environmental management plan...for the project to be environmental feasible, the necessary...

SOCIALIST REPUBLIC OF VIETNAMHANOI PEOPLE’S COMMITTEE

HANOI URBAN TRANSPORT

DEVELOPMENT PROJECT

PREPARATION OF FEASIBILITY STUDY AND PRELIMINARY DESIGNS

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TRANSPORT & PUBLIC WORK SERVICES TRANSPORT AND URBAN PROJECTS

MANAGEMENT UNIT - TUPMU

E1400

Vol 1

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

Page 1

TABLE OF CONTENTS

1. INTRODUCTION................................................................................................. 3 1.1. Project Background ........................................................................................ 3 1.2 Objective, Strategy and Performance Indicator of EMP ............................... 3

1.2.1 Objective ..................................................................................................... 3 1.2.2 Strategy and Performance Indicator ............................................................. 4

1.3 Legal Basis and Applicable Standards ............................................................ 5 1.3.1 Legal Basis .................................................................................................. 5 1.3.2 Executive Standards..................................................................................... 8 1.3.3 Responsibility and Function of the Management Institutions ......................17

2. PROJECT DESCRIPTION.................................................................................18 2.1. Name, Features and Location of the Project.................................................18 2.2. Project Components.......................................................................................18

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

4. ENVIRONMENTAL MITIGATION MEASURES...........................................21 4.1 Project Design Phase.......................................................................................22

4.1.1 Noise ..........................................................................................................27 4.1.2 Vibration.....................................................................................................30 4.1.3 Ambient Air................................................................................................30 4.1.4 Water Environment.....................................................................................30 4.1.5 Landscape Design .......................................................................................30 4.1.6 Sunshine .....................................................................................................31 4.1.7 Land Acquisition, Demolition and Resettlement .........................................31

4.2 Construction Phase .........................................................................................31 4.2.1 Acoustic Environment.................................................................................31 4.2.2. Ambient Air ...............................................................................................33 4.2. 3. Water Environment ...................................................................................34 4.2.4. Solid Waste................................................................................................35 4.2.5. Urban Ecology ..........................................................................................35 4.2.6. Traffic Management...................................................................................36 4.2.7. Community ...............................................................................................36 4.2.8. Others ........................................................................................................37 4.2.9 Summary ....................................................................................................38

4.3. Operation Phase ............................................................................................40 4.3.1 Noise Control and Acoustic Environment Improvement .............................41 4.3.2 Vibration.....................................................................................................41 4.3.3 Ambient Air................................................................................................42 4.3.4. Landscape ..................................................................................................43


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4.3.5. Sunshine ....................................................................................................43 4.3.6. Water Environment....................................................................................43 4.3.7. Summary....................................................................................................44

4.4. Public Concerns and Countermeasures ........................................................45 4.5. Environmental Monitoring............................................................................47

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


Page 3

1. INTRODUCTION 1.1. Project Background The Word Bank (WB) financed Hanoi Urban Transport Development Project

(HUTDP) is an important component in the Master Plan of Urban Traffic of Hanoi

People’s Government for improvement of the urban traffic. This project will play an

important role in solving the three problems that Hanoi City is facing, improving the

urban ambient air quality and living conditions of the residents. It will stimulate the

coordinated social, economic and environmental development of Hanoi City.

The Environmental Impact Assessment of this project shows that the project will

negatively impact the environmental conditions along the project roads and in some

regional areas. However, it will positively impact the ambient air quality as well as the

control of the atmospheric pollution in the whole urban area, especially in the densely

populated central urban area. The Environmental Management Plan (EMP) of this

project, as a part of the environmental impact assessment documentation of HUTDP, is

one of the important documents requested by WB. The purpose of EMP is to ensure

the implementation of the mitigation measures proposed in EIA. For the project to be

environmental feasible, the necessary mitigation measures must be implemented.

1.2 Objective, Strategy and Performance Indicator of EMP

1.2.1 Objective As indicated in the EIA of this project, traffic noise and tail gases from motor vehicles

are the main adverse impacts imposed by the project on the area along the project

roads. Besides, the land using mode will be changed by the construction of roads,

resulting in separation of communities.

Detailed descriptions are given in the EMP for the mitigation measures for different

environmental impacts, environmental management, supervision and monitoring

scopes. Thus, the EMP can be used as a guidance document for the implementation of

the above-mentioned activities.

The EMP plays the following roles:

- Definition of the environmental mitigation measures for the impacted targets.

The Project Management Office, environmental assessment team and design

institute have made on-the-spot investigation and confirmation for the impacted

sensitive receptors of this project. On this basis, effective mitigation measures

have been developed collectively. These mitigation measures have been

incorporated into the engineering design of this project to ensure their

implementation.


Page 4

- Providing an environmental guidance document. The EMP, after being

reviewed by WB, will be the environmental document that will be provided to

the construction supervision unit, environmental supervision unit and other

project-related institutions during the construction and operation phases.

- Definition of roles and responsibilities of relevant institutions. The roles and

responsibilities of the relevant functional organizations and administrative

institutions are defined. The approaches for communications and exchanges

between different institutions are also proposed.

- Development of the programs for environmental monitoring in construction and

operation phases. EMP has developed the environmental monitoring programs

for the construction and operation phased, so as to guarantee the effective

implementation of the environmental mitigation measures and to handle the

unpredictable environmental problems or contingency at the earliest time

possible.

1.2.2 Strategy and Performance Indicator In order to minimize the environmental impact of this project, the following overall

environmental objectives and performance indicators for the environmental

management in the construction and operation phases have been worked out by the

joint efforts of the officials of the WB, the international consultants, EA team and the

Project Construction Office.

Overall objective: maintaining the sustainability of the urban social economic and

environmental development, improving the urban environmental quality, and

minimizing and reducing or otherwise compensating adverse impacts to the

communities and the environment. The detailed actions and indicators are as follows.

Actions:

- Developing and implementing an EMP and monitoring program

- Developing and implementing the MVECS to mitigate the impact on the

ambient air

Indicators:

- Inspecting the monitoring results of the monitoring factors listed in the

environmental monitoring program during the construction and operation

phases

- Implementing all the environmental mitigation measures developed in the EIA

according to the specified schedule

- Developing the Motor Vehicle Emission Control Strategy (MVECS)


Page 5

1.3 Legal Basis and Applicable Standards The EMP is prepared in accordance with the results of the EIA Report of HUTDP. The

project-related regulations and applicable standards are as follows.

1.3.1 Legal Basis This EMP is prepared based on the relevant environmental protection law, regulations

and standards of the People’s Socialist Republic of Vietnam, safeguard policies of the

World Bank, relevant regulations and planning documents of Hanoi City, Project

design documents, technical specifications and international environmental agreements

signed by Vietnam, etc. More specifically, the bases of the EA are as follows:

Environmental Protection Legislation:

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

Vietnam”, dated 27/12/1993 issued by Vietnam National Assembly and the

promulgation decree for implementation has been signed on 10/1/1994 by the

Chairman;

- Governmental Decree No. 175/CP dated 18/10/1994 providing Guidelines on

implementation of Law on Environment Protection;

- Decree No. 143/2004/ND-CP dated 12/7/2004 on adjustment and amendment

of the Article 14 Decree No. 175/CP providing Guidelines on implementation

of Law on Environment Protection;

- Decree No. 121/2004/ND-CP of May 12, 2004, of the government

promulgating the Regulation on Sanctions against Administrative Violations in

the field of protection of the environment.

- Decision No. 256/2003/QD-TTg, issued on April 2, 2003, by the Prime

Minister approving the National Strategy on Environmental Protection up to

year 2010 and Vision to 2020.

- Decision No. 64/2003/QD-TTg, April 22, 2003 of the Prime Minister approving

the plan for managing the establishments causing seriously environmental

pollution.

- Circular No. 490/1998/TT-BKHCNMT dated 29/4/1998 of the Ministry of

Science, Technology and Environment providing Guidelines on preparation and

appraisal of EIA reports of investment projects;

- Circular No. 10/2000/TT-BXD of the Ministry of Construction dated 8/8/ 2000

providing Guidelines on preparation of EIA on Construction Planning projects;

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


Page 6

Water Legislations:

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

document stipulating the minimum technical requirements mandatory to all

construction activities, the solutions and the standards that must be applied to

meet the requirements of the Building Code. Drainage and sewerage systems

are regulated under the Chapter 5: Urban Planning as follows:

- Article 5.17: Drainage systems

5.17.1: The urban drainage system;

5.17.2: Selection of type of sewer system

5.17.3: Storm water drainage

5.17.4: Conditions for sewage discharge

5.17.5: Waste treatment plants and water pumping stations

It stipulates that sanitary sewage from toilets (of housings, public and industrial

buildings) and hospital sewage must be treated through septic tanks, constructed

compliant with standards before discharge to urban drainage.

- Law on Water Resources dated May 20, 1998.

- Decree No. 149/2004/ND-CP, 2004, Government Decree on regulation on

licensing of water resources exploitation, extraction and utilisation and waste

water discharge in water sources: The Decree shall regulate the issue,

extension, amendment, termination and revoking of permits on exploration,

extraction, exploitation, utilisation of water resources and waste water

discharge into water sources.

Fees and Charges:

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

Charges for Wastewater;

- Inter-ministerial Circular No. 125/2003/TTLT-BTC-BTNMT of December 18,

2003 of the Ministry of Finance and Ministry of Natural Resources and

Environment giving instructions to the implementation of Decision No.

67/2003/ND-CP of June 13, 2003 by the Minister on Environmental Protection

Fee to Wastewater.

