Updated Environmental Impact Assessment August 2013

VIE: Ha Noi Metro Rail System Project, Line 3 – Nhon to Ha Noi Railway Station Prepared by the People’s Committee of Ha Noi for the Asian Development Bank. This is an updated version of the draft originally posted in March 2011.

http://www.adb.org/projects/40080-013/documents

CURRENCY EQUIVALENTS (as of 17 June 2013)

Currency unit – Viet Nam dong (VND) VND1.00 = $.0000479

$1.00 = VND 20,828

ABBREVIATIONS ADB – Asian Development Bank AFD – Agence française de développement Al – aluminum As – arsenic bgs – below ground surface BOD – biological oxygen demand Cd – cadmium CEPT – Center for Environmental Protection in Transport CI – chloride CO – carbon monoxide Co – cobalt COD – chemical oxygen demand CPC – Commune People’s Committee Cu – copper dB – decibels DCI – Department of Culture and Information DO – dissolved oxygen DOC – Ha Noi Department of Construction DONRE – Ha Noi Department of Natural Resouces and Environment DPC – District People’s Committee EC – electrical conductivity EIA – environmental impact assessment EMP – environmental management plan Fe – iron FS – feasibility study FF – Fatherland Front GHG – greenhouse gas GOV – Government of Viet Nam HAPI – Ha Noi Authority for Planing and Invesment HC – hydrocarbon HPC – Ha Noi People’s Committee HRB – Ha Noi Metropolitan Rail Transport Project Board HUTP – Ha Noi Urban Transport Project IEE – initial environmental examination JICA – Japanese International Cooperation Agency LRT – light rail train system Mn – manganese MOLISA – Ministry of Labor, Social Affairs and Invalids MONRE – Ministry of Natural Resources and Environment NDWRPI – Northern Division of Water Resources Planning and Investigation NH4+ – ammonia NO3 – nitrate

NOx – nitrous oxides NR – national road PAH – project affected household Pb – lead PC – People’s Committee PM10 – particulate matter with aerodynamic diameter < 10 microns PM2.5 – particulate matter with aerodynamic diameter < 2.5 microns PPTA – project preparatory technical assistance PSC – project supervision consultant Q – Quarter QCVN/TCVN – Vietnamese environmental quality regulation/ standards RP – resettlement plan SO2 – sulfur dioxide SO3 – sulfate SOE – state owned enterprise SOP – standard operating procedure TA – technical assistance TBM – tunnel boring machine TDS – total dissolved solids TRICC – Transport Investment and Construction Consultancy Company TSS – total suspended solids TSP – total suspended particulates USco – Union of Survey Companies Ltd VOC – volatile organic compound vph – vehicles per hour WHO – World Health Organization WTP – water treatment plant

WEIGHTS AND MEASURES

ha – hectare kg – kilogram km – kilometer I – liter m – meter mg – milligram ug – microgram

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.

CONTENTS Page

EXECUTIVE SUMMARY 1

I. INTRODUCTION 10 A. Preface of the EIA 10 B. Background to the Project 10 C. Project Overview 12 D. Project Status 14 E. Purpose of the EIA 14

II. POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK 16 A. The Legal Framework for Environmental Management 16 B. The Administrative Framework for Environmental Management 20 C. Vietnamese Environmental Requirements. 20 D. ADB Environmental Requirements 20

III. DESCRIPTION OF THE PROJECT 22 A. Project Location 22 B. Need for Project 22 C. Project Pre-Construction 28 D. Project Construction 30 E. Deep Tunnel Construction 32 F. Project Operation 38 G. Project Costs 43 H. Implementation Schedule 44

IV. DESCRIPTION OF THE ENVIRONMENT 46 A. Introduction 46 B. Physical Resources 46 C. Ecological Resources 74 D. Economic Development 75 E. Social and Cultural Resources 82

V. ANTICIPATED ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES 95 A. Introduction 95 B. Depot 96 C. Viaduct Section 108 D. Tunnel Section 127 E. Greenhouse Gas Emissions 148 F. Cumulative Impacts 149

VI. ALTERNATIVES 153 A. Introduction 153 B. Corridor Conditions 153 C. Alternative Transport Modes 153 D. Alternatives within the Project 154 E. Do-Nothing or Do-Minimum Option 155

VII. INFORMATION DISCLOSURE, CONSULTATION AND PARTICIPATION 157 A. Introduction 157

B. GOV Supplementary EIA 166 C. EIA Consultation 2010 168 D. Project Implementation Stage 170

VIII. GRIEVANCE REDRESS MECHANISM 171 A. Legal Guidelines on Grievance Redress in the Environmental Field 171 B. GRM to be Applied to the Project 172 C. GRM Stakeholders 173 D. Steps in Grievance Redress Related to Environmental Impacts for the Project 174

IX. ENVIRONMENTAL MANAGEMENT PLAN 178 A. Environmental Mitigation Plans 179 B. Environmental Monitoring Plans 217 C. Responsibilities for EMP Implementation 227 D. EMP Reporting 229 E. Budget for EMP Implementation 230 F. Institutional Strengthening and Capacity Building in the Ha Noi Railway Board 233

X. CONCLUSIONS AND RECOMMENDATIONS 238

XI. REFERENCES 240 FIGURE 1.1: Five planned mass transit lines for Ha Noi FIGURE 1.2: Ha Noi Metro Rail System Project alignment and 12 stations FIGURE 3.1: Tunnel construction options FIGURE 3.2: The broad steps in the construction process FIGURE 3.3: Proposed traffic rerouting plan for viaduct section along Cau Giay (from 3rd Ring

Road intersection to Nguyen Phong Sac intersection) FIGURE 3.4: Proposed traffic rerouting plan for viaduct section along Cau Giay (from Nguyen

Phong Sac intersection to Dang Ninh intersection) FIGURE 3.5: Proposed traffic rerouting plan for viaduct section along Cau Giay (from Tran

Dang Ninh intersection to Duong Buoi intersection) FIGURE 4.1: Location map of boreholes/wells and geological cross-sections FIGURE 4.2: Geological cross-section along the Project line FIGURE 4.3: Groundwater depression cone of the lower aquifer in Ha Noi in 2001 FIGURE 4.4: Groundwater level record at Ngo Sy Lien well field FIGURE 4.5: Groundwater level record at Mai Lich well field FIGURE 4.6: The average land subsidence rate in Ha Noi of year 2001 FIGURE 4.7: North-south geological cross-section across the Ngo Sy Lien well field FIGURE 4.8: North-south geological cross-section across the Mai Dich well field FIGURE 4.9: Minor inundation areas in Project area FIGURE 5.1: Cross-section of the elevated stations FIGURE 5.2: Noise shield attached to viaduct TABLE 3.1: Administrative areas traversed by the Project TABLE 3.2: Summary of traffic survey results TABLE 3.3: Predicted growth on Ha Noi transport network (excluding Ha Tay Province) TABLE 3.4: Predicted growth on Ha Noi transport network by mode (excluding Ha Tay

Province) TABLE 3.5: Preliminary estimate of land acquisition requirements

TABLE 3.6: Predicted passenger numbers (excluding Ha Tay Province older) TABLE 3.7: Passenger loading characteristics – three carriage system TABLE 3.8: Station locations of the Project TABLE 3.9: Project cost estimate TABLE 3.10: Preliminary project implementation schedule TABLE 4.1: Average monthly temperature in Ha Noi (ºC) (excluding Ha Tay Province older) TABLE 4.2: Average monthly wind velocity (m/s) (excluding Ha Tay Province) TABLE 4.3: Average monthly rainfall (mm) (excluding Ha Tay Province) TABLE 4.4: Monitoring results for total suspended particulates by District TABLE 4.5: Results of air quality monitoring in the Project area TABLE 4.6: Supplementary air quality measurements (2008) TABLE 4.7: Noise monitoring in the Project area (dB(A)) TABLE 4.8: Noise monitoring results (2008) TABLE 4.9: Vibration monitoring in the Project area TABLE 4.10: Vibration monitoring results (2008) TABLE 4.11: Overview of geological settings in Ha Noi (excluding Ha Tay Province) TABLE 4.12: Geotechnical layering along the project alignment TABLE 4.13: Soil monitoring results in the Project area TABLE 4.14: Features of Ha Noi River network TABLE 4.15: Surface water quality monitoring in Project area TABLE 4.16: Surface water quality monitoring (2008) TABLE 4.17: Land use structure in Ha Noi (excluding Ha Tay Province) TABLE 4.18: Land use structure in Districts in Project area (%) TABLE 4.19: Major roads in the Project area TABLE 4.20: Population in the Project area (2004) TABLE 4.21: Population growth in Ha Noi (excluding Ha Tay Province) TABLE 4.22: Population density and growth rate TABLE 4.23: Urban service coverage in Project Districts (%) TABLE 4.24: Average household income in Project area TABLE 4.25: Goods ownership in Project Districts TABLE 4.26: Summary of living conditions analysis in Project Districts TABLE 4.27: Ethnic minority groups in Ha Noi TABLE 4.28: Community facilities in the Project Area TABLE 4.29: Sites of cultural and historical heritage in Project area TABLE 5.1: Depot area usage TABLE 5.2: Anticipated construction equipment noise levels TABLE 5.3: Water supply requirements at the depot TABLE 5.4: Results of air quality monitoring along the viaduct area (2006) TABLE 5.5: Noise values along the viaduct section (dB(A)) TABLE 5.6: Expected construction noise levels for the viaduct section TABLE 5.7: Forecast of operational stage train noise without mitigation TABLE 5.8: Expected train noise levels with the noise shield TABLE 5.9: Results of vibration measurements along the viaduct section TABLE 5.10: Forecast of vibration levels caused by construction equipment TABLE 5.11: Results of air quality monitoring at 3 of the underground station locations TABLE 5.12: Noise monitoring for the tunnel section (2006) TABLE 5.13: Noise monitoring data at 3 tunnel section stations (2008) TABLE 5.14: Forecasted noise from construction equipment TABLE 5.15: Vibration monitoring in the tunnel section (2008) TABLE 5.16: Forecasted levels of cumulative vibration by construction equipment TABLE 5.17: Estimated project GHG emissions (CO2 equivalent/yr) by year 2030

TABLE 7.1: Consultation activities undertaken as part of GOV EIA TABLE 7.2: Summary of outcomes of consultation activities TABLE 7.3: Consultation outcomes with GOV authorities TABLE 7.4: Means of transport used by APs to go to Ha Noi center TABLE 7.5: Problems met by APs mommuting to Ha Noi center TABLE 7.6: Willingness to pay for the Metro TABLE 7.7: General description of the interviewed households TABLE 7.8: Occupation of the interviewed households TABLE 7.9: Water utilization of interviewed households TABLE 7.10: Housing Condition of the interviewed households TABLE 7.11: Proportion of households having land-use certificate TABLE 7.12: Opinion about living environment TABLE 7.13: Preferred mode of resettlement TABLE 7.14: Comment on resettlement compensation TABLE 7.15: Opinion about the Project TABLE 7.16: Results of Ba Dinh District meeting TABLE 7.17: Results of Cau Giay meeting TABLE 7.18: Framework for public involvement and disclosure during pre-construction,

construction and operation TABLE 9.1: Environmental mitigation plan for the depot TABLE 9.2: Environmental mitigation plan for the viaduct TABLE 9.3: Environmental mitigation plan for the tunnel TABLE 9.4: Environmental effects monitoring plan for the depot TABLE 9.5: Environmental effects monitoring plan for the viaduct TABLE 9.6: Environmental effects monitoring plan for the tunnel section TABLE 9.7: Land Subsidence and Settlement Monitoring at the Underground Section (Pre-

Construction and Construction Stages) TABLE 9.8: EMP implementation responsibilities by key donors, project implementers, and

agencies TABLE 9.9: Cost estimates for environmental effects monitoring TABLE 9.10: Cost estimates for external environmental moniotoring expert TABLE 9.11: Cost estimates for training TABLE 9.12: EMP budget estimate TABLE 9.13: Estimated initial budget for EMU APPENDIX 1: Photographs of Study Area APPENDIX 2: Compliance Audit for the Depot APPENDIX 4: Record of the Public Consultation Meetings APPENDIX 3: Terms of Reference for the External Environmental Monitoring Expert

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EXECUTIVE SUMMARY

1. Ha Noi, in the north of Viet Nam, has experienced rapid economic and population growth in recent years, which has led to a significant increase in traffic volumes and trip numbers and associated deterioration of environmental conditions in the urban area. To counter such environmental degradation and stem economic losses resulting from traffic congestion and low travel times, the Government of Viet Nam (GOV) has identified public transport as a key means of restraining the use of private vehicles and improving the regional air quality and environmental conditions. 2. The Ha Noi Metro Rail System Project will develop a new urban mass rapid transit (MRT) line in Ha Noi as part of a planned larger urban transportation system in Viet Nam’s capital and second largest city. The Project, which will involve construction of MRT Line 3 (MRT3), will facilitate public transport connectivity and greatly enhance access in five districts of Ha Noi, as well as being an integral part of the Ha Noi public urban transport system to support the Ha Noi Transport Master Plan (HTMP) objective of increasing ridership on public transport and reducing dependency on vehicle ownership. Under the HTMP, five MRT lines will be established to create a network crisscrossing the central business area and serving outer population centers. The MRT3 Project comprises a 12.5 km urban rail line along an east-west corridor between the city centre and the rapidly developing western suburbs of Ha Noi. The rail line will be predominantly aboveground, with 8.4 km of the route on an elevated viaduct, an underground section of 3.6 km at the eastern end of the route and 500 m in ramps. A 15 ha depot will be constructed at the western end of the route, to the north of the National Road (NR) 32 and Road No. 70 intersection for stabling and maintenance of rolling stock. 3. A number of project alternatives were examined either as a mode of transport for the corridor or within the project corridor. Road based systems such as buses, mini-buses and guided road based systems were eliminated because of their inability to meet estimated passenger demand on the route and because of conflicts with existing traffic. Systems operating on protected or dedicated transport rights-of-way (i.e. partially or fully removed from the traffic stream) were considered in more detail. Of these, three systems: tramways, Light Rail Trains (LRT) and Metro systems were considered able to meet projected passenger demands on the east-west corridor. The main difference between these three systems relates to their capacity:

(i) Tramway = 2,000 to 10,000 passengers/hour/direction

(ii) LRT = 6,000 to 30,000 passengers/hour/direction

(iii) Metro = 20,000 to 60,000 passengers/hour/direction

4. The higher capacity of the Metro system was selected as the overall best option because of its greater flexibility into the future (i.e. ability to increase capacities of system); its longer design life and energy efficiency. 5. Within the project corridor, the alignment utilizing NR 32 between Nhon and Cau Giay was selected as the preferred option. Three other route alignments were examined and rejected due to significant land acquisition, disruption of residential development and resettlement impacts. Prime Ministerial Decision 173/TTg-CN in February 2005 relocated the eastern terminus to the Ha Noi Railway Station (HRS), thus reducing the length of the line by 2.5 km and requiring the eastern terminus of the line to be underground.

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6. Following selection of the route alignment, four line options were considered: 1, Line located on elevated viaduct from Nhon terminus to the Swedish Embassy on Kim Ma, and then in an underground tunnel to the Ha Noi Railway station; 2, Line located at-grade from Nhon terminus to 3rd Ring Road, then on an elevated viaduct to the Swedish Embassy on Kim Ma, and then in an underground tunnel to the Ha Noi Railway station using a tramway system on a shared route for the at-grade sections. The third, same as 2, but using a Metro system on a dedicated route; 4, Line located at-grade from Nhon to the Swedish Embassy on Kim Ma, and then in an underground tunnel to the Ha Noi Railway station using a tramway system on a shared route for the at-grade sections. Options 2 and 3 were eliminated from further consideration due to congestion and performance issues associated with a mixed circulation tramway system. Option 4 was discounted from further consideration because even though it involved a system operating on a partially dedicated route, significant adverse changes to traffic management were required, particularly at intersections and pedestrian crossings and it would have resulted in reduced operating efficiencies and travel times. Option 1 was selected as the preferred option. 7. Based on the above and the 2005 Preliminary Feasibility Study, the project was initially proposed with fifteen stations at intervals of approximately 800 m. Eleven of these were to be elevated stations, and four underground. In 2007, the decision had not been made on the mode of excavation for the tunnel and the underground stations. 8. A Final Feasibility Study and a preliminary design were completed in 2009. Based on this study, fifteen stations were reduced to 12 stations, 8 elevated and 4 underground. A twin bored tunnel concept using tunnel boring machines (TBM) was selected to tunnel -15 to -18 m underground and to utilize the centerline of existing surface roads. Two underground stations-Cat Linh and Van Mieu were relocated one block eastward to avoid cultural significant sites. 9. The do-nothing or do-minimum option is without merit. The failure to implement the project will result in significant growth in private vehicle numbers that will continue to overload the road network, existing public transport systems will reach their practical capacity limits and an opportunity to facilitate a modal shift from private vehicles to public transport would be lost. Traffic congestion and road safety would continue to worsen resulting in social and economic impacts as travel speeds on the important east-west corridor 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 and acoustic quality. 10. The construction of the MRT3 Project will offer a more equitable access to transport choices for passengers wishing to access employment, education or commercial facilities. Development of a new high capacity, high frequency public transport system on the east-west corridor will have the potential to cater to 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 removal of cars, buses and motor bikes in favor of this mode of transport will reduce greenhouse has (GHG) emission. Once the other four lines are constructed, there will be a cumulative regional air quality benefits. The project will therefore be of benefit to the population in the project area and to the western area of Ha Noi 11. The project can be divided into three elements: Depot, Viaduct, and Tunnel, based on the tender/construction schedule. There will be nine tender packages let for the project over a two to three year period. 12. Construction of the Depot is expected to commence in late 2010. The Depot will contain

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areas for rolling stock, maintenance workshops, internal track and road network, an administration area including an operational control centre, training centre and waste water treatment system. Wastewater will be treated on-site to meet relevant QCVN requirements and be recycled. 13. The Depot site has been cleared and provided with 1 m capping of sand ready for construction. An environmental compliance audit has been prepared for the Depot (Appendix 3). Findings of the audit show that the Depot is in compliance with GOV and ADB environmental requirements. The tender documents for the Depot will conform to ADB guidelines and environmental specifications. Specifically, the environmental management plan (EMP) will be included in all civil works bid and contract documents for the entire Project. Once this EIA has received approval from ADB, the corresponding EMP provisions will be included as an amendment to the civil works contracts for the depot. 14. The Viaduct section has two transition ramps; one, at the Depot; second, at the tunnel portal. The ramp at the Depot will require removal of 53 structures. Corresponding compensation is specified in the Resettlement Plan prepared based on ADB requirements. The Viaduct will on average be 12 m above the ground and the elevated stations 14 m above ground. 15. The tunnel section has a 700 m cut and cover transition section followed by two side-by-side bored tunnels (using tunnel boring machines) ranging from -15m to -18m in depth. The underground stations will all be excavated using cut and cover construction. 16. The ADB initial environmental examination (IEE) of 2007 recommended that the Project be categorized as a Category A project based on a number of known and unknown significant construction related adverse impacts. As a consequence of the categorization, an EIA is required that examines the detailed design of the project, assesses the impacts, develops comprehensive mitigation measures that can be applied through design options and utilize the environmental management and monitoring plan to meet environmental due diligence during construction activities to ameliorate impacts. A GOV EIA was prepared in 2006 and received approval from the the Ministry of Natural Resources and Environment (MONRE) based on the Decree No 80/2006/ND-CP dated 9th August 2006. 17. Additional environmental and social assessments have been carried out since 2007 in the form of ADB draft report on Social and Poverty Analysis (2008) and GOV Supplementary EIA (2009). Consequently this EIA relies heavily on the GOV EIA for much of the early data collected on the project, and which is still current. The GOV supplementary EIA was prepared in 2008/9 and sampled air quality (7 sites), noise and vibration (7 sites), surface water and groundwater quality (3 sites) and carried out a public consultation/household questionnaire survey in the tunnel section of the project. 18. Overall findings of this EIA is that when constructed and in operation this project provides an environmental long term residual benefit to Ha Noi based on a reduction of vehicles and emissions of GHG, safety improvements, and travel time benefits. However, there are a number of construction-related negative impacts that must be addressed and mitigated. Fortunately, there are best management practices and engineering solutions to ensure that these are restricted only to the construction stage of the project. 19. Concerns for hydrogeology and groundwater were raised in the IEE that the tunnel or cut and cover excavation would impede flow, groundwater re-charge and adversely affect the water quality of the aquifer. Results of the hydrogeology study findings during the preparation of this EIA were:

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(i) The underground section will not be an obstacle to the groundwater flow because it is far too small a structure to form a significant barrier;

(ii) Large scale dewatering at the underground section is not likely to occur because the heavy pumping of the lower aquifer has reduced the groundwater pressure to near the bottom of the structure, i.e., 25 meters below ground surface (mbgs)

(iii) The underground structures, both tunnel and stations will be “water-tight”. Only a small amount of seepage is anticipated in the tunnel (0.5 liter/sec/km)

(iv) The upper aquifer consists of a series of lenses and thin layers of silty sand with poor lateral extension and connection. Therefore, it only has a very limited water-bearing capacity, and not many people rely on it for their water supply, especially, most of the people living in the areas around the underground section. They receive public water supply rather than have their own private wells. Moreover, according to the borehole report, the upper aquifer does not exist around the underground section.

(v) Regional subsidence has occurred due to the drawdown of the lower aquifer. There expected to be subsidence (2-5 cm) along the tunnels extending over a 20 m zone of influence

20. HPC indicated that there are available disposal sites at Van Noi and Nguyen Khe communes in Dong Anh district which can accommodate spoils from tunneling and other excavation works. Prior to commencement of site woks, the tunneling contractor shall be required to prepare a spoils disposal plan while a traffic management plan as well as occupational and public health and safety plans shall be prepared by depot, tunneling and viaduct contractors. Although the establishment of pre-cast yard for piers and viaducts is a contractor decision and specific location is yet to be identified, the EMP identifies specific mitigation measures for implementation during construction phase to address anticipated impacts. 21. At the transition area of the rail line at Thu Le Lake in order to replace a traffic lane lost to the tunnel portal and ramp, a swath (approx 500 m long) of parkland, mature trees and the lake promenade will be lost from recreational use. GOV does not consider this a major impact because the lake was artificially created over 30 years ago and the water quality is poor and supports very few aquatic organisms. In order to compensate for the loss of a traffic lane, HPC will adopt a minimal effect approach by providing a narrow footpath that is about 4 m wide that will only require filling 250 m2 of the lake. In the event that the Ha Noi City Park Office requires construction of a wider promenade, a larger area may need to be filled. Nonetheless, the EMP identifies mitigation measures to minimize potential impacts due to lake encroachment. HPC will also implement a 1:1 tree replanting policy to compensate for the mature trees that will be lost to the construction of new traffic lanes. 22. Specific impact assessment and mitigation measures were developed for the pre-construction, construction and operational stages of the project associated with the Depot, Viaduct and Tunnel works. The Depot will experience three phases of construction: one, the track and workshops planned to start in late 2010; two, the ramp and viaduct (Contract 1) from N32 into the Depot and; 3, the construction of the administration building and Control Center (Contract 5). A

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UXO survey has been conducted for the site and following collection of some material, has been declared safe. For the Depot during pre-construction one priority identified is the re-paving of Road 70 to reduce dust and withstand heavy construction traffic. An additional 0.6 – 1.5 m of sand is to be placed on the site. Dust and noise mitigation measures are required on the equipment 23. The main construction activity will be the piling for the track and building foundations. The soils are weak and compressible and piles will be vibrated into the ground. This is the quietest piling method available and should, given the size of the site and existing ambient noise levels and strict daylight working hours, be a minor concern. Air emissions should be within standards given the size and openness of the site. Noise and air quality monitoring will be carried out at 2 sites (at Road 70 and in the vicinity of the Industrial University) complementing the data collected during the GOV EIA and Supplementary EIA. 24. The Depot will have its own groundwater source due to the large daily usage. One well has been drilled, pump tested and analyzed for water quality. A treatment and a recycling system will be built and additional water will be stored in a surface pond that will be landscaped. All rain runoff and any oils or lubricants will be collected and treated. Sewerage will be hooked-up to the local utility. 25. Operational concerns may occur from noise from the train movements and maintenance noise. The trains will only be traveling 20 to 5 kph and noise levels are expected to be below existing ambient noise levels. Noise walls can be added to the perimeter fencing should it be required. All maintenance noise will be controlled inside the workshops. 26. Although HRB has indicated no work camps will be established at the Depot, the community around the site should benefit through services to the construction work force. During the operational stage of the project 250 personnel will be initially employed at the Depot rising eventually to 372 by 2040. This will provide positive benefits to the community. 27. Construction of Contract 1, Viaduct piers, ramps, viaduct and special bridge structures (over Ring Roads 2 and 3) will create a number of short-term construction impacts. These are expected to be air emissions and dust, noise, vibration, traffic and reduced accessibility to businesses and facilities. 28. Although the pier finished footprint will be 2 m X 2 m, a working easement of 5 m X 5 m will be required along the centerline of Kim Mah Street and N32. A 2 m deep excavation will be required at each pier site and four 1000 mm concrete piles of 50 m to 52 m will driven by churn drill. A pile cap will be poured to ground level topped with a 60 cm vehicle collision protection collar. The precast sections will then be brought to the pier and erected. Expected construction at each pier site will be 5-7 days. The viaduct sections will require two cranes to lift a section into place and require eight hours for each section. 29. Pre-construction of the ramp and access into the Depot will require the demolition of 53 structures. A draft Resettlement Plan has been developed and all the Affected Persons contacted. Tree cutting and building a traffic lane at Thu Le Lake will be required prior to construction of the transition ramp. Dust and noise emissions can be controlled by best management practices and working within normal operating hours of the day. 30. Construction of the Viaduct section will cause impacts to the residents and businesses along N32 and Kim Mah through noise, emissions and dust generated from the pier excavation and erection. It is anticipated that the lifting and placing of the precast pier and viaduct sections will

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be done at night to reduce traffic congestion. However, the most negative impact will be on traffic flows and access through the worksites, although there will still be one lane available, each way for traffic, to businesses and facilities, especially during construction of the elevated stations (Contract 2). This will be most severe from Ring Road 2 to Ring Road 3 where there is a narrow (1 m) existing median. From Ring Road 3 to the Depot there is a 2 m median that will ameliorate the need for lane closures and traffic congestion. The contractor, in close coordination with local officials, must find safe access solutions to facilitate pedestrians through the work sites. 31. The operation stage concern will be noise from the trains and the elevated stations. The expected train noise will be 76dB 15m from the facility without mitigation. 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. The train stations with de-acceleration and acceleration of the trains, announcements and door paging systems will provide a noisier environment to the immediate neighborhood. Noise shielding can be placed on the stations to attenuate the noise. 32. The viaduct will be fitted with a noise shield, the rails are continuously welded, secured with resilient fasteners and dampening pads are placed under the ties. This will ensure that no vibration is experienced and with the mitigation in place the train noise is expected to be half the existing ambient noise levels. Monitoring at 7 sites along N32 will be established at sensitive receiver sites, such as the Industrial University and National University sites, during construction and the operation stage will ensure that the contractor and operator, respectively, are due diligent in regards to noise impacts from the project. 33. Social-economic benefits will result from the project based on travel time, safety and business development in and around the stations. 34. The tunnel section requires a 700 m cut and cover from the transition zone to the bored tunnel face at -15m (Kim Mah Station #9). The twin bored tunnels follow Kim Mah street and then turn east to Cat Linh, past the Horizon Hotel (site of Cat Linh Station #10), past the Temple of Literature to Station #11, Van Mieu, and then under the Ha Noi Railway Station to Station #12. 35. For pre-Construction it is anticipated that a large number of structures will be required for the underground stations (to be constructed using cut and cover method) and until the detailed management survey (DMS) is completed, these numbers and the total Affected Persons are not known. A large 9,000 m2 parking lot near the Daewoo Hotel is identified for construction equipment, lay-down of materials and for the assembly of the tunnel boring machines (TBM). Part of the Horison Hotel parking lot and the Friendship Palace at the Ha Noi railway station may also be required for construction purposes; these sites have not yet been acquired. 36. Construction of the stations and removal of the spoil from the TBM’s will result in over 500,000 m3 of spoils to be trucked to an approved site. Spoils shall be tested for contaminants prior to disposal. Dust, vehicle and noise emissions from the excavation will managed in accordance with the EMP and through best management practices. 37. Vibration concerns were raised if a bored tunnel was selected. Although there is a chance that the geology and soils of Ha Noi might enhance vibration effects, bored tunnels carried out at the same depths in Vancouver, Canada and Taipei, Taiwan produced no measurable or observed vibration that was felt by residents within affected structures. 38. The hydrogeology study identified three concerns for the tunneling work: one, the intrusion

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into the sand layer (top of the aquifer) below -18 m; two, uncontrolled release of drilling fluids in the area of the municipal groundwater wells and; three, subsidence of the tunnel in response to regional subsidence through the excessive removal of groundwater. 39. There may be a slight risk of sand eruptions caused by the hydraulic pressure of ground water during the construction stage if the TBM’s intrude into the top of the aquifer layer. 40. The tunnels run through the Ngo Sy Lien well field. At least four of the municipal wells are located close to the tunnel alignment. Slurry and additives will likely be used for tunneling and ground treatment. Those materials could travel underground with groundwater flow or simply flow by excessive operational pressure. As a precaution during tunneling, the wells should be capped, pumping ceased and that all drilling fluids tightly controlled so that these materials could not inadvertently pollute the wells and aquifer. Monitoring of groundwater quality shall be undertaken regularly until the tunneling is completed. 41. Groundwater extraction is the main cause of land subsidence. The highest rates of land subsidence occur in areas where large volumes of groundwater have been withdrawn. However, the tunnels will also subside. The 2009 Feasibility Study indicated subsidence may be approximately 5 cm over the centerline of the tunnel to 2 cm within a 20 m zone. The hydrogeology study recommends a subsidence-monitoring program to ensure that structures are not adversely affected and to add to the regional subsidence database. 42. Excavation of the underground stations will create major adverse effects for traffic and accessibility during the two to four years of construction. The Design Consultant has stated that for Stations 9, 10 and 12 excavation will concentrate first on one side thereby allowing traffic flows and access. Once one side is complete and covered, excavation will start on the other side. However, Station 11, Van Mieu, is on a very narrow street and excavation will cause the street to be closed completely to traffic until construction is complete. Provision for pedestrians must be developed to access areas not directly under construction. 43. Cultural and archaeological resources on the project are confined to the tunnel section of the project. The re-location of the Cat Linh Station (#10) to the east has avoided the two cultural sites in that area (Cat Linh Pagoda and the Bich Cau Temple); the Temple of Literature is still at risk even though the Van Mieu Station (#11) has been moved 100 m to the east. The west bound tunnel will pass under the sidewalk in front of the Temple. The zone of influence –20 m– extends under the Temple fence and into the flower garden, but not into the Temple structural area. As described under tunnel subsidence, the anticipated subsidence will range from 5 to 2 cm. Although this and the tunnel boring vibration are not expected to adversely affect this important facility, a number of inclinometers and a vibration monitoring machine will be set in place to ensure that no damage occurs. A set of remedial measures has been developed should the facility exhibit excessive settlements. 44. Excavation of the four underground stations could yield important cultural relics. Consequently a monitor (s) from the Department of Culture and Information should be on site to observe excavation down to 4 m deep. In addition construction staff will be trained in the “chance find” process so that any materials found can be recovered, restored and catalogued 45. Monitoring on the project will follow GOV standards. Air quality, noise and vibration sites have been identified for pre-construction monitoring data collection. All of the noise and air quality sites are located in the vicinity of sensitive receiver sites such as universities, schools and hotels. An additional vibration monitoring site is proposed at the Temple of Literature. Groundwater quality

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sampling is required at the Depot and the wells within the Ngo Sy Lien well field. In addition a settlement monitoring program is also proposed. Sampling is not required at the ToLich or Nhue Rivers because the viaduct piers are located well outside the riparian area. Monitoring costs to cover 5 years of construction and 1 year of post-construction are estimated at almost $ 270,000 (inclusive of external monitoring cost). 46. Public Consultation and disclosure has been, and continues to be, an important cornerstone of the Project. There have been five rounds of consultation to-date: two GOV EIA (2006, 2008), IEE (2007), ADB Draft Poverty and Social Analysis study (2008) and two meetings under the tenure of this EIA. Concerns in all five 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 based on how bad traffic flows, environmental conditions (air quality) and safety. 47. Two meetings were held; first, in the Bah Dinh District (36 attendees) covered by the tunnel; second, in Cau Giay (49 attendees) traversed by the Viaduct, meeting notes and attendance sheets are compiled in Appendix 6. Results from the two meetings carried out under this EIA were: concerns for traffic jams, access to businesses during construction, waste treatment from construction workers, noise and vibration from construction activities. 48. HRB has committed in the Feasibility Study (2009) to develop and follow a multi-media approach to inform government and the public on the project as soon as tendering takes place. A cost estimate to hold 17 commune meetings is $5, 695. 49. Although HRB has indicated an establishment of a grievance redress mechanism (GRM) process that allows disaffected persons to appeal their compensation assessment, a similar process to deal with environmental concerns has not been advocated. Consequently, Section 8 describes a GRM process that will handle public concerns over environmental issues. HRB shall adopt this GRM and shall be committed to publish and disseminate information to the community along the corridor and affected persons on the grievance redress process. 50. The EMP (Section 9) details the mitigation and monitoring requirements that will ensure compliance with the GOV environmental laws and regulations and comply with the Safeguards Policy of the ADB. 51. 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. 52. Environmental effects monitoring and project performance monitoring criteria have been developed 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. 53. Monitoring responsibilities and reporting have been identified in the EMP. Being an environmental category A project, HPC/HRB shall engage and retain a qualified and experienced external expert to verify the monitoring information submitted to ADB. This is required under ADB’s Safeguard Policy Statement 2009 (ADB’s SPS). The terms of reference and a budget estimate has been prepared for external monitoring (Appendix 3). Budget of about $150,000 is estimated for a 6 year period (5 years of construction and 1 year post construction).

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54. HRB as the implementing agency will require environmental expertise to monitor the pre-construction, construction and operational aspects of the project. Currently, HRB has one environmental specialist. Based on review of the project environmental requirements, an Environmental Management Unit (EMU) is proposed for HRB’s PMU. This EMU is to be staffed by the existing specialist with an additional staff - an occupational health and safety officer. Operating budget for the EMU will be provided by HRB. 55. In conclusion the following are the key environmental benefits of the Project: That amount of GHG emissions will be avoided because of the Project during the operational phase, due to the displacement of diesel buses, automobiles and motor cycles. These reductions are expected to far outweigh any short-term increase in GHG emissions that will be experienced during the construction phase. Based on other elevated electric transit systems, the MRT3 line operation is expected to avoid the release of greenhouse gases (Canada Line in Vancouver, opened in the fall of 2009, and similar to the Project in length and design, is predicting that between 16 and 21 kilotonnes of greenhouse gases per year by the year 2021 will be avoided), the reductions will arise due to the assumed replacement of diesel buses and increased displacement of private automobiles by the train service, relative to bus-only transportation. These reductions will be partly offset by the anticipated GHG emissions associated with additional electrical generation required to power the MRT3 Line. 56. Socially the project will be a benefit to the population in the project area. The population, located in the western area of Ha Noi will, by using the metro: avoid traffic congestion and reduce safety hazards (especially traffic accidents); reduce health problems (especially respiratory problems) due to air pollution and dust; and save time and benefit from a good transportation alternative to go to Ha Noi Center.

.

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I. INTRODUCTION

A. Preface of the EIA

57. A final Feasibility Study (2009) resolved some of the outstanding engineering issues, these were: remove three of the elevated stations, resolve alternate alignment options, moved two underground stations to avoid cultural sites -the Cat Linh Pagoda and the Temple of Literature, and selected two Tunnel Boring Machines (TBM) to excavate the underground section of the line. Also, a set of preliminary design drawings provide engineering details of the route. The detailed design is on-going and will be completed within 2010. 58. Additional environmental and social assessments have been carried out since 2007 in the form of ADB draft report on Social and Poverty Analysis (2008) and a GOV Supplementary EIA (2009). Consequently this EIA relies heavily on the 2007 IEE for much of the early data collected on the project, and which is still current. The GOV supplementary EIA was prepared in 2008/9 that sampled air quality (7 sites), noise and vibration (7 sites), surface water and groundwater quality (3 sites) and carried out a public consultation/ household questionnaire in the tunnel section of the project. The above cited information, available detailed design information, results of additional hydrogeological study provided sufficient data to assess the impacts, provide mitigation measures and formulate a detailed EMP for the pre-construction, construction and operation stages of the Project. The anticipated impacts and mitigation measures presented in Section 5 resolves many of the major impacts cited in the IEE. This EIA has been prepared consistent with the requirements of ADB’s SPS. 59. Due to the pending award for construction of the Depot in late 2010, this assessment details a compliance audit of the Depot (Appendix 3). To assess the project’s impacts and the required mitigation measures to ameliorate these, the assessment and EMP examines the Depot, Viaduct and Tunnelling sections in the pre-construction, construction and operation stages. 60. HPC indicated that there are available disposal sites at Van Noi and Nguyen Khe communes in Dong Anh district which can accommodate spoils from tunneling and other excavation works. Prior to commencement of site woks, the contractors shall be required to prepare environmental management action plans in the form of specific management plans for spoils disposal, traffic management, occupational and public health and safety, emergency response and spills management. Although the establishment of pre-cast yard for piers and viaducts is a contractor decision and specific location is yet to be identified, the EMP identifies specific mitigation measures for implementation during construction phase to address anticipated impacts.

B. Background to the Project

61. Ha Noi (excluding Ha Tay province older), in the north of Viet Nam, has experienced rapid economic growth in recent years. GDP has been increasing at an average rate of 11% per year since 1995, rising to 11.2% for 2007, thereafter dropping to 10.9% for 2008 and 6.67% in 2009. Poverty and unemployment rates have been decreasing steadily. In tandem with this growth, increasing urbanization, land use changes and improved socio-economic conditions, have led to a significant escalation of traffic volumes and trip numbers in Ha Noi; much of which has occurred in the form of private vehicle trips. Simultaneously, environmental conditions in the urban area have been deteriorating. Increasing levels of air pollution, noise generation and contamination of surface water and groundwater are affecting public health and amenity of urban residents. Much of this

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environmental deterioration is attributable to high traffic volumes and increased congestion. 62. To counter such environmental degradation and stem economic losses resulting from traffic congestion and decreasing travel times, the Government of Viet Nam (GOV) has identified public transport as a key means of restraining the use of private vehicles within the urban areas of Ha Noi. 63. Ha Noi has a well developed bus network that has increased substantially both in terms of passenger numbers and route network coverage in recent years. However, increases in overall trip numbers are such that there is a need for implementation of a comprehensive strategy for urban transport to expand and complement existing public transport systems. 64. The GOV has prepared and approved an urban transport master plan for Ha Noi, which is part of overall Ha Noi strategic planning to 2020. A number of urban transport initiatives contained in this master plan have been identified as priority actions by the GOV and are proposed to be implemented progressively in conjunction with the international donor community. A key part of the overall urban transport strategy is an urban rail network comprising five rail lines covering the urban and semi-urban areas of Ha Noi (Figure 1.1). 65. The Project is one of three priority lines in the proposed urban rail network that has been identified by the GOV for development in the short term. The project comprises a 12.5 km urban rail line along an east-west corridor between the city centre and the rapidly developing western suburbs of Ha Noi. 66. The Ha Noi Metropolitan Rail Transport Project Board (HRB) has been identified as the project implementing agency by the Ha Noi Peoples Committee (HPC).

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Figure 1.1: Five planned mass transit lines for Ha Noi

Source: HAIDEP, 2009

C. Project Overview

67. The project involves construction and operation of a 12.5 km rail line from Nhon in the western suburbs of Ha Noi to the main Ha Noi railway station, in Tran Hung Dao Street (Figure1.2). The rail line will be predominantly aboveground, with 8.5 km of the route on an elevated viaduct and an underground section of 4 km at the eastern end of the route.

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Figure 1.2: Ha Noi Metro Rail System Project alignment and 12 stations (HRB Feasibility Study, 2009)

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68. Twelve stations will be constructed along the route at intervals of approximately 1000 m, eight of these will be elevated, and four underground. A 15 ha depot will be constructed at the western end of the route, to the north of the National Road (NR) 32 and east of Road No. 70 for stabling and maintenance of rolling stock. The stated objectives of the project are to:

(i) Satisfy the increasing traffic demand from short to long term along the east-west corridor

(ii) Begin to establish a new collective transport mode for the future modern cities in Vietnam

(iii) Contribute to the movement from private to public transport

(iv) Reduce traffic congestion

(v) Improve road safety

(vi) Improve urban environmental conditions

(vii) Introduce public transport services into Ha Noi city center

D. Project Status

69. At the time of the preparation of the IEE in 2007 the project was still at a conceptual planning stage and alternatives were being considered along with the mode of construction. These were presented in a pre-feasibility study (2005 ).At this time there was still uncertainty on the construction modes for the underground section. Between 2007 and early 2010 the design consultants, SYSTRA and HRB completed a Feasibility Study (2009) and preliminary design drawings. These documents confirmed that the underground section would be excavated by a bored tunnel method and the stations and transition section would be constructed using a cut and cover method. Although detailed design is underway and is expected to be completed within 2010. 70. The 2007 IEE recommended a Category A Categorization of the project. In accordance with the ADB’s environmental safeguards requirements the project was categorized as a Category A project due to its potential for significant adverse environmental impacts. 71. The IEE also presented a framework EMP to be developed in the EIA to meet ADB safeguards requirements. Specifically, the IEE carried out the following tasks:

(i) Collected existing secondary data sources on baseline environmental conditions in the project area to allow characterization of the physical and social environment and identification of deficiencies in available secondary information datasets.

(ii) Undertook a preliminary screening of the potential environmental impacts of the project to confirm the project categorization, and determine whether further environmental assessment of the project was required.

(iii) Determined the scope of required further environmental assessment tasks to be developed in the EIA.

E. Purpose of the EIA

72. The overall purpose of this EIA is to review the supplementary environmental monitoring and assessment studies undertaken by the GOV (2009), ADB Draft Poverty and Social Analysis

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study, and the HRB Final Feasibility Study (2009), examine the preliminary/functional design of the project and assess environmental construction and operational management measures that avoid and ameliorate negative effects in order that the project can be constructed to meet ADB safeguards requirements. Specifically, the EIA has been prepared based on:

(i) Extensively utilizing the IEE 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) Determine the specific impacts, both positive and negative, of the project based on supplementary studies, functional engineering design and environmental mitigation measures required during construction and operational phases of the project.

(iii) Prepare a 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 two public consultations carried out under this EIA (Section VIIl)

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II. POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK

A. The Legal Framework for Environmental Management

73. The Vietnamese legal framework for environmental management continues to rapidly evolve. This section introduces the nation’s relevant environmental policies. The key pieces of 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 centre, 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) Decree No. 29/2009/ND-CP dated 18th April 2011 of the Government on the assessment guide for strategic environment, environmental impact assessment, environmental protection commitment.

(iv) 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.

(v) Circular No. 26/2011/TT-BTNMT dated 18/7/2011 of Natural Resources and Environment shall detail some of the Decree No. 29/2011/ND-CP dated 18/4/2011 of the Government on strategic environmental assessment, environmental impact assessment, environmental protection commitment.

(vi) Circular No. 01/2012/TT-BTNMT date 16th March 2012 of the MONRE on the establishment and evaluation, and approval of inspection, cirtification of the environmental protection scheme details; sign up and environmental protection scheme simple.

74. 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.

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(ii) Temporary regulations on environmental monitoring analysis methods and data management, the National Environmental Agency-Ministry of Science, Technology and Environment, 1999.

75. The following are the environmental quality standards and regulations based on the Vietnam Standards promulgated in 1995 by the Ministry of Science, Technology and Environment : (TCVN 5937, 5944, 5945).

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

TCVN 5949:1998 Noise in public and residential areas- maximum allowable noise levels

TCVN 6436:1998 Noise caused by traffic

QCVN 26 : 2010/BTNMT

National Technical Regulation on Noise

Vibration TCVN 6962:2991

vibration caused by construction and industrial activities – Permitted maximum levels for public and residential areas.

QCVN 27 : 2010/ BTNMT

National Technical Regulation on Vibration

Soil QCVN 03:2008/BTNMT

National Technical Regulation on the allowable limits of heavy metals in the soils

Water

QCVN 09 : 2008/BTNMT

National technical regulation on groundwater quality;

QCVN 08 : 2008/BTNMT

National Technical regulation on surface water quality

QCVN 14 : 2008/BTNMT

National Technical Regulation on Domestic Wastewater

QCVN 24: 2009/BTNMT

National Technical Regulation on Industrial Wastewater

QCVN 40: 2011/BTNMT

National Technical Regulation on Industrial Wastewater

76. Other legislation that also apply to the Project are as follows:

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(i) Law on Public Health Protection No. 21-LCT/HĐNN8 approved by National Assembly of Socialist Republic of Vietnam on 30th June 1989 and took effect from 11th July 1989;

(ii) Law on Cultural Heritage No. 28/2001/QH10 approved by National Assembly of Socialist Republic of Vietnam on 29th June 2001 and took effect from 1st January 2002;

(iii) Law on Construction No. 16/2003/QH approved by National Assembly of Socialist Republic of Vietnam on 26th November 2003;

(iv) Decision No. 13/2003/QH11 approved by National Assembly of Socialist Republic of Vietnam on 26th November 2003 and took effect from 1st July 2004;

(v) Government’s Decree No.16/2005/ND-CP dated 07th February 2005 on project construction and investment management;

(vi) Law on Environmental Protection No. 52/2005/QH11 dated 29th November 2005 issued by National Assembly of Socialist Republic of Vietnam and took effect from 1st July 2006;

(vii) Government’s Decree No. 80/2006/ND-CP dated 09th August 2006 regarding detailed regulations and guidance on implementing some articles of Environmental Protection Law;

(viii) Government’s Decree No. 81/2006/ND-CP dated 9th August 2006 on administrative penalty in environmental protection field;

(ix) Decree No. 29/2011/ND-CP dated 18/4/2011 of the Government on strategic environmental assessment, environmental impact assessment, environmental protection commitment.

