noise from traffic. The operation of the back-up generator(s) during power interruptions may also generate high noise levels that could cause nuisance to surrounding areas.

478. The following mitigation measures shall be implemented during operation phase:

(i) Tunnel ventilation systems shall have suitable noise control measures incorporated into their design to reduce mechanical noise to acceptable levels in the surrounding community.

(ii) Depending on the results of monitoring, installation of acoustical treatment to

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the first few meters (i.e., <15 m) of the tunnel portal could be implemented, if necessary.

(iii) Noise mitigation measures (e.g., enclosure) shall be provided for the back-up diesel generator(s) to ensure that high noise levels will not impact on surrounding sensitive receptors.

12. Vibration

479. Available data on vibration levels in the project area indicate that existing ambient levels are within relevant criteria at all monitoring locations. However, vibration generation could be high during the initial excavation and soil removal at the entrance to the tunnel at Ben Thanh and at the underground stations.

480. As shown in Table 6.4, the expected vibration levels which may occur will be below the 75 dB QCVN standard.

Table 6.4: Forecasted levels of cumulative vibration by construction equipment

Forecast of vibration

by construction 5 10 15 20 25 30 35

Distance (m)

Construction of underground stations

L Ape (dB) 54.2 50.2 46.7 44.2 42.2 40.6 39.3 Source: FS, 2009

481. Construction. Excavation equipment and a steady movement of heavily loaded dump trucks will likely be the cause of any vibration effects that may exceed ambient standards.

482. Vibration effects may be high during excavation at grade or down to a depth of 5 m particularly for loaded dump trucks moving slowly up a ramp and then accelerating away from the excavation site. The TBMs will be operating at a depth of -15m+ and experience elsewhere in the world on tunnel projects has indicated that no significant vibration impacts are expected for businesses or residences on the surface. Once the cut and cover tunnel area and the stations are excavated below 5 meters, noise and vibration impacts should diminish.

483. Using best management practices cited to alleviate air and noise pollution will also reduce vibration effects. These are:

(i) Erection of temporary walls around the underground station excavation sites and tunnel portal. Temporary noise barriers (3-5 meter high) can reduce noise level by 5-10 dB(A), using daytime work schedules only,

(ii) All construction equipment and vehicles shall be well maintained,

(iii) Diesel hammer piling shall be limited in favor of churn drill piling.

484. Operation. Vibration from the operation of the trains should be negligible due to the resilient fasteners, rubber dampeners under the rail and the continuous welded rail. However, there

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may be a “rumble” noise from the trains heard from the ventilation systems, but it will not be significant.

13. Use of Hazardous Substances

485. Construction. Potential contamination of surrounding areas and groundwater may occur due to spills of fuel and other hazardous substances. These impacts will be addressed through implementation of the following measures by the contractors:

(i) Before site works commence, a Spill Management Plan shall be prepared by the contractor and shall be reviewed by construction supervision consultant (CSC) prior to approval by ADB. The plan shall provide details of procedures, responsibilities, resources, documentation and reporting requirements, training provisions for relevant staff, etc. to avoid spills of hazardous substances and to effectively respond to such incidents, in case these occur.

(ii) Store fuel and hazardous substances in paved areas with embankment. If spills or leaks do occur, undertake immediate clean up.

(iii) Ensure availability of spill clean-up materials (e.g., absorbent pads, etc.) specifically designed for petroleum products and other hazardous substances where such materials are being stored and used.

(iv) Train relevant construction personnel in handling of fuels and spill control procedures.

(v) Ensure all storage containers are in good condition with proper labeling.

(vi) Regularly check containers for leakage and undertake necessary repair or replacement.

(vii) Store hazardous materials above flood level.

(viii) Equipment maintenance areas shall be provided with drainage leading to an oil-water separator that will be regularly skimmed of oil and maintained to ensure efficiency. Discharge of oil contaminated water shall be prohibited.

(ix) Store waste oil, used lubricant and other hazardous wastes in tightly sealed containers to avoid contamination of soil and water resources. Transport to off-site disposal of such wastes shall be consistent with national and local regulations.

486. Operation. The following mitigation measures shall be implemented to avoid impacts due to use of hazardous substances at the substation and other project facilities:

(i) PCB-containing equipment shall not be used.

(ii) Leaks shall be repaired immediately and waste oil shall be stored and disposed of consistent with applicable laws and regulations.

(iii) Diesel generators shall be placed on concrete floors with embankment.

(iv) There shall be provisions for concrete-lined transformer bays as well as drainage and oil-water separator to handle spills, leaks and oily water run-off that could emanate from the transformers.

(v) Ensure availability of spill clean-up materials (e.g., absorbent pads, etc.) specifically designed for petroleum products and other hazardous substances where such materials are being stored and used.

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14. Solid Waste

487. Construction. If not properly handled and disposed of, solid wastes pose health and safety hazards and are likely to cause nuisance to the surrounding communities and the workforce. To avoid such impacts, the contractor shall implement the following at the construction sites as well as the spoils disposal site:

(i) Provide garbage bins and facilities within the project site for temporary storage of construction waste and domestic solid waste.

(ii) Separate solid waste into hazardous, non-hazardous and reusable waste streams and store temporarily on site in secure facilities with weatherproof flooring and roofing, security fencing and access control and drainage/ wastewater collection systems.

(iii) Ensure that wastes are not haphazardly dumped within the project site and adjacent areas

(iv) Undertake regular collection and disposal of wastes to sites approved by local authorities.

488. Operation. The operation of underground stations will generate wastes from workers/employees and passengers. Mitigation measures are as follows:

(i) Waste collection bins or receptacles shall be provided in various areas at the underground stations, such as offices and areas accessed by passengers.

(ii) Garbage shall be regularly collected and shall be disposed consistent with local regulations

(iii) The underground stations shall be provided with toilets and septic tanks to handle sewage generated by workers and passengers.

15. Ecological Resources

489. The Da Phuoc site that will receive spoils from the MRT2 project is an active spoils disposal site and has been used as such for other development projects in HCMC. Detailed field investigations conducted for this EIA study show that none of the flora and fauna species idenfied in the site are considered, rare, threated or endangered. All the recorded species are common in Viet Nam. The area, being mainly utilized as paddy fields and aquaculture ponds prior to its utilization as a spoils disposal site, has now been largely invaded by grass species in swampy areas. Of the total area of spoils disposal site (40 ha), these grass swamplands account for almost 81% or more that 32 ha. As the area is mainly vegetated with common grass species, the potential ecological impacts of disposal of spoils are not anticipated to be signicant. The contractor will be required to maintain the remaining trees and mangrove stands along the channel embankments where most of these vegetation types in the area are found.

16. Damage to Community Facilities

490. Transport of materials and spoils, operation of construction equipment and various construction activities may damage community utilities. The contractor shall implement the following measures to address this impact:

(i) The contractor shall immediately repair any damage caused by the Project to properties (e.g., houses, other types of structures, etc.) community facilities

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such as water supply, power supply, communication facilities and the like.

(ii) Access roads damaged during transport of construction materials and other project-related activities shall be repaired and maintained to ensure that these remain in passable condition to motorists and pedestrian. Such roads shall be fully restored upon completion of construction works.

17. Health and Safety of Workers and the Public

491. Construction. The contractor shall ensure that the total area to be provided for the bulk supply substation (BSS) at Tao Dan shall take into account the required 15 m safety distance of the BSS and its facilities from surrounding areas based on Viet Nam regulations.

492. To ensure health and safety of workers, the following measures shall be implemented by the contractor:

(i) Prior to commencement of site works, the following plans shall be prepared by the contractor, reviewed by the construction supervision consultant (CSC) and approved by ADB:

Occupational and Community Health and Safety Plan consistent with international standards (e.g., the World Bank Group’s Environment, Health and Safety Guidelines of 2007) and Labor Code of Vietnam. The Plan shall address health and safety hazards associated with tunneling (working in confined space and compressed air, etc.), working at heights, electrocution, excavations, establishment and operation of construction/worker’s camps, use of heavy equipment, transport of materials and other hazards associated with various construction activities.

Emergency Response Plan to prevent, mitigate, respond to and recover from emergency events that could occur due to project activities such as accidents during tunneling (e.g., tunnel collapse, electrocution, etc.), release of toxic gas during tunneling, spills of hazardous substances, fire, floods, and other crises.

(ii) Appoint an environment, health and safety manager to look after implementation of required environmental mitigation measures, and to ensure that health and safety precautions are strictly implemented for the protection of workers and the general public in the vicinity of construction areas.

(iii) Conduct workshop for all workers on helath, safety and environmental measures.

(iv) Provide first aid facilities that are readily accessible by workers.

(v) Provide fire-fighting equipment at the work areas, where appropriate, and at construction camps.

(vi) Provide adequate drainage in workers camps to prevent water logging and formation of breeding sites for mosquitoes.

(vii) Provide potable water, hygienic sanitation facilities/toilets with sufficient water supply

(viii) Ensure that all wastewater emanating from workers camps, construction camps and other project-related activities and facilities are treated consistent with national regulations.

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(ix) Establish clean canteen/rest area.

(x) Provide fencing on all areas of excavation greater than 2 m deep.

(xi) Provide appropriate personnel safety equipment such as safety boots, helmets, gloves, protective clothes, breathing mask, goggles, and ear protection

(xii) Implement precautions to ensure that objects (e.g., equipment, tool, debris, precast sections, etc.) do not fall onto or hit construction workers.

(xiii) Implement fall prevention and protection measures whenever a worker is exposed to the hazard of falling more than two meters, falling into operating machinery or through an opening in a work surface. Based on a case-specific basis, fall prevention/protection measures may include installation of guardrails with mid-rails and toe boards at the edge of any fall hazard area, proper use of ladders and scaffolds by trained employees, use of fall prevention devices, including safety belt and lanyard travel limiting devices to prevent access to fall hazard, fall protection devices such as full body harnesses, etc.

(xiv) Provide sufficient lighting such as in the tunnel areas, underground station excavation sites as well as in other construction areas, as appropriate, to enable safe equipment operation. Provide emergency lighting system of adequate intensity that is automatically activated upon failure of the principal artificial light source to ensure safe equipment operation, safe shut-down, evacuation, etc.

(xv) Ensure that sufficient fresh air is supplied at confined work spaces such as the tunnel and underground station excavation sites. Re-circulation of contaminated air is not acceptable. Air inlet filters shall be kept clean and free of dust and microorganisms; and,

(xvi) Confined spaces (e.g., tunnel) shall be provided with safety measures for venting, monitoring, and rescue operations, to the extent possible.

493. The following mitigation measures to ensure public safety shall be implemented by the contractor:

(i) Implement precautions to ensure that objects (e.g., equipment, tool, debris, precast sections, etc.) do not fall onto or hit people, vehicle, and properties in adjoining areas.

(ii) Fencing of construction sites and excavation sites and guarding such areas to restrict public access.

(iii) Provide warning signs at the periphery of the construction site.

(iv) Strictly impose speed limits on construction vehicles along residential areas and where other sensitive receptors such as schools, hospitals, and other populated areas are located.

(v) Educate drivers on safe driving practices to minimize accidents and to prevent spill of hazardous substances and other construction materials during transport.

494. Operation. Ventilation systems will be provided in the underground stations. Air compressors with fans will be used to cool air, before injecting it into stations. Air will be filtered prior to exhaust to the external environment. Under normal conditions the tunnel section of the route will be ventilated by the piston effects of train movements. A system will be installed to ensure

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circulation of fresh air to meet both normal and emergency requirements and there will be provisions for sufficient emergency exits.

495. Pumps will be installed in the tunnel and underground stations to pump storm water and wastewater. Wastewater treatment systems will be installed at stations to treat sewage prior to discharge to the city systems.

496. Communications systems (normal and emergency systems), fire protection, emergency response and evacuation systems will be implemented throughout the Project (tunnel, viaduct and depot). Back-up electricity and ventilation systems will be installed in the tunnel sections. These systems, shall meet current European safety standards.

497. A central operations control centre for the project will be established at the Depot to coordinate project operation and emergency response procedures.

498. Safety and evacuation measures in case of fire and other accidents (e.g., derailment, collision, etc.) shall be developed prior to operation.

499. To protect the health and safety of workers and general public during operation of underground facilities, MAUR shall ensure that the following plans have been developed and adequately resourced. MAUR shall ensure strict implementation of plan provisions throughout operation phase:

(i) Occupational Health and Safety Plan for tunnel facilities operation (rail and stations) and train staff in the implementation of such plan.

(ii) Emergency Response Plan (e.g., in case of fire, collision. derailment, floods, power outage, equipment breakdown, accidents, etc.) covering operation of underground rail and stations. MAUR shall train staff in the implementation of such plan.

18. Traffic Concerns

500. The cut and cover excavation at the station sites the will create traffic, transport and accessibility impacts for 2-4 years.

501. Construction. Construction equipment will be active at the nine underground stations and will impede the flow of traffic, parking opportunities, and pedestrian mobility and access. At the stations, one half of the station width will be excavated first, constructed and then covered and then the opposite side will be excavated and constructed. This will allow one side of the road to be open to traffic. Traffic control will be required to facilitate two-way movement.

502. The work areas shall be isolated and shielded to minimize road encroachment, contain dust and noise, and provide protection for pedestrians.

503. The following measures shall be implemented by the contractor to address impacts to traffic flow and access to properties:

(i) Before site works commence, a Traffic Management Plan for the construction phase shall be prepared by the contractor and shall be reviewed by CSC prior to approval by ADB. The plan shall be designed to ensure that traffic congestion due to construction activities and movement of construction vehicles, trucks transporting excavation spoils and other construction wastes, haulage trucks, and equipment is minimized. The plan shall be prepared in consultation with local traffic officials and People’s Committees at the district and commune levels. The plan shall identify traffic diversion and

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management, transport mode for spoils disposal (e.g., truck, truck and barge, etc.), define routes for construction traffic from materials storage/parking areas to construction site and from construction site to waste disposal locations, traffic schedules, traffic arrangements showing all detours/lane diversions, modifications to signaling at intersections, necessary barricades, warning/advisory signs, road signs, lighting, and other provisions to ensure that adequate and safe access is provided to motorists in the affected areas.

(ii) Locate construction support facilities such that generation of construction traffic trip numbers and lengths are minimized.

(iii) To allow one side of the road to be open to two-way traffic.

(iv) Provide signs advising road users that construction is in progress and that the road narrows to one lane using cones.

(v) Employ flag persons to control traffic at the station sites for safety reasons when construction equipment is entering or leaving the work area.

(vi) Lanes through the work site created by rope or flagging, shall be developed to minimize risks and injuries from falling objects.

(vii) Post traffic advisory signs (to minimize traffic build-up) in coordination with local authorities

(viii) Provide road signs indicating the lane is closed 500 m before the worksite.

(ix) Use traffic cones to direct traffic to move to the open lane.

(x) Provide sufficient lighting at night within and in the vicinity of construction sites.

(xi) Regularly monitor traffic conditions along access roads to ensure that project vehicles are not causing congestion.

(xii) Define and observe schedules for different types of construction traffic trips (e.g., transport of pre-cast sections, haulage of spoils, delivery of construction materials, etc.).

(xiii) As much as possible, schedule delivery of construction materials and equipment as well as transport of spoils during non-peak hours.

(xiv) Avoid movements of noisy vehicles during night time in vicinity of sensitive receivers.

(xv) Implement suitable safety measures to minimize risk of adverse interactions between construction works and traffic flows through provision of temporary signals or flag controls, adequate lighting, fencing, signage and road diversions.

(xvi) Ensure relocation of any affected public transport infrastructure (but stops, shelters etc.) prior to commencement of works

(xvii) Provide advance notification to the community regarding changes to public transport facilities or routes.

(xviii) Schedule construction works to minimize extent of activity along linear construction site at any one time

(xix) Comply with traffic regulations and avoid, where possible, roads with the highest traffic volumes, high density of sensitive receivers or capacity constraints are not used as access to and from the construction areas and

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spoils disposal sites.

(xx) Install temporary accesses to properties affected by disruption to their permanent accesses.

(xxi) Reinstate good quality permanent accesses following completion of construction.

504. Operation. There should be improved benefits for the Metro users, pedestrians and traffic flow once construction is completed.

19. Cultural and Heritage Resources

505. There are no identified sites of cultural or heritage significance along MRT2. However, impacts to archaeological relics could occur in the tunnel section during underground station works.

506. Construction. There could be as yet undiscovered archaeological relics associated with construction of the 10 underground stations and the tunnel portal. According to the Department of Culture and Information (DCI), relics are likely to be located to a maximum depth of 5 to 6 m.

507. The following ‘chance-find’ principles will be implemented by the contractor throughout the construction works to account for any undiscovered items identified during construction works:

(i) Workers will be trained in the location of heritage zones within the construction area and in the identification of potential items of heritage significance

(ii) Should any potential items be located, the site supervisor will be immediately contacted and work will be temporarily stopped in that area

(iii) If the site supervisor determines that the item is of potential significance, an officer from DCI will be invited to inspect the site and work will be stopped until DCI has responded to this invitation

(iv) Work will not re-commence in this location until agreement has been reached between DCI and MAUR as to any required mitigation measures, which may include excavation and recovery of the item

(v) A precautionary approach will be adopted in the application of these procedures.

508. Operation. No impacts to cultural and heritage resources will occur during operation of MRT2.

20. Social Conflicts

509. It is highly unlikely that contractors will establish construction camps for the MRT2, choosing instead to house the workers in the community. However, in the event that construction camps are established, the presence of such camps may cause conflict with the surrounding communities. To avoid conflicts with the communities, the contractors will:

(i) Provide basic ameneties for the workers such as accommodation, sanitation facilities, etc. and will ensure proper management of such facilities to avoid conflict with the communities

(i) Consider the location of construction camps away from communities in order to avoid social conflict in using resources and basic resources such as water supply

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(ii) Maximize number of local people employed in construction works.

(iii) Maximize goods and services sourced from local commercial enterprises.

C. Viaduct and Transition Section

510. The viaduct and transition section of the MRT2 runs from Tham Luong Depot to just north of Pham Van Bach Station a distance of 1.3 km. There is 1 elevated station, Tan Binh (Figure 6.1 highlights one of many designs that are available for elevated stations).

Figure 6.1: Cross-section of an elevated station design

511. A casting yard, likely an already established site for Line 1, will be used for concrete forming activities. All the pre-cast sections of the viaduct, pier columns and cross members will be fabricated in addition to the tunnel liners.

1. Land Acquisition and Resettlement

512. Pre-construction. There is little concern on this section for the potential loss of structures, most buildings are stalls set back from the pavement. At the station if the stairs access the medians on the frontage roads, then no structures will be required. Should two bridges span the road and frontage roads, then some small number of stalls might be dislocated until construction is finished. The line on leaving the median of Duong Truong Chinh for the depot will sever one factory, thereafter, no other structures will be required.

2. Unexploded Ordnance (UXO)

513. MAUR/PMU2 will engage an authorized group to identify if UXO is a potential threat to works in the project area. MAUR/PMU2 will commission UXO clearing as necessary and shall advise the contractor that the site has been cleared prior to commencement of site works.

3. Tree Cutting

514. The 2 m wide median along Duong Truong Chinh has a number (approximately 84) of immature trees that will require clearing, the species are not valuable or rare and can be re-placed following construction. While MAUR commits to replacing trees at 1:1 replacement factor, additional

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trees will be replanted along the project alignment and its vicinity should there be available suitable areas. Trees may be re-planted following construction at these sites or could be planted under or along the edge of the viaduct section and in and around the depot.

4. Disruption to Community Utilities

515. Construction. Utility relocation on this section poses only a limited or short-term concern to residents in the area. Except for the factory facilities no other structures will be affected. However, to minimize impacts, the contractor shall implement the following measures:

i) Water supply pipelines, power supply, communication lines and other utilities shall be re-provisioned before construction works commence

ii) Provisions shall be made to preserve the operation of current facilities in sufficient quantity and in agreement with the local community.

iii) Re-provisioning shall be undertaken in coordination with the utility company. iv) Affected households and establishments shall be notified well in advance of such

disruption.

516. Operation. There should be no operational concerns affecting community utilities after construction.

5. Spoils Generation

517. Construction. Construction of the piers will require removing a 5 m x 5 m area of the median and asphalt in the roadway. At each pier site, soil removal to -2 m depth within the 5 m x 5 m area will be required to carry out pile driving and construction of the pier footing/cap and anti-crash barrier. Although the quantity of soil removal for the pier/viaduct section is small, the contractor should ensure the following:

518. The following measures shall be implemented by the contractor to minimize impacts due to spoils generation:

(i) Meet the same measures as prescribed for the tunnel spoils under the Spoils Disposal Plan.

(ii) All asphalt and sidewalk materials removed should be separated and re-cycled

(iii) Spoil disposal will only be to DONRE and DOC approved areas

(iv) The capacity of disposal sites shall be adequate to accept the quantity of spoils without alienating areas outside the site boundaries.

(v) Disposal of contaminated spoils shall only be to disposal sites equipped and licensed to handle such wastes.

(vi) Trucks transporting spoils shall be tightly covered with tarpaulin or other suitable materials to minimize dust emission and spills.

(vii) Load-out areas shall be cleaned and watered to ensure no accumulated dust originates that could be dispersed to surrounding areas.

(viii) Wheel washing shall be undertaken to remove mud so as to ensure that access roads are kept clean.

(ix) Road surfaces shall be regularly cleaned of spilled spoils;

(x) The spoils disposal site shall be adequately protected by avoiding formation of

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steep slopes and grassing so as to prevent erosion to surface watercourses.

(xi) Spoil disposal shall not cause sedimentation and obstruction of flow of watercourses, damage to agricultural land and densely vegetated areas.

519. Operation There should be no operational concerns affecting soil resources following construction.

6. Land Subsidence

520. No land subsidence along the viaduct section is anticipated as each pier will have 4 deep driven piles and topped with a 2 m cap.

7. Surface Water

521. The line will use viaduct and bridge structures to cross over the Tham Luong Canal. Pier placement is also designed to be outside of the water course and its embankments. As such, adverse impacts to surface water are not anticipated.

8. Groundwater

522. There are no groundwater concerns for the viaduct section.

9. Wastewater

523. Construction. Excavation for pier placement may result in some small amounts of water, which will have to be pumped out prior to the introduction of concrete piles. A pump and hose can discharge any water to the closest storm drain; thereby, keeping the work area dry.

524. Wastewater will also be generated from operation of concrete batch plant/s (CBP) for the viaduct construction. To ensure that untreated wastewater from the CBP will not be discharged to the environment, the contractor will implement similar measures identified for the tunnel and station components.

525. Operation. There are no expected impacts due to project design. Drainage from the viaduct will be carried to the piers and drain internally to the city storm water system. The elevated station shall be provided with toilets and septic tanks to handle sewage generated by workers and passengers.

10. Drainage/Flooding

526. Construction. Earthworks along the viaduct may cause clogging of drainage and result in localized flooding. The contractor shall implement the following mitigation measures to address these impacts:

(i) Placement of construction materials, excavated spoils, equipment shall not block flow of rainwater into canals/drainage structures.

(ii) Prohibit disposal of waste materials to drainage channels.

(iii) Regularly inspect and maintain all drainage channels in the vicinity of construction sites to keep these free from obstructions.

527. Operation. Flooding could adversely affect the Project at the portal by entering the tunnel. Design engineers are proposing the following three measures to mitigate this concern:

(i) Use an arch roof screen to prevent rainfall from entering the underground

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section;

(ii) Use retaining wall system (which acts as foundation for the ached roof). Height of the retaining wall will be higher than the maximum design flood peak return period of 300 years;

(iii) Install at tunnel entrance a steel door system. When a flood occurs and the metro is not in operation the doors can be closed. This door system will also provide security for MRT2 when it is not in operation.

11. Air Quality

528. Construction. During the construction phase, the potential exists for short-term negative air quality impacts along the corridor. The two major sources of emissions from construction are: dust emissions from non-combustion sources and exhaust emissions from construction vehicles and stationary combustion sources. Although the potential for localized air quality impacts of these activities may be significant, it is important to note that they will be temporary and localized.

529. On the viaduct section there should be minimum dust generated. Only construction of the pile-cap for the piers and the ramps will involve the removal of approximately 5 m x 5 m of soil = 50 m3. This can be carried in one to ten truck loads and the dust should be contained.

530. It will be the cranes lifting the pre-cast sections of the pier and the viaduct that will cause emissions. Obviously these emissions will add cumulatively to the existing high levels of TSP, and H2S; SO2 and NOx. Best management practices should be adopted during construction to minimize dust and combustion exhaust emissions are the same as those that apply for the underground station construction.

531. Operation. There will be no negative impacts on air quality during the operational phase of the Project. In fact, the viable alternative offered by the Project to the use of private vehicles will reduce the future number of vehicles compared to the business-as-usual case. Such reduction will help relieve traffic congestion, thereby contributing to improved air quality in the locality

12. Noise

532. Construction. Noise impacts to the residential and commercial areas along Truong Chinh road will occur during construction of the viaduct. Viaduct erection is expected to occur between 24:00 and 06:00. As the 2011 noise monitoring between 21:00 to 06:00 demonstrates, high noise level of 81.2 dBA was recorded for the Tan Binh station area which exceeds the 55 dBA standard. Daytime measurements done in 2008 along the transition and viaduct sections which will connect to Tan Binh station ranged from 65.7 to 66.8 dBA (standard is 70 dBA) while night time noise levels ranged from 60.9 to 63.1 dBA exceeding the 55 dBA QCVN standard.Table 5.6 shows the expected construction noise levels to receivers away from the work site (about 15 meters and beyond). These levels exceed both daytime and nighttime standards. Receptors along Truong Chinh, a 12 lane roadway with medians, are 30 m from the construction area. Similar to the current background levels, the expected noise level at 30 m exceeds QCVN standard.

Table 6.5: Expected construction noise levels for the viaduct section Distance (m) 5 m 10 m 15 m 20 m 25 m 30m 35 m

L eq (dB) 88.5 82.5 78.9 76.4 74.5 72.9 71.6

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Feasibility Study (2009)

533. Pile driving for the pier piles will be carried out using a churn-drill. This is a much quieter machine than a diesel hammer driver and should significantly reduce noise levels to receivers in the community Also, one section of the viaduct can be erected in one day, thereby reducing any prolonged noise at sensitive receivers along the alignment.

534. Construction activity and operation of cranes during construction of elevated stations will create an increase in noise levels to receivers in the area, combined with existing traffic noise; the levels may be extreme, well over 80 dBA for short periods of construction.

535. Every opportunity should be taken to make use of natural features on the edge of the right-of-way or at the property line of the affected property to reduce noise impacts. Use of dedicated noise barriers such as barrier fences, or retaining walls should be considered during the detailed design stage, where warranted.

536. The following measures to attenuate noise shall be implemented by the contractor:

(i) Before site works commence, a Noise Control Plan shall be prepared by the contractor and shall be reviewed by construction supervision consultant (CSC) prior to approval by ADB. The plan shall provide details of mitigation measures, specific location and schedule where such measures shall be implemented to minimize impacts to sensitive receptors (residential areas, etc.) due to construction works, sourcing and transport of construction materials, and other project-related activities.

(ii) Unobtrusive noise barriers near sensitive areas such as residential aras, etc. can also be placed on the edge of the right-of-way should construction monitoring indicate an impact to sensitive receivers. Temporary noise barriers (3-5 meter high) can reduce noise level by 5-10 dB(A).

(iii) Diesel hammer piling shall be limited in favor of drill piling.

(iv) Truck drivers and equipment operators shall minimize the use of horns.

(v) Position any stationary equipment that produce high noise levels (e.g., portable diesel generators, compressors, etc.) as far as is practical from sensitive receptors;

(vi) All construction equipment and vehicles shall be well maintained, regularly inspected for noise emissions, and shall be fitted with appropriate noise suppression equipment consistent with applicable national and local regulations.

(vii) Use only vehicles and equipment that are registered and have necessary permits.

(viii) No noisy construction-related activities will be carried out during the night near sensitive receptors (e.g., residential areas). Such activities shall be restricted to daylight hours.

(ix) Impose speed limits on construction vehicles to minimize noise emission along areas where sensitive receptors are located (residential areas, etc.).

(x) As much as possible, use quiet equipment and working method.

(xi) Whenever possible, completely enclose noisy equipment which can reduce noise level by 15-25 dB(A), restrict use of noisy equipment (e.g.15 min

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for every consecutive 30 min period) and undertake sequential operation of equipment with objective to reduce noise generated;

(xii) Provide prior notification to the community on schedule of construction activities

(xiii) Implement community complaints hotline

537. Operation The noise from the MRT2 system will consist of both fixed and varying sources. The varying source will be the passing of cars on the alignment, while fixed sources will include noise at stations and noise from ventilation systems, power substations, etc.

538. The preliminary design calls for a noise shield to be incorporated into the viaduct, see Figure 5.2. In general, elevated alignments have less noise impacts than at grade alignments. In the case of the elevated alignments, this is due to the sound being directed upwards and the acoustic shielding offered by the structure to receivers located below.

539. By examining the sound level duration as the train passes by a receiver provides a more realistic aspect to the actual intensity of the noise. In Vancouver, Canada, the Skytrain was assessed as to its pass-by noise. The train as it passes is an event lasting about 10 seconds, with the maximum noise lasting between 1 and 2 seconds. Thus in an hour, one could expect 240 seconds of train noise, of which less than 48 seconds would be maximum noise. This reduces the annoyance factor for receivers. Table 5.7 shows the expected unmitigated noise levels at a distance from the viaduct.

540. Moreover, sound from the trains will diminish with increasing distance from the Project right-of-way. Typically, equivalent sound levels will drop by 3 dBA (there is 3 dB Leq drop for the doubling of distance) reduction for each 10 meters from the line as shown in Table 6.6.

Table 6.6: Forecast of operational stage train noise without mitigation

Distance (m) 10 20 30 50 70

Year 2020 78.3 75.3 72.3 69.3 70.0 3 cars

Year 2030 79.9 76.9 73.9 70.9 67.9

Noise Year 2020 76.9 73.9 70.9 67.9 64.9 (dB) 4 cars

Year 2030 76.7 73.7 71.7 68.0 65.79

5 cars Year 2020 73.1 70.1 67.19 64.1 61.1

Year 2030 76.8 73.8 71.8 69.8 66.8

541. Noise from Project activities in the vicinity of stations has tonal character. There is the noise that the trains will make when accelerating and decelerating out of and into the stations. There is also the noise from paging and door signals in the stations. However, in most areas along the proposed route, the stations will be located in the vicinity of areas of high motor vehicle traffic which will mask this tonal noise.

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Figure 6.2: Noise shield attached to viaduct

542. The designers have committed to installing a noise shield on the viaduct, Figure 6.2. Table 6.7 shows the expected noise levels with mitigation in place. Train noise with the noise shield in place will produce less noise than ambient traffic levels. Compared to Table 5.8 there is 20-30 dBA drop in noise level 10m from the operating MRT2 with mitigation in place. Given the existing high ambient noise levels from the roadway the MRT2 trains will hardly be heard. Moreover, the trains will only operate from 6:00 to 23:30 on a daily basis. Monitoring early in the morning and at 22:00 hrs still show existing road noise will be louder than the MRT2 trains.

Table 6.7: Expected train noise levels with the noise shield

Distance (m) 10 20 30 40 50

Noise

Leq (dB)

3 cars Year 2020 49.8 47.7 47.6 47.5 47.5

Year 2030 51.6 49.5 49.3 49.3 49.3

4 cars Year 2020 51.1 49.1 48.9 48.8 48.8

Year 2030 50.8 48.8 48.6 48.5 48.5

5 cars Year 2020 51.1 49.1 48.9 48.9 48.9

Year 2030 53.2 51.3 51.1 51.0 51.0

Source MAUR FS, 2009.

543. Noise attenuation measures to be implemented during operation phase are shown below:

(i) Installation of noise shield on the viaduct

(ii) At the station platform, paging and bell signaling volume should be adjusted to the lowest level where it will not detract from their function.

(iii) Noise monitoring shall continue during operation phase to determine and install

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suitable noise reduction measures (e.g., unobtrusive noise barriers on the edge of the stations)

13. Vibration

544. Vibration generated during construction and operation has the potential to cause amenity and physical (structural) impacts at receivers. Construction of the viaduct will generate intermittent vibration, which is defined as interrupted periods of impulsive vibration (e.g. pile driving, excavation).

545. The following Table 6.8 presents estimated level of vibration generated by construction equipment working on the viaduct. These indicate that vibration levels will not exceed the 75 dB standard prescribed in QCVN27: 2010/BTNMT.

Table 6.8: Forecast of vibration levels caused by construction equipment

Distance (m) 5m 10m 15m 20m 25m 30m 35m

L Ap (dB) 52.9 46.9 43.4 40.9 38.9 37.3 36.0

Source MAUR FS, 2009

546. Construction. Equipment working on the viaduct will be cranes and pile drivers. At each pier site four 1000 mm piles of +50m are required to anchor the piers. Piles can either be driven or churned drilled. Driving H piles with a diesel hammer is exceedingly noisy and creates significant levels of vibration to the surrounding area. Whereas churned drilled piles are significantly quieter and causes lower vibrations. Tracked cranes will be used to lift pre-cast sections of the piers and viaduct and will cause some vibration as they move along Duong Truong Chinh.

547. The selection of a churned drill pile method will significantly reduce noise and vibration to the community along the route. Furthermore, because construction will be staggered, and at different stages of erection, noise and vibration will be intermittent and therefore less of an annoyance to residents along the route. Equipment will also not be operating at night and monitoring at sensitive receiver sites will be carried out.

548. Operation. Concerns have been raised that trains passing by will create vibration. The specifications call for the installation of insulators/anti-vibration devices under the rails thereby reducing noise and vibration. In addition the rails are fastened with resilient fasteners and continuously welded. This further reduces vibration and noise. Experience in other parts of the world where electric sky trains have been built exhibit minimum operating vibration effects. The noise shield placed on the viaduct will also help in reducing low frequency vibration effects.

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14. Use of Hazardous Substances

549. Construction. Potential contamination of surrounding areas and groundwater may occur due to spills of fuel and other hazardous substances. These impacts will be addressed through implementation of the following measures by the contractors:

(i) Before site works commence, a Spill Management Plan shall be prepared by the contractor and shall be reviewed by construction supervision consultant (CSC) prior to approval by ADB. The plan shall provide details of procedures, responsibilities, resources, documentation and reporting requirements, training provisions for relevant staff, etc. to avoid spills of hazardous substances and to effectively respond to such incidents, in case these occur.

(ii) Store fuel and hazardous substances in paved areas with embankment. If spills or leaks do occur, undertake immediate clean up.

(iii) Ensure availability of spill clean-up materials (e.g., absorbent pads, etc.) specifically designed for petroleum products and other hazardous substances where such materials are being stored and used

(iv) Train relevant construction personnel in handling of fuels and spill control procedures.

(v) Ensure all storage containers are in good condition with proper labeling.

(vi) Regularly check containers for leakage and undertake necessary repair or replacement.

(vii) Store hazardous materials above flood level.

(viii) Equipment maintenance areas shall be provided with drainage leading to an oil-water separator that will be regularly skimmed of oil and maintained to ensure efficiency. Discharge of oil contaminated water shall be prohibited.

(ix) Store waste oil, used lubricant and other hazardous wastes in tightly sealed containers to avoid contamination of soil and water resources. Transport and off-site disposal of such wastes shall be consistent with national and local regulations.

15. Solid Waste

550. Construction. If not properly handled and disposed of, solid wastes pose health and safety hazards and are likely to cause nuisance to surrounding communities and the workforce. To avoid such impacts, the contractor shall implement the following:

(i) Provide garbage bins and facilities within the project site for temporary storage of construction waste and domestic solid waste.

(ii) Separate solid waste into hazardous, non-hazardous and reusable waste streams and store temporarily on site in secure facilities with weatherproof flooring and roofing, security fencing and access control and drainage/ wastewater collection systems.

(iii) Ensure that wastes are not haphazardly dumped within the project site and adjacent areas

(iv) Undertake regular collection and disposal of wastes to sites approved by local authorities.

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Operation. The operation of elevated stations will generate solid wastes from workers/employees and passengers. Mitigation measures are as follows:

(i) Waste collection bins or receptacles shall be provided in various areas at the elevated stations, such as offices and areas accessed by passengers.

(ii) Garbage shall be regularly collected and shall be disposed consistent with local regulations

16. Damage to Community Facilities

551. Transport of materials and spoils, operation of construction equipment and various construction activities may damage community utilities. The contractor shall implement the following measures to address this impact:

(i) The contractor shall immediately repair any damage caused by the Project to properties (e.g., houses, other types of structures, etc.), community facilities such as water supply, power supply, communication facilities and the like.

(ii) Access roads damaged during transport of construction materials and other project-related activities shall be reinstated upon completion of construction works.

17. Health and Safety of Workers and the Public

552. Construction. To ensure health and safety of workers, the following measures shall be implemented by the contractor:

(i) Prior to commencement of site works, the following plans shall be prepared by the contractor, reviewed by the Construction Supervision Consultantant and approved by ADB:

Occupational and Community Health and Safety Plan consistent with international standards (e.g., the World Bank Group’s Environment, Health and Safety Guidelines of 2007) and Labor Code of Vietnam. The Plan shall address health and safety hazards associated with construction activities (e.g., working at heights, excavations, electrocution, etc.) establishment and operation of construction/worker’s camps, casting yard, use of heavy equipment, transport of materials and other hazards associated with various construction activities.

Emergency Response Plan to prevent, mitigate, respond to and recover from emergency events that could occur due to project activities such as accidents, spills of hazardous substances, fire, extreme weather events, and other crises.

(ii) Appoint an environment, health and safety manager to look after implementation of required environmental mitigation measures, and to ensure that health and safety precautions are strictly implemented for the protection of workers and the general public in the vicinity of construction areas

(iii) Conduct orientation for construction workers regarding health and safety measures, emergency response in case of accidents, fire, etc., and prevention of HIV/AIDS and other related diseases

(iv) Provide first aid facilities that are readily accessible by workers.

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(v) Provide fire-fighting equipment at the work areas, as appropriate, and at construction camps.

(vi) Prov ide adequate dra inage in workers camps to p revent water logging/accumulation of stagnant water and formation of breeding sites for mosquitoes.

(vii) Provide adequate housing for all workers at the construction camps.

(viii) Provide reliable supply of potable water.

(ix) Provide separate hygienic sanitation facilities/toilets and bathing areas with sufficient water supply for male and female workers

(x) Ensure that all wastewater emanating from workers camps, construction camps and other project-related activities and facilities are treated consistent with national regulations

(xi) Establish clean canteen/rest area.

(xii) Ensure proper collection and disposal of solid wastes within the construction camps consistent with local regulations.

(xiii) Provide fencing on all areas of excavation greater than 2 m deep.

