environmental management plan - world...

SOCIALIST REPUBLIC OF VIETNAM

HANOI PEOPLE’S COMMITTEE

HANOI URBAN TRANSPORT DEVELOPMENT PROJECT

PREPARATION OF FEASIBILITY STUDY AND PRELIMINARY DESIGNS

ENVIRONMENTALENVIRONMENTAL MANAGEMENT PLAN MANAGEMENT PLAN

April 2006Financed with a PHRDFinanced with a PHRD Grant administered byGrant administered by

the Internationalthe International DevelopmentDevelopment

Association/World BankAssociation/World Bank

TRANSPORT & PUBLIC WORK SERVICESTRANSPORT AND URBAN PROJECTS

MANAGEMENT UNIT - TUPMU

E1400Vol 1

HUTDP BRT & ROADS STUDY Draft Feasibility Study and Preliminary Designs EMP Report

TABLE OF CONTENTS

1. INTRODUCTION.....................................................................................................31.1. Project Background............................................................................................31.2 Objective, Strategy and Performance Indicator of EMP.................................3

1.2.1 Objective..........................................................................................................31.2.2 Strategy and Performance Indicator................................................................4

1.3 Legal Basis and Applicable Standards...............................................................51.3.1 Legal Basis.......................................................................................................51.3.2 Executive Standards.........................................................................................91.3.3 Responsibility and Function of the Management Institutions.......................17

2. PROJECT DESCRIPTION....................................................................................182.1. Name, Features and Location of the Project..................................................182.2. Project Components..........................................................................................18

3. SUMMARY OF ENVIRONMENTAL IMPACT OF THE PROJECT..............21

4. ENVIRONMENTAL MITIGATION MEASURES............................................214.1 Project Design Phase..........................................................................................22

4.1.1 Noise..............................................................................................................264.1.2 Vibration........................................................................................................304.1.3 Ambient Air...................................................................................................304.1.4 Water Environment........................................................................................304.1.5 Landscape Design..........................................................................................304.1.6 Sunshine.........................................................................................................314.1.7 Land Acquisition, Demolition and Resettlement...........................................31

4.2 Construction Phase............................................................................................314.2.1 Acoustic Environment...................................................................................314.2.2. Ambient Air..................................................................................................334.2. 3. Water Environment......................................................................................354.2.4. Solid Waste...................................................................................................354.2.5. Urban Ecology.............................................................................................364.2.6. Traffic Management.....................................................................................364.2.7. Community..................................................................................................374.2.8. Others............................................................................................................384.2.9 Summary........................................................................................................39

4.3. Operation Phase...............................................................................................414.3.1 Noise Control and Acoustic Environment Improvement..............................41

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4.3.2 Vibration........................................................................................................424.3.3 Ambient Air...................................................................................................424.3.4. Landscape.....................................................................................................444.3.5. Sunshine........................................................................................................444.3.6. Water Environment.......................................................................................444.3.7. Summary.......................................................................................................44

4.4. Public Concerns and Countermeasures..........................................................454.5. Environmental Monitoring..............................................................................47

5. ENVIRONMENTAL MANAGEMENT AND MONITORING...............................51

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1. INTRODUCTION1.1. Project BackgroundThe 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 EMP1.2.1 ObjectiveAs 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.

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- 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 IndicatorIn 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 airIndicators:

- 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)

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1.3 Legal Basis and Applicable StandardsThe 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 BasisThis 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:

Environmental Protection Legislation:- “ Law on Environmental Protection of the People’s Socialist Republic of

Vietnam”, dated 27/12/1993 issued by Vietnam National Assembly and the promulgation decree for implementation has been signed on 10/1/1994 by the Chairman;

- Governmental Decree No. 175/CP dated 18/10/1994 providing Guidelines on implementation of Law on Environment Protection;

- Decree No. 143/2004/ND-CP dated 12/7/2004 on adjustment and amendment of the Article 14 Decree No. 175/CP providing Guidelines on implementation of Law on Environment Protection;

- Decree No. 121/2004/ND-CP of May 12, 2004, of the government promulgating the Regulation on Sanctions against Administrative Violations in the field of protection of the environment.

- Decision No. 256/2003/QD-TTg, issued on April 2, 2003, by the Prime Minister approving the National Strategy on Environmental Protection up to year 2010 and Vision to 2020.

- Decision No. 64/2003/QD-TTg, April 22, 2003 of the Prime Minister approving the plan for managing the establishments causing seriously environmental pollution.