(x) Circular No. 26/2011/TT-BTNMT dated 18/7/2011 of Natural Resources and Environment shall detail some of the Decree No. 29/2011/ND-CP dated 18/4/2011 of the Government on strategic environmental assessment, environmental impact assessment, environmental protection commitment.

(xi) Circular No. 01/2012/TT-BTNMT date 16th March 2012 of the MONRE on the establishment and evaluation, and approval of inspection, cirtification of the environmental protection scheme details; sign up and environmental protection scheme simple

(xii) Decision No.13/2006/QĐ-BTNMT dated 8th September 2006 regarding promulgation of regulations on organization and operation of Appraisal Council of strategic EIA report, Appraisal Council of EIA report

(xiii) Government’s Decree No.112/NĐ-CP dated 29th September 2006 regarding amendments and additions to some articles of Decree No. 16/ND-CP on project construction and investment management;

(xiv) Decision No. 22/2006/QĐ-BTNMT dated 18th February 2006 regarding mandate to apply the Vietnam’s environmental standards;

(xv) Decision No 23/2006/QĐ-BTNMT dated 26th December 2006 issued by Minister of Natural Resources and Environment on promulgating list of toxic waste;

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(xvi) MONRE’s Circular No. 12/2006/TT-BTNMT dated 26th December 2006 guiding conditions for practicing, and procedures for setting up dossiers, registration, professional practice licensing and toxic waste management code;

(xvii) Government’s Decree No. 59/2007/ND-CP dated 9th April 2007 on solid waste management;

(xviii) Decree No. 81/2007/ND-CP dated 23rd May 2007 regarding regulations on organization of environmental department at state-owned companies and enterprises;

(xix) Circular No 10/2007/TT-BTNMT dated 22nd October 2007 regarding guidance on quality insurance and control in environmental monitoring;

(xx) Decree No 174/2007/ND-CP dated 29th November 2007 on environmental protection fee of for solid waste;

(xxi) Government’s Decree No.21/2008/NĐ-CP dated 28th February 2008 regarding amendments and additions to some articles of Government’s Decree No. 80/2006/NĐ-CP dated 9th August 2006 on detailed regulations and guidance on implementing some articles of Environmental Protection Law;

(xxii) MONRE’s Circular No. 05 /2008/TT-BTNMT dated 8th December 2008 regarding guidance on strategic environmental assessment, environmental impact assessment and environmental protection commitment;

(xxiii) MONRE’s Decision No. 16/2008/QĐ-BTNMT dated 31st December 2008 regarding issuance of national technical regulations on environment;

(xxiv) Decision No. 27/2004/QĐ - BXD dated 09th November 2004 issued by Minister of Construction regarding promulgation on Vietnamese Construction Standard TCXDVN 320:2004 "Dumping of toxic wastes – Design standard”.

(xxv) Decision No. 3733/2002/QĐ-BYT dated 10th October 2002 issued by Heath Care Department on application of 21 standards on labour sanitation

77. Other project related approvals are listed below:

(i) Decision 108/1998/QD-TTg dated 20/06/1998 of the Premier on adjustment of the Ha Noi Master Plan to 2020.

(ii) Decision 60/2002/QD-TTg dated 13/05/2002 of the Premier on the approval of Ha Noi Social-economic Development Master Plan in 2001-2010 period.

(iii) Decision 206/2004/QD-TTg dated 10/12/2004 of the Prime Minister approving the Vietnam Transportation Strategy to 2020.

(iv) Decision No. 90/2008/QD-TTg dated 09/7/2008 of the Prime Minister approving the Planning of development of transport of Hanoi City to 2020.

(v) Decision No. 1259/QD-TTg dated 26/7/2011 of the Prime Minister approving the General Planning for construction Hanoi City to 2030 and the vision to 2050.

(vi) Decision 2707/QD-UB dated 23/4/2002 of the Ha Noi People’s Committee on the preparation of Pre-feasibility study report (now the Investment report)

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(vii) Decision 6329/QD-UB dated 28/09/2004 of the Ha Noi People’s Committee approving the Cost estimate for investment preparation of the Ha Noi Urban Pilot Railway Line Project.

(viii) Decision 3891/QD-UB dated 08/06/2005 of the Ha Noi People’s Committee approving on the supplemented investment preparation of the Ha Noi Urban Pilot Railway Line Project.

(ix) Document No. 67/TTg-CN dated 12/01/2006 of the Prime Minister approving the Pre-feasibility Study of the Ha Noi Urban Pilot Railway Line Project, and allowing Ha Noi People’s Committee to prepare the Feasibility Study (Project Investment and Construction).

(x) Decision 909/QD-UB dated 20/02/2006 of the Ha Noi People’s Committee approving the task for investment preparation of feasibility report for the Ha Noi Urban Pilot Railway: Nhon-Ha Noi Railway Station Line.

(xi) Document No. 622/TTg-Cn dated 24/04/2006 of the Premier on the “Ha Noi Urban Pilot Railway: Nhon-Ha Noi Railway Station Line

B. The Administrative Framework for Environmental Management

78. For the Project, the administrative framework’s relevant institutes are as follows:

(i) Ministry of Natural Resources and Environment (MONRE). MONRE was established by Prime Ministerial Decision on November11, 2002. The Ministry includes four vice-ministers, 16 departments, one newspaper and one magazine.

(ii) Environmental Impact Assessment and Appraisal Department under MONRE through Decree 91/2002/ND-CP. The Department’s function includes: To appraise environmental impact assessment reports of projects and of business and production establishments; and to issue environmental standards.

(iii) Department of Natural Resources and Environment (DONRE) it is responsible in ensuring environmental protection, monitoring and implementation of the Project.

C. Vietnamese Environmental Requirements.

79. The Project requires a detailed EIA under Circular No05/2008/TT-BTNMT and submitted to MONRE’s Environmental Impact Assessment and Appraisal Department. Once the report is received MONRE will establish a committee to review and evaluate the project’s potential impacts and mitigation measures. The committee will review and provide written comments to MONRE within 60 days of the receipt of the EIA. If the EIA is found to be unsatisfactory, the proponent must be notified 5 days from receipt of the report. Within 10 days following the date of the EIA report is approved, the appraisal agencies will issue a decision on approval of the EIA. 80. The GOV EIA of 2006 and the Supplementary EIA of 2008 went through this review process and received GOV approval under Decision no. 869/QD-BTNMT dated 01/6/2007 and 30/03/2009.

D. ADB Environmental Requirements

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81. The Project has been designated by ADB as environment category A for which this EIA has been prepared based on ADB’s SPS 2009. ADB requires that the draft full EIA (including the draft EMP) is submitted by the borrower (i.e., Ha Noi PC) to ADB for disclosure on ADB’s website at least 120 days prior to ADB Board consideration of the loan. The draft EIA shall be reviewed by ADB and the final EIA shall be posted on ADB’s website upon receipt from HPC.

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III. DESCRIPTION OF THE PROJECT

A. Project Location

82. The project is located within the urban area of Ha Noi city. The area of Ha Noi is 92,100 ha and has a population of 3.44 million people (2008). There are nine inner urban and five suburban districts. Table 3.1 identifies the districts and wards traversed by the project.

Table 3.1: Administrative areas traversed by the Project

District Wards / Communes

Tu Liem Cau Dien, Phu Dien, Minh Khai, Tay Tuu

Cau Giay Quan Hoa, Dich Vong, Dich Vong Hau, Mai Dich

Ba Dinh Kim Ma, Giang Vo, Ngoc Khanh

Dong Da Quoc Tu Giam, Cat Linh, Van Mieu, Van Chuong

Hoan Kiem Tran Hung Dao, Cua Nam

Source: HRB FS, 2009

83. Land use in the western section of the project area is less developed and includes areas of industrial and agricultural development, together with residential and educational facilities. The eastern parts of the project area are more densely developed, comprising predominantly residential and commercial land use. Land use at the depot site originally comprised of market gardens bordered by houses and small, residence-based commercial activities. Since 2007 the depot area has been extensively in-filled by approximately 1 m of sand (see Appendix 1, photo 10) in anticipation of the construction in 2010.

B. Need for Project

1. Introduction

84. The need for the project is demonstrated by the current and future traffic conditions along the corridor that will be served by the project. Data on current passenger demand and movements are presented together with the results of an analysis of the capacity of the existing transport network. Predictions relating to future passenger demand and movements are then presented based on 2007 analysis and additional data supplied in 2010. Conclusions are assessed based on the ability of the project to fulfil future demand and ease future capacity constraints.

2. Current Transport Conditions of East-West Corridor

85. Currently, the east-west corridor is served by a combination of private vehicles and public transport in the form of a regular bus service (Route 32). Traffic surveys carried out in 2004 on two points along the east-west corridor on Xuan Thuy and Kim Ma Streets indicate that the majority of vehicles on this route (84.8%) are motorbikes, followed by bicycles (10%), cars

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(4.5%) and buses (0.7%). Table 3.2 summarizes traffic volumes on the east-west corridor.

Table 3.2: Summary of traffic survey results

Count Location

Morning Peak Period

(vph, 2 way)

East to WestMovements (vph, 1 way)

West to EastMovements (vph, 1 way)

Afternoon Peak Period (vph, 2 way)

East to West Movements (vph, 1 way)

West to EastMovements (vph, 1 way)

Xuan Thuy 12,294 4,290 8,004 10,296 6,810 3,486

100% 35% 65% 100% 66% 34%

Kim Ma 21,930 6,804 15,126 23,298 11,478 11,820

100% 31% 69% 100% 49% 51%

Source: IMV, 2004.

86. Overall, traffic movements on the east-west corridor demonstrate a strong temporal/directional relationship. In the morning peak period, 63% of traffic movements are from the west to the east; and in the evening peak period, 56% of traffic movements are from the east to the west. The corridor exhibits a strong work to home movement in the mornings as passengers travel from residential areas to the west of the city centre and into the city centre for employment, while in the evening the reverse trend occurs. 87. An analysis of the capacity of the road network indicates that in 2004, Xuan Thuy was nearing capacity in both directions, while Kim Ma was at or above capacity in both directions during the afternoon and morning peak hours. 88. In terms of modes used by passengers, private vehicles dominate. Motorbikes cater for 75% of passengers, while cars and bicycles account for 15% of passengers. 89. Importantly, buses, while only representing 0.7% of vehicles, cater to 10% of passengers highlighting the importance of public transport for passengers using this corridor. Buses travel along this route at an average frequency of 5 minute intervals. Buses travelling along the route are operating at or near capacity with buses leaving and arriving at the western terminus of the line at Nhon being overcrowded throughout the day. 90. Analyses of the characteristics of passengers using the bus line on the east-west corridor indicate that the main origin of passengers arriving at Nhon is Giap Bat station in the south of the city. The remainder of important origin points are situated west of Cau Giay and include the National University, Cau Giay bus interchange and Cau Dien. The six stops in the city centre are used by a relatively small number of passengers. The most commonly reported origins are universities, of which there are a large number located along the corridor, followed by residences. 91. The main destination of passengers leaving the Nhon terminus of the bus line is the Kim Ma interchange, followed by Giap Bat, the National University, Cau Giay interchange and Cau Dien. Approximately 60% of passengers departing Nhon are headed for destinations to the west of Cau Giay, while only 6% travel to the city centre. Reported destinations of passengers are residences, or universities/schools. A relatively large proportion of bus passengers (30.6%) make at least one transfer during their trip indicating the importance of interchange points on the

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east-west corridor (i.e. Kim Ma, Cau Giay, Daewoo Hotel intersection etc.).

3. Future Transport Conditions of East-West Corridor

92. Significant growth on the city-wide transport network is expected to occur as a result of increasing urbanization, growing population and changes in socio-economic characteristics, such as: increased leisure time and higher disposable incomes. Table 3.3 summarizes expected growth on the overall transport network in Ha Noi between 2005 and 2030 (excluding Ha Tay Province).

Table 3.3: Predicted growth on Ha Noi transport network (excluding Ha Tay Province)

2005 2010 2020 2030 Annual

Average Growth

Population 3,045,667 3,365,000 3,875,000 4,130,000 1.4%

Trips /day on network 5,055,807 6,898,250 8,796,250 9,745,250 3.7%

Source: SYSTRA, 2005.

93. There is little specific information available on expected trends in transport modes on the east-west corridor. In the future, the number of trips per day and the number of passengers on the east-west corridor is expected to increase in line with expected growth on the overall Ha Noi transport network due to the residential population and development of new educational and employment facilities in the western districts of Ha Noi. 94. Table 3.4 presents data on growth in particular transport modes across the Ha Noi transport network. Two scenarios are considered: (i) without any improvement of existing public transport systems; and (ii) with implementation of proposed urban rail network, including the project.

Table 3.4: Predicted growth on Ha Noi transport network by mode (excluding Ha Tay Province)

Without Project

Mode

2003 2010 2020 2030 Average Annual %Increase

Total %Increase

over period %

No. trips/day

% No.

trips/day%

No. trips/day

% No.

trips/day

Walking 1.5 66,990 1.5 103,470 1.5 131,940 1.5 146,175 4% 118%

Bicycle 22 982,520 14.5 1,000,210 8 703,680 6 584,700 -1% -40%

Motorbike 65 2,902,900 52.1 3,593,858 38 3,342,480 28 2,728,600 0% -6%

Car 1.8 80,388 16.1 1,110,578 32 2,814,720 39 3,800,550 171% 4628%

Bus 9.5 424,270 15.5 1,069,190 20 1,759,200 25 2,436,250 18% 474%

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Others 0.2 8,932 0.3 20,694 0.5 43,980 0.5 48,725 17% 446%

Total 100 4,466,000 100 6,898,000 100 8,796,000 100 9,745,000 4% 118%

With Urban Rail Network Development9

Mode

2003 2010 2020 2030 Average

Annual %Increase

Total %Increase

over period

% No.

trips/day %

No. trips/day

% No.

trips/day%

No. trips/day

Walking 1.5 66,990 1.5 103,860 1.5 135,315 1.5 150,570 5% 125%

Bicycle 22 982,520 13.7 948,588 5.9 532,239 3.9 391,482 -2% -60%

Motorbike 65 2,902,900 50.4 3,489,696 25.6 2,309,376 15.5 1,555,890 -2% -46%

Car 1.8 80,388 15.8 1,093,992 28.3 2,552,943 32.3 3,242,274 146% 3933%

Bus + rail 9.5 424,270 18.3 1,267,092 38.6 3,482,106 46.6 4,677,708 37% 1003%

Others 0.2 8,932 0.2 13,848 0.2 18,042 0.2 20,076 5% 125%

Total 100 4,466,000 100 6,924,000 100 9,021,000 100 10,038,000 5% 125%

Source: SYSTRA, 2005.

95. Table 3.4 indicates that trends in the growth or decline of various transport modes will vary according to the mode in question. Analysis of the data indicates the following:

(i) Implementation of the urban rail network will increase growth in the modal share of public transport. This growth would continue even without the urban rail network at an average rate of 18% per year on the bus network. However, implementation of the urban rail network is expected to increase growth of this mode share to 37%, resulting in a modal share of 47% in 2030 (compared to 25% without urban rail network implementation).

(ii) Implementation of the urban rail network will slow growth in car trips. If the network is not implemented, the growth in car trips is expected to increase by an average of 171% per year to 2030; whereas if the network is implemented, growth will be less at 146% per year resulting in a modal share for cars of 32.3% in 2030 (compared to 39% without urban rail network implementation).

96. The modal share of motorbikes is expected to continue to increase to 2010 in both scenarios and then start to decrease. This decrease would be more dramatic in the scenario where the urban rail network is constructed with total decrease of 46% compared to 6% in the without project scenario. The modal share of motorbikes is expected to be 16% with implementation of the urban rail network in 2030 compared to 28% without. 97. No specific data for expected trends in the east-west corridor are available. However, the project represents a key element of the urban rail network and the broad trends described above for the whole Ha Noi transport network can be assumed to be relevant for the east-west

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corridor.

4. Summary of Project Need

98. Currently, the east-west corridor is an important part of the Ha Noi transport network. It is served by high frequency, overly utilized public transport system in the form of buses including the Route 32 bus, and carries substantial volumes of private vehicles. Passengers along the east-west corridor have a range of origins and destinations with a strong west to east movement pattern in the morning peak and a strong east to west pattern in the evening peak as passengers travel from home to work / university and work / university to home respectively. 99. Trips to universities and employment along the corridor are the most important origins and destinations for passengers travelling on the bus network. 100. Despite its importance, available capacity on this corridor is low. Sections of the road network are already operating above capacity and a relatively small shift from the predominant mode of motorbikes to cars will ensure that capacity constraints are exacerbated. Furthermore, despite the high frequency of the bus service, capacity constraints are experienced with overcrowding. 101. In the future the number of trips per day and the number of passengers on the east-west corridor is expected to increase in line with expected growth on the overall Ha Noi transport network and expected growth in residential population and development of new educational and employment facilities in the western districts of Ha Noi . Such growth will arise from changing land use, particularly increased urbanization in the west of Ha Noi, higher standards of living and disposable income, and population growth. 102. Modelling on the Ha Noi transport network indicates that without implementation of the urban rail system, growth in the number of car trips will be significant, decrease in the modal share of motorbikes will be less and gains in public transport usage will be more modest compared to the scenario if the urban rail network, including the project on the east-west corridor, is developed. 103. Development of a new high capacity, high frequency public transport system on the east-west corridor 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 removal of cars, buses and motor bikes in favour of this mode of transport will reduce GHG and ameliorate negative climate change conditions.

5. Tunnel Construction Methods

104. Two tunnel construction methods will be used for the underground components of the route:

(i) Cut and cover construction – a shallow tunnel construction method which requires disturbance of the ground surface to implement a trench structure underground which is eventually covered and the surface re-established. This method will be used at the transition area between the bored tunnel and the elevated guideway and for the four underground stations.

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(ii) Deep tunnel excavation is carried out entirely underground by excavation machinery, using either traditional methods or a tunnel boring machine (TBM), and which requires minimal surface level disturbance. Deep tunnel construction methods will be utilized along the entire length of the tunnel section. The depth of the deep tunnel sections would be approximately -17 to -18m. There are a number of tunneling options (Figure 3.1) that were examined in the 2009 Feasibility Study. The designers opted for a two TBM approach over a single machine because it reduces costs in the time to build the machines, delivery time and set-up.

105. Two TBM’s will be used to bore side-by side tunnels for the underground section as shown in Figure 3.1 option 3.

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Figure 3.1: Tunnel construction options (Systra, 2009)

C. Project Pre-Construction

6. Detailed Design

106. Detailed design of the project is expected to be completed by August 2010. Discussions with HRB and the detailed design consultant (SYSTRA) indicate that the following activities are part of the detailed design activities:

(iv) Pre-construction condition surveys of buildings in proximity of underground works

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(v) Analysis of options for spoil management

(vi) Traffic management requirements and measures during construction and operation

(vii) Analysis of noise and vibration protection requirements for project operation

(viii) Requirements for drainage and wastewater treatment systems

(ix) Landscaping and re-vegetation planting

(x) Investigations into heritage issues associated with Temple of Literature complex

(xi) Topographical, geological and geotechnical surveys

(xii) Updated patronage forecasts

(xiii) Project cost estimation

107. Although some of the above components are required for the overall project, HRB plans to start civil works at the Depot site by late 2010.

7. Land Acquisition and Resettlement

108. The Feasibility Study (2009) contains preliminary data on land acquisition and resettlement requirements (Table 3.5). It is estimated that 28.7 ha of land will be permanently required for the project. Of this, 15.1 ha will be agricultural land at the depot area, while the remaining 6.1 ha will be residential and public land. It is estimated that there may be 719 project affected households (PAHs) that will require relocation. These estimates are based on feasibility study (2009) and the current preliminary design requirements (Table 3.5).

Table 3.5: Preliminary estimate of land acquisition requirements

Project Component Land Acquisition (ha) No. Relocated Households

Depot area 15.1 2

Access to depot 1.95 53

Power substations 0.15 ?

Elevated stations 0.66 4

Modified road laneways 3.84 0

Land for underground structures 2.32 ?

TOTAL 23.9

Source: TRICC, 2006.

109. No estimate has yet been made of temporary land acquisition that will be required during construction activities. Two areas have been identified in the 2009 feasibility study: a 9,000 m2 parking lot near the Daewoo Hotel, the Horison Hotel parking lot and Friendship Palace. These would serve as ancillary construction works including materials and equipment storage sites, or concrete batching plants.

110. A draft project Resettlement Plan (RP) is currently being prepared in compliance with ADB requirements. The draft RP provides updated information on project land requirements during construction and operation, and details of compensation and entitlements for households

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requiring relocation or land acquisition.

D. Project Construction

1. Viaduct and Flyover Construction

111. About 8.5 km of the route will be constructed on elevated viaduct. In addition, a number of flyovers are required along the route to cross major roads and rivers. These will include flyovers at the access to the depot over NR32; across Nhue River; across Mai Dich intersection; across To Lich River, 2nd Ring Road and Cau Giay roundabout (2nd Ring Road). 112. The construction methods for the flyover and viaduct sections will be similar. Once the site is prepared, four 1000 mm concrete piles of +50 m will be churned drilled and capped by a 1.5 m support base 60 cm below ground level, for the piers and pre-cast reinforced concrete sections of viaduct or flyover will be lowered into place before being fastened and secured. Rail track will then be installed on the elevated sections.

2. Underground Construction

113. Two methods of underground construction will take place:

(i) Open cut, cut and cover construction for shallow tunnel section – transition area, and underground station construction

(ii) Tunnel excavation construction using a TBM.

3. Covered Trench Construction

114. Construction of the covered trench tunnel will commence following completion of site clearance and implementation of surface traffic management measures such as lane diversions and fencing / barriers. Excavation will concentrate on onside of the station first, followed by the opposite side. The broad steps in the construction process are shown in Figure 3.2.

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Step 1: Install guide stakes to divide roadway into two halves with traffic movements continuing on undisturbed sections. Excavate position of first tunnel wall and insert casting mold.

Step 2: Install reinforced steeland pour concrete to form firsttunnel wall.

Step 3: Install reinforced steel and pour concrete to form tunnel cover. Reinstate material above cover and return road surface to original height.

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Figure 3.2: The broad steps in the construction process

115. Based on the recent studies of geology and hydrogeology, hydraulic pressure of groundwater should not be a major concern. Groundwater pumping in the past several decades has greatly depleted the aquifer. Currently, the water table is more than 20 m deep which is well below the bottom of the underground stations. Some groundwater seepage may occur due to perched groundwater at shallower depths. However, due to the low permeability of the shallow layers, dewatering, if necessary, will be minimal. 116. Based on the detailed hydrogeology study, groundwater intrusion will not be a major concern. Small amounts that may accumulate will be collected and pumped to local drains.

E. Deep Tunnel Construction

117. The first step in the deep tunnel construction process will be the development of an open-cast well to function as a tunnel lay-down area. This area will be used for storage of equipment and machinery and will allow access to the tunnel for spoil removal trucks. There will be double tunnel entry points at both the eastern and western ends of the tunnel as well as possibly at the centre, where ventilation shafts are planned. 118. Deep tunnel excavation will be carried out using two TBM’s. TBM machines operate like large drills, excavating the tunnel formation as they progress horizontally along the tunnel

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alignment. Pre-cast tubes are then inserted into the excavated area. Ngoc Khanh Car Park on the north-eastern corner of the Kim Ma / Lieu Giai intersection, which is currently used for car and bus parking, has been identified as a potential construction worksite for storage and maintenance of the TBM and associated equipment.

1. Spoil Excavation and Management

119. The 2009 Feasibility Study indicates that up to 500,000 m3 of spoil (equivalent to 800,000 tons) will be removed as part of the tunneling activities. The potential for on-site reuse of this soil is very limited as the project does not require utilization of large amounts of spoil; as such, off site management options will be the responsibility of HRB and the contractor.

2. Construction Traffic Management

120. To date there is very little information available on construction traffic volumes or proposed management measures. The IEE suggests that up to 20,000 trips, of average length 10 km, will be generated during construction works; however, these data will be updated in the detailed design stage. The actual number of trips generated will depend on a number of factors including construction scheduling; construction workforce size; and location of construction support facilities such as material storage and parking areas. Construction traffic management will be a critical component of the overall construction process given the potential for disruption to the local road network and associated amenity impacts for nearby receivers. The contractor shall only excavate half a station at a time to allow traffic flow and pedestrian access through the construction site. The proposed traffic rerouting plans during construction of the viaduct at Cau Giay street are presented in Figure 3.3 to Figure 3.5.

3. Services and Utilities

121. Construction works will require a range of services and utilities including electricity, telecommunications, water supply (potable and non-potable), wastewater treatment and disposal, and solid waste storage and disposal. 122. Based on discussions with HRB, electricity, telecommunications and water supply are to be drawn from municipal services. Back-up electricity services may be provided in the form of diesel generators for key construction activities such as tunneling if considered warranted. Temporary wastewater treatment systems will be developed throughout the construction site to ensure QCVN criteria for effluent are met prior to disposal to the municipal wastewater system. Solid waste will be sorted and stored on site in temporary facilities prior to regular collection for recycling and reuse (salvageable materials from site clearing and earthworks) or disposal at suitable facilities (hazardous or putrescible materials) approved by local authorities.

4. Construction Workforce

123. Information available to date on the magnitude of the construction workforce is unknown, with predictions of a maximum workforce of 100 persons. It is considered likely that the actual construction workforce size will greatly exceed this prediction. Management measures for construction workers’ accommodation and services have not yet been finalized. While priority will be given to hiring local construction workers, given the relatively high socioeconomic status of much of the project area, it is likely that a large proportion of the workforce will be from other parts of Ha Noi or surrounding provinces. The HRB indicates that construction worker camps will not be used, with preference being given to use of locally based workers, or housing of

34

workers in existing dormitories to enhance integration with the local community.

5. Ancillary Construction Facilities

124. A range of ancillary and support facilities for construction works will be required and will include:

(i) Concrete batching plants and casting yard

(ii) Pre-cast yard for piers and viaducts

(iii) Laydown areas for tunneling and other equipment

(iv) Materials storage areas

(v) Truck/vehicle parking areas

(vi) Waste storage areas

(vii) Temporary road diversions

125. The number and size of these facilities will affect the size of the overall construction footprint and the land acquisition requirements for the project. The location of the depot, viaduct and tunnel has been identified to accommodate construction operations.

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Figure 3.3: Proposed traffic rerouting plan for viaduct section along Cau Giay (from 3rd Ring Road intersection to Nguyen Phong Sac intersection)

36

Figure 3.4: Proposed traffic rerouting plan for viaduct section along Cau Giay (from Nguyen Phong Sac intersection

to Dang Ninh intersection)

37

Figure 3.5: Proposed traffic rerouting plan for viaduct section along Cau Giay (from Dang Ninh intersection to Duong

Buoi intersection)

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F. Project Operation

1. Introduction

126. The Project will be a bi-directional, tracked rail system comprising of four car trains to start and after 2063 moving to five car trains. The system can reverse direction without turning of the rolling stock. The system has a 40 year design life. Resilient track fasteners, noise shielding and anti-vibration devices will be installed on the viaduct to minimize noise and vibration effects to nearby receivers. The project will be owned and operated by HRB.

2. Passenger Numbers and Train Frequency

127. Table 3.6 summarizes the patronage forecasts for the project. Data presented in Table 3.6 are based on the Feasibility Study (2009).

Table 3.6: Predicted passenger numbers (excluding Ha Tay Province)

Year 2015 (opening) 2020 2030

Passengers / day 157,000 276,000 458,000

Total passengers in peak hours 5,800 16,500 23,900

Passengers on busiest section in morning peak

(1 way) 20,800 51,300 85,000

Source: Feasibility Study, 2009.

128. The system will operate from 5 am to midnight, seven days a week. Train frequencies of 6 min 33 s will be required to meet peak hour demand on opening of the line (8,600 passengers / peak hour). This will increase to 3 min 25 s in 2020 (16,700 passengers / peak hour) and 2 min 25 s in 2030 (23,900 passengers / peak hour). The frequency of non-peak services will be approximately half that of peak hour services. 129. A total travel time along the line of 16.7 minutes is predicted for an average speed of 33.8 kph and an average 20 second wait at stations.

3. Rolling Stock

130. The choice of rolling stock will be made prior to commissioning of the project. Rolling stock will be of Category PIII type as specified in standard EN12663, and will fulfil the following general design specifications:

(i) Length of each carriage: 19 to 20 m

(ii) Width: 2.6 to 2.9m

(iii) Height: 3.8m

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(iv) Platform height: 0.9 to 1.15 m

(v) Mass: 110 tons (empty); 160 tons fully loaded

(vi) Maximum velocity: 80 km/h

131. Rolling stock will be equipped with air conditioning and ventilation and will be required to meet Ha Noi’s specific climatic conditions. 132. The passenger loading characteristics of a four carriage system are summarized below.

Table 3.7: Passenger loading characteristics – three carriage system Passenger

Density No. Sitting No. Standing Total No. Places

Comfort loading 4 persons / m2 130 324 454

Normal loading 6 persons / m2 130 486 616

High loading 8 persons / m2 130 648 778

Source: TRICC, 2006.

133. The rolling stock and overall system will be designed to allow accessibility by special needs passengers.

4. Route Alignment

134. The route alignment is shown in Figure 1.2. The alignment is categorized into three sections as described below:

(i) Section 1 - Nhon to 3rd Ring Road: In this section the alignment will follow the alignment of NR32 which is currently being widened to 50 m to accommodate four lanes on each side. It is anticipated that widening of NR32 will be completed prior to the commencement of construction of the project. The project will be on a viaduct in this section along a 5 m central section of the road. The average height of the rail line on viaduct will be 12 – 13 m and it will have a width of 9.25 m along the rail sections and 14.9 m at station locations. The viaduct will generally comprise 25 m long pre-fabricated sections in U form except at the rail crossing which is 27.5 m -39.5 m -27.5m. The ring road crossings will require special span lengths.

(ii) Section 2 - 3rd Ring Road to Swedish Embassy: In this section the alignment will continue in an east-west direction along Cau Giay and Kim Ma. The project will be on a viaduct in this section with the same general characteristics as those described for the previous section. On one section of Kim Ma near the Thu Le zoo, the carriageways are divided by a retaining wall and are at different elevations. This section of road will need to be redeveloped to allow the installation of piles. On Kim Ma west of the Daewoo Hotel, the line commences the transition zone descending underground to allow it to obtain a depth of -17.5m before reaching the Swedish Embassy.

(iii) Section 3- Swedish Embassy to Ha Noi Railway Station: In this section of the alignment is underground. From Kim Ma, the route turns to the south east and is aligned underneath Nui Truc, before turning to the north-east and travelling under

40

Giang Vo and then under Cat Linh to the Horison Hotel. The alignment follows Cat Linh to the east of the Horison Hotel and then travels under Quoc Tu Giam adjacent to the Temple of Literature. The alignment will continue underground to the Friendship Palace in Tran Hung Dao. A service area will be constructed to the east of the terminus station to allow for manoeuvring and stabling of trains and to tie into any future possible extension of the line to the east.

5. Station Locations

135. Twelve stations will be constructed along the route at an average spacing of approximately 1000 m, providing for a passenger catchment radius of 350 m to 400 m for each station which is in keeping with international practice for maximizing passenger numbers. Criteria used for the location of stations were as follows:

(i) Servicing existing residential areas, employment areas, education facilities and other areas generating large numbers of passengers

(ii) Servicing future residential and urban areas

(iii) Station spacing that allows competitive speeds to be reached along the east-west corridor when compared to other transport modes

(iv) Offering possibility of interchange with other existing and proposed public transport network elements

(v) Sites with adequate area and surrounding land use to support development of interchange areas and parking areas for use by passengers

136. The station locations will be as follows:

Table 3.8: Station locations of the Project (HRB Feasibility Study, 2009) Station Km point Inter-station distance

(meters)

S1 - Nhon terminal 10+150

S2 – Minh Khai 11+275 1125

S3 – Phu Dien 12+250 975

S4 – Cau Dien 13+260 1010

S5 – Le Duc Tho 14+395 1135

S6 - National University 15+480 1085

S7 - Chua Ha 16+640 1160

S8 - Cau Giay Interchange 17+825 1185

S9 - Kim Ma station 18+985 1160

S10 - Cat Linh station 20+520 1535

S11 - Van Mieu station 21+070 550

S12 - Ha Noi Railway station 22+190 1120

Total (in meters) 12040

Source: HRB FS, 2009

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137. The eight elevated stations will be 17 m to 18 m high, 24 m wide and a length of 110 m. The stations will be two-storey structures including the carriageway and platform. The platform will be 4 m wide and 80 m long. The upper storey of the station will be for the platform and tracks, while the lower storey will allow for passenger transfer, ticket selling and auxiliary facilities. 138. Four of the stations will be underground stations (Stations 9,10, 11 and 12). These stations will be generally rectangular in shape with a width of 16.7 m and a length of 120 m. The stations will be constructed of in-situ case reinforced concrete. These stations will have two to three stories. The lower storey of the station will be for the platform and tracks, while the upper storey will allow for passenger transfer, ticket selling, ventilation/air conditioning and auxiliary facilities. Station 12 will be a deep underground station, located at a depth of -17m to -18m. This station will be generally rectangular in shape with a width of 24 m and a length of 120 m. This station will be three stories. The lower storey of the station will be for the platform and tracks, the middle storey will allow for alteration of tracks, while the upper storey will allow for passenger transfer, ticket selling, ventilation/air conditioning and auxiliary facilities. 139. All stations will be equipped with the following:

(i) Facilities for pedestrian crossings from one platform to the other; configuration of these facilities will be finalized during detailed design and may be at-grade or elevated for stations located on viaduct

(ii) Accessibility arrangements for disabled or vulnerable passengers; configuration of these facilities will be finalized during detailed design

(iii) Stairs and/or escalators to provide access to elevated or underground platforms; configuration of these facilities will be finalized during detailed design

(iv) Surveillance cameras on platforms and ticket distribution areas

(v) Voice transmission system connected to the central control room

(vi) Emergency intercom for passengers

(vii) Automatic, real-time passenger information system

(viii) Fire detection, warning and protection systems which will be developed in close consultation with local emergency response authorities

(ix) Parking for motorbikes and bicycles

140. Facilities at interchange stations to assist connections between the different public transport networks; configuration of these facilities will be finalized during detailed design

6. Nhon Depot Operation

141. The Nhon Depot is located on a 15 ha site east of Road No. 70 north of the NR32 intersection. The land was previously used for production of vegetables, flowers and fruit. The depot site will be used as the future rail line depot in the land use plan of Tu Liem district. For the purposes of rail line planning, the depot is taken as Km 0. 142. A 66 m long fly-over of NR32, containing double tracks with a 4 m spacing, will provide access to and from the depot for rolling stock. The fly-over will have a gradient of 4% and will have a clearance to NR32 of at least 4.5 m.

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143. The depot will include the following facilities:

(i) Maintenance bays

(ii) Washing areas

(iii) Stabling area for rolling stock

(iv) Workshops

(v) Wheel maintenance equipment

(vi) Fire control equipment

(vii) Internal track and road network

(viii) Administration area

(ix) Training center

(x) Wastewater treatment system

144. The total water demand at the depot for washing, maintenance and workers use is estimated to be 384.0 m3/day. The total effluent generated at the depot is estimated to be 137.7 m3/day. Wastewater will be treated on-site to meet relevant QCVN requirements prior to recycling and discharge to the city drainage network. 145. Access to the depot will be off of Road No. 70. This road is currently a narrow, poorly formed road with residential and small scale commercial development close to the road boundary. Widening of this road and acquisition of land will be required to allow access to the depot site.

7. Services and Utilities

146. A third rail 750V DC supply system is to be utilized. Up to ten electricity transformer stations will be required along the route and one for the depot station with a total capacity of 2500 kW. Each transformer station will incorporate a terminal box, transformer, transducer and electrical switching. The total electricity demand of the project is estimated to be 7,500 kW in 2010 increasing to 16,200 kW in 2030. The location of the transformer stations has yet to be determined. 147. 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 operating conditions, the tunnel section of the route will be ventilated by the piston effects of train movements. 148. Water supply to stations will be sourced from the municipal water supply. Pumps will be installed in the tunnel and underground stations to pump stormwater and wastewater. Wastewater treatment systems will be installed at stations to treat sewage prior to discharge to the city systems. 149. Communications systems (normal and emergency systems) will be installed throughout the project components.

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150. Fire protection, emergency response and evacuation systems will be implemented throughout the project components. Back-up electricity and ventilation systems will be installed in the tunnel sections. These systems, which will be designed to meet current European safety. standards, will be finalized during detailed design activities. 151. A central operations control centre for the project will be established at the Nhon depot to coordinate project operation and emergency response procedures.

8. Changes to Existing Public Transport

152. There are twelve existing bus lines that coincide either fully or partially with the project alignment. These include Line No. 20 from Kim Ma to Phung town, of which nine out of eleven bus stops are located on the project alignment; Line No. 32 from Giap Bat bus station to Nhon Dept which travels along the project alignment from Kim Ma to Nhon depot; and ten other lines which coincide to lesser extents with certain sections of the project alignment (Line Nos. 5, 7, 16, 25, 29, 34, 38, and 50). 153. To maximize the efficiency of the combined rail and bus public transport system, the following modifications to bus network operation are proposed upon commissioning of the project:

(i) Line No. 20 will be eliminated as it parallels the project for the majority of its length

(ii) Line No. 32 will be shortened with the new northern terminus at Cau Giay or Van Phuc rather than the current terminus at Nhon; passengers will then transfer to the project to complete the journey west to Nhon

154. The remaining lines will be kept intact and they will function to collect and transfer passengers between the bus and rail network. Some bus stops will require relocation to ensure smooth transition to project stations. In addition, new bus lines are proposed to be introduced to act as feeder lines to the project. The location of these lines will be developed by the relevant authorities during project development.

G. Project Costs

155. The preliminary, estimated total cost for the project ranges from 775.45 to 853.0 million Euros as shown in Table 3.9. The following table 3.10 shows the tendering Plan and Feasibility Study cost estimates.

Table 3.9: Project cost estimate

Tendering Plan Feasibility Study

Loans Tender Cont Total Cost Phys Cont Price Cont Total

Civil 258.899 45.147 304.046 281.209 23.407 49.803 354.419 Equip 262.908 47.063 309.971 245.266 12.263 48.734 306.263 Total 614.017 660.682

GOV

44

Tendering Plan Feasibility Study

Loans Tender Cont Total Cost Phys Cont Price Cont Total

Project Management 26.726 26.234 2.632 7.413 36.279 Land Clearance 18.496 18.142 0.907 1.905 20.954 VAT 30.605 45.266 45.266 Interest During Construction 31.45 44.96 44.96 Working Capital 0.725 0.711 0.711 Contingency 19.703 Total 127.705 135.313 3.539 9.318 148.17 Already Implemented 33.734 Total 775.456 808.852 Consultant Fee 38.8 3.88 1.478 44.158

Total 775.456 853.01 SYSTRA 2010

156. Financing mechanisms for the project construction and operation will be through the GOV, ADB and AFD, a RPE loan from DGPTE (French Ministry of Finance Treasury and Economic Policy General Directorate) and loan from EIB.

H. Implementation Schedule

157. Table 3.10 presents the preliminary implementation schedule for the project. There will be 9 tender packages let for the project over a two year period. The first tender package (#4) will be for the construction of the infrastructure at the Depot followed by tender # 5, construction of the buildings. There are two Viaduct tenders: 1, piers, guideway, special bridges and ramps and 2, elevated stations. One tender will be called for the tunnelling and underground stations. The remaining four tenders are for the railway stock, systems and ticketing. Construction is estimated to take five years.

Table 3.10: Preliminary project implementation schedule

Milestone Expected Completion Date

Completion of detailed design Quarter (Q) 3 2010

Letting of bidding documents for: Depot construction #1 Viaduct #1 Remaining tenders

Q2 2010 Q3 2010

2011-2012

Commencement of construction Q3 2010

Completion of construction Q2 2015

Project commissioning Q3 2015

45

Project operation commencement Q4 2015 Source: SYSTRA, 2010.

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IV. DESCRIPTION OF THE ENVIRONMENT

A. Introduction

158. The following sections present information on the biophysical and social environmental components of the project area. Much of the information was compiled from a range of secondary data sources presented in the IEE, and utilized with additional data and design measures for this EIA. Available information for each issue is presented as follows:

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

(ii) Monitoring data in project area: An EIA was prepared for the project to meet the requirements of the Vietnamese Law on Environment Protection 2005 (referred to as the GOV EIA). The GOV EIA, which was approved by MONRE in June 2006, contains monitoring data for a number of environmental issues in the project area. A review of the quality and accuracy of this data was carried out and relevant results were reported in the ADB IEE. A supplementary EIA was carried out in 2008 where additional monitoring of air quality, noise, vibration and water quality parameters were conducted possibly to meet the deficiencies cited in the IEE. This supplementary EIA received approval by MONRE in March, 2009.

(iii) Conclusions and Additional Information Requirements: Using information on expected environmental conditions in the project area, together with the results of monitoring data presented in the GOV EIA and supplementary EIA, preliminary conclusions were drawn on the adequacy of existing datasets and information deficiencies identified.

B. Physical Resources

1. Climate

159. The project area is located in the tropical monsoon area with two distinctive seasons: the dry, cool season from November to April and the rainy, hot season from May to October. The coolest month is January and the hottest is July. The average monthly temperature in Ha Noi is shown in Table 4.1.

Table 4.1: Average monthly temperature in Ha Noi (ºC) (excluding Ha Tay Province)

January February March April May June July August September October November December

16.4 17.0 20.2 23.7 27.3 28.8 28.9 28.2 27.2 24.6 21.4 18.2

Source: MVA Asia, 2006

160. Average annual humidity in Ha Noi is 83.0%, with monthly averages varying from 81% in December to 87% in March and April. 161. The main wind direction in winter is northeast and in summer it is southeast. Table 4.2 provides data on the monthly average velocity of wind.

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162. Storms occur frequently in Ha Noi from June to October, and are most frequent in August. During such events wind velocity can reach 20 m/s.

Table 4.2: Average monthly wind velocity (m/s) (excluding Ha Tay Province)

January February March April May June July August September October November December

2.9 2.9 2.8 3.1 2.9 2.6 2.4 2.2 2.3 2.2 2.3 2.4

Source: MVA Asia, 2006

163. Annual average rainfall in Ha Noi is 1676.2mm, with most rainfall occurring in August. On average, 85% of the annual rainfall is experienced during the rainy season. Table 4.3 shows the distribution of rainfall across the year.

Table 4.3: Average monthly rainfall (mm) (excluding Ha Tay Province)

January February March April May June July August September October November December

18.6 26.2 43.8 90.1 188.5 239.9 288.2 318 265.4 130.7 43.4 23.4

Source: MVA Asia, 2006

2. Air Quality

a. Air Quality in Ha Noi

164. Air quality in urban centres throughout Viet Nam has been deteriorating in recent years in line with increasing urbanization and industrialization. Numerous studies on air quality have been carried out from which the following general conclusions are of interest in construction and operation of the project:

(i) The main issue of concern in relation to air quality is particulate matter (PM), particularly PM10 and fine particulate matter with an aerodynamic diameter less than 2.5 microns (PM2.5) which causes the greatest risks in terms of health impacts. PM2.5 results from combustion of fossil fuels in transport and industry. Measured PM concentrations in Vietnamese cities are one to five times higher than allowed by TCVN standards and recent monitoring in Ha Noi suggests TCVN standards are exceeded by six to seven times over the majority of the road network. Particulate matter levels are elevated in the dry season when there is less rain.

(ii) 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 (Ha Noi DONRE, 2005). Diesel powered vehicles are the major source of SO2 in urban areas, together with coal burning for domestic use.

(iii) Nitrogen oxides (NOx) result from fuel combustion and are usually found at levels below TCVN criteria in urban areas. Elevated levels, however, are increasingly observed at major urban intersections (Ha Noi DONRE, 2005).

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

48

within standards in other areas. Mobile emission sources such as vehicles are the main generators of CO.

(v) Benzene levels are above EU recommended levels in many locations with the highest levels found at traffic intersections and along major roads.

165. In Ha Noi, attention and investigations have focused on CO, PM10 and PM2.5 because SO2 and NOx levels have traditionally been considered to be less of a concern; although levels of these pollutants are increasing due to growing levels of industrial and transport activities. 166. Examination of historic data for CO and PM10 generation between 1999 and 2003 undertaken as part of the Ha Noi Urban Transport Project (HUTP) indicates that there has been a steady increase in pollutant loads and that this increase is expected to continue into the foreseeable future in line with expected traffic growth and fuel consumption. 167. It is estimated that 33% of overall particulate matter generation is from transport As of July 2005, there were approximately 149,000 cars and trucks, 800 buses, 2,000 taxis and 1,500,000 motorcycles in Ha Noi. The number of vehicles is expected to increase at a rate of approximately 20% per year. Long range transport and vehicles are the major source of fine particulate matter PM2.5 and PM10; two stroke engines account for 10% of PM2.5 generation and 5% of overall PM10. Coal burning for cooking in households can cause localized incidences of PM pollution. 168. Soil from construction activities and road surfaces are the major sources of total suspended particulates (TSP). During 2005, Ha Noi DONRE conducted monitoring for TSP along side of major roads in a number of districts in the project area including Hoan Kiem, Ba Dinh, Dong Da, Cau Giay, and Tu Liem. The monitoring was conducted in six periods: 24-25 and 27 August; 16-17 and 22 September; 23-25 October; 12-13 and 16 November; 30 November-2 December; and 9-11 December 2005. Table 4.4 presents the percentage of samples exceeding the permitted levels in QCVN 05:2009/BTNMT.

