INVESTMENT PROJECT REPORT Volume 5 – Environment ......Hanoi Urban Transport Development Project Volume 5 – Environmental Management Plan collectively. These mitigation measures

SOCIALIST REPUBLIC OF VIETNAM

HANOI PEOPLE’S COMMITTEE

HANOI URBAN TRANSPORT

DEVELOPMENT PROJECT

PREPARATION OF INVESTMENT

PROJECT REPORT

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TRANSPORT & PUBLIC WORKS SERVICE

HANOI URBAN TRANSPORT DEVELOPMENT

PROJECTS MANAGEMENT UNIT

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November 2006

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Hanoi Urban Transport Development Project Volume 5 – Environmental Management Plan

TABLE OF CONTENTS

1. INTRODUCTION................................................................................................................ 4

1.1. Project Background....................................................................................................... 4

1.2. Objective, Strategy and Performance Indicator of EMP........................................... 4

1.2.1 Objectives................................................................................................................... 4

1.2.2 Strategy and Performance Indicators ......................................................................... 5

1.3 Legal Basis and Applicable Standards .......................................................................... 6

1.3.1 Legal Basis ................................................................................................................. 6

1.3.2 Executive Standards ................................................................................................... 9

1.3.3 Responsibility and Function of the Management Institutions.................................. 17

2. PROJECT DESCRIPTION............................................................................................... 18

2.1. Name, Features and Location of the Project ............................................................. 18

2.2. Project Owner: ............................................................................................................. 18

2.3. Project Components .................................................................................................... 18

2.4. Cost Estimation............................................................................................................ 25

2.5. Implementation Schedule and Construction Methods............................................. 26

2.6. Organization for Implementation of the Project ...................................................... 26

3. ENVIRONMENTAL MITIGATION MEASURES ........................................................ 27

3.1. Environmental Pollution Mitigation Measures in Planning and Designing Period.............................................................................................................................................. 27

3.2 . Mitigation Measures before Construction phase ..................................................... 37

3.3. Mitigation Measures during the Construction phase ............................................... 38

3.3.1. Mitigation Measures................................................................................................ 39

3.3.2. Summary ................................................................................................................. 45

3.4 Operation Phase............................................................................................................ 47


3.4.1. Noise Control .......................................................................................................... 47

3.4.2. Acoustic Environment Improvement ...................................................................... 48

3.4.3. Mitigation Measure for Air Environment................................................................ 48

3.4.4. Mitigation Measures to Water Environment Impacts.............................................. 50

3.4.5. Solid Waste Management ........................................................................................ 50

3.4.6. Other mitigation measures ...................................................................................... 51

3.4.7. Summary ................................................................................................................. 51

3.5. Public Concerns and Countermeasures..................................................................... 52

3.6. Personnel Training....................................................................................................... 54

3.7. Investment Cost for Mitigation of Environmental Impacts..................................... 55

3.8. Environmental Monitoring ......................................................................................... 57

4. ENVIRONMENTAL MANAGEMENT ORGANIZATIONS........................................ 60

5. CONCLUSION……………………………………………………………………………61

Abbreviations


BOD: Biological Oxidization Demand BRT: Bus Rapid Transit

CEETIA: Centre for Environmental Engineering of towns and Industrial Areas

COD: Chemical Oxidization Demand DONREH: Department of Natural Resources and Environment of Hanoi DP: Displaced Person EA: Environmental Assessment EMP: Environmental Management Plan HUTDP: MVA:

Hanoi Urban Transport Development Project MVA Asia Limited Company

MVECS: Motor Vehicle Emission Control Strategies PMU: Project Management Unit RAP: Resettlement Action Plan RPF: Resettlement Policy Frame work SS: Suspended Solids TCVN: Vietnamese Standard TUPWS: Hanoi Transport & Public Works Services UBND: People’s Committee URENCO: Urban Environmental Company VND: Vietnamese Dong WB: World Bank


1 INTRODUCTION

1.1 Project Background The Word Bank (WB) financed Hanoi Urban Transport Development Project (HUTDP) is an important component in the Master Plan of Urban Traffic of Hanoi People’s Government for improvement of the urban traffic. This project will play an important role in solving the three problems that Hanoi City is facing, improving the urban ambient air quality and living conditions of the residents. It will stimulate the coordinated social, economic and environmental development of Hanoi City. The Environmental Impact Assessment of this project shows that the project will negatively impact the environmental conditions along the project roads and in some regional areas. However, it will positively impact the ambient air quality as well as the control of the atmospheric pollution in the whole urban area, especially in the densely populated central urban area. The Environmental Management Plan (EMP) of this project, as a part of the environmental impact assessment documentation of HUTDP, is one of the important documents requested by WB. The purpose of EMP is to ensure the implementation of the mitigation measures proposed in EIA. For the project to be environmental feasible, the necessary mitigation measures must be implemented. 1.2 Objective, Strategy and Performance Indicator of EMP

1.2.1 Objectives As indicated in the EIA of this project, traffic noise and tail gases from motor vehicles are the main adverse impacts imposed by the project on the area along the project roads. Besides, the land using mode will be changed by the construction of roads, resulting in separation of communities. Detailed descriptions are given in the EMP for the mitigation measures for different environmental impacts, environmental management, supervision and monitoring scopes. Thus, the EMP can be used as a guidance document for the implementation of the above-mentioned activities. The EMP plays the following roles:

- Definition of the environmental mitigation measures for the impacted targets. The Project Management Office, environmental assessment team and design institute have made on-the-spot investigation and confirmation for the impacted sensitive receptors of this project. On this basis, effective mitigation measures have been developed


collectively. These mitigation measures have been incorporated into the engineering design of this project to ensure their implementation.

- Providing an environmental guidance document. The EMP, after being reviewed by WB, will be the environmental document that will be provided to the construction supervision unit, environmental supervision unit and other project-related institutions during the construction and operation phases.

- Definition of roles and responsibilities of relevant institutions. The roles and responsibilities of the relevant functional organizations and administrative institutions are defined. The approaches for communications and exchanges between different institutions are also proposed.

- Development of the programs for environmental monitoring in construction and operation phases. EMP has developed the environmental monitoring programs for the construction and operation phased, so as to guarantee the effective implementation of the environmental mitigation measures and to handle the unpredictable environmental problems or contingency at the earliest time possible.

1.2.2 Strategy and Performance Indicators

In order to minimize the environmental impact of this project, the following overall environmental objectives and performance indicators for the environmental management in the construction and operation phases have been worked out by the joint efforts of the officials of the WB, the international consultants, EA team and the Project Construction Office. Overall objective: maintaining the sustainability of the urban social economic and environmental development, improving the urban environmental quality, and minimizing and reducing or otherwise compensating adverse impacts to the communities and the environment. The detailed actions and indicators are as follows. Actions:

- Developing and implementing an EMP and monitoring program - Developing and implementing the MVECS to mitigate the impact on the ambient air

Indicators: - Inspecting the monitoring results of the monitoring factors listed in the environmental

monitoring program during the construction and operation phases - Implementing all the environmental mitigation measures developed in the EIA

according to the specified schedule - Developing the Motor Vehicle Emission Control Strategy (MVECS)


1.3 Legal Basis and Applicable Standards

The EMP is prepared in accordance with the results of the EIA Report of HUTDP. The project-related regulations and applicable standards are as follows. 1.3.1 Legal Basis

This EMP is prepared based on the relevant environmental protection law, regulations and standards of the People’s Socialist Republic of Vietnam, safeguard policies of the World Bank, relevant regulations and planning documents of Hanoi City, Project design documents, technical specifications and international environmental agreements signed by Vietnam, etc. More specifically, the bases of the EA are as follows:

Legislative Documents:

- Vietnam Law on Environment Protection dated 29/11/2005 issued by Vietnam National Assembly and the promulgation decree for implementation has been signed on 12/12/2005 by the Chairman;

- Governmental Decree No. 80/CP dated 09/08/2006 providing Guidelines on implementation of Law on Environment Protection;

- Circular No. 08/2006/TT-BTNMT dated 09/08/2006 of the Ministry of Natural Resource and Environment providing guidelines on Strategic Environmental Assessment, EIA and commit to environmental protection.

- Governmental Decree No. 121/2004/ND-CP dated 12-5-2004 providing the regulations on settlement of violations on Environmental Protection (in replacement of the Decree No. 26/CP dated 26/4/1996).

- Circular No. 10/2000/TT-BXD of the Ministry of Construction dated 8/8/ 2000 providing Guidelines on preparation of EIA on Construction Planning projects;

- Vietnamese Standards on Environment issued in 1995, 2000, 2001, 2002 and 2005;

Water Legislations: - The Building Code of Vietnam: was issued in 1997 which is a paralegal document

stipulating the minimum technical requirements mandatory to all construction activities, the solutions and the standards that must be applied to meet the requirements of the Building Code. Drainage and sewerage systems are regulated under the Chapter 5: Urban Planning as follows:


- Article 5.17: Drainage systems 5.17.1: The urban drainage system;

5.17.2: Selection of type of sewer system 5.17.3: Storm water drainage 5.17.4: Conditions for sewage discharge 5.17.5: Waste treatment plants and water pumping stations

It stipulates that sanitary sewage from toilets (of housings, public and industrial buildings) and hospital sewage must be treated through septic tanks, constructed compliant with standards before discharge to urban drainage.

- Law on Water Resources dated May 20, 1998. - Decree No. 149/2004/ND-CP, 2004, Government Decree on regulation on licensing of

water resources exploitation, extraction and utilisation and waste water discharge in water sources: The Decree shall regulate the issue, extension, amendment, termination and revoking of permits on exploration, extraction, exploitation, utilisation of water resources and waste water discharge into water sources.

Fees and Charges:

- Decree No. 67/2003/ND-CP of June 13, 2003 on environmental Protection Charges for Wastewater;

- Inter-ministerial Circular No. 125/2003/TTLT-BTC-BTNMT of December 18, 2003 of the Ministry of Finance and Ministry of Natural Resources and Environment giving instructions to the implementation of Decision No. 67/2003/ND-CP of June 13, 2003 by the Minister on Environmental Protection Fee to Wastewater.

Requirements of the World Bank The requirements of the World Bank are included in ten safeguard policies, procedure and operational guidance. They are:

Environmental Assessment (OP/BP/GP 4.01) Forestry (OP/GP 4.36) Natural Habitat (OP/BP 4.04) Dam Safety (OP/BP 4.37) Disinfection Agential Management (OP 4.09) Non-voluntary Migrants (OD 4.30) Cultural Relics (OP 4.11) Debatable Area Project (OP/BP/GP 7.60)


Hanoi Relevant Documents:

- Official Letter No. 211/CP-QHQP dated 18/2/2004 of the Government on approval of List of programs and loan projects in the period of 2004-2006;

- Official Letter 439 QHKT - P1 dated 16/3/2005 on approval of locations of Requirements of the World Bank

- Report for preparation of FS and preliminary design for Road and BRT components - October 2006;

- Draft Feasibility Study and Preliminary Designs of Road Component, 11/2006

- Report on BRT comparative options, Jan 2006 and Draft Feasibility Study and Preliminary Designs of BRT Component, 11/2006

- Decision No. 1339/ QD-UB of the City People’s Committee (PC) on approval of the tasks on implementation of Hanoi Urban Transportation Development Project dated 12/3/2004;

- Decision No. 8265/ QD-UB dated 26/11/2004 of the City PC for approval of amendment and adjustment of tasks for preparation for the implementation of Hanoi Urban Transportation Development Project;

- Announcement No. 134/BQL dated13/1/2005 of the City PC at the meeting to report the BRT investment project under Hanoi Urban Transportation Development Project;

- Official Letter No. 648 CP-QHQT dated 15/5/2004 on receiving Technical Support Project in preparation for implementation of Hanoi Urban Transportation Development Project;

- Decision No. 1190/ QD-UB dated 11/3/2005 of the City PC on approval of bidding results of TA project in preparation for Hanoi Urban Transportation Development Project;

- Decision No. 5060/ QD-UB dated 16/8/2004 of the City PC on approval of bidding schedule of TA project in preparation for Hanoi Urban Transportation Development Project sponsored by PHRD;

- Decision No. 4035/ QD-UB dated 1/7/2004 of the City PC on approval of project contents of TA project in preparation for Hanoi Urban Transportation Development Project sponsored by PHRD;


Engineering Design Documents

- Draft Feasibility Study and Preliminary Designs of Road Component, 11/2006;

- Report on BRT comparative options, Jan 2006 and Draft Feasibility Study and Preliminary Designs of BRT Component, 11/2006;

1.3.2 Executive Standards

According to the environmental functional zoning of Hanoi, the latest local environmental laws and regulations, relevant technical policies and the requirements of the World Bank, environmental standards applied for this assessment are determined as Table 1.1~Table 1.7.

