E14000 V 10 EMP0 English 0 Version

Public Disclosure Authorized
SOCIALIST REPUBLIC OF VIETNAM

HANOI PEOPLE’S COMMITTEE
TRANSPORT & PUBLIC WORK SERVICES

TRANSPORT AND URBAN PROJECTS
MANAGEMENT UNIT - TUPMU
HANOI URBAN TRANSPORT
DEVELOPMENT PROJECT
PREPARATION OF FEASIBILITY STUDY AND

PRELIMINARY DESIGNS
ENVIRONMENTAL MANAGEMENT
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Vol 1
HUTDP BRT & ROADS STUDY Draft Feasibility Study and
Preliminary Designs EMP Report
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
Page 1
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 2
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 3
- 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 4
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 5
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 6
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 7
- 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 8
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.
lakes used for domestic water supply.
rivers used for water sports and recreation.
lakes used for water sports and recreation.
rivers used for protection of aquatic life.
lakes used for protection of aquatic life.
Page 9
Table 1.2. Executive Standards for EMP of HUTDP
Environmental
Standards Standard value or class Remarks
factors
Class I:
Daytime: Leq 50 dBA
Class I:
Nighttime: Leq 40dBA
All sensitive
receptorss such as
TCVN 5949-1998 “Noise
shools, hospitals,
in Public and Residential
kinderggartens etc.
Areas- Maximum permitted Class II:
noise level” Daytime: Leq 60 dBA
Class II:
Nighttime: Leq 50dBA
Houses, Hotels, Office
buildings etc.
Acoustic environment The detailed standard values are
shown in Table 1.4a.
Adopted from American
Standards
The detailed standard values are Boundaries of
“ Standard for Noise at
shown in Table 1.4b. Construction Sites
Boundaries of Construction
Sites”
TCVN 5948-1999 “Noise
emitted by accelerating The detailed standard values are
At road sites
road vehicles- Maximum shown in Annex 1.4c.
permitted noise level”
Executing the standard for ambient
areas (TSP, CO,NO2,SO2,O3 and
All the areas
Lead). The detailed standard values
Ambient TCVN 5937-1995 are shown in Table 1.5a.
air quality “Ambient Air Quality Executing the standard for
standard Standards” Maximum allowable concentration
All the areas except
of hazardous substances in ambient
Industrial areas
air. The detailed standard values
are shown in Table 1.5a.
Executing the standard for
Air environment
TCVN 6438:2001 “ Road

Road Maximum allowable concentration
vehicles- Maximum All Roads and ambient
Vehicles of CO and HC emitted from the
permitted emission limits of air
Standard vehicles. The detailed standard
exhaust gas”
values are shown in Table 1.5b.
Executing the standard for
Vibration emitted by construction
works and factories – Maximum
TCVN 6962: 2001 permitted levels in the environment
Whole vibration
Vibration environment “Environmental Vibration of public and residential areas”
assessment scope
Standards” Daytime: 75 dB;
Nighttime: 75 dB
The detailed standard values are
shown in Table 1.6.
Page 10
Executing Class I- III standard for Domestic sewage

domestic sewage discharged into discharge in to the
TCVN 6772-2000 “
certain water bodies where no urban areas where the
Domestic Sewage
wastewater treatment facilities. wastewater treatment
Water Discharge Standards”
The detailed standard values are facilities are not
pollutants
shown in Table 1.7a. available
discharge
Executing Class A - C standards for
standard Effluents from
TCVN 5945-1995 “ Industrial effluents discharged into
Wastewater treatment
Industrial wastewater- water bodies.
discharge in to the
Discharge Standards” The detailed standard values are
surface water bodies
shown in Table 1.7b.
Class A water body. The detailed
standard values are shown in Table Red River,
1.7c.
Water TCVN 5942-1995
Class B water body . The detailed Nhue River, West
Water environment
environm “Environmental Quality

standard values are shown in Table Lake, Hoan Kiem
ental Standards for Surface
1.7c. Lake
standard water”
Class C water body. The detailed
standard values are shown in Table To Lich River
1.7c.
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 From 18:00 From 22:00
To 18:00 to 22:00 to 6:00
Special Areas: 50 45 40
1 Hospitals, Libraries, Health
care centers, kindergartens ,
schools Pagodas
2 Residential areas, hotels, 60 55 50
restaurants, office buildings.
3 Mixed areas: Residential 75 70 50
within commercial.
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Table 1.4b. The Permitted Noise Level from Construction Machines

