environmental impact assessment · 2016. 5. 21. · 1.6.4 depot ... 7.5 summary of the comments and...

Ho Chi Minh City People’s Committee

Management Authority for Urban Railways

Ho Chi Minh City

Urban Mass Transit Line 2 Project

ADB TA 4862-VIE

Environmental Impact Assessment

MVA ASIA LIMITEDMVA ASIA LIMITED

In Association with

SYSTRA TDSI South TEDI TRICC Vision Associates

Ho Chi Minh City


Environmental Impact Assessment Report

In association with: HEPA TDSI South TEDI TRICC Open Asia Vision Associates

TABLE OF CONTENTS

CHAPTER 0: INTRODUCTION........................................................................................1

0.1 Project Justification .................................................................................................................1

0.2 Objectives of Environmental Assessment .............................................................................1

0.3 Assessment Scope ..................................................................................................................3

0.4 Legal and Technical Bases for Implementing the EIA Report..............................................4

0.5 Outline of the Report ...............................................................................................................4

CHAPTER 1: GENERAL DESCRIPTION OF THE PROJECT.....................................6

1.1 Name of the project................................................................................................................6

1.2 Project Managers ....................................................................................................................6

1.3 Project Background ................................................................................................................6

1.4 Alignment.................................................................................................................................6

1.5 Design Overview .....................................................................................................................8

1.5.1 Type of Train and Power Supply........................................................................................8

1.5.2 The Route for Line 2 ............................................................................................................8

1.5.3 Interchanges .......................................................................................................................8

1.5.4 Underground/Overground ................................................................................................8

1.5.5 Fare Collection and Ticketing ...........................................................................................9

1.6 Project Components and Construction Methods .................................................................9

1.6.1 Underground Lines..............................................................................................................9

1.6.2 Stations.................................................................................................................................9

1.6.3 Crossover Sections............................................................................................................13

1.6.4 Depot .................................................................................................................................13

1.7 Implementation Schedule of the Project ............................................................................14

1.8 Service Operations Plan .......................................................................................................16

1.8.1 General Operational Aspects.........................................................................................16

1.8.2 Structure of Services .........................................................................................................16

1.8.3 Service Frequency............................................................................................................16

1.9 Cost estimation ......................................................................................................................16

1.9.1 Capital Costs .....................................................................................................................16

1.9.2 Operating and Maintenance Costs...............................................................................18

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CHAPTER 2: DESCRIPTION OF THE ENVIRONMENT..........................................20

2.1 Natural and Socio–economic conditions ...........................................................................20

2.1.1 Natural Conditions............................................................................................................20

2.1.2 Natural Hazards ................................................................................................................25

2.1.3 Natural Resources and Ecosystem .................................................................................25

2.1.4 Condition for Socio-economic Development of Ho Chi Minh city ............................26

2.1.5 Traffic and Transport Conditions .....................................................................................29

2.1.6 Land Use Situation ............................................................................................................31

2.2 Existing Situation of Environmental Quality .........................................................................31

2.2.1 Existing Situation of Air Quality in the Project Areas .....................................................31

2.2.2 Existing Situation of Water Environment in the Project Areas ......................................36

2.2.3 Existing Noise Levels in the Project Area ........................................................................41

2.2.4 Existing Situation of Vibration...........................................................................................42

2.2.5 Existing Situation of Land Contamination ......................................................................46

CHAPTER 3: ALTERNATIVES........................................................................................49

3.1 Route Alignment ....................................................................................................................49

3.2 Tunnel Construction...............................................................................................................49

3.2.1 Cut and Cover Method Versus Tunnel Boring Method................................................49

3.2.2 Twin Tunnels Versus Single Tunnel....................................................................................51

CHAPTER 4: ANTICIPATED ENVIRONMENTAL IMPACTS AND

MITIGATION MEASURES...............................................................................................59

4.1 Expected Benefits and Positive Impacts .............................................................................59

4.1.1 Employment Opportunities..............................................................................................59

4.1.2 Traffic Congestion Reduction and City Aesthetic Enhancement ..............................59

4.1.3 Benefits to the Economy..................................................................................................60

4.1.4 Quick, Convenient and Safe Transport..........................................................................61

4.1.5 Fuel Consumption Reduction..........................................................................................61

4.1.6 Carbon Dioxide Reduction and Air Quality Improvement..........................................62

4.2 Social Impacts and Mitigation .............................................................................................63

4.2.1 Resettlement Plan.............................................................................................................63

4.2.2 Impacts ..............................................................................................................................63

4.2.3 Resettlement and Compensation..................................................................................63

4.3 Environmental Impacts and Mitigation Measures during Pre-construction phase .........65

4.3.1 Impacts ..............................................................................................................................65

4.3.2 Mitigation measures .........................................................................................................65

4.4 Environmental Impacts and Mitigation Measures during Construction phase................65

4.4.1 Air pollution........................................................................................................................66

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4.4.2 Noise, Vibration and Settlement.....................................................................................67

4.4.3 Community, Utilities and Traffic Disturbance.................................................................73

4.4.4 Water Environment ...........................................................................................................73

4.4.5 Solid waste and Spoils Generated from Excavation....................................................74

4.4.6 Ecology ..............................................................................................................................75

4.4.7 Public Health and Safety Risks.........................................................................................75

4.4.8 Cultural relics .....................................................................................................................76

4.5 Environmental Impacts and Mitigation Measures During Operation Phase ....................77

4.5.1 Air Quality ..........................................................................................................................77

4.5.2 Water Quality ....................................................................................................................77

4.5.3 Solid waste.........................................................................................................................79

4.5.4 Hazardous Materials .........................................................................................................80

4.5.5 Noise Impact .....................................................................................................................80

4.5.6 Vibration Impact...............................................................................................................88

4.5.7 Risks on Safety and Health...............................................................................................93

CHAPTER 5: ENVIRONMENT MANAGEMENT PROGRAMME (EMP) AND

MONITORING PROGRAMME.......................................................................................94

5.1 Objective of EMP ...................................................................................................................94

5.2 Environmental Management Plan (EMP).............................................................................94

5.3 Environmental Monitoring.....................................................................................................99

5.3.1 Monitoring of Water Quality: .........................................................................................100

5.3.2 Reporting and Data Management:.............................................................................100

5.4 Personnel training - Capacity building for Environmental management: .....................100

5.5 Estimate cost for Environment Treatments.........................................................................101

5.5.1 Estimate Cost for Environment Treatment During Construction Stage ....................101

5.5.2 Estimate Cost for Environment Treatment During Operation Stage.........................102

5.6 Estimate Cost for Monitoring Environment.........................................................................103

5.7 Institutional Framework for EMP Implementation .............................................................104

CHAPTER 6: ECONOMIC AND SOCIAL ASSESSMENT......................................106

6.1 Quantifiable Economic Benefits.........................................................................................106

6.1.1 Vehicle Operating Costs (VOC) Saving.......................................................................106

6.1.2 Travel Time Savings .........................................................................................................106

6.1.3 Job Creation ...................................................................................................................106

6.2 Other Economic and Social Benefits .................................................................................106

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CHAPTER 7: PUBLIC CONSULTATION AND INFORMATION DISCLOSURE

108

7.1 Purpose of the Public Consultation ....................................................................................108

7.2 Principles of Public Consultation ........................................................................................108

7.3 Methodology .......................................................................................................................109

7.4 Implementation ...................................................................................................................112

7.4.1 Stakeholders Identification: ...........................................................................................112

7.4.2 Organization of public consultation:............................................................................113

7.4.3 Results of Collected Comments from Participants of PC Meeting...........................115

7.4.4 Summary of the Comments and Suggestion of Participants ....................................119

7.5 Summary of the Comments and Suggestions of Participants in the 2nd PC Meeting. ...120

7.6 Conclusion ...........................................................................................................................122

CHAPTER 8: DIRECTION ON SOURCES OF INFORMATION AND DATA...123

8.1 Document sources, reference data ..................................................................................123

8.2 Document sources, data formed by project managers..................................................124

CHAPTER 9: CONCLUSION .........................................................................................125

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LIST OF TABLES

Table 0-1: Environmental impact Assessment Scope ..................................................................... 4

Table 1-1: Summary of the Project Engineering Components....................................................... 9

Table 1-2: Line 2 Station Location Considerations and Constraints............................................. 10

Table 1-3: Project Implementation Timetable ............................................................................... 15

Table 1-4: Frequencies of Service (Time Interval Between trains) at the Various Time Horizons16

Table 1-5: Financial Capital Costs of UMRT Line 2, Ben Thanh – Tham Luong (million US$ at

constant first quarter 2008 prices) .................................................................................................. 17

Table 1-6: Annual Operating and Maintenance Cost Estimates (million US$ at constant first

quarter 2008 prices .......................................................................................................................... 19

Table 2-1: Average monthly Hours of Sunlight in Ho Chi Minh ..................................................... 20

Table 2-2: Average monthly Temperature in Ho Chi Minh (oC) ................................................... 20

Table 2-3:Average monthly Rainfall in Ho Chi Minh (mm) ........................................................... 21

Table 2-4:Average monthly Humidity in Ho Chi Minh (%) ............................................................. 21

Table 2-5: Reserved Fresh Water Potential of Aquifers in HCMC ................................................. 25

Table 2-6: Population and population density in 2006 in project areas...................................... 26

Table 2-7: The Natural Increase Rate (‰) ..................................................................................... 27

Table 2-8: WHO 2006 Air Quality Guidelines (PM10 and PM2.5) .................................................. 27

Table 2-9: Average Hour Density in Some Streets in the Project Area (Quantity/ Hour)............ 30

Table 2-10: The Concentration of Air Pollutants Along the Junctions in Ho Chi Minh City During

2000 - 2007 ........................................................................................................................................ 31

Table 2-11: Meteorological Data at DOST Monitoring Station in Ho Chi Minh City.................... 32

Table 2-12: Equipment for Monitoring, Sampling and Analyzing Air Quality .............................. 34

Table 2-13: Metrological Data in Project Areas............................................................................. 35

Table 2-14: Summarized Monitoring Results of Average Concentration of Toxic Gases Along

Metro Line No. 2 ............................................................................................................................... 35

Table 2-15: TCVN 5937-2005: Ambient Air Quality Standards - Limited Value of Pollutants in

Ambient Air (µg/m3) ........................................................................................................................ 36

Table 2-16: The Lowest Water Level in Saigon River (cm)............................................................. 37

Table 2-17: The Highest Water Level in Saigon River (cm)............................................................ 37

Table 2-18: Equipment for Water Monitoring and Analyzing ....................................................... 37

Table 2-19: Surface Water Quality in the Project Area ................................................................. 38

Table 2-20: Analyzed Results of Ground Water Quality ................................................................ 40

Table 2-21: TCVN 5949-1998: Max Permissible Level in Public and Residential Areas (Dba) ..... 41

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Table 2-22: Summarized Monitoring Results of Noise Levels ......................................................... 42

Table 2-23: TCVN 6962-2001: Vibration emitted by construction works – Maximum permitted

levels in the environment of public and residential areas (dBA)................................................. 43

Table 2-24: Summarized Monitoring Results of Vibration for Metro Line No.2 (Assessment basis:

Applicable Standard TCVN 6962-2001 - Table 2.23). .................................................................... 44

Table 2-25: Locations and Characteristics of the Land monitoring Points.................................. 46

Table 3-1: Comparison Between the two Alternatives of Excavation Methods in terms of

Environmental Impacts.................................................................................................................... 50

Table 3-2: Technical Parameters of Twin Tunnels and Single Tunnel Alternatives ...................... 52

Table 3-3: Comparison between Twin Tunnels and Single Tunnel Alternatives in terms of

Environmental Impacts.................................................................................................................... 53

Table 4-1: Annual Numbers of Private Vehicles in HCMC ............................................................ 61

Table 4-2: Air Emission Loads Caused by one Motorbike ............................................................. 62

Table 4-3: Air Emission Loads Caused by one Car ........................................................................ 62

Table 4-4: Air Pollutants Reduction in Ho Chi Minh City by Reduction in Motorbikes and Cars

when Metro Line No.2 in Operation ............................................................................................... 62

Table 4-5: Summary of Impacts of Project Components on Private Households....................... 63

Table 4-6: Construction Works of Metro Line 2 Project and their Associated Construction

Methods............................................................................................................................................ 65

Table 4-7: Examples of Typical Noise Levels from Construction Equipment ............................... 68

Table 4-8: Pollutants in Domestic Wastewater............................................................................... 77

Table 4-9: Estimated Pollutants of Domestic Wastewater from the Metro Stations ................... 77

Table 4-10: Wastewater Quality at the Liupanshui South Locomotive Turnaround Depot, China

........................................................................................................................................................... 78

Table 4-11: Industrial Wastewater- Discharge Standards TCVN 5945:2005 ................................. 79

Table 4-12: Reference SEL at 50 Feet (15m) From Track at 50 mph (80 kph).............................. 81

Table 4-13: Computation of Noise Exposure at 50 Feet (15m)..................................................... 82

Table 4-14: TCVN 5949:1998 Acoustics- Noise in Public and Residental areas - Maximum

Permitted Noise Level ...................................................................................................................... 84

Table 4-15: Transmission Loss Values for Common Barrier Materials ............................................ 86

Table 4-16: Transit Noise Mitigation Measures................................................................................ 87

Table 5-1: Environmental Management Plan................................................................................ 95

Table 5-2: Environmental Monitoring Plan ..................................................................................... 99

Table 5-3: Estimated Cost of Training ........................................................................................... 101

Table 5-4: Estimated Cost for Installing Environmental Protection Facilities.............................. 101

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Table 5-5: Estimated Installation Cost for Environmental Mitigation Solutions During Metro

Operation Stage ............................................................................................................................ 102

Table 5-6: Estimated Operation and Maintenance Cost for Environmental Mitigation Solutions

During Metro Operation Stage..................................................................................................... 102

Table 5-7: Annual Cost of Monitoring Works ................................................................................ 103

Table 5-8: Organizations Involved in EMP .................................................................................... 104

Table 7-1: Identify stakeholders and amount.............................................................................. 112

Table 7-2: Content of the Consultation Event – Phase 1 ............................................................ 113

Table 7-3: Implementation of Public Consultation Programme ................................................ 114

Table 7-4: Summary the Comments of the People’s Committee.............................................. 120

Table 7-5: Summary the Comments of the Fatherland Front ..................................................... 121

Table 7-6: Summary of the PC Consultation Programs............................................................... 122

LIST OF FIGURES

Figure 0.1: Procedures of Environmental Impact Assessment........................................................ 3

Figure 1.1: UMRT Line 2 General Location and Alignment ............................................................. 7

Figure 1.2: Typical Layout of an Underground Station.................................................................. 11

Figure 1.3: Typical Layout of an Elevated Station ......................................................................... 12

Figure 1.4: Tham Luong Depot Conceptual Layout Plan ............................................................. 14

Figure 1.5: Sketch of Track Layout and Stations ............................................................................ 16

Figure 2.1: Annual Average PM10 Concentrations : WHO 2006 guidelines vs. HCMC levels.... 28

Figure 2.2: Admission for Respiratory Illness in HCMC Children’s Hospital 1 ................................ 28

Figure 2.3: Distribution by Age – Diseases Related to Air Pollution .............................................. 29

Figure 2.4: Monitoring Points for Metro Line No.2 .......................................................................... 34

Figure 2.5: pHH2O Value at Monitoring Points............................................................................... 46

Figure 2.6: Concentration of Cu at Monitoring Points .................................................................. 47

Figure 2.7: Concentration of Pb at Monitoring Points ................................................................... 47

Figure 2.8: Zn Concentrations at Monitoring Points....................................................................... 48

Figure 4.1: Chaotic Transportation on Cach Mang Thang 8 Street, the Main Direction of

Metro Line No.2 ................................................................................................................................ 60

Figure 4.2: Bangkok City with the BTS Skytrain ............................................................................... 60

Figure 4.3: Average Dust Concentrations in Ambient Air During Construction Phase of Nam Ky

Khoi Nghia – Nguyen Van Troi Project (Source: HEPA, 2007) ...................................................... 67

Figure 4.4: Reduction in Vibration When Using Press-In Method Instead of Other Dynamic

Piling Methods (I.E. Diesel Hammer Or Vibratory) ......................................................................... 69

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Figure 4.5: Typical phases of Cut and Cover Method.................................................................. 70

Figure 4.6: Installation of Supporting Wall Piles .............................................................................. 72

Figure 4.7: Installation of Inclined Micropile................................................................................... 72

Figure 4.8: Structure of a Typical Septic Tank in Vietnam............................................................. 78

Figure 4.9: Flow Chart of Existing Wastewater Treatment of Xuanwei Locomotive Turnaround

Depot ................................................................................................................................................ 79

Figure 4.10: Air-borne Noise from Railway to the Receiver .......................................................... 80

Figure 4.11: Curve for Estimating Noise Exposure vs. Distance..................................................... 84

Figure 4.12: Illustration of Ground-borne Noise from Subway to Adjacent Building .................. 85

Figure 4.13: Glass Sound Barrier at Shanghai Pearl Light Railway................................................ 88

Figure 4.14: Vibration Sources and means of Propagation.......................................................... 88

Figure 4.15: Generalized Ground Surface Vibration Curves ........................................................ 89

Figure 4.16: Generic Schematic Track Form Layouts .................................................................... 91

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In association with: HEPA TDSI South TEDI TRICC Open Asia Vision Associates 1

CHAPTER 0: INTRODUCTION

0.1 Project Justification

1. As reported by Multi-sectoral Action Plan Group-2002, in 2001, about 2.2 million motor vehicles were on the roads of HCMC, of which 90% were motorcycles. The Action Plan further predicted that the motorcycle and automobile fleets were to increase annually by 14-15% and 6% respectively if the city did not provide sufficient public transport (1).

2. At the present, the city’s transportation infrastructure does not facilitate efficient flows of this traffic. Congestion is commonplace at intersections during the city’s rush hours and average traffic speeds vary between 10-30kph(1). Together with low quality roads, a significant number of poorly maintained vehicles and low quality fuels, the massive slow moving, frequent stop/start motor vehicle traffic contributes significantly to the city’s considerable air pollution problems.

3. Currently, the city’s public transport system is comprised of public buses running on set routes between specified hours of the day. Despite recent upgrades to the city bus system, public transport accounts for only around 3% of demand, compared to 50-60% of demand in many other countries. HCMC’s Master plan to the year 2020 aims for public transport to serve 30% of total vehicle passengers by 2010 and 50% of passengers by 2020 (1) .

4. A rapid growing urban transportation requires a considerable improvement on public transport in order to achieve an acceptable transport efficiency, reduced congestion and improved ambient air quality in urban centers. Due to an increasing in prosperity and income leading to an increasing in private motor vehicle ownerships, demand on road surfaces for motorbikes and cars in 2020 is estimated to be 4 times higher than now. It is realized that this problem will be very difficult for a an urban area with a high population density like Ho Chi Minh City, not to mention that life quality will be decreased because of pollution and traffic jams. To meet the increasing demand on transport in future, the development of an urban railway system in city is essential. It is realized that this is the most efficient solution regarding space demand for each passenger.

5. In the Study on Adjustment of the Ho Chi Minh city Master plan up to 2025, it has been stated that the urban structure or infrastructures deeply affect the environment. As the result, the 5 Fundamental strategies were produced including many solutions to build up a sustainable city. One of the main solutions to reduce environmental issues is to reduce emission of CO2 through control of vehicle traffic and to provide public transport according to the corridor development. In general, this figure shows that the construction of the railroad system is very necessary for Ho Chi Minh City.

6. Ho Chi Minh City People’s Committee (PC) has drawn out a plan of Metro Rail System with 6 main lines to link the city centre to other areas of the city. Line No1 started detailed design in February, 2008. Line No.2 is predicted to take over 600,000 people/day, and to provide a more environmentally friendly and safer means public mass transport system in the city. The 6 metro lines will be the backbone of the new HCMC public transport system and Line No.2 is a priority in the system development.

0.2 Objectives of Environmental Assessment

7. Based on the Decree No.80/CP of the Vietnamese Government on execution of the Environmental Law and the relevant technical guideline of environmental impact assessment from ADB, this Project is determined to be a Category A project. This is because the Project is expected to cause significant impacts (including positive and negative impacts) on air, acoustic and other natural

(1) Multi-sectoral Action Plan Group, 2002

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environmental systems and communities in Ho Chi Minh City, both in the construction and operation stages. Category A projects with potential for significant adverse environmental impacts require an environmental impact assessment (EIA) to address significant impacts (OM 20).

8. The EIA report focuses on determining and assessing the potential environmental impacts of the project and developing proper mitigation measures and management, and monitoring measures. The EIA includes an Environmental Management Plan (EMP) which describes in detail the mitigation measures and other environmental management measures to be adopted during the implementation of Project. The purpose of the EMP is to eliminate, mitigate, minimize or compensate the adverse environmental impacts to the acceptable level.

9. The primary objective of the EIA is to conduct a quantitative and qualitative analysis of various environmental impacts from the Project by investigating and monitoring of physical-chemical, biological and socio-economic environments of the Project area, and by a broad public participation. More specifically, the objectives of the EIA are to:

- Provide an environmental protection basis for the project designer and project decision-maker to ensure that the project is implemented with environmental rationality and environmental sustainability;

- Identify and evaluate the negative environmental impacts at the preliminary stage of the project so as to adopt environmental protection measures including alternatives to mitigate and minimize the negative environmental impacts to acceptable levels;

- Provide environmental compensation measures when the negative environmental impacts cannot be avoided or effectively mitigated.

- Assess the best alternative project at most benefit and least cost in financial, social, and environment terms.

- Provide a basis for the implementation department and relevant governmental agencies to comply and implement environmental management, mitigation and monitoring plan.

10. As the Ho Chi Minh City Metro Line 2 project is within Ho Chi Minh City, the Department of Natural Resources and Environment (DONRE) will be the appraisal and approval agency of the project. Basing on Law of protecting environment, appraising phase takes about two months since the day of submitting EIA report.

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Figure 0.1: Procedures of Environmental Impact Assessment

0.3 Assessment Scope

11. The assessment scopes for the Project environmental impact assessment have been proposed as the Table 0-1. This is based on the environmental impact assessment experiences in similar projects in Vietnam and abroad and the relevant environmental impact assessment guidelines.

PROPOSAL OF THE PROJECT

EXECUTION OF PROJECT PFS

APPROVAL OF PFS

EXECUTION OF PROJECT FS

SCREENING OF EIA PROPOSAL

DETAILED EIA PROPOSAL

DETERMINE SCOPE OF EIA REPORT

ESTABLISH EIA REPORT

PUBLIC CONSULTATION

APPRAISAL OF EIA REPORT

APPROVAL OF PROJECT FS

PROJECT EXECUTION PROJECT OPERATION

ENVIRONMENT MONITORING

ENVIRONMENT MANAGEMENT

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Table 0-1: Environmental impact Assessment Scope

Assessed factors Assessment Scope

Ambient air Area 50 -100m within the both sides of the central line of the alignment and around the stations

Water environment Sewage from the Tham Luong depot area

Vibration environment 60m within the area at both sides of the central line of alignment

Soil and vegetation Area 50 – 100m within the both sides of the central line of the alignment and around the stations and Tham Luong depot

Acoustic environmental Focus on the first row of buildings at the both sides of alignment and around the stations and Tham Luong depot

Social economy Mainly including community, landscape, traffic, cultural relic protection, demolition and resettlement, public participation and economic development; the integral assessment scope is the area 300m either side of the central line of the alignment, stations and depot, and for special assessments the area can be wider.

0.4 Legal and Technical Bases for Implementing the EIA Report

- Decision No. 1551/QĐ-UBND of the Ho Chi Minh City People Committee on ratifying technical assistance project “Preparation for Ho Chi Minh City’s Metro Project”, sponsored by ADB bank.

- Vietnamese Environmental Protection Law, amended in 2005, approved by the National Assembly on 12/12/2005, and period of validity has been from 01/07/2006.

- Governmental Decree No. 80/2006/NĐ/CP and Decree No. 81/2006/NĐ/CP dated 09/08/2006 of the Government on instruction of Environmental Protection Law’s implementation.

- Circular No. 08/2006/TT-BTNMT dated 08/09/2006 of the Ministry of Natural Resources and Environment providing instruction of environmental strategic assessment, environmental impact assessment, and environmental protection commitment.

- Vietnamese standards on environment issues from 1995 to 2005.

- Government Decree N0. 121/2004/ND-CP dated 12/05/2004 providing the regulations on settlement of violations on environmental protection (in replacement of the Decree No 26/CP dated 26/04/1996)

0.5 Outline of the Report

12. The remainder of this report is structured as follows:

13. Chapter 1 is General description of the Project to describe the type of project and the project rationale.

14. Chapter 2 is Description of the Environment. This section contains a description of the study area to provide a clear picture of the existing environmental resources and values within which the impacts must be considered. The baseline information is presented in maps, figures and tables.

15. Chapter 3 is Alternatives. In this chapter, the analysis of alternatives for HCMC Metro Rail Project Line No is conducted in two aspects, including Route Alignment and Tunnel Construction.

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16. Chapter 4 is Anticipated Environmental Impacts and Mitigation Measures. This section evaluates the project’s expected impacts on each resource or value, and applicable sectoral environmental guidelines wherever any significant impact is expected. Environmental impacts to be investigated include those due to (i) project location; (ii) caused by possible accidents; (iii) related to design; and (iv) during construction, regular operations, and final decommissioning or rehabilitation of a completed project.

17. Chapter 5 is Environment Management Programme (EMP) and Monitoring Programme.

The EMP describes how the mitigation and other measures to enhance the benefits of environmental protection will be implemented. It explains how the measures will be managed, who will implement them, and when and where they will be implemented. The environmental monitoring plan describes the monitoring activities to ensure that adverse environmental impacts will be minimized, and the EMP implemented.

18. Chapter 6 is Economic Assessment. This section discusses the economic and social benefits that could be derived from the Project. In consequences, the benefits of the project far exceed the costs to implement to project including construction and environmental mitigation.

19. Chapter 7 is Public Consultation and Information Disclosure. This section describes the process undertaken to involve the public in project design and recommended measures for continuing public participation. It summarises major comments received from beneficiaries, local officials, community leaders, NGOs, and others, and describe how these comments were addressed.

20. Chapter 8 is Direction on Sources of Information, Data and Assessment Methods. This describes the sources of information and data used in this EIA and the methods of impact assessment.

21. Finally, Conclusions include the gains which justify project implementation; an explanation of how adverse effects could be minimized or offset, and compensated to make these impacts acceptable; an explanation of use of any irreplaceable resources; and provisions for follow-up surveillance and monitoring.

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CHAPTER 1: GENERAL DESCRIPTION OF THE PROJECT

1.1 Name of the project

Project Preparation Technical Assistance:

“HO CHI MINH CITY METRO RAIL SYSTEM PROJECT, Line 2”.

1.2 Project Managers

Project manager: Management Authority for Urban Railways.

Governing body: Ho Chi Minh City People’s Committee

1.3 Project Background

22. The Government of Viet Nam originally requested the Asian Development Bank (ADB) to provide a loan to implement two interconnected lines, Lines 2 and 3, although the project subsequently focused on Line 2. The PPTA was commissioned in order to clarify the scope and feasibility of the proposed lines, and to prepare a plan to support project implementation, including institutional and staffing arrangements, capacity building, financing options, and an implementation program. Subsequently the PPTA focused on Line 2 only.

23. There is a strong economic rationale for investment in urban rail mass transit in HCMC. The alternative, to rely on road transport to accommodate the increase from the current 11 million to the anticipated 18 million person trips a day, is neither practical, nor would it yield such benefits in terms of safety, cleanliness, urban environment objectives and livability. Current road congestion is costly in socio-economic terms and will continue to become more costly to the economy and competitiveness of HCMC and Vietnam as a whole if it is not addressed.

1.4 Alignment

24. The part of UMRT Line 2 to be constructed under the Project has a total distance of 11.2 kilometers. It runs from Tham Luong in the northwestern part of the city to Ben Thanh Market in the city centre. It follows the routes of roads Duong Truong Chinh, Duong Cash Mang Thang Tam, Pham Hong Thai, and Dai Lo Ham Nghi. It will include a spur of about 1.1 kilometers to a depot complex in Tham Luong. In a future phase, Line 2 will cross the river to District 2 to Thu Thiem.

25. From Tham Luong Line 2 will be elevated, on the median of Duong Truong Chinh. It will continue elevated on Duong Truong Chinh until it reaches the vicinity of Tan Son Nhat airport. A transition section will take it underground just before the intersection with Pham Van Bach. Between Pham Van Bach and the end of the line it will be underground. At stations and cross over sections the tunnel will be constructed using cut and cover. Other sections will be bored twin single-track tunnels.

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7

Figure 1.1: UMRT Line 2 General Location and Alignment

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8

1.5 Design Overview

1.5.1 Type of Train and Power Supply

26. At the commencement of the project a number of rolling stock specifications were reviewed for their appropriateness to the HCMC metro system. Projected ridership is quite high by international standards and consequently Line 2 has been designed for the typical characteristics of a metro train of a size at the larger end of the scale.

