Environmental Management Plan - World Bank · Web view2. BRT to viaduct reduces flexibility of crossing node - Nga Tu Vong; 3. Difficult for BRT passengers at Truong Chinh stop where

Environmental Management Plan

Table of contents

31. INTRODUCTION

1.1. Project Background3

1.2 Objective, Strategy and Performance Indicator of EMP3

1.2.1 Objective3

1.2.2 Strategy and Performance Indicator4

1.3 Legal Basis and Applicable Standards5

1.3.1 Legal Basis5

1.3.2 Executive Standards9

1.3.3 Responsibility and Function of the Management Institutions17

2. PROJECT DESCRIPTION18

2.1. Name, Features and Location of the Project18

2.2. Project Components18

3. SUMMARY OF ENVIRONMENTAL IMPACT OF THE PROJECT21

4. ENVIRONMENTAL MITIGATION MEASURES21

4.1 Project Design Phase22

4.1.1 Noise26

4.1.2 Vibration30

4.1.3 Ambient Air30

4.1.4 Water Environment30

4.1.5 Landscape Design30

4.1.6 Sunshine31

4.1.7 Land Acquisition, Demolition and Resettlement31

4.2 Construction Phase31

4.2.1 Acoustic Environment31

4.2.2. Ambient Air33

4.2. 3. Water Environment35

4.2.4. Solid Waste35

4.2.5. Urban Ecology36

4.2.6. Traffic Management36

4.2.7. Community37

4.2.8. Others38

4.2.9 Summary39

4.3. Operation Phase41

4.3.1 Noise Control and Acoustic Environment Improvement41

4.3.2 Vibration42

4.3.3 Ambient Air42

4.3.4. Landscape44

4.3.5. Sunshine44

4.3.6. Water Environment44

4.3.7. Summary44

4.4. Public Concerns and Countermeasures45

4.5. Environmental Monitoring47

5. ENVIRONMENTAL MANAGEMENT AND MONITORING51

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.

· 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)

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;

Water Legislations:

· The Building Code of Vietnam: was issued in 1997 which is a paralegal document stipulating the minimum technical requirements mandatory to all construction activities, the solutions and the standards that must be applied to meet the requirements of the Building Code. Drainage and sewerage systems are regulated under the Chapter 5: Urban Planning as follows:

· Article 5.17: Drainage systems

5.17.1: The urban drainage system;

5.17.2: Selection of type of sewer system

5.17.3: Storm water drainage

5.17.4: Conditions for sewage discharge

5.17.5: Waste treatment plants and water pumping stations

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

· Law on Water Resources dated May 20, 1998.

· Decree No. 149/2004/ND-CP, 2004, Government Decree on regulation on licensing of water resources exploitation, extraction and utilisation and waste water discharge in water sources: The Decree shall regulate the issue, extension, amendment, termination and revoking of permits on exploration, extraction, exploitation, utilisation of water resources and waste water discharge into water sources.

Fees and Charges:

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

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

Requirements of the World Bank

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

Environmental Assessment (OP/BP/GP 4.01)

Forestry (OP/GP 4.36)

Natural Habitat (OP/BP 4.04)

Dam Safety (OP/BP 4.37)

Disinfection Agential Management (OP 4.09)

Non-voluntary Migrants (OD 4.30)

Cultural Relics (OP 4.11)

Debatable Area Project (OP/BP/GP 7.60)

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;

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

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

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

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

Engineering Design Documents

· “Feasibility Study Report of Hanoi Urban Transport Development Project Using World Bank Loan”, organized and compiled by the Foreign Capital Utilization Management Office for Hanoi Urban Transport Construction

1.3.2 Executive 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.

5

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

6

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

7

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

8

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

9

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

10

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

11

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

Table 1.2. Executive Standards for EMP of HUTDP

Environmental factors

Standards

Standard value or class

Remarks

Acoustic environment

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

Class I:

Daytime: Leq 50 dBA

Nighttime: Leq 40dBA

Class II:

Daytime: Leq 60 dBA

Nighttime: Leq 50dBA

The detailed standard values are shown in Table 1.4a.

Class I:

All sensitive receptorss such as shools, hospitals, kinderggartens etc.

Class II:

Houses, Hotels, Office buildings etc.

Adopted from American Standards

“ Standard for Noise at Boundaries of Construction Sites”

The detailed standard values are shown in Table 1.4b.