Leq (dBA)
Noise limited value
Construction stage Main noise sources
Day time Night time
Bulldozer, excavator,
Earthwork and stonework 75 55
and shovel loader, etc.
Construction is
Piling Various piling machines 85
forbidden
Concrete mixer,
Structure vibration bar, and 70 55
electric saw, etc.
Crane and elevator, etc.
Fitment 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 70 70
Maximum speed > 30 km/h 73 73
2 L3 ( Motorcycle ), L4 and L5 ( Three wheels
motorcycles) 75 75
CC ≤ 80 cm3 77 77
80 cm3 < CC ≤ 175 cm3 80 80
CC > 175 cm3
3 Cars – Type M1 77 74
4 Cars - Type M2 and N1:

G ≤ 2000 kg 78 76
2000kg < G ≤ 3500 kg 79 77
5 Cars – Type M2 with G > 3500 kg and M3:
P < 150kW 80 78
P ≥ 150 kW 83 80
6 Cars Type N2 and N3 with:
P < 75 kW 81 77
75 kW ≤ P < 150 kW 83 78
P ≥ 150 kW 84 80
Notes: P: efficient capacity of the engines
CC: working volume of cylinder.
G : Maximum allowable gross weight of vehicle
Page 12
Table 1.5a. TCVN 5937-1995

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

No. Pollutants Average 1 hour Average 8 hours 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

Pollutants engine
Cars Motorcycles Cars
Level Level Level Level Level Level Level 1 Level Level
1 2 3 4 1 2 2 3
CO (% volume) 6,5 6,0 4,5 3,5 6,0 4,5 - - -
Or (ppm volume) 10.000 7.800

4-stroke engines, - - -
2-stroke engines, - 1500 1200 600 - - -
Other engines - 7800 7800 7800 - - -
- 3300 3300 3300 - - -
Haze level (% - - - - - - 85 72 50
HSU)
Page 13
Table 1.6. TCVN 6962: 2001

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

Permissible Remarks
No. Areas Time value, dB**
1 Special Areas 7:00 – 19:00 75 Continuous working
19:00 – 7:00 Background time not more than 10
level * hours /day
2 Residential areas, hotels, 7:00 – 19:00 75
restaurants, office buildings Continuous working
and others 19:00 – 7:00 Background time not more than 10
level * hours /day
3 Mixed areas: Residential 6:00 – 22:00 75
within commercial. Continuous working
22:00 – 6:00 Background time not more than 14
level * hours /day
Table 1.7a TCVN 6772-2000

“Domestic Sewage Discharge Standards”
Permissible value
No. Pollutants Unit Level Level Level Level Level
I II III IV 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 KQ
5 Sulfur ( as H2S) mg/l 1.0 1.0 3.0 4.0 KQ
6 Nitrate (NO3-) mg/l 30 30 40 50 KQ
7 Oil mg/l 20 20 20 20 100
8 Phosphorous (PO43-) mg/l 6 6 10 10 KQ
9 Total Coli form MPN/100 1000 1000 5000 5000 10 000
ml
KQ : Not required
Page 14
Table 1.7a TCVN 6772-2000

“ Domestic Sewage Discharge Standards”
Permissible value
No. Pollutants Unit Level Level Level Level Level
I II III IV 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 KQ
5 Sulfur ( as H2S) mg/l 1.0 1.0 3.0 4.0 KQ
6 Nitrate (NO3-) mg/l 30 30 40 50 KQ
7 Oil mg/l 20 20 20 20 100
8 Phosphorous (PO43-) mg/l 6 6 10 10 KQ
9 Total Coli form MPN/100 1000 1000 5000 5000 10 000
ml
KQ : Not required
Table 7b. TCVN 5945-1995

Industrial wastewater- Discharge Standards
Pollutants Units Permissible value

No. A B C
1 Temperature 0C 40 40 45
2 pH 6 n9 5,5 n 9 5 n9
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
Page 15
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”
Pollutants Units Permissible value