27. Different power supply options were considered and analysed. These included third rail with 750V DC, overhead catenaries system (OCS) with 1,500V DC, and OCS with 25kV AC. The system recommended for Line 2 is a third rail 750 V DC system based on the following considerations:

- The conventional urban metro rolling stock (commonly powered at around 2,500 to 3,000 kW per 6-car train) is within the range of workable size for 750V DC third rail.

- Line 2 is proposed to operate within a dedicated enclosed right of way, ensuring transport system safety. In this case a third rail based solution is appropriate.

- Both initial investment costs and maintenance costs are estimated to be higher for OCS compared with third rail. This is primarily due to the costs of constructing and maintaining the towers supporting the overhead catenary system.

- Third rail is visibly much less obtrusive on over-ground sections of track.

1.5.2 The Route for Line 2

28. The starting point for the project design was the Feasibility Study carried out by TEWET in 2003, and updated in 20052. That study considered a number of options for horizontal alignment of the line, as well as different arrangements for underground and elevated sections. It generally follows the alignment of roads Duong Cach Mang Thang Tam and Duong Truong Chinh as shown in the TEWET report.

29. Having established the general route of Line 2 following Duong Cach Mang Thang Tam and Duong Truong Chinh, there was little scope for alternative horizontal alignments. The positioning of the line is tightly constrained by buildings adjacent to the street.

1.5.3 Interchanges

30. There are potential linkages between the section of Line 2 to be constructed under the project and four of the other proposed metro lines (1, 3, 5, and 6). It is of primary importance that the metro system is designed to facilitate maximum opportunity for passenger interchange between the lines. Whilst no specific provisions have been made in the design of Line 2 stations for interchange facilities, it has been ensured that the addition of pedestrian linkages to the other lines is feasible.

1.5.4 Underground/Overground

31. The TEWET study considered the advantages and disadvantages of combinations of underground and elevated sections for the line. The recommendation from that study was that all stations from Ben Thanh to Cong Hoa be underground and that the first elevated station would be Truong Chinh 1.

32. It was established that the line should remain underground where it passes along the south-western boundary of the airport. With this arrangement Truong Chinh 1 station is underground and the first elevated station is now Tham Luong.

2 Feasibility Study 2003 (updated 2005) for the two Priority Lines of the Metropolitan Rail System (METRAS), TEWET

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1.5.5 Fare Collection and Ticketing

33. The options for fare collection and ticketing including integrated systems are discussed in the PPIAF Report ‘Fares and Ticketing Working Paper, June 2008’.

1.6 Project Components and Construction Methods

34. The main engineering components of the proposed project are summarised in Table 1-1.

Table 1-1: Summary of the Project Engineering Components

Components

Underground line (includes garage at Ben Thanh)

9,575 m

Elevated line (includes part of link to depot) 1,563 m

At grade (link to depot only) 169 m

Underground Stations* 9

Elevated station 1

Depot (including workshop) 1

Repair and maintenance equipment 1 set

Signaling system ATC

Power supply 750V DC 3rd rail

Trains 12 3-car units

* Not including Ben Thanh station which will be part of another project

1.6.1 Underground Lines

35. Twin single-track bored tunnels are proposed for the underground alignment (with cut-and-cover at stations). The use of cut and cover tunnel method was considered, but was rejected since it would have significant resettlement impacts along the narrow streets and would require deep and expensive diaphragm walls to maintain adequate safety levels. The use of a single larger (double-track) bored tunnel was also considered, but whilst costs would be similar to the single-track tunnels, the larger single tunnel would require deeper stations, would need to provide additional safety exits, and would increase the settlement risk over the tunnel.

1.6.2 Stations

1.6.2.1 Location

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

- Within general alignment along streets Duong Cach Mang Thang Tam and Duong Truong Chinh

- Approximately 1km between stations (based on 500m maximum walking distance)

- Near activity centres, major road junctions etc.

- Space available above ground for station construction and access points

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- Minimization of resettlement impacts

37. The location considerations and constraints are summarized for each station in Table 1-2 below. The table also shows the distances between the pedestrian access points of adjacent stations to provide an indication of walking distances.

Table 1-2: Line 2 Station Location Considerations and Constraints

Station Location Considerations and Constraints Potential Linkages

Ben Thanh City centre interchange station. Space for station construction and access points.

Probable passenger interchange with Line 1, and maybe Line 4

Distance between stations: 530m*

Tao Dan Adjacent to Tao Dan Park. Space for station construction and access points.

Distance between stations: 1040m

Dien Bien Phu Under major road junction (roundabout). Possible passenger link via subway to Line 3


Hoa Hung Near Hoa Hung Market and railway station. On alignment of Duong Cach Mang Thang Tam.


Le Thi Rieng Adjacent to Le Thi Rieng Park. Space for station construction and access points. On alignment of Duong Cach Mang Thang Tam.


Pham Van Hai Approximately midway between two adjacent stations. On alignment of Duong Cach Mang Thang Tam.


Hoang Van Thu Close to major road junction. Local design constraints to incorporate station and crossover. On alignment of Duong Truong Chinh.

Possible passenger interchange with Line 5


Nguyen Hong Dao Approximately midway between adjacent stations. Local constraints to minimize resettlement impacts. On alignment of Duong Truong Chinh.


Cong Hoa After bend in track alignment. Near major road junction. On alignment of Duong Truong Chinh.

Possible passenger interchange with Line 6


Truong Chinh 1 Near major road junction. Local design constraints to incorporate transition section. On alignment of Duong Truong Chinh.


Tham Luong Before curve in track alignment. Near road junction. On alignment of Duong Truong Chinh.

* Distances measured from pedestrian entrances

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1.6.2.2 Design Standards

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

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

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

- Maximum platform loading of 5 persons per square metre

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

40. In general minimum provision of stairs between each platform and concourse is as follows, but this is cross-checked against forecast demands, and greater provision is made where necessary:

- 1 stair width (useable) 1.9m + 1 escalator width 1m

- 1 stair width 3.7m (useable)

- 2 emergency stairs width 2.2m (useable per stair)

41. All stations require technical and operational rooms. The sizing and arrangement of these is based on experience of similar systems. Underground stations have considerable ventilation and air-conditioning plant rooms, while the public areas of elevated stations are open and naturally ventilated.

1.6.2.3 Underground Stations

42. All underground stations feature island (central) platforms. Ben Thanh and Tao Dan are deep stations with 3 levels (platform, intermediate and concourse), whilst all others have 2 levels below ground (platform and concourse). Platform length is 135m at all stations, and the overall length of the station box including technical and plant rooms is typically 193m. The typical layout of an underground station is shown in Figure 1.2.

43.

Figure 1.2: Typical Layout of an Underground Station

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44. Stations 1 & 2 – Ben Thanh & Tao Dan

- Ben Thanh will be a major interchange station between Metro Lines 1, 2 and possibly 4, together with surface transport (bus terminal, taxis, etc) and surrounding developments such as Ben Thanh Market. A separate design and planning study is proposed for the interchange station area, and thus Ben Thanh station is not included in the scope of the present project.

- Tao Dan station is deep due to the alignment constraints and therefore features an intermediate level between platform and concourse, but otherwise adopts the standard layout above.

- Because of the extra depth to accommodate technical and plant rooms, both Ben Thanh and Tao Dan stations are shorter than the standard 2-level stations, at 175m (compared with 193m).

45. Stations 3 to 9 – Dien Bien Phu to Truong Chinh 1: These are all “standard” underground stations with two exceptions:

- Dien Bien Phu - Additional underground passageways are proposed to connect to surrounding developments, giving the station a total of 6 street-level accesses (compared to the standard 4).

- Hoa Hung - Depending on future plans for Saigon National Railway Station (under review by HCMC PC), direct subway connections to Hoa Hung Metro station can be added.

1.6.2.4 Elevated Station

46. There is only one elevated station in the initial Line 2 project, at Tham Luong, although there will be future similar stations when the line is extended to An Suong as planned. These elevated stations will lie above the existing highway, generally with single column supports in the median. The typical layout for an elevated station is shown in Figure 1.3. The concourse level is located approximately 7.5m above the road, with platform levels approximately 5.4m above the concourse.

Figure 1.3: Typical Layout of an Elevated Station

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47. Station 10 – Tham Luong

- The station is located above the intersection of Truong Chinh road and the entrance to Tan Binh Industrial Zone. Without the need for air-conditioning plant, technical rooms are accommodated beneath the platforms at either end of the station, and the overall station length is just 140m.Average length: 180m

- Average width: 21 – 26m

1.6.3 Crossover Sections

48. Turnaround crossovers are provided at either end of the alignment in commercial operation, at the junction of the link to the depot, and an intermediate emergency crossover is provided near Hoang Van Thu station.

49. At Tham Luong, which is presently the terminal station, a crossover is located on the viaduct after the station and before the junction of the main line with the connection to depot. It allows train to reverse direction during every day operation.

50. Before Ben Thanh at Ham Nghi street the crossover (Ben Thanh Garage) will require cut-and-cover construction of a 3-box tunnel, which will allow for trains to turn-around and also will be compatible with the future southwards extension of Line 2. The dimensions of the cut-and-cover box will be 225m long by 18m wide, and will be constructed between outer diaphragm walls on either side.

51. The crossover at Hoang Van Thu allows trains to switch between tracks in case of emergency. This crossover will also require cut-and-cover construction, effectively forming an extension of around 130m to the station box structure.

52. The crossover at the end of the viaduct in Truong Chinh Street, allows the train to manoeuvre for running in or out of the viaduct connecting the main line to depot. This crossover is too far from the terminal station to be used for reversing trains during every day operation.

1.6.4 Depot

53. The depot is to be located on an area of land at Tham Luong, connected to the main line by a 1.1km spur. The location for the proposed depot was established under the TEWET study. It is understood that site selection was based on the availability of undeveloped land in the vicinity of the route of Line 2 and that initial land acquisition proceedings had commenced prior to the start of this PPTA. The site of the proposed depot is well located to enable efficient operation of Line 2. The main components of the depot are as follows, and the initial conceptual layout plan is shown in Figure 1.4.

- Train washing machine

- Lathe on pit

- Motor traction maintenance

- Test track

- Traction office

- Substation,

- Parking position

- Different shop dedicated to different level

- Motor traction maintenance

- Test track

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54. To meet the traffic forecast for 2035 it has been calculated that 19 6-car trains will be necessary. The depot has the capacity for stabling 28 6-car trains and is therefore more than adequate for an expansion of services. Further detailed design studies will determine the definitive size of the stabling area.

55. Initially only the depot tracks for 12 3-car trains will be constructed to meet the needs in 2015. Nevertheless, all the turnouts for future tracks will be installed to avoid any hindrance to the depot when the latter is extended.

Figure 1.4: Tham Luong Depot Conceptual Layout Plan

1.7 Implementation Schedule of the Project

56. Table 1.3 below shows the Timetable of implementation of the Project

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Table 1-3: Project Implementation Timetable

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1.8 Service Operations Plan

1.8.1 General Operational Aspects

57. Line 2, comprising 11 stations, runs north-west from the city centre, extending from Ben Thanh (station 11) to Tham Luong (station 1) - see Figure below. The depot is located near station 1 where trains are stabled. Line 2 has two tracks and all trains will run at the right hand side in normal flow. The total operational length of the line is about 11.2 km.

Figure 1.5: Sketch of Track Layout and Stations

1.8.2 Structure of Services

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

1.8.3 Service Frequency

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

Table 1-4: Frequencies of Service (Time Interval Between trains) at the Various Time Horizons

Working Days Sundays and Holidays

Period 2015 2025 2035 2015 2025 2035

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

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

Night service 10’00 8’00 5’30 12’00 10’30 7’30

(Source: Project team)

1.9 Cost estimation

1.9.1 Capital Costs

60. The capital costs included in the evaluation are the costs of installing Line 2, Ben Thanh – Tham Luong. The costs are based on estimated quantities and first quarter 2008 unit rates. They include civil

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works for viaducts and tunnels, stations and terminal; non-system electrical and mechanical (track supply and lay-out, turnouts, catenaries, fire fighting, pumping, ventilation and smoke exhaust, HVAC, escalators and elevators); system electrical and mechanical (SAE IV, OCC, SCADA, data transmission, telecoms, public announcement, radio, underground stations and traction power cables, auxiliary voltage transformers and high voltage station, earthing/protection, signalling and automated train control); rolling stock (initial 2015 fleet, including operational contingency and maintenance reserve); depot civil and equipment, resettlement costs; pre-investment costs and physical contingencies. The ticketing system will be part of a separate contract and it is not included. Price contingencies and interest during construction are also not included.

Table 1-5: Financial Capital Costs of UMRT Line 2, Ben Thanh – Tham Luong (million US$ at

constant first quarter 2008 prices)

Cost item Local Foreign Total

Civil works Underground 207.09 138.06 345.16 Above ground 20.84 2.32 23.16 Total civil works 227.94 140.38 368.32

Non-system Electrical and Mechanical Track supply and lay-out 8.66 10.59 19.25 Turnouts 1.08 3.24 4.32 3rd rail 1.06 4.25 5.31 Fire fighting 0.88 2.65 3.54 Pumping 0.66 1.55 2.21 Ventilation and smoke exhaust 4.44 10.36 14.81 Heating, ventilation, air-conditioning (HVAC) 1.11 3.33 4.44 Escalator 1.79 10.13 11.92 Elevator 0.83 4.72 5.55 Lighting 2.29 5.34 7.62 Total non-system E&M 22.81 56.16 78.97

System Electrical and Mechanical SAE IV, OCC, SCADA 0.62 5.55 6.17 Data transmission, telecoms, public announcement 1.14 10.30 11.44 Radio 0.62 5.61 6.24 Traction power (sub-stations & cables) 2.27 12.86 15.13 Aux voltage transformers & high voltage station 1.24 7.04 8.28 Earthing/protection 0.16 0.90 1.06 Signalling and automated train control (ATC) 6.64 37.64 44.28 Total system E&M 12.70 79.89 92.59

Rolling Stock

Rolling stock 0.00 52.47 52.47 Spare parts for rolling stock 0.00 2.62 2.62 Total rolling stock 0.00 55.09 55.09

Depot civil and equipment

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

Ticketing System* 0.00 0.00 0.00

Automatic fare collection (AFC) 0.00 0.00 0.00 Ticket stock (smart card & token) 0.00 0.00 0.00 Total ticketing system 0.00 0.00 0.00

Total civil works and equipment 275.10 353.17 628.27

Pre-investment stage costs

Detail design (2.5% of CW & equip) 3.14 12.57 15.71 Supervision (5% of CW and equip) 9.42 21.99 31.41 Other general items (3.0% of CW and equip) 18.85 0.00 18.85 Total pre-investment stage costs 31.41 34.56 65.97

Resettlement costs

Land compensation 86.38 0.00 86.38 Other compensation and resettlement costs 27.48 0.00 27.48

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Cost item Local Foreign Total

Total land compensation and resettlement 113.86 0.00 113.86

Total costs without contingencies 420.37 387.73 808.10

Physical contingencies Civil works and equipment 27.51 35.32 62.83 Pre-investment stage costs 3.14 3.46 6.60 Resettlement costs 11.39 0.00 11.39 Total physical contingencies 42.04 38.77 80.81

Total costs with contingencies 462.41 426.50 888.91

VAT 49.25 49.25

TOTAL (Not including price contingencies and financing 511.66 426.50 938.16

Source: Project team

1.9.2 Operating and Maintenance Costs

61. The operation and maintenance cost is the sum of the following two main categories of costs:

1.9.2.1 Staff costs

62. Staff cost estimates are based on the following salary levels.

▪ Employees in managing position (US$6,485)

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

▪ Drivers (US$5,089)

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

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

▪ Unskilled workers (US$2,523).

1.9.2.2 External costs

63. Electricity: From the transport production in normal days, Saturday, Sundays and national holidays, it was calculated a weighted average price for 1MWh: 862,279 VND (57USD). For station power consumption, the estimated time weighted price for 1MWh is 931,250 VND (62USD).

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

65. Materials: This item includes all the material pieces to be bought for the maintenance activity, the outsourced maintenance for specific equipment such as electronic parts, optical fibre components or computers, with 70% considered of foreign source and 30% of local source. The estimated amounts are elaborated from costs database from various similar systems (infrastructure, trains and fixed equipment).

66.

67.

68.

69. Table 1-6 provides the annual economic O&M cost estimates for 2015, 2025 and 2035, with reference year of the first quarter of 2008.

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Table 1-6: Annual Operating and Maintenance Cost Estimates (million US$ at constant first

quarter 2008 prices

Economic Costs Year/Cost item

Local Foreign Total

2015

Unskilled staff 0.59 0.00 0.59

Other staff 1.18 0.37 1.55

Electricity 5.82 0.00 5.82

Consumables 0.37 0.00 0.37

Materials 0.86 2.10 2.96

VAT 0.00 0.00 0.00

Total 2015 8.83 2.47 11.30

2025


Other staff 1.43 0.25 1.68



Materials 0.89 2.15 3.03

VAT 0.00 0.00 0.00

Total 2025 10.01 2.40 12.41

2035


Other staff 1.43 0.25 1.68



Materials 0.93 2.25 3.17

VAT 0.00 0.00 0.00

Total 2035 10.50 2.50 13.00

(Source: Own estimates)

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CHAPTER 2: DESCRIPTION OF THE ENVIRONMENT

2.1 Natural and Socio–economic conditions

2.1.1 Natural Conditions

70. HCM City has an area of approximately 2,094 square kilometers. It is located from 10o 10’-10o 38’ North and 106o2’-106o54’ East. The city has Binh Duong Province in the north, Tay Ninh Province in the northwest, Dong Nai Province in the east and northeast, Ba Ria-Vung Tau Province in the southeast, and Long An and Tien Giang provinces in the west and southwest.

71. HCM City is 1,730km from Hanoi by land and is at the crossroads of international maritime routes. It is also at the center of Southeast Asia. The city center is 50km from the coast in a straight line. It is a transport hub of the southern region and a gateway to the world, having the largest port system and airport in Vietnam. Saigon Port can handle 10 million tons of cargo a year. Tan Son Nhat International Airport, 7km from the city centre, has many international routes.

2.1.1.1 Climate and Meteorological Conditions

72. The project area climate is affected by the tropical monsoon climate conditions.

73. HCMC’s climate is subequatorial, characterized by a strong monsoon influence. Average daily temperatures are 27ºC ranging between 35-36ºduring the rainy season (May – end October) and 24-25ºC during the dry season (November – April). 80-85% of annual rainfall occurs during the rainy season when average volume is between 250-330 mm/month. Rainfall intensity is high at 0.8 – 1.5mm/minute. There are two main wind directions in HCM: east – southeast during the dry season and west-southwest in the rainy season, when it has an average speed of 3-4m/second.

74. Solar Radiation: The average monthly Solar Radiation is about 140 Kcal/cm2/yr. Average monthly Hours of Sunlight are shown in Table 2-1.

Table 2-1: Average monthly Hours of Sunlight in Ho Chi Minh

Monthly average sunny hours

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

131 157,7 221,6 213,4 208,7 161,5 140,2 157,2 141,4 127,2 142,1 121,2 1.923,2

Source: Recorded Data at Tan Son Hoa Station, 2006

75. Temperature: The mean temperature is 27oC, the peak temperature 40oC and the lowest temperature 13.8oC. April has the highest temperature on average, at 28.8oC. The time between mid-December and January has the lowest temperature on average, at 25.7oC. Average monthly Temperatures are shown in Table 2-2.

Table 2-2: Average monthly Temperature in Ho Chi Minh (oC)

Month (oC)

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

27,2 28,2 28,6 29,5 29,2 28,4 27,9 27,6 27,6 27,7 28,9 27,3 28,2


76. Rainfall: High rainfall, averaging 1,949mm a year. The rainy days 159 days/year. Ninety percent of the rainfall is in the rainy season from May to November, and the highest rainfall is in June and September. There is little rainfall in January, February and March. However, rainfall is not distributed evenly. It tends to

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increase in the southwest-northeast axis. Most districts in the inner city and in the north usually have higher rainfall than districts in the south and southwest. Average monthly Rainfall is shown in Table 2-3.

Table 2-3:Average monthly Rainfall in Ho Chi Minh (mm)

Month

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

- 72,7 8,6 212,1 299,2 139,4 168,6 349 247,7 256,1 16,1 28,9 1.798,4


77. Humidity: Annual average humidity is 79,5%; average humidity is about 80% in rainy season (maximum value is 100%) and 74,5% in dry season (minimum value is 20%); the average relative humidity of months is showed in Table 2-4.

Table 2-4:Average monthly Humidity in Ho Chi Minh (%)

Month (%)

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

Average Year

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


78. Wind: Two mainly annual wind directions are west - southwest and north – northeast. The West – Southwest Wind appears from Indian Ocean in rainy season (from June to October), average velocity of wind is 3,6 m/s and peak velocity is 4,5 m/s in August. The North – Northeast Wind appears from South China Sea in sunny season (from November to February), average velocity of wind is 2,4 m/s. Beside, Ho Chi Minh also has south – southwest wind (from March to May), average velocity is 3,7 m/s. There are nearly no storms or floods in many years.

2.1.1.2 Geological and Soil Conditions

79. The soil of HCM City was formed upon two sediment classes: Pleistocene and Holocene.

80. The Pleistocene sediment: This ancient alluvial sediment covers most of the northern, north-western and north-eastern parts of the city, encompassing Cu Chi, Hoc Mon, northern Binh Chanh and Thu Duc districts, north and north-eastern District 9, and old inner-city areas.

81. Main characteristics of the sediment class are hilly terrain, with a depth range of three to 25 meters, and oscillation in the south-eastern direction. Due to the combined effects of natural factors, including creatures, climate, time and human activities, and erosion and decomposition, the sediment class has developed into grey soil. Grey soil makes up 45,000 hectares or 23.4% of the city’s total soil area.

82. The Holocene sediment: This new alluvial sediment of HCM City had its origin in coastal areas, bays, riverbeds and alluvial plains and consequently formed different types of soil. Specifically, alluvial soil makes up 15,100 hectares or 7.8% of the total area; aluminum soil is 40,800 hectares or 21.2%; and alkaline soil is 45,500 hectares or 23.6%. The remaining area, 400 hectares or 0.2%, is made of sandy soil near the ocean and yellow-brown fealties soil on hills that have eroded.

83. Alluvial soil: Formed in the highlands terrain, which is as deep as 1.5-2 meters, mainly in the southern Binh Chanh District, the eastern part of District 7, the northern Nha Be District and some places in Cu Chi and Hoc Mon districts.

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84. Aluminum soil is classified into two types: with high aluminum content or with a medium content. The high-aluminum type is mainly concentrated in the city’s south-western area from Tam Tan-Thai My of Cu Chi District to the south-western part of Binh Chanh District. In the area, the soil is high-aluminum and a pH of 2.3 to 3.0. The area’s soil has the same constitution and characteristics as the aluminum soil of the Mekong Delta region.

85. The medium-aluminum soil is concentrated along the Saigon River, Tra Canal and in District 9. The soil here has a pH of 4.5 to 5.0 on surface layers but down to 3.0 to 3.5 in deeper layers.

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

87. Salt marsh soil accounts for 35,000 hectares of the majority of Can Gio District. The ground is heavy and dark grey. The soil has a high content of nutrients and a pH of 5.8-6.5. The soil is suitable for developing mangrove forests in order to serve land protection against sea encroachment and to foster the eco-tourism development along the city’s southern coastal area.

88. The two types of alkaline soil have a weak base and therefore cause difficulties in infrastructure construction. However, the condition is favorable for waterway traffic development as rivers and canals account for up to one-third to the total area of the alkaline soil.

2.1.1.3 Topography

89. HCM City belongs to a transitional region between the south-eastern and Mekong Delta regions. The general topography is that HCM City terrain gets lower from north to south and from east to west. There are three types of terrain.

90. The high terrain lies in the northern-north-eastern area and part of the north-western area encompassing northern Cu Chi, north-eastern Thu Duc and District 9. This is the bending terrain with average height of 10-25 meters. Long Binh Hill in District 9 is the highest at 32 meters.

91. The depression terrain lies in the southern-south-western and south-eastern part encompassing districts 9, 8, 7, Binh Chanh, Nha Be and Can Gio. The area’s height is in the range of 0.5 to 2 meters.

92. The medium-height terrain lies in the middle of the city, encompassing most old residential areas, part of districts 2 and Thu Duc, and the whole of districts 12 and Hoc Mon. The area’s height is 5-10 meters.

93. In general, the topography of HCM City is not complicated but fairly diverse and therefore has good conditions for multi-faceted development.

2.1.1.4 Geo – Hydrological Conditions

94. HCM City lies in the down–stream of Dong Nai – Sai Gon river system, so hydrographic network develops very much

95. Dong Nai River rises from Langbiang Highland Region (Da Lat) and combines with other rivers, such as La Nga River, Be River, to create a large river basin, about 45,000 km2. Average capacity of river is 20-500 m3/s, flood water discharge comes to 10.000 m3/s, annual it provides 15 billion m3 water and is HCM City’s main julep source.

96. Sai Gon River in southern Vietnam that rises near Phum Daung, south-eastern Cambodia, and flows south and south-southeast for about 200 km. In its lower course it embraces Ho Chi Minh City (formerly Saigon) on the east and forms an estuary at the head of Ganh Rai Bay, an outlying part of the Mekong delta. The Saigon is joined 29 km northeast of Ho Chi Minh City by the Dong Nai River, an important stream of the central highlands, and just above Ho Chi Minh City it is joined by the Ben Cat River. At Cho Lon, the former Chinese southern sector of Ho Chi Minh City, it is joined by two ship channels, Tau Hu and Te. Ten 16 km

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below Ho Chi Minh City is the oil harbor of Nha Be. Although it lies 72 km from the mouth of the river, the port of Ho Chi Minh City is the most important in Southeast Asia and is navigable to ships with drafts of up to 9 m

97. Beside main rivers axis, HCM City also has some rivers such as Sai Gon River System (Lang The, Bau Nong, Tra channel, Ben Cat, An Ha, Tham Luong, Cau Bong, Nhieu Loc – Thi Nghe, Ben Nghe, Lo Gom, Te channel, Tau Hu, Kenh Doi) and the southern of Nha Be district; Can Gio district’s density of river is very compact; Canalizations lever 3-4 of the eastern of Cu Chi district and An Ha channel, Xang channel at Binh Chanh district

2.1.1.5 Groundwater

98. HCMC has the following five aquifers, namely, (i) Holocene, (ii) Pleistocene, (iii) Upper Pliocene, (iv) Lower Pliocene and (v) Mesozoic.

(i) Holocene

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

100. In general, The Holocene aquifer has very weak capacity of water retention and poor water quality so it is not exploited for water supply. Besides, it is not found in the project area (the inner districts) so this EIA does not focus on this aquifer.

(ii) Pleistocene

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

102. The Pleistocene aquifer includes 2 layers: (a) the upper layer is a weak impermeable layer and (b) the lower layer containing water.

- Impermeable layer: The common thickness of this impermeable layer ranges from 5 to 10 m. Its bottom appears at the depth of 3.5 to 65 m (the depths in some locations are 0 m).

- Water containing layer: The thickness of the water containing layer ranges from 3.2 to 75 m. Lying in the rich containing area, the Pleistocene aquifer in the inner cities (included the project area) has the thickness of 25 -35 m and high water flow rate of 5 l/s.

103. There are two areas having different water levels in this aquifer. The water levels of the first area included Can Gio, Cu Chi, West and South of Binh Chanh, a part of Hoc Mon and Thu Duc Districts range from 0.0 m to 15.7 m. In the second area including the inner districts of Binh Chanh and Nha Be districts the static water levels range from 0.0 m to 6.95 m.

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

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

106. In general, The Pleistocene aquifer has wide distribution of fresh water, large thickness of water containing layer. The water containing capacity ranges from rich to average. The shallow water levels facilitate exploitation. This is the aquifer which serves large scale and individual exploitation demands.

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24

Because it is the shallow aquifer and recharged by rainwater and surface water (Sai Gon river), the Groundwater Planning and Exploitation Report (Division No.8, 20023) proposed to build large- scale exploitation factories near Sai Gon river where the aquifer is recharged.

(iii) Upper Pliocene

107. The upper Pliocene aquifer is not exposed at the surface. It is placed also widely under the whole city. The upper Pliocene aquifer is directly covered by the Pleistocene aquifer and placed above the lower Pliocene aquifer. Although, this aquifer may not directly impacted by the project, it can be affected in terms of change in percolation from Pleistocene which is impacted directly.

108. The upper Pliocene aquifer includes 2 layers: impermeable and aquifer.

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

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

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

110. The general direction of ground water flow in this aquifer is North East – Southwest and North –South. The discharge area is at the south and southwest of the city.

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

112. The above characteristics indicate that this aquifer have good capacity to satisfy medium to large scale exploitation demands.