- Circular No. 490/1998/TT-BKHCNMT dated 29/4/1998 of the Ministry of Science, Technology and Environment providing Guidelines on preparation and appraisal of EIA reports of investment projects;

- 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 and 2002;

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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 systems5.17.1: The urban drainage system;

5.17.2: Selection of type of sewer system5.17.3: Storm water drainage5.17.4: Conditions for sewage discharge5.17.5: 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 BankThe requirements of the World Bank are included in ten safeguard policies, procedure and operational guidance. They are:

Environmental Assessment (OP/BP/GP 4.01)

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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)

Environmental Planning Documents of Hanoi- 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 No. 634 UB-KH&§T dated 5/3/2004 on receiving support from

Japanese Government through PHRD fund in preparation of Hanoi Urban Transportation Development Project;

- Official Letter No 221 CP-QHQT dated 18/2/2004 on approval of List of programs and WB 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

- Interim-report for preparation of FS and preliminary design for Road and BRT components - July 2005;

- Decision No. 4035/ QD-UB of the City People’s Committee on approval of the contents of the Technical Support (TA) Project for the implementation of Hanoi Urban Transportation Development Project sponsored by PHRD dated 1/7/2004;

- 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;

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- 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. 4035/ QD-UB dated 1/7/2004 of the City PC on approval of bidding results of TA project in preparation for Hanoi Urban Transportation Development Project sponsored by PHRD;

- 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- “Feasibility Study Report of Hanoi Urban Transport Development Project

Using World Bank Loan”, organized and compiled by the Foreign Capital Utilization Management Office for Hanoi Urban Transport Construction

1.3.2 Executive StandardsAccording 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° Title1 Water Quality Standards2 TCVN 5942-1995: Water Quality - Surface Water Quality Standard3 TCVN 5943-1995: Water Quality - Coastal Water Quality Standards4 TCVN 5944-1995: Water Quality - Ground Water Quality Standards

2 Environmental Standards1 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: 1995: Industrial Wastewater – Discharge standards.

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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.

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Table 1.2. Executive Standards for EMP of HUTDP

Environmental

factorsStandards Standard value or class Remarks

Acoustic environment

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

receptorss such as

shools, hospitals,

kinderggartens etc.

Class II:

Houses, Hotels, Office

buildings etc.

Adopted from American

Standards

“ Standard for Noise at

Boundaries of Construction

Sites”


shown in Table 1.4b.

Boundaries of

Construction Sites

TCVN 5948-1999 “Noise

emitted by accelerating

road vehicles- Maximum

permitted noise level”


shown in Annex 1.4c.At road sites

Air

envi

ronm

ent

Ambient

air quality

standard

TCVN 5937-1995

“Ambient Air Quality

Standards”

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

Executing the standard for

Maximum allowable concentration

of hazardous substances in ambient

air. The detailed standard values are


All the areas except

Industrial areas

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Road

Vehicles

Standard

TCVN 6438:2001 “ Road

vehicles- Maximum

permitted emission limits of

exhaust gas”


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”


Vibration emitted by construction

works and factories – Maximum

permitted levels in the environment

of public and residential areas”

Daytime: 75 dB;

Nighttime: 75 dB


shown in Table 1.6.

Whole vibration

assessment scope

Wat

er e

nviro

nmen

t

Water

pollutants

discharge

standard

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.



Domestic sewage

discharge in to the

urban areas where the

wastewater treatment

facilities are not

available

TCVN 5945-1995 “

Industrial wastewater-

Discharge Standards”

Executing Class A - C standards for

Industrial effluents discharged into

water bodies.


shown in Table 1.7b.

Effluents from

Wastewater treatment

discharge in to the

surface water bodies

Water

environm

ental

standard

TCVN 5942-1995

“Environmental Quality

Standards for Surface

water”

Class A water body. The detailed

standard values are shown in Table

1.7c.

Red River,

Class B water body . The detailed


1.7c.

Nhue River, West

Lake, Hoan Kiem

Lake

Class C water body. The detailed


1.7c.

To Lich River

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Table 1.4a. TCVN 5949-1998Acoustics - Noise in public and residential areas-

Maximum permitted noise level (Leq).

Unit : dB(A)

No. Areas ( * )Time

From 6:00To 18:00

From 18:00to 22:00

From 22:00to 6:00

1Special 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 1.4b. The Permitted Noise Level from Construction MachinesLeq (dBA)

Construction stage Main noise sourcesNoise limited value

Day time Night time

Earthwork and stoneworkBulldozer, excavator,

and shovel loader, etc.75 55

Piling Various piling machines 85Construction is

forbidden

Structure

Concrete mixer,

vibration bar, and

electric saw, etc.

70 55

Fitment Crane and elevator, etc.

65 55

Table 1.4c. TCVN 5948-1999Acoustic - Noise emitted by accelerating road vehicles –

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Permitted maximum noise level. Unit : dB(A)

No. Type of vehiclesPermitted level

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 1.5a. TCVN 5937-1995Ambient Air Quality Standards-

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

No. Pollutants

Hourly AverageAverage 1 hour

Hourly AverageAverage 8 hours

Daily average

hourly24 hours

1 CO 40 10 5

2 NO2 0,4 - 0,1

3 SO2 0,5 - 0,3

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4 Pb - - 0,005

5 O3 0,2 - 0,06

6 TSP 0,3 - 0,2

Table 1.5b. TCVN 6438:2001 Road vehicles- Maximum permitted emission limits of exhaust gas

Pollutants

Vehicles with petroleum engine Vehicles with diesel

engine

Cars Motorcycles Cars

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 1.6. TCVN 6962: 2001VIBRATION STADARDS

Table 1.6a. Vibration Emitted by Construction Works and Factories, dB

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No. Areas TimePermissible

value, dB**

Remarks

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

time not more than 10

hours /day

19:00 – 7:00 Background

level *

2 Residential areas, hotels,

restaurants, office buildings

and others

7:00 – 19:00 75Continuous working


hours /day

19:00 – 7:00 Background

level *

3 Mixed areas: Residential

within commercial.