(xiv) Provide appropriate personnel safety equipment such as safety boots, helmets, gloves, protective clothes, breathing mask, goggles, and ear protection

(xv) Ensure reversing signals are installed on all construction vehicles.

(xvi) Implement precautions to ensure that objects (e.g., equipment, tool, debris, precast sections, etc.) do not fall onto or hit construction workers.

(xvii) Implement fall prevention and protection measures whenever a worker is exposed to the hazard of falling more than two meters, falling into operating machinery or through an opening in a work surface. Based on a case-specific basis, fall prevention/protection measures may include installation of guardrails with mid-rails and toe boards at the edge of any fall hazard area, proper use of ladders and scaffolds by trained employees, use of fall prevention devices, including safety belt and lanyard travel limiting devices to prevent access to fall hazard, fall protection devices such as full body harnesses, etc.

553. The following mitigation measures to ensure public safety shall be implemented by the contractor:

(i) Implement precautions to ensure that objects (e.g., equipment, tool, debris, precast sections, etc.) do not fall onto or hit people, vehicle, and properties in adjoining areas.

(ii) Fencing of construction sites and excavation sites and guarding such areas to restrict public access.

(iii) Prior to excavation work, provide fencing on all sides of areas to be excavated.

(iv) Provide warning signs at the periphery of the construction site.

(v) Strictly impose speed limits on construction vehicles along residential areas and where other sensitive receptors are located.

(vi) Educate drivers on safe driving practices to minimize accidents and to

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prevent spill of hazardous substances and other construction materials during transport.

554. Operation. To protect the health and safety of workers and general public during viaduct operations, MAUR shall ensure that the following plans have been developed and adequately resourced. MAUR shall ensure strict implementation of plan provisions throughout operation phase:

(i) Occupational Health and Safety Plan for viaduct operation and train staff in the implementation of such plan.

(ii) Emergency Response Plan (e.g., in case of fire, extreme weather events, power outage, equipment breakdown, accidents, etc.) covering operation of viaduct and above-ground stations. MAUR shall train staff in the implementation of such plan.

18. Traffic Concerns

555. Construction. Pier and viaduct construction will occur in the median of Duong Truong Chinh (see Appendix 4). Excavation and cranes will require a working easement that will reduce the current 4 lanes of traffic to three lanes in each direction. This will cause traffic jams and time delays to the road users.

556. The duration of this impact, however, will be short. It will likely take about 5-7 days to excavate, pile and pour the pile cap. This operation will be the most intensive activity and occurring all along the alignment. The erection of the piers and viaduct will take one day per section. In order to avoid traffic congestion and problems the erection will occur at night. The movement of equipment along the alignment will reduce the length and degree of disturbance and annoyance to local residents.

557. The following measures shall be implemented by the contractor to address impacts to traffic flows and access to properties:

(iii) Before site works commence, a Traffic Management Plan for the construction phase shall be reviewed by construction supervision consultant (CSC) prior to approval by ADB. The plan shall be designed to ensure that traffic congestion due to construction activities and movement of construction vehicles, haulage trucks, and equipment is minimized. The plan shall be prepared in consultation with local traffic officials and people’s committees at the district and commune levels. The plan shall identify traffic diversion and management, transport mode for spoils disposal (e.g., truck, truck and barge, etc.), define routes for construction traffic from materials storage/parking areas to construction site and from construction site to waste disposal locations, traffic schedules, traffic arrangements showing all detours/lane diversions, modifications to signaling at intersections, necessary barricades, warning/advisory signs, road signs, lighting, and other provisions to ensure that adequate and safe access is provided to motorists in the affected areas.

(iv) Provide signs advising road users that construction is in progress and that the road narrows to one lane using cones.

(v) Employ flag persons to control traffic at the station sites for safety reasons when construction equipment is entering or leaving the work area.

(vi) Lanes through the work site created by rope or flagging, shall be developed to minimize risks and injuries from falling objects.

(vii) As much as possible, lifting and placing of the pre-cast pier and viaduct

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sections will be done at night to minimize traffic congestion.

(viii) Post traffic advisory signs (to minimize traffic build-up) in coordination with local authorities

(ix) Provide road signs indicating the lane is closed 500 m before the worksite.

(x) Use traffic cones to direct traffic to move to the open lane.

(xi) Provide sufficient lighting at night within and in the vicinity of construction sites.

(xii) Regularly monitor traffic conditions along access roads to ensure that project vehicles are not causing congestion.

(xiii) Define and observe schedules for different types of construction traffic trips (e.g., transport of pre-cast sections, haulage of spoils, delivery of construction materials, etc.).

(xiv) As much as possible, schedule delivery of construction materials and equipment as well as transport of spoils during non-peak hours.

(xv) Avoid movements of noisy vehicles during night time in vicinity of sensitive receivers.

(xvi) Implement suitable safety measures to minimize risk of adverse interactions between construction works and traffic flows through provision of temporary signals or flag controls, adequate lighting, fencing, signage and road diversions.

(xvii) Ensure relocation of any affected public transport infrastructure (but stops, shelters etc.) prior to commencement of works

(xviii) Provide advance notification to the community regarding changes to public transport facilities or routes.

(xix) Schedule construction works to minimize extent of activity along linear construction site at any one time

(xx) Comply with traffic regulations and avoid, where possible, roads with the highest traffic volumes, high density of sensitive receivers or capacity constraints are not used as access to and from the construction areas and spoils disposal sites.

(xxi) Install temporary accesses to properties affected by disruption to their permanent accesses.

(xxii) Reinstate good quality permanent accesses following completion of construction.

558. Operation. There will be no traffic concerns once the pier and viaduct sections are installed.

19. Social Conflicts

559. It is highly unlikely that contractors will establish construction camps for the MRT2, choosing instead to house the workers in the community. However, in the event that construction camps are established, the presence of such camps may cause conflict with the surrounding communities. To avoid conflicts with the communities, the contractors will:

(i) Provide basic ameneties for the workers such as accommodation, sanitation facilities, etc. and will ensure proper management of such facilities to avoid

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conflict with the communities

(ii) Consider the location of construction camps away from communities in order to avoid social conflict in using resources and basic resources such as water supply

(iii) Maximize number of local people employed in construction works

(iv) Maximize goods and services sourced from local commercial enterprises

20. Long-term Residual Environmental Effects for the Viaduct Section

560. There are positive socio-economic benefits to the residents, students and commercial establishments in the local community from the project. The construction of a metro line network will offer a wider choice of transport modes and more equitable access to transport choices for passengers wishing to access employment, education or commercial facilities.

D. Depot

561. There will be two tender packages developed for the construction of the Depot site. One tender package calls for construction of the enabling works (construction of the two administrative buildings, temporary fencing, temporary access road, and lighting and security facilities). As of November 2011, construction of the main advance enabling works (administration buildings) covered in the IEE has not yet started. Developments that have been introduced within the 3.4 hectare are site clearing and capping with sand, temporary perimeter fence, an unsealed temporary access road, some lighting and a shed for a security personnel. It is anticipated that construction of permanent advance enabling depot works (buildings) will only commence in early 2013. Once the detailed design has selected from one of the three options (Chapter VII) for the Depot layout another tender will be called to expand the current site for advance enabling works from 3.4 ha to 25 ha, remove poor soils, fill and raise the site, construct the permanent access road, fence, rails, workshops, and water system.

562. The depot will consist of three main areas: a maintenance workshop for rolling stock, stabling areas for rolling stock, parking for operating staff and an Operations Control Centre (OCC), and an administrative building (administrative, maintenance and operating staff). The secondary works include:

(i) Peripheral fence: peripheral wall which will delimit the depot area from the surrounding area

(ii) Roads and parking area: all asphalted designed to withstand traffic loads in the depot area

(iii) Green area: a vegetated area composed of grass and shrubs

(iv) Track area: all suitably designed to withstand metro traffic loads

(v) Services: sewerage, drainage, telecommunication, water supply, energy supply

1. Geotechnical Concerns

563. The depot area was identified in the 2009 Feasibility Study as having poor and compressible soils. It will require soil consolidation to withstand loads from the buildings, the equipment, tracks and road area. Since acquiring the property MAUR has been filling the site (enabling works contract), with sand after removing the black or compressible soils. This pre-loading has resulted in over 1 m of material capping in preparation for construction. No geotechnical report or

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detailed design drawings have been received or reviewed regarding the site filling.

564. Construction. Without proper engineering measures to ensure consolidation, differential settlement could result creating pier, viaduct and track alignment concerns. Moreover, utility conduits such as water lines and electrical systems may also be adversely affected by settlement. There are a number of options that can reduce settlement and ensure compaction. In order to support the infrastructure piles will have to be driven for the rail tracks, the ramp, the buildings and the workshops. Pile driving should be carried out using a vibratory pile system because the soils are compressible. This type of piling also has a low noise signature.

565. Operation. With a piled base, settlements should be limited. However, settlement will still occur and incremental soil and or paving may be required in the foreseeable future.

2. Soil Contamination/Hazardous Substances

566. The MVA EIA indicated that the Depot site had soil samples with Cu values that were above permissible levels. However, no sampling for pesticides was undertaken even though the area had been an intensive market garden area.

567. Construction. Prior to capping the site, removal of the black soils will have reduced the soil toxicity. With the capping of 0.6 – 1.5 m of sand, the site has been altered sufficiently that any contaminated soil that existed, and was not removed, can no longer be reached and assessed. The sand layer is highly permeable and will allow any kinds of liquid spill to seep through with little retention. This could increase the risk of a potential long-term groundwater and soil pollution issues.

568. Potential contamination of groundwater may occur due to spills of fuel and other hazardous substances. These impacts can be addressed through implementation of the following measures by the contractors:

(i) Before site works commence, a Spill Management Plan shall be prepared by the contractor and shall be approved by construction supervision consultant (CSC) prior to approval by ADB. The plan shall provide details of procedures, responsibilities, resources, documentation and reporting requirements, training provisions for relevant staff, etc. to avoid spills of hazardous substances and to effectively respond to such incidents, in case these occur.

(ii) Store fuel and hazardous substances in paved areas with embankment. If spills or leaks do occur, undertake immediate clean up.

(iii) Ensure availability of spill clean-up materials (e.g., absorbent pads, etc.) specifically designed for petroleum products and other hazardous substances where such materials are being stored and used.

(iv) Train relevant construction personnel in handling of fuels and spill control procedures.

(v) Ensure all storage containers are in good condition with proper labeling.

(vi) Regularly check containers for leakage and undertake necessary repair or replacement.

(vii) Store hazardous materials above flood level.

(viii) Equipment maintenance areas shall be provided with drainage leading to an oil-water separator that will be regularly skimmed of oil and maintained to ensure efficiency. Discharge of oil contaminated water shall be prohibited.

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(ix) Store waste oil, used lubricant and other hazardous wastes in tightly sealed containers to avoid contamination of soil and water resources. Transport and off-site disposal of such wastes shall be consistent with national and local regulations.

(x) The back-up well shall be designed and constructed such that surface pollution is prevented from percolating downward along the annular space between the borehole and the well casing.

569. Operation. An industrial wastewater treatment plant is to be constructed at the depot to ensure that relevant QCVN standards and requirements are met prior to recycling and discharge to the city drainage network. The treatment plant should be designed to remove pollution, debris and re-use of the water. Improper handling of hazardous substances at substations and other depot facilities are likely to cause adverse impacts. Mitigation measures to be implemented to address potential impacts on water resources are as follows:

(i) Wastewater shall be treated at the depot’s industrial treatment plant to ensure that relevant QCVN standards and requirements are met.

(ii) In the vehicle washing, maintenance area and wheel lathe pits, drains shall be linked to the industrial water treatment plant.

(iii) Drainage emanating from the depot workshops will be equipped with oil interceptors. Oil-drip pans shall be used where appropriate to avoid contamination of the environment.

(iv) Office buildings shall be provided with toilets and septic tanks or drain to sewers to handle domestic sewage.

(v) The sewer system will be designed to prevent leakage or overflow of waste water that could contaminate the surrounding areas.

(vi) All hazardous and potentially contaminating materials (chemicals, fuels, oils, etc.) and equipment that contain hazardous substances shall be stored in facilities with weatherproof flooring and roofing, security fencing and access control and drainage/wastewater collection systems.

(vii) PCB-containing equipment shall not be used.

(viii) Leaks shall be repaired immediately and waste oil shall be stored and disposed of consistent with applicable laws and regulations.

(ix) Diesel generators shall be placed on concrete floors with embankment.

(x) There shall be provisions for concrete-lined transformer bays as well as drainage and oil-water separator to handle spills, leaks and oily water run-off that could emanate from the transformers.

(xi) Ensure availability of spill clean-up materials (e.g., absorbent pads, etc.) specifically designed for petroleum products and other hazardous substances where such materials are being stored and used.

(xii) A groundwater quality monitoring program shall be implemented to ensure that groundwater for domestic purposes are adequately treated to meet applicable QCVN standards (based on the monitoring results).

3. Surface Water

570. There are no anticipated adverse impacts on surface water during construction of the depot. Surface water is confined to ponds that will be filled and the canal that is on the boundary of the

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depot is highly contaminated. The depot will be equipped with a wastewater treatment facility to ensure that effluent discharge complies with applicable national standards.

4. Wastewater

571. The construction of the depot will require operation of a concrete batch plant/s (CBP). To ensure that untreated wastewater from the CBP will not be discharged to the environment, the contractor will implement similar measures identified for the tunnel and station components.

5. Drainage

572. Earthworks and other construction activities at the depot may cause alteration to drainage patterns in the area and could cause localized flooding. The contractor shall implement the following mitigation measures to address such impact:

(i) Avoid placement of construction materials, waste storage areas or equipment in or near drainage channels surrounding the Depot.

(ii) Prohibit disposal of waste materials to drainage channels.

(iii) In case existing drainage ditch is filled-up as required for the construction works, provide alternative drainage for rainwater.

(iv) Regularly inspect and maintain all drainage channels to keep these free of obstructions.

6. Air Quality

573. Construction. Air quality sampling reported in the GOV EIA (2008) at the Depot site found the concentration of air pollutants (NO2, SO2, CO, HC) and suspended particulates are below the standard limits. Concentration of dust along the access road to the depot is 1.to 11/2 times higher than permissible limits.

574. Emissions from construction equipment and dust generation are short-term impacts that will be generated during construction of depot facilities. Emissions are not expected to create any significant concerns because of the size and openness of the site. However, dust generation will result from transport of construction materials, grading the track area, construction of the internal road system and parking areas.

575. To reduce gaseous and dust emission during construction, the contractor shall implement the following measures:

(i) Before site works commence, a Dust Control Plan shall be prepared by the contractor and shall be reviewed by construction supervision consultant (CSC) prior to approval by ADB. The plan shall provide details of mitigation measures, specific location and schedule where such measures shall be implemented to minimize impacts to sensitive receptors (residential areas, etc.) due to construction works; operation of concrete batch plants; sourcing, storage and transport of construction materials, and other project-related activities.

(ii) Wherever possible, use electrically-powered equipment rather than gas or diesel-powered equipment

(iii) Position any stationary emission sources (e.g., portable diesel generators, compressors, etc.) as far as is practical from sensitive receptors;

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(iv) Use only vehicles and equipment that are registered and have necessary permits.

(v) Burning of wastes generated at the construction sites, work camps and other project-related activities shall be strictly prohibited.

(vi) Construction equipment and vehicles shall be well-maintained and shall meet national QCVN emission standards.

(vii) Specify the use of clean fuels such as ultra-low sulphur diesel in dump trucks and other heavy-duty diesel vehicles and/or equipment, in conjunction with the use of particulate trap control devices, as well as catalytic converters, to avoid excessive diesel emissions.

(viii) Keep stockpiles moist and cover vehicles with tarpaulin sheets or other suitable materials to minimize dust emission and prevent spillage of materials (e.g., soil, cement, stone, sand, aggregates, etc.).

(ix) Provide temporary covers (e.g., tarpaulins, grass, etc.) on long term materials stockpiles.

(x) Concrete mixing areas at the Depot site shall be located at least 300 m from the nearest residential area.

(xi) Clean road surfaces of debris/spills from construction equipment and vehicles.

(xii) Install temporary fencing or barriers around particularly dusty activities in vicinity of sensitive receivers

(xiii) Ensure availability of water trucks on site and if the works surface and access roads near sensitive receptors (i.e., residential areas, roadside tea and food stalls, and other sensitive receptors) are dry and dusty, spray water on the exposed surfaces to reduce dust emission.

(xiv) All construction equipment and machinery shall be fitted with emission control equipment in full compliance with the national (QCVN) and local regulations.

(xv) Fuel-efficient and well-maintained haulage trucks will be used to minimize exhaust emissions. Smoke belching vehicles and equipment shall not be allowed and shall be removed from the project.

(xvi) Impose speed limits on construction vehicles to minimize road dust in areas where sensitive receptors are located.

(xvii) Locations for stockpiling material at the depot area will be at least 100 m from the nearest residential sensitive receivers.

(xviii) Undertake immediate repairs of any malfunctioning construction vehicles and equipment.

(xix) Discourage idl ing of engines

(xx) Provide prior notification to the community on schedule of construction activities

(xxi) Implement community complaints hotline

576. Operation. To minimize odor generation, wastewater treatment facilities shall be properly maintained and solid wastes regularly removed from the depot area to disposal sites approved by local authorities. Burning of waste materials shall be prohibited and idling of vehicles minimized. Back-up diesel generators to be used durin gpower interruptions shall be

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maintained regularly to ensure emissions comply with QCVN standards.

7. Noise

577. Construction. Two sampling sites were established in 2008 within and around the Depot area and monitoring took place from 6 AM to 10 PM. Daytime Leq ranged from 58.8- 68.5 and night time values were from 56.5 to 62.9. The dBA max ranged from 68.7 to 84.2 during the daytime with night time values ranging from 68.7 to 77.3. All the measured values exceeded the GOV limits of daytime 60 dBA and night time 55 dBA.

578. The site will have high noise levels during three to four years of construction, although ambient measurements in 2008 (CEPT) indicate existing high noise levels. Table 6.9 provides the anticipated noise levels of construction equipment working at various distances from a receiver. The depot area is 25 ha in size. Noise impacts from construction are expected to be in the low 70’s, very similar to existing daytime ambient measurements by CEPT in 2008.

Table 6.9: Anticipated construction equipment noise levels at the Depot

Distance (m) 5 10 15 20 25 30 35

L Ap (dB) 88.5 82.5 78.9 76.4 74.5 72.9 71.6

CEPT 2008

579. Permanent noise barriers are not required at the Depot. Once construction has ceased, the activities within the depot should result in ambient noise levels at existing community noise levels. Mitigation measures to be implemented by contractors to reduce noise levels from construction works are listed below:

(i) Before site works commence, a Noise Control Plan shall be prepared by the contractor and shall be reviewed by construction supervision consultant (CSC) prior to approval by ADB. The plan shall provide details of mitigation measures, specific location and schedule where such measures shall be implemented to minimize impacts to sensitive receptors (residential areas, etc.) due to construction works, sourcing and transport of construction materials, and other project-related activities.

(ii) All construction equipment and vehicles shall be well maintained, regularly inspected for noise emissions, and shall be fitted with appropriate noise suppression equipment consistent with applicable national and local regulations.

(iii) Use only vehicles and equipment that are registered and have necessary permits.

(iv) No noisy construction-related activities near sensitive receptors (such as residential areas, etc.) will be carried out during the night. Such activities shall be restricted to daylight hours.

(v) Truck drivers and equipment operators shall minimize the use of horns.

(vi) Impose speed limits on construction vehicles to minimize noise emission along areas where sensitive receptors are located (houses, etc.).

(vii) Provide temporary noise barriers (3-5 meter high barrier can reduce 5-10 dB(A), as necessary, if depot works will generate high noise levels that could

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disturb nearby households and other sensitive receptors.

(viii) As much as possible, use quiet equipment and working method.

(ix) Whenever possible, completely enclose noisy equipment which can reduce noise level by 15-25 dB(A), restrict use of noisy equipment (e.g.15 min for every consecutive 30 min period) and undertake sequential operation of equipment with objective to reduce noise generated;

(x) Provide prior notification to the community on schedule of construction activities

(xi) Implement community complaints hotline

580. Operation. Trains in the depot area will only be traveling between 7-20 km/h. Trains will also not be banging into each other like freight/goods carriages. Grinding and other maintenance activities that will generate high noise levels will occur inside the maintenance sheds. The specifications also call for the installation of insulators/anti-vibration devices under the rails thereby reducing noise and vibration. In addition the rails are fastened with resilient fasteners and continuously welded. This further reduces vibration and noise. Noise mitigation measures (e.g., enclosure) shall be provided for the back-up diesel generator(s) to ensure that high noise levels will not impact on surrounding sensitive receptors. While the noise levels are not expected to cause nuisance to the local community, noise monitoring will continue during the operation to determine and provide noise abatement measures, if necessary. Noise sampling shall also be conducted in response to complaints.

8. Solid Waste

581. Construction. If not properly handled and disposed of, solid wastes poses health and safety hazards and are likely to cause nuisance to surrounding communities and the workforce. To avoid such impacts, the contractor shall implement the following:

(i) Provide garbage bins and facilities within the project site for temporary storage of construction waste and domestic solid waste.

(ii) Separate solid waste into hazardous, non-hazardous and reusable waste streams and store temporarily on site in secure facilities with weatherproof flooring and roofing, security fencing and access control and drainage/ wastewater collection systems

(iii) Ensure that wastes are not haphazardly dumped within the project site and adjacent areas

(iv) Undertake regular collection and disposal of wastes to sites approved by local authorities.

582. Operation. The maintenance works as well as workers/employees at the Depot offices will generate solid wastes. Mitigation measures are as follows:

(i) Offices, workshops and other areas within the depot shall be provided with waste collection bins or receptacles.

(ii) Solid wastes shall be segregated into hazardous, non-hazardous and reusable waste streams and stored temporarily on site in secure facilities with weatherproof flooring and roofing, security fencing and access control and drainage/wastewater collection systems.

(iii) Garbage shall be regularly collected and shall be disposed consistent with local regulations

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(iv) Wastes shall only be disposed of in approved sites by local authorities.

9. Damage to Community Facilities

583. Construction. Transport of materials, operation of construction equipment and various construction activities may damage community utilities. The contractor shall implement the following measures to address this impact:

(i) The contractor shall immediately repair any damage caused by the Project to properties (e.g., houses, other types of structures, etc.), community facilities such as water supply, power supply, communication facilities and the like.

(ii) Access roads damaged during transport of construction materials and other project-related activities shall be reinstated upon completion of construction works.

584. Operation. Adverse impacts to community facilities are not anticipated during operation phase.

10. Traffic Concerns

585. Construction. Construction activities may cause traffic congestion along access roads due to transport of materials and operation of other project-related vehicles. To minimize traffic disturbance, the contractor shall undertake the following:

(i) Before site works commence, a Traffic Management Plan for the construction phase shall be reviewed by construction supervision consultant (CSC) prior to approval by ADB. The plan shall be designed to ensure that traffic congestion due to construction activities and movement of construction vehicles, haulage trucks, and equipment is minimized. The plan shall be prepared in consultation with local traffic officials and people’s committees at the district and commune levels. The plan shall identify traffic diversion and management, transport mode for spoils disposal (e.g., truck, truck and barge, etc.), traffic schedules, traffic arrangements showing all detours, necessary barricades, warning/advisory signs, road signs, lighting, and other provisions to ensure that adequate and safe access is provided to motorists in the affected areas.

(ii) Post traffic advisory signs (to minimize traffic build-up) in coordination with local authorities

(iii) As much as possible, schedule delivery of construction materials and equipment during non-peak hours.

(iv) Regularly monitor traffic conditions along access roads to ensure that project vehicles are not causing congestion.

586. Operation. Adverse effects to traffic flow are not anticipated during operation phase.

11. Health and Safety of Workers and the Public

587. Construction. The contractor shall ensure that the total area to be provided for the bulk supply substation (BSS) at the Depot shall take into account the required 15 m safety distance of the BSS and its facilities from surrounding areas based on Viet Nam regulations.

588. To ensure health and safety of workers, the following measures shall be implemented by the contractor:

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(i) Prior to commencement of site works, the following plans shall be prepared by the contractor, reviewed by the Construction Supervision Consultant and approved by ADB:

Occupational and Community Health and Safety Plan consistent with international standards (e.g., the World Bank Group’s Environment, Health and Safety Guidelines of 2007) and Labor Code of Vietnam. The Plan shall address health and safety hazards associated with construction activities (e.g., excavations, working at heights, electrocution, etc.), establishment and operation of construction/worker’s camps, use of heavy equipment, transport of materials and other hazards associated with various construction activities.

Emergency Response Plan to prevent, mitigate, respond to and recover from emergency events that could occur due to project activities such as accidents, spills of hazardous substances, fire, extreme weather events, and other crises.

(ii) Appoint an environment, health and safety manager to look after implementation of required environmental mitigation measures, and to ensure that health and safety precautions are strictly implemented for the protection of workers and the general public in the vicinity of construction areas

(iii) Conduct orientation for construction workers regarding health and safety measures, emergency response in case of accidents, fire, etc., and prevention of HIV/AIDS and other related diseases

(iv) Provide first aid facilities that are readily accessible by workers.

(v) Provide fire-fighting equipment at the work areas, as appropriate, and at construction camps.

(vi) P rov i de adequa te d ra i nage i n wo rke rs camps t o p reven t wa te r logging/accumulation of stagnant water and formation of breeding sites for mosquitoes.

(vii) Provide adequate housing for all workers at the construction camps.

(viii) Provide reliable supply of potable water

(ix) Provide separate hygienic sanitation facilities/toilets and bathing areas with sufficient water supply for male and female workers

(x) Ensure that all wastewater emanating from workers camps, construction camps and other project-related activities and facilities are treated consistent with national regulations

(xi) Establish clean canteen/rest area.

(xii) Ensure proper collection and disposal of solid wastes within the construction camps consistent with local regulations.

(xiii) Provide fencing on all areas of excavation greater than 2 m deep.

(xiv) Provide appropriate personnel safety equipment such as safety boots, helmets, gloves, protective clothes, breathing mask, goggles, and ear protection

(xv) Ensure reversing signals are installed on all construction vehicles.

(xvi) Implement precautions to ensure that objects (e.g., equipment, tool, debris,

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precast sections, etc.) do not fall onto or hit construction workers.

(xvii) Implement fall prevention and protection measures whenever a worker is exposed to the hazard of falling more than two meters, falling into operating machinery or through an opening in a work surface. Based on a case-specific basis, fall prevention/protection measures may include installation of guardrails with mid-rails and toe boards at the edge of any fall hazard area, proper use of ladders and scaffolds by trained employees, use of fall prevention devices, including safety belt and lanyard travel limiting devices to prevent access to fall hazard, fall protection devices such as full body harnesses, etc.

589. The following mitigation measures to ensure public safety shall be implemented by the contractor:

(i) Implement precautions to ensure that objects (e.g., equipment, tool, debris, precast sections, etc.) do not fall onto or hit people, vehicles and properties in adjoining areas.

(ii) Fencing of construction sites and regular patrols to restrict public access.

(iii) Prior to excavation work, provide fencing on all sides of areas to be excavated.

(iv) Provide warning signs at the periphery of the construction site.

(v) Strictly impose speed limits along residential areas and where other sensitive receptors are located.

(vi) Educate drivers on safe driving practices to minimize accidents and to prevent spill of hazardous substances and other construction materials during transport.

590. Operation. To protect the health and safety of workers and general public during depot operations, the following measures shall be implemented:

(i) Prior to operation of the depot, MAUR shall ensure that the following plans have been developed and adequately resourced. MAUR shall ensure that plan provisions are strictly implemented throughout operation phase:

Occupational Health and Safety Plan for all components of depot operation and train staff in the implementation of such plan.

Emergency Response Plan (e.g., in case of fire, extreme weather events, floods, power outage, equipment breakdown, accidents, spills of hazardous substances, etc.) covering all components of depot operation and train staff in the implementation of such plan.

(ii) The depot site will be fenced and access will be restricted to authorized personnel to avoid safety risks to the public.

12. Social Conflicts

591. It is highly unlikely that MAUR’s contractors will establish construction camps for the MRT2, choosing instead to house the workers in the community. However, should a construction camp housing be adopted, the following should be considered. The presence of construction camps may cause conflict with the surrounding communities, these will be addressed by:

(i) Consider the location of construction camps away from communities in order

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to avoid social conflict in using resources and basic amenities such as water supply.

(ii) Maximize number of local people employed in construction works.

(iii) Maximize goods and services sourced from local commercial enterprises.

13. Long-term Residual Effects

592. There are no long-term residual negative impacts predicted for the Depot site. There are only positive socio-economic benefits to the local community from the project.

E. Greenhouse Gas Emissions

593. During construction, the Project will release emissions of CACs and GHGs from the operation of construction vehicles and equipment. There will also be indirect GHG emissions associated with additional electricity generation required for tunnel boring activities. When the MRT2 Line is in operation, emissions of CACs and GHGs in area are expected to be reduced through the displacement of diesel buses, cars and motorcycles that are currently operating along the Project corridor and by providing an alternative to the use of private vehicles. This reduction in emissions will be partially offset by an increase in the frequency of buses servicing the MRT2 Line and by indirect GHG emissions associated with additional electricity generation required to power the Line.

594. During construction, the potential exists for short-term air quality impacts due to direct emissions from fossil-fuelled construction equipment and indirect emissions associated with the production of cement for use in concrete. However, these effects will be temporary and localized. GHG emissions associated with the construction stage of the Project are expected to be consistent with other projects of this scale.

595. During operations, the MRT2 Line is expected to reduce air emissions of common air contaminants (CACs) which includes carbon monoxide (CO), particulate matter (PM), nitrogen dioxide (NO2), sulphur dioxide (SO2), volatile organic compounds (VOCs), and ammonia (NH3); and GHGs such as carbon dioxide (CO2), methane (CH4), and nitrous oxide (N2O) within the project area by providing an alternative to the use of private vehicles. During operations, the main sources of emissions attributable to the Project will be the generation of electricity and the increased operation of buses serving the Line. The reduction in vehicle emissions that occurs as a result of Project operation is expected to offset the emissions associated with the generation of the system’s electrical power supply and bus

596. Greenhouse gas (GHG) emissions due to direct sources (e.g., exhaust from construction equipment and vehicles) during project construction are not expected to exceed ADB’s significance threshold of 100,000 tonnes of CO2 equivalent per year. During operation, estimated GHG emissions based on IFC’s Performance Standard 3 are also not anticipated to exceed the threshold as shown in Table 6.10. Based on the current power generation mixture source for HCMC, the total CO2 emissions per year due to indirect sources associated with electricity purchased for project consumption would only be about 35.25 per cent of the threshold.

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Table 6.10: Estimated project GHG emissions (CO2 equivalent/yr) by year 2030

Power

generation

type

Generating capacity

which corresponds

to 100,000 MT

CO2equivalent/yra

CO2e/yr per

MW (metric

ton)

% electricity

used by HCMC from national gridb

Electricity for

HCMC

MRT2c (MW)

HCMCMRT2

CO2e/yr

(metric ton)

coal-fired power

generation 18 MW 5,556 15 2.4 13,500

oil-fired power

generation 25 MW 4,000 11 1.8 7,128

gas-fired power

generation 41 MW 2,439 37 6.0 14,620

hydropower - - 37 6.0 -

100 16.2 35,248

aBased on IFC Guidance Note 3: Pollution Prevention and Abatement, July 2007 bSource: Electricity Regulatory Authority of Viet Nam, 2008 cBased on 16.2 MW power requirement for year 2030

F. Cumulative and Induced Impacts

597. Cumulative impacts pertain to impacts from further planned development of the project, other sources of similar impacts in the geographical area, any existing project or condition, and other project-related developments that are realistically defined at the time of the assessment.

598. For the purpose of identifying the potential cumulative impacts of the Project, the spatial boundary is defined as the area around the Depot, the rights-of-way along the streets and the sites of the underground stations. The spatial boundary also includes the northwestern and downtown areas of HCMC, particularly within 1 to 2 km direct influence-walking distance from the stations. Within these areas, bus route restructuring as well as creation of multi modal station interchanges and development of a city parking plan will also be implemented as part of the Sustainable Urban Transport project to enhance station access for drop-off and pick-up of passengers thereby increasing ridership and travel time savings.It is also anticipated that passengers will shop or dine in and around these stations prior to going to work or on the way home. Since other metro lines will overlap with the Project, the spatial boundary also covers areas such as central and southern HCMC for Line 1 to be constructed from 2012 to 2017; northern and central HCMC for Line 2 (2014 to 2019), central and southwestern HCMC for extension of Line 2 (2020 to 2025), southern HCMC for Line 3 extension (2014 to 2019), central HCMC for Line 4 (2020 to 2025), and central and southwest HCMC for Line 5 (2020 to 2025). Given these data, the temporal boundary extends up to 2025.

599. Along with other metro lines to be constructed in HCMC, the Project’s contribution to cumulative impacts will result in positive long-term benefits in urban air quality, public health, safety, and travel time savings. The metro lines will provide fast, frequent and convenient rapid transit service. These will provide an added transportation alternative, facilitate economic growth and development and enhance connectivity to the wider transit network for residents and businesses in HCMC. By increasing overall transit capacity and providing a viable transportation option versus single occupancy vehicles, the

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metros will reduce the use of personal vehicles, increase the transit mode share and will contribute to community re-development through the stimulation of future concentrated and mixed land use, as well as a positive business environment. The metros will contribute to environmental sustainability initiatives by reducing regional car trips and the need to expand the existing road network, thereby preserving community livability and green space, encouraging pedestrian and bicycle traffic along the corridor and reducing greenhouse gas (GHG) emissions.Project operation is expected to have a positive effect on air quality and specifically, GHG emissions based on the anticipated reduction in future vehicle use. Given this, the Project’s cumulative impacts particularly during the operation of the other metro lines would be positive. The operation of the Project and other metro lines are expected to improve the air quality in the greater HCMC area.

600. During project operations, due to existing high background noise levels along portions of the alignment caused by road traffic, receptors may experience a low to moderate noise impact close to the elevated stations. This may be mitigated by an operating schedule of 6 AM to 11 PM and erection of site specific noise attenuation panels at the stations such that the Project’s contribution to cumulative impact on noise is considered not significant. Vibration levels associated with project operations (i.e., train passbys) will be largely imperceptible.

601. A positive cumulative effect resulting from the Project and other metro lines is expected from improved traffic movement along the alignment. Since the Project will be built along existing road corridors, it will not conflict with existing or planned land use.

602. The communities along the alignment will benefit from the improved travel time, less road congestion and enhanced developments at the station nodes. This is considered a long-term positive cumulative impact.

603. Based on the foregoing, the Project along with related devlopments (other MRT lines) will result in positive long-term benefits in urban air quality, public health, safety, and travel time savings. No adverse residual effects to human health will occur as a result of project construction or operation. While exposure to elevated noise levels, fugitive dust and gaseous emissions will occur in proximity to project work sites during construction, due to their short-term, localized nature, these effects are expected to be minor. Project operations will benefit the general public by contributing to the long-term improvement of air quality in the locality. By providing a viable alternative to the use of private vehicles, it will also reduce traffic volumes, relieve traffic congestion, and improve community livability.

604. Induced impacts on the other hand, refer to impacts on areas and communities from unplanned but predictable developments caused by the project that may occur later or at a different location. Induced impacts are identified for the Project and its future extension which will create both negative and positive impacts particularly to current and future land-use. Land use is expected to change in and around the stations and the Depot. Added residential developments (high rise apartments) and increased densities are expected to develop and enhance the commercial and business facilities in the vicinity of the station locales resulting to improvement in the socio-economic and business condition within the locality. This will be especially prevalent at the interchange stations.

605. The southern extension of the Project will be underground in the urban area of HCMC and elevated into the suburbs at the northern end where there is a mix of residential, industry and the bus station at An Suong. The negative impacts are: (a) ever expanding urbanization requiring services and energy, and (b) increased land prices. At the vicinity of the stations, planning foresight by the government (both Central and local) can mitigate some of these expected negative effects due to change in land use by: (a) strict zoning enforcement for residential, commercial and retail development that restricts expansion outside a defined area, This can be considered a positive

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benefit from the Project. Further, by providing an effective means of alternative transportation for residents and businesses, it will support regional sustainable transportation goals. Services and utilities will be required that will provide construction employment. Environmental benefits arising from commercial and industrial developments could be also achieved by locating establishments such that people in the immediate area could be employed, thereby reducing travel time, and private vehicle use. Over-all, project benefits will be derived from improved travel time into HCMC for students and office workers and a reduction in future vehicle use compared to the business-as-usual case and this will contribute to improved air quality. Induced impacts are foreseeable and the negative effects can be mitigated by strict enforcement of land-use and zoning regulations.

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VII. ANALYSIS OF ALTERNATIVES

A. Introduction

606. Ho Chi Minh City is experiencing a dramatic increase in road traffic, coupled with deficient transportation infrastructure (e.g. narrow, low quality roads and highways) and inefficient public transport system (e.g. bus) are those significant problems encountered by HCMC. In recent years, the number of motorcycles and cars registered in HCMC has increased significantly.

B. Do-Nothing or Do-Minimum Option

607. Without implementation of the project, significant growth in private vehicle numbers will continue to overload the road network, and existing public transport systems will reach their practical capacity limits. Opportunities to facilitate a modal shift from private vehicles to public transport would be reduced thereby eliminating the HCMCPC goal of 50% ridership by 2020. Traffic congestion and road safety in HCMC would continue to worsen resulting in social and economic impacts as travel speeds decrease with a corresponding increase in travel times. The do-nothing or do-minimum option would result in the continued deterioration of the urban environment, particularly in terms of air quality and acoustic quality.

C. Alternative Options for HCMC

608. The HCMCPC had very limited alternatives to improve the city’s transportation modes and facilities in face of growing numbers of motorcycles and cars: either try to widen existing roads or improve the public transport system by building six urban rail lines; two monorails and a CBD tramway. The option to improve road corridors was not a viable alternative.

1. Road Improvements

609. Currently, only 14 percent of the city’s roads have a width of more than 12 meters (HCMCPC, 2007). The rest are narrower and almost not suitable for car and bus circulation. Road widening or new road construction will require extensive land acquisition and resettlement. In fact, this constraint has prevented many road-widening and building projects to date. Consequently, road improvements would not satisfy the pressing transportation needs of HCMC.

2. Public Transport

610. For the reasons described above, public transport will be crucial for the city’s development. Expanded bus services will be part of this but, as mentioned above, only 14 percent of the city’s roads with the width of more than 12 meters are suitable for bus operation. Hence, the metro system is considered as the most feasible means of public transport for HCMC with many advantages such as less land consumption, lower operating noise levels and less energy consumption and CO2 emissions.