(iv) Lower Pliocene

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

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

115. The thickness of water containing layer changes from 7.6 to 142 m and tends to increase from northeast to southwest. The thickness of 20 -50 m can be found in the inner districts (the project area).

116. There are two areas having different water levels in this aquifer. The water levels of the first area included Can Gio, Cu Chi, West and South of Binh Chanh, a part of Hoc Mon and Thu Duc Districts range from 0.0 m to 3.0 m. In the second area included inner districts (included the project area), the static water levels change from 0.0 m to 25 m.

117. The general direction of ground water flow in this aquifer is Northeast – Southwest and North –South. The Lower Pliocene has a good hydraulic relationship with the Upper Pliocene because there is a weak

3 Division of Hydrology and Engineering and Geology for the South of Vietnam (Division No. 8) (2002). Groundwater

Planning and Exploitation Report.

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25

impermeable layer between them. The main recharge source of this aquifer is percolation from the upper aquifer (upper Pliocene).

118. The above characteristics indicate that this aquifer have good capacity to satisfy medium to large scale exploitation demands.

(v) Mesozoic

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

120. Among these five aquifers, there are only three exploitable ones with high water reserve potential: Pleistocene, Upper Pliocene and Lower Pliocene. Table 2-5 presents flow of sources recharging into these aquifers in HCMC.

Table 2-5: Reserved Fresh Water Potential of Aquifers in HCMC

(Source: Division of Hydrology and Engineering and Geology for the South of Vietnam (Division No. 8) (2002). Groundwater Planning and Exploitation Report.)

2.1.2 Natural Hazards

121. Flooding frequently occurs in HCMC during the rainy season when the city’s drainage system is unable to cope with the volume and intensity of rainfall. Streets can remain flooded for several hours or even days. Flooding is particularly severe in newly developed parts of district 6, 11, and Tan Binh. Heavy rain on 23rd June 2003 for example, resulted in the flooding (up to 50cm in depth in places) of the roads between Cho Lon and An Lac (corresponding to Metro Stations 2.7 to 2.11 on Line 2). This had a serious impact on traffic congestion. Waters eventually receded after two days. However, the project line is outside of the inundation area (4).

2.1.3 Natural Resources and Ecosystem

122. The Metro Line No.2 project is located entirely within mixed commercial urban areas, thus animal and vegetation resources are fairly insignificant.

2.1.3.1 Trees and Shrubs

123. The project area includes some typical urban tree and shrub species. These are found mostly within the three parks along the alignment, 23rd September Park, Tao Dan Park and Le Thi Rieng Park. There are a few trees along the sides of Cach Mang Tang Tam and Truong Chinh streets. In the northern section of Truong Chinh street there are also trees and shrubs within the central reservation.

4 List of inundation areas in Hochiminh city, Jan, 2008: http://www.phongchonglutbaotphcm.gov.vn/

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26

2.1.3.2 Aquatic Animals and Vegetation:

Algae:

124. Based on the water characteristics, alga species is divided into two types: blackish water- salty water algae and fresh water algae. Engineer Do Thi Bich Loc has identified around 130 alga species and established a list of 91 valuable species

125. Associate Dr. Nguyen Van Tuyen has identified 800 species and listed 93 valuable fresh water alga species

126. Although freshwater regions have diverse population of algae species (20-50 species per location), the blackish water regions have high biological productivity and large quantities (500,000-1,000,000) and more than 1,000,000 cells/m3. Freshwater regions only has average to poor quantities of cells per m3 (<500,000)

Protozoa:

127. Professor, Dr. Hoang Quoc Truong has identified 220 species belonging to 2 classes, in which the majorities are freshwater species (140 species -64%). Blackish water species are comprised of 56 species (25%) and alum water only accommodates a few species (24 species- 11%). Protozoa plays an important role in the material cycle are good indicators of environmental quality.

Suspended species and bottom species:

128. Engineer Pham Van Mien has identified 226 species belonging to 86 families and established a list of 177 valuable species. Coastal estuary regions are high in bottom species (>200 organisms/m2). In downtown area where there are lots of cannels, bottom species are zero in quantity.

Fish:

129. Professor Hoang Duc Dat has identified 187 fish species in Ho Chi Minh City and listed 100 valuable fish in which 30 species have high economical values.

2.1.4 Condition for Socio-economic Development of Ho Chi Minh city

130. Ho Chi Minh is divided into 14 urban districts and 10 suburban districts with population of over 6 millions. The Metro Line No.2 areas existing residential areas which 5 urban districts and 1 suburban district. The population in these areas are shown in Table 2-6.

Table 2-6: Population and population density in 2006 in project areas

District Wards Area

(sq.km) Population (person)

Population density (person/sq.km)

Dist. 1 10 7,73 200.768 25.973

Dist. 3 14 4,92 199.172 40.482

Dist. 10 15 5,72 238.799 41.748

Dist. 12 11 52,78 306.922 5.815

Tan Binh 15 22,38 387.681 17.323

Tan Phu 11 16,06 376.855 23.465

Source: Statistical office in Ho Chi Minh City, 2006

131. The natural increase rate is shown in following table.

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Table 2-7: The Natural Increase Rate (‰)

2000 2001 2004 2005 2006

Natural increase rate (‰) 13,40 13,00 12,00 11,50 10,75

+ Urban 13,00 12,90 11,76 11,17 10,38

+ Rural 15,00 13,10 13,26 13,25 12,67

Net-emigration rate (‰) 26,10 22,54 20,97 19,97 19,91

Source: Statistical office in Ho Chi Minh City, 2006

2.1.4.1 Socio-Economic Status

132. HCMC is the economic and industrial hub of Vietnam. In 2005, HCMC’s Gross Domestic Product (GDP) amounted to 33.3% of the GDP of the whole of Vietnam. This compares to a figure of 13.66% in 1990.

133. Employment in HCMC is comprised of services, construction/industry and agriculture. In 2001, the proportion of persons employed in these sectors was 49.6%, 37.9% and 12.5% respectively.

134. The city needs to provide for its growing population which has meant that between 1996 and 2000 the land area for housing in the city has increased by 3.1 km2 each year. In 1999, the average area of dwelling house per resident was 10.3m2.

2.1.4.2 Human Health

135. In 2006, World Health Organization (WHO) issued the WHO 2006 Air Quality Guidelines. This document sets the levels of pollutants such as PM10 and PM2.5 as well as describes associated impacts on people’s health (Table 2-8)

Table 2-8: WHO 2006 Air Quality Guidelines (PM10 and PM2.5)

Annual Mean Level PM10 (µg/m

3)

PM2.5

(µg/m3)

Basis for the selected level

WHO interim target -1 (IT -1)

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


50 25 In addition to other health benefits, these levels lower risk of premature mortality by approximately 6% [2-11%] compared to WHO-IT1


30 15 In addition to other health benefits, these levels reduce mortality risk by another approximately 6% [2-11%] compared to WHO-IT2 levels

WHO Air Quality Guidelines (AQG)

20 10 These are the lowest levels at which total, cardiopulmonary and lung cancer mortality have been shown to increase with more than 95% confidence in response to PM2.5 in the ACS study (Pope et al., 2002). The use PM2.5 of guideline is preferred.

136. Comparison between the annual average PM10 concentrations in HCMC and WHO guidelines shows that although the air quality (PM10 concentration) had been improved up to 2003, the PM10 concentration was higher than WHO – IT2 level (Figure 2.1). According to HCMC Environmental Status 2006 Report (DONRE,

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28

2007), the 2006 annual average PM10 concentrations collected from the automatic air quality monitoring stations located in residential regions and along traffic roads is still higher than WHO – IT2 level. This fact demonstrates that the potential affect on people’s health is serious.

Figure 2.1: Annual Average PM10 Concentrations : WHO 2006 guidelines vs. HCMC levels

(Source: Mehta, 2006)

137. In reality, there has been an increase of diseases related to air pollution, particularly in children. According to Children’s Hospital 1’s statistical data (Ha Manh Tuan, 2006), admissions for diseases related to air pollution such as asthma, pneumonia and otitis media have rapidly risen in recent years in which the number of under five – year -old cases have predominated (Figure 2.2 & Figure 2.3)

Figure 2.2: Admission for Respiratory Illness in HCMC Children’s Hospital 1

0

2000

4000

6000

8000

10000

12000

14000

96 97 98 99 00 01 02 03 04 05

Asthma

Pneumonia

Otitis media

Cases

Year

0 10 20 30 40 50 60 70 80 90 100

HCMC 2002

HCMC 2001

WHO IT1

HCMC 2000

HCMC 2003

WHO IT2

WHO IT3

WHO AQG

average annual PM 10 concentration (µg/m3)

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29

0

10

20

30

40

50

60

70

80

90

Otitis Media Asthma Pneumonia

< 5 year

5 - 10 year

> 10 year

Figure 2.3: Distribution by Age – Diseases Related to Air Pollution

2.1.4.3 Directly Affected Population

138. The directly affected population includes those persons living, passing or deriving their livelihood from the areas to be affected by the project (e.g. through resettlement, displacement of livelihood, temporary or permanent closure of business or diversion from usual routes during construction activities).

139. The vulnerability of these affected persons to change and disruption varies greatly depending on their livelihood characteristics, assets and support structures. For these reasons, migrants, who live illegally in the city in poor quality housing and earn their living peddling produce, petty trades and crafts or working in out-of-town factories are amongst the most vulnerable. Tan Binh District (Line 1) houses the largest concentration of migrant workers in the city, many of whom live along, or in close proximity to the proposed Metro Line No.2 routes along Truong Chinh and Cong Hoa roads.

140. Data on exact numbers of people or households likely to be affected by the project were not available at this stage.

2.1.5 Traffic and Transport Conditions

141. At the end of 1999, the records at the Office of Land Traffic Police (Phong Canh Sat Giao Thong Duong Bo) in Ho Chi Minh City show that there were 1,681,760 registered motorcycles, and 3-wheeled motorcycles which is about 9.3 times the number in 1975. While the numbers of non-motorized transport vehicles such as bicycles and 3-wheeled cycles (“xich lo”) were more than 2 million and 60,000 respectively. The upgrade of roads and building of new ones does not keep pace with the growth of motorcycle density. The road availability decreases from 5m2 for each motorcycle in 1975 to about 1m2 in 2000.

142. Since 2000, with the introduction of low-cost affordable motorcycles imported from China to Vietnam, the number of new motorcycles increases dramatically. In the first 9 months of 2000, the number of imported motorcycles is 935,6000, 2/3 of which is from China. At the beginning of 2000, the Office of Land Traffic Police reported that there were about 8,000 new motorcycles registering each month. But, from May 2000, that number increases 3 times when the imported Chinese motorcycles began dominating the sale of new motorcycles. In September 2000, each day the number of new registered motorcycles is about 1,300 to 1,400. This rapid rise has an adverse impact on the traffic situation in the City, with more severe congestion occurring throughout the main traffic nodes in the city.

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143. In 2000, the city has more than 2.1 million, of which motor cycles are more than 1,6 million. In June 2006, there are about 2.8 million motor cycles and 287,828 cars. In 2006 statistical collection, each month, there are more than 1,500 are added to the city traffic.

144. The economic growth reflects in the increasing large number of vehicles. From July 12, 2007 to 19 July, 2007 the traffic density in some of the congested streets along the project areas are presented in table below.

Table 2-9: Average Hour Density in Some Streets in the Project Area (Quantity/ Hour)

No Site name Bicycle

Motor-

cycle Car Taxi

Small

Bus

Large

Bus

Light

Goods

Heavy

Goods Other

1

Truong Chinh: An Suong Crossroads�City Center

120 5950 241 53 57 63 263 35 53

2

Truong Chinh: Ba Queo Crossroads�An Suong Crossroads

157 6904 243 56 75 75 280 23 75

3

Trường Chinh: Bay Hien Crossroads�Ba Queo Crossroads

189 4862 75 59 29 40 43 3 40

4

Trường Chinh: Ba Queo Crossroads�Bay Hien Crossroads

197 6741 100 69 36 34 70 7 42

5 CMT8: Le Thi Rieng Park� City Center

188 3882 58 66 6 15 29 0 27

6

CMT8: Dan Chu Roundabout�Le Thi Rieng Park

181 4050 55 62 6 16 28 1 27

7

CMT8: Nguyen Thi Minh Khai street�Dan Chu Roundabout

108 3977 100 96 10 15 34 1 11

8

CMT8: Dan Chu Roundabout�City Center

112 4083 105 100 13 14 26 2 12

(Source: Monitored data reported by HEPA, 2007)

145. The monitored data in Table 2-9 shows that:

146. The private transport occupies the highest level in total number vehicles, especially the motorcycle, which is higher than bicycle from 20 times to 50 times, and higher than car from 25 times to 73 times. Truong Chinh Street is one of the highest traffic density streets because this road is the North - West gate of City.

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2.1.6 Land Use Situation

147. Land use within the Line 2 Metrorail project is almost in the middle of the road from Cong Hoa to An Suong coach station. Especially the portion on which the Depot is going to be built was agricultural land before and is now being planned to be parking spaces and roads.

148. Along the proposed route there are no important cultural structures which may be affected by the project construction.

2.2 Existing Situation of Environmental Quality

149. The Metro Line No.2 covers 5 urban districts and 1 suburban district of Ho Chi Minh city. The environmental sensitive receptors including school, universities, hospitals, historical relics, etc and resident areas are environmental protection targets, and these are the focus of environmental protection.

2.2.1 Existing Situation of Air Quality in the Project Areas

150. Recent data measured from a number of monitoring stations operated by Environment Protection Agency (HEPA) has been available and published. These data show that some air pollutants such as TSP (total suspended particular), NO2 have concentrations exceeded the standard levels.

151. The monitored results on situation of air quality in Ho Chi Minh city from 2000 – 2007 at different junctions were shown in Table 2-10.

Table 2-10: The Concentration of Air Pollutants Along the Junctions in Ho Chi Minh City During

2000 - 2007

Concentration of Air pollutants of years

TCVN 5937 - 1995

Pars. Locations

2000 2001 2002 2003 2004 2005 2006 2007 Hang Xanh Roundabout 0.96 0.59 0.54 0.53 0.57 0.50 0.53 0.47 DTH-DBP Crossroads 2.15 0.87 0.74 0.63 0.58 0.63 0.64 0.56 Phu Lam Roundabout 0.70 0.54 0.46 0.55 0.54 0.45 0.54 0.48 An Suong Crossroads 0.74 0.77 0.82 Go Vap Roundabout 0.61 0.63 0.47

TSP (mg/m3)

NVL-HTP Crossroads 0.49 0.63 0.46

0.3

Hang Xanh Roundabout 7.99 7.91 9.30 10.19 10.95 11.64 11.75 10.95 DTH-DBP Crossroads 18.34 14.03 14.23 15.23 13.79 15.99 16.22 14.48 Phu Lam Roundabout 7.35 6.86 8.38 9.15 9.71 9.37 11.12 10.13 An Suong Crossroads 12.32 12.77 12.47 Go Vap Roundabout 14.33 18.72 13.59

CO (mg/m3)


30

Hang Xanh Roundabout 2.38 1.70 2.04 2.04 2.04 0.65 0.94 0.75

Pb (ug/m3)

DTH-DBP 3.18 2.14 2.66 2.66 2.66 0.72 1.31 0.98

-

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Concentration of Air pollutants of years

TCVN 5937 - 1995

Pars. Locations

2000 2001 2002 2003 2004 2005 2006 2007 Crossroads Phu Lam Roundabout 1.89 1.02 1.46 1.46 1.46 0.31 0.73 0.61 An Suong Crossroads 0.68 1.15 1.00 Go Vap Roundabout 0.64 0.78 0.60 NVL-HTP Crossroads 0.34 0.82 0.57 Hang Xanh Roundabout 0.14 0.18 0.19 0.20 0.24 0.22 0.18 0.22

DTH-DBP Crossroads 0.25 0.22 0.21 0.22 0.26 0.26 0.24 0.25

Phu Lam Roundabout 0.08 0.07 0.07 0.08 0.07 0.11 0.17 0.18

An Suong Crossroads 0.19 0.20 0.23

Go Vap Roundabout 0.21 0.21 0.22

NO2 (mg/m3)


0.2

Source: Monitored data reported by HEPA, 2007

152. According to the summarized monitoring results of average concentration of toxic gases concentrations in Ho Chi Minh city, the comments are follows:

153. The concentration of TSP in different junctions was higher than Vietnam standard values (TCVN 5937-2005) from 1.5 to 2.7 times. An Suong crossroads is the most highest one in monitored sites.

154. The concentration of CO, Pb, NO2 were lower the permissible values, however concentration of these pollutants were increasing from 2000 to 2007(except Pb).

155. The Meteorological data in 2007 in Ho Chi Minh city is also shown in Table 2-11.

Table 2-11: Meteorological Data at DOST Monitoring Station in Ho Chi Minh City

Month WD Pressure (mbar) RH (%) WS (m/s) Temp Lower (oC) Temp Upper (oC)

1 S-E 1008.6 60.3 2.1 28.0 26.5

2 S-E 1008.4 61.8 2.5 27.9 26.0

3 S-E 1006.5 64.5 2.7 27.1 27.2

4 S-E 905.3 55.2 2.3 27.5 25.7

5 S-E 999.5 71.6 2.2 27.4

6 S-W 1003.5 70.6 2.0 28.1

7 S-W 1004.5 72.3 2.5 27.1

8 S-W 998.1 73.6 3.0 26.6

9 S-W 1004.3 74.0 2.3 26.6

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10 S-W 1005.3 73.1 2.2 26.8

11 S-W 1005.9 68.1 2.5 26.2

12 S-E 1001.2 63.6 1.8 26.9

Note: The values in table were average value from DOST station, HCMC

156. In order to better understand baseline air quality in project areas, this EA conducted air quality monitoring from 17 – 20 October 2007. Five monitoring points were selected within the project area.

157. Monitoring methods: According to the Regulation of the Environmental Monitoring and Monitoring Data Management issued by Vietnam Environmental Protection Agency (VEPA) and following Vietnam standard TCVN 1995: Dust TCVN 5067 – 1995; SO2: TCVN 5971 – 1995; CO: TCVN 5972 – 1995; NO2: TCVN 6137 – 1995; Noise: TCVN 5964 – 1995.

158. The evaluation was a combination of chemical analysis in the laboratory and quick measurements in the field.

159. The monitored parameters for air quality are as follows:

- Micro climate parameters

- Total Suspended Particle (TSP)

- Toxic gases: Sulfur dioxide (SO2), Nitrogen dioxide (NO2), Carbon monoxide (CO) and total hydrocarbon (THC)

160. The monitoring results provide baseline air quality information on the line 2 – Metrorail. The Air monitoring locations includes 5 points. The selected monitoring locations were based on the traffic situation as well as functions of them when the project to be implemented. So, the proposed stations along line 2 – monorail are selected:

- Ben Thanh Station

- Dien Bien Phu Station

- Hoang Van Thu Station

- Tham Luong Station

- An Suong Station

161. Locations for monitoring are shown in Figure 2.4 below.

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Figure 2.4: Monitoring Points for Metro Line No.2

162. Equipment for monitoring, sampling and analyzing air quality is shown in

163. Table 2-12.

Table 2-12: Equipment for Monitoring, Sampling and Analyzing Air Quality

No. Parameters Equipment

1 Temp., RH., WS. Thermo anemometer ELE 5100 (Europe)

V 5

V 4

V 3

V 2 V 1

V 1

V 1

V 2

V 2

V 3 V 3

V 4

V 4

V 5

V 5

Water sampling

Ground sampling

Air sampling

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35

2 Noise (dB) Integrating Sound Level Meter. Type EXTECH (Taiwan)

3 TSP (mg/m3) Digital Dust Indicator. Firm SIBATA (Japan)

4 CO (mg/m3) Air Sampler. Firm DESAGA (Germany)

5 NO2 (mg/m3) Air Sampler. Firm DESAGA (Germany)

6 SO2 (mg/m3) Air Sampler. Firm DESAGA (Germany)

7 Vibration (dB) Vibration Level Meter. Type VM83 (Japan)

164.

165. Meteorological data in project areas are shown in Table 2-13. The average concentration of toxic gases of proposed line 2 – Metro is shown in Table 2-14.

Table 2-13: Metrological Data in Project Areas

No. Monitoring points Time Wind

Speed (m/s)

Wind Direction

Temp. (oC)

Humidity (%) Pressure (mbar)

7 h – 8 h 2.3 N-E 24.7 79.5 1009.1 10h - 11h 1.5 N-E 29.4 63.1 1008.8 17h - 18h 1.6 S-W 24.4 82.8 1005.9

1 Ben Thanh station

21h - 22h 0.8 N-W 24.7 82.8 1008.1 7 h – 8 h 1.4 N-E 25.0 78.0 1008 10h - 11h 2.5 N-E 29.3 59.7 1007.9 17h - 18h 1.3 S-W 24.4 90.0 1005.7

2 Dien Bien Phu

station

21h - 22h 1.0 N-E 25.9 79.2 1007.8 7 h – 8 h 2.3 N-W 26.0 76.7 1006.1 10h - 11h 2.9 N-W 29.3 60.7 1005.9 17h - 18h 2.9 N-W 25.8 76.8 1002.8

3 Hoang Van Thu

station

21h - 22h 1.1 N-W 24.9 81.8 1006.3 7 h – 8 h 2.2 N-W 25.3 67.6 1007.5 10h - 11h 2.4 N-W 29.2 52.7 1007.4 17h - 18h 1.9 S-W 30.1 55.6 1004

4 Tham Luong station

21h - 22h 1.2 S-E 27.2 70.6 1007.3 7 h – 8 h 2.3 N-W 25.9 60.2 1006.6 10h - 11h 1.4 S-W 30.8 47.7 1006.8 17h - 18h 1.3 S-W 29.0 66.2 1003.2

5 An Suong station

21h - 22h 0.7 S-E 26.2 81.2 1006.3


Table 2-14: Summarized Monitoring Results of Average Concentration of Toxic Gases Along

Metro Line No. 2

No. Monitoring Points Time TSP

(mg/m3) NO2

(mg/m3) SO2

(mg/m3) CO

(mg/m3) THC

(mg/m3) 7 h – 8 h 0.44 0.078 0.010 4.97 0.74 10h - 11h 0.43 0.057 0.003 8.74 0.46 17h - 18h 0.22 0.051 0.017 2.45 0.12

1 Ben Thanh station

21h - 22h 0.43 0.057 0.010 4.65 0.24 7 h – 8 h 0.13 0.032 0.005 1.98 0.25 10h - 11h 0.15 0.021 0.004 12.67 0.08 17h - 18h 0.15 0.037 0.008 21.47 0.24

2 Dien Bien Phu station

21h - 22h 0.19 0.033 0.006 23.20 0.74 3 Hoang Van Thu station 7 h – 8 h 0.65 0.189 0.042 12.98 1.32

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10h - 11h 0.50 0.095 0.013 25.56 0.85 17h - 18h 0.42 0.040 0.013 23.20 1.48 21h - 22h 0.54 0.036 0.023 16.91 1.23 7 h – 8 h 0.40 0.022 0.023 24.95 3.81 10h - 11h 0.56 0.020 0.013 19.74 0.40 17h - 18h 0.60 0.070 0.023 12.51 1.45

4 Tham Luong station

21h - 22h 0.65 0.060 0.025 21.85 2.55 7 h – 8 h 0.36 0.16 0.037 12.83 1.30 10h - 11h 0.45 0.15 0.027 11.83 0.74 17h - 18h 0.56 0.19 0.023 13.30 0.45

5 An Suong station

21h - 22h 0.59 0.21 0.029 14.20 0.58 TCVN 5937 - 2005 TB 1h 0.3 0.2 0.35 30 5

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

-Total HC: TCVN 5938-2005 was hourly average value

166. Comments on Monitored Data: Basic for evaluation of data was based on TCVN 5937-2005 (Table 2-15)

Table 2-15: TCVN 5937-2005: Ambient Air Quality Standards - Limited Value of Pollutants in

Ambient Air (µg/m3)

No. Parameters Average 1 hour Average 8

hours Average 24 hours Average 1 year

1 CO 30000 10000 - - 2 NO2 200 - - 40 3 SO2 350 - 125 50 4 Pb - - 1.5 0.5 5 O3 180 120 80 - 6 TSP 300 - 200 140

Note: the evaluation of Total HC according to TCVN 5938-2005 was hourly average value of Hydrocarbon (Petroleum): 5mg/m3

167. According to the summarized monitoring results of average concentration of toxic gases in project areas - line 2, the comments are as follows:

- Temperature was stable from 24.4 - 30.8oC. The highest temp. was about 10 – 11 pm, and the lowest temp. was from 7 – 8 am. Humidity was rather high over 50%.

- The most concentration of pollutants (NO2, SO2, CO and Total HC) in 5 monitoring locations was lower than permissible value according TCVN 5937-2005 and TCVN 5938-2005.

- The concentration of TSP in most monitoring locations was higher than Vietnamese standard, except two points in Ben Thanh station (17h-18h) and Dien Bien Phu. The concentration of TSP in most points was higher than permissible value (TCVN) 1.2 - 2.2 times. The main reasons were due to transportation activities of vehicle in these areas.

2.2.2 Existing Situation of Water Environment in the Project Areas

2.2.2.1 Surface Water:

168. Ho Chi Minh City is situated next to the Saigon river, which joins the Dong Nai river to make northern and eastern boundaries of the city. These waterways can act both as potential water supply resources and as a medium to carry away the wastewater.

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37

169. The Dong Nai river has a minimum flow of approximately 100m3/sec. It is originated from the Central Highlands of Vietnam and flows through Dong Nai and Ho Chi Minh City with contributories from other provinces. The total catchment area is 42,665km2 and total flow volume is 30.6 km3/year. Further downstream of the river, it is joined at Nha Be area of Ho Chi Minh City by the Saigon River. Inside the city, a hydrological network of 5 canals acts as the natural water drainage: Nhieu Loc – Thi Nghe (9km), Tau Hu – Kinh Doi – Kinh Te (19.5km), Ben Nghe (5.9km), Tan Hoa – Ong Buong – Lo Gom (7.2km), and Tham Luong – Ben Cat – Vam Thuat (14km).

170. The water level of Saigon River is shown in Table 2-16 and Table 2-17.

Table 2-16: The Lowest Water Level in Saigon River (cm)

Month, 2007

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

-200 -188 -188 -194 -283 -295 -317 -264 -208 -270 -270 -268


Table 2-17: The Highest Water Level in Saigon River (cm)

Month, 2007

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

145 142 149 144 149 130 129 154 190 176 168 151


171. In order to have data for preparation of EIA, monitoring activities on water quality in proposed project areas have been carried out by HEPA in October 2007. There were 5 water samples have been taken during the monitoring period below:

- W1: Bach Dang wharf (Saigon River)

- W2: Khanh Hoi bridge (Saigon River)

- W3: Tran Quang Dieu bridge (Nhieu Loc canal)

- W4: Tham Luong bridge (Tham Luong canal)

- W5: Tham Luong canal (near National road 1A)

172. Monitoring contents:

- Surveying water resources in the area, hydrographic features, exploitation and use of water, etc;

- Selected locations for sampling and analyzing the characteristics of wastewater and water resources according to require of Vietnamese Regulation (TCVN).

- Assessing water environment quality on the basis of collected and analyzed data.

- Methods for monitoring of water quality: The sampling, preserving and analyzing of water and wastewater quality were followed present regulations in TCVN and ISO. Apart from parameters which can be defined at sites by portable equipment, analysis of other biochemical parameters are carried out in labs in accordance with present regulations of TCVN and ISO in Table 2-18.

Table 2-18: Equipment for Water Monitoring and Analyzing

No

Parameter Unit Equipment

1 Temperature, turbidity, electrical conductivity (EC)

- Water sampler, Firm Velp, Italy

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No

Parameter Unit Equipment

2 pH - Firm Mehtrom, Switzerland

3 Heavy metal mg/l Atomic absorption spectrum equipment, USA

4 Dissolved Oxygen (DO) mg/l Oxygen-92, Firm WTW, Germany

5 Biochemical Oxygen Demand (BOD)

mg/l Analysis box BOD5, Firm WTW, Germany

6 Chemical Oxygen Demand (COD)

mg/l COD Analyzer, Firm CKC, Japan COD

Reactor, Firm HACH USA 7 CH oil mg/l Spectrophotometer, Firm HACH

8 Other chemical parameters mg/l Palin Test-England

Chronomatographic device, Firm HP-USA

9 Total Coliform MPN/100ml

Warm cabinet-PAQUALAB, Coliform countering facility SUNTEX

Microorganism growing cabinet Telstar, Span

Table 2-19: Surface Water Quality in the Project Area

No. Parameters W1 W2 W3 W4 W5 TCVN 5942-1995,

Class B

1 Temperature (oC) 29.5 29.8 30.0 29.5 30.1

H 6.02 7.08 6.63 7.21 6.68 2 pH

L 6.10 6.85 6.65 6.89 6.92 5,5 - 9

H 0.0 141 74 150 204 3

COD (mg/l) L 5.82 123 97 188 215

< 35

H 0.0 86 24 144 120 4

BOD (mg/l) L 3.8 95 24 107 110

< 25

H 78 342 61 80 281 5

SS (mg/l) L 59 315 66 90 230

80

H 1.38 18.38 9.58 13.1 13.1 6

Total N (mg/l) L 1.39 19.65 15.5 17.0 16.0

15 (Nitrate)

H 0.20 1.22 1.09 1.45 0.95 7

Total P (mg/l) L 0.26 1.25 1.57 1.58 1.35

-

H KPH KPH KPH KPH KPH 8

Hg (mg/l) L <0.002 KPH KPH KPH KPH

0,002

H 0.00 0.056 0.004 0.002 0.71 9

Pb (mg/l) L 0.004 0.042 0.002 0.002 0.56

0,1

H 0.055 6.0 5.8 7.5 8.0 10 Oil (mg/l)

L 0.053 6.5 7.4 7.0 9.5 0,3

H 3.50 1.5 1.23 0.00 0.8 11

DO (mg/l) L 3.56 0.2 0.04 0.00 0.05

> 2

H 2.3E+4 2.4E+4 2.3E+7 7.0E+6 2.4E+5 12

Coliform (MPN/100ml) L 1.5E+4 2.4E+4 2.3E+7 2.3E+7 2.4E+6

1E+4


Key: H: High tide, L: Low- tide

173. Comments on surface water quality results:

- All the rivers and canals in Ho Chi Minh city are influenced by flood – tide of the East Sea. So, water monitoring points are sampled at two times: high – tide and low – tide.