Boundaries of Construction Sites

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

Air environment

Ambient air quality standard

TCVN 5937-1995 “Ambient Air Quality Standards”

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

All the areas

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

All the areas except Industrial areas

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

Water environment

Water pollutants discharge standard

TCVN 6772-2000 “ Domestic Sewage Discharge Standards”

Executing Class I- III standard for domestic sewage discharged into certain water bodies where no wastewater treatment facilities.

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

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

Water environmental standard

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

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

Red River,

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

Nhue River, West Lake, Hoan Kiem Lake

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)

No.

Areas ( * )

Time

From 6:00

To 18:00

From 18:00

to 22:00

From 22:00

to 6:00

1

Special Areas:

Hospitals, Libraries, Health care centers, kindergartens , schools Pagodas

50

45

40

2

Residential areas, hotels, restaurants, office buildings.

60

55

50

3

Mixed areas: Residential within commercial.

75

70

50

Table 1.4b. The Permitted Noise Level from Construction Machines

Leq (dBA)

Construction stage

Main noise sources

Noise limited value

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)

No.

Type of vehicles

Permitted level

Level 1

Level 2

1

Two wheels motorcycles:

Maximum speed ( 30 km/h

Maximum speed > 30 km/h

70

73

70

73

2

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

CC ( 80 cm3

80 cm3 < CC ( 175 cm3

CC > 175 cm3

75

77

80

75

77

80

3

Cars – Type M1

77

74

4

Cars - Type M2 and N1:

G ( 2000 kg

2000kg < G ( 3500 kg

78

79

76

77

5

Cars – Type M2 with G > 3500 kg and M3:

P < 150kW

P ( 150 kW

80

83

78

80

6

Cars Type N2 and N3 with:

P < 75 kW

75 kW ( P < 150 kW

P ( 150 kW

81

83

84

77

78

80

Notes: P: efficient capacity of the engines

CC: working volume of cylinder.

G : Maximum allowable gross weight of vehicle

Table 1.5a. TCVN 5937-1995

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

Pollutants

Vehicles with petroleum engine

Vehicles with diesel engine

Cars

Motorcycles

Cars

Level 1

Level 2

Level 3

Level 4

Level 1

Level 2

Level 1

Level 2

Level 3

CO (% volume)

6,5

6,0

4,5

3,5

6,0

4,5

-

-

-

Or (ppm volume)

4-stroke engines,

2-stroke engines,

Other engines

-

-

-

-

1500

7800

3300

-

1200

7800

3300

-

600

7800

3300

10.000

7.800

-

-

-

-

-

-

-

-

-

Haze level (% HSU)

-

-

-

-

-

-

85

72

50

Table 1.6. TCVN 6962: 2001

VIBRATION STADARDS

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

No.

Areas

Time

Permissible value, dB**

Remarks

1

Special Areas

7:00 – 19:00

75

Continuous working time not more than 10 hours /day

19:00 – 7:00

Background level *

2

Residential areas, hotels, restaurants, office buildings and others

7:00 – 19:00

75

Continuous working time not more than 10 hours /day

19:00 – 7:00

Background level *

3

Mixed areas: Residential within commercial.

6:00 – 22:00

75

Continuous working time not more than 14 hours /day

22:00 – 6:00

Background level *

Table 1.7a TCVN 6772-2000

“Domestic Sewage Discharge Standards”

No.

Pollutants

Unit

Permissible value

Level I

Level

II

Level

III

Level

IV

Level

V

1

pH

mg/l

5-9

5-9

5-9

5-9

5-9

2

BOD5

mg/l

30

30

40

50

200

3

Suspended Solid (SS)

mg/l

50

50

60

100

100

4

Total Solid (TS)

mg/l

500

500

500

500

KQĐ

5

Sulfur ( as H2S)

mg/l

1.0

1.0

3.0

4.0

KQĐ

6

Nitrate (NO3-)

mg/l

30

30

40

50

KQĐ

7

Oil

mg/l

20

20

20

20

100

8

Phosphorous (PO43-)

mg/l

6

6

10

10

KQĐ

9

Total Coli form

MPN/100 ml

1000

1000

5000

5000

10 000

KQĐ : Not required

Table 1.7a TCVN 6772-2000

“ Domestic Sewage Discharge Standards”

No.