Table 4.4: Monitoring results for total suspended particulates by District

District Hoan Kiem Ba Dinh Dong Da Cau Giay Tu Liem

Samples with TSP exceeding QCVN (over 300 µg/m3)

77.7% 61% 80.5% 66.8% 66.7%

Source: Ha Noi DONRE, 2005.

169. Elevated TSP levels were found in the majority of samples in all monitoring districts. Monitored levels at three sampling locations along Ho Tung Mau, Xuan Thuy and Cau Giay (where the proposed rail line traverses) exceeded QCVN criteria in 83% of the total samples across all six monitoring periods. 170. A study of exposure of road users to PM10 and CO in Ha Noi was carried out to determine if road users were more at risk than other groups from these pollutants (East-West Centre, 2007). The study concluded that road users are exposed to significantly higher concentrations of PM10 and CO than monitoring results from fixed air quality monitoring stations. Road users were exposed to a mean value of PM10 = 455 μg/m3 and a mean value of CO = 15.7ppm; both of which significantly exceed WHO recommended limits for human

49

exposure. The study also measured PM10 and CO levels in roadside cafes directly adjacent to major roadways in Ha Noi and recorded levels at roadside of PM10 = 404 μg/m3; CO = 3.2 ppm (Giai Phong) and PM10 = 617 μg/m3; CO = 11.3 ppm (Pham Van Dong); recorded PM10 levels are significantly higher than relevant QCVN criteria. The results of this study indicate that depending on monitoring locations, monitoring data for PM10 and CO can underestimate the actual exposure levels of road users and roadside inhabitants.

b. Air Quality in the Project Area

171. The GOV EIA contains data on air quality monitoring in the project area (Table 4.5). Monitoring was carried out in late May 2006 at the end of the dry season and beginning of the rainy season. Monitoring locations were between 2 and 5 m from the road edge. The results of air quality sampling in the GOV EIA are shown below.

Table 4.5: Results of air quality monitoring in the Project area

Sample Monitoring Location Land Use TSP

(µg/m3)CO

(µg/m3)SO2

(µg/m3) NO2 (µg/m3)

Hydrocarbon(µg/m3)

KK01 Western boundary of

depot Agricultural /residential

111 450 150 70 180

KK02 Opposite University of Industry in forecourt of

small restaurant

Commercial / residential

150 720 220 240 300

KK03 Along NR 32 5m from

road boundary at residence

Commercial / residential

124 660 160 150 260

KK04 At intersection of

NR 32 and national railway

Commercial/ residential

159 690 200 120 280

KK05 Intersection with Le Duc

Tho Road Industrial / residential

154 540 200 90 150

KK06 Ha Noi National University near intersection with 3rd

Ring Road

Education facility

71 600 190 110 270

KK07 Near Cau Giay Post Office on Cau Giay

Street Commercial 215 680 200 120 170

KK08 Daewoo Hotel on NW

corner of intersection Lieu Giai / Kim Ma

Commercial 68 910 270 290 140

KK09 Intersection Cat Linh / Ton Duc Thang near

Horison Hotel

Commercial/ residential

105 270 260 290 220

KK10 Gate of Ha Noi Railway Station in Tran Quy Cap

Commercialresidential

75 650 170 140 310

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Sample Monitoring Location Land Use TSP

(µg/m3)CO

(µg/m3)SO2

(µg/m3) NO2 (µg/m3)

Hydrocarbon(µg/m3)

QCVN 05:2009/BTNMT (1hr criteria) 300 30,000 350 200 -

QCVN 06:2009/BTNMT (1 hr criteria) - - - - 5,000

Source: CEPT, 2007

172. The data contained in Table 4.6 indicates the following:

(i) Total suspended particulate (TSP) levels are within relevant QCVN criteria for all monitoring locations; even at major intersections within the project area. Given that numerous other studies in Ha Noi reveal highly elevated particulate matter concentrations throughout the city and in particular at major intersections, and that no monitoring of fine particulate matter (PM10 or PM2.5) was carried out, further data are required to validate data on particulate matter levels in the project area. Discussions with the consultants responsible for preparation of the GOV EIA indicated that monitoring methodology, which involved taking one sample every two hours over a 16 hour period and then averaging the results, may have resulted in recorded levels that were lower than expected and made comparison with QCVN 1-hour criteria of limited value. More frequent or continuous air quality monitoring would have provided more accurate results.

(ii) The monitoring data indicates that CO levels are well within relevant QCVN criteria at all monitoring locations. Given that numerous other studies in Ha Noi indicate that CO levels are generally elevated and close to or outside QCVN criteria at major intersections and along major roadways, further data on CO levels in the project area are considered necessary to validate these results.

(iii) SO2 and hydrocarbon levels are within relevant QCVN criterion at all monitoring locations while for NO2, results are generally below the criteria except at few locations (KK02, KK08 and KK09). These findings require validation in light of recorded incidences of elevated levels of these pollutants at intersections throughout Ha Noi.

173. The air quality data collected in 2008 and shown in Table 4.6 indicate the following: that the concentration of air pollutants (NO2, SO2, CO, HC) and suspended particles at KK01, KK02, KK03 monitoring sites are below the standard limits in QCVN 05:2009/BTNMT and QCVN 06:2009/BTNMT. 174. The concentration of dust at KK04 monitoring point is 1.12 times higher than permissible limits. The concentration of SO2 at KK05, KK06 monitoring points are 2.14 – 3.11 times higher than permissible limits. The concentration of NO2 at KK04, KK05, KK06, KK07 monitoring points are 1.39-1.56 times higher than permissible limits.

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Table 4.6: Supplementary air quality measurements (2008)

Samples Environment quality parameters

Dust ( g/m3)

CO (g/m3)

SO2 (g/m3)

NO2 (g/m3)

HC (g/m3)

NO (g/m3)

KK01 Near Industrial

University 188 476 241 129 296 100

KK02 Rice field at edge of

Depot 59 231 105 63 135 49

KK03 Centre of depot

39 141 92 34 96 23

KK04 Road No. 70 224 767 268 163 191 99

KK05 Voi Phuc 101 1,007 285 278 701 235

KK06 Giang Vo intersection 155 1,306 389 321 731 291

KK07 Ha Noi railway station 114 802 299 134 367 116

QCVN 05:2009/BTNMT 200

(average 24h)

10,000 (average

8h)

125 (average

24h)

200 (average

1h) - -

QCVN 06:2009/BTNMT

- - - - 5,000 (average

24h)

-

Source: Measurement results of CEPT, 2008

3. Noise and Vibration

a. Noise and Vibration in Ha Noi (excluding Ha Tay Province)

175. The acoustic environment in Ha Noi is characterized by high noise levels arising from transport 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. 176. Noise monitoring results at 16 locations on major roads in Ha Noi in 2006 indicate that average noise levels during the daytime vary from 64.4 - 80.5 db(A), and during the evening from 67.3 – 73.0 db(A). Most locations had noise levels exceeding the maximum TCVN limits for mixed development areas (the most noise tolerant category) during the daytime and night time. 177. Increasing number of vehicles and excessive use of horns are major sources of noise emissions. It has been estimated that 60 to 80% of noise in urban areas is generated by traffic movements. Vibration in the urban area is generated by construction activities and traffic

52

movements. There are no available data on ambient vibration levels in Ha Noi.

b. Noise and Vibration in the Project Area

i. i.Noise Levels

178. As part of the GOV EIA, monitoring of noise levels in the project area was carried out. The results are presented in Table 4.7. The monitoring was carried out in May 2006 and a supplementary set of noise measurements were carried out in 2008 (Table 4.8). The monitoring duration was 16 hours/day, with three, ten minute measurements per hour and three samples per measurement. Monitoring locations were between 2 and 5 m from the road edge. Results are compared to TCVN 5949:1998.

Table 4.7: Noise monitoring in the Project area (dB(A))

Sample Monitoring Location48

Land Use49 Monitoring

Period Leq

dB(A)LAmax dB(A)

L50 dB(A)

TCVN 5949:1998

Criteria dB(A)

N01 Western

boundary of depot Predominantly

residential

Daytime (6h-18h) 75.0 91.2 65.0 60

Evening (18-22h) 72.4 89.0 63.1 55

N02

Opposite University of Industry in

forecourt of small restaurant

Education facility

Daytime 77.2 93.2 71.4 50

Evening 69.3 79.4 66.1 45

N03 Along NR32 5m

from road boundary at residence

Residential withsome small scale

commercial

Daytime 78.3 95.4 72.4 60

Evening 73.9 84.6 69.6 55

N04 Intersection of NR Residential with Daytime 74.9 92.3 69.1 60

32 and National Railway

some small scalecommercial Evening 70.2 86.2 63.8 55

N05 Intersection with

Le Duc Tho Road Residential, small

scale industrial

Daytime 73.8 93.2 64.9 60

Evening 69.5 85.3 64.3 55

N06 Ha Noi National

University near 3rd Ring Road

Educational Daytime 71.2 83.9 70.2 50

Evening 66.1 72.9 65.1 45

N07 Near Cau Giay Post Office on

Cau Giay Street Commercial

Daytime 74.5 86.2 71.3 70

Evening 69.9 80.7 65.4 70

N08 Daewoo Hotel on

NW corner of Hotel / residential Daytime 73.8 85.3 70.6 60

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Sample Monitoring Location48

Land Use49 Monitoring

Period Leq

dB(A)LAmax dB(A)

L50 dB(A)

TCVN 5949:1998

Criteria dB(A)

intersection Lieu Giai / Kim Ma

Evening 69.3 81.3 65.8 55

N09

Intersection Cat Linh / Ton Duc

Thang near Horison Hotel

Residential withsome small scale

commercial

Daytime 73.3 84.6 70.9 60

Evening 70.7 80.8 68.2 55

N10 Gate of Ha Noi

Railway Station in Tran Quy Cap

Residential withsome small scale

commercial

Daytime 70.1 80.6 67.0 60

Evening 67.2 77.5 63.4 55

Source: CEPT, 2007

179. Table 4.7 indicates that existing ambient noise levels exceed TCVN criteria for all development types at all monitoring locations for day time and evening levels. No night time data was presented in the GOV EIA. Of particular note are the highly elevated noise levels at educational facilities along the route. Maximum recorded noise levels at the National University of Ha Noi exceed TCVN criteria by over 30 dB(A). These findings are in keeping with expected results for ambient noise levels in the vicinity of major road corridors. 180. The supplementary noise data collection focused on three areas of the Depot and three downtown sites. As with the data collected in 2006, the ambient noise levels all exceeded the GOV standards even in the more rural area of the project.

Table 4.8: Noise monitoring results (2008)

Samples Mean Value

Leq LAmax L50 TCVN 5949-1998

N01 Near Industrial

University

Daytime (6 - 18h)

68.1 82.1 65.4

Daytime: 60 Nighttime: 55

Nighttime (18 - 22h)

62.6 77.3 59.7

N02 Rice field at edge

of Depot

Daytime 62.6 76.8 57.0

Nighttime 57.7 69.4 52.6

N03 Centre of depot

Daytime 68.5 84.2 65.4

Nighttime 62.9 79.3 60.4

N04 Road No. 70

Daytime 58.8 69.7 55.7

Nighttime 56.5 68.7 53.1

N05 Voi Phuc

Daytime 70.9 84.0 68.4

Nighttime 69.5 83.3 66.6

N06 Giang Vo

intersection

Daytime 74.3 86.5 72.0

Nighttime 70.1 83.6 67.7

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Samples Mean Value

Leq LAmax L50 TCVN 5949-1998

N07 Ha Noi Railway

station

Daytime 70.9 82.4 69.6

Nighttime 68.0 78.9 66.0

Source: Measurement results of CEPT, 2008

ii. Vibration Levels

181. 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 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 4.9). The frequency and time periods of sampling were not reported.

Table 4.9: Vibration monitoring in the Project area

Sample Monitoring Location Land Use Leq Daytime

(dB(A))

TCVN 6962 Criteria (dB(A))

TCVN7210:2002Criteria

V01 Western boundary of depot

Predominantlyresidential

53.0 75 65

V02

Opposite University of Industry in forecourt of small restaurant

Education facility

48.3 75 65

V03 Along NR32 5m from road boundary at residence

Residential with some small scale commercial

54.1 75 65

V04 Intersection of NR 32 and National Railway

Residential with some small scale commercial

41.2 75 65

V05 Intersection with Le Duc Tho Road

Residential, small scale industrial

38.8 75 65

V06 Ha Noi National University near 3rd Ring Road

Educational 39.3 75 65

V07 Near Cau Giay Post Office on Cau Giay Street

Commercial 46.7 75 70

55

Sample Monitoring Location Land Use Leq Daytime

(dB(A))

TCVN 6962 Criteria (dB(A))

TCVN7210:2002Criteria

V08 Daewoo Hotel on NW corner of intersection Lieu Giai / Kim Ma

Hotel / residential

48.8 75 65

V09 Intersection Cat Linh / Ton Duc Thang near Horison Hotel

Residential with some small scale

44.6 75 65

V10 Gate of Ha Noi Railway

Residential with

38.3 75 65

Source: CEPT, 2007

182. Monitored vibration levels within the project area were within day time ambient criteria contained in both TCVN 6962 and TCVN 7210. No monitoring data were available for the night time period. No monitoring data were available at sensitive receivers such as the Temple of Literature or other structurally vulnerable items. The data collected in 2008 and shown in Table 4.10 confirms the results collected in 2006, that levels are below the GOV standard.

Table 4.10: Vibration monitoring results (2008)

Environment quality parameters (Average per day)

Vibration acceleration

Laeq(dB)

Vibration speed

Lv (dB) TCVN 7210:2002

V 1 Near Industrial University

49.2 39.7

Acceleration: 70 dB

V 2 Rice field at edge of Depot

36.3 26.0

V 3 Center of depot

33.2 22.1

V 4 Road No. 70

41.6 31.3

V 5 Voi Phuc

42.7 31.9

V 6 Giang Vo intersection

46.7 42.7

V 7 Ha Noi Railway station

43.9 37.3

Source: CEPT, 2008

4. Topographical and Geological Conditions in Ha Noi (excluding Ha Tay Province)

183. Ha Noi is located near the centre of the Red River Delta and is characterized by low-lying plain with average surface elevations of 7 to 8 m, with the highest elevation of approximately 10 m and lowest elevation of approximately 5 m.

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184. The city of Ha Noi is located to the southwest side of the Red River. The surface is covered by a complex sequence of alluvial delta deposits. Table 4.11 contains an overview of the geological strata in Ha Noi. The sequence is from new to old.

Table 4.11: Overview of geological settings in Ha Noi (excluding Ha Tay Province)

Formation Description Approximate

Thickness (m)Hydrogeology

Holocene

Thai Binh 3 – 4 Alluvial clay, clayey silt 5 – 6 Aquitard

Thai Binh 1 – 2 Loose to medium dense alluvial sand and silty sand

6 – 15

Unconfined aquifer recharged by surface water infiltration. Only supplies small scale wells. Low to medium permeability.

Hai Hung 2 – 3 Marine clay, silty clay 6 – 15 Low permeability

Hai Hung 1 Lacustrine – swamp silty clay

2 – 4

Pleistocene

Vinh Phuc 4 Unknown - Low permeability Note: (Not present in Ha Noi) Vinh Phuc 3

Complex alluvial and lacustrine silty clay

7 – 12

Vinh Phuc 2 Alluvial clayey/silty sand with gravel lenses

15 – 30

Primary aquifer for municipal water supply in Ha Noi. Recharged mainly by Red River in the upstream where the formations directly expose to the surface. Highly permeable

Vinh Phuc 1 Alluvial sand gravel and cobbles with some clayey silt thin layers

30 - > 50

Ha Noi

Alluvial cobble and gravel with lenses and thin layers of silty sand and occasional stiff sand clay, known to be up to 65m thick in Ha Noi

2 - > 50

Lệ Chi Sandstone, conglomerate with lenses and thin layers of mudstone

35 - 70 Bedrock, low to medium permeability

Source: Almec Corporation et al, 2006

5. Topographical and Geological Conditions in the Project Area

185. Topography in the project area is similar to the rest of Ha Noi where is characterized by low-lying plain with average elevations of 7 to 8 m. 186. Evaluation of the geological conditions in the project area is mainly based on the hydro-geological study completed by NDWRPI (2009), and the ground investigation report completed by USCo (2008). 187. The comprehensive hydro-geological study (NDWRPI, 2009) integrated the most

57

updated available data of more than 100 geological logs, which provided a detailed cross-section of the areal geology and hydrogeology. Figure 4.1 shows the locations of the boreholes/wells and the geological cross-sections. The near-surface geology consists of a sequence of Pleistocene and Quaternary sediments as described from bottom to top:

(i) Pleistocene

Le Chi Formation: consists of mainly sandstone and conglomerate with lenses or thin layers of mudstone of limited lateral extension; thickness: 35 - 70 m.

Ha Noi Formation: consists of mainly cobble and gravel, with lenses of yellow sand/silt; thickness: 2 - 50 m.

Vinh Phuc Formation: contains mainly sand, silt, and clay layers; thickness: 5 - 20 m.

(ii) Holocene

Hai Hung Formation: consists of inter-bedded of marine silt and greenish-grey clay; thickness: 2 -10 m.

Thai Binh Formation: consists of alluvial clay, silt, and some fine- sand layers, which is a synchronous deposit of Hai Hung Formation ; thickness: 1- 5 m.

The marine facies Hai Hung Formation does not exist in the project area.

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Figure 4.1: Location map of boreholes/wells and geological cross-sections (Source: NDWRPI, 2009)

188. The uppermost unconfined aquifer (Thai Binh Formation 1-2 of Table 4.11) only exists to the south of the project alignment. Along the Project alignment, the low permeable clay layers of Holocene (Hai Hung Formation 1-3 and Thai Binh Formation 3-4) and the Upper Pleistocene (Vinh Phuc Formation 3-4) combine together to form the top aquitard layer. The thickness of the aquitard ranges from 13 to 22 m along the line (Figure 5.2). 189. The lower aquifer consists of the lower Vinh Phuc (1-2) and Ha Noi formations, which serve as the primary water supply source for Ha Noi.

Figure 4.2: Geological cross-section along the Project line (Please see Figure 4.1 for well location) (Source: NDWRPI, 2009)

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190. The regional groundwater flow direction is similar to the surface drainage system and follows the regional terrain from west and northwest to east and southeast. Flow direction may vary in scale due to local surface relief or groundwater pumping. 191. USCo (2008) divided the setting based on the geotechnical properties of the materials (Table 4.12). Layers 1, 2, and 3 could be correlated to the Thai Binh Formation; layer 4 is correlated to the Upper Vinh Phuc Formation (3-4); layers 5 and 6 is interrelated to the lower Vinh Phuc Formation (1-2); and layer 7 is equivalent to the Ha Noi Formation.

Table 4.12: Geotechnical layering along the project alignment

Layer Geology and Geotechnical Properties Thickness m Average NSPT

1 Backfill 0.7 – 4.6 2 Stiff clay, brownish or greenish grey 3.2 – 12.8 9 3 Soft clay with organic remains, brownish to dark grey 1.1 – 16.9 4 4 Very stiff clay, brownish-grey to yellowish brown 4.0 – 11.8 17 5 Medium dense silty fine-sand, brownish grey to grey 6.2 - 24.5 22 6 Dense silty medium to fine sand, brownish grey to grey 7 – 15.3 44

7 Gravel, yellowish to dark grey unknown >50 (Source: USCo, 2008)

a. Geology and Groundwater along the Viaduct Section

192. The viaduct section starts from the Depot site (west end) and ends at about the location of borehole PZ10 in Figure 4.3. The geology of the top 13 to 20 m consists of mainly soft to stiff silty-clay layers with low hydraulic conductivity. The geotechnical properties of the clay layers vary due to the heterogeneous characteristics of the formation. 193. The underlying medium dense to dense sand layers and the gravel layer combined to form the major aquifer of the region, which is the principle water supply source for Ha Noi. The thickness of the aquifer ranges from 22 to 55 m. 194. Groundwater tables were measured during the period of borehole exploration in 2008 (USCo, 2008). There is a significant water level difference between the top clay layer and the underlying sand and gravel aquifer. The depth of the groundwater table in the clay layer ranges from 1.5 to about 5.5 m, and the depth of the groundwater table in the upper part of the aquifer is around 10 m. In the lower part of the aquifer, the water table depth was more than 20 m bgs due to heavy groundwater pumping. The water level of the aquifer is declining at a rate of about 0.5 m /year in recent years, and is expected to accelerate due to increased in water demand with time (NDWRPI, 2009).

b. Geology and Groundwater along the Underground Section

195. The underground section starts from Thu Le Lake (borehole PZ10) to the east end (the Railway station) for a total length of about 2.9 km. Similar to the viaduct section, the geology of this section consists of a top clay layer (the Thai Binh and Upper Vinh Phuc formations) underlain by a sand layer (the Lower Vinh Phuc Formation) and a gravel layer (Ha Noi

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Formation). The geotechnical properties of the clay layer vary due to the heterogeneous characteristics of the formation. The thickness of the top clay layer ranges from 15 to 20 m. The designed depths of the tunnel and underground stations will be as deep as 18 to 20 m. Most of the tunnel and the underground stations will be constructed in the top clay layer. But, at some places, the tunnel or the underground stations may reach the underlying sand layer. 196. The range of the groundwater table depth in the top clay layer should be similar to the viaduct section. The water table in the upper part (sand)of the aquifer ranges from 8.5 to 16.5 m bgs (USCo, 2008); and more than 20 m deep in the lower part (gravel) of the aquifer (NDWRPI, 2009).

c. Conclusions

197. The project line is located on a flat delta plain The geological setting and characteristics are fairly consistent along the project alignment, which is typical for Ha Noi. The unconsolidated Quaternary deposits contain a low permeable top clay layer (Pleistocene to Recent in age) and an underlying medium to high permeable sand and gravel aquifer (Pleistocene). 198. The strength of the top clay layer ranges from very soft to medium stiff dependant mainly on its organic and water contents. The soft clay presents a higher hazardous potential for the civil work. Moreover, it is not distributed in a regular pattern. The thickness of the top clay layer ranges from 13 to 20 m in the viaduct section, and 15 to 20 m in the underground section. 199. The proposed depth of the underground section could be up to -20 m. Most of the underground structure will be in the top clay layer. However, part of the underground structure may be constructed in the underlying sand layer. There may be a slight risk of sand eruptions caused by the hydraulic pressure of ground water during construction. 200. In the viaduct section, the groundwater table depth ranges from 1.5 to 5.5 m for the top clay layer. The depth to the groundwater table is about 10 m for the underlying sand layer, and is more than 20 m bgs for the gravel layer. In the underground section, the groundwater table depth is similar to the viaduct section. The depth to the groundwater table is about 8.5 to 16.5 m for the underlying sand layer, and is more than 20 m bgs for the gravel layer. The distribution of water table shows that the lower aquifer has been depleted by heavy pumping.

6. Hydrogeology and Groundwater Usage

a. Hydrogeology in Ha Noi and the Project Area

201. In Ha Noi, most of the groundwater is contained in two Quaternary aquifers, the upper aquifer (part of the Holocene Thai Vinh Formation) and the lower aquifer (Lower Vinh Phuc and Ha Noi formations of Pleistocene). The upper aquifer consists of a series of non-continuous silty fine to medium sand lenses and thin layers of low to medium permeability. The aquifer is unconfined or semi-confined. The average thickness of the aquifer is 9.2 m in the north and 13.3 m in the southern part of the Red River Delta. The permeability of the aquifer is 20 to 800 m2/day. The source of groundwater of the upper aquifer is mainly from direct surface infiltration, including precipitation and surface water bodies. Due to its relatively low transmissibility and limited water-bearing capacity, the upper aquifer is only used for small-scale water supply. The upper aquifer does not exist along the project alignment. 202. The lower aquifer is separated from the upper aquifer by a Pleistocene clay layer. Where

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the upper aquifer is absent, the Pleistocene clay layer is combined with Recent clay deposits to form a top confining layer. The depth to the top of the confined aquifer increases from north to south in Ha Noi. The top of the aquifer is at depth of about 12 to 40 m bgs, and the bottom of the aquifer is about 45 to 90 m deep. The permeability of this aquifer ranges from 200 to 1,600 m2/day. Direct surface recharge is not likely to be the groundwater source of the lower aquifer in Ha Noi because the thick top confining layer forms a barrier for surface percolation. The main source of the groundwater in the lower aquifer is through recharge in the outcrop area where the aquifer formation is directly exposed to the surface. The recharge area is upstream in the headwaters of the Red River Delta where the top clay layer pinches out. The groundwater moves laterally downstream to Ha Noi. The lower aquifer has been used as the main water supply for Ha Noi since 1909. 203. In the past decade groundwater of the lower aquifer has been over-pumped, mainly as a municipal water supply. As a result, depression of the groundwater table has occurred in most of Ha Noi City (Figure 4.3). The three well fields that the metro rail system traverses all have a water level more than 20 m deep, and yet declining at a rate of 0.4 to 0.7 m/year (Figures 4.4 and 4.5) (NDWRPI, 2009). The water demand is expected to rise with an increase in population of Ha Noi, in turn; it will accelerate the depletion rate of the aquifer.

b. Land Subsidence

204. In Ha Noi, land subsidence has occurred due to the decline of groundwater table. A subsidence rate of 30 to 40 mm/year was observed near the Tuong Mai and Thuong Dinh well-fields located in southern Ha Noi (World Bank, 2003). In the project area, the average subsidence rates has been about 10 to 20 mm/year (Figure 4.6). Studies of land subsidence in Ha Noi since 1997 indicate the following:

(i) Groundwater extraction is the main cause of land subsidence.

(ii) The highest rate of land subsidence occurs in areas where large volumes of groundwater have been depleted and the existence of the thick soft clay layer. In the absence of soft strata, land subsidence is insignificant.

(iii) Land subsidence rate reduces with time when the soft layers become more condensed.

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Figure 4.3: Groundwater depression cone of the lower aquifer in Ha Noi in 2001 (Source: Tong Ngoc Thanh, 2001)

Figure 4.4: Groundwater level record at Ngo Sy Lien well field (Please see Figure 4.1 for well location) (Source: NDWRPI, 2009)

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Figure 4.5: Groundwater level record at Mai Lich well field (Please see Figure 4.1 for well location) (Source: NDWRPI, 2009)

Figure 4.6: The average land subsidence rate in Ha Noi of year 2001 (Source: World Bank, 2003)

project area

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c. Groundwater Availability and Use

205. Groundwater has been the principal source for water supply in Ha Noi and surrounding area since the early twentieth century. Currently, the estimated total extraction rate of groundwater in Ha Noi is about 800,000 m3/day, including municipal, industrial, and private domestic wells. Most of the water supply comes from the highly permeable lower aquifer. Only small portion of the water comes from the upper aquifer because of its limited water-bearing capacity and relatively poor water quality. There are 9 municipal well fields in Ha Noi and producing about 500,000 m3/day of water in total. There are 3 municipal well fields located near the project site: Mai Dich, Ngoc Ha, and Ngo Sy Lien well fields (Figure 4.1). Among them, the Mai Dich and Ngo Sy Lien well fields exist under the project alignment and may receive some impact from the project. In 2008, the average extraction rates for Mai Dich, Ngoc Ha, and Ngo Sy Lien well fields were 56,000 m3/day; 40,000 m3/day; and 51,200 m3/day, respectively (NDWRPI, 2009). 206. The total groundwater pumpage of Ha Noi is expected to increase to 1,400,000 m3/day in 2020. However, with the current depletion rate of the aquifer, it is questionable whether the aquifer will be able to sustain the current pumping rate for even a few more years. 207. The Ngo Sy Lien Plant is located to the west of Ha Noi Railway Station. The underground section of the project line runs across the well field. The well field contains a network of 17 wells; four of them are located right next to the project line (1 on Nui Truc, 1 on Giang Vo and 2 on Quoc Tu Giam). The well field extracts water from the lower aquifer with an average rate of 51,200 m3/day in 2008. The wells are 70 to 90 m deep and pump at a rate of about 40 m bgs. In 2008, the steady-state water level was over 20 m deep, and 23 to 33 m deep when pumping. Since 1998, the groundwater level has declined more than 4 m. After, 2007, the water level is estimated to drop at a rate of more than 0.7 m/year (Figure 4.4) (NDWRPI, 2009). 208. According to the geological logs of the water wells, the thickness of the lower aquifer in the Ngo Sy Lien Well field varies from 60 m to more than 80 m due to bedrock relief (Figure 4.7). Because of the existence of the confining layer, the lower aquifer does not receive recharge directly from surface anywhere near the well field. Most of the water comes from lateral movement from upstream, some from infiltration from the top and bottom confining strata. The pressure depression in the aquifer caused by groundwater pumping induces recharge from the confining strata and the upper aquifer. But because of the low permeability of the confining layer, the induced recharge rate is very limited. The evidence for this is demonstrated by the large hydraulic head difference between the upper and the lower aquifers. 209. The Mai Dich well field contains 21 wells distributed around Ring Road 3 near the National University. In 2008, the average pumping rate of the well field is about 56,000 m3/day. Since 1998, the groundwater table has dropped for more than 6 m, and continues to drop at a rate of more than 0.6 m/year (NDWRPI, 2009). The current groundwater table is estimated at about 29 m bgs.

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Figure 4.7: North-south geological cross-section across the Ngo Sy Lien well field. The well-field is located in the vicinity of 10NSL and P32, and the project line is very close to 10NSL. (Source: NDWRPI, 2009)

210. According to the geological logs of the wells, the thickness of the lower aquifer in the Mai Dich Well field varies from 34 m to 40 m (Figure 4.8), which is about half the thickness of what exists in the Ngo Sy Lien Well field. The depth to the bottom of the aquifer is in the range of 54 to 60 m. Because of the top confining layer, the lower aquifer does not receive recharge directly from surface anywhere near the well field. Most of the water comes from lateral movement from upstream, some from infiltration from the top and bottom confining strata. The behaviour of the groundwater here is very similar to that of the Ngo Sy Lien well-fixed.

Figure 4.8: North-south geological cross-section across the Mai Dich well field. The project line is located at BH7. (Source: NDWRPI, 2009)

211. In addition to the two municipal water supply plants, there are numerous households and small scale wells within the project area with individual pumping capacity in the order of 0.5 to 3.0 m3/day.

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7. Groundwater Quality

a. Groundwater Quality in Ha Noi

212. Surface infiltration is the major groundwater source of the upper aquifer in Ha Noi. Since a large portion of the surface water bodies are polluted, the water quality of the upper aquifer is also very poor. Monitoring of water quality indicates that, in the upper aquifer, the concentrations of arsenic (As), ammonium (NH4+),and nitrate (NO3-) frequently exceed the GOV drinking water standards at many places in Ha Noi (NDWRPI, 2009). It is believed that As originates from the geological formation itself. Pumping of groundwater changes the reduction-oxidation (redox) condition in the aquifer, which re-dissolves the As-bearing complexes into the groundwater. High concentrations of NH4+ and NO3- are clear indications of artificial pollution due to urban and agriculture activities. Normally, NH4+ only occurs in a chemically reducing environment, and can hardly move in the aquifer due to its strong absorbability. Nitrate (NO3

-) exists in an oxidizing environment and is conservative in water, and therefore, is commonly used as a pollution indicator. High NH4+ concentration in water is very unusual. If there are no errors with the sampling procedure and the laboratory analyses, it indicates that the aquifer contains abundant levels of organic matter, or the aquifer is seriously polluted from human activities. The severely nitrogen polluted area occurs mainly in the southern part of Tu Liem District. The water quality of the upper aquifer near the project area is still in fair condition. 213. Most of the groundwater of the lower aquifer is not polluted because of the protection of the top clay layer. Monitoring data indicates that, in some places, the concentrations of As, iron (Fe), and manganese (Mn) exceeds the drinking water standards (NDWRPI, 2009). It is believed that the constituents are from the formation itself rather than artificial pollution. The As complexes, originally adsorbed on the aquifer media, is mobilized because of the pumping activities change the redox conditions in the aquifer. The confined lower aquifer, which is isolated from the atmosphere and from oxidation sources, should be in a reducing environmental condition. High dissolved concentrations of Fe and Mn are commonly found in this environment. 214. Despite the protection of the top confining layer, the excessive pumping of groundwater will eventually deteriorate the water quality in the lower aquifer by inducing movement of poor quality water. 215. Coliforms do not normally survive in aquifer environment for more than a few days. Existence of coliforms in groundwater is an indication that the aquifer is receiving pollution. Contamination of groundwater by coliforms has been observed in some areas in Ha Noi as a result of recharge of contaminated surface water and uncontrolled leaks and discharges from untreated sewage and septic tanks. Groundwater in the upper aquifer is more polluted than the lower aquifer. The fecal coliform levels are higher in the dry season than in the rainy season. 216. Elevated levels of pesticides have been found in some groundwater monitoring locations throughout Ha Noi. It is likely that pesticide contamination is the result of agriculture activities.

b. Groundwater Quality in the Project Area

217. The existing groundwater quality data for the project area indicates that the type of pollution is similar to the regional problem. Among the examined constituents, As, Fe, Mn, NO3-, and coliforms were found that frequently exceed the drinking water standards (HRB/SYSTRA, 2008; ADB, 2007; CEPT, 2009; NDWRPI, 2009). High As, Fe, and Mn levels were found in both

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the upper and lower aquifers. It is believed that the source of the constituents is natural. Generally, the upper aquifer possesses higher concentration levels of NO3- and coliforms. Both are indications of human pollution. The higher pollution levels of the upper aquifer are because it receives more polluted surface recharge than the lower aquifer. Because the thick confining layer forms a barrier to the surface pollution, it will take much longer for any surface pollution to reach the lower aquifer. However, some low level pollutants were detected in the lower aquifer. It is common that poorly constructed wells and poorly sealed abandoned wells provide direct conduits for pollution to reach the lower aquifer in a relatively short time. 218. Water samples from the boreholes located on the project line were also analysed for constituents of engineering concern, i.e. chloride (Cl-) and sulfate (SO4

2-) for their corrosion capacities. Results indicate that the groundwater quality will have no or minimum negative effect on the structural materials (USCo, 2008).

8. Soil Quality

a. Soil Quality in Ha Noi

219. Soil quality in Ha Noi is influenced by historic and current land uses. Areas that are or have been subject to agricultural or industrial activities have the potential to be contaminated with heavy metals, pesticides, fuels/oils and a range of other chemicals. Areas that have been filled also have the potential for contamination depending on the source of the fill material. No comprehensive secondary data on soil quality in Ha Noi was available for this report.

b. Soil Quality in Project Area

220. The GOV EIA contains limited data on soil quality in the project area (Table 4.13). Monitoring focused on heavy metals and no monitoring of pesticides or other contaminants was carried out. No data are available on historic land use at monitoring sites; current land use is indicated in Table 4.13. No data are provided on the depth of monitoring samples; although discussions with the consultants responsible for preparing the GOV EIA indicated that samples were taken from shallow soils after removal of approximately 20 cm of topsoil. The monitoring data are compared to the criteria contained in QCVN 03:2008/BTNMT - Heavy metal standards in soils.

Table 4.13: Soil monitoring results in the Project area

Parameters Unit

Analysis results QCVN 03:2008/BTNMT

D01 Depot site - agricultural

land

D02 Adjacent to

NR32 - vacant land

D03 Opp. Mai

Dich Cemetery –agricultural

land

D04 Temple ofLiterature –

public space

Agriculturalland

Land for residential and public

space

Land fortrading andservices

areas

Cu mg/kg 54.6 31.2 28.9 32.8 50 70 100

Zn mg/kg 205 79.1 75.1 44.0 200 200 300

Cd mg/kg 0.35 0.45 0.62 0.35 2 5 5

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Parameters Unit

Analysis results QCVN 03:2008/BTNMT

D01 Depot site - agricultural

land

D02 Adjacent to

NR32 - vacant land

D03 Opp. Mai

Dich Cemetery –agricultural

land

D04 Temple ofLiterature –

public space

Agriculturalland

Land for residential and public

space

Land fortrading andservices

areas

Pb mg/kg 26 34 30 18 70 120 200

Co mg/kg 2.3 2.8 1.8 2.3 - - -

Total organics

% 1.50 1.59 3.36 1.29 - -

Source: CEPT, 2007.

221. The results of soil monitoring data in the project area show that at all sampled locations, soil quality was within criteria contained in QCVN 03:2008/BTNMT, except for soils from the Depot location where Cu and Zn level exceeds permitted levels for agricultural land use. Further monitoring of soil quality is considered necessary at key locations along the project such as at tunneling areas where generated spoils could be potentially contaminated.

9. Flooding

a. Flooding in Ha Noi

222. Minor flooding events are common in Ha Noi after heavy rain. Flooding is caused by the low elevation of the land, the poor condition of drainage and storm water infrastructure, which becomes overloaded in rain events greater than 100 mm/hr, and the changing land use patterns, which have resulted in many low-lying undeveloped areas that previously formed retarding basins or flood channels being used for urban development. Minor and localized flood events occur throughout the rainy season but are most common in July and August. 223. Major flood events are relatively rare and are caused predominantly by elevated flows in the Red River. Ha Noi is protected from such floods by a two-series dyke system of length of 2,700 km. The last major flood event in Ha Noi was in 1971 when flood levels reached + 14.31 m and caused substantial damage and loss of life. Since then authorities have developed contingency plans for major flood which involve the release of flood waters from the Red River into less populous areas to the north-west of Ha Noi. Flood modeling indicates that any future major flood events that reach Ha Noi could be significantly more damaging than the 1971 event as the flood channel has narrowed over time due to the silt build-up in the river. Major flood events are most likely to occur during July and August.

b. Flooding in the Project Area

224. The project area is subject to minor, temporary flood events after heavy rain. Minor inundation areas on the eastern part of the project area are shown in Figure 4.9.

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Figure 4.9: Minor inundation areas in Project area (Source: Modified from Almec Corporation

et al. 2006)

Project route

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10. Surface Water Quality

a. Surface Water Quality in Ha Noi

225. The surface water network in Ha Noi is characterized by five main rivers (Nhue River, To Lich River and its tributaries the Lu, Kim Ngu and Set Rivers). The lower section of To Lich River receives all of the city’s wastewater before discharging it into Nhue River via the Thanh Liet sluice. There are also numerous natural and artificial lakes (118 in total) and a large number of artificial canals and streams (25 in total). These canals are: 3 -10 m wide, 1.5 - 2.5 m deep, and 18.1km in length. Table 4.14 summarizes characteristics of the main rivers in the Ha Noi area.

Table 4.14: Features of Ha Noi River network

River Name

Length (km)

Depth (m)Catchment

Area (km2)

Maximum Flow

(m3/s) Other Features

Nhue 74 Max. 5.6 57.9 No data

Main receiving body for wastewater; flows

controlled by sluice gates; modified natural formation with

some riparian vegetation

To Lich 13.5 2 – 3 77.5 30

Receives waste from 15 discharge points; total of 150,000 m3/day; concrete formation with little riparian

vegetation

Kim Ngu 11.9 2 – 4 17.3 15 Receives waste from 14 discharge points, total of

120,000 m3/day

Lu 5.8 2 – 3 10.2 6 Receives 50,000 m3/day discharge

Set 6.7 3 - 4 7.1 8 Receives 65,000 m3/day discharge

Source: MVA Asia, 2006; CENTECD, 2006.

226. All of the water bodies in Ha Noi have been subject to high levels of disturbance and do not exist in their natural state. The majority of lakes, canals and some sections of rivers have been dredged and lined with concrete. Very little, if any, natural riparian vegetation exists. 227. Surface water in Ha Noi is polluted by discharges of untreated wastewater and disposal of solid waste. Industrial wastewater discharges, including discharges from hospitals, are one of the major sources of pollution. In 2003 it was estimated that 260,000 m3/day of industrial wastewater was discharged to water bodies within Ha Noi. Of this, only approximately 6.2% had undergone some form of treatment. 228. Water quality monitoring in four main rivers and lakes in Ha Noi indicates poor and

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worsening water quality. Concentrations of biological oxygen demand – five days (BOD5), chemical oxygen demand (COD), heavy metals and coliforms in To Lich, Set, Lu and Nhue Rivers typically exceed QCVN criteria by three to four times, dissolved oxygen (DO) levels are low, levels of suspended solids are highly elevated (150 to 300 mg/l); and the ammonia (NH4+) content is up to 20 times higher than permitted levels. The dry season pollutant loads are higher than in the wet season; however, sediment loads are higher in the wet season. Most of the lakes in Ha Noi are seriously polluted with high BOD (15 to 45 mg/l), suspended solids (100 to 150 mg/l) and low DO levels (0.5 to 2.0 mg/l). 229. Water quality monitoring in drainage canals (Hao Nam, Cong Vi, Trung Kinh, and Thuy Khe canals) showed that the water is heavily polluted by organics, oils and microorganisms. The levels of BOD5 and COD exceeds QCVN 08:2008/BTNMT by 1.6 to 2.7 times; the oil levels are 5 to 7 times higher than QCVN criteria; coliform levels exceed QCVN criteria by 75 to 210 times; and elevated levels of suspended solids (SS) and Fe are present. 230. Mobilization of contaminated sediments is another source of water quality contamination. Sampling of river bed sediments in the To Lich and Nhue Rivers, particularly in the vicinity of industrial zones indicate that cadmium, chromium, copper, nickel, lead and zinc are all found in the sediments.

b. Surface Water Quality in the Project Area

231. The project traverses the Nhue and To Lich Rivers. These will be clear spanned by a bridge /viaduct structure. 232. The GOV EIA contains monitoring data for surface water quality in the project area (Table 4.15). In addition the supplementary EIA (2008) collected additional water samples at three locations: and the results are shown in Table 4.16. Samples of surface water quality were taken at rivers and lakes in proximity to the route as follows:

(i) NM01: Lake to the north of depot station boundary

(ii) NM02: Km1+500, adjacent to NR32 in lake in front of Ha Noi Electro-Mechanical

Company

(iii) NM03: Km3+100, Nhue River downstream of project alignment (Cau Dien)

(iv) NM04: Km4+200, lake within Mai Dich cemetery

(v) NM05: Km7+750, To Lich River downstream of project alignment (Cau Giay)

(vi) NM06: Km8+900, Thu Le Lake adjacent to Kim Ma

(vii) NM07: Ngoc Khanh Lake, 200m to 300m south of the project alignment

(viii) NM08: Van Lake opposite Temple of Literature

233. Samples were taken at each location over the course of one day; one sample in the morning and one in the afternoon. No information is provided on weather conditions at the time

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of sampling; in particular, whether there had been any rainfall in the project area. Data have been compared to criteria in QCVN 08:2008/BTNMT.

Table 4.15: Surface water quality monitoring in Project area (CEPT 2006)

Parameter Unit QCVN

08:2008/BTNMT Monitoring Locations

Category B1

Category B2

NM01 NM02 NM03 NM04 NM05 NM06 NM07 NM08

pH - 5.5 – 9 5.5-9 7.47 7.24 7.42 8.29 7.36 7.21 7.47 7.60

Color Co-Pt - - 55 36.5 40 15.5 61.5 31 60 46.5

Odor - - - Present Present Present Present Present Present Present Present

Turbidity NTU - - 13.7 11.2 19.6 21.8 63.0 32.5 21.3 23.1

Electrical Conductivity

(EC) MS/cm - - 41.12 57.25 54.85 29.86 30.50 98.36 67.73 54.42

DO mg/l ≥ 4 ≥ 2 5.89 4.50 4.20 6.74 1.05 2.35 2.30 3.54

Total Dissolved

Solids (TDS) mg/l - - 26.7 37.2 38.37 20.48 17.74 56.78 47.91 36.82

Sulphate mg/l - - 30.3 23.2 34.4 23.6 42.1 43.2 20.7 18.7

Aluminum (Al) mg/l - - 0.03 0.04 0.06 0.03 0.11 0.05 0.07 0.03

Temperature ºC - - 23.6 23.5 23.0 24.4 24.1 24.4 22.3 24.1

Nitrogen (N)-total

mg/l - - 2.4 1.7 3.2 3.2 2.9 2.0 2.2 2.9

Phosphorous (P)-total

mg/l - - 0.16 0.23 0.28 0.17 0.49 0.19 0.32 0.40

Chloride (Cl-) mg/l 600 - 1.2 1.5 1.4 1.1 1.7 1.5 1.1 0.9

Oil/grease mg/l 0.1 0.3 0.007 0.010 0.030 0.004 1.282 unknown 0.850 0.250

Chlor- organic pesticide

mg/l 0.008 0.01 0.06 Trace 0.07 Trace 0.07 Trace Trace Trace

Total Coliform MPN/ 100ml

7,500 10,000 24,000 22,000 29,000 18,500 31,000 15,500 23,500 22,000

Escherichia Coli (E.coli)

MPN/ 100ml

100 200 6,000 1,503 5,000 6,000 5,500 3,000 4,500 5,000

Lead (Pb) mg/l 0.05 0.05 0.03 0.05 0.04 0.02 0.14 0.07 Trace 0.08

Zinc (Zn) mg/l 1.5 2 0.018 0.034 0.034 0.030 0.255 0.285 0.295 0.240

Trivalent Chromium

Cr(III) mg/l 0.5 1 0.076 0.058 0.057 0.031 0.101 0.049 0.061 0.040

Cobalt (Co) mg/l - - 0.02 0.05 0.04 0.30 0.64 0.30 0.49 0.41

B1: Water source for irrigation or other similar purposes, B2: Water source for waterway transport and other purpose of low quality water uses Source: CEPT, 2007.

234. Surface water from water bodies in the project area is not used for domestic purposes (Category A). As such, comparison with criteria for Category B waterways is most relevant. Data in Table 4.15 indicates the following:

(i) Odor was present in all monitoring samples. Some odors were reported to be offensive, smelling of sewage or strong ‘fishy’ smells.

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(ii) There was visual evidence of high turbidity in all samples. There are no QCVN criteria for turbidity and no monitoring of total suspended solids (TSS) was carried out which would have allowed further evaluation of sediment loads in waterways.

(iii) DO levels were within QCVN criteria (Category B2) for all but one sampling location in the To Lich River.