Table 1.1: List of Executive Standards in Vietnam

N° Title 1 Water Quality Standards 2 TCVN 5942-1995: Water Quality - Surface Water Quality Standard 3 TCVN 5943-1995: Water Quality - Coastal Water Quality Standards 4 TCVN 5944-1995: Water Quality - Ground Water Quality Standards

2 Environmental Standards 1 20 TCN-51-84: This set of National Standards replacing the 20-TCN-51-72, entered

into force on 22nd September 1984. It provides the design standards for the off-site and on-site drainage and sewerage networks including septic tanks.

2 TCVN 5945: 2005: Industrial Wastewater – Discharge standards. 3 TCVN 6772: 2000: Water quality – Domestic wastewater standards. 4 TCVN 6773: 2000: Water quality – Water quality guidelines for irrigation. 5 TCVN 6774: 2000: Water quality – Freshwater quality guidelines for protection of

aquatic sites. 6 TCVN 6980: 2001: Water quality – Standards for industrial effluents discharged into

rivers used for domestic water supply. 7 TCVN 6981: 2001: Water quality – Standards for industrial effluents discharged into

lakes used for domestic water supply. 8 TCVN 6982: 2001: Water quality – Standards for industrial effluents discharged into

rivers used for water sports and recreation. 9 TCVN 6983: 2001: Water quality – Standards for industrial effluents discharged into

lakes used for water sports and recreation. 10 TCVN 6984: 2001: Water quality – Standards for industrial effluents discharged into


rivers used for protection of aquatic life. 11 TCVN 6985: 2001: Water quality – Standards for industrial effluents discharged into

lakes used for protection of aquatic life.

Table 1.2: Executive Standards for EMP of HUTDP

Environmental

factors Standards Standard value or class Remarks

TCVN 5949-1998 “Noise in Public and Residential Areas- Maximum permitted noise level”

Class I: Daytime: Leq 50 dBA Nighttime: Leq 40dBA Class II: Daytime: Leq 60 dBA Nighttime: Leq 50dBA The detailed standard values are shown in Table 1.4a.

Class I: All sensitive receptors such as schools, hospitals, kindergardens etc. Class II: Houses, Hotels, Office buildings etc.

Adopted from American Standards “ Standard for Noise at Boundaries of Construction Sites”

The detailed standard values are shown in Table 1.4b.

Boundaries of Construction Sites

Acoustic environment

TCVN 5948-1999 “Noise emitted by accelerating road vehicles- Maximum permitted noise level”

The detailed standard values are shown in Annex 1.4c.

At road sites

Executing the standard for ambient areas (TSP, CO,NO2,SO2,O3 and Lead). The detailed standard values are shown in Table 1.5a.

All the areas

Ambient air quality standard

TCVN 5937-2005 “Ambient Air Quality Standards”

Executing the standard for Maximum allowable concentration of hazardous substances in ambient air. The detailed standard values are shown in Table 1.5a.

All the areas except Industrial areas

Air

envi

ronm

ent

Road Vehicles Standard

TCVN 6438:2001 “ Road vehicles- Maximum permitted emission limits of exhaust gas”

Executing the standard for Maximum allowable concentration of CO and HC emitted from the vehicles. The detailed standard values are shown in Table 1.5b.

All Roads and ambient air

Vibration environment TCVN 6962: 2001 “Environmental Vibration Standards”

Executing the standard for Vibration emitted by construction works and factories – Maximum

Whole vibration assessment scope


permitted levels in the environment of public and residential areas” Daytime: 75 dB; Nighttime: 75 dB The detailed standard values are shown in Table 1.6.

TCVN 6772-2000 “ Domestic Sewage Discharge Standards”

Executing Class I- III standard for domestic sewage discharged into certain water bodies where no wastewater treatment facilities. The detailed standard values are shown in Table 1.7a.

Domestic sewage discharge in to the urban areas where the wastewater treatment facilities are not available

Water pollutants discharge standard

TCVN 5945-2005 “ Industrial wastewater- Discharge Standards”

Executing Class A - C standards for Industrial effluents discharged into water bodies. The detailed standard values are shown in Table 1.7b.

Effluents from Wastewater treatment discharge in to the surface water bodies

Class A water body. The detailed standard values are shown in Table 1.7c.

Red River,

Class B water body . The detailed standard values are shown in Table 1.7c.

Nhue River, West Lake, Hoan Kiem Lake

Wat

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t

Water environmental standard

TCVN 5942-1995 “Environmental Quality Standards for Surface water”

Class C water body. The detailed standard values are shown in Table 1.7c.

To Lich River

Table 1.3a: TCVN 5949-1998

Acoustics - Noise in public and residential areas- Maximum permitted noise level (Leq).

Unit : dB(A) Time

No.

Areas ( * ) From 6:00 To 18:00

From 18:00 to 22:00

From 22:00 to 6:00

1

Special Areas: Hospitals, Libraries, Health care centers, kindergartens , schools Pagodas

50 45 40

2 Residential areas, hotels, restaurants, office buildings.

60 55 50

3 Mixed areas: Residential within commercial.

75 70 50


Table 1.3b: The Permitted Noise Level from Construction Machines Leq (dBA)

Noise limited value Construction stage Main noise sources

Day time Night time

Earthwork and stonework Bulldozer, excavator, and shovel loader, etc.

75 55

Piling Various piling machines 85 Construction is forbidden

Structure Concrete mixer, vibration bar, and electric saw, etc.

70 55

Fitment Crane and elevator, etc.

65 55

Table 1.3c: TCVN 5948-1999

Acoustic - Noise emitted by accelerating road vehicles – Permitted maximum noise level.

Unit : dB(A) Permitted level

No. Type of vehicles Level 1 Level 2

1 Two wheels motorcycles: Maximum speed ≤ 30 km/h Maximum speed > 30 km/h

70 73

70 73

2 L3 ( Motorcycle ), L4 and L5 ( Three wheels motorcycles) CC ≤ 80 cm3 80 cm3 < CC ≤ 175 cm3 CC > 175 cm3

75 77 80

75 77 80

3 Cars – Type M1

77 74

4 Cars - Type M2 and N1: G ≤ 2000 kg 2000kg < G ≤ 3500 kg

78 79

76 77

5 Cars – Type M2 with G > 3500 kg and M3: P < 150kW P ≥ 150 kW

80 83

78 80

6 Cars Type N2 and N3 with: P < 75 kW 75 kW ≤ P < 150 kW P ≥ 150 kW

81 83 84

77 78 80

Notes: P: efficient capacity of the engines CC: working volume of cylinder. G : Maximum allowable gross weight of vehicle


Table 1.4a: TCVN 5937-2005 Ambient Air Quality Standards-

Limited value of pollutants in ambient air (mμ/m3)

No. Pollutants

Hourly Average Average 1 hour

Hourly Average

Average 8 hours

Daily average hourly

24 hours

Annual average

1 CO 30000 10000 - -2 NO2 200 - - 403 SO2 350 - 125 504 Pb - - 1.6 0.55 O3 180 120 80 -6 TSP 300 - 200 140

Table 1.4b: TCVN 6438:2001

Road vehicles- Maximum permitted emission limits of exhaust gas

Vehicles with petroleum engine

Vehicles with diesel

engine Cars Motorcycles Cars

Pollutants

Level 1

Level 2

Level 3

Level 4

Level 1

Level 2

Level 1 Level 2

Level 3

CO (% volume)

6,5 6,0 4,5 3,5 6,0 4,5 - - -

Or (ppm volume) 4-stroke engines, 2-stroke engines, Other engines

- - -

-

1500 7800 3300

-

1200 7800 3300

-

600 7800 3300

10.000 7.800 - - -

- - -

- - -

Haze level (% HSU)

- - - - - - 85 72 50

Table 1.5: TCVN 6962: 2001

VIBRATION STADARDS

Table 1.5a: Vibration Emitted by Construction Works and Factories, dB

No.

Areas

Time

Permissible value, dB**

Remarks

1 Special Areas 7:00 – 19:00 75 Continuous working


19:00 – 7:00 Background level *

time not more than 10 hours /day

7:00 – 19:00 75 2 Residential areas, hotels, restaurants, office buildings and others 19:00 – 7:00 Background

level *

Continuous working time not more than 10 hours /day

6:00 – 22:00 75 3 Mixed areas : Residential within commercial.

22:00 – 6:00 Background level *

Continuous working time not more than 14 hours /day

Table 1.5b: Vibration and shock - Vibration emitted by construction works Maximum permitted levels in the environment of public and residential areas

Unit: dB Permitted level and

working time during the day, dB **

No.

Areas*

6:00 – 18:00 18:00 – 6:00

Remarks

1 Special Areas

60 55

2

Residential areas, hotels, restaurants, office buildings and others

65 60

3

Mixed areas : Residential within commercial.

70 65

Vibration and shock in the Table are: 1) Measured level when in stable

stage; 2) The average value of maximum

values or 3) The average values of 10

maximum from 100 measured values of avery 5 min.

• See annex A • ** See annex B

Table 1.6a: TCVN 6772-2000

“ Domestic Sewage Discharge Standards”

Permissible value No.

Pollutants

Unit Level

I Level

II Level

III Level

IV Level

V 1 pH mg/l 5-9 5-9 5-9 5-9 5-9 2 BOD5 mg/l 30 30 40 50 200 3 Suspended Solid (SS) mg/l 50 50 60 100 100 4 Total Solid (TS) mg/l 500 500 500 500 KQĐ 5 Sulfur ( as H2S) mg/l 1.0 1.0 3.0 4.0 KQĐ 6 Nitrate (NO3-) mg/l 30 30 40 50 KQĐ 7 Oil mg/l 20 20 20 20 100


8 Phosphorous (PO43-) mg/l 6 6 10 10 KQĐ 9 Total Coli form MPN/100

ml 1000 1000 5000 5000 10 000

KQĐ : Not required

Table 1.6b: TCVN 5945-1995

Industrial wastewater- Discharge Standards


Pollutants Units A B C

1 Temperature oC 40 40 45 2 pH 6 - 9 5.5 - 9 5 - 9 3 Ordour - No uncomfortable No

uncomfortable

-

4 BOD5 (20 0c) mg/l 20 50 100 5 COD mg/l 50 100 400 6 Suspended Solid mg/l 50 100 200 7 Arsenic mg/l 0.05 0.1 0.5 8 Cadmium mg/l 0.01 0.02 0.5 9 Lead mg/l 0.1 0.5 1 10 Chromium (VI) mg/l 0.05 0.1 0.5 11 Chromium (III) mg/l 0.2 1 2 12 Mineral Oil mg/l ND 1 5 13 Fat mg/l 5 10 30 `14 Cu mg/l 0.2 1 5 15 Zn mg/l 1 2 5 16 Nickel mg/l 0.2 0.5 2 17 Manganese mg/l 0.2 1 5 18 Fe mg/l 1 5 10 19 Tin mg/l 0. 2 1 5 20 Xianua mg/l 0. 07 0. 1 0. 2 21 Phenol mg/l 0. 1 0. 5 1 22 Miniral oil mg/l 5 5 10 23 Fat oil mg/l 10 20 30 24 Clo odd mg/l 1 2 - 25 PCBs mg/l 0.003 0.01 - 26 Vegetable protection

chemical: organic phosphate

mg/l 0.3 1 -

27 Vegetable protection chemical: organic chlo

mg/l 0.1 0.1 -

28 Sunlfua mg/l 0. 2 0. 5 1 29 Florua mg/l 5 10 15 30 Clorua mg/l 500 600 1000 31 Amoniac ( as Nitrogen) mg/l 5 10 15 32 Total Nitrogen mg/l 15 30 60 33 Total Phosphorus mg/l 4 6 8 34 Coliform MPN

/100 ml

3000 5000 -



Pollutants Units A B C

35 Bioassay mg/l 90% of fish are alive in 100% wastewater in 96

hours

-

36 Total radioactivity α Bq/l 0. 1 0. 1 - 37 Total radioactivity β Bq/l 1. 0 1. 0 -

Note: KPHĐ – Not Detective

Table 1.6c: TCVN 5942-1995

“Environmental Quality Standards for Surface Water”


Pollutants Units A B

1 pH - 6.0 – 8.5 5.5 – 9.0

2 BOD5 (200C) mg/l < 4 < 25 3 COD mg/l < 10 < 35 4 Dissolved Oxygen mg/l ≥ 6 ≥ 2 5 Suspended Solid mg/l 20 80 6 Arsenic mg/l 0,05 0,1 8 Cadmium mg/l 0,01 0,02 9 Lead mg/l 0,05 0,1 10 Chromium (VI) mg/l 0,05 0,05 11 Chromium (III) mg/l 0,1 1 12 Cu mg/l 0,1 1 13 Zn mg/l 1 2 14 Manganese mg/l 0,1 0,8 15 Nickel mg/l 0,1 1 16 Fe mg/l 1 2 17 Hg mg/l 0,001 0,002 18 Aluminum mg/l 1 2 19 Ammoniac ( as N) mg/l 0,05 1 20 Flour mg/l 1 1,5 21 Nitrate( as N) mg/l 10 15 22 Nitrite ( as N) mg/l 0,01 0,05 23 Cyanide mg/l 0,01 0,05 24 Phenol (total) mg/l 0,001 0,02 25 Oil mg/l Không 0,3 26 Detergent mg/l 0,5 0,5 27 Total Coli form MPN/100 ml 5000 10 000

Notes: Column A: application to the surface water resources which are used a sources for water supply (need to be


treated as required). Column B: application to the surface water resources which are used for other purposes.. The waster sued for aquatic life and irrigation shall be followed other regulation.