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- On the monitored data reported by HEPA from 2000 to 2007, it can be seen that water quality in Saigon River and canals in Ho Chi Minh city is being polluted with DO, oil, coliform and heavy metals. The causes were from the fact that the river and canals receive domestic and industrial wastewater.

- At low water level, without dilution, content of pollutants is higher than at high water level from 1 to 2 times. The concentration of pollutants as a whole are rather high and many times exceeds the permissible value in TCVN 5942-1995, class B.

- Water quality at monitoring points W2, W3, W4, W5 at both high and low water level are below:

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

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

- Total N and Total P meet TCVN 5942-1995;

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

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

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

- Coliform is 2.4 - 2300 times higher compares with TCVN 5942-1995.

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

2.2.2.2 Under Ground Water Environment

174. According the report of DONRE 2006: Total groundwater demand was 615.242,1 m3/day with 56,61% for production purpose. The layer exploited as follow:

- Holocen: 116 m3/day

- Pleistocen: 284.654,4 m3/day

- Pliocen : 326.309,6 m3/day

175. To make the basis for the assessment of the project to groundwater quality, sampling and analysis in the potential affected location has been conducted. Most of samples were taken from shallow wells with the average depth of 20 – 40 m. Analyzed results of ground water quality within project areas are shown in Table 2-20. There were 10 water samples have been taken during the monitoring period below:

- GW1: Sagel company, ward 9, Phu Nhuan Dist



- GW4: Phu Tho race-track, Dist. 11



- GW7: Bau Cat park, Tan Binh Dist

- GW8: Dong Hung Thuan ward, Dist.12

- GW9: Tan Chanh Hiep ward, Dist.12

- GW10: Tan Chanh Hiep ward, Dist.12

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Table 2-20: Analyzed Results of Ground Water Quality

No. Parameter GW1 GW2 GW3 GW4 GW5 GW6 GW7 GW8 GW9 GW10 TCVN

5944:1995

176. Layer Pleistocene Pliocene

upper Pliocene

under Pleistocene

Pliocene upper

Pliocene under

Pleistocene Pleistocene Pleistocene Pliocene

under

1 pH (mg/l) 5.75 4.65 6.07 5.12 4.89 6.68 5.79 6.23 5.02 5.63 6.5-8.5

2 TDS 82.30 110.60 107.30 94.30 114.90 186.00 150.45 168.23 169.80 169.01 -

3 Hardness of water 15.45 31.45 36.25 22.70 29.00 58.00 43.50 50.75 14.50 32.63 300-500

4 NO3- (mg/l) 21.93 43.18 0.04 23.21 24.22 1.13 12.68 6.90 31.89 19.40 45

5 SO42- (ppm) 0.05 0.05 0.24 0.05 0.10 5.23 2.67 3.95 11.04 7.49 200-400

6 Fe (ppm) 1.36 2.14 26.61 0.75 0.59 1.37 0.98 1.17 0.89 1.03 1-5

7 Zn (ppm) 0.03 0.05 0.02 0.00 0.00 0.15 0.08 0.11 0.00 0.06 5

8 Cu (ppm) 0.01 0.03 0.34 0.12 0.01 0.03 <0.002 0.03 <0.002 0.03 1

9 Pb (ppm) 0.01 0.00 <0.002 <0.002 0.00 <0.002 <0.002 <0.002 <0.002 <0.002 0.05

10 Cd (ppm) <0.0002 <0.0002 <0.0002 <0.0002 <0.0002 0.00 0.00 0.00 0.00 0.00 0.01

11 Hg (ppm) <0.002 <0.002 <0.002 <0.002 <0.002 <0.002 <0.002 <0.002 <0.002 <0.002 0.001

12 As (ppm) <0.005 <0.005 <0.005 <0.005 <0.005 <0.005 <0.005 <0.005 <0.005 <0.005 0.05

13 CN- (ppm) <0,02 <0,02 <0,02 <0,02 <0,02 <0,02 <0.02 <0.02 <0,02 <0,02 0.01

14 Coliform

(MPN/100ml) 0.00 1,500.00 0.00 230.00 430.00 0.00 215.00 107.50 90.00 98.75 3

15 Fecal coliform (MPN/100ml)

0.00 400.00 0.00 40.00 40.00 0.00 20.00 10.00 40.00 25.00 KPH


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177. Analyzed results show that:

- Most of the samples are lower than permissible values in TCVN 5944-1995.

- All the samples shows high concentration of coliform, fecal coliform, hardness of water, SO42-

- In general, groundwater quality in study area polluted by many substances such as coliform (30 – 500 times higher than TCVN 5944-1995), ion sulphate and hardness of water.

2.2.3 Existing Noise Levels in the Project Area

178. In order to show the existing situation of noise levels which may impact to environment along the proposed road and sensitive targets, the monitoring of noise level was conducted. According to the Regulation of the Environmental Monitoring and Monitoring Data Management issued by Vietnam Environmental Protection Agency (VEPA) and following Vietnam standard TCVN 1995. Combining between chemical analysis in laboratory and quick measure in the field.

179. The following parameters were measured for noise levels are as follows:

- Equivalent noise level. LAeq, dBA.

- Median noise level. LA50. dBA.

- Maximum noise level. LAmax. dBA.

- Monitored equipments

- Thermo anemometer TESTO (France)

- Integrating sound level meter. Type EXTECH – Taiwan

- Vibration level meter. Firm VM83– Japan

180. Monitored method: TCVN 5964-1995 and ISO used measure method of noise level. The high of measured point is 1.5m. Monitoring frequency was carried out daily 24h/24h and all measured results LAeq, LAmax were taken by every hour.

181. There are 22 monitoring points are selected for monitoring of noise levels. The basis for assessment of noise levels was based on Vietnamese Standard TCVN 5949-1998 (Table 2-21).

182. Base on the data in the table, standard for noise level in the third residential areas is selected with levels of 75 dB during daytime and 70 dB during night-time. The results of noise level during monitoring period from 17 – 20 October 2007 are shown in Table 2.21.

Table 2-21: TCVN 5949-1998: Max Permissible Level in Public and Residential Areas (Dba)

Time Location From

6h to 18h From

18h to 22h From 22h to

6h 1. Special areas where required very quite: Hospitals, library, health care centers, kindergartens, schools..

50 45 40

2. Residents, hotels, restaurants, office buildings…

60 55 50

3. Residential areas mixed commercial areas and industries

75 70 50

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Table 2-22: Summarized Monitoring Results of Noise Levels

Noise levels (dBA) No. Monitored point LAmax LA50 LAeq

1 Ben Thanh station 88.2 73.0 73.9 2 Ben Thanh market 90.3 71.2 73.3 3 New World hotel 92.5 66.0 71.9 4 Phu Dong roundabout 93.8 75.4 77.8 5 Trong Dong club 99.5 76.8 79.6 6 CMT8-NTMK junction 95.1 75.9 78.1 7 Dien Bien Phu station 89.4 77.1 78.5 8 126 club 96.4 73.9 78.7 9 Hoa Hung station 93.2 76.1 77.9 10 Lan Anh club 87.7 67.1 76.9 11 Le Thi Rieng station 93.6 76.5 79.2 12 Pham Van Hai station 93.9 76.9 78.8 13 Hoang Van Thu station 92.3 77.8 79.9 14 Nguyen Hong Dao station 97.9 76.5 79.1 15 Ba Queo T-junction 93.4 78.3 80.1 16 Cong Hoa station 99.6 77.5 80.0 17 Truong Chinh 1 station 96.8 78.1 80.0 18 Tham Luong station 102.2 78.2 81.0 19 Truong Chinh 2 station 97.1 76.7 79.3 20 Lac Quang church 92.9 71.7 75.6 21 Van Hanh pagoda 87.2 78.1 78.2 22 An Suong station 102.9 77.6 81.4 TCVN 5949-1998 75.0

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

183. Comments on the monitored results

- The monitoring results in

-

- Table 2-22 with average noise level fluctuated from 71.9 - 81.4 dBA. Most of average noise levels were higher than permissible value (as TCVN 5949-1998 indicated in Table 2-21); yet, noise level at Ben Thanh station, Ben Thanh market and New World was equal to permissible values.

2.2.4 Existing Situation of Vibration

184. The major sources which cause the vibration were from construction activities, from traffic vehicle and from the living activities.

185. To assess the impact originated from the vibration at various survey points in the project site. Measure L(x) was carried out at 4 times per day: 7h - 8h, 10h30 - 11h30, 16h30 - 17h30, 22h - 23h. The vibration level was selected for monitoring included:

- Equivalent vertical vibration: L (Z) (dB)

- Equivalent horizontal vibration: L (Y) (dB)

- Equivalent radial vibration: L (X) (dB).

186. The basis for assessment of noise levels was based on Vietnamese Standard TCVN 6962-2001 (Table 2-23).

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187. Monitored results are presented in Table 2-24.

188. The results with average vibration level on road along Metro Line No.2 that in comparison with permissible value L Eq(Z) (dB), L Eq(Y) (dB), L Eq(X) (dB) values at 16 monitoring points are lower than allowed in residential areas from 1.2 to 3.8 dB.

Table 2-23: TCVN 6962-2001: Vibration emitted by construction works – Maximum permitted

levels in the environment of public and residential areas (dBA)

Area No.

Areas Time Permissible value, dB Remarks

7h - 19h 75 1 Special Areas

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

7h - 19h 75

2

Residential areas, hotels, restaurants, office buildings and others


6h - 22h 75 3

Mixed areas: Residential within commercial


Note: Background level is the vibration level without anything working

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Table 2-24: Summarized Monitoring Results of Vibration for Metro Line No.2 (Assessment basis: Applicable Standard TCVN 6962-2001 - Table 2-23).

Vibration (dBA)

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

No.

Monitored point

LEq Lmax Lmin LEq Lmax Lmin LEq Lmax Lmin LEq Lmax Lmin

X 38,7 47,5 32,0 25,5 38,4 13,9 46,8 55,8 37,6 34,5 43,8 27,8

Y 41,5 50,7 33,0 26,3 39,2 12,5 42,4 50,6 35,1 37,2 47,7 31,2

1

Ben Thanh station

Z 53,0 65,0 44,4 46,9 54,8 17,4 48,6 57,2 43,4 52,1 64,7 41,3

X 40,6 42,6 36,1 23,3 38,0 14,5 45,4 44,6 44,3 36,2 47,9 28,2

Y 41,3 43,7 36,5 24,5 38,9 12,6 44,2 42,7 42,4 37,1 50,1 26,7

2

Tao Dan station

Z 46,1 48,8 41,1 33,5 38,6 16,7 46,2 47,0 46,8 47,8 58,5 37,8

X 32,8 59,0 22,7 25,0 40,1 14,5 58,0 75,4 35,3 44,8 63,4 28,3

Y 35,0 57,9 20,3 19,5 25,8 14,6 56,2 73,4 34,8 48,7 67,8 28,8

3

Dien Bien Phu station

Z 43,9 59,5 23,3 37,3 41,7 34,5 56,8 74,1 37,2 60,2 77,2 46,3

X 46,5 49,7 41,8 24,9 34,7 16,0 46,2 55,0 34,3 44,1 60,9 33,6

Y 49,3 52,9 42,9 27,5 42,0 14,0 44,1 52,2 33,1 44,7 60,7 34,9

4

Hoa Hung station

Z 59,2 63,1 51,1 34,8 45,5 18,0 49,6 59,1 36,8 57,3 74,5 45,6

X 47,9 60,1 39,6 47,8 62,5 13,9 38,9 44,3 35,9 46,7 63,4 36,5

Y 46,4 56,2 39,8 48,0 62,6 12,2 44,2 50,1 35,9 44,6 57,8 36,4

5

Le Thi Rieng station

Z 49,7 61,8 43,1 40,0 55,5 13,4 48,1 52,0 36,2 46,0 58,4 40,7

X 35,3 40,3 31,1 23,2 38,3 12,5 42,1 55,5 35,0 31,4 35,3 26,8

Y 36,9 43,5 31,8 23,8 39,3 10,4 40,8 46,8 37,8 31,5 35,6 27,2

6

Pham Van Hai station

Z 50,2 56,5 46,9 33,5 38,5 15,8 42,8 48,4 39,9 45,0 51,0 39,9

X 42,3 49,5 25,4 23,3 38,5 14,3 49,6 62,9 30,8 40,0 58,3 26,2 7 Hoang Van Thu station

Y 47,5 55,1 28,1 24,0 38,7 12,8 49,5 63,0 31,8 35,4 52,3 26,6

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Vibration (dBA)

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

No.

Monitored point

LEq Lmax Lmin LEq Lmax Lmin LEq Lmax Lmin LEq Lmax Lmin

Z 57,5 64,7 42,0 41,9 47,8 18,8 51,0 62,9 41,7 53,0 70,4 41,7

X 35,8 47,1 27,7 22,9 37,9 12,7 32,5 40,5 28,1 28,4 37,0 25,2

Y 36,9 44,4 31,3 23,4 39,0 12,5 30,8 36,8 26,9 31,5 42,0 28,1

8

Nguyen Hong Dao station

Z 47,1 56,7 39,2 30,5 35,7 16,5 38,4 45,8 32,6 42,4 52,5 37,2

X 34,1 46,7 27,5 17,5 24,3 12,8 27,8 43,9 15,6 32,2 47,5 24,9

Y 31,2 40,4 26,7 19,7 26,8 13,9 33,6 51,1 14,3 31,7 44,6 27,6

9

Vo Thanh Trang market

Z 49,9 63,0 43,0 30,7 36,0 26,7 37,9 43,4 20,6 45,3 60,2 35,8

X 39,9 54,5 29,8 47,7 62,4 14,8 23,2 38,6 11,8 45,5 47,6 44,7

Y 37,4 52,2 27,7 47,9 62,5 12,8 23,6 39,3 12,3 40,0 43,3 39,2

10

Cong Hoa station

Z 52,1 68,5 38,1 41,8 55,4 13,4 29,5 32,8 15,6 45,2 46,7 44,5

X 40,7 54,1 33,4 24,2 29,8 20,0 22,7 31,3 12,5 49,8 58,2 35,7

Y 41,1 53,5 35,0 26,4 33,0 22,0 20,0 33,0 11,8 50,4 58,6 35,2

11

Truong Chinh 1 station

Z 48,2 61,8 40,3 36,8 40,6 32,8 44,2 54,4 28,9 62,9 73,1 44,3

X 39,8 53,5 33,3 47,6 62,3 14,5 48,0 62,5 33,4 38,0 47,5 31,8

Y 44,9 62,5 32,0 47,8 62,4 12,7 48,1 62,6 32,1 39,5 49,9 33,6

12

Tham Luong station

Z 49,7 66,2 38,9 40,3 55,4 12,2 40,5 55,6 34,6 45,2 52,2 39,8

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2.2.5 Existing Situation of Land Contamination

189. Land within the project is almost in urban area, and currently used for transportation. Especially the portion on which the Depot is going to be built was agricultural land before and is now being planned to be parking spaces and roads.

190. To assess the current environmental quality of land in Depot construction area, sampled position are presented in the Figure 2.4 and Table 2-25 including pHH2O, Cd, Cu, Zn, Pb, Hg, Cr, As, Coliform, E - Coli.

Table 2-25: Locations and Characteristics of the Land monitoring Points

No Location Characteristic Symbol

01 Depot construction area,

District 12

Land which was planned for

transportation, used to be agricultural

land with paddy fields.

MN – R1

02 Xuân Thoi Thuong Village –

Hoc Mon district

Land that near Depot construction area, is

currently used for the purposes of

agriculture

MN – R2

2.2.5.1 Results of soil quality monitoring

� pHH2O: Monitoring results showed that the sampled positions had pH value in range of 4.2 to 4.9.

pH value

0

1

2

3

4

5

6

MN - R1 MN - R2

Monitoring points

pH

The depth from 0 to 30cm


Figure 2.5: pHH2O Value at Monitoring Points

� The concentration of Cu: At MN - R1 and MN - R2 monitoring points, at the depth from 0 to 30cm,

the concentration of Cu exceeded standards (TCVN 7209:2002) from 1.28 to 1.4 times and met

standard at the depth from 30 to 60cm.

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The concentration of Cu

0

10

20

30

40

50

60

70

80

MN - R1 MN - R2

Monitoring points

Cu (mg/kg)



Figure 2.6: Concentration of Cu at Monitoring Points

� The concentration of Pb: The concentration of Pb at monitoring points ranged from 8.1 to 43 mg/kg,

within standard limit (TCVN 7209:2002)

The concentration of Pb

05

101520253035404550

MN - R1 MN - R2

Monitoring points

Pb (mg/kg)



Figure 2.7: Concentration of Pb at Monitoring Points

� The concentration of Zn: Concentrations of Zn at monitoring points ranged from 11-139mg/kg, of

which the highest concentration was found at MN-R2 (139mg/kg) at 0-30m depth. In general Zn

concentrations at monitoring points were within standard limits (TCVN 7209:2002, 200mg/hg). At all

points, Zn pollution was not a concern, however continuous monitoring is needed.

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The concentration of Zn

0

20

40

60

80

100

120

140

160

MN - R1 MN - R2

Monitoring points

Zn (mg/kg)



Figure 2.8: Zn Concentrations at Monitoring Points

� The concentration of Cr: Cr concentrations at monitoring points were from 12-93mg/kg. Since there

was no standard for Cr concentration in soil in Vietnam, Canada’s standard CCME 1997 (64mg/kg)

was applied. Comparing to this standard, Cr concentrations at MN-R1, MN-R2 were within allowable

limit.

� Other heavy metal parameters: Results at all monitoring points did not show detection of Cd, Hg

and As in soil.

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CHAPTER 3: ALTERNATIVES

191. Ho Chi Minh City is experiencing a dramatic increase in road traffic, coupled with deficient transportation infrastructure (e.g. narrow, low quality roads and highways) and inefficient public transport system (e.g. bus) are those significant problems encountered by HCMC. In recent years, the number of motorcycles and cars registered in HCMC has increased significantly.

192. Currently, the area for transportation only occupies 1.7 percent of the total area of the city which is very small in comparison to that of developed countries where it is generally in the range 10-20 percent. As the result the average speed of road traffic in rush hours is only 8 to 10 km per hour (PC, 2007). The number of heavy congestions occurring in 2007 was four times that number in 2006 (PC, 2007). There are about 33 regular heavy congestion locations around the city, including Cach Mang Thang Tam Street, the route of Metro Line 2 Project. Traffic accidents, air pollution and noise have also increased. If no action is taken the situation will deteriorate rapidly.

193. Currently, only 14 percent of the city’s roads have a width of more than 12 meters (PC, 2007). The rest is narrower and almost not suitable for car and bus circulation. Road widening or new road construction will require extensive land acquisition and resettlement. In fact, this constraint has prevented many road widening and building projects to date.

194. For the reasons described above, public transport will be crucial for the city’s development. Expanded bus services will be part of this but, as mentioned above, only 14 percent of the city’s roads with the width of more than 12 meters are suitable for bus operation. Hence, the metro system is considered as the most feasible means of public transport for HCMC with many advantages such as less land consumption, little noise and least energy consumption/CO2 emission.

195. The analysis of alternatives in the design and construction of Metro Line No.2 is addresses two aspects:

- Route Alignment

- Tunnel Construction

3.1 Route Alignment

196. There is only one general alignment option for Metro Line 2 which is described clearly above. This alignment is the approved route in the HCMC Master Plan of Transportation (TMP). Whilst the TMP routes were reviewed as part of the PPTA, no significant changes were proposed to the general alignment of Metro Line No.2.

197. Within the general alignment selected for Line 2 there is very little scope for detailed alignment adjustments, as the routes follow existing roads. Both tunnel and elevated sections follow the centre-line of the roads down which the line runs. This minimizes impacts on structures on either side of the roads.

198. The locations of stations also allow little scope for adjustment. The locations are determined by proximity to key features above ground such as road intersections etc. In all cases the actual station designs have been prepared to minimize impacts on nearby properties.

3.2 Tunnel Construction

3.2.1 Cut and Cover Method Versus Tunnel Boring Method

199. Two excavation methods for tunnel construction were considered - cut and cover and tunnel boring

method (using Tunnel Boring Machine-TBM). The two alternatives considered were:

- Alternative 1: using cut and cover method for constructing both underground stations and rail tunnels

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- Alternative 2: using cut and cover method for constructing underground stations and tunnel boring method (TBM) for constructing rail tunnels.

Table 3-1: Comparison Between the two Alternatives of Excavation Methods in terms of

Environmental Impacts

MORE SUITABLE

SOLUTION

MAIN

ENVIRONMENTAL

IMPACTS

Alternative 1: cut and cover

method for both underground

stations and rail tunnels

Alternative 2: cut and cover

method for underground

stations and tunnel boring

method (TBM) for rail tunnels Alterna-

tive 1

Alterna-

tive 2

MAIN ENVIRONMENTAL IMPACTS

Air Pollution (dust) - The whole underground section (both underground stations and tunnels) becomes open excavation sites which may generate serious air pollution (e.g. dust) in large area.

- The serious air pollution problem is limited around the sub-station construction sites.

X

Noise - The whole underground section (both underground stations and tunnels) becomes open construction sites which may generate serious noise in large area.

- Noise only needed to be considered at the sub-station construction sites.

X

Vibration (impact to

physical and

cultural heritage)

- The vibration impact of the cut and cover method is much higher that the tunnel boring method. Thus, the buildings along the whole underground section may face high risk of damaging.

- The supporting wall piles - have to be installed along the whole underground section to reduce vibration impact.

- Only houses and buildings staying near the sub-station construction sites face high risk of damaging due to vibration

- The supporting wall piles only need to be installed at two sides of the substation construction sites.

- The tunnel boring speed of TBM at average 17 m depth is very slow about 10 m per day which can cause least vibration impact to adjacent structures.

X

Surface water - No impact - No impact X X

Ground water - Less impact to ground water (e.g. flow, quality) due to the shallow depth of the tunnel.

- Greater impact to ground water (e.g. flow, quality) due to the long depth of the tunnels and underground stations.

X

Subsidence - -

Spoils generation Almost no difference

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Impacts on utilities

(sewer, water,

telecommunications

, electricity)

- Have to relocate the utilities along the whole route in order to prepare the sites for sub construction.

- High Risk of damage to utilities during relocation and construction (e.g. breaking water piles)

- Only relocate utilities at underground station construction sites. The rail tunnels are well below the depth of utilities.

- Much lower risk of damage to utilities.

X

Traffic Congestion - Traffic congestion can occur anywhere along the route during construction.

- Traffic congestion only occurs at locations where underground stations are constructed.

X

Public safety - Toxic air and air ventilation in the tunnels

-

TECHNICAL FEASIBILITY

The depth of

excavation

- The cut and cover method is not feasible to excavate the soil at very long depth in the large area. However, sometimes the tunnels have to go deeper than their average depth underground in order to avoid piles or rail tunnels of the other metro lines (e.g. line 1)

- The tunnel boring method (TBM) is much more convenient for soil excavation at any depth underground. Therefore, it is suitable for building rail tunnels.

X

COST

Cost of construction - The cost of construction is lower.

- The cost of construction is higher

X

Cost of prevention

and compensation

for damaging

houses and

buildings due to

vibration

- High cost of supporting wall installation (for the whole underground section).

- Maybe high cost of compensation for damaging houses and buildings

- Lower cost of supporting wall installation (only for sub-station construction sites)

- Lower cost of compensation for damaging houses and buildings

X

200. Alternative 2 using cut and cover method for constructing underground stations and tunnel boring method (TBM) for constructing rail tunnels has many advantages and was chosen as the preferred alternative.

3.2.2 Twin Tunnels Versus Single Tunnel

201. After the tunnel boring method was selected for constructing the rail tunnels, the project considered whether to build twin tunnels or a single tunnel. Therefore, there were two alternatives to compare:

- Alternative 1: Twin tunnels (single track tunnel – bitube)

- Alternative 2: Single Tunnel (double track tunnel – monotube).

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202. Technical parameters of the tunnel in each alternative are displayed in the table below.

Table 3-2: Technical Parameters of Twin Tunnels and Single Tunnel Alternatives

No. Parameters Alternative 1: Twin Tunnels Alternative 2: Single Tunnel

1 Internal Diameter (m) 5.90 9.80 2 Lining thickness 0.30 0.45 3 External diameter of lining

(m) 6.50 10.70

4 External diameter of excavation (m)

6.80 11.10

5 Volume of excavation /ml m3/ml/tunnel

36,32 96,77

6 Cumulated volume of excavation m3/ml

72,63 84,95

203. Many criteria were used to compare the twin tunnels and single tunnel alternatives such as risks of construction, impacts on stations and ancillary works. The details of this comparison are shown in Table 3-3.

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Table 3-3: Comparison between Twin Tunnels and Single Tunnel Alternatives in terms of Environmental Impacts

MORE SUITABLE SOLUTION

ITEMS FOR COMPARISON

DOUBLE TRACK TUNNEL

MONOTUBE (SINGLE

TUNNEL)

SINGLE TRACK TUNNEL

BITUBE (TWIN TUNNELS) TWIN

TUNNELS

SINGLE

TUNNEL

COMMENTS

2 CRITERIA

2.1 Risks of Construction

Risk of occurrence of a mishap during excavation in general

Rather important Less important X

It is easier to balance earth and water pressure in a rather small section whenever EPB or Slurry Shield is used..

Consequences of the risk of excavation (Impact on Physical and cultural heritage)

Limited because the subsidence will be in the street but will induce important settlement in the narrowest buildings

More damageable because the subsidence will be beneath a house. As a matter of fact, the twin tunnels are connected to a central platform station ('island type) and the width of platform induces a distance between tunnel axis of 16.5 m, hence the location of tunnels on the street sides. Nevertheless, the width of an eventual collapse will be less important than for big tunnel

X

Many twin tunnels for metro are bored under small houses due to alignment constraints. For example, Guangzou metro line 1had twin tunnels under building in bad conditions. An efficient monitoring and alert system was installed to prevent any consequences of a defect of front stability.

Value of settlement in the middle of the street

Around 10 mm, very acceptable value in the middle of the street

About 30 mm, rather high value in the middle of the street

X

The large tunnel has an important impact on the street

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DOUBLE TRACK TUNNEL

MONOTUBE (SINGLE

TUNNEL)

SINGLE TRACK TUNNEL


TUNNELS

SINGLE

TUNNEL

COMMENTS

Value of settlement under the buildings located above the tunnels (Impact on Physical structure)

About 16 mm, with a differential settlement of 1.15/ 1000, very acceptable Note:

About 15 mm, with a differential settlement of 1.14/ 1000, very acceptable

X X

Large & small tunnels do not make difference regarding settlements under the buildings

Necessity to remove piles (Impact on Physical structure)

mandatory, despite the fact that tunnel does not collide directly on piles, the piles are at a too short distance from the tunnel shoulder. Except if the overburden between pile toe and tunnel key is sufficient. Needs particular studies

mandatory except when profile allows a sufficient overburden between pile toe and tunnel key. Needs particular study

X

Eventual piles under the front buildings are friction piles. A minimum depth beneath the pile will be fixed

Risk of damaging building if a pile has been forgotten (Impact on Physical structure)

Must be reduced to zero because it is an unacceptable risk For large tunnel, the risk does not consist of a collision with a pile but to have a pile too close to the tunnel shoulder

Must be reduced to zero because it is an unacceptable risk

X

A more detailed campaign will limit the risk but will not suppress it A complementary campaign with trenches and/geophysics will ensure that no pile has been missed

Risks on friction piles of the buildings on the second row (Impact on Physical structure)

important if a sufficient distance is not left between tunnel and piles

important if a sufficient distance is not left between tunnel and piles

X X

The necessary distance will be calculated depending on soil conditions when parameters are known. The standard width between

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DOUBLE TRACK TUNNEL

MONOTUBE (SINGLE

TUNNEL)

SINGLE TRACK TUNNEL


TUNNELS

SINGLE

TUNNEL

COMMENTS

tunnels axes(2 diameters) will be reduced to increase the distance. The acceptable reduction will be calculated according to soil conditions when parameters are known

Impact on Cultural structure There are no important cultural structure along the route

There are no important cultural structure along the route

X X

Impact on groundwater Almost no difference Almost no difference Spoils generation 84.95 m3/ml 72.63 m3/ml X

Impact on Utilities Almost no impact at long depth

Almost no impact at long depth X X

2.2 Impact on stations

Assumption: Overburden of tunnel at station entrance and exit

An overburden of 1,5 diameter has been considered. So the overburden is 1,5*6,8 = 10,2 m and the rail level is 10,2 + 5,3= 15,5 m below ground level

In order to avoid a too deep station, the overburden of tunnel has been limited to 1 diameter plus 1,8 m of backfilling, so the overburden is 10,4 +1,8 = 12.2 m. So, the track level is at 12,2+ 7 = 19,2 m below ground level.