Requirements of the World Bank The requirements of the World Bank are included in ten safeguard policies, procedure

and operational guidance. They are:

Environmental Assessment (OP/BP/GP 4.01)


Page 7

Forestry (OP/GP 4.36)

Natural Habitat (OP/BP 4.04)

Dam Safety (OP/BP 4.37)

Disinfection Agential Management (OP 4.09)

Non-voluntary Migrants (OD 4.30)

Cultural Relics (OP 4.11)

Debatable Area Project (OP/BP/GP 7.60)

Environmental Planning Documents of Hanoi - Official Letter No. 211/CP-QHQP dated 18/2/2004 of the Government on

approval of List of programs and loan projects in the period of 2004-2006;

- Official Letter No. 634 UB-KH&§T dated 5/3/2004 on receiving support from

Japanese Government through PHRD fund in preparation of Hanoi Urban

Transportation Development Project;

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

programs and WB loan projects in the period of 2004-2006;

- Official Letter 439 QHKT - P1 dated 16/3/2005 on approval of locations of

Requirements of the World Bank

- Interim-report for preparation of FS and preliminary design for Road and BRT

components - July 2005;

- Decision No. 4035/ QD-UB of the City People’s Committee on approval of the

contents of the Technical Support (TA) Project for the implementation of Hanoi

Urban Transportation Development Project sponsored by PHRD dated

1/7/2004;

- Decision No. 1339/ QD-UB of the City People’s Committee (PC) on approval

of the tasks on implementation of Hanoi Urban Transportation Development

Project dated 12/3/2004;

- Decision No. 8265/ QD-UB dated 26/11/2004 of the City PC for approval of

amendment and adjustment of tasks for preparation for the implementation of

Hanoi Urban Transportation Development Project;

- Announcement No. 134/BQL dated13/1/2005 of the City PC at the meeting to

report the BRT investment project under Hanoi Urban Transportation

Development Project;

- Official Letter No. 648 CP-QHQT dated 15/5/2004 on receiving Technical

Support Project in preparation for implementation of Hanoi Urban

Transportation Development Project;


Page 8

- Decision No. 1190/ QD-UB dated 11/3/2005 of the City PC on approval of

bidding results of TA project in preparation for Hanoi Urban Transportation

Development Project;


bidding results of TA project in preparation for Hanoi Urban Transportation

Development Project sponsored by PHRD;


bidding schedule of TA project in preparation for Hanoi Urban Transportation



project contents of TA project in preparation for Hanoi Urban Transportation


Engineering Design Documents

- “Feasibility Study Report of Hanoi Urban Transport Development Project

Using World Bank Loan”, organized and compiled by the Foreign Capital

Utilization Management Office for Hanoi Urban Transport Construction

1.3.2 Executive Standards According to the environmental functional zoning of Hanoi, the latest local

environmental laws and regulations, relevant technical policies and the requirements

of the World Bank, environmental standards applied for this assessment are

determined as Table 1.1~Table 1.7.

Table 1.1. List of Executive Standards in Vietnam

N° Title 1 Water Quality Standards 2 TCVN 5942-1995: Water Quality - Surface Water Quality Standard

3 TCVN 5943-1995: Water Quality - Coastal Water Quality Standards

4 TCVN 5944-1995: Water Quality - Ground Water Quality Standards

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

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

2 TCVN 5945: 1995: Industrial Wastewater – Discharge standards.

3 TCVN 6772: 2000: Water quality – Domestic wastewater standards.

4 TCVN 6773: 2000: Water quality – Water quality guidelines for irrigation.


Page 9

5 TCVN 6774: 2000: Water quality – Freshwater quality guidelines for protection of aquatic sites.

6 TCVN 6980: 2001: Water quality – Standards for industrial effluents discharged into rivers used for domestic water supply.

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

8 TCVN 6982: 2001: Water quality – Standards for industrial effluents discharged into rivers used for water sports and recreation.

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

10 TCVN 6984: 2001: Water quality – Standards for industrial effluents discharged into rivers used for protection of aquatic life.

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


Page 10

Table 1.2. Executive Standards for EMP of HUTDP

Environmental factors

Standards Standard value or class Remarks

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

Class I:

Daytime: Leq 50 dBA Nighttime: Leq 40dBA

Class II: Daytime: Leq 60 dBA Nighttime: Leq 50dBA The detailed standard values are

shown in Table 1.4a.

Class I: All sensitive receptorss such as shools, hospitals,

kinderggartens etc. Class II: Houses, Hotels, Office buildings etc.

Adopted from American Standards

“ Standard for Noise at Boundaries of Construction Sites”

The detailed standard values are shown in Table 1.4b.

Boundaries of Construction Sites

Acoustic environment

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

The detailed standard values are shown in Annex 1.4c.

At road sites

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

All the areas

Ambient air quality standard

TCVN 5937-1995 “Ambient Air Quality Standards”

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

All the areas except Industrial areas

Air

envi

ronm

ent

Road Vehicles Standard

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

Executing the standard for Maximum allowable concentration of CO and HC emitted from the vehicles. The detailed standard

values are shown in Table 1.5b.

All Roads and ambient air

Vibration environment TCVN 6962: 2001 “Environmental Vibration Standards”

Executing the standard for

Vibration emitted by construction works and factories – Maximum permitted levels in the environment of public and residential areas” Daytime: 75 dB; Nighttime: 75 dB The detailed standard values are shown in Table 1.6.

Whole vibration assessment scope


Page 11

TCVN 6772-2000 “ Domestic Sewage Discharge Standards”

Executing Class I- III standard for domestic sewage discharged into

certain water bodies where no wastewater treatment facilities. The detailed standard values are shown in Table 1.7a.

Domestic sewage discharge in to the

urban areas where the wastewater treatment facilities are not available

Water pollutants discharge

standard TCVN 5945-1995 “ Industrial wastewater- Discharge Standards”

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

Effluents from Wastewater treatment

discharge in to the surface water bodies

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

Red River,

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

Nhue River, West Lake, Hoan Kiem Lake

Wat

eren

viro

nmen

t

Water environmental standard

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

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

To Lich River

Table 1.4a. TCVN 5949-1998

Acoustics - Noise in public and residential areas-

Maximum permitted noise level (Leq).

Unit : dB(A) Time

No. Areas ( * ) From 6:00 To 18:00

From 18:00 to 22:00

From 22:00 to 6:00

1Special Areas: Hospitals, Libraries, Health care centers, kindergartens , schools Pagodas

50 45 40

2 Residential areas, hotels, restaurants, office buildings.

60 55 50

3 Mixed areas: Residential within commercial.

75 70 50


Page 12

Table 1.4b. The Permitted Noise Level from Construction Machines Leq (dBA)

Noise limited value Construction stage Main noise sources

Day time Night time

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

75 55

Piling Various piling machines 85 Construction is forbidden

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

70 55

Fitment Crane and elevator, etc.

65 55

Table 1.4c. TCVN 5948-1999

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

Unit : dB(A) Permitted level

No. Type of vehicles Level 1 Level 2

1 Two wheels motorcycles:

Maximum speed ≤ 30 km/h

Maximum speed > 30 km/h

70 73

70 73

2 L3 ( Motorcycle ), L4 and L5 ( Three wheels motorcycles)

CC ≤ 80 cm3

80 cm3 < CC ≤ 175 cm3

CC > 175 cm3

75 77 80

75 77 80

3 Cars – Type M1

77 74

4 Cars - Type M2 and N1:

G ≤ 2000 kg

2000kg < G ≤ 3500 kg

78 79

76 77

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

P ³ 150 kW

80 83

78 80

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

75 kW ≤ P < 150 kW

P ³ 150 kW

81 83 84

77 78 80

Notes: P: efficient capacity of the engines

CC: working volume of cylinder.

G : Maximum allowable gross weight of vehicle


Page 13

Table 1.5a. TCVN 5937-1995

Ambient Air Quality Standards- Limited value of pollutants in ambient air (mg/m3)

No. Pollutants Hourly Average Average 1 hour

Hourly Average Average 8 hours

Daily average hourly

24 hours 1 CO 40 10 5

2 NO2 0,4 - 0,1

3 SO2 0,5 - 0,3

4 Pb - - 0,005

5 O3 0,2 - 0,06

6 TSP 0,3 - 0,2

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

Vehicles with petroleum engine

Vehicles with diesel engine

Cars Motorcycles Cars Pollutants

Level 1

Level 2

Level 3

Level 4

Level 1

Level 2

Level 1 Level 2

Level 3

CO (% volume)

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

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

Other engines

-

--

-1500

7800 3300

-

1200

7800 3300

-

600

7800 3300

10.000 7.800 -

--

-

--

-

--

Haze level (% HSU)

- - - - - - 85 72 50


Page 14

Table 1.6. TCVN 6962: 2001

VIBRATION STADARDS

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

No.

Areas

Time Permissible value, dB**

Remarks

7:00 – 19:00 75 1 Special Areas

19:00 – 7:00 Background level *

Continuous working time not more than 10 hours /day

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

level *


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

22:00 – 6:00 Background level *


Table 1.7a TCVN 6772-2000

“Domestic Sewage Discharge Standards”

Permissible value No.

Pollutants

Unit Level

ILevel

II Level

III Level

IV Level

V1 pH mg/l 5-9 5-9 5-9 5-9 5-9

2 BOD5 mg/l 30 30 40 50 200

3 Suspended Solid (SS) mg/l 50 50 60 100 100

4 Total Solid (TS) mg/l 500 500 500 500 KQ5 Sulfur ( as H2S) mg/l 1.0 1.0 3.0 4.0 KQ6 Nitrate (NO3-) mg/l 30 30 40 50 KQ7 Oil mg/l 20 20 20 20 100

8 Phosphorous (PO43-) mg/l 6 6 10 10 KQ9 Total Coli form MPN/100

ml 1000 1000 5000 5000 10 000

KQ : Not required


Page 15

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

Permissible value

No.

Pollutants

Unit Level I

Level II

Level III

Level IV

Level V

1 pH mg/l 5-9 5-9 5-9 5-9 5-9

2 BOD5 mg/l 30 30 40 50 200

3 Suspended Solid (SS) mg/l 50 50 60 100 100

4 Total Solid (TS) mg/l 500 500 500 500 KQ5 Sulfur ( as H2S) mg/l 1.0 1.0 3.0 4.0 KQ6 Nitrate (NO3-) mg/l 30 30 40 50 KQ7 Oil mg/l 20 20 20 20 100

8 Phosphorous (PO43-) mg/l 6 6 10 10 KQ9 Total Coli form MPN/100

ml 1000 1000 5000 5000 10 000

KQ : Not required

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

Permissible value

No. Pollutants Units

A B C

1 Temperature 0C 40 40 45

2 pH 6 n 9 5,5 n 9 5 n 93 BOD5 (200c) mg/l 20 50 100

4 COD mg/l 50 100 400

5 Suspended Solid mg/l 50 100 200

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

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

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

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

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

11 Mineral Oil mg/l ND 1 5

12 Fat mg/l 5 10 30

13 Cu mg/l 0,2 1 5

‘14 Zn mg/l 1 2 5

15 Manganese mg/l 0,2 1 5

16 Nickel mg/l 0,2 1 2

17 Total phosphorous mg/l 4 6 8

18 Fe mg/l 1 5 10


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19 Aluminum mg/l 0,2 1 5

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

21 Total Nitrogen mg/l 30 60 60

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

23 Flour mg/l 1 2 5

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

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

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

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

Note: KPH – Not Detective

Table 7c. TCVN 5942-1995

“Environmental Quality Standards for Surface Water”

Permissible value No.