No. 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
Page 16
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 17
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
Investment
Components Contents of construction ( million
USD)
Cross Sections 2 cross sections
Road 1 road (including two cross sections)
New Road 60 - 100
construction with a total length of app. 7 km
Expansion Road 1 roads with length of 3.4 km
BRT system 2 routes: Lang Ha - Giang Vo ( 13 km)
BRT routes 79
and
6 interchanges and 40 bus stop points
Bus Interchanges
route Giai Phong (11.5 km)
Page 18
Bus Terminals 2 terminals
Traffic Air quality management; road transport regional control system
management (ATC) of city proper; propagation and education of users of road;
and road safety enhancement of traffic management and safety etc..
18
Set up modernized mass transit dispatching and information
Public transport 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

Length Construction
No Km Remark
(m) Year
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 19
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

Length Construction
No Km Remark
(m) Year
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 20
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

Quantities Quantity
Land
of of buses Constructio
No. Name of station occupied Remarks
operationl stopping n year
(m2)
buses at night
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

width of road (m)
Description Length of Construction
No. Road section before after
of project road (m) year
project project
Ring Road No2.
Road 6 100 0 7 000 2005
1 Buoi Interchange 450 - - 2003
Cau Giay
450 - - 2007
Interchange
Extended
Road 3 400 0 3 400
Quoc Viet
Extension
2007
Hoang
2
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.
Page 21
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 22
Table 4.1. Comparison of Engineering Design Alternatives
Section from Dai Co Viet Rd - Giai Phong Rd - Flyover

Disadvantages
1. Traffic jam, accidents due to interchange with
Advantages of BRT along road sides
other lanes;
Alternative 1 1. BRT along road sides allows other means
2. Affecting pedestrians and other simple
to travel
vehicles from the small roads into Giai Phong
Rd to the right
Disadvantages
Advantages of BRT in the middle of the
1. Causing traffic jam but less than alternative 1
roads
(from middle lane into left lanes from T-junction
1. No impacts to pedestrians, simple vehicles
Alternative 2 - Vong St);
and motorbikes;
2. Restricting access of other means along both
2. Settling traffic jams, accidents due to
sides.
changes of lanes.
Disadvantages
1. No transit for passengers at Truong Chinh
Advantages of BRT along barriers Transit station,
Alternative 3 1. BRT along pavements will allow for other 2. BRT to viaduct reduces flexibility of crossing
means to travel 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
Disadvantages
1. Causing circle traveling for other means
Advantages:
which change directions;
1. Reduction of individual means;
Alternative 1 2. Affecting daily activities (and economics) of
2.Reduction of noise pollution, tail gas from
people in the streets whose direction are
individual means
changes;
3. Taking space in terminals/stops.
Advantages:
Disadvantages
1. Minimization of cycle way of alternative
1. The coordination with the West is reduced;
1;
2. Affecting daily activities (and economics) of
Alternative 2 2. Stop the disputes, safety for people;
people in the streets whose direction are
3. Reduction of noise pollution, emitted
changed;
gases from individual means (due to reduce
number of fleets)
Advantages Disadvantages
1. Improving traffic capacity for means to 1. Changing the traveling habit in city center;
the West (limitation of alternative 2); 2. Affecting daily activities (and economics) of
Alternative 3 2. Stop the disputes, safety for people; people in the streets whose direction are
3. Reduction of noise pollution, emitted changed;
gases from individual means (due to reduce 3. Causing big dispute in Le Duan/Nguyen
number of fleets) Khuyen).
Page 23
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

Not good
Aesthetic view Good
due to the view will be limited by high
and landscape
elevation of the road
High risk of accidents for the worker and
Working Low risk of accidents for the worker and
surrounding areas due to work at high
conditions surrounding areas due to work at ground level.
elevation.
Construction phase:
Construction phase:
Medium impacts causes dust concentration
Major impacts caused by dust
caused by during the demolition activities,
concentration during the piling,
material transportation, the earth works and
transportation of construction material ;
other construction activities;
CO, NO2 emission from transport trucks,
Impacts CO, NO2 emission from transport
Air Pollution vehicles and construction machinery
trucks, vehicles and construction machinery.
Operation phase:
Operation phase:
Impacts by CO, NO2, THC due to
CO, NO2, THC concentration due to
increasing of traffic flow.
increasing of traffic flow
Construction phase:
Construction phase:
Increasing of noise levels during the
Noise Increasing of noise levels during the
piling, transportation of construction
Pollution transportation of construction material ;
material ;
Page 24
Operation phase:
Operation phase:
Impacts by noise levels due to increasing of
Impacts by noise levels due to increasing of
traffic flow.
traffic flow.
Construction phase:
Construction phase:
Less impacts due to construction activities will
In case of using bored pile industry, heavy
be at ground level ( max. noise level 64 dB at
truck is likely to cause biggest vibration
10 m from the source).
(about 79dB at 10 m far from source).
Vibration
Operation phase:
Operation phase:
Impact level is not significant
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