1.3.3 Responsibility and Function of the Management Institutions

The environmental management institutions of this project at the construction phase and operation phase consist of the following organizations: At state level: The Ministry of Natural Resources and Environment (MONRE) is a Governmental agency having the task of State managing on resources like land, water, mineral resource, environment, hydro-meteorology and mapping for the whole country; State management for public services and having the ownership over State fund in Sate-owned companies in the above mentioned fields according to the laws. This organization will be in-charge of appraisal of EA report for this project. The mandates for different agencies under MONREH are: DOE (Department of Environment): This department is to assist the Minister of MONRE in the exercising state management of environmental protection activities in term of policy-making and the development of related legislations, strategies, planning and plans. Department of Appraisal and EIA ( DAEIA): This department is to assist the Minister of MONRE in the exercising state management of environmental impact assessment and appraisal. VEPA (Vietnam Environmental Protection Agency): This agency is to implement the state management of environmental activities in terms of environmental inspectorate and supervision, pollution prevention, environmental quality improvement, natural conservation, environmental technology promotion and public awareness enhancement. Directorate for Standards and Quality (STAMEQ) under the Ministry of Science and Technology: This directorate is to advise the Government on issues in the fields of standardization, metrology quality management in the country and to represent Vietnam in the international and regional organizations in the fields concerned. At city level: • DONREH (Department of Natural Resources – Environment & Housing) of Hanoi: This department are responsible to the Hanoi People’s Committee for Hanoi environmental and Natural resources management, among air environmental management, air environmental and hydro-meteorological monitoring. Hanoi Transportation and Urban Public Work Services (TUPWS): Department of Transport and Public Work Services is the State agency with the task of infrastruture managment of


Hanoi city. In which, Sewerage and Drainage Company (HSDC) is assigned with management of sewerage system and URENCO is assigned with management of solid waste including domestic, hospital and medical waste as well as sludge emptying by Department of Transport and Public works Services (TUPWS). 2 PROJECT DESCRIPTION

2.1 Name, Features and Location of the Project Project name: Hanoi Urban Transport and Development Project Project nature: Feasibility Study and Preliminary Designs of Road Component and Bus Rapid Transit (BRT) 2.2 Project Owner: Hanoi People’s Committee Hanoi Transport and Urban Public Works Service (TUPWS), Address: 12-12 Phan Dinh Phung Street, Ba Dinh District, Hanoi Tel. 84565537 ; Fax. 84563333 2.3 Project Components Hanoi Urban Transport and Development Project is a complex system consisting of several components. The components will include physical works as well as improvement and upgrading of relevant management systems. According to the common characteristics of various components, the project may be divided into four categories: Development of a bus rapid transit (BRT) system; road infrastructure construction and extension, traffic control and safety, public transit improvement road infrastructure construction, traffic control and safety, public transit improvement, road maintenance and environmental protection components. A summary description of the contents of Hanoi Urban Transport and Development Project is shown in Table 2.1 and a more detailed and specific descriptions for each of the components are provided in the following sections of this chapter.

Table 2.1: Description of Hanoi Urban Transport and Development Project

Components Contents of construction Investment

( million USD)

BRT system

BRT routes 2 routes: Lang Ha - Giang Vo ( 12.8 km and Giai Phong (10.9 km)

95


Bus Interchanges and bus stops 6 interchanges and 46 bus stop points

Bus Terminals One terminal, one depo Interchanges 3 interchanges

New Road 1 road (including two cross sections) with a total length of app. 6.1 km Road

construction Expansion Road

1 roads with length of 3.4 km (It will be constructed at after period, not include the cost of this period

Ring road No2 is 60 million

Transportationmanagement and traffic safety

Air quality management; road transport regional control system (ATC) of city proper; propagation and education of users of road; enhancement of traffic management and safety etc..

Public transport Set up modernized mass transit dispatching and information management system; technical aid project; mass transit system reform; adjustment of public transit lanes

18

Total cost (not include the cost of site clearance) 175 The main content of this report will be concentrated to assess potential impacts caused by the activities of two components in Table 2.2

Table 2.2: The components of which the activities caused potential impacts to environment

Component 1 Bus Rapit Transit (BRT)

- Development of a Bus Rapid Transist (BRT) system - Reorganization of the bus system - Development of bus maintenance facilities and secured ticketing system

Component 2

Roads construction

- Second ring road (app.7km) from Phu Thuong Bridge to Cau Giay - Western extension of Hoang Quoc Viet Street. It will be constructed after period (app. 3.4km).

Component 1: Bus Rapid Transist (BRT) Three options ( option A,B,C) were considered for two routes :Lang Ha- Giang Vo and Giai phong of BRT component. After analysing based on the socio-economic, technical and environmental aspects, the option B (mixed traffic) was selected for implementation . The main purpose of this option is to respond to the perceived negative impacts of the BRT in the city center, but still providing BRT service to Bo Ho and connection between the two proposed lines. ervice similar to existing bus services.Thus, it proposes to start in Phase 1 with BRT service between Kim Ma and Hang Bai in mixed traffic and with no change in the existing traffic circulation pattern (i.e., keeping Hai Ba Trung a two-way street). The main characteristics of the two lines in option B are the following:


Routes ▪ Giang Vo – Lang Ha: Ha Dong – Highway 6 – Khuat Duy Tien – Lang Ha – Giang

Vo (to Kim Ma) – Nguyen Thai Hoc – Cua Nam - Phan Boi Chau – Hai Ba Trung – Hang Bai – around Hoan Kiem Lake (to Bo Ho station) – Trang Thi – Dien Bien Phu – Tran Phu – Ong Ich Khiem – Son Tay – Kim Ma – Giang Vo – Lang Ha - Khuat Duy Tien - Highway 6 to Ha Dong.

▪ Giai Phong: Quang Lai/Van Dien – Tu Hiep Commune – Giai Phong – Dai Co Viet – Hue – Hang Bai – around Hoan Kiem (to Bo Ho station) – Ba Trieu – Dai Co Viet – Giai Phong to Quang Lai.

Length of lines

– Giang Vo – Lang Ha, from Ha Dong to Bo Ho: 12.8 km. – Giai Phong, from Quang Lai to Bo Ho: 10.9 km. Total: 23.7 km.

Alignment of BRT lanes: Total of 45.5 km. Circulation: 37.0 BRT lane-km on exclusive bus lanes and 8.5 BRT lane-km on mixed traffic/priority lanes. The 8.5 BRT lane-km in mixed traffic/priority lane. Number of stations: 1 terminal (Quang Lai), 6 interchange stations (Khuat Duy Tien, Hoa Muc, Kim Ma, Hoan Kiem (small, non-intrusive), Nga Tu Vong, and Linh Dam), and 46 regular stations. Rolling stock: Single body buses, 11-12 m length, 2.4 to 2.5 m width, 80 passengers (6 passengers per square meter). Initial fleet estimate (2010): 130 buses, use of single body buses with high floor doors at both sides along segregated BRT lanes, with the exception of the city center, from Kim Ma to Hang Bai, where BRT buses would share the road use with the general traffic. Ba La Extension: As currently designed, the Giang Vo-Lang Ha line would reach Ha Dong and turn around near Nhue River (pass to bridge of Nhue river). Initially, there would not be a terminal perse, but a turn around point. Buses would be deposited and maintained from the Van Dien depot area and would connect to the Giang Vo line via Route 70. It has been proposed to consider, for a future phase, the extension of the Giang Vo- Lang Ha line some 4.6 km further southwest to Ba La, where the inter provincial bus terminal will be located in the near future. Bus Terminals and Depot: One site which is located in Vinh Quynh Commune, opposite


with Van Dien battery factory was approved by Hanoi People Committee for depot. According to operational function of the whole BRT route, terminal is the first departure and also the last station in a closed service routine of the BRT route. Normally, terminals are located in the periphery area near ring roads of the city to partially prevent and limit private means going into the city which cause congestion in central areas. The following proposed locations have been approved by Hanoi People Committee:

- Quang Lai terminal : 0.9 ha; - Ba La Terminal: In future, it is located the same possition with center bus

station of Ha Dong City; The Quang Lai terminal at Quang Lai pond and the preparation of a site will be necessary works to rehabilitate the area of 0.9 ha for bus terminal. In future the Ba La terminal is interprovincial terminal that serves for provinces in South West of Hanoi City. The terminal will be constructed in future. The terminal will include the following general areas:

Terminal platform area; Office and commercial areas; Bus parking area; Maintenance Shop Refueling area; Motorcycle, bicycle and car parking Green areas. Reserve area

The BRT Route Alignment Proposed in Option B – Mixed Traffic is shown in Fig. 2.1.


Fig. 2.1. BRT Route Alignment Proposed in Option B – Mixed Traffic


Component 2: Roads The road component included of construction of two new roads which have been identified as main urban street in the Planning of Hanoi by 2020 with the following criterion:

– Ring Road No2 -RR2 ( app. 6.1 km) started from the ending point of Nhat Tan bridge (new bridge across the Red river) at Phu Thuong to Cau Giay (Nhat Tan – Buoi- Cau Giay section) is main urban street class I with design speed of 80km/h. This section plays an important role in the transport network of the City. This section does not only serve the urban transport of the City but gradually closes the Second Ring Road according to planning.

– Hoang Quoc Viet Extension from Ring Road No3 to South Thang Long Industrial

Zone is main urban street class II and serves as the arterial road of the new urban centre West of West Lake. This section has been identified as the “Exchange City” of Hanoi to 2020.

The location of proposed ring road No2. and Hoang Quoc Viet extension road is shown in Fig. 2.2.

Fig. 2.2. The location of Ring Road No2. and Hoang Quoc Viet Extension Road

There will be 14 intersections between Ring Road 2 (Nhat Tan – Buoi – Cau Giay section).


The summary of intersections on Ring Road 2 from Nhat Tan – Buoi – Cau Giay section is shown in Table 2.3.

Table 2.3: Summary of intersections on Ring Road No.2 Nhat Tan – Buoi – Cau Giay section

No. Station Crossing location Notes

1 Km 0+810 Crossing planned cross roads Build in the future


3 Km 1+342 Crossing Nguyen Hoang Ton road Build at-grade intersection

4 Km 1+450 Crossing planned cross road Build in the future

5 Km 2+050 Crossing Xuan La road Build at-grade intersection





10 Km 4+120 Buoi intersection Build interchange

11 Km 4+640 T11 Bridge intersection Build underpass intersection

12 Km 5+120 Doi Can intersection Build underpass intersection

13 Km 5+530 Dao Tan intersection Build underpass intersection

14 Km 6+140 Cau Giay intersection Build interchange

Hoang Quoc Viet extension to South Thang Long industrial zone is main urban street class II with the following technical elements: Beginning point: Km0+000 – interconnecting to existing Hoang QUoc Viet road at Hoang Quoc Viet intersection (the centerline of intersection is on Pham Van Dong).

Ending point: connecting to Huu Hong dike being constructed, centerline of intersection is on the existing

Co Nhue road. Station of the ending point is Km 3+216. The roadway length: 3216m.


2.4 Cost Estimation The investment cost for BRT component is estimated as in Table 2.4a. The investment cost for road component is estimated as in Table 2.4b.

Table 1.10a: The investment Cost for BRT Component

Unit: (US$ million)

Work Description Part 1 Others

Road works: Lang Ha 14.38 7.44

Road works: Giai Phong 9.70 5.01

Stations (46 Stations) and interchanges stations 10.44

5.21

Quang Lai terminal station 1.56 0.78

Van Dien depot complex 1.19 0.60

Signal system 6.95 3.01

Feeder buses, other vehicles and spare parts (10%) 10.96 3.9

Equipment supply 5.74 2.66

Maintenance equipment 2.06 0.89

Total Cost: 92.48 USD milions

Source: MVA

Table 2.4b: The investment cost for road component

Work Description Part 1 Others

Ring Road No2.