(iv) Oil and grease was present in all samples and exceeded QCVN criteria in three locations.

(v) Pesticides were detected in all samples, three of which exceeded QCVN criteria.

(vi) Total coliforms and E. coli exceeded QCVN criteria in all samples.

(vii) Remaining parameters were within QCVN criteria.

235. Monitoring data indicates that water quality in the project area exhibits evidence of pollution in terms of turbidity, odor, oil/grease, pesticides and coliforms.

Table 4.16: Surface water quality monitoring (2008)

Analytical parameters

Unit

Analysis results(On average)

QCVN 08:2008/BTNMT

NM01 Depot

NM02 Giang Vo

Lake

NM03 Hao Nam

Canal

Category B1

CategoryB2

pH - 7.2 7.2 7.6 5.5-9 5.5-9

Odor - Fishy smell Fishy smell Bad smell - -

turbidity NTU 53 48 76 - -

EC S/cm 31 42 62 - -

Sulfate (SO42-) mg/l 26.9 15.7 44.4 - -

Al mg/l 0.025 0.060 0.15 - -

Temperature oC 21.9 24.2 23.2 - -

Total-N mg/l 3.5 2.3 3.2 - -

Total-P mg/l 0.17 0.10 0.61 - -

Cl- mg/l 1.5 0.9 1.7 600 -

Oil and grease mg/l 0.0 0.7 1.4 0.1 0.3

Organic chlorinated pesticides

mg/l 0.08 Trace Trace 0.008 0.01

Coliform total MPN/100ml 18,500 14,500 59,000 7,500 10.000

E. coli MPN/100ml 4,750 5,500 11,000 100 200

Pb mg/l 0.08 0.06 0.24 0.05 0.05

Zn mg/l 0.57 0.09 2.8 1.5 2

Co mg/l 0.05 0.06 0.64 - -

DO mg/l 1.39 2.55 3.4 ≥4 ≥2

TDS mg/l 18.8 15.0 34.0 - -

COD mg/l 43.7 32.6 70.4 30 50

BOD5 mg/l 15.3 16.5 33.1 15 25

Hg mg/l 0.0001 Trace 0.0006 0.001 0.002

As mg/l 0.070 0.033 0.222 0.05 0.1

Source CEPT 2009

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236. Table 4.16 highlights the additional sampling carried out in 2008. Except for pH and chloride, all parameters were exceeded compared to QCVN 08:2008/BTNMT (Column B).

11. Surface Water Availability and Use

237. Within the project area surface water resources are abundant. Surface water bodies are not used for domestic purposes but fulfill an important function in terms of aesthetic and to a lesser extent recreational quality. They also function to convey stormwater flows to control flooding and receiving wastewater flows. Some recreational fishing and collection of crustaceans and other aquatic fauna takes place in lakes around Ha Noi for recreational purposes and to supply local households and restaurants. Water from the Nhue River is used for irrigation and aquatic production.

C. Ecological Resources

1. Terrestrial Ecology

238. According to Ha Noi DONRE, there are approximately 400 terrestrial flora species in Ha Noi. Artificially planted communities include industrial and agricultural crops, ornamental plants and street trees which provide shade and amenity (50 species). Terrestrial fauna in Ha Noi reportedly includes 23 mammal species, 90 bird species, 19 reptile species and 14 amphibian species. Most mammal and bird species are concentrated in vegetated areas of the suburban Soc Son district to the north of the city centre and few species are found in more densely developed urban areas. 239. Terrestrial ecology values in the project area are very low due to the urban nature of the environment and the high level of disturbance. Flora in the project area is limited to scattered roadside and garden trees of various exotic and endemic species and agricultural land use at the depot site (vegetables, flowers and fruit trees). Flora in the project area has no biodiversity value but in some locations, such as Kim Ma and Giang Vo streets, trees along roadsides and in the median are large and mature specimens that have value in terms of landscaping, shade and visual amenity. The gardens surrounding the Temple of Literature also contain numerous mature trees with amenity and cultural value. 240. Fauna in the project area is limited to domestic animals, several species of birds adapted to the urban environment and vermin such as rats and mice, and a large number of captive animals kept in the Thu Le Zoo on Kim Ma. No non-captive, endangered species are expected to be found in the project area.

2. Aquatic Ecology

241. Aquatic flora communities of Ha Noi reportedly include 18 high level species, 122 ephemera and 16 benthic species. Most of these species are found in West Lake and in small wetland areas in the southern suburban district of Thanh Tri. West Lake contains the highest density of high level species (Macrophyta), water fern and alga (such as Euglenophyta, Pyrropphyta, Chlorophyta, Dinophyta, Cryptophyta, and Xanthophyta).

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242. Most fish species are found in the Red River particularly in Dong Anh suburban district (69 species) and in West Lake (39 species). 243. Aquatic ecology values in the project are low due to the poor water quality in the rivers, lakes and canals. Aquatic flora comprises algae, water ferns and other exotic species. Aquatic fauna species are limited to benthic organisms, insects, worms, shrimps, and molluscs. No endangered species are expected to be found in the project area.

3. Protected Areas

244. There are no protected areas in or in the vicinity of the project area.

4. Fisheries and Forestry

245. There are no fisheries or forestry activities in the project area.

D. Economic Development

1. Land Use

a. Land Use in Ha Noi (excluding Ha Tay Province)

246. With an area of 921 km2, Ha Noi comprises fourteen districts with four urban core districts (Ba Dinh, Hoan Kiem, Hai Ba Trung and Dong Da), five urban fringe districts (Tay Ho, Long Bien, Hoang Mai, Cau Giay and Thanh Xuan), two suburban districts (Tu Liem and Thanh Tri) and three rural districts (Soc Son, Gia Lam and Dong Anh). These fourteen districts are further divided into 98 communes and 128 precincts. The land use structure is summarized below (Table 4.17).

Table 4.17: Land use structure in Ha Noi (excluding Ha Tay Province)

Land Use Type Area (km2) % of Total Land Use

Rural 626.6 68.0%

Residential 62.5 6.8%

Commercial 3.6 0.4%

Industrial 16.8 1.8%

Institutional 23.9 2.6%

Open space / green areas 2.6 0.3%

Urban facilities / infrastructure 34.9 3.8%

Source: HPC & JICA, 2006.

247. The following comments can be made on existing and future land use patterns in Ha Noi:

(i) Residential land accounts for a small proportion of overall land use but is characterized by extremely dense development, particularly in the urban core

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areas where an area of 35 km2 has an average population density of 305 persons/ha. Residential land use is characterized by mixed development patterns with commercial and industrial activities regularly interspersed with households. Future residential growth is planned mainly outside the boundary of the 2nd ring road; on the south of the Red River a population of 0.7 million people is expected, and north of the Red River the population is expected to reach one million people. Ha Noi is continuing to develop many new urban residential areas in the west, south and north of the city to cater for future population growth. The demand for residential land in 2020 is expected to increase to 12,580 ha from the current area of 6,250 ha.

(ii) Rural land use is the dominant overall land use but is concentrated in the large rural districts of Soc Son, Dong Anh and Gia Lam, and to a lesser extent in the suburban districts of Tu Liem and Thanh Tri. Rural land use is virtually non-existent in the urban fringe and urban core districts.

(iii) The largest area of industrial land use is located in the rural districts, although the proportion of the urban core and urban fringe areas that are used for industrial purposes is relatively high. Most of this development is in the form of small-scale mixed industrial development. In the future, existing industrial zones are proposed to be upgraded and organized. New industrial zones as Soc Son, North Thang Long, South Thang Long, Sai Dong and Dong Anh will be developed; and improvements and expansion will occur for the existing industrial zones of Cau Dien (located in the project area), Cau Buou, Phap Van, and Duc Giang. Industrial development located in residential areas will be relocated to industrial zones, although small-scale, non-polluting and advanced technology producers will continue to locate adjacent to residential areas. Demand for industrial land is expected to increase from 1,680 ha to 4,100 ha by 2020.

(iv) There are numerous areas of green space and parks throughout the city including Thu Le Zoo, Bach Thao Park, Unification Park, together with developing green spaces near Yen So Lake, Linh Dam, Trieu Khuc, Me Tri, Nhue River, Phu Thuong, Van Tri, Co Loa, Gia Lam, and Sai Dong. However, the per capita rate of green space remains low, particularly in the rapidly urbanizing outer districts and in most areas is below the targets set by the GOV in the Building Code of Viet Nam. Demand for green space is expected to increase to 6,320 ha by 2020 to allow for an average area of green space of 16m2/person.

(v) Educational and training facilities are concentrated on larger avenues as Giai Phong Avenue, Nguyen Trai Avenue, National Road No. 32, Trau Quy, Me Tri and other locations. Future development of tertiary educational facilities will be concentrated in Tu Liem district.

(vi) Scientific research institutes are primarily concentrated in older inner city districts and the Nghia Do area, including existing offices and institutes and newly renovated facilities, and science and research parks.

(vii) Medical care centers include general and specialized hospitals located in the areas of Bach Mai, Tran Khanh Du, Trang Thi, Quan Su, Dich Vong and other locations. New specialized hospitals will be exclusively constructed in the districts of Gia Lam, Soc Son and other locations.

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(viii) National and municipal sporting centers are located at My Dinh (Tu Liem district). Others occur throughout the city in Hang Day, Quan Ngua, Nhon, Van Tri, Co Loa, and Trieu Khuc.

b. Land Use in the Project Area

248. Land use structure in the districts traversed by the project is presented below (Table 4.18).

Table 4.18: Land use structure in Districts in Project area (%)

District Rural Residential Commercial Institutional IndustrialUrban

Facilities

Park / Open Space

Tu Liem 65.9 9.7 0.4 4.4 4.9 2.1 0.2

Cau Giay 16.8 44.8 1.8 11.0 13.5 0.9 1.6

Ba Dinh 2.3 41.5 7.6 12.3 20.1 1.2 5.2

Dong Da 0.8 53.9 3.4 12.1 5.6 3.4 0.7

Hoan Kiem 2.2 45.3 3.9 13.4 14.0 0.6 2.3

Source: HPC & JICA. 2006.

249. Information on the present land use characteristics of the project area have been derived from the 1:5,000 topographic maps and aerial photography. Land use in the project catchment can be divided into three sections.

(i) Section 1: from Nhon to the 3rd Ring Road is the suburban / rural part of the city that comprises Tu Liem and Cau Giay districts. This area is being gradually urbanized from rural land use to urban land use, and still comprises a large proportion of agricultural land.

(ii) Section 2: From 3rd Ring Road to the 2nd Road is fringe part of the city, it has been developing for fifteen years and there are many newly built areas. The urban face along Xuan Thuy and Cau Giay Streets undergoes frequent renewal with a high rate of urban development.

(iii) Section 3: From the 2nd Ring Road to the Ha Noi Railway Station is the old part of the inner city. This includes Ba Dinh, Dong Da and Hoan Kiem districts. Along Kim Ma, Nui Truc, Giang Vo, Cat Linh and Quoc Tu Giam Streets, there is residential development interspersed with governmental and municipal offices, foreign representative offices as well as large and small scale commercial centers.

250. The dominant land use within the project area is residential and mixed residential and commercial land. The second major use is commercial / office land; green space and industrial land occupy small parts of the project area and agricultural land is found only in Tu Liem district. A description of the main existing land use types in the project area follows:

(i) Residential land: The residential areas in Section 1 have been urbanized from the rural communes and low density and low scale housing with one to two storeys is typical. The houses along to NR32 and Ho Tung Mau Street are being

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upgraded and redeveloped in line with upgrading of NR32. The majority of private houses have a dual purpose and are also used for business purposes such as show-rooms, restaurants or other small businesses. The residential areas in Section 2 and 3 have a very high density and multiform. Beside private houses, there are many kinds of old and newly built apartment buildings in this area. In the inner urban parts of the project area the residential population is expected to decrease by 2020, but in Cau Giay and Tu Liem districts population growth is expected to increase to 2020 and beyond.

(ii) Hospitals and clinics: In Section 1 there are three hospitals including Thang Long Hospital, Traditional Medicine Hospital and 19-8 Hospital (Ministry of Police). In Section 3, there are two large hospitals; the Ha Noi Obstetrical Hospital and Swedish Children’s Hospital. The Family Medical Practice Clinic is also located on Kim Ma Street.

(iii) Universities and College: In the project area, there are a number of major universities such as Vietnam National University, University of Commerce, University of Industry, Academy of Journalism and Communication, University of Stage and Cinema and some colleges including Communication and Transport Technical College, Ha Noi Commercial College, and Ha Noi Pedagogical College. Most of them are located in Cau Giay and Tu Liem districts, however the RMIT International University is located in Kim Ma Street and the Public Health University is located in Giang Vo Street. A new university is planned for Tu Liem district and this area will accommodate the largest growth in tertiary students in all of Ha Noi.

(iv) School: There are several schools including primary, secondary, high schools and kindergartens within the project area. Some of them are located directly adjacent to the route including the Ha Noi-Amsterdam High school, Cat Linh Secondary school, Ha Noi Lycee Francais and Le Duan Young Pioneer School.

(v) Offices: Government offices, municipal offices, private offices and international representative offices are generally located along the main roadways. On the northern side of Kim Ma there are many foreign representative offices and embassies including the Swedish, Burma, Malaysian, Bulgarian and Russian Embassies and the Van Phuc Diplomatic Compound.

(vi) Commerce and public service: There are large areas of commercial land use, especially in Sections 2 and 3. Major buildings include the Daewoo Hotel, Horison Hotel, V Tower, Ha Noi Toserco, and VIT Cooperation. There are many restaurants, show rooms and small shops located along streets.

(vii) Industry: In Cau Dien (Tu Liem district), besides the small-scale factories that have historically dominated this area, there is a newly-built industrial zone that recently been established and is proposed to be upgraded in the future.

(viii) Green space and surface water: These areas are concentrated in Section 1 and include Thu Le Zoo, and a number of lakes including Ngoc Khanh, Giang Vo, and Linh Quang.

(ix) Agricultural land: The majority of land use in Tu Liem District is used for agriculture. Tu Liem district is the one of major sources of vegetables and cut flowers for the rest of the city.

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2. Traffic and Transport Conditions

a. Traffic and Transport Conditions in Ha Noi (excluding Ha Tay Province)

251. Since 2002, the density of the road network in Ha Noi has increased steadily with the expansion, upgrading and construction of more than 50 km of roads. In many locations, the road network is operating close to or above capacity. Roads are characterized by high traffic volumes, diverse combinations of vehicle types and conflicts between road users, numerous property accesses and other intrusions into the roadways, and low available capacity. During morning and afternoon peak hours, congestion and delays are experienced throughout the network, particularly at major intersections and bottle necks on the network.

b. Traffic and Transport Conditions in the Project Area

252. Within the project area, traffic volumes are significant and place substantial and growing pressure on the current road systems. The project traverses a number of major roads which are part of the major east-west road corridor from the city center to the western semi-urban areas. The corridor is used by high volumes of commuter, industrial and other traffic. The project also intersects a number of major north-south routes in the Ha Noi urban area (Table 4.19).

Table 4.19: Major roads in the Project area

Interaction with Project

Road Name (from

west to east)

Description of Road Conditions

Roads traversed by project – on

viaduct

Inter-provincial Road

No. 70

Very narrow road with poorly formed road surface and vegetation and development close to the road edge. This road was observed to carry a large proportion of trucks and heavy vehicles which cannot pass each other freely due to the narrow alignment.

National Road (NR) 32

At the western end near the depot the width of this road is less than 9 m and roadside development and trees restrict available trafficable space to less than 6 m. This road carries a large proportion of heavy vehicles. Congestion is common with the bridge across the Nhue River acting as a squeeze point. To the east of the Nhue River bridge, the road has been widened to 50 m and there is little traffic congestion. Upgrading of the western section of NR32 is expected to commence in the near future.

Ho Tung Mau The road is wide as a result of recent upgrading and development is relatively low density. Traffic flows well and there appears to be little congestion.

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Interaction with Project

Road Name (from

west to east)

Description of Road Conditions

Xuan Thuy

Development density and traffic volumes increase moving eastwards along this road. Traffic counts in 2004 indicated two-way traffic volumes of 12,294 vph in the morning peak and 10,296 vph in the evening peak with a strong directional focus (west to east in morning peak and east to west in evening peak). At the time of the traffic counts, motorbikes were the predominant form of vehicle and the road was operating close to theoretical capacity.

Cau Giay Similar conditions to Xuan Thuy with higher density development and traffic volumes. Traffic congestion is common, particularly during morning and evening peaks.

Kim Ma

High density development and high traffic volumes with congestion common, particularly during morning and evening peaks. Traffic counts in 2004 indicated two-way traffic volumes of 21,930 vph in the morning peak and 23,295 vph in the evening peak with a strong directional focus (west to east in morning peak and east to west in evening peak). At the time of the traffic counts, motorbikes were the predominant form of vehicle and the road was operating above theoretical capacity.

Roads traversed by

project – in tunnel

Kim Ma Refer above

Nui Truc Narrow secondary road providing connection between Kim Ma and Giang Vo with width of approximately 5m for 2-way flows. Congestion occurs at intersections with Kim Ma and Giang Vo.

Road Name (from

west to east)

Description of Road Conditions

Giang Vo

Major urban thoroughfare with high traffic volumes and congestion particularly during morning and evening peaks. Traffic counts in 2004 indicate morning peak hour volumes of 18,846 vph and evening peak hour volumes of 19,602 volumes with strong directional flow trends (morning peak, west to east and evening peak, east to west). Counts indicate road is operating above theoretical capacity.

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Interaction with Project

Road Name (from

west to east)

Description of Road Conditions

Cat Linh

Major urban thoroughfare with high traffic volumes and congestion particularly during morning and evening peaks. Traffic counts in 2004 indicate morning peak hour volumes of 15,408 vph and evening peak hour volumes of 19,086 volumes with strong directional flow trends (morning peak, west to east and evening peak, east to west). Of note are the higher evening volumes recorded during the counts. Counts indicate road is operating above theoretical capacity.

Quoc Tu Giam

Secondary urban road passing in front of Temple of Literature. Carries lower traffic volumes and lower incidence of congestion points.

Major roads intersected

by project - flyover

3rd Ring Road Major peri-urban corridor from north to south with limited access, high capacity and high traffic volumes. Low levels of congestion.

2nd Ring Road Major urban corridor from north to south which is proposed to be upgraded to reduce current capacity constraints.

Lieu Giai – Nguyen

Chi Thanh

Major urban thoroughfare with high traffic volumes and congestion particularly during morning and evening peaks.

Major roads crossed by

project – in tunnel Ton Duc Thang

Urban thoroughfare with high traffic volumes and congestion particularly during morning and evening peaks. Traffic counts in 2004 indicate morning peak hour volumes of 16,320 vph and evening peak hour volumes of 16,032 volumes with strong directional flow trends (morning peak, south to north and evening peak, north to south). Counts indicate road is operating within theoretical capacity.

Source: IMV, 2004. & IEE Project Team observation.

3. Infrastructure Facilities

253. The project passes through a developed urban area which contains numerous infrastructure and service items including:

(i) Primary and secondary roads

(ii) National railway located perpendicular to the project alignment, 600 m to the west of the Nhue River crossing

(iii) Numerous medium and low voltage electricity lines located in the central road medians and/or road reserves

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(iv) Underground water supply and sewer lines, there are numerous water supply lines in the area of Nui Truc, Giang Vo, Cat Linh and Quoc Tu Giam associated with the Ngo Si Lien WTP

(v) Telecommunications lines and cables

E. Social and Cultural Resources

1. Population and Community Structure

254. The population of Ha Noi (excluding Ha Tay Province) as of 31 December 2006 was estimated to be approximately 3,331,900 persons. The population of the nine inner urban districts was 2,079,300 and the population of five suburban districts was 1,252,600 persons. The average population density was 3,618 persons/km2. The population density in the inner city is 11,630 persons/km2, and that of suburban areas is 1,688 person/km2. Ha Noi is well gender-balanced, with the female/male ratio is 50/50 (compared to the national figure of 51/49)102. 255. The population of wards and communes in the project area is shown in Table 4.20.

Table 4.20: Population in the Project area (2004)

Administrative units Population (persons)

Natural area (km2)

Population density (person/km2)

Hoan Kiem District103 180700 0.5 36,100 Tran Hung Dao ward 10,906 0.5 21,812

Cua Nam ward 12,716 0.4 31,790 Dong Da District 387400 10 38700 Van Mieu ward 11,300 0.4 28,250

Quoc Tu Giam ward 9,795 0.2 48,975 Cat Linh ward 13,486 0.4 33,715

Van Chuong ward 12,319 0.4 30,798 Ba Dinh District 49,611 2.3 21,570 Giang Vo ward 12,216 0.7 17,451 Kim Ma ward 13,000 0.5 26,000

Ngoc Khanh ward 24,395 1.1 22,177 Cau Giay District 46,240 6.0 7,707 Quan Hoa ward 13,716 1.0 13,716 Dich Vong ward 10,796 1.4 7,711

Dich Vong Hau ward 8,641 1.5 5,761 Mai Dich ward 13,087 2.1 6,232

Tu Liem District 37,094 14.7 2,523 Cau Dien township 8,202 0.2 41,010 Phu Dien commune 9,929 4.1 2,422 Minh Khai commune 8 ,300 5.1 1,627 Tay Tuu commune 10,663 5.3 2,012

Source: CEPT, 2007.

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256. The population of Ha Noi has increased rapidly in recent years with a 19% increase experienced between 2000 and 2006. Currently, the natural population growth rate is 1.18% and the population growth rate due to migration is 1.0%, a decrease from 2.01% in 2000. Table 4.21 summarizes data on historic and expected future population growth in Ha Noi.

Table 4.21: Population growth in Ha Noi (excluding Ha Tay Province)

2000 2003 2004 2005 2006 2010 2020 2030

2,756,300 3,007,500 3,088,700 3,182,7 3,283,600 3,365,000 3,875,000 4,130,000

Source: Ha Noi Statistical Office, 2007; TRICC, 2006.

257. Table 4.22 summarizes data on population densities and growth in the districts traversed by the project and compares it with data for Ha Noi, the Red River Delta region and the national average.

Table 4.22: Population density and growth rate

District104 Annual Population

Growth105 (%) Population Density106

(persons / km2) Expected PopulationGrowth 2003 to 2020

Hoan Kiem 1.4 34,064 - 2.2%

Dong Da 2.2 38,213 -1.9%

Ba Dinh 2.7 25,870 - 0.6%

Cau Giay 6.5 15,415 + 1.9 %

Tu Liem 5.5 3,748 + 5.8%

Ha Noi 3.0 3,681 + 2.4%

Red River Delta n/a 1,225 -

National 1.26 (urban 2.18) 254 -

Source: Ha Noi Statistical Office, 2007; JICA & Ha Noi PC, 2006.

258. Table 4.22 indicates that urban fringe district of Cau Giay and the suburban district Tu Liem experience very high annual population growth, which is more than double the Ha Noi average. Growth in these areas is expected to continue to 2020, with the highest growth expected in Tu Liem. 259. The three core urban districts of Hoan Kiem, Dong Da and Ba Dinh have annual population growth lower than the city average; however their population density is already seven to ten times higher than that of the average level for Ha Noi. Population is expected to decrease in these areas to 2020 with the highest rate of population decline expected in Hoan Kiem district. 260. In general, the population of the urban fringe and outer parts of the project area is increasing more rapidly than that of Ha Noi or the country urban average (3.0% versus 2.18%), and the population density is significantly higher than the national average and the Red River

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Delta region.

2. Socio-Economic Conditions

a. Economic Structure

261. Ha Noi has experienced rapid economic growth in the last decade. The city GDP has grown constantly at around 11% a year since 1995107, higher than the national average growth of 7.5-8.0% during the same period. In 2006, the highest growth was experienced in secondary sector (13%), followed by the tertiary sector (11%). In 2006, Ha Noi’s GDP per capita stood at USD 1,731109, more than twice the national average of USD 723110. 262. The economic structure of Ha Noi is characterized by the high contribution of tertiary sector (services), which accounted for 57.7%111 of the city’s GDP in 2006, compared to the national figure of 38.1%112. This was followed by the secondary sector (industries, construction) of 40.8%, compared to the national figure of 41.5%. The primary sector (agriculture, fishery) accounts for just 1.5% in the city’s economy (compared to the national figure of 20.4%). The primary sector has gradually diminished in Ha Noi as the level of industrialization and urbanization has accelerated in fringe urban and rural districts. 263. However, a notable feature of Ha Noi’s economy is the shift in growth from the tertiary sector to the secondary sector during the last decade. The share of the tertiary sector decreased progressively from 64% in 1995 to 60% in 2000 and further to 57.7% in 2006. During the same period, the secondary sector’s share increased from 31% in 1995, to 36% in 2000 and to 40.8% in 2006. However, it is expected in the coming years that there will be more growth in the tertiary sector than in the secondary as appropriate locations within Ha Noi for the secondary sector become increasingly constrained.

b. Employment and Poverty

264. The structure of the workforce in Ha Noi (tertiary sector 55.5%, primary sector 22.2%, and the secondary 21.7%) favours the tertiary sector, whereas the primary sector is still dominant in the overall national economy (55.7%). 265. The unemployment rate in Ha Noi has been progressively reduced from 10% in 2001 to 7% in 2004116, and to 6.2% in 2005117. This is despite Ha Noi belonging to the Red River Delta region, where the highest growth in unemployment rate in the nation was observed in 2006. However Ha Noi’s unemployment rate is still higher than the national urban unemployment figure of 4.4% in 2006118. The Ministry of Labour Invalids and Social Affairs (MOLISA) has set a goal to reduce Ha Noi’s unemployment rate to 5.5% by 2010. 266. Unemployment is highest amongst the younger section of the workforce. Contributing factors to unemployment in Ha Noi include the growth in numbers of working age people, creation of are due to rural workers migrating to the city to look for work, and redundancies from SOE restructuring. 267. The poverty rate in Ha Noi (measured by the percentage of poor households) under the new national poverty criteria119 decreased from 4.13% in 2003 to 3.1% in 2006. This rate is lower than the national urban average (13.74%), Red River Delta (18.48%), and the national

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average (23.17%).

c. Public Services and Utilities (excluding Ha Tay Province)

i. Water Supply

268. In Ha Noi, 62% of households have access to piped water from water companies. Of the five districts traversed by the project, the suburban district of Tu Liem has the lowest coverage of piped water supply of 36%. The remaining urban districts have good coverage of 97% to 99% (Table 4.23).

ii. Drainage and Wastewater Disposal System

269. The drainage system of Ha Noi consists of natural systems, such as urban rivers and lakes, and artificial drainage canals, culverts, sewers and pumping stations. The system functions both to prevent frequent inundations in urban areas and for wastewater disposal system. 270. About 43.6% of households are connected to the urban sewerage system, 40.0% to on-site sanitation facilities (septic tanks) which are emptied by municipal services and 16.5% have no access to sewage treatment. As of 2005, only two wastewater treatment sites (Truc Bach and Kim Lien) exist in Ha Noi, serving only 1.2% of the population, meaning that most wastewater is discharged directly into local water bodies.

iii. Solid Waste Collection

271. Around 85% of households in Ha Noi are served by a public waste collection service. The existing landfill Nam Son site is expected to reach its capacity earlier than the planned closure date of 2020 due to increased waste generation. All of the five districts traversed by the project have good waste collection coverage of 90% to 97% (Table 4.23).

iv. Electricity and Telecommunications

272. Of five districts traversed by the project, 100% of households in the urban districts have electricity supply (Hoan Kiem, Dong Da, Ba Dinh and Cau Giay), and 99% of households in the suburban district (Tu Liem) have supply. Telephone services cover 93 to 96% of households in the four urban districts, and 77% in Tu Liem district. 273. Table 4.23 summarizes urban service coverage in Ha Noi and the five districts traversed by the project.

Table 4.23: Urban service coverage in Project Districts (%)

Service Hoan Kiem Dong Da Ba Dinh Cau Giay Tu Liem Ha Noi

Electricity 100 100 100 100 99 100

Piped Water 99 98 99 97 36 62

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Service Hoan Kiem Dong Da Ba Dinh Cau Giay Tu Liem Ha Noi

Telephone 93 95 94 96 77 82

Solid Waste Collection

94 92 90 97 93 84

Source: JICA & Ha Noi PC, 2006.

d. Household Income and Quality of Life

274. As part of GOV EIA, a survey on incomes and housing conditions was conducted in 100 out of 193 PAHs. The survey found that the number of households having monthly income of: less than VND 3 million accounted for 35% of the total households surveyed; between VND 3 million and VND 7 million accounted for 38% of households; and over VND 7 million accounted for 27% of households. 275. As part of a joint study by JICA and Ha Noi PC in 2006 on urban development in Ha Noi (HAIDEP program), a survey of household incomes in Ha Noi showed that the low income group (under VND 1.5 million/household/month) accounted for 27% of households, the middle income group (VND 1.5 - 3.0 million) accounted for 41% of households, and the high income group (from VND 3.0million) accounted for 32% of households. Household incomes in the project area districts are shown below (Table 4.24).

Table 4.24: Average household income in Project area

District Hoan Kiem

Dong Da Ba Dinh Cau Giay Tu Liem Average

Average HH income (mill

VND/month) 3.297 3.179 3.323 3.373 2.233 3.081

Source: JICA & Ha Noi PC, 2006.

276. Table 4.24 indicates that the level of household income in four urban districts is generally similar (ranging from VND 3,179,000 to VND 3,373,000), whereas the income in suburban district Tu Liem is approximately 70% less than that of urban areas. 277. The survey indicated that a majority of households surveyed (65%) in the project area have an income higher than the average income level of around VND 3 million identified through the HAIDEP study. Such results should however be interpreted with caution as the interviews focused on a small number of households directly along the project alignment. Although not explicitly stated in the GOV EIA report, the higher than average incomes of these households might be associated with household-based street businesses. 278. Information on quality of life indicators, based on the ownership rate of major durable items, in the five districts traversed by the project is presented below (Table 4.25).

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Table 4.25: Goods ownership in Project Districts

District Hoan Kiem

Dong Da Ba Dinh Cau Giay Tu Liem Average

Vehicle ownership

(%)

Car 2 2 2 4 2 2.4

One Motorcycle

47 51 55 59 36 49.6

More than 1 Motorcycle

37 34 31 29 45 35.5

Bicycle 7 9 8 7 15 9.2

Goods ownership

(%)

TV 99 99 99 100 98 99

Radio 63 66 58 66 53 61.2

Refrigerator 93 91 92 92 61 85.8

Washing Machine

57 63 60 67 27 54.8

Air- conditioner

31 36 36 32 7 28.4

Computer 41 51 49 57 22 44.0

Mobile Phone

58 61 64 65 31 55.8

Source: JICA & Ha Noi PC, 2006.

279. Most households in all five districts own one or more motorcycles (81% to 88%). Car ownership remains low (2%, except for Cau Giay with 4%). Televisions are owned by the vast majority of households in all districts (98% to 100%), and refrigerators (91% to 93%, with exception of suburban Tu Liem with 61%). In general, households in all districts have similar level of goods ownership, with the exception of suburban district Tu Liem where lower ownership rates are consistent with lower average household incomes.

e. Quality of Life Indicators

(i) Convenience and Accessibility (CA): convenience to participate in daily activities and access to information

(ii) Safety and Security (SS): safety from risks of emergencies/accidents and the protection of life and property from disasters and crimes

(iii) Health and Well-being (HW): access to health services to increase resistance to diseases and have an improved well-being

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(iv) Amenity (A): basic social and cultural freedoms and a comfortable environment

(v) Capability (CA): residents’ assets and abilities to increase their capacities

280. These criteria were given scores ranging from -2 (very bad/very unsatisfactory) to +2 (very good/very satisfactory) (Table 4.26).

Table 4.26: Summary of living conditions analysis in Project Districts

District Objective Score

CO SS HW A CA

Hoan Kiem 1 1 0 -2 -1

Dong Da 1 1 1 -2 0

Ba Dinh 1 1 1 -2 -1

Cau Giay 1 0 0 -2 0

Tu Liem 0 -1 -1 -1 -1

Source: JICA & Ha Noi PC, 2006.

281. Table 4.26 indicates that the convenience level is similarly high in all the urban core districts (Hoan Kiem, Dong Da, Ba Dinh) and the urban fringe district of Cau Giay, and is acceptable in the suburban district Tu Liem. This finding is understandable given that the urban core hosts high level concentrations of services and information channels. 282. The level of security and safety is equally good in all the urban core districts, but is fair in urban fringe Cau Giay and poor in Tu Liem. 283. The health and well-being assessment is good in Ba Dinh and Dong Da, but is fair in Hoan Kiem and Cau Giay and poor in Tu Liem. 284. The assessment of amenity shows that it is inadequate in all districts but Tu Liem, where the amenity provision is better but still unsatisfactory. This finding indicates that Ha Noi generally lacks adequate green/open space and relaxed living environments. 285. The capability level is relatively low in all districts except for Dong Da and Cau Giay which have fair level.

3. Ethnic Minority Groups

286. Within Ha Noi, the Kinh ethnic group accounts for 99.38% of the population. Other ethnic groups represented in Ha Noi include: Tay, Chinese, Muong, Nung, Thai, Dao, San Diu, San Chay, H’mong, Gia Rai, and Khmer. 287. Table 4.27 summarizes 1999 data on ethnic minority groups in the districts traversed by the project area.

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Table 4.27: Ethnic minority groups in Ha Noi

District % Ethnic Minority Groups123 Main Groups Present

Hoan Kiem 0.53 Chinese, Tay

Dong Da 0.68 Tay, Muong

Ba Dinh 0.60 Tay, Chinese

Cau Giay 3.20 Tay, Muong

Tu Liem 0.28 Tay, Muong

Source: MOLISA, 1999.

288. Table 4.27 indicates that Cau Giay has the highest proportion of ethnic minority groups (3.20%), while Tu Liem has the lowest (0.28%). The remaining districts have similar proportions of ethnic minority peoples, ranging from 0.53% to 0.68%. The most common groups are Tay, Muong and Chinese.

4. Public Health and Safety

289. Ha Noi is the country’s second most populous city, and is a densely populated urbanized centre with a range of public health issues including communicable diseases (such as diarrhea, respiratory infections, etc.) and health and safety issues relating to the urban lifestyle (respiratory diseases, traffic accidents) and rapid socio-economic development (such as HIV/AIDS, cancer, obesity, diabetes, mental health diseases etc). Current data on basic public health indicators are as follows:

(i) The average life expectancy of the residents is 76

(ii) The infant mortality reduced from 6.5% in 2001 to 5.3% in 2004

(iii) The infant mortality of children under one year old reduced from 9.2% in 2000 to8.5% in 2004

(iv) The infant mortality of children under 5 years old reduced from 10.3% in 2001 to 9.8% in 2004

(v) The ratio of infant children weighing less than 2.5kg reduced from 6.5% in 2001 to 5.3% in 2004

(vi) The ratio of children under 5 years old that are malnourished reduced from 18.7% in 2001 down to 14.9% in 2004

290. Respiratory diseases such as chronic bronchitis, emphysema, and asthma occur throughout the city. Such diseases are aggravated by air pollutants; especially fine particulate matter generated by traffic movements. Anecdotal evidence suggests such diseases are more prevalent close to major road corridors. 291. In 2004, Ha Noi experienced 47,151 reported incidents of diarrhoea, cholera, and dysentery; 540 incidents of dengue fever and 220 incidents of hepatitis. These diseases are indicators of poor sanitation and water supply conditions.

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292. Road safety is a major public health issue in Ha Noi with high traffic volumes, low adoption of safety equipment such as helmets and seat-belts, and a mixture of vehicle types including trucks, cars, motorbikes, bicycles and pedestrians leading to numerous fatalities and injuries. Traffic management is still nascent and Ha Noi residents have been slow to accept many basic traffic management techniques such as median barriers and traffic channelization. Though fatality rates in the city (about 2.72/10,000 vehicles) are difficult to compare internationally because of the unusual dominance of motorcycles, surveys suggest that traffic is a major source of stress, particularly for women and for people making motorcycle trips over 7 km. 293. The presence of unexploded ordnance (UXO) in the project area is an important public health and safety issue. The Depot site was subject to a UXO survey and some materials were collected. Another survey will occur when the 53 houses for the viaduct ramp at the depot site are cleared.

5. Community Facilities

294. There are a large number of universities, colleges and schools, as well as health and other community facilities located in the project area close to the route alignment (Table 4.28).

Table 4.28: Community facilities in the Project Area

Location Establishment Distance to the

route Tay Tuu commune (Tu Liem

District) University of Industry 30 m

Minh Khai commune (Tu Liem District)

Communication and Transport Technical School

30 m

Minh Khai High School 50 m Minh Khai Secondary School 150 m

Minh Khai Primary School 150 m Phu Dien commune

(Tu Liem District) Hydro-metrological Centre 400 m

Mai Dich Ward (Cau Giay District)

University of Commerce 15 m University of Stage and Cinema 15 m

Dance Institute 15m Ha Noi Commercial College 300 m Mai Dich Secondary School 200 m

Mai Dich Primary School 200 m

Dich Vong Ward (Cau Giay District)

Vietnam National University 15 m Academy of Journalism and

Communication 15 m

Nguyen Tat Thanh High School 15 m Tu Liem Vocational Training Centre 100 m

Dich Vong Secondary School 100 m

Quan Hoa ward (Cau Giay District)

Ha Noi Pedagogical College 300 m Ha Noi Electronics College 350 m

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Location Establishment Distance to the

route Cau Giay High School 100 m Hoa Mai Kindergarten 200 m

Yen Hoa Ward ( Cau Giay District)

Yen Hoa Secondary School

400 m

Lang Thuong ward (Dong Da District)

University of Communication and Transportation

60 m

Le Duan School 20 m

Kim Ma Ward (Ba Dinh District)

Pham Hong Thai High School 200 m International School 200 m

RMIT International University 15 m

Ngoc Khanh (Ba Dinh District)

Ngoc Khanh High School 150 m Phan Chu Trinh High School 150 m

People-sponsored Phuong Dong University

200 m

Ngoc Khanh Kindergarten 100 m

Giang Vo Ward (Ba Dinh District)

Ha Noi-Amsterdam High School 10 m Lycee Francais Alexandre Yersin 10 m

Tuoi Hoa Kindergarten 50 m

Cat Linh ward (Dong Da District)

Cat Linh Secondary School 15 m Nguyen Trai High School 150 m

Medical Facilities

Mai Dich Ward (Cau Giay District)

Thang Long Hospital 15 m Traditional Medicine Hospital 200 m

19 – 8 Hospital (Ministry of Police) 200 m Yen Hoa Ward ( Cau Giay

District) Yen Hoa Clinic 250 m

Ngoc Khanh (Ba Dinh District)

Ha Noi Obstetrical Hospital 250 m Swedish Children’s Hospital 250 m

Kim Ma Ward (Ba Dinh District) Ha Noi Family Medical Practice Clinic 10 m Van Chuong Ward (Dong Da District)

Trang An Hospital 130 m

Tran Hung Dao Ward (Hoan Kiem District)

Ha Noi Heart Hospital 15 m

Source: IEE, 2007

6. Visual Amenity

295. The project area is located in an urban landscape environment. Within the project area, visual and landscape characteristics of the route can be broadly categorized as follows:

(i) Semi-urban, low density landscape in the western section of the route generally from Nhon to the 3rd Ring Road. This area is characterized by low-

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scale residential development interspersed with household commercial activity and large and small scale industrial development. Maximum building heights are one to two stories. Relatively large areas of agricultural and unused land are present and can be viewed from the project alignment. This area exhibits both remnants of earlier agricultural land use together with current trends to a purely urban landscape. Roads are unformed and development tends to merge into the roadside. Vegetation is scattered and informally planted.

(ii) Commercial urban landscape in the middle section of the route generally from the 3rd Ring Road, along Kim Ma and Giang Vo. This area is characterized by a more formal urban commercial landscape with larger buildings including office buildings, universities, and shopping centers. Urban renewal has taken place recently in much of this area and is in fact ongoing in scattered undeveloped areas. Much of the development visible from the roadways is new and has a distinct architectural style which differentiates it from older development in the eastern section of the route. Residential development is present but is less evident than commercial development. There are very few open spaces visible from the project alignment; except for the Thu Le zoo and associated gardens which are important visual open space features. Major roads are well formed and street furniture and landscaping is evident. Formal mature tree planting along the central median and northern side of Kim Ma and along Giang Vo are important visual elements in this section of the project area

(iii) City-center heritage landscape in the eastern section of the route, generally from Giang Vo to Tran Hung Dao, is dominated by lower scale, dense residential and commercial development. Much of the building fabric in this section is noticeably older than in other parts of the project area and is mixed in some locations with newer development in an ad-hoc manner. The roads are well formed and generally narrow, with street furniture and formal roadside landscaping features. There are few open spaces in this area. The Temple of Literature and surrounds, including the Van Lake on the southern side of Quoc Tu Giam, are key features of this area; as is the Ha Noi Railway Station complex including the associated buildings.

7. Physical and Cultural Heritage (excluding Ha Tay Province)

a. Heritage Values of Ha Noi

296. Ha Noi has been established as a major city in Viet Nam for nearly 1000 years and is rich in cultural and historical heritage despite rapid development and land use changes. There are numerous heritage items interspersed throughout the city’s landscape; many of which are focused around the traditional ancient quarter of Ha Noi north of Hoan Kiem Lake, the ancient citadel complex and the Temple of Literature complex to the west of the city center. In addition, numerous culturally important, more recently constructed or rebuilt pagodas and temples are located throughout the city’s suburbs and outskirts.

b. Heritage Values of the Project Area

297. Within the project area there are several important cultural and historical sites (Table

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4.29).

Table 4.29: Sites of cultural and historical heritage in Project area

Location Site Distance to the route Minh Khai Ward (Tu Liem District)

Dong Co temple and communal house

30 m

Minh Khai Pagoda 200 m

Dinh Quan Pagoda 250 m

Mai Dich Ward (Cau Giay District)

Mai Dich Cemetery and structures (*)

15 m

Xom So Pagoda 200 m

Quan Hoa (Cau Giay District)

Ha pagoda 200 m Xom Tang Pagoda 200 m Quan Hoa Pagoda 350 m

Bao An Pagoda 200 m Kim Ma Ward

(Ba Dinh District) Voi Phuc Temple 100 m Kim Son pagoda 230 m

Giang Vo Ward (Dong Da District)

Hao Nam Temple 150 m

Cat Linh ward (Dong Da District)

Cat Linh pagoda (*) 50 m Bich Cau Dao Quan (*) 15 m

Van Mieu (Dong Da district)

Temple of Literature and Van Lake (*)

15 m

Quoc Tu Giam (Dong Da district)

Pho Giac Pagoda 30 m

Source: CEPT, 2007 and IEE Project Team observations

Note: (*) indicates that the item was identified by the Department of Culture and Information (DCI) as an important

relic requiring protection in correspondence 210/QLDT dated 15 June 2007

298. The Temple of Literature is the most significant heritage item in the project area. This item has been identified by the GOV as an item of national significance and was declared a World Heritage site in 2010. The Temple of Literature Complex is located on a 5 hectare site on Quoc Tu Giam. 299. The site was the first university in Viet Nam and comprises Van Mieu (Temple of Literature) and Quoc Tu Giam (Imperial College). Van Mieu was constructed circa 1073 and Quoc Tu Giam was constructed circa 1076. Van Mieu is positioned towards the south and includes five zones which are divided by partial walls. Important features within the complex include Than Quang Tinh Lake which is surrounded by steles recording the names of students, Dai Bsi and E-Iau Cung houses and a large cast bell. The physical and interpretive connection with Van Lake on the southern side of the Temple of Literature is an important characteristic of this item. 300. The Temple of Literature complex is a major tourist attraction with large numbers of domestic and international tourists visiting the site throughout the year. The Ha Noi DCI estimates that 800,000 to 900,000 visitors visit the site each year. The Temple of Literature complex will play an important role in Ha Noi’s 1000 year anniversary celebrations in 2010.

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301. There is a relatively high probability that as yet undiscovered archaeological relics are located outside the fenced boundaries of the site and possibly in other parts of the project area. Discussions with the Ha Noi DCI indicate that in the past the site extended past its current boundaries and as such, the extent of the actual heritage zone may intrude into the rail alignment corridor. Based on the results of archaeological excavations undertake in the northern part of the site in 2000, archaeological relics are considered most likely to be located at a depth of 5 to 6 m.

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V. ANTICIPATED ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES

A. Introduction

302. 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: Depot, Viaduct and underground Tunnel and Stations. The rationale for presenting the impact assessment under these three components is the imminent call for bids in 2010. The HRB are planning to start construction of the Depot by late 2010. Construction will be about five years in duration prior to the opening of the line in 2015-2018. 303. 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;

304. 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; and

(v) Frequency;

305. 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. 306. An assessment 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. 307. Consequently, this section reviews the anticipated environmental impacts for the depot, viaduct and tunnel sections in the pre-construction, construction and operational phases provide mitigation measures to offset negative impacts and conclude with an assessment of the long-term residual environmental effects.

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308. There could be significant adverse effects during the pre-construction and construction stages of the project. Most of these negative impacts were identified as construction activities on air quality, noise, water quality, hydrogeology, soils, archaeology, traffic management, and resettlement of project affected persons. However, except for noise effects, which will be minimal during the operational stage of the project, positive benefits will accrue to the environment from construction and operation of the Project.

B. Depot

309. There will be two tender packages developed for the construction of the Depot site. Tender package #4 calls for construction of the tracks, workshops, water system and roads. The second package, #5 will be for the construction of the buildings.

1. Pre-construction Impact and Mitigation

310. The Depot site has been cleared and capped with 1 m of sand in anticipation of construction during the last quarter of 2010. A UXO survey was carried out in 2008/9 and the site is clear of any potential threats.

2. Construction and Operation Impacts and Mitigation

311. The depot will have 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 & 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.