We have considered that the minimum overburden of tunnel arriving or exiting a station should be between 1.5 Diameter and 1 diameter + thickness of backfilling below ground level

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DOUBLE TRACK TUNNEL

MONOTUBE (SINGLE

TUNNEL)

SINGLE TRACK TUNNEL


TUNNELS

SINGLE

TUNNEL

COMMENTS

Attractivity of stations

Good. The minimum track level is -15.5 m under ground level. So the platform level is -14.4 m. Stations have 2 levels.

Not very attractive because the station must be deep to reach a sufficient overburden for tunnel. The minimum level of track is -19.2 m under ground level,. So the platform level is -18.1 m. Stations have consequently 3 levels

X

Surface of stations

for a platform length of 135 m, the station has a length of 193 m ( a cumulated distance of 58 m for technical rooms) The width is 21 m on 196 m- 2*15 m = 166 m and 26 m on 30 m. So, the surface is 193*21+30*(36-21)=4203 m²

for a platform length of 135 m, the station has a length of 162 m, and a width of 24 m The length of station is similar to HAM NGHI station when tunnel ventilation is located at the ends of station. Nevertheless, HAM NGHI is not a typical lateral station because it is not crossed by TBM the surface is: 24*162 =3900 m².

X

Depth of excavation for stations

The bottom of station is at 19 m below ground level( 1,6 m necessary for TBM crossing +1,5m bottom slab + 0,40 m for drainage=3,5 m under track level)

The bottom of the station is 25,5 m below ground level (3,9 m for TBM crossing, 2 m for bottom slab, 0,5 m for drainage)

X

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DOUBLE TRACK TUNNEL

MONOTUBE (SINGLE

TUNNEL)

SINGLE TRACK TUNNEL


TUNNELS

SINGLE

TUNNEL

COMMENTS

Volume of stations So the volume is 4203*19 = 80 000 m3

So the volume is 3888 *25,5 =99200 m3

X

Cost of stations X

2.3 Impact on ancillary works

NFPA 130 Regulation

NFPA 130 stipulates that for tunnels longer than 762 m, an intermediate shaft is mandatory for escape of passengers in case of fire. For twin tunnels a cross passage every 244 m can replace the intermediate shaft

Egress and access shafts no yes for five stations X

Cross passage yes for five stations X

Cross over

An important Work is

necessary. The cross over is of the size of a station due to the distance of the tracks

No important Work is necessary

The cross over is set in the tunnel on line with only 4 recesses for the switch motors and eventually the sweeped envelope of the train in the switch radius of 160 m

X

For good operation, a cross over is mandatory at the middle of the line close to an important station for temporary services in case of problems on one part of the line. This cross over is located at HUONG VAN TU on BEN THANH side

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204. On balance twin tunnels have more advantages than the single larger tunnel. Therefore, the twin tunnels alternative was chosen.

205. A key environmental issue here is the impact of settlement of each alternative on the street and on adjacent existing structures. The values of settlement in the middle of the street and under building located above the tunnels were calculated for the two alternatives.

206. The calculation results show that:

- Value of settlement in the middle of the street:

� For the twin tunnels solution the impact in the middle of the street is around 10 mm, which is a very acceptable value.

� For the single tunnel, the settlement value is about 30 mm, which is a rather high value. The large tunnel has a major impact on the street.

- Value of settlement under the buildings located above the tunnels:

� For the twin tunnels solution the impact under the buildings is about 16 mm, with a differential settlement of 1.15/ 1000, which is very acceptable.

� For the single tunnel solution the impact under the buildings is about 15 mm, with a differential settlement of 1.14/ 1000, which is very acceptable.

- Large & small tunnels do not make difference regarding settlements under the buildings.

- The twin tunnels alternative results in much less settlement impact to the road than the single tunnel.

Note:

207. It should be noted that settlement calculations for tunnels are normally pessimistic so the actual settlement is likely to be less than the prediction.

208. The contractor appointed to undertake the tunnelling will be required to operate within the following settlement conditions:

• Usual building: maximum settlement: 25 mm, maximum differential settlement: 1/500 (this indicator is more important for damage), maximum upheaval: 10 mm

• Particularly sensitive building to be listed in the Contract : maximum settlement: 20 mm, maximum differential settlement: 1/600, maximum upheaval: 10 mm

• Street & pavement : maximum settlement: 30 mm, maximum differential settlement: 1/400 , maximum upheaval: 10 mm

• Particularly sensitive utilities listed in the Contract: usual building condition or particular condition

209. There are no internationally adopted standards for settlement, but the above parameters are based on normal practice.

210. In addition, under the project proposals, the influence of tunnelling on existing friction piles will be further investigated during detailed design.

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CHAPTER 4: ANTICIPATED ENVIRONMENTAL IMPACTS AND

MITIGATION MEASURES

4.1 Expected Benefits and Positive Impacts

211. The project will result in significant positive impacts. Some of these are non-tangible parameters such as social-economic benefits resulting from safer transport, reductions in travel time, and better accessibility. The main positive impacts that have been identified are:

- Employment opportunities

- Traffic congestion reduction

- Reduced travel times

- City aesthetic enhancement

- Benefits to economic activities

- Safer public transport

- Fuel consumption reduction

- Carbon dioxide reduction and air quality improvement

4.1.1 Employment Opportunities

212. The construction of Metro Line No.2 is estimated to be accomplished in a period of 6 years. During this period, a lot of labourers will be required for many construction, operation and maintenance activities. It is estimated that around 400 workers will be needed for construction activities. Once operational it is estimated that Metro Line No2 will employ over 700 permanent staff, including the depot.

4.1.2 Traffic Congestion Reduction and City Aesthetic Enhancement

213. It is quite clear that the Metro Line No.2 project will improve the traffic congestion situation, one of the biggest issues facing HCMC today. The Metro will streamline and facilitate movements of public from the North-West of the city to the centre along one of the primary movement corridors. By 2035 it is estimated that Metro Line No.2 will carry over 600,000 passengers per day – trips that would otherwise have been undertaken using road transport.

214. Improved public transport and reduced congestion will significantly enhance the city’s attractiveness. Tourism activities, an increasingly important contributor to the City’s economy, will directly benefit from these improvements.

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Figure 4.1: Chaotic Transportation on Cach Mang Thang 8 Street, the Main Direction of

Metro Line No.2

(Source: vnexpress.net)

Figure 4.2: Bangkok City with the BTS Skytrain

(Source: www.urbanrail.net/as/bang/bangkok.htm )

4.1.3 Benefits to the Economy

215. The report from the Department of Transportation of Ho Chi Minh City in 2007 estimated that around 14 billion VND are lost every year due to the traffic congestion in Ho Chi Minh City.

216. With improved accessibility, via quick and safe public transport, Metro Line No.2 will improve the dynamic working environment in Ho Chi Minh City. This will also enhance the investment environment in Ho Chi Minh City. In addition, trading and allied services at the Metro station locations will get considerable benefits from the operation of the Metro line.

217. The Metro Line No.2 also helps to develop the North-West of the city which is now under development. With the easy accessibility, quick and safe transport from the North-West to the center, it is believed that there will be many housing and allied projects invested to meet the high demands

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on housing of the city inhabitants. Therefore, the land value of this area will be increased considerably in future.

4.1.4 Quick, Convenient and Safe Transport

218. Travel time along the Line 2 corridor will be reduced significantly. In peak periods the service will operate around 20 trains per hour. The journey time from Tham Luong to Ben Thanh will be around 15-20 minutes.

219. According to the National Center for Social-Economic Information and Forecast, in the year 2007, there were 1,376 road traffic accidents causing the deaths of 1,105 people in Ho Chi Minh City. It means that an average of 3 people died every day in Ho Chi Minh City from road accidents. It is obvious that, together with the other planned Metro lines, Metro Line No.2 will play an important role in reducing traffic accidents.

4.1.5 Fuel Consumption Reduction

220. Private vehicle ownership is increasing considerably every year as shown in Table 4.1 bellow.

Table 4-1: Annual Numbers of Private Vehicles in HCMC

Year Cars Motorbikes

2000 131,182 1,569,355 2001 144,407 1,968,872 2002 158,172 2,284,870 2003 221,665 2,305,415 2004 252,861 2,428,989 2005 267,815 2,557,621 2006 296,143 2,917,502

(Source: “Planning for the reduction of traffic congestion and traffic accidents in Ho Chi Minh City in 2007-2010”, People

Committee of Ho Chi Minh City)

221. The projected daily number of expected passengers who will use the Metro Line No.2 in 2025 is around 481,000. These are trips that would otherwise have been taken using road transport. On the basis of expected modal splits, it can be assumed that these trips would be 75% by bus, 20% by motorbike and 5% by car. Using occupancy rates of 1.5 per motorbike, 2.0 per car, and 100 per bus this gives approximately the following vehicle trips :

Motorbikes : 64,000

Cars : 24,000

Buses : 3,600

222. Estimating that the daily average movement within the direction from the North-West to city centre (and vice versa) of one motorbike/car is around 10km/day, and the gasoline consumption of a motorbike is around 40km/litre gasoline, and the gasoline consumption of a car inside the city is around 12 litre gasoline/100 km, the total gasoline consumption for the trips by private transport is estimated as:

64,000 (motorbikes) x 10(km/day)] / 40(km/litre) + [24,000 (cars/day) x 10(km/day)] x 12/100 (litre/km)

= 44,235 litres gasoline/day

223. The benefit to fuel consumption reduction is very clear. Once the Metro Line No.2 is operational, the total gasoline consumption reduction from private vehicles will be around 16 million litres of gasoline per year. (This does not include the bus journeys).

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4.1.6 Carbon Dioxide Reduction and Air Quality Improvement

224. CHAPTER 2: described the serious problem of air quality in Ho Chi Minh City caused by traffic and industrial activities. With the considerable amount of motorbikes/cars and gasoline consumption reduced once the Metro Line No.2 is operating, the air quality in Ho Chi Minh City will be significantly improved. In addition, the smoother and quicker traffic would also reduce the emissions for the motor/car vehicles which will remain on the road. In general slowly moving traffic, including repeated acceleration and deceleration, generates more emissions than free-moving traffic. The improved traffic conditions and reduced road congestion will thereby contribute to emission reduction from the vehicles.

225. The air emission loads causing by motorbike and car is described in the Table 4-2 and Table 4-3. With the reduction of 64,000 motorbike trips and car trips per day due to the Metro operation, a large amount of CO2 and air pollutants will be removed from the city air environment as described in the Table 4-4. (Again, this does not include the reductions from bus trips).

Table 4-2: Air Emission Loads Caused by one Motorbike

Air pollutants g/km CO2 15.45 NOx 0.23 SO2 0.03 CO 17 HC 11.88

SPM 0.2

(Emission factors correspond to average speed of 25-30 km/h,

Source: DOSTE, 2000)

Table 4-3: Air Emission Loads Caused by one Car

Air pollutants g/km CO2 189.0 NOx 0.3 SO2 0.18 CO 3.8 HC 0.4

SPM 0.07

(Emission factors correspond to average speed of 25-30 km/h,

Source: DOSTE, 2000)

Table 4-4: Air Pollutants Reduction in Ho Chi Minh City by Reduction in Motorbikes and

Cars when Metro Line No.2 in Operation

Air pollutants Amount of pollutants

reduction by motorbike reduction

(tonnes/year)

Amount of pollutants reduction by car reduction

(tonnes/year)

Total reduction (tonnes/year)

CO2 9888.00 45360.00 20165.52

NOx 147.20 72.00 80.01

SO2 19.20 43.20 22.78

CO 10880.00 912.00 4304.08

HC 7603.20 96.00 2810.21

SPM 128.00 16.80 52.85

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4.2 Social Impacts and Mitigation

4.2.1 Resettlement Plan

226. The details of impacts on households and other affected persons are described in detail in the Resettlement Plan prepared as part of the PPTA.

4.2.2 Impacts

227. An estimated 22,194m2 of land will be permanently acquired by the project. This comprises 403 affected properties, of which 376 are privately-owned, and 27 are government premises. Of the privately-owned buildings 322 are mixed residential/commercial properties, i.e. shops with accommodation above them. The property owners run 81 of these shops themselves, while the other 241 are operated by lessees. This means that, in addition to the 376 households affected as property owners, there are a further 241 affected households who are leasing shops. The shops in turn also employ and average of around 3 workers each giving rise to a further category of Affected Persons – the employees - numbering around 900.

228. The project will acquire a total area of 22,194m2 of land in 15 wards of 6 districts in HCMC. Of this total 7,530 m2 is land required for the link to the depot in Tham Luong. The remaining 14,644 m2 is required for stations and their accesses (see summary in Table 5). The underground stations will be constructed using the cut and cover method and this will impact a number of buildings in the vicinity of the stations. It is anticipated that all affected buildings will have to be demolished. (During detailed design it will be ascertained whether or not some buildings can be partially demolished). Where the land remaining in plots is sufficient, owners will be able to construct new buildings once the station work is completed in each location. This work is anticipated to take about 2 years for each station.

Table 4-5: Summary of Impacts of Project Components on Private Households

Component Private Land Affected

(m2)

Private HH’s Affected

Tunnel 0 0

Underground Stations 14,644 371

Transition section 0 0

Elevated section & station 0 0

Depot Link 7,530 5

229. The section of transition from underground to the surface will also be constructed using cut and cover. However, this is entirely within the road reserve on Truong Chinh Road and will not result in any land acquisition.

230. The underground sections of the metro in tunnels will not result in land acquisition. The engineering design and alignment have been designed to avoid any impacts on adjacent buildings along the tunnel route.

4.2.3 Resettlement and Compensation

4.2.3.1 Compensation Policy

231. The legal and policy framework for compensation, resettlement and rehabilitation under the Project is defined by the relevant laws and regulations of the Government of Viet Nam and ADB policies.

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232. The overall objectives of this resettlement policy are (i) to avoid resettlement impacts if possible, and to minimize them where unavoidable; (ii) if impacts are unavoidable, the RP is prepared in a way to ensure that affected persons (HHs) are not worse off; rather, they should be able to at least maintain or otherwise improve their pre-project living standards and income-earning capacity. The Project should also provide an opportunity for the local population to derive benefits from it. Likewise, the Project should serve as an occasion for the local population to participate in its planning and implementation, thereby engendering a sense of ownership over this development undertaking.

233. The decision 135/2007/QD-UBND dated on December 08, 2007 by HCMC people’s committee establishes degrees of impact on urban properties according to the amount of land remaining. Under this policy, APs whose remaining residential land areas are equal or less than 15 m2 should be entitled to be relocated. Those whose remaining land is between 15 and 36 m2 can choose to stay or move. Those whose remaining land is greater than 36m2 are not entitled to relocation. All categories are also entitled to other compensation payments for loss of income etc.

234. The outcome of the public consultation with the APs on May 06, 2008 shows that 100% of APs wished to be compensated in cash and then manage their own relocation.

4.2.3.2 Relocation and Temporary Accommodation

235. Relocation allowance will be applied according to the policies from Decree 197/2004-ND-CP of HCMC dated 17-March-2008. If any new policies on relocation assistance are issued in the project implementation period with more positive help from Government to the APs, they will be applied. The types of assistance will include:

- Moving allowances

- Cost of renting temporary accommodation

- Bonus payments for swift compliance with resettlement plan

- Allowances for families with members receiving social subsidies for serving the revolution

- Additional allowances for vulnerable groups

4.2.3.3 Economic restoration programs

236. All the severely APs will be eligible to economic restoration programs. The severely APs including who will (i) lose 10% or more of their total productive land and/or assets, (ii) have to relocate; and/or (iii) lose 10% or more of their total income sources from businesses (shop; factories; workshops etc.) due to the Project.

237. To make sure that all APs and severely APs to soon restore their livelihood and living standards at least as pre- project implementation or pre-displacement. Together with the proposed programs for severely APs, many kinds of different allowances, subsidies and bonus are also proposed in the Resettlement Plan to support each other. The following measures and programs will be implemented and developed:

- Employment opportunity in the construction and operation of the Project for selected qualified and interested persons of both genders.

- Any AP who is an employee of another AP who has to close or relocate the business, and who is no longer able to be employed by the other AP will be entitled to assistance allowance of their income loss (say about VND 1,000,000 in average per person) per month for six months. Income and social assistance programs for vulnerable HHs during transition period at VND 2.0 million for poor families according to the MOLISA and local poverty line.

- The stations will have areas for stalls, shops and the APs will be given priority to rent spaces so they can benefit from the Project.

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- Assistance from the Project investor and local authorities to the vulnerable groups will be got access from the Social Policy Bank and other Banks in order to help these groups to set up their programs for earning incomes or to purchase plot or apartment in instalment payments without or low interest rate and help their children in studying.

4.3 Environmental Impacts and Mitigation Measures during Pre-construction phase

4.3.1 Impacts

238. After resettlement agreements are accepted by all APs, land take and land preparation for the project will be initiated. During this phase, the main activities are demolition of houses, displacement of utilities and transportation of solid waste from the demolition. The critical environmental impacts associated with these activities are noise, air pollution (e.g. dust), traffic disturbance and demolition waste which is quite similar to those described in construction phase (section 4.4).

239. Past experience has suggested that there are concerns regarding inadvertent damages caused to underground service lines such as water pipes, telephone cables, and power cables. A reason often cited is that underground utility maps are either incomplete, or difficult to obtain by contractors. A further complication is that irresponsible contractors would simply cover the trench after their work is completed, with no intention to report the incident to the utility company. This has the effect of delaying the repair of faults by the utility company, and causing extended service disruption to the public.

4.3.2 Mitigation measures

240. According to the objective of the project’s resettlement plan, the number of houses and utilities to be demolished is minimized so the scale of environmental impacts such as noise, dust, waste and traffic disturbance associated with demolition activity is restricted.

241. During pre- construction phase, all necessary measures to reduce noise. dust, traffic congestion and solid waste impacts will be applied. The measures are quite similar to those recommended to mitigate noise, dust, traffic disturbance and manage spoils during construction phase.

242. The impacts on utilities is essentially a contractor management and supervision issue. To overcome this problem, strict operational procedures in excavation, together with effective cooperation with all concerned utility agencies, is proposed.

4.4 Environmental Impacts and Mitigation Measures during Construction phase

243. The Metro Line 2 Project will include the construction of works such as underground stations, twin bored tunnels, at grade and elevated railways, elevated stations and depot. Each of these construction works will employ different construction methods which may affect the environment in different ways (i.e. air, noise, water, etc.).

Table 4-6: Construction Works of Metro Line 2 Project and their Associated Construction

Methods

No. Construction work Construction method used

1 Underground stations (9) Cut and cover 2 Twin - Tunnels Tunnel Boring Machine(TBM) 3 At grade and elevated railways Usual road and bridge construction method 4 Elevated stations (1) Usual building construction method 5 Tham Luong depot Usual building construction method

244. Based on project particulars and existing environmental conditions, the potential impacts both positive and negative have been identified that are likely to result from the construction of the

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proposed Metro project. Like other construction projects, the metro construction will provide huge employment opportunities mostly for construction workers. This may be the only social positive effect of construction phase. Meanwhile, the potential negative impacts are many as listed below:

- Air pollution

- Noise and vibration

- Community and traffic disturbance

- Water pollution (ground and surface water)

- Solid waste and spoil disposal

- Ecological damage

- Public and safety risks (occupational safety, diseases, land subsidence and flooding risk).

- Impacts on cultural relics and archaeology

245. These negative impacts are the focus of the Environmental Impact Assessment so they will be carefully analyzed and assessed in the following sections.

4.4.1 Air pollution

4.4.1.1 Impacts

246. Constructing the line has potential to impact negatively on the localized air quality. According to the construction methods employed for each construction works, just the open sites where underground stations, at grade and elevated railway, elevated stations and the depot will be built are likely to affect the air quality. Constructed at the average depth of 17 meters, the twin tunnels has no potential to pollute the air environment above them, except the selected locations where soil excavated from the twin tunnels will be taken out.

247. In the previous chapter, the existing conditions of air quality along the Metro Line 2 are described clearly. The monitoring results at some points that are proposed to build sub and elevated stations show that while concentrations of some key pollutants such as NO2, SO2, CO, THC are much below the national standards (TCVN 5937:2005 và TCVN 5938:2005), the dust concentrations monitored are 1.2 – 2.2 times higher than the standard value. Hence, dust is predicted to be the most serious problem when the project is under construction.

248. In order to quantify the dust impact, the monitoring results during construction phase of a similar project in HCMC “Extending and upgrading Nam Ky Khoi Nghia – Nguyen Van Troi street” which started in 2005 have been examined. In this project, many similar works were conducted such as house demolition and relocation, road excavation, utility relocation and installation, etc. The results of 6 monitoring visits from 20 March to 21 June 2007 at 8 points along the street are shown in the graph below (Figure 4.3).

249. The graph shows that the average dust concentrations during construction of the project exceeded the dust levels before construction from 1.9 to 2.63 times and are 2.47 to 4.4 times higher than standard level (TCVN 5937: 1995: 0.3 mg/m3). The major causes of the very high concentrations of dust inspected by HEPA were careless construction planning and management, inadequate barriers around the construction sites, no water spraying as proposed, and crowded traffic.

250. Accordingly, it is predicted that the dust levels at open sites where underground stations, grade and elevated railway, elevated stations and the depot will be built may exceed the standard from 3 to 4 times if necessary mitigation measures are not applied sufficiently.

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Nồng độ bụi trung bình không khí xungquanh tại các đợt đo

0

0,2

0,4

0,6

0,8

1

1,2

1,4

Đợt 1 Đợt 2 Đợt 3 Đợt 4 Đợt 5 Đợt 6

Thời điểm đo đạc

Nồn

g độ

bụi

tru

ng

bình

(m

g/m

3)

Nồng độ bụi trung bình trong quá trình thi công

Nồng độ bụi nền trung bình trước khi khởi công

Tiêu chuẩn chất lượng không khí môi trường xung quanh TCVN 5937:1995

Figure 4.3: Average Dust Concentrations in Ambient Air During Construction Phase of Nam Ky

Khoi Nghia – Nguyen Van Troi Project (Source: HEPA, 2007)

4.4.1.2 Mitigation

251. Temporary walls and barriers need to be installed around the open construction sites such as underground stations, elevated railway and stations and the depot in order to reduce the external dust transmission.

252. As mentioned above, 23 September and Le Thi Rieng parks are chosen as two sites for collecting and transporting construction materials and spoils from excavation. Therefore, the scale of air pollution from these activities will be restricted. Besides, the construction materials and excavated soils will be covered carefully during transport and storage.

253. Water spraying inside and around the construction sites as well as for transport vehicle wheels will be done regularly.

254. Good transport regulation can reduce air pollution from traffic congestion.

4.4.2 Noise, Vibration and Settlement

255. The operation of construction equipment and transport vehicles and the construction methods employed during construction phase will likely cause significant noise, vibration and settlement which can disturb communities and structures along the route. This type of impact is also forecasted to be serious at open construction sites such as underground stations, grade and elevated railway, elevated stations and the depot. The twin tunnel construction at the depth of 17 meters will be unlikely to generate any noise or vibration that can be perceived by people above the ground. The boring speed of the tunnel boring machine (TBM) at the average 17 m depth is very slow about 10 meters per day which will cause little vibration impact to adjacent structures.

Average dust concentrations in ambient air

during monitoring visits

Visit 1 Visit 3 Visit 2 Visit 4 Visit 5 Visit 6

VISIT

Avegare dust cont (mg/m3)

Average concentration during construction

Average concentration before construction

Ambient Air Standard TCVN 5937:1995

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4.4.2.1 Noise

256. The baseline environmental data shows that the existing noise levels monitored along the proposed route have already exceeded the permitted maximum noise standard during day time (TCVN 5949:1998 (6 am to 6 pm): 75 dBA). Thus, the noise impact will be intensified seriously during the line construction, especially at the open sites mentioned above. Table 4.7 below illustrates some examples of typical noise levels from construction equipment.

Table 4-7: Examples of Typical Noise Levels from Construction Equipment

Type of equipment Sound level, in dBA, at 7m

Pile driver Truck scraper, grader Pneumatic drill Compressor Concrete breaker Crane Generator

110 94 90 85 85 85 82

(Source: Morris and Therivel, 2001)

257. These noise levels at the distance of 7 meters from the noise source obviously exceed the allowed standards.

258. Night time in the urban environment is particularly sensitive to noise. If construction occurs at night the noise impact would be more significant. Experience shows urban transport projects will involve night time construction because of the following reasons:

- Technically some construction activities such as concrete pouring for stations or columns and bridges on the above ground portion may require continued, non-stop operation;

- Transportation of construction materials to and excavated materials from the construction sites may take place at night to avoid the day time traffic;

- Need to shorten the construction schedule in certain sections of roads (e.g., highly congested city centers, etc.) for traffic, and other city management reasons; and

- Government may make the requests for quick construction and tight schedule, achieved via continued construction day and night.

259. Apparently, night time construction will impose great noise impacts to sensitive receptors located near the sites. At these noise levels, impacts could affect residents. This is a particular concern for vulnerable groups such as the sick and elderly, babies, students (particularly during the exam time), etc. Such impacts would be particularly significant when residents have their windows open at night. The noise impacts would be less significant for those residential houses which are air conditioned and have their windows closed. Regular glass windows are able to reduce noise levels by about 10 to 15 dB(A) when properly closed. Schools are not sensitive to night time construction as there are no classes at night.

4.4.2.2 Vibration and Settlement

260. Vibration impact will mainly be caused by the piling and excavation activities at open sites such as underground stations, grade and elevated railway, elevated stations and the depot. Fortunately, the press-in piling method will be employed. According to The White et al. (2001) study, a direct comparison of dynamic and press-in piling at one site revealed a 10-50 times reduction in ground vibrations when using the press-in method (see Figure 4.4). They proposed the “best fit line” equation to predict press –in piling vibration:

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Vpress-in (mm/s) = 7 / r (m)

r: distance from piling operation

Figure 4.4: Reduction in Vibration When Using Press-In Method Instead of Other Dynamic

Piling Methods (I.E. Diesel Hammer Or Vibratory)

(Source: White et al.,2001)

261. As mentioned, the underground stations will be constructed using cut and cover method. This method has potential to cause huge vibration and settlement impact on the foundations (piles) of structures along the route (i.e. buildings, houses). Therefore, this method incorporates installation of supporting walls (wall piling) at the early phase in order to prevent any damage to structures at two sides of the route (Figure 4.5). The supporting wall installation will also employ the press-in piling method.

(0.3 – 0.7

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Figure 4.5: Typical phases of Cut and Cover Method

262. As described in the Alternative section, the twin tunnels alternative is proved to cause much less settlement impact than the single tunnel. The values of settlement of the twin tunnels solution either in the middle of the street (10 mm) or under the buildings (differential settlement of 1.15/1000) are acceptable.

4.4.2.3 Mitigation Measures

263. The following measures will be applied to mitigate noise and vibration impacts during construction

- Construct noise barriers, such as temporary walls between noisy activities and receivers. This can reduce noise by up to 15 dB (Morris and Therivel, 2001).

- Re-route and regulate the traffic in order to prevent traffic congestion which is a primary source of loud noise.

- Combine noisy operations to occur in the same time period. The total noise level produced will not be significantly greater than the level produced if the operations were performed separately.

- Avoid night-time activities if possible because sensitivity to noise increases during night-time hours in residential neighborhoods

- Use construction machines and methods that generate low noise and Vibration (i.e. using press-in piling method and installing support wall in cut and cover construction sites).

- Equip engines with silencers.

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4.4.2.4 Mitigation for Night-time Construction:

264. As night time construction would result in particularly significant impacts to residents and other sensitive receptors, night time construction (from 8 pm to 7 am next morning) will generally be prohibited. No construction activities including transportation trucks will be allowed to operate within these hours.