RR2 Nhat Tan to Buoi (0+419.42 to 3+900) 9.23 5.09

RR2 Buoi Interchange (3+900 to 4+800) 6.69 3.65

Buoi Interchange to Cau Giay (4+800 to 5+700) 9.41 5.17

Cau Giay Interchange (4+800 to 5+700) 5.71 3.12

Tuynen from Nhat Tan to Cau Giay (5+700 to 6+500) 7.46 3.98

Total Cost: 59.50 USD milions

Source: MVA Note: Others included : management fees ( project preparation period ; implementation period; and ending project); contigency, price slide and VAT)


2.5 Implementation Schedule and Construction Methods The schedule for implementation:

Starting for implementation: in 2008 Ending of implementation: in 2010

of which: - Construction period for road component: 36 months - Construction period for BRT component: 24 months - Construction period for BRT terminals: 24 months

Construction Methods and Raw Materials - Baffles or barriers will be adopted to isolate and surround the construction sites

physical works such as road infrastructure facilities. road maintenance and mass transit station. etc.

- In order to minimize disturbance of construction to transport. road upgrading will be conducted segments at a time (from Buoi to Cau Giay interchange) . For key roads the upgrading will be constructed half of the road at a time so that the road will still open for traffic. even though it will be open at a reduced capacity. Road semi-closed construction mode will be adopted for construction of the foundation. pier and abutment of viaduct. The full road closure will have to be adopted for the construction of superstructure. however.

- Main raw materials of construction this project needs are gravel. cement. cement-concrete. lime. bituminous mixer. steel and flash. etc. All of these materials can be found within the local markets in Hanoi City. Bituminous mixer and commercial concrete will be supplied by the qualified professional company.

2.6 Organization for Implementation of the Project The Hanoi People's Committee (HPC) proposes to seek a Credit from the International Development Association/World Bank (IDA/WB) to finance a program of measures aimed at improving transport in the City of Hanoi. The program. termed the Hanoi Urban Transport Development Project (HUTDP). is under development but could include. inter alia. investment in roads. bus ways and other bus priority and physical measures to assist bus operations together with bus reorganization. technical assistance studies and training to support the investment components. The total amount of the Credit is expected to be in the range of US$120-130 million and the total project costs is expected to be in the range of US$ 250- 300 million.


e. 3 ENVIRONMENTAL MITIGATION MEASURES

- Mitigation measures are applied in the following phases: - Planning and Designing Phase of BRT routes, Ring Road No2 and Hoang Quoc

Viet Road: - Plan and construction preparation phase: - Operation phase:

3.1 Environmental Pollution Mitigation Measures in Planning and Designing Period 3.1.1 Selection of Alternatives Analysis of BRT Alternatives: Many of the adverse impacts of project can be best avoided

through the selection of alignments/designs with the least adverse environmental and

socio-economic impacts during the feasibility study and design stage. In this project,

alternative alignments and alternative design (i.e., elevated viaduct versus ground level roads)

have been proposed and evaluated in terms of potential environmental impacts, as well as

transportation, engineering and cost considerations, before an optimal option is selected for

the design of the project. As described in Chapter 1 of the report, the BRT system planed includes two corridors

which are Giang Vo – Lang Ha and Giai Phong with three different options (option A is the not connected one, option B the common traffic, and option C the separated lane). The tentative selection of the passageways of the BRT system is relied on the PADECO consultant’s recommendations and the acceptance of the Hanoi City People Committee (Announcement No.19/TB-UB dated in January 26, 2005 ). The design of the corridor is based on the general conditions of Hanoi; since it is “the centralized City”, the structure configuration of the BRT system is in accordance with the City, the traffic demand, the trading areas, and communities such that no more land or cleared ground are needed. The corridor designed is capable of eliminating the current traffic jam problem and facilitating passengers to travel. However, not only the consideration of the social-economics impacts but also the consideration of the environmental impact should be taken into account. Table 3.1 shows environmental impacts level according to option B (the recommended option) of the component BRT in comparison with other options.

Table 3.1: Comparison of Alternatives in Term of Environmental Aspects between B Option and the other - BRT Component


Item Other Option Option B

Aesthetic view and landscape

Since BRT uses a specified route, it may obstruct other transportation kinds in the center area.

Good

Working conditions

It is not easy to approach to communities locating on both sides of the road

Because it is the common traffic option, approaching to communities living in both sides of the road is quite easy

Construction phase: Major impacts caused by dust concentration during the piling, transportation of construction material ; CO, NO2 emission from transport trucks, vehicles and construction machinery

Construction phase: Medium impacts causes dust concentration caused by during the demolition activities, material transportation, the earth works and other construction activities; Impacts CO, NO2 emission from transport trucks, vehicles and construction machinery.

Air Pollution

Operation phase: Impacts by CO, NO2, THC due to increasing of traffic flow.

Operation phase: CO, NO2, THC concentration due to increasing of traffic flow

Construction phase: Increasing of noise levels during the piling, transportation of construction material ;

Construction phase: Increasing of noise levels during the transportation of construction material ; Noise

Pollution Operation phase: Impacts by noise levels due to increasing of traffic flow.

Operation phase: Impacts by noise levels due to increasing of traffic flow.

Construction phase: In case of using bored pile industry, heavy truck is likely to cause biggest vibration (about 79dB at 10 m far from source).

Construction phase: Less impact due to construction activities is reduced. This is because no new road construction for BRT is needed Vibration

Operation phase:

Impact level is not considerable

Operation phase:

Impact level can be neglected

Water quality Limited impact on water quality Limited impact on water quality

Beside of environmental aspect, the land required of each option also is accouted as presented in Table 3.2.

Table 3.2: Estimated Construction Cost and Land Use corresponding BRT Options


Estimated Cost (millionUSD) Item

Option A Option B Option C Construction 29.561 34.153 34.374Infrastructure 18.034 21.392 21.411BRT station 4.661 5.373 5.574Terminal 1.891 1.891 1.891Interchange 3.304 3.826 3.826Depot 1.669 1.669 1.669

Equipment 21.064 27.066 31.375BRT car 7.440 10.640 14.240Other equipment 13.624 16.426 17.135

Land use 1.079 1.079 1.079Site clearance cost 1.079 1.079 1.079Total of main construction cost 51.075 62.300 66.829

Estimated other construction cost (3% main construction) 1.518 1.836 1.972

Total 53.223 64.136 68.802

Note: According to unit price quarter three-2006. Source: MVA

Analysis and conclusion on the selection of the options: - Provided Services: The option A provides less services area than the others, so it attracts about 1/4 passengers less than the options B and C. Since the option B considers the mixed traffic with more transportation activities, the services of the option provided is more effectively the others area. - Environment impact, traffic jam and accidents: Though all of the options are capable of reducing the number of the in-operation buses running at the peak hour and the current traffic jam, caused by so many means of transportation running at the same time as well as the poor awareness of people, the option C recommends the use of the jointed bus (20 jointed buses are added) which minimizes the number of bus on roads; however, since the jointed bus is so long in length, it is not suitable with the current feature of Hanoi transportation and the ancient streets in particular. The options A an B can reduce optimally the environmental impacts. The option B, using not-jointed bus with high floor board, can cope with the negative impacts of the BRT in the centre of the City; in addition, the option also provides BRT service towards Bo Ho, and for connecting two proposed corridors. In the first period, the BRT service will be launched for Kim Ma – Hang Bai without any change of the current transport system model.


- Investment and financial effect: All the options bring a high profit under the financial policy of WB for the project. In conclusion, after analyzing all the options in social-economics, engineering, finance and environment,

the option B provides a good spectra of services suitable with the geographical features, and the existing

and future infrastructure of the center area. Therefore, it is better than the option A and C in

social-economics aspect, engineering issues as well as environmental protection. The option A suffers a

minimum cost and has less impacts for the first implementation period of the project; however, it provides

narrower range of services, and there is no connection between Lang Ha and Giai Phong routes. Hence, it

has a low ability for providing services, and it impacts on environment (traffic jam, accident, and Hanoi

symbol, etc).

Analysis of Road Alternatives:

The major goals of the second ring road and Hoang Quoc Viet project are to construct new

roads and improve existing roads. There are two options are proposed – there is elevated option and at-grade option, so there are many technical design options. However, it only concentrates evaluation on the two options, especially the Buoi and Cau Giay interchange. Table 3.3 shows the impact on environment of two route options, with at-grade option is lower than elevated option because the impacts of the elevated option is considerably on high density city. Thus, in this project select at-grade option.

Table 3.3: Comparison of Alternatives in term of Environmental Aspects

Item Option I – Elevated Option II – At-grade

Aesthetic view and landscape

Not good due to the view will be limited by high elevation of the road

Good

Working conditions

High risk of accidents for the worker and surrounding areas due to work at high elevation.

Low risk of accidents for the worker and surrounding areas due to work at ground

level.

Air Pollution Construction phase: Major impacts caused by dust concentration during the piling, transportation of construction material ; CO, NO2 emission from transport trucks, vehicles and construction machinery

Construction phase: Medium impacts causes dust concentration caused by during the demolition activities, material transportation, the earth works and other construction activities; Impacts CO, NO2 emission from transport trucks, vehicles and construction machinery.


Item Option I – Elevated Option II – At-grade

Operation phase: Impacts by CO, NO2, THC due to increasing of traffic flow.

Operation phase: CO, NO2, THC concentration due to increasing of traffic flow

Construction phase: Increasing of noise levels during the piling, transportation of construction material ;

Construction phase: Because of road-bed construction, noise caused by concrete mixers and piling machines is reduced Noise

Pollution Operation phase: Impacts by noise levels due to increasing of traffic flow.

Operation phase: It is the same as the elevated option.

Construction phase: In case of using bored pile industry, heavy truck is likely to cause biggest vibration (about 79dB at 10 m far from source).

Construction phase: Less impact due to construction activities will be at ground level (max. noise level 64 dB at 10 m from the source). Vibration

Operation phase:

Impact level is not significant

Operation phase:

Impact level can be neglected

Water quality Medium impacts on water quality Medium impacts on water quality

Regarding the ones at Buoi and Cau Giay, the assessment focused on these options. Details are summarized in the Table 3.4.


Table 3.4: Comparison of technical design options for Buoi and Cau Giay Interchanges

Item Buoi Interchange

Prev

ious

Opt

ion

(

sem

i clo

ver –

leaf

) - Advantages: 1. Priority seperate and combine lanes from RR No.2 to Hoang Quoc Viet; 2.Convenient for liaison between communities;; 3. Easy to pass an intersection; 4. Advantageous for dispersing of tail gases;

- Disadvantages: 1. More land required; 2. Limit condition to vehicle flows from Hoang Quoc Viet enter into RR No2 3. May be dispute at intersection and at intersection under flyover. 4. Transport orgnization is complex and not easy to identify 5. At intersection with Buoi Dyke have to put bridge piles into thedyke body, cut dyke to make gate and close flood gate when happen flooding that will impact on transport. 6. High construction cost.

Prop

osed

Opt

ion

“

Con

truct

ion

of fl

yove

r brid

ge”

- Advantages: 1. Less resettlement; 2. Orgnize transport clearly, avoid traffic jam; 3. Do not cut Buoi Dyke; 4. Advantageous for dispersing of tail gases; 5.No impact on landscape; 6. Low construction cost;

- Disadvantages 1. The priority lane turning left from the second ring road to Hoang Hoa Tham and Hoang Quoc Viet streets is still not organized. 2. In the case of inundation, flooding gates need to be closed for barriering water that affects transportation. 3. Since flyover bridge is constructed, lanes turning left on the second ring road are in a not good service condition. - Disadvantages: 1. Not yet orgnize the priority for turn left from RR No2 to Hoang Hoa Tham and Hoang Quoc Viet. 2. Have to cut dyke at Doi Can and Dao Tan to construct underpass; 3. It must to close the flood gate when flooding happen that impact on transport.

Cau Giay Interchange

Prev

ious

Opt

ion

(

clov

er le

af)

- Advantages: 1. Priority seperate and combine lanes from RR No.2 to Cau Giay and Kim Ma; 2. Not impacted by water logging in rainy season; 3. Advantageous for dispersing of tail gases; 4. Surface wide enough for many lanes;

- Disadvantages: 1. Limit traffic flow come from Cau Giay and Kim Ma to RR No.2 (need to use frontage East and West); 2. Easy conflict between vehicles flows because of seperate and combine section too short; 3. Land required is high; 4. Difficult to orgnize transport and increase intinerary; 5. High construction cost because of construction more long bridge ; 6. Disadvantages in transportation safe.


Prop

osed

Opt

ion

“

cont

ruct

ion

of fl

y ov

er

brid

ge”

- Advantages: 1. Less resettlement; 2. Less impact to landscape; 3. Save construction cost; 4.Convenient for liaison between communities; 5. Convenient for liaison between intersections, avoid traffic jam; 6. Advantageous for dispersing of tail gases;

- Disadvantages: 1. The circular island in the center adjusts transport means itself. However, in the future, the transport flow increases, the island will be overloaded. It must be replaced by traffic light. 2. Because of fly over bridge construction, the lanes turning left on the second ring road serve in a not so good condition.

