Draft EIA: Viet Nam: Ho Chi Minh City Urban Mass Rapid ... - AECEN

Draft Environmental Impact AssessmentFebruary 2012VIE: Ho Chi Minh City Urban Mass Rapid Transit Line 2 -PFR 2 (Tham Luong Depot to Ben Thanh Station)Prepared by the People’s Committee of Ho Chi Minh City for the Asian Development Bank

K – potassiumKfW – Kreditanstalt für WiederaufbauL 50 – level of sound exceeded for 50% of the monitoring periodL eq – time-averaged sound level (or equivalent sound level) over the measurementperiodLEP – GOV’s Law on Environment ProtectionL max – single highest sampled level of soundLRT – light rail train systemMAUR – Municipal Authority for Urban RailwaysMFF – multi-tranche financing facilityMg – magnesiumMn – manganeseMONRE – Ministry of Natural Resources and EnvironmentMOT – Ministry of TransportMRT2 – mass rapit transit line 2MV – medium voltageN – nitrogenNa – sodiumN/A – not applicableNH 3 – ammoniaNH 4 + – ammoniumNO2 – nitrogen dioxideNO2- – nitriteNO3- – nitrateNOx – nitrous oxidesO&M – operation and maintenanceP – phosphorousPAH – project affected householdPb – leadPC – People’s CommitteePFR – periodic financing requestPM – paticulate matterPM10 – particulate matter with diameter < 10 micronsPM2.5 – particulate matter with diameter < 2.5 micronsPMISC – project management and implementation support consultantPMU2 – Project Management Unit 2PPTA – project preparatory technical assistanceQCVN/TCVN – Vietnamese environmental quality standards4

RS – rolling stockRP – resettlement planSIA – social impact assessmentSO2 – sulfur dioxideSO3 – sulfiteSO 4 – sufateSPS 2009 – ADB’s Safeguard Policy Statement 2009SR – sensitive receptorSS – suspended solidsSSS – substation at stationSVOC – semi-volatile organic compoundTA – technical assistanceTBM – tunnel boring machineTDS – total dissolved solidsTHC – total hydrocarbonsTRICC – Transport Investment and Construction Consultancy CompanyTSS – total suspended solidsTSS – traction substationTSP – total suspended particulatesUDC – Urban Drainage CompanyUXO – unexploded ordnanceVAT – value added taxVND – Viet Nam dongVOC – vehicle operating costVOC – volatile organic compoundVHV – very high voltageWACC – weighted average cost of capitalWHO – World Health OrganizationZn – zincWEIGHTS AND MEASURES< – less than> – greater than≥ – greater than or equal to% – percent°C – degree Celsius5

cm – centimeterD – diameterg/l – gram per literha – hectarekg – kilogramkm – kilometerkm 2 – square kilometerkm/h – kilometer per hourkV – kilovoltI – literm – meterm 2 – square meterm 3 – cubic metermg – milligrammg/l – milligram per litermg/m 3 – milligram per cubic metermm – millimeterm/s – meter per secondMPN/100 ml – most probable number per 100 milliterm/s – meter per secondMW – megawattNTU – nephelometric turbidity unitppm – parts per millionµg – microgramµg/ml – microgram per milliliterµm – micronµS/cm – micromhos per centimeterV – volt6

NOTEIn this report, "$" refers to US dollars.This environmental impact assessment is a document of the borrower. The views expressedherein do not necessarily represent those of ADB's Board of Directors, Management, or staff, andmay be preliminary in nature.In preparing any country program or strategy, financing any project, or by making any designationof or reference to a particular territory or geographic area in this document, the Asian DevelopmentBank does not intend to make any judgments as to the legal or other status of any territory or area.7

CONTENTSI. EXECUTIVE SUMMARY 14PageII. INTRODUCTION 18A. Preface of the EIA 18B. Background to the Project 19C. Project Justification 25D. Project Status 26E. Purpose of the EIA 26III. LEGAL AND ADMINISTRATIVE FRAMEWORK 28A. The Legal Framework for Environmental Management 28B. The Administrative Framework for Environmental Management in HCMC 29C. ADB Environmental Requirements 30IV. DESCRIPTION OF THE PROJECT 31A. Project Location 31B. Inter-Operability between HCMC Lines 1 and 2 32C. Engineering/Design Specifications 33D. Station Locations 43E. Station Construction 51F. Depot 51G. Depot Spur Line 54H. Power Supply 54I. Signaling 56J. Fare Collection and Ticketing 56K. Construction Program 57L. Drainage and Utilities 57M. Spoils Disposal during Construction 58N. Traffic Management during Construction 58O. Design Refinement 58P. Civil Works Contract Packaging 58Q. Service Operations and Maintenance 60R. Cost Estimate 64S. Economic and Financial Assessment 68T. Financial Analysis 75U. Project Implementation 77V. DESCRIPTION OF THE ENVIRONMENT 79A. Introduction 79B. Physical Environment 79C. Ecological Resources 104D. Air Quality 113E. Noise and Vibration 136F. Transportation and Traffic in Ho Chi Minh City 150G. Social Aspects and Cultural Resources 153H. Environmental Conditions at the Depot 157VI. ANTICIPATED ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES 159A. Construction-Related Facilities 1598

B. Tunnel and Underground Stations 160C. Viaduct and Transition Section 185D. Depot 198E. Greenhouse Gas Emissions 208F. Cumulative and Induced Impacts 209VII. ANALYSIS OF ALTERNATIVES 212A. Introduction 212B. Do-Nothing or Do-Minimum Option 212C. Alternative Options for HCMC 212D. Alternative Options for Route Alignment 212E. Alternative Options for Tunnel Construction 213F. Twin Tunnels versus Single Tunnel 214G. Alignment and Station Alternatives 215VIII. INFORMATION DISCLOSURE, CONSULTATION, AND PARTICIPATION 224A. Introduction 224B. Public Consultations (2007-2010) 224C. Information, Disclosure and Public Consultation for the EIA (2011) 227D. Project Implementation Stage 229IX. GRIEVANCE REDRESS MECHANISM 231A. Grievance Resolution – Contractor Level 231B. Grievance Resolution – Grievance Redress Committee Level 231X. ENVIRONMENTAL MANAGEMENT PLAN 235A. Environmental Mitigation Plans 236B. Environmental Monitoring Plans 311C. Responsibilities for EMP Implementation 323D. EMP Reporting 326E. Budget for EMP Implementation 326F. Institutional Strengthening and Capacity Building in MAUR 330XI. CONCLUSION 336XII. REFERENCES 337FIGURESFigure 2.1: Approved HCMC Transport Master Plan of the MRT LinesFigure 2.2: Revised HCMC Transport Master PlanFigure 4.1: MRT2 alignment planFigure 4.2: Tunnel configurationFigure 4.3: Viaduct configurationFigure 4.4: Typical viaduct vross section showing large single ‘U’Figure 4.5: Track layoutFigure 4.6: Underground station layout – option 1Figure 4.7: Underground station layout – option 2Figure 4.8: Typical layout of an elevated stationFigure 4.9: Conceptual design for Ben Thanh StationFigure 4.10: Tao Dan StationFigure 4.11: Dan Chu Station9

Figure 4.12: Bay Hien StationFigure 4.13: Ba Queo StationFigure 4.14: Depot site location planFigure 4.15: Sketch of track layout and stations — initial projectFigure 4.16: Sketch of track layout and stations — future situationFigure 4.17: Sketch of track layout and stationsFigure 5.1: Location of hydrological survey stations in the vicinity of the spoils disposal siteFigure 5.2: Hourly water levels recorded at Da Phuoc site, Nha Be and Phu An stations (6-9Januatry 2012)Figure 5.3: Location of the January 2012 sampling stations for groundwater quality, surfacewater quality and aquatic organisms in the vicinity of the spoils disposal siteFigure 5.4: Types of habitats at the spoils disposal siteFigure 5.5: Types of habitats surrounding the spoils disposal siteFigure 5.6: Grass swamplands at the spoils disposal siteFigure 5.7: Terrestrial grass species thriving at the spoil-covered areas at the disposal siteFigure 5.8: Channel corridor at the spoils disposal siteFigure 5.9: Wood swamplands at the spoils disposal siteFigure 5.10: Annual Average PM10 Concentrations in HCMC compared to the WHO 2006guidelines. (Source: Mehta, 2006)Figure 5.11: Air quality, noise and vibration sampling stations in the vicinity of Ben Thanh StationFigure 5.12: Air quality, noise and vibration sampling stations in the vicinity of Tao Dan StationFigure 5.13: Air quality, noise and vibration sampling stations in the vicinity of Dan Chu StationFigure 5.14: Air quality, noise and vibration sampling stations in the vicinity of Hoa Hung StationFigure 5.15: Air quality, noise and vibration sampling stations in the vicinity of Le Thi RiengStationFigure 5.16: Air quality, noise and vibration sampling stations in the vicinity of Pham Van HaiStationFigure 5.17: Air quality, noise and vibration sampling stations in the vicinity of Bay Hien StationFigure 5.18: Air quality, noise and vibration sampling stations in the vicinity of Nguyen Hong DaoStationFigure 5.19: Air quality, noise and vibration sampling stations in the vicinity of Ba Queo StationFigure 5.20: Air quality, noise and vibration sampling stations in the vicinity of Pham Van BachStationFigure 5.21: Air quality, noise and vibration sampling stations in the vicinity of Tan Binh StationFigure 5.22: Air quality, noise and vibration sampling stations in the vicinity of the DepotFigure 6.1: Cross-section of an elevated station designFigure 6.2: Noise shield attached to viaductFigure 7.1: Cross-over Option 1Figure 7.2: Cross-over Option 2Figure 7.3: Cross-over Option 3Figure 7.4: Double track access option to the DepotFigure 7.5: Depot layout options10

TABLESTable 2.1: Population forecastsTable 2.2: Employment forecastsTable 3.1: GOV environmental quality standardsTable 4.1: Station chainage and depthTable 4.2: Summary of the project engineering componentsTable 4.3: Station location advantages and constraintsTable 4.4: Possible stabling requirements for the depotTable 4.5: Rolling stock fleet size estimation for MRT2Table 4.6: Service frequency (Time Interval Between trains) at the Various Time HorizonsTable 4.7: Financial capital costs of MRT2 Ben Thanh - Tham Luong (million US$ at constantfirst quarter 2008 prices)Table 4.8: Annual operating and maintenance cost estimates (million US$ at constant firstquarter 2008 pricesTable 4.9: Daily passenger trips (thousands) from 2017-2036Table 4.10: Expected impact over time of the project on travel in HCMC regionTable 4.11: Historical growth of gross regional product in HCMC (% per annum)Table 4.12: Value of passenger timeTable 4.13: User cost per passenger trip (US$) (2017-2036)Table 4.14: Project economic benefits (US$ million)Table 4.15: Economic analysisTable 4.16: Results of Sensitivity TestsTable 4.17: Project investment plan (US$ million)Table 4.18: Project level of subsidy: base case, and without bus reorganizationTable 4.19: Project implementation scheduleTable 5.1: Average monthly hours of sunlight in Ho Chi Minh CityTable 5.2: Average monthly temperature in Ho Chi Minh City ( o C)Table 5.3: Average monthly rainfall in Ho Chi Minh City (mm)Table 5.4: Average monthly Humidity in Ho Chi Minh City (%)Table 5.5: Surface Water Quality in the Project AreaTable 5.6: Parameters and methods for surface water analysisTable 5.7: Surface water quality at the depot site in Tham Luong (NM-01)Table 5.8: Surface water quality at the depot site in Tham Luong (NM-02)Table 5.9: Surface water quality at Tham Luong Bridge (NM-03)Table 5.10: Location of surface water sampling stations in the vicinity of spoils disposal site(January 2012)Table 5.11: Monthly maximum salinity of surface water at Nha Be station (2001-2010)Table 5.12: Surface water quality in the vicinity of the disposal site (January 2012)Table 5.13: Reserved fresh water potential of aquifers in HCMCTable 5.14: Results of groundwater quality monitoring (HEPA 2007)Table 5.15: Results of groundwater quality sampling (25 May 2011)Table 5.16: Results of groundwater quality sampling (26 May 2011)Table 5.17: Location of groundwater quality sampling stations within and in the vicinity of spoilsdisposal site (January 2012)Table 5.18: Groundwater quality within and in the vicinity of the spoils disposal site (January11

2012)Table 5.19: Estimated area of habitat types and land uses at the disposal siteTable 5.20: Location of sampling stations for aquatic organisms (plankton and benthos) in thevicinity of spoils disposal site (January 2012)Table 5.21. Species composition of aquatic organisms in the project areaTable 5.22: WHO 2006 Air Quality Guidelines (PM10 and PM2.5)Table 5.23: Concentration of air pollutants at major road junctions in Ho Chi Minh City - 2000 -2007Table 5.24: Air quality sampling locations along MRT Line 2 (GOV EIA 2008)Table 5.25: Results of ambient air quality sampling in the project area (GOV EIA, 2008)Table 5.26: Results of air quality monitoring along MRT2 (MVA EIA, 2008)Table 5.27: Results of daytime air quality monitoring (PPTA EIA, 2011)Table 5.28: Results of evening air quality monitoring (PPTA EIA, 2011)Table 5.29: Average noise levels in the project area (2008)Table 5.30: Results of noise level monitoring (MVA EIA, 2008)Table 5.31: Noise measurements conducted in 2011Table 5.32: TCVN 6962-2001- Vibration emitted by construction works - maximum permittedlevels in the environment of public and residential areas (dBA)Table 5.33: Average vibration level in the project area (GOV EIA, 2008)Table 5.34: Summarized results of vibration monitoring in the project area (MVA EIA, 2008)Table 5.35: Results of vibration monitoring in the project area (PPTA EIA, 2011)Table 5.36: Average hourly volumes of vehicles in the project area (quantity/hour)Table 5.37: Population and population density in 2006 within the project areaTable 6.1: Forecasted noise from construction equipmentTable 6.2. Estimated noise levels from construction equipmentTable 6.3: Estimated noise levels from construction equipmentTable 6.4: Forecasted levels of cumulative vibration by construction equipmentTable 6.5: Expected construction noise levels for the viaduct sectionTable 6.6: Forecast of operational stage train noise without mitigationTable 6.7: Expected train noise levels with the noise shieldTable 6.8: Forecast of vibration levels caused by construction equipmentTable 6.9: Anticipated construction equipment noise levels at the DepotTable 6.10: Estimated project GHG emissions (CO2 equivalent/yr) by year 2030Table 7.1: Cut and cover versus TBMTable 7.2: Technical specifications of the tunnel alternativesTable 7.3 Calculated rates of settlement for the two tunnel optionsTable 7.4: Option analysis for the crossoversTable 7.5: Depot option analysisTable 8.1: Framework for public involvement and disclosure during pre- construction,construction and operationTable 10.1: Environmental mitigation plan for the depotTable 10.2: Environmental mitigation plan for the viaduct and transition sectionsTable 10.3: Environmental mitigation plan for the tunnelTable 10.4: Environmental effects monitoring plan for the depotTable 10.5: Environmental effects monitoring plan for the viaduct and transition sections12

Table 10.6: Environmental effects monitoring plan for the tunnel and underground stationsTable 10.7: Land Subsidence and Settlement Monitoring along the Underground Section (Pre-Construction and Construction Stages)Table 10.8: Pumping test at the underground section in the pre-construction or earlyconstruction stagesTable 10.9: EMP implementation responsibilities by key donors, project implementers, andagenciesTable 10.10: Cost estimates for environmental effects monitoringTable 10.11: Cost estimates for external environmental monitoring expertTable 10.12: Cost estimates for environmental trainingTable 10.13: EMP budget estimateAPPENDICESAppendix 1: DONRE approval of the Da Phuoc spoils disposal site (2008)Appendix 2: Registered water wells within 100 m of the MRT2 alignment (2011)Appendix 3: List of flora and fauna species recorded at the spoils disposal site (2011)Appendix 4: Photographs of MRT2 alignmentAppendix 5: Results of publlic consultation questionnaire surveys and list of participantsAppendix 6: Semi-annual environmental monitoring report outlineAppendix 7: Site environmental compliance inspection and monitoring formAppendix 8: Terms of reference for the external environmental monitoring expert13

I. EXECUTIVE SUMMARY1. The Government of Vietnam (GOV) has identified transport, and in particular public transport,as key investment and development area for the next 10 to 20 years. For this, acceleratedinfrastructure development is needed to support economic activities of the private sector, which in thepast decade and a half have been the engine of rapid growth and job creation. The Government givesa high priority to shaping the future urban transport system of Ho Chi Minh City (HCMC), as aneconomic initiative that is expected to account for 40% of national GDP in 2010. Reflecting a desire topre-empt problems that rapid socio-economic development and income improvements are known tobring, the HCMC urban transport master plan targets a system (6 metro lines; 2 monorails; 1 tramwayin the urban area; four suburban rail and 2 LRT lines in addition to improving and reorganizing the busservice) in which public transport would carry a 40-45% share of the travel demand in greater HCMC.2. The Ho Chi Minh City People's Committee (HCMC-PC) had very limited alternatives to improvethe city’s transportation modes and facilities in face of growing numbers of motorcycles and cars: eithertry to widen existing roads or improve the public transport system by building six urban rail lines; twomonorails and a central business district (CBD) tramway. The option to improve road corridors was nota viable alternative. The do-nothing or do-minimum option would result in the continued deterioration ofthe urban environment, particularly in terms of air quality and acoustic quality.3. The HCMC-PC of the Government of the Socialist Republic of Viet Nam has requested theAsian Development Bank (ADB) to provide a multi-tranche financing facility (MFF) to facilitateinvestments to support the implementation of the proposed HCMC mass rapid transit system. ADB hasprovided technical assistance (TA) 4862 and 7343 to study the feasibility of HCMC Mass Rapid TransitLine 2 (MRT2). The MRT2 includes 10.4 km of rapid transit railway line, 11 stations and a depot toserve line 2 and eventually Line 6. The executing agency (EA) for MRT2 is HCMCPC and theimplementing agency (IA) will be the Municipal Authority for Urban Railways (MAUR). MAUR wascreated in 2007 and the MRT2 will be the first of the metro projects to be financed through ADB.4. The MFF for MRT2 will be implemented in two tranches and will be co-financed by ADB,Kreditanstalt für Wiederaufbau (KfW) and European Investment Bank (EIB). ADB is providing two loans(Tranche 1: $40 million and Tranche 2: $540 million). During project preparation, it was agreed withMAUR and the co-financiers that the requirements of ADB’s Safeguard Policy Statement 2009 (SPS2009) will be applied for the entire Project and this will also satisfy the environmental requirements ofKfW and EIB.5. The MRT2 Project has a total distance of 11.3 kilometers. It includes approximately 9.5 kmunderground and 2.53 km elevated sections with a total of 11 stations. A spur-line of 1.1 kilometersconnects the main line to a 22-hectare depot complex in Tham Luong. From Tham Luong, MRT2 willbe elevated, along the median of Truong Chinh until it reaches the vicinity of Tan Son Nhat airport. Atransition section will take it underground just before the intersection with Pham Van Bach. BetweenPham Van Bach and the end of the line it will be underground. The underground stations, thegarage/turnaround facilities at Ben Thanh and the transition section will be constructed using cut andcover construction method. Between the stations the line will be bored using twin tunnel boringmachines (TBM). For the MRT2 project, it is proposed that the works will be split into four main contractpackages: (1) tunnel construction, (2) underground station construction, (3) viaduct and depot, and (4)all required electrical and mechanical works.6. Bio-physical environmental baseline studies in 2008 contributed to a GOV environmentalimpact assessment (GOV EIA 2008) which received approval in 2009 with four conditions bearing onfurther environmental assessment studies. Additional monitoring and public consultation works wereconducted by the GOV and the PPTA consultant MVA Asia Limited for the EIA (MVA EIA 2008) which14

was submitted to ADB in 2009. This EIA did not conform to ADB’s Safeguard Policy Statement 2009(ADB’s SPS 2009) requirements. During loan processing of the MFF, an initial environmentalexamination (IEE) was prepared based on ADB SPS for tranche 1 component (i.e., office buildings andadvance enabling works such as site filling, internal access roads, drainage, security fencing, andguard houses within a 3.4 ha area of the 25-hectare depot). An environmental assessment and reviewframework (EARF) was also prepared for the ensuing tranche 2. This EIA covers the main depot works,track and stations for MRT2 as well as the spoils disposal disposal site.7. Air quality, noise and vibration measurements were conducted along the project alignment in2008 and 2011. Results from the monitoring periods show that dust levels or total suspendedparticulates (TSP) exceed the GOV standards. TSP is 1.5 to 2.7 times higher than the GOV standardsand that carbon monoxide (CO) and nitrogen dioxide (NO 2 ), although within the permissible limits, havebeen increasing over the past five years. Noise levels are consistently in excess of GOV standardsduring the monitoring periods. Vibration levels, however, are within the standard. Surface watersampling in 2008 showed all samples collected at Tham Luong Canal, the only surface water on theproject, was highly polluted. The canal will be bridged by clear span viaduct therefore no furthersampling was carried out in 2011.8. All the identified hydrogeological environmental impacts are related to the underground section.Most of the impacts will occur during the construction stage. Some of the impacts can be lessened bymitigation measures taking place in the pre-construction stage. Most of the impacts can be mitigatedby appropriate engineering applications. Potential impacts to groundwater at the spoils disposal siteare not anticipated to be significant since the excavated soil and tunneling additives (bentonite andcement) to be used are not considered toxic to the environment. The alkaline nature of the spoils willalso be readily neutralized at the disposal site due to the presence of saline conditions in thesurrounding environment. No significant permanent negative impact on groundwater is likely to occurdue to the project.9. There are no natural ecosystems along the MRT2 alignment. The locality is heavily populatedand land uses along the alignment are commercial and residential. Vegetation occurs at parks alongthe alignment and trees planted on the sidewalk. Approximately 115 trees may be lost, of which, 86 ormore are found on the median of Troung Chinh road. All trees will be replaced. Excavation spoils fromtunnel works will be deposited to an existing 40-ha spoils disposal site in Da Phuoc commune, BinhChanh District, HCMC. The site is owned by the Urban Drainage Company (UDC) of HCMC’sDepartment of Transportation. The EIA for the disposal site was approved by HCMC’s Department ofNatural Resources and Environment (DONRE) in January 2008 (Appendix 1). To date, the site hasbeen used as disposal site for canal dredging and sewer projects in HCMC. Prior to its use as adisposal site, the area was utilized for rice cultivation and aquaculture ponds. Based on fieldinvestigation conducted in 2011, the area is now dominated by various grass species and it wasconfirmed that there are no rare, threatened or endangered species of flora and fauna in the area. Nosignificant adverse ecological impacts are likely to occur due to proposed spoils disposal for MRT2.10. The construction works, particularly at the cut-and-cover stations, will have major negativeimpacts on traffic flows and public pedestrian access. The most severe effects will occur at the stationsalong Cach Mang Thang (with only two lanes) during removal of structures on the first side of the road(200 meters). Construction equipment will completely block-off one lane for approximately 2 weeks.Once the buildings are removed the vacant area can be prepared to receive traffic, so that two lanescan be re-established, while the structures on the other side are removed and undergroundconstruction commences. However, excavation of the stations once the buildings are removed will stillcreate bottlenecks and impede traffic flow. It is expected that the contractor will excavate only 3 stationsat a time, this will help alleviate traffic concerns. Major traffic diversions will be required, which mayaffect roads and areas well beyond the MRT2 corridor itself, and must, therefore, be planned on a city15

wide basis.11. Along with other metro lines to be constructed in HCMC, the Project’s contribution to cumulativeimpacts will result in positive long-term benefits in urban air quality, public health, safety, and traveltime savings. The metro lines will provide fast, frequent and convenient rapid transit service. These willprovide an added transportation alternative, facilitate economic growth and development and enhanceconnectivity to the wider transit network for residents and businesses in HCMC. By increasing overalltransit capacity and providing a viable transportation option versus single occupancy vehicles, themetros will reduce the use of personal vehicles, increase the transit mode share and will contribute tocommunity re-development through the stimulation of future concentrated and mixed land use, as wellas a positive business environment. The metros will contribute to environmental sustainability initiativesby reducing regional car trips and the need to expand the existing road network, thereby preservingcommunity livability and green space, encouraging pedestrian and bicycle traffic along the corridor andreducing greenhouse gas (GHG) emissions.12. No adverse residual effects to human health will occur as a result of MRT2 construction oroperation. While exposure to elevated noise levels, fugitive dust and gaseous emissions will occur inproximity to project work sites during construction, due to their short-term, localized nature, theseeffects are expected to be minor. Project operations will benefit the general public by contributing to thelong-term improvement of air quality in the locality. By providing a viable alternative to the use of privatevehicles, it will also reduce the future number of vehicles compared to the business-as-usual case,relieve traffic congestion, and improve community livability. The extension to An Suong, site of a majorbus depot, (Phase 2, not part of current MRT2 scope) will provide improved air quality improvements asit will displace many buses traveling into town.13. The MRT2 is scheduled for completion in 2016 and operation in 2017. Prior to opening of theMRT, line bus routes will be restructured under the Clean Technology Fund (CTF) financed project(loan approval 2013) to provide complimentary transport services. The CTF project will plan anddevelop re-routing existing of bus services and provision of feeder bus services to key MRT stations, inparticular, connecting outer areas of the city. Fundamental to the success of bus/MRT integration willbe design and implementation of good interchanges at MRT stations, which will be designed andimplemented under the CTF funded project. These may range from: suitability sized pick-up and dropofffacilities, public space for buses, minibuses and taxis, park and ride for cars and catering inparticular for motorcycles, as well as improved pedestrian accessibility to adjoining communities. TheCTF funded project will also support policy and regulatory measures needed to encourage publictransport usage and discourage private vehicle usage within central HCMC.14. Induced impacts are identified for the Project due its future extension which will create impactsparticularly to current and future land-use development. Land use is expected to change in and aroundthe stations (new or re-modeled residential/commercial and service facilities) and the depot, inparticular, re-development around the interchange stations. These will result in positive community andeconomic benefits to HCMC.15. Based on the project tendering program, the EMP details the measures to ameliorateconstruction-related negative impacts during pre-construction, construction and operational activities atthe depot, viaduct and tunnel sections. Therefore, the EMP tables can be lifted and inserted in thetender packages prior to advertising. Environmental effects monitoring and project performancemonitoring will be undertaken to ensure due diligence is met over the project stages. Based on the EIAmonitoring data, and to remain consistent and to verify results, GOV sampling and monitoringstandards will be followed. Monitoring responsibilities and reporting have been identified in the EMP.Being an environmental category A project, HCMC-PC/MAUR shall engage and retain a qualified andexperienced external expert to verify the environmental monitoring information submitted to ADB. This16

is required under ADB’s SPS. The terms of reference and a budget estimate has been prepared forexternal monitoring.16. Public consultations and disclosure have been conducted in 2008 and 2011. Main concerns inall the sessions have identified air and noise quality concerns, vibration from trains in the operationalstage and issues on traffic and accessibility. There is overwhelming support for the project at all themeetings. During the public consultation for the spoils disposal site in Da Phuoc commune, issuesraised by local communities on disposal activities pertain to traffic congestion, damage to access roads,groundwater contamination as well as dust and odor emissions. These concerns were all consideredin the EIA and appropriate mitigation measures have been included in the EMP to ensure that negativeimpacts will be avoided or minimized. MAUR has committed to develop and follow a multi-mediaapproach to inform government and the public on the project as soon as tendering takes place. Agrievance redress mechanism (GRM) has also been developed for the Project to provide a frameworkfor resolving complaints at the project level as well as beyond the project (i.e., involving relevantgovernment offices such as Commune People's Committee and District People’s Committee using theexisting judicial or administrative remedies)17. The economic assessment covers seven years of project preparation and construction (2010-2016) followed by a 20 year benefit period for a total of 27 years (2010-2036). Benefits and costs are in2009 constant prices. The main economic benefits derive from savings in travel time and vehicleoperating costs. Other benefits derive from saving in bus capital expenditure, reduced roadmaintenance, carbon dioxide emission reduction, and improved public transport reliability. Theproject’s economic internal rate of return (EIRR) is calculated to be 10.71% and economic net presentvalue discounted at 12% is $ 20.44 million. The financial analysis is based on a project cost estimate of$1,374.5 million, including $232 million in physical and price contingencies and $111.1 million infinancial charges. Based on the demand forecasts presented earlier, the post-tax financial internal rateof return (FIRR) is calculated to be 3.33% and the project is estimated to require a subsidy of US $791million equivalent.17

II.INTRODUCTIONA. Preface of the EIA18. The Project is part of the over-all Government strategy of providing a sustainable publictransport system for HCMC where demand from the commuting public is projected to increase over theyears. MRT2 is an 11.3 km metro line which will run from Tham Luong in the northwestern part of thecity to Ben Thanh Market at the city center. The MFF for MRT2 will be implemented in two tranchesand will be co-financed by ADB, KfW and EIB. During project preparation, it was agreed with MAURand the co-financiers that the requirements of ADB’s Safeguard Policy Statement 2009 will be appliedfor the entire Project and this will also satisfy the environmental requirements of KfW and EIB.19. The GOV EIA was approved in 2009. During processing of the MFF and tranche 1 (depotoffice buildings and advance enabling works), an IEE consistent with ADB’s SPS 2009 was preparedby HCMCPC and cleared by ADB in 2010. Due to the expected significant negative impacts ofconstructing the tranche 2 components (main works) of MRT2, ADB has categorized the project asenvironment category A for which an EIA is required. This EIA (PPTA EIA) adheres to SPS 2009 andbuilds upon the GOV EIA (2008) as well as the MVA EIA (2008) prepared under ADB TA 4862. ASocial Impact Assessment (SIA) was also conducted in 2008 under ADB TA 4862.20. Environmental assessments have been carried out for HCMC MRT2 in ADB TA 4862 VIEfollowing ADB Environment Policy 2002 (MVA EIA 2008). In addition, MAUR engaged local consultantsto conduct an environmental assessment following the Viet Nam Law on Environmental Protection(2006) and G0V environmental assessment regulations and guidelines. However both of theenvironmental assessments were concluded before the requirements of ADB's SPS 2009 becameeffective. The two earlier environmental assessments have broad similarities in terms of their objectivesand approaches but they differ significantly in their content and neither environmental assessmentmeets the requirements for an EIA under ADB's SPS 2009.1. Vietnamese Environmental Impact Assessment21. The Vietnamese Environmental Impact Assessment report (GOV EIA) submitted by MAUR tothe Department of Natural Resources and Environment (DONRE) and the HCMCPC and receivedapproval from DONRE in May 2009. DONRE approved the Project under delegated powers fromMONRE. Four clauses were attached as conditions of the approval as follows:22. Clause 1 describes the project and is broadly correct but there are revisions to the design thatare pending. DONRE must be informed of any changes to the assumptions that were reported in theapproved GOV EIA.23. Clause 2 requires that the "owner" must implement the mitigation measures in the GOV EIAconstruction phase and also mentions several standards (TCVN) to be met in the operational stagesbut in some cases these standards are not those used in the assessment section of the GOV EIA sincemost of the standards have been updated after the EIA was completed. Additional requirements areincluded to cover sewage disposal, drainage, waste disposal, fire and emergencies, and anenvironmental management program. These requirements are covered herein in the environmental management plan (EMP).24. Clause 3 requires that the progress on matters in Clause 2 is reported to the "state managingauthorities" (DONRE).18

25. Clause 4 requires that the DONRE must be informed of any changes to the assumptionsreported in the approved EIA, that these changes are reported in a statement to DONRE and that thechanges cannot be implemented until DONRE has approved or accepted the statement. Therefore,DONRE must be informed of the changes so far and further fine tuning at the detailed design stage. Atthis stage DONRE have indicated that they will use such a report to decide if there are a lot of changesto the assumptions, if a complete resubmission of the GOV EIA is necessary, if the GOV EIA asalready approved can be amended or if there is a need for a supplementary EIA for the sections withchanges.2. ADB Environmental Assessment Documentation of MRT226. During implementation of TA–7343 VIE, ADB reviewed the draft EIA (MVA 2008) preparedunder TA 4862-VIE and provided extensive comments (ADB EIA comments, 2009) on the deficienciesand provided guidance on the required environmental data that would meet the environmentalassessment requirements for Category A based on ADB’s Environment Policy 2002. However, afterADB’s SPS 2009 became effective in January 2010, MAUR was advised by ADB that the EIA fortranche 2 should comply with the new safeguards policy.B. Background to the Project27. An improved urban transport network is vital to meet the growing travel demand in HCMC.Convenient and efficient accessibility to employment, education and public services and goods accessis vital to the economic development of HCMC.28. Development of public transport modes such as the MRT network will help to mitigate thepressures from the growing private transport demand. If current trends are not offset by better transportinfrastructure and public transport systems, HCMC will face congestion, road safety, and air pollutiondifficulties similar to those in other large Asian cities such as Bangkok, Beijing, Manila, and Jakarta.29. Reflecting a desire to pre-empt vehicle growth and traffic problems that rapid socio-economicdevelopment and income improvements bring, the HCMC urban transport master plan strives todevelop a transport system in which public transport would carry a 40-45% share of the travel demandin greater HCMC.1. HCMC Master Plan30. A Transport Network Master plan for HCMC was approved by the Prime Minister in January2007. This plan is part of the recommendations for future transport development of the city, whichenvisage very high priority for public transport development. Modal share of travel in urban areas bypublic transport is targeted to be 40-50% by year 2025, compared with only around 5% today, anddevelopment of an urban rail network is seen as the backbone to achieve this.31. The transport plan features a network of urban rail lines as shown on Figure 2.1. The urban railnetwork comprises 6 metro rail lines with a total length of 109 km, as well as two monorail routes, anda tramway.19

Figure 2.1:Approved HCMC Transport Master Plan of the MRT Lines32. Four priority MRT lines are identified on this plan:20

Line 1: Ben Thanh-Suoi Tien, 19.7 km (shown in yellow on the Figure 2.1)Line 2: Tham Luong-Ben Thanh, 11.3 km, with planned extension across the river to ThuThiem (red)Line 3: Mien Dong-Phu Lam, 13km, with planned northern extension (dark blue)Line 4: Nga Sau Go Vap-Khanh Hoi, 11.3 km, with planned extensions in both directions(green).33. The other urban rail lines on the master plan are understood to have secondary priority:Line 5: a northern inner semi-loop line (purple)Line 6: a north-south section in the western suburbs (brown)Southern Monorail: through Districts 7 and 2 along Van Linh Parkway (grey)Northern Monorail: feeder service to Line 4 (grey)Tramway: along riverfront south of CBD (black)34. Four suburban train operating services are proposed in the master plan, where suburbantrains operate together with long distance trains along existing VNR corridors (shown in light blue on theFigure), as follows:Hoa Hung-Bien Hoa-Xuan Loc: 17km (on Trang Bom-Hoa Hung section under North-SouthRailway)Hoa Hung-Phu My: 50 km (under HCMC-Vung Tau Railway)Hoa Hung-Chon Thanh: 81.5 km (under HCMC-Loc Ninh Railway)Hoa Hung-My Tho: 70 km (under HCMC-My Tho-Can Tho Railway).35. Two further high-speed "LRT" lines are proposed to serve the development of new urbancentres, industrial zones and new international airport, namely:Tan Thoi Hiep (near north-west corner of proposed Western Ring Railway) to Trang Bang(just beyond Cu Chi District in Tay Ninh Province). This line would be 33 km long, and iseventually planned to extend further to Moc Bai on the Cambodian borderThu Thiem-Nhon Trach-Long Thanh International Airport line is 56 km long (serving the newurban area and airport).2. Recommended Modifications to HCMC Transport Master Plan36. As with any such plan, the Transport Network Master Plan provides a basis for future planning,but it must also be regarded as a "fluid" plan which is constantly under review as situations and policieschange and develop. A number of changes were recommended to create an Optimized Master Plan:To extend Line 1 westward onto the current Line 3 alignmentThe remaining eastern section of Line 3 would then be relocated northwardsLine 3 (to be renamed Line 3A) would be realigned as an extension to the southwest of Line121

A new Line 3B is created running parallel to the northwest of the former Line 3 and acrossLine 2Extend Line 2 northwards to An Suong bus terminal (about 3.7 km), in order to provideimportant interchange with buses and future regional rail Realign Line 4 central section to bypass Ben Thanh market and run along the river instead -this improves station distribution in District 1, and simplifies the interchange station at BenThanhLine 5 realigned as an MRT circular line, completing the "missing link" and taking over theproposed southern monorail with mass transitExtend and connect all lines radially outwards to connect with the future regional railwaysservicesExtend the planned tramway northwards to interchange with the new Line 3B, and toimprove catchment in the CBD.37. Whilst the recommendations in the Optimised MRT Master Plan were proposed to the Ministryof Construction, only some elements have to date been put forward for formal approval by the PrimeMinister. The main proposal to be adopted is the extension of Line 1 onto Line 3A, but leaving the "old"eastern section of Line 3 (confusingly now also called "Line 3B") as per the original master plan.22

Figure 2.2:Revised HCMC Transport Master Plan23

3. Transport Demand Forecasts38. Travel demand forecasts for HCMC, including the whole MRT network, were prepared duringthe early stages of the TA 4862 study. A network based multi-modal forecasting model was developedand calibrated to a base year of 2007, and forecasts were derived for design years of 2015 (tentativeopening for Line 2) and 2025 (assumed completion of full MRT master plan). It is noted that these are"notional" design years since actual dates for expected opening of the various lines may change.39. Transport forecasts were prepared using a state-of-the-art, 4-stage, multi-modal forecastingmodel based on the CUBE Voyager software. The model coverage included the whole of the greaterHCMC area together with parts of the adjoining Dong Nai, Binh Duong and Long An provinces. Faresfor all lines were assumed to be VND 4,000 per boarding at 2007 prices (i.e. adjusted for future yearsin line with inflation), which is based on comparison with bus fares, allowing for the higher comfort,reliability and convenience of MRT.40. In order to reflect the Government policy objectives, forecasting assumptions and inputs for themodels were set accordingly, reflecting the major policy and other measures which may be required infuture. On this basis the model predicts 44% of trips at year 2025 by public transport to, and from withinthe MRT network area the transport demand model covered the whole of HCMC, including surroundingprovinces.41. Within this area, the planned MRT network will cover just the central part of the city, roughly thatarea bounded by Ring Road No 2. For the purpose of this study, this central area covered by the MRTnetwork is referred to as the "Metro Area". It is useful to review the existing and forecast populationswithin these areas as shown in Table 2.1. Similar figures for employment forecasts are shown in Table2.2.Table 2.1: Population forecastsRegionPopulation (millions)2007 2015 2025HCMC "Metro Area" 4.3 4.7 5.20uter Areas of HCMC 2.3 3.3 4.7T0TAL 6.6 8.0 9.9Source: MVA Final Report24