265. However, as described above there might be some cases where night time construction for technical or schedule reasons have to be carried out. In these cases, the following special measures will be taken:

266. All night time construction will need a special permit from the local environmental authority which may be issued only when night time construction is absolutely necessary and cannot be avoided. The authority would review carefully each application for night time construction on an individual case basis and approve it only when it can be assured that there are no other alternatives and the contractors or the applicants have satisfactory plans for mitigating the night time construction impacts.

267. Urban residents living within the potentially impacted areas will be notified ahead of time for the length and noise intensity of the proposed night time construction. Information on why the night construction is necessary and mitigation measures to be taken will be provided to these urban and rural residents to obtain their understanding. These residents will be consulted for their concerns, difficulties, and suggestions for noise control prior to the commencement of night time construction. These concerns will be taken into account and suggestions adopted where appropriate.

268. Night time construction will be arranged in such a way to avoid school exam times.

269. Concreted mixer, power generated and other stationary equipment will be carefully placed to be as far away from residential areas as possible to minimise noise impacts from these machines. Where possible, municipal power supply will be utilized in construction including night time construction as diesel generators are extremely noisy and avoiding using them is the best mitigation.

270. Equipment with low noise levels will be used for concrete pouring operations, which may require 24 hours non-stop operation;

271. Temporary noise barriers at the appropriate places may be erected to reduce the noise impacts at night time. These areas may include noisy stationery construction machines and/or areas with sensitive receptors.

272. Notice boards will be erected at all construction sites providing information about the project, as well as contact information about the site managers, environmental staff, telephone number and other contact information so that affected people have the channel to voice their concerns and suggestions, and

273. Close supervision personnel from the Project Management Unit (PMU) will be assigned to the construction sites during the period of night time construction to ensure that the above measures are taken and to respond to any un-anticipated impacts by necessary mitigation measures.

274. For mitigating the vibration and settlement impacts on adjacent buildings from the underground stations construction (cut and cover method), the supporting wall piles have to be installed on each side of the road (Figure 4.6).

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Figure 4.6: Installation of Supporting Wall Piles

275. Although the vibration and settlement impacts of twin tunnels construction are assessed as insignificant, in some cases if needed the inclined micropile will be installed (Figure 4.7).

Figure 4.7: Installation of Inclined Micropile

276. All these mitigation measures will be included in the project Environmental Management Plan (EMP) which is a document used during the construction phase to enforce and supervise the implementation of the proposed mitigation measures. These measures which require the actions of the contractors will be included in the bid documents and later the contracts to ensure that these mitigation measures and actions will become contractual obligations for the contractors which can be enforced by the PMU and the environmental monitoring team.

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4.4.3 Community, Utilities and Traffic Disturbance

4.4.3.1 Impacts

277. During construction of sub –stations, grade and elevated railways and elevated stations, parts of some roads will need to be temporarily closed to give space for construction work. In addition, the contribution of transport vehicles serving project construction (i.e. material supply, waste and soil disposal, etc.) will increase the traffic volume along the proposed route. The traffic in the project area is already very crowded and congestion occurs often, especially in rush hours. Therefore, the traffic conditions along the route will be seriously worsened during construction, especially where the roads are narrow such as the section of Cach Mang Thang Tam street from Hoa Hung to Nguyen Hong Dao. At the section constructing grade and elevated parts, the width of the roads are much larger so the impacts on traffic will be minimal.

278. The construction sites (i.e. underground stations) may block entrances to residential and business premises along the streets, particularly between Ben Thanh Market and Cong Hoa where there is a high density of commercial activities. Noise and dust impacts can be perceived more seriously by sensitive receptors such as hospitals, schools, administrative offices, churches and temples. The visual impact can annoy residents and workers in project area as well as people pass by.

279. Past experience has suggested that there are concerns regarding inadvertent damage caused to underground service lines such as water pipes, telephone cables, and power cables during construction. A reason often cited is that underground utility maps are either incomplete, or difficult to obtain by contractors. A further complication is that irresponsible contractors simply cover the trench after their work is completed, with no intention to report the incident to the utility company. This has the effect of delaying the repair of faults by the utility company, and causing extended service disruption to the public.


280. A traffic management plan (detailing routes, schedules, responsibilities) prior to site works shall be prepared by the contractor in coordination with local authorities.

281. The construction plan and schedule, and traffic diversion plans have to be communicated widely in the media (newspapers, TV) in order to inform people in advance, especially those live in and near the project area.

282. A mechanism for receiving and responding to complaints e.g. a hot line number must be available during construction and displayed clearly at all sites.

283. The project management board should cooperate with bodies such as the Traffic Police, Department of Transport and community groups to regulate the traffic circulation along the streets.

284. Contractors will be required to strictly comply with the regulations in the construction urban transport projects.

285. The impacts on utilities is essentially a contractor management and supervision issue. To overcome this problem, strict operational procedures in digging and trenching, together with effective cooperation with all concerned utility agencies, is proposed.

4.4.4 Water Environment

4.4.4.1 Surface Water

286. No sub–structures cross rivers or canals so the direct impact on surface water is not great. Water pollution may result from runoff which contains solid waste and wastewater produced by construction sites and labour camps, and from the accidental spillage of fuel, lubricants and other chemicals. Furthermore, increased soil erosion and dust and sand at construction sites, sediment rich

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water pumped out of excavated sites such as tunnels and underground stations may lead to increased turbidity in surface watercourses. Fortunately, there are only a limited number of cases where surface watercourses are found in the direct vicinity of the planned construction works (e.g. Tham Luong canal). Yet, the site management and sanitary measures still need to be performed with care.

4.4.4.2 Ground Water

287. As mentioned in section 2.1.1.5, the Pleistocene aquifer is located under the whole area and is exposed in the city center and in Districts 2, 12, Tan Binh, Thu Duc, Hoc Mon, and Cu Chi. In the inner districts, the static water level of this aquifer is about 7 meters below the ground and its thickness reaches 25 to 35 meters. According to alignment design, the depths of underground stations and tunnels range from 15 to 25 meters. Hence, the possibility of the project impacting this aquifer in terms of flow and quality is considerable. The underground structures such as station boxes and twin tunnels may obstruct the flow of ground water. Activities of machines during excavation as well as dewatering (pumping out water) may pollute the ground water because of oil and grease leakage or waste disposal. Field surveys show that the ground water in the project area is currently contaminated (pH, SO4

2-, coliform) so this condition may become worse during project construction (i.e. underground stations, tunnels) if necessary measures are not taken into account.

288. However, the Public consultation showed that most households in the project area can access the water supply system. Besides, in 2007, the City’s People Committee issued Decision 69/2007/QĐ-UBND dated 9/5/2007 on restricting and banning groundwater exploitation in HCMC. According to this decision, many areas, included most inner areas are restricted from groundwater exploitation. Therefore the impact of the project on water quality is not considered as significant.

289. The route alignment is generally northwest to southeast which is the same as general direction of groundwater flow in the Pleistocene aquifer. Therefore, the sub structures of the metro line 2 project will not block the flow of groundwater.

290. One of the recharge sources of the lower aquifer, the upper Pliocene, is percolation so this may be affected by due to the dewatering activity of the project. However, the Pleistocene aquifer receives a large recharge from rainwater and the source of its recharge is located in the north of the city (e.g. Cu Chi district) which is not affected by the project. Therefore, the impact of the project on recharge of the Pleistocene aquifer is minor, and thus there will be minimal impact on percolation to the upper Pliocene aquifer.


291. Provision of adequate washing and toilet facilities with septic tanks and appropriate refuse collection and disposal system in labour camps will be made obligatory.

292. Site cleaning will be done daily at the construction sites and labour camps to avoid run off from sites to spoil water bodies.

293. Good management of construction, chemicals and machine maintenance are effective measures to reduce impact of hazardous waste on water bodies.

294. Contractors such as HCMC Urban Environmental Company will be hired to treat and dispose solid and toilet waste generated during project construction.

4.4.5 Solid waste and Spoils Generated from Excavation

4.4.5.1 Impacts

295. The most significant solid waste from this kind project will be spoil from excavation (the tunnels and underground stations) It is estimated that 1.4 million m3 of spoil will be excavated. Spoils from both cut and cover and tunnelling activities will be extracted from all underground station sites. There will also be some spoil generated at the TBM launch site at September 23 Park. Without careful

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management, the transport and disposal of spoils are likely to cause significant detrimental impacts on the environment, in terms of both air and water bodies.

296. A large amount of everyday waste will be generated from workers’ activities both construction sites. With around 400 workers employed, it is estimated that approximately 0.3 tons of solid waste will be generated daily.

297. Hazardous waste such as oils, greases and chemicals may leak or be disposed of from construction machines. However, the quantities will be negligible.


298. Spoil deposit sites have yet to be finalised but are likely to be in the north west of the city, in the Cu Chi area. Spoil collection, transportation, disposal and its treatment will need to be carried out in a systematic manner. Measures will be put in place to minimize the impact of dust at extraction points and from trucks transporting the spoil to the disposal site.

299. Waste bins will be provided in construction sites to store municipal waste generated. Hazardous waste shall be collected and stored in separate and safe facilities. Labourers will be trained to handle normal and hazardous wastes.

300. Normal and hazardous waste will be treated by contractors such as HCMC Urban Environmental Company.

4.4.6 Ecology

4.4.6.1 Impacts

301. As the metro line is confined to the middle of the roads the impact on trees is minimal. A total of 121 trees will be affected at station locations, and some shrubs and trees will be impacted in the middle of Truong Chinh Road. In addition, the project plans to use 23 September Park as a launching site for the TBM. This will also be an extraction point for spoil. This will impact 146 trees. Furthermore, there is a need to consider the impact of dust from construction sites to ecology in the three parks near to the route of the metro, Tao Dan Park, 23 September Park and Le Thi Rieng Park.

302. The tunnel sections are designed not to pass across any canals or rivers. Therefore, the impact of the project on aquatic ecology is negligible.

4.4.6.2 Compensation for Ecology Loss

303. After completion of construction works re-vegetation will be carried out in order to compensate for tree losses, particularly in 23 September Park.

4.4.7 Public Health and Safety Risks

4.4.7.1 Impacts

304. Construction works unavoidably expose workers to occupational health and safety risks. Activities to mention in this respect are excavations; working with heavy equipment; working in confined spaces; working on and along roads; heavy lifting; storage, handling and use of dangerous substances and wastes; working under noisy conditions. In this project working underground will be a new experience for many workers and there are many potential risks. For instance, toxic airs generate when drilling soil and rock, poor ventilation, fire, land subsidence and flood hazards.

305. The risk of flooding of surrounding areas during construction is assessed as very small because the route (e.g. Cach Mang Thang Tam) is not in the list of 100 flooding locations in HCMC updated in January 2008. In addition, most of the proposed route lies in the Nhieu Loc – Thi Nghe basin where the Ho Chi Minh City Environmental Sanitation Project funded by World Bank is being implemented. The Project will eliminate flooding caused by the 2-year storm events and will greatly reduce flooding caused by the 5-year, 10-year and 25-year storms (CDM, 2000).

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306. Public health problems may occur in the case of badly managed construction sites. At construction sites, pools of standing water may form in pits, holes, excavated ditches, etc. In the tropical climate of HCMC, this creates suitable habitats for insect disease vectors such as petechial fever or malaria.

307. Not only labourers working for the project but also the people from adjacent communities may be exposed to these health and safety risks.


308. Training in special skills, environment, emergency and safety regulation will be provided for workers before hiring, especially for those that will work underground. Safety equipment will be available on sites such as helmets, masks, fire extinguishers, flash lights, medicines, etc. The underground section construction process needs to be supervised and monitored much more carefully order to be able to detect the early sign of subsidence. People from outside will be restricted from entering the construction sites in order to avoid accidents. Construction sites shall be cleaned regularly and provided with adequate sanitary equipment in order to reduce risk of spreading diseases.

4.4.8 Cultural relics

4.4.8.1 Impacts

309. HCMC has a long history of human activity. Although there are no anticipated direct impacts to any known cultural relics by project construction, there could still be potential for chance finds of archaeological properties during construction.


310. To minimize adverse impacts or damages to these chance finds, the following procedures have been proposed and will be incorporated into contractors’ standard operation procedures:

- When a chance find or potential chance find is uncovered at the construction site, all construction activities at the site will be immediately put on hold.

- Workers and site management are responsible to take necessary measures to protect the chance finds from damage by construction related or other activities such as sliding, flooding, damaged by machinery, access by others, theft, etc.

- Contractors will notify the PMU, project owner and cultural relic authority immediately.

- Site investigation by professional archaeologists may be conducted to determine the nature, value, condition, areas of the find, etc. On this basis, the professional team will recommend the next steps to preserve the site or not.

- Construction may only resume following the reports of the professional investigation and approval of the cultural relics authority.

- If the site is of high value and site preservation is recommended by the professionals and requested by the cultural relic authority, the project owner will need to make necessary design changes to accommodate the request and preserve the site.

- All contractors and construction supervision companies will be trained by the professional before the construction starts to understand the procedures and the basics on how to recognize a potential archaeological chance find.

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4.5 Environmental Impacts and Mitigation Measures During Operation Phase

4.5.1 Air Quality

311. As described in CHAPTER 2: , in general, the existing air quality along the planned Metro Line No.2 is within Vietnamese standard (TCVN 5937:2005), with the exception of the dust parameter. Once Metro Line No.2 is operating, it is estimated that the air quality of Ho Chi Minh City will be improved as a result of fewer motorbikes and cars as described in section 4.1.6 (Carbon dioxide reduction and air quality improvement).

312. During the operation period, there will be no direct adverse impact to the air environment in Ho Chi Minh City because the Metro system only use electric locomotive units. However, in a broader view, the use of electric trains will have indirect impacts to the air environment at sites generating the electricity.

4.5.2 Water Quality

313. Wastewater sources during operation period are domestic wastewater from train stations along the Metro line, and wastewater (domestic and industrial - mainly oils and dusts) from the Tham Luong depot as a result of maintenance and cleaning activities.

4.5.2.1 Domestic Wastewater:

Impacts:

314. It is estimated that around 50 staff will be based at the stations. The pollutants existing in the domestic wastewater generated from one person per day are described in Table 4.8 below.

Table 4-8: Pollutants in Domestic Wastewater

Pollutants Units Loads BOD5 g/person/day 45 – 54 COD g/person/day 72 – 102 SS g/person/day 70 – 145

Total N g/person/day 6 – 12 Total P g/person/day 0.8 – 4

Total Coliform MPN/100ml 106 – 109

Fecal Coliform MPN/100ml 105 – 106

(Source: Nguyen Xuan Nguyen, 2004)

315. Regarding the domestic wastewater sources generated from the entire Metro Line No.2, if there is no appropriate solution to tackle these wastewater, the huge amount of pollutants loads are estimated to discharge to the surrounding environment as described in the table below.

Table 4-9: Estimated Pollutants of Domestic Wastewater from the Metro Stations

Pollutants Loads

(kg/day) BOD5 2250-2700 COD 3600-5100 SS 3500-7250

Total N 300-600 Total P 40-200

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Mitigation:

316. As described above, there will be domestic wastewater generated from staff using the sanitary systems in the stations. Therefore, appropriate systems to deal the wastewater will be incorporated into station designs.

Figure 4.8: Structure of a Typical Septic Tank in Vietnam

(Source: Tran Duc Ha, 2006)

4.5.2.2 Wastewater from the Tham Luong depot:

Impacts:

317. At the Tham Luong depot, the main activities are to inspect, maintain, and clean the train cars. Therefore, the wastewater discharging from these activities will contain mainly oil and dust. The quality of wastewater discharging from the a typical locomotive depot in China, the Liupanshui South Locomotive Turnaround Depot, is described in the table below

Table 4-10: Wastewater Quality at the Liupanshui South Locomotive Turnaround Depot,

China

Parameters Value

pH 7.0 COD (mg/l) 59.9 BOD5 (mg/l) - SS (mg/l) 35.0 Petroleum (mg/l) 17.3

(Source: The Second Survey and Design Institute of China Railway, 2005)

318. The wastewater discharging from the Tham Luong depot will be classified as coming from an industrial source. Therefore, by applying suitable treatment solutions, the quality of the wastewater from the depot will meet the level B requirements (in order to discharge the treated wastewater to the sewage system) of the Vietnamese standard TCVN 5945: 2005 Industrial wastewater- Discharge

standards.

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Table 4-11: Industrial Wastewater- Discharge Standards TCVN 5945:2005

Parameters Level B pH 5.5 - 9

COD (mg/l) 80 BOD5 (mg/l) 50

SS (mg/l) 100 Petroleum (mg/l) 5

Mitigation:

319. Based on the figures mentioned above, wastewater generated from the Tham Luong depot is also a potential problem. The oil content of this wastewater tends to be 3.5 times higher than that of Vietnamese standard. The wastewater treatment plant at the depot will be designed to deal specifically with these wastes. Figure 4.9 below illustrates one typical existing wastewater treatment system of a locomotive depot in China.

Figure 4.9: Flow Chart of Existing Wastewater Treatment of Xuanwei Locomotive

Turnaround Depot

(Source: The Second Survey and Design Institute of China Railway, 2005)

4.5.3 Solid waste

4.5.3.1 Impacts:

320. During the operation period of the Metro line, passengers could generate solid, non-hazardous, food wastes from food establishments, packaging materials from retail facilities, paper, newspaper, and variety of food containers. These solid wastes will be managed in an appropriate way when the Metro Line No.2 is operating.

4.5.3.2 Mitigation:

321. Non hazardous solid waste will be collected at each train station. If possible waste containers in passenger terminals will be labelled for metals, glass, paper, plastics and food wastes to facilitate

Oily wastewater

Ramp oil separator with adjustable sedimentation

Floating

Filtration

Disinfection

Recycling

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recycling. The contracted solid waste collector will regularly take the solid wastes to the city’s solid waste treatment area.

4.5.4 Hazardous Materials

4.5.4.1 Impacts:

322. Hazardous materials, including solvents, coolants, acids, and alkalis, may be used in locomotives and train car maintenance activities. Polychlorinated biphenyls (PCB) could be found in some electrical equipment (for example: transformers and capacitors), and asbestos could be present in some parts such as wheel bearings. These hazardous materials will also be managed in an appropriate way.

4.5.4.2 Mitigation:

323. For hazardous materials management, some strategies are recommended:

- Use of aqueous detergent cleaning solutions or steam cleaning, or use and recycling of aliphatic cleaning solvents, for example when removing axle protective coatings or for cleaning of large equipment

- Use of water-based paints

- Use of track mats to retain wayside grease and other contaminants

- Avoiding use of new or replacement parts with asbestos containing materials.

4.5.5 Noise Impact

4.5.5.1 Air-borne Noise Impacts:

324. Direct noise in the medium air from the noise source to the receiver is defined as air-borne noise. Figure 4.10 below illustrates a typical air-borne noise from the noise source to the receiver. Generally, railway air-borne noises are generated from:

- Wheels rolling over the rails (rolling noise)

- Sharp curves (squeal noise)

- Braking

- Traction motors, ventilators, air-conditioning units

Figure 4.10: Air-borne Noise from Railway to the Receiver

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(Source: US Department of Transportation, 2006)

325. Air-borne noise will be not a problem when the trains pass through the underground section. However, at the elevated section along Truong Chinh Street, air-borne noise could have impacts to inhabitant areas living along the street.

326. In the following paragraphs American standards have been used to evaluate the potential for air-borne noise impacts for Line 2. It should be noted that these are based on trains operating without any form of noise barrier.

327. The technical parameters of the Line 2 Metro trains will be:

+ Train speed: 40km/h = 24.84 mile/h

+ Average hourly volume of train traffic: 20 trains/hour

+ Numbers of locomotives per train: 2 locomotives

+ Numbers of train cars per train: 3 train cars (initially)

+ Time of operation: from 6am to 12pm

328. To predict the noise level, the reference levels in Sound Exposure Level (SEL) are determined based on Table 4.12. The determined reference SELs will be applied for calculations described in 4.13.

Table 4-12: Reference SEL at 50 Feet (15m) From Track at 50 mph (80 kph)


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Table 4-13: Computation of Noise Exposure at 50 Feet (15m)


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329. Based on Tables 4.12 and 4.13 the noise exposure at 50 feet from track is calculated as follows:

330. The equivalent sound level at day and night caused by passing trains are calculated at a distance of 50 feet (15m) from the track. Because the elevated railway is on the center of the Truong Chinh street, which has 60m in width, the inhabitant areas along the Truong Chinh street, which are located at 30m (100 feet) from the main track, will be impacted by the air-borne noise.

Noise exposure at 50 feet from track in the daytime:

Noise exposure from the train cars with engine units:

LeqL-day (h) = 90 + 10log(2) + 10log(24.84/50) + 10log(20) – 35.6

LeqL-day (h) = 90 + 3.01 – 3.038 + 13.01 - 35.6 = 67.38 dB

Noise exposure from the train cars without engine units:

LeqC-day (h) = 82 + 10log(3) + 20log(24.84/50) + 10log(20) – 35.6

= 82 + 4.77 – 6.076 + 13.01 – 35.6 = 58.1 dB

Total noise exposure from the Metro at day time:

Leq(day)= 10log [ 10(67.38/10) + 10(58.1/10) ] = 67.86 dB

Noise exposure at 50 feet from track at night time:

Noise exposure from the train cars with engine units:

LeqL-night (h) = 90 + 10log(2) + 10log(24.84/50) + 10log(6.67) – 35.6

= 90 + 3.01 – 3.038 + 8.24 - 35.6 = 62.61 dB

Noise exposure from the train cars without engine units:

LeqC-night (h) = 82 + 10log(3) + 20log(24.84/50) + 10log(6.67) – 35.6

= 82 + 4.77 – 6.076 + 8.24 – 35.6 = 53.33 dB

Total noise exposure from the Metro at night time:

Leq(night)= 10log [ 10(62.61/10) + 10(53.33/10) ] = 63.1 dB

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Figure 4.11: Curve for Estimating Noise Exposure vs. Distance


331. Figure 4.11 illustrates the curve for estimating noise exposure with the variety of distance. From the calculated Leq at a distance of 50 feet (15m) from the track, the distance correction Cdistance will be determined based on Figure 4.11. The noise exposure at the new distance is defined as:

Leq (at new distance) = Leq (at 50 feet) - Cdistance

332. Therefore, the noise exposure levels at 100 feet (30m) from the Metro track are:

Leq(day)= 67.86 – 4 = 63.86 dB

Leq(night)= 63.1 – 4 = 59.1 dB

333. According to TCVN 5949:1998 Acoustics- Noise in public and residential areas- Maximum

permitted noise level as described in Table 4-14: TCVN 5949:1998 Acoustics- Noise in Public and Residental areas - Maximum Permitted Noise LevelTable 4-14, the noise exposure level is acceptable when the Metro operates at day. However, from 10pm to 6am, the noise exposure level from the Metro line is around 9 dB higher than the Vietnamese standard level.

334. Note that the calculated noise exposure level has not yet taken into account the noise from other traffic vehicles. As described in CHAPTER 2: , the existing noise level caused by individual traffic vehicles is higher than the Vietnamese standard level. Although noise is reduced because of the reduction of individual traffic vehicles, the total noise will be higher than the calculated noise exposure level mentioned above.

Table 4-14: TCVN 5949:1998 Acoustics- Noise in Public and Residental areas - Maximum

Permitted Noise Level

Time Areas

From 6h to 18h From 18h to 22h From 22h to 6h 1. Special areas: hospitals, libraries, kindergartens, schools, churches, pagodas.

50 45 40

2. Residential areas, hotels, offices 60 55 50 3. Residential areas mix with service areas, trading areas, manufacturing areas

75 70 50

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Ground-borne noise

335. Ground-borne noise is one of the main causes of environmental impact from urban rail transit systems. The vibration resulting from track-train interaction is transmitted through the tunnel structure and the surrounding ground to adjacent buildings. The resulting vibrations of the walls and floors of these buildings cause secondary radiation of noise called ground-borne noise. Together with vibration impact (which will be described in detail in the next section), ground-borne noise could have unpleasant impacts on residential areas along the underground metro sections if there are no appropriate solutions to tackle the vibration problem.

Figure 4.12: Illustration of Ground-borne Noise from Subway to Adjacent Building

(Source: Kurzweil, 1979)

4.5.5.2 Mitigation:

336. As described above, at night time, the noise exposure level generated from the elevated rail structure is about 9dB higher than the Vietnamese standard level. Therefore, appropriate solutions will be applied to mitigate this high noise level.

337. There are some principles and instruments for railway noise reduction mentioned on the Workshop Railway Noise Abatement in Europe 2003, as below:

- Reduce noise generation by smooth wheels on smooth tracks

- Composite block brakes, disc or drum brakes

- Good maintenance of running surfaces

- Fewer wheels

- Reduce ground-borne noise transmission by compact, massive design, vibration isolation and high damping

- Smaller wheels and/or wheel dampers, optimised geometry

- Wheel-mounted disc brakes

- Optimized track design, or rail damping devices in combination with railpad selection

- Reduce sound radiation by shielding

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- Wheel-mounted, bogie-mounted or vehicle-mounted shrouds

- Low noise barriers close to the rail

Table 4-15: Transmission Loss Values for Common Barrier Materials

Material Thickness

(inches)

Transmission loss

dBA

Woods

½ 16 1 19

Pine

2 23 ½ 16 1 19

Redwood

2 23 Particle Board 1/2 20

Metals

1/16 23 1/8 25

Aluminum

1/4 27 24 ga 18 20 ga 22

Steel

16 ga 15 Concrete, Masonry, ..

4 38 Light concrete 6 39 4 32 Concrete block 6 36

Brick 4 33 Composites

Aluminum Faced Particle Board 3/4 21-23 Aluminum Lamina on Plywood 3/4 21-23

Plastic Lamina on Particle Board 3/4 21-23 Miscellaneous

1/8 22 Glass (safety glass) ¼ 26

Masonite 1/2 20 Fibreglass/Resin 1/8 20

Polyester with aggregate surface 3 20-30

(Source: Canter, 1996)

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Table 4-16: Transit Noise Mitigation Measures

(Source: Nelson, 1997)

338. With low cost and ease of installation, the glass sound barrier could be the suitable choice for air-borne noise mitigation. This solution is also applied widely in many elevated railway systems in the world.

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Figure 4.13: Glass Sound Barrier at Shanghai Pearl Light Railway

4.5.6 Vibration Impact

4.5.6.1 Impacts:

339. In general, vibration impact of the railway system is generated by passing vehicles on rail, propagated through the ground or structure into a receiving building. Example of vibration sources, propagation ways and receiver are described in Figure 4.14 below

Figure 4.14: Vibration Sources and means of Propagation

(Source: BS ISO 14837-1:2005)

340. In general, subways tend to have more vibration problems than at-grade or elevated track (US

Department of Transportation, 2006). This is probably due to two factors: subways are usually located in more densely developed areas, and the air-borne noise is usually a more serious problem for at-grade or elevated systems than the ground-borne vibration.

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341. To evaluate how the railway vibration could impact to the residential areas along the underground railway section, some calculations and predictions are conducted as below.

Figure 4.15: Generalized Ground Surface Vibration Curves


342. The curves in Figure 4.15 were developed from many measurements of ground-borne vibration. This Figure shows typical ground-surface vibration levels assuming equipment in good conditions and speeds of 50 mph for the rail systems and 30 mph for buses. Although actual levels fluctuate widely, it is rare that ground-borne vibration will exceed the curves in the Figure 4.15 by more than one or two decibels, unless there are some special cases, such as wheel or running surface defects. Finally, the identified level must be adjusted to account for factors such as speeds and different geologic conditions than assumed.

343. Regarding Metro Line No.2, vibration could have the most impact to residential areas along the underground railway section with the average distance from the track estimated approximately 15m (50 feet). From Figure 4.15, the vibration level at 15m from the track when the train travels at a velocity of 50mph through the underground section is estimated around 73 VdB.

344. Because the actual Metro rail will have a speed of 40 km/h (24.84 mph), the vibration level causing the operation of the Metro Line No.2 at a distance of 15m from the center line is:

Speed adjustment (dB) = 20log (speedactual / speedref)

= 20log (24.84/50) = - 6.076 dB

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Vibration level = Vibration ref + Speed adjustment

= 73 – 6.076 = 66.92 VdB

345. As described in CHAPTER 2: , the existing base vibration levels from 22h to 6h in mixed residential areas along the underground line alter widely: 31.4 to 60.2 dB. According to TCVN 6962:2001 Vibration and shock - Vibration emitted by construction works and factories - Maximum

permitted levels in the environment of public and residential areas, the vibration level at day will be below 75 dB, and at night (from 22h-6h) the vibration level will be equal to the existing base vibration level (without any working machine). Therefore, the vibration level generated from the passing Metro train will be around 7dB over the standard from 22h to 6h.

4.5.6.2 Mitigation:

346. As described above, from 22h to 6h, vibration level causing by the passing underground train is higher than the standard level. Hence, suitable solutions have to be implemented to mitigate the vibration impact.