Table 3.4 clearly presents the environmental impacts of the three options of cross section at Buoi and Cau Giay interchanges “construction of flyover bridge” of the two nodes cause minimum environmental impacts.

As such, “construction of flyover bridge” is proposed for both nodes. Regarding “construction of flyover bridge”, more environmental benefits can be achieved like less land required, less impacts to landscape, traffic safety and tail gas dispersion. Economic benefits are numerous which are shown in less requirement for resettlement and compensation for affected people due to losses of business sites and saving of construction cost.

Besides, the construction of flyover bridge would be suitable with the general architectural scenery of the City (because in the area of the Ring Road No2 is close to the center area, so big and not good looking the interchange with ramps should not be built). After consideration of factors, “construction of flyover bridge” is proposed for Cau Giay and Buoi interchanges in accordance with EA team’s view points. However, it is needed to carefully consider traffic management of the construction of flyover bridge for both intersection nodes Buoi and Cau Giay in order to avoid conflicts and unsafe for traffic vehicles crossing the interchange, especially during rush hours.

Hoang Quoc Viet Extension Road : is the new road and designed suitable to the existing terrain, the design based on the topographic condition and land types of Hanoi city. The area is mainly agricultural land. As such, impacts caused are losses of cultivated land. New jobs should be provided to affected people. Due to the characteristics of the roads, there are less complicated road structure and technical designs. However, there are two basic intersections in the design which show large intersections with main roads - at the location of 2+270 and 2+260 (different level intersections). The intersection at 2+270 show large declination (app. 60o) and turning direction would be “difficult” and encroachment situation of commercial means of transports can be caused.

In addition, the intersection of rail road into Phu Dien Station comprises different level


division; yet the investment of WB in this project only allows for even level intersection (same intersection). As such, the design (such as investigation of natural land, definition of construction boundaries and assessment of resettlement) are not mentioned in this phase ( if yes).

3.1.2 Mitigation Measures in Planning and Designing Alignment of BRT routes: Instruction, lighting system is arranged in roads in a unity and modern manner. Planning of Second Ring Road and Hoang Quoc Viet Extension Road: In order to mitigate impacts of urban traffic pollution, the following measures would be carried out:

- The design of cross section should be wide and spatial enough to avoid traffic jam and make it easy for pollutant to be dispersed in the atmosphere;

- Large pavements and the long distance from houses and building to the roads; - Asphalt surface roads and regular cleaning and watering in sunny days to

minimize dust; - Traffic system is arranged in combination with trees, grass and parks along man

made lakes. Mitigation of Noise Level: Mitigation measures at the design stage are those which are considered during and/or incorporated into the design. Table 4-5 lists the commonly used noise mitigation measures for roads in urban areas, including the effectiveness, advantages/disadvantages, and estimated costs.

Table 3-5: Comparison of Common Road Noise Mitigation Measures

Measure Noise reduction Advantage/disadvantage Estimated

cost ( 103 VND)

Absorbent noise barrier

2-20 dB(A) • Effective in open area • Minimum noise reflection • Potential sunlight and visual impacts • Effective only to certain heights • Limited effectiveness for multiple layer

roads

800-1000 per m2

Reflective noise barrier

5-20 dB(A) • Lower sunlight impact • Potentially increase noise intensity due

to the reflection • Effective only to certain heights • Limited effectiveness for multiple layer

roads

800 per m2


Semi-closed light structure noise barrier

>20 dB(A) • Effective noise reduction • Limited impact on road natural light • Low noise reflection • Relatively expensive and complex

structure

1000 per m2

Absorbent road surface

5 dB(A) • Most effective for high speed vehicles on flat terrain

• Easy to wear out • Not suitable for heavy duty trucks

480 per m2

Double glazed windows

>20 dB(A) • Very effective for indoor noise control • Require ventilation • Difficult to implement as it will involve

individual households or building owners

1300 per household

Mitigation measures for the Ring Road : The World Bank financed ring road project has been completed and operational since 2007 and noise mitigation measures have been gradually implemented along the ring road. The actual noise barrier length is about 2700m . The additional noise barrier has been installed in response to the strong public reaction on the increased noise from the inner ring road. The other important noise mitigation measure, installation of double glazed windows in sensitive receptors, has been gradually implemented. In general, the noise barriers are most effective to three to six floors of the buildings targeted for protection, with average noise reduction of about 2 to 4.7 dB(A). Higher floors are generally beyond the noise barrier protected area and have no measurable noise reduction. The lower floors on the other hand, are mostly impacted by the noise from the ground level traffic for which the noise barriers mounted on the elevated viaduct have no effect. The lessons learnt from some urban areas in the world as well in Vietnam shown that noise can be reduced by 26-27 dB(A) when the windows are closed. When the windows are open, the reduction is about 6-10 dB(A) compared with the noise levels one meter outside the same windows. Mitigation measures for Hoang Quoc Viet extension Road: North side at Dong Xa residential area for 500 m long; on the Southern side, 500 m long. The noise barrier will be 3.5 m high using absorbent materials, considering the fact there is no high rises in the directly impacted area. As the buildings in the villages are mostly two stories high at about 10 m to the road for the closest houses. To this height, the noise barrier will be most effective in noise reduction, particularly this part of the road will be single elevated viaduct only with no roads on the ground level. It is expected that the noise level equivalent at the houses will be reduced from the originally predicted levels by about 15-20 dB(A). The residual impacts at the village


houses following the noise barriers will be about 60 dB(A) during the day time and about 50 dB(A) at night, which meet or slightly above the applicable Category II standard ( TCVN 5949-1998). Installation of double glazed windows at the sensitive receptors along the BRT routes:

- Along the Nguyen Thai Hoc street, a bus stop of BRT route will be located near Primary school when 3 stories classroom building. The first and second floor of the building will be mostly towards the classrooms on the third and fourth floor. There are a total of 10 classrooms on these two floors with a total window area of 120 m2.

- The first building of University of Civil engineering and Hanoi University of Polytechnic located app. 100 m from the proposed BRT Giai Phong corridor, however, noise level is expected to be able to meet the applicable standards. No further mitigation is needed.

- Bach Mai hospital is about 50 m from the proposed BRT road. But it is located near railway station. The effected noise level in this area caused by train is more than by BRT. However, it is recommended that the first building of the hospital shall be installed by Double glazed windows with an estimated area of 120 m2.

Mitigation of Vibration : The following measures in engineering design to reduce the potential influences on vibrating environment:

- Potential vibration caused by the expansion seals/joints between pre-fabricated concrete plates and between concrete plates and bridge columns of the interchanges will be given sufficient considerations during the design. The support column design will also affect the vibration which will be considered in the design as well.

- Greater improvement in the materials spread on the pavement of the road and the plan ness of the road will be made. The asphalt will be adopted as the surface material. The smoothness of road surface will be strictly controlled, because 1 mm decreasing of smoothness contributes to 4 dB reduction of vibration level.

- The land use along the project roads will be properly arranged. The vibration sensitive buildings will not be placed within 40 m along project roads. Such considerations have been incorporated into the Mater Plan of Hanoi City and will be carried out by and under the supervision of Hanoi Planning Bureau.

Mitigation of Air Quality: To facilitate the dispersion of motor vehicle tail gases, the new high-rise buildings to be built along the project roads will be located outside 20 m of the red line.


Mitigation of Water Quality: Domestic sewage from the public transit stops shall be drained into the municipal sewage pipeline after being treated in cesspools. Sewage from vehicle cleaning at the public transit depots in Quang Lai, Ba La, Trung Van and Van Dien shall be discharged after being treated by oil-water separating treatment facility.

Landscape Design: Considering environmental beautification and landscape design in engineering design, making the road, viaduct and bus depots coordinate with each other to the utmost. In the design of road reconstruction and expansion, make utmost efforts to protect the trees and the green belt at both sides of the road; as for the place that must be occupied, the trees that can planted in another place must be planted in the another places as much as possible. According to Hanoi Urban Green Regulations, as for the ratio that green land in this project accounts for in the total area of the land, the road with the width of under 40 m is not less than 20 per cent, the road with the width between 40~50 m is not less than 25 percent, the road with the width of over 50 m is not less than 40 per cent and the bus depots is not less than 25 per cent. 3.2 Mitigation Measures before Construction phase

The construction of this project will have influences on the acoustic environment, vibration environment, ambient air, water environment, vegetation, community, traffic, municipal facilities and cultural and historical sites and so on. Although most of the influences is instant and recoverable, thorough attention must be paid to the estimation on environmental impacts.

Land Compensation: On the basis of compensation unit price specified in the Decision No.

98/2004/QD-UB of Hanoi city People’s Committee and refer to market prices. The estimated cost for land

compensation is summarized in the Table 4.6.

Table 4.6: Land Compensation

Unit: VND

Land type Area (m2)

Residential / Housing lands 110 457Garden/pond surrounding houses. 1 446Agricultural Land 347 639Special used Land (shops/kios) 89 330

Total 638 872


Support on removal and compensation of asset damages and losses: Part of the project fund is used to give support for the removal or compensation for damages or losses of assets. The estimated cost is summarized in the Table 3.7.

Table 3.7. Support for Remove or Compensation for Damages or Losses of Properties

Unit: VND

Property Area (m2)

Garden 492.7Paddy 609.1Pond 344.2Temporary house 1 979Old grave ( Units) 75

Total cost for site clearance was estimated and compensation for damages was estimated in Table 3.8.

Table 4.8: Estimated Cost for Compensation and Resettlement

Works Description Cost

( USD Millions ) Resettlement

Resettlement Project’s Components 60 - 80 Removing CT 1 and CT5 30

Total 90 - 110 3.3 Mitigation Measures during the Construction phase The construction activities will inevitably cause the adverse effects to the environment such as vibration, noise level, air quality, water quality, fauna and flora etc. Though these impacts are immediately and can be mitigated but the assessment of those impacts are necessary and proposal for mitigation measures are important.


3.3.1 Mitigation Measures Acoustic Environment: Although the noise produced in construction is inevitable entirely, the impact from the noise on the environment around it can be mitigated to some extent. The Constructor must to make the noise in construction site meet the requirements of Permitted noise level in Construction Site. The following measures to reduce the noise will be performed by the Contractor:

- Prohibit using the equipment with high noise at night (22:00~6:00), such as pile driver，crusher, bulldozer, excavator, compactor, generator, electric sew, concrete electric vibrator and so on. Any operations extended beyond these timeframe as may be required by the construction needs must apply and receive approval from relevant authority. This requirement will be strictly enforced in the RR No2 and Hoang Quoc Viet road construction which will basically eliminate the noise impacts at night, as well as the after lunch nap time..

- Use the machinery with low noise or the equipment equipped with sound eliminator or sound insulation cover for example, generator used in construction site will be supplied with sound eliminator or according to the environmental situation around the construction sites.

- Arrange construction time and equipment reasonably to make the construction which may produce larger noise avoid the sensitive receptors and time of sound environment and maintain equipment regularly to keep its good working state. As for the construction sites with a little larger noise, install temporary sound barrier.

- As for the large construction structures, especially those used in many viaducts in this project, they will be prefabricated outside the construction sites and then will be transported to the construction sites to erect.

- As for the construction which is necessary to be performed at night, the Contractor must submit it to the People’s Government of Hanoi City for approval in advance of construction. The Project Construction Office will install sound insulation windows at the impacted sensitive receptors according to the requirements of this environment management plan ahead of 15 days before construction and release its construction report on the newspaper before 2 days. The telephone numbers for complaint will be given on the newspaper and in the construction sites.

- Where possible, columns will be installed using excavated holes and onsite casting. If steam, turbine or hammer style drilling machines must be used for column construction, the contractors must apply to PMU first and these drilling activities will be restricted to certain hours of the day (primarily morning and afternoon


while evenings and nap time at noon will be strictly prohibited from using such drillers).

According to the above assessment, Dong Xa ward, Xuan La commue will be the most seriously impacted sensitive receptors during construction. The specific mitigation measures have been designed and will be taken at these places which are included: install double-glazed windows to the first row of the residential housing in Xuan La commune locations for reduce or avoid the long term impacts as well as during operation phase. Mitigation Measures to Reduce Vibration Impacts: In order to reduce the vibration impact in the construction phase from this project, the following measures will be taken together mitigation measures for noise control:

- Arrange layout of the construction site, make the vibrating equipment far away from the sensitive buildings to the extent possible;

- Strengthen construction management, with orderly construction activities, and arrange working time reasonably and sensitively.