Pollutants Units

A B

1 pH - 6.0 – 8.5 5.5 – 9.0

2 BOD5 (200C) mg/l < 4 < 25

3 COD mg/l < 10 < 35

4 Dissolved Oxygen mg/l ³ 6 ³ 2

5 Suspended Solid mg/l 20 80

6 Arsenic mg/l 0,05 0,1

8 Cadmium mg/l 0,01 0,02

9 Lead mg/l 0,05 0,1

10 Chromium (VI) mg/l 0,05 0,05

11 Chromium (III) mg/l 0,1 1

12 Cu mg/l 0,1 1

13 Zn mg/l 1 2

14 Manganese mg/l 0,1 0,8

15 Nickel mg/l 0,1 1

16 Fe mg/l 1 2

17 Hg mg/l 0,001 0,002

18 Aluminum mg/l 1 2

19 Ammoniac ( as N) mg/l 0,05 1

20 Flour mg/l 1 1,5

21 Nitrate( as N) mg/l 10 15

22 Nitrite ( as N) mg/l 0,01 0,05

23 Cyanide mg/l 0,01 0,05

24 Phenol (total) mg/l 0,001 0,02

25 Oil mg/l Không 0,3

26 Detergent mg/l 0,5 0,5

27 Total Coli form MPN/100 ml 5000 10 000


Page 17

Notes:

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

treated as required).

Column B: application to the surface water resources which are used for other purposes.. The waster sued for

aquatic life and irrigation shall be followed other regulation.

1.3.3 Responsibility and Function of the Management Institutions The environmental management institutions of this project at the construction phase

and operation phase consist of the following organizations:

At state level: The Ministry of Natural Resources and Environment (MONRE) is a

Governmental agency having the task of State managing on resources like land, water,

mineral resource, environment, hydro-meteorology and mapping for the whole

country; State management for public services and having the ownership over State

fund in Sate-owned companies in the above mentioned fields according to the laws.

This organization will be in-charge of appraisal of EA report for this project. The

mandates for different agencies under MONREH are:

DOE (Department of Environment): This department is to assist the Minister of

MONRE in the exercising state management of environmental protection activities in

term of policy-making and the development of related legislations, strategies, planning

and plans.

Department of Appraisal and EIA (DAEIA): This department is to assist the Minister

of MONRE in the exercising state management of environmental impact assessment

and appraisal.

VEPA (Vietnam Environmental Protection Agency): This agency is to implement the

state management of environmental activities in terms of environmental inspectorate

and supervision, pollution prevention, environmental quality improvement, natural

conservation, environmental technology promotion and public awareness

enhancement.

Directorate for Standards and Quality (STAMEQ) under the Ministry of Science and

Technology: This directorate is to advise the Government on issues in the fields of

standardization, metrology quality management in the country and to represent

Vietnam in the international and regional organizations in the fields concerned.

At city level:

• DONREH (Department of Natural Resources – Environment & Housing) of Hanoi:

This department are responsible to the Hanoi People’s Committee for Hanoi

environmental and Natural resources management, among air environmental

management, air environmental and hydro-meteorological monitoring.


Page 18

Hanoi Transportation and Urban Public Work Services (TUPWS): Department of

Transport and Public Work Services is the State agency with the task of infrastruture

managment of Hanoi city. In which, Sewerage and Drainage Company (HSDC) is

assigned with management of sewerage system and URENCO is assigned with

management of solid waste including domestic, hospital and medical waste as well as

sludge emptying by Department of Transport and Public works Services (TUPWS).

2. PROJECT DESCRIPTION

2.1. Name, Features and Location of the Project Project name: Hanoi Urban Transport and Development Project

Project nature: New road and Road expansion and Bus Rapid Transit (BRT)

2.2. Project Components Hanoi Urban Transport and Development Project is a complex system consisting of

several components. The components will include physical works as well as

improvement and upgrading of relevant management systems. According to the

common characteristics of various components, the project may be divided into four

categories: Development of a bus rapid transit (BRT) system; road infrastructure

construction and extension, traffic control and safety, public transit improvement road

infrastructure construction, traffic control and safety, public transit improvement, road

maintenance and environmental protection components. A summary description of the

contents of Hanoi Urban Transport and Development Project is shown in Table 2.1

and a more detailed and specific descriptions for each of the components are provided

in the following sections of this chapter.

Table 2.1. Description of Hanoi Urban Transport and Development Project

Components Contents of construction Investment

( million USD)

Cross Sections 2 cross sections

New Road 1 road (including two cross sections) with a total length of app. 7 km

Road construction

Expansion Road 1 roads with length of 3.4 km

60 - 100

BRT routes 2 routes: Lang Ha - Giang Vo ( 13 km) and

BRT system

Bus Interchanges 6 interchanges and 40 bus stop points route Giai Phong (11.5 km)

79


Page 19

Bus Terminals 2 terminals

Traffic management and road safety

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

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

18

Total cost 157 - 197

Hanoi Urban Transport Development Project is a complex system consisting of several

sub-projects or components. Among the components there will be physical works as

well as improvement and upgrade of relevant management systems and software.

According to the common characteristics of various components, the project may be

divided into five categories: road infrastructure construction, traffic control and safety,

public transit improvement, road maintenance and environmental protection

components. According to the EIA Report of this project, two of four components

such as road infrastructure construction engineering, BRT will cause larger adverse

impact on environment, so corresponding environmental mitigation measures shall be

adopted for these two components, and it is the core content of this EMP. While the

other two sub-projects such as the traffic control and safety engineering and

environmental protection engineering will produce larger positive benefit to the whole

environmental quality of Hanoi City, the negative environmental impact from these

two sub-projects during the construction and operation phases is tiny, and the

environmental positive benefit produced by them will be reflected from the overall

environmental monitoring results during the construction phase. The Schedule of BRT

components is shown in Table 2.2. The Schedule of Road components is shown in

Table 2.3.

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

No Km Length

(m) Construction

Year Remark

1 BaLa 0 2007 Terminal

2 Nguyen Trai 60 Bus stop

3 Ha Dong 510 Bus stop

4 Dai An 580 Bus stop

5 Luong The Vinh 1210 Bus stop

6 Nguyen Quy Duc 470 2007 Interchange

7 Khuat Duy Tien 1220 Bus stop

8 Student’s village 165 Bus stop

9 TrungHoa 425 2007 Interchange


Page 20

10 Hoa Muc Bridge 1350 Bus stop

11 Vu Ngoc Phan 360 Bus stop

12 Thai Ha 390 Bus stop

13 Thanh Cong 470 Bus stop

14 Giang Vo Exhibit 660 Bus stop

15 Nui Truc 600 2007 Interchange

16 Kim Ma 830 Bus stop

17 Le Truc 420 Bus stop

18 Hoang Dieu 680 Bus stop

19 Le Duan 260 Bus stop

20 Cua Nam 170 Bus stop

21 Hai Ba Trung 660 Bus stop

22 Ba Trieu A 375 Bus stop

23 Dinh Tien Hoang 475 2007 Interchange

24 Hoan Kiem 660 Bus stop

25 Le Thai To 670 Bus stop

26 Phu Doan 560 Bus stop

27 Tran Phu 880 Bus stop

28 Saint Paul hospital 520 Bus stop

Ong Ich Khiem 280

Source: Own estimates

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

No Km Length

(m) Construction

Year Remark

1 Quang Lai 0 2007 Terminal

2 Ngoc Hoi 1 380 Bus stop

3 Ngoc Hoi 2 340 Bus stop

4 Quoc Bao 1 700 Bus stop

5 Quoc Bao 2 670 Bus stop

6 Linh Dam 480 2007 Interchange

7 Truong Dinh 1180 Bus stop

8 Giap Bat 520 Bus stop

9 Kim Dong 350 2007 Bus stop

10 Vong Street 925 Bus stop

11 Vong Intersection 585 Interchange

12 Le Thanh Nghi 490 Bus stop

13 Phuong Mai 340 Bus stop

14 Bach Khoa University 390 Bus stop

15 Dai Co Viet 570 2007 Bus stop

16 To Hien Thanh 800 Bus stop

17 Tran Nhan Tong 340 Bus stop

18 Ham Long 330 Bus stop

19 Hang Bai 440 Bus stop

20 Ba Trieu B 520 Bus stop


Page 21

21 Tran Hung Dao 410 Bus stop

22 Nguyen Du 315 Bus stop

23 Vincom Building 875 2007 Interchange

Source: Own estimates

Table 2.2c. Schedule of Terminals/Depots

No. Name of station Land

occupied (m2)

Quantities of

operationl buses

Quantity of buses stopping at night

Construction year

Remarks

T1 Ba La 30 000 40 70 Newly built

T2 Quang Lai 30 000 40 70 Newly built

D1 Me Tri 30 000 40 40 Newly built

The Schedule of Road components is shown in Table 2.3.

Table 2.3. Schedule of Road Component

3. SUMMARY OF ENVIRONMENTAL IMPACT OF THE PROJECT This chapter summarizes the adverse environmental impacts produced by this project;

these data mainly are from the EIA Report of this project. The detail see EIA please.

4. ENVIRONMENTAL MITIGATION MEASURES Construction of this project will execute Management Regulations on Environmental

Protection for Construction Projects promulgated by the Ministry of Construction-

Decision No 29/1999 and so that devices for environment protection and the main

construction can be designed, constructed and operated at the same time.

width of road (m) No.

Description of project

Road section Length of road (m)

before project

after project

Construction year

Road 6 100 0 7 000 2005

Buoi Interchange 450 - - 2003 1

Rin

gR

oad

No2

.