312. Land requirements at the Depot are summarized in Table 5.1.

Table 5.1: Depot area usage

Area Surface (m2) Percentage (%) Depot total area 150550 100 Gardening area 55760 37 Building area 22920 15 Road area 27720 18 Tracks area 35660 24 Storage & miscellaneous 5050 3 Parking 3440 2 Remaining underdeveloped land 3750 2 HRB Feasibility Study 2008

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313. Once equipment begins work on the depot site itself, the size of the area and distance from residences will alleviate some of the direct negative effects. However there are expected to be a number of short-term negative impacts related to physical resources which include air quality, noise, geology and soils, and water resources.

a. Air Quality

i. Construction

314. Air quality sampling in 2006 and 2008 at the Depot site found the following: the concentration of air pollutants (NO2, SO2, CO, HC) and suspended particulate are below the standard limits. Concentration of dust at Road 70, which is the access road to the depot, is 1.12 times higher than permissible limits (possibly due to Road 70 being unpaved), and the concentration of NOx is 1.39 times higher than permissible limits (possibly due to commercial traffic). 315. 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. 316. Since Road 70 is unpaved, transport of equipment and construction materials to the site will cause dust emission affecting residential areas and other sensitive receptors along the road. HRB may opt to pave the road 70 to a high standard in order to withstand overweight loads. If Road 70 is not paved it will require continual maintenance. 317. 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 approved by project supervision consultant (PSC). 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) Consider paving Road 70

iii) Wherever possible, use electrically-powered equipment rather than gas or diesel-powered equipment

iv) Position any stationary emission sources (e.g., portable diesel generators, compressors, etc.) as far as is practical from sensitive receptors;

v) Use only vehicles and equipment that are registered and have necessary permits.

vi) Burning of wastes generated at the construction sites, work camps and other project-related activities shall be strictly prohibited.

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vii) Construction equipment and vehicles shall be well-maintained and shall meet national QCVN emission standards.

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 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.).

x) Provide temporary covers (e.g., tarpaulins, grass, etc.) on long term materials stockpiles.

xi) Concrete mixing areas at the Depot site shall be located at least 100 m from the nearest residential area.

xii) Clean road surfaces of debris/spills from construction equipment and vehicles.

xiii) Install temporary fencing or barriers around particularly dusty activities in vicinity of sensitive receivers

xiv) 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, schools, hospitals and other sensitive receptors) are dry and dusty, spray water on the exposed surfaces to reduce dust emission.

xv) All construction equipment and machinery shall be fitted with emission control equipment in full compliance with the national (QCVN) and local regulations.

xvi) 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.

xvii) Impose speed limits on construction vehicles to minimize road dust in areas where sensitive receptors are located.

xviii) Locations for stockpiling material at the depot area will be at least 100 m from the nearest residential sensitive receivers.

xix) Undertake immediate repairs of any malfunctioning construction vehicles and equipment.

xx) Discourage idling of engines

xxi) Provide prior notification to the community on schedule of construction activities

xxii) Implement 24 hour community complaints hotline

ii. Operation

318. To minimize odor generation, wastewater treatment facilities shall be properly maintained and solid wastes shall be regularly removed from the depot area to disposal sites approved by local authorities. Burning of waste materials shall be prohibited and idling of vehicles shall be minimized.

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b. Noise

i. Construction

319. Four 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. 320. 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 5.2 provides the anticipated noise levels of construction equipment working from a receiver. The depot area is 15 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 5.2: Anticipated construction equipment noise levels

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 2009

321. 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 approved by project supervision consultant (PSC). 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) 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 (e.g., transport of materials along residential areas and other sensitive receptors, piling, 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.

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vi) Impose speed limits on construction vehicles to minimize noise emission along areas where sensitive receptors are located (houses, schools, hospitals, 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 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) No noisy construction activities near schools during examination period.

xi) Avoid noisy construction activities in vicinity of sensitive receivers during night time or other sensitive periods (e.g. during school hours in vicinity of schools)

xii) Provide prior notification to the community on schedule of construction activities

xiii) Implement 24 hour community complaints hotline

ii. Operation

322. 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. 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, as necessary. Noise sampling shall also be conducted in response to complaints.

c. Geotechnical Concerns

323. Geotechnical: The depot area was identified in the 2008 Feasibility Study as having poor and compressible soils. It will require soil consolidation to withstand loads from the building, the equipment, tracks and road area. Since acquiring the property HRB has been filling the site with sand. This pre-loading has resulted in over 1 m of material capping the site in preparation for construction. No geotechnical report or detailed design drawings have been received or reviewed regarding the site filling.

i. Construction

324. 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. 325. There are a number of options that can reduce settlement and ensure compaction. The design consultant has indicated that they will pile all areas of rail tracks, the ramp, the buildings and the workshops. Pile driving will be carried out using vibratory pile system because the soils

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are compressible. This type of piling also has a low noise signature.

ii. Operational

326. 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.

d. Groundwater/Soil Contamination

327. The GOV EIA indicated that the Depot site had soil samples with Cu and Zn values that were above permissible levels. However, no sampling for pesticides was undertaken even though the area had been an intensive market garden area. Consequently, the IEE suggested additional sampling to assess for pesticides at the depot site and, if confirmed, that soil removal be considered. However, since publication of the IEE, HRB has capped the depot site with 1m or more of sand in preparation for construction.

i. Construction

328. With the capping of 0.6 – 1.5 m of sand, the site has been altered sufficiently that any contaminated soil that existed 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 issue. 329. Potential contamination of groundwater may occur due to spills of fuel and other hazardous substances. Should HRB decide to install an additional back up well, contaminants may also be introduced to the aquifer due to improper well construction. 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 approved by project supervision consultant (PSC). 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.

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

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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.

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.

ii. Operational

330. Currently, there is one well installed in the depot site. The water is to be used for all the Depot operational needs. There is a concern about the risk to human health by consuming the deteriorated groundwater quality. Groundwater analyses indicate that artificial contamination has reached the lower aquifer with the appearance of phenol, cyanide and coliforms (SYSTRA, personal communication). An industrial wastewater treatment plant shall 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 has been designed to remove pollution, debris and re-use the water. 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.

iv) Office buildings shall be provided with toilets and septic tanks 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.) shall be stored in facilities with weatherproof flooring and roofing, security fencing and access control and drainage/wastewater collection systems.

vii) 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).

e. Groundwater Availability

331. Groundwater is an important resource for Ha Noi and as the analysis highlights in Section 3, groundwater is being depleted at an unsustainable rate throughout the city. Groundwater extraction for the Project will add additional stress on the aquifer. Based on the water requirements at the Depot the HRB has drilled a deep well which will provide all of the water requirements for the Depot. The well is an 8" well, with a 5" screen of 8 m long. The well efficiency is about 1 m3/hr/m. The transmissibility is about 830 m3/day. With the installed pump, the pumping rate is 513 m3/day and will, after treatment, be stored in a 624 m3 tank. This tank will allow the Depot to store enough water for all uses and provide a 1 hour supply for fire fighting needs. During operation, the total water demand at the depot for washing, maintenance

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and workers’ use is estimated to be 384 m3/day. The total effluent generated at the depot is estimated to be 138 m3/day.

Table 5.3: Water supply requirements at the depot

Designation

Daily consumption estimation [liter]

Domestic Water Office staff water consumption

200 * 200 = 40,000

Technical staff water consumption

140 * 100 = 14,000

Sub-total 54 000

Industrial Water Train Washing 1500 * 4 * 15 = 90,000 Workshop 20,000

Track and Wayside 10,000 Gardening 30 000 * 1.5 = 45,000 Fire fighting 165,000

Sub-total 330,000 TOTAL 384.000

HRB Feasibility Study (2009)

332. To reduce the Project’s need for groundwater and to ensure that sufficient water will be available for depot operation, the following measures shall be implemented:

i) Train wash water and rainwater shall be collected in underground storage tanks for re-ycling.

ii) Install a backup well in addition to the existing well. iii) If installed, the back up well shall be located far enough away from the existing

well to avoid interference. iv) The wells shall be operated on a regular rotating basis to prevent the occurrence

of a prolonged drawdown cone at a particular spot and to allow a relatively even drawdown of the local groundwater table. This scheme will also result to savings on operational costs.

f. Surface Water

333. Surface Water: There are no anticipated adverse Impacts on surface water during construction of the depot. Surface water is confined to irrigation ditches that surround the Depot area which previously fed the market gardens. The GOV supplementary EIA carried out sampling of this water source in 2008 and the results show that the concentrations of DO, COD and coliform at the monitoring site are 1.44, 1.25 and 1.85 times higher than permissible limits. These values could be expected from ditch water that could receive human waste and is shallow and fairly stagnant.

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g. Drainage

334. 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.

h. Solid Waste

i. Construction

335. If not properly handled and disposed of, solid wastes pose as 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.

ii. Operation

336. 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

iv) Wastes shall only be disposed to approved sites by local authorities.

i. Damage to Community Facilities

i. Construction

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337. 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 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.

ii. Operation

338. Adverse impacts to community facilities are not anticipated during operation phase.

j. Traffic Concerns

i. Construction

339. 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 prepared by the contractor and shall be approved by PSC. 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, 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.

ii. Operation

340. Adverse impacts to traffic flow are not anticipated during operation phase.

k. Health and Safety of Workers and the Public

i. Construction

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341. 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 and approved by the Project Supervision Consultant:

• 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, 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) Provide adequate drainage in workers camps to prevent 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) Establish clean canteen/rest area.

xi) Ensure proper collection and disposal of solid wastes within the construction camps consistent with local regulations.

xii) Provide fencing on all areas of excavation greater than 2 m deep.

xiii) Provide appropriate personnel safety equipment such as safety boots, helmets, gloves, protective clothes, breathing mask, goggles, and ear protection

xiv) Ensure reversing signals are installed on all construction vehicles.

xv) Implement precautions to ensure that objects (e.g., equipment, tool, debris, pre-cast sections, etc.) do not fall onto or hit construction workers.

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xvi) 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.

342. 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, pre-cast 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 such as schools, hospitals, and other populated areas 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.

ii. Operation

343. 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, HRB shall ensure that the following plans have been developed and adequately resourced. HRB 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 shall be restricted to authorized personnel to avoid safety risks to the public.

l. Social Conflicts

344. The presence of construction camps may cause conflict with the surrounding communities, these will be addressed by:

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i) 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.

ii) Maximize number of local people employed in construction works.

iii) Maximize goods and services sourced from local commercial enterprises.

3. Long-term Residual Effects

345. 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.

C. Viaduct Section

346. The viaduct section of the MRT3 runs from Nhon to Kim Ma (Thu Le Lake) a distance of 8 km. There will be two tender calls for construction of the viaduct: one is for construction of piers, viaduct, special bridges, access Line to the Depot, ramps to the depot and underground section; the second is for construction of the 8 elevated stations, structures, facilities and plumbing. 347. There are 8 elevated stations (Figure 5.1) that will be constructed through the second viaduct tender. In order to accommodate steps and escalators some buildings will be required to allow for an adequate width of pavement. To date only 4 structures have been identified for demolition at station 7. The design consultant has not completed the final DMS survey and property right-of-way drawings so that the exact number structures cannot be identified. A working easement of approximately 130 meters will be required at each station to accommodate cranes and materials. 348. A casting yard will likely be an already established site used for concrete forming activities. where all the pre-cast sections of the viaduct, pier columns and cross members will be fabricated.

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Figure 5.1: Cross-section of the elevated stations

1. Pre-Construction Impacts and Mitigation

a. Land Acquisition and Resettlement

349. The concern on this section is the potential loss of households, understood currently to be 4 at Station 7 but the number is likely to increase and 53 along the Access Line (section from Nhon station into the Depot) and relocation of residents and loss of trees along Road 70. This section of the Project is 450 m in length. Fifty-three households and 80 affected people require relocation and compensation. Adequate compensation shall be made based on a Resettlement Plan agreed by HPC and ADB.

b. UXO

350. Following the demolition of houses and properties bordering Road 70 and other areas where land acquisition is necessary, a UXO survey will be conducted. HRB/PMU1 will engage an authorized mines advisory group to identify if UXO is a potential threat to works in the project area. HRB/PMU1 will commission UXO clearing as necessary and shall advise the contractor that the site has been cleared prior to commencement of site works.

c. Tree Cutting

351. The Project will require clearing and loss of the mature trees along Thu le Lake. HRB and the Hanoi Green and Park Company have investigated the trees within the Project corridor and confirmed that the species are not valuable or rare. Although these trees are not considered to have biodiversity value, trees along roadsides and in the median are large and mature specimens that have value in terms of landscaping, shade and visual amenity.

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352. Sufficient right-of-way may be limited to plant and grow replacement trees lost to the project. Nonetheless, HRB confirms that they have a 1:1 tree replacement policy and this will be implemented for the Project. HRB is also willing to plant more trees should the landscape opportunities exist.

d. Disruption to Community Utilities

353. Utility relocation poses only a short term concern to residents affected by a large scale transportation project such as the MRT3. Interruptions to power and communication, disruption of water supply, discoloration of water from re-located pipes and sewer interruptions are expected. 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.

2. Construction and Operation Impacts and Mitigation

a. Air Quality

354. The principal air quality impacts of the Project are expected to occur in the immediate vicinity of the transportation corridor. For the viaduct section the GOV EIA of 2006 conducted air quality monitoring at 6 sites along the route. The GOV supplementary EIA of 2008 sampled only at the transition area in Voi Phuc.

Table 5.4: Results of air quality monitoring along the viaduct area (2006)

Sample Monitoring Location

Land UseTSP

(μg/m3)CO

(μg/m3)SO2

(μg/m3)NO2

(μg/m3) Hydrocarbon

(μg/m3)

KK02

Opposite University of Industry in

forecourt of small

restaurant

Commercial/ residential

150 720 220 240 300

KK03

Along NR 32 5m

from road boundary at residence

Commercial/ residential

124 660 160 150 260

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Sample Monitoring Location

Land UseTSP

(μg/m3)CO

(μg/m3)SO2

(μg/m3)NO2

(μg/m3) Hydrocarbon

(μg/m3)

KK04

At intersection of

NR 32 and national

Commercial/ residential

159 690 200 120 280

KK05

Intersection with

Le Duc Tho Road

Industrial /residential

154 540 200 90 150

KK06

Ha Noi National

University near intersection

with 3rd Ring R d

Educationfacility

71 600 190 110 270

KK07

Near Cau Giay

Post Office on Cau Giay

Commercial 215 680 200 120 170

CEPT 2006

355. The results from 2006 can be summarized as follows: that most of the parameters fell within the relevant QCVN criteria. In 2008 samples from within the city core indicated SO2 exceeded by 2 to 3 times the QCVN criteria and NO2 exceeded the criteria by 1.3 to 1.6.

i. Construction

356. During the construction phase, the potential exists for short-term negative air quality impacts along the corridor. The two major sources of emissions possible from the 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. 357. On the viaduct section there should a minimum of dust generated. Only construction of the pile cap for the piers and the ramps will involve the removal of approximately 5m x 5m of soil = 50m3. This can be carried in one to ten truck loads and the dust should be contained. 358. It will be the cranes lifting the pre-cast sections of the pier and the viaduct that will cause emissions. The bridging of the 2nd and 3rd Ring Roads with longer spans will require longer duration times for these pieces of equipment to be in place. Obviously these emissions will add cumulatively to the existing high levels of SO2 and NOx at these two major intersections. 359. Best management practices should be adopted during construction to minimize dust and combustion exhaust emissions. Mitigation measures to be implemented by the contractor to minimize impacts on air quality are listed below:

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(i) Before site works commence, a Dust Control Plan shall be prepared by the contractor and shall be approved by project supervision consultant (PSC). 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) 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;

(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) 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.

(xi) Ensure that necessary environmental approvals are obtained for the establishment and operation of a new casting yard,

(xii) Store excavated materials outside road reserve, but where there is no area, spoils shall be loaded and transported immediately.

(xiii) Clean road surfaces of debris/spills from construction equipment and vehicles.

(xiv) Undertake daily cleaning of paved routes around the pier construction sites.

(xv) Install temporary fencing or barriers around particularly dusty activities in vicinity of sensitive receivers

(xvi) 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

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stalls, schools, hospitals and other sensitive receptors) are dry and dusty, spray water on the exposed surfaces to reduce dust emission.

(xvii) All construction equipment and machinery shall be fitted with emission control equipment in full compliance with the national (QCVN) and local regulations.

(xviii) 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.

(xix) Impose speed limits on construction vehicles to minimize road dust in areas where sensitive receptors are located.

(xx) Undertake immediate repairs of any malfunctioning construction vehicles and equipment.

(xxi) Discourage idling of engines

(xxii) Provide prior notification to the community on schedule of construction activities

(xxiii) Implement 24 hour community complaints hotline

ii. Operation

360. There will be no negative impacts on air quality during the operational phase of the Project. In fact, based on the number of personal vehicles and buses that will be removed from the Ha Noi roads, there is a significant positive benefit.

e. Noise and Vibration

361. Noise: The objective of the baseline noise study, undertaken by GOV in 2006 and 2008 was to measure the existing ambient conditions at a number of representative sensitive sites along the Project corridor. Noise data were collected at 7 sites along the proposed corridor to document existing conditions at representative locations along the route (Table 5.5). The measurements consisted of monitoring noise only during the day and evening hours, not the continuous 48 hours as is standard procedure. 362. The results of the 2006 and 2008 monitoring indicate that the ambient noise levels during the day and evening exceeds GOV standards as shown in Table 5.5.

Table 5.5: Noise values along the viaduct section (dB(A))

Sample Monitoring Location48

Land Use49Monitoring

Period Leq

dB(A)LAmaxdB(A)

L50 dB(A)

TCVN 5949:1998

Criteria dB(A)

N02 Opposite

University of Industry in

Education facility

Daytime 77.2 93.2 71.4 50

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Sample Monitoring Location48

Land Use49Monitoring

Period Leq

dB(A)LAmaxdB(A)

L50 dB(A)

TCVN 5949:1998

Criteria dB(A)

forecourt of small

restaurant Evening 69.3 79.4 66.1 45

N03

Along NR32 5m

from road boundary at residence

Residential with

some small scale

commercial

Daytime 78.3 95.4 72.4 60

Evening 73.9 84.6 69.6 55

N04 Intersection of

NR Residential

with Daytime 74.9 92.3 69.1 60

32 and National Railway

some small scale

commercialEvening 70.2 86.2 63.8 55

N05

Intersection with

Le Duc Tho Road

Residential, small scale

industrial

Daytime 73.8 93.2 64.9 60

Evening 69.5 85.3 64.3 55

N06

Ha Noi National

University near 3rd

EducationalDaytime 71.2 83.9 70.2 50

Evening 66.1 72.9 65.1 45

N07

Near Cau Giay Post Office on

Cau Giay Street

CommercialDaytime 74.5 86.2 71.3 70

Evening 69.9 80.7 65.4 70

Source: CEPT, 2006

i. Construction

363. Noise impacts to the community will occur during construction of the viaduct. Viaduct construction will involve pile driving for the pier construction and cranes to erect the piers and viaduct components. Table 5.6 shows the expected construction noise levels to receivers away from the work site. It indicates that 15 m from the work area, the noise levels are similar to the daytime ambient conditions.

Table 5.6: Expected construction noise levels for the viaduct section

Distance (m) 5 m 10 m 15 m 20 m 25 m 30m 35 m

Construction of viaduct (elevated section from Station C1 to Station C3)

L Ap (dB) 88.5 82.5 78.9 76.4 74.5 72.9 71.6

HRB Feasibility Study (2009)

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364. 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. 365. Unobtrusive noise barriers can also be placed on the edge of the right-of-way should construction monitoring indicate an impact to sensitive receivers. The preliminary design calls for a noise shield to be incorporated into the viaduct, see Figure 5.1. 366. 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 80dBA. 367. 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. 368. 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 approved by project supervision consultant (PSC). 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 the elevated station sites and other construction sites, as necessary. Especially near sensitive areas such as schools, hospitals, houses, etc 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.

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(viii) Impose speed limits on construction vehicles to minimize noise emission 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) No noisy construction activities near schools during examination period.

(xii) Avoid noisy construction activities in vicinity of sensitive receivers during night time or other sensitive periods (e.g. during school hours in vicinity of schools).

(xiii) Sheet piling at Thu Le Lake shall only to be carried out during daylight hours.

(xiv) Provide prior notification to the community on schedule of construction activities

(xv) Implement 24 hour community complaints hotline

ii. Operation

369. The noise from the MRT3 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. 370. 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 alignment structure to receivers located below. 371. 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 5.3.3 shows the expected unmitigated noise levels at a distance from the viaduct. 372. Moreover, sound from the trains will diminish with increasing distance from the Project right-of-way. Typically, equivalent sound levels will drop by 2-3 dBA from 15 m to 30 m and by 3-5 dBA more from 30 m to 60 m as shown in Table 5.7.

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Table 5.7: Forecast of operational stage train noise without mitigation

Distance (m) 10 20 30 50 70

Noise (dB)

3 cars Year 2020 78.3 76.7 73.1 72.3 70.0

Year 2030 79.9 78.2 76.7 73.9 71.5

4 cars Year 2020 76.9 73.5 74.4 72.2 70.2

Year 2030 76.7 73.3 74.2 72.0 69.9

5 cars Year 2020 73.1 73.8 72.9 71.1 69.4

Year 2030 76.8 73.6 74.7 72.9 71.2

373. 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.

Figure 5.2: Noise shield attached to viaduct

374. The designers have committed to installing a noise shield on the viaduct, Figure 5.2. Table 5.8 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 5.7 there is 20-30 dBA drop in noise level 10m from the operating MRT3 with mitigation in place. Given the existing high ambient noise levels from the roadway (Table 5.9) the MRT3 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 MRT3 trains.

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Table 5.8: Expected train noise levels with the noise shield

Distance (m) 10 20 30 50 70

Noise (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 HRB FS,2009.

375. 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 shall be adjusted to the

lowest level where it will not detract from their function.at iii) Noise monitoring shall continue during operation phase to determine and install

suitable noise reduction measures (e.g., unobtrusive noise barriers on the edge of the stations)

Vibration:

376. 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). 377. The GOV EIA (2006) and the supplementary EIA (2008) collected monitoring data on vibration values along the Project corridor. Table 5.9 shows the results that ambient conditions are well within the GOV standards.

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Table 5.9: Results of vibration measurements along the viaduct section

Sample

Environment quality parameters (Average per day)

Vibration acceleration

Laeq(dB)

Vibration speed Lv (dB)

TCVN 7210:2002

V 1 49.2 39.7 Acceleration: 70 dB

V 2 36.3 26.0

V 4 41.6 31.3

V 5 42.7 31.9

V 6 46.7 42.7

V 7 43.9 37.3

CEPT 2008

378. The following table estimates the level of vibration generated by construction equipment working on the viaduct. Again, these indicate that vibration levels will likely not exceed the GOV standards.

Table 5.10: Forecast of vibration levels caused by construction equipment

Distance (m) 5m 10m 15m 20m 25m 30m 35m

Construction of elevated stations

L Ap (dB) 52.9 46.9 43.4 40.9 38.9 37.3 36.0

Source HRB FS, 2009

i. Construction

379. 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 N32. 380. The selection of a churned drill pile method will significantly reduce noise and vibration to the community along the route. Moreover, because construction will be staggered, and at different stages of erection, noise and vibration will be intermittent and therefore less of annoyance to residents along the route. Equipment will also not be operating at night and monitoring at sensitive receiver sites will be carried out.

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i. Operation

381. Concerns have been raised that trains passing by will create vibration. 382. 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.

f. Spoils Generation

383. Once the MRT3 is above ground at Thu Le Lake the alignment follows the centreline of existing roads. Construction of the piers will require removing a 5m x 5m area of the median and asphalt in the roadway. At each pier site, soil removal at 2-m deep within a 2 m x 5 m area will be undertaken. It is estimated that 6,000 m3 of spoils will have to be disposed of from about 300 pier excavation sites. 384. According to HPC, there are disposal areas in Van Noi and Nguyen Khe communes in Dong Anh district that could accommodate the excavation spoils for the entire MRT3 construction. 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 by the contractor and shall be approved by PSC. 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 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, etc.

ii) Spoil disposal will only be to DONRE and Department of Construction (DOC) approved areas

iii) Trucks transporting spoils shall be tightly covered with tarpaulin or other suitable materials to minimize dust emission and spills.

iv) Wheel washing shall be undertaken to remove mud so as to ensure that access roads are kept clean.

v) Road surfaces shall be regularly cleaned of spilled spoils vi) Spoil disposal shall not cause sedimentation and obstruction of flow of

watercourses, damage to agricultural land and densely vegetated areas. vii) The spoils disposal site shall be located at least 50 m from surface water courses

and shall be protected from erosion by avoiding formation of steep slopes and grassing.

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g. Use of Hazardous Substances

385. 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 approved by project supervision consultant (PSC). 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.

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.

h. Water Resources

386. The line will use viaduct and bridge structures to cross over the rivers. Pier placement is also designed to be outside of the river banks. However, in order to replace the two road lanes along the Thu Le Lake for the transition section, the edge of the right-of-way shall encroach into Thu Le Lake. 387. Groundwater. There are no groundwater concerns for the viaduct section. 388. Surface Water. The viaduct will traverse the Nhue and To Lich Rivers but no structures will be constructed on the riparian area. The Project will require encroachment of about 250 m2 into Thu Le Lake, along its edge. The lake encroachment and loss of the promenade along Thu Le Lake is necessary to replace one traffic lane that will be lost to the Project transition tunnel work. HPC will adopt a minimal effect approach by providing a narrow footpath that is about 4 m wide that will only require filling 250 m2 of the lake. In the event that the Ha Noi City Park Office requires constuction of a wider promenade, a larger area of the lake may need to be filled. Thu Le Lake, which is a man-made lake, primarily serves a recreational purpose and supports very few aquatic organisms. As such encroachment onto the lake is not considered to cause

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significant environmental impacts. Below are the mitigation measures to be implemented to avoid or minimize impacts to Thu Le lake.

i. Construction

389. 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. At the concrete casting yard, alkaline water containing excessive amounts of rest cement will be generated. 390. Measures to avoid sedimentation of Thu Le Lake and discharge of sediment-laden water are as follows:

i) Installation of a sheet piled wall along Thu Le lake prior to filling. ii) Sedimentation from filling materials behind the sheet piled wall shall be

prevented from entering into Thu Le Lake by silt curtains anchored to the ends of the piled structure.

iii) Immediately restore damaged rip-rap along Thu Le Lake to minimize erosion iv) Undertake regular inspection and maintenance of erosion and sediment controls v) Prior to discharge, alkaline water from the casting yard shall be settled and

neutralized, vi) Ensure that excavation spoils are not stockpiled or dumped near or into water

courses and drainage channels. vii) To prevent clogging of canals, sediment-laden water from excavation for pier

placement shall be settled prior to discharge to the nearest storm drain.

ii. Operation

391. 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 stations shall be provided with toilets and septic tanks to handle sewage generated by workers and passengers.

i. Drainage/Flooding

392. Earthworks along the viaduct may cause clogging of drainage and localized flooding. The contractor shall implement the following mitigation measures to address these impact:

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.

j. Solid Waste

i. Construction

393. If not properly handled and disposed of, solid wastes pose as 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:

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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.

ii. Operation

394. 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

k. Damage to Community Facilities

395. 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 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.

l. Health and Safety of Workers and the Public

i. Construction

396. 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 and approved by the Project Supervision Consultant:

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, 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.

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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) Provide adequate drainage in workers camps to prevent 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) Establish clean canteen/rest area.

xi) Ensure proper collection and disposal of solid wastes within the construction camps consistent with local regulations.

xii) Provide fencing on all areas of excavation greater than 2 m deep.

xiii) Provide appropriate personnel safety equipment such as safety boots, helmets, gloves, protective clothes, breathing mask, goggles, and ear protection

xiv) Ensure reversing signals are installed on all construction vehicles.

xv) Implement precautions to ensure that objects (e.g., equipment, tool, debris, pre-cast sections, etc.) do not fall onto or hit construction workers.

xvi) 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.

397. The following mitigation measures to ensure public safety shall be implemented by the contractor:

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i) 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.

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 such as schools, hospitals, and other populated areas 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.

ii. Operation

398. To protect the health and safety of workers and general public during viaduct operations, HRB shall ensure that the following plans have been developed and adequately resourced. HRB 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. HRB shall train staff in the implementation of such plan.

m. Traffic Concerns

i. Construction

399. Pier and viaduct construction will occur in the median of Kim Ma and N32 streets. Excavation and cranes will require a working easement that will reduce the current 2 lanes of traffic by one and half lanes. This will cause traffic jams and time delays to the road users. 400. The construction footprint for the elevated stations will cause major traffic concerns because one to one and half road lanes will be occupied by cranes and equipment. Also, the working area may alienate access to work sites, universities, schools, community facilities and retail businesses. In addition, retail merchants will suffer economic losses if access id denied to their establishments. 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. 401. The following measures shall be implemented by the contractor to address impacts to traffic flow and access to properties:

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i) Before site works commence, a Traffic Management Plan for the construction phase shall be prepared by the contractor and shall be approved by PSC. 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, 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) Provide signs advising road users that construction is in progress and that the road narrows to one lane using cones.

iii) Employ flag persons to control traffic at the station sites for safety reasons when construction equipment is entering or leaving the work area.

iv) Lanes through the work site, created by rope or flagging, shall be developed to minimize risks and injuries from falling objects.

v) As much as possible, lifting and placing of the pre-cast pier and viaduct sections will be done at night to minimize traffic congestion.

vi) Post traffic advisory signs (to minimize traffic build-up) in coordination with local authorities

vii) Provide road signs indicating the lane is closed 500 m before the worksite.

viii) Use traffic cones to direct traffic to move to the open lane.

ix) Provide sufficient lighting at night within and in the vicinity of construction sites.

x) Regularly monitor traffic conditions along access roads to ensure that project vehicles are not causing congestion.

xi) 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.).

xii) As much as possible, schedule delivery of construction materials and equipment as well as transport of spoils during non-peak hours.

xiii) Avoid movements of noisy vehicles during night time in vicinity of sensitive receivers.

xiv) 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.

xv) Ensure relocation of any affected public transport infrastructure (but stops, shelters etc) prior to commencement of works

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xvi) Provide advance notification to the community regarding changes to public transport facilities or routes.

xvii) Schedule construction works to minimize extent of activity along linear construction site at any one time

xviii) 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.

xix) Install temporary accesses to properties affected by disruption to their permanent accesses.

xx) Reinstate good quality permanent accesses following completion of construction.

ii. Operation

402. There will be no traffic concerns once the pier and viaduct sections are installed.

n. Social Conflicts

403. 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 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.

3. Long-term Residual Environmental Effects for the Viaduct Section

404. The loss of the parkland, the alienation of 4,000m2 of Thu Le Lake, and the long-term growth period required for the replacement trees to mature warrants a long-term residual negative impact. 405. There are positive socio-economic benefits to the residents, students and commercial establishments in the local community from the project. 406. 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. Tunnel Section

407. The tunnel section extends from Kim Ma to Giang Vo to Cat Linh to Giang Van Minh to Van Mieu to Quoc Tu Giam to Ha Noi Station and involves construction of a cut and cover tunnel for 700 m from the transition area along Thu Le Lake before commencing the underground tunnel at the Daewoo Hotel using a Tunnel Boring Machine (TBM). Two TBM’s are proposed to bore side by side tunnels. The four underground stations will be constructed by cut

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and cover, as described in Section 2. Construction of the tunnel section will be tendered as one package in 2011.

1. Pre-Construction Impacts and Mitigation

408. A significant number of buildings will be required to facilitate construction of the underground stations. Until the final survey is carried out and right-of-way acquisition drawings are finalized, the exact number of structures and Affected Persons are unknown. 409. The Feasibility Study (2009) identifies the following sites: parking area opposite the Daewoo Hotel, Horizon Hotel Parking Lot (photo # 8 &9 Appendix 1) and the Friendship Palace near the Ha Noi Railway station required for construction needs. 410. All of these sites are for temporary use of equipment, materials and assembling and insertion of the TBM’s during construction. Therefore, a five to 7 year period or less is anticipated for these sites to be alienated from normal use. 411. It is unclear whether HRB will retain ownership of these properties or return them to the original owners. Should HRB retain some, then they should develop these to the highest and best use: (Park/Ride facilities; office, commercial /retail establishments) and use the generated income to offset project costs.

a. Land Acquisition and Resettlement

412. The number of structures required for the underground stations are still unknown, but is expected to be significant at Station 11 (Van Mieu) and station 12 (Railway station). At stations 9 (Kim Ma) and 10 (Cat Linh ), removal of structures will only be required at only one side, thereby reducing the impact and resettlement of the AP’s. 413. The draft Social and Poverty Analysis study surveyed residents and businesses in an area, Nui Truc Street, in the tunnel section of the project. Along the metro line, most of the APs are involved in business activities; on Nui Truc Street, all the surveyed HH conduct businesses and derive their income solely from this sector. Retail businesses make up the majority of the land use that will be affected.

i. Construction

414. The loss of businesses and residential facilities will create a significant adverse impact to the people directly affected and for the community who rely on these businesses. Workers employed in the businesses, but who do not reside in the affected structures, will be des-enfranchised and unemployed. Compensation for the loss of the structures and resettlement options shall be implemented based on the Resettlement Plan agreed by ADB and HPC.

ii. Operational Effects

415. There will be an opportunity for HRB to develop retail, and commercial properties on the sites cleared for the stations. This is considered a long-term beneficial impact to the community.

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b. Disruption to Community Utilities

416. Excavation works for the underground stations and tunnel portal may require relocation of 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.

2. Construction Stage

a. Air Quality

417. Vehicle emissions including particulate matter, CO, SO2, NOx from movements and operation of construction vehicles and equipment which are predominantly diesel fuelled will occur at the stations. Such emissions can be effectively controlled through appropriate environmental management measures. Table 5.11 shows the air quality parameters collected in proposed location of the tunnel area in 2008.

Table 5.11: Results of air quality monitoring at 3 of the underground station locations

Samples

Environment quality parameters

Dust ( g/m3)

CO (g/m3)

SO2 (g/m3)

NOx (g/m3)

HC (g/m3)

NO (g/m3)

KK05 Voi Phuc 101 1007 285 278 701 235

KK06 Cat Linh

155 1306 389 321 731 291

KK07 Rail Sta

114 802 299 134 367 116

QCVN 05:2009/BT

NMT

200 (average

24h)

10,000 (average 8h)

125 (average

24h)

200 (average 1h)

- -

QCVN 06:2009/BT

NMT - - - -

5,000 (average 1h)

-

CEPT 2008

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i. Construction

418. 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 points of impact include:

(i) at openings to tunnel boring sections;

(ii) at underground station sites where major excavation will occur, using cut-and-cover tunneling;

(iii) fugitive dust from dump trucks; and

(iv) locations where excavation spoils are transferred from dump trucks to spoil receiving site(s).

419. 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.

420. 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. 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 be approved by project supervision consultant (PSC). 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) 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;

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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) Store excavated materials outside road reserve, but where there is no area, spoils shall be loaded and transported immediately.

(xi) Provide truck-washing facilities to prevent truck-out of mud and dust onto city streets.

(xii) 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.

(xiii) Ensure that necessary environmental approvals are obtained for the establishment and operation of a new casting yard,

(xiv) Daily cleaning of road surfaces of debris/spills from construction equipment, haulage trucks and vehicles,

(xv) Install temporary fencing or barriers around particularly dusty activities in vicinity of sensitive receivers

(xvi) 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.

(xvii) All construction equipment and machinery shall be fitted with emission control equipment in full compliance with the national (QCVN) and local regulations.

(xviii) 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.

(xix) Impose speed limits on construction vehicles to minimize road dust in areas where sensitive receptors are located.

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(xx) Undertake immediate repairs of any malfunctioning construction vehicles and equipment.

(xxi) Daily visual inspections to identify and address potential areas of dust and odor emissions.

(xxii) Discourage idling of engines

(xxiii) Provide prior notification to the community on schedule of construction activities

(xxiv) Implement 24 hour community complaints hotline

ii. Operational Effects

421. The only significant source of emissions attributable to the Project will be the generation of electricity. The Project will displace diesel buses currently used along the route and is also expected to displace passenger vehicles (motor bikes and cars), in addition to those already displaced by bus service. The reduction in vehicle emissions that occurs as a result of rail line operation will more than offset the emissions associated with generation of the system’s electrical power supply. 422. Long-term air quality benefits will be realized from construction of the Project. Based on the experience of the Canada Line project in Vancouver, a predicted savings of 16-21 kilotonnes of GHG will result over a 12 year period (S. Hanna, Environmental Director). Although no calculations have been carried out on the Project and the traffic mix, dominantly motorcycles in Ha Noi, expected reductions should be close to the 16 kilotonne figure. The reduction of air emissions will contribute to improvements in air quality, with corresponding reductions in health impacts throughout Ha Noi City. Like other mass transit projects, the Project will provide an alternative to the use of private motor vehicles.

b. Noise and Vibration

423. Noise: Noise data were collected at 3 sites (2006 and 2008 and shown Table 5.12 and 5.13) along the tunnel section to document existing conditions at representative locations along the route. The measurements consisted of monitoring noise only during the day and evening hours, not the continuous 48 hours as is standard procedure.

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Table 5.12: Noise monitoring for the tunnel section (2006)

Sample Monitoring Location48

Land Use49Monitoring

Period Leq

dB(A) LAmaxdB(A)

L50 dB(A)

TCVN 5949:1998

Criteria dB(A)

N08

Daewoo Hotel on NW corner of

intersection Lieu Giai / Kim Ma

Hotel / residential

Daytime 73.8 85.3 70.6 60

Evening 69.3 81.3 65.8 55

N09

Intersection Cat Linh / Ton Duc

Thang near Horison Hotel

Residential with some small scale

commercial

Daytime 73.3 84.6 70.9 60

Evening 70.7 80.8 68.2 55

N10 Gate of Ha Noi

Railway Station in Tran Quy Cap

Residential with some small scale

commercial

Daytime 70.1 80.6 67.0 60

Evening 67.2 77.5 63.4 55

CEPT 2006

Table 5.13: Noise monitoring data at 3 tunnel section stations (2008)

Sample location

Mean Value

Leq LAmax L50 TCVN 5949-1998

N05 Voi Phuc

Daytime 70.9 84.0 68.4

Daytime: 60 Nighttime: 55

Nighttime 69.5 83.3 66.6

N06 Cat Linh

Daytime 74.3 86.5 72.0

Nighttime 70.1 83.6 67.7

N07 Rail Sta

Daytime 70.9 82.4 69.6

Nighttime 68.0 78.9 66.0

CEPT 2008

424. The results indicate that the ambient noise levels during the day and evening exceed GOV standards and that noise levels in 2008, at the same locales, have increased over the 2006 levels except at Voi Phuc.

i. Construction

425. Noise impacts to the community will occur during construction of the underground stations. Heavy equipment involved with the excavation and backfill of the underground stations will provide added noise (Table 5.14) to the already high existing ambient levels in the centre of Ha Noi.

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Table 5.14: Forecasted noise 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

Source HRB FS, 2009

426. Most of the alignment will be underground or construction of the underground stations shall take place on streets with significant existing traffic with high existing ambient noise levels. 427. Specific measures to attenuate noise are as follows:

(i) Before site works commence, a Noise Control Plan shall be prepared by the contractor and shall be approved by project supervision consultant (PSC). 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 the 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 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;

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(xi) No noisy construction activities near schools during examination period.

(xii) Avoid noisy construction activities in vicinity of sensitive receivers during night time or other sensitive periods (e.g. during school hours in vicinity of schools).

(xiii) Provide prior notification to the community on schedule of construction activities

(xiv) Implement 24 hour community complaints hotline

ii. Operation

428. Where the MRT3 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. The first is noise from untreated tunnel ventilation systems. As these systems are fixed entities, there should be no difficulty in designing adequate acoustical measures so that they do not disturb the community where they surface. 429. 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” the noise could in itself is annoying to some listeners. This effect should be limited to locations within 30m of the tunnel that have a direct line of sight to the tunnel opening. 430. 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 the first few meters (i.e., < 15 m) of the tunnel portal shall be implemented as necessary.

431. Vibration: Available data on vibration levels in the project area indicate that existing ambient levels are within relevant TCVN criteria at monitoring locations, Table 5.15. Vibration generation could be high during the initial excavation and soil removal at the entrance to the tunnel on Kim Ma at the Daewoo Hotel area and at the underground stations.

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Table 5.15: Vibration monitoring in the tunnel section (2008)

Sample

Environment quality parameters (Average per day)

Vibration acceleration

Laeq(dB)

Vibration speed Lv (dB)

TCVN 7210:2002 Acceleration: 70 dB

V 5 Voi Phuc

42.7 31.9

V 6 Cat Linh

46.7 42.7

V 7 Rail Sta

43.9 37.3

CEPT 2008

468. Table 5.16 forecasts the expected vibration levels which may occur, but these are still predicted to be within GOV standards.

Table 5.16: Forecasted levels of cumulative vibration by construction equipment

Forecast of vibration by construction

equipment Distance (m)

5 10 15 20 25 30 35

Construction of underground stations

L Ape (dB) 54.2 50.2 46.7 44.2 42.2 40.6 39.3

Source HRB FS, 2009

i. Construction

432. 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. 433. Vibration effects may be high during excavation at grade or down to depth of 5m particularly for loaded dump trucks moving slowly up a ramp and then accelerating away from the excavation site. The TBM’s 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. 434. Once the cut and cover tunnel area and the stations are excavated below 5 meters, noise and vibration impacts should diminish.

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435. 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 drill piling.

ii. Operation

436. No vibration impacts are expected once the MRT3 is in 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 may be a “rumble” noise from the trains heard from the ventilation systems, but it will not be significant.

c. Land Subsidence

437. Land subsidence due to groundwater extraction has occurred in Ha Noi for more than a decade and will continue into the future. The heavy pumping of Ngo Sy Lien well field, which overlaps with the underground section, will have a direct impact on the construction site.

i. Construction

438. Settlement caused by tunneling, deep excavation, and dewatering will occur during the construction stage, even with mitigation measures. Moreover, the variation of the geotechnical properties of the clay layer could also present some problems during construction. The combined impact on the buildings under or alongside the tunnels could also be a concern. 439. The TBM contractor shall implement a survey program to monitor the background subsidence rate along the project line (see EMP Table 9.7). 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. 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. The contractor shall also take photographs of each individual structure within the possible affected zone before the construction starts, to be used for assessing potential damage due to subsidence.

ii. Operation

440. A small amount of settlement caused by construction may occur in the post-construction stage. Regional subsidence will continue for years. The long-term effect on the structure is difficult to predict. A long-term inspection program shall be carried out by HRB during the operation stage to monitor the possible adverse effects on the Project structures.

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d. Spoils Generation

441. According to HPC, there are available areas in Van Noi and Nguyen Khe communes in Dong Anh district that could accommodate the estimated 500,000m3 of spoils that will mainly originate from tunnel construction..

i. Construction

442. 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 shall be prepared by the contractor and shall be approved by PSC. 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 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, 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.

ii) Spoil disposal will only be to DONRE and DOC approved areas iii) The capacity of disposal sites shall be adequate to accept the quantity of spoils

without alienating areas outside the site boundaries. iv) Undertake random sampling of spoils from underground station excavations and

tunneling to determine presence of contaminants. v) Disposal of contaminated spoils shall only be to disposal sites equipped and

licensed to handle such wastes. vi) Determine water content of spoils to ascertain if spoils dewatering is necessary. vii) Undertake necessary spoils dewatering and provide adequate treatment facilities

to ensure that resulting wastewater meets QCVN standards. viii) Stockpiling of spoils shall not be undertaken due to the limited footprint of the

construction site. Spoils shall be trucked away immediately to disposal sites. ix) Should any small stockpiles be developed, these shall be covered by plastic

sheeting x) Trucks transporting spoils shall be tightly covered with tarpaulin or other suitable

materials to minimize dust emission and spills. xi) Load-out areas shall be cleaned and watered to ensure no accumulated dust

originates that could be dispersed to surrounding areas. xii) Wheel washing shall be undertaken to remove mud so as to ensure that access

roads are kept clean. xiii) Road surfaces shall be regularly cleaned of spilled spoils. xiv) The spoils disposal site shall be located at least 50 m from surface water courses

and shall be protected from erosion by avoiding formation of steep slopes and

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grassing. xv) Spoil disposal shall not cause sedimentation and obstruction of flow of

watercourses, damage to agricultural land and densely vegetated areas.

ii. Operation

443. There should be no operational concerns affecting soil resources following construction.

e. Use of Hazardous Substances

444. 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 approved by project supervision consultant (PSC). 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.

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.

f. Water Resources

445. Flooding. Minor flooding events are common in Ha Noi after heavy rain. 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 Red River. Ha Noi is protected from such floods by a two-series dyke system.

i. Construction

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446. During construction, the following measures shall be implemented by the contractor to avoid clogging of drainage and 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.

ii. Operation

447. The project area is subject to minor, temporary flood events after heavy rain. The underground tunnel sections shall be provided with pumps to pump storm water. The concern would be for the transition section along Thu Le Lake. 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. 448. Groundwater. There are several concerns about the adverse effects of tunneling on groundwater. These are:

(i) Underground structures will alter the groundwater flow pattern

(ii) Dewatering during the construction stage of the underground station may cause changes to the groundwater flow pattern,

(iii) Tunnels will likely form an obstacle to groundwater flow in the upper aquifer. Seepage into the tunnel will cause further drawdown of already lowed groundwater table

(iv) Permanent impact on the shallow wells in the upper aquifer may occur in the vicinity of the underground structures.

449. The hydrogeology study reviewed these concerns and concluded:

(i) The underground section will not be an obstacle to the groundwater flow because it is far too small a structure to form a significant barrier;

(ii) Large scale dewatering at the underground section is not likely to occur because the heavy pumping of the lower aquifer has reduced the groundwater pressure to near the bottom of the structure (25 m bgs)

(iii) The underground structures, both tunnel and stations are basically “water-tight”. Only a small amount of seepage is anticipated in the tunnel (0.5 liter/sec/km)

(iv) The upper aquifer consists of a series of lenses and thin layers of silty sand with poor lateral extension and connection. Therefore, it only has a very limited water-bearing capacity, and not many people rely on it for water supply. They receive public water supply rather than have their own private wells. Moreover, according to the borehole report, the upper aquifer does not exist in the underground section.