- Avoid conducting construction operation with strong noise and vibration at night wherever possible;

- Use the construction equipment with lower noise and vibration as much as possible during construction;

- Request the contractors to consult the public regularly and ahead of the high vibration operation to receive public understanding and public opinions.

Mitigation Measures to Reduce Air Impacts: The mitigation measures for environmental protection at construction sites shall be:

- Dust generated during construction can be controlled by watering. Auxiliary method for reduction of dust is regular watering water around the sites. In hot days and when the wind velocity higher the 3rd grade during the dry period , the watering shall be conducted twice per day: one in the morning and once in the afternoon right after the noon break.

- Materials will be stored in appropriated places and will be compacted where possible; for bulk materials which cannot be compacted well, water spray or cover will be applied to minimize dust;

- All construction and demolition waste will be promptly removed from the sites, daily if possible. Before leaving construction sites, trucks wheels will be washed to clean the dirt which would otherwise be carried away to the streets;

- Asphalt and concrete mixing plants will be located in the area at least 500 m leeward from the nearest residential or other sensitive receptors to ensure that the emission from these facilities will impact the sensitive receptors. The asphalt plants will be required to equipped with effective emission control facilities to


meet the emission standards in relevant state and provincial air emission standards. Mixing machines which produce dust with the concentration of 50 mg/m3.

- Workers should be provided with mufflers and glasses for protection of the workers at stone grinding facilities and similar facilities.

Mitigation Measures to mitigate impact on Water Environment: The Contractor will take the following measures to minimize the impacts from construction activities on water environment:

- Pushing up the progress and organizing the construction if a scientific way ; - Selecting sand and clean soil as the materials for backfill ; - Sludge layers should be dredged before foundation preparation or using the special

construction methods. The discharge of pollutants into lakes is prohibited and pollutants are also no allowed to be used for backfill ;

- Along the access into the sites and construction sites, zoning method should be applied like preparing fence with sand bags, clearing the flow to avoid erosion and floods;

- Strictly follow the drilling, piling techniques to avoid the infiltration into surface and ground;

- Strictly prohibit discharging of untreated wastewater. Wastewater from construction activities should be preliminary settled in settling basin before discharging into the environment to avoid accumulation in drainage system. At the suburban area where haven’t have the comprehensive infrastructure (West lake, Nhue River, To Lich river, etc), it requires to install removable toilet with settling tank and filtration of wastewater before discharge into water body. Especially, the construction of the piling foundation on Buoi- Cau Giay road, drilling wastewater and runoff will be preliminary settled and then discharged into storm water sewer along the channel before flowing into To Lich river.

- The sludge from septic tank will be regularly collected by URENCO or the sanitation services company according to the times of removing during construction period.

- Waste oil and fuel from machines and equipment must be discharge in dedicated bins and regularly transported outside for treating. Free discharge into the environment is not allowed.

To avoid local flood in surrounding area, the following measures shall be applied when implementing of construction of roads and BRT stations:

Road components: The drainage system of the roads is based on the whole catchments; Depth of the pipes on the roads is defined on the basis of the depth at the most disadvantageous points of the catchments. This is to secure the total amount of wastewater and storm water is collected into sewers on roads; At the locations where the roads cross the channels and based upon the major flow direction, sewers crossing roads are laid with the


diameter defined on the basis of the calculation of the highest flow at those locations. Interchange and Bus Stations: Materials during construction are not allowed to locate in

such places like storm water inlets, which would block the flow. Natural gradient of the road should be follow and construction method should not cause impacts to the flow on the roads.

Bus Terminals: The construction level at the head terminals and end terminals is based on the existing level of the areas, avoid the situation where the construction level is higher than the existing level of the surrounding residential areas

Mitigation Measures to Solid Waste Management: The generated solid waste are from construction of the roads will cause negative impacts to the quality of surface water, underground water, soil and air environment as well as land use and landscape as follow: The following measures will be taken during construction to mitigate the impacts of solid waste to the environment:

- Contractors will be requested to comply strictly apply first to TUPWS and Hanoi Urban Environmental Company ( URENCO) to receive appropriate approval and permits and dispose the waste in designated areas.

- As per TCVN 6696-2000 stipulate that trucks loaded with bulk and loose materials and waste must be loaded properly, covered and washed of their exterior before allowed on the roads. Such trucks are not allowed to leak or cause air-borne of the materials loaded during transportation and the transportation can only be made within the designated time and along the designated routes.

- Waste materials which can be used again will be recycled; - Temporary waste storage areas at the construction sites will be carefully selected

to avoid water front or causing traffic congestion, inconvenience to the pedestrians, residents, and others in the nearby communities; and

- Transportation of construction waste will avoid peak hours, avoid sensitive areas, and will use approved routes.

Mitigation Measures to Urban Ecology: The following measures will be taken to minimize the impacts:

- Where possible, plants including trees, flowers, and bushes will be relocated to other places or back to the project area following the completion of the construction, instead cut and wasted;

- The construction activities will be limited within the red line area and not to occupy farmland;

- Buildings under demolition will be surrounded with nylon cloth or metal sheets or


wood boards to minimize the visual impacts to the communities as well as for dust and safety control;

- The project area will be landscaped and planted following the construction. The green area will be no less than 20% of the total project area. The landscaping plan will result in a net increase in green space in the project area.

Traffic Management: To mitigate impacts to the traffic on the existing roads, construction activities will be well planned in consultation with the local traffic police. The specific measures to be taken include the following:

- The most traffic affecting activities such as loading/unloading, beam lifting, and bulk materials transportation will be scheduled for the time when the traffic on the roads will be the lightest such as weekends, holidays mid-day around the noon time or evenings.

- No traffic affecting construction activities will be allowed during the rush hours in the morning and early evening;

- Public notices in the form of public boards at the construction sties will be provided to inform the road users of the time, length and type of traffic affecting construction activities and possible congestion.

- The public notice will also advise the road users of possible detoured roads identified by the traffic police as alternative routes to avoid the congestion on the roads affected by the project;

- No construction materials and debris will be allowed to store and pile on the roads or the pedestrian areas;

- Construction vehicles parking on the roads will not be allowed unless it is absolutely necessary. Such parking will be kept to the minimum and be removed as soon as it is possible; and

- During the loading/unloading, viaduct structural lifting and installation, the contractors will be requested to contact the traffic police to either have the police on site or have their own staff on-site to help direct the traffic, to minimize the traffic congestion and to ensure the safety.

Community: The following measures will be taken to mitigate the negative impacts on the community from the construction of the project.

- All of the roads under reconstruction in urban area will be constructed in half-closed manner and leave passages for the pedestrians, bicycles and buses.

- Build temporary roads and temporary bridge for the units and the residents along the line and set necessary safety measures to ensure the unit and the residents can go out conveniently and safely. At the same time, perform centralized construction and quicken the construction progress to reduce the impacts on the communities.


- As for the section where some schools are located, carry out construction in the summer holiday or in other holidays to reduce the impact on the going of the students.

- All of the construction materials will be stored on special yards by categories and types and kept by designated persons. The discarded materials will be removed out of the site to reduce space occupation and traffic inconvenience.

- As for the resident areas and the units that are separated due to being removed, rebuild the fence within one month after accomplishing removing to reduce the impacts from the external environment on the community security.

- During the construction of ramp of Buoi and Cau giay interchange as well as Dam and Nhue bridges, build safety passage and take safety measures to ensure the safety of the pedestrians.

- The hospital can anew establish its gate, so does the school; at the same time, set some facilities such as gangway and guard fence.

- Road construction will be carefully planned and implemented to avoid damages to underground utilities. Necessary protection measures will be taken for various underground pipelines and cables.

- In road sections where traffic will remain, the street lighting will be maintained at the original levels. No damage or disruption of street lighting will be allowed.

Others: Other measures to be taken during the construction phase include:

- The contractor will be request to halt the all construction activities immediately if any archaeological or other cultural properties are found (chance finds) during excavation and to properly protect the site which such finds are uncovered. Cultural authority, as well as PMU and EA team, will be noticed promptly. Only after a thorough investigation by the cultural authority and specialists and a clearance is provided, will the contractor be allowed to resume their construction activities at the site.

- The contractor will be request to provide safety shelters at the construction sites, particularly overhead construction sites, to protect the public from any safety accidents. Warning signs will be provided to alert the public of potential safety hazards at and around the construction sites.

- The PMU recognizes that contractors working on the road component will be a key in environmental management, pollution control and impact mitigation during construction. A number of measures will be taken to ensure that the contractors will be aware of their responsibilities and obligations in environmental protection. All contractors and construction supervision will be required to participate in a mandatory environmental training program prior to the start of construction onsite. The above mitigation measures will be, where appropriate, included in the tendering documents for contractors and eventually in the construction contracts so that they will be the


contractual requirements for contractors working on proposed road. 3.3.2 Summary Table 3.9 summarized the proposed mitigation measures and the responsible organizations for implementation during the construction phase to minimize the potential environmental impacts.

Table 4.9: Summary of Environmental Mitigation Measures in Construction Phase

Concerns Mitigation measures Implementation

organization

Noise

Equipment with high noise is forbidden to use at night (22:00~6:00); machinery and equipment with low noise shall be used; installing the machinery and equipment with mufflers or sound-insulating cover; rationally arranging construction schedule and machinery and equipment; components of large-scale of structure shall be prefabricated outside the construction site

Constructor and Project

Management Units

Ambient air

The construction sites and shortcuts shall be sprayed water regularly. The vehicles transporting cement, building materials and building refuse shall be covered by tarpaulin to reduce dispelling. Before the vehicles going out of the loading and unloading yards, their carriages and tyre shall be cleaned by water. The routes for the transport vehicles shall avoid passing through the downtown area and avoid the residential area and environmental sensitive receptors as far as possible. The cleaning work for the vehicles going in and out of the construction sites, the activities of disposition, transportation and piling up of engineering spoil, building refuse and building materials on the construction sites, and site recovery and hardening shall be managed strictly. According to the investigation on change of the concentration of PM10 surrounding the construction sites, the distance between the material plant, mixing station and other temporary material plant for construction and the residential areas and environmental sensitive receptors shall not be less than 50 m. In the construction phase, the municipal traffic management departments shall do well the traffic dredging work. According to construction plan, set warning signs at the entrance to the city to remind the vehicles of traveling from the external roads around the city. Do well in traffic management on external roads to ensure the unblocking of the roads and prevent the traffic jar so as to reduce the influences from the waste gas of the vehicle on the environment and air. If the vehicles are blocked due to the road construction in urban area, the traffic management department can set down the instant vehicle traveling management method, for example, regulating the traveling route for the taxi with odd and even date, prohibiting turning left at the main crossing and setting one-way lane and so on.


Management Units;

TUPWS

Water environment

Prohibit draining and flowing waste water from construction randomly. Clear the construction site in time. Only when the waste water from construction is treated in the temporary sand settlement bank can it be


Management



organization drained into the drains to prevent some little matters such as sands and some sundries such as some construction rubbish from being draining into drain pipeline. The toilet for constructors in construction site shall set temporary cesspool and the sewage will be drained into the drain after pretreatment in cesspool. Besides enforcing management on the drainage of living waste water, the contractor shall offer training to the constructor on basic environmental protection to improve the consciousness and responsibility of environmental protection.

Units

Recovery of vegetation

As for the green belt damaged by construction activities, if they can be planted in another place, take protective measures to plant them in another place after the construction. If it is necessary to cut them due to the construction need while they can not be planted in another places, they will be compensated according to the principle of "cutting one, compensating two". There will be 378 trees to be cut within the range of the project and 756 trees will be planted as the compensation after the project is accomplished.


Management Units

Community

All of the roads under reconstruction in urban area will be constructed in half-closed manner. Build temporary roads and temporary bridge for the units and the residents along the line and set necessary safe measures to ensure the unit and the residents can go out conveniently and safely. As for the section where some schools are located, carry out construction in the summer holiday or in the holidays. All of the construction materials will be placed in the special sites in order according to the classification and type, clear and transport the waste from the construction in time to reduce the influences on the land occupied by the materials and the traffic. As for the resident areas and the units that are separated due to being removed, rebuild the fence within one month after accomplishing removing. During the construction of ramp of Dam River Bridge and the over cross at Hoang Quoc Viet Road, build safety passage and take safety measures to ensure the safety of the pedestrians.