Cau Giay

Interchange 450 - - 2007

Road 3 400 0 3 400 Extended

2007

Dam Bridge 1 330 2008 2

Hoa

ng

Quo

cV

iet

Ext

ensi

on

Nhue Bridge 2 330 2008

Total Total length of 14 067 m


Page 22

To guard against the adverse impact of the project, the following detailed actions shall

be taken in each stage of the implementation and operation.

In the period of choosing works and designing, various potential impact factors shall

be analyzed, and the best measures shall be designed to reduce the adverse impact on

the environment.

During the construction phase, environmental impact mitigation measure shall be

taken for the involved units or people, for example, to set acoustic barrier, and double-

layered sound insulated window, so as to reduce the noise impact on the environmental

sensitive receptors.

During the operation phase, it is necessary to carry out long-term action plan to

improve the urban environmental quality, such as traffic control, limits of downtown

traffic, vehicle end gas control strategy and rational allocation of the city’s layout.

4.1 Project Design Phase Selection of Alternatives

Many of the adverse impacts of project can be best avoided through the selection of

alignments/designs with the least adverse environmental and socio-economic impacts

during the feasibility study and design stage. In this project, alternative alignments and

alternative design (i.e., elevated viaduct versus ground level roads) have been

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

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

selected for the design of the project.

Table 4-1 shows the impacts to the environment in construction of some of BRT routes

as follows:

- The section from Dai Co Viet Rd into Giai Phong Rd to the flyover with three

options, each option has its own strong and weak points. The above table shows that

Alternative 2 is the optimal one which bring about numerous environmental benefits

(apart from its own benefits) such as avoiding traffic jams, accidents due to changes of

lanes, no impacts to pedestrians, simple vehicles and motorbikes, reduction of tail gas

pollution from individual means of transport. However, other environmental

disadvantages should be settled like traffic jams even though less than those of

alternative 1 (from the middle into left lanes at Vong T-junction) and limiting the

access of other means of transport on both sides. As such, middle lanes are proposed

for BRT routes in this section.


Page 23

Table 4.1. Comparison of Engineering Design Alternatives

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

Alternative 1 Advantages of BRT along road sides

1. BRT along road sides allows other means to travel

Disadvantages

1. Traffic jam, accidents due to interchange with other lanes; 2. Affecting pedestrians and other simple vehicles from the small roads into Giai Phong Rd to the right

Alternative 2

Advantages of BRT in the middle of the

roads

1. No impacts to pedestrians, simple vehicles and motorbikes; 2. Settling traffic jams, accidents due to changes of lanes.

Disadvantages

1. Causing traffic jam but less than alternative 1 (from middle lane into left lanes from T-junction - Vong St); 2. Restricting access of other means along both sides.

Alternative 3

Advantages of BRT along barriers

1. BRT along pavements will allow for other means to travel

Disadvantages

1. No transit for passengers at Truong Chinh Transit station,

2. BRT to viaduct reduces flexibility of crossing node - Nga Tu Vong; 3. Difficult for BRT passengers at Truong Chinh stop where traffic density is high

Channel zed in Hai Ba Trung and Trang Thi

Alternative 1

Advantages:

1. Reduction of individual means;

2.Reduction of noise pollution, tail gas from individual means

Disadvantages

1. Causing circle traveling for other means which change directions; 2. Affecting daily activities (and economics) of people in the streets whose direction are changes; 3. Taking space in terminals/stops.

Alternative 2

Advantages:

1. Minimization of cycle way of alternative 1; 2. Stop the disputes, safety for people;

3. Reduction of noise pollution, emitted gases from individual means (due to reduce number of fleets)

Disadvantages

1. The coordination with the West is reduced; 2. Affecting daily activities (and economics) of people in the streets whose direction are changed;

Alternative 3

Advantages

1. Improving traffic capacity for means to the West (limitation of alternative 2); 2. Stop the disputes, safety for people; 3. Reduction of noise pollution, emitted gases from individual means (due to reduce number of fleets)

Disadvantages

1. Changing the traveling habit in city center; 2. Affecting daily activities (and economics) of people in the streets whose direction are changed; 3. Causing big dispute in Le Duan/Nguyen Khuyen).


Page 24

Channelise in Hai Ba Trung and Trang Thi, there are three proposed alternatives with

its own strong and weak points. Table 4-1 shows that the alternative 2 is the optimal

one which can help to settle the circle traveling as those of alternative 1; Stop

conflicting points at junction Le Duan/Nguyen Khuyen, securing safety for people,

reduction of noise level as well as emission of toxic gases from individual means of

transport.

Table 4.2clearly presents the environmental impacts of the two options AI and AII.

Regarding Option AI, there are more advantages and negative impacts are less than

Option AII. The disadvantages of the option comprise traffic safety at terminals and

stops which can be overcome. As such, middle BRT routes are proposed in this

section.

Table 4-2a. Comparison of Alternatives

in term of Environmental Aspects

Item Option I – Elevated Option II – Combined

Aesthetic view and landscape

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

Good

Working conditions

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

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

Construction phase:

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

Construction phase:

Medium impacts causes dust concentration caused by during the demolition activities, material transportation, the earth works and other construction activities; Impacts CO, NO2 emission from transport

trucks, vehicles and construction machinery.

Air Pollution

Operation phase:

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

Operation phase:

CO, NO2, THC concentration due to increasing of traffic flow

Noise Pollution

Construction phase:

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

Construction phase:

Increasing of noise levels during the transportation of construction material ;


Page 25

Operation phase:

Impacts by noise levels due to increasing of traffic flow.

Operation phase:

Impacts by noise levels due to increasing of traffic flow.

Construction phase:

In case of using bored pile industry, heavy

truck is likely to cause biggest vibration (about 79dB at 10 m far from source).

Construction phase:

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

Operation phase:

Impact level is not significant

Operation phase:

Impact level can be negneted

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

Regarding the ones at Buoi and Cau Giay, there are three options (A,B,C) for technical

designs. As such, the assessment focused on these options. Details are summarized in

the Table 4.2b.

Table 4.2b. Comparison of technical design options for Buoi

and Cau Giay Interchanges

Items Buoi Interchanges

Option A

- Advantages:

1. Less land required than Option B; 2. Not impacted by water logging in rainy season; 3. Lanes for buses; 4. Advantageous for dispersing of tail gases;

- Disadvantages :

1. Impacts to landscape; 2. Disputes at intersections and slope roads (branches of To Lich channel); 3. Higher construction cost than Option C 4. Less advantageous for traffic

Option B

- Advantages 1. Road surface wide enough for many lanes; 2. advantageous for dispersing of tail gases ; 3. Lanes for buses;

- Disadvantages :1. Impacts to landscape; 2. Disputes at intersections and slope roads (branches of To Lich channel); 3. Higher construction cost than Option A 4. Less advantageous for traffic due to high traffic density on the bridges, especially at stops and terminals;

Option C

- Advantages 1. Save construction cost; 2. Less impact to landscape; 3. Less resettlement;

- Disadvantages : 1. Disputes at intersections and slope roads but less; 2. Land required as Option A


Page 26

4. Convenient for liaison between communities 5. Convenient for liaison between intersections; 6. Advantageous for dispersing of tail gases

Items Cau Giay Interchanges

Option A

- Advantages :

1. Less land required than Option B; 2. . not impacted by water logging in rainy season; 3. Advantageous for dispersing of tail gases ; 4. surface wide enough for many lanes (6 lanes of two directions); 5. Less impact to residents ;

- Disadvantages : 1. Impacts to landscape (due to wide bridge surface in urban areas); 2. Disputes at intersections and slope roads of small distance; 3. Higher construction cost than Option C as long bridges; 4. Canalization on briges are more difficult than Option A (turning access branches). 5. Less safe

Option B

- Advantages: 1. Surface wide enough for many lanes (8 lanes of two direction including RAMP branches); 2. Advantageous for dispersing of tail gases ;

- Disadvantages : 1. Impacts to landscape; 2. Disputes at intersections and slope roads (branches of To Lich channel); 3. Higher construction cost than Option A 4. More land required 5. Less safe at intersections (3 lanes into one node) ;

Option C

- Advantages :

1. .Save construction cost; 2. Less impact to landscape; 3. Less resettlement; 4. Convenient for liaison between communities 5. Convenient for liaison between intersections; 6. Advantageous for dispersing of tail gases; 7. Less land required than Option B (like A)

- Disadvantages :

1. Disputes at intersections and slope roads (Cau giay, to Kim Ma- Cau Giay); 2. Land required as Option A. 3. Road surface on bridges are narrower (4 lanes of two directions)

Table 4.2 clearly presents the environmental impacts of the three options of cross

section at Buoi and Cau Giay interchanges. Option C of the two nodes cause least

environmental impacts. As such, Option C is proposed for both nodes. Regarding

Option C, more environmental benefits can be achieved like less land required, less

impacts to landscape, traffic safety and tail gas dispersion. Economic benefits are

numerous which are shown in fewer requirements for resettlement and compensation

for affected people due to losses of business sites and saving of construction cost


Page 27

4.1.1 Noise Route selection and site selection for new roads and expended roads shall move

around the sensitive receptors as possible as it can be, and unless absolute needs,

viaduct will not be built. Mitigation measures at the design stage are those which are

considered during and/or incorporated into the design.

Table 4-3 lists the commonly used noise mitigation measures for roads in urban areas,

including the effectiveness, advantages/disadvantages, and estimated costs.

Table 4-3. Comparison of Common Road Noise Mitigation Measures

Measure Noise reduction Advantage/disadvantage Estimated

cost ( 103 VND)

Absorbent noise barrier

2-20 dB(A) • Effective in open area

• Minimum noise reflection

• Potential sunlight and visual impacts

• Effective only to certain heights

• Limited effectiveness for multiple layer roads

800-1000 per m2

Reflective noise barrier

5-20 dB(A) • Lower sunlight impact

• Potentially increase noise intensity due to the reflection

• Effective only to certain heights

• Limited effectiveness for multiple layer roads

800 per m2

Semi-closed light

structure noise barrier

>20 dB(A) • Effective noise reduction

• Limited impact on road natural light

• Low noise reflection

• Relatively expensive and complex structure

1000

per m2

Absorbent road surface

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

• Easy to wear out

• Not suitable for heavy duty trucks

480 per m2

Double glazed windows

>20 dB(A) • Very effective for indoor noise control

• Require ventilation

• Difficult to implement as it will involve individual households or building owners

1300 per household

Overview of mitigation measures for the Ring road project. The World Bank

financed ring road project has been completed and operational since 2007 and noise

mitigation measures have been gradually implemented along the ring road. The actual


Page 28

noise barrier length is about 2700m . The additional noise barrier has been installed in

response to the strong public reaction on the increased noise from the inner ring road.