D. Alternative Options for Route Alignment

611. There is only one general alignment option for Metro Line 2. This alignment is the approved route in the HCMC Master Plan of Transportation (TMP). Whilst the TMP routes were reviewed as part of the PPTA, no significant changes were proposed to the general alignment of Metro Line No.2.

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612. Within the alignment selected for Line 2 there is very little scope for detailed alignment adjustments, as the routes follows existing roads. Both tunnel and elevated sections follow the centre-line of the roads down which the line runs. This minimizes impacts on structures on either side of the roads.

613. The locations of the stations also allow little scope for adjustment. The locations are determined by proximity to key above ground features such as major road intersections and interchanges with other Metro lines. In all cases the actual station designs have been prepared to minimize impacts on nearby properties.

E. Alternative Options for Tunnel Construction

614. Two excavation methods for tunnel construction were considered:

cut and cover

tunnel boring method (using tunnel boring machine or TBM).

615. The first method would use the cut and cover method for constructing both underground stations and rail tunnels. The second method uses cut and cover for constructing the underground stations and a TBM for constructing the rail tunnels. The following table highlights the environmental effects between the two alternatives.

Table 7.1: Cut and cover versus TBM Environmental Components

Alternative 1 Effects (cut and cover for stations

and rail tunnel)

Alternative 2 Effects (cut and cover for stations and TBM for rail tunnels)

Preferred Alternative

1 2 Air Quality

Dust (TSP)

The entire underground section becomes an open excavation site which will generate significant levels of dust

air pollution sources will be limited to the station construction sites.

X

Noise Noise levels will be excessive all along the alignment and hard to mitigate

Noise levels confined to the stations and can be mitigated

X

Vibration Vibration levels will be higher to structures and residents. Supporting wall piles will have to be installed along the hole underground section to reduce vibration impact

Building damage may occur.

Vibration will be restricted only to adjacent structures at the stations

Limited supporting wall piles will be required on only two sides of the stations.

TBM at an average depth of 17 m is very slow about 10 m per day, it will cause minimum vibration to adjacent structures.

X

Surface water No impact No impact

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Environmental Components

Alternative 1 Effects (cut and cover for stations

Alternative 2 Effects (cut and cover for stations

Preferred Alternative

Ground water Less impact to ground water

(e.g. flow, quality) due to the shallow depth of the tunnel.

Greater impact to groundwater (e.g. flow, quality) due to the depth of the tunnels and underground stations.

X

Subsidence similar similar

Spoil same quantities same quantities

Utilities

Have to relocate the utilities along the whole route in order to prepare for construction.

High Risk of damage to utilities during relocation and construction

Only need to relocate utilities at underground station sites. The rail tunnels are well below the depth of utilities.

Much lower risk of damage to utilities.

X

Traffic Congestion Traffic congestion will be excessive along the whole route

Traffic congestion will only occur at station sites and can managed

X

Public safety Excavation along the route puts the public at risk trying access facilities

Limited public risk at the station sites

X

616. Based on the above Alternative 2 using cut and cover method for constructing underground stations and tunnel boring machine (TBM) for constructing rail tunnels has many environmental and technical advantages and was chosen as the preferred alternative.

F. Twin Tunnels versus Single Tunnel

617. Following selection of a TBM method of construction the PPTA considered whether to construct twin tunnels or a single tunnel.

Alternative 1: Twin tunnels (single track tunnel — bi-tube)

Alternative 2: Single Tunnel (double track tunnel — mono-tube).

618. The technical specifications of the alternatives are shown in the table below:

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Table 7.2: Technical specifications of the tunnel alternatives

Specifications Alternative 1: Twin Alternative 2: Single Internal Diameter (m) 5.90 9.80

Lining thickness (m) 0.30 0.45

External diameter of lining (m)

6.50 10.70

External diameter of excavation (m)

6.80 11.10

Volume of excavation (m3/linear metre)

36.32 96.77

Cumulated volume of excavation (m3/linear metre)

72.63 84.95

619. A key environmental issue is the calculated amount of settlement for each alternative for the street and on adjacent structures. The amount of settlement in the middle of the street and under buildings located above the tunnels was calculated for the two alternatives.

Table 7.3 Calculated rates of settlement for the two tunnel options Affected Infrastructure

Settlement under Twin Tunnels Settlement under Single

Tunnel Road 10 mm 30 mm Buildings 16 mm 15 mm Note: that settlement calculation for tunnels is normally conservative so that the actual settlement is often less than the prediction.

620. There is very little difference between the settlement rates of the two alternatives shown in table 6.3 under the buildings, but the single tunnel will have a more negative effect on the road surface. Based upon the above analysis the twin tunnel alternative was selected as the preferred option.

G. Alignment and Station Alternatives

621. During the feasibility and preliminary design phases a number of alternatives were explored that involved:

(i) Transition location

(ii) Crossover sections

(iii) Platform screen doors

(iv) Double track connection to the Depot

(v) Depot design

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622. Some these alternatives were decided, but a number of these will not be resolved until the detailed design phase.

1. Transition Location

623. The TWET study recommended that the MRT2 line transition to above ground so that the Pham Van Bach station would be the first elevated station. However, the elevated line came into conflict with runway approach to the airport. The decision was to keep the line underground until it passed the airport.

2. Crossovers

624. Three options for either a simple track cross-over or lay-by track at Bay Hien station were considered as follows. The appraisal of these options is given below.

Figure 7.1: Cross-over Option 1

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Figure 7.2: Cross-over Option 2

Figure 7.3: Cross-over Option 3

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Table 7.4: Option analysis for the crossovers Option 1 Option 2 Option 3

Description Single cross-over near Bay Hien station

Cross-over & layby at Bay Hien – in line with station (station unaffected)

Cross-over & layby at Bay Hien – within station (widened station with side platforms)

Advantages Cheapest solution Minimum disruption and resettlement Cross-over considered sufficient provision for 10km line, particularly as Line 2 extensions will provide additional laybys & cross-overs in future

Additional flexibility for train breakdowns, especially for major incident such as gearbox failure Layout with slyby track outside station marginally preferred over option 3

Additional flexibility for train breakdowns, especially for major incident such as gearbox failure Cheaper solution than option 2, also less disruption during construction and less resettlement Larger concourse may be advantageous in future with Line 5 interchange

Disadvantages Longer recovery distance and potential service delays in event of train breakdown Not desirable if Line 2 extensions are significantly delayed or do not go ahead

Much higher construction cost and disruption than Option 1 Less essential if Line 2 extensions are built in near future

Much higher construction cost and disruption than Option 1, though less than option 2 Less essential if Line 2 extensions are built in near future

Construction Costs - station - C&C - reduced TBM - TOTAL - Difference cf Option 1

25.4 12.3

0 37.7

0

25.4 22.9 -2.4 45.9

+8.2 M US$

29.4 15.6 -1.4 43.6

+5.9 M US$

Resettlement - no of affected HH - approx GFA (sqm) - estimated costs (M US$) - cost diff cf Option 1

59

1,590 6.8 M US$

0

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3,770 14.4 M US$ +7.6 M US$

90

2,340 8.5 M US$

+1.7 M US$

Conclusion

Significantly less expensive therefore preferred option for the initial project line

Preferred layout but very expensive compares with option 3 therefore not selected

Good compromise compared with Option 2 based on operational flexibility and cost.

3. Alternatives should Ben Thanh station not be constructed when MRT2 is in service

625. It is expected that the Ben Thanh interchange station will be constructed under a separate contract, including the combined Line 1, 2 and 4 stations together with surface transport and access. Because this contract will be outside the control of the Line 2 construction, there is inevitably a risk that Line 2 may be completed before the Ben Thanh station is ready. In this case it would be desirable to operate Line 2 trains but with turn-around north of Ben Thanh. The following options can be considered. These alternatives will be subject to review and decision during the detailed design phas

(i) One option would be to construct an additional track cross-over section between Tao Dan and Ben Thanh. This would have to be constructed by cut and cover method. Not only would this be very expensive (indicative additional cost estimated at around US$15 million), but also disruptive to traffic and developments in the area and with possible additional resettlement impacts.

(ii) An alternative solution might be to install a temporary cross-over within Tao Dan station. This would mean that Tao Dan could not be used for passengers, but the cross-over could be fitted within the station box, thereby avoiding the need for costly and disruptive additional cut and cover

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construction. Once Ben Thanh station was complete, the cross-over would be removed and platforms fitted at Tao Dan.

(iii) Since the non-readiness of Ben Thanh is just a risk of an eventuality which it is hoped will not occur, it is not considered necessary to include the permanent additional crossover between Tao Dan and Ben Thanh in the Line 2 project. The back-up option of using Tao Dan station as described would at least allow for commencement of Line 2 services in this eventuality.

4. Platform Screen Doors

PSD in Korea PSD in Paris

626. Platform screen doors (PSD) at metro stations was first installed on the Paris Metro line 14 but now, taking into account its numerous advantages (safety, traffic disruption, passenger comfort and air conditioning saving), they are being installed more and more often.

627. The advantages of installing PSD are:

(i) safety (separates passengers and objects from the track);

(ii) reduces dust pollution (35%) from the piston effect;

(iii) reduces air conditioning costs;

(iv) noise reduction: (barrier against the noise of the train arriving in the station);

(v) Pressure wave protection: (passengers are not exposed to pressure waves);

(vi) Advertising surface: (offers additional information and advertising surfaces allowing direct communication with the passengers); and,

(vii) Offers more space on the platforms: (passengers instinctively feel that the PSD protects them from the dangers of the track area, which encourages them to use the entire width of the platform).

628. The cost is based on a station with two 130 m platform edges and a 6 cars train with 24 doors. The estimation is 2.0 M$ US per station. For 3 car trains the estimate is $1.25 M$ US. The rest of the platform will be closed by a simple window screen. Platform air extraction circuit needs to be added. The supplementary ventilation duct and the associated fans are estimated at: 0.3 M$ US per station. For 9 underground stations the total cost would be:

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PSD for 6 cars trains: 20.7 M$ US.

PSD for 3 cars trains: 14 M$ US.

5. Double track access to the depot

629. Under the previous TA, a north-facing connection between the main tracks and the depot was proposed, requiring construction of an additional length of elevated tracks and a reversing movement of trains back to the depot. At the time this layout was proposed due to uncertainties over land availability. It has now been determined that land is available to accommodate a more convenient south-facing connection as shown below. The initial proposal for this layout features a single track southwards connection, with an additional north-facing single track connection to be added later when Line 2 is extended northwards. An additional option with two south-facing tracks in the first phase has also been considered as shown.

Figure 7.4: Double track access option to the Depot

630. The advantage of the double track connection is to allow greater operational flexibility during phase 1, particularly in the event of service disruption. This layout is recommended by experts unless it can be fairly certain that the northern extension, with second depot connection, will proceed very soon after the phase 1 project. The double track connection may also provide additional flexibility in future when Line 6 trains will share the depot, and would certainly be required should Line 6 proceed ahead of the Line 2 northern extension. However, the double track will have higher cost. The additional cost is estimated at US$2M.

631. It is recommended that at this stage the single track connection is included in the initial project design. This may later be amended at subsequent design stage, particularly if it becomes clear that the northern extension might be delayed.

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6. Depot Layout

632. There are three alternative designs for the Depot layout. In addition, future extension of Line 2 will require a second access line into the Depot. The detailed designers are expected to weigh the additional costs and either include the works in this project or leave it for the future.

Figure 7.5: Depot layout options

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Table 7.5: Depot option analysis

Option 1 Option 2 Option 3

Description Parallel stabling and workshop areas, with workshops nearer to the canal

Parallel stabling and workshop areas, with stabling nearer to the canal

In-line stabling and workshop areas, with workshops at the rear (furthest from revenue tracks)

Advantages

More direct connection to stabling area

Disadvantages

Around 15 additional turnouts required (higher cost)

Costs Similar

Similar Slightly higher

General issues For all options review is needed to incorporate a test-track, min 1km, capable of operating trains up to 80km/h Environmental mitigation measures may be required depending on surrounding land uses

Conclusion

No major differences between options. All can accommodate the required facilities in the available area and have similar costs. Selection should be made at subsequent design stage in conjunction with selected operator.

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VIII. INFORMATION DISCLOSURE, CONSULTATION, AND PARTICIPATION

A. Introduction

633. The purpose of public consultation is to provide an opportunity for the community to present their opinions and concerns about the project, especially for people who are directly affected during project implementation and operation, in order to reduce adverse impacts and other social concerns that were not identified in the project assessment. Based on the results of public consultation, the PMU2 will select the appropriate solution in design and implementation to minimize adverse impacts on the project-affected people.

634. Effective public consultation reduces the risk of conflicts and substantial delays in project implementation. Wider public support for the project is essential for the sustainability of the project. This can be used to evaluate direct and indirect environmental impacts, and assess short term and long-term resource use implications.

635. Public involvement is an iterative process and continuity of effort is an important part of due diligence for any major project. Therefore, this chapter presents the public involvement program for the project in two parts: one, the work carried out until 2010 and documented in the GOV EIA (2008), the MVA EIA (2008) and the IEE (2010) for the enabling works at the depot; two, the consultation program carried out under this EIA and the anticipated program planned for pre-construction, construction and operational stages of the MRT2 Project. Appendix 5 provides detailed results of the various consultations conducted for the project.

B. Public Consultations (2007-2010)

636. There is a high level of awareness amongst the general community in relation to the construction and operation of MRT Line 2. Information on the project has been publicized in local newspapers, billboards (along the ROW) and television reports.

637. During preparation of the MVA EIA (2008), a series of public consultation events were undertaken to meet GOV and ADB requirements for EIA preparation. The results of the consultations provided an initial overview of the types of issues identified by the local community as requiring detailed consideration in the environmental assessment process. The MRT2 alignment passes through 28 wards distributed under 6 districts:

(i) District 1: Ward: Nguyen Thai Binh; Pham Ngu Lao; and Ben Thanh;

(ii) District 3: Wards: 4, 5, 6 , 9, 10, 11, 12, 13, 14

(iii) District 10: Wards: 11, 12, 15

(iv) District Tan Binh: Wards: 4, 5, 6, 7, 11, 12, 13, 14, 15

(v) District Tan Phu: Wards: Tay Thanh, Tan Son Nhi

(vi) District 12: Wards: Tan Thoi Nhat, Dong Hung Thuan

1. MVA EIA Public Consultation (2007)

a. Phase 1

638. The public consultation was implemented into two phases. Phase1 was undertaken during the early stage of EIA field work (when preparing TOR) in order to provide information

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about the project, the environmental impacts for affected people and collect their opinions and concerns about the project. Phase 2 consultations were held when finishing the draft of EIA report.

639. The HCMCPC or District PC arranged two meetings, of three hours duration, for the 6 districts encompassing the project. The participants included representatives of every district and ward such as: People’s committee, district Party Committee; Fatherland Front, Woman’s Union, Youth Union, Ward leaders, potential affected residents of households and local people living along metro line No2.

640. Under Phase 1 the Program was organized over two days for 2 different groups:

Group 1: Districts 1 , 3 , 10 (15 wards, 77 attendees)

Group 2: with districts Tan Binh, and Tan Phu, (13 wards, 65 attendees)

641. The participants were provided a questionnaire following registration, an introduction to the project, the current engineering design and the environmental effects. The questionnaire had 9 questions. A total of 110 questionnaires were passed out at the 2 meetings, with 94 collected. Detailed results of the questionnaire survey are provided in Appendix 5 while the summary is presented below:

(i) The presentations, and or the news media, were obviously successful in providing 78.8% of the attendees with the required technical and environmental information on the project allowing them the ability to comment and discuss the issues. The 21% that did not respond is not unusual, some do not feel competent to fill out the questionnaire or plan to fill it out at home or are just at the meeting to listen (often people hearing about the project for the first time).

(ii) The participants believe that their urban environment is somewhat polluted and a quarter of the attendees believe there is no pollution. The non-response group is the same and for the above cited reasons.

(iii) a larger percentage believe there will be no impact, 48.6%; while 33.4 % believe there will be negative impacts. Moreover, the components that are believed to have the potential for severe effects and in keeping with construction of this type of project are: groundwater, noise and vibration, settlement (subsidence) and traffic congestion. The non-response percentage was half of the earlier questions indicating a more positive response to specific environmental issues.

(iv) The attendees either wrote or expressed verbally the following environmental concerns for Project construction:

Concern that the project could promote disease vectors from standing water;

Groundwater protection required from excavation;

A solid waste removal program is required to avoid pollution along the line and at the Depot;

Effective dust mitigation is very important;

Traffic congestion and gridlock needs to be mitigated;

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GOV/HCMCPC be required to compensate and support businesses affected or lost during construction;

Need greater information on the details of the mitigation measures and,

To ensure the project proceeds on time to minimize adverse effects to the local area.

(v) 16.7% believe there will be negative impacts arising from the operation of MRT2. Only groundwater, noise and soil subsidence were seen as potential negative components. Fifty-three percent and 19 percent believe that there will be no impacts or positive impacts resulting in the operation of the MRT2.

(vi) Additional comments raised for the operation phase are as follows:

Given the high passenger levels, sanitary conditions should be ensured at all stations

The project is necessary to improve the traffic state of Ho Chi Minh city

Noise mitigation measures should be provided in and around the depot

(vii) 89.1% of the participants were supportive of the Project provided:

The project should be implemented within the shortest time possible to avoid or minimize interruption to daily activities of the local community

Communities should be provided with project information

There should be solutions to mitigate environmental impacts affecting quality of life such as those pertaining to air qaulity, groundwater, noise and vibration

The proposed environmental mitigation measures presented in the EIA should be strictly implemented.

b. Phase 2

642. The Phase 2 consultation was a follow-up to present answers to all the participant concerns raised in the questionnaire and voiced during the first 2 meetings (Phase 1). The follow-up consultation was conducted for all 6 districts in one day. In attendance were 37 participants comprising District and Ward officials from the People’s Committee and the Fatherland Front. Thirty-seven questionnaires were handed out prior to the meeting with 31 retrieved following the session.Results show that 30 participants supported the project and 7 had no comment. Environmental concerns raised were:

(i) Construction phase:

affected communities should be directly informed about the project

noise and vibration levels and air pollution should be reduced to the lowest possible levels

environmental issues should be resolved immediately

ensure that solid wastes and wastewater are properly managed

a schedule and place for collection of wastes and transport of construction materials should be set that avoids traffic congestion and

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degradation of urban landscape

(ii) Operation phase:

maintain clean and sanitary condition around depot and stations and ensure that the proposed mitigation measures in the EIA are strictly implemented

2. Public consultation for IEE of the Depot Enabling Works (2010)

643. The objectives of the stakeholder consultation for the Depot “Enabling Works” process was to disseminate information on the Project for advance enabling works and Depot office construction and the expected impact, long-term as well as short-term, among primary and secondary stakeholders, and to gather information on relevant issues. The feedback received has been used to address these issues at early stages of project design. Another important objective was to determine the extent of the concerns amongst the community, to address these in the project implementation and to suggest appropriate mitigation measures. The results of the public consultation carried in 2010 are documented in the IEE

644. For this project, stakeholders included the community living in the area of District 12 and the businesses associated with the Depot site area and locally elected representatives. There were few environmental concerns expressed during the meeting but the 15 locally affected participants who attended were given a questionnaire. Twelve of the 15 participants returned the questionnaire and ten made some responses, however the main concerns were about appropriate compensation for their land and crops. The main environmental concern was about interference with transportation on roads near the Depot. The next most important environmental concern was about construction noise followed by dust and the scheduling of the works. Other written responses mainly concerned compensation issues.

645. The main concerns expressed were about land acquisition, resettlement and compensation issues. The environmental concerns expressed were on transport, noise and dust and all these can be controlled and minimized through implementation of the Project EMP as detailed in the SEMP to be prepared by contractors. The concerns for delay of the works and scheduling can be addressed by MAUR/PMISC by monitoring and management of the contractor(s).

C. Information, Disclosure and Public Consultation for the EIA (2011)

1. MRT2 Alignment

646. The Public consultation requirement for assessing the environmental concerns on the Project was combined with the Resettlement meetings for the affected persons in the 6 Districts traversed by the MRT2. The following meetings were held involving 335 local residents, enclosed in parentheses are the number of participants:

29 and 30 August 2011 - Tan Binh District (181) 29 August 2011- District 10 (70) 31 August 2011 and 01 Septemebr 2011 - Tan Phu District (41) 31 August 2011- District 12 (4) 01 September 2011- District 1 (7) and District 3 (32)

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647. Of the 335 participants, 293 are residents and 42 are business operators/owners. The attendees were provided with a questionnaire. Prior to filling in the questionnaire the AP’s were provided with an engineering and project description provided by MAUR. This was followed by a slide environmental presentation that described the legal framework, the environmental components affected by construction, the anticipated impacts and mitigation measures and the resulting environmental conditions during operation of the MRT2. The AP’s were then requested to fill in the questionnaire and present any comments or questions. Each meeting concluded with a presentation by the Resettlement Specialist. There were no questions raised on environmental concerns at any of the meetings. The overwhelming interest was in the resettlement presentation and the compensation process.

648. The questionnaire results are as follows:

(i) Over 50% to 70% of the partcipants indicate that the presentations did not provide a clear basis of understanding of the project, its legal basis and the environmental impacts. Only approximately 30% indicated that they understood the presentation.

(ii) The respondents indicated that they recognized that air, noise and vibration, and water resources were not acceptable.

(iii) On the perceived impacts during construction and operation, both have very high scores ranging from 50% to 75% that all resources will be negatively impacted. While this could be expected for the construction stage, it is surprising that there is such a negative perception for the operation of the MRT2. This could be explained by the fact that the respondents were directly affected persons who will lose their residences and businesses. Perceived negative impacts pertain to air quality, water quality, noise and vibration, land subsidence, flora and fauna, traffic, accidents, urban landscape, commerce/ services and flooding in tunnels. Nonetheless, over 68% agree that the project should be constructed.

649. Relevant impacts (air quality, noise, subisendence, traffic, etc.) identified by the participants during the public consultations have all been considered in the EIA and corresponding environmental mitigation and monitoring provisions have been included in the EMP.

2. Spoils Disposal Site

650. Two public consultations involving local officials, residents and representatives of people’s organizations were conducted in Da Phuoc Commune, Binh Chanh District. The purpose of the first consultation in December 2011 is to present the MRT2 project and the proposed disposal of tunnelling/excavation spoils to the existing 40-hectare disposal site of the Urban Drainage Company in the commune. The consultation also aimed to gather concerns that the residents may have so that these could be considered in the environmental impact assessment (EIA) to be undertaken for the spoils disposal site. A total of 34 residents attended the consultation. The second public consultation attended by 40 residents was conducted in February 2012 to present the results of the EIA which includes results of field investigations to describe existing environmental conditions, potential impacts of proposed spoils disposal, recommended environmental mitigation measures, environmental management plan and grievance redress mechanism. Issues raised by the participants were also gathered. Among the

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participants are the Chairman and Vice-chairman of the commune, as well as representatives from the Women’s Union, Farmers Union and local organizations/agencies.

651. Based on the questionnaire survey results for the first consultation, almost 56% of the respondents support the proposed spoils disposal in their locality. During the second public consultation, about 80% was in favor of the spoils disposal. Those who expressed objection indicated that the project will cause adverse impacts to the environment, particularly on air quality, groundwater quality, traffic flow and access road conditions. Potential adverse impacts due to spoils disposal have all been considered in the EIA and corresponding environmental mitigation and monitoring provisions have been included in the EMP.

D. Project Implementation Stage

652. During project pre-construction, construction and operation, public involvement activities will continue under direction of MAUR. MAUR’s commitment to ensure public involvement in the project implementation phase is shown in Table 8.1.

Table 8.1: Framework for public involvement and disclosure during pre- construction, construction and operation

Activity Purpose Participants

Newsletter/ Fact Sheets

To broadly disseminate project information to a wide audience. Newsletters/Fact Sheets will be distributed to residences and businesses in the project area and on community noticeboards.

Residents and businesses in project area

Mass media communications

To broadly disseminate project information to a wide audience. Mass media tools would include loudspeakers, radio, newspaper and television.

Throughout project area and more broadly throughout HCMC

Open public meetings

To provide stakeholders an opportunity to seek more detailed information on the project and provide direct feedback to the project team.

By open invitation to community members and by invitation to key stakeholders such as ward and district officials, GOV agencies, NGOs etc.

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Activity Purpose Participants

Focus groups To allow detailed and focused discussion on addressing project- related issues such as water use, land use and business changes, use of system by different passenger groups and amenity effects during construction

Community members, GOV authorities and other stakeholders formed into interest groups to address specific issues – examples of issues around which focus groups may be developed include heritage issues, business operators, road user/ public transport user and operator groups, residents etc.

Stakeholder meetings

To allow discussion and information gathering on specific issues relevant to environmental issues related to the project

GOV agencies, project consultants, NGOs etc.

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IX. GRIEVANCE REDRESS MECHANISM

A. Grievance Resolution – Contractor Level

653. As the Project will involve extensive civil works within a densely populated city center, it is likely that there will be numerous complaints (e.g., due to high noise levels, excessive dust emission, etc.) if appropriate environmental mitigation measures are not properly implemented. Prior to commencement of site works, the contractor will be required to develop a system that will allow for receiving/recording and immediate (within 24 hours) response to an issue. Such issues will also be reported by the contractor to MAUR within 24 hours. Likewise, if the complaint is reported by the affected person(s) to MAUR, it shall be recorded and passed on within 24 hours to the contractor for immediate resolution. Through installation of notice boards at the construction sites, the contractor will publicize the name and telephone numbers (hotline) of their personnel who are designated to receive and document complaints. If the complaint is not resolved at the level of the contractor within two (2) days from filing of the complaint, this will be dealt with through the grievance redress committee (GRC) at the District PC level that will be publicized by MAUR and the District PC prior to site works.

B. Grievance Resolution – Grievance Redress Committee Level

654. Based on the the Law on Environmental Protection of Viet Nam, specifically under Article 122, the District-level People's Committee (PC) is the authorized agency that will receive and solve the environmental issues from affected persons. The tasks of the District PCs (HCMC District PC for the MRT line and Bin Chanh District for the spoils disposal site) in grievance resolution are: "To direct the supervision, inspection and handling of violations of the environmental protection law; settle disputes, complaints, denunciations and petitions related to environment in accordance with the provisions of law on complaints and denunciations and other relevant laws". MAUR, being the Project’s implementating agency will coordinate closely with the District PCs and DONRE in the implementation of the project and resolution of environmental issues. The affected peoples’ concerns and complaints will be addressed by the GRC. The GRC shall be chaired by the District PCs (MAUR will paticipate in GRC meetings). Grievances can be filed in writing or verbally with any member of the GRC. The GRC members may include the District PCs administrative office, Division of Natural Resources and Environment, Division of Urban Management as well as the Commune PCs.The committee will have 15 days to respond with a resolution. If unsatisfied with the decision, the existence of the GRC shall not impede the complainant’s access to the Government’s judicial or administrative remedies.

655. The grievance redress mechanism (GRM) described below will be employed by the GRC to resolve complaints. This mechanism has been developed based on GOV’s legal guidelines (Chapter XIV in the Law on Environmental Protection (LEP) passed by the National Assembly on 29 November 2005). The GRM shall be publicized by the District PCs and MAUR to ensure local residents and other stakeholders are aware of its existence. Information dissemination shall be through the public consultation program identified in the EMP. As part of the GRM, MAUR shall also set-up a hotline for complaints and the hotline shall be publicized through the media and numbers placed on the notice boards outside the construction site.MAUR will ensure that the contractors keep a record of complaints and related documents . Following are the steps in filing and resolution of grievances related to environmental impacts of the Project.

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1. Prepare a complaint

656. Based on the legal guidelines any individual, household or organization (business unit, production unit, government or private office, etc.) can complain to MAUR or its contractors, if her/his or their properties/ life/ business/health or public environment has been damaged or adversely affected by project activities due to noise or dust pollution, strong vibration that caused damages to housing and other structures, etc. Claims can be initiated as follows:

i) Verbal: direct expression of their complaint to representatives of MAUR’s contractors or GRC through face-to-face meetings. Verbal witness of village representatives and neighbors is important under this process.

ii) Written form: express their complaint to the contractor of project implementing agency (MAUR) in a written form. In this case witness and confirmation of their neighbors and representatives of commune’s PC or FFC is not compulsory but important for further resolution by GRC or MAUR’s contractors.

iii) Use public media: the complainant can provide evidence of impact caused by the project activities to a local or central newspaper or TV and to ask the media for support.

657. To obtain a fast resolution of complaints, the complainant may ask local village/ commune officers (PC, FFC or Police) to prepare a written record of the complaint ((prepared in Vietnamese) with a documentation of evidences of damages caused by the project activities. The signature of three groups is required: MAUR or the contractor who is responsible for the damage, the complainant and a representative of local PC or FFC or witnesses.

2. Receive and register a complaint

658. The complainant can directly submit their claims to representatives of the contractor and/or GRC (in case of verbal complaint) or send their grievance letter to offices of GRC and/or contractor and a copy to the local commune PC (in case grievance is in written form). If the complainant does not know how to send their letter they can ask the local PC, FFC or the media to help them send their letter to the contractor and/or GRC.

i) Once a complaint has been received, it shall be registered by GRC/contractor and local PC. Within 2 weeks a reply in written form from GRC/contractor will be sent back to the complainant with a copy to the local PC. The reply letter shall include the following information:

ii) Proposal by MAUR/contractor on how they plan to assess the damage;

iii) Schedule to carry out damage assessment, negotiation and resolution.

3. Assess the eligibility and validity of the complaint

659. It is the responsibility of the project owner/contractor to:

233

i) Determine whether a complaint is eligible (if it is due to the project) or ineligible (if it is not project-related). This step is important because in some cases the damage may not be due to the project.

ii) Determine who will conduct the damage assessment. Depending on the complaint, some outside agencies may be asked to assist the project implementing agency in assessing the impacts and damages. These outside agencies maybe an environmental monitoring unit or an economic evaluation unit through DONRE. According to the Law, assessment unit should be mutually agreed to by both sides (the complainant and MAUR or its contractor).

4. Assess the damages caused by the project activities

660. If the complaint is related to the project activities, representatives of MAUR/contractor, with the selected assessment unit, shall visit the complainant and the site. The assessment shall be implemented with the participation of the complainant and witnesses from the commune’s PC or FFC. The results of the assessment shall be agreed to by the complainant and shall be signed off by the complainant, representatives of project implementing agency/contractor, assessment unit and commune PC.

661. If one side is not satisfied with the assessment results then they can propose another method or other assessment units to come in and re-assess the impacts until the assessment is satisfactory to both sides. If the complainant requests, the District PC may help them find a suitable assessment unit.

5. Select grievance resolution approaches and resolution of the complaint

662. Depending on the claims of the complainant and degree of adverse impact, MAUR/contractor may select a reasonable way to resolve the complaint. Some common ways suggested below.

i) The complainant proposes a solution, based on self-evaluation of their damages.

ii) MAUR/contractor proposes a solution, based on the legal regulation and their assessment of the damages.

iii) The complainant and MAUR/contractor negotiate.

663. Both sides defer to a third party (local mediation committee – Ban Hoà Giải in Vietnamese) or to concerned government agencies with environmental management units. In case of failure in finding a solution, by these bodies, both sides may request a court to decide.

6. Resolution of damages caused by project activities and response to all parties involved

664. After obtaining agreement of the complainant and the representatives of MAUR/contractor on the degree of damages related to environmental impacts of the project, MAUR or its contractor will immediately implement compensation to the complainant. The compensation may be in the form of money and/or property provision by (land, construction materials, house, apartment etc.), depending on the negotiation between both sides or by decision

234

of the courts. Compensation also includes restoration of the damaged environment or properties caused by project activities, if the complainant requires (re-construct damaged house or road, etc.).

665. The compensation, when implemented, shall be witnessed by representatives of the local communes’ PC.

666. Documentation or recording the results of the grievance redress shall be prepared and signed by the complainant, representatives of the project implementing agency/contractor and District/Commune. A summary of this documentation shall be provided to all the relevant parties: i.e., local PC, complainant, MAUR/contractor as well as the media and court, in case they are involved in the resolution.

667. In case the complainant is not satisfied with the resolution and/or compensation proposed by MAUR/contractor, he/she can implement the following:

i) Re-calculate the loss or provide more evidence of the damages.

ii) Refer to a third party (mediator, lawyers to find other approach).

7. Monitoring of GRM

668. To ensure that compensation for damages are properly implemented will be monitored by the following agencies where a particular complaint has been filed:

i) Commune PCs

ii) Fatherland Front Committee (FFCs)

669. To achieve better results in grievance redress monitoring, the above agencies may invite other government agencies, e.g., the Provincial DONRE and Environmental Police or DOJ (in complicated cases) to participate in the monitoring.

235

X. ENVIRONMENTAL MANAGEMENT PLAN

670. The goal of an environmental management plan (EMP) is to ensure that the mitigation and monitoring requirements are carried out in the pre-construction, construction and operation phases of the Project. This EMP outlines mitigation and monitoring requirements that will ensure compliance with the GOV environmental laws and regulations and comply with the Safeguards Policy of the ADB.

671. The environmental assessment studies undertaken for the Project identified a range of mitigation measures that will be used to avoid or minimize impacts during construction and operation. Studies and consultation activities undertaken to date have also identified measures that will be implemented to further enhance community well-being.

672. The ultimate goal of the Construction EMP and associated environmental inspection activities will be to ensure that Project development proceeds in an environmentally sound manner with minimal adverse impacts.

673. This section documents the environmental management plan (EMP) for the project and contains the following components:

i) Environmental mitigation plan

ii) Environmental effects monitoring plan

iii) Environmental compliance monitoring

iv) Responsibilities and authorities for EMP implementation

v) Suggested EMP reporting and reviewing mechanisms

vi) Estimated budget requirements for EMP implementation

vii) Institutional and capacity building recommendations

674. The EMP details the concerns and mitigation measures under the three main Project components: (a) depot, (b) viaduct and transition section, and (c) underground stations and tunnel section.

236

A. Environmental Mitigation Plans

Table 10.1: Environmental mitigation plan for the depot

Environmental Aspect/ Concern

Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

Pre-Construction 1. Disclosure of project

Information Prior to start of site works. local residents and establishments, local authorities and other stakeholders who are likely to be affected by the project shall be informed on the construction schedule and activities, potential environmental impacts and mitigation measures through public meetings at each commune.

Project Management Unit 2 (PMU2), Construction Supervision Consultant (CSC), Project Management and Implementation Support Consultant (PMISC)

HCMC Peoples’ Committee (HCMC-PC), MAUR, ADB, MONRE/DONRE

2. Public involvement During pre-construction, construction and operation; public involvement activities will continue under the direction of MAUR based on the framework for public involvement and disclosure (EIA Table 8.1) developed for the Project.

MAUR/PMU2 HCMCPC, ADB

3. Complaints due to project implementation

Prior to commencement of site works, the contractor, in coordination with MAUR-PMU2, will develop a grievance redress system that will allow for the following: a. receiving/ recording and immediate

(within 24 hours) response by the contractor to construction-related complaints

b. reporting of issues to MAUR by the contractor within 24 hours.

c. complaints reported by the affected person(s) to MAUR are recorded and passed on within 24 hours to the contractor for immediate resolution. installation of notice boards at the construction sites that indicate the name and telephone numbers ( hotline) of contractor’s

Contractor

HCMC-PC, MAUR, ADB,

237

Table 10.1: Environmental mitigation plan for the depot

Environmental Aspect/ Concern

Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

designated personnel who are tasked to receive and document complaints.

d. if the complaint is not resolved at the level of the contractor within two (2) days from filing of the complaint, this will be dealt with through the grievance redress committee (GRC) that will be established by MAUR prior to site works.

Prior to start of site works, MAUR shall undertake the following: a. establish a GRC and ensure

implemetation of the grievance redress mechanism (GRC) described in the EIA

b. through public awareness campaigns, make public aware of the existence of the GRC and GRM

c. set-up and publicize a hotline for complaints

d. ensure that names and contact numbers of representatives of MAUR PMU 2and contractors are placed on the notice boards outside the construction site

MAUR-PMU2, CSC, PMISC

HCMC-PC, MAUR, ADB,

4. Establishment of construction-related facilities

The following measures shall be implemented by the contractor for construction-related facilities. Such facilities include casting yard, laydown/storage sites, concrete batch plants, maintenance yard(s), etc.

Part of contractor’s bid cost

Contractor HCMC-PC, MAUR/PMU2, CSC, PMISC

238

Table 10.1: Environmental mitigation plan for the depot

Environmental Aspect/ Concern

Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

a. Secure the necessary environmental approvals and permits prior to establishment and operation of construction related facilities

b. Concrete batch plants, casting yards and other facilities that will result to emission of high dust and noise levels shall be located at least 300 m from sensitive receptors such as residential/housing areas, medical facilities, schools, religious and cultural sites, etc.

5. Safety hazards due to operation of the bulk supply substation (BSS) at the depot

a. The contractor shall ensure that the total area to be provided for the bulk supply substation (BSS) at the depot shall take into account the required 15 m safety distance of the BSS and its facilities from surrounding areas based on Viet Nam regulations.

Contractor HCMC-PC, MAUR/PMU2, CSC, PMISC

6. Preparation and implementation of environmental management action plans

Prior to start of site works, specific environmental management plans (SEMPs) shall be prepared by the contractor and shall be submitted to the construction supervision consultant for review and revision, as necessary, prior to submission to ADB for approval:

a. Dust Control Plan. The plan shall provide details of mitigation measures, specific location and schedule where such measures shall be implemented to minimize impacts to sensitive receptors (residential

Part of contractor’s bid cost

SEMP Preparation: Contractor

SEMP Review: CSC/PMISC and PMU2

SEMP Approval: ADB

HCMC-PC, MAUR/PMU2, CSC, PMISC

239

Table 10.1: Environmental mitigation plan for the depot

Environmental Aspect/ Concern

Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

areas, etc.) due to construction works; operation of concrete batch plants; sourcing, storage and transport of construction materials, transport and disposal of spoils, and other project-related activities.

b. Noise Control Plan. The plan shall provide details of mitigation measures, specific location and schedule where such measures shall be implemented to minimize impacts to sensitive receptors (residential areas, etc.) due to construction works, sourcing and transport of construction materials, and other project-related activities.

c. Spill Management Plan. The plan shall provide details of procedures, responsibilities, resources, documentation and reporting requirements, training provisions for relevant staff, etc. to avoid spills of hazardous substances and to effectively respond to such incidents, in case these occur.

d. Wastewater Management Plan. The plan shall provide detailed measures to treat wastewater emanating from construction-related activities, plans for recycling wastewater from concrete batch plant operations, specifications and location of proposed retention/settling ponds, as well as monthlly effluent monitoring

240

Table 10.1: Environmental mitigation plan for the depot

Environmental Aspect/ Concern

Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

program to ensure that the quality of wastewater meets QCVN24:2009/BTNMT (National Technical Regulation for Industrial Wastewater). The contractor, as a minimum, will undertake effluent sampling and testing for pH, color, suspended solids, oil and grease for concrete batch plant effluent.

e. Traffic Management Plan. The plan shall be designed to ensure that traffic congestion due to construction activities and movement of construction vehicles, haulage trucks, and equipment is minimized. The plan shall be prepared in consultation with local traffic officials and People’s Committees at the district and commune levels. The plan shall identify traffic diversion and management, transport mode for spoils disposal (e.g., truck, truck and barge, etc.), traffic schedules, traffic arrangements showing all detours, necessary barricades, warning/advisory signs, road signs, lighting, and other provisions to ensure that adequate and safe access is provided to motorists in the affected areas.

f. Occupational and Community Health and Safety Plan consistent with international standards (e.g., the World Bank Group’s Environment,

241

Table 10.1: Environmental mitigation plan for the depot

Environmental Aspect/ Concern

Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

Health and Safety Guidelines of 2007) and Labor Code of Vietnam. The Plan shall address health and safety hazards associated with construction activities (e.g., excavations, working at heights, etc.), establishment and operation of construction/worker’s camps, use of heavy equipment, transport of materials and other hazards associated with various construction activities.

g. Emergency Response Plan to prevent, mitigate, respond to and recover from emergency events that could occur due to project activities such as accidents, spills of hazardous substances, fire, extreme weather events, and other crises.