Table 2.2: Employment forecastsRegionEmployment (millions)2007 2015 2025HCMC "Metro Area" 2.2 2.8 3.70uter Areas of HCMC 0.8 1.2 1.7T0TAL 3.0 4.0 5.4Source: MVA Final Report42. The figures provided in the above tables provide some important indicators for transport issues:The MRT network covers an area occupied by just over half of the city residents (59% in2015, reducing to 52% in 2025). 0f this population, only a portion will be within closecatchment of an MRT station.Whilst population in the Metro area is forecast to increase by only 21% between 2007 and2025, population in the outer areas will more than double. Conversely, employment in the Metro area is forecast to increase by 68% between 2007and 202543. Thus there will be a huge increase in commuting demand over the years, for residents living inouter areas of the city with workplaces in the Metro areas. This clearly highlights the need for otherpublic transport systems - i.e. buses to serve the outer areas and to connect with the MRT network.C. Project Justification44. Despite the recent improvements to the bus system and increases in bus network patronage,the current share of total motorized trips by public transport is still extremely low for a majorinternational city, at less than 5%. The vast majority of trips are made by motorcycle. Car and taxi trips,whilst still a tiny proportion of the total, are increasing fast, and roads are rapidly becoming congestedand dangerous due to the mix of traffic and pedestrians.45. In 2007, private vehicles represented an abnormally high proportion (93%) of total journeys(19.1 million non-pedestrian journeys per day), broken down between motorcycles 78%, cars 1.2%,and bicycles 14%. Historically, car ownership has been lower than in comparable economies in theregion. With continued growth of the economy expected in the medium term, there is significantpotential for household incomes to rise, enabling many more families to be able to afford to purchasecars (particularly as on 1 May 2006 the Government again allowed used cars to be imported, a movethat is expected to lead to fall in prices). Between 2004 and 2007, motorcycle ownership in Ho Chi MinhProvince has grown at an annual rate of 8.4% to almost 3.1 million motorcycles. Private car ownershiphas increased even faster, at 20.7% per year to more than 200,000 vehicles and total car numbers(including taxis, other non-private owners) have grown to almost 400,000.46. If current trends are not offset by better transport infrastructure and public transport systems,HCMC will face congestion, road safety, and air pollution difficulties similar to those in other large Asiancities such as Bangkok, Beijing, Manila, and Jakarta. The goal of HCMC-PC is to raise the share ofpublic transport to carry 25% of all daily motorized trips by 2010 and 50% by 202025

47. The HCMC MRT 2, by avoiding congestion problems, appears to be an excellent alternative forpublic transport. The construction of the HCMC MRT2 will offer a more equitable access to transportchoices for passengers wishing to access employment, education or commercial facilities.48. Development of a new high capacity, high frequency public transport system has the potentialto cater for existing and future passenger demand and will relieve congestion on the road corridor andthe existing public transport network. In addition, this form of public transport will significantly benefit theenvironment. The MRT2 will reduce the future numbers of cars, buses and motor bikes in favour of thismode of transport which will reduce GHG emissions and ameliorate negative climate changeconditions. The project will therefore be of benefit to the population in the project area and to HCMC.D. Project Status49. Under TA 4862-VIE a number of the planning and functional design studies, including the EIA.were completed that established the project alignment and resolved issues as to the location of thetransition zone. In addition two feasibility studies were carried out, one under TA 4862 and the finalunder TA 7343-VIE.50. The "functional design" (i.e., design needed to prepare design-build bid documents) contracthas been awarded in January 2012 and commenced in February 2012. Bids for construction packagesare expected to be prequalified in September 2012 and bidding in January 2013. Some of the aspectsthat will be dealt with by the functional design consultant to set some parameters or guidelines for thedesign-build criteria, as well as to have a "baseline approach case” when evaluating bids are: (i) spoildisposal design and transport options, (ii) re-vegetation plans, and (iii) location of construction-relatedfacilities such as casting yard). Ultimately, along with traffic management plans, it is up to thecontractors to do the detailed design of the abovementioned aspects, to submit for approval and toimplement.E. Purpose of the EIA51. The overall purpose of this EIA is to meet the requirements of ADB under SPS (2009) andaddress the following:(i)(ii)(iii)(iv)(v)(vi)(vii)(viii)Project location, components, activities and scope.Information distribution and Public consultation activities and results,Assessment scope and spatial and temporal boundaries.Project setting and characteristics.Impact assessment methodology.Grievance redress mechanismProject alternativesEnvironmental effects of the Project, including, but not necessarily limited to, effectson:Geophysical environment;Land use;Arboricultural resources;26

(ix)(x) Socio-economic and socio-community conditions; Air quality and climate; Noise and vibration; Cumulative environmental effects.Environmental Management Plan for pre-construction, construction and operationPublic consultation and information disclosure52. Specifically, the EIA has been prepared based on:(i)(ii)(iii)(iv)Extensively utilizing the GOV EIA, MVA EIA, SIA, as well as the IEE for the enablingworks at the Depot which collected existing secondary data sources on baselineenvironmental conditions in the project area which allows characterization of thephysical and social environment and identification of impacts;The specific impacts, both positive and negative, of the project based onsupplementary studies, preliminary engineering design and environmental mitigationmeasures required during construction and operational phases of the project.Preparation of an detailed environmental management plan (EMP) for the projectdocumenting specific mitigation, monitoring, budgetary and institutional measuresand identifying any outstanding project components not assessedReview public involvement activities and agency consultation activities carried out todate and complement this with public consultation carried out under this EIA27

III.LEGAL AND ADMINISTRATIVE FRAMEWORKA. The Legal Framework for Environmental Management53. The Vietnamese legal framework for environmental management continues to rapidlyevolve with improved environmental assessment requirements and environmental standards. Thissection introduces the nation’s relevant environmental policies and international agreements that haverelevance for the construction and operation of the MRT2 in HCMC.1. International Agreements54. Viet Nam is party to several international environmental agreements. Of specific relevance tothe Project are the Montreal Protocol on Substances that Deplete the Ozone Layer (1987) andCopenhagen Amendment to the Montreal Protocol on Substances that Deplete the Ozone Layer(1992) which regulate the use of chlorofluorocarbons in cooling systems, such as those to be usedfor the Project.2. GOV Environmental Legislation55. The important pieces of Vietnamese environmental legislation are followed by theenvironmental standards that apply to the Project.(i)(ii)(iii)(iv)Law on the Protection of the Environment (LEP) was enacted in 2005. The LEP:Identifies the responsibilities of the state center, provinces, organizations andindividuals to prevent and remedy environmental deterioration and pollution andcarry out specified environmental protection functions;Provides for the development of environmental standards and submission ofenvironmental impact assessment reports on new and existing facilities;Provides for responsible parties to pay compensation for environmental damage;Establishes the right of individuals and organizations to petition forenforcement of environmental regulations;Calls for civil and criminal penalties for violations; and,Encourages international environmental co-operation.Decree No. 80/2006/NS – CP promulgated on 09/08/2006 guides implementationof the LEP.Circular 08/2006/TT-BTNMT was promulgated in 2006 and providesguidance in setting up and appraising environmental impact assessment reports,strategic EIA and commitment to environmental protection.Decree No. 29/2011/ND-CP dated 04/18/2011 on strategic environmental assessment,environmental impact assessment and environmental protection.56. To supplement the above key policies, there are a large range of decisions, regulations andstandards that may also apply to the Project. These are:(i)(ii)Sectoral Standards 22TCN 242-98, dated 27/3/1998 of the Ministry ofCommunication and Transport on EIA procedures during the preparation of feasibilitystudies and for design and construction of transportation projects.Temporary regulations on environmental monitoring analysis methods and28

data management, the National Environmental Agency-Ministry of Science,Technology and Environment, 1999.57. The following are the environmental quality standards and regulations based on the VietnamStandards promulgated by the Ministry of Science, Technology and Environment.Table 3.1: GOV environmental quality standardsEnvironmentalStandard Designation ConcernsComponentAir Quality QCVN 05:2009/BTNMT National Technical Regulationon Ambient Air QualityQCVN 06:2009/BTNMTNational Technical Regulationon Hazardous Substances inAmbient AirNoise TCVN 5948:1999 by roadway traffic –maximum allowable noiselevelsQCVN 26:2010/BTNMTTCVN 6436:1998Noise in public and residentialareas- maximum allowablenoise levelsNoise caused by trafficVibration QCVN 27:2010/BTNMT Vibration caused byconstruction and industrialactivities – Permittedmaximum levels for publicand residential areas.Soil QCVN 03:2008/BTNMT Soil Quality Allowable Limitsof Heavy Metals in SoilWater QCVN 09 : 2008/BTNMT National technical regulationon groundwater quality;SSQCVN 08 : 2008/BTNMTQCVN 14 : 2008/BTNMTQCVN 24: 2009/BTNMTTechnical regulation onsurface water qualityTechnical Regulation onDomestic WastewaterStandard for IndustrialWastewaterB. The Administrative Framework for Environmental Management in HCMC58. As the HCMC Metro Line 2 project is within HCMC, the Ministry of Natural Resources andEnvironment (MONRE) has delegated powers to DONRE to approve environmentalassessments and MONRE will receive a copy of the environmental assessment beforeconstruction commences. DONRE is responsible in ensuring environmental protection, monitoring29

and implementation of the Project.59. The Project requires a detailed EIA under Circular No. 05/2008/TT-BTNMT and submitted toDONRE. MAUR engaged local consultants to conduct an environmental assessment for MRT2 basedon the Viet Nam Law on Environmental Protection 2006 and GOV environmental assessmentregulations and guidelines. The Vietnamese EIA was approved (with conditions) by DONRE inMay 2009.C. ADB Environmental Requirements60. The Project has been designated by ADB as environment category A under which thisEIA has been prepared, based on ADB’s SPS 2009. The draft EIA shall be reviewed by ADB and thefinal EIA shall be posted on ADB’s website upon receipt from HCMCPC. ADB requires that the draft fullEIA (including the draft EMP) is submitted by the borrower (i.e., HCMCPC) to ADB for disclosureon ADB’s website at least 120 days prior to ADB’s approval of the periodic financial request (PFR) fortranche 2.30

IV.DESCRIPTION OF THE PROJECTA. Project Location61. The master plan has Line 2 running from An Suong in the northwest, across the river toterminate at Thu Thiem in the southeast, with a total of 19 stations. However the project assessedunder this EIA is the initial Line 2 Project running from Tham Luong in the northwest to Ben Thanh inthe southeast. The alignment traverses 5 urban districts and 1 suburban district of Ho Chi Minh City(Districts 1, 3, 10 and 12,Tan Binh and Tan Phu). The MRT2 includes 11.3 km of rapid transitrailway line, 11 stations and a depot to serve MRT line 2 and eventually Line 6. The alignmentfollows the following roads: Duong Truong Chinh; Duong Cach Mang Thang Tam; Pham Hong Thai,and Dai Lo Ham Nghi. It will include a spur of about 1.1 kilometers to a depot complex in ThamLuong.62. From Tham Luong Line 2 will be elevated in the median of Duong Truong Chinh, until itreaches the vicinity of Tan Son Nhat airport. A transition section will take it underground just beforethe Pham Van Bach intersection. Between Pham Van Bach and Ben Thanh the line will beunderground.63. The overall horizontal alignment is illustrated in Figure 4.1 and details of the station locationsare shown in Table 4.1Figure 4.1: MRT2 alignment planSource: MVA Final Report31

64. Nine of the stations (1-9) are underground. Tan Binh (formerly known as Tham Luong)station is elevated.Table 4.1: Station chainage and depthNo Name of Station InterchangesChainage Spacing Level1 Ben Thanh 372 -30.0 Lines 1, 42 Tao Dan 1,261.5 889.5 -14.6 Line 3B3 Dan Chu 2,293.3 1,031.8 -11.04 Hoa Hung 3,214.8 921.5 -11.0 Line 55 Lê Thi Riêng 4,341.3 1,126.5 -13.06 Pham Vän Hai 5,135.2 793.9 -13.07 Bay Hien 5,956.6 821.4 -12.08 Nguyen Hong Dao 7,171.9 1,215.3 -11.09 Ba Queo 8,288.6 1,116.7 -13.010 Pham Vän Bach 9,081.3 792.7 -11.0 Line 611 Tan Binh (ThamLuong)10,057.7 976.4 +15.5Source: MVA Final Report65. Starting at Ben Thanh, Line 2 is deep underground in order to pass beneath Lines 1 and 4 atthe planned Ben Thanh Interchange station. As Ben Thanh is a complex interchange stationcombined with Lines 1 and 4, as well as major surface transport interfaces and garage / turnaroundfacilities, it is planned to be completed under a separate project. There are also three otherinterchange stations: Tao Dan (line 3); Bay Hien (line 5) and Ba Queo (line 6).66. Moving northwest, Line 2 remains underground for around 9.4km until just after the airport.Just north of the airport, the alignment will emerge from tunnel via a cut-and-cover transition sectiononto an elevated structure. There will be just one elevated station – Tan Binh (Tham Luong) - on thecurrent project, before the alignment turns toward the depot at Tham Luong.B. Inter-Operability between HCMC Lines 1 and 267. In this section, the term "inter-operability" between MRT lines refers to the ability tophysically run trains from one line on the tracks and system of another. This may be advantageous forpurposes such as shared depot and maintenance facilities - provided of course that connectionsare provided between the various lines to maneuver trains from one line to another.68. For limited or small scale MRT networks it would generally be desirable for inter-operabilitybetween lines. For larger scale MRT networks such as that planned for HCMC, it is likely that eachline will require its own depot facilities, and that physical connection between all lines may not befeasible.69. In HCMC, MRT Line 1 is being financed with assistance from Japan. This MRT line isconforming to Japanese standards and rolling stock will be provided by Japanese manufacturers. Keyfeatures of the system include:32

Standard gauge (1,435 mm) steel trackOverhead catenary 1,500 V power supply to trains6-car trains70. Key features of the Line 2 system include:Standard gauge (1,435 mm) steel trackThird rail 750 V power supply to trains6- car trains with cars 3.2 m wide x 22 m long71. Thus in the case of Lines 1 and 2 the trains operating on each line would not be able to runon the tracks of the other line. In other words, inter-operability between Lines 1 and 2 would not bepossible.72. After careful study of the planned HCMC MRT network, it was concluded as follows: Inter-operability between groups of lines would be desirable, but full inter-operabilitybetween all lines across the whole network was neither practical nor necessary (asnoted with other major cities);Physical connection between Lines 1 and 2 (which would have to be at or near BenThanh Station) would be extremely difficult if not impossible, due to the many high risebuildings and committed land plots in the area; Inter-operability between Lines 2 and 6 on the other hand was essential, since Line 6would share the Line 2 depot ;Under the latest Master Plan, Line 1 and Line 3A would necessarily be designed to thesame standards for the same rolling stock; with the possible connection of Line 3B toLine 3A, then inter-operability between these lines is desirable73. Following on from this, it was agreed with MAUR that the MRT lines should be plannedas two main groups: inter-operability within each group of lines would be desirable or essential;whilst inter-operability between different groups was not essential. The two groups of lines are asfollows, whilst Line 4 remains subject to further study:Lines 1, 3A, 3B Lines 2, 6 and possibly 5C. Engineering/Design Specifications74. The project has been designed with the primary objective to provide a user-friendly andconvenient means of transport that will attract large numbers of passengers and thereby contribute toachieving the Government's high public transport usage targets. It is based on the use of large, highcapacitymetro trains.75. Design standards are based on a range of international and local standards, which arereflected in the Vietnamese Technical Standards Framework. The rolling stock for Line 2 will be22m x 3.15m cars, initially operated as 3- car trains and ultimately 6- car trains. Platforms will be135m in length.33

76. The main engineering features of the proposed project are summarized in Table 4.2.Table 4.2: Summary of the project engineering componentsUnderground Line9463 mOpen cut tunnelElevated line (in Main line)Link to depot (elevated and at grade)280 m865 m1083 mUnderground Stations 10 *Elevated station 1Depot (including workshop) 1Repair and maintenance equipmentSignalling system1 setautomated train control (ATC)Trains (opening year)Note (*) — includes Ben Thanh station and garage, to be built by othersSource: MVA Final Report12 3-car units77. Underground stations are 193 m in length, 32 m wide and have a central island platform tosuit the choice of twin tunnels, and the width of the central platform fixes the spacing of the twintunnels at the stations at 16.5 m. Platform levels are generally around 15 m below ground, with aconcourse above the platform level.78. The northern end the alignment is on viaduct. For the elevated station, concourse isprovided beneath the platform level and above road level. As a result, platform level for elevatedstations is typically around 12 m above ground level.79. Key design features of the proposed alignment are as follows: Maximum gradient in tunnels generally 3.5% Minimum radius on operation alignment 300 m Tunnel boring machine (TBM) tunnel spacing generally 2 diameters (D), minimum 1.5 D80. At the northern end of the alignment, a cross-over between tracks is provided for serviceturnaround operations on the elevated tracks north of Tan Binh (Tham Luong) station.1. Bored Tunnel81. Twin single-track bored tunnels are proposed for the underground alignment (with cut-andcovermethod at stations). The use of cut and cover method for the tunnel was considered, but wasrejected at an early stage since it would have significant resettlement and disruption impacts alongthe narrow streets. The use of a single larger double-track bored tunnel was also considered, butwhilst costs would be similar to the single-track tunnels, the larger single tunnel would require34

deeper stations, would need to provide additional safety exits, and would increase the settlementrisk over the tunnel.82. The typical cross section for the bored tunnels is shown below in Figure 4. 2. The tunnel hasan inner diameter of 6.05 m, including a tolerance of 0.20 m on the diameter, that is to say that thetheoretical clearance is 5.85 m and is secured. The lining is 0.30 m thick and the external diameterof tunnel is 6.65 m. It consists of 6 segments, including the key. The segments are 1.5 m long.Source:MVA Final ReportFigure 4.2: Tunnel configuration83. The twin tunnels will be generally 13 m apart (between centerlines), widening to 16.5 m atstations. The depth of the rail level below ground varies between 15 m and 32 m.2. Water Chambers84. Each inter station is equipped with a pumping chamber to collect groundwater seepingthrough the lining and eventual water from fire fighting (stand pipe). This pumping chamber has astorage capacity of 15 m 3 and will installed close to the deepest point of the inter station in a gallerylinking both tunnels and called “cross passage”.35

85. Water collected from each track bed gutter is stored in the chamber and then pumped to thesewage network through a vertical casing. The cross passage gallery is vaulted, 2.5 m high and 3 mwide. Its length varies from 4 to 10 m.3. Cross Passages for Safety86. For the inter stations longer than 762 m, a gallery cross passage with the same dimensionsas cited above is implemented each 244 m for passenger escape. One of these cross passages isequipped with a pumping chamber as well. There are 17 cross passages on the line.4. Bored Tunnel Construction87. The garage and reverse facility will be the TBMs’ launching shaft. The whole works isconstructed within a screen of temporary diaphragm walls. A permanent transverse diaphragm wallseparates the TBMs launching shaft on Ben Thanh side from the remaining parts of the works.When the 3 tracks frame with its ventilation and escape chimney on Ham Nghi side is concreted, thearea is backfilled to ground level. So, the launching shaft for the TBMs remains open, protected fromthe backfilling by the transverse diaphragm wall. Then the TBMs are hauled into the launching shaftand the area above the backfilled garage is used as a site for servicing the TBMs. Afterachievement of TBMs’ boring, the launching shaft is backfilled.88. Analysis was also carried out of the time schedule for TBM construction for the actualproposed tunnels. The analysis was based on extensive experience of TBM construction, andtakes account of all key variables such as time for launch shafts, tunnel excavation and lining,station crossings, assembly and dismantling, etc. It is estimated that using two TBM’s aconstruction period of around 3.5-4 years will be required for the tunnels.5. Viaduct Section89. Viaducts are proposed to be constructed using the “U-shape” structure which has beensuccessfully adopted for Metro projects in several countries. The typical cross section of the viaductis shown below (Figure 4.3).36

Figure 4.3: Viaduct configuration90. With the U-shape viaduct, trains run within the structural box which gives a number ofadvantages over conventional viaducts where the tracks run on top of a structural box:(i) Track level is lower, meaning that stations are lower and hence more convenient forpassengers(ii) The outer walls of the structure provide noise protection (much research has beendevoted to the optimum shape of the structure for noise suppression)(iii) The visual impact of the elevated rail is much lower than with a conventional viaduct(iv) The main design features of these viaducts are summarized as follows:the viaduct is kept as thin as possible to optimize the station platform level andminimize visual impactminimum clearance under elevated structure is 4.8 m above roads, and 2.1 m forpedestrians (in stations)simple support spans of 25 m long as an average for optimizing the structure andto fit the width of the main cross roadsdouble pre-stressed “U” shape girders, except in the crossover zones, to optimizevisual aspects, construction time and cost37

large pre-stressed “U” for crossover section (see Figure 4.4 below)pre-stressed design of pier caps for minimizing height;generally single columns of 2 m/1.75 m diameter, supported by four 40 m deepbored piles of 1.2 m diameter (depth of foundation to be adjusted following resultsof further geotechnical surveys);abutment of the main line viaduct is set when rail level is at 4.80 m above groundlevel and consists of a retaining wall founded on 4 bored piles – the ramp consistsof technical backfill soil confined inside two longitudinal retaining walls, founded onbored piles.Figure 4.4: Typical viaduct cross section showing large single ‘U’91. A particular point is the crossing of the existing Tham Luong road bridge along its axis. Forthis purpose, rail level is raised to 14.5 m above ground level to keep the road clearance on thebridge. The columns are inserted in the gap between the two slabs of the bridge.6. Track92. The track is designed for standard steel-on-steel operation, with standard gauge 1.435 mm,maximum axle load 16 tons, and other rolling stock characteristics as above. Non-ballasted slabtracks are recommended for all sections, in view of the heavy demands of the Metro system, tightcurves, and the need to minimize maintenance requirements. Track construction as it would be inthe tunnel, is shown diagrammatically below.38

Figure 4.5: Track layout93. The transition zone is to the west of Pham Van Bach station. It has a double purpose: toelevate the tracks to ground level and then ramp to the viaduct; and to transform two single tracksspaced at 16.5 m to a double track open cut tunnel. Key features include:two single track cut and cover frames, 5 m inner width,one double track cut and cover frame with a separation wall, 14.5 m overall inner width, a double track frame, with an inner width decreasing from 11 m to 10.6 m,an open cut “U” shape structure with an inner width of 10.35 m until the top of the raftreaches ground level.7. Stationa. Design Principles94. The public areas of the stations are designed and dimensioned in order to give conformity toboth comfort in everyday use and in emergency. All public parts of the stations are accessible tothose of reduced mobility by means of lifts. Escalators are generally provided in the upward directiononly, with down escalators in cases where demands are very high or level difference is high.95. The technical areas of the stations are divided into technical rooms and the operationalrooms. Their sizing and arrangement is based upon experience and similar systems around the world.Underground stations have considerable ventilation and air-conditioning plant rooms, while thepublic areas of elevated stations are open and naturally ventilated.96. All stations lie either under or above heavily trafficked roads. It is worth noting that in additionto being MRT stations, the stations will provide very convenient grade-separated means forpedestrians to cross these busy roads. Together with properly designed traffic managementsystems and pedestrian railings (which should be incorporated as part of the final station areadesign plans), this will allow for enhanced pedestrian convenience and safety, and can help reducethe severance effects of the major road corridors.97. Integration with other transport feeder modes must also be an important consideration in thedetailed design of stations. Whilst currently bus and other public transport services are not heavilyused nor well integrated, the city has future plans to considerably enhance these services in line39

with the objectives to drastically increase public transport mode share. Careful detailed design oftraffic management, pedestrian and public transport services around each MRT station will be veryimportant to achieve well integrated transport systems, and hence passenger convenience. Asidefrom the MRT funding support there are additional resources of financing from the World Bank andADB that in the future can be distributed in HCMC. The Sustainable Urban Transport for HCMCunder the Clean Technology Fund (CTF) proposes financing of $250 million to support Vietnam inmeeting its midterm goals of reducing national energy consumption by 5% to 8% in 2015, withrenewable energy consumption accounting for 5% by 2020 and to expand the public transport modeshare closer to the Government target of 50%. The following projects aim at encouraging people touse the MRT and are proposed to be studied for their feasibility, utilizing US$1 million of the CTFfund to be released during Tranche 1 of the MFF for the Line 2 Project:Bus route restructuring study including study and implementation of Line 2 feeder routesbus rapid transit or BRT extensions to Line 2Creation of multi modal station interchanges (bus interchanges with Line 2 and park andride, drop off and pick up facilities) and development of a parking plan within the city Policy reform to encourage public transport through restrictions in vehicle use andparking in city center to coincide with the opening of Line 2Pedestrian and bicycle connections to and from Line 2 stations and surrounding areab. Design Standards98. Stations are designed in accordance with international standards, in particular the NationalFire Protection Association (NFPA) 130, 2007 edition. Station and access/egress sizing isgenerally dictated by emergency evacuation criteria, for which key assumptions and parametersused in the design, are based on:Full train loads of 6-car trains at 2 minute headway, with 1.5 surge factor Platform evacuation within 4 minutes or evacuation to point of safety (concourse slab) 6minutesMaximum platform loading of 5 persons per square metre99. For normal operations, escalators are provided in the upward direction at all stations(between both platform — concourse, and concourse — street), but provision is made for futureincorporation of additional downward escalators. Lifts are also provided at all stations to facilitateaccess for the disabled.100. All underground stations feature island (central) platforms. Ben Thanh station (the design ofwhich will be studied separately) will need to be particularly deep, and should be planned as part of anoverall integrated structure with Lines 1, 2 and 4. Tao Dan station is also deep with 3 levels (platform,intermediate and concourse), whilst all others have 2 levels below ground (platform and concourse).At Ba Queo station provision is made for the future interchange with Line 6. Platform length is 135 mat all stations, and the overall length of the station box including technical and plant rooms are typically193 m.101. For underground stations, two typical layout models have been considered as shown inFigures 4.6 and 4.7. At this stage station layouts are based on layout option 1, which features acentral concourse area feeding stairs and escalators which are spaced regularly along the length ofthe central island platform. From the concourse area stairs and escalators are provided, viapassageways if/as needed, to access ground level and the surrounding catchments above. Technical40

and plant rooms are provided at either end of the station at both platform and concourse levels asshown in the figures.Figure 4.6: Underground station layout – option 1102. Layout option 2 aims to spread the surface access points at either end of the station, andfeatures two separate concourse areas which then connect via stairs and escalators to either end ofthe platform. This has the advantage to extend the accesses into surrounding catchment areas(though this can also be achieved with option 1 by adding longer pedestrian walkway connections).This option will be further assessed by the design consultants .Figure 4.7: Underground station layout – option 241

103. There is only one elevated station in the initial Line 2 project, at Tham Luong (Tan Binhstation), although there will be future similar stations when the line is extended to An Suong asplanned. These elevated stations will lie above the existing highway, generally with single columnsupports in the median. The typical layout for an elevated station is shown in Figure 4.8. Theconcourse level is located approximately 7.5 m above the road, with platform levels approximately5.4 m above the concourse.104. An alternative form would be to keep the track level lower with the concourse above theplatforms at stations. Either form could be considered at detailed design stage, but the option shownis preferred at this stage based on international best practice (similar, for example, to the Skytrain inBangkok and recently opened Dubai and Delhi Metro systems), and to allow greater flexibility forroad bridges and footbridges to be constructed beneath the MRT structure if needed in future.Figure 3.8: Typical layout of an elevated station105. Platform screen doors are proposed for all underground stations (see Chapter VII). Platformscreen doors are a fairly standard requirement at underground stations on modern MRT systems,and offer a number of advantages:Passenger safetyReduced dust pollutionReduce air conditioning requirements and costsNoise reductionPressure wave protectionAdvertising surfaceImproved ambiance and atmosphere within stations106. Platform screen doors would be constructed initially to suit the 3-car train configuration (withplain panels along the remainder of the platform length), and later extended to the full platformupon introduction of 6- car trains.42

107. Underground stations will normally have at least four access points (stairs/escalators) toground level, but the locations of these will be tailored to suit surrounding land uses and developmentsat each station. In addition, underground stations will require 2 ventilation shafts (normally at eitherend of the station) to serve tunnel ventilation, plus 1-2 cooling /ventilation shafts for the platforms andconcourse. Stairs and escalators are generally provided within existing or planned right of way, onfootpath areas but ensuring sufficient width of footpath also remains for passing pedestrians. Theventilation and cooling shafts are significant structures and are located outside the right of way. Theseshafts also require 5 m clearance from nearby buildings at ground level, and are thus majorconsiderations for the station design and footprint.D. Station Locations108. Stations locations along Line 2 are based on a number of criteria. These include thefollowing:Keeping the line under the centre line of Duong Cach Mang Thang Tam and DuongTruong Chinh streets;Siting the stations approximately 1 km apart (based on 500 m maximum walkingdistance);Near commercial centres and major road junctions etc;Space available above ground for station construction and access points; and,Minimization of resettlement impacts109. The selected station locations advantages and constraints are summarized in Table 4.3below. The table also shows the distances between the pedestrian access points of adjacentstations to provide an indication of walking distances.Table 4.3: Station location advantages and constraintsStation Location advantages and constraints Potential LinkagesBen Thanh City centre interchange station.Probable passengerSpace for station construction and access points.interchange with Line 1and Line 4Distance between stations: 950 mTao DanAdjacent to Tao Dan Park.Space for station construction and access points.Distance between stations: 1,070 mDan Chu Under major road junction (roundabout).(Dien Bien Phu)Distance between stations: 1,070 mHoa Hung Near Hoa Hung Market and railway station.Interchange with Line 3Possible passenger linkvia subway to Line 3On alignment of Duong Cach Mang Thang Tam.Distance between stations: 900 m43

Station Location advantages and constraints Potential LinkagesLe Thi Rieng Adjacent to Le Thi Rieng Park.Space for station construction and access points.Distance between stations: 830 mPham Van Hai Approximately midway between two adjacent stations.Distance between stations: 800 mBay Hien (Hoang Van Thu) Close to major road junction.Local design constraints to incorporate station and crossover.Possible passengerinterchange with Line 5Distance between stations: 1,250 mNguyen Hong Dao Approximately midway between adjacent stations.Local constraints to minimize resettlementimpacts.Distance between stations: 1,235 mCong HoaAfter bend in track alignment.Near major road junction.Possible passengerinterchange with Line6Distance between stations: 825 mTruong Chinh 1 Near major road junction.Local design constraints to incorporatetransition section.Distance between stations: 885 mTan Binh (Tham Luong) Before curve in track alignment.Near road junction.146. The following paragraphs provide brief descriptions of all stations, with discussion on keyissues at the more complex stations.44

1. Ben Thanh StationFigure 4.9: Conceptual design for Ben Thanh Station110. Ben Thanh will be a major interchange station between Metro Lines 1, 2 and 4 (based onthe Latest MRT master plan), together with surface transport (bus terminal, taxis, etc.) andsurrounding developments. A separate design and planning study is proposed for the station, andthe final design of Ben Thanh interchange station will be developed by that study. The Ben Thanhstation study will also need to consider coordination of construction works (including TBM's) for Lines1, 2 and 4, together with phasing of excavation works, temporary traffic management, etc. Some ofthe issues to be considered in detail by the future study include:Direct passenger connections between platforms from different linesCommon concourses and entrances / exits to street level and connection to surroundingdevelopments — which in turn implies that accesses must be designed for all lines, andnot just one individual line — furthermore, direct connection with planned future majorbuildings in this area should be provided where possibleIntegration with surface transport modes — public transport interchange with buses, taxis, cardrop-off, etc. — again requiring design for the full integrated passenger interchangedemandsCommon fares and ticketing to allow direct connection between lines via common "paid"and "unpaid" concourse areasIntegration of air conditioning and ventilation systems for the common stationDesign of fire and emergency evacuation facilities for the interchange as a whole ratherthan for individual lines45

Design of a new and improved traffic, pedestrian and urban design landscape above thecompleted interchange station, providing convenient passenger access and crossings for thewhole areaCoordination of phased construction works (including TBM launch areas) and temporarytraffic and pedestrian management during construction of the stations and surfacetransport and development features for the area as a whole111. Whilst the design and construction of Ben Thanh station will be part of a separate project, thedesign and alignment requirements have necessarily been considered for this project, and conceptplans (Figure 4.9) are included in the drawings for future reference. Ben Thanh station will not beconstructed under the project (in theory the MRT2 tunnel will be built right up to the Ben Thanstation box, but not the actual station itself. This section of the tunnel will in fact form the "turnaround"for trains if Ben Thanh is not timely constructed by others. It is expected that Ben Thanhstation would be constructed under a separate project. Even without Ben Thanh station, MRT2project will be fully functional.112. Ben Thanh Line 2 station construction could be part of the MRT Line 1 project (as thisinclude Line 1 Ben Thanh station, which is directly above Line 2 station), or as a stand-alone project(a Ben Thanh-Opera link PP project is being evaluated) or under MRT Line 2 extension project(likely next ADB MRT loan in 2015).113. Particular issues to be included in the design include: It is assumed that the Line 2 platforms will be beneath both Lines 1 and 4, and thereforean additional concourse level will be needed to provide for interchange between the variouslines. This leads to a very deep alignment for Line 2, with track level at over 30m below ground.Provision must be made for Line 2 beyond Ben Thanh station for turn-around or trains,including storage space for an additional train, for normal operations. This facility wasdesigned under the current study as a cut-and-cover garage beneathHam Nghi; the location and layout of this garage should be reappraised as part of the BenThanh design, and construction included under the Ben Thanh contract.In future, Line 2 will extend beneath the Saigon River toward Thu Thiem. Therefore the designof Ben Thanh station, the garage and cross-over tracks must be also designed to suitthe future Line 2 extension.It is an important requirement that construction of the Ben Thanh Interchange station andassociated Line 2 garage and other facilities must be completed in time for opening ofLine 2 operations. This will need to include appropriate time to complete the Line 2 trackwork, control and operating systems at Ben Thanh station and garage, and to allow time forcommissioning tests.2. Tao Dan Station114. Tao Dan station is deep due to its proximity to the deep Ben Thanh station. It thereforefeatures an intermediate level between platform and concourse (Figure 4.10), but otherwise adoptsthe typical station layout as noted above. The station is located in front of Tao Dan Cultural Park andbeside Trong Dong Outdoor Theatre, both of which are major attractions where large amount ofpeople often gather.46

Figure 4.10: Tao Dan Station115. At both Ben Thanh and Tao Dan stations, because of the extra depth, the technical andplant rooms will likely be accommodated at intermediate levels within the station rather than at theends. Therefore these stations are shorter than the standard 2-level stations, at 175 m (comparedwith 193 m).116. Based on the Latest MRT master plan, Tao Dan station will be an interchange stationbetween Line 2 and Line 3B. Studies of Line 3B on this alignment to date are very preliminary, andproper design of an interchange station between Lines 2 and 3B would need to be incorporated insubsequent Line 3B studies.117. For present purposes it is assumed that Line 3B will pass beneath Line 2, and thatinterchange may be provided between the two stations via a simple connecting passageway asindicated below. This is not an optimal design — if Line 3B does go ahead at this location, locations ofboth L2 and L3B stations should be reviewed to provide optimal combined interchange station withcommon concourses and direct passenger interchange.3. Dan Chu Station (formerly Dien Bien Phu)118. Dan Chu station lies beneath the large 6-leg roundabout road intersection on Cach MangThang as shown on Figure 4.11. Several passageways and access points are proposed for thisstation to penetrate surrounding catchments. It will also be important to integrate the stationaccesses in this area with future bus and other public transport services on the various roads.47

Figure 4.11: Dan Chu Station119. These accesses should thus be considered in further detail at the detailed design stage inorder to optimize connections to future surrounding land uses, planned developments and transportfacilities, with direct connections to future buildings where possible. In this regard alternative stationdesign concepts may also be considered, such as that proposed as "option 2" in the earlier section ofthis chapter.4. Hoa Hung Station120. Hoa Hung station lies in a densely populated residential area, and is close to the mainrailway station Ga Saigon. Convenient passenger connection between the MRT and Ga Saigon maybe provided via pedestrian subways or footbridges, to be integrated with the planned future urbanredevelopment in the area.5. Le Thi Rieng Station121. This station lies adjacent to the important Le Thi Rieng Park, which features a largeforecourt and possible opportunity for future transport interchange provision. Whilst a typical stationdesign is proposed at this stage, opportunities should be investigated to optimize transport integrationand feeder services in this area.122. In the future phase of Line 2 a second electrical substation will be required near this station,to take power from the 110 kV supply which passes nearby.6. Pham Van Hai Station123. Pham Van Hai station also lies in a densely populated residential area. The existing roadhas high frontage activity, though future development setbacks may allow opportunity for integrationwith feeder buses and surface transport.48

7. Bay Hien Station (formerly Hoang Van Thu)124. Bay Hien will be a future interchange station with Line 5. An indicative layout is shown onFigure 4.12, but this is not an optimal design, and as the design of Line 5 becomes clearer, thelocations of both Line 2 and Line 5 stations should be reviewed to provide optimal combined interchangestation with common concourses and direct passenger interchange.125. The feasibility study of Line 5 is currently underway, and based on current plans it isassumed that Line 5 will pass beneath Line 2, and that passenger interchange will be providedbetween the two. Furthermore, it is understood that the Line 5 design may require a physical connectionwith the Line 2 tracks at this location, in order to share depot facilities during early years of operation.Similarly, integration of both stations with bus and other transport services on the major roads at thislocation should be a priority in future planning and design considerations.126. Also included at Bay Hien is a cross-over between tracks. A simple crossover is proposed asshown on the Figure 4.12 and this requires an extended cut-and-cover structure for construction. Alonger cross-over, including space for a third "layby" track was also considered in the study, but wasomitted for cost reasons.Figure 4.12: Bay Hien Station127. Bay Hien will be a complex interchange station, including cross-over track on Line 2, andpossible track connection with line 5. It is strongly recommended that a proper integrated study ofthis whole interchange station is carried out at detailed design stage. Such a study may be includedas part of either the Line 2 or Line 5 detailed design, or as a separate project (similar to Ben Thanhabove).49