The other important noise mitigation measure, installation of double glazed windows

in sensitive receptors, has been gradually implemented.

In general, the noise barriers are most effective to three to six floors of the buildings

targeted for protection, with average noise reduction of about 2 to 4.7 dB(A). Higher

floors are generally beyond the noise barrier protected area and have no measurable

noise reduction. The lower floors on the other hand, are mostly impacted by the noise

from the ground level traffic for which the noise barriers mounted on the elevated

viaduct have no effect.

Double glazed windows have been installed in hospitals, school and houses next to the

road. The monitoring program at the two locations show that noise can be reduced by

26-27 dB(A) at the hospital (with a vacuum lawyer between two pieces of glasses) and

17-22 dB(A) at the school (ordinary design with two layers of windows put together)

when the windows are closed. When the windows are open, the reduction is about 6-10

dB(A) compared with the noise levels one meter outside the same windows.

The lessons learnt from the inner ring road noise mitigation, which will be included

into the consideration of mitigation measure planning and design for roads include:

- For multi stories buildings, the noise barriers should be higher. A noise barrier

5-7 m tall as originally designed, compared with the current height of 3 m,

would significantly increased the protected area;

- The lack of seal of noise barriers at the structural expansion joints and the poor

design in aluminum frame of the noise barriers are to blame for the less than

desired effectiveness of noise barriers;

- The noise barrier installation is not well planned. In some areas noise barriers

are installed where is no sensitive receptors to protect. Such waste of effort

should be avoided and the location of noise barriers should be carefully

planned through site investigation and acoustic study; and

- Double glazed windows prove to be very effective measures for noise

attenuation for indoor environment. It seems that to meet the noise standards at

the sensitive receptors, the windows are required to be closed; therefore, the

ventilation must be resolved to ensure the effectiveness of double glazed

window as a noise control measure.

In the following section of Hoang Quoc Viet extension road, noise barrier will be built


Page 29

to protect the sensitive receptors nearby:

• North side at Dong Xa residential area for 500 m long; on the Southern side, 500

m long. The noise barrier will be 3.5 m high using absorbent materials,

considering the fact there is no high rises in the directly impacted area. As the

buildings in the villages are mostly two stories high at about 10 m to the road for

the closest houses. To this height, the noise barrier will be most effective in noise

reduction, particularly this part of the road will be single elevated viaduct only

with no roads on the ground level. It is expected that the noise level equivalent at

the houses will be reduced from the originally predicted levels by about 15-20

dB(A). The residual impacts at the village houses following the noise barriers will

be about 60 dB(A) during the day time and about 50 dB(A) at night, which meet or

slightly above the applicable Category II standard ( TCVN 5949-1998).

• Based on the lessons learnt from the inner ring project, the noise barrier to be

installed will be carefully designed using quality materials. In particular, the

aluminum frame of each panel, between panels and between the structural

expansion joints will be well sealed to enhance the noise reduction function.

Double glazed windows. The experience gained from noise mitigation of the Ring

Road project has showed that noise barrier alone may not be adequate in terms of

noise reduction to the acceptable levels while installation of double glazed windows at

the sensitive receptors is the most effective measure to protect indoor environment

from noise impact. Buoi interchange (including link road Buoi- Hoang Hoa Tham)

with 600 m of road will take such measure to noise mitigation at the most sensitive

receptors.

- Along the Nguyen Thai Hoc street, a bus stop of BRT route will be located near

Primary school when 3 stories classroom building. The first and second floor of

the building will be mostly towards the classrooms on the third and fourth floor.

There are a total of 10 classrooms on these two floors with a total window area

of 120 m2.

- The first building of University of Civil engineering and Hanoi University of

Polytechnic located app. 100 m from the proposed BRT Giai Phong corridor,

however, noise level is expected to be able to meet the applicable standards. No

further mitigation is needed.

- Bach Mai hospital is about 50 m from the proposed BRT road. But it is located

near railway station. The effected noise level in this area caused by train is more


Page 30

than by BRT. However, it is recommended that the first building of the hospital

shall be installed by Double glazed windows with an estimated area of 120 m2.

4.1.2 Vibration We will take the following measures in engineering design to reduce the potential

influences on vibrating environment.

- Potential vibration caused by the expansion seals/joints between pre-fabricated

concrete plates and between concrete plates and bridge columns of the

interchanges will be given sufficient considerations during the design. The

support column design will also affect the vibration which will be considered in

the design as well.

- Greater improvement in the materials spread on the pavement of the road and

the plan ness of the road will be made. The asphalt will be adopted as the

surface material. The smoothness of road surface will be strictly controlled,

because 1 mm decreasing of smoothness contributes to 4 dB reduction of

vibration level.

- The land use along the project roads will be properly arranged. The vibration

sensitive buildings will not be placed within 40 m along project roads. Such

considerations have been incorporated into the Mater Plan of Hanoi City and

will be carried out by and under the supervision of Hanoi Planning Bureau.

4.1.3 Ambient Air To facilitate the dispersion of motor vehicle tail gases, the new high-rise buildings to

be built along the project roads will be located outside 20 m of the red line.

4.1.4 Water Environment Domestic sewage from the public transit stops shall be drained into the municipal

sewage pipeline after being treated in cesspools. Sewage from vehicle cleaning at the

public transit depots in Quang Lai, Ba La, Trung Van and Van Dien shall be

discharged after being treated by oil-water separating treatment facility.

4.1.5 Landscape Design Considering environmental beautification and landscape design in engineering design,

making the road, viaduct and bus depots coordinate with each other to the utmost.

In the design of road reconstruction and expansion, make utmost efforts to protect the

trees and the green belt at both sides of the road; as for the place that must be


Page 31

occupied, the trees that can planted in another place must be planted in the another

places as much as possible.

- According to Hanoi Urban Green Regulations, as for the ratio that green land

in this project accounts for in the total area of the land, the road with the width

of under 40 m is not less than 20 per cent, the road with the width between

40~50 m is not less than 25 per cent, the road with the width of over 50 m is not

less than 40 per cent and the bus depots is not less than 25 per cent.

4.1.6 Sunshine Determine the width of the red line at elevated section according to the design

principle of controlling the sunshine disturbance into the minimum degree and control

the distance between the red line at elevated section and the sensitive buildings close

to the sunshine into 5 m, and this measures will be supervised and performed in the

urban planning and during construction and development of the road at both sides of

elevated section by Hanoi Architect and Planning Bureau.

4.1.7 Land Acquisition, Demolition and Resettlement During position selection and design of newly-constructing, reconstructing, expanding

road and public transit bus depots, it is the important guideline for the project decision-

making department to reduce the land acquisition and demolition and resettlement to

the minimum degree.

4.2 Construction Phase The construction of this project will have influences on the acoustic environment,

vibration environment, ambient air, water environment, vegetation, community, traffic,

municipal facilities and cultural and historical sites and so on. Although most of the

influences is instant and recoverable, thorough attention must be paid to the estimation

on environmental impacts.

4.2.1 Acoustic Environment Although the noise produced in construction is inevitable entirely, the impact from the

noise on the environment around it can be mitigated to some extent. The Constructor

must to make the noise in construction site meet the requirements of Permitted noise

level in Construction Site.

The following measures to reduce the noise will be performed by the Contractor:


Page 32

Prohibit using the equipment with high noise at night (22:00~6:00), such as pile

driver�crusher, bulldozer, excavator, compactor, generator, electric sew, concrete electric vibrator and so on. Any operations extended beyond these timeframe as may

be required by the construction needs must apply and receive approval from relevant

authority. This requirement will be strictly enforced in the RR No2 and Hoang Quoc

Viet road construction which will basically eliminate the noise impacts at night, as

well as the after lunch nap time, when the standards exceed would be worst.

Use the machinery with low noise or the equipment equipped with sound eliminator or

sound insulation cover for example, generator used in construction site will be

supplied with sound eliminator or according to the environmental situation around the

construction sites.

Arrange construction time and equipment reasonably to make the construction which

may produce larger noise avoid the sensitive receptors and time of sound environment

and maintain equipment regularly to keep its good working state. As for the

construction sites with a little larger noise, install temporary sound barrier.

As for the large construction structures, especially those used in many viaducts in this

project, they will be prefabricated outside the construction sites and then will be

transported to the construction sites to erect.

As for the construction which is necessary to be performed at night, the Contractor

must submit it to the People’s Government of Hanoi City for approval in advance of

construction. The Project Construction Office will install sound insulation windows at

the impacted sensitive receptors according to the requirements of this environment

management plan ahead of 15 days before construction and release its construction

report on the newspaper before 2 days. The telephone numbers for complaint will be

given on the newspaper and in the construction sites.

Where possible, columns will be installed using excavated holes and onsite casting. If

steam, turbine or hammer style drilling machines must be used for column

construction, the contractors must apply to PMU first and these drilling activities will

be restricted to certain hours of the day (primarily morning and afternoon while

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

According to the above assessment, Dong Xa ward, Xuan La commue will be the most

seriously impacted sensitive receptors during construction. In fact, the later section of

this report will show they are also the most significantly impacted by noise and motor

vehicle exhaust emissions during the operation period of Ring Road and Hoang Quoc

Viet Road. Specific mitigation measures have been designed and will be taken at these

locations for reduce or avoid the long term impacts during operation phase. These

include relocating Xuan La primary school to an area not to be impacted by the project


Page 33

and install double-glazed windows to the first row of the residential housing in Xuan la

commune. To mitigate the noise impacts from construction activities, these measures

will be implemented at the beginning of the construction phase. For example, Xuan La

primary school will be relocated prior to the construction to completely avoid the

impact. Double-glazed windows at the mostly affected houses will also be installed at

the beginning of the construction for noise impact mitigation.