Construction

1. Wastewater from concrete batch plants (CBP)

a. Prior to operation of CBP, construct settling/retention ponds with sufficient specifications/capacity for treatment of wastewater (e.g., from washing of equipment such as mixer drums, trucks and chutes; contact storm water, etc.)

b. Properly operate and maintain settling/retention ponds to ensure effluent quality meets applicable QCVN 24:2009/BTNMT (National Technical Regulation for Industrial Wastewater)

Part of contractor’s bid cost

Contractor MAUR/PMU2, CSC, PMISC

242

Table 10.1: Environmental mitigation plan for the depot

Environmental Aspect/ Concern

Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

2. Air quality impacts due to gaseous and dust emissions

a. Strictly implement approved Dust Control Plan;

b. Wherever possible, use electrically-powered equipment rather than gas or diesel-powered equipment;

c. Position any stationary emission sources (e.g., portable diesel generators compressors, etc.) as far as is practical from sensitive receptors;

d. Use only vehicles and equipment that are registered and have necessary permits;

e. Burning of wastes generated at the construction sites, work camps and other project-related activities shall be strictly prohibited;

f. Construction equipment and vehicles shall be well-maintained and shall meet national QCVN emission standards;

g. Specify the use of clean fuels such as ultra-low sulphur diesel in dump trucks and other heavy-duty diesel vehicles and/or equipment, in conjunction with the use of particulate trap control devices, as well as catalytic converters, to avoid excessive diesel emissions.

h. Keep stockpiles moist and cover vehicles with tarpaulin sheets or other suitable materials to minimize dust emission and prevent spillage of

Part of contractor’s bid cost

Contractor MAUR/PMU2, CSC, PMISC

243

Table 10.1: Environmental mitigation plan for the depot

Environmental Aspect/ Concern

Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

materials (e.g., soil, cement, stone, sand, aggregates, excavated soil, construction wastes, etc.).

i. Provide temporary covers (e.g., tarpaulins, grass, etc.) on long term materials stockpiles.

j. Concrete mixing areas at the Depot site shall be located at least 300 m from the nearest residential area.

k. Clean road surfaces of debris/spills from construction equipment and vehicles.

l. Install temporary fencing or barriers around particularly dusty activities in vicinity of sensitive receivers;

m. Ensure availability of water trucks on site and if the works surface and access roads near sensitive receptors (i.e., residential areas, roadside tea and food stalls and other sensitive receptors) are dry and spray water on the exposed surfaces to reduce dust emission.

n. All construction equipment and machinery shall be fitted with emission control equipment in full compliance with the national (QCVN) and local regulations.

o. Fuel-efficient and well-maintained haulage trucks will be used to minimize exhaust emissions. Smoke belching vehicles and equipment shall not be allowed and shall be

244

Table 10.1: Environmental mitigation plan for the depot

Environmental Aspect/ Concern

Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

removed from the project.

p. Impose speed limits on construction vehicles to minimize road dust in areas where sensitive receptors are located.

q. Locations for stockpiling material at the depot area will be at least 100 m from the nearest residential sensitive receivers.

r. Undertake immediate repairs of any malfunctioning construction vehicles and equipment.

s. Discourage idling of engines

t. Provide prior notification to the community on schedule of construction activities

u. Implement community complaints hotline

3. Noise impacts due to operation of construction equipment/ vehicles and various construction activities

a. Strictly implement Noise Control Plan

b. All construction equipment and vehicles shall be well maintained, regularly inspected for noise emissions, and shall be fitted with appropriate noise suppression equipment consistent with applicable national and local regulations.

c. Use only vehicles and equipment that are registered and have necessary permits.

d. Avoid noisy construction activities in vicinity of sensitive receivers (e.g., residential areas) during night time

Part of contractor’s bid cost

Contractor MAUR/PMU2, CSC, PMISC

245

Table 10.1: Environmental mitigation plan for the depot

Environmental Aspect/ Concern

Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

Such activities shall be restricted to daylight hours.

e. Truck drivers and equipment operators shall minimize the use of horns.

f. Impose speed limits on construction vehicles to minimize noise emission along areas where sensitive receptors are located (houses, etc.).

g. Provide temporary noise barriers (3-5 meter high barrier can reduce 5-10 dB(A), as necessary, if depot works will generate high noise levels that could disturb nearby households and other sensitive receptors.

h. As much as possible, use quiet equipment and working method.

i. Whenever possible, completely enclose noisy equipment which can reduce noise level by 15-25 dB(A), restrict use of noisy equipment (e.g.15 min for every consecutive 30 min period) and undertake sequential operation of equipment with objective to reduce noise generated.

j. Provide prior notification to the community on schedule of construction activities

k. Implement community complaints hotline

246

Table 10.1: Environmental mitigation plan for the depot

Environmental Aspect/ Concern

Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

4. Potential contamination of surface water and soil due to spills of fuel and other hazardous substances.

a. Strict implementation of Spill Management Plan

b. Store fuel and hazardous substances in paved areas with embankment. If spills or leaks do occur, undertake immediate clean up.

c. Ensure availability of spill clean-up materials (e.g., absorbent pads, etc.) specifically designed for petroleum products and other hazardous substances where such materials are being stored and used.

d. Train relevant construction personnel in handling of fuels and spill control procedures.

e. Ensure all storage containers are in good condition with proper labeling.

f. Regularly check containers for leakage and undertake necessary repair or replacement.

g. Store hazardous materials above flood level.

h. Equipment maintenance areas shall be provided with drainage leading to an oil-water separator that will be regularly skimmed of oil and maintained to ensure efficiency. Discharge of oil contaminated water shall be prohibited.

i. Store waste oil, used lubricant and other hazardous wastes in tightly sealed containers to avoid contamination of soil and water

Part of contractor’s bid cost

Contractor MAUR/PMU2, CSC, PMISC

247

Table 10.1: Environmental mitigation plan for the depot

Environmental Aspect/ Concern

Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

resources. Transport and off-site disposal of such wastes shall be consistent with national and local regulations.

5. Drainage obstruction/ flooding

a. Avoid placement of construction materials, waste storage areas or equipment in or near drainage channels surrounding the Depot.

b. Prohibit disposal of waste materials to drainage channels.

c. In case existing drainage ditch is filled-up as required for the construction works, provide alternative drainage for rainwater.

d. Regularly inspect and maintain all drainage channels to keep these free of obstructions.

Part of contractor’s bid cost

Contractor MAUR/PMU2, CSC, PMISC

6. Generation of solid wastes a. Provide garbage bins and facilities within the project site for temporary storage of construction waste and domestic solid waste.

b. Separate solid waste into hazardous, non-hazardous and reusable waste streams and store temporarily on site in secure facilities with weatherproof flooring and roofing, security fencing and access control and drainage/ wastewater collection systems

c. Ensure that wastes are not haphazardly dumped within the project site and adjacent areas

Part of contractor’s bid cost

Contractor MAUR/PMU2, CSC, PMISC

248

Table 10.1: Environmental mitigation plan for the depot

Environmental Aspect/ Concern

Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

d. Undertake regular collection and disposal of wastes to sites approved by local authorities.

7. Damage to community facilities

a. Immediately repair any damage caused by the Project to properties (e.g., houses, other types of structures, etc.) community facilities such as water supply, power supply, communication facilities and the like.

b. Access roads damaged during transport of construction materials and other project-related activities shall be reinstated upon completion of construction works.

Part of contractor’s bid cost

Contractor MAUR/PMU2, CSC, PMISC

8. Traffic build-up along access road to the depot

a. Strictly implement approved Traffic Management Plan

b. Post traffic advisory signs (to minimize traffic build-up) in coordination with local authorities

c. As much as possible, schedule delivery of construction materials and equipment during non-peak hours.

d. Regularly monitor traffic conditions along access roads to ensure that project vehicles are not causing

Part of contractor’s bid cost

Contractor MAUR/PMU2, CSC, PMISC

249

Table 10.1: Environmental mitigation plan for the depot

Environmental Aspect/ Concern

Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

congestion.

9. Hazards to health and safety of workers and the public due to construction works

a. Strictly implement approved Occupational and Community Health and Safety Plan, and approved Emergency Response Plan

b. Appoint an environment, health and safety manager to look after implementation of required environmental mitigation measures, and to ensure that health and safety precautions are strictly implemented for the protection of workers and the general public in the vicinity of construction areas

c. Conduct orientation for construction workers regarding health and safety measures, emergency response in case of accidents, fire, etc., and prevention of HIV/AIDS and other related diseases

d. Provide first aid facilities that are readily accessible by workers.

e. Provide fire-fighting equipment at the work areas, as appropriate, and at

Part of contractor’s bid cost

Contractor MAUR/PMU2, CSC, PMISC

250

Table 10.1: Environmental mitigation plan for the depot

Environmental Aspect/ Concern

Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

construction camps.

f. Provide adequate drainage in workers camps to prevent water logging/accumulation of stagnant water and formation of breeding sites for mosquitoes.

g. Provide adequate housing for all workers at the construction camps.

h. Provide reliable supply of potable water

i. Provide separate hygienic sanitation facilities/toilets and bathing areas with sufficient water supply for male and female workers.

j. Ensure that all wastewater emanating from workers camps, construction camps and other project-related activities and facilities are treated consistent with national regulations.

k. Establish clean canteen/rest area.

l. Ensure proper collection and disposal of solid wastes within the construction camps consistent with local regulations.

m. Provide fencing on all areas of excavation greater than 2 m deep.

n. Provide appropriate personnel safety equipment such as safety boots, helmets, gloves, protective clothes, breathing mask, goggles and ear protection

251

Table 10.1: Environmental mitigation plan for the depot

Environmental Aspect/ Concern

Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

o. Ensure reversing signals are installed on all construction vehicles.

p. Implement precautions to ensure that objects (e.g., equipment, tool, debris, pre-cast sections, etc.) do not fall onto or hit construction workers.

q. Implement fall prevention and protection measures whenever a worker is exposed to the hazard of falling more than two meters, falling into operating machinery or through an opening in a work surface. Based on a case-specific basis, fall prevention/protection measures may include installation of guardrails with mid-rails and toe boards at the edge of any fall hazard area, proper use of ladders and scaffolds by trained employees, use of fall prevention devices, including safety belt and lanyard travel limiting devices to prevent access to fall hazard, fall protection devices such as full body harnesses, etc.

10. Social conflicts due to presence of workers

a. Provide basic ameneties for the workers such as accommodation, sanitation facilities, etc. and ensure proper management of such facilities to avoid conflict with the communities

b. Consider the location of construction camps away from communities in

Part of contractor’s bid cost

Contractor MAUR/PMU2, CSC, PMISC

252

Table 10.1: Environmental mitigation plan for the depot

Environmental Aspect/ Concern

Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

order to avoid social conflict in using resources and basic resources such as water supply

c. Maximize number of local people employed in construction works.

d. Maximize goods and services sourced from local commercial enterprises.

11. Social conflicts due to presence of workers

a. Consider the location of construction camps away from communities in order to avoid social conflict in using resources and basic amenities such as water supply.

b. Maximize number of local people employed in construction works.

c. Maximize goods and services sourced from local commercial enterprises

Part of contractor’s bid cost

Contractor MAUR/PMU2, CSC, PMISC

Operation 1. Air quality impacts due to

waste generation and operation of back-up generator

a. The wastewater treatment facility shall be properly maintained to avoid or minimize emission of foul odor

b. Solid wastes shall be regularly removed from the depot area to disposal sites approved by local authorities

c. Burning of waste materials shall be prohibited and idling of vehicles shall be minimized

d. Back-up diesel generators shall be

Part of operational cost

MAUR/Operator

MONRE/DONRE

253

Table 10.1: Environmental mitigation plan for the depot

Environmental Aspect/ Concern

Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

maintained regularly to ensure emissions comply with QCVN standards.

2. Noise emission and vibration from rolling stock, maintenance activities and operation of back-up diesel generator

a. Grinding and other maintenance activities that will generate high noise levels will be undertaken inside the maintenance sheds

b. Insulators/anti-vibration devices will be installed under the rails thereby reducing noise and vibration

c. The rails are fastened with resilient fasteners and continuously welded further reduces vibration and noise

e. Noise mitigation measures (e.g., enclosure) shall be provided for the back-up diesel generator(s) to ensure that high noise levels will not impact on surrounding sensitive receptors.

f. Noise monitoring will continue during operation to determine and provide noise abatement measures, as necessary

Part of perational cost

MAUR/Operator

MONRE/DONRE

3. Wastewater generation and potential contamination of groundwater supply

a. Wastewater shall be treated at the depot’s industrial treatment plant to ensure that relevant QCVN standards and requirements are met.

b. In the vehicle washing, maintenance area and wheel lathe pits, drains shall be linked to the industrial water treatment plant.

Part of operational cost

MAUR/Operator

MONRE/DONRE

254

Table 10.1: Environmental mitigation plan for the depot

Environmental Aspect/ Concern

Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

c. Drainage emanating from the depot workshops will be equipped with oil interceptors. Oil-drip pans shall be used where appropriate to avoid contamination of the environment.

d. Office buildings shall be provided with toilets and septic tanks to handle domestic sewage.

e. The sewer system will be designed to prevent leakage or overflow of waste water that could contaminate the surrounding areas.

f. All hazardous and potentially contaminating materials (chemicals, fuels, oils, etc.) and equipment that contain hazardous substances shall be stored in facilities with weatherproof flooring and roofing, security fencing and access control and drainage/wastewater collection systems.

g. PCB-containing equipment shall not be used.

h. Leaks shall be repaired immediately and waste oil shall be stored and disposed of consistent with applicable laws and regulations.

i. Diesel generators shall be placed on concrete floors with embankment.

j. There shall be provisions for concrete-lined transformer bays as well as drainage and oil-water separator to handle spills, leaks and

255

Table 10.1: Environmental mitigation plan for the depot

Environmental Aspect/ Concern

Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

oily water run-off that could emanate from the transformers.

k. Ensure availability of spill clean-up materials (e.g., absorbent pads, etc.) specifically designed for petroleum products and other hazardous substances where such materials are being stored and used.

4. Water supply reliability Train wash water and rainwater shall be collected in underground storage tanks for recycling.

Part of operational cost

MAUR/Operator

MONRE/DONRE

5. Solid waste generation a. Offices, workshops and other areas within the depot shall be provided with waste collection bins or receptacles.

b. Solid wastes shall be segregated into hazardous, non-hazardous and reusable waste streams and stored temporarily on site in secure facilities with weatherproof flooring and roofing, security fencing and access control and drainage/wastewater collection systems.

c. Garbage shall be regularly collected and shall be disposed consistent with local regulations

d. Wastes shall only be disposed to approved sites by local authorities.

Part of operational cost

MAUR/Operator

MONRE/DONRE

6. Hazards to health and safety of workers and the public due to depot

a. Prior to operation of the depot, MAUR shall ensure that the following plans have been

Part of operational cost

MAUR/Operator

MONRE/DONRE

256

Table 10.1: Environmental mitigation plan for the depot

Environmental Aspect/ Concern

Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

operation developed and adequately resourced. MAUR shall ensure that plan provisions are strictly implemented throughout operation phase.

b. Occupational Health and Safety Plan for all components of depot operation and train staff in the implementation of such plan.

c. Emergency Response Plan (e.g., in case of fire, extreme weather events, floods, power outage, equipment breakdown, accidents, spills of hazardous substances, etc.) covering all components of depot operation and train staff in the implementation of such plan.

d. The depot site will be fenced and access shall be restricted to authorized personnel to avoid safety risks to the public.

7. Change in land use in the vicinity of the Project area

Strict zoning enforcement for residential, commercial and retail development that restricts expansion outside a defined area

Part of operational cost

MAUR/Operator

MONRE/DONRE

257

Table 10.2: Environmental mitigation plan for the viaduct and transition sections

Environmental Aspect/ Concern

Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

Pre-Construction 1. Disclosure of project

Information Prior to start of site works. local residents and establishments, local authorities and other stakeholders who are likely to be affected by the project shall be informed on the construction schedule and activities, potential environmental impacts and mitigation measures through public meetings at each commune.

Project Management Unit 2 (PMU2), Project Supervision Consultant (CSC), Project Management Support Consultant (PMISC)

HCMC Peoples’ Committee (HCMC-PC), MAUR, ADB, MONRE/DONRE

2. Public involvement During pre-construction, construction and operation; public involvement activities will continue under the direction of MAUR based on the framework for public involvement and disclosure (EIA Table 8.1) developed for the Project.

MAUR/PMU2 HCMCPC, ADB

3. Cutting and removal of the median trees on Truong Chinh

Implement 1:1 tree replacement policy in areas where landscape opportunities exist (e.g., areas identified by Ho Chi Minh City park authority). Additional trees will be replanted along the project alignment and its vicinity should there be available suitable areas.

MAUR/PMU2 HCMC-PC, MAUR, ADB, MONRE/DONRE

4. Complaints due to project implementation

Prior to commencement of site works, the contractor, in coordination with MAUR-PMU2, will develop a grievance redress system that will allow for the following: a. receiving/ recording and immediate

(within 24 hours) response by the contractor to construction-related complaints

b. reporting of issues to MAUR by the contractor within 24 hours.

c. complaints reported by the affected person(s) to MAUR are recorded and passed on within 24 hours to

Contractor

HCMC-PC, MAUR, ADB,

258

Table 10.2: Environmental mitigation plan for the viaduct and transition sections

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Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

the contractor for immediate resolution. installation of notice boards at the construction sites that indicate the name and telephone numbers (hotline) of contractor’s designated personnel who are tasked to receive and document complaints.

d. f the complaint is not resolved at the level of the contractor within two (2) days from filing of the complaint, this will be dealt with through the grievance redress committee (GRC) that will be established by MAUR prior to site works.

Prior to start of site works, MAUR shall undertake the following: a. establish a GRC and ensure

implemetation of the grievance redress mechanism (GRC) described in the EIA

b. through public awareness campaigns, make public aware of the existence of the GRC and GRM

c. set-up and publicize a hotline for complaints

d. ensure that names and contact numbers of representatives of MAUR PMU 2and contractors are placed on the notice boards outside the construction site

MAUR-PMU2, CSC, PMISC

HCMC-PC, MAUR, ADB,

5. Establishment of construction-related

The following measures shall be implemented by the contractor for

Part of contractor’s bid cost

Contractor HCMC-PC, MAUR/PMU2,

259

Table 10.2: Environmental mitigation plan for the viaduct and transition sections

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Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

facilities construction-related facilities. Such facilities include casting yard, laydown/storage sites, concrete batch plants, maintenance yard(s), etc.

c. Secure the necessary environmental approvals and permits prior to establishment and operation of construction related facilities

d. Concrete batch plants, casting yards and other facilities that will result to emission of high dust and noise levels shall be located at least 300 m from sensitive receptors such as residential/housing areas, medical facilities, schools, religious and cultural sites, etc.

CSC, PMISC

6. Disruption to community services due to relocation of utilities (e.g., water supply)

a. Water supply pipelines, power supply, communication lines and other utilities shall be re-provisioned before construction works commence

b. b) Provisions shall be made to preserve the operation of current facilities in sufficient quantity and in agreement with the local community.

c. c) Re-provisioning shall be undertaken in coordination with the utility company.

d. d) Affected households and establishments shall be notified well in advance.

Part of contractor’s bid cost

Contractor MAUR/PMU2, CSC, PMISC

260

Table 10.2: Environmental mitigation plan for the viaduct and transition sections

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Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

7. Preparation and implementation of Environmental management action plans

Prior to start of site works, specific environmental management plans (SEMPs) shall be prepared by the contractor and shall be submitted to the construction supervision consultant for review and revision, as necessary, prior to submission to ADB for approval:

a. Dust Control Plan. The plan shall provide details of mitigation measures, specific location and schedule where such measures shall be implemented to minimize impacts to sensitive receptors (residential areas, etc.) due to construction works; operation of concrete batch plants; sourcing, storage and transport of construction materials, transport and disposal of spoils, and other project-related activities.

b. Noise Control Plan. The plan shall provide details of mitigation measures, specific location and schedule where such measures shall be implemented to minimize impacts to sensitive receptors (residential areas, etc.) due to construction works, sourcing and transport of construction materials, and other project-related activities.

c. Spoils Disposal Plan. The plan shall present off-site re-use (if suitable) of excavation spoils and corresponding volume, identification

Part of contractor’s bid cost

SEMP Preparation: Contractor

SEMP Review: CSC/PMISC and PMU2

SEMP Approval: ADB

HCMC-PC, MAUR/PMU2, CSC, PMISC

261

Table 10.2: Environmental mitigation plan for the viaduct and transition sections

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Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

of a suitable disposal location/facility and corresponding capacity, designation of suitable transport routes and schedule for spoil truck movements to minimize traffic disruption/congestion, and environmental mitigation measures to address impacts due to transport and disposal of spoils, Maps or design of the site(s) shall be prepared and used to identify where protection measures are required such as slope stabilization measures, silt fencing, ditching, dust control, cross drains, measures to avoid flooding in surrounding areas, etc. The SDP shall specify spoils dewatering procedures (and facilities), as necessary, and shall describe in detail the mitigation measures to be implemented to ensure that resulting wastewater from spoils dewatering is adequately treated and disposed of to meet applicable QCVN standards and requirements. Provisions for random testing of spoils shall be specified to determine contamination levels (e.g., heavy metals) based on QCVN standards.

d. Spill Management Plan. The plan shall provide details of procedures, responsibilities, resources, documentation and reporting

262

Table 10.2: Environmental mitigation plan for the viaduct and transition sections

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Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

requirements, training provisions for relevant staff, etc. to avoid spills of hazardous substances and to effectively respond to such incidents, in case these occur.

e. Wastewater Management Plan. The plan shall provide detailed measures to treat wastewater emanating from construction-related activities, plans for recycling wastewater from concrete batch plant operations, specifications and location of proposed retention/settling ponds, as well as monthlly effluent monitoring program to ensure that the quality of wastewater meets QCVN24:2009/BTNMT (National Technical Regulation for Industrial Wastewater). The contractor, as a minimum, will undertake effluent sampling and testing for pH, color, suspended solids, oil and grease for concrete batch plant effluent.

f. Traffic Management Plan. The plan shall be designed to ensure that traffic congestion due to construction activities and movement of construction vehicles, haulage trucks, and equipment is minimized. The plan shall be prepared in consultation with local traffic officials and People’s Committees at the district and commune levels. The

263

Table 10.2: Environmental mitigation plan for the viaduct and transition sections

Environmental Aspect/ Concern

Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

plan shall identify traffic diversion and management, transport mode for spoils disposal (e.g., truck, truck and barge, etc.), traffic schedules, traffic arrangements showing all detours, necessary barricades, warning/advisory signs, road signs, lighting, and other provisions to ensure that adequate and safe access is provided to motorists in the affected areas.

g. Occupational and Community Health and Safety Plan consistent with international standards (e.g., the World Bank Group’s Environment, Health and Safety Guidelines of 2007) and Labor Code of Vietnam. The Plan shall address health and safety hazards associated with construction activities (e.g., excavations, working at heights, electrocution, etc.), establishment and operation of construction/worker’s camps, use of heavy equipment, transport of materials and other hazards associated with various construction activities.

h. Emergency Response Plan to prevent, mitigate, respond to and recover from emergency events that could occur due to project activities such as accidents, spills of hazardous substances, fire, extreme

264

Table 10.2: Environmental mitigation plan for the viaduct and transition sections

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Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

weather events, and other crises.

Construction 1. Wastewater from concrete

batch plants (CBP) a. Prior to operation of CBP, construct

settling/retention ponds with sufficient specifications/capacity for treatment of wastewater (e.g., from washing of equipment such as mixer drums, trucks and chute, contact storm water, etc.)

b. Properly operate and maintain settling/retention ponds to ensure effluent quality meets applicable QCVN 24:2009/BTNMT (National Technical Regulation for Industrial Wastewater)

Part of contractor’s bid cost

Contractor MAUR/PMU2, CSC, PMISC

2. Air quality impacts due to gaseous and dust emissions

a. Implement strictly the approved Dust Control Plan;

b. Wherever possible, use electrically-powered equipment rather than gas or diesel-powered equipment;

c. Position any stationary emission sources (e.g., portable diesel generators compressors, etc.) as far as is practical from sensitive receptors;

d. Use only vehicles and equipment that are registered and have necessary permits;

e. Burning of wastes generated at the construction sites, work camps and other project-related activities shall

Part of

contractor’s

bid cost

Contractor MAUR/PMU2, CSC,

PMISC

265

Table 10.2: Environmental mitigation plan for the viaduct and transition sections

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Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

be strictly prohibited;

f. Construction equipment and vehicles shall be well-maintained and shall meet national QCVN emission standards;

g. Trucks to be used for transporting excavation spoils shall be tightly covered

h. Specify the use of clean fuels such as ultra-low sulphur diesel in dump trucks and other heavy-duty diesel vehicles and/or equipment, in conjunction with the use of particulate trap control devices, as well as catalytic converters, to avoid excessive diesel emissions.

i. Keep stockpiles moist and tightly cover vehicles with tarpaulin sheets or other suitable materials to minimize dust emission and prevent spillage of materials (e.g., soil, cement, stone, sand, aggregates, excavation spoils, etc.).

j. Provide temporary covers (e.g., tarpaulins, grass, etc.) on long term materials stockpiles.

k. As much as possible, the casting yard for the Project will make use of already established and licensed site(s) for concrete forming activities where all the pre-cast sections of the viaduct, pier columns and cross members will be fabricated.

266

Table 10.2: Environmental mitigation plan for the viaduct and transition sections

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Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

l. Ensure that necessary environmental approvals are obtained for the establishment and operation of a new casting yard,

m. Store excavated materials outside road reserve, but where there is no area, spoils shall be loaded and transported immediately

n. Clean road surfaces of debris/spills from construction equipment and vehicles

o. Undertake daily cleaning of paved routes around the pier construction sites.

p. Install temporary fencing or barriers around particularly dusty activities in vicinity of sensitive receivers

q. Ensure availability of water trucks on site and if the works surface and access roads near sensitive receptors (i.e., residential areas, roadside tea and food stalls, and other sensitive receptors) are dry and dusty, spray water on the exposed surfaces to reduce dust emissions.

r. All construction equipment and machinery shall be fitted with emission control equipment in full compliance with the national (QCVN) and local regulations.

s. Fuel-efficient and well-maintained haulage trucks will be used to

267

Table 10.2: Environmental mitigation plan for the viaduct and transition sections

Environmental Aspect/ Concern

Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

minimize exhaust emissions. Smoke belching vehicles and equipment shall not be allowed and shall be removed from the project.

t. Provide prior notification to the community on schedule of construction activities

u. Implement community complaints hotline

v. Impose speed limits on construction vehicles to minimize road dust in areas where sensitive receptors are located.

w. Undertake immediate repairs of any malfunctioning construction vehicles and equipment.

x. Discourage idling of engines

3. Noise impacts due to operation of construction equipment/ vehicles and various construction activities

a. Strictly implement approved Noise Control PlanWhenever possible, completely enclose noisy equipment which can reduce noise level by 15-25 dB(A), restrict use of noisy equipment (e.g.15 min for every consecutive 30 min period) and undertake sequential operation of equipment with objective to reduce noise generated;

b. Diesel hammer piling shall be limited in favor of drill piling.

c. Unobtrusive noise barriers near sensitive areas such as residential aras, etc. can also be placed on the

Part of contractor’s bid cost

Contractor MAUR/PMU2, CSC, PMISC

268

Table 10.2: Environmental mitigation plan for the viaduct and transition sections

Environmental Aspect/ Concern

Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

edge of the right-of-way should construction monitoring indicate an impact to sensitive receivers.

d. Truck drivers and equipment operators shall minimize the use of horns.

e. Position any stationary equipment that produce high noise levels (e.g., portable diesel generators, compressors, etc.) as far as is practical from sensitive receptors;

f. Use only vehicles and equipment that are registered and have necessary permits.

g. Impose speed limits on construction vehicles to minimize noise emission along areas where sensitive receptors are located (residential areas, etc.).

h. As much as possible, use quiet equipment and working method.

i. Avoid noisy construction activities in vicinity of sensitive receivers (e.g., residential areas) during night time.

j. Provide prior notification to the community on schedule of construction activities.

k. Implement community complaints hotline

4. Spoils generation from excavation works

a. Strictly implement approved Spoils Disposal Plan

b. Spoil disposal will only be to

Part of contractor’s bid cost

Contractor MAUR/PMU2, CSC, PMISC

269

Table 10.2: Environmental mitigation plan for the viaduct and transition sections

Environmental Aspect/ Concern

Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

DONRE and DOC approved areas

c. All asphalt and sidewalk materials removed should be separated and re-cycled

d. Spoil disposal will only be to DONRE and DOC approved areas

e. The capacity of disposal sites shall be adequate to accept the quantity of spoils without alienating areas outside the site boundaries.

f. Undertake random sampling of exca vation spoils to determine presence of contaminants (such as heavy metal levels specified in QCVN 03:2008/BTNMT and other parameters, as appropriate). If levels of contaminants exceed standards, excavation spoils shall be considered as hazardous wastes consistent with applicable standards/guidelines and shall be treated and disposed of as such.

g. Disposal of contaminated spoils/hazardous wastes shall only be to disposal sites equipped and licensed to handle such wastes.

h. Trucks transporting spoils shall be tightly covered with tarpaulin or other suitable materials to minimize dust emission and spills.

i. Wheel washing shall be undertaken to remove mud so as to ensure that access roads are kept clean.

270

Table 10.2: Environmental mitigation plan for the viaduct and transition sections

Environmental Aspect/ Concern

Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

j. Road surfaces shall be regularly cleaned of spilled spoil

k. Spoil disposal shall not cause sedimentation and obstruction of flow of watercourses, damage to agricultural land and densely vegetated areas.

l. The spoils disposal site shall be adequately protected by avoiding formation of steep slopes and grassing so as to prevent erosion to surface watercourses.

5. Pollution due to spills of fuel and other hazardous substances.

a. Strictly implement approved Spills Management Plan

b. Store fuel and hazardous substances in paved areas with embankment. If spills or leaks do occur, undertake immediate clean up.

c. Ensure availability of spill clean-up materials (e.g., absorbent pads, etc.) specifically designed for petroleum products and other hazardous substances where such materials are being stored and used.

d. Train relevant construction personnel in handling of fuels and spill control procedures.

e. Ensure all storage containers are in good condition with proper labeling.

f. Regularly check containers for leakage and undertake necessary

Part of contractor’s bid cost

Contractor MAUR/PMU2, CSC, PMISC

271

Table 10.2: Environmental mitigation plan for the viaduct and transition sections

Environmental Aspect/ Concern

Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

repair or replacement.

g. Store hazardous materials above flood level.

h. Equipment maintenance areas shall be provided with drainage leading to an oil-water separator that will be regularly skimmed of oil and maintained to ensure efficiency. Discharge of oil contaminated water shall be prohibited.

i. Store waste oil, used lubricant and other hazardous wastes in tightly sealed containers to avoid contamination of soil and water resources. Transport and off-site disposal of such

6. Drainage obstruction/flooding

a. Placement of construction materials, excavated spoils, equipment shall not block flow of rainwater into canals/drainage structures.

b. Prohibit disposal of waste materials to drainage channels.

c.

Part of contractor’s bid cost

Contractor MAUR/PMU2, CSC, PMISC

7. Generation of solid wastes a. Provide garbage bins and facilities within the project site for temporary storage of construction waste and domestic solid waste.

b. Separate solid waste into hazardous, non-hazardous and reusable waste streams and store temporarily on site in secure facilities with weatherproof flooring

Part of contractor’s bid cost

Contractor MAUR/PMU2, CSC, PMISC

272

Table 10.2: Environmental mitigation plan for the viaduct and transition sections

Environmental Aspect/ Concern

Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

and roofing, security fencing and access control and drainage/ wastewater collection systems.

c. Ensure that wastes are not haphazardly dumped within the project site and adjacent areas

d. Undertake regular collection and disposal of wastes to sites approved by local authorities.

8. Damage to community facilities

a. Immediately repair any damage caused by the Project to properties (e.g., houses, other types of structures, etc.) community facilities such as water supply, power supply, communication facilities and the like.

b. Access roads damaged during transport of construction materials and other project-related activities shall be reinstated upon completion of construction works.

Part of contractor’s bid cost

Contractor MAUR/PMU2, CSC, PMISC

9. Traffic congestion and access problems

a. Strictly implement approved Traffic Management Plan

b. Provide signs advising road users that construction is in progress and that the road narrows to one lane using cones.

c. Employ flag persons to control traffic at the station sites for safety reasons when construction equipment is entering or leaving the work area.

d. Lanes through the work site created by rope or flagging, shall be

Part of contractor’s bid cost

Contractor MAUR/PMU2, CSC, PMISC

273

Table 10.2: Environmental mitigation plan for the viaduct and transition sections

Environmental Aspect/ Concern

Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

developed to minimize risks and injuries from falling objects.

e. As much as possible, lifting and placing of the pre-cast pier and viaduct sections will be done at night to minimize traffic congestion.

f. Post traffic advisory signs (to minimize traffic build-up) in coordination with local authorities

g. Provide road signs indicating the lane is closed 500 m before the worksite.

h. Use traffic cones to direct traffic to move to the open lane.

i. Provide sufficient lighting at night within and in the vicinity of construction sites.

j. Regularly monitor traffic conditions along access roads to ensure that project vehicles are not causing congestion.

k. Define and observe schedules for different types of construction traffic trips (e.g., transport of pre-cast sections, haulage of spoils, delivery of construction materials, etc.).

l. As much as possible, schedule delivery of construction materials and equipment as well as transport of spoils during non-peak hours.

m. Avoid movements of noisy vehicles during night time in vicinity of

274

Table 10.2: Environmental mitigation plan for the viaduct and transition sections

Environmental Aspect/ Concern

Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

sensitive receivers.

n. Implement suitable safety measures to minimize risk of adverse interactions between construction works and traffic flows through provision of temporary signals or flag controls, adequate lighting, fencing, signage and road diversions.

10. Social conflicts due to presence of workers

a. Provide basic ameneties for the workers such as accommodation, sanitation facilities, etc. and ensure proper management of such facilities to avoid conflict with the communities

b. Consider the location of construction camps away from communities in order to avoid social conflict in using resources and basic resources such as water supply

c. Maximize number of local people employed in construction works.

d. Maximize goods and services sourced from local commercial enterprises.

Part of contractor’s bid cost

Contractor MAUR/PMU2, CSC, PMISC

11. Hazards to health and safety of workers and the public due to construction works

a. Strictly implement approved Occupational and Community Health and Safety Plan, and approved Emergency Response Plan

b. Appoint an environment, health and safety manager to look after implementation of required environmental mitigation measures,

Part of contractor’s bid cost

Contractor MAUR/PMU2, CSC, PMISC

275

Table 10.2: Environmental mitigation plan for the viaduct and transition sections

Environmental Aspect/ Concern

Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

and to ensure that health and safety precautions are strictly implemented for the protection of workers and the general public in the vicinity of construction areas

c. Conduct orientation for construction workers regarding health and safety measures, emergency response in case of accidents, fire, etc., and prevention of HIV/AIDS and other related diseases

d. Provide first aid facilities that are readily accessible by workers.

e. Provide fire-fighting equipment at the work areas, as appropriate, and at construction camps.

f. Provide adequate drainage in workers camps to water logging/accumulation of stagnant water and formation of breeding sites for mosquitoes.

g. Provide adequate housing for all workers at the construction camps.

h. Provide reliable supply of potable water.

i. Provide separate hygienic sanitation facilities/toilets and bathing areas with sufficient water supply for male and female workers

j. Ensure that all wastewater emanating from workers camps, construction camps and other project-related activities and facilities

276

Table 10.2: Environmental mitigation plan for the viaduct and transition sections

Environmental Aspect/ Concern

Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

are treated consistent with national regulations.

k. Establish clean canteen/rest area.

l. Ensure proper collection and disposal of solid wastes within the construction camps consistent with local regulations.

m. Provide fencing on all areas of excavation greater than 2 m deep.

n. Provide appropriate personnel safety equipment such as safety boots, helmets, gloves, protective clothes, breathing mask, goggles, and ear protection

o. Ensure reversing signals are installed on all construction vehicles.

p. Implement precautions to ensure that objects (e.g., equipment, tool, debris, pre-cast sections, etc.) do not fall onto or hit construction workers.

q. Implement fall prevention and protection measures whenever a worker is exposed to the hazard of falling more than two meters, falling into operating machinery or through an opening in a work surface. Based on a case-specific basis, fall prevention/protection measures may include installation of guardrails with mid-rails and toe boards at the edge of any fall hazard area, proper use of ladders and scaffolds by trained

277

Table 10.2: Environmental mitigation plan for the viaduct and transition sections

Environmental Aspect/ Concern

Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

employees, use of fall prevention devices, including safety belt and lanyard travel limiting devices to prevent access to fall hazard, fall protection devices such as full body harnesses, etc.

r. Implement precautions to ensure that objects (e.g., equipment, tool, debris, pre-cast sections, etc.) do not fall onto or hit people, vehicle, and properties in adjoining areas.

12. Social conflicts due to presence of workers

a. Consider the location of construction camps away from communities in order to avoid social conflict in using resources and basic amenities such as water supply.

b. Maximize number of local people employed in construction works.

c. Maximize goods and services sourced from local commercial enterprises.