- Advantages:
- Disadvantages :
1. Less land required than Option B;
1. Impacts to landscape;
2. Not impacted by water logging in rainy
Option 2. Disputes at intersections and slope roads
season;
A (branches of To Lich channel);
3. Lanes for buses;
3. Higher construction cost than Option C
4. Advantageous for dispersing of tail
4. Less advantageous for traffic
gases;
- Disadvantages :
- Advantages
1. Road surface wide enough for many
2. Disputes at intersections and slope roads
lanes;
Option (branches of To Lich channel);
2. advantageous for dispersing of tail
B 3. Higher construction cost than Option A
gases ;
4. Less advantageous for traffic due to high
3. Lanes for buses;
traffic density on the bridges, especially at
stops and terminals;
- Advantages - Disadvantages :
Option 1. Save construction cost; 1. Disputes at intersections and slope roads
C 2. Less impact to landscape; but less;
3. Less resettlement; 2. Land required as Option A
Page 25
4. Convenient for liaison between

communities
intersections;
gases
Items Cau Giay Interchanges
- Disadvantages :
- Advantages :
1. Impacts to landscape (due to wide bridge
1. Less land required than Option B;
surface in urban areas);
2. . not impacted by water logging in
rainy season;
Option of small distance;
A 3. Higher construction cost than Option C
gases ;
as long bridges;
4. surface wide enough for many lanes (6
4. Canalization on briges are more difficult
lanes of two directions);
than Option A (turning access branches).
5. Less impact to residents ;
5. Less safe
- Disadvantages :
- Advantages:
1. Surface wide enough for many lanes
(8 lanes of two direction including
Option (branches of To Lich channel);
RAMP branches);
B 3. Higher construction cost than Option A
4. More land required
gases ;
5. Less safe at intersections (3 lanes into
one node) ;
- Advantages :
1. .Save construction cost;
2. Less impact to landscape;
- Disadvantages :
3. Less resettlement;
(Cau giay, to Kim Ma- Cau Giay);
Option communities
2. Land required as Option A.
C 5. Convenient for liaison between
3. Road surface on bridges are narrower (4
intersections;
lanes of two directions)
gases;
7. Less land required than Option B (like
A)
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 26
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 2-20 dB(A) • Effective in open area 800-1000
barrier • Minimum noise reflection per m2
• Potential sunlight and visual impacts
• Effective only to certain heights
• Limited effectiveness for multiple layer
roads
Reflective noise 5-20 dB(A) • Lower sunlight impact 800
barrier • Potentially increase noise intensity due per m2
to the reflection
• Effective only to certain heights
• Limited effectiveness for multiple layer
roads
Semi-closed light >20 dB(A) • Effective noise reduction 1000
structure noise barrier • Limited impact on road natural light per m2
• Low noise reflection
• Relatively expensive and complex
structure
Absorbent road 5 dB(A) • Most effective for high speed vehicles on 480
surface flat terrain per m2
• Easy to wear out
• Not suitable for heavy duty trucks
Double glazed >20 dB(A) • Very effective for indoor noise control 1300 per
windows • Require ventilation household
• Difficult to implement as it will involve
individual households or building
owners
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 27
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 28
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 29
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 30
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 31
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 32
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 33
- 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 34
- 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 35
- 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 36
- 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.
Page 37
- 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