6:00 – 22:00 75Continuous working


hours /day

22:00 – 6:00 Background level *

Table 1.7a TCVN 6772-2000“Domestic Sewage Discharge Standards”

No. Pollutants UnitPermissible value

Level

I

LevelII

LevelIII

LevelIV

LevelV

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 1.7a TCVN 6772-2000“ Domestic Sewage Discharge Standards”

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No. Pollutants UnitPermissible value

Level

I

LevelII

LevelIII

LevelIV

LevelV

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 7b. TCVN 5945-1995Industrial wastewater- Discharge Standards

No.Pollutants Units Permissible value

A B C

1 Temperature 0C 40 40 45

2 pH 6 đến 9 5,5 đến 9 5 đến 9

3 BOD5 (200c) mg/l 20 50 100

4 COD mg/l 50 100 400

5 Suspended Solid mg/l 50 100 200

6 Arsenic mg/l 0,05 0,1 0,5

7 Cadmium mg/l 0,01 0,02 0,5

8 Lead mg/l 0,1 0,5 1

9 Chromium (VI) mg/l 0,05 0,1 0,5

10 Chromium (III) mg/l 0,2 1 2

11 Mineral Oil mg/l ND 1 5

12 Fat mg/l 5 10 30

13 Cu mg/l 0,2 1 5

`14 Zn mg/l 1 2 5

15 Manganese mg/l 0,2 1 5

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16 Nickel mg/l 0,2 1 2

17 Total phosphorous mg/l 4 6 8

18 Fe mg/l 1 5 10

19 Aluminum mg/l 0,2 1 5

20 Hg mg/l 0,005 0,005 0,01

21 Total Nitrogen mg/l 30 60 60

22 Ammoniac (as N) mg/l 0,1 1 10

23 Flour mg/l 1 2 5

24 Phenol mg/l 0,001 0,05 1

25 Sulfur mg/l 0,2 0,5 1

26 Cyanide mg/l 0,05 0,1 0,2

27 Total Coli form MPN/100 ml 5000 10 000 -

Note: KPHĐ – Not Detective

Table 7c. TCVN 5942-1995“Environmental Quality Standards for Surface Water”


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

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A B

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 InstitutionsThe 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

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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 DESCRIPTION2.1. Name, Features and Location of the ProjectProject name: Hanoi Urban Transport and Development ProjectProject nature: New road and Road expansion and Bus Rapid Transit (BRT)

2.2. 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.

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Table 2.1. Description of Hanoi Urban Transport and Development Project

Components Contents of construction

Investment

( million

USD)

Road

construction

Cross Sections 2 cross sections

60 - 100New Road1 road (including two cross sections)

with a total length of app. 7 km

Expansion Road 1 roads with length of 3.4 km

BRT system

BRT routes2 routes: Lang Ha - Giang Vo ( 13 km)

and

79 Bus Interchanges

6 interchanges and 40 bus stop points

route Giai Phong (11.5 km)

Bus Terminals 2 terminals

Traffic

management

and road 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..18

Public transport

Set up modernized mass transit dispatching and information

management system; technical aid project; mass transit system

reform; adjustment of public transit lanes

Total cost 157 - 197

Hanoi Urban Transport Development Project is a complex system consisting of several sub-projects or components. Among the components there will be physical works as well as improvement and upgrade of relevant management systems and software. According to the common characteristics of various components, the project may be divided into five categories: road infrastructure construction, traffic control and safety, public transit improvement, road maintenance and environmental protection components. According to the EIA Report of this project, two of four components such as road infrastructure construction engineering, BRT will cause larger adverse impact on environment, so corresponding environmental mitigation measures shall be adopted for these two components, and it is the core content of this EMP. While the other two sub-projects such as the traffic control and safety engineering and environmental protection engineering will produce larger positive benefit to the whole environmental quality of Hanoi City, the negative environmental impact from these two sub-projects during the construction and operation phases is tiny, and the

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environmental positive benefit produced by them will be reflected from the overall environmental monitoring results during the construction phase. The Schedule of BRT components is shown in Table 2.2. The Schedule of Road components is shown in Table 2.3.

Table 2.2a. Schedule of BRT Components - Lang Ha – Giang Vo Route

No KmLength

(m)

Construction

YearRemark

1 BaLa 0 2007 Terminal

2 Nguyen Trai 60 Bus stop

3 Ha Dong 510 Bus stop

4 Dai An 580 Bus stop

5 Luong The Vinh 1210 Bus stop

6 Nguyen Quy Duc 470 2007 Interchange

7 Khuat Duy Tien 1220 Bus stop

8 Student's village 165 Bus stop

9 TrungHoa 425 2007 Interchange

10 Hoa Muc Bridge 1350 Bus stop

11 Vu Ngoc Phan 360 Bus stop

12 Thai Ha 390 Bus stop

13 Thanh Cong 470 Bus stop

14 Giang Vo Exhibit 660 Bus stop

15 Nui Truc 600 2007 Interchange

16 Kim Ma 830 Bus stop

17 Le Truc 420 Bus stop

18 Hoang Dieu 680 Bus stop

19 Le Duan 260 Bus stop

20 Cua Nam 170 Bus stop

21 Hai Ba Trung 660 Bus stop

22 Ba Trieu A 375 Bus stop

23 Dinh Tien Hoang 475 2007 Interchange

24 Hoan Kiem 660 Bus stop

25 Le Thai To 670 Bus stop

26 Phu Doan 560 Bus stop

27 Tran Phu 880 Bus stop

28 Saint Paul hospital 520 Bus stop

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Ong Ich Khiem 280

Source: Own estimates

Table 2.2b. Schedule of BRT Components in Giai Phong Route

No KmLength

(m)