Part of contractor’s bid cost

Contractor MAUR/PMU2, CSC, PMISC

Operation

1. Noise emission and vibration from rolling stock and operation of elevated stations

a. Installation of noise shield on the viaduct

b. At the station platform, paging and bell signaling volume shall be adjusted to the lowest level where it will not detract from their function.

c. Noise monitoring shall continue during operation phase to determine and install suitable noise reduction measures (e.g., unobtrusive noise

Part of operational cost

MAUR/Operator MONRE/DONRE

278

Table 10.2: Environmental mitigation plan for the viaduct and transition sections

Environmental Aspect/ Concern

Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

barriers on the edge of the stations)Insulators/anti-vibration devices will be installed under the rails thereby reducing noise and vibration

d. The rails are fastened with resilient fasteners and continuously welded further reduces vibration and noise.

2. Waste generation a. Waste collection bins or receptacles shall be provided in various areas at the elevated stations, such as offices and areas accessed by passengers.

b. Garbage shall be regularly collected and shall be disposed consistent with local regulations.

c. The elevated stations shall be provided with toilets and septic tanks to handle sewage generated by employees and passengers.

Part of operational cost

MAUR/Operator MONRE/DONRE

3. Hazards to health and safety of workers and the public due to operation of viaduct facilities

a. Prior to operation of the Project, MAUR shall ensure that the following plans have been developed and adequately resourced. MAUR shall ensure strict implementation of plan provisions throughout operation phase:

b. Occupational Health and Safety Plan for viaduct operation and train staff in the implementation of such plan.

c. Emergency Response Plan (e.g., in case of fire, extreme weather

Part of operational cost

MAUR/Operator MONRE/DONRE

279

Table 10.2: Environmental mitigation plan for the viaduct and transition sections

Environmental Aspect/ Concern

Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

events, power outage, equipment breakdown, accidents, etc.) covering operation of viaduct and above-ground stations. Shall train staff in the implementation of such plan.

4. Change in land use in the vicinity of the Project area

a. Strict zoning enforcement for residential, commercial and retail development that restricts expansion outside a defined area

General Department of Land Administration

HCMCPC

280

Table 10.3: Environmental mitigation plan for the tunnel

Environmental Aspect/ Concern

Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

Pre-Construction 1. Disclosure of project

Information Prior to start of site works. local residents and establishments, local authorities and other stakeholders who are likely to be affected by the project shall be informed on the construction schedule and activities, potential environmental impacts and mitigation measures through public meetings at each commune.

Project Management Unit 2 (PMU2), Construction Supervision Consultant (CSC), Project Management and Implementation Support Consultant (PMISC)

HCMC Peoples’ Committee (HCMC-PC), MAUR, ADB, MONRE/DONRE

2. Public involvement During pre-construction, construction and operation; public involvement activities will continue under the direction of MAUR based on the framework for public involvement and disclosure (EIA Table 8.1) developed for the Project.

MAUR/PMU2 HCMCPC, ADB

3. Complaints due to project implementation

Prior to commencement of site works, the contractor, in coordination with MAUR-PMU2, will develop a grievance redress system that will allow for the following: a. receiving/ recording and immediate

(within 24 hours) response by the contractor to construction-related complaints

b. reporting of issues to MAUR by the contractor within 24 hours.

c. complaints reported by the affected person(s) to MAUR are recorded and passed on within 24 hours to the contractor for immediate resolution. installation of notice boards at the construction sites that indicate the name and telephone numbers (hotline) of contractor’s designated personnel who are tasked to receive and document

Contractor

HCMC-PC, MAUR, ADB,

281

Table 10.3: Environmental mitigation plan for the tunnel

Environmental Aspect/ Concern

Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

complaints. d. f the complaint is not resolved at the

level of the contractor within two (2) days from filing of the complaint, this will be dealt with through the grievance redress committee (GRC) that will be established by MAUR prior to site works.

Prior to start of site works, MAUR shall undertake the following: a. establish a GRC and ensure

implemetation of the grievance redress mechanism (GRC) described in the EIA

b. through public awareness campaigns, make public aware of the existence of the GRC and GRM

c. set-up and publicize a hotline for complaints

d. ensure that names and contact numbers of representatives of MAUR PMU 2and contractors are placed on the notice boards outside the construction site

MAUR-PMU2, CSC, PMISC

HCMC-PC, MAUR, ADB,

4. Cutting and removal of the trees at the station locations and TBM portal

Implement 1:1 tree replacement policy in areas where landscape opportunities exist (e.g., areas identified by Ho Chi Minh City park authority). Additional trees will be replanted along the project alignment and its vicinity should there be available suitable areas.

MAUR/PMU2 HCMC-PC, MAUR, ADB, MONRE/DONRE

282

Table 10.3: Environmental mitigation plan for the tunnel

Environmental Aspect/ Concern

Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

5. Establishment of construction-related facilities

The following measures shall be implemented by the contractor for construction-related facilities. Such facilities include casting yard, laydown/storage sites, concrete batch plants, maintenance yard(s), etc.

a. Secure the necessary environmental approvals and permits prior to establishment and operation of construction related facilities

b. Concrete batch plants, casting yards and other facilities that will result to emission of high dust and noise levels shall be located at least 300 m from sensitive receptors such as residential/housing areas, medical facilities, schools, religious and cultural sites, etc.

Part of contractor’s bid cost

Contractor HCMC-PC, MAUR/PMU2, CSC, PMISC

6. Safety hazards due to operation of the bulk supply substation (BSS) at Tao Dan.

b. The contractor shall ensure that the total area to be provided for the bulk supply substation (BSS) at Tao Dan shall take into account the required 15 m safety distance of the BSS and its facilities from surrounding areas based on Viet Nam regulations.

Contractor HCMC-PC, MAUR/PMU2, CSC, PMISC

7. Disruption to community services due to relocation of utilities (e.g., water supply)

c. Water supply pipelines, power supply, communication lines and other utilities shall be re-provisioned before construction works commence

d. Provisions shall be made to preserve the operation of current facilities in sufficient quantity and in agreement

Part of contractor’s bid cost

Contractor MAUR/PMU2, CSC, PMISC

283

Table 10.3: Environmental mitigation plan for the tunnel

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Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

with the local community.

e. Re-provisioning shall be undertaken in coordination with the utility company.

f. Affected households and establishments shall be

g. Notified well in advance of such disruption.

8. Land Subsidence a. The tunnel boring machine (TBM) contractor shall implement a survey program to monitor the background subsidence rate along the project line (see EMP Table 10.7).

b. The monitoring data shall be used to assess potential damage that the observed subsidence may cause to buildings under or alongside the

c. Take photographs of each structure within the possible affected zone before the construction starts, to be used for assessing potential damage due to subsidence.

d. Depending on the results of the assessment, suitable mitigation measures shall be developed and implemented by the contractor to avoid or minimize damage to properties.

Part of contractor’s bid cost

Contractor MAUR/PMU2, CSC, PMISC

9. Preparation and implementation of environmental management action plans

Prior to start of site works, specific environmental management plans (SEMPs) shall be prepared by the contractor and shall be submitted to the

Part of contractor’s bid cost

SEMP Preparation: Contractor

SEMP Review: CSC and

MAUR/PMU2, CSC, PMISC, MONRE/DONRE

284

Table 10.3: Environmental mitigation plan for the tunnel

Environmental Aspect/ Concern

Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

construction supervision consultant for review and revision, as necessary, prior to submission to ADB for approval:

a. Dust Control Plan. The plan shall provide details of mitigation measures, specific location and schedule where such measures shall be implemented to minimize impacts to sensitive receptors (residential areas, schools, hospitals, etc.) due to construction works; operation of concrete batch plants; sourcing, storage and transport of construction materials, transport and disposal of spoils, and other project-related activities.

b. Noise Control Plan. The plan shall provide details of mitigation measures, specific location and schedule where such measures shall be implemented to minimize impacts to sensitive receptors (hospital schools, residential areas, etc.) due to construction works, sourcing and transport of construction materials, and other project-related activities.

c. Spoils Disposal Plan. The plan shall present off-site re-use (if suitable) of excavation spoils and corresponding volume, identification of a suitable disposal location/facility and corresponding capacity, designation of suitable transport routes and schedule for spoil truck movements to

PMU2

SEMP Approval: ADB

285

Table 10.3: Environmental mitigation plan for the tunnel

Environmental Aspect/ Concern

Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

minimize traffic disruption/congestion, and environmental mitigation measures to address impacts due to transport and disposal of spoils, Maps or design of the site(s) shall be prepared and used to identify where protection measures are required such as slope stabilization measures, silt fencing, ditching, dust control, cross drains, measures to avoid flooding in surrounding areas, etc. The SDP shall specify spoils dewatering procedures (and facilities), as necessary, and shall describe in detail the mitigation measures to be implemented to ensure that resulting wastewater from spoils dewatering is adequately treated and disposed of to meet applicable QCVN standards and requirements. Provisions for random testing of spoils shall be specified to determine contamination levels (e.g., heavy metals) based on QCVN standards.

d. Spill Management Plan. The plan shall provide details of procedures, responsibilities, resources, documentation and reporting requirements, training provisions for relevant staff etc. to avoid spills of hazardous substances and to effectively respond to such incidents, in case these occur.

286

Table 10.3: Environmental mitigation plan for the tunnel

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Proposed Mitigation Measures EstimatedCost

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e. Wastewater Management Plan. The plan shall provide detailed measures to treat wastewater emanating from construction-related activities, plans for recycling wastewater from concrete batch plant operations, specifications and location of proposed retention/settling ponds, as well as monthlly effluent monitoring program to ensure that the quality of wastewater meets QCVN24:2009/BTNMT (National Technical Regulation for Industrial Wastewater). The contractor, as a minimum, will undertake effluent sampling and testing for pH, color, suspended solids, oil and grease for concrete batch plant effluent.

f. Traffic Management Plan. The plan shall be designed to ensure that traffic congestion due to construction activities and movement of construction vehicles, trucks transporting excavation spoils and other construction wastes, haulage trucks, and equipment is minimized. The plan shall be prepared in consultation with local traffic officials and People’s committees at the district and commune levels. The plan shall identify traffic diversion and management, transport mode for spoils disposal (e.g., truck, truck and barge, etc.), define routes for

287

Table 10.3: Environmental mitigation plan for the tunnel

Environmental Aspect/ Concern

Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

construction traffic from materials storage/parking areas to construction site and from construction site to waste disposal locations, traffic schedules, traffic arrangements showing all detours/lane diversions, modifications to signaling at intersections, necessary barricades, warning/advisory signs, road signs, lighting, and other provisions to ensure that adequate and safe access is provided to motorists in the affected areas.

g. Occupational and Community Health and Safety Plan consistent with international standards (e.g., the World Bank Group’s Environment, Health and Safety Guidelines of 2007) and Labor Code of Vietnam. The Plan shall address health and safety hazards associated with tunneling (working in confined space and compressed air, etc.), working at heights, electrocution, excavations, establishment and operation of construction/ worker’s camps, use of heavy equipment, transport of materials and other hazards associated with various construction activities.

Construction

1. Wastewater from concrete batch plants (CBP)

a. Prior to operation of CBP, construct settling/retention ponds with sufficient

Part of contractor’s bid cost

Contractor MAUR/PMU2, CSC, PMISC

288

Table 10.3: Environmental mitigation plan for the tunnel

Environmental Aspect/ Concern

Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

specifications/capacity for treatment of wastewater (e.g., from washing of equipment such as mixer drums, trucks and chute, contact storm water, etc.)

b. Properly operate and maintain settling/retention ponds to ensure effluent quality meets applicable QCVN 24:2009/BTNMT (National Technical Regulation for Industrial Wastewater)

2. Air quality impacts due to gaseous and dust emissions

a. Strictly implement approved Dust Control Plan

b. Wherever possible, use grid rather than generator set electrical power for construction equipment such as the tunnel boring machine and equipment to be used during cut-and-cover tunnel excavations.

c. Position any stationary emission sources (e.g., portable diesel generators, compressors, etc.) as far as is practical from sensitive receptors;

d. Use only vehicles and equipment that are registered and have necessary permits.

e. Burning of wastes generated at the construction sites, work camps and other project-related activities shall be strictly prohibited.

Part of contractor’s bid cost

Contractor MAUR/PMU2, CSC, PMISC

289

Table 10.3: Environmental mitigation plan for the tunnel

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Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

f. Construction equipment and vehicles shall be well-maintained and shall meet national QCVN emission standards.

g. Trucks to be used for transporting excavation spoils shall be tightly covered

h. Specify the use of clean fuels such as ultra-low sulphur diesel in dump trucks and other heavy-duty diesel vehicles and/or equipment, in conjunction with the use of particulate trap control devices, as well as catalytic converters, to avoid excessive diesel emissions.

i. Keep stockpiles moist and tightly cover vehicles with tarpaulin sheets or other suitable materials to minimize dust emission and prevent spillage of materials (e.g., soil, cement, stone, sand, aggregates, excavation spoils, etc.).

j. Provide temporary covers (e.g., tarpaulins, grass, etc.) on long term materials stockpiles.

k. Store excavated materials outside road reserve, but where there is no area; spoils shall be loaded and transported immediately.

l. Provide truck-washing facilities to prevent truck-out of mud and dust onto city streets.

m. As much as possible, the casting

290

Table 10.3: Environmental mitigation plan for the tunnel

Environmental Aspect/ Concern

Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

yard for the Project will make use of already established and licensed site(s) for concrete forming activities where all the pre-cast sections will be fabricated.

n. Ensure that necessary environmental approvals are obtained for the establishment and operation of a new casting yard,

o. Daily cleaning of road surfaces of debris/spills from construction equipment, haulage trucks and vehicles,

p. Install temporary fencing or barriers around particularly dusty activities in vicinity of sensitive receivers.

q. Ensure availability of water trucks or other dust suppressants and appropriate equipment for applying the suppressant (e.g., a tank tuck with spray bars) on site and if the works surface and access roads near sensitive receptors (i.e., residential areas, roadside tea and food stalls, schools, hospitals and other sensitive receptors) are dry and dusty, spray water on the exposed surfaces to reduce dust emission.

r. All construction equipment and machinery shall be fitted with emission control equipment in full compliance with the national (QCVN) and local regulations.

291

Table 10.3: Environmental mitigation plan for the tunnel

Environmental Aspect/ Concern

Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

s. Fuel-efficient and well-maintained haulage trucks will be used to minimize exhaust emissions. Smoke belching vehicles and equipment shall not be allowed and shall be removed from the project.

t. Impose speed limits on construction vehicles to minimize road dust in areas where sensitive receptors are located.

u. Undertake immediate repairs of any malfunctioning construction vehicles and equipment.

v. Daily visual inspections to identify and address potential areas of dust and odor emissions.

w. Discourage idling of engines

x. Provide prior notification to the community on schedule of construction activities

y. Implement community complaints hotline

3. Noise and vibration impacts due to operation of construction equipment/ vehicles and various construction activities

a. Strictly implement approved Noise Control Plan

b. Erection of temporary walls around all underground station excavation sites and tunnel portal. Temporary noise barriers (3-5 meter high) can reduce noise level by 5-10 dB(A).

c. Diesel hammer piling shall be limited in favor of drill piling.

d. Truck drivers and equipment

Part of contractor’s bid cost

Contractor MAUR/PMU2, CSC, PMISC

292

Table 10.3: Environmental mitigation plan for the tunnel

Environmental Aspect/ Concern

Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

operators shall minimize the use of horns.

e. Position any stationary equipment that produce high noise levels (e.g., portable diesel generators, compressors, etc.) as far as is practical from sensitive receptors;

f. Use only vehicles and equipment that are registered and have necessary permits.

g. Impose speed limits on construction vehicles to minimize noise emission along areas where sensitive receptors are located (houses, schools, hospitals, etc.).

h. As much as possible, use quiet equipment and working method.

i. Whenever possible, completely enclose noisy equipment which can reduce noise level by 15-25 dB(A), restrict use of noisy equipment (e.g.15 min for every consecutive 30 min period) and undertake sequential operation of equipment with objective to reduce noise generated;

j. Construction work shall respect the hospital areas (such as the Thong Nhat Hospital) as a “quiet zone” in the evening, nighttime and early morning hours. Work activities should be kept to daytime hours only.

k. No noisy construction activities near schools during examination periods

293

Table 10.3: Environmental mitigation plan for the tunnel

Environmental Aspect/ Concern

Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

such as in the vicinity of Le Loi Secondary School and the Pedagogic University which are located some 40 meters from the proposed MRT station in Dan Chu. The contractor will closely coordinate with the school/university administration on construction schedules to ensure that noise from site works will not be disruptive during such periods.

l. Avoid noisy construction activities in vicinity of sensitive receivers (e.g., residential areas) during night time or other sensitive periods (e.g. during school hours in vicinity of Le Loi Secondary School, schoolsPedagogic University, etc.). Suitable noise reduction measures (e.g., noise barriers or equipment enclosures) shall be installed by the contractor if construction activities will be disruptive during normal school hours.

m. Provide prior notification to the community on schedule of construction activities

n. Implement community complaints hotline

4. Spoils generation from tunneling and excavation works at underground station sites

a. Strictly implement approved Spoils Disposal Plan Spoil disposal will only be to DONRE and DOC approved areas

Part of contractor’s bid cost

Contractor MAUR/PMU2, CSC, PMISC

294

Table 10.3: Environmental mitigation plan for the tunnel

Environmental Aspect/ Concern

Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

b. The capacity of disposal sites shall be adequate to accept the quantity of spoils without alienating areas outside the site boundaries.

c. Undertake random sampling of spoils from underground stations excavation and tunneling to determine presence of contaminants (heavy metals specified in QCVN 03:2008/BTNMT and other parameters, as appropriate). If levels of contaminants exceed standards, excavation spoils shall be considered as hazardous wastes consistent with applicable standards/guidelines and shall be treated and disposed of as such.

d. Disposal of contaminated spoils/hazardous wastes shall only be to disposal sites equipped and licensed to handle such wastes.

e. Determine water content of spoils to ascertain if spoils dewatering is necessary.

f. Undertake necessary spoils dewatering and provide adequate treatment facilities to ensure that resulting wastewater meets QCVN standards. Adequate treatment will also be undertaken for groundwater drained from the excavated areas to ensure compliance with QCVN standards.

295

Table 10.3: Environmental mitigation plan for the tunnel

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Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

g. Stockpiling of spoils shall not be undertaken due to the limited footprint of the construction site.

h. Spoils shall be trucked away immediately to disposal sites.

i. Should any small stockpiles be developed, these shall be covered by plastic sheeting

j. Trucks transporting spoils shall be tightly covered with tarpaulin or other suitable materials to minimize dust emission and spills. Wet spoils shall be transported using covered water-tight trucks to avoid spillage and drips onto access roads.

k. Load-out areas shall be cleaned and watered to ensure no accumulated dust originates that could be dispersed to surrounding areas.

l. Wheel washing shall be undertaken to remove mud so as to ensure that access roads are kept clean.

m. Road surfaces shall be regularly cleaned of spilled spoils.

n. The spoils disposal site shall be adequately protected by avoiding formation of steep slopes and grassing so as to prevent erosion to surface watercourses.

o. The spoils disposal site shall be located at least 50 m from surface water courses and shall be protected

296

Table 10.3: Environmental mitigation plan for the tunnel

Environmental Aspect/ Concern

Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

from erosion by avoiding formation of steep slopes and grassing.

p. Spoil disposal shall not cause sedimentation and obstruction of flow of watercourses, damage to agricultural land and densely vegetated areas.

5. Pollution due to spills of fuel and other hazardous substances.

a. Strictly implement approved Spills Management Plan

b. Store fuel and hazardous substances in paved areas with embankment. If spills or leaks do occur, undertake immediate clean up.

c. Ensure availability of spill clean-up materials (e.g., absorbent pads, etc.) specifically designed for petroleum products and other hazardous substances where such materials are being stored and used.

d. Train relevant construction personnel in handling of fuels and spill control procedures.

e. Ensure all storage containers are in good condition with proper labeling.

f. Regularly check containers for leakage and undertake necessary repair or replacement.

g. Store hazardous materials above flood level.

h. Equipment maintenance areas shall be provided with drainage leading to an oil-water separator that will be

Part of contractor’s bid cost

Contractor MAUR/PMU2, CSC, PMISC

297

Table 10.3: Environmental mitigation plan for the tunnel

Environmental Aspect/ Concern

Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

regularly skimmed of oil and maintained to ensure efficiency. Discharge of oil contaminated water shall be prohibited.

i. Store waste oil, used lubricant and other hazardous wastes in tightly sealed containers to avoid contamination of soil and water resources. Transport and off-site disposal of such wastes shall be consistent with national and local regulations

6. Drainage obstruction/flooding

a. Placement of construction materials, excavated spoils, equipment shall not block flow of rainwater into canals/drainage structures.

b. Prohibit disposal of waste materials to drainage channels.

c. Regularly inspect and maintain all drainage channels to keep these free of obstructions.

d. Maintain existing vegetation (trees, shrubs, grasses, etc.) along channel embankments (Chieu and Nga Cay channels) and if necessary, construct retaining walls along the spoils disposal boundary bordering the channels to prevent spoils from being flushed into the water courses during heavy rains and flood events.

e. At the disposal site, avoid formation of steep slopes to avoid soil materials from being eroded/washed out to

Part of contractor’s bid cost

Contractor MAUR/PMU2, CSC, PMISC

298

Table 10.3: Environmental mitigation plan for the tunnel

Environmental Aspect/ Concern

Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

surrounding watercourses during rains and floods.

7. Potential contamination of groundwater due to tunneling

a. Non-toxic slurry and additives shall be used to minimize the impact of potential pollution to the water wells.

b. Minimize the amount of slurry and additives applied to reduce the potential for pollution.

c. Ensure that pressure applied to tunneling and ground treatment is controlled to prevent excessive pressure that will drive the slurry out of the desired range increasing the risk of damaging nearby wells and their water quality.

d. Cooperate with the water agency to shut down the nearby municipal wells while tunneling or ground treatment is taking place.

e. Undertake regular monitoring of water wells located within the range of potential impact with reference to QCVN drinking water standards and pollution indicators (of slurry).

f. Baseline sampling shall also be undertaken prior to start of tunneling.

Part of contractor’s bid cost

Contractor MAUR/PMU2, CSC, PMISC

8. Solid waste generation at the construction sites as well as by workers at the spoils disposal site

a. Provide garbage bins and facilities within the project site for temporary storage of construction waste and domestic solid waste.

b. Separate solid waste into hazardous, non-hazardous and reusable waste

Part of contractor’s bid cost

Contractor MAUR/PMU2, CSC, PMISC

299

Table 10.3: Environmental mitigation plan for the tunnel

Environmental Aspect/ Concern

Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

streams and store temporarily on site in secure facilities with weatherproof flooring and roofing, security fencing and access control and drainage/ wastewater collection systems.

c. Ensure that wastes are not haphazardly dumped within the project site and adjacent areas

d. Undertake regular collection and disposal of wastes to sites approved by local authorities.

9. Damage to community facilities

a. Immediately repair any damage caused by the Project to properties (e.g., houses, other types of structures, etc.) community facilities such as water supply, power supply, communication facilities and the like.

b. Access roads damaged during transport of construction materials and other project-related activities shall be reinstated upon completion of construction works.

Part of contractor’s bid cost

Contractor MAUR/PMU2, CSC, PMISC

10. Land Subsidence Depending on the results of the land subsidence monitoring conducted by the TBM contractor, suitable mitigation measures shall be developed and implemented by to avoid or minimize damage to properties.

Part of contractor’s bid cost

Contractor MAUR/PMU2, CSC, PMISC

11. Traffic congestion and access problems

a. Strictly implement approved Traffic Management Plan

b. Locate construction support facilities such that generation of construction traffic trip numbers and lengths are

Part of contractor’s bid cost

Contractor MAUR/PMU2, CSC, PMISC

300

Table 10.3: Environmental mitigation plan for the tunnel

Environmental Aspect/ Concern

Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

minimized.

c. To allow one side of the road to be open to two-way traffic, excavation for the underground stations shall be carried out first on one half of the station width. After excavation is completed and covered, excavation shall then commence at the opposite side.

d. Provide signs advising road users that construction is in progress and that the road narrows to one lane using cones.

e. Employ flag persons to control traffic at the station sites for safety reasons when construction equipment is entering or leaving the work area.

f. Lanes through the work site created by rope or flagging, shall be developed to minimize risks and injuries from falling objects.

g. Post traffic advisory signs (to minimize traffic build-up) in coordination with local authorities

h. Provide road signs indicating the lane is closed 500 m before the worksite.

i. Use traffic cones to direct traffic to move to the open lane.

j. Provide sufficient lighting at night within and in the vicinity of construction sites.

k. Regularly monitor traffic conditions

301

Table 10.3: Environmental mitigation plan for the tunnel

Environmental Aspect/ Concern

Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

along access roads to ensure that project vehicles are not causing congestion.

l. Define and observe schedules for different types of construction traffic trips (e.g., transport of pre-cast sections, haulage of spoils, delivery of construction materials, etc.).

m. As much as possible, schedule delivery of construction materials and equipment as well as transport of spoils during non-peak hours.

n. Avoid movements of noisy vehicles during night time in vicinity of sensitive receivers.

o. Implement suitable safety measures to minimize risk of adverse interactions between construction works and traffic flows through provision of temporary signals or flag controls, adequate lighting, fencing, signage and road diversions.

p. Ensure relocation of any affected public transport infrastructure (but stops, shelters etc.) prior to commencement of works

q. Provide advance notification to the community regarding changes to public transport facilities or routes.

r. Schedule construction works to minimize extent of activity along linear construction site at any one time

302

Table 10.3: Environmental mitigation plan for the tunnel

Environmental Aspect/ Concern

Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

s. Comply with traffic regulations and avoid, where possible, the roads with the highest traffic volumes, high density of sensitive receivers or capacity constraints are not used as access to and from the construction areas and spoils disposal sites.

t. Install temporary accesses to properties affected by disruption.

u. Reinstate good quality permanent accesses following completion of construction.

12. Hazards to health and safety of workers and the public due to construction works

a. Strictly implement approved Occupational and Community Health and Safety Plan, and approved Emergency Response Plan

b. Appoint an environment, health and safety manager to look after implementation of required environmental mitigation measures, and to ensure that health and safety precautions are strictly implemented for the protection of workers and the general public in the vicinity of construction areas.

c. Conduct orientation for all workers on safety and environmental hygiene.

d. Provide first aid facilities that are readily accessible by workers.

e. Provide fire-fighting equipment at the work areas, where appropriate, and

Part of contractor’s bid cost

Contractor MAUR/PMU2, CSC, PMISC

303

Table 10.3: Environmental mitigation plan for the tunnel

Environmental Aspect/ Concern

Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

at construction camps.

f. Provide adequate drainage in workers camps to prevent water logging and formation of breeding sites for mosquitoes.

g. Provide potable water, hygienic sanitation facilities/toilets with sufficient water supply.

h. Ensure that all wastewater emanating from workers camps, construction camps and other project-related activities and facilities are treated consistent with national regulations.

i. Establish clean canteen/rest area.

j. Provide fencing on all areas of excavation greater than 2 m deep.

k. Provide appropriate personnel safety equipment such as safety boots, helmets, gloves, protective clothes, breathing mask, goggles, and ear protection

l. Implement precautions to ensure that objects (e.g., equipment, tool, debris, pre-cast sections, etc.) do not fall onto or hit construction workers.

m. Implement fall prevention and protection measures whenever a worker is exposed to the hazard of falling more than two meters, falling into operating machinery or through an opening in a work surface. Based on a case-specific basis, fall prevention/protection measures may

304

Table 10.3: Environmental mitigation plan for the tunnel

Environmental Aspect/ Concern

Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

include installation of guardrails with mid-rails and toe boards at the edge of any fall hazard area, proper use of ladders and scaffolds by trained employees, use of fall prevention devices, including safety belt and lanyard travel limiting devices to prevent access to fall hazard, fall protection devices such as full body harnesses, etc.

n. Provide sufficient lighting such as the tunnel areas, underground station excavation sites as well as in other construction areas, as appropriate, to enable safe equipment operation.

o. Provide emergency lighting system of adequate intensity that is automatically activated upon failure of the principal artificial light source to ensure safe equipment operation, safe shut-down, evacuation, etc.

p. Ensure that sufficient fresh air is supplied at confined work spaces such as the tunnel and underground station excavation sites. Recirculation of contaminated air is not acceptable. Air inlet filters shall be kept clean and free of dust and microorganisms.

q. Confined spaces (e.g., tunnel) shall be provided with safety measures for venting, monitoring, and rescue operations, to the extent possible.

r. Implement precautions to ensure that

305

Table 10.3: Environmental mitigation plan for the tunnel

Environmental Aspect/ Concern

Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

objects (e.g., equipment, tool, debris, pre-cast sections, etc.) do not fall onto or hit people, vehicles, and properties in adjoining areas.

s. Fencing of construction sites and excavation sites and guarding such areas to restrict public access

t. Prior to excavation work, provide fencing on all sides of areas to be excavated.

u. Provide warning signs at the periphery of the construction site. Strictly impose speed limits on construction vehicles along residential hospitals, and other populated areas are located.

v. Educate drivers on safe driving practices to minimize accidents and to prevent spill of hazardous substances and other construction materials during transport.

13. Potential damage to undiscovered archaeological relic

a. The following ‘chance-find’ principles will be implemented by the contractor throughout the construction works to account for any undiscovered items identified during construction works:

b. Workers will be trained in the location of heritage zones within the construction area and in the identification of potential items of heritage significance

c. Should any potential items be located, the site supervisor will be

Part of contractor’s bid cost

Contractor MAUR/PMU2, CSC, PMISC

306

Table 10.3: Environmental mitigation plan for the tunnel

Environmental Aspect/ Concern

Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

immediately contacted and work will be temporarily stopped in that area

d. If the site supervisor determines that the item is of potential significance, an officer from the Department of Culture and Information (DCI) will be invited to inspect the site and work will be stopped until DCI has responded to this invitation

e. Work will not re-commence in this location until agreement has been reached between DCI and MAUR as to any required mitigation measures, which may include excavation and recovery of the item

f. A precautionary approach will adopted in the application of these procedures

12. Social conflicts due to presence of workers

e. Provide basic ameneties for the workers such as accommodation, sanitation facilities, etc. and ensure proper management of such facilities to avoid conflict with the communities

f. Consider the location of construction camps away from communities in order to avoid social conflict in using resources and basic resources such as water supply

g. Maximize number of local people employed in construction works.

h. Maximize goods and services sourced from local commercial

Part of contractor’s bid cost

Contractor MAUR/PMU2, CSC, PMISC

307

Table 10.3: Environmental mitigation plan for the tunnel

Environmental Aspect/ Concern

Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

enterprises.

Operation

1. Emissions from back-up diesel generators

a. Back-up diesel generators to be used for the Project during power interruption shall be maintained regularly to ensure emissions comply with QCVN standards.

Part of operational cost

MAUR/Operator MONRE/DONRE

2. Noise emission from tunnel and back-up diesel generator operation

b. Tunnel ventilation systems shall have suitable noise control measures incorporated into their design to reduce mechanical noise to acceptable levels in the surrounding community.

c. Depending on the results of noise monitoring, installation of acoustical treatment to the first few meters (i.e., < 15 m) of the tunnel portal shall be implemented as necessary.

d. Noise mitigation measures (e.g., enclosure) shall be provided for the back-up diesel generator(s) to ensure that high noise levels will not impact on surrounding sensitive receptors.

Part of operational cost

MAUR/Operator MONRE/DONRE

3. Waste generation a. Waste collection bins or receptacles shall be provided in various areas at the underground stations, such as offices and areas accessed by passengers.

b. Garbage shall be regularly collected and shall be disposed consistent with local regulations.

c. The underground stations shall be

Part of operational cost

MAUR/Operator MONRE/DONRE

308

Table 10.3: Environmental mitigation plan for the tunnel

Environmental Aspect/ Concern

Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

provided with toilets

4. Use of hazardous substances at the substation and other project facilities:

a. PCB-containing equipment shall not be used.

b. Leaks shall be repaired immediately and waste oil shall be stored and disposed of consistent with applicable laws and regulations.

c. Diesel generators shall be placed on concrete floors with embankment.

d. There shall be provisions for concrete-lined transformer bays as well as drainage and oil-water separator to handle spills, leaks and oily water run-off that could emanate from the transformers.

e. Ensure availability of spill clean-up materials (e.g., absorbent pads, etc.) specifically designed for petroleum products and other hazardous substances where such materials are being stored and used.

Part of operational cost

MAUR/Operator MONRE/DONRE

5. Hazards to health and safety of workers and the public due to operation of MRT2

f. Prior to operation of the Project, MAUR shall ensure that the following plans have been developed and adequately resourced. MAUR shall ensure strict implementation of plan provisions throughout the operational phase:

g. Occupational Health and Safety Plan for tunnel facilities operation (rail and stations) and train staff in the implementation of such plan.

Part of operational cost

MAUR/Operator MONRE/DONRE

309

Table 10.3: Environmental mitigation plan for the tunnel

Environmental Aspect/ Concern

Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

h. Emergency Response Plan (e.g., in case of fire, collision, derailment, floods, power outage, equipment breakdown, accidents, etc.) covering operation of underground rail and stations. MAUR shall train staff in the implementation of such plan.

i. The following will be installed:

j. Ventilation systems will be provided in the underground stations.

k. Air compressors with fans will be used to cool air, before injecting it into stations.

l. Air will be filtered prior to exhaust to the external environment.

m. Under normal conditions the tunnel section of the route will be ventilated by the piston effects of train movements. The system shall ensure circulation of fresh air to meet both normal and emergency requirements.

n. e There will be provisions for sufficient emergency exits.

o. Pumps will be installed in the tunnel and underground stations to pump storm water and wastewater. Wastewater treatment systems will be installed at stations to treat sewage prior to discharge to the city systems.

p. Communications systems (normal and emergency systems), fire protection, emergency response and evacuation systems will be

310

Table 10.3: Environmental mitigation plan for the tunnel

Environmental Aspect/ Concern

Proposed Mitigation Measures EstimatedCost

Responsibility Implementation Monitoring

implemented throughout the Project (tunnel, viaduct and depot).

q. Back-up electricity and ventilation systems will be installed in the tunnel sections. These systems, shall meet current European safety standards.

r. A central operations control centre for the project will be established at the Tham Luong depot to coordinate project operation and emergency response procedures.

s. Safety and evacuation measures in case of fire and other accidents (e.g., derailment, collision, etc.) shall be developed prior to operation.

6. Change in land use in the vicinity of the Project area (e.g., areas close to tunnel portal)

a. Strict zoning enforcement for residential, commercial and retail development that restricts expansion outside a defined area

General Department of Land HCMCPC

311

B. Environmental Monitoring Plans

675. There are two types of environmental monitoring required for major project construction: (1) environmental effects monitoring and; (2) environmental compliance monitoring. Environmental effects monitoring ensures that construction activities are within, and do not exceed, established baseline data and government standards. Compliance monitoring ensures that the contractor and his staff are following the EMP and being environmentally due diligent on day to day basis through proper implementation of mitigation measures specified in Tables 10.1 to 10.3 and SEMPs. Both monitoring processes should be integrated and coordinated, usually by the EMU of the PMU, so that at the close of construction there is a no net loss of environmental quality and the project in the long-term can be considered sustainable.

1. Environmental Effects Monitoring

676. Below are the tables outlining the effects monitoring required for MRT2. Tables 10.4 to 10.6 detail the location and frequency for air and noise quality sampling and the anticipated costs. Tables 10.7 and 10.8 provide the required effects monitoring for the hydrogeological component.