Implementati
Concerns Mitigation measures on
organization
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
Noise equipment with mufflers or sound-insulating cover; rationally arranging Constructor
construction schedule and machinery and equipment; components of large-scale
of structure shall be prefabricated outside the construction site
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 Constructor,
area and avoid the residential area and environmental sensitive receptors as far Hanoi Urban
Ambient
as possible. The cleaning work for the vehicles going in and out of the Traffic
air
construction sites, the activities of disposition, transportation and piling up of Managemen
engineering spoil, building refuse and building materials on the construction t Bureau
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
Page 38
Implementati
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.
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
Water
construction rubbish from being draining into drain pipeline. The toilet for
environmen Constructor
constructors in construction site shall set temporary cesspool and the sewage
t
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.
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
Constructor,
Recovery the construction. If it is necessary to cut them due to the construction need while
Hanoi
of they can not be planted in another places, they will be compensated according to
Landscape
vegetation the principle of "cutting one, compensating two". There will be 378 trees to be
Bureau
cut within the range of the project and 756 trees will be planted as the
compensation after the project is accomplished.
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
Constructor,
holidays. All of the construction materials will be placed in the special sites in
Project
Community order according to the classification and type, clear and transport the waste from
Managemt.
the construction in time to reduce the influences on the land occupied by the
Office
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.
When setting down road construction plan, pay attention to planning and
reasonable arrangement; at the same time perform construction in different
TUPWS,
Traffic period to reduce the traffic jam due to the same direction of the vehicles. This
PMU
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
Page 39
Implementati
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.
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
Vibration using such drillers). Unless there is emergencies (emergent repair, emergent Constructor
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.
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
Municipal PMU.
off over 2 days, we’ll use water supply truck to supply the influenced people
facilities Constructor
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.
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 Constructor,
Cultural
of construction to avoid flying dust. The route for vehicles going in and out the Hanoi
relics and
construction sties shall be sprayed water regularly. During the process of Cultural and
historical
construction, the equipment with low noise shall be adopted as far as possible information
sites
and corresponding noise reducing measures shall be adopted. Nighttime Dept.
construction is forbidden. It is forbidden for the construction vehicles whistling
to avoid it distributing the residents.
4.3. Operation Phase
Page 40
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.
Page 41
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.
Page 42
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.
Page 43
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 44
Table 4.5. Summary of Mitigation Measures in Operation Phase

Implementation
Concerns Mitigation measures
organization
Sustained improvement of noise standard of motor
Hanoi Environmental
vehicles. Regular inspection of the vehicle noise and
Protection Bureau, Traffic
monitoring of improvement of vehicles out of standard.
Management Bureau of
Vehicles that are far out of standard will be rejected. The
Hanoi Public Security
noise-controlling plan and objectives of each vehicle will
Noise Bureau, Hanoi
be established to reduce its noise values step by step. The
Environmental
department of traffic police is in charge of enforcing rules
Monitoring Station, Hanoi
and regulations of urban traffic management. Maintaining
Municipal Management
the sound insulation sound barrier equipment regularly,
Bureau
repairing and maintaining the road surface
Traffic Management
Establishing the urban road and traffic administration Bureau of Hanoi Public
Vibration system. Maintaining the road according to the related Security Bureau, Hanoi
regulations. Municipal Management
Bureau
Hanoi Environmental
To constantly implement the existing motor vehicle tail
Protection Bureau, Hanoi
Ambient gas control measures. Enforcing motor vehicle tail gas
Traffic Management
air control. Improving public transit and road traffic
Bureau, Hanoi Urban
management.
Transport Committee
Making compensation for the damaged green belts and
Landscape trees. Planting trees and afforesting according to the urban Hanoi Landscape Bureau
planning.
Continue to strictly control the height of the buildings by
the two sides of the roads as well as the distance between Hanoi Municipal Planning
Sunshine
the sunlight sensitive buildings and the red line on the Bureau
road.
Further improve the layout of drain pipe line all over the
Water city, enforce the management on the sewage disposal Hanoi Water Service
environme equipment in the public transit terminals and head and end Bureau, Hanoi Urban
nt bus depots to make the discharge of sewage up to the Transport Committee
standards.
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.
Page 45
Table 4.6. Public Concerns and Responses
Public concerns Responses and solutions