Construction

YearRemark

1 Quang Lai 0 2007 Terminal

2 Ngoc Hoi 1 380 Bus stop

3 Ngoc Hoi 2 340 Bus stop

4 Quoc Bao 1 700 Bus stop

5 Quoc Bao 2 670 Bus stop

6 Linh Dam 480 2007 Interchange

7 Truong Dinh 1180 Bus stop

8 Giap Bat 520 Bus stop

9 Kim Dong 350 2007 Bus stop

10 Vong Street 925 Bus stop

11 Vong Intersection 585 Interchange

12 Le Thanh Nghi 490 Bus stop

13 Phuong Mai 340 Bus stop

14 Bach Khoa University 390 Bus stop

15 Dai Co Viet 570 2007 Bus stop

16 To Hien Thanh 800 Bus stop

17 Tran Nhan Tong 340 Bus stop

18 Ham Long 330 Bus stop

19 Hang Bai 440 Bus stop

20 Ba Trieu B 520 Bus stop

21 Tran Hung Dao 410 Bus stop

22 Nguyen Du 315 Bus stop

23 Vincom Building 875 2007 Interchange

Source: Own estimates

Table 2.2c. Schedule of Terminals/Depots

No. Name of station

Land

occupied

(m2)

Quantities

of

operationl

buses

Quantity

of buses

stopping

at night

Constructio

n yearRemarks

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T1 Ba La 30 000 40 70 Newly built

T2 Quang Lai 30 000 40 70 Newly built

D1 Me Tri 30 000 40 40 Newly built

The Schedule of Road components is shown in Table 2.3.

Table 2.3. Schedule of Road Component

3. SUMMARY OF ENVIRONMENTAL IMPACT OF THE PROJECTThis chapter summarizes the adverse environmental impacts produced by this project; these data mainly are from the EIA Report of this project. The detail see EIA please.

4. ENVIRONMENTAL MITIGATION MEASURESConstruction of this project will execute Management Regulations on Environmental Protection for Construction Projects promulgated by the Ministry of Construction- Decision No 29/1999 and so that devices for environment protection and the main construction can be designed, constructed and operated at the same time. To guard against the adverse impact of the project, the following detailed actions shall be taken in each stage of the implementation and operation.In the period of choosing works and designing, various potential impact factors shall be analyzed, and the best measures shall be designed to reduce the adverse impact on the environment. During the construction phase, environmental impact mitigation measure shall be taken for the involved units or people, for example, to set acoustic barrier, and double-layered sound insulated window, so as to reduce the noise impact on the environmental sensitive receptors.During the operation phase, it is necessary to carry out long-term action plan to

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No.Description of project

Road sectionLength of road (m)

width of road (m)Construction

yearbefore project

after project

1

Rin

g R

oad

No2

. Road 6 100 0 7 000 2005

Buoi Interchange 450 - - 2003

Cau Giay Interchange

450 - - 2007

2

Hoa

ng

Quo

c V

iet

Exte

nsio

n Road 3 400 0 3 400Extended

2007Dam Bridge 1 330 2008

Nhue Bridge 2 330 2008Total Total length of 14 067 m


improve the urban environmental quality, such as traffic control, limits of downtown traffic, vehicle end gas control strategy and rational allocation of the city’s layout.

4.1 Project Design PhaseSelection of AlternativesMany 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. Table 4-1 shows the impacts to the environment in construction of some of BRT routes as follows:- The section from Dai Co Viet Rd into Giai Phong Rd to the flyover with three options, each option has its own strong and weak points. The above table shows that Alternative 2 is the optimal one which bring about numerous environmental benefits (apart from its own benefits) such as avoiding traffic jams, accidents due to changes of lanes, no impacts to pedestrians, simple vehicles and motorbikes, reduction of tail gas pollution from individual means of transport. However, other environmental disadvantages should be settled like traffic jams even though less than those of alternative 1 (from the middle into left lanes at Vong T-junction) and limiting the access of other means of transport on both sides. As such, middle lanes are proposed for BRT routes in this section.

Table 4.1. Comparison of Engineering Design Alternatives

Section from Dai Co Viet Rd - Giai Phong Rd - Flyover

Alternative 1 Advantages of BRT along road sides

1. BRT along road sides allows other means

to travel

Disadvantages

1. Traffic jam, accidents due to interchange with

other lanes;

2. Affecting pedestrians and other simple

vehicles from the small roads into Giai Phong

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Rd to the right

Alternative 2

Advantages of BRT in the middle of the

roads

1. No impacts to pedestrians, simple vehicles

and motorbikes;

2. Settling traffic jams, accidents due to

changes of lanes.