450. The underground section runs through the Ngo Sy Lien well field. At least four of the municipal wells are located right next to project line.

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i. Construction

451. Slurry and additives will be applied for tunneling and ground treatment. Those materials could travel underground with groundwater flow or simply flow by excessive operation pressure. If they reach the nearby wells, changes in water quality could occur. To address potential impacts to groundwater quality, the following measures shall be implemented during tunneling:

(i) Non-toxic slurry and additives shall be used to minimize the impact of potential pollution to the water wells.

(ii) Minimize the amount of slurry and additives applied to reduce the potential for pollution.

(iii) 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.

(iv) Cooperate with the water agency to shut down the nearby municipal wells while tunneling or ground treatment is taking place.

(v) 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). Baseline sampling shall also be undertaken prior to start of tunneling.

ii. Operational Effects

452. No adverse impacts are anticipated during operation phase.

498 Surface Water. No surface water bodies occur within the tunnel section. No impacts are

anticipated.

g. Solid Waste

i. Construction

453. If not properly handled and disposed of, solid wastes pose as 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

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adjacent areas iv) Undertake regular collection and disposal of wastes to sites approved by local

authorities.

ii. Operation

454. 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.

h. Damage to Community Facilities

455. 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 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.

i. Health and Safety of Workers and the Public

i. Construction

456. 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 and approved by the Project Supervision Consultant:

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, 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.

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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 all workers on safety and environmental hygiene.

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) Establish clean canteen/rest area.

ix) Provide fencing on all areas of excavation greater than 2 m deep.

x) Provide appropriate personnel safety equipment such as safety boots, helmets, gloves, protective clothes, breathing mask, goggles, and ear protection

xi) Implement precautions to ensure that objects (e.g., equipment, tool, debris, pre-cast sections, etc.) do not fall onto or hit construction workers.

xii) 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.

xiii) 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. 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.

xiv) 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.

xv) Confined spaces (e.g., tunnel) shall be provided with safety measures for venting, monitoring, and rescue operations, to the extent possible.

457. 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, pre-cast sections, etc.) do not fall onto or hit people, vehicle, and properties in adjoining areas.

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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 such as schools, hospitals, and other populated areas 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.

ii. Operation

458. 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. System to ensure circulation of fresh air to meet both normal and emergency requirements and there will be provisions for sufficient emergency exits. 459. 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. 460. 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. 461. A central operations control centre for the project will be established at the Nhon depot to coordinate project operation and emergency response procedures. 462. Safety and evacuation measures in case of fire and other accidents (e.g., derailment, collision, etc.) shall be developed prior to operation.

463. To protect the health and safety of workers and general public during operation of underground facilities, HRB shall ensure that the following plans have been developed and adequately resourced. HRB 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. HRB shall train staff in the implementation of such plan.

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j. Traffic Concerns

464. The cut and cover excavation at the transition zone, Kim Ma station (#9); Cat Linh station (#10); Van Mieu (#11) and the Railway station (#12) will create traffic, transport and accessibility impacts for 2-4 years.

i. Construction

465. Construction equipment will be active at the four underground stations and will impede the flow of traffic, parking opportunities, and pedestrian mobility and access. The Van Mieu station is to be constructed in a narrow road and the road will be closed off during the construction. For three of the four stations, one half of the station width will be excavated first, covered and then moved to the opposite side and commence excavation. This will allow one side of the road to be open to traffic. Traffic control will be required to facilitate two-way movement. 466. The work areas shall be isolated and shielded to minimize road encroachment, contain dust and noise, and provide protection for pedestrians.

467. 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 approved by PSC. 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, 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, excavation for the underground stations (except for Van Mieu) 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.

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

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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 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.

ii. Operation

468. There should be improved benefits for the Metro users, pedestrians and traffic flow.

k. Cultural and Heritage Resources

469. No identified sites of heritage significance will require removal or demolition as part of the construction works and there will be no land acquisition of any heritage sites. Impacts on archaeological relics could occur in the tunnel section during underground station works. 470. Three known items of heritage significance could be affected by underground works: Cat

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Linh Pagoda (Cat Linh Street); Bich Cau Temple (Cat Linh Street) and Temple of Literature & Van Lake (Quoc Tu Giam); of these the Temple of Literature is the most significant in terms of its cultural and heritage value. The sacred lake (Van Lake) near the Temple of Literature will not be affected by construction works. The design consultants have relocated station No. 10 on Cat Linh Street and station No11 further to the east which may avoid unearthing relics associated with the Bich Cau Temple and the Temple of Literature.

i. Construction

471. The west bound tunnel centreline is projected to be under the sidewalk outside the Temple gates. However, the zone of influence extends into the flower garden (Photo # Appendix 1). All structures are outside of the zone of influence. The concern will be that vibration during the tunnel boring will create damage to the Temple structures and that post-construction settlement may also damage the facilities. 472. The potential for impacts to occur exists predominantly in the vicinity of the proposed station 10 (east of Cat Linh / Ton Duc Thang intersection) and at the Van Mieu station (11) east of the Temple of Literature. 473. There could be as yet undiscovered archaeological relics associated with construction of the other two stations and the tunnel portal at Kim Ma. According to DCI, relics are likely to be located to a maximum depth of 5 to 6 m. As such, the use of deep tunneling methods (i.e. with the top of the tunnel at a depth greater than 6 m) in areas known to likely contain archaeological relics would minimize direct impacts. Surveys and excavation work would be carried out in conjunction with and following the approval of DCI. 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 HRB as to any required mitigation measures, which may include excavation and recovery of the item

v) A precautionary approach will adopted in the application of these procedures 474. At the Temple of Literature, prior to tunneling, the contractor shall undertake the following:

i) Consult with managers of Temple of Literature and DCI prior to commencement of construction to inform them of construction schedule and activities and identify requirements for specific mitigation measures to minimize air, noise, or traffic impacts in addition to those already required in the EMP.

ii) Establish a photographic record of the fence and gates, especially at ground level.

iii) To monitor settlement, install inclinometers along the fence, the gate and other structures closest to the flower garden. These inclinometers shall be left in place

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for 2 years after construction and regularly monitored. iv) Install a vibration recording device and undertake continuous monitoring for the

period when the TBM is traversing the Temple of Literature. v) Adjust tunneling speeds and periodicity should the vibration monitoring indicate

excessive vibrations. 475. Should the monitoring indicate that settlement has taken place based on photographic record, inclinometer reading and depending on the severity, the following remedial measures shall be applied, as appropriate:

(i) Fill the garden area with soil and re-level the ground;

(ii) Re-install the fence and supports;

(iii) Jack-up the building(s) and rebuild the base with cement forms or engineered earth;

(iv) Repair cracks and re-plaster walls.

ii. Operational Effects

476. Metro access to the Cat Linh Pagoda and Temple of Literature will provide added visitation to these important cultural sites.

l. Social Conflicts

477. 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 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.

E. Greenhouse Gas Emissions

478. 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 5.17. Based on the current power generation mixture source for Ha Noi, 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.

Table 5.17: Estimated project GHG emissions (CO2equivalent/yr) by year 2030

Power

generation

Generating capacity

which corresponds

CO2e/yr per

MW (metric

%electricity

used by Hanoi

Electricity for

Hanoi MRT3c

Hanoi MRT3

CO2e/yr

149

type to 100,000 MT

CO2equivalent/yra

ton) from national

gridb

(MW) (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

479. 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. 480. 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 for N32, Cau Giay and Kim Mah Streets and the sites of the underground stations. The spatial boundary also includes the northwestern and downtown areas of Hanoi, particularly within 1 to 2 km direct influence-walking distance from the stations. Within these areas, bus re-routing is expected so as 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 Ha Noi for Line 1 to be constructed from 2012 to 2017; northern and central Ha Noi for Line 2 (2014 to 2019), central and southwestern Ha Noi for extension of Line 2 (2020 to 2025), southern Ha Noi for Line 3 extension (2014 to 2019), central Ha Noi for Line 4 (2020 to 2025), and central and southwest Ha Noi for Line 5 (2020 to 2025). Given this data, the temporal boundary extends up to 2025. 481. The Project’s potential impacts are considered with respect to valued environmental components (VEC) in the categories of physical, biological, socio-economic, and physical cultural resources. The VECs identified for the Project’s cumulative impacts are air quality, noise and vibration, geophysical (hydrogeological), arboricultural resources, land use, traffic management, socio-economic aspect, heritage resources, and human health. These VECs were selected based on the predicted impacts that may occur due to Project implementation and the concerns raised by stakeholders during public consultations.

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482. Impacts on air quality will occur during construction and operation. Although construction will proceed over approximately five years, the duration of work at specific sites along most sections of the viaduct, with the exception of the tunnel section, will be much shorter. Consequently, although gaseous emissions and fugitive dust may be elevated in proximity to active work sites, this impact will be short-term and localized to the immediate vicinity of the alignment. GHG emissions may increase as a result of project construction activities (i.e., vehicle and equipment operation, concrete production). However, given the Project’s relatively minor contribution to air contaminants and GHG emissions during construction, the overall significance of both these potential residual effects is low. Project operation is expected to have a positive effect on air quality and specifically, GHG emissions based on the anticipated reduction in vehicle use. Given this, the Project’s cumulative impacts particularly during the operation of the other metro lines will be low. The operation of the Project and other metro lines are expected to improve the air quality in the greater Hanoi area. 483. During construction noise and vibration assessment noise levels in the immediate proximity of most viaduct and station work sites are expected to increase by 5 to 10 dBA adding to the already high existing traffic noise. The duration of this exposure will be relatively brief, except at the portal of the tunnel section which will experience intermittent elevated noise levels over an extended period during tunnel excavation and installation activities. This exposure represents a temporary, localized, adverse residual effect of moderate to high level of significance for affected receptors. While building damage due to ground vibrations is unlikely, there may annoyance to spatially located receptors during construction. Ground-borne noise may be generated during tunnel excavation and station construction from Kim Mah to Hanoi Railway Station. This exposure represents a temporary, localized adverse impacts of low to moderate significance for affected receptors. 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. 484. The hydrogeological assessment concluded that the underground section will not be an obstacle to groundwater flow because it is far too small a structure to form a significant barrier. Large scale dewatering of the underground section is not likely to occur because past and current heavy pumping of the lower aquifer, particularly at the Ngo Sy Lien well field which overlaps with the underground section, has reduced the groundwater pressure to near the bottom of the structure. The underground structures, both tunnel and stations will be “water-tight”. Only a small amount of seepage is anticipated in the tunnel (0.5 l/s/km). The upper aquifer consists of a series of lenses and thin layers of silty sand with poor lateral extension and connection. Therefore, it only has a very limited water-bearing capacity, and not many people rely on it for their water supply, especially, most of the people living in the areas around the underground section. They receive public water supply rather than have their own private wells. Moreover, according to the borehole report, the upper aquifer does not exist around the underground section. Regional subsidence has occurred due to the drawdown of the lower aquifer. There is an expected subsidence (2-5 cm) along the tunnels extending over a 20 m zone of influence. The EMP includes a survey program to monitor the background subsidence rate along the project line. Based on the results, suitable mitigation measures including a

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corrective action plan, will be developed and implemented to avoid or minimize damage to properties. The project is not expected to have any residual effect on hydrogeology, groundwater flow regimes or groundwater quality. 485. Arboricultural resources in the form of trees will be removed during clearing along Thu Le Lake prior to Project construction, including landscape and street trees along Kim Mah near the tunnel portal and storage sites. Impacts will be mitigated by protecting trees to be retained and replacing trees (HRB has indicated a 1:1 replacement), where possible, along the alignment. The duration of adverse impacts will vary from short-term in areas where trees are to be replaced to long-term where trees will be permanently displaced. Cumulatively the more trees planted in the ROW will add to local aesthetics and help in reducing GHG emissions. The overall significance of the potential cumulative impact, given the implementation of effective mitigation measures, is expected to be low. 486. Land use/traffic management concerns expected during construction will be addressed through implementation of site-specific mitigation measures as required in the EMP. These measures will address temporary disruptions to land use and access in the vicinity of the alignment such as road and sidewalk closures, traffic delays and detours, parking modifications, and increased volumes of construction–related traffic. A positive Project cumulative effect is expected from improved traffic movement along the alignment once construction is completed. Since the Project will be built along existing road corridors, it will not conflict with existing or planned land use. 487. For the socio-economic conditions prior to construction a number of residences and businesses will be required for station construction resulting in resettlement and lost income. Compensation will be provided to ameliorate these impacts. During construction, however, adverse impacts such as localized disruption of vehicle traffic, parking, cycling and pedestrian movements and public transit bus service in areas along the alignment, and elevated levels of gaseous emission and fugitive dust in proximity to work sites, elevated noise and vibration levels and visual impacts will occur. These short-term effects will be mitigated by providing alternate travel routes or alternating traffic movements and, where possible, access to businesses, schools and residences. However, upon completion of construction, 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. 488. With regard to physical cultural resources, the project’s underground alignment will traverse the Temple of Literature. Although the Van Mieu Station (#11) has been moved 100 m to the east of the Temple of Literature, its west bound tunnel will pass under the sidewalk in front of the Temple. The zone of influence, estimated from 20 m to 50 m, extends under the Temple fence and into the flower garden, but not into the Temple structural area. While tunneling is not expected to adversely affect this important facility, a number of inclinometers and a vibration monitoring machine will be set in place at the Temple area. Appropriate adjustments on tunneling speeds and periodicity shall be made based on the monitoring results to avoid damage to the facility. There may be a long-term cumulative effect from subsidence, but it should occur outside the main temple area. A set of remedial measures has been developed and included in the EMP should the facility exhibit excessive settlements. 489. Based on the foregoing, the Project’s adverse cumulative impacts are expected to be

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low. The Project will result to 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. 490. 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. The land-use northwest of the Depot is dominantly agricultural (flower and market garden production) and light residential. The southern extension of the Project will be underground in the urban area of Hanoi and elevated into the suburbs where there is a mix of residential and agricultural land-use. The negative impacts are associated with: (a) ever expanding urbanization requiring services and energy, (b) increased land prices, (c) loss of high quality agricultural land to developments such as commercial and residential, (d) rice production areas will be lost to market garden and flower production, (e) added travel time for market garden and flower growers to go into the city as production is forced further west and south of the line since farmers will not be able to take advantage of the Project because the train schedule will not commence until 6 AM, currently they travel into the city at from 4 AM to 5 AM, and (f) construction and operational impacts cited for the current project. 491. 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, (b) protecting the highest and best quality agricultural land closest to the city, and (c) applying land price controls that allow displaced farmers to purchase land commensurate with compensation received. 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 condition within the locality. This can be considered a positive benefit from the Project. Further, by providing an effective means of alternative transportation for residents and businesses, it will support regional for 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, private vehicle use. Earlier train schedules could provide the farmers with an improved and cheaper way to get their produce to the downtown markets. Over-all, project benefits will be derived from improved travel time into Hanoi for students and office workers and a reduction in vehicle use that 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 plan by the General Department of Land Administration under MONRE as specified in the EMP.

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VI. ALTERNATIVES

A. Introduction

492. Like other big cities in developing countries, Ha Noi is facing problems of urbanization and the pressures of public service and poor basic infrastructure. The current Ha Noi urban transport system cannot provide enough services to satisfy the needs of industrialization and modernization of the city. The urban issues, such as traffic jams and air pollution, have become serious, worsening the quality of life of the local population and creating obstacles hindering the city’s development. A new form of public transport is required.

B. Corridor Conditions

493. Currently, the east-west corridor is an important part of the Ha Noi transport network. It is served by high frequency, well utilized public transport system in the form of buses including the Route 32 bus, and carries large volumes of private vehicles. Passengers along the east-west corridor have a range of origins and destinations with a strong west to east movement pattern in the morning peak and a strong east to west pattern in the evening peak as passengers travel from home to work / university and work / university to home respectively. Trips to universities and employment along the corridor are the most important origins and destinations for passengers travelling on the bus network. 494. Despite its importance, available capacity on this corridor is low. Sections of the road network are already operating above capacity and a relatively small shift from the predominant mode of motorbikes to cars will ensure that capacity constraints are exacerbated. In 2004, Xuan Thuy Street was nearing capacity in both directions, while Kim Ma Street was above capacity in both directions during the afternoon and morning peak hours. The future the number of trips per day and the number of passengers on the east-west corridor is expected to increase in line with expected growth on the overall Ha Noi transport network and expected growth in residential population and development of new educational and employment facilities in the western districts of Ha Noi. Such growth will arise from changing land use, particularly increased urbanization in the west of Ha Noi, higher standards of living and disposable income, and population growth. 495. Modeling on the Ha Noi transport network indicates that without implementation of the urban rail system, growth in the number of car trips will be significant, decrease in the modal share of motorbikes will be less and gains in public transport usage will be more modest compared to the scenario if the urban rail network, including the project on the east-west corridor, is developed.

C. Alternative Transport Modes

496. A range of alternative transport modes was considered as part of project development as described below. 497. Road based systems such as buses, mini-buses and guided road based systems were eliminated from further consideration because of their inability to meet estimated

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passenger demand on the route and because of conflicts with existing traffic that would arise from a mixed-circulation transport system. 498. Rapid bus transit systems that are being developed in other parts of Ha Noi were not considered suitable in the project area because of the magnitude of road space required to develop the facilities to support these systems. 499. Systems operating on protected or dedicated transport rights-of-way (i.e. partially or fully removed from the traffic stream) were considered in more detail. Of these, three systems: tramways, Light Rail Trains (LRT) and Metro systems were considered able to meet projected passenger demands on the east-west corridor. The main difference between these three systems relates to their capacity:

(i) Tramway = 2,000 to 10,000 passengers/hour/direction

(ii) LRT = 6,000 to 30,000 passengers/hour/direction

(iii) Metro = 20,000 to 60,000 passengers/hour/direction

500. The higher capacity of the Metro system relates to the higher frequency of service that is possible and the larger number of passengers that can be accommodated in each car. 501. An evaluation was carried out against a range of criteria including technology; accessibility and comfort; constraints associated with construction; investment costs; flexibility into the future; ease of maintenance and robustness/design life. 502. The Metro system was selected as the overall best option because of its greater flexibility into the future (i.e. ability to increase capacities of system); its longer design life; energy efficiency; high levels of previous experience in implementation; integration with future transport planning and a lower investment cost when compared to the capacity provided by the system.

D. Alternatives within the Project

503. Between Nhon and Cau Giay the alignment traversing NR 32 was selected as the preferred option. Three other route options and three route alignments were examined and rejected due to significant land acquisition, disruption of residential development and resettlement impacts. 504. Prime Ministerial Decision 173/TTg-CN in February 2005 relocated the eastern terminus to the Ha Noi Railway Station (HRS), thus reducing the length of the line by 2.5 km and requiring the eastern terminus of the line to be underground. 505. Following selection of the route alignment, four line placement options were considered

(i) Option V1A: Line located on elevated viaduct from Nhon terminus to the Swedish Embassy on Kim Ma, and then in an underground tunnel to the Ha Noi Railway station using a Metro type rail system on a dedicated route.

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(ii) Option V1B: Line located at-grade from Nhon terminus to 3rd Ring Road, then on an elevated viaduct to the Swedish Embassy on Kim Ma, and then in an underground tunnel to the Ha Noi Railway station using a tramway system on a shared route for the at-grade sections.

(iii) Option V1C: Same as for Option V1B, but using a Metro system on a dedicated route.

(iv) Option V2: Line located at-grade from Nhon to the Swedish Embassy on Kim Ma, and then in an underground tunnel to the Ha Noi Railway station using a tramway system on a shared route for the at-grade sections.

(v) Options V1B and V2 involved a tramway system operating on substantial lengths of at grade route involving mixed circulation with the existing traffic stream. These options were eliminated from further consideration due to congestion and performance issues associated with a mixed circulation tramway system.

(vi) Option V1C was discounted from further consideration because even though it involved a system operating on a partially dedicated route, significant changes to traffic management particularly at intersections and pedestrian crossings would have been required and operating efficiencies and travel times would have been lower than Option V1A.

(vii) Option V1A was therefore selected as the preferred option.

E. Do-Nothing or Do-Minimum Option

506. 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. Traffic congestion and road safety would continue to worsen resulting in social and economic impacts as travel speeds on the important east-west corridor 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.

Project Justification

507. Congestion constrains the long-term attractiveness and potential impact of the regular bus service. The Project, avoiding congestion problems, appear to be an excellent alternative for public transport. The construction of the Project will offer a more equitable access to transport choices for passengers wishing to access employment, education or commercial facilities. 508. Development of a new high capacity, high frequency public transport system on the east-west corridor 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 removal of cars, buses and motor bikes in favour of this mode of transport will reduce GHG and ameliorate negative climate change conditions.

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509. The project will therefore be of benefit to the population in the project area and to the western area of Ha Noi.

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VII. INFORMATION DISCLOSURE, CONSULTATION AND PARTICIPATION

A. Introduction

510. Public involvement is an iterative process and continuity of effort is an important part of due diligence for any major project. Therefore, this section presents the public involvement program for the project in three parts: one, the work carried out until 2007 and documented in the IEE; two, the efforts reported in the ADB Draft Poverty and Social Analysis and the GOV Supplementary EIA 2009 and; three, consultation carried out under this EIA where documented, the anticipated program planned for pre-construction, construction and operational stages of the Project.

1. Public Consultations (2006-2007)

511. There is a high level of awareness amongst the general community in relation to the concept of an east-west urban rail line along Kim Ma to the Ha Noi Railway Station. Information on the project has been publicized in local newspapers and television reports. 512. During preparation of the GOV EIA (2007), a series of public consultation events were undertaken to meet GOV legislative requirements for EIA preparation. While these events were limited in their scope, they provide an initial overview of the types of issues identified by the local community as requiring detailed consideration in the environmental assessment process. These issues are described in Table 7.1.

Table 7.1: Consultation activities undertaken as part of GOV EIA Event Date Participants Arranged By

Households survey by questionnaires: - to gather information

on their income and living conditions

- to gather information about existing transport conditions and environmental status in the local area;

- to get their resettlement preference;

- to get their opinions about whether the project should go ahead

8 June – 12 June 2006 100 out of 193 households along the route to be relocated . The households were drawn from three affected groups: (i) farming

households; (ii) business

households; (iii) households living

in the land proposed for rail stations and project electricity stations

GOV EIA Consultants (CEPT)

Consultation with representatives of PCs and Fatherland Fronts of communes and wards where project located by correspondence

21 November -18 December 2006

District PCs: Hoan Kiem, Cau Giay

District FFs: Dong Da, Ba Dinh, Cau Giay, Tu Liem District Division of

GOV EIA Consultants (CEPT)/HRB

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Event Date Participants Arranged By

Environment: Ba Dinh

PC &FF of wards/communes: Tran Hung Dao, Cua Nam, Van Mieu, Quoc Tu Giam, Cat Linh, Van Chuong, Giang Vo, Kim Ma, Ngoc Khanh, Quan Hoa, Dich Vong, Dich Vong Hau, Mai Dich, Cau Dien, Phu Dien, Minh Khai, Tay Tuu.

a. Summary of Outcomes of Public Involvement Activities

513. Table 7.2 contains a summary of the outcomes of consultation activities carried out and identifies where the issues have been addressed in the IEE.

Table 7.2: Summary of outcomes of consultation activities

Issue Category Specific Issues Raised

Raised by Whom Reference to Discussion in 2007 IEE

General opinions Consent for the construction to go ahead

97/100 surveyed households

Noted

Agreement with main content of the project

All PCs and FFs participants Tran Hung Dao Ward FF

Noted

The number of, distance between, and the location of, stations is reasonable

Cat Linh Ward FF Noted

Tunnel construction for the section from Cat Linh to Ha Noi Railway Station is justifiable

Cat Linh Ward FF Noted

Visual amenity of the structure should be paid due attention

Tran Hung Dao Ward FF, Ba Dinh Ward FF

Visual amenity and landscape values discussed in Section V.C.5

The construction should be completed as soon as possible and to schedule

Tran Hung Dao Ward PC, Ba Dinh Ward FF, Giang Vo Ward FF, Kim Ma Ward PC, Dich Vong Hau Ward PC, Dich Vong Hau Ward FF

Project implementation schedule presented in Section II.H

Wastefulness and corruption during project implementations should

Hoan Kiem District PC Noted

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Issue Category Specific Issues Raised

Raised by Whom Reference to Discussion in 2007 IEE

be eliminated Economic efficiency of the project should be carefully considered

Ngoc Khanh Ward PC Results of preliminary economic analysis presented in Section II.G

Information disclosure and public awareness should be promoted, particularly for population in directly affected areas.

Van Mieu Ward FF, Dich Vong Ward FF

Public involvement activities discussed in Section VII.C

Design issues It is desirable that the entire line be constructed underground

Cau Giay Ward FF Project alternatives are discussed in Section II.C

Shorten the route length if possible

Giang Vo Ward FF Project alternatives are discussed in Section II.C

Station 5 and Station 6 are located too close to each other

Mai Dich Ward PC This issue will be investigated during detailed design,

It is desirable to reduce the route bend between Station 12 and Station 13

Van Mieu Ward FF This issue will be investigated during detailed design,

General environmental comments

Potential impacts should be discussed in greater details

Van Mieu Ward FF Potential impacts discussed in Sections IV and V.

Mitigation measures should be fully developed

Tran Hung Dao Ward FF, Quan Hoa Ward PC

Proposed mitigation principles discussed in Sections IV and VI.

Environmental management and mitigation measures should be duly implemented

Tran Hung Dao Ward FF, Van Chuong Ward FF, Cua Nam Ward FF, Van Chuong Ward FF

Responsibilities for EMP implementation discussed in Section VI.D

Issues during Pre- construction Phase

Borders for land acquisition purpose should be delimited as early as possible to minimize residents’ anxiety

100/100 surveyed households

Issue to be addressed in Project RP

Land acquisition and resettlement issues should be addressed adequately

100/100 surveyed households Ngoc Khanh Ward PC, Mai Dich Ward PC, Minh Khai Commune FF

Land acquisition and resettlement issues discussed in Section V.C.3 and will be further addressed in Project RP

Issues during Construction Phase

Safety of construction activities should be ensured

Hoan Kiem District PC, Giang Vo Ward FF

Health and safety assurance during construction discussed in Section VI.

Safety issue for the surrounding properties and structures, including land subsidence, should be carefully addressed

Cua Nam Ward PC, Van Mieu Ward FF, Giang Vo Ward FF

Land stability and subsidence discussed in Section VI.

Effective anti-flooding and drainage measures should

Cat Linh Ward FF Anti-flooding and drainage measures discussed in

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Issue Category Specific Issues Raised

Raised by Whom Reference to Discussion in 2007 IEE

be in place Section VI. Dust generation should be minimized

Minh Khai Commune FF

Dust control discussed in Section VI.

Noise and vibration should be minimized

Ngoc Khanh Ward PC, Minh Khai Commune FF

Noise and vibration control discussed in Section VI.

Solid waste management should be paid due attention

Ngoc Khanh Ward PC Solid waste management discussed in Section VI.

Impacts on the commercial activities of population along the route should be assessed

Dich Vong Ward PC Disruption to commercial activities discussed in Section IV.

Security and social order associated with workers presence should be paid due attention

Dich Vong Ward PC Principles to minimize disruption to community structure discussed in Section VI.

Issues during Operation Phase

Passengers safety must be guaranteed

Mai Dich Ward FF Health and safety of project users discussed in Section VI.

Solid waste management should be paid due attention

Cau Giay Ward PC Solid waste management principles discussed in Section VI.

Wastewater management should be paid due attention

Cau Giay Ward PC, Minh, Khai Commune PC

Wastewater treatment discussed in Section VI.

Water drainage for the route should be effective

Ngoc Khanh Ward PC, Minh Khai Commune PC

Flooding and drainage issues discussed in IEE Section VI.

Noise should be minimized

Mai Dich Ward FF, Cau Dien Commune FF, Phu Dien Commune FF

Noise control discussed in IEE Section VI.

b. Consultation with GOV Authorities during IEE Preparation

514. In addition to the public consultation activities described in the preceding sections, discussions with GOV authorities were carried out throughout the IEE preparation.

Table 7.3: Consultation outcomes with GOV authorities Authority Date of

Consultation Name of Officer(s) Key Outcomes of Consultation

Department of Environment, MONRE

19 July 2007 Mr Hoang Minh Dao Director, Department of Environment

Ms Tran Thi Hanh Officer, Department of Environment

Overall guidance on appropriate criteria for noise and vibration control is found in the Minister’s approval decision for the GOV EIA and HRB must follow that decision during construction and operation

Recognize in practice that because of high and growing existing ambient noise levels difficult to meet ambient criteria contained in TCVN 5949:1998 and recommend that HRB

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Authority Date of Consultation

Name of Officer(s) Key Outcomes of Consultation

adopts an approach to ensure noise levels generated during construction do not exceed existing ambient noise levels as far as possible

In terms of operation stage noise control, recognize practical difficulties in meeting TCVN 5949:1998 ambient criteria and ask that HRB makes recommendations to HPC on how to control operational stage noise levels and proposed allowable noise levels; HPC and MONRE can then formally consult on this issue to develop project specific approach

Advise that recommendations are also made from HRB to HPC on proposed approach to vibration control during construction and operation so that HPC and MONRE can formally discuss project specific approach to this issue

Advised that in 2009 / 2010 all TCVN noise standards will be revised

Ha Noi Department of Natural Resources, Environment and Land Management

19 June, 2007

Mr Dang Duong Binh Director

Hydro-meteorological and Environmental Management Division

Mr Ngo Thai Nam Deputy Director Environmental Management Division

Confirmed that MONRE is the approval agency for the project and that approval was issued 1 June 2007

Land acquisition and resettlement issues need to be carefully considered in assessment

Integration will be required between a number of departments of the HPC during project development and implementation

Flood issues during construction and operation should be considered

Traffic management during construction is a major issue and

requires consultation with TUPWS; there will need to be a detailed traffic management plan developed which will be implemented by TUPWS and the local police

During construction DONRE will carry out environmental monitoring and report to VEPA

Dust generation during construction is a major concern; recent monitoring has shown highly elevated levels of dust throughout

Ha Noi and in the project area

There needs to be a strong environmental management and monitoring system and clear requirements for the contractor to control dust and other pollutants

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Authority Date of Consultation

Name of Officer(s) Key Outcomes of Consultation

DONRE requires institutional strengthening in terms of its environmental monitoring capabilities

Communication with local community will be very important during construction; need to avoid public discontent with project impacts and be aware that complaints from the community are common for construction projects in Ha Noi

Reuse of spoil should be considered

Portable toilets required on construction site for workers

Project may affect upper groundwater layer and need to consider implications of this although note that municipal groundwater supply unlikely to be affected; DONRE has data on groundwater in 90 boreholes throughout Ha Noi

Need to consider operation stage noise and vibration controls

Project should be accessible for disabled people

Confirmed role as managers of heritage relics in the project area

Temple of Literature is considered to be the most important heritage item in the project area and has national significance;

DCI hopes to nominate the site for World Heritage listing in the near future

Ha Noi Department of Culture and Information

21 June, 2007

Mr Nguyen Duc Hoa Deputy Director of the DCI

Mr Dang Kim Ngoc Director of the Temple of Literature Management Board

Known Temple of Literature complex is bordered by brick wall and covers approximately 50,000m2; when excavations have been carried out within this area archaeological relics have been found to a depth of 5 to 6 m

No studies have been carried out outside the walled complex but DCI considered it likely that archaeological relics could exist to depth of 5 to 6 m

Other relics in the project area include Mai Dich pavilion, Cat Linh pagoda, Bich Cau temple

Three of these items, Temple of Literature, Cat Linh Pagoda and Bich Cau temple, will potentially be affected by underground tunnelling works; impacts may be significant as structures are mostly made of wood and bricks

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Authority Date of Consultation

Name of Officer(s) Key Outcomes of Consultation

Concerned about vibration impact on structures during construction; supports for lakes in the Temple of Literature complex are constructed of bricks and may be adversely affected

Concerned about disturbance of as yet unidentified underground items during construction period

Concerned about effects on tourism activities at Temple of

Literature which attracts 800,000 to 900,000 visitors each year

Station should not be located too close to main entrance of

Temple of Literature because of amenity effects during construction and need to maintain links between heritage complex and Van Lake opposite

Concerned about long term operational effects from train induced vibration

Short term impacts may occur in terms of dust, noise and traffic but can be managed

Impacts from shallow tunnelling likely to be greater than those from deep tunnelling; recommend if possible that deep tunnelling methods be used in vicinity of Temple of Literature that avoid disturbance to a level of approximately 6m

According to Vietnamese regulations text excavations will be required prior to the commencement of construction to determine the likelihood of encountering archaeological relics; such relics can then be removed and preserved

DCI staff may be able to take part on excavation work as cultural consultants

Request further information on the project to allow more detailed analysis to be carried out

In general supports project but requires management of construction stage impacts; concerned about effects of shallow tunnelling on groundwater and municipal water supply

TUPWS requests to be involved in development of detailed construction traffic management plans for the project and requests that once the construction contractor has been selected the

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Authority Date of Consultation

Name of Officer(s) Key Outcomes of Consultation

draft management plan is provided to them for review and discussion

Ha Noi Department of Transport Urban Public Works and Services (TUPWS)

5 July 2007 Mr Le Huy Hoang Manager Planning and Investment Department

Maps exist showing the presence of UXO in the Ha Noi urban area; HRB needs to make a formal request to TUPWS to access this data

Project will involve a large amount of waste spoil – TUPWS confirms that the Lam Du dumpsite is now closed and can therefore not be used to accept waste from the project

To date there is no alternative dump site in Ha Noi where construction waste could be disposed – Nam Son is nearing capacity and primarily accepts municipal waste and is too far from the project site (68 km); TUPWS and others are currently working to identify alternative site

Supports proposal to reuse as much spoil as possible but notes some material will probably require disposal; HRB should initiate discussions with districts and communes where filling of low land is being carried out to identify possible reuse sites

TUPWS is responsible for water and sewer services and will need to provide their agreement to management of these services during construction; other service providers (telecommunications and electricity) need to be contacted separately

TUPWS is responsible for tree planting and requirements to remove trees during construction should be discussed with them and the appropriate approvals obtained

2. Public involvement (2008 to 2010)

2008 Poverty and Social Analysis Results

515. The ADB Draft Poverty and Social Analysis Study (2008) carried out surveys that, although providing important data on the socio-community profile of the project corridor, can be considered a component of project public consultation. The study carried out the following:

Meetings with stakeholders (district and commune people’s committees, Ha Noi People’s Committee, local organizations such as women’s unions, commune health centers, Department of Labour, Invalids and Social Affairs (DOLISA), Central Women’s Union); meeting with Ha Noi bus company representative;

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Meetings with affected persons and site visits;

Preparation and implementation of a survey among affected persons (household questionnaire).

516. A socioeconomic survey (SES) was conducted among 493 APs in all the project components. Results from the SES, highlighted in Table 7.4, show that, among affected persons, the motorbike is by far the most used means of transport, especially for men. However, public transport is used by, respectively, 59.5% of students and children, 12.2% of women and 5.5% of men. This confirms that students are the ones who use mainly public transport. However, more than twice as many women as men use public transport.

Table 7.4: Means of transport used by APs to go to Ha Noi center

Surveyed To go to Ha Noi center, what type of transport do you use? persons Motorbike Bicycle Public transport Other

persons % persons % persons % persons % Men 182 168 92.3 3 1.6 10 5.5 1 0.5

Women 180 145 80.6 13 7.2 22 12.2 0 0.0 Students/ Children

131

10 7.6 43 32.8 78

59.5

0 0.0

Total 493 323 65.5 59 12.0 110 22.3 1 0.2

Source: SES, 2008

517. More and more people, in the project area, experience traffic problems when they go to Ha Noi. Table 7.5 indicates that the main problems are congestion, followed by the environment (air quality problems) and safety. Congestion is experienced by users of all means of transport. However, air pollution and safety hazards increase with the use of motorbikes. In addition, during the rainy season, the use of motorbikes is even worse.

Table 7.5: Problems met by APs mommuting to Ha Noi center

Surveyed HH

What kind of problems do you currently encounter when going to Ha Noi center?

Loss of time in traffic

Air pollution Risk of accident

HH % HH % HH % Total 181 90 49.7 61 33.7 30 16.6

Source SES, 2008

518. People want to use public transportation; however, problems of congestion and crowded buses are hampering this means of transport.

a. Willingness to Pay

519. In the feasibility study, it is indicated that the price of a metro ticket will be the same as a current bus ticket (3000 VND). If this is the case, it would be normal

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for 95% of the people interviewed to be willing to pay to use the metro.It is likely that, if the price remains the same, the use of the metro will be favoured by the population due to the reasons explained above. If the entire population can afford the price of a ticket, the metro will be a very advantageous transport alternative for the population located in the western suburbs of Ha Noi to reach Ha Noi Center as evidenced in Table 7.6.

Table 7.6: Willingness to pay for the Metro

Surveyed HH

Are you willing to pay for the metro (same price as the bus)?

Yes No HH % HH % Total 181 172 95.0 9 5.0

Source SES, 2007

B. GOV Supplementary EIA

520. In the 2009 GOV Supplementary EIA a public consultation program was conducted in 50 households, using a questionnaire, in the three areas (1. Voi Phuc, 2. Swedish Embassy to Cat Linh Street; and, 3. Railway station on Tran Hung Dao Street) covered by the tunnel section of the project). The results are provided in the following tables:

Table 7.7: General description of the interviewed households

Total number ofhouseholds

Total of peopleAverage

householdsize

Number ofemployee

Average numberof employee per

households 50 237 5 121 2

Table 7.8: Occupation of the interviewed households

Total number of

households

Worker and official of

State

Serviceand

vendors

Craft and related trader

workers Retired

Average of householdincome

(million/month/person 50 28 44 0 44 1.97

Table 7.9: Water utilization of interviewed households

Total number of households

Piped water Well-water River water

50 50 0 0 100% 100% 0% 0%

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Table 7.10: Housing Condition of the interviewed households

Total number of households

Level 1 Level 2 Level 3 Level 4

50 0 4 30 16 100% 0% 8% 60% 32%

Table 7.11: Proportion of households having land-use certificate

Total number of

households

Title-deed Non title-deed

Amount % to Total Amount % to Total

50 47 94% 3 6%

Table 7.12: Opinion about living environment

Total number of

households

Pollution exists

Type of polluted environment

Yes No NoiseDust and

waste

Awfulwater

quality

Low and dam

Near market and coach

stations 50 50 0 44 33 15 2 2

Table 7.13: Preferred mode of resettlement

Total number ofhouseholds

Centralized By Himself Temporary

resettlement (to return)

50 30 9 11 100% 60% 18% 22%

Table 7.14: Comment on resettlement compensation

Total number ofhouseholds

Agree Against No comment

50 1 0 49 100% 2% 0% 98%

Table 7.15: Opinion about the Project

Total number ofhouseholds

Agree Against No comment

50 37 0 13 100% 74% 0% 26%

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521. Other than provide the tables the GOV Supplementary EIA did not provide analysis or comment on the results of the questionnaire.

C. EIA Consultation 2010

522. This EIA, carried out under a “Due Diligence” assessment, had a limited time frame, 60 days, within which to address the environmental issues of the project. The requirement to carry out additional consultation was initiated through HRB in mid March, 2010. Based on the time to draft letters and send them to the respective districts it is normal for a period of 45 days ( pers communication, Mr. Lam, HRB) to receive a meeting time and location that encompasses all levels of affected stakeholders in the project. 523. Nevertheless, a letter, a 3 page project information write-up along with an 18 slide power point presentation was prepared, translated into Vietnamese, and sent to HRB for approval and distribution to district officials. Information included project details (location, components, implementation schedule), anticipated environmental impacts and proposed mitigation measures. 524. HRB, requested the district officials to convene stakeholders (affected households, local officials, etc.) for consultation and two public meetings were held on 22 and 24 April 2010. A third meeting was proposed to take place with Ba Dinh District, but could not proceed due to the unavailability of officials to arrange the meeting within the time frame for submitting the draft of this document. 525. The first meeting involved 36 representatives from the Ba Dinh District that is traversed by the tunnel section; the second meeting with 49 representatives was in the Cau Giay District which is in the viaduct section. 526. The meetings were held at the People's Committee offices, design drawings were posted for review and the sessions were chaired by the HRB. Systra consultants provided a power point presentation on the project design and construction. The environmental presentation was next followed with a question and answer session. Each participant was provided with project information sheet and a sheet to write comments. 527. The following are the results and documentation of the oral and written comments.

Table 7.16: Results of Ba Dinh District meeting Number of participants and groups represented:

Total 36 participants in which, local residents (21), commune and village officials (15)

Date of consultation: 22 April 2010Venue: Meeting hall in Ba Dinh district Environmental issues raised - Dust and noise during construction and

operation phases could impact on local residents living along the alignment; During construction phase:

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- People worry on relocation of their houses and buildings and if they will be properly relocated; - Traffic jam may result due to construction works along the road alignment. This problem should be solved by: (i) proper construction methods; (ii) close coordination among agencies such as police in charge of traffic, Department of Transport and people’s committee at district and commune levels for traffic diversion to reduce traffic jam; - Vibration and soil foundation resettlement in both tunnel and viaduct section might happen and affect local intrastructure (houses, buildings and other public infrastructure) along the existing road. Proposed mitigation measures are: (i) conduct a survey of existing infrastructure condition before construction by photograph taken; (ii) proper compensation to affected house and other buildings should be considered by contractors and other relevant agencies;

Table 7.17: Results of Cau Giay meeting Number of participants and groups represented:

Total 49 participants in which, local residents (30), commune and village officials (19)

Date of consultation: 24 April 2010 Venue: Meeting hall in Dich Vong commune – Cau

Giay district Environmental issues raised – Traffic jam might increase at construction site

on the existing road. Construction activities along the road might reduce bussiness of local residents who are living along the road (Xuan Thuy, Cau Giay roads). There should be: (i) proper construction methods; (ii) close coordination among agencies such as police in charge of traffic, Department of Transport and people’s committee at district and commune levels for traffic divergence to reduce traffic jam; - Waste water generation during construction activities might spread out on the existing road surface and affect local environment and local residents as well as travellers. Mitigation measures for controling this type of waste water should be mentioned in tender document for contractors; - Construction activities might cause some other disorder in the local residents by appearance of workers. Information of construction’s implementation such as working progress, workers’s profiles, etc. should be

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disclosed to local authorities within district; - Project implementation agencies should try to speed up construction work progress, to reduce potential impacts;

D. Project Implementation Stage

528. During project pre-construction, construction and operation, public involvement activities will continue under direction of HRB. HRB’s commitment to ensure public involvement in the project implementation phase are shown in Table 7.17.

Table 7.18: 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 Ha Noi.

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.

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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VIII. GRIEVANCE REDRESS MECHANISM

529. Through establishment of a grievance redress mechanism (GRM), HRB shall promptly address affected people’s concerns, complaints, and grievances about the Project’s environmental performance at no cost to the complainant and without retribution. The GRM shall make use of the existing legal procedures of GOV. 530. HRB shall make public the existence of this GRM through public awareness campaigns. HRB shall also set-up a 24-hour hotline for complaints and the hotline shall be publicized through the media. Names and contact numbers of representatives of HRB, and contractors tasked to receive complaints shall be placed on the notice boards outside the construction site. Locally affected people may express grievances through the ward or district committees and these would be referred to HRB through the usual channels in those committees.

A. Legal Guidelines on Grievance Redress in the Environmental Field

531. Chapter XIV in the Law on Environmental Protection (LEP) passed by the National Assembly on 29 November 2005 gives detailed guidelines on inspection and resolution of grievances in cases of environmental damages or risks caused by projects or companies. Some clauses that relate directly to grievance redress in the environmental field are listed below.

(i) Clause 127 states that:

a) Individuals or contractors that cause environmental pollution or damage to communities, should compensate and restore the environment following the LEP and other relevant laws.

b) Head of organization or implementing agency, governmental officers, who covered-up violation of the LEP, causing environmental pollution or damage, shall be punished and shall be responsible for compensation according to the relevant laws.

(ii) Clause 128 provides the following general guidelines on a grievance redress mechanism:

a) Organizations or individuals have the right to complain to governmental authorities or to courts on any actions violating the LEP and/or adversely affecting their legal rights or benefits.

b) Citizens have rights to accuse the government authorities under the LEP for:

Actions causing environmental pollution, degradation or environmental risks.

Actions violating rights and/or benefits of the State, communities, citizens, organizations and individuals.

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c) Upon receipt of complaints or letters/petitions, concerned government agencies are responsible for review and resolution of the issues raised according to the legal guidelines in the LEP.

B. GRM to be Applied to the Project 532. The LEP (2005) details legal guidelines on the compensation for damages caused by the Project. The scope and mechanisms for compensation and resolution of damages in the environmental field through the following clauses:

(ii) Clause 130 provides identification of damages caused by environmental pollution and degradation:

a) Degradation of functions and properties of the environment.

b) Damages to health, life of people and legal profits of organizations/individuals caused by environmental degradation.

(iii) Clause 131 provides scope on determining damages/loss caused by environmental pollution or degradation, applicable provisions to the Project are as follows:

a) Loss of environmental functions and useful properties are divided into 3 levels:

Slight degradation

Serious degradation

Very serious degradation

b) Determination of degraded environmental components includes:

Determination of number of the degraded environmental components, types of ecosystems and affected species.

Damage levels of each environmental component, ecosystem and species.

Calculation of environmental damages is as follows:

- Calculation of direct and long-term damage due to environmental degradation.

- Calculation of expenditures for environmental restoration.

- Calculation of budget for mitigation or removal of the pollution sources.

c) Determination of environmental damages is implemented by an independent entity (third party) or thorugh coordination between the project (HRB/contractor) and affected sides.