347. To mitigate the vibration impact, some solutions suggested by the BS ISO 14837-1:2005 Mechanical vibration- Ground –borne noise and vibration arising from rail systems are:

- Mitigation at source

- Track design

348. Use of continuous welded rail removes the impulsivity in the noise and vibration associated with jointed track and therefore provides noise and vibration benefits.

349. It is important to note that track systems do not include significant absorptive or dissipative elements (except ballast). Different track designs merely “move” the vibration energy to different elements of the train-track-supporting structure system.

350. The generic types of ballast and non-ballast track forms may be categorized in terms of their ground-borne noise or vibration reduction as shown in Figure 4.16. This figure also presents the principal features of the layout of these different generic designs and the location of the principal resilient components in each case.

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Figure 4.16: Generic Schematic Track Form Layouts

(Source: BS ISO 14837-1:2005)

351. The vibration reduction capacity and cost for vibration mitigation solutions are described below:

352. Resilient fasteners: are used to fasten the rail to concrete track slabs. Standard resilient fasteners are very stiff in the vertical direction, usually in the range of 200,000 lb/in. Special fasteners with vertical stiffness in the range of 30,000 lb/in will reduce vibration by as much as 5 to 10 dB at frequencies above 30 to 40 Hz. Premium fasteners cost approximately 1000$ per track-metre, about 6 times the cost of standard fasteners.

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353. Ballast mats: a ballast mat consists of a rubber or other type of elastomeric pad that is placed under the ballast. The mat generally must be placed on a concrete pad to be effective. They will not be as effective placed directly on the soil or the sub-ballast. Therefore, most ballast mat applications are in subway or elevated structures. Ballast mat can provide 10 to 15 dB attenuation at frequencies above 25 to 30 Hz. Installed ballast mats cost approximately 600$ per track-metre.

354. Resiliently supported ties: the resiliently supported tie system consists of concrete ties supported by rubber pads. The rails are fastened directly to the concrete ties using standard rail clips. A resiliently supported tie system cost approximately 1300$ per track-foot. Although most commonly used in slab track or subway tunnel applications, another version of a resiliently supported tie system involves attaching thick rubber pads directly to the underside of ties in ballast. This treatment cost approximately the same as ballast mat, 600$ per track-metre.

355. Floating slabs: Floating slabs can be very effective at controlling ground-borne vibration and noise. They basically consist of a concrete slab supported on resilient elements, usually rubber or a similar elastomeric. A variant that was first used in Toronto and is generally referred to as the double tie system, consists of 5-foot-long slabs with 4 or more rubber pads under each slab. Floating slabs are effective at frequencies greater than their single-degree-of-freedom vertical resonance frequency. The floating slabs used in Washington DC, Atlanta, and Boston were all designed to have a vertical resonance in the 14 to 17 Hz range. The primary disadvantage of floating slabs is that they tend to be the most expensive of the vibration control treatments. A typical double-tie floating slab system costs approximately 1900$ per track-metre.

356. Maintenance procedures: effective maintenance programs are essential for controlling ground-borne vibration. When the wheel and rail surfaces are allowed to degrade the vibration levels can increase by as much as 20 dB compared to a new or well-maintained system. Some maintenance procedures that are particularly effective at avoiding increases in ground-borne vibration are:

357. Rail grinding on a regular basis: rail grinding is particularly important for rail that develops corrugations. The Transit Cooperative Research Program (TCRP, 1997) report notes that periodic rail grinding actually results in a net savings per year on wheel and rail wear. Most transit systems contract out rail grinding, although some of the larger systems make the investment of approximately $1 million for the equipment and do their own grinding. Contractors typically charge a fixed amount per day for the equipment on site, plus an amount per pass-km (one pass of the grinding machine for one km). Typical fixed amounts would be $15,000 per day and $1600 per pass-km.

358. Wheel truing to re-contour the wheel, provide a smooth running surface, and remove wheel flats. The most dramatic vibration reduction results from removing wheel flats. However, significant improvements also can be observed simply from smoothing the running surface. A wheel truing machine costs approximately $1 million. The TCRP (1997) report figures a system with 700 vehicles would incur a yearly cost of $300,000 to $400,000 for a wheel truing program.

359. Implement vehicle reconditioning programs, particularly when components such as suspension system, brakes, wheels, and slip-slide detectors will be involved. A slip-slide control system costs approximately $5,000 to $10,000 per vehicle, with a maintenance cost of $200 per year.

360. Limiting the propagation: concrete walls between a source and receiver could be applied to mitigate vibration.

4.5.6.3 Mitigation at Receivers:

361. For new buildings, this is generally via base isolation or by isolating spaces within buildings (box-in-box structure), which are more effective at dealing with ground-borne noise. A reduction of vibration can also be achieved by providing damping to, or changing the design of, floor constructions. It is generally unreasonable or impractical to retrofit vibration mitigation to existing buildings.

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4.5.7 Risks on Safety and Health

4.5.7.1 Impacts:

362. During the operation period, there are many risks on safety and health that will be taken into account as below:

- Train/worker accidents: Railway workers and even passengers could be damaged by the moving trains.

- Fatigue: Locomotive engineers and other railway workers are often required to work irregular work hours which may result in fatigue. Fatigue may be affected by the length and time of the shift (e.g. long night shifts, shift start times), the nature of the change between shifts (shifts rotation), the balance in concentration and stimulation in the work activities being undertaken, insufficient rest breaks, and the time of day.

- Fatigue, particularly of train attendants, signallers, maintenance workers, and others whose work is critical to safe operation, can pose a serious safety risk for railway workers and the general public

- Electric and magnetic fields: railway workers on electric railway system may have a higher exposure to electric and magnetic fields than the general public due to working in proximity to electric power lines.

4.5.7.2 Mitigation:

363. With the risks for safety and health described above, there are many management strategies that will be taken into account:

364. Train/worker accidents:

- Training workers in personal track safety procedures

- Blocking train traffic on lines where maintenance is occurring

- Design and construction of rail lines with adequate clearance for workers

- Fatigue, particularly of train attendants, signallers, maintenance workers, and others whose work is critical to safe operation. Therefore railway operators have to schedule rest period at regular intervals and during night hours, to the extent feasible, to maximize the effectiveness of rest breaks.

365. Electric and magnetic fields: occupational electric and magnetic fields (EMF) exposure will be prevented or minimized through establishment and identification of safety zones to differentiate between work areas with expected elevated EMF levels compared to those acceptable for public exposure, and limiting access to properly trained workers.

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CHAPTER 5: ENVIRONMENT MANAGEMENT PROGRAMME (EMP) AND

MONITORING PROGRAMME

5.1 Objective of EMP

366. Detailed descriptions are given in the Environment Management Plan (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.

367. The EMP describes how the mitigation and other measures to enhance the benefits of environmental protection will be implemented. It explains how the measures will be managed, who will implement them, and when and where they will be implemented. The environmental monitoring plan describes the monitoring activities to ensure that adverse environmental impacts will be minimized, and the EMP implemented. The environmental monitoring plan will cover selected parameters to indicate the level of environmental impacts. It also describes how, when, and where the monitoring activities will be undertaken; who will carry them out; and who should receive the monitoring report. More importantly, it includes a proposal to carry out environmental compliance monitoring activities.

5.2 Environmental Management Plan (EMP)

368. Notice boards will be erected at all construction sites providing information about the project, as well as contact information about the site managers, environmental staff, telephone number and other contact information so that any affected people can have the channel to voice their concerns and suggestions.

369. Construction plans and schedule, and traffic diversion plans have to be communicated widely in the media (newspapers, TV) in order to inform people in advance, especially those living in and near the project area.

370. Contractors must ensure that they provide a mechanism for receiving and responding to complaints e.g. hot line number must be available at the construction sites.

371. The project management board should cooperate with bodies such as Traffic Police, Department of Transport and community groups to regulate the traffic circulation along the streets. Contractors will be required to strictly comply with the regulations governing the construction of urban transport projects.

372. The proposed mitigation measures and the responsible organizations for implementation and supervision during the construction and operation phases to minimize the potential environmental impacts is summarized in Table 5-1.

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Table 5-1: Environmental Management Plan

Types of

Impact

Activity

phase

Source of

Impact

Location Parameters Mitigation Measures Applicable

Standard

Implement-

ation

organization

Supervision

organization

Air

pollution

Construction Dust from earthwork, emission from construction vehicle

Open construction sites and roads

TSP, NOx,

SO2

• Install barriers around the open construction sites.

• Cover carefully the construction materials and excavated soils during transport and storage.

• Water spraying inside and around the construction sites as well as for transport vehicle wheels.

• Good transport regulation.

TCVN 5937:2005

Constructor Project management unit, Department of transport and social works

Noise Construction

Powered mechanical equipment and vehicle


50 - 75 dB

• Install noise barriers.

• Re-route and regulate the traffic, a main source of noise

• Combine noisy operations to occur in the same time period.

• Avoid night-time activities if possible.

• In case of night construction: need permission of local authority; inform ahead to residents about why, when and how long the night construction is needed; avoid school exam time.

• Use low noise and vibration machines; equip silencer for engines.

• Concreted mixer, power generated and other stationary equipment will be carefully placed to be far away from residential areas.

TCVN 5949:1998

Constructor Project management unit, Department of transport and social works, DONRE, local authority

Operation Train and track noise

Along the line 50 - 75 dB

• Reduce noise generation by smooth wheels on smooth tracks

• Reduce ground-borne noise transmission by compact,

TCVN 5949:1998

Constructor Project management unit

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Types of

Impact

Activity

phase

Source of

Impact


Standard

Implement-

ation

organization

Supervision

organization

massive design, vibration isolation and high damping

• Reduce sound radiation by shielding

• The glass sound barrier could be the suitable choice for air-borne noise mitigation

Vibration Construction Powered mechanical equipment and vehicle


75 VdB • Use low noise and vibration machines; equip silencer for engines.

• Using press –in piling method.

• Install supporting wall piles to reduce vibration and settlement impact at underground stations.

TCVN 6962:2001

Constructor Project management unit, DONRE

Operation Train and track contact

Along the line 75 VdB Mitigation at source:

• Track design: vibration could be reduced significantly by applying resilient fasteners, ballast mats, resilient supported ties, floating slabs, Rail grinding on a regular basis and Wheel truing to re-contour the wheel.

• Maintenance procedures: effective maintenance programs are essential for controlling ground-borne vibration. When the wheel and rail surfaces are allowed to degrade the vibration levels can increase by as much as 20 dB compared to a new or well-maintained system.

Limiting the propagation:

• concrete walls between a source and receiver could be applied to mitigate vibration.

Mitigation at receivers:

• for new buildings, this is generally via base isolation or by isolating spaces within buildings (box-in-box structure),

TCVN 6962:2001

Constructor Project management unit

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Types of

Impact

Activity

phase

Source of

Impact


Standard

Implement-

ation

organization

Supervision

organization

which are more effective at dealing with ground-borne noise.

Wastewa

ter

Construction Washing construction equipment and vehicles; from workers

Working sites COD, BOD, Oil, SS, etc.

• Clean construction sites daily to avoid run off from sites to spoil water bodies.

• Good management of construction, chemicals and machine maintenance.

• Contractors such as HCMC Urban Environmental Company will be hired to treat and dispose solid and toilet waste generated during project construction.

Constructors Project management unit

Operation From train maintenance and from passengers

Stations and Tham Luong depot

COD, BOD, Oil, SS, etc.

• Install septic tanks at stations.

• Install wastewater treatment plant in Tham Luong depot

TCVN 5945:2005

Constructors Project management unit, DONRE

Solid

Waste

Construction From earthwork and worker activities

Working sites camps

• Excavated soils will be taken out only at two sites (23 September and Le Thi Rieng parks), then transported by a contractor to a well managed temporary dumping site Cu Chi, a suburban ward of Ho Chi Minh City which has low density of population.

• Normal and hazardous waste will be treated by contractors such as HCMC Urban Environmental Company.

Constructors Project management unit, DONRE

Operation From train maintenance and passengers

Stations and Tham Luong depot

• Non hazardous solid waste will be collected at each train station. If possible, place the labelled waste containers in passenger terminals for metals, glass, paper, plastics and food wastes.

For hazardous materials management:

Constructors, maintaining workers

Management unit

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Types of

Impact

Activity

phase

Source of

Impact


Standard

Implement-

ation

organization

Supervision

organization

• Use of aqueous detergent cleaning solutions or steam cleaning, or use and recycling of aliphatic cleaning solvents.

• Use of water-based paints.

• Use of track mats to retain wayside grease and other contaminants.

• Avoiding use of new or replacement parts with asbestos containing materials.

Ecology

Loss

Construction Prepare temporary sites for receiving materials and taking out excavated soil

23 September and Le Thi Rieng parks

• After the project finish, re-vegetation will be done in order to compensate tree loss.

Constructor Project management unit, Department of transport and social works

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5.3 Environmental Monitoring

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

374. Environmental monitoring will be carried out in both the construction and operation phases. In the construction phase, the monitoring will be undertaken daily and at other regular intervals by contractors and construction supervision companies.

375. Environmental staff will be trained prior to the start of construction for the monitoring. Daily monitoring will be primarily by visual inspection. Hand-held noise meters will also be used to monitor the noise level at sensitive receptors during construction. The objective of this daily monitoring program is to identify environmental issues so that appropriate mitigation actions, if needed, can be initiated and implemented timely to minimize the impacts.

376. In addition to the daily monitoring by contractors, a formal environmental monitoring program will also be carried out during the construction and operation phases. These programs will be conducted by professional environmental monitors with the main objective to provide official records on environmental and regulatory compliance status.

377. The formal environmental monitoring plan for both construction and operation stages is presented in Table 5.2 below:

Table 5-2: Environmental Monitoring Plan

Environment Item Contents Parameter Temp, Wind speed, Wind direction, Humidity, Pressure, TSP, NO2, CO, SO2,

THC Length 2 years for construction and first 2 years in operation

Frequency Once a quarter and 1 day each time Time 7:00, 10:00, 17:00, 21:00

Air

Location Stations of line 2: Ben Thanh, Dien Bien Phu, Hoang Van Thu, Tham Luong, An Suong

Parameter Noise level equivalent (Leq) Vibration Level Meter

Length 2 years for construction and first 2 years in operation Frequency Once a quarter and 1 day each time

Time One during the day and one at night

Noise and Vibration

Location 13 stations of line 2 and Vo Thanh Trang market, Lac Quang church, Van Hanh pagoda

Parameter Surface water: Temp pH, COD, BOD, SS, Total N, Total P, Hg, Pb, Oil, DO, Coliform

Length 2 years for construction and first 2 years in operation Frequency 3 months/time for construction phase; 6 months/time for operation phase

Time Day time

Water

Location Bach Dang wharf (Saigon River), Khanh Hoi bridge (Saigon River), Tran Quang Dieu bridge (Nhieu Loc canal), Tham Luong bridge (Tham Luong canal), Tham Luong canal (near National road 1A)

378. As night time construction is unavoidable, night time construction activities will be closely monitored. 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.

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5.3.1 Monitoring of Water Quality:

379. The monitoring of water quality shall be conducted for both surface water and underground water.

5.3.1.1 Groundwater monitoring:

380. The purposes of monitoring groundwater quality are to:

- Monitor the pollutant content in the project area

- Provide forecasts of the encroachment of pollution flows into the aquifers in the area;

5.3.1.2 Monitoring the quality of wastewater and surface water:

381. The surface water quality monitoring during construction will be carried out at the monitored locations identified, and at points of discharge from construction.

5.3.2 Reporting and Data Management:

382. Reports of environmental performance monitoring will be submitted to PMU, EA, ADB and DONRE once every 3 months.

383. Environmental monitoring data is essential 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 Ho Chi Minh.

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

5.4 Personnel training - Capacity building for Environmental management:

385. Personnel training will be provided in different stages of project implementation. At the begin of construction stage, mandatory environmental training will be organized. The training can be conducted by one of the environmental centers involved in environmental impact assessment and environmental management.

386. This training program will include, but not limited to, the following contents:

- Relevant environmental regulations, policies, standards of Vietnam;

- Environmental protection measures of the Project suggested in the design and requirements on environmental protection during the construction period.

- Environmental monitoring methods and procedures of EMP

- Environmental reporting: report preparation, interpretation of laboratory results

- Procedures of response action for environmental issues

- Responsibilities of all stakeholders in EMP

- Environmental issues related with metro lines improvement and operation

387. Schedule: 5 days (including literature and practical sections)

388. Participants: 30 people

- PMU staff:

o 2 managers from PMU

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o 2 full-time environmental staff

- Heads and environmental staff from contractors and construction supervision companies: 15 people

- Construction engineers: 10 people

389. For the operation phase, environmental staff from the metro operating authority and from other relevant units concerned with operation and inspection of the metro will be trained. The training programs will be primarily provided by professional environmental staff or in local universities.

390. Cost of training activities are estimated in Table 5.3 below:

Table 5-3: Estimated Cost of Training

No Items Unit Price Quantity Cost

1 Trainers: 1 specialist/day * 5 days specialist 2,000,000 5 10,000,000

2 Perdiem for participants: 30 people/day * 5 days VND/person 300,000 150 45,000,000

3 Documents: 1 document/person x 30 people document 200,000 30 6,000,000

4 Classroom: 1 room/day * 5 days room/day 5,000,000 5 25,000,000

5 Stationery: 1 set/person * 30 people set/people 100,000 30 3,000,000

Total (VND) 89,000,000

5.5 Estimate cost for Environment Treatments

391. These costs are included in the project costs as part of the feasibility study.

5.5.1 Estimate Cost for Environment Treatment During Construction Stage

5.5.1.1 Cost for Management Measures

392. The major measures employed to prevent or reduce environmental impacts during construction phase are good practice, management and supervision such as:

- Good management and supervision of construction activities and construction sites

- Good coordination of transportation.

- Good cooperation with authorities (e.g. traffic coordinating, applying for night working permit, etc.)

- Training for workers on safety, environment and sanitary requirements.

393. The cost of this type of measure is included in the project construction management cost which is estimated as 3% of the value of civil works.

5.5.1.2 Cost for Installing Environmental Protection Facilities

Table 5-4: Estimated Cost for Installing Environmental Protection Facilities

Facilities Unit Unit Price (dong) Quantity Sum

1 Installing noise and air pollution barriers (2 m height) around open construction sites (grade and elevated section, underground stations)

meter 350,000 14,000 4.900.000.000 VND

(306,250 USD)

2 Installing 5 mobile toilets (2 for underground sections, 2 for

toilet 200,000,000 5 1.000.000.000 VND

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elevated section and 1 for depot) (62,500 USD)

3 Installing supporting wall piles and inclined micro piles to reduce vibration and settlement impacts on adjacent structures

Estimated in the construction cost

5.5.1.3 Estimated cost for waste treatment activities

394. Regularly sucking the sewage tanks of 5 mobile toilets: Price: 100,000 VND/m3 = 6.25 USD/ m3

395. Daily collecting solid waste from construction sites: 120,000 VND/ton x 0.3 tons/day x 360 day/year = 13.000.000 VND/year = about 1000 USD/year

396. Collecting excavated waste: Total cost during construction phase: 1.4 million m3 x 42,000 VND/ m3 = 59 billion VND = 3.6mUSD

5.5.2 Estimate Cost for Environment Treatment During Operation Stage

Table 5-5: Estimated Installation Cost for Environmental Mitigation Solutions During Metro

Operation Stage

No Facilities Unit Unit price (VND) Quantity Sum

1 Mitigation of noise impact

Glass sound barrier (ft) 2,240,000 1,333 2,985,920,000

2 Mitigation of vibration impact

Ballast mat (ft) 2,880,000 2,000 5,760,000,000

Septic tank and collecting system at stations

100,000,000 14 1,400,000,000 3 Wastewater treatment

Treatment system at Tham Luong depot

500,000,000 1 500,000,000

4 Solid waste management

Solid waste containers at stations

10,000,000 14 140,000,000

TOTAL (VNĐ) 10,785,920,000

Table 5-6: Estimated Operation and Maintenance Cost for Environmental Mitigation Solutions During

Metro Operation Stage

No Facilities Unit Unit price

(dong/month) Quantity Sum

Septic tank and collecting system at stations

6,000,000 14 84,000,000 1 Wastewater treatment

Treatment system at Tham Luong depot

20,000,000 1 20,000,000

2 Solid waste management

Solid waste containers at stations

5,000,000 14 70,000,000

TOTAL (VNĐ/month) 174,000,000

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5.6 Estimate Cost for Monitoring Environment

Table 5-7: Annual Cost of Monitoring Works

No Parameter

Number of

monitoring

points

Number of

samples/pe

r day

Number of

day/period

Number of

times/year

Unit price

(1000VND)

Cost price

(1000VND)

1 Air monitoring 44,640

Temp 5 4 1 4 32 2,560

Wind speed 5 4 1 4 32 2,560

Wind direction 5 4 1 4 32 2,560

Humidity 5 4 1 4 32 2,560

TSP 5 4 1 4 70 5,600

NO2 5 4 1 4 70 5,600

CO 5 4 1 4 70 5,600

SO2 5 4 1 4 70 5,600

THC 5 4 1 4 150 12,000

2 Noise and Vibration 10,400

Noise 13 2 1 4 50 5,200

Vibration 13 2 1 4 50 5,200

3 Surface Water 19,440

Temp 5 1 1 4 32 640

pH 5 1 1 4 30 600

COD 5 1 1 4 80 1,600

BOD 5 1 1 4 80 1,600

SS 5 1 1 4 50 1,000

Total N 5 1 1 4 80 1,600

Total P 5 1 1 4 60 1,200

Hg 5 1 1 4 80 1,600

Pb 5 1 1 4 60 1,200

Oil 5 1 1 4 300 6,000

DO 5 1 1 4 60 1,200

Coliform 5 1 1 4 60 1,200

4 Labour cost 6,034

Take specimens of surface water:

2 people/days 1 4 200 800

Take specimens of air quality: 4 people/days 1 4

872

3,489

Take specimens of vibration and

noise: 4 people/days 1 2

872

1,745

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No Parameter

Number of

monitoring

points

Number of

samples/pe

r day

Number of

day/period

Number of

times/year

Unit price

(1000VND)

Cost price

(1000VND)

5 Car for taking

specimens 3 4 1000 12,000

Total

(1+2+3+4+5) 92,514

VAT 5% 4,626

Total cost 97,140

5.7 Institutional Framework for EMP Implementation

397. The responsibilities and participation of the different stakeholders are enumerated in the following table:

Table 5-8: Organizations Involved in EMP

Organization Responsibilities

Management Authority for Urban Railways (or new Metro Authority if created)

� MAUR (or new Metro Authority) are the project owner

� Environmental Management Unit will be established

� Responsible for all matters once the metro line is constructed and open

� Respond to emergency situation including environmental accidents

Ho Chi Minh City 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

� Review and respond environmental monitoring reports

� Monitoring the implementation of mitigation measures for construction and operation stages

� Assess effectiveness of recommended mitigation measures in minimize the adverse impacts

Project Management Unit (PMU)

� Overall planning, management and monitoring of the environmental management during project design and implementation.

� Supervise to ensure that all environmental protection and mitigation measures are carried out.

� Coordinate with people Committees in environmental management activities

� Organize training courses for local staff and contractor’s teams on mitigation measures and safety methods

� Prepare contractual requirements and specification for environmental performance with contractors and construction supervisions; for environmental monitoring with Independent Environmental Monitoring Consultant

� Review and respond with new mitigation as may be necessary to environmental monitoring reports.

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� Report on environmental information to DONRE and ADB

� Implement changes or adjustments according to DONRE recommendation

Project Design and Management Consultants

� Carry out some EMP tasks and assist PMU with environmental issues during construction

� Provide environmental training to PMU and contractors

Independent Environmental Monitoring Consultant

(Selected by PMU)

� Conduct environmental monitoring for both construction and operation stages

� Provide monitoring reports

� Recommend corrective actions

Contractors � Appoint two full time environmental staff

� Implementation construction stage mitigation measures

� Report regularly environmental performance

People Committees of involved districts

� Supervise the implementation of the environmental management plan during and after construction phase.

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CHAPTER 6: ECONOMIC AND SOCIAL ASSESSMENT

6.1 Quantifiable Economic Benefits

6.1.1 Vehicle Operating Costs (VOC) Saving

398. Vehicle cost savings are calculated on a similar basis as the value of time, comparing the km cost of all trips in the identified catchment area with and without the project. The cost per trip is built up by different mode and includes repair and maintenance, fuel, parking and public transport fares. Sensitivity tests on fares were run and the price elasticity of demand was found to be in the region of about 0.8 in 2015 (fairly elastic) to about 0.4 by 2025 (fairly inelastic). This is logical since affordability rises over this period and fares become a smaller part of the household income. In 2016, the daily saving in vehicle km is about 365,000 and the cost, about $0.1/km. Daily vehicle cost savings are estimated at about $40,000 a day or $15 million a year in 2016 rising to about $45 million by 2025.

6.1.2 Travel Time Savings

399. The time savings are calculated based on the relative total time for trips made on a daily basis within the catchment with and without the project and projected by the demand forecast model. In very broad terms, by 2016 (before ramp up) there are about 190,000 daily trips on the Line 2. Daily travel time savings across all modes is about 60,000 hours. The weighted average value of time is about $1 per hour. Daily travel time savings are thus about $60,000 a day for the 14 million person trips in the catchment area. This gives an average time saving across all person trips in the catchment of 0.2 minutes and an annual saving of about $21 million. The savings in travel time increase over time as ridership increases and value of time grows with income and affordability with savings amounting to about $100 million by 2025. “Ramp up” is assumed at rates of 60% in year 1, reaching 100% by year 5 (2020).

6.1.3 Job Creation

400. Permanent jobs in the Metro organization are treated as additional to the economy since the bus network reorganization will facilitate feeder and inter-related services, such that employment in the transport network as a whole is not reduced by any significant amount upon the opening of Line 2. Permanent jobs are valued adopting the GDP value-added /employee ratio in the transport sector in HCMC to the number of staff assumed in each year . The economic benefit in 2016 is about $9.6 million rising to $9.8 million in 2025.

6.2 Other Economic and Social Benefits

401. There are other benefits associated with the economic contribution of Line 2 to HCMC that have not been factored into the economic analysis. First, if we assume that Line 2 contributes to the overall shift to public transport modes, there will be far greater time and vehicle cost savings arising from the project. Considering the wider contribution of Line 2, there are also other benefits streams that have not been included.

402. The most important additional benefit streams are associated with land and property benefits. A mass transit system enables the city to be more centralized, negating the need for additional infrastructure; there is also considerable opportunity for economic activity to concentrate at easy access points in the city, i.e. stations. To-date, commercial / residential development at stations has not been considered under the feasibility study and as such, the incremental impact has not been able to be valued and included in the economic analysis. However, anecdotal evidence can provide some order of magnitude of the impact. Adopting conservative estimates of the economic value of ten additional office buildings resulting from improved connectivity in the city center would drive up the economic performance considerably. Improved connectivity for existing property increases the value of land around stations and as seen elsewhere often leads to changing use and function of the area with associated economic activities occurring as a result.

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Finally, assuming that the Line 2 contributes to the overall shift to public transport modes, there are benefits from the opportunity cost of land from parking of motorbikes.

403. There are potential benefits in avoided accidents. Over the period 2007 to 2025, with the shift to public transport, some 4 million trips by motorbike are saved. Adopting current accident rates some 480 traffic fatalities could be avoided, some of which could be attributed to Line 2.

404. Estimated reduction in pollution and the value that people place on improvements in their living environment, with and without a metro system would be a research project in its own right. It is clear that a shift of mode to public transport would provide a far better pedestrian environment at-grade and lower levels of air and noise pollution. Being a relatively low rise city, compared to those in other parts of Asia, having a comfortable, clean and safe pedestrian street level could be a major comparative advantage in terms of livability.

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CHAPTER 7: PUBLIC CONSULTATION AND INFORMATION DISCLOSURE

7.1 Purpose of the Public Consultation

405. Public consultation is mandatory as part of the EIA process for Metro line No2 following the Environmental Protection Law as well as the regulation of ADB. The adequacy of the public consultation and information disclosure is one of the criteria used to determine the project compliance with the safeguard policies.

406. The purpose of this public consultation is to contribute to the EIA by providing a range of opinions and new and innovative ideas regarding the implementation and the impacts of different types of policies and measures. This gives a chance for community to present their opinions and concerns about the project, especially for people who are directly affected during project implementation and operation, in order to reduce adverse impacts and other problems which were not mentioned in the project. Based on the result of public consultation, the project team will choose the appropriate solution in design and implementation to minimize adverse impacts on the project-affected people.

407. Effective public consultation reduces the risk of conflicts and substantial delays in project implementation. Wider public support for the project is essential for the sustainability of the project. This can be used to evaluate direct and indirect environmental impacts, and assess short term and long-term resource use implications.