Disadvantages

1. Causing traffic jam but less than alternative 1

(from middle lane into left lanes from T-junction

- Vong St);

2. Restricting access of other means along both

sides.

Alternative 3

Advantages of BRT along barriers

1. BRT along pavements will allow for other

means to travel

Disadvantages

1. No transit for passengers at Truong Chinh

Transit station,

2. BRT to viaduct reduces flexibility of crossing

node - Nga Tu Vong;

3. Difficult for BRT passengers at Truong Chinh

stop where traffic density is high

Channel zed in Hai Ba Trung and Trang Thi

Alternative 1

Advantages:

1. Reduction of individual means;

2.Reduction of noise pollution, tail gas from

individual means

Disadvantages

1. Causing circle traveling for other means

which change directions;

2. Affecting daily activities (and economics) of

people in the streets whose direction are

changes;

3. Taking space in terminals/stops.

Alternative 2

Advantages:

1. Minimization of cycle way of alternative

1;

2. Stop the disputes, safety for people;

3. Reduction of noise pollution, emitted

gases from individual means (due to reduce

number of fleets)

Disadvantages

1. The coordination with the West is reduced;



changed;

Alternative 3 Advantages

1. Improving traffic capacity for means to

the West (limitation of alternative 2);

2. Stop the disputes, safety for people;

3. Reduction of noise pollution, emitted

gases from individual means (due to reduce

Disadvantages

1. Changing the traveling habit in city center;



changed;

3. Causing big dispute in Le Duan/Nguyen

Page 25


number of fleets) Khuyen).

Channelise in Hai Ba Trung and Trang Thi, there are three proposed alternatives with its own strong and weak points. Table 4-1 shows that the alternative 2 is the optimal one which can help to settle the circle traveling as those of alternative 1; Stop conflicting points at junction Le Duan/Nguyen Khuyen, securing safety for people, reduction of noise level as well as emission of toxic gases from individual means of transport. Table 4.2clearly presents the environmental impacts of the two options AI and AII. Regarding Option AI, there are more advantages and negative impacts are less than Option AII. The disadvantages of the option comprise traffic safety at terminals and stops which can be overcome. As such, middle BRT routes are proposed in this section.

Table 4-2a. Comparison of Alternativesin term of Environmental Aspects

Item Option I – Elevated Option II – Combined

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.

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

Page 26


Noise

Pollution

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 ;

Operation phase:

Impacts by noise levels due to increasing of

traffic flow.

Operation phase:

Impacts by noise levels due to increasing of

traffic flow.

Vibration

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 impacts due to construction activities will

be at ground level ( max. noise level 64 dB at

10 m from the source).

Operation phase:

Impact level is not significantOperation phase:

Impact level can be negneted

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

Regarding the ones at Buoi and Cau Giay, there are three options (A,B,C) for technical designs. As such, the assessment focused on these options. Details are summarized in the Table 4.2b.

Table 4.2b. Comparison of technical design options for Buoi and Cau Giay Interchanges

Items Buoi Interchanges

Option

A

- Advantages:

1. Less land required than Option B;

2. Not impacted by water logging in rainy

season;

3. Lanes for buses;

4. Advantageous for dispersing of tail

gases;

- Disadvantages :

1. Impacts to landscape;

2. Disputes at intersections and slope roads

(branches of To Lich channel);

3. Higher construction cost than Option C

4. Less advantageous for traffic

Option - Advantages - Disadvantages :

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B

1. Road surface wide enough for many

lanes;

2. advantageous for dispersing of tail

gases ;

3. Lanes for buses;




3. Higher construction cost than Option A

4. Less advantageous for traffic due to high

traffic density on the bridges, especially at

stops and terminals;

Option

C

- Advantages

1. Save construction cost;

2. Less impact to landscape;

3. Less resettlement;

4. Convenient for liaison between

communities


intersections;


gases

- Disadvantages :


but less;

2. Land required as Option A

Items Cau Giay Interchanges

Option

A

- Advantages :

1. Less land required than Option B;

2. . not impacted by water logging in

rainy season;


gases ;

4. surface wide enough for many lanes (6

lanes of two directions);

5. Less impact to residents ;

- Disadvantages :

1. Impacts to landscape (due to wide bridge

surface in urban areas);


of small distance;

3. Higher construction cost than Option C

as long bridges;

4. Canalization on briges are more difficult

than Option A (turning access branches).

5. Less safe

Option

B

- Advantages:

1. Surface wide enough for many lanes

(8 lanes of two direction including

RAMP branches);


gases ;

- Disadvantages :




3. Higher construction cost than Option A

4. More land required

5. Less safe at intersections (3 lanes into

one node) ;

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Option

C

- Advantages :

1. .Save construction cost;

2. Less impact to landscape;

3. Less resettlement;


communities


intersections;


gases;

7. Less land required than Option B (like

A)

- Disadvantages :


(Cau giay, to Kim Ma- Cau Giay);

2. Land required as Option A.

3. Road surface on bridges are narrower (4

lanes of two directions)

Table 4.2 clearly presents the environmental impacts of the three options of cross section at Buoi and Cau Giay interchanges. Option C of the two nodes cause least environmental impacts. As such, Option C is proposed for both nodes. Regarding Option C, 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 fewer requirements for resettlement and compensation for affected people due to losses of business sites and saving of construction cost

4.1.1 NoiseRoute selection and site selection for new roads and expended roads shall move around the sensitive receptors as possible as it can be, and unless absolute needs, viaduct will not be built. Mitigation measures at the design stage are those which are considered during and/or incorporated into the design. Table 4-3 lists the commonly used noise mitigation measures for roads in urban areas, including the effectiveness, advantages/disadvantages, and estimated costs.