Pollutants

Unit

Permissible value

Level I

Level

II

Level

III

Level

IV

Level

V

1

pH

mg/l

5-9

5-9

5-9

5-9

5-9

2

BOD5

mg/l

30

30

40

50

200

3

Suspended Solid (SS)

mg/l

50

50

60

100

100

4

Total Solid (TS)

mg/l

500

500

500

500

KQĐ

5

Sulfur ( as H2S)

mg/l

1.0

1.0

3.0

4.0

KQĐ

6

Nitrate (NO3-)

mg/l

30

30

40

50

KQĐ

7

Oil

mg/l

20

20

20

20

100

8

Phosphorous (PO43-)

mg/l

6

6

10

10

KQĐ

9

Total Coli form

MPN/100 ml

1000

1000

5000

5000

10 000

KQĐ : Not required

Table 7b. TCVN 5945-1995

Industrial wastewater- Discharge Standards

No.

Pollutants

Units

Permissible value

A

B

C

1

Temperature

0C

40

40

45

2

pH

6 đến 9

5,5 đến 9

5 đến 9

3

BOD5 (200c)

mg/l

20

50

100

4

COD

mg/l

50

100

400

5

Suspended Solid

mg/l

50

100

200

6

Arsenic

mg/l

0,05

0,1

0,5

7

Cadmium

mg/l

0,01

0,02

0,5

8

Lead

mg/l

0,1

0,5

1

9

Chromium (VI)

mg/l

0,05

0,1

0,5

10

Chromium (III)

mg/l

0,2

1

2

11

Mineral Oil

mg/l

ND

1

5

12

Fat

mg/l

5

10

30

13

Cu

mg/l

0,2

1

5

`14

Zn

mg/l

1

2

5

15

Manganese

mg/l

0,2

1

5

16

Nickel

mg/l

0,2

1

2

17

Total phosphorous

mg/l

4

6

8

18

Fe

mg/l

1

5

10

19

Aluminum

mg/l

0,2

1

5

20

Hg

mg/l

0,005

0,005

0,01

21

Total Nitrogen

mg/l

30

60

60

22

Ammoniac (as N)

mg/l

0,1

1

10

23

Flour

mg/l

1

2

5

24

Phenol

mg/l

0,001

0,05

1

25

Sulfur

mg/l

0,2

0,5

1

26

Cyanide

mg/l

0,05

0,1

0,2

27

Total Coli form

MPN/100 ml

5000

10 000

-

Note: KPHĐ – Not Detective

Table 7c. TCVN 5942-1995

“Environmental Quality Standards for Surface Water”

No.

Pollutants

Units

Permissible value

A

B

1

pH

-

6.0 – 8.5

5.5 – 9.0

2

BOD5 (200C)

mg/l

< 4

< 25

3

COD

mg/l

< 10

< 35

4

Dissolved Oxygen

mg/l

( 6

( 2

5

Suspended Solid

mg/l

20

80

6

Arsenic

mg/l

0,05

0,1

8

Cadmium

mg/l

0,01

0,02

9

Lead

mg/l

0,05

0,1

10

Chromium (VI)

mg/l

0,05

0,05

11

Chromium (III)

mg/l

0,1

1

12

Cu

mg/l

0,1

1

13

Zn

mg/l

1

2

14

Manganese

mg/l

0,1

0,8

15

Nickel

mg/l

0,1

1

16

Fe

mg/l

1

2

17

Hg

mg/l

0,001

0,002

18

Aluminum

mg/l

1

2

19

Ammoniac ( as N)

mg/l

0,05

1

20

Flour

mg/l

1

1,5

21

Nitrate( as N)

mg/l

10

15

22

Nitrite ( as N)

mg/l

0,01

0,05

23

Cyanide

mg/l

0,01

0,05

24

Phenol (total)

mg/l

0,001

0,02

25

Oil

mg/l

Không

0,3

26

Detergent

mg/l

0,5

0,5

27

Total Coli form

MPN/100 ml

5000

10 000

Notes:

Column A: application to the surface water resources which are used a sources for water supply (need to be treated as required).

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

1.3.3 Responsibility and Function of the Management Institutions

The environmental management institutions of this project at the construction phase and operation phase consist of the following organizations:

At state level: The Ministry of Natural Resources and Environment (MONRE) is a Governmental agency having the task of State managing on resources like land, water, mineral resource, environment, hydro-meteorology and mapping for the whole country; State management for public services and having the ownership over State fund in Sate-owned companies in the above mentioned fields according to the laws. This organization will be in-charge of appraisal of EA report for this project. The mandates for different agencies under MONREH are:

DOE (Department of Environment): This department is to assist the Minister of MONRE in the exercising state management of environmental protection activities in term of policy-making and the development of related legislations, strategies, planning and plans.