In addition, the following measures will be taken to further avoid or mitigate the

construction noise impacts:

- Structural elements for bridges and elevated viaducts will be made in factories

to avoid on-site concrete mixing and compacting;

- Low noise machinery will be selected where possible. High noise machinery

such as power generators will not be allowed to sue at the site; but if they are

necessary for construction work, noise temporary barriers or silencer will be

installed;

- Appropriately schedule the construction activities to avoid sensitive time and/or

sensitive locations where possible;

- Noise and vibratory activities will be arranged to be completed within the

quickest time possible to reduce the impact length;

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

possible;

- According to relevant laws and regulations, if the construction noise still

exceeds applicable standards, especially night time construction, the contractors

will apologize and compensate the affected residents, students in classrooms

and dormitory, or others affected.

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

impact of air-borne dust and other air emissions:

- Excavation and demolition site will be water sprayed to maintain certain

moisture levels, loosed earth and dry backfill materials will also be water

sprayed to prevent or minimize dust from air borne; On dry days, water will be

sprayed at least twice a day, once in the morning and once in the afternoon right

after the noon break.

- Materials will be stored in appropriated places and will be compacted where

possible; for bulk materials which cannot be compacted well, water spray or

cover will be applied to minimize dust;


Page 34

- All construction waste will be promptly removed from the sites, daily if

possible;

- Earth and bulk materials transportation will be loaded in such a way they will

not leak during transportation and will be covered.

- Before leaving construction sites, trucks wheels will be washed to clean the dirt

which would otherwise be carried away to the streets;

- Strictly prohibit burning of construction waste at the sites; and

- Asphalt and concrete mixing plants will be located in the area at least 500 m

leeward from the nearest residential or other sensitive receptors to ensure that

the emission from these facilities will impact the sensitive receptors. The

asphalt plants will be required to equip with effective emission control facilities

to meet the emission standards in relevant state and provincial air emission

standards. All these location and emission requirements will be included in the

tendering documents distributed to the bidders for the pavement work and

eventually in their contracts to become contractual obligations for the

contractors working for the project.

During construction, the Hanoi Urban Traffic Management Bureau will do well in

traffic control in urban area. According to construction plan, set warning signs at the

entrance to the city to remind the vehicles of traveling from the external roads around

the city. Do well in traffic control on external roads to ensure the unblocking of the

roads and prevent the traffic congestion so as to reduce the impacts from the tail gas of

the vehicle on the ambient air. If the vehicles are blocked due to the road construction

in urban area, the traffic management department will set up the instant vehicle

traveling management method, for example, regulating the traveling route for the taxi

with odd and even dates, prohibiting turning left at the main crossing and setting one-

way lane and so on.

4.2. 3. Water Environment The Contractor will take the following measures to minimize the impacts from

construction activities on water environment.

- Prohibit draining and flowing waste water from construction randomly.

- Clear the construction site in time, only when the waste water from construction

is treated in the temporary sand settlement bank can it be drained into the drains

to prevent some little matters such as sands and some sundries such as some

construction rubbish from being draining into drain pipeline.


Page 35

- Prohibit storing construction materials and rubbish at the place where the waste

water from the construction sites enters the drains and pay attention to clearing

the accumulating mud to prevent drain pipeline from choking.

- The toilet for constructors in construction site shall set temporary cesspool and

the sewage will be drained into the drain after pretreatment in cesspool.

- Besides enforcing management on the drainage of domestic sewage, the

Contractor shall offer training to the constructor on basic environmental

protection to improve the consciousness and responsibility of environmental

protection.

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

solid waste to the environment:

Contractors will be requested to comply strictly apply first to TUPWS and Hanoi

Urban Environmental Company (URENCO) to receive appropriate approval and

permits and dispose the waste in designated areas.

As per TCVN 6696-2000 stipulate that trucks loaded with bulk and loose materials

and waste must be loaded properly, covered and washed of their exterior before

allowed on the roads. Such trucks are not allowed to leak or cause air-borne of the

materials loaded during transportation and the transportation can only be made within

the designated time and along the designated routes.

Waste materials which can be used again will be recycled;

Temporary waste storage areas at the construction sites will be carefully selected to

avoid water front or causing traffic congestion, inconvenience to the pedestrians,

residents, and others in the nearby communities; and

Transportation of construction waste will avoid peak hours, avoid sensitive areas, and

will use approved routes.

4.2.5. Urban Ecology The following measures will be taken to minimize the impacts:

- Where possible, plants including trees, flowers, and bushes will be relocated to

other places or back to the project area following the completion of the

construction, instead cut and wasted;

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

occupy farmland;


Page 36

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

or wood boards to minimize the visual impacts to the communities as well as

for dust and safety control;

- The project area will be landscaped and planted following the construction. The

green area will be no less than 20% of the total project area. The landscaping

plan will result in a net increase in green space in the project area.

4.2.6. Traffic Management To mitigate impacts to the traffic on the existing roads, construction activities will be

well planned in consultation with the local traffic police. The specific measures to be

taken include the following:

- The most traffic affecting activities such as loading/unloading, beam lifting, and

bulk materials transportation will be scheduled for the time when the traffic on

the roads will be the lightest such as weekends, holidays mid-day around the

noon time or evenings.

- No traffic affecting construction activities will be allowed during the rush hours

in the morning and early evening;

- Public notices in the form of public boards at the construction sties will be

provided to inform the road users of the time, length and type of traffic

affecting construction activities and possible congestion.

- The public notice will also advise the road users of possible detoured roads

identified by the traffic police as alternative routes to avoid the congestion on

the roads affected by the project;

- No construction materials and debris will be allowed to store and pile on the

roads or the pedestrian areas;

- Construction vehicles parking on the roads will not be allowed unless it is

absolutely necessary. Such parking will be kept to the minimum and be

removed as soon as it is possible; and

- During the loading/unloading, viaduct structural lifting and installation, the

contractors will be requested to contact the traffic police to either have the

police on site or have their own staff on-site to help direct the traffic, to

minimize the traffic congestion and to ensure the safety.

4.2.7. Community The following measures will be taken to mitigate the negative impacts on the

community from the construction of the project.


Page 37

- All of the roads under reconstruction in urban area will be constructed in half-

closed manner and leave passages for the pedestrians, bicycles and buses.

- Build temporary roads and temporary bridge for the units and the residents

along the line and set necessary safety measures to ensure the unit and the

residents can go out conveniently and safely. At the same time, perform

centralized construction and quicken the construction progress to reduce the

impacts on the communities.

- As for the section where some schools are located, carry out construction in the

summer holiday or in other holidays to reduce the impact on the going of the

students.

- All of the construction materials will be stored on special yards by categories

and types and kept by designated persons. The discarded materials will be

removed out of the site to reduce space occupation and traffic inconvenience.

- As for the resident areas and the units that are separated due to being removed,

rebuild the fence within one month after accomplishing removing to reduce the

impacts from the external environment on the community security.

- During the construction of ramp of Buoi and Cau giay interchange as well as

Dam and Nhue bridges, build safety passage and take safety measures to ensure

the safety of the pedestrians.

- The hospital can anew establish its gate, so does the school; at the same time,

set some facilities such as gangway and guard fence.

- Road construction will be carefully planned and implemented to avoid damages

to underground utilities. Necessary protection measures will be taken for

various underground pipelines and cables.

- In road sections where traffic will remain, the street lighting will be maintained

at the original levels. No damage or disruption of street lighting will be

allowed.

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

- The contractor will be request to halt the all construction activities immediately

if any archaeological or other cultural properties are found (chance finds)

during excavation and to properly protect the site which such finds are

uncovered. Cultural authority, as well as PMU and EA team, will be noticed

promptly. Only after a thorough investigation by the cultural authority and

specialists and a clearance is provided, will the contractor be allowed to resume

their construction activities at the site.


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- The contractor will be request to provide safety shelters at the construction

sites, particularly overhead construction sites, to protect the public from any

safety accidents. Warning signs will be provided to alert the public of potential

safety hazards at and around the construction sites.

- The PMU recognizes that contractors working on the road component will be a

key in environmental management, pollution control and impact mitigation

during construction. A number of measures will be taken to ensure that the

contractors will be aware of their responsibilities and obligations in

environmental protection. All contractors and construction supervision will be

required to participate in a mandatory environmental training program prior to

the start of construction onsite. The above mitigation measures will be, where

appropriate, included in the tendering documents for contractors and eventually

in the construction contracts so that they will be the contractual requirements

for contractors working on proposed road.

4.2.9 Summary Table 4.4 summarized the proposed mitigation measures and the responsible

organizations for implementation during the construction phase to minimize the

potential environmental impacts.

Table 4.4. Summary of Environmental Mitigation Measures in Construction Phase

Concerns Mitigation measures Implementati

on organization

Noise

Equipment with high noise is forbidden to use at night (22:00~6:00); machinery and equipment with low noise shall be used; installing the machinery and equipment with mufflers or sound-insulating cover; rationally arranging

construction schedule and machinery and equipment; components of large-scale of structure shall be prefabricated outside the construction site

Constructor

Ambient air

The construction sites and shortcuts shall be sprayed water regularly. The vehicles transporting cement, building materials and building refuse shall be covered by tarpaulin to reduce dispelling. Before the vehicles going out of the loading and unloading yards, their carriages and tyre shall be cleaned by water. The routes for the transport vehicles shall avoid passing through the downtown area and avoid the residential area and environmental sensitive receptors as far as possible. The cleaning work for the vehicles going in and out of the construction sites, the activities of disposition, transportation and piling up of engineering spoil, building refuse and building materials on the construction sites, and site recovery and hardening shall be managed strictly. According to

the investigation on change of the concentration of PM10 surrounding the construction sites, the distance between the material plant, mixing station and other temporary material plant for construction and the residential areas and

Constructor, Hanoi Urban

Traffic Managemen

t Bureau


Page 39


on organization

environmental sensitive receptors shall not be less than 50 m. In the construction phase, the municipal traffic management departments shall do well the traffic dredging work. According to construction plan, set warning signs at the entrance to the city to remind the vehicles of traveling from the external roads around the city. Do well in traffic management on external roads to ensure the unblocking of the roads and prevent the traffic jar so as to reduce the influences from the waste gas of the vehicle on the environment and air. If the

vehicles are blocked due to the road construction in urban area, the traffic management department can set down the instant vehicle traveling management method, for example, regulating the traveling route for the taxi with odd and even date, prohibiting turning left at the main crossing and setting one-way lane and so on.