Table 4-3. 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

800-1000

per m2

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Limited effectiveness for multiple layer

roads

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

Overview of mitigation measures for the Ring road project. 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.

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Double glazed windows have been installed in hospitals, school and houses next to the road. The monitoring program at the two locations show that noise can be reduced by 26-27 dB(A) at the hospital (with a vacuum lawyer between two pieces of glasses) and 17-22 dB(A) at the school (ordinary design with two layers of windows put together) 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.

The lessons learnt from the inner ring road noise mitigation, which will be included into the consideration of mitigation measure planning and design for roads include:

- For multi stories buildings, the noise barriers should be higher. A noise barrier 5-7 m tall as originally designed, compared with the current height of 3 m, would significantly increased the protected area;

- The lack of seal of noise barriers at the structural expansion joints and the poor design in aluminum frame of the noise barriers are to blame for the less than desired effectiveness of noise barriers;

- The noise barrier installation is not well planned. In some areas noise barriers are installed where is no sensitive receptors to protect. Such waste of effort should be avoided and the location of noise barriers should be carefully planned through site investigation and acoustic study; and

- Double glazed windows prove to be very effective measures for noise attenuation for indoor environment. It seems that to meet the noise standards at the sensitive receptors, the windows are required to be closed; therefore, the ventilation must be resolved to ensure the effectiveness of double glazed window as a noise control measure.

In the following section of Hoang Quoc Viet extension road, noise barrier will be built to protect the sensitive receptors nearby: 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)

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during the day time and about 50 dB(A) at night, which meet or slightly above the applicable Category II standard ( TCVN 5949-1998).

Based on the lessons learnt from the inner ring project, the noise barrier to be installed will be carefully designed using quality materials. In particular, the aluminum frame of each panel, between panels and between the structural expansion joints will be well sealed to enhance the noise reduction function.

Double glazed windows. The experience gained from noise mitigation of the Ring Road project has showed that noise barrier alone may not be adequate in terms of noise reduction to the acceptable levels while installation of double glazed windows at the sensitive receptors is the most effective measure to protect indoor environment from noise impact. Buoi interchange (including link road Buoi- Hoang Hoa Tham) with 600 m of road will take such measure to noise mitigation at the most sensitive receptors.

-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.

4.1.2 Vibration We will take 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

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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.

4.1.3 Ambient AirTo 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.

4.1.4 Water EnvironmentDomestic 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.

4.1.5 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 per cent, 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.

4.1.6 SunshineDetermine the width of the red line at elevated section according to the design principle of controlling the sunshine disturbance into the minimum degree and control the distance between the red line at elevated section and the sensitive buildings close to the sunshine into 5 m, and this measures will be supervised and performed in the

Page 33


urban planning and during construction and development of the road at both sides of elevated section by Hanoi Architect and Planning Bureau.

4.1.7 Land Acquisition, Demolition and Resettlement During position selection and design of newly-constructing, reconstructing, expanding road and public transit bus depots, it is the important guideline for the project decision-making department to reduce the land acquisition and demolition and resettlement to the minimum degree.

4.2 Construction PhaseThe 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.

4.2.1 Acoustic EnvironmentAlthough 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, when the standards exceed would be worst. 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

Page 34


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. In fact, the later section of this report will show they are also the most significantly impacted by noise and motor vehicle exhaust emissions during the operation period of Ring Road and Hoang Quoc Viet Road. Specific mitigation measures have been designed and will be taken at these locations for reduce or avoid the long term impacts during operation phase. These include relocating Xuan La primary school to an area not to be impacted by the project and install double-glazed windows to the first row of the residential housing in Xuan la commune. To mitigate the noise impacts from construction activities, these measures will be implemented at the beginning of the construction phase. For example, Xuan La primary school will be relocated prior to the construction to completely avoid the impact. Double-glazed windows at the mostly affected houses will also be installed at the beginning of the construction for noise impact mitigation.

In addition, the following measures will be taken to further avoid or mitigate the construction noise impacts:

- Structural elements for bridges and elevated viaducts will be made in factories to avoid on-site concrete mixing and compacting;

Page 35


- Low noise machinery will be selected where possible. High noise machinery such as power generators will not be allowed to sue at the site; but if they are necessary for construction work, noise temporary barriers or silencer will be installed;

- Appropriately schedule the construction activities to avoid sensitive time and/or sensitive locations where possible;

- Noise and vibratory activities will be arranged to be completed within the quickest time possible to reduce the impact length;

- Construction trucks movement will be arranged to avoid residential areas where possible;

- According to relevant laws and regulations, if the construction noise still exceeds applicable standards, especially night time construction, the contractors will apologize and compensate the affected residents, students in classrooms and dormitory, or others affected.