8. Nguyen Hong Dao Station128. This station also lies in a densely populated residential area with high frontage activity,though future development setbacks may allow opportunity for integration with feeder buses andsurface transport.9. Ba Queo StationFigure 4.13: Ba Queo Station129. Ba Queo station will provide future interchange with Line 6. Line 6 is planned as a spur linefrom Line 2, and will interconnect with Line 2 in order to share depot facilities. Whilst the planningand design of Line 6 is at a very preliminary stage, it is assumed and has been confirmed with MAURthat:130. Line 6 will adopt similar design characteristics to Line 2 for full inter-operability capabilitybetween the two lines, and sharing of the same depot facilities131. Line 6 will operate 3-car train units with cars designed to the same dimensions andspecifications as Line 2 trains10. Pham Van Bach Station (previously Truong Chinh)132. Pham Van Bach is the final underground station and lies under the wide Truong ChinhRoad. The station is directly in line with the Tan Son Nhat airport runway (and for this reason anelevated station was not possible at this location).50

11. Tan Binh Station (also known as Tham Luong)133. This is the only elevated station on the project line, and is located above the intersection ofTruong Chinh road and the entrance to Tan Binh Industrial Zone. Without the need for an airconditioningplant, the technical rooms are accommodated beneath the platforms at either end ofthe station, and the overall station length is just 140 m.E. Station Construction134. All the stations are under busy trafficked streets and their width is usually larger than theexisting right of way. To minimize the ground allocation to construct the stations and consequentlythe resettlement of residents, the typical station is compact (inner dimensions 21 m x 193 m) andhas diaphragm walls as permanent structure. However, the working excavated footprint will be 32 mX 200+ m and 25 m at every ventilation shaft. It is the excavated footprint that negatively impacts onshops and structures, not the final finished constructed station.135. The following are key points in the principles guiding the construction of cut and coverstations:All Stations have two levels (platform and concourse levels) except Tao Dan and BenThanh (which will be built by others) which have 3 levels.The bottom of the excavation is 19 m below ground level for the typical station, 35 m forBen Thanh and 23 m for Tao DanThe main principle of construction is to use diaphragm walls as a permanent structureand to concrete the top slab before excavating underneath.As it is here above mentioned, the top slab is concreted by half to maintain the two lanetraffic.For some stations like Dien Ben Phu or Ben Thanh, construction of top slab will be moredividedAnother principle of construction is to support the top slab and the concourse slab withpre-founded column (starposts) on diaphragm walls foundation.The peripheral diaphragm walls and the diaphragm walls beneath the columns help tocounterbalance the buoyancy of the station.F. Depot1. Sizing Requirements136. The depot to be constructed for Line 2 may be required to serve three purposes in the longterm:The Line 2 "project line" from Ben Thanh — Tham Luong Line 6 spur line (may be including phase 1 of Line 5)Future extensions of Line 2 to Thu Thiem and An Suong51

137. Train requirements for the MRT2 project line are discussed below, which shows that tomeet the traffic forecast for the Ben Thanh — Tham Luong Line 2 until 2035, it has been calculatedthat 19 6-car trains will be necessary.138. Studies for Line 6 are still at a very preliminary stage and precise train requirements are notknown. It is understood that 3-car train units will be used for Line 6, and based on a rough estimate bycomparing the line length with Line 2, around 10 3-car trains may be required at 2035.139. Similarly for the extended Line 2, detailed studies have not yet been carried out but initialestimates can be made. On this basis, the full train requirements are estimated as shown in Table4.4.Table 4.4: Possible stabling requirements for the depotMRT LineNo. ofNo. of TrainsstationsYear 2015 Year 2025 Year 2035(1) Line 2 initial phaseonlyLine 2 Ben Thanh - ThamLuong11 12 (3- car) 14 (6- car) 20 (6- car)Line 6 spur line 6 N/A 12 (3- car) 18 (3- car)Total no. of 6-car trains 20 28(2) Extended Line 2Line 2 Thu Thiem - An Suong 18 N/A 18 (6- car) 26 (6- car)Line 6 spur line 6 N/A 12 (3- car) 18 (3- car)Total no of 6- car trains 24 35Source: MVA Final Report140. The proposed depot has capacity for stabling 28 6-car trains and is therefore more thanadequate for the project requirements up to 2035, and has sufficient capacity to accommodate boththe Extended Line 2 and Line 6 until beyond 2025. However, additional stabling may be required toaccommodate the Extended Line 2 to 2035 and beyond (subject to further study). It must also beborne in mind that not all trains will necessarily need to be in the stabling area at the same time, forexample, a number may be in maintenance workshops while others may be stored on spare sectionsof track.2. Depot Site and Specification141. The proposed site for the depot is located on an area of land of some 25 ha at Tham Luong,connected to the main line by a spur line of around 1 km. The site of the proposed depot is welllocated to enable efficient operation of Line 2 as shown on Figure 3.14.52

Figure 4.14: Depot site location plan.142. The main components required for the depot are as follows:Train washing machineLathe on pitMotor traction maintenanceTest trackTraction officeSubstation,Parking positionDifferent shop dedicated to different level143. Three conceptual layout options for the depot have been examined during the feasibilitystudies, each containing similar facilities within the same land area, but with different layoutarrangements. The choice of layout should be made at the next design stage, in consultation with theproposed operator.3. Depot Advance Enabling Works144. The Municipal Authority for Urban Railways (MAUR), as the implementing agency (IA),requested that the donors - ADB, KfW and EIB consider in Tranche 1 the opportunity to developthe depot site and construct some required office buildings. ADB has categorized the advancedenabling works at the Depot as an environment category B project (under Tranche 1) which requiredthe preparation of an IEE based on ADB’s SPS 2009. Tranche 1 includes office buildings53

and advance enabling works such as site filling, internal access roads and drainage, securityfencing, and guard houses within a 3.4 ha area.145. The final IEE report was disclosed to the public through the ADB website. The IEE wasalso disclosed by MAUR to the Department of Natural Resources and Environment(DONRE) and to the District 12 local authorities in Tham Luong for review and identificationof additional environmental assessment and environmental permits that may be required.The IEE was approved by DONRE and to date, no permanent facilities have beenconstructed within the 3.4 ha area. Temporary works that have been provided at the siteinclude some fences and lighting, an unsealed internal access road, and a shed for securitypersonnel. Full development of the depot as well as the civil works for underground, atgradeand elevated rail line, and stations will be carried out during Tranche 2 which iswithin the scope of this EIA.G. Depot Spur Line146. As indicated, the depot is connected to the revenue tracks by a spur line, with a secondconnection to be added upon future construction of the Line 2 extension northwards. With the twoconnections in operation, only a single track would be required in each direction. For the initial phase,a single track connection would also suffice in the short term, and this is included in the currentproject. This should be reviewed at detailed design stage.H. Power Supply1. Train Power Pick-Up147. Power is normally supplied to metro systems in one of two ways, either via a conductor railalongside the track known as ’3 rd Rail’ (usually 750 V), or via an overhead catenary wire system(usually 1500 V or 25 kV). Line 2 will adopt the 3 rd rail option.148. Considerable research was undertaken into the proposed use of 3 rd rail power supply forLine 2, particularly in view of the fact that HCMC Line 1 is proposing an overhead catenarysystem. In summary it was concluded that:Both systems are commonly in use for urban and suburban MRT systems around theworld3rd rail is commonly used for urban Metro systems, serving central city areas with densestation spacing Overhead catenary is generally adopted for longer distance and faster speed routessuch as suburban metro (and indeed, inter-city and high speed rail)149. Key advantages of 3rd rail for urban Metro such as Line 2 include:Much lower and simpler maintenance requirements and costsLess vertical clearance meaning that tunnels can be smaller for the same size of train, giving asignificant saving in costsLess visually intrusive for elevated or at-grade sectionsLower electro-magnetic impacts on passengers and equipment in the trains54

Lower voltage drops between sub-stations150. Overall it was concluded that the 3 rd rail technology as proposed for Line 2 was entirelysuitable for this type of urban MRT line in HCMC. It is noted that the decision to adopt 3 rd rail powersupply for Line 2 has been formally proposed by MAUR, and has recently been endorsed by theMinistry of Transport (MOT).2. Power Supply from HCMC Grid151. There are two systems of power supply available for the metro network, one systemreceives power from a medium voltage grid (typically 35 kV, 22 kV or 15 kV); another one receivespower from the high voltage arteries of 110 kV or 220 kV. Although no total annual power supplydemand figures were available from the feasibility study (estimates were only provided for the Depot,signaling and train operation), the MRT2 line is expected to have similar requirements as the Ha NoiMRT 3 project.152. Drawing power for MRT Line 2 in HCMC from the medium voltage grid would be lessexpensive than from the high voltage (HV) grid due to the need for fewer and simpler transformersubstations. However, after detailed study the medium voltage (MV) supply was considered to benot sufficiently reliable for operation of an MRT project. In view of the uncertainties of the MVnetwork in HCMC, to improve the reliability of the sources of power supply, it is agreed that is betterto have the line connected to the HV network (110 kV) than to the MV network. The power supply isfed by either the 220 kV ring, or the 110 kV ring; this system should have a minimum of one BSS(bulk supply substation) to receive the very high voltage (VHV) distribution. The cost will be higher inpurchase, installation and maintenance but it will result in a higher availability, reliability, convenientand less risk of voltage perturbation in operation. Below are the power supply facilities to beconstructed as part of MRT2.a. Bulk Supply Substation (BSS)153. Ho Chi Minh City Power Company will provide electricity for the two proposed bulk supplysubstations (BSS) from the high voltage source of the city (220 kV/110 kV) to 22 kV. The two BSSwill be constructed as part of the MRT2 project. One BSS is proposed to be located at Tham LuongDepot and the other at Tao Dan Park (about 20-25 meters from the proposed underground Tao DanMRT Station). BSS components include 110 kV power guide and transmission part, 110 kV/22 kv 3-phase transformer, 22 kV switch, measurement and control equipment, and grounding.154. The BSS at Tao Dan Park is proposed to be located at the right corner inside the Park,specifically at the vacant area behind the existing Trong Dong music stage. An underground parkingarea will be constructed under the music stage. After completion of construction, the music stagewill be re-constructed. The proposed location of the substation will not affect the existing trees andsurrounding landscape of Tao Dan Park. The BSS at Tham Luong Depot will be located at theeastern corner of the first stage facilities (Tranche 1 initial depot works) and separated from theoperation control center and office buildings. Each BSS will have a footprint of 375 m 2 (15 m x 25m). the The total area to be provided for each BSS is 2,475 m 2 (45 m x 55 m) taking into account therequired 15 m safety distance from surrounding areas based on Viet Nam regulations. Civil worksfor the BSS at Tham Luong Depot will be undertaken by the Depot contractor while the civil worksfor the BSS at Tao Dan Park will undertaken by the Tao Dan Station contractor. The BSSequipment will be provided by one contractor under the electrical and mechanical (E&M) package.55

. Traction Substation (TSS)155. The power source from the BSS will be distributed to the traction substations (TSS). FourTSS are proposed, that is, one each at the MRT stations in Tao Dan, Le Thi Rieng, Nguyen HongDao, and Tan Binh (Tham Luong). Capacity for each traction substation will be from 2 to 6 MVA,average distance between the TSSs is about 3 to 4.5 km. The TSSs will convert the 22 kV 3-phaseAC to 750 V DC power for the network. The TSS will be installed inside the 10.5 m x 16.5 m (about173 m 2 ) technical room at the end of the MRT station platform. The actual dimension of the TSSwill depend on the providers. TSS components include 22 kV switch, a transformer from 22 kV to750 V, measurement and control equipment, and grounding. Each TSS uses 2 transformers with6000 kW capacity in total. Civil works for the TSS will be constructed by the station contractor whileTSS equipment will be provided by one contractor under the E&M package.c. Substations at Stations (SSS)156. A total of 11 substations at stations (SSS) are proposed for the Project (that is, one SSS willbe provided within each station). The power for the SSS will be sourced from the 22 kV line alongthe track. The power loads at the stations are provided following a 3-phase 4-line 380/220 VACnetwork sourced from the 22 kV/0.4 kV voltage transmitter. The SSS will be installed duringconstruction of the underground and elevated MRT2 stations. The SSS will be installed inside the10.5 m x 16.5 m (about 173 m 2 ) technical room at the end of the MRT station platform. The actualdimension of the SSS will depend on the providers. Civil works for the SSS will be constructed bythe station contractor while TSS equipment will be provided by one contractor under the E&Mpackage.3. Back-up Power Supply Source157. Under the feasibility study, there is an option to provide two diesel power generators assources of back-up power supply in case there is interruption in HCMC’s 110 kV power grid. Onegenerator is proposed to be installed in the vicinity of the BSS at Tao Dan Park during theconstruction of the Tao Dan underground station. Installation of the other generator at Tham LuongDepot may take place after the Depot is fully constructed. Specifications (capacity, etc.) of thediesel generators have not been proposed in the feasibility study. Such details will be considered inthe project’s detailed technical design stage most likely in the latter part of 2012.I. Signaling158. Two types of signaling have been considered for Line 2: a "loop" system which is fairlyconventional based on cabled systems; and the rather more recent "CBTC" (communication basedtrain control) system, which uses radio/microwave signals. It is considered that either system couldbe successfully adopted for Line 2. As more and more modern Metro projects are now adopting theCBTC system, it is assumed at this stage that CBTC will be the preferred choice for Line 2.J. Fare Collection and Ticketing159. The options for fare collection and ticketing including integrated systems were discussed inthe Public-Private Infrastructure Advisory Facility (PPIAF) Report 'Fares and Ticketing WorkingPaper, June 2008'. Passenger convenience will be essential for the success of the HCMC metrosystem, and to this end comprehensive integration of fares and ticketing across all metro lines, andother public transport systems if possible, should be the target.56

160. At the present time, tenders for Line 1 have recently been invited, including implementationof an automatic fare collection (AFC) system. As a first step, it would be a requirement that Line 2should adopt and be integrated with the Line 1 AFC system.1. Line 1 Ticketing System161. An AFC is proposed for Line 1 MRT at a cost of approximately US$ 50M. At present thereis no proposal to expand the system to other MRT lines or to bus, but it is understood that inprinciple the system is capable of being expanded. The proposal for fares on Line 1 is to have aboarding charge of VND 5,000 rising to a maximum fare of VND 12,000 for a trip along the entireline. It is understood that a smart card (Type C) is proposed but cash payments will also beaccepted. There is no current proposal under the Line 1 contracts to integrate fares with other MRTlines (i.e. have a common fare structure and a single boarding charge no matter how many linesare used) or with bus.2. Ticketing System for Line 2162. For the purpose of the present study, it is assumed that Line 2 will adopt the Line 1 system.This is clearly the simplest option given the status of the Line 1 procurement, and should be extended infuture to other MRT lines and buses. This solution would be expected to provide full interoperability ofticket products on all MRT lines, and between MRT and bus.163. In terms of costs for Line 2, this can be broadly estimated based on the Line 1 costs, takinginto account the fewer number of stations on Line 2, and the fact that much of the common systemsand software will already be provided under Line 1 and will need enhancing for Line 2. 0n this basisan indicative cost estimate of US$ 15M is included for the Line 2 project.3. Need for Further Studies on Integrated Fares and Ticketing164. As noted above, the fare assumptions for Line 1 are quite different to those for Line 2, andthere is a clear need to study the implications of integrated fares for MRT and bus. This is a complextask and would require: (a) extensive consultation with stakeholders; (b) analysis of the impact ofdifferent fares levels and structures on community welfare and user acceptance, and (c)assessment of the impact on public financial support to public transport services over the long term.This in turn would require detailed analytical models capable of assessing the impacts of alternativefare structures on patronage and revenues, both for individual MRT Lines, buses and public transportoverall.K. Construction Program165. The overall estimated construction program for the Line 2 project is shown on Table 3.19.This program assumes deployment of two TBM's, both to be launched from the Ben ThanhGarage works area at the southern end of the project. Cut-and-cover excavations for each stationmust be completed prior to arrival of the TBM's. As shown, the overall program from award ofconstruction contracts to commencement of services on this basis is estimated at around 6.5 yearsL. Drainage and Utilities166. During TA 4862 it was recognized that various existing and planned utilities would need tobe catered for in the design and construction of Line 2, but at that stage only limited details of these57

utilities were available. Full details are still not clear, but it can be seen that installation of 1-2 mdiameter drainage pipes is currently in progress on sections of the route.167. All the stations of line 2 are built with diaphragm walls, meaning that utilities will have to becut temporarily or permanently due to diaphragm walls construction. For small utilities such as cablesor water pipes this is not normally a problem, and the cables of pipes can fairly easily be reroutedeither temporarily or permanently around the works.168. Drainage or sewage pipes (or culverts) are more difficult, partly due to their size, but alsobecause of the need to maintain levels and gradients at all times for the flow of the liquids. Thecurrent design for Line 2 stations has the top slab 2 m below ground level. This appears sufficientbased on available information and observation of the existing and planned utilities, but will need to bechecked at detailed design. It will generally be necessary to construct a replacement sewer (parallel tothe existing) on the first phase of top slab construction, and then permanently divert the flow beforedemolition of the existing pipes.M. Spoils Disposal during Construction169. The MRT2 Project will create approximately 1.9 million cubic meters of spoils mainly fromtunnel construction. MAUR is indicating that 1,550,000 m 3 of the spoil can be re-cycled and sold asfill for suburban developments. MAUR has established an agreement with the Urban DrainageCompany (UDC) under HCMC’s Department of Transportation to dispose of the remaining450,000m 3 at UDC’s active 40-ha spoils disposal site in Hamlet 1, Da Phuoc commune, BinhChanh District, HCMC. The spoils disposal site was approved by DONRE in January 2008. Adetailed spoils disposal plan will need to be prepared by the contractor to ensure proper handling,transport and disposal of excavated soil.N. Traffic Management during Construction170. The construction works, particularly at the cut-and-cover stations, will have major negativeimpacts on traffic flows and public pedestrian access. Major traffic diversions will be required, whichmay affect roads and areas well beyond the Line 2 corridor itself, and must therefore be planned ona city wide basis. Furthermore, traffic management plans will need to be coordinated with any otherconstruction works on other projects which will inevitably occur during the Line 2 constructionprogram. A thorough traffic management study and plan at each station is therefore essential toprovide guidance and conditions for the construction works.O. Design Refinement171. Whilst much of the detailed design can be left to the design and build contractor, certainelements would benefit from further refinement prior to issue of the tender documents. This mayinclude more detailed investigation of station layouts and accesses, and in particular much moredetailed review of the interchange stations, taking into account the latest studies for the other MRTlines.P. Civil Works Contract Packaging172. Under the proposed co-financing arrangement, it is planned that there will be a turnkeycontract under KfW financing for the E&M systems, whilst civil works will be financed under thetranche 2 loan from ADB, combined with financing from EIB.58

173. An implementation consultant will be appointed (under KfW finance) to assist MAUR withfunctional design, procurement and construction supervision for all packages. The consultancyservices will consist of two phases:The first phase includes preparation of the operation concept, elaboration of the functionaldesign for the E&M/Rolling Stock (RS) Package, tender documents for that package, basicdesign for up to 4 civil works packages including non-system E&M and respective tenderdocuments as well as the evaluation of offers and the assistance in contract negotiations.The second phase includes check and approval of designs of E&M/RS and civil works,supervision of construction works and installations for quality assurance and assistance withinterface and claim management. This will also cover the commissioning, systemintegration and final acceptance.174. For the civil engineering works (including non-system E&M); the consultant will preparebasic design, tender documents and evaluation of tenders. The main components of the civil workswill include:Bored tunnels (using TBMs)Underground stationsElevated station, viaducts and depot civil worksNon-system E&M (tracks, tunnel equipment, station equipment, lighting, ventilation, etc.)175. In terms of the number of contract packages for these works, there are variousconsiderations. A limited number of large contracts (or indeed a single contract) would have theadvantage of reduced interface management for the owner, but puts the contractor in a very strongposition for negotiation and claims. A large number of smaller contracts would maximize feecompetition for the various works, and would give the owner greater control. 0n the other hand thisleads to a large number of interfaces between the various contractors, with risk of claims and disruptionif not tightly controlled.176. For the Line 2 project, it is proposed that the works will be split into four main contractpackages. These packages are each relatively self-contained, and interfaces between the packagescan be well defined and controlled.1. Contract for Tunnel177. The two tunnels are running parallel from the same TBM launching station. Whilst the totallength of tunnels is considerably long at nearly 9.5 km, it is considered that this would be bestmanaged under a single contract.178. The key issue for tunnel construction is the interface with station in terms of timing. If a TBMis somewhere delayed, the stations downstream may not be finished on time. If a station is delayed,the Tunnel is reciprocally delayed. Clear milestones with penalties must therefore be set in therespective contract.2. Contract for Underground Stations179. A single contract is proposed for all nine underground stations (excluding Ben Thanh to beunder a separate contract by others). All underground stations will require diaphragm wall construction59

method. The underground stations contract will also include the garage at Ben Thanh, and the crossoversection at Bay Hien.3. Contract for Viaduct and Depot180. There is only one elevated station and the structure is integral with the viaduct structures.Construction is generally proposed to be of twin pre-cast "U-shape" viaducts, except for specialareas such as the tight curve to the depot spur where segmental or in-situ construction will berequired.181. Other depot works consists of earth works and buildings and pre-construction is currentlyproceeding with a goal to erect an administrative building and perimeter road. These works are fairlystraightforward and likely to be well within the capability of local contractors.4. Contract for Non-system E & M182. Since separate contracts are proposed for the tunnels and stations, it is preferable to havean independent contract for track work. This contract can also conveniently include all other nonsystemE&M which applies to both tunnels, stations and the depot.Q. Service Operations and Maintenance1. Service Plans for Normal Operations183. The operations plan provides the suggested train configurations headways, timetables, etc.for the system. The plan is based on the forecast travel demands, but as with any new MRT it isexpected that the actual plan will be refined by the operator prior to commencement of services.184. The operating plan below considers the project line including Ben Thanh interchange station(which will be developed under a separate project). Consideration of requirements for the future fullLine 2 (Thu Thiem - An Suong) is also noted.2. Design Demand185. For the purpose of the current study, the operational design and costing is based on the Line2 project from Ben Thanh to Tham Luong, total 11 stations. Three time horizons considered in thestudy for the maximum passengers per hour per direction (pphpd) demand are the following:Year 2015 - notional year of opening: 8,500 pphpdYear 2025 - medium horizon where other urban MRT (UMRT) lines included in theMaster Plan are in operation: 21,400 pphpdYear 2035 - long-term horizon with continued growth beyond 2025: 30,200 pphpd.186. For the off-peak period, based on experience of other systems, it is estimated for planningpurposes that the traffic will be 75% of the peak load, and the evening demand 50% of the peakload. For Sundays and holidays it is estimated that the traffic represents 75% of the working dayspassengers.187. With the full Line 2 extended northwards to An Suong and across the river to Thu Thiem,peak loading is estimated at 37,500 pphpd at year 2035.60

3. Structure of Services188. The schedules of service are assumed to start at 5.00 a.m. and finish at 12.00 p.m. 0nworking days the peak periods are estimated to be around 6.30 - 8.30 am and 4.00 - 6.30 pm(based on observed demand distribution).4. Commercial Speed189. The commercial speed for Line 2: Ben Thanh to Tham Luong was estimated taking intoaccount the running time between stations, the reserve time (and, thus, running time with coasting)and station dwell time. The running time and reserve time between stations was calculated usingspecialized software (MATYS), taking into account the train and line's characteristics. The dwell timewas calculated based on estimated boarding and alighting per station, the number of doors (4 doorsper car) and lanes per door (2 lanes per door) in the train, the passenger flow rate (1 passenger perlane per second), the headway, and the time required for technical reasons (door opening, door closurewarning time and door closing)The total estimated running time between Ben Thanh to ThamLuong, a distance of 9.5 km, is 930 seconds, with a resulting commercial speed of approximately36.5 km/h.5. Fleet Size Calculation190. The calculation of fleet requirements to meet the forecast patronage demands at 2015,2025 and 2035 are given below in Table 3.5. Fleet requirement is determined by the total estimatedrunning time detailed in the previous paragraph, plus the last stations' track changing time andregulation time at terminal (estimated at 280 seconds at Tham Luong and 320 seconds at BenThanh), divided by the target schedule for the peak period.191. The operational design considers a 5% train reserve (rounded up), to replace potentiallydefective trains during the daily service. In this way, the operational design maintains normalheadway between trains, as well as the standard transportation capacity, by eliminating any of theconsequence that would result from a train failure (delays and increased headways between trains,etc.).192. Additional trains are necessary, based on maintenance needs. Due to preventative andcorrective maintenance requirements, some trains are not always available. 0n average, 10 %(rounded up) of trains in operation are under maintenance. The calculations of rolling stock fleet shownin Table 4.5 consider this percentage.193. In order to maintain a convenient service to customers under predicted passenger growthnumbers additional trains are typically purchased at intervals of 5 years (4 x 6- car trains in 2020, 4in 2025, 3 in 2030 and 2 in 2035).Table 4.5: Rolling stock fleet size estimation for MRT22015 2025 2035Operation headway Minutes) 5'45 4'62 3'16Trains in operation (rounded up) 9 11 16Operation reserve (5% rounded up) 1 1 1Maintenance reserve (10% rounded up) 2* 2 2Total fleet size 12* (3-car) 14 (6-car) 20 (6-car)61

*Note: 11 3-car trains are adequate for 2015, but an even number is required to be later combined into 6-car trains asthese should be comprised of units of the same specification and age.6. Track Cross-Overs and Layby Tracks194. Cross-over connections between tracks and/or additional layby tracks are required forturning around trains in normal operations, for stabling of spare trains to meet peak demands, andto facilitate removal of defective trains in the event of a breakdown. Various options wereconsidered in the study (refer to Chapter VII), and the proposed configuration for Line 2 (Ben Thanh— Tham Luong) is shown in Figure 4.15.195. In addition to cross-overs at each end of the alignment, which are necessary to turn aroundtrains in normal operation, a cross-over between tracks is provided near Bay Hien station. Thiscross-over allows trains to switch between tracks in the event of breakdown or disturbance. Anenhancement of this feature would be to include a section of third "layby" track as well as the crossover,so that a defective train could be stored without disrupting normal operations. Such a layby trackwould provide more flexibility for operations, but would be very much more expensive (includingrequiring additional resettlement), and is therefore not included in the current project. However, aplan of this layby configuration is included in the drawings, and may be considered further at the nextdesign stage if needed.196. In considering the track configuration, it is necessary to assume Ben Thanh InterchangeStation will be constructed and the future context when Line 2 is extended to An Suong and ThuThiem. In this case the proposed track layout is as shown in Figure 4.16 belowFigure 4.15: Sketch of track layout and stations — initial project62

Figure 4.16: Sketch of track layout and stations — future situationFigure 4.17: Sketch of track layout and stations63

7. Service197. Line 2 has two tracks and all trains will run at the right hand side in normal flow. The totaloperational length of the line is about 11.3 km.a. Service Schedule198. The schedule of service will start at 5.00 a.m. and finish at 12.00 p.m. On working days thepeak periods are considered to be 6.30 a.m. to 8.30 a.m. and 4.00 p.m. to 6.30 p.m. (based on thetransport demand distribution). Evening service will operate for 4 hours, from 8.00 p.m. to 12.00p.m. It is anticipated that on Sundays and holidays the demand distribution will have less significantpeaks.b. Service Frequency199. Table 4.6 below summarizes the service frequency for years 2015, 2025 and 2035. Servicefrequency for the peak period is derived from the design demand and train capacity of 695passengers per 3-car trains (5 passengers per m 2 ) in 2015 and 1, 390 passengers per 6-car trains in2025 and 2035. For off-peak, evening service, Sundays and holidays, the service frequency isdetermined based on the assumed proportional demand, with a minimum acceptable servicefrequency of 12 minutes.Table 4.6: Service frequency (Time Interval Between trains) at the Various TimeHorizonsWorking Sundays and HolidaysPeriodDays2015 2025 203 2015 2025 2035Peak period 5 , 00 4 , 0052 , 45 6 , 30 5 , 15 3 , 45Off-peak period 6 , 30 5 , 15 3 , 45 7 , 45 7 , 00 5 , 00Night service 10 , 00 8 , 00 5 , 30 12 , 00 10 , 30 7 , 30Source: MVA, 2008R. Cost Estimate1. Capital Costs200. The capital costs shown in Table 4.7 are based on estimated quantities and first quarter2008 unit rates. They include civil works for viaducts and tunnels, stations and terminal; nonsystemelectrical and mechanical (track supply and lay-out, turnouts, catenaries, fire-fighting,pumping, ventilation and smoke exhaust, HVAC [heating, ventilation, and air conditioning],escalators and elevators); system electrical and mechanical (SAE IV , OCC , SCADA , datatransmission, telecoms, public announcement, radio, underground stations and traction powercables, auxiliary voltage transformers and high voltage station, earthing protection, signaling andautomated train control); rolling stock (initial 2015 fleet, including operational contingency andmaintenance reserve); depot civil and equipment, resettlement costs; pre-investment costs and64

physical contingencies. The ticketing system will be part of a separate contract and it is not included.Price contingencies and interest during construction are also not included.Table 4.7: Financial capital costs of MRT2 Ben Thanh - Tham Luong (million US$at constant first quarter 2008 prices)Cost item Local Foreign TotalCivil worksUnderground 207.09 138.06 345.16Above ground 20.84 2.32 23.16Total civil works 227.94 140.38 368.32Non-system Electrical and MechanicalTrack supply and lay-out 8.66 10.59 19.25Turnouts 1.08 3.24 4.323rd rail 1.06 4.25 5.31Fire fighting 0.88 2.65 3.54Pumping 0.66 1.55 2.21Ventilation and smoke exhaust 4.44 10.36 14.81Heating, ventilation, air-conditioning (HVAC) 1.11 3.33 4.44Escalator 1.79 10.13 11.92Elevator 0.83 4.72 5.55Lighting 2.29 5.34 7.62Total non-system E&M 22.81 56.16 78.97System Electrical and MechanicalSAE IV , OCC , SCADA 0.62 5.55 6.17Data transmission, telecoms, publicannouncement1.14 10.30 11.44Radio 0.62 5.61 6.24Traction power (sub-stations & cables) 2.27 12.86 15.13Aux voltage transformers & high voltage station 1.24 7.04 8.28Earthing1protection 0.16 0.90 1.0665

Cost item Local Foreign TotalSignaling and automated train control (ATC) 6.64 37.64 44.28Total system E&M 12.70 79.89 92.59Rolling StockRolling stock 0.00 52.47 52.47Spare parts for rolling stock 0.00 2.62 2.62Total rolling stock 0.00 55.09 55.09Depot civil and equipmentDepot civil works and equipment, mobile and fixed 11.66 21.65 33.30Total depot civil and equipment 11.66 21.65 33.30Ticketing System* 0.00 0.00 0.00Automatic fare collection (AFC) 0.00 0.00 0.00Ticket stock (smart card & token) 0.00 0.00 0.00Total ticketing system 0.00 0.00 0.00Total civil works and equipment 275.10 353.17 628.27Pre-investment stage costsDetail design (2.5% of civil works [CW] &equipment3.14 12.57 15.71Supervision (5% of CW and equipment) 9.42 21.99 31.41Other general items (3.0% of CW and equipment) 18.85 0.00 18.85Total pre-investment stage costs 31.41 34.56 65.97Resettlement costsLand compensation 86.38 0.00 86.38Other compensation and resettlement costs 27.48 0.00 27.48Total land compensation and resettlement 113.86 0.00 113.86Total costs without contingencies 420.37 387.73 808.10Physical contingenciesCivil works and equipment 27.51 35.32 62.8366

Cost item Local Foreign TotalPre-investment stage costs 3.14 3.46 6.60Resettlement costs 11.39 0.00 11.39Total physical contingencies 42.04 38.77 80.81Total costs with contingencies 462.41 426.50 888.91Value added tax (VAT) 49.25 49.25TOTAL (Not including price contingencies andfinancing511.66 426.50 938.16Source: MVA: 20082. Operating and Maintenance Costs201. The operation and maintenance costs shown in Table 4.8 are composed of two maincategories:Staff costs and;External costs.3. Staff Costs202. Staff costs are estimated based on the following salary levels.Employees in managing position (US$6,485)Administrative and managerial clerks, OCC supervisors, engineers (US$5,650)Drivers (US$5,089)Station supervisors, skilled workers (US$3,724)Secretaries, drivers, platform ticket controller, security staff (US$2,767)Unskilled workers (US$2,523).4. External costs203. Electricity: For transport production it was calculated at a weighted average price for 1 MWh:862,279 VND (57 US$). For station power consumption, the estimated time weighted price for 1MWh is 931,250 VND (62 US$).204. Consumables: The consumables category includes all the necessary material and fluids tooperate and maintain the system: lubricants, sand, water and detergents. This category alsoincludes the power supply for administrative and maintenance buildings (lighting, power, airconditioning). This cost item is assumed to be 15% of staff costs.205. Materials: This item includes all the material parts to be purchased for maintenanceactivities, the outsourced maintenance for specific equipment such as electronic parts, optical fibrecomponents or computers, with 70% considered from a foreign source and 30% a local source. The67

estimated amounts are based on cost databases from similar metro systems (infrastructure, trains andfixed equipment). Table 3.8.shows the annual economic O&M cost estimates for 2015, 2025 and2035, with reference year of the first quarter of 2008.Table 4.8: Annual operating and maintenance cost estimates (million US$ at constantfirst quarter 2008 pricesYear/Cost itemEconomic CostsLocal Foreign Total2015Unskilled staff 0.59 0.00 0.59Other staff 1.18 0.37 1.55Electricity 5.82 0.00 5.82Consumables 0.37 0.00 0.37Materials 0.86 2.10 2.96VAT 0.00 0.00 0.00Total 2015 8.83 2.47 11.302025Unskilled staff 0.60 0.00 0.60Other staff 1.43 0.25 1.68Electricity 6.71 0.00 6.71Consumables 0.38 0.00 0.38Materials 0.89 2.15 3.03VAT 0.00 0.00 0.00Total 2025 10.01 2.40 12.412035Unskilled staff 0.60 0.00 0.60Other staff 1.43 0.25 1.68Electricity 7.15 0.00 7.15Consumables 0.39 0.00 0.39Materials 0.93 2.25 3.17VAT 0.00 0.00 0.00Total 2035 10.50 2.50 13.00(Source MVA, 2008)S. Economic and Financial Assessment206. Economic analysis was carried out for the Ho Chi Minh City rail mass transit Line 2 bycomparing two alternative scenarios. In the with-project scenario the constructed MRT system isassumed to be operating in the presence of measures implemented to ensure an integrated rail androad urban transport in HCMC. In the without-project case, it is assumed that Line 2 has not been68

constructed, and measures to ensure coordinated and coherent rail and road public transport inparticular and urban transport in general, are not in place.207. The economic assessment covers 7 years of project preparation and construction (2010-2016), followed by a 20 year benefit period for a total of 27 years (2010-2036). Benefits and costsare in 2010 constant prices. Values in the economic analysis are at border equivalent prices fortradable goods, and for non-tradable goods at domestic prices after removing the effects of taxes andsubsidies.1. Demand Forecast208. For the economic analysis, transport demand forecasts were prepared covering HCMCRegion, comprised of HCMC and three adjacent provinces of Long An, Dong Nai and Binh Duong,with a combined population of 9.1 million in 2007. The transport forecasts were prepared using a 4-stage transport model based on the CUBE Voyager software; it allows simulation of the projectimpact on daily vehicle and passenger trips, travel hours, distances, speeds, by vehicle category andpublic-private modal distinction.209. A summary of the forecast passenger trips is presented in Table 4.9. Private transportpassengers are grouped by vehicle type. Trips made purely on foot are excluded. Forecast Line 2daily boardings are shown for comparison.Table 4.9: Daily passenger trips (thousands) from 2017-2036Scenario Year Car Motorcycle Bicycle PublicTransportAllModesMRTBoardingsWO 2017 2.382 8,063 230 4,586 15,262 n/aWO 2025 3,293 6,940 235 7.830 18.298 n/aWO 2036 ----- ----- ------ ------ 22.751 n/aW 2017 2.376 8.024 230 4.630 15.260 213.106W 2025 3.272 6.871 233 7.927 18.303 481.700W 2036 ----- ----- ------ ------ 22.757 703.267n/a - not applicable; W - with project; WO -without project; - means details not estimated210. The transport model provided detailed forecasts for two design years, 2015 and 2025. Forthe years following 2025, the design of the Line 2 service operation assumes an annual patronagegrowth of 3.5%, which is in line with expected long term average income growth in the HCMC Region.To forecast the project's impact for the years following 2025, the same assumption was applied toobserved correlations across the modeled years among forecast MRT2 daily ridership and total dailyvehicle travel time and distance with and without the project. The result is summarized in Table 4.10.69

Table 4.10: Expected impact over time of the project on travel in HCMC regionIndicator (average annual growth rate) 2017-25model2025-35extrapolatedHCMC Region gross regional product 8.5% 5.5%MRT Line 2 daily patronage 13.3% 3.5%Total daily travel hours saved 14.3% 3.5%Total daily travel kilometers saved 11.1% 3.0%Source MVA Final Report211. For demographic trends extrapolation and travel costs projection, the transport modelassumes an average annual growth of gross regional product (GRP) in HCMC Region of 8.5% forthe period 2001-2025. For the period 2025-35, a 5.5% rate of growth is assumed for the analysis.212. Table 4.11 shows historical growth patterns of GRP in HCMC (i.e. excluding the threeprovinces) and nation-wide GDP. Excluding the years 1998-2000, in which the Asian financial crisistook its toll, trend extrapolations of the two time series in Table 2.12 could be taken as natural upperand lower confidence limits when projecting growth for the HCMC Region. The transport modelgrowth assumption of 8.5% for HCMC Region is seen to be close to the lower limit.Table 4.11: Historical growth of gross regional product in HCMC (% per annum)Area 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007HCMC 12.1% 6.2% 9.0% 9.5% 10.2% 11.2% 11.6% 12.2% 12.0% 12.0%Vietnam 5.8% 4.8% 6.8% 6.9% 7.0% 7.2% 7.5% 8.4% 8.2% 8.0%Source MVA Final Report2. Benefits and Beneficiariesa. Time and Vehicle Operating Costs Saved213. By using the transport model, two core project economic benefits were identified throughestimating the difference in travel time and vehicle operating cost (VOC) per passenger trip with theproject and without. The benefits were valued based on users' willingness to pay the time cost andVOC per trip, with new trips generated assumed to have a uniformly distributed willingness to payranging between just below the cost per trip without the project and just above the cost per trip with theproject.70