312

Table 10.4: Environmental effects monitoring plan for the depot

Aspects/Parameters to be Monitored

Location Means of Monitoring Frequency Implementation Responsibility

Estimated Cost(Analytical cost)

only) Pre-construction

Ambient air quality compared to criteria in QCVN 05:2009/BTNMT, QCVN 06:2009/BTNMT

Particulates PM10, NO2, SO2, CO and petroleum hydrocarbon (HC)

1 site:

by the entrance to the Depot (near residential areas)

Analytical methods outlined in QCVN standards for air quality monitoring

once before site works

Construction Supervision Consultant (CSC)

$80

Day time and night time noise levels dB(A) compared to criteria in QCVN 26:2010/BTNMT and vibration levels compared to QCVN 27:2010/BTNMT

1 site:

by the entrance to the Depot (near residential areas)

Analytical methods outlined in QCVN standards for ambient noise and vibration monitoring

once before site works

CSC $30

Construction

Ambient air quality compared to criteria in QCVN 05:2009/BTNMT, QCVN 06:2009/BTNMT

Particulates PM10, NO2, SO2, CO and petroleum hydrocarbon (HC)

1 site:

by the entrance to the Depot (same site sampled during pre-construction phase)

Analytical methods outlined in QCVN standards for air quality monitoring

quarterly (i.e., total of 20 sampling events over 5 years, additional sampling to be undertaken in response/to validate complaints)

CSC $1,600 (for 5 years)

Day time and night time noise levels dB(A) compared to criteria in QCVN 26:2010/BTNMT and vibration levels compared to QCVN 27:2010/BTNMT

1 site:

by the entrance to the Depot (same site sampled during pre-construction phase)

Analytical methods outlined in QCVN standards for ambient noise and vibration monitoring

quarterly (i.e., total of 20 sampling events over 5 years, additional sampling to be undertaken in response/to validate complaints)

CSC $600 (for 5 years)

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Table 10.4: Environmental effects monitoring plan for the depot

Aspects/Parameters to be Monitored

Location Means of Monitoring Frequency Implementation Responsibility

Estimated Cost(Analytical cost)

only) Operation (first year)

Ambient air quality compared to criteria in QCVN 05:2009/BTNMT, QCVN 06:2009/BTNMT

Particulates PM10, NO2, SO2, CO and petroleum hydrocarbon (HC)

1 site:

by the entrance to the Depot (same site sampled during pre-construction phase)

Analytical methods outlined in QCVN standards for air quality monitoring

quarterly (i.e.,total of 4 sampling events over 1 year, additional sampling to be undertaken in response/to validate complaints)

MAUR/Operator $320 (for 1 year)

Day time and night time noise levels dB(A) compared to criteria in QCVN 26:2010/BTNMT and vibration levels compared to QCVN 27:2010/BTNMT

1 site:

by the entrance to the Depot (same site sampled during pre-construction phase)

Analytical methods outlined in QCVN standards for ambient noise and vibration monitoring

quarterly (i.e., total of 4 sampling events over 5 years, additional sampling to be undertaken in response/to validate complaints)

MAUR/Operator $120 (for 1 year)

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Table 10.5: Environmental effects monitoring plan for the viaduct and transition sections

Aspects/Parameters to be Monitored

Location Means of Monitoring Frequency Implementation Responsibility

Estimated Cost(Analytical cost)

only) Pre-construction

Ambient air quality compared to criteria in QCVN 05:2009/BTNMT, QCVN 06:2009/BTNMT

Particulates PM10, NO2, SO2, CO and petroleum hydrocarbon (HC)

3 sites:

1. transition section 2. Tan Binh Station 3. Tham Luong Canal Crossing Sampling stations will be located where sensitive receptors are located (e.g., residential areas)

Analytical methods outlined in QCVN standards for air quality monitoring

once before site works

CSC $240

Day time and night time noise levels dB(A) compared to criteria in QCVN 26:2010/BTNMT and vibration levels compared to QCVN 27:2010/BTNMT

3 sites:

1. transition section 2. Tan Binh Station 3. Tham Luong Canal Crossing Sampling stations will be located where sensitive receptors are located (e.g., residential areas)

Analytical methods outlined in QCVN standards for ambient noise and vibration monitoring

once before site works

CSC $90

Construction

Ambient air quality compared to criteria in QCVN 05:2009/BTNMT, QCVN 06:2009/BTNMT

Particulates PM10, NO2, SO2, CO and petroleum hydrocarbon (HC)

Same stations sampled during pre-construction phase

Analytical methods outlined in QCVN standards for air quality monitoring

quarterly (i.e., total of 60 sampling events over 5 years, additional sampling to be undertaken in response/to validate complaints)

CSC $ 4,800 (for 5 years)

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Table 10.5: Environmental effects monitoring plan for the viaduct and transition sections

Aspects/Parameters to be Monitored

Location Means of Monitoring Frequency Implementation Responsibility

Estimated Cost(Analytical cost)

only)

Day time and night time noise levels dB(A) compared to criteria in QCVN 26:2010/BTNMT and vibration levels compared to QCVN 27:2010/BTNMT 26:2010/BTNMT and Vibration levels QCVN 27:2010/BTNMT

Same stations sampled during pre-construction phase

Analytical methods outlined in QCVN standards for ambient noise and vibration monitoring

quarterly (i.e., total of 60 sampling events over 5 years, additional sampling to be undertaken in response/to validate complaints)

CSC $ 1,800 (for 5 years)

Operation (first year)

Ambient air quality compared to criteria in QCVN 05:2009/BTNMT, QCVN 06:2009/BTNMT

Particulates PM10, NO2, SO2, CO and petroleum hydrocarbon (HC)

Same stations sampled during pre- construction phase

Analytical methods outlined in QCVN standards for air quality monitoring

quarterly (i.e., total of 12 sampling events over 1 year, additional sampling to be undertaken in response/to validate complaints)

MAUR/Operator $960 (for 1 year)

Day time and night time noise levels dB(A) compared to criteria in QCVN 26:2010/BTNMT and vibration levels compared to QCVN 27:2010/BTNMT

Same stations sampled during pre- construction phase

Analytical methods outlined in QCVN standards for ambient noise and vibration monitoring

quarterly (i.e., total of 12 sampling events over 5 years, additional sampling to be undertaken in response/to validate complaints)

MAUR/Operator $360 (for 1 year)

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Table 10.6: Environmental effects monitoring plan for the tunnel and underground stations

Aspects/Parameters to be Monitored

Location Means of Monitoring Frequency Implementation Responsibility

Estimated Cost(Analytical cost)

only) Pre-Construction

Ambient air quality compared to criteria in QCVN 05:2009/BTNMT, QCVN 06:2009/BTNMT

Particulates PM10, NO2, SO2, CO and petroleum hydrocarbon (HC)

TMB portal and underground station sites (cut and cover):

1. TBM portal at Ben Thanh 2. Tao Dan 3. Dan Chu (near Le Loi Secondary

School) 4. Hoa Hung 5. Le Thi Rieng 6. Pham Van Hai 7. Bay Hien (near Thong Nhat

Hospital) 8. Nguyen Hong Dao 9. Ba Queo 10. Pham Van Bach Sampling stations will be established at the sensitive receptors (e.g., residential areas, school and hospital closest to construction sites)

Analytical methods outlined in QCVN standards for air quality monitoring

once before site works

CSC $800

Day time and night time noise levels dB(A) compared to criteria in QCVN 26:2010/BTNMT and vibration levels compared to QCVN 27:2010/BTNMT

TMB portal and underground station sites (cut and cover):

1. TBM portal at Ben Thanh 2. Tao Dan 3. Dan Chu (near Le Loi Secondary

School) 4. Hoa Hung 5. Le Thi Rieng 6. Pham Van Hai 7. Bay Hien (near Thong Nhat

Hospital) 8. Nguyen Hong Dao

Analytical methods outlined in QCVN standards for ambient noise and vibration monitoring

once before site works

CSC $300

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Table 10.6: Environmental effects monitoring plan for the tunnel and underground stations

Aspects/Parameters to be Monitored

Location Means of Monitoring Frequency Implementation Responsibility

Estimated Cost(Analytical cost)

only) 9. Ba Queo 10. Pham Van Bach Sampling stations will be established at the sensitive receptors (e.g., residential areas, school and hospital closest to construction sites)

Ambient groundwater quality in existing wells – pH, temperature, heavy metals (As, Cr, Cd, Cu, Pb, Zn, Hg, Fe, Mn, Se), coliforms compared to criteria in QCVN compared to QCVN 09:2008/BTNMT and additional parameters such as Ni, semi-volatile organic compounds (SVOC), volatile organic compounds (VOC), total petroleum hydrocarbons (TPH) and indicators of presence of chemicals used for tunneling

Selected groundwater wells in the potential impact zone of tunnelling works and at groundwater wells used by local residents in the vicinity of the Da Phuoc spoils disposal site in Binh Chanh District.

Analytical methods outlined in QCVN standards for groundwater quality monitoring

once before site works

CSC $2,200

Land subsidence (See Table 10.7 for details)

TBM contractor $6,000

Construction

Ambient air quality compared to criteria in QCVN 05:2009/BTNMT, QCVN

Same stations sampled during pre-construction

Analytical methods outlined in QCVN standards for air

quarterly (i.e., total of 120 sampling events over 5 years, additional

CSC $16,000 (for 5 years)

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Table 10.6: Environmental effects monitoring plan for the tunnel and underground stations

Aspects/Parameters to be Monitored

Location Means of Monitoring Frequency Implementation Responsibility

Estimated Cost(Analytical cost)

only)

06:2009/BTNMT

Particulates PM10, NO2, SO2, CO and petroleum hydrocarbon (HC)

quality monitoring sampling to be undertaken in response/to validate complaints)

Day time and night time noise levels dB(A) compared to criteria in QCVN 26:2010/BTNMT and vibration levels compared to QCVN 27:2010/BTNMT 26:2010/BTNMT and Vibration levels QCVN 27:2010/BTNMT

Same stations sampled during pre-construction

Analytical methods outlined in QCVN standards for ambient noise and vibration monitoring

quarterly (i.e., total of 120 sampling events over 5 years, additional sampling to be undertaken in response/to validate complaints)

CSC $6,000 (for 5 years)

Well efficiency and ambient groundwater quality in existing wells – pH, temperature, heavy metals (As, Cr, Cd, Cu, Pb, Zn, Hg, Fe, Mn, Se), coliforms compared to criteria in QCVN compared to QCVN 09:2008/BTNMT and additional parameters such as Ni, semi-volatile organic compounds (SVOC), volatile organic compounds (VOC), total petroleum hydrocarbons (TPH) and indicators of presence of chemicals

Same stations sampled during pre-construction

Analytical methods outlined in QCVN standards for groundwaterwater quality monitoring

once before site works

CSC $30,000(for five years)

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Table 10.6: Environmental effects monitoring plan for the tunnel and underground stations

Aspects/Parameters to be Monitored

Location Means of Monitoring Frequency Implementation Responsibility

Estimated Cost(Analytical cost)

only)

used for tunneling Land subsidence (See Table 9.7 for details)

TBM contractor $100,000

Soil/Spoil excavation compared to criteria in QCVN 03:2008/BTNMT for heavy metals and other contaminants

At excavation and tunnelling sites

Analytical methods outlined in QCVN standards for soil quality monitoring

5 random samples taken at underground station excavation sites and tunnelling areas

CSC $900

Traffic and accessibility tunnel portal Traffic observation to determine congestion issues.

Weekly: morning and afternoon peak hour

Contractor and CSC

Potential presence of undiscovered archaeological relics

At each excavation site until a depth of 6m

Observations/site inspection during excavation works in vicinity of the stations and tunnel entrance

Daily until the excavation depth of 6 m is reached

Contractor and CSC

Operation

Day time and night time noise levels dB(A) compared to criteria in QCVN 26:2010/BTNMT and vibration levels compared to QCVN 27:2010/BTNMT

1 site:

tunnel portal

Analytical methods outlined in QCVN standards for ambient noise and vibration monitoring

quarterly (i.e., total of 4 sampling events over 1 year, additional sampling to be undertaken in response/to validate complaints)

MAUR/Operator $120 (for 1 year)

Land subsidence and settlement

Ground benchmarks every 0.5 km

Compare the allowed design

Once a year for 2 years for

MAUR/Operator $12,000

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Table 10.6: Environmental effects monitoring plan for the tunnel and underground stations

Aspects/Parameters to be Monitored

Location Means of Monitoring Frequency Implementation Responsibility

Estimated Cost(Analytical cost)

only)

criteria of movement with the accumulated movement

both ground surface and piles.

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Table 10.7: Land Subsidence and Settlement Monitoring along the Underground Section (Pre-Construction and Construction Stages)

1. Responsibility for Implementation Tunnel Boring Machine (TBM) contractor

2. Monitoring objective Prevent damages to the neighbouring buildings caused by construction induced settlement.

3. Environmental Parameters 1. Amount of land subsidence and settlement.2. Integrity of the neighbouring buildings

4. Survey Schedule 1. Pre-construction: twice for the designated benchmark. 2. Construction: monthly

5. Sampling Locations 1. Survey benchmarks. About one for every km for land subsidence. 2. Within the range of potential impact zone, Survey benchmarks should be installed at different distances from

the center line. A couple of transverse survey lines across the tunnel are recommended. 3. Several inspection points at the selected buildings.

6. Instruments Benchmarks, settlement reference points, inclinometers in earth, crack gauge and tilt meter (for buildings), observation wells or piezometers for deep excavation.

7. Data quality objectives Follow the guidance for survey accuracy requirement.

8. Determination of impact significance

Compare the allowed design criteria of settlement with the accumulated amount of settlement. Should any of the neighbouring buildings be damaged, remedial action must take place immediately.

9. Guidance on reporting Results recorded in the monthly report to MAUR and included in semi-annual reports to ADB

10. Guidance on QA/QC Follow the guidance for survey accuracy requirement.

11. Budget 1. Pre-construction: $6,000 2. Construction: $100,000 3. Operation (2 years @ $6,000/yr by MAUR/Operator): $12,000

TOTAL $118,000

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677. For the construction stage in the underground section, a subsidence monitoring program (Table 10.7) that will assess the impacts of tunnelling and the construction of underground stations on the nearby buildings The land subsidence monitoring program will also reduce the risk of hazards of sand blow-out and groundwater wash-out.

678. At least one pumping test (Table 10.8) should be conducted in the design stage or early in the construction stage to obtain the hydrogeological parameters.

Table 10.8: Pumping test at the underground section in the pre-construction or early construction stages 1. Responsibility for

implementation Construction Supervision Consultant

2. Monitoring objective To obtain aquifer parameters to appropriately design construction methods that would mitigate environmental impacts.

3. Environmental parameters

Hydrogeological parameters, e.g. permeability, storage coefficient, etc.

4. Survey Schedule Pre-construction: one 72-hour constant rate pumping test

5. Sampling Locations The Late Pleistocene Aquifer (qp3, 20 to 50 m bgs.) near the underground section

6. Instruments One 4-inch (or larger) pumping well and at least two 2-inch monitoring wells with depth from 30 to 50 m depending on the geological condition, pump, electric generator, water-table tape, flow meter, pressure transducers, data logger.

7. Data quality objectives ASTM D5092 for monitoring well installation ASTM D4043 for pumping test

8. Determination of impact significance

Obtaining hydrogeological parameters for the design criteria for dewatering and tunnelling to mitigate possible geotechnical hazards.

9. Guidance on reporting Special report to MAUR in the design or early construction stage

10. Guidance on QA/QC ASTM D5092 for monitoring well installation ASTM D4043 for pumping test USEPA groundwater sampling guideline

11. Budget Pumping well (50 m deep) $6,000 Monitoring well (50 m deep) * 2 $8,000 Pumping test and report $3.000 Groundwater quality analyses $1,000 TOTAL $18,000

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2. Environmental Compliance Monitoring

679. There will be four levels of compliance monitoring for the Project. These will be undertaken by the following:

MAUR/PMU2 to be assisted by CSC and PMISC

External environmental monitor

MONRE/DONRE (statutory/regulatory compliance monitoring)

ADB (safeguards review missions)

Community Environment Monitoring Board (voluntary basis per Vietnamese regulations, see Section D below)

C. Responsibilities for EMP Implementation

Table 10.9: EMP implementation responsibilities by key donors, project implementers, and agencies

Organization EMP Responsibility

HCMC-PC 1. Project owner with overall responsibility for project construction and operation

2. Ensure that sufficient funds are available to properly implement the EMP

3. Ensure that EMP provisions are implemented for the entire Project regardless of financing source

4. Ensure that Project implementation complies with the GOV and ADB's environmental policy principles and requirements

5. Ensure that a grievance redress mechanism, as required in the ADB-cleared EIA, is in place prior to start of site works

6. Submit semi-annual monitoring reports on EMP implementation to ADB

7. Engage external monitoring expert(s) to undertake annual independent verification of monitoring information submitted to ADB and submit annual external environmental monitoring reports to ADB

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Organization EMP Responsibility

MAUR/PMU2 1. Project implementing agency with designated overall responsibility for project construction and operation including environmental performance

2. Allocate adequate financial and human resources to fulfill environmental commitments during project construction and operation

3. Establish a grievance redress mechanism as described in the EIA

4. Establish an Environmental Management Unit (EMU) staffed by qualified and experienced environmental officer and occupational health and safety officer

5. Ensure that tender and contract documents include the EMP

6. Liaise with Department of Defense and Vietnamese Army on UXO issues if required.

7. Ensure that EMP provisions are strictly implemented during pre-construction, construction and operation phases of the project

8. Undertake monitoring of the implementation of the EMP (mitigation and monitoring measures) with assistance from CSC and PMISC

9. Ensure timely submission of semi-annual environmental monitoring reports to ADB

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Organization EMP Responsibility

Construction Supervision Consultant (CSC)

1. Undertake environmental effects monitoring (air quality, noise, etc.) during pre-construction and construction phases for depot, viaduct, transition section, tunnel component and underground stations specified in Table 10.4 to 10.6

2. Prior to commencement of site works, ensure that contractors prepare SEMP as described in the EIA/EMP

3. Before site works commence, review the SEMPs prior to approval of such plans by ADB

4. Undertake environmental capacity building/training for EMU, MAUR/PMU2 staff as required in the EMP

5. As part of its day-to-day project supervision, monitor the contractors’ environmental performance (based on Tables 10.1 to 10.3) to ensure that they are properly implementing the provisions of the EMP and SEMPs and that adverse environmental impacts arising from construction and related activities are avoided or minimized

6. Monitor over-all implementation of various EMP provisions for pre-construction and construction phases (Tables 10.1 to 10.3)

7. Prepare semi-annual environmental monitoring reports on EMP implementation for submission to ADB

Project Management and Implementation Support Consultant (PMISC)

1. Ensure that the CSC is implementing its responsibilities specified in the EMP such as conduct of environmental effects monitoring; monitoring of environmental performance of contractors; implementation of environmental training for EMU, MAUR/PMU2 staff; review of SEMPs prepared by contractors prior to commencement of site works; over-all monitoring of EMP implementation; and preparation of semi-annual environmental monitoring reports for submission to HRB

2. Engage an external environmental monitor to verify, on an annual basis, the information in the environmental monitoring reports submitted to ADB shall be based on the monthly reports prepared by the CSC as well as

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Organization EMP Responsibility

Contractor 1. Appoint an environment, health and safety officer to oversee timely and proper implementation of mitigation and monitoring measures specified in the EMP

2. Implement and provide sufficient funding and human resources for proper and timely implementation of required mitigation measures in the EMP for pre-construction and construction phases

3. Prior to start of site works, prepare SEMPs for CSC review and ADB approval.

4. Undertake monitoring programs specified in Table 10.7: land subsidence and settlement monitoring program and Table 10.8: pumping tests at underground sections (TBM contractor only). Results shall be submitted to MAUR/PMU2 for inclusion in the semi-annual environmental monitoring reports

External Monitoring Expert

Undertake independent annual reviews to verify the monitoring information submitted by HCMC-PC/MAUR to ADB on the over-all implementation of the EMP and contractors’ environmental performance. The external expert shall also assess if various EMP provisions are being implemented as required.

Source: MAUR and IEE Consultant Team

D. EMP Reporting

680. The following reports will be submitted by HCMC-PC/MAUR/PMU2 to ADB:

(i) Semi-annual environmental monitoring reports compiling the results of the following monitoring activities will be submitted by HCMC-PC/MAUR/PMU2 to ADB:

environmental compliance/performance monitoring on implementation of environmental mitigation measures (based on Tables 10.1 to 10.3 and SEMPs)

environmental effects monitoring (based on Tables 10.4 to 10.9)

(ii) Annual reports on external environmental monitoring

681. The semi-annual environmental monitoring report shall follow the report outline in Appendix 6. Appendix 7 is the site environmental compliance inspection and monitoring form that could be used by CSC when conducting site inspections and to record results of environmental effects monitoring.

E. Budget for EMP Implementation

682. An important part of EMP development is the preparation of a realistic budget, identification

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of adequate financial resources and commitment from stakeholders to EMP implementation. Marginal costs for environmental mitigation measures are as follows:

(i) Costs for institutional strengthening activities

(i i) Costs for engagement of consultants including the external environmental monitoring expert

(i i i) Costs for public involvement activities during project implementation

1. Cost for Community Monitoring System (Community Environment Monitoring Board)

683. According to Vietnamese regulations, the participation in a community monitoring system will be primarily a voluntary one without any assistance costs. Community monitoring organizations will receive assistance from the PMU2/EMU through capacity building programs and be provided with necessary documents, papers and forms to understand the construction works.

2. Cost for Environmental Effects Monitoring

684. The CSC will engage an environmental effects monitoring contractor (e.g., Government accredited laboratory) to undertake field sampling and analysis based on the schedule specified in the Tables 10.4 to 10.6 for air quality, noise, vibration, and groundwater quality during the pre-construction and construction stages of the project. During operation phase, MAUR or the Project operator shall continue to engage an environmental effects monitoring contractor to carry out the EMP requirements. A specific monitoring program for land subsidence and settlement shall be implemented by the TBM contractor (Table 10.7). The summary of costs for the environmental effects monitoring are shown below:

Table 10.10: Cost estimates for environmental effects monitoring Monitoring Program Pre-construction Construction Operation 1. Environmental effects

a. Depot $110 $2,200 $440b. Viaduct $330 $6,600 $1,320c. Tunnel $3,300 $52,900 $120

2. Land subsidence and settlement $6,000 $100,000 $12,0003. Well pump test $18,000 $0 $0

Sub-total $27,740 $161,700 $13,880Total $203,320

3. Cost for External Environmental Monitoring Expert

685. As required by ADB’s Safeguard Policy Statement 2009, MAUR will engage and retain an external environmental monitoring expert given that the Project has been classified by ADB as

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environment category A. This expert will undertake independent periodic reviews to verify the monitoring information submitted by HCMC-PC/MAUR/PMU2 to ADB on implementation of the environmental management plan (EMP). The external expert shall also assess if various EMP provisions are being implemented as required. Appendix 8 presents the terms of reference for the external expert while the table below provides the estimated cost for engaging such expert.

Table 10.11: Cost estimates for external environmental monitoring expert

Item Rate ($) Unit Qty Total ($)

1. International

(i) Remuneration 15,000 Person-month 6 90,000

(ii) A i r f a re 2,000 Round-trip 6 12,000

( i i i ) Per d iem 200 day 180 36,000

2. Expenses

(i) Local transportation 500 Monitoring period 6 3,000

(ii) Interpreter 100 day 60 6,000

(iii) Report ti

200 Monitoring period 6 1,200

(iv) Contingency 2,500

Total $150,700

4. Cost for Environmental Training

686. Cost estimation for implementation of capacity building and training for EMU and MAUR/PMU2 staff is presented in the following table. This training is based on 2 months of training by international and national environment specialists in the areas of developing an EMP, audit training and reporting. The training shall be implemented by the construction supervision consultant.

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Table 10.12: Cost estimates for environmental training

Items Unit Cost ($) 1. Remuneration and per diem - International

Environmental Specialist 2 person-months 40,000

2. Remuneration and per diem - National Environmental Specialist

2 person-months 10,000

3. Travel - International Environmental Specialist/ Team Leader

1 round trip 3,000

4. Expenses (training materials, venue, communication, local transportation, meals for participants, etc.)

lump sum 2,000

Total 55,000

5. Cost for Public Disclosure

687. Local residents and establishments, local authorities and other stakeholders who are likely to be affected by the project will have to be informed of the construction plan, environmental impacts and their mitigation measures.

688. The task of public disclosure will occur right before construction starts. Cost for public disclosure will consist of: (i) cost for holding a meeting in each commune, initially estimated; and (ii) cost for document and photos supporting public disclosure. Total cost for this item for 18 communes estimated as $335/commune x 18 communes = $6,030.

6. Source of Funds for EMP Implementation

689. The various EMP components will be financed through the loan by the following:

i) HCMC-PC/MAUR:

a. cost of the public disclosure program during project implementation stage b. environmental effects monitoring program in Tables 10.4 to 10.6 for

the operation of the depot, viaduct and tunnel components

ii) HCMC-PC/MAUR/PMU2 through PMISC:

c. external environmental monitoring expert ; d. some of the environmental mitigation measures for the pre-construction

and operation phases as specified in Tables 10.1 to 10.3

iii) HCMC-PC/MAUR/PMU2 through CSC:

a. environmental effects monitoring program presented in Tables 10.4 to 10.6 for the pre-construction and construction phase of the depot, viaduct and tunnel components.

b. environmental training for EMU, relevant MAUR/PMU2 staff and voluntary members of community environmental monitoring board

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iv) Contractors:

a. The tunneling contractor (TBM) shall provide funding and shall implement the monitoring program for land subsidence and settlement presented in Table 10.7 and well pumping test in Table 10.8

b. The contractors for the depot, viaduct and tunnel shall provide funding for implementation of mitigation measures, preparation and implementation of SEMPs, orientation/training of workers on health and safety issues, etc. during pre-construction and construction phases as specified in Tables 10.1 to 10.3.

7. Over-all Cost of EMP implementation

Table 10.13: EMP budget estimate Item Funding Source Cost ($)

Environmental Monitoring

1. Environmental effects monitoring – EMP Tables 10.4 to 10.6 (pre-construction and construction)

CSC

65,440

2. Environmental effects monitoring cost – EMP Tables 10.4 to 10.6 (operation)

MAUR 1,880

3. Land subsidence and settlement monitoring – EMP Table 10.7 (pre-construction and construction)

Tunneling contractor 106,000

4. Land subsidence and settlement monitoring – EMP Table 10.7 (post-construction)

MAUR/Operator 12,000

5. Well pumping test – Table 10.8 (pre-construction)

MAUR 18.000

6. External environmental monitoring MAUR 150,700

7. Monitoring of EMP implementation – Tables 10.1 to 10.3

CSC Included in CSC cost

8. Environmental training of EMU, MAUR/PMU2 staff

CSC 55,000

Public Disclosure MAUR 6,030

TOTAL $415,050

F. Institutional Strengthening and Capacity Building in MAUR

690. MAUR needs assistance in implementing this leading sophisticated project. Moreover,

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MAUR will also require further assistance to fully support city authorities in implementing, developing and operating all 9 urban rail lines in HCMC. Since MAUR staff have little or no experience on the design, implementation and operation of a modern MRT system, it is necessary to increase the capacity and knowledge of MAUR and PMU2 in several areas. This should be achieved through various capacity building initiatives including formal and on-the-job training, study tours, work experience in other countries and mentoring by international experts.

691. The areas where capacity building is required includes:

To aid in property acquisition;

To meet legal requirements of the EIA;

For approval of designs;

Implementation of the Resettlement Plan and other safeguards;

Project management assistance for Civil Works implementation;

Project management support for trains/M&E implementation;

Support for implementation program of works and budget monitoring;

Support for developing technical, economic, financial, social and environmental business case plans;

Development, implementation and management of safety and security systems and procedures;

Administration and planning for MRT operation including service planning, scheduling and health, safety and environmental management systems;

Assistance to implement bus planning and integration measures.

692. Based on the above, experienced international experts will be required to work with MAUR and receive support from national experts.

1. Environmental Management Capacity of MAUR

693. MAUR, as currently constituted, has three staff assigned to environmental management issues. In addition MAUR has a strong association with an environmental consulting company that, with funding, can provide technical guidance. These staff do not yet constitute an Environmental Management Unit (EMU). Moreover they have limited capacity to deal with the requirements of the environmental management plan (EMP) proposed for the construction of the Project, including the mitigation of various environmental impacts identified.

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694. In summary, gaps and deficiencies within MAUR on environmental management are:

( i) Limited experience in environmental management

(i i) Lack of specific technical skills in environmental mitigation management or EMP implementation

(i i i) Insufficient inter-agency linkages needed to implement and carry out cross-agency mitigative measures

(iv) Limited experience in environmental monitoring

(v) Audi t ing funct ions and report ing

695. These deficiencies highlight the need to build institutional capacity in MAUR to ensure proper implementation of the EMP through the development and staffing of a dedicated EMU.

2. Rationale for an Environmental Management Unit (EMU)

696. MAUR shall establish an EMU to oversee implementation of EMP requirements for the entire project with assistance from the Construction Supervision Consultant. Funding for EMU operation shall be provided by MAUR.

3. Structure and Staffing

697. The EMU would be under the direction of the Project Management Unit (PMU2) within MAUR. During pre-construction and construction, the EMU shall be supported by the CSC and the PMISC. Following the completion of project construction, it is anticipated that the EMU would become a permanent group in MAUR. The EMU, shall be initially staffed by the following personnel, additional staff should be hired as necessary:

a. Environmental officer to ensure proper and timely implementation of EMP provisions in terms of mitigation measures, monitoring, reporting and environmental management capacity building activities

b. Occupational health and safety officer to ensure implementation and monitoring of health and safety plan and training/orientation of workers during the construction and operation phases of the project. The OHS officer shall also monitor and report accidents and safety concerns and shall prepare and implement necessary corrective actions.

c. Social specialist to deal with resettlement concerns and social issues raised by affected persons (Aps) or local residents that require to be addressed through the GRM.

4. Operational Mandate

698. With assistance from CSC and PMISC, the EMU would act as an implementing cell, and undertake monitoring and reporting activities to meet EMP commitments of MAUR as required in this EIA. The EMU would also be tasked to ensure that mitigating measures for various project phases are properly implemented.

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699. The EMU must, from the time it is activated, develop four key attributes needed to manage environmental assessments, namely:

(i) To demonstrate technical competence in environmental impact management;

(ii) To implement and manage mitigative measures such as those defined in the EMP;

(iii) To be able to undertake compliance monitoring of contractors and the evaluation of mitigative measures; and,

(iv) To undertake community consultation, grievance management and reporting.

700. As the EMU develops, its function should include the development of environmental assessment and associated plans such as EMPs.

701. The EMU, working with the PMU2 Vice-Chairman, will oversee the implementation of the EMP. Before the start of construction the EMU staff will undergo training in environmental monitoring and evaluation.

5. Tasks of the EMU

702. Functioning as the primary implementers of environmental measures defined in the EIA/EMP, contracts and specifications. The EMU’s tasks are proposed as follows:

a. Short Term Tasks

Prepare unit operational plan (one time with annual updates);

Assist the engineering team to develop contract specifications and contract terms and conditions for improved implementation of the EMP.

Assist MAUR and PMISC in engaging the required external monitoring expert.

Monitor all construction activities as specified in the EMP and prepare corresponding monitoring reports with support from CSC and PMISC.

Chair and investigate grievances under the GRM process.

Advise the MAUR and PMU2 on all matters related to environmental requirements of the project.

Ensure that mitigation and monitoring measures (both environmental and social) are being implemented as defined in the EIA as well as execution plan that may be developed.

b. Long Term Tasks

Provide necessary expertise on implementation of the EMP as well as other environmental mitigation and monitoring measures, as required, during the life of the project.

334

Develop environmental training programs that target a range of people within the MAUR from managers to field engineers.

Carry out environmental awareness seminars within the contractor community, through training workshops; if required, and lead the development and improvement of environmental specifications used in project contracts.

6. Estimated EMU Budget

703. Two years after the completion of all the work on the MRT2 Project, the EMU, hopefully can provide environmental expertise to the other rail transit projects.

704. Upon the completion of the project, EMU will have gained:

About five years of hands-on experience in environmental management of transit construction and two years hand-on experience in environmental management of project operation

Knowledge of local environmental problems related to the project

Understanding of MAUR procedures and special requirements.

705. This pool of experience will be immensely useful for the MAUR in tackling future environmental requirements on the other metro projects. With the ever increasing and evolving values of environmental issues, an EMU will be able to keep abreast of these to the benefit of MAUR and the GOV.

7. Proposed Environmental Training for EMU and PMU2/MAUR Staff

706. To strengthen the knowledge base of the EMU and PMU2/MAUR staff, a series of training activities shall need to be implemented by the CSC. Preceding any training, the international environment specialist of the CSC (with assistance from the national environment specialist) shall undertake a needs assessment study within the MAUR and EMU. The international specialist shall prepare a training program and materials based on the results of the assessment. The training shall be implemented within 6 months from commencement of civil works.

707. The training activity must not be limited to technical upgrading, but must also target mid--level management through environmental awareness seminars (1/2 day sessions). Only by building awareness at the decision making level will there be commitment and the unit remain functioning effectively.

708. The training for EMU and other staff of PMU2/MAUR will be undertaken through training workshops on the following topics:

international best practice on environmental management and compliance monitoring integration of EMP in tender and contract documents preparation of environmental management plans

335

conduct of environmental monitoring and corresponding reports occupational health and safety issues related to the project and corresponding

mitigation, monitoring and reporting requirements

709. The training participants shall also undergo on-the-job training on monitoring of contractor's environmental performance and preparation of monitoring reports. The training will develop the EMU’s capacity to implement and monitor environmental and safety measures for implementation of MRT2 and other future metro projects for HCMC.

336

XI. CONCLUSION

710. There will be both direct and indirect beneficiaries of the Project in HCMC and neighbouring districts. The beneficiaries include students, workers and traders traveling between the northeastern HCMC and the central business district and service/commercial establishments near the Metro Stations. Women, children and older people, who are more inclined to use public transport, are expected to benefit the most from the improved mode of transportation

711. Motorcycle users (who now account to majority of the current road users) may also be encouraged to use the MRT through the provision of adequate parking area for motorbikes/bicycles (park and ride). Provision of designated drop off/pick up and waiting areas will also be needed at the stations to minimize traffic congestion.

712. Other positive impacts include jobs and income generation from construction and maintenance of the Project, and improved access to markets and social services. The Project is expected to generate considerable local employment,

713. The Project has no major implementation risks as international standards will be applied to the design and construction of the MRT Line 2. Safeguards will be put in place to monitor the impact on the environment and affected persons. It is expected that benefits and impacts will outweigh any mitigation costs.

714. The Project will benefit the whole of HCMC by providing a safe, comfortable and affordable mode of travel that will contribute to the public transport master plan and reduce the growth of private transport. Through reducing travel time and vehicle operating cost, the project will free up resources to promote and support private sector economic activities in the HCMC Region, a main engine of the Viet Nam economy.

715. The Project's primary economic benefits come from travel time and vehicle operating cost saved while using the urban transport system, which is predominantly road-based. The reduction in daily road vehicle time and distance will also mean lower road maintenance and vehicle capital employed, reduction in carbon dioxide emission, and fewer fatal road accidents. Moreover, being operated on a dedicated way unlike general road-based transport, the project's MRT Line 2 can offer more reliable journey time on the system, a quality improvement for public transport.

337

XII. REFERENCES

ADB. 2003. Environmental Assessment Guidelines. Manila.

MONRE. 2010a. The Geological Profiles of HCMC (1:50,000), The South Division of the Center of Water Resources planning and Exploration.

MONRE. 2010b. The Geological map of HCMC (1:50,000), The South Division of the Center of Water Resources planning and Exploration.

MONRE. 2010c. The Hydrogeological Profiles of HCMC (1:50,000), The South Division of the Center of Water Resources planning and Exploration.

MONRE. 2010d. The Hydrogeological map of Late Pleistocene Aquifer (qp3) in HCMC (1:50,000), The South Division of the Center of Water Resources planning and Exploration.

MONRE. 2010e. The Hydrogeological map of Middle-Late Pleistocene Aquifer (qp2-3) in HCMC (1:50,000), The South Division of the Center of Water Resources planning and Exploration.

MVA Asia Limited. 2008. Environmental Impact Assessment, HCMC MRT2 project, TA 4862-VIE, ADB

MVA Asia Limited. 2010. Feasibility Study, HCMC MRT2 project, TA 7343-VIE, ADB

MVA Asia Limited. 2011. Initial Environmental Examination (for Depot site), HCMC MRT2 project, TA 7343-VIE, ADB

TRICC-JSC. 2009a. Feasibility Study for HCMC MRT2. TA4862-VIE, ADB.