Department of Appraisal and EIA (DAEIA): This department is to assist the Minister of MONRE in the exercising state management of environmental impact assessment and appraisal.

VEPA (Vietnam Environmental Protection Agency): This agency is to implement the state management of environmental activities in terms of environmental inspectorate and supervision, pollution prevention, environmental quality improvement, natural conservation, environmental technology promotion and public awareness enhancement.

Directorate for Standards and Quality (STAMEQ) under the Ministry of Science and Technology: This directorate is to advise the Government on issues in the fields of standardization, metrology quality management in the country and to represent Vietnam in the international and regional organizations in the fields concerned.

At city level:

( DONREH (Department of Natural Resources – Environment & Housing) of Hanoi: This department are responsible to the Hanoi People’s Committee for Hanoi environmental and Natural resources management, among air environmental management, air environmental and hydro-meteorological monitoring.

Hanoi Transportation and Urban Public Work Services (TUPWS): Department of Transport and Public Work Services is the State agency with the task of infrastruture managment of Hanoi city. In which, Sewerage and Drainage Company (HSDC) is assigned with management of sewerage system and URENCO is assigned with management of solid waste including domestic, hospital and medical waste as well as sludge emptying by Department of Transport and Public works Services (TUPWS).

2. PROJECT DESCRIPTION2.1. 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)

Road construction

Cross Sections

2 cross sections

60 - 100

New Road

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

Expansion Road

1 roads with length of 3.4 km

BRT system

BRT routes

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

79

Bus Interchanges

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

Bus Terminals

2 terminals

Traffic management and road safety

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

18

Public transport

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

Total cost

157 - 197

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

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

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

No.

Description of project

Road section

Length of road (m)

width of road (m)

Construction year

before project

after project

1

Ring Road No2.

Road

6 100

0

7 000

2005

Buoi Interchange

450

-

-

2003

Cau Giay Interchange

450

-

-

2007

2

Hoang Quoc Viet Extension

Road

3 400

0

3 400

Extended

2007

Dam Bridge

1 330

2008

Nhue Bridge

2 330

2008

Total

Total length of 14 067 m

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.

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.

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).

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.

Air Pollution

Construction phase:

Major impacts caused by dust concentration during the piling, transportation of construction material ;

CO, NO2 emission from transport trucks, vehicles and construction machinery

Construction phase:

Medium impacts causes dust concentration caused by during the demolition activities, material transportation, the earth works and other construction activities;

Impacts CO, NO2 emission from transport trucks, vehicles and construction machinery.

Operation phase:

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

Operation phase:

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

Noise Pollution

Construction phase:

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

Construction phase:

Increasing of noise levels during the transportation of construction material ;

Operation phase:

Impacts by noise levels due to increasing of traffic flow.

Operation phase:

Impacts by noise levels due to increasing of traffic flow.

Vibration

Construction phase:

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

Construction phase:

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

Operation phase:

Impact level is not 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;

4. Convenient for liaison between communities

5. Convenient for liaison between intersections;

6. Advantageous for dispersing of tail gases

- Disadvantages :

1. Disputes at intersections and slope roads but less;

2. Land required as Option A

Items

Cau Giay Interchanges

Option

A

- Advantages :

1. Less land required than Option B;

2. . not impacted by water logging in rainy season;

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

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 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 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 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 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:

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 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;

· 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.

· 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;

· 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.

· 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.

· 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

Implementation organization

Noise

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

Constructor

Ambient air

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

Constructor, Hanoi Urban Traffic Management Bureau

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. 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 to ensure the unblocking of the buses. In the busy section, the crossing of the road can not be constructed in fully closed manner, but in half-closed manner, at the same time set one-way street to ensure the unblocking of the bus. Enforce traffic management and organization. All of the vehicles through Hanoi shall travel along the external ring route and it is prohibited to cross the urban area to reduce the traffic pressure of the roads in urban area. Control the variation and the type of the passing vehicles, set lane on the special sections and increase the change circle of traffic indication light to try to reduce the traffic flow on the main truck. Organize circumambulating line and bicycle line. Perform scientific management and improve the quality of the traffic policemen to enforce traffic management ability; emphasize on improving the quality of the drivers to reduce the traffic jar due to the man-made factors. Set iron separation fence at both sides of the tracks of the roads for vehicles in main urban areas. Enforce the management on the anchoring vehicles on the road and make it leave as quickly as possible to avoid the influences on the normal passing of the vehicles so as to increase the passing ability of the traffic of the roads.

TUPWS, PMU

Vibration

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

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 ve