7.2 Principles of Public Consultation

408. Public consultation and information disclosure in the EIA process is to be guided by the following general principles:

409. Information Dissemination. Sufficient information will be provided in accessible and culturally appropriate ways. Providing information about benefits and disadvantages of the project at an early stage of the EIA process allows people time to think about the issues, consider implications, and formulate their views. An informed public will understand the trade-offs; be able to contribute meaningfully to project design; and have greater trust with the project proponent.

410. Information Solicitation. Asking and listening to the local community, residents, and interested groups about their views and input into the EIA yield new insights and site specific information. Provides public’s past experience with authorities and can initiate constructive dialogue.

411. Integration. Predicting likely direct and indirect impacts, short-and long-term resource use implications, evaluating their significance and risks, and developing appropriate mitigation and monitoring programs require not only the scientific data collected by sampling and modelling, but must be based on stakeholder‘s input and views.

412. Coordination. The ability to conduct effective public consultation depends on how individual team members appreciate benefits of consultation, understand their roles, and cooperate with each other. A well-integrated Project Team with well-defined roles and responsibility can facilitate dialogue with the executive agency to inform the ADB’s requirements and gain its commitment to remove any constraints to carry out public consultation throughout the project cycle.

413. Engaging People in Dialogue. Public consultation involves engaging people in dialogue – a two-way flow of information and ideas between the project proponent and the stakeholders with the opportunity for the stakeholders to express their views and concerns. Ensuring the opportunity to participate in dialogue during the early preparation stage of the EA process enables to manage expectations and detect any potential serious conflict and help resolve issues before they lead to conflict, reducing financial losses due to delays.

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7.3 Methodology

414. The following flow chart describes steps to implement the two public consultations:

- PC by setting a meeting with participation of all related members.

- Organization: Two meeting for 6 districts on project area. The details as follows:

� Participants: representatives of every districts, wards such as: local People‘s Committee, local Fatherland front, header resident quarters.

� Period of meeting: three hours

� Role of organizers and Participants:

� Organizer generally provide:

• Information to participants on the purpose and objectives of the meeting;

• Design project of MVA Asia Limited, potential impacts of the group EA.

Report

PC Meeting 1

MVA (Introduce the project)

HEPA (EIA)

COLLECT

The concerns and

PC Meeting 2

Answer the participants and correct EIA report

Represent the corected parts as requirements

Vote to support the project

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• Opportunity for participants to express individual views without interruption or contradiction;

• Opportunity to build on view expressed and, whenever possible, to discuss and reach conclusion, consensus or recommendations;

• Opportunity for the participants to engage in open-ended discussion (generally at the conclusion of meeting).

� Participant:

• Understand information obtained in meeting.

• Contribute their views to recognize omitted impacts of project.

• Offer conclusions and policies to bad mitigating impacts, it is opportunity to them discuss problems which interest around the project.

• Fill in questionnaire.

- Questionnaire of Ho Chi Minh City metro rail system project, line 2 includes 10 questions (multi-choice and writing answers) with the following form:

QUESTIONNAIRES OF

HO CHI MINH CITY METRO RAIL SYSTEM PROJECT, Line 2

Name:

Address:

Represent:

□ Local people living along metro line:

□ Local government:

□ Local union:

1. How do you understand the introduction of the scale and legal base of the project? □ Very clear □ Not really □ Don’t understand 2. How do you understand the introduction of technical design of the project? □ Very clear □ Not really □ Don’t understand 3. How do you understand the introduction of the Predicted environmental impacts of the project during construction and operation phases? □ Very clear □ Not really □ Don’t understand 4. How do you assess the current environmental status of your living area?

Environmental component Very polluted

Polluted

No pollution

Don’t know

Air environment

Surface water environment

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Underground water environment

Noise

Vibration

5. How do you assess the Infrastructure status of your living area?

Infrastructure component Very goo

d Good Neutral

Very bad

Water supply system Drainage system Electricity system

Road system Anti-flooding system

Traffic system

6. Could you please assess the impacts of the project to the following aspects during the construction phase?

Aspect Good impa

ct

Bad impa

ct

No impact

Air environment Surface water environment

Underground water environment Noise and vibration

Soil environment (soil subsidence or pollution)

Fauna and flora system Urban landscape Traffic congestion

Traffic accident and working accident Commerce and services

Underground water flooding (tunnels)

Others: 7. Do you agree with the mitigating solutions? □ Totally agree □ Agree □ Don’t agree If not, please raise your idea:

8. Could you please assess the impacts of the project to the following aspects during the operation phase?

Aspect Good impa

ct

Bad impa

ct

No impact

Air environment Surface water environment


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Noise and vibration Soil environment (soil subsidence or

pollution)

Fauna and flora system Urban landscape Traffic congestion Traffic accident

Commerce and services Underground water flooding (tunnels) Cultural-social environment

Others: 9. Do you agree with the mitigating solutions? □ Totally agree □ Agree □ Don’t agree If not, please raise your idea: 10. After being presented all information about the technical design, impacts and mitigating solutions of the project, do you agree to develop this project in your living area? □ Totally agree □ Agree □ Don’t agree

Date: …………………………………………….

Signature:………………………...…………..............

7.4 Implementation

415. Base on the design project of MVA Asia Limited, the EIA group carried out field work in order to:

- Determine the places the project will impact on environment

- Work and exchange information with representatives of local government before holding meeting.

- Identify stakeholders and make a list participant.

- Send letter of invitation.

- Held meeting.

- Collect and classify questionnaires.

7.4.1 Stakeholders Identification:

416. Based on the map of metro line No2, the affected areas are as follows:

- District 1: Ward (W) Nguyen Thai Binh, W Pham Ngu Lao, W Ben Thanh

- District 3: W4, W5, W6, W9, W10, W11, W12, W13, W14

- District 10: W11, W12, W15

- District Tan Binh : W4, W5, W6, W7, W11, W12, W13, W14, W15

- District Tan Phu: W Tay Thanh, W Tan Son Nhi

- District 12: W Tan Thoi Nhat, W Dong Hung Thuan

- In total: The Metro line No2 goes through 6 districts, 28 wards.

Table 7-1: Identify stakeholders and amount

Stakeholders In detail Amount of people 1. Representatives of consultant and investor : 7 people 6 people

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- MVA: 2 people - HEPA: 2 - PMU of urban railway : 2 2.Representatives of District: 6 Districts - People’s committee, party committee: 1 - District’s Fatherland front: 1 (representatives of Fatherland front District’s Woman union, District youth union)

2 people/Dist. x 6 Dist.

12 people

3. Representatives of wards: -Ward’s leader: 28(one person/ward) - Ward’s Fatherland front: 28(one person/ward) - Local people living along metro line No2: 86 from 6 district.

142 people

In total 161 people

7.4.2 Organization of public consultation:

417. The public consultation was implemented into two phases

Phase1: during the early stage of EIA field work (when preparing TOR) in order to provide information about the project, the environmental impacts for affected people and collect their opinions and concerns about the project.

Phase 2: when finishing the draft of EIA report.

7.4.2.1 Phase 1

418. PC Program was organized in 2 days for 2 different groups:

- Who: People’s committee, party committee, district’s Fatherland front, district’s Woman union, district youth union, ward’s leader, ward’s Fatherland front, local people living along metro line No2.

- Group 1:

o Including district 1, 3, 10 (15 wards, 77 attendees)

o Location meeting: The main Hall of Labor Federal, 14 Cach Mang Thang Tam St, Ward Ben Thanh, District 1.

o Date meeting: February 21st, 2008

- Group 2:

o Including district Tan Binh, Tan Phu, 12 (13 wards, 65 attendees)

o Location meeting: The main Hall of Culture and Sport Centre, 448 Hoang Van Thu St, Ward 4, Tan Binh District.

o Date meeting: Friday, February 22nd , 2008

Table 7-2: Content of the Consultation Event – Phase 1

Time Content Who

08:00 – 08:15 Welcome delegates HEPA

08:15 – 08:25 Introduce the purpose of the meeting HEPA

08:25 – 08:35 Introduce scale and legal base of the project PMU

08:35 – 09:00 Introduce technical design of the project MVA

09:00 – 09:20 Predicting environmental impacts of the project during HEPA

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construction and operation

09:20 – 09:10 Distribute Questionnaire to delegates HEPA

09:10 – 10:00 Record opinions from delegates about possible impacts of the project

HEPA – MVA

10:00 – 10:10 Finish the meeting and collect Questionnaires HEPA

7.4.2.2 Phase 2

419. PC Program will be organized for 6 districts on a same day

- Who: People’s committee (6 attendees), district’s Fatherland front (6 attendees), ward’s leader (28 attendees), ward’s Fatherland front (28 attendees)

Table 7-3: Implementation of Public Consultation Programme

Content Responsibility Deadline

Phase 1

Prepare venue, questionnaires and logistics for public consultation phase 1

HEPA 04 February

Prepare invitations for the first public consultation and send invitation to stakeholders

HEPA and Local authority 12 February

Contents of public consultation phase 1: - provide information about the project’s scale and source. - Introduce about technical design of the project. - Predict environmental impacts in the implementation and operation of the project - Distribute questionnaires to representatives of all stakeholders - Collect questionnaires

PMU of Internal railway

MVA

HEPA

HEPA HEPA

Group 1: 21/02/08 Group 2: 22/02/08

- Prepare report of pubic consultation phase 1 HEPA 28 February Phase 2 - Prepare venue, logistics, invitations and send invitations for phase 2

HEPA and Local authority 15 May

Contents of Public consultation phase 2: - Present the report of collected opinions of participants in the first PC. - Presenting the supplementary environmental impacts and solutions for minimizing potential impacts during the construction and the operation phase. - Record new supplementary opinions and agreement or disagreement with project

HEPA

22 May

Complete the report of public consultation phase 2.

HEPA 25 May

420. The contents of the discussion comprised:

- Public opinions on the potential impacts from project implementation to the environment and social development.

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- Which issues should be paid attention for environmental protection during construction and operation phrase.

- What are the proposed mitigation measures?

- What are the proposals and requirements with the project?

- Support or against to the project?

421. Summary the comments and suggestion of participants and questionnaire in PC meeting:

- Total participants in PC meeting in February 21st ,22nd 2008: 110

- Total set of questionnaire issued: 110

- Total set of questionnaire gathered in: 94

7.4.3 Results of Collected Comments from Participants of PC Meeting.

Answer %

(Number of people answer) Question

Very clear Not really Don’t

understand No answer

How do you understand the introduction of the scale and legal base of the project

79.8 (75)

18 (17)

0 (0)

2.2 (2)

2. How do you understand the introduction of technical design of the project?

69.0 (65)

12.8 (12)

0 (0)

18.2 (17)

3. How do you understand the introduction of the Predicted environmental impacts of the project during construction and operation phases?

62.8 (59)

16.0 (15)

0 (0)

21.2 (20)

How do you assess the current environmental status of your living area?

Answer sentence %(Number of people answer)

Environmental component Very

polluted Polluted

No pollution

Don’t know

Air environment 8.5 (8)

69.0 (65)

16.0 (15)

6.5 (6)

Surface water environment 5.3 (5)

44.7 (42)

28.7 (27)

21.3 (20)


4.2 (4)

40.5 (38)

34.0 (32)

21.3 (20)

Noise 17.0 (16)

46.8 (44)

19.2 (18)

17.0 (16)

Vibration 6.4 (6)

36.2 (34)

25.5 (24)

31.9 (30)

Average(%) 8.3 47.4 24.7 19.6

How do you assess the Infrastructure status of your living area?

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Answer sentence %

(Number of people answer) Infrastructure component

Very good Good Neutral Very bad No answer

Water supply system 10.6 (10)

39.4 (37)

39.4 (37)

5.3 (5)

5.3 (5)

Drainage system 6.4 (6)

35.1 (33)

45.7 (43)

12.8 (12)

0 (0)

Electricity system 3.2 (3)

46.8 (44)

40.4 (38)

3.2 (3)

0 (0)

Road system 4.2 (4)

39.4 (37)

38.3 (36)

18.1 (17)

0 (0)

Anti-flooding system 6.4 (6)

19.2 (18)

36.2 (34)

33 (31)

5.2 (5)

Traffic system 5.3 (5)

18.1 (17)

36.2 (34)

16 (15)

24.4 (23)

Average(%) 6 33 39.5 14.7 5.8

Question Answer

% (Number of people answer)

Could you please assess the impacts of the project to the following aspects during the construction phase?

Good impact Bad impact No impact No

answer


39.4 (37)

57.4 (49)

5.3 (5)


23.4 (22)

58.5 (55)

12.8 (12)

Underground water environment 4.2 (4)

44.7 (42)

41.5 (39)

9.6 (9)

Noise and vibration 3.2 (3)

43.6 (41)

43.6 (41)

9.6 (9)

Soil environment (soil subsidence or pollution) 2.1 (2)

47.9 (45)

38.3 (36)

11.7 (11)

Fauna and flora system 2.1 (2)

7.4 (7)

71.3 (67)

19.2 (18)

Urban landscape 15

(14) 29.8 (28)

42.5 (40)

12.7 (12)

Traffic congestion 9.6 (9)

47.9 (45)

35.1 (33)

7.4 (7)

Traffic accident and working accident 7.4 (7)

29.8 (28)

51.1 (48)

11.7 (11)

Commerce and services 25.2 (24)

26.6 (25)

39.4 (37)

8.5 (8)

Underground water flooding (tunnels) 4.2 (4)

26.6 (25)

55.3 (52)

13.9 (13)

Average(%) 6.1 33.4 48.6 11.9

Totally agree Agree Don’t agree

No answer Do you agree with the mitigating solutions?

19.1 (18)

75.5 (71)

2 (2)

3.4 (3)

422. Others:

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- Grow a lot of pathogenic organisms such as: fly, mosquito, and bad odor…so project must have solutions to protect the healthy native living along Metro line No2 from bad effects.

- The quality of underground water can be affected by pressing and driving in stake.

- Ensure progress of the project to avoid living and daily activities of the native.

- Should be more interested in solid waste treatment to mitigate impact to environment and good-looking urban.

- Need to mention solutions to mitigate dust arising from clearing the ground at depots.

- Solutions avoid and mitigate struck traffic are not really effective.

- Are there any solution supporting business or compensating for healthy and spirit damage by impact of project during construction?

- Solutions of mitigating impact of environment are very vague, unspecific. Need to propose more specific and effective methods for dust and noise.

- Need to field work more details and collect more public opinions around the project, base on building and designing more fit solutions.

- Undertake: Carry out supervision well, surmount rapidly reflections and petitions

- To ensure on schedule of project.

- Add solutions about water use need for people (with respect to ground-water houses used be influenced owing to project).

- Solutions are too not yet concrete general, don’t prove clearly feasibility of those solutions (digital data concrete reduction how much to be) because the EA there is permanency valuation.

- Control the time and arrange public transport, vehicle which transport material along metro line No2.

- Need to point attention impacts of domestic waste during contribution and solution prevents waste pollution when depots operate.

Question Answer

% (Number of people answer)

8. Could you please assess the impacts of the project to the following aspects during the operation phase?

Good impact Bad impact No impact No answer


16 (15)

66 (62)

5.3 (5)


11.7 (11)

58.5 (55)

21.3 (20)

Underground water environment 7.4 (7)

30.9 (29)

54.3 (51)

7.4 (7)

Noise and vibration 3.2 (3)

39.4 (37)

49 (46)

8.4 (8)

Soil environment (soil subsidence or pollution) 2.1 (2)

33 (31)

51.1 (48)

13.8 (13)

Fauna and flora system 4.2 (4)

5.3 (5)

78.7 (74)

11.8 (11)

Urban landscape 40.4 (38)

6.4 (6)

43.6 (41)

9.6 (9)

Commerce and services 51.1 (48)

6.4 (6)

35.1 (33)

7.4 (7)

Traffic congestion 45.7 (43)

16 (15)

30.8 (29)

7.5 (7)

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Traffic accident 45.7 (43)

16 (15)

30.8 (29)

7.5 (7)

Underground water flooding (tunnels) 39.4 (37)

10.6 (10)

42.5 (40)

13.7 (13)

Cultural-social environment 9.6 (9)

15 (14)

61.7 (58)

11.7 (11)

Average (%) 19.7 16.7 53.2 10.4 Totally agree

Agree Don’t agree

No answer Do you agree with the mitigating solutions? 26.6

(25) 66

(62) 1.1 (1)

6.3 (6)

423. Others:

- Pay attention to manage insanitary status at stations due to high density passenger. Forbid selling things from door to door in and around depot section.

- In depots need to manage garbage well to avoid affecting environment outside.

- Rate noise of depots is higher than (loudspeaker, human sound, vehicle transport)

- Prevent increasing the social evils at depots.

- Repair and design enough toilets in and around depot.

- Overtly information project with householder living on route.

- This project is really necessary to improve the traffic state of Ho Chi Minh city needs to consult and learn by experience from experts in this field or projects of some other countries. Hoping that the project will implement soon.

- A lot of potential impacts were presented; however, implement and operation process need a good supervision and check to solve other impacts which now we cannot forecast.

Question Totally agree

Agree Don’t agree

No answer

10. After being presented all information about the technical design, impacts and mitigating solutions of the project, do you agree to develop this project in your living area?

37 (35)

52.1 (49)

0 (0)

10.9 (10)

424. Other:

- Attract and grow pathogenic organisms such as: fly, mosquito, and bad odor…so project must have solutions to protect the healthy native living along Metro line No2 from bad effects.

- The quality of underground water can be affected by pressing and driving in stake.

- Ensure progress of the project to avoid living and daily activities of the native.

- Should be more interested in solid waste treatment to mitigate impact to environment and good-looking urban.

- Need mention solutions mitigate dust arising from clearing the ground at depots

- Solutions avoid and mitigate struck traffic are not really effective.

- Are there any solution supporting business or compensating for healthy and spirit damage by impact of project during construction.

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- Solutions of mitigating impact of environment are very vague, unspecific, need to propose more specific and effective methods for dust and noise.

- Need to field work more details and collect more public opinions around the project, base on building and designing more fit solutions.

- Undertake: Carry out supervision well, surmount rapidly reflections and petitions

- To ensure on schedule of project.

- Add solutions about water use need for people (with respect to ground-water houses used be influenced owing to project).

- Solutions are too not yet concrete general, don’t prove clearly feasibility of those solutions (digital data concrete reduction how much to be) because the EA there is permanency valuation.

- Control the time and arrange public transport, vehicle which transports material along metro line No2.

- Need to point attention impacts of domestic waste during contribution and solution to prevent waste pollution when depots operate.

7.4.4 Summary of the Comments and Suggestion of Participants

425. Following the summary the comments and Suggestion of participants in 2 PC meeting:

(1) 79.8 percentage of participant understand the introduction of the scale and legal base of the project.

(2) 69 percentage of participant understand the introduction of technical design the project.

(3) 62.8 percentage of participant understand the introduction of the predicted environmental impacts of the project during construction and operation phases.

(4) Majority of participants assessing the current environmental status of your living area is polluted: 47.4% (no polluted 24.7%).

(5) The infrastructure status of your living area is neutral. (6) Majority of impacts during instruction phase affect understand water, noise and vibration, soil environment (soil subsidence or pollution) and traffic congestion. (7) 94.6 percentage of comment agrees with the mitigating solutions. (8) The impacts of the project to the following aspects during the operation phase: not impact: 53.2%, Good impact: 19.7%, Bad impact: 16.7%, no answer: 10.4%. (9) 92.6 percentage of participant agrees with the mitigating solutions. (10) After being presented all information about the technical design, impacts and mitigating solutions of the project, 89.1 percentage of participant agrees to develop this project in your living area.

426. In virtual all PC meetings, participants were supportive the project but they required that:

- The project must implement fit rate of progress, avoid interrupting living and daily activities of local community.

- Providing information off project for community.

- Having specific solutions to mitigate environmental impacts affecting quality life, specially air, underground water environment, noise and vibration.

- Reviewing the effective solutions, supplementing more mitigated solutions, rapidly solving extra problems during operation.

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- Finally, the participants hoped that the proposed mitigation measures in EA report must be implemented seriously following pledging.

7.5 Summary of the Comments and Suggestions of Participants in the 2nd PC Meeting.

- Total participants in PC meeting in May ,25th 2008: 37

- Total PC paper issued: 37

- Total PC paper gathered in: 31

Table 7-4: Summary the Comments of the People’s Committee

Component Total 6 Districts with 28 wards. People‘s Committee

Agree

Not comme

nt Disagree

District 1 X Ward(W) Nguyen Thai Binh,

X

W Pham Ngu Lao, X W Ben Thanh X District 3 X W4 X W5 X W6 X W9 X W10 X W11 X W12 X W13 X W14 X District 10 X W11 x W12 X W15 X District Tan Binh X W4 X W5 X W6 X W7 X W11 X W12 X W13 X W14 X W15 X District Tan Phu X W Tay Thanh X W Tan Son Nhi X District 12: X W Tan Thoi Nhat X W Dong Hung Thuan X Total 17 17

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Table 7-5: Summary the Comments of the Fatherland Front

Component Total 6 Districts with 28 wards. Fatherland front Agree

Not

comment Disagree

District 1 x Ward(W) Nguyen Thai Binh,

x

W Pham Ngu Lao, x W Ben Thanh x District 3 x W4 x W5 x W6 x W9 x W10 x W11 x W12 x W13 x W14 x District 10 x W11 x W12 x W15 x District Tan Binh x W4 x W5 x W6 x W7 x W11 x W12 x W13 x W14 x W15 x District Tan Phu x W Tay Thanh x W Tan Son Nhi x District 12: x W Tan Thoi Nhat x W Dong Hung Thuan x Total 13 21

427. The opinions of participants through the PC 2 can be summarized as following:

- Result of PC2:

o 30/34 participants agreed to carry out this project

o The rest of participants did not comment.

- Environmental concerns/ Issues raised

o Inform necessary information to directly affected community.

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o During contraction phrase:

� Reduction the noise and vibration impacts and air pollution at the lowest.

� Supervision and solving the environmental risks as soon as possible.

� Ensure the sanitary status (solid waste, water pollution….).

� Ensure the implement rate of progress.

� Need to choose time and place collecting waste and contraction materials, avoid affecting the traffic and urban landscape.

- In operation phase, maintain clean and sanitary conditions around depot sections

- Ensure that the proposed mitigation measures in EA report must be .implemented seriously following pledging.

7.6 Conclusion

428. The PC meeting is one of the important steps of Metro line No2 EA report being satisfy the interest of participants, specially the local government. They expressed expectations and knowledge on the project through comments and suggestions. MVA Asia Limited and The EA group presented all related information, answer the question to help the participants to understand more clearly about benefit and necessary project.

429. In general, the people from districts and wards would like the potential impacts of the project to be mitigated by the suitable measure. The community expects that the mitigation measures in the report must be strictly applied and implemented during working time.

Table 7-6: Summary of the PC Consultation Programs

Total Districts/Wards

PC

meeting Date Venue

Dist Ward

Total

participants

PC1 –

Group 1

Feb 21st 2008 The main Hall of Labor Federal, 14 Cach Mang Thang Tam St, Ward Ben Thanh, District 1

1, 3, 10 15

PC1 –

Group 2

Feb 22nd 2008 The main Hall of Culture and Sport Centre, 448 Hoang Van Thu St, Ward 4, Tan Binh District

Tan Binh, Tan Phu, 12

13

Totally: 110 People ‘s committee (21); Fatherland Front (14); Local resident (75)

PC2 May 25th 2008 The main Hall of Phu Nhuan Cultural

House, 70-72 Nguyen Van Troi street, Ward

8, Phu Nhuan district

1, 3, 10, Tan Binh, Tan Phu, 12

28 Totally: 34 People ‘s committee (17); Fatherland Front (13);

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CHAPTER 8: DIRECTION ON SOURCES OF INFORMATION AND DATA

8.1 Document sources, reference data

Division of Hydrology and Engineering and Geology for the South of Vietnam (Division No. 8) (2002). Groundwater Planning and Exploitation Report.

Nguyen Xuan Nguyen, 2004, Nuoc thai va cong nghe xu ly nuoc thai, NXB Khoa Hoc Ky Thuat (Wastewaters and wastewater treatment technologies)

US Department of Transportation, 2006, Transit noise and vibration impact assessment.

The Second Survey and Design Institute of China Railway, 2005, Environmental Impact Assessment Report of the Guiyang-Kunming Railway line.

Canter, 1996, Environmetal Impact Assessment, McGraw-Hill

BS ISO 14837-1:2005, Mechanical vibration- Ground-borne noise and vibration arising from rail systems, British Standards.

Nelson, 1997, Wheel/rail noise control manual, TCRP Report 23, National Academy Press, Washington, D.C

Kurzweil, 1979, Ground-borne noise and vibration from underground rail system, Journal of Sound and Vibration, 66: 363-370

International Finance Corporation, 2007, Environmental, Health, and Safety Guidelines RAILWAYS, World Bank Group

DOSTE, 2000, Energy Efficiency Improvement of Urban Transport System and Mitigation of GHGs and other Harmful Emissions, Report No.1, HoChiMinh City, Vietnam.

HEPA (2007). Air Quality Monitoring report of Project ““Extending and upgrading Nam Ky Khoi Nghia – Nguyen Van Troi street”during construction phase

Morris, P. and Therivel, R (2001), Methods of Environmental Impact Assessment (2nd Ed.)(pp. 351 – 364). Spon Press

White, D., Finlay, T., Bolton, M. and Bearss,G. (2001). Press-in piling: Ground vibration and noise during

pile installation. Cambride University

Department of Science, Technology and Environment, HCMC (2003) Air Quality Monitoring Data, January – June 2003.

HCMC People’s Committee (2002) Environmental Strategy for HCMC.

Khoa, Le Van, (2002) Air Quality Management in Ho Chi Minh City, Le Van Khoa: DoSTE HCMC.

Multi-sectoral Action Plan Group (2002) Integrated Action Plan to Reduce Vehicle Emissions: Viet Nam, March 2002.

Statistical Office of HCMC (2002), Statistical Yearbook 2002.

Larry W. Canter, 1996, Environmetal Impact Assessment, McGraw-Hill

Tran Duc Ha, 2006, Xu ly nuoc thai sinh hoat quy mo nho va vua, NXB Khoa hoc Ky thuat (Small and medium scale of domestic wastewater treatments, Science and Technology Publisher).

People Committee of HoChiMinh City, Planning for the reduction of traffic congestion and traffic

accidents in HoChiMinh City in 2007-2010”,

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The Second Survey and Design Institute of China Railway, 2005, Environmental Impact Assessment Report of the Guiyang-Kuming Railway line

8.2 Document sources, data formed by project managers

MVA Asia limited, 22000077,, PPrroojjeecctt CCoonntteexxtt aanndd MMRRTT MMaasstteerr PPllaann RReeppoorrtt

MVA Asia limited, 2008, HCMC Master Plan Ridership and Revenue Forecast Study

MVA Asia limited, 2008, EEccoonnoommiicc AAnnaallyyssiiss

MVA Asia limited, 2008, Monotube – Bitube comparison based on FEM calculation

MVA Asia limited, 2008, Risks on friction piles of building on the second row

MVA Asia limited, 2008, Monotube – Bitube comparison

MVA Asia limited, 2008, Ho Chi Minh City Urban Mass Transit Line 2 Project, Final report

MVA Asia limited, 2008, RESETTLEMENT PLAN For HCMC METRO Line 2 PROJECT

MVA Asia limited, 2008, Resettlement cost caculation

MVA Asia limited, 2008, Investment cost caculation

TEWET, 2003, Feasibility Study 2003 (updated 2005) for the two Priority Lines of the Metropolitan Rail System (METRAS)

MVA Asia limited, 2008, Technical Report on Investment Cost Estimates

MVA Asia limited, 2008, Resettlement Plan for HCMC Metro Line 2 Project

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CHAPTER 9: CONCLUSION

430. The introduction of the HCMC Metro Rail Project Line No2 will have many positive impacts to HCMC its citizens. The positive impacts include employment opportunities, reduced traffic congestion, aesthetic enhancement, benefits to the economy, improved and safer public transport, fuel consumption reductions, carbon dioxide reduction and air quality improvements.

431. Alternatives for the Metro Line No2 have been assessed carefully to come to an agreement on the optimum Metro route alignment. Construction using cut and cover method for stations and tunnel boring method (TBM) for constructing rail tunnels was chosen as the preferred option. Twin tunnels were evaluated to be better than one large tunnel.

432. However, there will be many social and environmental issues that need to be considered during pre-construction, construction, and operation phase. During these phases, the potential adverse environmental impacts include air pollution, noise and vibration, community and traffic disturbance, water pollution (ground and surface water), solid waste and spoils, ecology, public and safety risks (occupational safety, diseases, land subsidence and flooding risk), and cultural relics and archaeology. Appropriate sollutions for each of the potential adverse impacts have been considered to mitigate the impacts sufficiently.

433. In conclusion, the adverse impacts of HCMC Metro Line No2 from pre-construction, construction, and operation phase will be minimal and can be mitigated through the use of best practices and appropriate technologies. With the implementation of the EMP and the monitoring plan, the project is not expected to have significant detrimental environmental impacts. Internal and external monitoring and audits will be conducted to ensure that standards and regulations are being followed.