Water environmen

t

Prohibit draining and flowing waste water from construction randomly. Clear the construction site in time. Only when the waste water from construction is treated in the temporary sand settlement bank can it be drained into the drains to prevent some little matters such as sands and some sundries such as some construction rubbish from being draining into drain pipeline. The toilet for constructors in construction site shall set temporary cesspool and the sewage will be drained into the drain after pretreatment in cesspool. Besides enforcing

management on the drainage of living waste water, the contractor shall offer training to the constructor on basic environmental protection to improve the consciousness and responsibility of environmental protection.

Constructor

Recovery of

vegetation

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

Constructor, Hanoi

Landscape

Bureau

Community

All of the roads under reconstruction in urban area will be constructed in half-closed manner. Build temporary roads and temporary bridge for the units and the residents along the line and set necessary safe measures to ensure the unit and the residents can go out conveniently and safely. As for the section where some schools are located, carry out construction in the summer holiday or in the

holidays. All of the construction materials will be placed in the special sites in order according to the classification and type, clear and transport the waste from the construction in time to reduce the influences on the land occupied by the materials and the traffic. As for the resident areas and the units that are separated due to being removed, rebuild the fence within one month after accomplishing removing. During the construction of ramp of Dam River Bridge and the over cross at Hoang Quoc Viet Road, build safety passage and take safety measures to ensure the safety of the pedestrians.

Constructor, Project

Managemt. Office

Traffic

When setting down road construction plan, pay attention to planning and reasonable arrangement; at the same time perform construction in different period to reduce the traffic jam due to the same direction of the vehicles. This project will be constructed in half-closed manner and allow the buses and the bicycles to travel while prohibit the traveling of the vehicles through Hanoi City

TUPWS, PMU


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on organization

to ensure the unblocking of the buses. In the busy section, the crossing of the road can not be constructed in fully closed manner, but in half-closed manner, at the same time set one-way street to ensure the unblocking of the bus. Enforce traffic management and organization. All of the vehicles through Hanoi shall travel along the external ring route and it is prohibited to cross the urban area to reduce the traffic pressure of the roads in urban area. Control the variation and the type of the passing vehicles, set lane on the special sections and increase the

change circle of traffic indication light to try to reduce the traffic flow on the main truck. Organize circumambulating line and bicycle line. Perform scientific management and improve the quality of the traffic policemen to enforce traffic management ability; emphasize on improving the quality of the drivers to reduce the traffic jar due to the man-made factors. Set iron separation fence at both sides of the tracks of the roads for vehicles in main urban areas. Enforce the management on the anchoring vehicles on the road and make it leave as quickly as possible to avoid the influences on the normal passing of the vehicles so as to increase the passing ability of the traffic of the roads.

Vibration

Where possible, columns will be installed using excavated holes and onsite casting. If steam, turbine or hammer style drilling machines must be used for column construction, the contractors must apply to PMO first and these drilling

activities will be restricted to certain hours of the day (primarily morning and afternoon while evenings and nap time at noon will be strictly prohibited from using such drillers). Unless there is emergencies (emergent repair, emergent rescue), at night (22:00~6:00�we will not use any construction equipment with great vibration influences. The contractor must set signs at striking sites and give the telephone for complaint, names of the project, the contractor and the building unit. Select construction equipment with low noise and vibration, and maintain it regularly.

Constructor

Municipal facilities

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

PMU. Constructor

Cultural relics and historical

sites

During the process of construction, the transport vehicles shall run with low speed in urban area to reduce vibration. All the construction plants shall conduct

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

Constructor, Hanoi

Cultural and information

Dept.

4.3. Operation Phase


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4.3.1 Noise Control and Acoustic Environment Improvement Hanoi DONRE will takes charge of the sustained improvement of noise standard of

vehicle. The Hanoi Traffic Management Bureau of Hanoi Public Security Bureau,

together with Hanoi Environment Monitoring Station, is in charge of the regular

inspection of the vehicle noise and monitoring of improvement of standard-exceeding

vehicles. Vehicles that are far out of standard will be rejected. The noise-controlling

plan and objectives of each vehicle will be established to reduce its noise values step

by step.

The department of traffic police is in charge of enforcing rules and regulations of

urban traffic management, such as prohibiting overload or overlarge vehicle to travel

on the viaduct and limiting the traveling speed of vehicle especially at night.

Hanoi Urban Management Dept. is in charge of reducing the road vibration and

maintaining the sound insulation (sound barrier) equipment regularly, repairing and

maintaining the road surface.

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

the vibration level at both sides of the road will increase with damage extent of the

road surface day by day. If the condition of the road surface remains the same, the

vibration level ascents with the increase ratio of the vehicle type (especially the ratio

of large and mediate vehicles), and with the increase of traveling speed. If the road

surface is more deeply damaged and the ratio of vehicle type (especially the proportion

of large and mediate vehicles) and traveling speed increases, the vibration level at both

sides of the road will also largely increase.

To prevent and reduce the impacts on the vibration environment at both sides of the

road during the operation and to make it be in accordance with the requirement of

TCVN 6962-2001 Vibration Standards, it will be required to take the corresponding

measures of traffic management.

The department of traffic police is in charge of establishing the urban road and traffic

control system, for example, it rigidly limits the overload traveling on the vibration-

sensitive road at night and prohibits high speed traveling in the urban area especially

the heavy and mediate vehicle.

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

the related regulations.


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4.3.3 Ambient Air As indicated in the EIA of this project, the air quality will become worse along the

project roads. Even the improvement in air quality on a city aisle basis will be offset

over time as motor vehicle traffic increases and traffic speed decreases. Therefore, in

order to sustain the improvement of air quality in Hanoi City, the project will make a

certain investment for motor vehicle emission control.

4.3.3.1 Continuous Implementation of the Existing Motor Vehicle Tail Gas

Control Measure Hanoi has made very much progress in controlling the tail gas from vehicles, in the

coming future it will continue to perform and enforce these measures to control the tail

gas from the vehicle.

Enforce management on the sales of new-type vehicles, make sampling inspection

regularly on all kinds of new ones in the market, and carry on the sale rules of standard

tail gas emission.

Reject the vehicle strictly according to the state Vehicle Rejection Standard. All of

the rejected vehicles must be recycled and mustn’t be resold or transferred.

Strengthen the emission control of the existing motor vehicles and implement the

annual inspection and sampling inspection system. The standard-exceeding vehicles

must be treated until up to standard with a specified time limit. From 2007 on, the dual

idle emission inspection will be progressively implemented and then I/M system.

Control the increasing speed of the vehicle, especially the newly increasing taxis,

motorbikes and mini motorbikes.

4.3.3.2 Motor Vehicle Tail Gas Control A motor vehicle emission control (MVEC) measures optimization study will be

carried in this project. The study will review and evaluate effectiveness of existing

MVEC measures and other technologies, policies and measures used elsewhere. A

prioritized action items/measures will be developed from the study for motor vehicle

control in Hanoi City.

Two measures of controlling the tail gas from vehicle will be listed ahead of the above

action plan and carried out during the construction of this project. They are:

Use a movable environmental air monitoring minibus and a movable tail gas

monitoring minibus to enforce the I/M system.

Increase 3 new fixed automatic air monitoring stations and a central control room to

promote the environment and air quality inspection system in Hanoi.


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4.3.3.3. Improvement of Public Transit Establish the information management and dispatching system of urban public transit

in Hanoi to improve the level of public transit management and service; Establish 6

public transit interchange stations, 3 head and end bus terminals and depots, 40 public

bus stop stations; take policy of placing public transit in priority. The implementation

of these measures will effectively reduce the pollution of tail gas from vehicle in

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

Hanoi.

4.3.3.4. Road Improvement The two roads as well as traffic control and safety in this project aim at taking full

advantage of road resources, improving road and traffic conditions, and increasing the

flat level of the road surface through managing and engineering measures, such as

establishing area traffic control system (ATC), intersection channelization, setting

separate belt of vehicle and non-vehicle. They also aim at decreasing vehicle start-stop

frequency and increasing vehicle traveling speed. The implementation of these

measures will largely mitigate the pollution of tail gas from vehicle in Hanoi.

4.3.4. Landscape This project will protect the trees and green belts along the both sides of the road

reconstructed and expanded to the utmost, as well as plant trees and grass by the two

sides of the newly built road according to different structures of the roads. The work

will be carried out by Hanoi Landscape Bureau.

The principle of compensating the vegetation damaged due to this project is "cutting

one, compensating two".

4.3.5. Sunshine Continue to strictly control the height of the buildings by the two sides of the roads as

well as the distance between the sunshine sensitive buildings and the red line on the

road.

4.3.6. Water Environment Further improve the layout of drain pipe line all over the city, enforce the management

on the sewage disposal equipment in the public transit terminals and head and end bus

depots to make the discharge of sewage up to the standards.


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4.3.7. Summary Table 4.5 summarizes the proposed measures and the responsible organizations for

implementation during the operation phase to minimize the potential environmental

impacts.


Page 45

Table 4.5. Summary of Mitigation Measures in Operation Phase

Concerns Mitigation measures Implementation

organization

Noise

Sustained improvement of noise standard of motor vehicles. Regular inspection of the vehicle noise and

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

Hanoi Environmental Protection Bureau, Traffic Management Bureau of Hanoi Public Security

Bureau, Hanoi Environmental

Monitoring Station, Hanoi Municipal Management

Bureau

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

Traffic Management Bureau of Hanoi Public Security Bureau, Hanoi Municipal Management

Bureau

Ambient air

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

Hanoi Environmental

Protection Bureau, Hanoi Traffic Management Bureau, Hanoi Urban Transport Committee

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

Hanoi Landscape Bureau

Sunshine

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

Hanoi Municipal Planning Bureau

Water environme

nt

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

Hanoi Water Service Bureau, Hanoi Urban Transport Committee

4.4. Public Concerns and Countermeasures Through many times of on-site investigations, visits, public consultation and public

participations meetings involving the representatives from the sensitive organizations

and residents along the project roads, public concerns and their opinions about various

potential impacts imposed by HUTDP have extensively and patiently listened to.