Ventilation and sound-insulating windows, double sound-insulating windows
Noise
and air conditioner shall be installed for the affected residential, school,
disturbance
hospital, kindergarten and warfare center.
Community
division and Setting up foot viaduct or foot subway or street-crossing lines for pedestrians
traffic safety
Issue of bus stop A bus stop at Phan Chu Trinh Primary school shall be considered to moved to a
in Nguyen Thai new place near Gust Institute in order to avoid the small child from school to be
Hoc Street lost after school hour
MV emission Enforcing inspection of motor vehicle tail gas and implementing certificate test
pollution and confirmation for inspection of motor vehicle tail gas
Resettlement Guarantee the resettled families to acquire matter or capital compensation
compensation according to the relevant stipulations of Hanoi City
Most of public oppose damaging greening belts due to construction of the
Damage of project roads. After discussion with the Project Management Office and
greening 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 46
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 47
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
Air Frequency Once a quarter and 5 consecutive days each time
Time 6:00, 10:00, 14:00, 18:00 (TSP and NO2)
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)
Noise Length 1 year for construction and first 2 years in operation
Frequency Once a quarter and one day each time
Time One during the day and one at night
Location As same as for air
As the night time construction is unavoidable, night time construction activities will be
closely monitored, besides other mitigation measures. Dedicated and well trained staff
will be stationed at the night time construction sites to monitor the activities with
regard to mitigation measure implementation, necessary actions for reduce excessive
impacts particularly noise and traffic as well as to receive and respond to any public
complaints.
Page 48
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 Samples Days per Times Unit Total

points per day time Per year cost cost (
103)
NO2 8 4 1 4 50 000 6 400
Page 49
CO 8 4 1 4 50 000 6 400
PM10 8 4 1 4 80 000 10 240
TSP 8 4 1 4 50 000 6 400
Total 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)
Page 50
Noise Barrier 1000 m x 3.5 m 3 500
Euro windows 1440 m2 x 2 = 2 5 184
880 m2.
Landscaping Tree planting, lawns 10 m wide on both 600
sides
Environmental Labor, materials, one year for 611.7
monitoring transportation reporting etc. construction and
two for operation
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
• Project proponent and executing agency
• Day to day operation during construction
PMU 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
Page 51
• 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
Page 52
Preliminary Designs EMP
Report
Page 53

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Public Disclosure Authorized

SOCIALIST REPUBLIC OF VIETNAM

TRANSPORT & PUBLIC WORK SERVICES

HANOI URBAN TRANSPORT

PREPARATION OF FEASIBILITY STUDY AND

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

4. ENVIRONMENTAL MITIGATION MEASURES...........................................21

4.3.5. Sunshine ....................................................................................................43

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

1.2 Objective, Strategy and Performance Indicator of EMP

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

1.2.2 Strategy and Performance Indicator

1.3 Legal Basis and Applicable Standards

1.3.1 Legal Basis

Environmental Protection Legislation:

Fees and Charges:

Requirements of the World Bank

Forestry (OP/GP 4.36)

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

1.3.2 Executive Standards

Table 1.1. List of Executive Standards in Vietnam

Table 1.2. Executive Standards for EMP of HUTDP

TCVN 6438:2001 “ Road

Executing Class I- III standard for Domestic sewage

environm “Environmental Quality

Table 1.4a. TCVN 5949-1998

Table 1.4b. The Permitted Noise Level from Construction Machines

Table 1.4c. TCVN 5948-1999

4 Cars - Type M2 and N1:

Table 1.5a. TCVN 5937-1995

Hourly Average Hourly Average Daily average

Table 1.5b. TCVN 6438:2001

Vehicles with petroleum engine Vehicles with diesel

Or (ppm volume) 10.000 7.800

Table 1.6. TCVN 6962: 2001

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

Table 1.7a TCVN 6772-2000

Table 1.7a TCVN 6772-2000

Table 7b. TCVN 5945-1995

Pollutants Units Permissible value

Table 7c. TCVN 5942-1995

Pollutants Units Permissible value

1 pH - 6.0 – 8.5 5.5 – 9.0

1.3.3 Responsibility and Function of the Management Institutions

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

2.2. Project Components

Table 2.1. Description of Hanoi Urban Transport and Development Project

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

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

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

Table 2.2c. Schedule of Terminals/Depots

The Schedule of Road components is shown in Table 2.3.

Table 2.3. Schedule of Road Component

Road 6 100 0 7 000 2005

1 Buoi Interchange 450 - - 2003

3. SUMMARY OF ENVIRONMENTAL IMPACT OF THE PROJECT

4. ENVIRONMENTAL MITIGATION MEASURES

4.1 Project Design Phase

Table 4.1. Comparison of Engineering Design Alternatives

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