TRICC-JSC. 2009b. Vol. I: Report on topographical Survey. Feasibility Study for HCMC MRT2. TA4862-VIE, ADB

TRICC-JSC. 2009c. Vol. IV: Assessment of Geological Documents. Feasibility Study for HCMC MRT2. TA4862-VIE, ADB

APPENDICES

2

APPENDIX 1: DONRE approval of the Da Phuoc spoils disposal site (2008)

3

4

5

6

7

8

APPENDIX 2: Registered water wells within 100 m of the MRT2 alignment

Owner License number

Dates of Issue/

Extensions or

Adjustments

Administrative Location

Purpose Aquifer taped

Pumping rate

(m3/day)

Wells Specification

Address Expiration

Date

Coordinate E

(X)

Coordinate N

(Y)

Number of Wells

Tân bình District

Công ty LD SG Superbowl 8763/GP-TNMT-QLTN

15/9/2006 A43 Trường Sơn, P4, Q. Tân Bình

sieu thị QI-III 30 15/09/20

08 679650 1195600 1

Công ty Cổ phần nước giải khát hàng không SASCO

(Quận Tân Bình)

789/GP-TNMT-QLTN

2007/1/10 112B Hồng hà P2 Q Tân Bình

nước tinh khiết

QI-III 50 2009/10/

1 682511 1195761 1

Công ty TNHH Gia Phát 877/GP-TNMT-QLTN

2007/1/11 33/45/11 Nguyễn Phúc Chu P15 Q Tân Bình

nước tinh khiết

QI-III 5 2009/11/

1 678615 1196649 1

Trung tâm huấn luyện bay 917/GP-TNMT-QLTN

15/11/2007117 Hồng Hà P2 Q Tân Bình

hồ bơi QI-III 90 15/11/20

09 682652 1195534 1

Công ty Cổ phần Tân sơn 740/GP-TNMT-QLTN

19/09/20077/12 Trần Thái Tông, p. 15, q. Tân Bình

nước tinh khiết

QI-III 200 19/09/20

09 676921 1191201 1

Công ty TNHH Sản xuất-Thương mại- Dịch vụ-XNK

Minh Kiếm

778/GP-TNMT-QLTN

2007/1/10 273 Bàu cát P12 Q Tân Bình

nước tinh khiết

QI-III 10 2009/10/

1 679885 1193333 1

Cty TNHH Quốc Đạt 127/GP-TNMT-

13/02/2007 5D Âu Cơ, phường 14, nước QI-III 20 13/02/20 673463 1189318 1

9

Owner License number

Dates of Issue/

Extensions or

Adjustments

Administrative Location

Purpose Aquifer taped

Pumping rate

(m3/day)

Wells Specification

Address Expiration

Date

Coordinate E

(X)

Coordinate N

(Y)

Number of Wells

QLTN quận Tân Bình tinh khiết 09

Hộ Kinh doanh cá thể Thịnh Đạt

152/GP-TNMT-QLTN

2007/2/3 148 đường số 7 - Hoàng Hoa Thám, phường 13, Tân Bình

nước đá QI-III 60 03/02/20

09 679690 1195309 1

Tổng công ty CP May Việt Tiến 227/GP-

KTN 2009/3/4

7 Lê Minh Xuân, P7, Tân Bình

dệt may QI-III 80 2011/4/3 680908 1193034 1

Công ty TNHH Sài Gòn - Bến Thành

367/GP-KTN

25/05/20097B/12 Trần Thái Tông, P 15 Q Tân Bình

nước uống

QI-III 18 25/05/20

11 678466 1196434 1

Công ty CP nhiên liệu bay Petrolimex

17 2010/11/1 Cổng Số 7, sư Đoàn 370 Đường Bạch Đằng, P2, Quận Tân Bình

dịch vụ QI-III 25 2012/11/

1 600719 1196652 1

Ban Quản lý chợ Phạm Văn Hai

Đường Pham văn Hai, P 13, Q. Tân Bình

Sinh hoạt

QI-III 50 682524 1193486 1

Công ty Liên Doanh SX Bữa Ăn Trên

Máy Bay

7 2010/6/1 Sân Bay Quốc tên Tân Sơn Nhất, Đường Trường Sơn, P 4, Q Tân Bình

SX Bữa Ăn

QI-III 300 2012/6/1 681695 1195661 2

Công ty TNHH MTV xe Khách Sài Gòn

206 21/03/201101 Phạm Hồng Thái, P2, Tân Bình

Rửa xe QI-III 22 21/03/20

11 682371 1194914 2

District 1

Công ty TNHH Phúc Đại Cát 54/GP-TNMT-

38 Bùi Thị Xuân, phường Sinh QI-III 30 684591 1191326 1

10

Owner License number

Dates of Issue/

Extensions or

Adjustments

Administrative Location

Purpose Aquifer taped

Pumping rate

(m3/day)

Wells Specification

Address Expiration

Date

Coordinate E

(X)

Coordinate N

(Y)

Number of Wells

QLTN bến Thành, quận 1 hoạt

Công ty TNHH Khách sạn Ngọc Bích

53/GP 32-34 Bùi Thị xuân, phường Bến Thành Q1

Sinh hoạt

QI-III 30 684593 1191353 1

District 12

Xí nghiệp Dệt may-thêu Trần Thành Công

555/GP-KTN

2008/9/9 P Thạnh Xuân Q12 dệt may QI-III 180 2010/9/9600484

600434

1201809

12028012

Khu Quản lý giao thông Đô thị số 3

746/GP20/11/2008

11/03/2011

8A Nguyễn Ảnh thủ P trung mỹ Tây Quận 12

Tưới cây QI-III 102 20/11/20

10

620710

628192

630936

1193824

1194973

1195414

3

Gò Vấp District

Cty TNHH SX TM Hùynh Hương

121/GP-UB

159/9 Lê Đức Thọ, p. 17, q. GV

QI-III 50 26/08/20

07 683892 1198244 1

CS Bánh phở Lâm Hòa

2011/GP-TNMT-QLTN

313/ GP

306B Nguyễn Thái Sơn phường 05, quận Gò Vấp

thực phẩm

QI-III 10 14/03/20

08 684570 1197180 1

Hộ Kinh doanh cá thể Thái Sơn 6297/GP-TNMT-QLTN

72/798 Nguyễn Oanh P.17, GV

thực phẩm

QI-III 30 07/10/20

08 683390 1199597 1

11

Owner License number

Dates of Issue/

Extensions or

Adjustments

Administrative Location

Purpose Aquifer taped

Pumping rate

(m3/day)

Wells Specification

Address Expiration

Date

Coordinate E

(X)

Coordinate N

(Y)

Number of Wells

Công tyTNHH TM SX Hướng Dương

2 2010/4/1 2 A Phan Văn trị, P 10 Gò Vấp

QI-III 60 2012/4/1 682999 1197951 4

Hộ kinh doanh cá thể Hồng Ân 264 2010/12/5 73/475A Phan Huy Ich P 12 Go vap

nước đóng chai

QI-III 10 2012/12/

5 678860 1197925 1

Hộ Kinh Doanh cá Thể Anh Minh

370 18/6/2010 33/9 Đường Quang Trung, P 8, Quận Gò Vấp

nước đóng chai

QI-III 10 18/6/201

2 688010 1199130 1

DNTN TMDV&XD Tân Phú Thịnh

553 2010/6/9 59/9C Phạm Văn Chiêu, P 14, Quận Gò Vấp

sx giấy QI-III 100 2012/6/9 679428 1199787 3

Hóc môn District

Công ty TNHH May Giặt Tây XK

Hoàng Anh

561/GP-KTN

629/QĐ

11/9/2008

4/10/2010

26/1/Ấp Thới Tây 1 xã Tân Hiệp Hóc Môn

giặc tẩy QI-III 50 11/09/20

10 674728 1207156 1

Công ty TNHH THức Cách 341/GP-

KTN 2008/10/6

10/11 Đặng Phúc Vịnh, ấp 2 Xã Đông Thạnh

Hóc Môn

nước tinh khiết

QI-III 5 2010/6/1

0 678392 1206051 1

Công ty Thực phẩm việt Hưng 623/GP-

KTN 09/10/2008

Nguyễn Văn Đối, Ấp tiền Lâm Xã Bà Điểm Hóc Môn

Sx Mì Gói

QI-III 100 2010/9/1

0

674344

674306

1197653

11976701

12

Owner License number

Dates of Issue/

Extensions or

Adjustments

Administrative Location

Purpose Aquifer taped

Pumping rate

(m3/day)

Wells Specification

Address Expiration

Date

Coordinate E

(X)

Coordinate N

(Y)

Number of Wells

Cơ sở sản xuất nước đá Văn Đức

1104/GP-KTN

15/12/200917/03 ấp 3, xã Xuân Thới Thượng, Huyện Hóc Môn

sản xuất

nước đá QI-III 20

2011/12/15

673419 1199352 1

Công ty TNHH SX-TM-DV Đại phú Hảo

559 06/09/2010185/2B Ấp Tân Thới 3 Xã Tân Hiệp, huyện Hóc Môn

nước đóng chai

QI-III 10 2012/6/9 672524 1205516 1

Cơ sở sản xuất nước đá Viên Anh Giao

513 13/8/2010 1/6A Nguyễn Thị Sóc, Ấp Hưng Lân, xã Bà Điểm Hóc Môn

sản xuất

nước đá QI-III 10

13/8/2012

675016 1200257 1

13

APPENDIX 3: List of flora and fauna species recorded at the spoils disposal site (2011) Table 1. List of common plant species within the Da Phuoc spoils disposal site (December 2011)

NO. SCIENTIFIC NAME FAMILY LIFE-FORM Relative Abundance at the Spoils Disposal Site

POLYPODIOPSIDA

1. Acrostichum aureum L. ADIANTACEAE Fern very common

2. Azolla caroliana Willd. AZOLLACEAE Fern sparse

3. Ceratopteris thalictroides (L.) Brongn CERATOPTERIDACEAE Fern uncommon

4. Lygodium microphyllum ( Cav.) R. Br. SCHIZAEAACEAE Fern common

5. Marsilea quadrifolia L. MARSILEACEAE Fern uncommon

6. Salvinia cucullata Roxb. SALVINIACEAE Fern uncommon

7. Stenochlaena palustris (Burm.f) Bedd. PTERIDACEAE Fern uncommon

MAGNOLIOPSIDA

8. Acacia auriculaeformis A. Cunn. ex Benth. FABACEAE Wood uncommon

9. Acacia magnum Willd. FABACEAE Wood uncommon

10. Acanthus illicifolius L. ACANTHACEAE Semi -aquatic common

11. Aeschynomene indica L. FABACEAE Grass frequent

12. Aeschynomene americana L FABACEAE Grass frequent

13. Ageratum conyzoides L. ASTERACEAE Grass frequent

14. Abutilon indicum (L.) Sweet MALVACEAE Shrub sparse

15. Alternanthera paronichyoides A. AMARANTHACEAE Grass frequent

16. Alternanthera sessilis ( L.) D.C. AMARANTHACEAE Grass common

17. Amaranthus spinosus L. AMARANTHACEAE Grass frequent

18. Annona glabra L. ANNONACEAE Shrub very common

19. Achyranthes japonica Miq. AMARANTHACEAE Grass uncommon

20. Phryma leptostachya L. VERBENACEAE Grass sparse

21. Boerhavia diffusa L. (B. repens L.) NYCTAGINACEAE Grass frequent

22. Canavalla cathartica D. P. Thouars. FABACEAE Climber common

23. Cassia alata L. FABACEAE Shrub sparse

24. Cassia tora L. FABACEAE Grass frequent

25. Cayratia trifolia (L.) Domino VITACEAE Climber very common

26. Celosia argentea L AMARANTHACEAE Grass sparse

27. Centrosema pubescens Benth FABACEAE Climber common

28. Cleome chelidonii CAPPARACEAE Grass frequent

29. Combretum quadrangulare Kurz. COMBRETACEAE Wood sparse

30. Crassocephalum crepidioides S.Moore ASTERACEAE Grass sparse

31. Derris trifolia Lour. FABACEAE Climber very common

32. Desmodium triflorum DC. FABACEAE Grass U

14

NO. SCIENTIFIC NAME FAMILY LIFE-FORM Relative Abundance at the Spoils Disposal Site

33. Dolichandrone spathacea (Lf)K.Schum BIGNONIACEAE Wood sparse

34. Eucalyptus tereticornis J.E. Sm. MYRTACEAE Wood common

35. Eupatorium odoratum L. ASTERACEAE Grass very common

36. Euphorbia heterophylla EUPHORBIACEAE Grass U

37. Euphorbia hirta L. EUPHORBIACEAE Grass common

38. Ficus hirta Vahl. MORACEAE Wood sparse

39. Glochidion littorale Bt. EUPHORBIACEAE Shrub common

40. Gymnanthera nitida R. Br. ASCLEPIADACEAE Climber common

41. Gmelina asiatica L. VERBENACEAE Climber frequent

42. Hewittia scandens Milne CONVOLVULACEAE Climber frequent

43. Heliotropium indicum L BORAGINACEAE Grass common

44. Hibiscus tiliaceus L. MALVACEAE Shrub frequent

45. Hygrophila costata Nees et al. ACANTHACEAE Grass common

46. Ipomoea aquatica Forssk. CONVOLVULACEAE Climber very common

47. Ipomoea obscura (L.) Ker-Gawl CONVOLVULACEAE Climber frequent

48. Ipomoea pes-caprae Sw. CONVOLVULACEAE Climber frequent

49. Ludwidgia adscendens (L) Hara. ONAGRACEAE Semi -aquatic common

50. Ludwidgia octovalvis (Jacq) Raven ONAGRACEAE Semi -aquatic common

51. Macroptilum lathyroides (L.) Urb. FABACEAE Grass frequent

52. Manihot esculenta Crantz. EUPHORBIACEAE Shrub sparse

53. Melaleuca cajuputi Powel. MYRTACEAE Wood sparse

54. Merremia gemella (Burm. f.) Hallier f. Roth CONVOLVULACEAE Climber frequent

55. Merremia umbellata subsp. umbellata CONVOLVULACEAE Climber frequent

56. Melochia corchorifolia L STERCULIACEAE Grass sparse

57. Mimosa pigra L MIMOSACEAE Shrub common

58. Mimosa pudica L. MIMOSACEAE Grass common

59. Morinda citrifolia L. RUBIACEAE Wood sparse

60. Nelumbo nucifera Gaertn. NELUMBONACEAE Aquatic sparse

61. Nymphaea rubra Roxb ex Salisb. NYMPHAEACEAE Aquatic sparse

62. Nymphaea pubescens Wild. L NYMPHAEACEAE Aquatic uncommon

63. Passiflora foetida PASSIFLORACEAE Climber common

64. Phyllanthus urinaria L. EUPHORBIACEAE Grass frequent

65. Phyllathus reticulata EUPHORBIACEAE Shrub frequent

66. Pluchea indica (L.) Lees ASTERACEAE Grass very common

67. Polygonum persicaria L. POLYGONACEAE Semi -aquatic common

15

NO. SCIENTIFIC NAME FAMILY LIFE-FORM Relative Abundance at the Spoils Disposal Site

68. Premna serratifolia L VERBENACEAE Shrub common

69. Psidium guiava L. MYRTACEAE Wood sparse

70. Psychotria serpens L. RUBIACEAE Climber common

71. Rhizophora apiculata Bl. RHIZOPHORACEAE Wood sparse

72. Ruella tuberosa L. ACANTHACEAE Grass common

73. Sesbania grandiflora (L.) Pers. FABACEAE Wood uncommon

74. Sesbania paludosa FABACEAE Grass frequent

75. Sesuvium portulacastrum AIZOACEAE Grass common

76. Sida acuta L. MALVACEAE Shrub common

77. Sonneratia caseolaris (L.) Engl. SONNERATIACEAE Wood very common

78. Sonneratia alba Girff. SONNERATIACEAE Wood sparse

79. Stachytarphera jamaicensis (L.) Vahl, VERBENACEAE Grass sparse

80. Synedrella nodiflora (L.) Gaertn ASTERACEAE Grass common

81. Tamarindua indica L. FABACEAE Wood sparse

82. Terminalia catappa L. COMBRETACEAE Wood uncommon

83. Thespesia populnea Soland&Corr. MALVACEAE Shrub frequent

84. Tridax procumbens ASTERACEAE Grass frequent

85. Urena lobata L. MALVACEAE Shrub common

86. Vernonia cinerea (Linn.) Less ASTERACEAE Grass sparse

87. Wedella biflora ( L.) D. C. ASTERACEAE Grass common

LILIOPSIDA

88. Aglaodorum griffithii Schott. ARACEAE Semi -aquatic very common

89. Bambusa sp1. POACEAE Shrub sparse

90. Brachiaria ramosa (L.) Stapf POACEAE Grass very common

91. Chloris barbata Sw. POACEAE Grass very common

92. Cocos nucifera L. ARECACEAE Wood sparse

93. Colocasia esculenta (L) Schott. ARACEAE Semi -aquatic sparse

94. Commellna difiusa Burm. f. COMMELINACEAE Grass very common

95. Cynodon dactylum L. POACEAE Grass common

96. Cyperus esculentus L. CYPERACEAE Grass common

97. Cyperus babakans Steud. CYPERACEAE Grass frequent

98. Cyperus compressus L. CYPERACEAE Grass common

99. Cyperus elatus L. CYPERACEAE Grass frequent

100. Cyperus halpan L. CYPERACEAE Grass common

16

NO. SCIENTIFIC NAME FAMILY LIFE-FORM Relative Abundance at the Spoils Disposal Site

101. Cyperus javanicus Houtt. CYPERACEAE Grass frequent

102. Cyperus malaccensis Lam. CYPERACEAE Semi -aquatic very common

103. Dactyloctenium aegyptiacum (L) Willd. POACEAE Grass common

104. Digitaria sanguinalis POACEAE Grass common

105. Diplachne fusca POACEAE Grass frequent

106. Echinochloa crus-galli L POACEAE Grass common

107. Echinochloa colona L. POACEAE Grass common

108. Eichhornia crassipes (Maret) Solms PONTEDERIACEAE Aquatic common

109. Eleocharis parvula Link ex Pl. CYPERACEAE Semi -aquatic frequent

110. Eleocharis dulcis Blanco CYPERACEAE Semi -aquatic frequent

111. Eleocharis spiralis Roem. & Schult. CYPERACEAE Semi -aquatic uncommon

112. Eleusine indica (L) gaertn. POACEAE Grass common

113. Eragrostis pilosa (L.) P.Beauv. POACEAE Grass common

114. Fimbristylis aestivalis (Retz.) Vahl CYPERACEAE Grass common

115. Fimbristylis miliacea (L.) Vahl. CYPERACEAE Grass frequent

116. Flagellaria indica Hook. FLAGELLARIACEAE Climber uncommon

117. Kyllinga alata Nees. CYPERACEAE Grass frequent

118. Monochoria cyanea F.Muell. PONTEDERIACEAE Aquatic uncommon

119. Monochoria vaginalis (Burm.f) Presl. PONTEDERIACEAE Aquatic uncommon

120. Musa sp1 MUSACEAE Grass sparse

121. Nypa fruticans Wurmb. ARECACEAE Wood very common

122. Oryza sativa L. POACEAE Semi -aquatic frequent

123. Panicum repens L. POACEAE Grass common

124. Paspalum distichum L. POACEAE Grass common

125. Pennisetum polystachyon (L) Schult. POACEAE Grass common

126. Phragmites vallusa (L.) Veldk. POACEAE Grass very common

127. Saccharum officinarum L. POACEAE Grass sparse

128. Scirpus grossus L.f. CYPERACEAE Semi -aquatic common

129. Scirpus littoralis Schrab. CYPERACEAE Semi -aquatic common

130. Typha angustifolia L. TYPHACEAE Semi -aquatic frequent

17

Table 2. Common fauna species within the Da Phuoc spoils disposal site (December 2011)

No. Scientific Name Family Common English Name

Relative abundance at

the spoils disposal site

MAMALIA

1. Megaerops niphanae (Yen.& Felten, 1983) CHIROPTERA Fruit Bat

rare

2. Mus musculus (Linnaeus, 1758) RODENTIA House mouse

very common

3. Rattus argentiventer (Robin.& Kloss, 1916) RODENTIA Rice-field Rat

very common

4. Rattus norvegicus (Berkenhout, 1769) RODENTIA Common rat

very common

5. Rattus rattus (Linnaeus, 1758) RODENTIA Black rat

very common

6. Scotophilus kuhlii (Leach, 1882) VESPERTILIONIDAE Lesser Asiatic Yellow Bat

frequent

7. Suncus murinus (Linnaeus, 1766) INSECTIVORA Asian House Shrew

frequent

AVES

1. Microcarbo niger (Vieillot, 1817) PHALACROCORACIDAE Little Cormorant

rare

2. Ardea cinerea (Linnaeus, 1758) ARDEIDAE Grey Heron

rare

3. Ardeola bacchus (Bonaparte, 1855) ARDEIDAE Chinese Pond Heron frequent

4. Bubulcus ibis (Linnaeus, 1758) ARDEIDAE Cattle Egret rare

5. Egretta garzetta (Linnaeus, 1766) ARDEIDAE Little Egret

very common

6. Mesophoyx intermedia (Wagler, 1827) ARDEIDAE Intermediate Egret frequent

7. Ixobrychus sinensis (Gmelin, 1789) ARDEIDAE Yellow Bittern rare

8. Centropus bengalensis (Gmelin, 1788) CUCULIDAE Lesser Coucal rare

9. Centropus sinensis (Stephens, 1815 CUCULIDAE Greater Coucal frequent

10. Halcyon smyrnensis (Linnaeus, 1758) HALCYONIDAE White Throated Kingfisher rare

11. Todiramphus chloris (Boddaert, 1783) HALCYONIDAE Collared Kingfisher rare

12. Collocalia esculenta (Linnaeus, 1758) APODIDAE White-Bellied Swiftlet

very common

13. Cypsiurus balasiensis (Gray,JE, 1829) APODIDAE Asian Palm-Swift frequent

14. Apus pacificus (Latham, 1802) APODIDAE Pacific Swift frequent

15. Anthus hodgsoni (Richmond, 1907) MOTACILLIDAE Olive-Backed Pipit rare

16. Anthus richardi (Vieillot, 1818) MOTACILLIDAE Richard'S Pipit frequent

17. Pycnonotus goiavier (Scopoli, 1886) PYCNONOTIDAE Yellow -Vented Bulbul rare

18. Dicrurus macrocercus (Vieillot, 1817) DICRURIDAE Black Drongo rare

18

No. Scientific Name Family Common English Name

Relative abundance at

the spoils disposal site

19. Prinia flaviventris (Delessert, 1840) CISTICOLIDAE Yellow-Bellied Prinia common

20. Prinia inornata (Sykes, 1832) CISTICOLIDAE Plain Prinia very common

21. Prinia polychroa (Temminck, 1828) CISTICOLIDAE Brown Prinia rare

22. Rhipidura javanica (Sparrman, 1788) RHIPIDURIDAE Pied Fantail rare

23. Acridotheres tristis (Linnaeus, 1766) STURNIDAE Common Myna rare

24. Cinnyris jugularis (Linnaeus, 1766) NECTARINIIDAE Olive-Backed Sunbird frequent

25. Passer montanus (Linnaeus, 1758) PASSERIDAE Eurasian Tree-Sparrow very common

26. Lonchura punctulata (Linnaeus, 1758) ESTRILDIDAE Scaly-Breasted Munia common

27. Streptopelia tranquebarica (Hermann, 1804) COLUMBIDAE Red Collared Dove frequent

HERPETOFAUNA

1. Calotes versicolor (Daudin, 1802) AGAMIDAE Changeable Lizard frequent

2. Enhydris enhydris (Schneider, 1799) COLUBRIDAE Rainbow Water Snake common

3. Enhydris jagori (Peter, 1863) COLUBRIDAE Striped water snake rare

4. Trimeresurus albolabris Gray, 1842 VIPERIDAE White Lipped Tree Viper frequent

5. Dendrelaphis pictus (Gmelin, 1789) COLUBRIDAE Painted Bronzeback rare

6. Xenochrophis flavipunctatus (Hall, 1860) COLUBRIDAE Yellow-spotted Keelback common

7. Ptyas korros (Schlegel, 1837) COLUBRIDAE Indo-chinese rat snake rare

8. Homalopis buccata (Linnaeus, 1758) COLUBRIDAE Puff-faced Water Snake rare

9. Gecko gecko (Linnaeus, 1758) GEKKONIDAE Tokay Gecko frequent

10. Hemidactylus frenatus (Duméril & Bib, 1836) GEKKONIDAE House gecko frequent

11. Mabuya multifasciata (Kuhl, 1820) SCINCIDAE Common Sun Skink common

12. Rana rugulosa (Wiegmann, 1834) RANIDAE Chinese Bullfrog very common

13. Ranna cancrivora Gravenhorst, 1829 RANIDAE Crab-eating Frog rare

14. Duttaphrynus melanostictus (Schnei, 1799) BUFONIDAE Asian Common Toad very common

15. Kaloula pulchra Gray, 1831 MICROHYLIDAE Chubby Frog frequent

19

APPENDIX 4: Photographs of the project alignment and depot

Photo 1: September 23rd Park site of the garage and entrance for the TBMs for MRT2

Photo 2: Sidewalk tree at Tao Dan Station

20

Photo 3: Narrow 2 lane section of Cach Mang Thang Road

Photo 4: Ten lane section of Truong Chinh near airport

21

Photo 5: 2m median of trees on Truong Chinh

Photo 6: Depot site under construction

22

APPENDIX 5: Results of publlic consultation questionnaire surveys and list of participants 1. Public Consultation (Phase 1) for the 2008 MVA EIA

Table 1.1: Comments from Participants during People’s Committee Meetings (2008).

Question

% (Number of Respondents)

Very clear Not really Do not

understand No answer

Do you understand the scale and legal basis of the project

79.8 (75) 18 (17) 0 (0) 2.2 (2)

Do you understand the technical scope and design of the project?

69.0 (65) 12.8 (12) 0 (0) 18.2 (17)

Do you understand the predicted environmental impacts of the project during construction and operation phases?

62.8 (59) 16.0 (15) 0 (0) 21.2 (20)

Table 1.2: Respondents’ assessment of local environmental condition (2008)

Environmental component Response: % (number of people)

Very polluted Polluted No pollution Do not know

Air environment 8.5 (8) 69.0 (65) 16.0 (15) 6.5 (6)

Surface water environment 5.3 (5) 44.7 (42) 28.7 (27) 21.3 (20)

Underground water 4.2 (4) 40.5 (38) 34.0 (32) 21.3 (20)

Noise 17.0 (16) 46.8 (44) 19.2 (18) 17.0 (16)

Vibration 6.4 (6) 36.2 (34) 25.5 (24) 31.9 (30)

Average (%) 8.3 47.4 24.7 19.6

23

Table 1.3: Respondents’ assessment of local infrastructure condition (2008)

Infrastructure component % (Number of people answer)

Very good Good Neutral Very bad No answer

Water supply system 10.6 (10) 39.4 (37) 39.4 (37) 5.3 (5) 5.3 (5)

Drainage system 6.4 (6) 35.1 (33) 45.7 (43) 12.8 (12) 0 (0)

Electricity system 3.2 (3) 46.8 (44) 40.4 (38) 3.2 (3) 0 (0)

Road system 4.2 (4) 39.4 (37) 38.3 (36) 18.1 (17) 0 (0)

Anti-flooding system 6.4 (6) 19.2 (18) 36.2 (34) 33 (31) 5.2 (5)

Traffic system 5.3 (5) 18.1 (17) 36.2 (34) 16 (15) 24.4 (23)

Average (%) 6 33 39.5 14.7 5.8

Table 1.4: Respondents’ assessment of environmental impacts due to Project construction (2008)

Environmental Component % (Number of Respondents)

Positive impact

Negative impact

No impact No answer

Air environment 3.2 (3) 39.4 (37) 57.4 (49) 5.3 (5)

Surface water environment 5.3 (5) 23.4(22) 58.5(55) 12.8(12)

Underground water environment 4.2 (4) 44.7(42) 41.5(39) 9.6(9)

Noise and vibration 3.2 (3) 43.6 (41) 43.6 (41) 9.6 (9)

Soil environment (soil subsidence or pollution) 2.1 (2) 47.9 (45) 38.3 (36) 11.7 (11)

Fauna and flora system 2.1 (2) 7.4 (7) 71.3 (67) 19.2 (18)

Urban landscape 15 (14) 29.8 (28) 42.5 (40) 12.7 (12)

Traffic congestion 9.6 (9) 47.9 (45) 35.1(33) 7.4(7)

Traffic accident and working accident 7.4 (7) 29.8 (28) 51.1 (48) 11.7 (11)

Commerce and services 25.2 (24) 26.6 (25) 39.4 (37) 8.5 (8)

Underground water flooding (tunnels) 4.2 (4) 26.6 (25) 55.3 (52) 13.9 (13)

Average (%) 6.1 33.4 48.6 11.9

24

Environmental Component % (Number of Respondents)

Positive impact

Negative impact

No impact No answer

Do you agree with the mitigating solutions? Totally agree Agree Do not agree

No answer

19.1 (18) 75.5 (71) 2 (2) 3.4 (3)

Table 1.5: Respondents’ assessment of environmental impacts due to Project operation (2008)

Environmental Component

% (Number of Respondents)

Positive impact

Negative impact

No impact No answer

Air environment 12.7 (12) 16 (15) 66 (62) 5.3 (5)

Surface water environment 8.5 (8) 11.7 (11) 58.5 (55) 21.3 (20)

Underground water environment 7.4 (7) 30.9 (29) 54.3 (51) 7.4 (7)

Noise and vibration 3.2 (3) 39.4 (37) 49 (46) 8.4 (8)

Soil environment (soil subsidence or pollution) 2.1 (2) 33 (31) 51.1 (48) 13.8 (13)

Fauna and flora system 4.2 (4) 5.3 (5) 78.7 (74) 11.8 (11)

Urban landscape 40.4 (38) 6.4 (6) 43.6 (41) 9.6 (9)

Commerce and services 51.1 (48) 6.4 (6) 35.1 (33) 7.4 (8)

Traffic congestion 45.7 (43) 16 (15) 30.8 (29) 7.5 (7)

Traffic accidents 45.7 (43) 16 (15) 30.8 (29) 7.5 (7)

Underground water flooding (tunnels) 39.4 (37) 10.6 (10) 42.5 (40) 13.7 (13)

Cultural-social environment 9.6 (9) 15 (14) 61.7 (58) 11.7 (11)

Average (%) 19.7 16.7 53.2 10.4

Do you agree with the mitigating solutions? Totally agree Agree Do not agree

No answer

26.6 (25) 66 (62) 1.1 (1) 6.3 (6)

25

Table 1.6: Project Acceptance (2008)

Question % (Number of Respondents)

Totally agree Agree Do not agree

No answer

After being presented all information about the technical design, impacts and mitigating solutions of the project, do you agree to develop this project in your living area?

37 (35) 52.1 (49) 0 (0) 10.9 (10)

2. Public Consultation (Phase 2) for the 2008 MVA EIA

Table 2.1: Summary of Comments of the People's Committee on support for the Project (2008)

Locality

(6 Districts, 28 Wards)

Agree No comment Disagree

District 1 X

Pham Ngu Lao Ward X

Ben Thanh Ward X

District 3 X

Ward 4 X

Ward 5 X

Ward 6 X

Ward 9 X

Ward 10 X

Ward 11 X

Ward 12 X

Ward 13 X

Ward 14 X

District 10 X

Ward 11 x

Ward 12 X

Ward 15 X

District Tan Binh X

Ward 4 X

Ward 5 X

Ward 6 X

Ward 7 X

Ward 11 X

Ward 12 X

26

Locality

(6 Districts, 28 Wards)

Agree No comment Disagree

Ward 13 X

Ward 14 X

Ward 15 X

District Tan Phu X

Ward Tay Thanh X

Ward Tan Son Nhi X

District 12: X

Ward Tan Thoi Nhat X

Ward Dong Hung Thuan X

Total 17 17

Table 2.2: Summary the Comments of the Fatherland Front on support for the Project

Locality

(6 Districts, 28 Wards)

Agree No comment Disagree

District 1 x

Pham Ngu Lao Ward x

Ben Thanh Ward x

District 3 x

Ward 4 x

Ward 5 x

Ward 6 x

Ward 9 x

Ward 10 x

Ward 11 x

Ward 12 x

Ward 13 x

Ward 14 x

District 10 x

Ward 11 x

Ward 12 x

Ward 15 x

District Tan Binh x

Ward 4 x

Ward 5 x

Ward 6 x

Ward 7 x

Ward 11 x

27

Locality

(6 Districts, 28 Wards)

Agree No comment Disagree

Ward 12 x

Ward 13 x

Ward 14 x

Ward 15 x

District Tan Phu x

Ward Tay Thanh x

Ward Tan Son Nhi x

District 12: x

Ward Tan Thoi Nhat x

Ward Dong Hung Thuan x

Total 13 21

3. Public Consultation (PPTA EIA, August 2011) – MRT2 Alignment

Table 3.1: Summary of Responses to Questions 1 to 3

Level of understanding

Question 1: Scale and legal basis of the project

Question 2: Technical design of the project

Question 3: Predicted environmental impacts

No. of Respondents %

No. of Respondents %

No. of Respondents %

Very clear 99 29.6 54 16.1 106 31.6

Not really clear

169 50.4 191 57.0 170 50.7

Do not understand

67 20.0 90 26.9 59 17.6

Total 335 100.0 335 100.0 335 100.0

Table 3.2: Question 4 – Status of Existing Environmental Conditions

Environmental component Very polluted Polluted No Pollution Don’t know

No. % No. % No. % No. %

1. Air environment 54 16.1 198 59.1 55 16.4 28 8.4

2. Surface water environment 19 5.7 131 39.1 132 39.4 53 15.8

3. Underground water environment 15 4.5 113 33.7 86 25.7 121 36.1

4. Noise 89 26.6 142 42.4 32 9.6 72 21.5

5. Vibration 55 16 141 42.1 68 20.3 71 21.2

Table 3.3: Question 5 – Status of Existing Infrastructure

Infrastructure component Very Good Good

Poor Don’t know

No. % No. % No. % No. %

1. Water supply system 44 13.1 186 55.5 74 22.1 31 9.3

2. Drainage system 38 11.3 159 47.5 112 33.4 26 7.8

3. Electricity system 44 13.1 206 61.5 57 17.0 28 8.4

4. Road system 31 9.3 107 31.9 162 48.4 35 10.4

5. Anti-flooding system 37 11.0 130 38.8 134 40.0 34 10.1

6. Traffic system 25 7.5 85 25.4 200 59.7 25 7.5

Table 3.4: Question 6 - Perceived Construction Impacts

Aspect Positive Impact Negative Impact No Impact Do not Know

No. % No. % No. % No. %

1. Air quality 20 6.0 251 74.9 25 7.5 39 11.6

2. Surface water 31 9.3 203 60.6 55 16.4 46 13.7

3. Groundwater 21 6.3 228 68.1 41 12.2 45 13.4

4. Noise and vibration 12 3.6 257 76.7 25 7.5 41 12.2

5. Soil 15 4.5 234 69.9 35 10.4 51 15.2

6. Fauna and flora system 16 4.8 179 53.4 75 22.4 65 19.4

7. Urban landscape 45 13.4 196 58.5 38 11.3 56 16.7

8. Traffic congestion 31 9.3 237 70.7 23 6.9 44 13.1

9. Traffic accident and occupational accident

31 9.3 204 60.9 46 13.7 54 16.1

10. Commerce and services 30 9.0 235 70.1 28 8.4 42 12.5

11. Underground water flooding (tunnels)

9 2.7 172 51.3 40 11.9 114 34

Table 3.5: Question 7 – Support to Mitigating Solutions

Response No. of Respondents %

Totally agree 57 17.0

Agree 190 56.7

Don't agree 24 7.2

Don't know 64 19.1

Total 335 100.0

Table 3.6: Question 8 – Perceived Operational Impacts

Aspect Positive Impact Negative Impact No Impact Do not know

No. % No. % No. % No. %

Air quality 46 13.7 220 65.7 18 5.4 51 15.2

Surface water 33 9.9 196 58.5 44 13.1 62 18.5

Groundwater 26 7.8 204 60.9 40 11.9 65 14.4

Soil 20 6.0 217 64.8 33 9.9 65 19.4

Fauna and flora system 30 9.0 163 48.7 70 20.9 72 21.5

Urban landscape 57 17.0 185 55.2 26 7.8 67 20.0

Traffic congestion 53 15.8 207 61.8 19 5.7 56 16.7

Traffic accident 47 14.0 180 53.7 28 8.4 80 23.9

Commerce and services 39 11.6 213 63.6 23 6.9 60 17.9

Underground water flooding (tunnels)

19 5.7 189 56.4 49 14.6 78 23.3

Cultural-social environment

62 18.5 181 54.0 30 9.0 62 18.5

Table 3.7: Support to the Project

Response No. of

Respondents %

Totally agree 53

15.8

Agree 176

52.5

Don't agree 74

22.1

Don't know 32

9.6

Total 335

100.0

4. Public Consultation (PPTA EIA, August 2011) – 1st consultation: Da Phuoc Spoils Disposal Site

Level of understanding the scale and legal basis of

the project

the technical design of

the project

the predicted environmental impacts of

the project during construction and operation phases

Frequency % Frequency % Frequency %

Very clear 5 14.71 5

14.71 6 17.65

Not really clear 8 23.53 6

17.65 4 11.76

Do not understand the project 21 61.76 23

67.65 24 70.59

Total 34 100 34 100 34 100

How do you feel about the current state of the environmental conditions of your area?

Environmental component

Very polluted Polluted No Pollution Don’t know Total

Frequency % Frequency % Frequency % Frequency % Frequency %

1. Air environment 11 32.35 18 52.94 2 5.88 3 8.82 34 100 2. Surface water environment 12 35.29 16 47.06 3 8.82 3 8.82 34 100

3. Underground water environment 11 32.35 15 44.12 4 11.76 4 11.76 34 100

4. Noise 9 26.47 13 38.24 8 23.53 4 11.76 34 100

5. Vibration 9 26.47 13 38.24 7 20.59 5 14.71 34 100

How do you feel about the Infrastructure status of your living area? Infrastructure component/

Very Good Good Poor Do not know Total

Frequency % Frequency % Frequency % Frequency % Frequency %

1. Water supply system 3 8.82 7 20.59 17 50 7 20.59 34 1002. Drainage system 2 5.88 3 8.82 21 61.76 8 23.53 34 1003. Electricity system 3 8.82 18 52.94 10 29.41 3 8.82 34 1004. Road system 2 5.88 7 20.59 22 64.71 3 8.82 34 1005. Anti-flooding system 3 8.82 5 14.71 21 61.76 5 14.71 34 1006. Traffic system 1 2.94 7 20.59 23 67.65 3 8.82 34 100 What is your assessment of the impacts of the project during the construction phase of the over-all Project (MRT2)

Aspect Positive impact Negative impact No impact Total

Frequency % Frequency % Frequency % Frequency %

Air environment 0 - 28 82.35 6 17.65 34 100 Surface water environment 0 - 28 82.35 6 17.65 34 100 Underground water environment

1 2.94 28 82.35 5 14.71 34 100 Noise and vibration 0 - 30 88.24 4 11.76 34 100 Soil environment (soil subsidence or pollution)

0 - 32 94.12 2 5.88 34 100 Fauna and flora system 1 2.94 28 82.35 5 14.71 34 100 Urban landscape 7 20.59 23 67.65 4 11.76 34 100 Traffic congestion 6 17.65 23 67.65 5 14.71 34 100 Traffic accident and working accident

6 17.65 20 58.82 8 23.53 34 100 Commerce and services 6 17.65 18 52.94 10 29.41 34 100 Underground water flooding (tunnels)

2 5.88 25 73.53 7 20.59 34 100

What other negative environmental impacts do you think will occur during construction phase

Frequency Percent

No idea 25

73.53

Effect on households 3

8.82

Heavy environmental pollution 1

2.94

Unsafety 1

2.94

Disruption of underground water flow, water seepage, causing flooding 1

2.94

Pollution 1

2.94 Negative impacts if the project is implemented not accordingly to the technical policies 1

2.94

Environmental Pollution (soil spilling, dust, noise, accidents, traffic jams) 1

2.94

Total 34 100

Agree with the mitigating solutions

Frequency Percent

Totally agree 1

2.94

Agree 26

76.47

Don't agree 7

20.59

Total 34 100

What is your assessment of the impacts of the spoils disposal activity in Dự án Phuoc during the construction phase

Aspect Positive impact Negative impact No impact Total

Frequency % Frequency % Frequency % Frequency %

Air environment 2

5.88 30

88.24 2

5.88 34 100

Surface water environment 0 - 32

94.12 2

5.88 34 100

Underground water environment 1

2.94 29

85.29 4

11.76 34 100

Noise and vibration 0 - 30

88.24 4

11.76 34 100

Soil environment (soil pollution) 0 - 30

88.24 4

11.76 34 100

Fauna and flora system 5

14.71 26

76.47 3

8.82 34 100

Landscape 5

14.71 24

70.59 5

14.71 34 100

Land Use 1

2.94 26

76.47 7

20.59 34 100

Traffic congestion 6

17.65 24

70.59 4

11.76 34 100

Traffic accident and working accident 6

17.65 24

70.59 4

11.76 34 100

Commerce and services 7

20.59 20

58.82 7

20.59 34 100

Flooding 2

5.88 21

61.76 11

32.35 34 100

What other negative environmental impacts do you think will occur during construction due to spoils disposal activities

Frequency %

No idea 25

73.53

Waste will affect households 1

2.94

Waste will affect living environment 1

2.94

Waste will affect river environment 1

2.94

Heavy pollution, will affect living conditions (soil spilling, dust, etc.) 2

5.88

Unsafety, pollution 1

2.94

Pollution 2

5.88

Soil not properly handled and spillying will affect the living conditions of households 1

2.94

Total 34 100

What other negative environmental impacts do you think will occur during construction due to spoils disposal activities Aspect Positive impact Negative impact No impact Total

Frequency % Frequency % Frequency % Frequency %

Air environment 2

5.88 28

82.35 4

11.76 34 100

Surface water environment 0

- 31

91.18 3

8.82 34 100

Underground water environment 1

2.94 32

94.12 1

2.94 34 100

Soil environment (soil subsidence or pollution) 1

2.94 30

88.24 3

8.82 34 100

Fauna and flora system 3

8.82 25

73.53 6

17.65 34 100

Urban landscape 4

11.76 25

73.53 5

14.71 34 100

Traffic congestion 2

5.88 26

76.47 6

17.65 34 100

Traffic accident 3

8.82 26

76.47 5

14.71 34 100

Commerce and services 4

11.76 21

61.76 9

26.47 34 100

Underground water flooding (tunnels) 0

- 28

82.35 6

17.65 34 100

Flooding (in the vicinity of the spoils disposal site) 0

- 28

82.35 6

17.65 34 100

Cultural-social environment 2

5.88 25

73.53 7

20.59 34 100

What other negative environmental impacts do you think will occur during operation phase of the MRT2 project

Frequency %

No idea 28

82.35

Effect on households 1

2.94

Effect on the environment and living standard 1

2.94

Heavy effect on the daily living environment 1

2.94

Environmental pollution, effect on socioeconomic 1

2.94

Heavy effect on the ecosystem, urban landscape and safetyness of Ahs 1

2.94

Noise 1

2.94

Total 34 100

After being presented information about the technical design as well as impacts and mitigating solutions of the project, do you agree with the operation of the MRT2

Frequency %

Totally agree 4 11.76

Agree 26 76.47

Don't agree 4 11.76

Total 34 100

If you do NOT agree with the MRT2 project, please state the reason why

Frequency %

No idea 24

70.59

Should not bring waste to Da Phuoc 2

5.88

Agree (the PMU and Project Owner has good disposal policy) 1

2.94 Agree but the PMU and Project Owner must handle this matter carefully and efficiently 1

2.94

Agree but must have agreement with local people, because we live by farming 1

2.94

Agree but must have agreement with local people beforehand 1

2.94

Agree but must have agreement with local people 1

2.94

Why would I lose my home, farms and living starndard 1

2.94

Don't want pollution and noise 1

2.94 Will negatively impact on the environment and life of everyone living on National Route 50 1

2.94

Total 34 100

After being presented information about the spoils disposal requirements of the Project as well as impacts and mitigating solutions, do you agree with the disposal of excavated soil into the Da Phuoc spoils disposal site?