Table 4.12: Value of passenger timePassenger type2015VND/min$/hour2025VND/min$/hourCar owning household 470 1.48 663 2.09Multiple motorcycle owninghousehold331 1.05 470 1.48Single motorcycle owning household 214 0.68 299 0.94Non-motorized household 150 0.47 214 0.68Source: based on demand StudyExchange rate VND19,000=$1214. Distinguished by household category defined by vehicle ownership, how HCMC Regionresidents discerned travel time in money terms was used for valuing the time saving benefit. Theunit value of time by household category is derived from the transport model assumptions,and is shown in Table 4.12 for design years 2015 and 2025. The model assumes that value ofpassenger time grows in line with average income in HCMC Region, which results in an effectiveannual growth rate of 3.9% up to 2025. Extending the principle, value of traveller time was assumedto grow at 3.5% annually after 2025.215. The unit VOC used in valuing the VOC saving benefit is based on a standard model incurrent use for project economic cost-benefit assessment. Fuel prices were independently estimated.The price assumed for the analysis is $90 per barrel in constant 2007 prices. A fossil fuel depletionpremium of 2% per annum is assumed to apply starting in the year 2015. Differences in fuelconsumption with and without the project are small; consequently the V0C in the two alternativecases are not significantly influenced by the fuel price level.216. Table 4.13 summarizes the core time and VOC user costs per passenger trip with andwithout the project. The users of HCMC Region urban transport are the beneficiaries. Besides thetwo core user benefits, five additional benefits could be calculated and valued using the modelforecasts. Two of these are costs that would be incurred without the project but are avoided with theproject.Table 4.13: User cost per passenger trip (US$) (2017-2036)Year &ScenarioCar MotorcycleUsercosttypeBicycle PT AllmodesUser costsaving (per1,000)2017 WO Time 0.563 0.315 0.129 0.796 0.495 2017 4.24VOC 1.107 0.408 0.024 0.015 0.491 2.14Total 1.670 0.723 0.153 0.811 .987 6.382017 W Time 0.561 0.313 .0129 .0782 0.491 2025 14.35VOC 1.107 0.407 0.024 0.014 0.489 6.6171

Year &ScenarioUsercosttypeCarMotorcycleBicycle PT AllmodesUser costsaving (per1,000)Total 1.668 0.720 0.152 0.796 0.980 20.962025 WO Time 0.973 0.419 0.163 1.144 0.826 2035 28.23VOC 1.674 0.493 0.027 0.017 0.673 11.85Total 2.647 0.912 0.190 1.161 1.499 40.072025 W Time 0.961 0.413 0.161 1.114 0.811 2036 30.20VOC 1.671 0.490 0.027 0.016 0.666 12.56Total 2.633 0.903 0.189 1.130 1.478 42.76PT - public transport (bus and mass rail transit); VOC - vehicle operating cost; W - with project; WO - without project. Only thebus VOC is included. Except for the Line 2 cost, the MRT operating costs in the two alternatives are the same and so cancelout. Meanwhile the Line 2 operating cost is included under cost in the cost-benefit assessment. Source MVA Final Report217. Avoided bus capital cost. From differences in the forecast daily operating buses with andwithout the project, bus capital cost savings were estimated. The bus V0C saving benefit is alreadyincluded in the V0C saving portion of the user benefits.218. Avoided road maintenance cost. This benefit was estimated using UK Governmenttransport statistics on road maintenance cost to estimate the required road maintenance budget forHCMC Region. The avoided road maintenance cost was calculated as the sum of i) the roadmaintenance budget saved, and ii) the avoided cost (in extra V0C) to users of a shortfall in the roadmaintenance budget, estimated by the World Bank to be at least 50%. The user cost impact ofinsufficient maintenance cost was based on a factor of 2-3 multiple of the maintenance spendingshortfall,Carbon dioxide emission and road fatality savings benefits were also valued.Table 4.14: Project economic benefits (US$ million)AvoidedAvoidedUserYearBusroadBenefitsCapitalmaintenancecostPTreliabilityimprovedCO 2 Roademission fatalityreduced reducedTotalbenefits2017 33.0 5.0 1.6 1.1 1.5 0.1 42.42018 39.2 5.0 1.7 1.3 1.6 0.1 48.92019 46.5 5.0 1.8 1.5 1.7 0.1 56.62020 55.2 5.0 1.9 1.7 1.8 0.2 65.82021 65.5 5.0 2.0 1.9 1.9 0.2 76.62022 77.8 5.0 2.2 2.2 2.0 0.2 89.42023 92.3 5.0 2.3 2.5 2.1 0.2 104.52024 109.6 5.0 2.4 2.9 2.2 0.3 122.472

2025 130.1 5.6 2.5 3.3 2.7 0.3 144.52026 141.4 5.6 2.6 3.5 2.8 0.3 156.2CO 2 - carbon dioxide; PT- public transportSource: MVA Final Report219. Using UK Government estimates of carbon emission by vehicle type and World Bank broadestimate of annual fatal accidents in HCMC provided the base data for the calculations. Thebeneficiaries are the residents and visitors of HCMC Region. In the case of carbon emission savings,the global community also benefits from a reduced contribution to climate change.220. Public transport reliability results from the MRT being operated on a dedicated way,journey time on the system can be made predictable. By contrast buses operating in mixed trafficcan show wide divergence from schedule, leading to journey time uncertainty. In the corridor proposedto be served by Line 2, the improved service quality will be available to public transport users onlywith the project, since without it buses will be the sole public transport choice. The benefit was valuedusing the transport model assumption that buses carry an unreliability factor equivalent to aperceived 15% addition to time in-vehicle. The average Line 2 boarder was assumed for the purposeto travel an average 3 km, resulting in an average in-vehicle time of 6 minutes at a 30 kilometer perhour average service speed. HCMC public transport users are the beneficiaries.b. Benefit-Cost Comparison221. With capacity maintained to required service levels, the MRT Line 2 can continue to provideinto the indefinite future its transport services and their associated benefits. By means of capitalizedannuities included in terminal values of the project cost streams, allowances were made to ensure thatLine 2 is equipped for patronage growing by an assumed 3.5 % annually from 2036 to 2056. Usinggrowth rates illustrated in Table 4.14, corresponding terminal values were calculated for inclusionin the benefits streams. Table 4.15 shows the complete cost and benefit streams considered in theanalysis. The net benefit stream was used to calculate the project economic internal rate of return(EIRR).The project EIRR is 12.4%; economic net present value discounted at 12% is $ 36.8 million.73

Table 4.15: Economic analysis($ million)Year Costs Benefits Net benefitsstreamInvest mentcostOthercapitalcostO&M costTotalcostsUserSavedbuscapitalcostSaved road PT reabilitymaintenance improvedCO 2emissionreducedRoadfatalityreducedTotalbenefits2011 10.1 0.0 0.0 10.1 0.0 0.0 0.0 0.0 0.0 0.0 0 -10.12012 170.7 0.0 0.0 170.7 0.0 0.0 0.0 0.0 0.0 0.0 0 -170.72013 284.9 0.0 0.0 284.9 0.0 0.0 0.0 0.0 0.0 0.0 0 -284.92014 322.1 0.0 0.0 322.1 0.0 0.0 0.0 0.0 0.0 0.0 0 -322.12015 374.3 0.0 0.0 374.3 0.0 0.0 0.0 0.0 0.0 0.0 0 -374.32016 213.7 0.0 0.0 213.7 0.0 0.0 0.0 0.0 0.0 0.0 0 -213.72017 0.0 0.0 15.9 15.9 33.0 5.0 1.6 1.1 1.5 0.1 42.3 26.42018 0.0 0.0 16.8 16.8 39.2 5.0 1.7 1.3 1.6 0.1 48.9 32.12019 0.0 0.0 17.9 17.9 46.5 5.0 1.8 1.5 1.7 0.1 56.6 38.72020 0.0 20.6 18.9 39.5 55.2 5.0 1.9 1.7 1.8 0.2 65.8 26.32021 0.0 20.6 20.0 40.6 65.5 5.0 2.0 1.9 1.9 0.2 76.5 35.92022 0.0 0 21.2 21.2 77.8 5.0 2.2 2.2 2.0 0.2 89.4 68.22023 0.0 0 22.5 22.5 92.3 5.0 2.3 2.5 2.1 0.2 104.4 81.92024 0.0 0 23.8 23.8 109.6 5.0 2.4 2.9 2.2 0.3 122.4 98.62025 0.0 20.6 25.2 45.8 130.1 5.6 2.5 3.3 2.7 0.3 144.5 98.72026 0.0 20.6 26.1 46.7 141.4 5.6 2.6 3.5 2.8 0.3 156.2 109.52027 0.0 0 27.0 27.0 153.7 5.6 2.7 3.8 2.9 0.3 169.0 142.02028 0.0 0 27.9 27.9 167.0 5.6 2.8 4.0 3.0 0.4 182.8 154.92029 0.0 0 28.8 28.8 181.6 5.6 3.0 4.3 3.2 0.4 198.1 169.32030 0.0 30.9 29.8 60.7 197.4 5.6 3.1 4.6 3.3 0.4 214.4 153.72031 0.0 0 30.8 30.8 214.5 5.6 3.2 4.9 3.4 0.4 232.0 201.22032 0.0 69.5 31.9 101.4 233.2 5.6 3.3 5.3 3.5 0.4 251.3 149.92033 0.0 85.7 33.0 118.7 253.5 5.6 3.5 5.7 3.7 0.4 272.4 153.72034 0.0 0 34.1 34.1 275.6 5.6 3.6 6.1 3.8 0.4 295.1 261.02035 0.0 20.6 35.2 55.8 299.7 5.6 3.8 6.3 4.0 0.4 319.8 264.02036 0.0 177.4 460.4 637.88,010.00 111.2 47.7 141.4 50.3 5.4 8,366.0 7,728.2CO2 - carbon dioxide; O&M - operation and maintenance; PT - public transport74

c. Sensitivity and Risk Analysis222. The project was analyzed for its sensitivity to changes in two key variables: i) the projectcapital costs for possible impact of unexpected changes in fuel and other raw material costs; ii) theprojects benefits, to account for the uncertainties of estimation and the possible impact of high rawmaterial and oil prices on growth and incomes; and iii) a combination of the changes to bothvariables.223. Conducted tests found that the EIRR remains equal to or above 12% if capital costs rise bynot more than 5% above the base case. The EIRR falls below 12%, indicating project economicnon-viability, if costs exceed the base case by 6.6% (switching value).224. Tests also found that the EIRR remains equal to or above 12% if benefits are at least 95% ofthe base case; the EIRR is less than 12%, indicating the project is non-viable, if benefits are 5.5%below the base case. In the event that project capital costs exceed by 5%, and at the same time theproject benefits fall 5% below, the respective most likely value, the EIRR drops below 12%, indicatingproject non-viability. Table 4.16 summarizes the sensitivity test results.Table 4.16: Results of Sensitivity TestsScenario EIRR SVBase case 12.4% ~Capital costs are 5% above most likely value 12.0% 6.6%Benefits are 5% below most likely value 12.0% -5.5%Capital costs 5% above and benefits 5% below mostlikely valueSV=switching value; - means not applicable11.7% -225. The risk of the project not being viable has been assessed using Monte Carlo analysisapplying hyper-geometric probability distributions to the parameters that are analyzed in thesensitivity analysis. Based on 5,000 iterations, the analysis indicates that there is less than 12.2%(i.e. less than one in eight) risk that the project will not meet the target of 12% economic return in realterms.T. Financial Analysis226. Financial analysis has been carried out to assess the project viability and sustainability bydetermining if the project's anticipated financial revenues, net of the capital investment and operatingcost and net of taxes yield a financial internal rate of return (FIRR) that is adequate when comparedto the weighted average cost of capital (WACC).227. The FIRR is estimated in real terms, using 2010 constant prices, and is based on projectcapital cost excluding interest and other financing charges during implementation (FCDI). To test theproject capital structure and debts service capacity, and to identify the subsidy requirement, ananalysis of the project's estimated financial statements was carried out for a period comprised ofimplementation over six years (2011-2016) and operation in the twenty-five years following. Thefinancial projections are expressed in nominal terms, taking into account the effects of domestic andforeign inflation and currency fluctuations. The investment and financing plans are based on theassumption that the ADB loans will be supplemented with contributions from co-financiers.75

228. The data input into the analysis includes a passenger demand forecast, estimated projectinvestment, and operation and maintenance costs. Table 4.17 summarizes the project investmentplan on which the analysis is based.Table 4.17: Project investment plan (US$ million)ItemTotal aA.Base Cost b1 Civil works 513.702 E&M systems 234.463 Rolling stock 66.114 Land acquisition and resettlement 127.65 Integrated Sustainable Urban 3.96 Capacity Development, Social Development 2.87 Consulting services 64.48 Incremental administration 18.0Sub-total (A) 1,031.4Source: Asian Development Bank estimates.B. ContingenciesPhysical & Price 232Sub-total (B) 232C. Financial Charge During Implementation d 111.1Sub-total (C) 111.1Total (A+B+C) 1,374.5a Includes local taxes and duties of $ 81.9 million.b at 2010 prices.c Physical contingencies computed at 10% of civil works & equipment, 5% of pre-investment stage cost, 0% ofresettlement. Price contingencies are computed at 1.5% in 2010, 0.7% on 2011, 0.5% in 2012, and 0.5% from 2013onward on foreign exchange costs, and 9.0% in 2010, 5.5% in 2011, 5% in 2012, and 5% from 2013 onwards on localcurrency costs. No price contingencies for land resettlement.d Includes interest and commitment charges. ADB (OCR # 1): Interest during the 7-year grace period has been computedat the 7-year swap rate, plus a spread of 0.2%. (equivalent to 3.39%) Commitment: 0.15% pa.ADB (OCR # 2): 7-year grace and - ditto -KfW: 7-year grace and 5.85% interest. Commitment: 0.25% pa.EIB: 7-year grace and 3.89% interest. Commitment: 0.25% pa.Exchange rate: Euro 1.0 = $1.3ADB = Asian Development Bank, OCR = ordinary capital resources, CTF = Clean Technology Fund,KfW =German development bank (Kreditanstalt für Wiederaufbau), EIB = European Investment Bank.Source: Asian Development Bank estimates.229. The project base case assumes that by the start of project operation HCMC People'sCommittee will have implemented a reorganization of bus routes to optimize the benefits from the76

city's public transport, including the new MRT Line 2. At the assumed fare of VND4,000 perboarding, the forecast of patronage and annual fare revenue yields a fare box ratio (fare revenuedivided by operating and maintenance cost) of 0.8 times in the opening year and quickly rising to 1or about. The demand forecast shows expectation of high patronage growth, including an assumed3.5% p.a. average rise in patronage in the period 2025-35, while operating performance alsoadvances strongly over the project life, as indicated by fare box ratios of 2.1 in 2025 and 2.3 in 2035.Based on the anticipated demand and the implied level of fare box recovery of operating cost, thetotal subsidy requirement for the project in the Base Case is $791 million. Details are shown in Table4.18.Table 4.18: Project level of subsidy: base case, and without bus reorganizationScenario Year Revenue and cost recovery indicatorsBase Case:No bus routesreorganizationDaily passengerboardingsAnnual farerevenue ($,million) bFare box ratio(times)Total subsidy($ million)2015 a 127,863 20.7 0.8 7912025 481,700 124.5 2.12035 679,500 314.6 2.32015 a 460,560 12.2 0.5 1,2322025 74,972 84.4 1.42035 326,500 213.2 1.6Source: MVA Final Reporta2017 instead of 2015 for annual fare revenue and fare box ratiobNon-fare revenue is forecast to be equal to 5% of fare revenue230. Table 4.18 also indicates the effects on revenue and cost recovery if the bus routesreorganization does not materialize. The starting year daily patronage and fare revenue drop by40% and the fare box ratio falls below 1 but advances to a level which is considered high.231. The project is expected to require a total subsidy of $791 million equivalent. The free cashflow in real terms, including capital expenditure on equipment renewal, and additional rolling stock toserve expected demand growth, and including subsidy, yields an after-tax Financial Internal Rate ofReturn (FIRR) of 3.33%, above the 2.10% WACC.U. Project Implementation232. Critical to the smooth implementation of the project is the timely delivery of projectdocuments meeting mandated requirements to relevant district and city-level agencies in HCMCand national ministries in Hanoi who will need to approve them without delay. The overallimplementation schedule of approximately eight years is shown in Table 4.19.77

Table 4.19: Project implementation schedule78

V. DESCRIPTION OF THE ENVIRONMENTA. Introduction233. The following sections present information on the biophysical and social environmentalcomponents of the project area. Information has been compiled from a range of data sources. Availableinformation for each issue is presented as follows:(i)(ii)Environmental conditions in HCMC: Data are presented on environmental conditions inHCMC to allow comments to be made on expected environmental conditions or trends inthe project area.Monitoring data in the project area: The GOV EIA (2008), which was approved byDONRE in June 2009, contains monitoring data for a number of environmentalissues in the project area. Additional monitoring data for the project was developed inthe MVA EIA (2008) under TA-4862-VIE and under this TA-7343-VIE in 2011.B. Physical Environment1. Climate and Meteorological Conditions234. The project area climate is affected by the tropical monsoon climate conditions. HCMC’s climateis sub-equatorial, characterized by a strong monsoon influence. Average daily temperatures are 27 ° Cranging between 35-36 ° during the rainy season (May - October) and 24-25 ° C during the dry season(November - April). 80-85% of annual rainfall occurs during the rainy season when the average volumeis between 250-330 mm. Rainfall intensity is high at 0.8 - 1.5mm/minute. There are two main winddirections in HCMC: east and southeast during the dry season and west to southwest in the rainy season,with an average speed of 3-4m/second.235. Solar Radiation: The average monthly solar radiation is about 140 Kcal/cm 2 /yr. Averagemonthly hours of sunlight are shown in Table 5.1.Table 5.1: Average monthly hours of sunlight in Ho Chi Minh CityMonthly average sunny hours1 2 3 4 5 6 7 8 9 10 11 12 Year131 157.7 221.6 213.4 208.7 161.5 140.2 157.2 141.4 127.2 142.1 121.2 1.923.2Source: Recorded Data at Tan Son Hoa Station, 2006236. Temperature: The mean annual temperature is 27 o C, the peak temperature 40 o C and thelowest temperature 13.8 o C. April has the highest temperature on average, at 28.8 o C. The lowestaverage temperature of 25.7 o C is between mid-December and January. Average monthly temperaturesare shown in Table 5.2.79

Table 5.2: Average monthly temperature in Ho Chi Minh City ( o C)Month ( o C)1 2 3 4 5 6 7 8 9 10 11 12 Year27.2 28.2 28.6 29.5 29.2 28.4 27.9 27.6 27.6 27.7 28.9 27.3 28.2Source: Recorded Data at Tan Son Hoa Station, 2006237. Rainfall: The average annual rainfall is 1.798,4 mm. There are 159 rainy days/year and ninetypercent of the rainfall occurs in the rainy season - May to November, with the highest rainfall occurring inJune and September. There is very little rainfall in January, February and March. Most districts in theinner city and in the north experience higher amounts of rainfall than districts in the south and southwest.Average monthly rainfall is shown in Table 5.3.Table 5.3: Average monthly rainfall in Ho Chi Minh City (mm)Month1 2 3 4 5 6 7 8 9 10 11 12Year- 72.7 8.6 212.1 299.2 139.4 168.6 349 247.7 256.1 16.1 28.9 1.798.4Source: Recorded Data at Tan Son Hoa Station, 2006238. Humidity: Annual average humidity is 79.5%; average humidity is about 80% during the rainyseason (maximum value is 100%) and 74.5% in dry season (minimum value is 20%); the averagerelative humidity for 12 months is shown in Table 5.4.Table 5.4: Average monthly Humidity in Ho Chi Minh City (%)Month (%)1 2 3 4 5 6 7 8 9 10 11 12AverageYear73 68 71 73 75 81 81 82 81 81 75 73 76Source: Recorded Data at Tan Son Hoa Station, 2006239. Wind: The two main annual wind directions are: west - southwest and north - northeast. Thewest -southwest winds originates from the Indian Ocean during the rainy season (June to October),average velocity is 3 to 6 m/s with peak velocities of 4 to 5 m/s in August. The north - northeast windsoriginate from the South China Sea in the dry season (November to February), average velocity of thesewinds is 2 to 4 m/s. There is also a south to southwest wind (March to May) with average velocities of 3 to 7m/s.2. Geology, Soils and Topography240. The geology of HCM City was formed under two geologic periods: Pleistocene and Holocene.a. Geology241. The Pleistocene sediment: the ancient alluvial sediment that cover most of the northern, northwesternand north-eastern parts of the city, encompassing Cu Chi, Hoc Mon, northern Binh Chanh andThu Duc districts, north and north-eastern District 9, and the old inner-city areas. Main characteristics ofthis sediment class are hilly terrain, with a depth range of three to 25 meters, and oscillation in the south-80

eastern direction. Due to the combined effects of natural factors, including, climate, time and humanactivities, and erosion and decomposition, the sediment class has developed into grey soil. Grey soilmakes up 45,000 hectares or 23.4% of the city ’ s total soil area.242. The Holocene sediment: is the new alluvial sediment of HCM City and has its origin in coastalareas, bays, riverbeds and alluvial plains. Specifically, alluvial soil makes up 15,100 hectares or 7.8% ofthe total area. The alluvial deposits form at the bottom part of the formation. This deposits exposed tothe surface mainly in the northern and northwestern part of the city area, including Cu Chi, Hoc Mon,northern Binh Chanh and Thu Duc districts, north and north-eastern District 9, and old inner-city areas.The deposits consist of mainly sand and sandy and clayey silt with some fossils. The thickness of thislayer is between 3 m to 30 m. The coastal and bay (marine) deposits only occurs near the coastal areain the southeastern part of the city. The delta-marsh deposits extended further inland and also exist inthe major river valleys where within the reach of tide. The sediments consists of mainly clay and siltyclay with plant loam and peat. Further upstream along the rivers, alluvial deposits becomes the majorsediments along the channels. However, the alluvial sediments also extend all the way to the shorelineat the bottom of this formation (Q21-2). The delta/coastal deposits occur at the middle part of theformation and thickening toward southeast direction. These sediments are exposed to the surfacemainly in the middle parts of HCMC. This layer consists of sand, sandy and clayey silt with abundantfossils. The thickness of this layer ranges from 5 m to 40 m.243. The marine sediments form the upper part of the formation at most of the places. The sedimentsare made up of mainly clay with abundant fossils and organic matter. Some sand lenses also occur inthe layer. The thickness of the formation is about 15 m. Near the coastal zone, the thickness of theHolocene sediments gradually increases from northwest to southeast. The total thickness ranges from afew meters up to 30 m. For sediments that occur in the river valleys or lowlands, the thickness isgenerally less than 10 m.244. The alluvial soil has four types of sub-soil: acidic soil :comprising of 40,800 hectares or 21.2%; alkaline soil covering 45,500 hectares or 23.6%; sandy soil along the ocean accounts for 400 hectares saltmarsh soil 35,000 hectares245. MRT2 alignment. The surface geology along the MRT2 alignment consists of sediments of LatePleistocene. The result of the geological investigation at the MRT2 location indicated that the upper finegrainsediments has a thickness of about 5 m to 16 m (MVA Asia Limited, 2010). Most of the tunnelsection will be in the middle Cu Chi Formation, which is the delta/coastal deposits consisting mainly sandand sandy silt. Based on the above information, the composition of the spoils should be mainly sandand sandy silt with a portion of clayey materials from the upper Cu Chi Formation.246. Spoils disposal site.The proposed spoils disposal site and its vicinity is covered by Holocene(Recent) sediments. The sediments mainly occur in the southeastern part of HCMC near the coastalarea, in the major river valleys, and in the lowland areas. Thin and local area of Holocene deposits alsooccur along the tributaries, waterways, and lakes. Based on the geological map (MONRE, 2010b), thedisposal site is covered by alluvial-marine deposits which consists of mainly sandy silt with a thickness ofabout 5 m to 8 m.81

. Soils247. Alluvial soil: Formed in the highland terrain, which is as deep as 1.5-2 meters, mainly in thesouthern Binh Chanh District, the eastern part of District 7, and the northern Nha Be District. Alluvial soilis classified into two types: with high aluminum content or with a medium content. The high-aluminumtype is mainly concentrated in the city ’ s south-western area from Tam Tan-Thai My of Cu Chi District tothe south-western part of Binh Chanh District. In the area, the soil is high in aluminum and has a pH of2.3 to 3.0. The medium-aluminum soil is concentrated along the Saigon River, Tra Canal and in District9. The soil has a pH of 4.5 to 5.0 on surface layers but down to 3.0 to 3.5 in deeper layers.248. Alkaline soil: This makes up the largest soil type in HCM City and it is mainly concentrated inNha Be and Can Gio districts. There are two types of alkaline soil: seasonal alkaline soil and saltmarsh. Seasonal alkaline soil covers 10,500 hectares of Nha Be and northern Can Gio districts. The soil iscovered with salt water from December to June or July. The soil is rich and has a high content of humusand a pH of 2.4-2.7 at deep layers.249. Salt marsh soil: This accounts for 35,000 hectares of the majority of Can Gio District. The soil isheavy and dark grey. The soil has a high content of nutrients and a pH of 5.8-6.5. The soil is suitable fordeveloping mangrove forests.250. There are two types of alkaline soil that have a weak base and therefore cause difficulties ininfrastructure construction.c. Topography251. The topography of HCMC is typical of the area north of the Mekong Delta: a flatlandscape. The terrain is higher in altitude in the north than in the south and from west to east.There are three types of terrain. The higher terrain lies in the northern-northeastern area and part ofthe northwestern area encompassing northern Cu Chi, northeastern Thu Duc and District 9.This is a rolling terrain with an average height of 10-25 meters above sea level (masl). Long BinhHill in District 9 is the highest at 32 masl. The depression terrain lies in the southern-southwesternand southeastern part encompassing districts 9, 8, 7, Binh Chanh, Nha Be and Can Gio. Thearea’s height is in the range of 0.5 to 2 masl. The medium-height terrain lies in the middle of thecity, encompassing most of the old residential areas, part of District 2 and the districts Thu Duc,Hoc Mon and the whole of District 12 in which the Depot is located. Ground elevation at theMRT2 alignment is about 5-10 masl. The proposed spoils disposal site is located at a lowlandarea (wetland) of surface elevation from slightly below see level up to about 1 m. The disposal siteis bordered by Chieu Canal to the north and east, and about 300 m to the south is the Nga Caychannel. The Hoa Binh CTR Company (solid waste treatment company) and CTRSH (householdsolid waste treatment) project area of CITENCO are located across Nga Cay channel. The DaPhuoc Cemetery is located about 500 m to the west of the spoils disposal site. There are nopeople residing within the disposal site, but there is a structure used as temporary accommodationof about 15 workers undertaking spoils disposal activities in the area. Only a few residential housesscatter around within 500 m radius of the spoils disposal site. There are residential areas along theroadside located to the west and to the south of the site. The nearest populated residential area isthe one next to Highway 50, with a distance about 500 m from the site boundary.3. Hydrology252. HCMC lies in the Mekong Delta and is bordered by two main river systems: Dong Nai andSai Gon Rivers. Dong Nai River originates in the Lang Biang Highland Region (Da Lat) and is fed by theLa Nga River, and Be River, to create a basin area of about 45,000 km 2 . Average flow rate of the river is82

20 - 500 m 3 /s, flood stage discharge is around 10.000 m 3 /s. annually it provides 15 billion m 3 water andis HCM City’s main water source. Sai Gon River headwaters are in Phum Daung, south-easternCambodia, and it flows south and south-southeast for about 200 km. In its lower reach it passes throughHo Chi Minh City on the east and forms an estuary at the head of Ganh Rai Bay, an outlying part of theMekong delta. The Sai Gon is joined 29 km northeast of Ho Chi Minh City by the Dong Nai River, andthe Ben Cat River. At Cho Lon, the former Chinese sector of Ho Chi Minh City, it is joined by two shipchannels, Tau Hu and Te. Ten 16 km below Ho Chi Minh City is the oil harbor of Nha Be. AlthoughHCMC lies 72 km from the mouth of the river, the port of Ho Chi Minh City is the most important inSoutheast Asia and is navigable to ships with drafts of up to 9 m. There also numerous tributary riversand canals.253. Based on the distribution of rainfall in a year, the climate in this region can be divided into dry andwet seasons. The dry season starts from December/January to June/July, and wet season starts fromJuly/August to November/December. In dry season, flow in river/channel is strongly affected by theocean tide. Salty seawater can go deep inland. In wet season, upstream discharge and local rainfallraises the surface water level. Therefore, the magnitude of tidal effect and water salinity are reduced.254. The MRT2 project viaduct crosses one canal (Tham Luong Canal) in accessing the Depot. Thespoils disposal site in Da Phuoc commune is bordered to the south by Nga Cay channel and towardsthe east and north by Chieu Canal which discharges to the Can Giuoc River and eventually to the SoaiRap estuary.255. Figure 5.1 shows the hydrogeological survey stations in the vicinity of the spoils disposal site.The surface water level in the study area (spoils disposal site and vicinity) is subject to a strong tidaleffect throughout the year. At the river mouth, the magnitude of the tide of Bien Dong Sea can be ashigh as 4 m. The tidal effect damps toward inland. At the study area, the tidal amplitude reduces toabout 3 m (Figure 5.2). The discharge from upstream does not seem to have much impact on the waterlevel but a big local rainfall may significantly increase the level at the study area. Since the surroundingwaterways are all connected to each other, the flow direction becomes very complicated because theback-and-forth flows caused by the tidal effect come from all direction through the inter-connectedchannels. The area of the disposal site is frequently inundated due to a combination of tide, storm surge,rain, flood, and man-made structures. The flooding occurs several times every year in the rainy season(May to November) and during the high tide season (September to January).83

Figure 5.1: Location of hydrological survey stations in the vicinity of the spoils disposalsite84

Figure 5.2: Hourly water levels recorded at Da Phuoc site, Nha Be, and Phu An stations (6-9January 2012)4. Water Qualitya. Surface water(1) MRT2 alignment and vicinity256. The construction and operation of MRT2 are not expected to adversely impact on Tham LuongCanal since a viaduct will be provided across this water course. Furthermore, no components of the saidstructure will be constructed within the canal. As such, additional water sampling in 2011 was notconsidered necessary since the primary data collected in 2007/8 would serve as a benchmark. Phase 2of the project (not part of the current MRT2 scope) will extend the line across the Sai Gon River andearly sampling covered both these water bodies at 5 sites:Bach Dang Wharf (Sai Gon River) (W1)Khanh Hoi Bridge (Sai Gon River) (W2)Tran Quang Dieu Bridge (Nhieu Loc Canal) (W3)Tham Luong Bridge Tham Luong canal) (W4)85

Tham Luong Canal (near National Road1) (W5)257. Methods for monitoring of water quality, sampling, preserving and analyzing of water andwastewater samples were followed according to regulations in TCVN and ISO.Table 5.5: Surface Water Quality in the Project AreaNo.Parameters W1 W2 W3 W4 W5 TCVN 5942-1995,Class B1 Temperature ( o C) 29.5 29.8 30.0 29.5 30.12 pH H 6.02 7.08 6.63 7.21 6.68 5 .5 - 9L 6.10 6.85 6.65 6.89 6.923 COD(mg/l)4 BOD(mg/l)5 SS(mg/l)6 Total N(mg/l)7 Total P(mg/l)8 Hg(mg/l)9 Pb(mg/l)10 Oil (mg/l)11 DO(mg1l)Coliform12 (MPN/100ml)H 0.0 141 74 150 204 < 35L 5.82 123 97 188 215H 0.0 86 24 144 120 < 25L 3.8 95 24 107 110H 78 342 61 80 281 80L 59 315 66 90 230H 1.38 18.38 9.58 13.1 13.1 15 (Nitrate)L 1.39 19.65 15.5 17.0 16.0H 0.20 1.22 1.09 1.45 0.95 -L 0.26 1.25 1.57 1.58 1.35H KPH KPH KPH KPH KPH 0.,002L 2L 3.56 0.2 0.04 0.00 0.05H 2.3E+4 2.4E+4 2.3E+7 7.0E+6 2.4E+5L 1.5E+4 2.4E+4 2.3E+7 2.3E+7 2.4E+61E+4Source: Monitored data reported by Ho Chi Minh City Environmental Protection Agency (HEPA), 2007Key: H: High tide, L: Low- tide258. Surface water quality results are as follows:(i)(ii)(iii)(iv)All the rivers and canals in Ho Chi Minh City are influenced by floodtide of the sea. Sosamples were taken at two periods: high and low tideBased on the monitored data reported by HEPA from 2000 to 2007, the water quality ispolluted with DO, oil, coliform and heavy metals. The cause is domestic and industrialwastewater.At low tide, without dilution, of pollutants levels are higher than at high water level by 1 to2 times. The concentration of pollutants as a whole are rather high and exceed thepermissible values in TCVN 5942-1995, class B.Water quality at monitoring points W2, W3, W4, and W5 at both high and low water levelsare presented below: pH fluctuates from 6.63 to 7.21, and meets Vietnamese standard TCVN 5942-1995;86

Heavy metal is almost lower than TCVN, except the monitoring point W5; Total N and Total P meet TCVN 5942-1995; Organic matters is 2 to 6 times higher compared with TCVN 5942-1995 column B; Dissolved oxygen is rather low (DO

another one in the afternoon from 14:00 to 17:00). The results of laboratory analysis of surface waterquality are shown in Tables 5.7 to 5.9.Table 5.7: Surface water quality at the depot site in Tham Luong (NM-01)No Factors UnitMeasured results (average) TCVN 5942 - 1995Morning Afternoon Column B1 Turbidity NTU 160 165 -2 pH - 6.4 6.6 5.5 - 93 DO mg/l 1.5 1.6 24 SS mg/l 182 183 805 TDS mg/l 2700 2680 -6 BOD 5 mg/l 53.5 54.5

Table 5.8: Surface water quality at the depot site in Tham Luong (NM-02)No Factors UnitMeasured results (average). TCVN 5942 - 1995Morning Afternoon Column B1 Turbidity NTU 185 180 -2 pH - 6.6 6.7 5.5 - 93 DO mg/l 1.4 1.5 24 SS mg/l 146 153 805 TDS mg/l 2350 2421 -6 BOD 5 mg/l 48.7 47.8

Table 5.9: Surface water quality at Tham Luong Bridge (NM-03)No Factors UnitMeasured results (average). TCVN 5942 - 1995Morning Afternoon Column B1 Turbidity NTU 185 180 -2 pH - 6.6 6.7 5.5 - 93 DO mg/l 1.3 1.4 24 SS mg/l 174 168 805 TDS mg/l 2700 2680 -6 BOD 5 mg/l 55.6 56.0

(2) Spoils Disposal Site262. Table 5.10 shows the location of surface water sampling stations in the vicinity of the spoilsdisposal site.Table 5.10: Location of surface water sampling stations in the vicinity of spoils disposal site(January 2012)Station Name Location Site DescriptionNM1NM2NM3NM410 o 40’41.11”N106 o 39’17.83”E10 o 40’45.26”N106 o 39’34.27”E10 o 40’36.9”N106 o 39’57.3”E10 o 40’18.7”N106 o 40’07.4”EUpper crossing at Rach Chieu ChannelNorth of spoils disposal siteNortheast of spoils disposal siteDownstream of the confluence of Rạch Chieuchannel and Rach Cay channel263. Surface water in the study area have relatively high salinity levels due to saline water intrusionalong with high tide. Such condition has reached further upstream to the north of HCMC. Table 5.11shows that the salinity of the surface water at the Nha Be Station (10 km southeast of the site) varies indifferent season. In general, the salinity is higher in dry season (February/March), and lower in the earlywet season (June/July). This is because in the wet season, more fresh water (both from upstream andlocal rainfall) in the channel dilutes the saline water. The higher fresh water flow also limits the seawaterintrusion along the river channel. In the past decade, the salinity of the surface water has increasedsignificantly, which may be an indication of gradually increasing tidal effect.264. Surface water samples collected from the project site shows that the salinity is about 6,500 to7,000 mg/l (converted from salinity = EC × 0.7) (Table 5.12). The number is about 1/2 to 2/3 of thatmeasured at the Nha Be Station in the same season.265. The characteristics of the surface water chemistry shows a clear signal of sea water intrusionwith the proportion of the dissolved constituents similar to that of seawater.Table 5.11: Monthly maximum salinity of surface water at Nha Be station (2001-2010)Month Feb Mar Apr May Jun Jul Max (yearly)Year g/l date g/l date g/l date g/l date g/l date g/l date2001 7.8 10 5.9 10 4.5 9 5.8 5 5.1 18 1.6 23 7.82002 9.6 26 9.9 30 9.4 10 8.1 7 7.7 8 4.2 11 9.92003 9.2 19 8.9 28 9.2 15 7.2 1 3.0 25 4.2 28 9.22004 14.0 19 13.8 15 10.6 30 11.1 6 14.02005 15.8 20 18.0 27 16.1 8 12.5 6 10.6 23 7.0 1 18.091

2006 14.8 13 12.1 1 8.5 25 7.7 1 5.8 14 6.0 6 14.82007 14.4 27 15.3 1 10.6 28 9.4 4 6.2 17 7.0 18 15.32008 12.8 19 11.0 3 12.4 15 9.6 1 4.9 28 5.5 3 12.82009 13.7 10 8.6 31 11.0 27 9.7 4 3.2 18 1.9 21 13.72010 13.9 20 15.5 30 11.1 16 7.7 17 12.7 14 9.7 13 15.5Note: bold values are peak salinity levels for the year266. Table 5.12 are the results of the surface water quality sampling in the vicinity of the spoilsdisposal site. Findings show that QCVN standards for B1 surface water (for irrigation or other similarpurposes) are met except for the following parameters:(i) DO concentrations at stations NM2, NM3 and NM4, which are below the ≥ 4mg/l standard(ii) nutrient concentrations expressed by the QCVN parameters NH 4 + , NO 2 - , andPO 4 3 in all stations(iii) dissolved ion concentrations expressed in Cl - and F - in all stationsTable 5.12: Surface water quality in the vicinity of the disposal site (January 2012)Sampling sitesNo. Parameters UnitsNM1 NM2 NM3 NM4QCVN08:2008/BTNMT*1 pH - 7.198 7.041 7.071 7.069 5.5-9.02 DO mg/l 4.69 2.92 3.04 2.67 > 43 EC µS/cm 9,740 9,830 9,220 9,520 -4 Total alkalinity mg/l 73 81 61 78 -5 BOD 5 mg/l 6.4 3.2 3.4 2.9 156 COD mg/l 14 13 10 12 307 COD (KMnO4) mg/l 5.44 5.65 4.90 5.34 308 Total suspendedsolids (TSS)mg/l 10.4 5.2 5.6 6.4 509 Na + mg/l 1,885 1,801 1,716 1,627 -10 K + mg/l 56.8 60.4 58.0 48.7 -11 Ca 2+ mg/l 93,2 65.6 84.0 54.8 -12 Mg 2+ mg/l 220,4 215.7 205.2 188.3 -13 Cl - mg/l 3,423 3,273 3,068 3,137 60092