Management Units

Traffic

When setting down road construction plan, pay attention to planning and reasonable arrangement; at the same time perform construction in different period to reduce the traffic jam due to the same direction of the vehicles. This project will be constructed in half-closed manner and allow the buses and the bicycles to travel while prohibit the traveling of the vehicles through the city to ensure the unblocking of the buses. In the busy section, the crossing of the road can not be constructed in fully closed manner, but in half-closed manner, at the same time set one-way street to ensure the unblocking of the bus. Enforce traffic management and organization. All of the vehicles through Hanoi shall travel along the external ring route and it is prohibited to cross the urban area to reduce the traffic pressure of the roads in urban area. Control the variation and the type of the passing vehicles, set lane on the special sections and increase the change circle of traffic indication light to try to reduce the traffic flow on the main truck. Organize circumambulating line and bicycle line. Perform scientific management and improve the quality of the traffic

Project Management

Units



organization policemen to enforce traffic management ability; emphasize on improving the quality of the drivers to reduce the traffic jar due to the man-made factors. Set iron separation fence at both sides of the tracks of the roads for vehicles in main urban areas. Enforce the management on the anchoring vehicles on the road and make it leave as quickly as possible to avoid the influences on the normal passing of the vehicles so as to increase the passing ability of the traffic of the roads.

Vibration

Where possible, columns will be installed using excavated holes and onsite casting. If steam, turbine or hammer style drilling machines must be used for column construction, the contractors must apply to PMO first and these drilling activities will be restricted to certain hours of the day (primarily morning and afternoon while evenings and nap time at noon will be strictly prohibited from using such drillers). Unless there is emergencies (emergent repair, emergent rescue), at night (22:00~6:00）we will not use any construction equipment with great vibration influences. The contractor must set signs at striking sites and give the telephone for complaint, names of the project, the contractor and the building unit. Select construction equipment with low noise and vibration, and maintain it regularly.

Constructor

Municipal facilities

2 days before the construction, the contractor releases public notice on newspaper or television to the public to make preparations. If the water is cut off over 2 days, we'll use water supply truck to supply the influenced people with water. Stoppage of power, gas or water that may be caused by construction will be arranged at night （22:00~6:00）as much as possible.

PMU. Constructor

Cultural relics and historical

sites

During the process of construction, the transport vehicles shall run with low speed in urban area to reduce vibration. All the construction plants shall conduct civilized construction. The transport vehicles shall be sealed during the process of construction to avoid flying dust. The route for vehicles going in and out the construction sties shall be sprayed water regularly. During the process of construction, the equipment with low noise shall be adopted as far as possible and corresponding noise reducing measures shall be adopted. Nighttime construction is forbidden. It is forbidden for the construction vehicles whistling to avoid it distributing the residents.


Management Units

3.4 Operation Phase

3.4.1 Noise Control

Hanoi Department of Natural Resources and Environment (DONRE): Hanoi DONRE will have a responsibility in continuously amend the noise standard of vehicles. The Hanoi Traffic Management Bureau of Hanoi together with Hanoi Environment Monitoring Station, is in charge of the regular inspection of the vehicle noise and monitoring of improvement of standard-exceeding vehicles. Vehicles that are far out of standard will be rejected. The


noise-controlling plan and objectives of each vehicle will be established to reduce its noise values step by step.

The Department of Traffic Police: The department of traffic police is in charge of enforcing rules and regulations of urban traffic management, such as prohibiting overload or overlarge vehicle to travel on the viaduct and limiting the traveling speed of vehicle especially at night.

3.4.2 Acoustic Environment Improvement

During operation, under the condition of unchanged ratio of vehicle type and speed, the vibration level at both sides of the road will increase with damage extent of the road surface day by day. If the condition of the road surface remains the same, the vibration level ascents with the increase ratio of the vehicle type (especially the ratio of large and mediate vehicles), and with the increase of traveling speed. If the road surface is more deeply damaged and the ratio of vehicle type (especially the proportion of large and mediate vehicles) and traveling speed increases, the vibration level at both sides of the road will also largely increase.

To prevent and reduce the impacts on the vibration environment at both sides of the road during the operation and to make it be in accordance with the requirement of TCVN 6962-2001 Vibration Standards, it will be required to take the corresponding measures of traffic management.

The Department of Traffic Police is in charge of establishing the urban road and traffic control system, for example, it rigidly limits the overload traveling on the vibration-sensitive road at night and prohibits high speed traveling in the urban area especially the heavy and mediate vehicle.

Hanoi Urban Management Bureau is in charge of maintaining the road according to the related regulations.

3.4.3 Mitigation Measure for Air Environment

As indicated in the EIA of this project, the air quality will become worse along the project roads. Even the improvement in air quality on a city aisle basis will be offset over time as motor vehicle traffic increases and traffic speed decreases. Therefore, in order to sustain the improvement of air quality in Hanoi City, the project will make a certain investment for motor vehicle emission control.


Motor Vehicle Tail Gas Control:

Hanoi has made very much progress in controlling the tail gas from vehicles, in the coming future it will continue to perform and enforce these measures to control the tail gas from the vehicle included:

- Enforce management on the sales of new-type vehicles, make sampling inspection regularly on all kinds of new ones in the market, and carry on the sale rules of standard tail gas emission.

- Reject the vehicle strictly according to the state Vehicle Rejection Standard. All of the rejected vehicles must be recycled and mustn’t be resold or transferred.

- Strengthen the emission control of the existing motor vehicles and implement the annual inspection and sampling inspection system. The standard-exceeding vehicles must be treated until up to standard with a specified time limit. From 2007 on, the dual idle emission inspection will be progressively implemented and then I/M system.

- Control the increasing speed of the vehicle, especially the newly increasing taxis, motorbikes and mini motorbikes.

A motor vehicle emission control (MVEC) measures optimization study will be carried in this project. The study will review and evaluate effectiveness of existing MVEC measures and other technologies, policies and measures used elsewhere. A prioritized action items/measures will be developed from the study for motor vehicle control in Hanoi City. According to the mentioned plan, two measures of controlling the tail gas from vehicle will be listed ahead of the above action plan and carried out during the construction of this project:

- Procurement and use a mobile automatic environmental air monitoring minibus and a movable tail gas monitoring minibus to enforce the I/M system.

- Investment for 3 new fixed automatic air monitoring stations and a central control room to

complete the air quality inspection system and for improving of environment quality in Hanoi

City.

Improvement of Public Traffic: Establish the information management and dispatching system of urban public transit in Hanoi to improve the level of public transit management and service; Establish 6 public transit interchange stations, 3 bus terminals and depots, 46 public bus stop stations; take policy of placing public transit in priority. The implementation of these measures will effectively reduce the pollution of tail gas from vehicle in Hanoi and have


positive significance in improving the environment and air quality of Hanoi.

Road Improvement: The two roads as well as traffic control and safety in this project aim at taking full advantage of road resources, improving road and traffic conditions, and increasing the flat level of the road surface through managing and engineering measures, such as establishing area traffic control system (ATC), cross sections, setting separate belt of vehicle and non-vehicle. They also aim at decreasing vehicle start-stop frequency and increasing vehicle traveling speed. The implementation of these measures will largely mitigate the pollution of tail gas from vehicle in Hanoi.

Landscape : This project will protect the trees and green belts along the both sides of the road reconstructed and expanded to the utmost, as well as plant trees and grass by the two sides of the newly built road according to different structures of the roads. The work will be carried out by Hanoi Landscape Bureau.

The principle of compensating the vegetation damaged due to this project is "cutting one, compensating two".

Sunshine: Continue to strictly control the height of the buildings by the two sides of the roads as well as the distance between the sunshine sensitive buildings and the red line on the road. 3.4.4 Mitigation Measures to Water Environment Impacts

According to the design document, public toilets are proposed at transit stations waiting lounges. The mitigation measures for the impacts to water environment are below mentioned: Interchange Stations: There is a public toilets which located nearby Hoan Kiem lake shall be used for Hoan Kiem interchange station. The other stations shall be installed with removable public toilets. Bus Terminals: Receiving bodies at proposed terminals are irrigation systems. As the pollution load here is rather higher, effluent standards applied column B, TCVN 5945 -2005. Public toilets shall be constructed with preliminary treatment facilities. Domestic waste water is primary treated in septic tanks before discharging into sewers/ The residual sludge is periodically pumped and transported to landfill by URENCO or used for composting. 3.4.5 Solid Waste Management

The quantity of solid waste from terminals, bus stops and interchanges with a quantity of 3.5 to 4.0 toned/day shall be storaged in bins 260 litters. The waste storage bins shall be located at bus stops, interchange stations as well as at bus terminals. Waste bins shall be designed with


different colors for keeping the nice aesthetics. The collection and treatment methods for this waste shall be done by Hanoi URENCO under assigned and management of TUPWS. 3.4.6 Other mitigation measures

Road Improvement: The two roads as well as traffic control and safety in this project aim at taking full advantage of road resources, improving road and traffic conditions, and increasing the flat level of the road surface through managing and engineering measures, such as establishing area traffic control system (ATC), intersection canalization, setting separate belt of vehicle and non-vehicle. They also aim at decreasing vehicle start-stop frequency and increasing vehicle traveling speed. The implementation of these measures will largely mitigate the pollution of tail gas from vehicle in Hanoi. Landscape: This project will protect the trees and green belts along the both sides of the road reconstructed and expanded to the utmost, as well as plant trees and grass by the two sides of the newly built road according to different structures of the roads. The work will be carried out by Hanoi Green and Tree Company. The principle of compensating the vegetation damaged due to this project is "cutting one, compensating two". Sunshine: Continue to strictly control the height of the buildings by the two sides of the roads as well as the distance between the sunshine sensitive buildings and the red line on the road.

3.4.7 Summary

Table 3.10 summarizes the proposed measures and the responsible organizations for implementation during the operation phase to minimize the potential environmental impacts.

Table 3.10: Summary of Mitigation Measures in Operation Phase

Concerns Mitigation measures Implementation organization

Noise

Sustained improvement of noise standard of motor vehicles. Regular inspection of the vehicle noise and monitoring of improvement of vehicles out of standard. Vehicles that are far out of standard will be rejected. The noise-controlling plan and objectives of each vehicle will be established to reduce its noise values step by step. The department of traffic police is in charge of enforcing rules and regulations of urban traffic management. Maintaining the sound insulation （ sound barrier ） equipment regularly, repairing and maintaining the road surface

Dept. for Natural Resources and Environmental ( DONRE) Dept. of Transportation and

Urban Public Works (TUPWS);

Environnemental Monitoring Station ( EMS) ; Urban Management Office

(UMO)


Vibration Establishing the urban road and traffic administration system. Maintaining the road according to the related regulations.




(UMO)

Ambient air

To constantly implement the existing motor vehicle tail gas control measures. Enforcing motor vehicle tail gas control. Improving public transit and road traffic management.




(UMO)

Landscape Making compensation for the damaged green belts and trees. Planting trees and afforesting according to the urban planning.

Project Management Unit (PMU)

Greens and Trees Company

Sunshine

Continue to strictly control the height of the buildings by the two sides of the roads as well as the distance between the sunlight sensitive buildings and the red line on the road.

Urban Planning Dept.

Water environment

Further improve the layout of drain pipe line all over the city, enforce the management on the sewage disposal equipment in the public transit terminals and head and end bus depots to make the discharge of sewage up to the standards.

Hanoi Sewerage and Drainage Company

3.5 Public Concerns and Countermeasures

Through many times of on-site investigations, visits, public consultation and public participations meetings involving the representatives from the sensitive organizations and residents along the project roads, public concerns and their opinions about various potential impacts imposed by HUTDP have extensively and patiently listened to. Discussions have been made on the most concerned issues of the public and the countermeasures have been proposed, as shown in Table 4.11.


Table 3.11: Public Concerns and Responses Public concerns Responses and solutions

Noise disturbance Ventilation and sound-insulating windows, double sound-insulating windows and

air conditioner shall be installed for the affected residential, school, hospital, kindergarten and warfare center.

Community division and traffic safety

Setting up foot viaduct or foot subway or street-crossing lines for pedestrians

Issue of bus stop in Nguyen Thai Hoc

Street

A bus stop at Phan Chu Trinh Primary school shall be considered to moved to a new place near Gust Institute in order to avoid the small child from school to be

lost after school hour MV emission

pollution Enforcing inspection of motor vehicle tail gas and implementing certificate test and

confirmation for inspection of motor vehicle tail gas Resettlement compensation

Guarantee the resettled families to acquire matter or capital compensation according to the relevant stipulations of Hanoi City

Damage of greening

Most of public oppose damaging greening belts due to construction of the project roads. After discussion with the Project Management Office and relevant

departments, it is decided to widen the greening belts at both side of the roads and minimize to cut trees as far as possible during road rebuilding.

It is very important that public consultation and communications will continue throughout the project construction stage. The objective is to inform the public of construction activities to gain their understanding and support, and to listen to any concerns they may have and suggestions for mitigation. For example, contractors will be requested to inform and discuss with affected communities prior to construction activities which could result in high noise. The public opinions and concerns will be taken to full considerations for properly scheduling noise construction activities. A bill board will be erected in every construction site. This board will briefly explain the activities on this site, and indicates specifically that public concerns and opinions on the environment will be welcome. To ensure public concerns, if any, can be received properly and timely, the board will include specific contact information such as telephone numbers, email address where possible, and contact persons, which will be the head and environmental staff of the contractors on that particular site. Public notice will also be issued in media during the operation stage to inform of the public with contact information so that they can express their concerns and opinions, if any, on environmental impacts of road operations. Once again telephone numbers and contact persons will be provided. At this stage, the contact information will be those of that of the road operating company.