(iv) Clause 132 provides for appraisal of environmental damage or functional degradation through the following requirements:

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a) Appraisal of environmental damages of the environment are implemented according to requests of complainants or agencies responsible for grievance resolution

b) Basis of appraisal of environmental damages are: letters of complainants, information, documentation, evidence related to damage compensation.

c) Selection of an appraising body should be mutually agreed to by the compensating and the grieving sides. In case of no mutual agreement, the agency responsible (e.g., People’s Committee at district or commune level, DONRE) for resolution of grievance will arbitrate.

(v) Clause 133 provides for the resolution of the complaint on environmental damages through the following three options:

a) Self – negotiation between related sides

b) Request arbitrator to mediate and resolve

c) Request court to resolve

533. Based on the above legal guidelines for providing compensation for environmental damages, the Project is subject to claims for all adverse impacts caused by project activities that damage the environmental quality or natural resources. The project implementing agency or their contractors will be responsible for compensation for damages and restoration costs of the environment.

C. GRM Stakeholders 534. In this GRM the following stakeholders are identified as follows:

(i) Community includes people of different groups who may be positively or negatively affected by the project during the pre-construction, construction and operation stages.

(ii) Project affected people (PAPs): people who may be negatively affected by environmental impacts generated by the project activities in the pre-construction, construction and operation stages.

(iii) Complainant: an individual or group of people with an environmental issue, concern, problem, complaint or claim that he, she or they want addressed and/or resolved.

(iv) Governmental authorities: governmental agencies responsible in state management on natural resources, environment, security and justice in the project’ provinces or at the central level. In this project, relevant agencies in resolution of grievances in environmental performance include:

a) People’s Committees (PCs) of communes, districts and provinces/city, Ha Noi Functional agencies of the PCs at commune level such as Section of Economy, Section of Natural Resources and Environment; Section of Agriculture- Forestry-Fishery; Section of Security, Resettlement Teams, etc.

b) Functional agencies of the PCs at district level: Division of Natural Resources and Environment; Division of Economy; District’s Police;

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Division of Agriculture- Forestry – Fishery, Division of Labor – Invalid and Society; District’s Resettlement Committees.

c) Functional agencies of Province’s PCs: Departments of Natural Resources and Environment (DONRE); Justice (DOJ), Agriculture and Rural Development (DARD), Labor- Invalid and Society (DOLIS); Departments of Public Security (DPS), Department of Planning and Investment (DPI).

d) Relevant ministries: Natural Resources and Environment (MONRE), Transport (MOT), Justice (MOJ), Labor- Invalids and Society (MOLIS) and Planning and Investment (MPI).

(v) Social - Political Organizations: Public organization in all communes, districts in the project area. The most relevant to this project are: Fatherland Front Committees (FFCs), Women’s Associations, Veterans’ Associations, Youth Associations, Associations of Farmers.

(vi) Social – Professional Organizations: include non-government organizations (NGOs). The most relevant for this project are Vietnam Union of the Sciences and Technology Associations (VUSTA), Vietnam Association for Conservation and Environment (VACNE), Vietnam Association for Environmental Impact Assessment (VAFEIA), Vietnam Association of Biology, Vietnam Association of Construction etc.

(vii) Project Implementing agency: in this project is the Ha Noi Railway Board (HRB) and/or its representative: the Project Management Unit 1 (PMU1) who is responsible for day to day management of the project.

(viii) Contractor: who has signed contract with HRB to implement any part of the project in the pre-construction and construction stages.

(ix) Third party: one or some governmental units or independent units who have functions to evaluate damages caused by the project to the PAHs and it is invited by the complainants or local PCs/local socio-political associations to resolve the claims in cases that the project implementing agency or contractors and complainants cannot resolve the grievances. In this project the third party may be the local Meditative Committee (Ban Hoa Giai in Vietnamese) (first step) or local and central courts (final step).

D. Steps in Grievance Redress Related to Environmental

Impacts for the Project 535. The GRM described below have been developed based on GOV’s legal guidelines. The GRM shall be publicized by HRB to ensure that local residents and other stakeholders aware of its existence. Information dissemination shall be through the public consultation program identified in the EMP. 536. HRB shall publicize the names and contact details of representatives from HRB, and contractors to whom complaints can be lodged.

1. Prepare a complaint

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537. Based on the legal guidelines any individual, household or organization (business unit, production unit, governmentor private office, etc.) can complain to HRB 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 the contractor or HRB 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 (HRB) 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 HRB or its 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.

538. To obtain a fast resolution of complaints, the complainant may ask local village/ commune officers (PC , FFC or Police) to prepare a Minute (lập biên bản in Vietnamese) with recording evidences of damages caused by the project activities. The signature of three groups are required: HRB 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

539. The complainant can directly submit their claims to representatives of the contractor and/or HRB (in case of verbal complaint) or send their grievance letter to offices of HRB 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 HRB. 540. Once a complaint has been received, it shall be registered by HRB/contractor and local PC. Within 2 weeks a reply in written form from HRB/contractor should be sent back to the complainant with a copy to the local PC. The reply letter shall include the following information:

(i) Registration of the complaint by HRB/contractor;

(ii) Proposal by HRB/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

541. It is the responsibility of the project owner/contractor to:

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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 MONRE. According to the Law, assessment unit should be mutually agreed to by both sides (the complainant and HRB or its contractor).

4. Assess the damages caused by the project activities

542. If the complaint is related to the project activities, representatives of HRB/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 communes’ PC. 543. 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 local PC may help them find a suitable assessment unit.

5. Select grievance resolution approaches and resolution of the complaint

544. Depending on the claims of the complainant and degree of adverse impact, HRB/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) HRB/contractor proposes a solution, based on the legal regulation and their assessment of the damages.

iii) The complainant and HRB/contractor negotiate.

iv) 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

545. After obtaining agreement of the complainant and the representatives of HRB/contractor on the degree of damages related to environmental impacts of the project, HRB or its contractor will immediately implement compensation to the complainant. The compensation may be in the form of money and/or property provision

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by (land, construction materials, house, apartment etc.), depending on the negotiation between both sides or by decision 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.). 546. The compensation, when implemented, shall be witnessed by representatives of the local communes’ PC. 547. 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 local PC. A summary of this documentation shall be provided to all the relevant parties: i.e., local PC, complainant, HRB/contractor as well as the media and court, in case they are involved in the resolution. 548. In case the complainant is not satisfied with the resolution and/or compensation proposed by HRB/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 549. To ensure that compensation of damages are properly implemented, this shall be monitored by the following agencies where a particular complaint has been filed:

i) Commune’ PCs

ii) Fatherland Front Committee (FFCs)

550. 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.

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IX. ENVIRONMENTAL MANAGEMENT PLAN

551. The goal of an environmental management plan (EMP) is to ensure that the mitigation and monitoring requirements, as specified in Section V 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. 552. Based on the project tendering program, the EMP details the measures to ameliorate construction-related negative impacts during pre-construction, construction and operation at the depot, viaduct and tunnel sections. 553. This section documents the environmental management plan (EMP) for the project and contains the following components:

i) Environmental mitigation plan

ii) Environmental monitoring plan

iii) Compliance monitoring

iv) Effects monitoring

v) Responsibilities and authorities for EMP implementation

vi) Suggested EMP reporting and reviewing mechanisms

vii) Anticipated budget requirements for EMP implementation

viii) Institutional and capacity building recommendations

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A. Environmental Mitigation Plans

Table 9.1: Environmental mitigation plan for the depot Environmental

Aspect/Concern Proposed Mitigation Measures Estimated

Cost 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.

$335/ commune

HRB Project Supervision Consultant (PSC), Project Management Support Consultant (PMSC)

HPC, AFD, ADB, EIB, DONRE, MONRE

2. Lack of mechanism to resolve environmental complaints due to project implementation

Prior to start of site works, HRB shall undertake the following:

a) establish a grievance redress mechanism (GRM), as described in the EIA

b) through public awareness campaigns, make public the existence of the GRM

c) set-up and publicize a 24-hour hotline for complaints

d) ensure that names and contact numbers of representatives of HRB and contractors are placed on the notice boards outside the construction site

HRB, PSC/PMSC HPC, AFD, ADB, EIB, DONRE, MONRE

3. Disruption to community services due to relocation of facilities (e.g., water supply)

a) Water supply pipelines, power supply, communication lines and other utilities shall be re-provisioned before construction works commence

b) Provisions shall be made to preserve the operation of current facilities in sufficient quantity and in agreement with the local community.

c) Re-provisioning shall be undertaken in coordination with the utility company.

d) Affected households and establishments shall be notified well in advance of such disruption.

HRB, PSC/PMSC HPC, AFD, ADB, EIB, DONRE, MONRE

4. Establishment of construction-related facilities

The following measures shall be implemented by the contractor prior to establishment of the following construction-related facilities. Such facilities include casting yard, laydown/storage sites, concrete batch plants, crushing plants, quarries, borrow areas, maintenance yard(s), etc.

HRB, PSC/PMSC HPC, AFD, ADB, EIB, DONRE, MONRE

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Table 9.1: Environmental mitigation plan for the depot Environmental

Aspect/Concern Proposed Mitigation Measures Estimated

Cost 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, crushers, 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. Preparation and implementation of environmental management action plans

Prior to start of site works, environmental management action plans in the form of the following specific management plans shall be prepared by the contractor and shall be submitted to the project supervision consultant 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, sourcing and transport of construction materials, 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, schools, hospitals, 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) 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 shall identify traffic diversion and management, 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.

Part of contractor’s bid cost

Preparation: Contractor Approval: PSC

HRB/PMU, PSC, PMSC

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Table 9.1: Environmental mitigation plan for the depot Environmental

Aspect/Concern Proposed Mitigation Measures Estimated

Cost Responsibility

Implementation Monitoring e) 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, etc.), establishment and operation of construction/worker’s camps, use of heavy equipment, transport of materials and other hazards associated with various construction activities.

f) 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. Air quality impacts due to gaseous and dust emissions

a) Strictly implement approved Dust Control Plan

b) Consider paving Road 70

c) Wherever possible, use electrically-powered equipment rather than gas or diesel-powered equipment

d) Position any stationary emission sources (e.g., portable diesel generators, compressors, etc.) as far as is practical from sensitive receptors;

e) Use only vehicles and equipment that are registered and have necessary permits.

f) Burning of wastes generated at the construction sites, work camps and other project-related activities shall be strictly prohibited.

g) Construction equipment and vehicles shall be well-maintained and shall meet national QCVN emission standards.

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 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.).

j) Provide temporary covers (e.g., tarpaulins, grass, etc.) on long term

Part of contractor’s bid cost

Contractor HRB/PMU, PSC, PMSC

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Table 9.1: Environmental mitigation plan for the depot Environmental

Aspect/Concern Proposed Mitigation Measures Estimated

Cost Responsibility

Implementation Monitoring materials stockpiles.

k) Concrete mixing areas at the Depot site shall be located at least 100 m from the nearest residential area.

l) Clean road surfaces of debris/spills from construction equipment and vehicles.

m) Install temporary fencing or barriers around particularly dusty activities in vicinity of sensitive receivers

n) 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, schools, hospitals and other sensitive receptors) are dry and dusty, spray water on the exposed surfaces to reduce dust emission.

o) All construction equipment and machinery shall be fitted with emission control equipment in full compliance with the national (QCVN) and local regulations.

p) 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.

q) Impose speed limits on construction vehicles to minimize road dust in areas where sensitive receptors are located.

r) Locations for stockpiling material at the depot area will be at least 100 m from the nearest residential sensitive receivers.

s) Undertake immediate repairs of any malfunctioning construction vehicles and equipment.

t) Discourage idling of engines

u) Provide prior notification to the community on schedule of construction activities

v) Implement 24 hour community complaints hotline

2. Noise impacts due to operation of construction equipment/ vehicles and various construction activities

a) Strictly implement of 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.

Part of contractor’s bid cost

Contractor HRB/PMU, PSC, PMSC

183

Table 9.1: Environmental mitigation plan for the depot Environmental

Aspect/Concern Proposed Mitigation Measures Estimated

Cost Responsibility

Implementation Monitoring c) Use only vehicles and equipment that are registered and have necessary

permits.

d) No noisy construction-related activities (e.g., transport of materials along residential areas and other sensitive receptors, piling, etc.) will be carried out during the night. 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, schools, hospitals, 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) No noisy construction activities near schools during examination period.

k) Avoid noisy construction activities in vicinity of sensitive receivers during night time or other sensitive periods (e.g. during school hours in vicinity of schools)

l) Provide prior notification to the community on schedule of construction activities

3. 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 HRB/PMU, PSC, PMSC

4. Potential contamination of groundwater due to spills of fuel and other

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.

Part of contractor’s bid cost

Contractor HRB/PMU, PSC, PMSC

184

Table 9.1: Environmental mitigation plan for the depot Environmental

Aspect/Concern Proposed Mitigation Measures Estimated

Cost Responsibility

Implementation Monitoring hazardous substances. 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.

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 resources. Transport and off-site disposal of such wastes shall be consistent with national and local regulations.

j) Should HRB decide to install a back-up well for reliable water supply, this 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.

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 HRB/PMU, PSC, PMSC

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/

Part of contractor’s bid cost

Contractor HRB/PMU, PSC, PMSC

185

Table 9.1: Environmental mitigation plan for the depot Environmental

Aspect/Concern Proposed Mitigation Measures Estimated

Cost Responsibility

Implementation Monitoring 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.

7. Damage to community facilities

a) Immediately repair any damage caused by the Project to 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 HRB/PMU, PSC, PMSC

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 congestion.

Part of contractor’s bid cost

Contractor HRB/PMU, PSC, PMSC

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 construction camps.

f) Provide adequate drainage in workers camps to prevent water

Part of contractor’s bid cost

Contractor HRB/PMU, PSC, PMSC

186

Table 9.1: Environmental mitigation plan for the depot Environmental

Aspect/Concern Proposed Mitigation Measures Estimated

Cost Responsibility

Implementation Monitoring 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) Establish clean canteen/rest area.

k) Ensure proper collection and disposal of solid wastes within the construction camps consistent with local regulations.

l) Provide fencing on all areas of excavation greater than 2 m deep.

m) Provide appropriate personnel safety equipment such as safety boots, helmets, gloves, protective clothes, breathing mask, goggles, and ear protection

n) Ensure reversing signals are installed on all construction vehicles.

o) Implement precautions to ensure that objects (e.g., equipment, tool, debris, pre-cast sections, etc.) do not fall onto or hit construction workers.

p) 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) 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 HRB/PMU, PSC, PMSC

11. Additional environmental mitigation measures

The Contractor shall implement corrective and/or additional measures to avoid, mitigate or compensate for adverse environmental impacts due to construction

Contractor and sub- contractor

HRB/PMU, PSC, PMSC

187

Table 9.1: Environmental mitigation plan for the depot Environmental

Aspect/Concern Proposed Mitigation Measures Estimated

Cost Responsibility

Implementation Monitoring works and other project-related activities performed by the Contractor and its subcontractors.

Operation

1. Air quality impacts due to waste generation

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

Part of operational cost

HRB/Operator DONRE

2. Noise emission and vibration from rolling stock and maintenance activities

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.

d) Noise monitoring will continue during operation to determine and provide noise abatement measures, as necessary.

Part of operational cost

HRB/Operator DONRE

3. Wastewater generation and potential contamination 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.

c) Drainage emanating from the depot workshops will be equipped with oil interceptors.

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.) shall be stored in facilities with weatherproof flooring and roofing, security fencing and access control and drainage/wastewater collection systems.

g) A groundwater quality monitoring program shall be implemented to

Part of operational cost

HRB/Operator DONRE

188

Table 9.1: Environmental mitigation plan for the depot Environmental

Aspect/Concern Proposed Mitigation Measures Estimated

Cost Responsibility

Implementation Monitoring ensure that groundwater for domestic purposes are adequately treated to meet applicable QCVN standards (based on the monitoring results).

4. Water supply reliability a) Train wash water and rainwater shall be collected in underground storage tanks for recycling.

b) Considering installation of a back-up well in addition to the existing well.

c) If installed, the back up well shall be located far enough away from the existing well to avoid interference.

d) The wells shall be operated on a regular rotating basis to prevent the occurrence of a prolonged drawdown cone at a particular spot and to allow a relatively even drawdown of the local groundwater table. This scheme will also result to savings on operational costs.

Part of operational cost

HRB/Operator 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

HRB/Operator DONRE

6. Hazards to health and safety of workers and the public due to depot operation

a) Prior to operation of the depot, HRB shall ensure that the following plans have been developed and adequately resourced. HRB 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.

b) The depot site will be fenced and access shall be restricted to authorized personnel to avoid safety risks to the public.

Part of operational cost

HRB/Operator DONRE

7. Change in land use in the Strict zoning enforcement for residential, commercial and retail development General MONRE

189

Table 9.1: Environmental mitigation plan for the depot Environmental

Aspect/Concern Proposed Mitigation Measures Estimated

Cost Responsibility

Implementation Monitoring vicinity of the Project area that restricts expansion outside a defined area

Department of Land Administration

190

Table 9.2: Environmental mitigation plan for the viaduct and stations

Environmental Aspect/Concern

Proposed Mitigation Measures Estimated Cost

ResponsibilityImplementation 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.

$335/ commune

HRB, Project Supervision Consultant (PSC), Project Management Support Consultant (PMSC)

HPC, AFD, ADB, EIB, DONRE, MONRE

2. Unexploded ordnance (UXO)

a) Engage an authorized mines advisory group to identify if UXO is a potential threat to works in the project area.

b) Commission UXO clearing as necessary. c) Advise the contractor that the site has been cleared prior to

commencement of site works.

Part of Project cost

HRB, PSC/PMSC HPC, AFD, ADB, EIB, DONRE, MONRE

3. Cutting of boulevard trees along Thu Le Lake and Highway 32

Implement 1:1 tree replacement policy in areas where landscape opportunities exist (e.g., depot areas, areas identified by Ha Noi park authority)

Part of Project Cost

HRB HPC, AFD, ADB, EIB, DONRE, MONRE

4. Lack of mechanism to resolve environmental complaints due to project implementation

Prior to start of site works, HRB shall undertake the following: a) establish a grievance redress mechanism (GRM), as described in the

EIA b) through public awareness campaigns, make public the existence of the

GRM c) set-up and publicize a 24-hour hotline for complaints d) ensure that names and contact numbers of representatives of HRB

and contractors are placed on the notice boards outside the construction site

HRB HPC, AFD, ADB, EIB, DONRE, MONRE

5. Disruption to community services due to relocation of facilities (e.g., water supply)

a) Water supply pipelines, power supply, communication lines and other utilities shall be re-provisioned before construction works commence

b) Provisions shall be made to preserve the operation of current facilities in sufficient quantity and in agreement with the local community.

c) Re-provisioning shall be undertaken in coordination with the utility company.

d) Affected households and establishments shall be notified well in

Part of contractor’s bid cost

Contractor HRB/PMU, PSC, PMSC

191

Table 9.2: Environmental mitigation plan for the viaduct and stations Environmental

Aspect/Concern Proposed Mitigation Measures Estimated

Cost Responsibility

Implementation Monitoring advance of such disruption.

6. Establishment of construction-related facilities

The following measures shall be implemented by the contractor prior to establishment of the following construction-related facilities. Such facilities include casting yard, laydown/storage sites, concrete batch plants, crushing plants, quarries, borrow areas, 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, crushers, 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.

HRB, PSC/PMSC HPC, AFD, ADB, EIB, DONRE, MONRE

7. Preparation and implementation of environmental management action plans

Prior to start of site works, environmental management action plans in the form of the following specific management plans shall be prepared by the contractor and shall be submitted to the project supervision consultant 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, sourcing and transport of construction materials, 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, schools, hospitals, 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 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

Part of contractor’s bid cost

Preparation: Contractor Approval: PSC

HRB/PMU, PSC, PMSC, DONRE

192

Table 9.2: Environmental mitigation plan for the viaduct and stations Environmental

Aspect/Concern Proposed Mitigation Measures Estimated

Cost Responsibility

Implementation Monitoring such as slope stabilization measures, silt fencing, ditching, dust control, cross drains, etc.

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.

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, 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.

f) 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, 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.

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. Air quality impacts due to a) Strictly implement approved Dust Control Plan Part of Contractor HRB/PMU, PSC,

193

Table 9.2: Environmental mitigation plan for the viaduct and stations Environmental

Aspect/Concern Proposed Mitigation Measures Estimated

Cost Responsibility

Implementation Monitoring gaseous and dust emissions 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 materials (e.g., soil, cement, stone, sand, aggregates, etc.).

i) Provide temporary covers (e.g., tarpaulins, grass, etc.) on long term materials stockpiles.

j) 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.

k) Ensure that necessary environmental approvals are obtained for the establishment and operation of a new casting yard,

l) Store excavated materials outside road reserve, but where there is no area, spoils shall be loaded and transported immediately.

m) Clean road surfaces of debris/spills from construction equipment and vehicles.

n) Undertake daily cleaning of paved routes around the pier construction sites.

o) Install temporary fencing or barriers around particularly dusty activities in vicinity of sensitive receivers

p) Ensure availability of water trucks on site and if the works surface and access roads near sensitive receptors (i.e., residential areas, roadside

contractor’s bid cost

PMSC

194

Table 9.2: Environmental mitigation plan for the viaduct and stations Environmental

Aspect/Concern Proposed Mitigation Measures Estimated

Cost Responsibility

Implementation Monitoring tea and food stalls, schools, hospitals and other sensitive receptors) are dry and dusty, spray water on the exposed surfaces to reduce dust emission.

q) All construction equipment and machinery shall be fitted with emission control equipment in full compliance with the national (QCVN) and local regulations.

r) 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.

s) Impose speed limits on construction vehicles to minimize road dust in areas where sensitive receptors are located.

t) Undertake immediate repairs of any malfunctioning construction vehicles and equipment.

u) Discourage idling of engines v) Provide prior notification to the community on schedule of construction

activities w) Implement 24 hour community complaints hotline

2. 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 the elevated station sites and other

construction sites, as necessary. Especially near sensitive areas such as schools, hospitals, houses, etc. Temporary noise barriers (3-5 meter high) can reduce noise level by 5-10 dB(A).

c) Use of churned drill pile method will has significantly lower noise and vibration emission levels that diesel hammer piles

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) 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.

g) Use only vehicles and equipment that are registered and have necessary permits.

h) No noisy construction-related activities will be carried out during the

Part of contractor’s bid cost

Contractor HRB/PMU, PSC, PMSC

195

Table 9.2: Environmental mitigation plan for the viaduct and stations Environmental

Aspect/Concern Proposed Mitigation Measures Estimated

Cost Responsibility

Implementation Monitoring night. Such activities shall be restricted to daylight hours.

i) Impose speed limits on construction vehicles to minimize noise emission along areas where sensitive receptors are located (houses, schools, hospitals, etc.)

j) As much as possible, use quiet equipment and working method. k) 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;

l) No noisy construction activities near schools during examination period.

m) Avoid noisy construction activities in vicinity of sensitive receivers during night time or other sensitive periods (e.g. during school hours in vicinity of schools).

n) Sheet piling at Thu Le Lake shall only to be carried out during daylight hours.

o) Provide prior notification to the community on schedule of construction activities

p) Implement 24 hour community complaints hotline 3. Spoils generation from pier

excavation works a) Strictly implement approved Spoils Disposal Plan b) Spoil disposal will only be to DONRE and DOC approved areas c) Trucks transporting spoils shall be tightly covered with tarpaulin or

other suitable materials to minimize dust emission and spills. d) Wheel washing shall be undertaken to remove mud so as to ensure

that access roads are kept clean. e) Road surfaces shall be regularly cleaned of spilled spoils f) Spoil disposal shall not cause sedimentation and obstruction of flow of

watercourses, damage to agricultural land and densely vegetated areas.

g) The spoils disposal site shall be located at least 50 m from surface water courses and shall be protected from erosion by avoiding formation of steep slopes and grassing.

Part of contractor’s bid cost

Contractor HRB/PMU, PSC, PMSC

4. 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

Contractor HRB/PMU, PSC, PMSC

196

Table 9.2: Environmental mitigation plan for the viaduct and stations Environmental

Aspect/Concern Proposed Mitigation Measures Estimated

Cost Responsibility

Implementation Monitoring 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)

5. Polution 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.

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 resources. Transport and off-site disposal of such wastes shall be consistent with national and local regulations.

Part of contractor’s bid cost

Contractor HRB/PMU, PSC, PMSC

6. Sedimentation of Thu Le Lake and generation of sediment-laden wastewater from pier excavations

a) Installation of a sheet piled wall along Thu Le lake prior to filling. b) edimentation from filling materials behind the sheet piled wall shall be

prevented from entering into Thu Le Lake by silt curtains anchored to the ends of the piled structure.

c) Immediately restore damaged rip-rap along Thu Le Lake to minimize erosion

d) Undertake regular inspection and maintenance of erosion and sediment controls

e) Prior to discharge, alkaline water from the casting yard shall be settled and neutralized,

Part of contractor’s bid cost

Contractor HRB/PMU, PSC, PMSC

197

Table 9.2: Environmental mitigation plan for the viaduct and stations Environmental

Aspect/Concern Proposed Mitigation Measures Estimated

Cost Responsibility

Implementation Monitoring f) Ensure that excavation spoils are not stockpiled or dumped near or

into water courses and drainage channels. g) To prevent clogging of canals, sediment-laden water from excavation

for pier placement shall be settled prior to discharge to the nearest storm drain.

7. 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.

Part of contractor’s bid cost

Contractor HRB/PMU, PSC, PMSC

8. 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

d) Undertake regular collection and disposal of wastes to sites approved by local authorities.

Part of contractor’s bid cost

Contractor HRB/PMU, PSC, PMSC

9. Damage to community facilities

a) Immediately repair any damage caused by the Project to 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 HRB/PMU, PSC, PMSC

10. 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 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.

Part of contractor’s bid cost

Contractor HRB/PMU, PSC, PMSC

198

Table 9.2: Environmental mitigation plan for the viaduct and stations Environmental

Aspect/Concern Proposed Mitigation Measures Estimated

Cost Responsibility

Implementation Monitoring 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 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.

o) Ensure relocation of any affected public transport infrastructure (but stops, shelters etc) prior to commencement of works

p) Provide advance notification to the community regarding changes to public transport facilities or routes.

q) Schedule construction works to minimize extent of activity along linear construction site at any one time

r) 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.

s) Install temporary accesses to properties affected by disruption to their permanent accesses.

t) Reinstate good quality permanent accesses following completion of construction.

11. Hazards to health and safety of workers and the

a) Strictly implement approved Occupational and Community Health and Safety Plan, and approved Emergency Response Plan

Part of contractor’s

Contractor HRB/PMU, PSC, PMSC

199

Table 9.2: Environmental mitigation plan for the viaduct and stations Environmental

Aspect/Concern Proposed Mitigation Measures Estimated

Cost Responsibility

Implementation Monitoring public due to construction works

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 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) Establish clean canteen/rest area. k) Ensure proper collection and disposal of solid wastes within the

construction camps consistent with local regulations. l) Provide fencing on all areas of excavation greater than 2 m deep. m) Provide appropriate personnel safety equipment such as safety boots,

helmets, gloves, protective clothes, breathing mask, goggles, and ear protection

n) Ensure reversing signals are installed on all construction vehicles. o) Implement precautions to ensure that objects (e.g., equipment, tool,

debris, pre-cast sections, etc.) do not fall onto or hit construction workers.

p) 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

bid cost

200

Table 9.2: Environmental mitigation plan for the viaduct and stations Environmental

Aspect/Concern Proposed Mitigation Measures Estimated

Cost Responsibility

Implementation Monitoring and lanyard travel limiting devices to prevent access to fall hazard, fall protection devices such as full body harnesses, etc.

q) 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.

r) Fencing of construction sites and excavation sites and guarding such areas to restrict public access.

s) Prior to excavation work, provide fencing on all sides of areas to be excavated.

t) Provide warning signs at the periphery of the construction site. u) 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.

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 HRB/PMU, PSC, PMSC

13. Additional environmental mitigation measures

The Contractor shall implement corrective and/or additional measures to avoid, mitigate or compensate for adverse environmental impacts due to construction works and other project-related activities performed by the Contractor and its subcontractors.

Contractor and sub-contractor

HRB/PMU, PSC, PMSC

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 barriers on the edge of the stations)

d) Insulators/anti-vibration devices will be installed under the rails thereby reducing noise and vibration

e) The rails are fastened with resilient fasteners and continuously welded

Part of operational cost

HRB/Operator DONRE

201

Table 9.2: Environmental mitigation plan for the viaduct and stations Environmental

Aspect/Concern Proposed Mitigation Measures Estimated

Cost Responsibility

Implementation Monitoring 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

HRB/Operator DONRE

3. Hazards to health and safety of workers and the public due to operation of viaduct facilities

Prior to operation of the Project, HRB shall ensure that the following plans have been developed and adequately resourced. HRB shall ensure strict implementation of plan provisions throughout operation phase:

Occupational Health and Safety Plan for viaduct operation and train staff in the implementation of such plan.

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. HRB shall train staff in the implementation of such plan.

Part of operational cost

HRB/Operator DONRE

4. 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

General Department of Land Administration

MONRE

202

Table 9.3: Environmental mitigation plan for the tunnel Environmental

Aspect/Concern Proposed Mitigation Measures Estimated

Cost 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.

$335/ commune

HRB Project Supervision Consultant (PSC), Project Management Support Consultant (PMSC)

HPC, AFD, ADB, EIB, DONRE, MONRE

2. Lack of mechanism to resolve environmental complaints due to project implementation

Prior to start of site works, HRB shall undertake the following: a) establish a grievance redress mechanism (GRM), as described in the

EIA b) through public awareness campaigns, make public the existence of the

GRM c) set-up and publicize a 24-hour hotline for complaints d) ensure that names and contact numbers of representatives of HRB and

contractors are placed on the notice boards outside the construction site

HRB, PSC/PMSC HPC, AFD, ADB, EIB, DONRE, MONRE

3. Disruption to community services due to relocation of facilities (e.g., water supply)

a) Water supply pipelines, power supply, communication lines and other utilities shall be re-provisioned before construction works commence

b) Provisions shall be made to preserve the operation of current facilities in sufficient quantity and in agreement with the local community.

c) Re-provisioning shall be undertaken in coordination with the utility company.

d) Affected households and establishments shall be notified well in advance of such disruption.

Part of contractor’s bid cost

Contractor HRB/PMU, PSC, PMSC

4. Establishment of construction-related facilities

The following measures shall be implemented by the contractor prior to establishment of the following construction-related facilities. Such facilities include casting yard, laydown/storage sites, concrete batch plants, crushing plants, quarries, borrow areas, maintenance yard(s), etc.

a) Secure the necessary environmental approvals and permits prior to

Contractor HRB/PMU, PSC, PMSC

203

Table 9.3: Environmental mitigation plan for the tunnel Environmental

Aspect/Concern Proposed Mitigation Measures Estimated

Cost Responsibility

Implementation Monitoring establishment and operation of construction related facilities.

b) Concrete batch plants, casting yards, crushers, 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. 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 9.7). 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.

b) Take photographs of each structure within the possible affected zone before the construction starts, to be used for assessing potential damage due to subsidence.

c) 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 HRB/PMU, PSC, PMSC

6. Preparation and implementation of environmental management action plans

Prior to start of site works, environmental management action plans in the form of the following specific management plans shall be prepared by the contractor and shall be submitted to the project supervision consultant 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, sourcing and transport of construction materials, 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, schools, hospitals, 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,

Part of contractor’s bid cost

Preparation: Contractor Approval: PSC

HRB/PMU, PSC, PMSC, DONRE

204

Table 9.3: Environmental mitigation plan for the tunnel Environmental

Aspect/Concern Proposed Mitigation Measures Estimated

Cost Responsibility

Implementation Monitoring 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, 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.

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, 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.

f) 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

205

Table 9.3: Environmental mitigation plan for the tunnel Environmental

Aspect/Concern Proposed Mitigation Measures Estimated

Cost Responsibility

Implementation Monitoring heights, excavations, 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 during tunneling (e.g., tunnel collapse, electrocution, etc.), release of toxic gas during tunneling, spills of hazardous substances, fire, floods, and other crises.

Construction

1. 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.

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 materials (e.g., soil, cement, stone, sand, aggregates, etc.).

i) Provide temporary covers (e.g., tarpaulins, grass, etc.) on long term materials stockpiles.

j) Store excavated materials outside road reserve, but where there is no area, spoils shall be loaded and transported immediately.

k) Provide truck-washing facilities to prevent truck-out of mud and dust

Part of contractor’s bid cost

Contractor HRB/PMU, PSC, PMSC

206

Table 9.3: Environmental mitigation plan for the tunnel Environmental

Aspect/Concern Proposed Mitigation Measures Estimated

Cost Responsibility

Implementation Monitoring onto city streets.

l) 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.

m) Ensure that necessary environmental approvals are obtained for the establishment and operation of a new casting yard,

n) Daily cleaning of road surfaces of debris/spills from construction equipment, haulage trucks and vehicles,

o) Install temporary fencing or barriers around particularly dusty activities in vicinity of sensitive receivers

p) 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.

q) All construction equipment and machinery shall be fitted with emission control equipment in full compliance with the national (QCVN) and local regulations.

r) 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.

s) Impose speed limits on construction vehicles to minimize road dust in areas where sensitive receptors are located.

t) Undertake immediate repairs of any malfunctioning construction vehicles and equipment.

u) Daily visual inspections to identify and address potential areas of dust and odor emissions.

v) Discourage idling of engines w) Provide prior notification to the community on schedule of construction

activities x) Implement 24 hour community complaints hotline

2. Noise and vibration impacts due to operation of construction equipment/ vehicles and

a) Strictly implement approved Noise Control Plan b) 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).

Part of contractor’s bid cost

Contractor HRB/PMU, PSC, PMSC

207

Table 9.3: Environmental mitigation plan for the tunnel Environmental

Aspect/Concern Proposed Mitigation Measures Estimated

Cost Responsibility

Implementation Monitoring various construction activities

c) Diesel hammer piling shall be limited in favor of drill piling. 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) 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.

g) Use only vehicles and equipment that are registered and have necessary permits.

h) No noisy construction-related activities will be carried out during the night. Such activities shall be restricted to daylight hours.

i) Impose speed limits on construction vehicles to minimize noise emission along areas where sensitive receptors are located (houses, schools, hospitals, etc.).

j) As much as possible, use quiet equipment and working method. k) 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;

l) No noisy construction activities near schools during examination period.

m) Avoid noisy construction activities in vicinity of sensitive receivers during night time or other sensitive periods (e.g. during school hours in vicinity of schools).

n) Provide prior notification to the community on schedule of construction activities

o) Implement 24 hour community complaints hotline 3. Spoils generation from

tunneling and excavation works at underground station sites

a) Strictly implement approved Spoils Disposal Plan b) Spoil disposal will only be to DONRE and DOC approved areas c) The capacity of disposal sites shall be adequate to accept the quantity

of spoils without alienating areas outside the site boundaries. d) Undertake random sampling of spoils from underground station

Part of contractor’s bid cost

Contractor HRB/PMU, PSC, PMSC

208

Table 9.3: Environmental mitigation plan for the tunnel Environmental

Aspect/Concern Proposed Mitigation Measures Estimated

Cost Responsibility

Implementation Monitoring excavations and tunneling to determine presence of contaminants.

e) Disposal of contaminated spoils shall only be to disposal sites equipped and licensed to handle such wastes.

f) Determine water content of spoils to ascertain if spoils dewatering is necessary.

g) Undertake necessary spoils dewatering and provide adequate treatment facilities to ensure that resulting wastewater meets QCVN standards.

h) Stockpiling of spoils shall not be undertaken due to the limited footprint of the construction site. 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.

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 located at least 50 m from surface

water courses and shall be protected from erosion by avoiding formation of steep slopes and grassing.

o) Spoil disposal shall not cause sedimentation and obstruction of flow of watercourses, damage to agricultural land and densely vegetated areas.

4. 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)

Contractor

HRB/PMU, PSC, PMSC

5. Polution due to spills of fuel and other hazardous

a) Strictly implement approved Spills Management Plan b) Store fuel and hazardous substances in paved areas with

Part of contractor’s

Contractor HRB/PMU, PSC, PMSC

209

Table 9.3: Environmental mitigation plan for the tunnel Environmental

Aspect/Concern Proposed Mitigation Measures Estimated

Cost Responsibility

Implementation Monitoring substances. 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.

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 resources. Transport and off-site disposal of such wastes shall be consistent with national and local regulations.

bid cost

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.

Part of contractor’s bid cost

Contractor HRB/PMU, PSC, PMSC

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

Part of contractor’s bid cost

Contractor HRB/PMU, PSC, PMSC

210

Table 9.3: Environmental mitigation plan for the tunnel Environmental

Aspect/Concern Proposed Mitigation Measures Estimated

Cost Responsibility

Implementation Monitoring potential impact with reference to QCVN drinking water standards and pollution indicators (of slurry). Baseline sampling shall also be undertaken prior to start of tunneling.

8. 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

d) Undertake regular collection and disposal of wastes to sites approved by local authorities.

Part of contractor’s bid cost

Contractor HRB/PMU, PSC, PMSC

9. Damage to community facilities

a) Immediately repair any damage caused by the Project to 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 HRB/PMU, PSC, PMSC

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 HRB/PMU, PSC, PMSC

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 minimized. c) To allow one side of the road to be open to two-way traffic, excavation

for the underground stations (except for Van Mieu) 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.

Part of contractor’s bid cost

Contractor HRB/PMU, PSC, PMSC

211

Table 9.3: Environmental mitigation plan for the tunnel Environmental

Aspect/Concern Proposed Mitigation Measures Estimated

Cost Responsibility

Implementation Monitoring 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 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

s) 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.

t) Install temporary accesses to properties affected by disruption to their permanent accesses.

u) Reinstate good quality permanent accesses following completion of construction.

12. Hazards to health and a) Strictly implement approved Occupational and Community Health and Part of Contractor HRB/PMU, PSC,

212

Table 9.3: Environmental mitigation plan for the tunnel Environmental

Aspect/Concern Proposed Mitigation Measures Estimated

Cost Responsibility

Implementation Monitoring safety of workers and the public due to construction works

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 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) Establish clean canteen/rest area. i) Provide fencing on all areas of excavation greater than 2 m deep. j) Provide appropriate personnel safety equipment such as safety boots,

helmets, gloves, protective clothes, breathing mask, goggles, and ear protection

k) Implement precautions to ensure that objects (e.g., equipment, tool, debris, pre-cast sections, etc.) do not fall onto or hit construction workers.

l) 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.

m) 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. Provide emergency lighting system of adequate intensity that is automatically activated

contractor’s bid cost

PMSC

213

Table 9.3: Environmental mitigation plan for the tunnel Environmental

Aspect/Concern Proposed Mitigation Measures Estimated

Cost Responsibility

Implementation Monitoring upon failure of the principal artificial light source to ensure safe equipment operation, safe shut-down, evacuation, etc.

n) 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.

o) Confined spaces (e.g., tunnel) shall be provided with safety measures for venting, monitoring, and rescue operations, to the extent possible.

p) 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.

q) Fencing of construction sites and excavation sites and guarding such areas to restrict public access.

r) Prior to excavation work, provide fencing on all sides of areas to be excavated.

s) Provide warning signs at the periphery of the construction site. t) 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.

u) 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 relics

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: a) Workers will be trained in the location of heritage zones within the

construction area and in the identification of potential items of heritage significance

b) Should any potential items be located, the site supervisor will be immediately contacted and work will be temporarily stopped in that area

c) If the site supervisor determines that the item is of potential significance, an officer from the Depatment of Culture and Information (DCI) will be invited to inspect the site and work will be stopped until DCI has responded to this invitation

d) Work will not re-commence in this location until agreement has been reached between DCI and HRB as to any required mitigation measures,

Part of contractor’s bid cost

Contractor HRB/PMU, PSC, PMSC, DCI

214

Table 9.3: Environmental mitigation plan for the tunnel Environmental

Aspect/Concern Proposed Mitigation Measures Estimated

Cost Responsibility

Implementation Monitoring which may include excavation and recovery of the item

e) A precautionary approach will adopted in the application of these procedures

14. Potential damage to the Temple of Literature

a) Consult with managers of Temple of Literature and DCI prior to commencement of construction to inform them of construction schedule and activities and identify requirements for specific mitigation measures to minimize air, noise, or traffic impacts in addition to those already required in the EMP.

b) Establish a photographic record of the fence and gates, especially at ground level.

c) To monitor settlement, install inclinometers along the fence, the gate and other structures closest to the flower garden. These inclinometers shall be left in place for 2 years after construction and regularly monitored.

d) Install a vibration recording device and undertake continuous monitoring for the period when the TBM is traversing the Temple of Literature.

e) Adjust tunneling speeds and periodicity should the vibration monitoring indicate excessive vibrations.

f) Should the monitoring indicate that settlement has taken place based on photographic record, inclinometer reading and depending on the severity, the following remedial measures shall be applied, as appropriate:

i. Fill the garden area with soil and re-level the ground;

ii. Re-install the fence and supports;

iii. Jack-up the building(s) and rebuild the base with cement forms or engineered earth;

iv. Repair cracks and re-plaster walls.

Part of contractor’s bid cost

Contractor HRB/PMU, PSC, PMSC, DCI, Management of Temple of Literature

15. 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 HRB/PMU, PSC, PMSC

215

Table 9.3: Environmental mitigation plan for the tunnel Environmental

Aspect/Concern Proposed Mitigation Measures Estimated

Cost Responsibility

Implementation Monitoring 16. Additional environmental

mitigation measures The Contractor shall implement corrective and/or additional measures to avoid, mitigate or compensate for adverse environmental impacts due to construction works and other project-related activities performed by the Contractor and its subcontractors.

Contractor and sub-contractor

HRB/PMU, PSC, PMSC

Operation

1. Noise emission from tunnel operation

a) Tunnel ventilation systems shall have suitable noise control measures incorporated into their design to reduce mechanical noise to acceptable levels in the surrounding community.

b) 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.

Part of operational cost

HRB/Operator DONRE

2. Waste generation a) Waste collection bins or receptacles shall be provided in various areas at the undergroundd 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 provided with toilets and septic tanks to handle sewage generated by workers and passengers.

Part of operational cost

HRB/Operator 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, HRB shall ensure that the following plans have been developed and adequately resourced. HRB shall ensure strict implementation of plan provisions throughout operation phase: Occupational Health and Safety Plan for tunnel facilities operation

(rail and stations) and train staff in the implementation of such plan.

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. HRB shall train staff in the implementation of such plan.

b) Ventilation systems will be provided in the underground stations. c) Air compressors with fans will be used to cool air, before injecting it

into stations. d) Air will be filtered prior to exhaust to the external environment. e) Under normal conditions the tunnel section of the route will be

ventilated by the piston effects of train movements. The system shall

Part of operational cost

HRB/Operator DONRE

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Table 9.3: Environmental mitigation plan for the tunnel Environmental

Aspect/Concern Proposed Mitigation Measures Estimated

Cost Responsibility

Implementation Monitoring ensure circulation of fresh air to meet both normal and emergency requirements.

f) There will be provisions for sufficient emergency exits. g) 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.

h) Communications systems (normal and emergency systems), fire protection, emergency response and evacuation systems will be implemented throughout the Project (tunnel, viaduct and depot).

i) Back-up electricity and ventilation systems will be installed in the tunnel sections. These systems, shall meet current European safety standards.

j) A central operations control centre for the project will be established at the Nhon depot to coordinate project operation and emergency response procedures.

k) Safety and evacuation measures in case of fire and other accidents (e.g., derailment, collision, etc.) shall be developed prior to operation.