4.2.2. Ambient Air- The following measures will be taken during construction phase to mitigate the

impact of air-borne dust and other air emissions:- Excavation and demolition site will be water sprayed to maintain certain

moisture levels, loosed earth and dry backfill materials will also be water sprayed to prevent or minimize dust from air borne; On dry days, water will be sprayed at least twice a day, once 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 waste will be promptly removed from the sites, daily if possible;

- Earth and bulk materials transportation will be loaded in such a way they will not leak during transportation and will be covered.

- Before leaving construction sites, trucks wheels will be washed to clean the dirt which would otherwise be carried away to the streets;

- Strictly prohibit burning of construction waste at the sites; and- 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 equip with effective emission control facilities

Page 36


to meet the emission standards in relevant state and provincial air emission standards. All these location and emission requirements will be included in the tendering documents distributed to the bidders for the pavement work and eventually in their contracts to become contractual obligations for the contractors working for the project.

During construction, the Hanoi Urban Traffic Management Bureau will do well in traffic control in urban area. 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 control on external roads to ensure the unblocking of the roads and prevent the traffic congestion so as to reduce the impacts from the tail gas of the vehicle on the ambient air. If the vehicles are blocked due to the road construction in urban area, the traffic management department will set up the instant vehicle traveling management method, for example, regulating the traveling route for the taxi with odd and even dates, prohibiting turning left at the main crossing and setting one-way lane and so on.

4.2. 3. Water EnvironmentThe Contractor will take the following measures to minimize the impacts from construction activities on 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 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.

- Prohibit storing construction materials and rubbish at the place where the waste water from the construction sites enters the drains and pay attention to clearing the accumulating mud to prevent drain pipeline from choking.

- 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 domestic sewage, the Contractor shall offer training to the constructor on basic environmental protection to improve the consciousness and responsibility of environmental protection.

4.2.4. Solid WasteThe following measures will be taken during construction to mitigate the impacts of

Page 37


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; andTransportation of construction waste will avoid peak hours, avoid sensitive areas, and will use approved routes.

4.2.5. Urban EcologyThe 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.

4.2.6. Traffic ManagementTo 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

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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.

4.2.7. CommunityThe 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.

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- 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.

4.2.8. OthersOther 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

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for contractors working on proposed road.

4.2.9 SummaryTable 4.4 summarized the proposed mitigation measures and the responsible organizations for implementation during the construction phase to minimize the potential environmental impacts.

Table 4.4. Summary of Environmental Mitigation Measures in Construction Phase

Concerns Mitigation measures

Implementati

on

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

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

Constructor,

Hanoi Urban

Traffic

Managemen

t Bureau

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Implementati

on

organization

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.

Water

environmen

t

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 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.

Constructor

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.

Constructor,

Hanoi

Landscape

Bureau

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

Constructor,

Project

Managemt.

Office

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Implementati

on

organization

Bridge and the over cross at Hoang Quoc Viet Road, build safety passage and

take safety measures to ensure the safety of the pedestrians.

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 Hanoi 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 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.

TUPWS,

PMU

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

Constructor

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Implementati

on

organization

maintain it regularly.

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.

Constructor,

Hanoi

Cultural and

information

Dept.

4.3. Operation Phase4.3.1 Noise Control and Acoustic Environment Improvement● Hanoi DONRE will takes charge of the sustained improvement of noise standard of vehicle. The Hanoi Traffic Management Bureau of Hanoi Public Security Bureau, 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 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.● Hanoi Urban Management Dept. is in charge of reducing the road vibration and maintaining the sound insulation (sound barrier) equipment regularly, repairing and maintaining the road surface.

4.3.2 VibrationDuring operation, under the condition of unchanged ratio of vehicle type and speed,

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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.

4.3.3 Ambient AirAs 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.

4.3.3.1 Continuous Implementation of the Existing Motor Vehicle Tail Gas Control MeasureHanoi 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.● 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

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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.

4.3.3.2 Motor Vehicle Tail Gas ControlA 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.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. They are:● Use a movable environmental air monitoring minibus and a movable tail gas monitoring minibus to enforce the I/M system.● Increase 3 new fixed automatic air monitoring stations and a central control room to promote the environment and air quality inspection system in Hanoi.

4.3.3.3. Improvement of Public TransitEstablish 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 head and end bus terminals and depots, 40 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.

4.3.3.4. Road ImprovementThe 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 channelization, 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.

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4.3.4. LandscapeThis 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".

4.3.5. SunshineContinue 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.

4.3.6. Water EnvironmentFurther 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.

4.3.7. SummaryTable 4.5 summarizes the proposed measures and the responsible organizations for implementation during the operation phase to minimize the potential environmental impacts.

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Table 4.5. Summary of Mitigation Measures in Operation Phase

Concerns Mitigation measuresImplementation

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

Hanoi Environmental

Protection Bureau, Traffic

Management Bureau of

Hanoi Public Security

Bureau, Hanoi

Environmental

Monitoring Station, Hanoi

Municipal Management

Bureau

Vibration

Establishing the urban road and traffic administration

system. Maintaining the road according to the related

regulations.

Traffic Management

Bureau of Hanoi Public

Security Bureau, Hanoi

Municipal Management

Bureau

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.

Hanoi Environmental

Protection Bureau, Hanoi

Traffic Management

Bureau, Hanoi Urban

Transport Committee

Landscape

Making compensation for the damaged green belts and

trees. Planting trees and afforesting according to the urban

planning.