Discussions have been made on the most concerned issues of the public and the

countermeasures have been proposed, as shown in Table 4.6.


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Table 4.6. Public Concerns and Responses

Public concerns Responses and solutions

Noise disturbance

Ventilation and sound-insulating windows, double sound-insulating windows and air conditioner shall be installed for the affected residential, school,

hospital, kindergarten and warfare center.

Community division and

traffic safety

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

Issue of bus stop

in Nguyen Thai Hoc Street

A bus stop at Phan Chu Trinh Primary school shall be considered to moved to a

new place near Gust Institute in order to avoid the small child from school to be lost after school hour

MV emission

pollution

Enforcing inspection of motor vehicle tail gas and implementing certificate test

and confirmation for inspection of motor vehicle tail gas

Resettlement

compensation

Guarantee the resettled families to acquire matter or capital compensation

according to the relevant stipulations of Hanoi City

Damage of

greening

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

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

Continued Public Consultation It is very important that public consultation and communications will continue

throughout the project construction stage. The objective is to inform the public of

construction activities to gain their understanding and support, and to listen to any

concerns they may have and suggestions for mitigation. For example, contractors will

be requested to inform and discuss with affected communities prior to construction

activities which could result in high noise. The public opinions and concerns will be

taken to full considerations for properly scheduling noise construction activities.

A bill board will be erected in every construction site. This board will briefly explain

the activities on this site, and indicates specifically that public concerns and opinions

on the environment will be welcome. To ensure public concerns, if any, can be

received properly and timely, the board will include specific contact information such

as telephone numbers, email address where possible, and contact persons, which will

be the head and environmental staff of the contractors on that particular site.

Public notice will also be issued in media during the operation stage to inform of the

public with contact information so that they can express their concerns and opinions, if

any, on environmental impacts of road operations. Once again telephone numbers and


Page 47

contact persons will be provided. At this stage, the contact information will be those of

that of the road operating company.

Personnel Training Personnel training will be provided in different stages of project implementation. At

the construction stage, heads and environmental staff from winning contractors and

construction supervision companies will be requested to participate in a mandatory

environmental training program. This request will be included the construction

tendering documents to be issued to the pre-qualified bidders who will be invited to

bid. This training program will include, but not limited to, the following contents:

- Relevant environmental regulations, policies, standards and programs;

- The main findings and recommendations of environmental impacts assessment;

- Relevant environmental control technologies, processes and procedures;

- Key contents of environmental management plan, particularly various

mitigation measures for the construction stage and the implementation;

- Daily environmental monitoring requirements (see section below),

methodology and procedures;

- Environmental reporting requirements; and

- Environmental emergency response and cleanup.

For operation stage, environmental staff from the road operation company and relevant

government organizations which oversee and supervise the road operations will be

provided the training. The training programs will be primarily provided by

professional environmental staff or in local universities.

4.5. Environmental Monitoring The objective of the environmental monitoring plan is to verify the prediction of

environmental impacts assessment and determine environmental performance and

impacts to surrounding area. The monitoring plan will also provide a basis for project

executing agency and road operator to prepare environmental policies, take additional

actions for mitigation as may be necessary and minimize adverse impacts.

Environmental monitoring plan

Environmental monitoring will be carried out in both the construction and operation

stages. In the construction stage, the monitoring will be done in two levels: daily and

regular monitoring, to be carried out by contractors and construction supervision

companies. Environmental staff will be trained prior to the start of construction for the

monitoring which will include mostly visual monitoring of air borne dust, surface


Page 48

runoff, storage and disposal of construction waste, traffic impacts, and construction

safety issues. Hand-hold noise meters will be used to monitor the noise levels at

sensitive receptors during construction. The objective of this daily monitoring program

is to identify environmental issues at the same time as the construction activities on

these sites to that appropriate mitigation actions, if needed, can be initiated and

implemented timely to minimize the impacts.

At the same time, in additional to the daily monitoring by contractors a formal

environmental monitoring program will also be carried out during the construction, as

well as operation phase. This program will be conducted by professional

environmental monitoring program with main objective to provide official records on

environmental and regulatory compliance status.

The formal environmental monitoring plan for both construction and operation stages

is presented in Table 4.7.

Table 4.7. Environmental Monitoring Plan Environment Item Contents

Parameter NO2, CO, TSP, PM10

Length 1 year for construction and first 2 years in operation

Frequency Once a quarter and 5 consecutive days each time

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

Air

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

Phu Dien kintergarden

Parameter Noise level equivalent (Leq)

Length 1 year for construction and first 2 years in operation

Frequency Once a quarter and one day each time

Time One during the day and one at night

Noise

Location As same as for air

As the night time construction is unavoidable, night time construction activities will be

closely monitored, besides other mitigation measures. Dedicated and well trained staff

will be stationed at the night time construction sites to monitor the activities with

regard to mitigation measure implementation, necessary actions for reduce excessive

impacts particularly noise and traffic as well as to receive and respond to any public

complaints.


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Reporting and data management

Environmental monitoring data have high values in environmental management and

pollution control. The data will demonstrate whether the actual environmental

performance and environmental impacts will be as predicted by the EA which will also

provide basis for appropriate and necessary actions. The reports and data will help

create environmental data base for the whole system and it will be managed by

DONRE Hanoi.

More specifically, the environmental monitoring reports will contain:

- Raw data (coefficients, monitoring location, monitoring/sample collection time,

statistics, environmental quality analysis and recommendations for further actions

where needed;

- Reporting frequency: once every three months for a quarterly report and once a

year for comprehensive reports;

- Reporting to: Hanoi DONRE, Hanoi TUPWS, Hanoi CPC

The reports will be reviewed by the environmental staff of the PO as well as the

regulatory authorities and the World Bank. It is the PO’s responsibility to respond to

the reports, particularly if the reports identify adverse impacts unexpected by the

project EA or impacts which exceed acceptable levels. PO will take prompt actions

including additional mitigation measures to address the newly identified issues. Estimated costs for monitoring plan The monitoring plan costs consist of fees for analysis, labor cost for the monitoring

work as well as costs for reporting preparation and translation. The estimated costs for

the monitoring plan are as follows:

Air quality which includes analytical cost (Table 4.8) and labor costs.

Table 4.8. Air Quality Monitoring Analytical Costs (VND)

Item No. of monitoring points

Samples per day

Days per time

Times Per year

Unit cost

Total cost ( 103)

NO2 8 4 1 4 50 000 6 400


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

For the one year monitoring for construction and two years for operation (the first two

years), the total analytical costs for the air quality will be 29 440 VND/ year. In

addition, the labor cost, based on four technical staff and one driver + one assistant

driver will be required for the program at 600 000/person- month for technical staff

and VND 1000 000/person-month for the driver and 600 000 for assistant driver will

be estimated to be 48.0 millions VND per year. Therefore, the total estimated costs for

air quality monitoring program will be 77.44 millions VND/year.

Noise, which includes primarily labor cost. Assuming labor cost will be as same as

with Air and it will be 77.44 millions/yea plus equipment depreciation of 10 millions

VND/year.

Night time construction supervision which includes dedicated and well trained staff

going through all construction sites during night time construction. It is estimated that

there will be 90 days when night construction are necessary. At VND 100 000/night ,

the total cost for night construction supervision will be VND 9.0 millions .

Transportation: This is primary the cost of using motor vehicle during conducting the

monitoring program. The basic assumption is that one vehicle is needed for noise and

air quality, respectively. At unit cost of VND100 000 per vehicle per day, the annual

cost will be VND 24.0 millions/year.

Reporting. The estimated cost for report production will be VND 2.4 millions per

year. In case of translation from Vietnamese to English. The translation cost will be

double ( 6.0 millions /year). Estimated cost of mitigation measures The various mitigation measures for the project will be taken during different stages of project implementation. The costs for these measures are estimated and presented in Table 4.9.

Table 4.9. Estimated Costs for Mitigation Measures

Item Specific measures Quantity Estimated costs ( VND 106)


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

880 m2. 5 184

Landscaping Tree planting, lawns 10 m wide on both sides

600

Environmental monitoring

Labor, materials, transportation reporting etc.

one year for construction and two for operation

611.7

Total 9895.7

5. ENVIRONMENTAL MANAGEMENT AND MONITORING As discussed above, the road and BRT components will generate adverse

environmental impacts in both construction and operation stages. The impacts during

construction can be high and extend to a large area but it mostly limited to the

relatively short construction period (up to two years). While during operation, the

impacts will be long lasting. For both stages, environmental management system

including environmental monitoring will be necessary to control the impacts to the

minimum.

Environmental Management Organizations The environmental management organizations involve in and their interrelation are

presented in an organizational charge. The functions of each organizations are

summarized in Table 4.10.

Table 4.10. Organizations Involved in Environmental Management

Organizations Responsibilities Hanoi TUPWS and Hanoi CPC The ultimate decision making body for all

matters related to environmental management

Hanoi DONRE • Law and regulations enforcement • Environmental policy/program

implementation • Setting up and enforcing discharge standards • Provide guidance on environmental matters • Review environmental reports • Handling environmental emergency

PMU

• Project proponent and executing agency • Day to day operation during construction

including environmental matters • Will have two full time environmental

specialists • Prepare contractual requirements and

specification for environmental performance for contractors and construction supervision

• Implement environmental mitigation measures


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• Review and respond with new mitigation as may be necessary to environmental monitoring reports.

Hanoi Cultural & Information Office • Responsible for all matters once the road is constructed and open for traffic

• Review and respond environmental monitoring reports

• Respond to emergency situation including environmental accidents.

Environmental Monitoring Stations • Conduct environmental monitoring for both construction and operation stages

• Provide monitoring reports • Recommend corrective actions

Environmental Monitoring Consultant Agency • Conduct environmental impact assessment • Prepare environmental management plan • Respond to environmental monitoring reports • Provide environmental training to contractors

and construction supervision Contractor and Construction supervision • Appoint one to two full time environmental

staff; • Implement construction stage mitigation

measures • Report regularly environmental performance


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