4. Change in land use in the vicinity of the Project area (e.g., areas close to tunnel portal, etc.)

Strict zoning enforcement for residential, commercial and retail development that restricts expansion outside a defined area

General Department of Land Administration

MONRE

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B. Environmental Monitoring Plans

Table 9.4: 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/Site Preparation Phase

Ambient air quality compared to criteria in QCVN 05:2009/BTNMT, QCVN 06:2009/BTNMT

Particulates PM10, PM2.5, NO2, SO2, CO and petroleum hydrocarbon (HC)

2 sites:

1- by the University of Industry

2- Road N70

Analytical methods outlined in QCVN standards for air quality monitoring

once before site works

Project Supervision Consultant (PSC)

$200

Ambient groundwater quality in existing well - heavy metals (As, Cr, Cd, Cu, Pb, Zn, Ni, Hg, Fe, Mn, Se), SVOC, VOC, TPH and coliforms compared to criteria in QCVN 09:2008/BTNMT

One Depot site well

Analytical methods outlined in QCVN standards for surface water quality monitoring

once before site works

PSC $100

Day time and night time noise levels dB(A) compared to criteria in QCVN 26/2010/BTNMT and vibration levels QCVN: 27:2010/BTNMT

2 sites:

1- by the University of Industry

2- Road N70

Analytical methods outlined in QCVN standards for ambient noise level monitoring

once before site works

PSC $20

Construction Phase

Ambient air quality compared to criteria in QCVN 05:2009/BTNMT, QCVN 06:2009/BTNMT

2 sites:

1- by the University of Industry

2- Road N70

Analytical methods outlined in QCVN standards for air quality monitoring

20 sampling events over 5 years (quarterly) and in response to complaints

PSC $4,000

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Table 9.4: Environmental effects monitoring plan for the depot

Aspects/Parameters to be Monitored

Location Means of Monitoring Frequency Implementation

Responsibility

Estimated Cost

(Analytical cost only)

Ambient groundwater quality in existing well - heavy metals (As, Cr, Cd, Cu, Pb, Zn, Ni, Hg, Fe, Mn, Se), SVOC, VOC, TPH and coliforms compared to criteria in QCVN 09:2008/BTNMT

Depot site well Analytical methods outlined in QCVN standards for surface water quality monitoring

20 sampling events over 5 years (quarterly) and in response to complaints

PSC $ 2,000

Day time and night time noise and vibration levels dB(A) compared to criteria in QCVN 26/2010/BTNMT and vibration levels dB(A) compared to vibration levels QCVN: 27:2010/BTNMT

2 sites:

1- by the University of Industry

2- Road N70

Analytical methods outlined in QCVN standards for ambient noise level monitoring

20 sampling events over 5 years (quarterly) and in response to complaints

PSC $400

Operation Phase (first year)

Ambient air quality compared to criteria in QCVN 05:2009/BTNMT, QCVN 06:2009/BTNMT

2 sites:

1- by the University of Industry

2- Road N70

Analytical methods outlined in QCVN standards for air quality monitoring

Quarterly and in other sites in response to complaints

HRB/Operator $1,000

Day time and night time noise and vibration levels dB(A) compared to criteria in QCVN 26/2010/BTNMT and vibration levels dB(A) compared to vibration levels QCVN: 27:2010/BTNMT

2 sites:

1- by the University of Industry

2- Road N70

Analytical methods outlined in QCVN standards for ambient noise level monitoring

Quarterly and in other sites in response to complaints

HRB/Operator $100

Ambient groundwater quality in existing well - heavy metals (As, Cr, Cd, Cu, Pb, Zn, Ni, Hg, Fe, Mn, Se), SVOC, VOC, TPH and coliforms compared to criteria in

Depot well Analytical methods outlined in QCVN standards for surface water quality monitoring

Quarterly HRB/Operator $400

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Table 9.4: Environmental effects monitoring plan for the depot

Aspects/Parameters to be Monitored

Location Means of Monitoring Frequency Implementation

Responsibility

Estimated Cost

(Analytical cost only)

QCVN 09:2008/BTNMT

Table 9.5: Environmental effects monitoring plan for the viaduct

Aspects/Parameters to be Monitored

Location Means of Monitoring Frequency Implementation

Responsibility

Estimated Cost

(Analytical cost only)

Pre-construction/Site Preparation Phase

Ambient air quality compared to criteria in QCVN 05:2009/BTNMT, QCVN 06:2009/BTNMT

5 sites:

Along NR 32 5m from road; At intersection of NR 32 and national railway; Intersection with Le Duc Tho Road; - Ha Noi National University near intersection with 3rd Ring Road; 2nd Ring Rd

Analytical methods outlined in QCVN standards for air quality monitoring

once before site works

PSC $500

Day time and night time noise levels dB(A) compared to criteria in QCVN 26/2010/BTNMT and vibration levels dB(A) compared to vibration levels QCVN: 27:2010/BTNMT

5 sites:

Along NR 32 5m from road; At intersection of NR 32 and national railway; Intersection with Le Duc Tho Road; - Ha Noi

Analytical methods outlined in QCVN standards for ambient noise level monitoring

once before site works

PSC $50

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Table 9.5: Environmental effects monitoring plan for the viaduct

Aspects/Parameters to be Monitored

Location Means of Monitoring Frequency Implementation

Responsibility

Estimated Cost

(Analytical cost only)

National University near intersection with 3rd Ring Road; 2nd Ring Rd

Construction Phase

Ambient air quality compared to criteria in QCVN 05:2009/BTNMT, QCVN 06:2009/BTNMT

5 sites:

Along NR 32 5m from road; At intersection of NR 32 and national railway; Intersection with Le Duc Tho Road; - Ha Noi National University near intersection with 3rd Ring Road; 2nd Ring Rd

Analytical methods outlined in QCVN standards for air quality monitoring

20 sampling events over 5 years (quarterly) and in response to complaints

PSC $10,000

Day time and night time noise levels dB(A) compared to criteria in QCVN 26/2010/BTNMT and vibration levels dB(A) compared to vibration levels QCVN: 27:2010/BTNMT

5 sites:

Along NR 32 5m from road; At intersection of NR 32 and national railway; Intersection with Le Duc Tho Road; - Ha Noi National University near intersection with 3rd Ring Road; 2nd

Analytical methods outlined in QCVN standards for ambient noise level monitoring

20 sampling events over 5 years (quarterly) and in response to complaints

PSC $1,000

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Table 9.5: Environmental effects monitoring plan for the viaduct

Aspects/Parameters to be Monitored

Location Means of Monitoring Frequency Implementation

Responsibility

Estimated Cost

(Analytical cost only)

Ring Rd

Operational Phase (first year)

Ambient air quality compared to criteria in QCVN 05:2009/BTNMT, QCVN 06:2009/BTNMT

5 sites:

Along NR 32 5m from road; At intersection of NR 32 and national railway; Intersection with Le Duc Tho Road; - Ha Noi National University near intersection with 3rd Ring Road; 2nd Ring Rd

Analytical methods outlined in QCVN standards for air quality monitoring

Quarterly and in response to complaints

HRB/Operator $2,000

Day time and night time noise levels dB(A) compared to criteria in QCVN 26/2010/BTNMT and vibration levels dB(A) compared to vibration levels QCVN: 27:2010/BTNMT

5 sites:

Along NR 32 5m from road; At intersection of NR 32 and national railway; Intersection with Le Duc Tho Road; - Ha Noi National University near intersection with 3rd Ring Road; 2nd Ring Rd

Analytical methods outlined in QCVN standards for ambient noise level monitoring

Quarterly and in response to complaints

HRB/Operator $200

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Table 9.5: Environmental effects monitoring plan for the viaduct

Aspects/Parameters to be Monitored

Location Means of Monitoring Frequency Implementation

Responsibility

Estimated Cost

(Analytical cost only)

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Table 9.6: Environmental effects monitoring plan for the tunnel section

Aspects/Parameters to be Monitored

Location Means of Monitoring Frequency Implementation

Responsibility

Estimated Cost

(Analytical cost only)

Pre-construction/Site Preparation Phase

Ambient air quality compared to criteria in QCVN 05:2009/BTNMT, QCVN 06:2009/BTNMT

4 sites: Near Cau Giay Post Office; Daewoo Hotel Lieu Giai / Kim Ma; Cat Linh near Horison Hotel; Gate of Ha Noi Railway Station

Analytical methods outlined in QCVN standards for air quality monitoring

once before site works

PSC $400

Day time and night time noise levels dB(A) compared to criteria in QCVN 26/2010/BTNMT and vibration levels dB(A) compared to vibration levels QCVN: 27:2010/BTNMT

4 sites: Near Cau Giay Post Office; Daewoo Hotel Lieu Giai / Kim Ma; Cat Linh near Horison Hotel; Gate of Ha Noi Railway Station

Analytical methods outlined in QCVN standards for ambient noise level monitoring

once before site works

PSC $40

Ambient groundwater quality in existing wells - heavy metals (As, Cr, Cd, Cu, Pb, Zn, Ni, Hg, Fe, Mn, Se), SVOC, VOC, TPH and coliforms compared to criteria in QCVN 09:2008/BTNMT and indicators of presence of chemicals used for tunneling

Selected water wells in the potential impact zone of tunnelling works.

Analytical methods outlined in QCVN standards for surface water quality monitoring

once before site works

PSC $5,000

Construction Phase

Ambient air quality compared to criteria in QCVN 05:2009/BTNMT, QCVN

4 sites: Near Cau Giay Post Office; Daewoo Hotel Lieu Giai / Kim Ma; Cat

Analytical methods outlined in QCVN standards for air quality monitoring

20 sampling events over 5 years (quarterly) and in response to

PSC $8,000

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Table 9.6: Environmental effects monitoring plan for the tunnel section

Aspects/Parameters to be Monitored

Location Means of Monitoring Frequency Implementation

Responsibility

Estimated Cost

(Analytical cost only)

06:2009/BTNMT Linh near Horison Hotel; Gate of Ha Noi Railway Station

complaints

Day time and night time noise levels dB(A) compared to criteria in QCVN 26/2010/BTNMT and vibration levels dB(A) compared to vibration levels QCVN: 27:2010/BTNMT

4 sites: Near Cau Giay Post Office; Daewoo Hotel Lieu Giai / Kim Ma; Cat Linh near Horison Hotel; Gate of Ha Noi Railway Station

Analytical methods outlined in QCVN standards for ambient noise level monitoring

20 sampling events over 5 years (quarterly) and in response to complaints

PSC $800

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

PSC $1,000

Ambient groundwater quality in existing wells - heavy metals (As, Cr, Cd, Cu, Pb, Zn, Ni, Hg, Fe, Mn, Se), SVOC, VOC, TPH and coliforms compared to criteria in QCVN 09:2008/BTNMT and indicators of presence of chemicals used for tunneling

Selected water wells in the potential impact zone.

Analytical methods outlined in QCVN standards for surface water quality monitoring

monthly in areas where tunnelling is on-going and in response to complaints

PSC $10,000

Traffic and accessibility

Tunnel portal-Kim Ma

Stations 9, 10, 11, 12

Traffic observation to address congestion issues.

Weekly – morning and afternoon peak hour

Contractor/PSC

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

Daily until the excavation depth of 6 m is reached

Contractor/PSC

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Table 9.6: Environmental effects monitoring plan for the tunnel section

Aspects/Parameters to be Monitored

Location Means of Monitoring Frequency Implementation

Responsibility

Estimated Cost

(Analytical cost only)

tunnel entrance

Operation Phase

Day time and night time noise and vibration levels dB(A) compared to criteria in QCVN 26/2010/BTNMT and vibration levels dB(A) compared to vibration levels QCVN: 27:2010/BTNMT

1 location, tunnel portal on Kim Ma

Analytical methods outlined in QCVN standards for ambient noise level monitoring

Quarterly and in response to complaints

HRB/Operator $40

Land subsidence and settlement Ground benchmarks every 0.5 km

Compare the allowed design criteria of movement with the accumulated movement

Once a year for both ground surface and piles.

HRB/Operator $6,000

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Table 9.7: Land Subsidence and Settlement Monitoring at 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 Pre-construction: twice for the designated benchmark.

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 installed at different distances from the center line. A couple of transverse survey lines across the tunnel is recommended.

3. Several inspection points at the selected buildings. 6. Instruments Benchmarks, settlement reference points, inclinometers in earth, crack gauge and tiltmeter (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. Any time, should the neighbouring buildings damaged, action of remediation must take place immediately.

9. Guidance on reporting Results recorded in the monthly report to HRB and included in semi-annual reports to ADB 10. Guidance on QA/QC Follow the guidance for survey accuracy requirement. 11. Budget Pre-construction $6,000

Construction $60,000 TOTAL $66,000

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C. Responsibilities for EMP Implementation

Table 9.8: EMP implementation responsibilities by key donors, project implementers, and agencies

Organization EMP Responsibility

HPC Project owner with overall responsibility for project construction and operation

Ensure that sufficient funds are available to properly implement the EMP

Ensure that EMP provisions are implemented for the entire Project regardless of financing source.

Ensure that Project implementation complies with the GOV and ADB's environmental policy principles and requirements

Submit semi-annual monitoring reports on EMP implementation to ADB and MONRE

Engage external expert(s) to undertake annual independent verification of monitoring information submitted to ADB and to determine if various EMP provisions are being implemented in thorough and timely manner and in accordance with budget identified within the EMP.

Submit annual external environmental monitoring reports to ADB HRB/PMU Project implementing agency with designated overall responsibility for

project construction and operation including environmental performance

Allocation of adequate financial and human resources to fulfil environmental commitments during project construction and operation

Establish a grievance redress mechanism as described in the EIA

Establish an Environmental Management Unit (EMU) staffed by qualified and experienced environmental officer and occupational health and safety officer

Ensure that tender and contract documents include the EMP

Liaison with Department of Defence and Vietnamese Army on UXO issues

Ensure that EMP provisions are strictly implemented during pre-construction, construction and operation phases of the project

Undertake monitoring of the implementation of the EMP (mitigation and monitoring measures) with assistance from PSC

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Organization EMP Responsibility

Project Supervision Consultant (PSC)

Undertake environmental effects monitoring during pre-construction and construction phases for depot, viaduct and tunnel components

Undertake environmental training for EMU, HRB/PMU staff as required in the EMP

Monitor the environmental performance of contractors in terms of implementation of mitigation measures for pre-construction and construction phase as specified in the EMP

Monitor over-all implementation of various EMP provisions

Review and approve the specific environmental management plans (e.g., Spoils Disposal Plan, Dust Control Plan, Noise Control Plan, etc.) to be prepared by contractors as specified in the EMP

Prepare monthly environmental monitoring reports on EMP implementation

Project Management Support

Consultant (PMSC) Ensure that the PSC is implementing its responsibilities specified in the

EMP such as conduct of environmental effects monitoring; monitoring of environmental performance of contractors; implementation of envitonmental training for EMU, HRB/PMU staff; review and approval of specific environmental management plans prepared by contractors prior to commencement of site works, over-all monitoring of EMP implementation; and preparation of monthly environmental monitoring reports for submission to HRB

Assist HRB/PMU/EMU in preparing semi-annual environmental monitoring reports for submission to ADB. The semi-annual reports shall be based on the monthly reports prepared by the PSC as well as PMSC’s own observations/inspections to assess progress of EMP implementation during pre-construction an dconstruction phases.

Contractor Appoint and environment, health and safety officer to oversee timely and proper implementation of mitigation and monitoring measures specified in the EMP

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

Prior to start of site works, prepare environmental management action plans in the form of specific management plans (Dust and Noise Control Plan, Spoils Disposal Plan, Traffic Management Plan, etc.) specified in the EMP. Such plans shall be submitted to the PSC for approval.

Undertake land subsidence and settlement monitoring program specified in the EMP during the pre-construction and construction phase (TBM contractor only) and submit monthly reports to PSC and HRB/PMU/EMU

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Organization EMP Responsibility

External Expert Undertake independent annual reviews to verify the monitoring information submitted by HPC/HRB 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.

Review and verify the accuracy, breadth, depth, and relevance of information provided by HRB to ADB with regard to EMP implementation

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.

Submit environmental monitoring report to ADB and HPC.

MONRE Approval of GOV EIA in accordance with Law on Environment Protection 2005

Environmental monitoring and supervision during construction and operation

Ha Noi DONRE Monitoring environmental performance of project throughout construction and operation

Participate in resolution of community complaints on environmental impacts of the project during construction and operation

Ha Noi TUPWS Responsible for issues associated with traffic management, water and sanitation services, and spoils disposal

Ongoing liaison with HRB, PMU and Construction Contractor during project construction

Ha Noi DCI Participate in consultations in relation to heritage issues throughout project construction and operation

Participate in survey and excavation work and development of suitable mitigation measures for identified relics

Ha Noi Department of Defence /

Vietnamese Army

Provision of information on UXO risk in project area

Implementation of UXO site survey and clearance works prior to commencement of construction

Local authorities and police Provide assistance to TUPWS and construction contractor in implementation and enforcement of construction traffic management measures

Source: HRB and IEE Consultant Team

D. EMP Reporting

554. Following are the report preparation and submission requirements regarding EMP implementation

(i) Monthly environmental monitoring reports on environmental performance of contractors: from PSC to HRB/PMU/EMU

(ii) Monthly reports on the results of Land Subsidence and Settlement Monitoring Program: from TBM contractor to PSC

(iii) Quarterly reports on results of environmental effects monitoring and compilation of results of Land Subsidence and Settlement Monitoring Program: from PSC to HRB/PMU/EMU

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(iv) Semi-annual reports compiling the results of environmental effects monitoring, environmental performance monitoring as well as Land Subsidence and Settlement Monitoring Program: from HPC/HRB (with assistance from PMSC) to ADB

(v) Annual reports of external environmental monitoring consultant: from external expert to ADB and HPC/HRB

E. Budget for EMP Implementation

555. An important part of EMP development is the preparation of a realistic budget, identification 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

(ii) Costs for engagement of consultants including the external environmental monitoring expert

(iii) Costs for public involvement activities during project implementation

1. Cost for Community Monitoring System (Community Environment Monitoring Board)

556. 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 PMU/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

557. The PSC 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 9.4 to 9.6 for air quality, noise, vibration, and groundwater quality during the pre-construction and construction stage of the project. During operation phase, HRB or the Project operator shall continue to engage an environmental effects monitoring contractor to carry out the EMP requirements. 558. A specific monitoring for land subsidence and settlement shall be implemented by the TBM contractor.The proposed monitoring program is shown in Table 9.7. The summary of environmental effects monitoring costs are shown below:

Table 9.9: Cost estimates for environmental effects monitoring

Monitoring Program Pre-construction Construction Operation (1st year) 1. Environmental Effects Depot $320 $6,400 $1,500 Viaduct $550 $11,000 $2,200 Tunnel $5440 $19,800 $6,050

2. Land Subsidence and Settlement

$6,000 $66,000 Included in environmental effects monitoring cost for the tunnel component

Sub-total $12,310 $103,200 $9,750

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Total $125,260

3. Cost for External Environmental Monitoring Expert

559. As required by ADB’s Safeguard Policy Statement 2009, HRB engage and retain an external environmental monitoring expert given that the Project has been classified by ADB as environment category A. Such expert shall undertake independent periodic reviews to verify the monitoring information submitted by HRB 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. Appendix 3 presents the terms of reference for the external expert while the table below provides the estimated cost for engaging such expert.

Table 9.10: Cost estimates for external environmental moniotoring expert Item Rate ($) Unit Qty Total ($)

1. International (i) Remuneration 15,000 Person-month 6 90,000(ii) Airfare 2,000 Round-trip 6 12,000(iii) Per diem 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 preparation

(materials) 200 Monitoring period 6 1,200

(iv) Contingency 2,500 150,700

4. Cost for Environmental Training

560. Cost estimation for implementation of capacity building and training for EMU and HRB/PMU 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 Project Supervision Consultant.

Table 9.11: Cost estimates for 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

561. Local residents and establishment, 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.

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562. 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 as $500; and (ii) cost for document and photos supporting public disclosure is estimated at $200. Total cost for this item for 17 communes estimated as: $335/each commune x 17 communes = $5,695.

6. Cost and Source of EMP Implementation

563. Sources of funding for the EMP are as follows: (i) HRB shall fund the following:

a. external environmental monitoring expert (Chapter IX, Section E.3) b. some of the environmental mitigation measures for the pre-construction and

operation phases as specified in Tables 9.1 to 9.3 c. environmental effects monitoring program in Tables 9.4 to 9.6 for the

operation of the depot, viaduct and tunnel components d. cost of the public disclosure program during project implementation stage

(Chapter IX, Section E.5) (ii) PSC shall fund the following:

a. environmental effects monitoring program presented in Tables 9.4 to 9.6 for the pre-construction and construction phase of the depot, viaduct and tunnel components.

b. environmental training (Chapter IX, Section F.11) for EMU and relevant HRB/PMU staff

(iii) The tunneling contractor (TBM) shall provide funding and shall implement the

monitoring program for land subsidence and settlement presented in Table 9.7 (iv) The contractors for the depot, viaduct and tunnel shall provide funding for

implementation of mitigation measures, preparation and implementation of specific management plans (e.g., Spoils Management Plan, etc.), orientation/training of workers on health and safety issues, etc. during pre-construction and construction phases as specified in Tables 9.1 to 9.3

564. The estimated cost for EMP implementation is presented below.

Table 9.12: EMP budget estimate Item Funding Source Cost ($)

Environmental Monitoring $269,960 1. Environmental effects monitoring cost

for geophysical aspects: air quality, noise, vibration, groundwater, etc. (Tables 9.4 to 9.6)

PSC: pre-construction and construction HRB: pre-construction operation

53,260

2. Hydrogeological monitoring: land subsidence and settlement (Table 9.7)

Tunneling contractor 66,000

3. External monitoring (Chapter IX, Section E.3 and Appendix 3)

HRB 150,700

4. Monitoring of EMP implementation PSC Included in PSC costCapacity Building $248,0005. EMU budget for 7 years HRB 193,0006. Environmental training of EMU,

HRB/PMU staff PSC 55,000

Public Disclosure HRB 5,695TOTAL $523,655

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F. Institutional Strengthening and Capacity Building in the Ha Noi Railway Board

1. Introduction

565. The Government of Vietnam, Ha Noi People’s Committee and many sponsors share common concerns about the sustainability of the project. To ensure the sustainable development of the first urban metro – MRT3 line in Ha Noi, the following programs have been initiated:

(i) HRB Urban Capacity Building Program financed by AFD (Agence Française de Développement) - 0.5 million Euros.

(ii) Program to support the urban and environmental integration of the pilot metro / Light Rail Transit line from Nhon to Ha Noi Train Station financed by FFEM (Fonds Français pour l'Environnement Mondial) - 1.27 million Euros

566. At present, HRB needs assistance in implementing this leading sophisticated project and in establishing an Operator in charge of the management of the pilot metro line. Moreover, HRB will also require further assistance to fully support city authorities in implementing, developing and operating the urban rail line system in Ha Noi. 567. The new pilot metro line will bring long term changes in Ha Noi’s landscapes. It is therefore necessary to (i) ensure that the integration of the line into the urban environment will be implemented at the lowest environmental and social cost, (ii) facilitate long-term management of the line in particular and public transport in general. This means that mitigation measures will be undertaken in order to reduce environmental and social impacts, and that the integration of the line into existing and planned public transport system. The sustainability of the management of the pilot metro line will depend on the establishment of both a well structured and competent Operator and effective Public Transport Authority.

2. Environmental monitoring along the pilot metro line:

568. The Coordinator will assist HRB in preparing the technical design, terms of reference and bidding documents to select experts and to procure measuring devices and equipment; assist HRB in completing contracts, in monitoring the progress of the implementation of this component and the results of the working group dedicated to this component. 569. HRB is expected to provide relevant contribution such as counterpart staff to work with the Coordinator, the experts recruited as part of the implementation of the AFD and FFEM programs mentioned above.

3. Background

570. The HRB was formed in 2001, as an independent department of the Government of Viet Nam reporting to the Ha Noi People’s Committee to undertake construction and operation of MRT3 and for Line 2 (Japanese Line).

4. Lack of Environmental Management Capacity

571. HRB, as currently constituted, has only one environmental specialist. Moreover it does not have any capacity to deal with the requirements of the Environmental Management Plan (EMP) proposed for the construction of the Project, including the mitigation of various

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environmental impacts identified. 572. In summary, gaps and deficiencies within HRB are:

(i) Limited experience in environmental management.

(ii) Lack of specific technical skills in environmental mitigation management or EMP implementation

(iii) Lack of skills in Resettlement Plan (RP) and land acquisition.

(iv) Insufficient inter-agency linkages needed to implement and carry out cross-agency mitigative measures

(v) Limited experience in environmental monitoring; and,

(vi) Auditing functions and reporting.

573. These deficiencies highlight the need to build institutional capacity in HRB to ensure proper implementation of the EMP thorugh the development and staffing of an Environmental Management Unit (EMU).

5. Rationale for an Environmental Management Unit (EMU)

574. HRB shall establish an EMU to oversee implementation of EMP requirements for the entire project with assistance from the Project Supervision Consultant. Funding for EMU operation shall be provided from own funds of HRB.

6. Structure and Staffing

575. The EMU would be under the direction of the Project Management Unit (PMU) within HRB. During pre-construction and construction, the EMU shall be supported by the Project Supervision Consultant (PSC) and the Project Management Support Consultant (PMSC). Following the completion of project construction, it is anticipated that the EMU would become a permanent group in HRB. 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

7. Operational Mandate

576. With assistance from PSC and PMSC, the EMU would act as an implementing cell, and undertake monitoring and reporting activities to meet EMP commitments of HRB as required in this EIA. The EMU would also be charged in ensuring that mitigating measures for various project phases are properly implemented. 577. 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;

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(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.

578. As the EMU develops, its function should include the development of environmental assessment and associated plans such as EMPs 579. The EMU, working with the PMU Vice-Director, will oversee the implementation of the EMP. Before the start of construction the EMU staff will undergo training in environmental monitoring and evaluation.

8. Tasks of the EMU

580. Functioning as the primary implementers of environmental measures defined in the EIA/EMP, contracts and specifications. The EMU’s tasks are proposed as follows:

i. 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 HRB in engaging the required external monitoring expert.

Monitor all construction activities as specified in the EMP and prepare corresponding monitoring reports with support from PSC and PMSC.

Chair and investigate grievances under the GRM process.

Advise the HRB and PMU 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 EA documentation and the execution plan and,

ii. Long Term Tasks

Provide necessary expertise on implementation of the EMP as well as other required environmental mitigation and monitoring measures, as required, during the life of the project.

Develop environmental training programs that target a range of people within the HRB 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.

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9. Estimated EMU Budget

581. The EMU will have to function for at least two years (during the warranty period of the Project), but hopefully to provide environmental expertise to the other rail transit projects, after the completion of all the work on the Project. An initial seven-year budget estimate therefore has been prepared (See Table 1.1). It can be considered a rough estimate to be worked out in detail during the preparation of the EMU operating plan. 582. Salaries for the EMU staff are based on $1,000/month and about 15% of salaries for operating cost.

Table 9.13: Estimated initial budget for EMU (US$)

Staff Salary x 7 yearsOperating Costs

x 7 years Total Cost

2 168,000 25,000 193,000

10. Future of EMU

583. To assist the GOV in the long-term, the consultant proposes that the EMU unit should be retained as a permanent part of the HRB should HRB evolve into the Public Transport Agency (PTA). 584. 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 HRB procedures and special requirements.

585. This pool of experience will be immensely useful for the HRB in tackling future environmental requirements. With the ever increasing and evolving values of environmental issues, an EMU will be able to keep abreast of these to the benefit of HRB and the GOV.

11. Proposed Environmental Training for EMU and PMU/HRB Staff

586. To strengthen the knowledge base of the EMU and PMU/HRB staff, a series of training activities shall be implemented by the Project Supervision Consultant (PSC). Preceding any training, the international environment specialist of the PSC (with assistance from the national environment specialist) shall undertake a needs assessment study within the HRB 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. 587. 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. 588. The training for EMU and other staff of PMU/HRB will be undertaken through training

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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 conduct of environmental monitoring and corresponding reports occupational health and safety issues related to the project and corresponding

mitigation, monitoring and reporting requirements

589. 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 MRT3 and other future components of the Ha Noi MRT system.

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X. CONCLUSIONS AND RECOMMENDATIONS

590. Ha Noi, in the north of Viet Nam, has experienced rapid economic growth in recent years, which has led to a significant increase in traffic volumes and trip numbers and associated deterioration of environmental conditions in the urban area. To counter such environmental degradation and stem economic losses resulting from traffic congestion, accidents and low travel times, the GOV has identified public transport as a key means of restraining the use of private vehicles. The Project is one of three priority lines in a proposed urban rail network that has been identified by the GOV for development in the short term as part of an overall long-term urban transport strategy. 591. This EIA, utilizing the GOV EIA (2007) and GOV Supplementary EIA (2008), HRB/SYSTRA Feasibility Study Report (2009), preliminary design drawings (SYSTRA) and ADB draft Poverty and Social Analysis (2008), assessed the following: negative air quality and noise impacts will occur during pre-construction and construction. The adverse air quality and noise impacts are related only to the construction stage. During operation there will be significant positive impacts for air quality and noise levels, with mitigation measures in place for the Project will generate less noise than existing measured ambient conditions. 592. A compliance audit was conducted on the Depot and is presented in Appendix 2. There were no environmental non-compliance issues identified with reference to GOV and ADB requirements. 593. An EMP covering the depot, viaduct and tunnel sections has been prepared. The recommended environmental mitigation measures covers the pre-construction, construction and operation stages of the project. Key issues that are addressed in the plan pertain to impacts on air quality, noise, groundwater quality, spoils disposal, health and safety of workers and the public, traffic, and impacts on culturally significant sites and undiscovered archaeological relics. A monitoring plan has also been developed to assess land subsidence and settlements along the underground component of the Project. The EMP also specifies that the contractors shall develop and implement environmental management action plans in the form of specific management plans on dust and noise control, traffic management, spoils disposal, spill management, occupational and community health and safety, and emergency response. 594. The EMP also defines the environmental monitoring requirements for various project phases. The monitoring program has been prepared following a review of the monitoring plan contained in the GOV EIA and inclusion of measures to address identified deficiencies in monitoring locations, parameters, frequency and methods. The plan addresses project performance monitoring and environment effects monitoring for project pre-construction, construction and operation. 595. The establishment of an Environmental Management Unit consisting of an environment specialist, occupational health and safety specialist, social specialist is advocated for PMU under HRB. Institutional arrangements for managing the EMP implementation and required institutional strengthening activities have been developed, and costs for implementing the EMP have been estimated. 596. To ensure that the required mitigation and monitoring measures are implemented, the EMP shall be included in the tender and contract documents for civil works. Semi-annual monitoring on EMP implementation shall be submitted by HRB to ADB. An external environmental monitoring expert shall be engaged and retained by HRB to verify the montitoring information submitted to ADB and to assess if the EMP is being implemented as

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required. 597. In conclusion the following are the key environmental benefits of the Project: That amount of GHG emissions will be avoided because of the Project during the operational phase, due to the displacement of diesel buses, automobiles and motor cycles. These reductions are expected to far outweigh any short-term increase in GHG emissions that will be experienced during the construction phase. Based on other elevated electric transit systems, the MRT3 line operation is expected to avoid the release of greenhouse gases (Canada Line in Vancouver, opened in the fall of 2009, and similar to the Project in length and design, is predicting that between 16 and 21 kilotonnes of greenhouse gases per year by the year 2021 will be avoided), the reductions will arise due to the assumed replacement of diesel buses and increased displacement of private automobiles by the train service, relative to bus-only transportation. These reductions will be partly offset by the anticipated GHG emissions associated with additional electrical generation required to power the MRT3 Line. 598. Socially the project will be a benefit to the population in the project area. The population, located in the western area of Ha Noi will, by using the metro: avoid traffic congestion and reduce safety hazards; reduce health problems due to air pollution and dust; save time and benefit from a good transportation alternative to go to Ha Noi Center.

.

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XI. REFERENCES

ADB. 2003. Environmental Assessment Guidelines. Manila.

ADB. 2006. Socialist Republic of Viet Nam: Preparing the Ha Noi Metro Rail System Technical Assistance Report Project Number VIE:40080. Manila.

ADB, 2007, Initial Environmental Examination (IEE) for Ha Noi Metro Rail System Project. Manila

ADB.2008. Draft Poverty and Social Analysis. Manila

Almec Corporation, Nippon Koei Co Ltd & Yachito Engineering Co Ltd. 2006. Draft Final Report Pre-Feasibility Study B UMRT Line 2.

CEPT. 2007. Ha Noi Metro Rail Project Environmental Impact Assessment Report. Ha Noi.

CEPT. 2008. Ha Noi Metro Rail Project Supplementary Environmental Impact Assessment Report. Ha Noi.

General Statistics Office (GSO). 2006. Estimation of Ha Noi Socio-Economic Development in 2006. Online: http://www.gso.gov.vn/

GSO. 2007. Vietnam Statistical Yearbook 2006. Ha Noi.

Ha Noi DONRE. 2005. Ha Noi Environmental Status Report 2005. Ha Noi.

HRB/SYSTRA. 2008. Feasibility Study Report, Final Report. Ha Noi.

Kolymbas, D., Wagner, P., 2007. Groundwater ingress to tunnels - The exact analytical solution. Tunnelling and Underground Space Technology 22 (2007) 23–27

Lee, J. Y., Yi, M. J., Moon, S. H., Cho, M., Won, J. H., Ahn, K. H., Lee, J. M., 2007. Causes of the changes in groundwater levels at Daegu, Korea: the effect of subway excavations. Bull Eng Geol Environ, (2007) 66:251–258.

Mairi, D. 1985. Unconfined groundwater flow calculation into a tunnel. Journal of Hydrology, 82 (1985) 69-75.

Mathers, S.J., Zalasiewicz, J.A., 1999. Holocene sedimentary architecture of the Red River delta, Vietnam. Journal of Coastal Research 15, 314–325.

NDWRPI, 2009, Hydrogeological Characterization for Metro Nhon-Ha Noi Railway Station Subway Line Design. Ha Noi.

Nga TTV, Khatiwada NR, Takizawa S. 2003. Heavy metal tracers for the analysis of groundwater contamination: case study in Ha Noi City, Vietnam. In Water Supply Vol 3, pp. 343- 350.

Nguyen Van Dan & Nguyen Thi Dung. 2003. Groundwater Pollution in the Ha Noi Area, Vietnam. Prepared for UNESCAP.

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Nguyen Van Dan, Nguyen Thi Dung, 2002. Current status of groundwater pollution in Ha Noi area. International Symposium on Environment and Injure for Community Health caused by Pollution during the Urbanization and Industrialization, Ha Noi, 2002.

SYSTRA. 2005. Etude de Faisabilite d’une Ligne Pilote de Transport Ferre Urbain a Ha Noi. Ha Noi.

Tanabe, S., Hori, K., Saito, Y., Haruyama, S., Doanh, L.Q., Sato, Y., Hiraide, S., 2003. Sedimentary facies and radiocarbon dates of the Nam Dinh-1 core from the Song Hong (Red River) delta, Vietnam. Journal of Asian Earth Sciences 21, 503–513.

Tong Ngoc Thanh, 2001. Report on investigated results for arsenic groundwater level in Ha Noi city. UNICEF. March 2001.

Tong Ngoc Thanh. 2003. Arsenic Pollution in Groundwater in the Red River Delta. Prepared for UNESCAP.

Tran, N., Ngo, Q.T., Do, T.V.T., Nguyen, V.V., 1991. Quaternary sedimentation of the principal deltas of Vietnam. Journal of Southeast Asian Earth Sciences 6, 103–110.

TRICC. 2006. Ha Noi LRT Pilot Line Project Feasibility Study. Ha Noi.

USCo, 2008, The Ground Investigation Report. Ha Noi.

UNESCO. undated. http://whc.unesco.org/en/tentativelists/5059/, Government submission to UNESCO nominating the Temple of Literature for inclusion on the World Heritage Register, viewed 21 June 2006.

United Nations Environment Program. 2001. State of the Environment Vietnam 2001. Bangkok.

United States Asia Environmental Partnership (USAEP). 2002. Before the Clouds Gather: Protecting Clean Air in Vietnam.

US Commercial Service. 2007. Vietnam: Industrial Air Quality Treatment.

Wedewardt, M., Enge, G., Kuhne, M. 2003. Solutions for large construction sites in groundwater-saturated sub-soils at the large infrastructure projects in Central Berlin. RMZMaterials and Geo-environment, V. 50, Issue 1, pp 413-416.

World Bank. 2003. Vietnam Environment Monitor 2003 – Water. Ha Noi.

World Bank. 2006. Project Information Document Appraisal Stage: Ha Noi Urban Transport Project. Washington DC.

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APPENDIX 1: PHOTOGRAPHS OF STUDY AREA

1. Looking west toward the Ha Noi Railway Station, site of underground Station 12.

2. View south of the Railway Station and the area required for underground station

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3. Looking east from Temple of Literature, Station 11 is now located in the next block.

4. Station 10 in front of Horison Hotel.

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5. Two views of the Horison Hotel Parking lot proposed for a laydown/storage site.

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7. Parking area near Station 9 proposed for a worksite at the tunnel entrance.

7. Looking west on Kim Ma at the Daewoo Hotel and Station 9.

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8. Looking east along the promenade at Thu Le Lake. This treed area will be lost by

construction of a traffic lane. This area will be re-built by an encroachment of at least 250 m2 into the lake.

9. Another view of the transition zone to the tunnel and the lost park and trees.

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10. Looking west to elevated station 8 at Cau Giay Interchange

11. Cau Giay Interchange

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12. Entrance to the Depot

13. Depot site capped with 1m of sand.

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14. Road No 70. Unpaved looking toward junction with N32.

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APPENDIX 2: Compliance Audit for the Depot

ENVIRONMENTAL DUE DILIGENCE REPORT FOR THE DEPOT SITE FOR THE HA NOI METRO RAIL SYSTEM PROJECT

I. Introduction

1. A 15 ha Depot site has been selected at Nhon (See Fig.1), the current western terminus of the Project. The Depot will house the administration, control centre, workshops, car washing system and trackage to store spare trains. 2. The Depot will experience construction under 3 tenders: first, (Depot #4) involves construction of the trackage, foundations for the structures, perimeter fence, and internal roads. It is to be constructed starting in late 2010 - this contract warrants this compliance audit. The second contract (Viaduct #1) will involve the removal of 53 houses and construction of the viaduct and ramp into the depot. This tender will be called in late 2010 or early 2011. The final contract (Depot #5) will be called in 2011 and involve construction of the buildings and ancillary works: water and waste facilities, fiber optic cabling etc.

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II. Status of the Project

A. Work undertaken Prior to Tender

3. In 2006 the site was a market garden area and during the preparation of the GOV EIA, field sampling was conducted for air quality, noise, soil and surface water quality. The results indicated that air quality parameters were within the GOV standards, noise levels exceeded standards, soil quality samples indicated Cu and Zn levels that exceeded permitted levels for agricultural land use. The IEE (2007) recommended that additional sampling be carried out for pesticides and herbicides. However, this was not carried out prior to capping the site with a 1 m layer of sand. 4. Water quality samples from the lake next to the Depot showed:

(i) Odor was present smelling of sewage or strong ‘fishy’ smells. (ii) There was visual evidence of high turbidity. (iii) DO levels were within QCVN criteria. (iv) Oil and grease was present and exceeded QCVN criteria (v) Trace levels of pesticides were detected and thus exceeded QCVN criteria. (vi) Total coliforms and E. coli exceeded QCVN criteria. (vii) Remaining parameters were within QCVN criteria.

5. Land clearance has already taken place for the depot area. The depot area clearance process was divided into 2 phases; the first phase in Tay Tuu commune (9 ha) was implemented in early 2007 and the second phase in Minh Khai (5 ha) commune was implemented in October 2007. Figure1 highlights the current land and structure requirements. There are two structures (blue shading) that have not been demolished, although compensation has been provided to the AP’s. There are two parcels in the center of the Depot area (shown in red) that have not been acquired. The parcels and structures shown in red bordering Road 70 are the 53 required for the Viaduct Ramp access line (slated for 2011). Implementation of resettlement activities is ongoing for the access line. 6. A survey was conducted at 4 households in March 2010. Local residents were asked if the clearance of the Depot and the truck traffic importing sand was carried out in environmentally and socially acceptable manner. The respondents had the following comments:

Table 1: Direct interview with the affected people near Depot site District(s) Tu Liem1. Name of interviewed participant Nguyen Thien HaiDate of consultation: April 4th , 2010 Venue/address Depot site at Tay Tuu – Tu Liem – Ha Noi Environmental issues raised Existing condition of air environment is seriously

degraded. Trucks conveying sand exploitation from areas named Lien Mac, Thuong Cat, Dong Ba crossing this road (No 70) with poor conveying condition thus, sand leakage to road surface seriously causing dust, affects local residents as well as travellers. Moreover, pesticide enterprises also generate harmfull emission to local people. Every day, environmental police have to be at two ends of road for transport monitoring. This might be

a good solution as a mitigation measure; Domestic water is supplied by a separate pipe system thus, construction process will not affect domestic water.

2. Name of interviewed participant Dao Ngoc Le Date of consultation: April 4th , 2010 Venue/address Road No 70, Tay tuu, Tu Liem, Ha Noi Environmental issues raised Road surface structure has been degrading with

pollution of air, especially dust. Road should be cleaned everyday during construction process; Paving road should be implemented to reduce dust generation; There should be coordination among local authorities, environment and transport police as well as transportation agencies to have proper methods for trucks’ transportation route and reduce dust leakage from the vehicles.

3. Name of interviewed participant Nguyen Thi Dai Date of consultation: April 4th , 2010 Venue/address Road No 70, Tay tuu, Tu Liem, Ha Noi Environmental issues raised Dust is a main problem along the road. Dust can be

generated more during project construction process. To reduce dust generation, water should regularly sprayed along the road No 70 and environmental police should monitor trucks and drivers everyday along the road.

4. Name of interviewed participant Le Thu Huong Date of consultation: April 4th , 2010 Venue/address Village 15 of Tu Hoang and Xuan Phuong

commune, Tu Liem, Ha Noi Environmental issues raised Working safety should be considered during project

construction process because there are so many people crossing the road No 70 as well as increasing number of trucks. Construction activities might cause traffic jam and accident, especially at night; During operation process, noise might be a bit problem to local residents. But we can get benefit from increasing bussiness because of workers in the Depot; Disorder of society and other social evils could happen during project operation process. In that case, there should be good control from local authority (communal people’s committee) to workers as well as coordination from the local authority to management board of Depot.

Figure 1: Photos taken during direct interview at the Depot site (along road 70)

Interviewee: Ms. Nguyen Thi Dai Interviewee: Mr. Dao Ngoc Le

Interviewee: Ms. Le Thu Huong Mr. Nguyen Thien Hai’s house near the existing entrance of the Depot

7. HRB requires a significant daily allotment (384 m3/day) of water for washing the rail cars, providing potable water and for firefighting requirements. In order to meet their daily requirement, a well 50 m deep with an 8 m screen was drilled in 2009. Eight water samples were collected during the pumping test period (9 hour interval) for quality analyses (Systra, 2009, pumping test report). Results indicate that NH4+ is 100 times over the drinking water standard, Fe content is also high. Phenol and Cyanide were also detected. HRB indicates it will conduct further testing and construct a water treatment system that will treat the water to potable standards. A groundwater monitoring program has been incorporated into the EMP. 8. The Tender Package (TP) being advertised will follow ADB guidelines (SYSTRA). Although not reviewed in its entirety, the TP does call for an environmental Management Plan (Chapter V, Part 2) covering Noise; Water Quality Management; Refuse Management; Hazardous Substance Management; Chemical Management and Public hygiene management. Moreover, there is Chapter XI that prescribes the Environmental Plan and the required Specifications. In addition, SYSTRA (pers comm. J Holmes-Higgins) has indicated that should this draft EIA be accepted, and the tender closure date has not been reached, they will incorporate the EMP related to the Depot and issue it as an Addendum to the bidders.

B. Work to be undertaken: pre-construction

9. Once the two outstanding properties are obtained, HRB indicates that they will pre-load an additional 60cm of sand. HRB indicates that the sand comes from a government pit. It has been tested for quality and approvals are in place for the quantities and placement (Mr. Nam, HRB, pers. comm.). 10. Trucks will deliver a large quantity of piles to be vibrated into place. The EMP calls for weekly monitoring of air quality and noise during this period. III. Description of Environmental Issues

i) Compliance with ADB Safeguard Policy

Statement (2009), Public Communications Policy (2005), and conformity to ADB Environmental Assessment Guidelines (2003)

Yes An IEE was prepared and public consultation meetings conducted. There have been additional public consultation and information disclosure activities undertaken since 2007, in 2008 and again in 2010.

ii) Compliance with National laws and regulations on environment

Yes.

iii) Implementation of environmental mitigation and monitoring measures during construction phase

Yes. The EMP and the tender documents call for mitigation and monitoring measures.

iv) Environmental clearances or approvals required.

No. All clearances from the GOV are in place.

11. This due diligence report has been conducted to determine compliance of the MRT3 Depot with national environmental requirements and ADB Environment Policy 2009. Based on the findings, the Depot meets all environmental requirements and clearances of the Government and the ADB.

APPENDIX 3: Terms of Reference for the External Environmental Monitoring Expert

A. Objectives of the External Monitoring

1. Consistent with the requirement of ADB’s Safeguard Policy Statement 2009 on external monitoring for environment category A projects, HRB shall engage and retain an external environmental monitoring expert. Such expert shall undertake independent periodic reviews to verify the monitoring information submitted by HRB 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. B. Key Activities and Methodology

2. 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 HRB 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.

3. 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. C. Qualifications

4. The external environmental monitoring will be undertaken by an international environmental consultant with a total 6 person-months input. 5. 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. D. Schedule and Reporting Requirements

6. 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 HRB and ADB two weeks from completion of each monitoring activity.

E. Estimated Cost for the Service of the External Environmental Consultant

7. The estimated total cost for engaging an international external environmental monitoring expert over a 6-year period is presented below:

Item Rate ($) Unit Qty Total ($) 3. International

(i) Remuneration 15,000 Person-month 6 90,000(ii) Airfare 2,000 Round-trip 6 12,000(iii) Per diem 200 day 180 36,000

4. Expenses (i) Local transportation 500 Monitoring period 6 3,000(ii) Interpreter 100 day 60 6,000(iii) Report preparation

(materials) 200 Monitoring period 6 1,200

(iv) Contingency 2,500 150,700

APPENDIX 4: Record of the Public Consultation Meetings

Public consultation contents

1. Participants: HRB, implementing agency, SYSTRA Design consultants, ADB Environmental

Specialist, local leaders (communal and district levels), affected households and other local

people living near project area;

2. Objectives: Project disclosure and public consultation on potential environmental impacts

and proper mitigation measures during project’s implementation;

3. Meeting content

3.1. SYSTRA Design consultants introduced project scope and information on construction

items and their parameters;

3.2. ADB Environmental Specialist gave a presentation on the anticipated environmental

impacts and their mitigation measures. The issues were:

+ Environmental impacts, social impacts before construction, consist of popular impacts such as

land acquisition, plant and tree removal and their mitigation measures;

+ Environmental impacts during construction implementation such as dust, noise, safety for

transportation on surrounding residential areas, other impacts on agricultural activities and

corresponding mitigation measures;

3.3. Discussion from local people on other potential environmental impacts before construction

implementation, during construction stage and on operation, maintenance stages;

3.4. HRB, implementing agency discussed in general the Environmental System Management

in Viet Nam that may be applied in this project such as responsibilities of DONRE, DARD, DPC,

CPC, Construction Management Consultants, Contractors and especially local Community

Environmental Management Board;

The details are described in the meeting minutes and photos taken following the public contribution on environmental impacts and mitigation measures. These are presented in detail in table 7.15.

4. Photos on public consultation

Project information disclosure-Cau Giay district Environmental assessment-Cau Giay district

Participants’ contribution on environmental impacts and mitigation measures – Cau Giay

district

Participants’ contribution on environmental impacts and mitigation measures – Cau Giay

district

Public consultation in Ba Dinh district Project Introduction

Information disclosure Contribution on environmental impacts by participants

5. Meeting minutes in Ba Dinh district held on Apr. 22nd, 2010

6. List of participants in the meeting

7. Meeting minutes in Dich Vong commune – Dong Da district held on Apr. 24th, 2010

8. List of participants in the meeting