Hanoi Landscape Bureau

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.

Hanoi Municipal Planning

Bureau

Water

environme

nt

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 Water Service

Bureau, Hanoi Urban

Transport Committee

4.4. Public Concerns and Countermeasures

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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 4.6.

Table 4.6. 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.

Continued Public ConsultationIt 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

Page 49


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.

Personnel TrainingPersonnel 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 main findings and recommendations of environmental impacts assessment;- Relevant environmental control technologies, processes and procedures;- Key contents of environmental management plan, particularly various

mitigation measures for the construction stage and the implementation;- Daily environmental monitoring requirements (see section below),

methodology and procedures;- Environmental reporting requirements; and - Environmental emergency response and cleanup.

For operation stage, environmental staff from the road operation company and relevant government organizations which oversee and supervise the road operations will be provided the training. The training programs will be primarily provided by professional environmental staff or in local universities.

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4.5. 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 4.7.

Table 4.7. Environmental Monitoring Plan

Environment Item Contents

Air

Parameter NO2, CO, TSP, PM10

Length 1 year for construction and first 2 years in operation

Frequency Once a quarter and 5 consecutive days each time

Time 6:00, 10:00, 14:00, 18:00 (TSP and NO2)

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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

NoiseParameter 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

Location As same as for air

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. 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.

More specifically, the environmental monitoring reports will contain:- Raw data (coefficients, monitoring location, monitoring/sample collection time,

statistics, environmental quality analysis and recommendations for further actions where needed;

- Reporting frequency: once every three months for a quarterly report and once a year for comprehensive reports;

- Reporting to: Hanoi DONRE, Hanoi TUPWS, Hanoi CPC The reports will be reviewed by the environmental staff of the PO as well as the regulatory authorities and the World Bank. It is the PO’s responsibility to respond to the reports, particularly if the reports identify adverse impacts unexpected by the

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project EA or impacts which exceed acceptable levels. PO will take prompt actions including additional mitigation measures to address the newly identified issues.

Estimated costs for monitoring planThe monitoring plan costs consist of fees for analysis, labor cost for the monitoring work as well as costs for reporting preparation and translation. The estimated costs for the monitoring plan are as follows: Air quality which includes analytical cost (Table 4.8) and labor costs.

Table 4.8. Air Quality Monitoring Analytical Costs (VND)

Item No. of monitoring points

Samples per day

Days per time

TimesPer year

Unit cost

Total cost

( 103)NO2 8 4 1 4 50 000 6 400CO 8 4 1 4 50 000 6 400PM10 8 4 1 4 80 000 10 240TSP 8 4 1 4 50 000 6 400Total 29 440

For the one year monitoring for construction and two years for operation (the first two years), the total analytical costs for the air quality will be 29 440 VND/ year. In addition, the labor cost, based on four technical staff and one driver + one assistant driver will be required for the program at 600 000/person- month for technical staff and VND 1000 000/person-month for the driver and 600 000 for assistant driver will be estimated to be 48.0 millions VND per year. Therefore, the total estimated costs for air quality monitoring program will be 77.44 millions VND/year.

Noise, which includes primarily labor cost. Assuming labor cost will be as same as with Air and it will be 77.44 millions/yea plus equipment depreciation of 10 millions VND/year.

Night time construction supervision which includes dedicated and well trained staff

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going through all construction sites during night time construction. It is estimated that there will be 90 days when night construction are necessary. At VND 100 000/night , the total cost for night construction supervision will be VND 9.0 millions . Transportation: This is primary the cost of using motor vehicle during conducting the monitoring program. The basic assumption is that one vehicle is needed for noise and air quality, respectively. At unit cost of VND100 000 per vehicle per day, the annual cost will be VND 24.0 millions/year.

Reporting. The estimated cost for report production will be VND 2.4 millions per year. In case of translation from Vietnamese to English. The translation cost will be double ( 6.0 millions /year).

Estimated cost of mitigation measuresThe various mitigation measures for the project will be taken during different stages of project implementation. The costs for these measures are estimated and presented in Table 4.9.

Table 4.9. Estimated Costs for Mitigation Measures

Item Specific measures Quantity Estimated costs( VND 106)

Noise Barrier 1000 m x 3.5 m 3 500Euro windows 1440 m2 x 2 = 2

880 m2. 5 184

Landscaping Tree planting, lawns 10 m wide on both sides

600

Environmental monitoring

Labor, materials, transportation reporting etc.

one year for construction and two for operation

611.7

Total 9895.7

5. ENVIRONMENTAL MANAGEMENT AND MONITORINGAs discussed above, the road and BRT components will generate adverse environmental impacts in both construction and operation stages. The impacts during construction can be high and extend to a large area but it mostly limited to the relatively short construction period (up to two years). While during operation, the impacts will be long lasting. For both stages, environmental management system including environmental monitoring will be necessary to control the impacts to the

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minimum.

Environmental Management OrganizationsThe environmental management organizations involve in and their interrelation are presented in an organizational charge. The functions of each organizations are summarized in Table 4.10.

Table 4.10. Organizations Involved in Environmental Management

Organizations ResponsibilitiesHanoi 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

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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

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