Frequency %

Totally agree 2 5.88

Agree 17 50.00

Don't agree 15 44.12

Total 34 100

If you do NOT agree with the proposed spoils disposal in Da Phuoc, please state the reason why

Frequency Percent

No idea 19

55.88

Will cause heavy pollution to Da Phuoc 1

2.94

Waste will cause pollution 1

2.94

Waste from underground will pollute the environment 1

2.94

Waste from underground will affect the environment 1

2.94

Waste from underground will make the environment polluted 1

2.94

The implementation of the project will cause pollution 1

2.94

Loss of home and farms 1

2.94

Heavy pollution in Da Phuoc 1

2.94

Heavy environmental pollution 1

2.94

Heavy pollution 1

2.94

Liquid from underground will cause environmental pollution 1

2.94

Heavy pollution to the environment and life 1

2.94

The waste from underground will cause air pollution 1

2.94

If not disposed properly, will pollute the air severely 1

2.94

If not disposed properly will pollute the environment, especially the smell 1

2.94

Total 34 100

5. Public Consultation (PPTA EIA, February 2012) – 2nd consultation: Da Phuoc Spoils Disposal Site

After hearing about the spoils disposal requirements of the Project, existing environmental conditions at the spoils disposal site as well as impacts and corresponding mitigation measures, do you agree with the disposal of excavated soil into the Da Phuoc spoils disposal site?

Response Number Percent Agree 31 79.5Disagree 7 17.9Did not participate in questionnaire survey

1 2.5

Total 39 100.0

6. Public Consultation Participants – MRT 2 alignment (PPTA EIA, August 2011)

Name Ward District Official

1 nguyen thi thuy hong ward 5 District Tan Bình nguyen huu viet

2 nguyen thi cam ha ward 5 District Tan Bình

3 nguyen thi hai ward 5 District Tan Bình

4 bui van hoang ward 5 District Tan Bình vu thi my

5 nguyen thi ngoan ward 5 District Tan Bình

6 nguyen duc thai ward 5 District Tan Bình

7 quach van minh ward 5 District Tan Bình

8 le hong thang Ward 7 District Tan Bình

9 lam hai linh Ward 4 District Tan Bình truong thpt nguyen thuong hien

10 luong thi thanh xuan Ward 7 District Tan Bình

11 vu cong hai Ward 7 District Tan Bình

12 huynh ba ha . District Tan Bình

13 nguyen thuy nga . District Tan Bình

14 dao thi thu trang . District Tan Bình

15 nguyen thi vien Ward 4 District Tan Bình nguyen thi giap

16 do manh kinh ward 11 District Tan Bình thach thi thanh

17 nguyen thanh hai Ward 4 District Tan Bình

18 nguyen thi van Ward 4 District Tan Bình

19 cao xuan thanh Ward 4 District Tan Bình

20 pham the vinh Ward 4 District Tan Bình bui thi gai

21 trinh thi my ward 5 District Tan Bình

22 nguyen thi thu thuy ward 5 District Tan Bình

23 vu van chieu . District Tan Bình pham thi loan

24 huynh thi minh nga Ward 4 District Tan Bình

25 nguyen thi thu Ward 4 District Tan Bình

Name Ward District Official

26 tran van lien Ward 4 District Tan Bình

27 nguyen thi yen Ward 4 District Tan Bình

28 le van re Ward 7 District Tan Bình

29 vu thi thang ward 5 District Tan Bình

30 ta thi gai ward 5 District Tan Bình

31 nguyen thi dieu huong . District Tan Bình

32 vu thi bich hop ward 5 District Tan Bình

33 nguyen thi toan ward 5 District Tan Bình

34 tran van cuon . District Tan Bình

35 vo dinh tan Ward 7 District Tan Bình

36 dao thi tuat . District Tan Bình

37 le thi ngoc dung Ward 13 District 10 le thi ngoc dung

38 truong qui sam Ward 13 District 10

39 pho van dung Ward 13 District 10

40 nguyen tien long Ward 12 District 10 ubnd phuong 12

41 nguyen van banh Ward 13 District 10

42 tu tu linh Ward 13 District 10

43 dang huu chau . District 10

44 vuong quang trung . District 10 cong ty cp legamex

45 nguyen thi sang Ward 15 District 10

46 le thi bich thuy Ward 15 District 10

47 huynh thi hai . District 10

48 chau van nua Ward 13 District 10

49 vo thi le khanh Ward 13 District 10

50 vo van thong Ward 13 District 10

51 tran van menh Ward 15 District 10 ban dieu hanh kp5

52 nguyen ngoc tuan Ward 12 District 10 cong ty cp tm-xnk thien nam

53 nguyen thanh phong Ward 13 District 10

54 trinh nguyet anh Ward 13 District 10

55 le hoang kim chi Ward 13 District 10

56 hoang thuy nga Ward 15 District 10

57 cao thi hanh Ward 15 District 10

58 phan thanh long Ward 12 District 10 phan kim dung

59 do duc thang phu thai Ward 15 District 10

60 dam qua Ward 15 District 10

61 do dang truc Ward 13 District 10

62 dam huu phuong Ward 13 District 10

63 vo thi kim ngoc . District 10

64 nguyen thi ngoc tam . District 10

Name Ward District Official

65 trinh van thanh . District 10

66 danh thi cuc Ward 13 District 10

67 cao thi bong Ward 13 District 10

68 phan thanh giao Ward 13 District 10

69 le van duong Ward 13 District 10

70 le ngoc cham Ward 13 District 10

71 le quang toai Ward 13 District 10

72 nguyen thi dong Ward 13 District 10

73 do quang vinh Ward 13 District 10

74 nguyen van ty Ward 13 District 3

75 tran thi bich lien Ward 13 District 10

76 pham thi anh tuyet Ward 15 District 10

77 chung my huu Ward 15 District 10

78 nguyen trung hieu Ward 13 District 10

79 ha thi kim hong Ward 13 District 10

80 nguyen thi kim hoang Ward 13 District 10

81 phan huy hoang Ward 13 District 10

82 tran cong thanh Ward 13 District 10

83 nguyen van y Ward 13 District 10 vu thi duc

84 ha thi mai Ward 13 District 10

85 nguyen thanh truc Ward 13 District 10

86 pham thi hoan Ward 15 District 10

87 tran le xuan thuy Ward 15 District 10

88 nguyen thi minh tham Ward 13 District 10

89 vu thi manh Ward 15 District 10

90 ton my thi anh dao Ward 12 District 10 ubmttqvn p12

91 huynh tan xuan Ward 15 District 10

92 nguyen thi be Ward 12 District 10

93 nguyen thi ngoc lan Ward 12 District 10

94 duong van kha Ward 15 District 10

95 nguyen anh gioi Ward 15 District 10

96 vuong thi thanh van Ward 13 District 10

97 ta duy khang Ward 15 District 10

98 nguyen huu luyen Ward 15 District 10

99 duong thi anh Ward 15 District 10

100 ta thi phuong lan Ward 15 District 10

101 nguyen thi khanh Ward 15 District 10

102 ho huu ty Ward 13 District 10

103 bui van thuan Ward 12 District 10 to truong to 22a

Name Ward District Official

104 duong ngoc diep Ward 15 District 10 duong nguyen ngoc loc

105 pham thi kim lien Ward 13 District 10

106 nguyen thi thanh Ward 4 District Tan Bình tran thuy kim hang

107 mai thi dam Ward 4 District Tan Bình

108 nguyen thi luong ward 5 District Tan Bình vu thi thuat

109 dinh duy khiem ward 5 District Tan Bình

110 le thi canh Ward 4 District Tan Bình

111 le van dung Ward 15 District 10

112 tran thi xuan trang Ward 7 District Tan Bình thi van gung

113 trinh thi kim hue Ward 7 District Tan Bình

114 tran do hoan vu Ward 7 District Tan Bình

115 dang thi lan huong ward 5 District Tan Bình

116 nguyen dinh chien Ward 7 District Tan Bình

117 nguyen van tai ward 5 District Tan Bình

118 nguyen van thi ward 5 District Tan Bình

119 truong thi tho Ward 4 District Tan Bình

120 tran van son Ward 7 District Tan Bình

121 nguyen tien tri ward 5 District Tan Bình

122 dinh quang chinh Ward 7 District Tan Bình

123 vo thi chung ward 5 District Tan Bình nguyen ngoc thach

124 phan hoang mai huyen phuong Ward 7 District Tan Bình

125 pham ngoc chu Ward 7 District Tan Bình

126 hoang tan ward 11 District Tan Bình

127 le van hoai ward 5 District Tan Bình

128 nguyen thi cuc ward 5 District Tan Bình

129 bui thi minh tam ward 5 District Tan Bình

130 vu thi bich tam Ward 4 District Tan Bình

131 nguyen thi anh tuyet Ward 4 District Tan Bình

132 le hoi Ward 4 District Tan Bình cao thuy minh chau

133 tran thi ngoc bich . District Tan Bình

134 dinh quang toan ward 5 District Tan Bình khong thi dao

135 hoang thi kim dung . District Tan Bình nguyen thi ninh

136 nguyen quy duong Ward 4 District Tan Bình ho 36- 38- 46

137 ngo thi nguyen . District Tan Bình

138 nguyen thi loan ward 5 District Tan Bình

139 nguyen van khanh Ward 7 District Tan Bình

140 pham thi tam ward 5 District Tan Bình

141 nguyen thi huyen ward 5 District Tan Bình

142 tran thi loan Ward 7 District Tan Bình

Name Ward District Official

143 tran thi kim phuong ward 5 District Tan Bình hoang thi hue

144 ho thi huong ward 5 District Tan Bình

145 dao thi ngo ward 5 District Tan Bình

146 do minh tam ward 5 District Tan Bình ban dieu hanh kp4

147 duong le thu ward 5 District Tan Bình

148 hoang mai ang Ward 4 District Tan Bình

149 ha ngoc son Ward 13 District 10

150 la thi bao ward 5 District Tan Bình

151 dang thi thinh ward 5 District Tan Bình nguyen thi quy

152 tran thi kim huong Ward 4 District Tan Bình tran hai hoa

153 vuong thien kim Ward 7 District Tan Bình

154 vu dang quang Ward 7 District Tan Bình

155 hoang cong minh thien Ward 4 District Tan Bình

156 huynh muoi a ward 5 District Tan Bình

157 pham ngoc phu ward 5 District Tan Bình

158 tran van duc Ward 4 District Tan Bình

159 bui van cuong Ward 4 District Tan Bình ho vu nhat anh

160 dai vinh hue ward 5 District Tan Bình

161 nguyen van hung Ward 7 District Tan Bình

162 duong vinh thanh ward 5 District Tan Bình

163 nguyen huu thanh ward 5 District Tan Bình

164 nguyen chi toai Ward 14 District Tan Bình nguyen phat

165 pham thi thu dan Ward 15 District Tan Bình

166 bui van luong ward 11 District Tan Bình

167 pham thi le hai Ward 15 District Tan Bình

168 pham van chieu Ward 15 District Tan Bình

169 nguyen ngoc them ward 11 District Tan Bình dao thu thuy

170 pham van hoa Ward 13 District Tan Bình

171 khuu kim lien Ward 13 District Tan Bình

172 duong quoc khanh ward 11 District Tan Bình

173 lai the tien ward 11 District Tan Bình ong ty cp van hoa tan binh

174 nguyen thi ngoc mai . District 3

175 do phu quang Ward 13 District Tan Bình

176 pham van tien Ward 13 District Tan Bình ngan hang tmcp sai gon

177 nguyen van kinh Ward 13 District Tan Bình

178 huynh trong tuan Ward 14 District Tan Bình huynh thi cam van

179 trinh quang thien an Ward 15 District Tan Bình pham thi kim nga

180 tran van hon Ward 14 District Tan Bình

181 thai ngo dang Ward 13 District Tan Bình

Name Ward District Official

182 ho van ky Ward 14 District Tan Bình

183 le thanh liem Ward 13 District Tan Bình

184 ho thuan ward 11 District Tan Bình

185 vo thanh mong Ward 14 District Tan Bình

186 phan hieu Ward 13 District Tan Bình

187 le van nhan Ward 15 District Tan Bình

188 duong thi men Ward 14 District Tan Bình

189 le quang hao Ward 13 District Tan Bình le quang hao

190 nguyen tan cong Ward 15 District Tan Bình

191 tran thi bach dao ward 11 District Tan Bình

192 hoang thi hoa ward 11 District Tan Bình

193 truong dai ward 11 District Tan Bình

194 vo thien luong ward 11 District Tan Bình

195 tran dao Ward 15 District Tan Bình

196 nguyen van khue Ward 15 District Tan Bình

197 pham quoc thang ward 11 District Tan Bình

198 dinh van am ward 11 District Tan Bình

199 nguyen huu duoc Ward 13 District Tan Bình

200 doan van hieu Ward 13 District Tan Bình

201 vo an quoc Ward 4 District Tan Bình

202 luong thi thu hang Ward 14 District Tan Bình luong minh hoang

203 luong van tuan anh ward 11 District Tan Bình

204 huynh thi suu Ward 13 District Tan Bình phan dinh ha

205 vu thi lien Ward 14 District Tan Bình

206 le thi bong Ward 15 District Tan Bình

207 hoang ha ward 11 District Tan Bình

208 pham huu tam ward 11 District Tan Bình

209 nguyen vu phuong Ward 14 District Tan Bình

210 lai thanh phu Ward 14 District Tan Bình

211 nguyen thi lap thanh Ward 15 District Tan Bình

212 dinh tang phong ward 11 District Tan Bình dinh quoc hung

213 tran ngoc tao Ward 14 District Tan Bình

214 hoang huu chi Ward 13 District Tan Bình

215 le hoa ward 11 District Tan Bình

216 nguyen thi kim hue Ward 13 District Tan Bình

217 tran thi phuong kim Ward 14 District Tan Bình

218 le thi suong Ward 14 District Tan Bình

219 nguyen thi anh hong ward 11 District Tan Bình hoang hung tam

220 nguyen van nam Ward 15 District Tan Bình

Name Ward District Official

221 le tan hoang Ward 15 District Tan Bình

222 nguyen vinh an Ward 14 District Tan Bình nguyen dinh tu

223 le cong doan Ward 13 District Tan Bình

224 nguyen thi tha Ward 13 District Tan Bình le cam hong

225 pham ngoc thanh Ward 15 District Tan Bình

226 nguyen manh hai ward 11 District Tan Bình ngan hang tmcp cong thuong

227 vong tuan hong Ward 14 District Tan Bình

228 do thi tho Ward 15 District Tan Bình

229 nguyen thi my anh Ward 15 District Tan Bình

230 vu xuan hung Ward 14 District Tan Bình

231 lam manh cuong Ward 13 District Tan Bình ban boi thuong giai phong mat bang quan

232 vo cong tien ward 11 District Tan Bình ubnd phuong 11

233 nguyen van phan . District Tan Bình

234 le hai chau ward 11 District Tan Bình le ba mien

235 vu van dung Ward 13 District Tan Bình

236 huynh thi diep ward 11 District Tan Bình

237 luong thanh ha . District Tan Bình

238 ong sy phu . District Tan Bình bui giao

239 nguyen bich lieu ward 11 District Tan Bình

240 vu thi anh tuyet Ward 13 District Tan Bình tram y te phuong 13

241 nguyen thi nam . District Tan Bình pham thi bong

242 phan dinh chinh . District Tan Bình

243 truong phuong yen . District Tan Bình

244 nguyen thi thu ward 5 District Tan Bình

245 truong hai xua Ward 15 District Tan Bình nguyen thi tam

246 nguyen van teo Ward 15 District Tan Bình nguyen chi phuong

247 phan van minh Ward 15 District Tan Bình

248 hoang van tai Ward 13 District Tan Bình ubnd phuong 13

249 nguyen thi no Ward 15 District Tan Bình

250 dang thi phong Ward 13 District Tan Bình ld lao dong tan binh

251 le thi thuy diem Ward 13 District Tan Bình ngan hang phuong nam

252 Leâ Kieân Ward Tay Thanh District Tan Phu Voõ Thò Thanh Dung

253 Nguyeãn Thò Lan Ward Tay Thanh District Tan Phu Nguyeãn Thò Lan

254 Ñoã Theá Chæ Ward Tay Thanh District Tan Phu Nguyeãn Ñình Nguyeân

255 Nguyeãn Vaên Nhu Ward Tay Thanh District Tan Phu Nguyeãn Vaên Nhu

256 Traàn Thò Thu Thuûy Ward Tay Thanh District Tan Phu Traàn Thò Thu Thuûy

257 Döông Thò Hieàn Ward Tay Thanh District Tan Phu Döông Thò Hieàn

258 Nguyeãn Thì Ñieàn Ward Tay Thanh District Tan Phu

259 Ñaøo Duy Nhò Ward Tay Thanh District Tan Phu

Name Ward District Official

260 Nguyeãn Thò Kheá Ward Tay Thanh District Tan Phu

261 Nguyeãn Vaên Thieän Ward Tay Thanh District Tan Phu

262 Traàn Vaên Phuùc Ward Tay Thanh District Tan Phu Phan Thò Phöôïng

263 Leâ Thò Hueä Ward Tay Thanh District Tan Phu

264 Nguyeãn Vaên Nhu Ward Tay Thanh District Tan Phu Hoà Tô

265 Ñoã Thò Xuaân Ward Tay Thanh District Tan Phu

266 Nguyeãn Thò Lieãu Ward Tay Thanh District Tan Phu

267 Ñoã Thò Hueä Ward Tay Thanh District Tan Phu

268 Mai Thò Möôøi Ward Tay Thanh District Tan Phu

269 Leâ Vaên Nam Ward Tay Thanh District Tan Phu

270 Phaïm Minh Chaâu Ward Tay Thanh District Tan Phu

271 Phan Thò Dung Ward Tay Thanh District Tan Phu Thaùi Vaên Hieäp

272 Ñaøo Vaên Gia Ward Tay Thanh District Tan Phu

273 Ñaøm Vaên Phöôùc Ward Tay Thanh District Tan Phu

274 Ñoaøn Thò Haèng Ward Tay Thanh District Tan Phu

275 Phan Thò Haï Ward Tay Thanh District Tan Phu

276 Nguyeãn Vaên Raâng Ward Tay Thanh District Tan Phu

277 Ñoaøn Thò Minh Thöông Ward Tay Thanh District Tan Phu

278 Nguyeãn Vaên Coâng Ward Tay Thanh District Tan Phu

279 Ñaøo Duy Ba Ward Tay Thanh District Tan Phu

280 Phan Traân Ward Tay Thanh District Tan Phu

281 Huyønh Taán Huøng Ward Tay Thanh District Tan Phu

282 Traàn Troïng Syõ Ward Tay Thanh District Tan Phu

283 Nguyeãn Vaên Khaùng Ward Tay Thanh District Tan Phu

284 Phaïm Ngoïc Sôn Ward Tay Thanh District Tan Phu

285 Ñinh Thò Nguyeät Ward Tay Thanh District Tan Phu

286 Nguyeãn Thò Ñaäm Ward Tay Thanh District Tan Phu

287 Vuõ Thò Haûi Ñöôøng Ward Tay Thanh District Tan Phu

288 Nguyeãn Thò EÂ Ward Tay Thanh District Tan Phu

289 Nguyeãn Vaên Saùng Ward Tay Thanh District Tan Phu Ngöôøi thueâ

290 Ñaøo Thieän Chöông Ward Tay Thanh District Tan Phu

291 Nguyeãn Vaên Quoác Ward Tay Thanh District Tan Phu Ngöôøi thueâ

292 Ñoaøn Vaên Ñoâng Ward Tay Thanh District Tan Phu Ngöôøi thueâ

293 Ñinh Vaên Taûn Ward 10 District 3

294 Leâ Thò Cuùc Ward 10 District 3

295 Traàn Vaên Ñöùc Ward 10 District 3

296 Karim Ward 10 District 3

297 Nguyeãn Thò Kim Thu Ward 10 District 3

298 Yah Ward 10 District 3

Name Ward District Official

299 Buøi Vaên Ñònh Ward 10 District 3

300 Traàn Thò Tuyeát Vaân Ward 10 District 3

301 Hoà Ngoïc Anh Ward 10 District 3

302 Hamit Ward 10 District 3 Aysa

303 Phaïm Thò Bích Thu Ward 10 District 3

304 Nguyeãn Vaên Hieäp Ward 10 District 3 Nguyeãn Thanh Phong

305 Nguyeãn Vaên Hôn Ward 10 District 3 Voõ Thò Baïch Tuyeát

306 Traàn Vaên Hai Ward 10 District 3

307 Ngoâ Thò Thu Haø Ward 10 District 3

308 Nguyeãn Thaønh Long Ward 10 District 3

309 Phan Thò Kim Traâm Ward 10 District 3

310 Hoaøng Thò Anh Thuøy ward 11 District 3

311 Nguyeãn Thò Thanh Bình ward 11 District 3 Nguyeãn Thò Sôn

312 Huyønh Thò Lang ward 11 District 3

313 Ñoã Thò Tieán Hoøa ward 11 District 3

314 Döông Traàn Minh Tuù ward 11 District 3

315 Nguyeãn Thò Hieân ward 11 District 3 Nguyeãn Thò Hieân

316 Löu Nguyeãn Gia Thinh ward 11 District 3

317 Nguyeãn Thò Caåm Nhung ward 11 District 3

318 Nguyeãn Thò Ngaân Giang ward 11 District 3

319 Ñoaøn Hoàng Thaùi Ben Thanh District 1

320 Nguyeãn Thò AÙnh Tuyeát Ben Thanh District 1 Cty TRACODI

321 Voõ Thò Phöông Hoàng ward 6 District 3

322 Nguyeãn Toáng YÙ Nhi Ben Thanh District 1

323 Huyønh Thanh Hoaøng Ben Thanh District 1

324 Nguyeãn Ngoïc Trí Ben Thanh District 1

325 Maõ Vaên Tuaán Ben Thanh District 1

326 Phaïm Vaên Phaùt Ben Thanh District 1

327 Nguyeãn Vieát Khanh ward 11 District 3

328 Löông Ngoïc Minh ward 11 District 3 Ngaân Haøng Syõ Phuù

329 Nguyeãn Thò Bích Thuûy Ward 15 District Tan Bình

330 Nguyeãn Thò Thanh Hoøa ward 5 District Tan Bình

331 Hoaøng Thò Lan Ward Tan Thoi Nhat District 12

332 Nguyeãn Thò Ngoïc Taân

Ward Tan Thoi Nhat District 12

333 Nguyeãn Thò Hô Ward Tan Thoi Nhat District 12

Name Ward District Official

334 Traàn Vaên Minh Ward Tan Thoi Nhat District 12

335 Traàn Quaân Thuïy Ward 13 District 3

7. Public Consultation Participants – 1st consultation: Da Phuoc Spoils Disposal Site (PPTA EIA, December 2011), Da Phuoc Commune, Binh Chanh District, HCMC

No. Name Address Village 1 Tran Cong Vang B1/8A 2 2 Nguyen Van Mua B1-11 2 3 Ho Thang Hong E13/394 4 Nguyen Thi Hoang Linh D10/285 4 5 Vo Van Xuong E9/234 5 6 Vo Thanh Cu E12/333 5 7 Duong The Cuong E12/350

8 Duong The Hung E12/349

9 Nguyen Van Thong E12/353 5 10 Ngo Thi My Kieu A2/54 1 11 Nguyen Van Hau B1/10 2 12 Le Van Trung B1/7 2 13 Tran Van Ngoc A9/248/1 14 Nguyen Thi Luong B1/5A 2 15 Trieu Thi Nhu Nga B1/06D/1 16 Tran Van Muon B6/6B 2 17 Trinh Tuan Phong B3/72 2 18 Dang Thi Bang B1/05/1 2 19 Ngo Hong Phuc B1/27/7 2 20 Truong Thi Kim Lan B1/78/A8 2 21 Truong Thi Sau 134/88 2 22 Duong Huynh Anh A9/248 23 Ho Van Ba 2 24 Pham Van Minh 5 25 Huynh Van Do B1/26A 2 26 Huynh Mong Long B1/1 2 27 Pham Van Khoi E13/375 5 28 Chau Van Han B1/79 2 29 Nguyen Quang Vien B1/1 2 30 Duong Van Ty B1/1/1 2 31 Ngo Buu Lap B1/6D/1 32 Nguyen Van Thanh UBND Xa 33 Nguyen Van Nam 5 34 Pham Thi Bach 5

8. Public Consultation Participants – 2nd consultation: Da Phuoc Spoils Disposal Site (PPTA EIA, February 2012), Da Phuoc Commune, Binh Chanh District, HCMC

No. Name Address

1 Tran Van Phai B2/35, Hamlet 2,, Da Phuoc Commune 2 Huynh Van Hon A9/259 Hamlet 1, Da Phuoc Commune 3 Le Van Hiep A2/60, Hamlet 1, Da Phuoc Commune 4 Nguyen Van Ut A2/64, Hamlet 1, Da Phuoc Commune 5 Ha Van Dau A5/155, Hamlet 1, Da Phuoc Commune 6 Nguyen Thi Phuong Nam E5/157, Da Phuoc Commune 7 Ho Van Ba B1/12 Inter-hamlet Road 1&2, Da Phuoc Commune 8 Nguyen Thi Hue B1/103, Hamlet 2, Da Phuoc Commune 9 Vo Van Tu B1/19B, Da Phuoc Commune 10 Truong Nam Khang 11 Nguyen Thi Ai B2/34F Hamlet 2, Da Phuoc Commune 12 Do Thi Phuong Thuy A2/53A Hamlet 1, National Road 50, Da Phuoc Commune 13 Nguyen Van Kiet B2/34 Hamlet 2, Da Phuoc Commune 14 Nguyen Van Sang 91 National Road 1A, An Phu Tay Commune 15 Tran Cong Nhan 16 Truong Ngoc Bong A5/151 Hamlet 1, Da Phuoc Commune 17 Nguyen Van Em Hamlet 2, Da Phuoc Commune 18 Ngo Van Chay 65 Road 5 19 Doan Van Ba B1/10 A 20 Ho Thi Cam Nhung B2/34 A Hamlet 2,Da Phuoc Commune 21 Tran Cong Vang B1/8A Hamlet 2, Da Phuoc Commune 22 Le Van Quit A5/152 Hamlet 1, Da Phuoc Commune 23 Tran Van Muon B1/6B Hamlet 2, Da Phuoc Commune 24 Nguyen Van Hau B1/10 Hamlet 2, Da Phuoc Commune 25 Duong Van Phuoc B1/5 Inter-hamlets road 1+2, Da Phuoc Commune 26 Ngo Buu Lap B1/6D/1 Inter-hamlets road 1+2, Da Phuoc Commune 27 Le Van Trung B1/7Inter-hamlets road 1+2, Da Phuoc Commune 28 Tran Van Ngoc A/9/248/1 29 Nguyen Van An Da Phuoc Commune 30 Nguyen Van Tu A2/61 ấp 1, Da Phuoc Commune 31 Le Van Nam B2/35A, Hamlet 2, Da Phuoc Commune 32 Chau Thi Hai B2/39, Hamlet 2, Da Phuoc Commune 33 Do Ngoc Sum A7/2008 Hamlet 1, Da Phuoc Commune 34 Ngo Van Minh A2/38 Hamlet 1, Da Phuoc Commune 35 Huynh Van Nam B2/38 Hamlet 2, Da Phuoc Commune 36 Nguyen Van Mua B1/11, Da Phuoc Commune 37 Nguyen Bao Quoc B4/88, Hamlet 2, Da Phuoc Commune 38 Truong Ngoc Cay D9/267, Da Phuoc Commune 39 Nguyen Van Thanh UBND Xa

APPENDIX 6: Semi-annual Environmental Monitoring Report Outline

Environmental Monitoring Report Semi-Annual Report {Month Year}

VIE: Ho Chi Minh City Urban Mass Rapid Transit Line 2 Investment Program Prepared by the Ho Chi Minh City People's Committee for the and the Asian Development Bank.

CURRENCY EQUIVALENTS (as of {Day Month Year})

{The date of the currency equivalents must be within 2 months from the date on the cover.} Currency unit – {currency name in lowercase (Symbol)} {Symbol}1.00 = ${ }

$1.00 = {Symbol_____}

ABBREVIATIONS

{AAA} – {spell out (capitalize only proper names)} {BBB} – {spell out} {CCC} – {spell out}

{WEIGHTS AND MEASURES}

{symbol 1 (full name 1)} – {Definition 1} {symbol 2 (full name 2)} – {Definition 2} {symbol 3 (full name 3)} – {Definition 3}

{GLOSSARY}

{Term 1} – {Definition 1} {Term 2} – {Definition 2} {Term 3} – {Definition 3}

NOTE

In this report, "$" refers to US dollars. This environmental monitoring report is a document of the borrower. The views expressed herein do not necessarily represent those of ADB's Board of Directors, Management, or staff, and may be preliminary in nature. In preparing any country program or strategy, financing any project, or by making any designation of or reference to a particular territory or geographic area in this document, the Asian Development Bank does not intend to make any judgments as to the legal or other status of any territory or area.

Project Semi-Annual Environmental Monitoring Report Outline

The borrower/client is required to prepare periodic monitoring reports that describe progress with implementation of the project EMP and compliance issues and corrective actions. A sample outline which can be adapted as necessary is provided below. Not all sections will be relevant in all cases. Ranking systems for compliance, mitigation effectiveness, etc., are indicative examples only, and can be modified as appropriate.

1. Introduction 1.1. Report Purpose 1.2. Project Implementation Progress

2. Compliance with ADB loan covenants and applicable government

laws, regulations and requirements Status of compliance with ADB loan covenants and government environmental requirements

3. Changes in project scope

Such as change in alignment or footprint in case of horizontal infrastructure, implementation of additional Project component/s, etc. and corresponding safeguard measures undertaken, if applicable

4. Incorporation of Environmental Requirements into Project

Contractual Arrangements Manner by which EMP requirements are incorporated into contractual arrangements, such as with contractors or other parties.

5. Summary of Environmental Mitigations and Compensation

Measures Implemented Based on EMP; may include measures related to air quality, water quality, noise quality, pollution prevention, biodiversity and natural resources, health and safety, physical cultural resources, capacity building, and others.

6. Summary of Environmental Monitoring

6.1. Compliance Inspections 6.2. Summary of Inspection Activities

6.2.1. Mitigation Compliance1 6.2.2. Mitigation Effectiveness2

1 Overall compliance with mitigation implementation requirements could be described in qualitative terms or

be evaluated based on a ranking system, such as the following: 1. Very Good (all required mitigations implemented) 2. Good (the majority of required mitigations implemented) 3. Fair (some mitigations implemented) 4. Poor (few mitigations implemented) 5. Very Poor (very few or no mitigations implemented)

Additional explanatory comments should be provided as necessary. 2 Effectiveness of mitigation implementation could be described in qualitative terms or be evaluated based

on a ranking system, such as the following: 1. Very Good (mitigations are fully effective)

6.3. Emission Discharge (Source) Monitoring Program (if relevant)

6.3.1. Summary of Monitoring 6.3.2. Results 6.3.3. Assessment3

6.4. Ambient Monitoring Program (if relevant)

6.4.1. Summary of Monitoring 6.4.2. Results 6.4.3. Assessment4

7. Key Environmental Issues

7.1.1. Key Issues Identified (e.g., non-compliance to loan covenants, EMP and/or government environmental requirements; insufficient mitigation measures to address Project impacts; complaints; incidents; accidents; etc.)

7.1.2. Action Taken 7.1.3. Additional Action Required

8. Conclusion

8.1. Overall Progress of Implementation of Environmental Management Measures5

2. Good (mitigations are generally effective) 3. Fair (mitigations are partially effective) 4. Poor (mitigations are generally ineffective) 5. Very Poor (mitigations are completely ineffective)

Additional explanatory comments should be provided as necessary. 3 Discharge levels should be compared to the relevant discharge standards and/or performance indicators

noted in the EMP. Any exceedences should be highlighted for attention and follow-up. In addition, discharge levels could be compared to baseline conditions (if baseline data is available) and described in qualitative terms or be evaluated based on a ranking system, such as the following:

1. Very Good (overall conditions are generally improved) 2. Good (conditions are maintained or slightly improved) 3. Fair (conditions are unchanged) 4. Poor (conditions are moderately degraded) 5. Very Poor (conditions are significantly degraded)

Additional explanatory comments should be provided as necessary. 4 Ambient environmental conditions should be compared to the relevant ambient standards and/or

performance indicators noted in the EMP. Any exceedences should be highlighted for attention and follow-up. In addition, ambient environmental conditions could be compared to the baseline conditions (if baseline data is available) and described in qualitative terms or be evaluated based on a ranking system, such as the following:

1. Very Good (overall conditions are generally improved) 2. Good (conditions are maintained or slightly improved) 3. Fair (conditions are unchanged) 4. Poor (conditions are moderately degraded) 5. Very Poor (conditions are significantly degraded)

Additional explanatory comments should be provided as necessary.

8.2. Problems Identified and Actions Recommended Appendices

1. Site Inspection / Monitoring Reports 2. Ambient Monitoring Results 3. Photographs 4. Others

5 Overall sector environmental management progress could be described in qualitative terms or be

evaluated based on a ranking system, such as the following: 1. Very Good 2. Good 3. Fair 4. Poor 5. Very Poor

Additional explanatory comments should be provided as necessary.

APPENDIX 7: Site Environmental Compliance Inspection and Monitoring Form

Site Environmental Compliance Inspection and Monitoring Form

Provided below is a sample form which may be utilized (and adapted as needed) to record the results of a compliance inspection or source or ambient monitoring at a project site. Project : Implementing Agency : Sub-Project : Monitoring Agency : Location : Enforcement Agency : Date : Contractor(s) : Reporting Period : Implementation Phase: Preconstruction / Construction / Operation 1. Contractor(s)

Contractor(s) Environmental Awareness

Yes / No

Actions Required

Contractor Response / Comment

Contractor(s) aware of mitigation requirements?

Contractor(s) have a copy of EMP?

2. Mitigation Compliance Inspection

Endorsed by: Impact / Mitigation Measure

(From EMP)

Mitigations Implemented

(Yes, No)

Mitigations Effective?

(1 to 5)*

Impact Observed / Location

Action Required

Contractor Response / Comment Implementing

Agency Monitoring

Agency

* Mitigation Effectiveness Rating Criteria (Indicative examples) 1. Very Good (all required mitigations implemented) 2. Good ( the majority of required mitigations implemented) 3. Fair (some mitigations implemented)

4. Poor (few mitigations implemented) 5. Very Poor (very few mitigations implemented)

3. Emission Discharge Monitoring (if relevant) Endorsed by: Parameter

Date / Location

Measured by

Monitoring Equipment

Result Standard

% Exceedence

Action Required Contractor

Responses / Comments

Implementing Agency

Monitoring Agency

4. Ambient Monitoring (if relevant)

Endorsed by: Parameter

Date / Location

Measured by

Monitoring Equipment

Result Standard

% Exceedence

Action Required Contractor

Responses / Comments

Implementing Agency

Monitoring Agency

5. Environmental Incidents During Reporting Period (if relevant)

Endorsed by: Environmental Incidents (accidents, spills, complaint)

Date / Location

Reported by

Description / Location

Action Taken Further Action Required Implementing Agency

Monitoring Agency

6. Summary of Actions Required and Follow-up (if relevant)

Action Required

Timeframe (e.g. within one week)

Responsible Parties Follow-up

(to be completed if inspection/monitoring indicates actions are required)

Required Action Taken:

Effectiveness:

Further Action Required?:

Prepared by:

Date:

Inspection Completed by:_____________________________________ Date:_________________

Signature:

Notes:

Attachments:

(e.g. laboratory reports, photographs)

APPENDIX 8 Terms of Reference for the External Monitoring Expert

Terms of Reference for the External Environmental Monitoring Expert

Objectives of the External Monitoring

Consistent with the requirement of ADB’s Safeguard Policy Statement 2009 on external monitoring for environment category A projects, HCMCPC/MAUR-PMU2 shall engage and retain an external environmental monitoring expert. Such expert shall undertake independent periodic reviews to verify the monitoring information submitted by HCMCPC/MAUR-PMU2 B to ADB on the implementation of the environmental management plan (EMP). The external expert shall also assess if various EMP provisions are being implemented as required.

Key Activities and Methodology

The scope of services of the external environmental monitoring consulting services are provided below.

(i) Review and verify the accuracy, breadth, depth, and relevance of information provided by HCMCPC/MAUR-PMU2 to ADB with regard to EMP implementation

(ii) Determine if EMP provisions (mitigation, monitoring, reporting, etc.) are being conducted in thorough and timely manner and in accordance with budget identified within the EMP.

The above tasks shall be undertaken on an annual basis throughout the 5-year construction phase and during the first year of Project operation. Monitoring shall be undertaken through review of environmental monitoring reports, site visit and interviews with affected households, local officials and other stakeholders.

Qualifications

The external environmental monitoring will be undertaken by an international environmental consultant with a total 6 person-months input.

The expert to be engaged has not been and shall not be involved in day-to-day project implementation or supervision, with relevant academic qualification in the field of environmental management, environmental science, environmental engineering or other related courses), has at least 15 years experience in environmental management and monitoring and/or supervision of EMP for major infrastructure project, knowledgeable on ADB and Vietnamese environmental policies and guidelines and is fluent in written English.

Schedule and Reporting Requirements

The external environmental monitoring consultant will be mobilized on an annual basis throughout the construction phase until the first year of Project operation. The monitoring report to be prepared by the consultant shall provide details of the methodology used; findings (results of desk review, site observations, consultations/interviews); recommendations; and other relevant information to support the findings (minutes of meetings, photo-documentation, etc.). The reports shall be submitted to HCMCPC/MAUR-PMU2 and ADB two weeks from completion of each monitoring activity.

Estimated Cost for the Service of the External Environmental Consultant

The estimated total cost for engaging an international external environmental monitoring expert over a 6-year period is presented below:

Item Rate ($) Unit Qty Total ($) 1. International

( i ) Remunerat ion 15,000 Person-month 6 90,000( i i ) Air fare 2,000 Round-trip 6 12,000( i i i ) Per diem 200 day 180 36,000

2 Expenses (i) Local t ransportat ion 500 Monitoring period 6 3,000(ii) Interpreter 100 day 60 6,000(iii) Report preparat ion (mater ia ls)

200 Monitoring period 6 1,200

(iv) Cont ingency 2,500 150,700