No. Parameters UnitsSampling sitesNM1 NM2 NM3 NM4QCVN08:2008/BTNMT*14 F - mg/l 5.1 3.4 3.7 4.5 1.515 N-NH 4 mg/l 0.954 1.337 1.364 1.414 0.516 N-NO 3 mg/l 1.410 1.521 1.465 1.390 1017 N-NO 2 mg/l 0.247 0.220 0.204 0.223 0.0418 Total Fe mg/l 0.133 0.096 0.069 0.125 1.519 PO 43-20 SO 42-mg/l 1.142 1.121 1.168 1.214 0.3mg/l 232 230 202 240 -21 As µg/l 0.982 4.811 6.341 5.184 5022 Cd µg/l 0.113 0.074 0.186 0.143 1023 Pb µg/l 1.155 0.341 2.785 1.830 5024 Cu µg/l 2.442 9.871 4.718 2.596 50025 Zn mg/l 0.652 0.873 0.423 0.725 1.526 Ni µg/l 1.298 0.921 0.615 0.937 10027 Hg µg/l ND 0.150 0.247 ND 128 Cr 6+ mg/l ND ND ND ND 4029 CN - µg/l 0.123 0.179 0.097 0.117 2030 Phenol µg/l ND ND ND 0.70 1031 Total oil mg/l 0.012 0.014 0.012 0.013 0.332 Total coliform MPN/100ml 430 4,600 2,400 2,400 7,50033 E. coli MPN/100ml 40 90 40 70 100*standard for B1 surface water = for irrigation or similar purposesND= none detectable, bold values did not meet QCVN standardsb. Groundwater(1) Aquifers267. HCMC has five aquifers dating from the geologic sequence in which they were formed. Theseare:(i) Holocene,93

(ii) Pleistocene,(iii) Upper Pliocene,(iv)Lower Pliocene and;(v) Mesozoic.268. Holocene. This aquifer contains sediments from different sources (rivers, sea and swamps) andcan be found in Can Gio , Binh Chanh districts and in low parts of Cu Chi, Hoc Mon, Thu Duc districtsand along rivers or canals. The static water levels fluctuate from 0.5 to 2.15 m or even at the groundlevel. This is an unconfined aquifer with a shallow water level. The sources of recharge are mainlyrainwater, surface water from canals.269. In general, The Holocene aquifer has very weak capacity for water retention and poor waterquality so it is not exploited as domestic water supply. It is not situated in the project area (the innerdistricts).270. Pleistocene. Pleistocene aquifer occurs widely under HCMC area and is exposed in the citycenter and Tan Binh, districts 2 , 12 , Thu Duc , Hoc Mon, Cu Chi. In the other areas, it is covereddirectly by the Holocene aquifer. It is the shallowest aquifer in the inner city where the Metro Line 2Project will be constructed. Thus, it could be affected by the project.271. The Pleistocene aquifer has 2 layers: (a) the upper layer which is a weak impermeable layer and(b) the impermeable lower layer containing water. The common thickness of this impermeable layerranges from 5 to 10 m. Its lower boundary ranges from a depth of 3.5 to 65 m. The water bearing layer:ranges from 3.2 to 75 m. In the project area it has a thickness of 25 -35 m and flow rate of 5 l/s.272. There are two areas with different water levels in this aquifer. The water levels of the first areainclude: Can Goo , Cu Chi, West and South of Binh Chanh, a part of Hoc Mon and Thu Duc Districts andthe range is from 0.0 m to 15.7 m. In the second area includes the inner districts of Binh Chanh and NhaBe and the static water levels range from 0.0 m to 6.95 m.273. The ground water flow for this aquifer is northeast - south-west and north - south. The mainsources of recharge are rainwater, Dong canal, Sai Gon River, small ditches and underground flowsfrom the north and northeast of the city (Cu Chi, Hoc Mon) with the velocity of 2.93 x10 -3 m/day. Thedischarge area is in the south and southwest of the city.274. The Pleistocene aquifer has a good hydraulic relationship with the Upper Pliocene lying rightbelow because there is a weak impermeable layer with the soil composition of clay silt, silt, sandy silt,fine sand.275. In general, The Pleistocene aquifer provides a wide and large distribution of fresh water and itprovides large scale and individual requirements. Because it is a shallow aquifer and recharged byrainwater and surface water (Sai Gon river), the Groundwater Planning and Exploitation Report (DivisionNo.8, 20023) proposed to build a large- scale exploitation plant near the Sai Gon river where the aquiferis recharged.276. Upper Pliocene. The upper Pliocene aquifer is not exposed at the surface. It also occurs widelyunder the whole city. The upper Pliocene aquifer is below the Pleistocene aquifer and above the lowerPliocene aquifer. Although, this aquifer will not be directly impacted by the project, it can be affected interms of a reduction in percolation from Pleistocene aquifer. The upper Pliocene aquifer has 2 layers:94

impermeable and aquifer.277. Impermeable layer: The depth from ground surface to this layer ranges from 8 m to 95 m and thedepth tends to increase from northeast to southwest. The depth of this impermeable layer in southwestCu Chi, Thu Duc , Hoc Mon, Can Gio and the inner districts is around 30 -50 m. The common thicknessof this layer is from 5 to 10 m.278. Aquifer/Water containing layer: The thickness of this layer is from 20 m to 138 m, increasing fromnortheast to southwest. The common thickness ranges from 40 m to 80 m in the city.279. There are two different water levels in this aquifer. The static water levels of the first areaincluded Can Gio, Cu Chi, West and South of Binh Chanh, a part of Hoc Mon and Thu Duc Districtsrange from 0.0 m to 8.0 m. In the second, inner districts: (included the project area), Binh Chanh andNha Be districts, the static water levels range from 0.0 m to 25 m.280. The general direction of ground water flow in this aquifer is north east-southwest and northsouth.The discharge area is at the south and southwest of the city.281. The main sources of water that provide recharge for this aquifer are rainwater in Binh DuongDong Nai Provinces where the aquifer is exposed to the ground and percolation from the upper aquifer(Pleistocene).282. The above characteristics indicate that this aquifer has substantial capacity to satisfy medium tolarge scale exploitation demands.283. Lower Pliocene. The lower Pliocene aquifer is not exposed at the surface. It occurs widely in thecity area but disappears in District 2 and Thu Duc district. The lower Pliocene aquifer is directly coveredby the upper Pliocene aquifer and lies above the Mesozoic aquifer. The lower Pliocene aquifer includes2 layers: impermeable layer and aquifer.284. The depth from the top this impermeable layer to the ground surface ranges from 50 m (Cu Chi)to 212 m (Binh Chanh) and tends to increase from northeast to southwest.285. The water levels ranges from 7.6 to 142 m and tends to increase from northeast to southwest.A level of 20 -50 m occurs in the inner districts of HCMC (the project area).286. There are two areas with different water levels in this aquifer. The water levels of the first areaincludes: Can Goo, Cu Chi, West and South of Binh Chanh, a part of Hoc Mon and Thu Duc Districts witha range from 0.0 m to 3.0 m. The second area includes the inner districts (within the project area) wherethe static water levels range from 0.0 m to 25 m.287. The general direction of ground water flow in this aquifer is northeast - southwest and north -south. The Lower Pliocene has a good hydraulic relationship with the Upper Pliocene because there isa weak impermeable layer between them. The main recharge source of this aquifer is percolation from theupper aquifer (upper Pliocene).288. Mesozoic. This aquifer is widely distributed in the city and exposed to the ground surface inLong Binh ward, Thu Duc district. The Mesozoic is covered directly by the lower Pliocene. This aquiferhas not yet been studied, but the water containing capacity is known to be very limited.289. Among these five aquifers, there are only three exploitable ones with high water reserve95

potential: Pleistocene Upper Pliocene Lower Pliocene290. Table 5.13 presents the recharge sources for the aquifers in HCMC.Table 5.13: Reserved fresh water potential of aquifers in HCMC(2) Groundwater Quality at the MRT2 alignment291. Groundwater quality sampling and analysis along the MRT2 route was conducted in 2007. Mostof samples were taken from shallow wells with the average depth of 20-40 m. Analyzed results of groundwater quality within project area are shown in Table 5.14. Sampling results show that for mostparameters, the quality meets the applicable standards. There were 10 water samples taken from thefollowing wells:GW1: Sagel company, ward 9 , Phu Nhuan DistGW2: Sagel company, ward 9 , Phu Nhuan DistGW3: Sagel company, ward 9 , Phu Nhuan Dist GW4: Phu Tho race-track, Dist. 11 GW5: Phu Tho race-track, Dist. 11 GW6: Phu Tho race-track, Dist. 11GW7: Bau Cat park, Tan Binh DistGW8: Dong Hung Thuan ward, Dist.12GW9: Tan Chanh Hiep ward, Dist.12GW10: Tan Chanh Hiep ward, Dist.1296

Table 5.14: Results of groundwater quality monitoring (HEPA 2007)(Source: MVA EIA 2008) Note: KPH=not detected97

292. The 2011 groundwater sampling program identified the wells along the alignment (Appendix 2).Results of laboratory analysis are shown in Tables 5.15 and 5.16. Groundwater quality meets the QCVNstandards except for Pb at stations GW1 and GW4.Table 5.15: Results of groundwater quality sampling (25 May 2011)Well No. Unit GW1 GW2 GW3 GW4 GW5 QCVN09:2008/BTNMTCoordinate E 679885 678615 678466 682524 684591Coordinate N 1193333 1196649 1196434 1193486 1191326Aquifer taped m Q1 3 Q1 3 Q1 3 Q1 3 Q1 3oTemperature C 29.0 29.0 29.2 28.6 29.6 -pH - 5.8 5.8 6.0 6.0 6.1 5.5-8.5ElectricalconductivityµS/cm 262.5 218 225 239 215 -NO3 - as N mg/l 1.2 0.12 0.14 3.0 0.11 15Total organic mg/l 17.4 12.7 19.6 21.7 13.4 -compoundsPb mg/l 0.058 0.0044 0.0042 0.025 0.0059 0.01Cd mg/l

Table 5.16: Results of groundwater quality sampling (26 May 2011)Well No. Unit GW1 GW2 GW3 GW4 GW5 QCVN09:2008/BTNMTCoordinate E 679885 678615 678466 682524 684591Coordinate N 1193333 1196649 1196434 1193486 1191326Screen Interval m Q1 3 Q1 3 Q1 3 Q1 3 Q1 3oTemperature C 29.4 29.6 29.8 29.1 30.1 -pH - 6.2 5.9 6.1 6.4 6.2 5.5-8.5ElectricalconductivitynS/cm 267.4 213 223 246 207 -NO3 - as N mg/l 1.3 0.9 0.11 2.8 0.10 15Total organic mg/l 17.7 12.8 19.8 22.1 13.7 -compoundsPb mg/l 0.058 0.0043 0.0040 0.023 0.0061 0.01Cd mg/l

surface/ground water interaction to go down deep. Therefore, all the interactions will be limited toshallow depth. The maximum daily tidal fluctuation is about 3 m near the site. The fluctuation will causefrequent exchange of surface water and the nearby shallow groundwater.294. The site investigation conducted in January 2012 indicates that all the wells located near the sitehave depths of more than 100 m. This suggests that the shallow groundwater quality is of poor qualityfor human consumption. It is also possible that the shallow aquifer has marine or coastal deposits thatcontain residual saline water such that it is not potable.Table 5.17: Location of groundwater quality sampling stations within and in the vicinity ofspoils disposal site (January 2012)Station Name Location Depth of Well Site DescriptionNN1NN2NN3NN410 o 40’32.3”N106 o 39’43.0”E10 o 40’39.7”N106 o 39’57.0”E10 o 39’56.57”N106 o 39’49.41”E10 o 39’55.85”N106 o 39’24.13”E220 Home No. A16/488,hamlet 1, Phong PhuCommune250 Home No. A16/482C220 Home No. A10/279200 Home No. A9/259295. The results of groundwater quality sampling indicates that the deep aquifer in the study area isfairly fresh and is not affected by the salty surface water (Table 5.18). Figure 5.3 shows the samplingstation locations with reference to the spoils disposal site. The difference between the groundwater andsurface water qualities depicts that the deep fresh water aquifer is confined and isolated from the shallowsaline aquifer.296. Findings show that QCVN standards for groundwater quality are met except for the followingparameters:(i) Iron (Fe) at station NN4(ii) Manganese (Mn) levels at all stations(iii) total coliform at stations NN1 and NN2Table 5.18: Groundwater quality within and in the vicinity of the spoils disposal site(January 2012)Sampling sitesQCVNNo. Parameters Units09:2008/BTNN1 NN2 NN3 NN4 NMT1 pH - 7.36 6.50 6.21 6.41 5.5-8.52 DO mg/l 6.29 5.45 4.04 3.95 -3 EC µS/cm 372 283 181 512 -100

No. Parameters UnitsSampling sitesNN1 NN2 NN3 NN4QCVN09:2008/BTNMT4 Totalalkalinitymg/l 66.5 69.0 67.0 69.0 -5 Hardness as CaCO 3mg/ l28.61 19.09 11.42 22.84 5006 COD mg/l 4 2 ND 3 -7 COD (KMnO4) mg/l ND ND ND ND 48 TSS mg/l 8.4 0 10.8 2.4 1,5009 Na + mg/l 25.79 16.09 8.04 44.77 -10 K + mg/l 20.80 18.90 13.65 17.88 -11 Ca 2+ mg/l 12.65 9.01 5.05 8.57 -12 Mg 2+ mg/l 15.96 10.08 6.37 14.27 -13 Cl - mg/l 61.97 16.11 4.88 76.46 25014 F - mg/l 0.22 0.25 0.12 0.33 115 N-NH 4 mg/l 0.08 0.16 0.12 0.69 -16 N-NO 3 mg/l 0.83 1.27 1.06 0.86 1517 N-NO 2 mg/l 0.001 0.003 0.004 0.001 118 Total Fe mg/l 0.03 2.21 0.33 10.23 519 SO 42-mg/l 6.64 26.64 47.75 8.60 40020 As µg/l 1.07 3.32 0.31 0.39 5021 Cd µg/l 4.82 3.85 5.96 4.87 522 Pb µg/l 0.51 0.62 0.37 0.66 1023 Cu µg/l 13.94 15.16 3.89 1.74 1,00024 Zn mg/l 0.28 0.41 0.51 0.67 325 Mn mg/l 0.67 0.70 0.70 0.63 0.526 Hg µg/l ND ND ND ND 127 Cr 6+ mg/l 0.02 ND ND ND 0.05101

No. Parameters UnitsSampling sitesNN1 NN2 NN3 NN4QCVN09:2008/BTNMT28 Se µg/l ND ND ND ND 1029 CN - µg/l 0.09 0.08 0.12 0.10 1030 Phenol mg/l ND ND ND ND 0.000131 Total coliform MPN/100ml 93 43 ND ND 332 E. coli MPN/100ml ND ND ND ND NDND= none detectable, bold values exceed QCVN standards102

Legend:NN – groundwaterNM – surface waterVS – aquatic organismsFigure 5.3: Location of the January 2012 sampling stations for groundwater quality,surface water quality and aquatic organisms in the vicinity of the spoils disposal sitec. Flooding297. Minor flooding events are common in HCMC after heavy rain events. Flooding is caused by thelow elevation of the land, poor drainage and storm water infrastructure, which becomes overloaded inrain events greater than 100 mm/hr. The changing land use patterns (extensive urbandevelopment), has resulted in the loss of many low-lying undeveloped areas that previously formedretarding basins or flood channels. Minor and localized flood events occur throughout the rainyseason.298. The Project area is situated amid a highly dense urban area characterized by large areas ofimpermeable landscape. Impermeable landscapes combined with extreme daily or weekly rainfall have103

the capacity to induce local flooding events that may have an adverse effect on the Project infrastructure.In addition to the effect of flood water on the stability of the ground, mentioned above, pooling of watermay affect the operation of street-level, below-ground and elevated guideway sections of the alignment.Significant accumulations of water have the potential to interfere with electrical and mechanical aspectsof the metro technology.299. Flooding, when, it occurs is particularly severe in newly developed parts of District 6, 11, and TanBinh. The MRT 2 alignment is not located in District 6 or 11, but is in Tan Binh District. Two undergroundstations (Ba Queo and Pham Van Bach ), the transition and the elevated section to Tan Binh station arein the district. Based on letter No. 383 /TTCN-QLTN issued to MAUR by the Steering Center of theUrban Flood Control Program of HCMC, none of the sections of the MRT2 alignment are located inareas inundated due to rains and tides. Nonetheless, flood protection measures have been designed fortransition section and tunnel entrance. These measures are specified in Chapter VI.C. Ecological Resources1. MRT2 alignment300. The MRT2 project alignment is located entirely within developed urban areas, thus naturalanimal and vegetation resources are fairly insignificant. Trees (arboricultural resources) planted in urbanparks or in the roadway and median constitute the only biological resources. The project area includessome typical urban tree and shrub species. These are found mostly within the three parks along thealignment: 23 rd September Park, Tao Dan Park and Le Thi Rieng Park. There are trees planted in thesidewalk along the sides of Cach Mang Tang and Truong Chinh streets. On the northern section ofTruong Chinh Street there are trees and shrubs within the road median. Construction of the stations willrequire the removal of a number of these trees, but can be replaced following construction.2. Spoils disposal sitea. Sampling Methodology301. The following sampling methodology were used to identify flora and fauna species and otherrelevant parameters during the December 2011field surveys at the spoils disposal site.302. Vegetation Surveys. Surveys were undertaken to identify the common and dominant plantspecies in each habitat type found within the spoils disposal site, as well as to identify the presence ofany protected or rare plant species. Representative areas of identified habitats within the study areawere surveyed on foot. For trees, plots measuring 10 m x 10 m were established to determine diameterat-breast(DBH), height and estimated density of stands. All plant species encountered were identifiedand their relative abundance recorded in five nominal scales, namely; very common, common, frequent,uncommon, and sparse. The reference used for nird identification is the “Field Guide to the Birds ofThailand and Southeast Asia (Robson, 2008)”. Presence of rare species was confirmed using the RedDatabook of Vietnam (RDBVN, 2007), Decree 32 signed by Vietnamese Government (2006), and IUCNRed Data Book (2010).303. Avifauna Surveys. The study area was surveyed on foot to record bird species. Baselinesurveys of bird populations were undertaken within each habitat type using quantitative survey methods(transect/point count method). Ten minutes were spent counting birds at each sampling point. All birdsseen or heard within 30 m of the sampling transects/points were counted. Signs of breeding (e.g., nests,recently fledged juveniles) within the study area were also recorded. Observations were made using 8xbinoculars and photographic records were taken where possible. Bird species encountered outside104

counting points but within the study area were also recorded to produce a complete species list.304. Herpetofauna surveys. Herpetofauna surveys were conducted through direct observation andactive searching in potential hiding places such as among leaf litter, inside holes, and under logs withinthe survey area. Dip-netting was used to survey tadpoles in aquatic habitats such as ponds andwaterways. No quantification of abundance of herpetofauna in the survey area was made due to thesecretive nature of these fauna. The aim of the survey is to produce a species list in the study areathrough active searching. During the surveys, all reptiles and amphibians sighted and heard wererecorded. References used in the identification of toad and frog species are the guidelines by Bourret(1942) and Amphibian Species of the World (Frost, 2009). For snakes, the guidelines used are those byBourret (1936) and Campden–Main (1970), and for lizards, Cox et. al (1998).305. Mammal surveys. The mammal surveys were conducted at each habitat type through activesearching. As most of mammals in the area occur at low densities, indicators of presence such as signs,tracks, faecal remains and burrows, and potential bat roost sites were actively searched for. Identificationof wild mammals follows Van Peenan (1969) and Corbet & Hill (1992). Identification based on footprintsand tracks follows Van Strien (1993). Scientific names of mammals followed Wilson and Reeder (1993).b. Results of Flora and Fauna Surveys306. As shown in Figure 5.4 and Table 5.19, the existing habitats and vegetation at the 40-hectarespoils disposal site are dominated by grass swampland. Prior to UDC’s operation of the area as spoilsdisposal area, the land was utilized as paddy fields and aquaculture ponds. Figure 5.5 shows that thedominant land uses in the vicinity of the spoils disposal site are paddy fields and aquaculture ponds. Thenext sections provide the dominant species of flora and fauna observed at the spoils disposal site duringthe December 2011 field survey. The full list of recorded species are provided in Appendix 3.307. Within the three habitat types (channel corridors, wood swampland, and grass swampland)found in the area, a total 130 species of plant species were distributed under 45 families. The majority offlora species, which are from the Dicotyledonae class, are mostly grasses (58 species), followed bytrees (17 species), shrubs (13 species), climbers (15 species), ferns (7 species), semi-aquatic (14species) and aquatic plants (6 species). The various species observed in the disposal site are eithermoderately common, common or very common in Vietnam. A total of 27 bird species, 15 herpetologicalspecies and 7 mammalian species were recorded in the spoils disposal site. All recorded fauna arecommonly found in Viet Nam. None of the flora and fauna species is included in the Red Databook ofVietnam (2007), and IUCN Redlist of Threatened Species (IUCN, 2010).Table 5.19: Estimated area of habitat types and land uses at the disposal siteHabitat Type/Land Use Area (ha) Percent (%)Channel Corridors 0.5 1.2Wood Swampland 3.8 9.5Grass Swampland 32.3 80.8Former Residential Land 0.1 0.2Mud Flats 0.7 1.8Water Surface (branch of Rach Chieu channel) 2.6 6.5Total 40.0 100.0105

Figure 5.4: Types of habitats at the spoils disposal site106

Figure___.TypFigure 5.5: Types of habitats surrounding the spoils disposal site107

308. Grass Swamplands. The existing spoils disposal site of UDC is dominated by grassswampland (Figure 5.4) which accounts for almost 81% or more than 32 ha of the 40 ha spoils disposalsite. Prior to its operation as a disposal site, the site was utilized as paddy fields and aquaculture ponds.After the farmers and pond owners left the area to give way to the spoils disposal operations of UDC,grass species thrived forming swampy areas of common reed (Phragmites vallatoria), sedge grass(Cyperus malaccensis) and other grass species. This existing habitat type consists almost entirely ofsecondary grass swamplands. Since much of the area is now covered with excavated soil from variousdevelopments/projects in HCMC, many of these swamp grass species are gradually being replaced byterrestrial grass species. Common species of birds were noted in the areas such as brown wren warbler(Prinia inornata), yellow-bellied prinia (Prinia flaviventris), and scaly-breasted munia (Lonchurapunctulata).Figure 5.6: Grass swamplands at the spoils disposal siteFigure 5.7: Terrestrial grass species thriving at the spoil-covered areas at the disposal site309. Channel corridors. These habitats are located along Rach Chieu channel (Figure 5.8). Totallength of habitats is about 1 km, and the width is about 10 m – 20 m. The dominant associations in thesecorridors are nipa palm (Nypa fruticans), mangrove apple (Sonneratia caseolaris), the flowering plant(Aglaodorum griffithii), and climber Derris trifoliata which belong to brackish water ecosystem. Faunaspecies at these habitats include little egret (Egretta garzetta), yellow bittern (Ixobrychus sinensis),intermediate egret (Mesophoyx intermedia), Chinese pond heron (Ardeola bacchus) , and greater coucalor crow pheasant (Centropus sinensis). Some reptiles and amphibians found in the area are pitviper(Trimeresurus albolabris), painted bronzeback snake (Dendrelaphis pictus), and crab-eating frog (Rannacancrivora). The fish Periophthalmus schlosseri (mudskipper) is also commonly found on mud flats108

along channels.Figure 5.8: Channel corridor at the spoils disposal site310. Wood Swamplands. These habitats (Figure 5.9), found north of the spoils disposal site, are theremnants of the natural swampland after UDC started utilizing the area for spoils disposal. The dominantspecies are Sonneratia caseolaris (mangrove apple) and nipa palms. Density of Sonneratia varies from100 - 500 trees per hectare, diameter-at-breast height varies from 10 cm to 30 cm, some are over 40cm, height of stand is about 7m – 12m. Density of nipa palm varies from 400 – 1,600 trees per hectare,height of trees (leaf) is under 5 m. Other vegetation species found in the brackish water ecosystemassociated with nipa palm include the flowering plant Aglaodorum griffithii, climber Derris trifoliata,golden leather fern (Acrostichum aureum), and Indian tulip tree (Thespesia populnea). Some of thecommon birds found in the area include little egret (Egretta garzetta), Chinese pond heron (Ardeolabacchus), and greater coucal (Centropus sinensis).Figure 5.9: Wood swamplands at the spoils disposal sitec. Aquatic organisms311. Table 5.20 and Figure 5.3 show the location of the sampling stations for aquatic organisms in thevicinity of the spoils disposal site.109

Table 5.20: Location of sampling stations for aquatic organisms (plankton and benthos) inthe vicinity of spoils disposal site (January 2012)Station Name Location Site DescriptionVS1VS2VS3VS4VS5VS610 o 40’41.11”N106 o 39’17.83”E10 o 40’45.26”N106 o 39’34.27”E10 o 40’36.9”N106 o 39’57.3”E10 o 40’18.7”N106 o 40’07.4”E10 o 40’14.8”N106 o 40’22.3”E10 o 40’05.5”N106 o 40’39.6”EUpper crossing at Rach Chieu ChannelNorth of spoils disposal siteNortheast of spoils disposal siteDownstream of the confluence of Rạch Chieuchannel and Rach Cay channel500 m downstream of VS4Confluence of Rạch Chieu channel and CanGiuoc river(1) Sampling Methodology312. Phytoplankton. Using a conical net with a mesh size of 25 μm, 10 liters of water were filteredfrom the surface of the river/channel. All samples were stored in plastic bottles and fixed with formalinsolution. The Sedge-wick Rafter method (Sournia, 1978) was used to determine phytoplankton density.313. Zooplankton. Using a conical net a mesh size of 40 µm, 10 liters of water were filtered from thesurface of the river/channel. All samples were stored in plastic bottles and fixed with formalin solution.Density was determined by counting all zooplankton in the samples.314. Benthic macro-invertebrates. Samples were collected at each site using a trail tool calledPetersen dredge with an area of 0.1 m 2 for each sample. All sediment materials were screened andbenthic macro-invertebrates were collected, stored and fixed by formalin solution in a plastic bottle.Density was determined by counting all macro-invertebrates in the samples.315. Fishery resources. Fish eggs and larvae were collected with a hand-net having a mesh size of150 µm. The net was used to filter 1 m 3 of water. All samples were stored in plastic bottles and fixed withformalin solution. Interviews and field observations were also conducted to record fish species found inthe area. were recorded and identified.(2) Species Composition316. Table 5.21 presents the species composition of the phytoplankton (microscopic flora),zooplankton (microscopic fauna) and benthic macro-invertebrates (bottom-dwelling animals that lack aninternal skeleton such as clams, snails, etc.).317. Phytoplankton. The estuary and marine species include Melosira sulcata, Coscinodiscuslacustris, Cyclotella meneghiniana, Licmophora abbreviata, Gyrosigma littorale, Amphora sp., andNitzschia lorenziana. The species commonly found in acid sulfate water include Phormidium tenue,Eunotia robusta, Eunotia tautoniensis, Navicula palpebralis, Pinnularia divergens, Pinnularia viridis,110

Coelastrum cubicum, Coelastrum microporum, Dictyosphaerium pulchellum, Closterium acutum,Staurastrum bigibbum, Staurastrum natator, and Peridium cinctum. Also found in the area are indicatorsof rich nutrient water and organic pollution such species of cyanophyta and euglenophyta as well asspecies of bacillariophyceae such as Melosira granulata, Melosira sulcata, Cyclotella meneghiniana,Nitzschia acicularis, Nitzschia lorenziana, Nitzschia palea, and species of Chlorophyta such asPleodorina sp., Eudorina elegans, Pediastrum duplex, Pediastrum biradianum, Scenedesmusacuminatus, Scenedesmus quadricauda, and Scenedesmus perforatus.318. Zooplankton. The estuary and marine species include Brachionus plicatilis, Paracalanus parvus,Schmackeria speciosa, Acartia clausi, Oithona similis, Limnoithona sinensis, and species of Polychaeta.The freshwater species which were only found in Ba Lao Channel, include Brachionus calyciflorus,Ectocyclops phaleratus, Mesocyclops leuckarti. The species Ectocyclops phaleratus is typical for acidsulfate water. Species found in the area that are indicators of rich nutrient water and organic pollution inmesosaprobic level (moderately oxygenated) include Brachionus calyciflorus, Brachionus plicatilis(Rotatoria), Acartia clausi, Oithona similis, and Mesocyclops leuckarti (Copepoda).319. Benthic macro-invertebrates. There were only two freshwater species in the collected samples.These are the snail Melanoides tuberculatus (Thiaridae – Gastropoda) and the clam Corbicula tenris(Corbiculidae – Bivalvia). The estuary and marine species include Nephthys polybranchia, Prionospiosp., Maldane sarsi, Bispira polymorpha and Sanguinolaria sp. The recorded species that are indicatorsof rich nutrient water and organic pollution include Prionospio sp., Maldane sarsi, Bispira polymorphaand Melanoides tuberculatus. In which, two polychate species Prionospio sp. and Bispira polymorphaindicated for the orgainic pollution from α-mesosaprobic (characterized by vigorous oxidation processes)to polysaprobic (heavy pollution with sewage or other organic materials).320. Fishery resources. The collected samples in January 2012 did not yield fish eggs, megalops(crab larvae) and other larvae. This is most likely due to the fact that fish reproduction season in HCMCnormally occurs from April to September. Based on field findings, fish species found in the channels inthe vicinity of the spoils disposal site are common in Viet Nam and of low commercial value such asbanded Asian leaffish (Pristolepis fasciata), threadfin (Polynemus sp.), catfish (Bagroides sp. and Ariustruncatus). Various species of anchovy were also noted such as the spined anchovy (Stolephonus tri),Gray's grenadier anchovy (Coilia grayii), and hairfin anchovy (Septipinna taty). Shrimp species found inthe locality are Metapenaeus ensis, Metapenaeus lysianassa, Macrobrachium equidens, andMacrobrachium mirabile. The most dominant of which is Macrobrachium mirabile, a small-sized speciesof lower commercial value compared to the other species in the area.111

Table 5.21. Species composition of aquatic organisms in the project areaPhytoplanktonNo. species %Phylum Cyanophyta 11 14.9Phylum Chrysophyta 28 37.8Phylum Chlorophyta 22 29.7Phylum Euglenophyta 11 14.9Phylum Dinophyta 2 2.7Total species 74 100ZooplanktonPhylum Rotatoria 2 18.2Class Copepoda 7 63.6Larvae 2 18.2Total species 11 100Benthic Macro-invertebratesClass Polychaeta 4 57.1Class Gastropoda 1 14.3Class Bivalvia 2 28.6Total species 7 100(3) Density and Dominant Species321. The density and dominant speceis for the different types of organisms smapled are as follows:(i) Phytoplankton: Density ranged from 53,600 (site VS2) to 66,200 cells x liter -1(site VS1). Oscillatoria tenuis was the dominant species at all sites.(ii) Zooplankton: Density ranged from 17,800 (VS1) to 37,300 individuals x m 3(VS4). The dominant species were nauplius copepoda and Brachionuscalyciflorus.(iii) Benthic macro-invertebrates: Density ranged from 310 (VS1) to 910individuals x m 2 (VS6). The species Bispira polymorpha was dominant in all112

sites(4) Biodiversity Index (Shannon Diversity Index)322. The study sites exhibited rather low biodiversity. The diversity index values are as follows:(i) Phytoplankton: from 0.15 (VS1) to 0.20 (VS2 and VS3)(ii) Zooplankton: from 0.31 (VS1) to 1.31 (VS5)(iii) Benthic macro-invertebrates: from from 0.80 (VS1) to 1.14 (VS2D. Air Quality1. Common Air Contaminants (CAC)323. The CACs (common air contaminants) that are created and emitted by motor vehicles andregulated under GOV guidelines and are relevant to this study are: CO, PM, NO 2 , and SO 2 .a. Carbon Monoxide324. Carbon monoxide is produced by incomplete combustion of fossil fuels. It is the most widelydistributed and commonly occurring air pollutant and comes primarily from motor vehicle emissions.Short-term health effects related to CO exposure include headache, dizziness, light-headedness andfainting. Exposure to high CO concentrations can decrease the ability of the blood to carry oxygen andcan lead to respiratory failure and death.b. Particulate Matter325. Particulate matter is often defined in terms of size fractions. Suspended particulate matter lessthan 10 μm in diameter is referred to as PM 10 , and particulate matter less than 2.5 μm in diameter isreferred to as PM 2.5 . Exposure to particulate matter aggravates a number of respiratory illnesses andmay even cause premature death in people with existing heart and lung disease. The smaller particles(PM2.5) are generally thought to be of greater concern to human health than the larger particles (PM10).326. In 2006, World Health Organization (WHO) issued the WHO 2006 Air Quality Guidelines. Thisdocument sets the levels of PM 10 and PM 2.5 and how these impact on people ’ s health (Table 5.22).Reference to WHO guidelines is for information purposes with regard to paticulate matter and the risks tohuman health. There are no GOV standards for PM 2.5 . The results of air quality sampling for the Projectare compared to applicable GOV standards.113

Table 5.22: WHO 2006 Air Quality Guidelines (PM10 and PM2.5)Annual Mean LevelPM10(µg/m 3 )PM2.5(µg/m 3 )Basis for the selected levelWHO interim target -1(IT -1)70 35These levels are estimated to be associatedwith about 15% long term mortality than at AirQuality Guidelines.WHO interim target -2(IT -2)50 25In addition to other health benefits, theselevels lower risk of premature mortality byapproximately 6% [2-11%] compared to WHO-IT1WHO interim target -3(IT -3)30 15In addition to other health benefits, theselevels reduce mortality risk by anotherapproximately 6% [2-11%] compared toWHO-IT2 levelsWHO Air QualityGuidelines (AQG)Source: MVA EIA (2008)20 10These are the lowest levels at which total,cardiopulmonary and lung cancer mortalityhave been shown to increase with more than95% confidence in response to PM2 . 5 in theACS study (Pope et al., 2002). The usePM2 . 5 of guideline is preferred.327. Measured PM concentrations in Vietnamese cities are one to five times higher than allowed byTCVN standards. Particulate levels are elevated in the dry season when there is less rain.c. Nitrogen dioxide328. Nitrogen dioxide is produced when fossil fuels are burned at high temperatures. NO 2 can alsocombine with other air contaminants to form fine particulates, which can reduce visibility. It can be furtheroxidized to form nitric acid, a component of acid rain. NO 2 also plays a major role in the secondaryformation of ozone. In humans, NO 2 acts as an irritant affecting the mucous membranes of the eyes,nose, throat, and respiratory tract. Continued exposure to NO2 can irritate the lungs and lowerresistance to respiratory infection, especially for people with pre-existing asthma and bronchitis.d. Sulphur dioxide329. Sulphur dioxide is produced primarily by the combustion of fossil fuels containing sulphur. SO 2reacts in the atmosphere to form sulphuric acid, a major contributor to acid rain, and particulatesulphates, which can reduce visibility. SO 2 is irritating to the lungs and is frequently described assmelling of burning matches.114

2. Baseline Air Quality Setting for HCMC330. The baseline air quality setting is usually assessed using existing air quality and wind climateinformation. This includes a review of regional meteorological and ambient air quality monitoring data, aswell as inventories of emissions from existing sources within the study areas331. According to the HCMC Environmental Status Report (2006) by DONRE, the 2003 annualaverage PM10 concentrations collected from the automatic air quality monitoring stations located inresidential regions and along traffic roads is higher than WHO — AQG, IT3 and IT2 level see Figure5.10.WHO AQGWHO IT3WHO IT2HCMC 2003HCMC 2000WHO IT1HCMC 2001HCMC 20020 10 20 30 40 50 60 70 80 90 100Average annual PM10 concentration (µg/m 3 )Figure 5.10: Annual Average PM10 Concentrations in HCMC compared to the WHO 2006guidelines. (Source: Mehta, 2006)332. Sulfur dioxide (SO2) levels are usually below the relevant TCVN criteria in urban areas,although levels exceeding TCVN criteria by two to three times can occur near major intersections. Dieselpowered vehicles are the major source of SO2 in urban areas.333. Nitrogen oxides (NOx) are usually found at levels below TCVN criteria in urban areas. Elevatedlevels, however, are increasingly observed at major urban intersections.334. Carbon monoxide (CO) levels commonly exceed TCVN standards at major intersections inurban areas and along major thoroughfares, but are generally within standards in other areas.335. Soil from construction activities and road surfaces are the major sources of total suspendedparticulates (TSP).336. Table 5.23 shows air pollution data measured from a number of monitoring stations operated byHCMC Environment Protection Agency (HEPA). These data show that some air pollutants such as TSP(total suspended particular) and NO 2 are at concentration levels that exceed the GOV standard levels.115

Table 5.23: Concentration of air pollutants at major road junctions in Ho Chi Minh City -2000 - 2007ParametersLocationsConcentration of Air pollutants 2000 to 2007TCVN5937 -19952000 2001 2002 2003 2004 2005 2006 2007Hang XanhRoundabout0.96 0.59 0.54 0.53 0.57 0.50 0.53 0.47DTH-DBPCrossroads2.15 0.87 0.74 0.63 0.58 0.63 0.64 0.56TSP(mg/m 3 )Phu LamRoundabout0.70 0.54 0.46 0.55 0.54 0.45 0.54 0.480.3An Suong X road 0.74 0.77 0.82Go Vap Roundabout 0.61 0.63 0.47NVL-HTP X road 0.49 0.63 0.46Hang XanhRoundabout7.99 7.91 9.30 10.19 10.95 11.64 11.75 10.95DTH-DBPCrossroads18.34 14.03 14.23 15.23 13.79 15.99 16.22 14.48CO(mg/m 3 )Phu LamRoundabout7.35 6.86 8.38 9.15 9.71 9.37 11.12 10.1330An SuongCrossroads12.32 12.77 12.47Go Vap Roundabout 14.33 18.72 13.59NVL-HTP Crossroads 9.72 12.31 10.58Hang XanhRoundabout2.38 1.70 2.04 2.04 2.04 0.65 0.94 0.75Pb(µg/m 3 )DTH-DBPCrossroadsPhu LamRoundabout1.89 1.02 1.46 1.46 1.46 0.31 0.73 0.61-An SuongCrossroads0.68 1.15 1.00116