The Comments from Local Authorities: According to the Governmental Decree No. 80/CP dated 09/08/2006 providing Guidelines on implementation of Law on Environment Protection and Circular No. 08/2006/TT-BTNMT dated 09/08/2006 of the Ministry of Natural Resource and Environment providing guidelines on Strategic Environmental Assessment, EIA and commit to environmental protection, It is required that all comments from public consultation meeting have to be in written and approved by two local authorities: The People Committee and Fatherland Front of the effected Wards/communes. - There are 18/24 collected comments from the People Committee’s on BRT component

agree and support to the implementation of this component. The remains were not reply yet.

- There are 15/24 collected comments from the People Committee’s on Road component agree and support to the implementation of this component. The remains were not reply yet.

- . There are 18/24 collected comments from the Fatherland Front of the effected Wards/communes on BRT component agree and support to the implementation of this component. The remains were not reply yet.

- There are 15/24 collected comments from the Fatherland Front of the effected Wards/communes on Road component agree and support to the implementation of this component. The remains were not reply yet.

3.6 Personnel Training

Personnel training will be provided in different stages of project implementation. At the construction stage, heads and environmental staff from winning contractors and construction supervision companies will be requested to participate in a mandatory environmental training program. This request will be included the construction tendering documents to be issued to the pre-qualified bidders who will be invited to bid. This training program will include, but not limited to, the following contents:

- Relevant environmental regulations, policies, standards and programs; - The basis of environmental management during construction phase; - The main contents of environmental Impact Assessment for Hanoi Urban

Transportation Development Project; - The concept of air pollutants and control measures; - The basis of environmental technologies and Control of toxic gases; noise and

classification of reports - Procedures for preparing a monitoring report and Public consultation.


Exam and Certificate: The staff will be granted certificate from Environmental Management training course after passing the examination at the end of the course. They can get a permission for working when they got that kind of certificate in their hand. This requirement shall be included in the bidding documents. For operation phase, environmental staff from the Companies of Road Maintenance and from other relevant units which concerning with operation and inspection of roads will be trained. The training programs will be primarily provided by professional environmental staff or in local universities. The Table 3.12 presents Schedule of Training in Environmental Protection Technologies.

Table 3.12 Schedule of Training in Environmental Protection Technologies

Contents of training Number of persons Year Duration

Urban traffic environmental management method

Traffic pollution prevention technique 2009 4 weeks

Environmental policies, analysis and assessment

Monitoring and assessment of urban traffic pollution

2

2009 4 weeks

Urban traffic risk assessment method

Motor vehicle tail gas control and prevention

Pollution control method in construction period

6 2009 6 weeks

Training cost ( million VND) 80

3.7 Investment Cost for Mitigation of Environmental Impacts

The estimation of investment cost for items of environmental facilities in operation period of the project including: To invest in construction local wastewater treatment plant in 2 terminals of BRT; To invest in planting trees along Hoang Quoc Viet and RR No2; Items for waste collection and storage on stations and terminals of BRT To invest in fire prevention equipments at two terminals Details of investmental items of environmental facilities are presented on the Table 4.13.


Table 3.13: Investmental Cost of Environmental Facilities During Operation Phase

Unit : 103VND Expenditure (1000 VND) No. Items Unit Quantity Unit price Total

A Sewage system 2 659 600

I Contruction part 653,300 2,146,600

1 Administration building Building 2 85,000

170,000

2 Chlorine Room Building 2 40,000

80,000

3 Oil separated tank tank 2 234,000

468,000

4 Primary deposit tank tank 2 10,800

21,600

5 Regulating tank tank 2 38,400

76,800

6 Contacting tank tank 2 9,600

19,200

7 Secondary deposit tank tank 2 58,000

116,000

8 Biological treatment tank tank 2 137,500

275,000

9 Sludge condensing tank tank 2 40,000

80,000

10 Placing concrete sewage pipe D300 m 1400 600

840,000

II Technology part 186,500

373,000

1 Administration building tank 2 10,000

20,000

2 Chlorine room tank 2 14,000

28,000

3 Oil separated tank tank 2 15,000

30,000

4 Primary deposit tank tank 2 10,000

20,000

5 Contacting tank tank 2 2,500

5,000

6 Regulating tank tank 2 20,000

40,000

7 Secondary deposit tank tank 2 75,000

150,000

8 Aeroten tank tank 2 15,000

30,000

9 Sludge condensing tank tank 2 25,000

50,000

III Electricity part 2 70,000

140,000

Preventing and fighting fire 15,650

CO2 release vessel vessel 20 650

13,000

B

Fire-hydrant 2


15,000 30,000

Solid waste management 118,400 C

Waste storage tank: 240l tank 148 800

118,400

D Attenuation of Sound 6,788,320

Noise Retaining Barrie 1000m x 2,5 m m2 2,500 1,000 2,500,000

Double glass window Dimension: 1,2mx1,2m=1,44m2; 1000 window x 2 sides

m2 2,880 1,489 4,288,320

1. Total (A+B+C+D) 9,581, 970 2. Management Cost: 3% * (A+B+C+D) 287,459 3. VAT: 5%* (A+B+C+D) 479,099 4. Standby: 10% * (1+2+3) 1,034,853 5. Slippage in prices: 4.7% * (1+2+3+4) 535,019

Total 11,918,400

4.8 Environmental Monitoring

The objective of the environmental monitoring plan is to verify the prediction of environmental impacts assessment and determine environmental performance and impacts to surrounding area. The monitoring plan will also provide a basis for project executing agency and road operator to prepare environmental policies, take additional actions for mitigation as may be necessary and minimize adverse impacts.

Environmental monitoring plan: Environmental monitoring will be carried out in both the construction and operation stages. In the construction stage, the monitoring will be done in two levels: daily and regular monitoring, to be carried out by contractors and construction supervision companies. Environmental staff will be trained prior to the start of construction for the monitoring which will include mostly visual monitoring of air borne dust, surface runoff, storage and disposal of construction waste, traffic impacts, and construction safety issues. Hand-hold noise meters will be used to monitor the noise levels at sensitive receptors during construction. The objective of this daily monitoring program is to identify environmental issues at the same time as the construction activities on these sites to that appropriate mitigation actions, if needed, can be initiated and implemented timely to minimize the impacts.

At the same time, in additional to the daily monitoring by contractors a formal environmental monitoring program will also be carried out during the construction, as well as operation phase. This program will be conducted by professional environmental monitoring program with main objective to provide official records on environmental and regulatory compliance


status.

The formal environmental monitoring plan for both construction and operation stages is presented in Table 3.14.

Table 3.14: Environmental Monitoring Plan

Environment Item Contents

Parameter NO2, CO, TSP, PM10 Length 1 year for construction and first 2 years in operation Frequency Once a quarter and 5 continuously monitoring each time Time 6:00, 10:00, 14:00, 18:00 (TSP and NO2)

Air

Location BRT:Nguyen Thai Hoc ( Phan Chu Trinh Primary school, Sanhpon Hospital. Bach Mai Hospital – Giai Phong Rd. Terminal Quang lai, Bala- Depot: Trung van- Van Dien Road: Buoi Interchange : Residential area Cau giay Interchange: Residential areas Phu Dien kintergarden

Parameter Noise level equivalent (Leq) Length 1 year for construction and first 2 years in operation Frequency Once a quarter and one day each time Time One during the day and one at night

Noise

Location As same as for air Parameter Surface water: pH, SS, BOD, ΣN, ΣP, Coliform

Underground water: SS, Fe,Mg,Oil, NH4, NO3, Coliform Length 1 year for construction and first 2 years in operation Frequency 3 months/time ( construction phase) 6 months/time ( operation

phase) Time Day time

Location Construction phase: - Monitoring points will be as indicated in EIA Report; - Discharge points will be as indicated in EIA Report;

Operation phase: - Discharge points will be at interchange stations - Inlet and out let of WWTP at terminals - Receiving body to receive the effluent from WWTP 50

m from location of WWTP and 200 at up-stream and down stream.

As the night time construction is unavoidable, night time construction activities will be closely monitored, besides other mitigation measures. Dedicated and well trained staff will be stationed at the night time construction sites to monitor the activities with regard to mitigation measure implementation, necessary actions for reduce excessive impacts particularly noise and traffic as well as to receive and respond to any public complaints.


Monitoring of Water Quality: The monitoring of water quality shall be conducted for both surface water and underground water

Groundwater monitoring: The purposes of monitoring groundwater quality are to: + Monitoring the pollutant content in the project area; + Providing forecast to the encroachment of pollution flow into the aquifers in the area;

- Monitoring locations: + During construction: at the drilled wells in the affected areas (including the wells monitored in the EIA); + During operation: location surrounding head-end terminals (four locations at each terminal).

- Monitoring parameters shall be Suspended solid (SS), Fe, Mg, oil, NH4, NO3 and Coliform

Monitoring the quality of wastewater and surface water: The surface water quality monitoring during construction is carried out at the monitored locations in EIA. And from discharge points during construction. The monitoring points during operation phase shall be: outlets of the WWTP, interchange stations; depot and at receiving bodies 50m far from outlets of the WWTP to the upstream and 200m to the downstream.

- Mornitored parameters: pH, SS, BOD5, NH4+, total N, total P, oil and Coliform.

Monitoring frequency: Monitoring frequency is every three months during construction and every 6 months during operation. Monitoring methods are in accordance with TCVN.

Reporting and data management: Environmental monitoring data have high values in environmental management and pollution control. The data will demonstrate whether the actual environmental performance and environmental impacts will be as predicted by the EA which will also provide basis for appropriate and necessary actions. The reports and data will help create environmental data base for the whole system and it will be managed by DONRE Hanoi.

The reports will be reviewed by the environmental staff of the Project Management Unit (PMU) as well as the regulatory authorities and the World Bank. It is the Project Management Unit (PMU) responsibility to respond to the reports, particularly if the reports identify adverse impacts unexpected by the project EA or impacts which exceed acceptable levels. PO will take prompt actions including additional mitigation measures to address the newly identified issues.


4 ENVIRONMENTAL MANAGEMENT ORGANIZATIONS

The environmental management organizations involve in and their interrelation are presented in an organizational charge. The functions of each organization are summarized in Table 4.15.

Table 4.15: Organizations Involved in Environmental Management

Organizations

Responsibilities

Hanoi TUPWS and Hanoi CPC

The ultimate decision making body for all matters related to environmental management

Hanoi DONRE • Law and regulations enforcement • Environmental policy/program implementation • Setting up and enforcing discharge standards • Provide guidance on environmental matters • Review environmental reports • Handling environmental emergency

PMU

• Project proponent and executing agency • Day to day operation during construction including environmental matters • Will have two full time environmental specialists • Prepare contractual requirements and specification for environmental

performance for contractors and construction supervision • Implement environmental mitigation measures • Review and respond with new mitigation as may be necessary to

environmental monitoring reports. Hanoi Cultural &

Information Office • Responsible for all matters once the road is constructed and open for traffic • Review and respond environmental monitoring reports • Respond to emergency situation including environmental accidents.

Environmental Monitoring Stations

• Conduct environmental monitoring for both construction and operation stages

• Provide monitoring reports • Recommend corrective actions

Environmental Monitoring

Consultant Agency

• Conduct environmental impact assessment • Prepare environmental management plan • Respond to environmental monitoring reports • Provide environmental training to contractors and construction supervision

Contractor and Construction supervision

• Appoint one to two full time environmental staff; • Implement construction stage mitigation measures • Report regularly environmental performance


5 CONCLUSION Although during project construction and operation, there will be some negative impacts on natural environment, economy, society, diversified mitigation measures carried out in the project implementation shall help to avoid and minimize negative impacts to acceptable extent. Environmental Management Plan (EMP) described in details mitigation measures, environmental impacts, environmental management, supervision and monitoring scope. EMP will be used as guidelines for the implementation of the above mentioned activities. Generally, construction of new roadway and BRT system will improve congestion situation and this shall have good impacts on urban transport situation, life standard and social economic development of Hanoi City. Services shall be formed and developed to provide to new urban areas. BRT and Roads Components have been appropriately selected and will bring about socio-economic effect as well as significantly contribute to air quality of Hanoi. The owner of project commits to strictly implement the environmental protection measures, environmental pollution mitigation measures, environmental management program developed in this environmental impact assessment report. The owner of project would recommend the State Environmental Authority to appaise and approve the EIA report for the Hanoi Urban Transport Develoment Project.