ParametersLocationsConcentration of Air pollutants 2000 to 2007TCVN5937 -19952000 2001 2002 2003 2004 2005 2006 2007Go VapRoundabout0.64 0.78 0.60NVL-HTPCrossroads0.34 0.82 0.57Hang XanhRoundabout0.14 0.18 0.19 0.20 0.24 0.22 0.18 0.22DTH-DBPCrossroads0.25 0.22 0.21 0.22 0.26 0.26 0.24 0.25NO 2(mg/m 3 )Phu LamRoundaboutAn SuongCrossroads0.08 0.07 0.07 0.08 0.07 0.11 0.17 0.180.19 0.20 0.230.2Go VapRoundabout0.21 0.21 0.22NVL-HTPCrossroads0.11 0.16 0.16Source: HEPA, 2007337. The data shows concentration of TSP is 1.5 to 2.7 times higher than the GOV standards and thatCO and NO 2 , although within the permissible limits, have been increasing over the past five years.3. Air Quality in the Project Areaa. Sampling Locations338. The GOV EIA study included air quality, noise and vibration sampling in 2008 following the GOVprotocols based on TCVN standards. There were 15 sampling sites along the alignment (Table 5.24).The sampling points were located in the vicinity of the proposed MRT station sites.339. MVA consultants also conducted air quality, noise and vibration monitoring following TCVNstandards. The MVA EIA sampled at 5 air quality sites (one of which, An Suong is scheduled in Phase 2of the MRT2) and 22 noise sites (4 are in Phase 2) and 12 vibration sites (see Table 4.15). The samplingresults for the GOV EIA (2008) and MVA EIA (2008) were compared to TCVN 5937-2005 which was ineffect during the environmental assessment periods.340. The PPTA EIA in 2011 carried out 8 air quality sampling sites (to supplement the 2009 sites).The standard air contaminants were sampled; however, PM10 was added to provide a bench mark for117

the project due to the added diesel construction equipment operating along the alignment. Results werecompared to QCVN 05:2009/BTNMT which superseded TCVN 5937-2005.341. Baseline emissions for the project area provide the local and regional context for potentialemission reductions associated with the MRT2 Line. There are three sets of measured CAC data on theProject: the GOV EIA (2008), the MVA EIA (2008) and carried out under this EIA study. The 2011 datawas to cover the station sites not monitored under the EIAs in 2008.342. The GOV EIA contains data on air quality monitoring in the project area (Table 5.23). Monitoringwas carried out in July 2008. Fifteen monitoring locations (Table 5.24) along the alignment and at thedepot were between 2 and 5 m from the road edge. The GOV EIA compared the monitoring results toTCVN 5937:2005 and TCVN 5938:2005.343. As the MRT alignment generally follows the existing roads, sensitive receptors largely consist ofresidential and commercial establishments such as shops, houses, houses cum shops,hotels/accomodation facilities as well as places of worship, medical facilities, educational institution,recreational parks and offices. Figures 4.2 to 4.13 shows the sampling locations for air quality, noise andvibration for the different EIAs (GOV 2008, MVA 2008 and this EIA prepared under ADB PPTA 7343)with reference to the project alignment.Table 5.24: Air quality sampling locations along MRT Line 2 (GOV EIA 2008)No Location of monitoring Symbol1 Depot Tham Luong 1 – 10 0 49’23”N; 106 0 36’26”E KK012 Depot Tham Luong 2 - 10 0 49’23”N; 106 0 365’9”E KK023 Tham Luong bridge – 10 0 49’23” N; 106 0 37’45” E KK034 891 Truong Chinh – 10 0 49’12” N; 106 0 37’50” E KK045Transition position to the air: 768 Truong Chinh –10 0 48’57” N; 106 0 37’52”EKK056Pham Van Bach station – 10 0 48’50” N; 106 0 37’57”E- near Tan Son Nhat airportKK067 Ba Queo three way crossroads – 10 0 48’24” N; 106 0 38’08”E KK078 Nguyen Hong Dao station – 10 0 47’53” N; 106 0 38’37” E KK089 Thong Nhat hospital station – 10 0 47’34” N; 106 0 39’13” E KK0910 Pham Van Hai station – 10 0 47’21” N; 106 0 39’39” E KK1011 Le Thi Rieng park – 10 0 47’09” N; 106 0 39’58” E KK1112 Hoa Hung station – 10 0 46’49 ” N; 106 0 40’37” E KK1213Vo Thi Sau station – crossing with the Cach Mang Thang Tam street;10 0 46’39” N; 106 0 40’56” EKK1314 Nguyen Thi Minh Khai station – 10 0 40’25” N; 106 0 41’21” E KK1415 Ben Thanh market - 10 0 46’20”N; 106 0 41’46”E KK15344. The GOV EIA ambient air quality sampling used a 16-hr averaging period (i.e., continuoussampling for 16 hours from 06:00 to 22:00) which is consistent with the “1999 Temporary Regulationson Monitoring and Analytical Methodology for Environment and Data Management” of the Departmentof Environment under the Ministry of Science, Technology and Environment in 1999. Time of monitoringis from (continuous 16 hours in a day). The results of the monitoring and analysis of air quality in theproject area are shown in Table 5.25.118

Table 5.25: Results of ambient air quality sampling in the project area (GOV EIA, 2008)SamplesymbolKK01KK02KK03KK04KK05KK06KK07KK08KK09KK10KK11KK12KK13KK14KK15TCVN 5937-2005TCVN 5938-2005Dust(mg/m 3 )Average concentration of ambient air quality parameters (mg/m 3 )CO(mg/m 3 )SO 2(mg/m 3 )NO 2(mg/m 3 )HC(mg/m 3 )Pb(mg/m 3 )H 2 S(mg/m 3 )NH 3(mg/m 3 )0.24 1.12 0.19 0.092 1.19 1.20 0.009 0.1310.24 1.23 0.19 0.090 1.21 1.21 0.012 0.1390.444 1.45 0.23 0.089 2.54 1.24 0.013 0.1830.41 1.47 0.18 0.089 2.38 1.25 0.006 0.1310.45 1.29 0.18 0.089 2.41 1.24 0.007 0.1500.42 1.32 0.18 0.087 2.40 1.24 0.006 0.1470.49 1.35 0.18 0.081 2.42 1.4 0.008 0.1430.37 1.41 0.17 0.121 2.19 1.08 0.009 0.1250.38 1.37 0.18 0.082 2.35 1.13 0.007 0.1350.45 1.40 0.18 0.086 2.05 1.26 0.009 0.1520.39 1.41 0.14 0.127 2.17 1.09 0.010 134.750.36 1.35 0.18 0.076 2.10 1.1 0.008 0.1490.38 1.42 0.17 0.079 2.34 1.11 0.008 0.1510.34 1.33 0.18 0.085 2.09 1.25 0.010 0.1390.31 1.32 0.11 0.125 1.83 0.86 0.008 0.1050.30 30 0.35 0.20 - - - -- - - - 5 - 0.042 0.2345. The monitoring results confirmed the HEPA results in Table 5.23 that TSP levels exceed thestandards (TCVN5937-2005). Although H 2 S was not monitored by HEPA, the GOV EIA shows H 2 Sconcentrations at 12 of the sites are higher than the allowable value according TCVN 5938-2005.346. The MVA EIA under TA 4862 in 2008 also carried out air quality monitoring at five sites:Ben Thanh Station119

Dien Bien Phu Station (now Dan Chu)Hoang Van Thu StationTham Luong StationAn Suong Station (Phase 2 of MRT2)347. The monitoring periodicity differed from the GOV EIA. Consistent with TCVN 5937-2005,samples for the MVA EIA were collected over a one hour averaging period. Measurements were donefour times during the day (07:00-08:00, 10:00-11:00, 17:00-18:00, and 21:00-22:00). Figures 5.11 to5.22 presents the location of sampling stations for the different monitoring periods.120

Air QualityGOV EIA -2008MVA EIA -2008Sept 23 ParkNoise & VibrationGOV EIA -2008MVA EIA -2008PPTA EIA-2011Ben Thanh MarketNoise & VibrationMVA EIA -2008Air QualityMVA EIA -2008Figure 5.11: Air quality, noise and vibration sampling stations in the vicinity of Ben Thanh Station121

Tao Dan ParkAir QualityGOV EIA -2008PPTA EIA-2011Noise & VibrationGOV EIA -2008MVA EIA -2008PPTA EIA-2011Figure 5.12: Air quality, noise and vibration sampling stations in the vicinity of Tao Dan Station122

Le Loi SecondarySchool andUniversity TrainingCenterAir QualityGOV EIA -2008MVA EIA -2008Noise & VibrationGOV EIA -2008MVA EIA -2008PPTA EIA-2011Figure 5.13: Air quality, noise and vibration sampling stations in the vicinity of Dan Chu Station123

Air QualityGOV EIA -2008PPTA EIA-2011Noise & VibrationGOV EIA -2008MVA EIA -2008PPTA EIA-2011Figure 5.14: Air quality, noise and vibration sampling stations in the vicinity of Hoa Hung Station124

Air QualityGOV EIA -2008PPTA EIA-2011Le Thi RiengParkNoise & VibrationGOV EIA -2008MVA EIA -2008Figure 5.15: Air quality, noise and vibration sampling stations in the vicinity of Le Thi Rieng Station125

Air QualityGOV EIA -2008PPTA EIA-2011Noise & VibrationGOV EIA -2008MVA EIA -2008Figure 5.16: Air quality, noise and vibration sampling stations in the vicinity of Pham Van Hai Station126

Thong NhatThong Hospital NhatHospitalAir QualityGOV EIA -2008MVA EIA -2008Noise & VibrationGOV EIA -2008MVA EIA -2008PPTA EIA-2011Figure 5.17: Air quality, noise and vibration sampling stations in the vicinity of Bay Hien Station127

Air QualityGOV EIA -2008PPTA EIA-2011Noise & VibrationGOV EIA -2008MVA EIA -2008PPTA EIA-2011Figure 5.18: Air quality, noise and vibration sampling stations in the vicinity of Nguyen Hong Dao Station128

Noise & VibrationGOV EIA -2008MVA EIA -2008PPTA EIA-2011Air QualityGOV EIA -2008PPTA EIA-2011Figure 5.19: Air quality, noise and vibration sampling stations in the vicinity of Ba Queo Station129

Noise & VibrationGOV EIA -2008MVA EIA -2008PPTA EIA-2011Air QualityGOV EIA -2008PPTA EIA-2011Tan So Nhat AirportFigure 5.20: Air quality, noise and vibration sampling stations in the vicinity of Pham Van Bach Station130

THAM LUONGAir QualityGOV EIA -2008MVA EIA -2008Noise & VibrationGOV EIA -2008MVA EIA -2008PPTA EIA-2011Figure 5.21: Air quality, noise and vibration sampling stations in the vicinity of Tan Binh Station131

Noise & VibrationGOV EIA -2008PPTA EIA-2011Air QualityGOV EIA -2008PPTA EIA-2011Figure 5.22: Air quality, noise and vibration sampling stations in the vicinity of the Depot132

Table 5.26: Results of air quality monitoring along MRT2 (MVA EIA, 2008)TSP NO 2 SO 2 CONo.Monitoring Points Time(mg/m 3 ) (mg/m 3 ) (mg/m 3 ) (mg/m 3 )THC(mg/m 3 )7 h - 8 h 0.44 0.078 0.010 4.97 0.741 Ben Thanh station10h - 11h 0.43 0.057 0.003 8.74 0.4617h - 18h 0.22 0.051 0.017 2.45 0.1221h - 22h 0.43 0.057 0.010 4.65 0.247 h - 8 h 0.13 0.032 0.005 1.98 0.252 Dien Bien Phu station10h - 11h 0.15 0.021 0.004 12.67 0.0817h - 18h 0.15 0.037 0.008 21.47 0.243Hoang Van Thustation21h - 22h 0.19 0.033 0.006 23.20 0.747 h - 8 h 0.65 0.189 0.042 12.98 1.3210h - 11h 0.50 0.095 0.013 25.56 0.8517h - 18h 0.42 0.040 0.013 23.20 1.4821h - 22h 0.54 0.036 0.023 16.91 1.237 h - 8 h 0.40 0.022 0.023 24.95 3.814 Tham Luong station10h - 11h 0.56 0.020 0.013 19.74 0.4017h - 18h 0.60 0.070 0.023 12.51 1.4521h - 22h 0.65 0.060 0.025 21.85 2.557 h - 8 h 0.36 0.16 0.037 12.83 1.305 An Suong station10h - 11h 0.45 0.15 0.027 11.83 0.7417h - 18h 0.56 0.19 0.023 13.30 0.4521h - 22h 0.59 0.21 0.029 14.20 0.58TCVN 5937 - 2005 TB 1h 0.3 0.2 0.35 30 5Note:-TCVN 5937-2005: Vietnamese Standards - Ambient Air Quality-Total Hydrocarbons (THC): TCVN 5938-2005 was hourly average value133

348. The results show that:The highest concentration of pollutants (NO 2 , SO 2 , CO and Total HC) was lower thanpermissible value according TCVN 5937-2005 and TCVN 5938-2005.The concentration of TSP at most monitoring locations was higher than Vietnamesestandard, except at two sites: Ben Thanh station (17h-18h) and Dan Chu station. The concentration of TSP at the other sites was higher than permissible value by 1.2 - 2.2times. These results are consistent with the other sampling results.349. The 2011 sampling program carried out two sets of sampling: one in the morning and the secondin the evening when traffic flows were expected to be at their peak.Table 5.27: Results of daytime air quality monitoring (PPTA EIA, 2011)No.Location/ monitoring time:TSPPM10SO 2NO 2CO7:00 – 8:00(mg/m 3 )(mg/m 3 )(mg/m 3 )(mg/m 3 )(mg/m 3 )12Tao ĐanHoa Hung0.41 0.34 0.15 0.120 6.80.46 0.41 0.18 0.26 7.73 Le Thi Rieng 0.47 0.38 0.16 0.122 7.24 Pham Van Hai 0.49 0.45 0.19 0.126 7.55 Nguyen Hong Đao 0.45 0.39 0.18 0.125 7.367Ba QueoPham Van Bạch0.40 0.35 0.18 0.125 6.50.44 0.37 0.19 0.126 6.88 Depot 0.37 0.30 0.13 0.071 4.1QCVN 05:2009/BTNMT 0.3 0.35 0.2 30No. Location/ monitored time: 10:00 –11:00TSP(mg/m 3 )PM10(mg/m 3 )SO 2(mg/m 3 )NO 2(mg/m 3 )CO(mg/m 3 )12Tao ĐanHoa Hung0.44 0.38 0.17 0.125 7.60.46 0.39 0.18 0.129 8.0134

3 Le Thi Rieng 0.43 0.37 0.16 0.127 8.24 Pham Van Hai 0.50 0.40 0.19 0.130 8.235 Nguyen Hong Đao 0.47 0.39 0.18 0.129 8.367Ba QueoPham Van Bạch0.43 0.36 0.16 0.127 7.90.45 0.37 0.18 0.130 8.18 Depot 0.39 0.33 0.14 0.114 4.5QCVN 05:2009/BTNMT 0.3 0.35 0.2 30Table 5.28: Results of evening air quality monitoring (PPTA EIA, 2011)No.Location/ monitoring time:TSPPM10SO 2NO 2CO17:00 – 18:00(mg/m 3 )(mg/m 3 )(mg/m 3 )(mg/m 3 )(mg/m 3 )12Tao ĐanHoa Hung0.48 0.40 0.17 0.127 8.40.50 0.43 0.18 0.138 8.63 Le Thi Rieng 0.48 0.41 0.14 0.130 8.84 Pham Van Hai 0.53 0.47 0.18 0.134 9.15 Nguyen Hong Đao 0.49 0.42 0.16 0.131 8.767Ba QueoPham Van Bạch0.45 0.40 0.20 0.130 8.10.47 0.41 0.22 0.133 8.48 Depot 0.39 0.32 0.14 0.073 5.0QCVN 05:2009/BTNMT 0.3 0.35 0.2 30No. Location/ monitored time: 21:00 –22:00TSP(mg/m 3 )PM10(mg/m 3 )SO 2(mg/m 3 )NO 2(mg/m 3 )CO(mg/m 3 )135

12Tao ĐanHoa Hung0.42 0.37 0.15 0.128 8.30.44 0.38 0.17 0.136 8.83 Le Thi Rieng 0.40 0.34 0.14 0.129 9.14 Pham Van Hai 0.46 0.41 0.18 0.134 9.35 Nguyen Hong Đao 0.43 0.39 0.16 0.138 8.967Ba QueoPham Van Bạch0.40 0.36 0.17 0.112 7.50.42 0.36 0.15 0.114 7.68 Depot 0.36 0.28 0.12 0.051 3.1QCVN 05:2009/BTNMT 0.3 0.35 0.2 30350. The dust levels (TSP) at all stations are higher than the permitted standard (QCVN05:2009/BTNMT). In addition, the TSP levels are higher at: 7 – 8 AM and 17 – 18 PM when the volumesof vehicles are highest. Results from the three sampling programs show that the values for dust (TSP) isconsistently higher than the permitted standards. The PM10 values are all above the standard.This isdue to the significant number of diesel powered vehicles on these roads.E. Noise and Vibration1. Noise and Vibration in HCMC351. The acoustic environment in HCMC is characterized by high noise levels arising from vehiclemovements, construction activities, industry and daily living activities. Noise levels are elevatedthroughout the day and night. Typical daytime noise levels in residential areas are 75 - 78 dB(A), andcan reach 80 – 85 dB (A) in the vicinity of major road corridors.352. Increasing number of vehicles and excessive use of horns are major source of noiseemissions. It has been estimated that 60 to 80% of noise in urban areas is generated by trafficmovements.353. Vibration in the urban area is generated by construction activities and heavy vehicle trafficmovements; however, there are no available data on ambient vibration levels in HCMC.2. Noise and Vibration in the Project Areaa. Noise Levels354. The GOV EIA measured noise levels from 6h to 18h and 18h to 22h at a frequency of three136

times per hour in the same 15 sampling sites for air quality. Table 5.29 shows the results.Table 5.29: Average noise levels in the project area (2008)Date ofmonitoringSamplingLocationThe average valueNoise level (dBA)Lamax Laeq La5004/7/2008 ON105/7/2008 ON206/7/2008 ON307/7/2008 ON408/7/2008 ON509/7/2008 ON610/7/2008 ON711/7/2008 ON812/7/2008 ON913/7/2008 ON1014/7/2008 ON11day 71.9 59.0 55.3night 65.8 53.6 50.0day 75.5 62.8 58.1night 71,8 58.2 53.6day 81.1 71.9 66.8night 75.8 68.2 63.1day 79.8 69.9 65.7night 74.6 65.6 60.9day 79.6 70.7 66.5night 74.3 66.1 61.5day 80.6 71.0 66.8night 75.4 67.1 62.5day 80.1 71.2 67.1night 75.6 67.3 62.8day 78.9 69.3 65.0night 73.7 65.5 60.8day 77.7 68.5 64.0night 73.3 64.8 59.9day 78.8 69.0 64.6night 73.2 64.6 59.8day 77.8 67.9 62.8night 72.9 64.3 58.9137

Date ofmonitoringSamplingLocationThe average valueNoise level (dBA)Lamax Laeq La5015/7/2008 ON1216/7/2008 ON1317/7/2008 ON1418/7/2008 ON15TCVN5949 –1998(column 3)day 78.8 69.0 63.8night 74.0 65.3 59.8day 79.0 69.4 64.2night 72.6 64.0 58.5day 79.3 69.6 64.5night 73.5 64,7 59.7day 80.4 70.7 65.5night 74.2 65.5 60.3Day time (6h-18h) - 75 -Night time (18h-22h) - 70 -355. The average equivalent noise level during the day time for all the locations are above theallowable value (TCVN 5949-1998) for residential areas located among commercial, service andmanufacturing areas.356. The MVA EIA also conducted daytime (6h-18h) noise level measurements along the projectalignment at 22 sites. Results are shown in Table 5.30.Table 5.30: Results of noise level monitoring (MVA EIA, 2008)No.Monitored pointNoise levels (dBA)LAmax LA50 LAeq1 Ben Thanh station 88.2 73.0 73.92 Ben Thanh market 90.3 71.2 73.33 New World hotel 92.5 66.0 71.94 Phu Dong roundabout 93.8 75.4 77.85 Trong Dong club 99.5 76.8 79.6138

No.Monitored pointNoise levels (dBA)LAmax LA50 LAeq6 CMT8-NTMK junction 95.1 75.9 78.17 Dien Bien Phu station 89.4 77.1 78.58 126 club 96.4 73.9 78.79 Hoa Hung station 93.2 76.1 77.910 Lan Anh club 87.7 67.1 76.911 Le Thi Rieng station 93.6 76.5 79.212 Pham Van Hai station 93.9 76.9 78.813 Hoang Van Thu station 92.3 77.8 79.914 Nguyen Hong Dao station 97.9 76.5 79.115 Ba Queo T-junction 93.4 78.3 80.116 Cong Hoa station 99.6 77.5 80.017 Truong Chinh 1 station 96.8 78.1 80.018 Tham Luong station 102.2 78.2 81.019 Truong Chinh 2 station 97.1 76.7 79.320 Lac Quang church 92.9 71.7 75.621 Van Hanh pagoda 87.2 78.1 78.222 An Suong station 102.9 77.6 81.4TCVN 5949-1998 75.0Note:TCVN 5949-1998: Max permissible level in public and residential areas (dB)- Area No.3357. Table 5.30 shows that the average noise level fluctuates from 71.9 - 81.4 dBA between sites.High noise levels which exceeded 102 were measured at the An Suong and Tan Binh (Tham Lluong)stations which are in an area of very heavy truck and bus traffic. Most of the average noise levels werehigher than permissible value (TCVN 5949-1998). However, noise levels in the vicinity of Ben Thanhstation, Ben Thanh market and the New World Hotel were equal to permissible values. The samplingresults for the GOV EIA (2008) and MVA EIA (2008) were compared to TCVN 5949-1998 which was ineffect during the environmental assessment periods.358. The 2011 EIA monitoring program focused on the 11 stations and the Depot. The sampling139

period was 06:00-18:00, 18:00-22:00 and 22:00-06:00. The monitoring from 22:00 to 06:00 was toprovide a nighttime benchmark in the likelihood of night work for the viaduct erection. The results, whichare shown in Table 4.21, were compared to QCVN 26:2010/BTNMT which superseded TCVN 5949-1998.Table 5.31: Noise measurements conducted in 2011No.Location/ monitoring time:6:00 – 18:00L max L 50 L eqdBA dBA dBA1 Ben Thanh 80.4 75.4 73.62 Tao dan 81.6 77.8 75.43 Dan Chu 79.7 75.3 72.84 Hoa Hung 79.3 76.1 71.65 Le Thi Rieng 82.5 78.7 74.26 Pham Van Hai 82.7 78.3 75.87 Bay Hien 81.6 77.8 74.58 Nguyen Hong Dao 82.8 79.1 76.49 Ba Queo 87.7 82.7 78.210 Pham Van Bach 86.5 81.2 74.611 Tan Binh 86.8 82.5 78.612 Depot 59.8 56.4 51.3QCVN 26:2010/BTNMT 70 70 70No.Location/ time: time: 18:00 –L eq L 50 L max140

21:00 dBA dBA dBA1 Ben Thanh 71.3 74.2 77.62 Tao dan 74.1 77.6 80.83 Dan Chu 75.8 77.5 79.74 Hoa Hung 72.5 75.2 77.35 Le Thi Rieng 76.2 82.6 86.36 Pham Van Hai 75.8 79.5 84.17 Bay Hien 73.4 75.8 78.68 Nguyen Hong Dao 75.4 78.5 80.19 Ba Queo 74.8 77.6 80.710 Pham Van Bach 78.4 81.6 86.911 Tan Binh 80.5 84.4 87.212 Depot 48,3 51.4 55.7QCVN 26:2010/BTNMT 70 70 70No.Location/ time: time: 21:00 –6:00L eq L 50 L maxdBA dBA dBA1 Ben Thanh 61.4 68.7 71.82 Tao Dan 64.4 68.7 71.23 Dan Chu 61.1 62.7 67.4141

No.Location/ time: time: 21:00 –6:00L eq L 50 L maxdBA dBA dBA4 Hoa Hung 58.7 64.2 69.15 Le Thi Rieng 70.1 74.3 76.56 Pham Van Hai 66.4 70.6 74.87 Bay Hien 64.5 68.7 73.88 Nguyen Hong Dao 68.8 73.5 78.39 Ba Queo 74.3 78.7 81.910 Pham Van Bach 76.2 79.4 82.511 Tan Binh 75.1 77.9 81.212 Depot 41.1 43.5 46.2QCVN 26:2010/BTNMT 55 55 55359. QCVN 26:2010/BTNMT: Vietnam national technical standard on noise from 06:00 to 21:00 is 70dBA; from 21:00 to 06:00 is 55dBA.360. The monitored results indicates that all noise levels at the stations currently exceed themaximum permitted level (QCVN 26:2010/BTNMT) except the depot. The noise level ranges as 71 –87dBA at the time of 6AM to 22PM and 58 – 82dBA from 22PM to 6AM. The noise is mainly caused bythe high density of traffic and the sound of horns.b. Vibration Levels361. As part of the GOV EIA, monitoring of baseline vibration levels was carried out in the projectarea. The results are compared to TCVN 6962:2001(see Table 5.32). Vibration emitted byconstruction works and factories – Maximum levels in the environment of public and residentialareas and TCVN 7210:2002 Vibration by traffic means – Maximum levels for the environment ofpublic and residential areas.Table 5.32: TCVN 6962-2001- Vibration emitted by construction works - maximumpermitted levels in the environment of public and residential areas (dBA)142

AreaNo.AreasTimePermissible value,dBRemarks1 Special Areas7h - 19h 75 Continuous working time notmore than 10 hours1day19h - 7h Background level2Residentialareas, hotels,restaurants,office buildingsand others7h - 19h 7519h - 7hBackground levelContinuous working time notmore than 10 hours/day3Mixed areas:Residentialwithincommercial6h - 22h 75 Continuous working time notmore than 14 hours1day22h - 6hBackground levelNote: Background level is the vibration level without on-going construction activities362. The vibration level is measured in the same location for noise from 8 AM to 12 PM. The result ofvibration level monitoring and analysis in the project area are shown in Table 5.33.Table 5.33: Average vibration level in the project area (GOV EIA, 2008)Date of SamplingVibration levelAverage valuemonitoring LocationL a eq (dB) L a eq (m/s 2 )04/7/2008 R105/7/2008 R206/7/2008 R307/7/2008 R408/7/2008 R5day 33.5 0.00054night 32.1 0.00039day 36.28 0.00075night 34.26 0.0052day 59.59 0.0196night 50.28 0.0073day 49.74 0.00484night 44.29 0.00192day 46.95 0.00238night 41.42 0.00142143

Date ofmonitoringSamplingLocationAverage valueVibration levelL a eq (dB) L a eq (m/s 2 )09/7/2008 R610/7/2008 R711/7/2008 R812/7/2008 R913/7/2008 R1014/7/2008 R1115/7/2008 R1216/7/2008 R1317/7/2008 R1418/7/2008 R15day 43.72 0.00151night 39.76 0.00121day 52.6 0.00503night 51.0 0.00383day 48.18 0.00334night 48.24 0.00296day 39.5 0.00241night 41.8 0.00313day 45.8 0.00250night 43.4 0.00155day 44.53 0.00168night 39.17 0.00106day 48.2 0.00366night 45.48 0.00251day 48.75 0.00342night 43.77 0.00211day 43.74 0.00168night 39.10 0.00110day 44.47 0.00181night 36.72 0.00075TCVN6962-2001Day time(6.00-18.00)70 0.055144

Date ofmonitoringSamplingLocationAverage valueVibration levelL a eq (dB) L a eq (m/s 2 )Night time(18.00-22.00)65 0.018363. Results of vibration measurements in the GOV EIA are below the ambient criteria specified inboth TCVN 6962 and TCVN 7210.364. The MVA EIA also conducted a set of vibration monitoring at 16 sites carried out 4 times perday: 7h - 8h, 10h30 - 11h30, 16h30 - 17h30, 22h - 23h based on Vietnamese Standard TCVN 6962-2001. The monitoring results are shown in Table 5.34. The majority of the values are below TCVNstandards. However, at Dan Chu station, the evening and late night monitoring recorded two events thatexceeded the standards.145

Table 5.34: Summarized results of vibration monitoring in the project area (MVA EIA, 2008)No.Monitored pointVibration (dBA)7h - 8h 10h30 - 11h30 16h30 -17h30 22h - 23h1234567Ben Thanh stationTao Dan stationDan Chu (Dien BienPhu) stationHoa Hung stationLe Thi Rieng stationPha,m Van Hai stationHoang Van ThustationLEq L,,a? L,,in LEq L,,a? L,,in LEq L,,a? L,,in LEq L,,a? L,,inX 38 .7 47.5 32 .0 25 .5 38 .4 13 .9 46.8 55 .8 37 .6 34 .5 43.8 27 .8Y 41 .5 50 .7 33 .0 26 .3 39 .2 12 .5 42.4 50 .6 35 .1 37 .2 47.7 31 .2Z 53 .0 65.0 44 .4 46 .9 54 .8 17.4 48.6 57 .2 43.4 52 .1 64.7 41.3X 40 .6 42.6 36.1 23 .3 38 .0 14 .5 45.4 44 .6 44 .3 36 .2 47.9 28.2Y 41 .3 43 .7 36 .5 24 .5 38 .9 12.6 44.2 42 .7 42.4 37 .1 50 .1 26 .7Z 46 .1 48 .8 41 .1 33 .5 38 .6 16 .7 46.2 47 .0 46 .8 47 .8 58 .5 37 .8X 32 .8 59.0 22 .7 25 .0 40 .1 14 .5 58.0 75 .4 35.3 44 .8 63 .4 28.3Y 35 .0 57 .9 20.3 19 .5 25 .8 14.6 56.2 73 .4 34 .8 48 .7 67.8 28 .8Z 43 .9 59.5 23.3 37 .3 41 .7 34 .5 56.8 74 .1 37.2 60 .2 77.2 46.3X 46 .5 49 .7 41 .8 24 .9 34 .7 16.0 46.2 55 .0 34.3 44 .1 60.9 33.6Y 49 .3 52 .9 42 .9 27 .5 42 .0 14.0 44.1 52 .2 33 .1 44 .7 60.7 34 .9Z 59 .2 63 .1 51 .1 34 .8 45 .5 18.0 49.6 59 .1 36 .8 57.3 74 .5 45 .6X 47 .9 60 .1 39 .6 47 .8 62 .5 13 .9 38.9 44 .3 35 .9 46 .7 63 .4 36 .5Y 46 .4 56.2 39 .8 48 .0 62 .6 12.2 44,2 50 .1 35 .9 44 .6 57.8 36.4Z 49 .7 61 .8 43 .1 40 .0 55 .5 13.4 48,1 52 .0 36.2 46 .0 58 .4 40 .7X 35 .3 40 .3 31 .1 23 .2 38 .3 12 .5 42,1 55 .5 35.0 31 .4 35.3 26 .8Y 36 .9 43.5 31 .8 23 .8 39 .3 10.4 40,8 46 .8 37 .8 31 .5 35 .6 27.2Z 50 .2 56.5 46 .9 33 .5 38 .5 15 .8 42,8 48 .4 39 .9 45 .0 51.0 39 .9X 42 .3 49.5 25 .4 23 .3 38 .5 14.3 49,6 62 .9 30.8 40 .0 58.3 26.2Y 47 .5 55 .1 28.1 24 .0 38 .7 12 .8 49,5 63 .0 31 .8 35 .4 52.3 26 .6146

No.Vibration (dBA)Monitored point7h - 8h 10h30 - 11h30 16h30 - 17h30 22h - 23hLE0 L~ax Liin LE0 L~ax Liin LE0 L~ax L~in LE, L~ax Liin89101112Nguyen Hong DaostationVo Thanh TrangmarketCong Hoa stationTruong Chinh 1stationTham Luong stationZ 57.5 64.7 42.0 41 .9 47 .8 18.8 51 .0 62 .9 41 .7 53.0 70 .4 41.7X 35.8 47.1 27.7 22 .9 37 .9 12.7 32 .5 40 .5 28.1 28.4 37.0 25.2Y 36.9 44 .4 31.3 23 .4 39 .0 12.5 30 .8 36 .8 26 .9 31.5 42 .0 28.1Z 47.1 56.7 39.2 30 .5 35 .7 16.5 38 .4 45 .8 32 .6 42.4 52 .5 37.2X 34.1 46.7 27.5 17 .5 24 .3 12.8 27 .8 43 .9 15.6 32.2 47 .5 24.9Y 31.2 40 .4 26.7 19 .7 26 .8 13.9 33 .6 51 .1 14.3 31.7 44 .6 27.6Z 49.9 63.0 43.0 30 .7 36 .0 26.7 37 .9 43 .4 20 .6 45.3 60.2 35.8X 39.9 54 .5 29.8 47 .7 62 .4 14.8 23 .2 38 .6 11 .8 45.5 47 .6 44.7Y 37.4 52.2 27.7 47 .9 62 .5 12.8 23 .6 39 .3 12.3 40.0 43.3 39.2Z 52.1 68 .5 38.1 41 .8 55 .4 13.4 29 .5 32 .8 15.6 45.2 46.7 44.5X 40.7 54 .1 33.4 24 .2 29 .8 20.0 22 .7 31 .3 12.5 49.8 58.2 35.7Y 41.1 53 .5 35.0 26 .4 33 .0 22.0 20 .0 33 .0 11 .8 50.4 58 .6 35.2Z 48.2 61.8 40.3 36 .8 40 .6 32.8 44 .2 54 .4 28 .9 62.9 73 .1 44.3X 39.8 53 .5 33.3 47 .6 62 .3 14.5 48 .0 62 .5 33 .4 38.0 47 .5 31.8Y 44.9 62 .5 32,0 47 ,8 62 ,4 12,7 48 ,1 62 ,6 32 ,1 39,5 49,9 33,6Z 49.7 66.2 38,9 40 ,3 55 ,4 12,2 40 ,5 55 ,6 34 ,6 45,2 52,2 39,8Equivalent vertical vibration: L (Z) (dB), Equivalent horizontal vibration: L (y) (dB), Equivalent radial vibration: L (x) (dB).147

365. The results of 2011 vibration level measurements are provided in the following table.Table 5.35: Results of vibration monitoring in the project area (PPTA EIA, 2011)No. Location/ 6:00 -18:00LeqdBLeqm/s 21 Ben Thanh 68 0.0252 Tao dan 71 0.0353 Dan Chu 61 0.0114 Hoa Hung 66 0.0205 Le Thi Rieng 72 0.0406 Pham Van Hai 71 0.0357 Bay Hien 70 0.0328 Nguyen Hong Dao 73 0.0449 Ba Queo 78 0.08010 Pham Van Bach 75 0.05611 Tan Binh 74 0.05012 Depot 50 0.003QCVN 27:2010/BTNMT 75 0.055148

No. Location/ 18:00 – 22:00LeqdBLevqm/s 21 Ben Thanh 59 0.0092 Tao Dan 69 0.0283 Dan Chu 60 0.0104 Hoa Hung 60 0.0105 Le Thi Rieng 72 0.0406 Pham Van Hai 70 0.0327 Bay Hien 56 0.0068 Nguyen Hong Dao 68 0.0259 Ba Queo 68 0.02510 Pham Van Bach 75 0.05611 Tan Binh 76 0.06312 Depot

No. Location/ 22:00 – 6:00LeqdBLevqm/s 21 Ben Thanh 58 0.0082 Tao dan 58 0.0083 Dan Chu 54 0.0054 Hoa Hung 56 0.0065 Le Thi Rieng 63 0.0146 Pham Van Hai 61 0.0117 Bay Hien 57 0.0078 Nguyen Hong Dao 65 0.0189 Ba Queo 70 0.03210 Pham Van Bach 71 0.03511 Tan Binh 71 0.03512 Depot

motorcycle and automobile fleets were expected to increase annually by 14-15% and 6% respectively ifthe city did not provide sufficient public transport .368. Currently the city ’ s transportation infrastructure does not facilitate an efficient flow of traffic.Congestion is commonplace at intersections during rush hours and average traffic speeds vary between10-30 kph. Together with low quality roads and a significant number of poorly maintained vehicles andlow quality fuels, the large volumes of slow moving, frequent stop and start traffic contributes significantlyto the city ’ s air pollution problems.369. A rapid growing urban transportation requires a considerable improvement in public transport inorder to achieve an acceptable transport efficiency, reduced congestion and improved ambient airquality in urban centers. Currently, HCMC’s public transport system is comprised of public buses runningon set routes between specified hours of the day. Despite the recent improvements to the bus systemand increases in bus network patronage, the current share of total motorised trips by public transport isstill extremely low for a major international city, at less than 5%. The vast majority of trips are made bymotorcycle. Car and taxi trips, whilst still a tiny proportion of the total, are increasing rapidly, and roadsare becoming more congested and dangerous due to the mix of traffic and pedestrians.370. In 2007, private vehicles represented an abnormally high proportion (93%) of total journeys (19.1million non-pedestrian journeys per day), broken down between motorcycles 78%, cars 1.2%, andbicycles 14%. Historically, car ownership has been lower than in comparable economies in the region.With continued growth of the economy expected in the medium term, there is significant potential forhousehold incomes to rise, enabling many more families to be able to afford to purchase cars(particularly as on 1 May 2006 the Government again allowed used cars to be imported, a move that isexpected to lead to lower prices). Between 2004 and 2007, motorcycle ownership in Ho Chi MinhProvince has grown at an annual rate of 8.4% to almost 3.1 million motorcycles. Private car ownershiphas increased even faster, at 20.7% per year to more than 200,000 vehicles and total car numbers(including taxis, other non-private owners) have grown to almost 400,000. Table 5.36 provides asnapshot of the numbers of private vehicles enumerated hourly at key HCMC intersections in the Projectarea.Table 5.36: Average hourly volumes of vehicles in the project area (quantity/hour)NoSite nameBicycleMotorcycleCarTaxiSmallBusLargeBusLight HeavyGoods Goods OtherTruong Chinh:12An SuongCrossroads-*CityCenterTruong Chinh:Ba QueoCrossroads4An Suong Crossroads120 5950 241 53 57 63 263 35 53157 6904 243 56 75 75 280 23 75151

NoSite nameBicycleMotorcycleCarTaxiSmallBusLargeBusLight HeavyGoods Goods OtherTruY s yng Chinh:345Bay HienCrossroads4Ba QueoCrossroadsTruong Chinh:Ba QueoCrossroads4Bay HienCrossroadsCMT8:Le Thi Rieng Park-*City Center189 4862 75 59 29 40 43 3 40197 6741 100 69 36 34 70 7 42188 3882 58 66 6 15 29 0 276CMT8:Dan ChuRoundabout41814050 55 62 6 16281 27Le Thi Rieng ParkCMT8:78Nguyen Thi Minh Khaistreet4Dan ChuRoundaboutCMT8:Dan ChuRoundabout4CityCenter108 3977 100 96 10 15 34 1 11112 4083 105 100 13 14 26 2 12(Source: Monitored data reported by HEPA, 2007)371. The monitored data in Table 4,26 shows that private transport occupies the highest volumes bythe total number vehicles, especially the motorcycle, which is higher than bicycle from 20 times to 50times, and higher than car from 25 times to 73 times. Truong Chinh Street is one of the highest trafficdensity streets because this road is the North - West gateway of HCMC.372. If current trends are not offset by better transport infrastructure and public transport modes,HCMC will face congestion, road safety, and air pollution difficulties similar to those in other large Asiancities such as Bangkok, Beijing, Manila, and Jakarta. The goal of HCMC People's Committee is to raisethe share of public transport to carry 25% of all daily motorized trips by 2010 and 50% by 2020, a sharpincrease from mid-2007 levels which were as low as 3%.152

G. Social Aspects and Cultural Resources373. The following section has extensively utilized the ADB Social Impact Assessment preparedunder TA 7343-VIE.374. Ho Chi Minh City is the largest and most populous city in Vietnam. Like Hanoi, Ho Chi Minh Cityis classified as a special city that has the same status as a Province. The city center is situated on thebanks of the Sai Gon River. It has twenty-four administrative divisions or districts, of which five aresuburban while 19 are considered as inner districts. Each District is sub-divided into wards. The citycurrently has 259 wards, 58 communes and 5 townships.1. Population of Ho Chi Minh City375. In 2007 the estimated population of Ho Chi Minh City was over 6.5 million, growing at around2.9% per year. In addition, more than 2.5 million people live in the adjoining provinces of Long An, DongNai and Binh Duong, totalling more than 9 million people in the Study Area. It is forecast that the StudyArea population will reach over 13.8 million by 2025, with 10 million people in HCMC. Most of thepopulation growth is projected to happen in outer areas (the urban fringe, suburban and other outlyingcommunities), while the inner core areas are projected either to decrease their populations (in highdensity areas) or increase moderately (in medium/low density areas).376. The 2009 Population census placed the HCMC's population at 7.12 million, includingmigrant workers estimated at 10-15% of the City population. Since 1999, the City's population has beenincreasing by an average of 280,000 persons per year due mostly to in-migration. By 2020, it is projectedthat the city will have a population of 12 million.a. Population in the Project Area377. The Project is situated in the inner city and the population in these 6 districts is about 1.7 millionas shown in Table 5.37.Table 5.37: Population and population density in 2006 within the project areaDistrict Wards Area(km 2 )Population(person)Population density(person/ km 2 )Disrict 1 10 7.73 200,768 25,973District 3 14 4.92 199,172 40,482District 10 15 5.72 238,799 41,748Diststirct 12 11 52.78 306,922 5,815Tan Binh 15 22.38 387,681 17,323Tan Phu 11 16.06 376,855 23,465Source: Statistical office in Ho Chi Minh City, 2006153

. Ethnic composition378. Approximately 90% of the population in HCMC is composed of ethnic Vietnamese (Kinh). TheChinese (Hoa) comprises 8% of the population, while other ethnic groups (Khmer, Cham, Nung, Rhade)comprise the remaining 2%. There is a history of Cambodians traveling to border areas of Vietnam inLong An province to perform agricultural work. Since 1997, a developing phenomenon of Cambodianwomen and children wandering and begging on the streets of Ho Chi Minh City, Vietnam has beenobservedc. Economy and Employment.379. Approximately 20% of the country's Gross Domestic Product (GDP) comes from Ho Chi MinhCity. In 2005, HCMC‘s GDPamounted to 33.3% of the GDP of the whole of Vietnam. This compares to afigure of 13.66% in 1990.380. In terms of economic structure, service sector accounts for 51.1%, industry and constructionaccounts for 47.7%, while forestry, agriculture and others comprise 1.2%. The City is home to 3 ExportProcessing Zones, and 12 Industrial Parks and is the leading Foreign Direct Investment (FD I) absorberin Vietnam.381. Some 300,000 businesses, including many large enterprises, are involved in high-tech,electronic, processing and light industries, construction, building materials and agro-products.Employment situation in the City is generally more positive than in the other nearby regions andprovinces. Recent estimates place the unemployment rate in HCMC at 5.45 percent.d. Poverty Profile of Ho Chi Minh City382. The 2006 Poverty Assessment for Viet Nam noted that the country has maintained higheconomic growth while significantly reducing poverty. GDP grew by more than 7% in 2002, 2003, 2004and average of 7.5% in 5 years (2001-2005). In 2009, the country's GDP continued to grow despite theweak external environment. Data from the General Statistics Office showed that poverty rate droppedfrom 58.1% in 1993, to 37.4% in 1998, 28.9% in 2002, and 19.5% in 2004, while in the same years foodpoverty declined from 24.9%, to 15%, 10.9%, and 7.4%. Although poverty rates in urban areas, likeHCMC are much lower than in rural regions, a significant portion of the population are still living inpoverty. Especially vulnerable are the unregistered migrant workers and households from otherprovinces and those in the informal sector. The poverty line for HCMC for the period 2004-2010 wasearlier placed at 500,000VND per person month. However, this was adjusted to 1,000,000VND perperson per month in 2009.e. Poverty Profile in the Project Area383. The 2008 socioeconomic survey conducted under the previous ADB-TA, estimated that 10.3% ofhouseholds in the 5 districts within the Project area are below the poverty line based on the old standardand 23% based on the 2009 standard.384. The Project is a general intervention, as opposed to a targeted intervention that specificallyaddresses poverty reduction through interventions at the level of households, specific services, orgeographical determinants of poverty. Consequently, a full poverty analysis was not conducted.154

2. Social Safeguards Issues and Other Social Risksa. Involuntary Resettlement.385. The Project will involve the acquisition of land and as a result will impact on a number ofprivately-owned structures. At the depot site, 69 households and 12 factories will be affected. Of these25 households and all 12 factories will need to relocate. The overall compensation plan for the depot sitewhich was approved by the GOV in March 2009 amounts to 165 billion VND. Compensation/ assistanceincludes compensation for loss of income from agricultural production, and loss of structure, as well as,allowances for occupational change and bonuses for timely hand-over of assets. An independentland/structure appraiser was engaged to determine the current market values of the affected assets.386. Along the main line and access links (interchange stations); land acquisition will impact on 376private households (HH) and 27 public properties. 322 shops will also be displaced. Several utilities,such as water supply system, drainage, electricity network telecommunication, etc. will also be affected.387. Most of the affected shops (241 shops or 75%) are leased or rented out. During consultationsconducted in 2008, renters of these shops have raised concern about the impact of the loss of theirrented shop on their income. Many were concerned about the difficulty of finding an alternative locationwhere they can generate the same income. Workers who depend on these shops are likewisevulnerable.388. Approximately 3.39 hectares beside the depot site will be developed into a Resettlement Site forthe Project and other development projects in the City. The Resettlement Site will have 100 plots and450 apartment units. For the APs affected at the depot site who need to relocate, three options werepresented: transfer directly to the site, transfer temporarily to another site while waiting for the completionof the resettlement site, or move to another existing resettlement site in Tin Phong (located about 500 mfrom the resettlement site). Households losing idle agricultural land may also opt to receive residentialplots or apartments equivalent to 10% of the land lost.389. Consultation conducted in May 2010 with APs at the depot noted that many are interested intransferring directly to the resettlement site once it is ready. No one accepted the option of gettingtemporary accommodations while waiting for the completion of the resettlement site. On the other hand,those affected at the access link and Metro Stations (especially those nearer HCMC Central Businessdistrict and living in shop-houses) mostly prefer to self-relocate to restore their businesses as well.390. A draft Resettlement Framework (RF) has been prepared to guide land acquisition andresettlement activities in all components of the Project, including those funded by other funding agenciesand local funds of the Government of Viet Nam (GOV). The draft has been translated into Vietnameseand submitted to MAUR Management for comments and discussion with ADB and other donors.391. Earlier, a draft Resettlement Plan (RP) was prepared under ADB TA 4862-VIE that covered theestimated land acquisition and resettlement impacts on the depot-link and the main line. Based on thepreliminary alignment and design, a census of affected households and two rounds of consultationswere conducted. The draft RP will be updated under Tranche 1 of the MFF based on the ResettlementFramework agreed between ADB and GOVN, once the detailed design has been finalized and detailedmeasurement surveys (DMS) have been completed.392. The RP will be updated as part of the detailed assessments and studies to be conducted underTranche 1 based on the Resettlement Framework to be agreed between ADB and GOV for the Project.However, prior to this main RP, a short RP will also be prepared and submitted to ADB before MFF155

eview to cover the land acquisition impacts for the advance works proposed at the depot site.Preparation, review and monitoring of RPs prepared under the Project will be based on the RF.Likewise, the approval of civil works contracts will depend on the satisfactory completion of RPimplementation.b. Indigenous People393. As noted earlier, approximately 90% of the population in HCMC is composed of ethnicVietnamese (Kinh). Other ethnic groups in HCMC have been mainstreamed into the Vietnamese generalculture and local structures. They have full and equal access to institutions and economic opportunitiesas the rest of the population. Vietnamese ethnic minorities are mostly situated in mountainous areas,mainly in the Northern Mountains and Central Highlands. There are no socio-cultural groups present inHCMC who may be considered as "tribes" (hill tribes, schedules tribes, tribal peoples), "minorities"(ethnic or national minorities), or "indigenous communities". Hence, an Indigenous People's Plan is notnecessary.394. No physical cultural properties/historical sites are expected to be impacted by the proposed civilworks. However, a “Chance find” specification is provided in the EMP and to be included in the contractdocumentsc. Labor/Employment395. The project is expected to generate considerable local employment during construction andduring the operation of the Metro Line. On the other hand, workers in the affected shops along the MetroLine may be displaced from their employment. Consultations conducted with affected households andother stakeholders noted the interest of a number of APs to benefit from the employment opportunities tobe provided by the Project.d. Gender396. The project is not expected to exacerbate gender inequities. With proper design measures, theProject will benefit women, children, older people and disabled (who are more inclined to use publictransport than men) through the provision of safe transport and convenient access.397. Both men and women shop-owners/renters who are able to re-establish their shops near MetroStations may also benefit significantly from the project. However, the economic and physicaldisplacement of households will likely cause a heavier burden for women household heads (whoaccount to about 37% of the affected households) as compared to households with both spouses. Adraft gender strategy is included in the draft Resettlement Plan prepared in 2008 for the Project toaddress gender concerns related to resettlement impacts and interventions. This gender strategy isincluded as appendix to this supplemental report, integrating other gender mainstreaming actions in theProject design.e. HIV/AIDS398. Epidemiological studies conducted in recent years have shown a slight increase in theprevalence of HIV/AIDs in HCMC especially among the high risk subgroups in the population (drugusers and female sex workers). Street children are also at risk. The establishment of workers' camps formigrant workers may increase demand for sex workers and increase the risk of the transmission andspread of HIV. However, in this Project majority of workers will be HCMC residents and there will not beextensive overnight camps for workers.399. While these are not expected to be significant risks, the Project will nevertheless address the156

needs for better dissemination of information on HIV/AIDS and other dangers. Related to this, publicinformation leaflets focusing on HIV/AIDS transmission will be distributed at camp sites. Moreover, inorder to improve public awareness especially among children and youth population, posters onHIV/AIDS campaign will be put up in strategic spots of the MRT Stations. These initiatives, and others,will be incorporated in the Investment Program in support of the existing Government Program on H IV/AIDs management and reduction.f. Trafficking400. Some forms of trafficking of children from nearby provinces and Cambodia to beg in HCMCexist. A study commissioned by the International Organization for Migration (IOM) in 2002 noted that agreat number of Cambodian children trafficked to Vietnam come from Kompong Ro district in Cambodia.Data from the Social Aid Centre in Ho Chi Minh City that noted almost all Cambodian returnees camefrom this district.H. Environmental Conditions at the Depot401. MAUR applied under Tranche1 to carry out construction of two buildings, establish a temporaryperimeter fence and access road, lighting and guard shed and gate within a 3.4 ha area of the depotcovering a total area of about 25 ha. This is only the initial works planned for the depot. During detaileddesign, the lay-out for the depot will be finalized and all the works (development of the entire depot andfilling of the site, tracks, maintenance sheds, new fence and roadways, utilities and communications) willbe commissioned under a separate contract. An IEE was prepared and approved leading at the presenttime to site clearance, soil removal (black clay) and filling and raising the site with river sand. Thefollowing describes the specific environmental baseline conditions at the depot.1. Site Topography, Land-use and Bio-physical Resources402. The depot site is located north of the Tham Luong canal in Tan Thoi Nhat Ward in Thamh Long,District 12.403. The whole of the depot site is flat. The soil is deep and not prone to erosion but has unsuitablesoft black soil that could be up to 2 m deep. During rainy periods surface water on the site runs acrossthe flat fields to an adjacent canal. The canal is subject to heavy industrial and sewage pollution fromadjacent developments on the south side and it is not a significant resource for aquatic life orlivestock consumption.404. The adjacent developments use ground water for their water supply as the piped mainssupply is limited to areas nearer the main roads. There are no wells in the Project site.405. The depot site is situated at the inner Tan Thoi Hiep ward – District 12, where the localeconomy is improving. Currently, there are two main types of land use, agricultural land (36.04 ha –9%) and other residential and commercial land (353.94 ha - 91%). In future, the overall area trendwill be away from agriculture as the area is settled and the depot is completed.406. Land use in the depot site is mainly residential and commercial with a little agricultural land.Previously the land at the depot was used for vegetable cultivation. Large ponds for growinglotus plants are also present but do not appear to be tended and there are large quantities ofdomestic refuse deposited in many of the ponds near the footpaths that currently provide access tothe Project site. Vegetable and cash crops are no longer produced in significant quantities on acommercial basis but some tenants have remained and are growing vegetables, such as cabbage,157

lettuce, and pumpkin, in modest quantities.407. The biological environment is dominated by the former agriculture use of the site. Numerouscycles of agriculture have removed all trees and shrubs on the Project area. There are no valuableecological resources near the depot site and it is not near any area protected for biodiversity. Animalson site are domesticated cattle and birds that cross the site but there are no trees and observableroosting sites on the Project site.408. The most obvious animals on site are the cattle tended by the remaining local tenantssome birds were seen to cross the site at dusk but there were no roosting sites observed. There wasno available secondary information on the wild animal species present in District 12, but it isassumed that the species that are present would be those typically tolerant of urban areas and highlymodified and managed farming areas. There is no reason to expect the presence of any rare,threatened or endangered species.2. Social-Cultural Environment409. The Tan Thoi Hiep ward – District 12 is developing socially. It has an improvingeconomy and there are many industrial factories, commercial enterprises and many home craftenterprises. Land use is mainly residential and commercial with a little agricultural land. Thedepot will eventually occupy most of the agricultural land currently remaining in District 12.Some factories are active in the area and there is a stockpile of timber near the factories. Thiswould appear to be for local small-scale/saw mill production of timber410. There are no cultural sites on or around the depot site.411. There are two primary schools (Ba Diem II School and Thuan Kieu School) two secondaryschools (Ba Diem III School and Nguyen Anh Thu School) and one nursery school (Be Ngoan 5) inthe Tan Thoi Hiep ward – District 12. There is also a medical station. However, all of thesefacilities are located more than 1 km away from the depot and the Project site, in general.412. Electrical power is supplied to District 12 from the national grid. By inspection, the low voltagedistribution network runs on poles across part of the depot and the rest of the project site.158

VI.ANTICIPATED ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES413. This environmental impact assessment focuses on the major environmental issues identified forthe pre-construction, construction and operational phases of the three development components of theProject: underground Tunnel and Stations, Viaduct and Depot. The rationale for presenting the impactassessment under these three components is that construction related impacts have different levels ofseverity and the current site preparation for the enabling works being undertaken at the Depot.Construction will be about 5 to 6 years in duration prior to the opening of the line in 2015-2018.414. The following is a list of direct and indirect project and environmental components assessed inthis section:(i) Geophysical Environment (geology, hydrogeology, soils, water resources)(ii) Air Quality(iii) Noise and Vibration(iv) Cultural and Heritage Resources(v) Land Use(vi) Socio-Economic and Community Conditions415. The assessment methodology for the disciplines listed above will address impacts relative totheir:(i) Geographical (spatial) extent(ii) Magnitude(iii) Duration (temporal)(iv) Reversibility(v) Frequency416. Negative environmental effects can either be avoided, mitigated through design and constructionmeasures or where mitigation measures are unavailable, provide compensation in cash or kind.417. An assessment was made of any residual environmental effects that are expected to remainafter the application of mitigation measures and an assessment of the significance of those effects. Aproject can be considered environmentally sustainable if there are no, or minimal, residual long-termnegative effects and there are in fact positive long-term benefits.418. Consequently, this section reviews the anticipated environmental impacts for the tunnel andunderground stations, viaduct, transition section and depot in the pre-construction, construction andoperational phases. It also provides mitigation measures to offset negative impacts and concludes withan assessment of the long-term or cumulative and induced environmental effects of the Project.A. Construction-Related Facilities419. The project will require a number of construction-related facilities. These include: casting yard,laydown/storage sites, concrete batch plants and a maintenance yard(s). It expected that the Depot mayfunction as maintenance yard and laydown/storage site. The casting yard will likely be a large one that isalready committed to providing tunnel panels, pier columns and viaduct spans for the MRT1 project.However, should the Design/Build contractor for the MRT2 opt to identify alternate sites and facilitiesthen the following measures should be implemented by the contractors for the depot, viaduct and tunnel:159

(i) Secure the necessary environmental approvals and permitsestablishment and operation of construction related facilitiesprior to(ii) Concrete batch plants, casting yards and other facilities that will result toemission of high dust and noise levels shall be located at least 300 m fromsensitive receptors such as residential housing, medical facilities, schools andreligious and cultural sites.B. Tunnel and Underground Stations1. Property Acquisition and Demolition420. The MVA final report indicated from a preliminary enumeration that 371 structures will berequired for construction of the underground stations. This number will be re-assessed following theDMS survey. After the resettlement agreements are accepted by all APs the affected houses on bothsides of the street will be demolished, after all utilities are shut-off and severed, for approximately 200metres at each of the stations except Ben Thanh ( to be constructed by others) and Tan Binh (elevatedstation). The first row of buildings or approximately 20 meters will be required.In addition, the cooling andair vent shafts, on both sides of the station, add an additional 5 m -10m, this would see one or twoadditional structures required beyond the first row of houses on both sides of the street.421. The severing of the above-ground utilities could result in households around the work site havingno electricity, water or phone and cable service. Any loss of service for more than one day isunacceptable. The adverse environmental impacts associated with demolition activities are noise andvibration from construction equipment and trucks, air pollution (e.g. dust). Until the houses on the firstside of the road are removed, severe traffic congestion will result with only one lane of the roadavailable. The mitigation measures to address identified adverse environmental impacts are as follows:(i)(ii)(iii)(iv)(v)(vi)(vii)MAUR-Project Management Unit 2 (PMU2) will inform the local residents ofsite work and utilities disconnection and re-connection schedule 14 days priorto commencement of the work.MAUR-PMU2 will ensure that contractors, in consultation with localauthorities, formulate and implement a staggered demolition schedule at thestations to reduce dust, noise and traffic congestion.The above-ground utilities (phone, cable and electricity) that have beensevered at the affected households will be re-connected within the shortesttime possible in close coordination between MAUR-PMU2, affectedhouseholds, local authorities and utility companies.The Contractor shall prepare a dust control plan that employs bestmanagement practices to control the dust which will include, but not limited to:cleaning road surfaces of debris/spills from construction equipment andvehicles, ensuring trucks have covers, have a water truck on site to wash theroad and spray water on the debris, no engine idling, and provision ofemission controls on all the equipment.Contractors will utilize fencing to enclose the work area which will reducenoise and fugitive dust and keep the site safe for local pedestrians.The household waste (bricks, wood and metal) shall be taken by thecontractor to a disposal site approved by local authorities and/or recyclingsites for sorting, resale or reuse.When the houses on one side of the road have been removed, the sitecleaned and engineered, the road will be opened to two lanes of traffic while160

the houses/srtuctures on the other side are demolished. Traffic flow, however,is still expected to be slow. MAUR-PMU2 and the contractors will coordinatewith local traffic officials to minimize traffic congestion through provision ofappropriate traffic signs, designation of flag persons, traffic re-routing (asappropriate), etc.2. Arboricultural Resources422. A visual survey at the stations along the MRT2 alignment provided the following number of treesthat will have to be removed for construction:423. Two entrances to the Ben Thanh station will require the removal of about 10-12 small treesalong the sidewalk. It is Line 1 which will adversely affect 37 trees in 23 September Park. Tao Dan andLe Thi Rieng Parks are not impacted by the the Project (MRT2).424. A small number of trees along the sidewalk at each of the following stations will have to beremoved. The trees at Tao Dan and Dan Chu stations are older and large (50 to 70 years old), whilemany of the trees at the other stations are young, likely less than 10-15 years old (see photos Appendix4):Tao Dan: 25 trees (a mix of old large sized trees and immature ones)Dan Chu: 12 treesLe Thi Rieng: 6 treesPham Van Hai: 5 treesBay Hien: 6 treesNguyen Hong Bao: 15 treesBa Queo: 2 trees84 median trees from the Transition Zone to Tan Binh Station and the turn-off to the Depot.425. Approximately 155 trees will be lost. The detailed measurement survey (DMS) will provide theexact number of trees that will have to be removed for the project.426. MAUR commits to replacing trees at 1:1 replacement factor. Trees may be re-planted followingconstruction at these sites or could be planted under or along the edge of the viaduct section and in andaround the depot.3. Disruption to Community Utilities427. Construction. Excavation works for the underground stations and tunnel may requirerelocation of underground utilities. To minimize impacts due to disruption of services, the contractorshall implement the following measures:(i)(ii)(iii)(iv)Water supply pipelines, power supply, communication facilities and otherutilities shall be re-provisioned before construction works commenceProvisions shall be made to preserve the operation of current facilities insufficient quantity and in agreement with the local community.Re-provisioning shall be undertaken in coordination with the utility company.Affected households and establishments shall be notified well in advance ofsuch disruption.161

428. Operation. There should be no operational concerns affecting community utilities afterconstruction.4. Spoils Generation429. Construction. The MRT2 Project will create approximately 1.9 million cubic meters of spoilsmainly from tunnel construction. MAUR has established an agreement with the Urban DrainageCompany (under HCMC’s Department of Transportation) to dispose of up to 450,000m 3 of excavatedsoil at UDC’s an existing 40 ha active spoils disposal site in Da Phuoc Commune. MAUR is indicatingthat 1,550,000m 3 of the spoil can be re-cycled and sold as fill for suburban developments.430. The following measures shall be implemented by the contractor to minimize impacts due tospoils generation:(i)(ii)(iii)(iv)(v)(vi)(vii)(viii)Before site works commence, a Spoils Disposal Plan (SDP) shall be preparedby the contractor. The plan shall be reviewed by CSC and forwarded to ADBfor approval. The plan shall present off-site re-use (if suitable) of excavationspoils and corresponding volume, identification of suitable temporary andfinal disposal location/facility and corresponding capacity, designation ofsuitable transport routes and schedule for spoil truck movements tominimize traffic disruption/congestion, and environmental mitigation measuresto address impacts due to transport and disposal of spoils. The SDP shallinclude maps and layout plan of the disposal site(s) identifying whereprotection measures are required such as slope stabilization measures, siltfencing, ditching, dust control, cross drains, measures to avoid flooding insurrounding areas, etc. The SDP shall specify spoils dewatering procedures(and facilities), as necessary, and shall describe in detail the mitigationmeasures to be implemented to ensure that resulting wastewater fromspoils dewatering is adequately treated and disposed of to meet applicableQCVN standards and requirements. Provisions for random testing of spoilsshall be specified in the SDP to determine contamination levels (e.g.,hydrocarbons, heavy metals) based on QCVN standards and correspondingtreatment measures to meet standards and avoid pollution.All asphalt and sidewalk materials removed should be separated and recycledSpoil disposal will only be to DONRE and Department of Construction (DOC)approved areasThe capacity of disposal sites shall be adequate to accept the quantity ofspoils without alienating areas outside the site boundaries.Undertake random sampling of spoils from underground station excavationsand tunneling to determine presence of contaminants. If levels ofcontaminants exceed standards, excavation spoils shall be considered ashazardous wastes consistent with applicable standards/guidelines and shallbe treated and disposed of as such.Disposal of contaminated/hazardous spoils shall only be to disposal sitesequipped and licensed to handle such wastes.Determine water content of spoils to ascertain if spoils dewatering isnecessary.Undertake necessary spoils dewatering and provide adequate treatmentfacilities to ensure that resulting wastewater meets QCVN standards.162

(ix)(x)(xi)(xii)(xiii)(xiv)(xv)Adequate treatment should also be undertaken for groundwater drained fromthe excavated areas to ensure compliance with QCVN standards.Stockpiling of spoils shall not be undertaken due to the limited footprint of theconstruction site. Spoils shall be trucked away immediately to approvedtemporary or final disposal sites.Should any small stockpiles be developed, these shall be covered by plasticsheeting.Trucks transporting spoils shall be tightly covered with tarpaulin or othersuitable materials to minimize dust emission and spills. Wet spoils shall betransported using covered water-tight trucks to avoid spillage and drips ontoaccess roads.Load-out areas shall be cleaned and watered to ensure no accumulated dustoriginates that could be dispersed to surrounding areas.Wheel washing shall be undertaken to remove mud so as to ensure thataccess roads are kept clean.Road surfaces shall be regularly cleaned of spilled spoils.The spoils disposal site shall be adequately protected by avoiding formationof steep slopes and grassing so as to prevent erosion to surfacewatercourses. Spoil disposal shall not cause sedimentation and obstruction offlow of watercourses, damage to aquatic resources, agricultural land,properties, and densely vegetated areas.431. Operation: There are no concerns on spoils stockpiling and disposal during operation.5. Land Subsidence/Geotechnical Hazards432. Land subsidence along the underground section will have a direct impact on the constructionsite. Settlement caused by tunneling, deep excavation, and dewatering will occur during the constructionstage, even with mitigation measures. The engineering calculations suggest that along thecenter-line there will be approximately 10 mm of settlement and under the buildings at theedge of the tunnel 16 mm. The combined impact on the buildings under or alongside the tunnelscould be a concern.433. To avoid excessive settlement that could damage the nearby buildings, the following measureswill be implemented by the TBM contractor:(i) Undertake detailed geological investigation to determine geotechnicalhazards along the Project’s impact zone. Implement suitable precautionaryand protection measures to avoid or minimize hazards.(ii)(i)(ii)Select the best construction methods for retaining wall to ensure the stabilityof the deep excavation.Implement a survey program to monitor the background subsidence ratealong the project alignment (see EMP Table 10.7). The monitoring data shallbe used to assess potential damage that the observed subsidence may causeto buildings under or alongside the tunnels and to estimate the cumulativeamount of regional subsidence during the construction stage.As part of the survey program, take photographs of each individual structurewithin the possible affected zone before the construction starts, to be used for163

(iii)(iv)(v)(vi)(vii)(viii)(ix)assessing potential damage due to subsidence.Conduct careful monitoring of the groundwater level, amount of settlement, tiltof buildings, and any building damages.Depending on the results of subsidence monitoring program, develop andimplement suitable mitigation measures to avoid or minimize damage toproperties.Establish an emergency action plan for geotechnical hazards including a setof criteria for issuing warnings for such hazards.If necessary; carefully design, implement and monitor an appropriatedewatering program.Perform probe drilling ahead of the TBM cutting surface at places whereabrupt change of geological properties occur since such areas tend to have ahigher risk of failure. Based on the results of probe drilling, implementappropriate precautionary measures.Undertake ground treatment underneath the deep excavation site if required.Although there are no internationally adopted standards for settlement, theparameters below are based on normal practice. The tunnel boring machine(TBM) contractor shall be required to operate within the followingsettlement parameters:Standard building: maximum settlement: 25 mm , maximum differentialsettlement: 11500 (this indicator is more important for damage), maximumupheaval: 10 mmParticularly sensitive building to be identified: maximum settlement: 20 mm;maximum differential settlement: 11600 , maximum upheaval: 10 mmStreet and pavement: maximum settlement: 30 mm , maximum differentialsettlement: 11400, maximum upheaval: 10 mmSelect the best tunnellingmethods to minimize possible settlement during construction.434. Operation. A small amount of settlement caused by construction may occur in the postconstructionstage. The long-term effect on structures is difficult to predict. A long-term inspectionprogram will be carried out by MAUR during the operation stage to monitor any possible adverseeffects on the Project structures.6. Flooding435. Construction. Minor flooding events are common in HCMC after heavy rains. Minor andlocalized flood events occur throughout the rainy season but are most common in July and August.Major flood events are relatively rare and are caused predominantly by elevated flows in the SaiGon River.436. At the Da Phuoc spoils disposal site, the current lowland situation provides space for flood bufferthat reduces the impact of flooding to the locality. However, as the spoils fill up the low lying areas, thearea’s buffering capacity for flooding will be reduced such that flooding could occur in adjacent existingdevelopments in the vicinity, such as the cemetery located about 500 m to the west of the disposal siteand the solid waste treatment facility (across Nga Cay channel) approximately 300 m to the south. Thecontractor will be required to prepare a spoils disposal plan which will include, among others, installationof adequate drainage facilities and flood prevention measures. Flood mitigation measure (item iv) for thedisposal site is also provided below:164

437. To prevent flush of soil into the channel during flood events, a retaining wall along the boundaryis recommended, particularly at the north and east boundaries along the Chieu Canal.438. During construction, the following measures shall be implemented by the contractor to avoidclogging of drainage and creating localized flooding:(i) Placement of construction materials, excavated spoils, equipment shall notblockflow of rainwater into canals/drainage structures.(ii)(iii)(iv)(v)Prohibit disposal of waste materials to drainage channels.Regularly inspect and maintain all drainage channels in the vicinityofconstruction sites to keep these free from obstructions.Maintain existing vegetation (trees, shrubs, grasses, etc.) along channelembankments (Chieu and Nga Cay channels) and if necessary, constructretaining walls along the spoils disposal boundary bordering the channels toprevent spoils from being flushed into the water courses during heavy rainsand flood events.At the disposal site, avoid formation of steep slopes to avoid soil materialsfrom being eroded/washed out to surrounding watercourses during rains andfloods439. Operation. The project area is subject to minor, temporary flood events after heavy rain. Theunderground tunnel sections will be provided with pumps to pump storm water. The concern wouldbe for the transition section. Flood waters could enter the tunnel section if it is not adequatelyprotected. A sill designed to meet annual and maximum flood height shall be constructed to protectthe tunnel entrance from flood.7. Groundwater440. Design Stage/Pre-construction. A concern was raised that there may be two potentialcorrosion risks to the concrete structure due to poor groundwater quality. One was the high sulfatecontent and the other one was low pH. Both factors pose a risk of corrosion to the concrete structures.However, the water quality data presented in the recent feasibility study (MVA Asia Limited, 2010) andthis EIA indicate that both factors do not appear valid.441. The recent groundwater survey (MONRE, 2010) indicated that saline water occurs in the vicinityof Ben Thanh Station and this may be a potential risk for corrosion to the underground structures.442. There is also a potential risk of sand blow-outs at the deep excavation sites (Ben Thanh and TaoDan) due to high groundwater hydraulic pressure. The Late Pleistocene Cu Chi Formation (Q 1 3 ) is madeof loose silty and clayey sand and saturated with water under artesian condition. Sand blow-out fromthe bottom during construction stage has occurred at places with similar condition, such as the incidentsthat occurred at Kaohsiung MRT project in Taiwan. When it occurs, sink hole or severe local landsubsidence will develop in the vicinity.443. There may also be a risk of groundwater washout when highly permeable sand pocket isencountered. Heterogeneity of geology could also cause problems during the construction stage. Thereare some saturated sand pockets and lenses located near the tunnel or stations (MVA Asia Limited,2010). If these are encountered, large amounts of groundwater may suddenly drain into the work siteand may cause damage.165

444. The proposed mitigation measures to address the above impacts are as follows:(i)(ii)(iii)Undertake further investigation of the groundwater quality near Ben ThanhStation to define the distribution of saline water and to assess its potential forcausing corrosion of the structures. If saline water exists near the site,appropriate protection/design measure should be applied to protect Projectstructures from corrosion.To avoid groundwater wash-out, detailed geological survey shall beundertaken before the construction starts to locate highly permeable sandpockets. Pumping tests are recommended to obtain the aquifer parametersfor the design of construction methods.To prevent sand blow-outs and consequent formation of sink holes andsevere local land subsidence, precaution will be carried out before and duringthe construction stage by applying ground treatment or reducing thegroundwater pressure at the site.Non-toxic slurry and additives shall beselected to minimize the impact of potential pollution to the water wells.445. Construction. Discussed below are the anticipated impacts on groundwater and coorespodingmitigation measures for the project alignment and spoils disposal site.a. MRT2 alignment446. There is a municipal well field located to the west of the airport along Truong Chinh Street. Thiswell field contains about 30 pumping wells (PPTA consultant’s personal communication with DONRE,2011). No detail is available for the amount of water extracted from the well field.447. According to DONRE’s well registration records for 2011, there are a number of wells, small andlarge capacity, distributed within a 100 m radius along both sides of the alignment (Appendix 2). Thewell depths range from 30 m up to over 200 m.448. There were several concerns raised in the Feasibility Study about the adverse effects oftunneling on groundwater. These are land subsidence and settlement and impacts to the local orregional groundwater flow regime and water quality. The hydrogeological study carried out as part ofthis EIA study addresses the concerns raised above.449. Impact on the groundwater flow of the upper aquifer by the underground section was consideredan issue. However, it is not likely to be a significant concern due to: The upper aquifer consists of a thick layer of silty and clayey sand of 25 to 30 m in thickness.Due to its relative poor water-bearing capacity, not many people rely on it for water supply.Most of the people living in the area along the underground section receive public watersupply. Most of the existing wells in the inner city area are for industrial purpose. Moreover, in 2007,HCMCPC has prohibited further exploitation of groundwater in the inner city area (Decision69/2007/QDUBND dated 9/5/2007).The underground structures, both tunnel and stations are basically “water-tight”. Only smallamount of seepage is anticipated in the tunnel (0.5 liter/s/km length of tunnel section).The underground section is not likely to be a significant obstacle to the groundwater flowbecause compared to the regional aquifer system, the scale of the tunnels is far too small toform a significant barrier. Meanwhile, the alignment of the underground section of MRT2,from northwest to southeast direction, in general, is parallel to the regional groundwater flowdirection and will not have a major impact to the flow.166

450. Well efficiency and water quality of the nearby water wells could be affected by constructionactivities. Based on DONRE’s well registration records, there are some industrial water wells locatedclose to the project line, one public well field is located near the northwest end of the depot site. Thenumber of unregistered private wells within the corridor has not been investigated. Slurry and additiveswill be applied for tunnelling and ground treatment. These materials could travel underground withgroundwater flow or simply be driven by excessive operation pressure. If they reach the nearbywells, changes to water quality will occur. Well intakes could be plugged but well efficiency will bereduced. The consequence of these effects could be a decrease of local water supply and, may be apublic health issue.451. To mitigate the potential problems identified above, the following actions shall be undertaken:(i) Conduct a survey of water wells located within the range of potential impact.Water quality analyses of drinking water standards and pollution indicators (ofslurry) should also be carried out for selected wells to establish the baselineinformation.(ii)(iii)(iv)(v)Pressure applied for tunnelling and ground treatment should be carefullyevaluated and controlled since excessive pressure will drive the slurry andincrease the risk of damaging the nearby wells and their water quality.Minimize the amount of slurry and additives applied to reduce the potential forpollution.Cooperate with the well owners to shut down the nearby wells while tunnellingor ground treatment is taking place.Closely monitor the condition and water quality of the nearby wells for earlydetection of adverse impacts due to the Project.452. All the identified hydrogeological environmental impacts above are related to the undergroundsection. Most of the impacts occur during the construction stage and can be mitigated by appropriateengineering application. Some of the impacts can be reduced by mitigation measures taking place inthe pre-construction stage. No significant permanent negative impact on groundwater is likely to occurdue to construction of the tunnel.b. Spoils Disposal Site453. The geology along MRT2 is unconsolidated alluvial delta deposits consisting of mainly sand, siltysand, and clayey materials. In general, TBM operation under such kind of geological condition will eitherrequire only bentonite (for sandy layers) or no additive at all (clayey layers). If very permeable layerwere encountered, which is not likely along the project alignment, sodium silicate (Na 2 SiO 3 , also knownas liquid glass) maybe applied to reduce the permeability. For cut-and cover methods at the stations,Portland type I cement is the most common material applied for retaining wall and ground improvement.The cement consists of mainly calcium silicate, calcium aluminate, and calcium aluminoferrite.Bentonite is a weathering product of volcano ash consisting mainly of clay minerals such asmontmorillonite. Allumino-silicate clay minerals naturally exist ubiquitously and are not harmful to thenatural environment. When bentonite is hydrated, it produces alkaline solution. So are the cement andsodium silicate. All these materials are not consideren toxic to the environment. Moreover, since most ofthe sandy excavated materials will be reused, a large portion of the spoils that will need to be disposedwill be clayey with less or no additives.454. The high pH (alkaline) solution formed when bentonite is hydrated is probably the aspect of mostconcern in terms of potential environmental negative impacts to the disposal site and adjacent areas.However, compared to the volume of spoils generated by the MRT project, the amount of additives(mainly bentonite) could be considered very small. Although the resulting solution from bentonite167

hydration could have very high pH levels ranging from 11 to 13, it is expected to be neutralized by thegroundwater and the natural geological materials in-situ or shortly after it is transported to the disposalsite. During wet season, the slightly acidic rain water will quickly dilute the residual alkaline in the spoilat the disposal site. The high pH buffer capacity of the surrounding saline water will neutralize therelatively high pH within a short period such that the high pH solution is expected to be confined within afew meters where the spoils are deposited.455. The spoils will be deposited in the same alluvial system and will have similar natural geologicalmaterials as the disposal site. Therefore, the spoils should be compatible with the geologicalenvironment of the disposal site.456. If the estimated volume of excavated soil will be deposited within a 20-hectare area, the spoilsmay pile up to 2.5 m above the existing ground surface. The spoil pile will generate a local groundwatermount at the site. However, the hydraulic driving force in the mount is not enough to cause any deepgroundwater circulation. Particularly, with the fine-grain geological materials serving as hydrogeologicalbarrier underneath. As the fresh groundwater wells used by the surrounding communities are more than200 m deep, these are not likely to be affected by the spoils disposal activities. The leachate from theexcavated soil, which will be alkaline in nature (with no expected toxic components considering thenature of additives to be used as described above) will not go down deep but will be carried by the localshallow groundwater flow to the nearby surface water where it will be readily neutralized due to salineconditions. As mentioned in para. 430, random sampling of spoils will be undertaken to ensure thatcontaminated spoils/hazardous wastes will not be deposited into the spoils disposal site but to agovernment-accredited facility which is equipped to receive and process such wastes.457. Operation. The underground structures, both tunnel and stations are basically “water-tight”.There will be water seepage into the tunnel following construction. A number of water chambers will beconstructed between stations to collect seepage water and pump the water away. Only a small amountof seepage is anticipated in the tunnel (0.5 liter/sec/km length of tunnel section). The drawdown causedby the tunnel seepage, therefore, will be insignificant during the operation stage. This seepage will becollected in inter-station chambers and will be stored for fire fighting requirements. Excess water fromthe chambers will be disposed in the stormdrains.458. There should be no adverse effects following construction if the measures and monitoringprograms as outlined above and in the EMP are followed. A two year post-construction subsidencemonitoring program should be followed by MAUR as required in the EMP.8. Surface Watera. MRT2 alignment459. No surface water bodies occur within the tunnel section. No impacts are anticipated.b. Spoils disposal site460. The spoils disposal site is bordered to the north and east by the Chieu channel and to the northby the Nga Cay channel. The mitigation measures specified in para. 438 items (iv) and (v) will beimplemented by the contractor to avoid adverse impacts to surface water bodies.9. Wastewater461. Considerable volume of wastewater will be generated from operation of concrete batch plant/s(CBP) for the tunnel and station construction. To ensure that untreated wastewater from the CBP will notbe discharged to the environment, the contractor will:168

(i)(ii)Prior to operation of CBP, construct settling/retention ponds with sufficientspecifications/capacity for treatment of wastewater (e.g., from washing ofequipment such as mixer drums, trucks and chutes; contact storm water, etc.)Properly operate and maintain settling/retention ponds to ensure effluentquality meets applicable QCVN 24:2009/BTNMT (National TechnicalRegulation for Industrial Wastewater)10. Air Quality462. Additional vehicle emissions, including particulate matter, CO, SO2, NO x frommovements and operation of construction vehicles and equipment, which are predominantly dieselfuelled, will occur during construction at the stations. In addition there will be emissions fromconcrete batch plants, casting yards and generators at the stations. These emissions can beeffectively controlled through appropriate environmental management measures described below.463. Construction. Dust and vehicle emissions will be created by construction of the cut and coverand tunneling works. Dust emissions generally consist of large particles that settle out relativelyclose to the source, whereas exhaust emissions generally consist of fine particles that can drift furtheraway from the source. The potential for dust emissions will occur wherever any of these activities aretaking place; the most likely areas where such impacts could occur include openings to tunnelboring sections, at underground station sites using cut-and-cover excavation, fugitive dustfrom dump trucks, and locations where excavation spoils are transferred from dump trucks tospoil receiving site(s).464. Combustion emission sources typically associated with this type of project include: (i) dieselexhaust emissions from mobile sources, including earth-moving equipment, and dump trucks; (ii)exhaust from stationary combustion sources, including generators, heaters, and possiblyoff-site construction and fabrication (including concrete-casting facilities); and (iii) exhaust fromtunnel boring machines, either directly, in the case of diesel-powered tunnel boring machines, orindirectly, in the case of electric tunnel boring machines powered by diesel generators at thesurface.465. It is unclear whether a diesel powered TBM or an electric powered TBM will be used.Without having details on the level of activity for each of these types of combustion emission sources, itis not possible to provide a quantitative estimate of the total emissions that will be generated. Althoughthe potential air quality impacts from these activities can be significant, it is important to note thatthey will be temporary and localized.466. There are no major sources of contaminant in the spoil, neither the natural geological materialsnor the common additives (bentonite and cement) for construction are expected to react to the air toproduce toxic/harmful fumes. It is possible that some organic rich layers may be encountered duringexcavation works. Although these materials may generate some unpleasant odor, once exposed to theair these will be oxidized and the odor is not expected to last long such that it will not cause any longtermimpact to the atmosphere and the residents.467. Mitigation measures to be implemented by the contractor to minimize impacts on air qualityare listed below:(i)Before site works commence, a Dust Control Plan shall be prepared by thecontractor and shall reviewed by the construction supervision consultant(CSC) prior to approval by ADB. The plan shall provide details of mitigationmeasures, specific location and schedule where such measures shall beimplemented to minimize impacts to sensitive receptors (residential areas,169

(ii)(iii)(iv)(v)(vi)(vii)(viii)(ix)(x)(xi)(xii)(xiii)(xiv)(xv)(xvi)(xvii)schools, hospitals, etc.) due to construction works; operation of concretebatch plants; sourcing, storage and transport of construction materials, spoilsdisposal and other project-related activities.Wherever possible, use grid rather than generator set electrical power forconstruction equipment such as the tunnel boring machine and equipment tobe used during cut-and-cover tunnel excavations.Position any stationary emission sources (e.g., portable diesel generators,compressors, etc.) as far as is practical from sensitive receptors;Use only vehicles and equipment that are registered and have necessarypermits.Burning of wastes generated at the construction sites, work camps and otherproject-related activities shall be strictly prohibited.Construction equipment and vehicles shall be well-maintained and shall meetnational QCVN emission standards.Trucks to be used for transporting excavation spoils shall be tightly coveredSpecify the use of clean fuels such as ultra-low sulphur diesel in dump trucksand other heavy-duty diesel vehicles and/or equipment, in conjunction withthe use of particulate trap control devices, as well as catalytic converters, toavoid excessive diesel emissions.Keep stockpiles moist and tightly cover vehicles with tarpaulin sheets or othersuitable materials to minimize dust emission and prevent spillage ofmaterials (e.g., soil, cement, stone, sand, aggregates, excavation spoils, etc.).Provide temporary covers (e.g., tarpaulins, grass, etc.) on long term materialsstockpiles.Store excavated materials outside road reserve, but where there is no area;spoils shall be loaded and transported immediately.Provide truck-washing facilities to prevent truck-out of mud and dust onto citystreets.As much as possible, the casting yard for the Project will make use of alreadyestablished and licensed site(s) for concrete forming activities where all thepre-cast sections will be fabricated.Ensure that necessary environmental approvals are obtained for theestablishment and operation of concrete batching plants and casting yards,Daily cleaning of road surfaces of debris/spills from construction equipment,haulage trucks and vehicles,Install temporary fencing or barriers around particularly dusty activities invicinity of sensitive receiversEnsure availability of water trucks or other dust suppressants and appropriateequipment for applying the suppressant (e.g., a tank tuck with spray bars) onsite and if the works surface and access roads near sensitive receptors (i.e.,residential areas, roadside tea and food stalls, schools, hospitals and othersensitive receptors) are dry and dusty, spray water on the exposed surfacesto reduce dust emission.(xviii) All construction equipment and machinery shall be fitted with emission control170

(xix)(xx)(xxi)equipment in full compliance with the national (QCVN) and local regulations.Fuel-efficient and well-maintained haulage trucks will be used to minimizeexhaust emissions. Smoke belching vehicles and equipment shall not beallowed and shall be removed from the project.Impose speed limits on construction vehicles to minimize road dust in areaswhere sensitive receptors are located.Undertake immediate repairs of any malfunctioning construction vehicles andequipment.(xxii) Daily visual inspections to identify and address potential areas of dust andodor emissions.(xxiii) Discourage idling of engines(xxiv) Provide prior notification to the community on schedule of constructionactivities(xxv) Implement community complaints hotline.468. Operation. The only significant source of emissions attributable to the Project will be fromthe generation of electricity. By providing a viable alternative to the use of private vehicles, the Projectwill also reduce the future number of vehicles compared to the business-as-usual case resulting toreduction. Such reduction will more than offset the emissions associated with generation of thesystem’s electrical power supply. Back-up diesel generators to be used for the Project during powerinterruption shall be maintained regularly to ensure emissions comply with QCVN standards.469. Long-term air quality benefits will be realized from operation of the Project. Although nocalculations have been carried out on the Project and the traffic mix, dominantly motorcycles in HCMC,expected reductions should be close to the 2.8 kiloton/yr figure as cited in Table 4.14.Thereduction of air emissions will contribute to improvements in air quality, with correspondingreductions in health impacts throughout HCMC. Like other mass transit projects, the Project willprovide an alternative to the use of private motor vehicles.11. Noise470. Noise data were collected at 10 sites along the tunnel section. These are at the station locationswhere relatively high noise levels are expected during cut and cover works, especially during the initialstages. Table 6.1 shows the different sensitive receptors at the station locations. Note that since thestations will be constructed in densely populated areas, specifically at the middle of Cach Mang Thangand Truong Ching Roads, the identified sensitive receptors (SRs), which are mostly commercial (foodestablishments, stores, hotels, etc.) and residential structures, are largely found alongside these roads.Several SRs are set back about 25 meters or more from the road such as the Pedagogic University andthe Thong Nhat Hospital.171

Table 6.1: Forecasted noise from construction equipmentMRT Stations Station Locations Sensitive Receptors Location of SRswith reference toMRT StationsBen ThanhUnder September23 rd Park and thetraffic roundaboutCommercial/officeCommercialestablishments, shopscum housesThe station will beconstructed at theSeptember 23 rd Park(east/northeast).Various commercialestablishments arelocated within theimmediate vicinity ofthe Park.Tao DanCenter of CachMang Thang Rd.Tao Dan Park,government offices,commecial/residentialon both sides of theroadAlongside MRTstation alignment atCach Mang ThangRoadDan Chu (Dien BienPhu)Hoa HungUnder theroundabout In middleof a major five-wayintersection withCach Mang ThangRd.Center of CachMang Thang Rd.Le Loi SecondarySchool and UniversityTraining Centercommercial/residentialareascommercial/residentialon both sides of theroad30 m from thestationAlongside MRTstation alignment atCach Mang ThangRoadAlongside MRTstation alignment atCach Mang ThangRoadLe Thi RiengCenter of CachMang Thang Rd.Le Thi Rieng Park,commercial/residentialon both sides of theroadAlongside MRTstation alignment atCach Mang ThangRoadPham Van HaiCenter of CachMang Thang Rd.Commercial/residentialboth sides of the roadsiteAlongside MRTstation alignment atCach Mang ThangRoad172

MRT Stations Station Locations Sensitive Receptors Location of SRswith reference toMRT StationsBay Hien (HoangVan Thu)Center of CachMang Thang Rd. andunder a major (BayHien) intersectionThong Nhat HospitalCommercial/residentialboth sides of the road10 m from thestationalongside MRTstation alignment atCach Mang Road.Nguyen Hong DaoCenter of TruongChinh Rd.Commercial/residentialboth sides of the roadAlongside MRTstation alignment atCach Mang ThangRoadBa Queo (CongHoa)Center of TruongChinh RdCommercial/residentialboth sides of the roadAlongside MRTstation alignment atCach Mang ThangRoadPham Van Bach(Truong Chinh 1)Center of TruongChinh RdTan Son Nhat Airporton eastsideCommercial/residentialAlongside the MRTstation alignment atTruong Chinh road(west)Tan Binh (ThamLuong)Center of TruongChinh Rd.Industrialdevelopments on thewestsideCommercial/residential Alongside the theMRT stationalignment at TruongChinh road (east)DepotIndustrial/marketgarden area (depotis largely surroundedby industrial areas)Some houses Located some 15-20 m from theboundary of thedepot.471. Construction. Noise impacts to the community will occur due to operation of heavyequipment. Sensistive receptors such as commercial and residential areas are found throughout thealignment, most of these are right along the redge of the road where cut and cover works for stationconstruction will be undertaken and will experience construction noise levels exceeding 80 dB. The mostsensitive receptor is the Thong Nhat Hospital which is about 10 meters from the edge of cut and coversite for construction of Bay Hien station. Estimated construction noise levels at this distance will exceedcurrent daytime and nighttime ambient levels in the area. Noise levels from construction activities are173

also expected to exceed ambient levels at the location of Le Loi Secondary School and a universitytraining center where night classes are held for university admission examination reviews). The Parkusers will not be shielded from the higher construction noise levels, especially at September 23rd Park,but do have the ability to walk further into the parks and away from the construction activity. The tablebelow presents the various types of equipment that will be used for the construction of the stations. Theconstruction activities will provide added noise to the already high existing ambient levels in thecenter of HCMC. The estimated noise levels at varying distances from the source are provided in Table6.2.Table 6.2. Estimated noise levels from construction equipmentActivitiesEquipmentsNoise level(dB)Removal of existing road pavementPavement breaker 105Truck 105Crane 101StabilizationMortar applicator 97Stake drivingmachine101Excavator 101Soil excavationBulldozer 98Crane 101Truck 105Concrete pouringConcrete pumpingvehicleConcrete mixingvehicle10498Bulldozer 98Pavement restoratioRammer 106Truck 105Roller 98(Source: Japanese Ministry of Construction, 1983; Japanese Research Institute of public works,1979; Japanese Mechanization Association,1987)472. The estimated integrated noise level from the above equipment were calculated using theformula:174

L Ap = 10lg(10 LA1/10 + 10 LA2/10 + 10 LA3/10 + …… + 10 LAn/10 )In which: L Ap : Integrated noise level from construction equipment (dB)L Ai : Noise level at estimated point caused by each construction equipment (dB)L Ai = L AW – 20lgr – 8L Aw : Noise level made by construction equipmentr: Distance between the equipment to estimated point473. The estimated noise levels are shown below.Table 6.3: Estimated noise levels from construction equipmentDistance (m) 5 10 15 20 25 30 35Excavation and backfill (construction of underground station)L Ap (dB) 91.3 85.2 81.7 79.2 77.3 75.7 74.4474. Most of the alignment will be underground and construction of the underground stations willtake place on streets with significant existing traffic and high existing ambient noise levels.475. Specific measures to be implemented by contractors to attenuate noise are as follows:(i)(ii)(iii)(iv)(v)(vi)(vii)(viii)Before site works commence, a Noise Control Plan shall be prepared by thecontractor and shall be reviewed by construction supervision consultant(CSC) prior to approval by ADB. The plan shall provide details of mitigationmeasures, specific location and schedule where such measures shall beimplemented to minimize impacts to sensitive receptors (residential areas,schools, hospitals, etc.) due to construction works, sourcing and transport ofconstruction materials, and other project-related activities.Erection of temporary walls around all underground station excavation sitesand tunnel portal. Temporary noise barriers (3-5 meter high) can reduce noiselevel by 5-10 dB(A).Truck drivers and equipment operators shall minimize the use of horns.Position any stationary equipment that produce high noise levels (e.g.,portable diesel generators, compressors, etc.) as far as is practical fromsensitive receptors;All construction equipment and vehicles shall be well maintained, regularlyinspected for noise emissions, and shall be fitted with appropriate noisesuppression equipment consistent with applicable national and localregulations.Use only vehicles and equipment that are registered and have necessarypermits.No noisy construction-related activities will be carried out during the night.Such activities shall be restricted to daylight hours.Impose speed limits on construction vehicles to minimize noise emission175

(ix)(x)(xi)(xii)(xiii)along areas where sensitive receptors are located (houses, schools,hospitals, etc.).As much as possible, use quiet equipment and working method.Whenever possible, completely enclose noisy equipment which can reducenoise level by 15-25 dB(A), restrict use of noisy equipment (e.g.15 min forevery consecutive 30 min period) and undertake sequential operation ofequipment with objective to reduce noise generated;Construction work shall respect the hospital areas (such as the Thong NhatHospital) as a “quiet zone” in the evening, nighttime and early morning hours.Work activities should be kept to daytime hours only.No noisy construction activities in the vicinity of schools during examinationperiods such as in the vicinity of Le Loi Secondary School and the PedagogicUniversity which are located some 30 meters from the proposed MRT stationin Dan Chu. The contractor will closely coordinate with the school/universityadministration on construction schedules to ensure that noise from site workswill not be disruptive during such periods.Avoid noisy construction activities in vicinity of sensitive receivers (e.g.,residential areas) during night time or other sensitive periods (e.g. duringschool hours in vicinity of Le Loi Secondary School, University TrainingCenter, etc.). Suitable noise reduction measures (e.g., noise barriers orequipment enclosures) shall be installed by the contractor if constructionactivities will be disruptive during normal school hours;(xiv) Provide prior notification to the community on schedule of constructionactivities(xv)Implement community complaints hotline476. Operation. Where the MRT2 system is operating in a tunnel, noise should not be an issue.There are, however, two possible exceptions and both of these would have a potential for limited localeffect for residences 10-30 m from the station footprint. The first is noise from untreated tunnelventilation systems (there are no predicted noise level data available). There are two ventilation shafts,one on each side of the station and normally at either end of the station. As these systems are fixedentities, there should be no difficulty in designing adequate acoustical mitigation measures such asbaffles so that they do not disturb the community where they surface.477. The second tunnel noise issue is the “telegraphing” of a train arrival to a limited areaimmediately outside of the tunnel. The rise of noise along the tunnel could draw attention to the arrival ofthe train, and this “telegraphing” noise could be annoying to some listeners. This effect should belimited to locations within 30 m of the tunnel that have a direct line of sight to the tunnel opening.However, there are 10 traffic lanes and a median on Truong Chinh Street and the nearest residencesare more than 30 meters away. Therefore, this will not be concern given the high ambient noise fromtraffic. The operation of the back-up generator(s) during power interruptions may also generate highnoise levels that could cause nuisance to surrounding areas.478. The following mitigation measures shall be implemented during operation phase:(i) Tunnel ventilation systems shall have suitable noise controlmeasuresincorporated into their design to reduce mechanical noise to acceptable levelsin the surrounding community.(ii)Depending on the results of monitoring, installation of acoustical treatment to176

(iii)thefirst few meters (i.e.,

may be a “rumble” noise from the trains heard from the ventilation systems, but it will not be significant.13. Use of Hazardous Substances485. Construction. Potential contamination of surrounding areas and groundwater may occur due tospills of fuel and other hazardous substances. These impacts will be addressed through implementationof the following measures by the contractors:(i)(ii)(iii)(iv)(v)(vi)(vii)(viii)(ix)Before site works commence, a Spill Management Plan shall be prepared bythe contractor and shall be reviewed by construction supervision consultant(CSC) prior to approval by ADB. The plan shall provide details ofprocedures, responsibilities, resources, documentation and reportingrequirements, training provisions for relevant staff, etc. to avoid spills ofhazardous substances and to effectively respond to such incidents, in casethese occur.Store fuel and hazardous substances in paved areas with embankment. Ifspills or leaks do occur, undertake immediate clean up.Ensure availability of spill clean-up materials (e.g., absorbent pads, etc.)specifically designed for petroleum products and other hazardoussubstances where such materials are being stored and used.Train relevant construction personnel in handling of fuels and spill controlprocedures.Ensure all storage containers are in good condition with proper labeling.Regularly check containers for leakage and undertake necessary repair orreplacement.Store hazardous materials above flood level.Equipment maintenance areas shall be provided with drainage leading to anoil-water separator that will be regularly skimmed of oil and maintained toensure efficiency. Discharge of oil contaminated water shall be prohibited.Store waste oil, used lubricant and other hazardous wastes in tightly sealedcontainers to avoid contamination of soil and water resources. Transport tooff-site disposal of such wastes shall be consistent with national andlocal regulations.486. Operation. The following mitigation measures shall be implemented to avoid impacts due touse of hazardous substances at the substation and other project facilities:(i)(ii)(iii)(iv)(v)PCB-containing equipment shall not be used.Leaks shall be repaired immediately and waste oil shall be stored anddisposed of consistent with applicable laws and regulations.Diesel generators shall be placed on concrete floors with embankment.There shall be provisions for concrete-lined transformer bays as well asdrainage and oil-water separator to handle spills, leaks and oily water run-offthat could emanate from the transformers.Ensure availability of spill clean-up materials (e.g., absorbent pads, etc.)specifically designed for petroleum products and other hazardous substanceswhere such materials are being stored and used.178

14. Solid Waste487. Construction. If not properly handled and disposed of, solid wastes pose health and safetyhazards and are likely to cause nuisance to the surrounding communities and the workforce. To avoidsuch impacts, the contractor shall implement the following at the construction sites as well as the spoilsdisposal site:(i)(ii)(iii)(iv)Provide garbage bins and facilities within the project site for temporarystorageof construction waste and domestic solid waste.Separate solid waste into hazardous, non-hazardous and reusablewastestreams and store temporarily on site in secure facilities with weatherproofflooring and roofing, security fencing and access control and drainage/wastewater collection systems.Ensure that wastes are not haphazardly dumped within the project siteand adjacent areasUndertake regular collection and disposal of wastes to sites approved bylocal authorities.488. Operation. The operation of underground stations will generate wastes fromworkers/employees and passengers. Mitigation measures are as follows:(i)(ii)(iii)Waste collection bins or receptacles shall be provided in various areas at theunderground stations, such as offices and areas accessed by passengers.Garbage shall be regularly collected and shall be disposed consistent withlocal regulationsThe underground stations shall be provided with toilets and septictanks to handle sewage generated by workers and passengers.15. Ecological Resources489. The Da Phuoc site that will receive spoils from the MRT2 project is an active spoils disposal siteand has been used as such for other development projects in HCMC. Detailed field investigationsconducted for this EIA study show that none of the flora and fauna species idenfied in the site areconsidered, rare, threated or endangered. All the recorded species are common in Viet Nam. The area,being mainly utilized as paddy fields and aquaculture ponds prior to its utilization as a spoils disposalsite, has now been largely invaded by grass species in swampy areas. Of the total area of spoilsdisposal site (40 ha), these grass swamplands account for almost 81% or more that 32 ha. As the areais mainly vegetated with common grass species, the potential ecological impacts of disposal of spoilsare not anticipated to be signicant. The contractor will be required to maintain the remaining trees andmangrove stands along the channel embankments where most of these vegetation types in the areaare found.16. Damage to Community Facilities490. Transport of materials and spoils, operation of construction equipment and variousconstruction activities may damage community utilities. The contractor shall implement the followingmeasures to address this impact:(i) The contractor shall immediately repair any damage caused by the Project toproperties (e.g., houses, other types of structures, etc.) community facilities179

such as water supply, power supply, communication facilities and the like.(ii) Access roads damaged during transport of construction materials and otherproject-related activities shall be repaired and maintained to ensure thatthese remain in passable condition to motorists and pedestrian. Such roadsshall be fully restored upon completion of construction works.17. Health and Safety of Workers and the Public491. Construction. The contractor shall ensure that the total area to be provided for the bulk supplysubstation (BSS) at Tao Dan shall take into account the required 15 m safety distance of the BSS andits facilities from surrounding areas based on Viet Nam regulations.492. To ensure health and safety of workers, the following measures shall be implemented by thecontractor:(i)(ii)(iii)(iv)(v)(vi)(vii)(viii)Prior to commencement of site works, the following plans shall be preparedby the contractor, reviewed by the construction supervision consultant (CSC)and approved by ADB: Occupational and Community Health and Safety Plan consistentwith international standards (e.g., the World Bank Group’s Environment,Health and Safety Guidelines of 2007) and Labor Code of Vietnam. ThePlan shall address health and safety hazards associated with tunneling(working in confined space and compressed air, etc.), working at heights,electrocution, excavations, establishment and operation ofconstruction/worker’s camps, use of heavy equipment, transport ofmaterials and other hazards associated with various construction activities.Emergency Response Plan to prevent, mitigate, respond to and recover fromemergency events that could occur due to project activities such asaccidents during tunneling (e.g., tunnel collapse, electrocution, etc.),release of toxic gas during tunneling, spills of hazardous substances,fire, floods, and other crises.Appoint an environment, health and safety manager to look afterimplementation of required environmental mitigation measures, and toensure that health and safety precautions are strictly implemented for theprotection of workers and the general public in the vicinity of constructionareas.Conduct workshop for all workers on helath, safety and environmentalmeasures.Provide first aid facilities that are readily accessible by workers.Provide fire-fighting equipment at the work areas, where appropriate, and atconstruction camps.Provide adequate drainage in workers camps to prevent water logging andformation of breeding sites for mosquitoes.Provide potable water, hygienic sanitation facilities/toilets with sufficientwater supplyEnsure that all wastewater emanating from workers camps, constructioncamps and other project-related activities and facilities are treated consistentwith national regulations.180

(ix)(x)(xi)(xii)(xiii)(xiv)(xv)(xvi)Establish clean canteen/rest area.Provide fencing on all areas of excavation greater than 2 m deep.Provide appropriate personnel safety equipment such as safety boots, helmets,gloves, protective clothes, breathing mask, goggles, and ear protectionImplement precautions to ensure that objects (e.g., equipment, tool, debris,precast sections, etc.) do not fall onto or hit construction workers.Implement fall prevention and protection measures whenever a worker isexposed to the hazard of falling more than two meters, falling into operatingmachinery or through an opening in a work surface. Based on a casespecificbasis, fall prevention/protection measures may include installation ofguardrails with mid-rails and toe boards at the edge of any fall hazard area,proper use of ladders and scaffolds by trained employees, use of fallprevention devices, including safety belt and lanyard travel limiting devices toprevent access to fall hazard, fall protection devices such as full bodyharnesses, etc.Provide sufficient lighting such as in the tunnel areas, undergroundstation excavation sites as well as in other construction areas, as appropriate,to enable safe equipment operation. Provide emergency lighting system ofadequate intensity that is automatically activated upon failure of the principalartificial light source to ensure safe equipment operation, safe shut-down,evacuation, etc.Ensure that sufficient fresh air is supplied at confined work spaces such asthe tunnel and underground station excavation sites. Re-circulation ofcontaminated air is not acceptable. Air inlet filters shall be kept clean andfree of dust and microorganisms; and,Confined spaces (e.g., tunnel) shall be provided with safety measures forventing, monitoring, and rescue operations, to the extent possible.493. The following mitigation measures to ensure public safety shall be implemented by thecontractor:(i)(ii)(iii)(iv)(v)Implement precautions to ensure that objects (e.g., equipment, tool, debris,precast sections, etc.) do not fall onto or hit people, vehicle, and propertiesin adjoining areas.Fencing of construction sites and excavation sites and guarding such areas torestrict public access.Provide warning signs at the periphery of the construction site.Strictly impose speed limits on construction vehicles along residential areasand where other sensitive receptors such as schools, hospitals, and otherpopulated areas are located.Educate drivers on safe driving practices to minimize accidents and toprevent spill of hazardous substances and other construction materials duringtransport.494. Operation. Ventilation systems will be provided in the underground stations. Aircompressors with fans will be used to cool air, before injecting it into stations. Air will be filtered prior toexhaust to the external environment. Under normal conditions the tunnel section of the route willbe ventilated by the piston effects of train movements. A system will be installed to ensure181

circulation of fresh air to meet both normal and emergency requirements and there will beprovisions for sufficient emergency exits.495. Pumps will be installed in the tunnel and underground stations to pump storm water andwastewater. Wastewater treatment systems will be installed at stations to treat sewage prior todischarge to the city systems.496. Communications systems (normal and emergency systems), fire protection, emergencyresponse and evacuation systems will be implemented throughout the Project (tunnel, viaduct anddepot). Back-up electricity and ventilation systems will be installed in the tunnel sections. Thesesystems, shall meet current European safety standards.497. A central operations control centre for the project will be established at the Depot to coordinateproject operation and emergency response procedures.498. Safety and evacuation measures in case of fire and other accidents (e.g., derailment, collision,etc.) shall be developed prior to operation.499. To protect the health and safety of workers and general public during operation ofunderground facilities, MAUR shall ensure that the following plans have been developed and adequatelyresourced. MAUR shall ensure strict implementation of plan provisions throughout operation phase:(i)(ii)18. Traffic ConcernsOccupational Health and Safety Plan for tunnel facilities operation (rail andstations) and train staff in the implementation of such plan.Emergency Response Plan (e.g., in case of fire, collision. derailment, floods,power outage, equipment breakdown, accidents, etc.) covering operationof underground rail and stations. MAUR shall train staff in the implementationof such plan.500. The cut and cover excavation at the station sites the will create traffic, transport andaccessibility impacts for 2-4 years.501. Construction. Construction equipment will be active at the nine underground stations and willimpede the flow of traffic, parking opportunities, and pedestrian mobility and access. At thestations, one half of the station width will be excavated first, constructed and then covered and then theopposite side will be excavated and constructed. This will allow one side of the road to be opento traffic. Traffic control will be required to facilitate two-way movement.502. The work areas shall be isolated and shielded to minimize road encroachment, contain dust andnoise, and provide protection for pedestrians.503. The following measures shall be implemented by the contractor to address impacts to traffic flowand access to properties:(i)Before site works commence, a Traffic Management Plan for the constructionphase shall be prepared by the contractor and shall be reviewed by CSC priorto approval by ADB. The plan shall be designed to ensure that trafficcongestion due to construction activities and movement of constructionvehicles, trucks transporting excavation spoils and other construction wastes,haulage trucks, and equipment is minimized. The plan shall be prepared inconsultation with local traffic officials and People’s Committees at the districtand commune levels. The plan shall identify traffic diversion and182

(ii)(iii)(iv)(v)(vi)(vii)(viii)(ix)(x)(xi)(xii)management, transport mode for spoils disposal (e.g., truck, truck and barge,etc.), define routes for construction traffic from materials storage/parkingareas to construction site and from construction site to waste disposallocations, traffic schedules, traffic arrangements showing all detours/lanediversions, modifications to signaling at intersections, necessary barricades,warning/advisory signs, road signs, lighting, and other provisions to ensurethat adequate and safe access is provided to motorists in the affected areas.Locate construction support facilities such that generation of constructiontraffic trip numbers and lengths are minimized.To allow one side of the road to be open to two-way traffic.Provide signs advising road users that construction is in progress and that theroad narrows to one lane using cones.Employ flag persons to control traffic at the station sites for safety reasonswhen construction equipment is entering or leaving the work area.Lanes through the work site created by rope or flagging, shall be developed tominimize risks and injuries from falling objects.Post traffic advisory signs (to minimize traffic build-up) in coordination withlocal authoritiesProvide road signs indicating the lane is closed 500 m before the worksite.Use traffic cones to direct traffic to move to the open lane.Provide sufficient lighting at night within and in the vicinity of constructionsites.Regularly monitor traffic conditions along access roads to ensure that projectvehicles are not causing congestion.Define and observe schedules for different types of construction traffic trips(e.g., transport of pre-cast sections, haulage of spoils, delivery of constructionmaterials, etc.).(xiii) As much as possible, schedule delivery of construction materials andequipment as well as transport of spoils during non-peak hours.(xiv)(xv)(xvi)Avoid movements of noisy vehicles during night time in vicinity of sensitivereceivers.Implement suitable safety measures to minimize risk of adverse interactionsbetween construction works and traffic flows through provision of temporarysignals or flag controls, adequate lighting, fencing, signage and roaddiversions.Ensure relocation of any affected public transport infrastructure (but stops,shelters etc.) prior to commencement of works(xvii) Provide advance notification to the community regarding changes to publictransport facilities or routes.(xviii) Schedule construction works to minimize extent of activity along linearconstruction site at any one time(xix)Comply with traffic regulations and avoid, where possible, roads with thehighest traffic volumes, high density of sensitive receivers or capacityconstraints are not used as access to and from the construction areas and183

(xx)(xxi)spoils disposal sites.Install temporary accesses to properties affected by disruption to theirpermanent accesses.Reinstate good quality permanent accesses following completion ofconstruction.504. Operation. There should be improved benefits for the Metro users, pedestrians and traffic flowonce construction is completed.19. Cultural and Heritage Resources505. There are no identified sites of cultural or heritage significance along MRT2. However, impactsto archaeological relics could occur in the tunnel section during underground station works.506. Construction. There could be as yet undiscovered archaeological relics associated withconstruction of the 10 underground stations and the tunnel portal. According to the Department ofCulture and Information (DCI), relics are likely to be located to a maximum depth of 5 to 6 m.507. The following ‘chance-find’ principles will be implemented by the contractor throughout theconstruction works to account for any undiscovered items identified during construction works:(i) Workers will be trained in the location of heritage zones within theconstruction area and in the identification of potential items of heritagesignificance(ii)(iii)(iv)(v)Should any potential items be located, the site supervisor will be immediatelycontacted and work will be temporarily stopped in that areaIf the site supervisor determines that the item is of potential significance, anofficer from DCI will be invited to inspect the site and work will be stoppeduntil DCI has responded to this invitationWork will not re-commence in this location until agreement has been reachedbetween DCI and MAUR as to any required mitigation measures, which mayinclude excavation and recovery of the itemA precautionary approach will be adopted in the application of theseprocedures.508. Operation. No impacts to cultural and heritage resources will occur during operation of MRT2.20. Social Conflicts509. It is highly unlikely that contractors will establish construction camps for the MRT2, choosinginstead to house the workers in the community. However, in the event that construction camps areestablished, the presence of such camps may cause conflict with the surrounding communities. Toavoid conflicts with the communities, the contractors will:(i) Provide basic ameneties for the workers such as accommodation, sanitationfacilities, etc. and will ensure proper management of such facilities to avoidconflict with the communities(i) Consider the location of construction camps away from communities in order toavoid social conflict in using resources and basic resources such as watersupply184

(ii) Maximize number of local people employed in construction works.(iii) Maximize goods and services sourced from local commercial enterprises.C. Viaduct and Transition Section510. The viaduct and transition section of the MRT2 runs from Tham Luong Depot to just north ofPham Van Bach Station a distance of 1.3 km. There is 1 elevated station, Tan Binh (Figure 6.1highlights one of many designs that are available for elevated stations).Figure 6.1: Cross-section of an elevated station design511. A casting yard, likely an already established site for Line 1, will be used for concrete formingactivities. All the pre-cast sections of the viaduct, pier columns and cross members will be fabricated inaddition to the tunnel liners.1. Land Acquisition and Resettlement512. Pre-construction. There is little concern on this section for the potential loss of structures,most buildings are stalls set back from the pavement. At the station if the stairs access the medianson the frontage roads, then no structures will be required. Should two bridges span the road andfrontage roads, then some small number of stalls might be dislocated until construction is finished.The line on leaving the median of Duong Truong Chinh for the depot will sever one factory,thereafter, no other structures will be required.2. Unexploded Ordnance (UXO)513. MAUR/PMU2 will engage an authorized group to identify if UXO is a potential threat toworks in the project area. MAUR/PMU2 will commission UXO clearing as necessary and shalladvise the contractor that the site has been cleared prior to commencement of site works.3. Tree Cutting514. The 2 m wide median along Duong Truong Chinh has a number (approximately 84) ofimmature trees that will require clearing, the species are not valuable or rare and can be re-placedfollowing construction. While MAUR commits to replacing trees at 1:1 replacement factor, additional185

trees will be replanted along the project alignment and its vicinity should there be available suitableareas. Trees may be re-planted following construction at these sites or could be planted under or alongthe edge of the viaduct section and in and around the depot.4. Disruption to Community Utilities515. Construction. Utility relocation on this section poses only a limited or short-term concern toresidents in the area. Except for the factory facilities no other structures will be affected. However, tominimize impacts, the contractor shall implement the following measures:i) Water supply pipelines, power supply, communication lines and other utilities shallbe re-provisioned before construction works commenceii) Provisions shall be made to preserve the operation of current facilities in sufficientquantity and in agreement with the local community.iii) Re-provisioning shall be undertaken in coordination with the utility company.iv) Affected households and establishments shall be notified well in advance of suchdisruption.516. Operation. There should be no operational concerns affecting community utilities afterconstruction.5. Spoils Generation517. Construction. Construction of the piers will require removing a 5 m x 5 m area of the medianand asphalt in the roadway. At each pier site, soil removal to -2 m depth within the 5 m x 5 m area will berequired to carry out pile driving and construction of the pier footing/cap and anti-crash barrier. Althoughthe quantity of soil removal for the pier/viaduct section is small, the contractor should ensure thefollowing:518. The following measures shall be implemented by the contractor to minimize impacts due tospoils generation:(i)(ii)(iii)(iv)(v)(vi)(vii)(viii)(ix)(x)Meet the same measures as prescribed for the tunnel spoils unde r the SpoilsDisposal Plan.All asphalt and sidewalk materials removed should be separated and recycledSpoil disposal will only be to DONRE and DOC approved areasThe capacity of disposal sites shall be adequate to accept the quantity ofspoils without alienating areas outside the site boundaries.Disposal of contaminated spoils shall only be to disposal sites equipped andlicensed to handle such wastes.Trucks transporting spoils shall be tightly covered with tarpaulin or other suitablematerials to minimize dust emission and spills.Load-out areas shall be cleaned and watered to ensure no accumulated dustoriginates that could be dispersed to surrounding areas.Wheel washing shall be undertaken to remove mud so as to ensure that accessroads are kept clean.Road surfaces shall be regularly cleaned of spilled spoils;The spoils disposal site shall be adequately protected by avoiding formation of186

(xi)steep slopes and grassing so as to prevent erosion to surface watercourses.Spoil disposal shall not cause sedimentation and obstruction of flowof watercourses, damage to agricultural land and densely vegetated areas.519. Operation There should be no operational concerns affecting soil resources followingconstruction.6. Land Subsidence520. No land subsidence along the viaduct section is anticipated as each pier will have 4 deepdriven piles and topped with a 2 m cap.7. Surface Water521. The line will use viaduct and bridge structures to cross over the Tham Luong Canal. Pierplacement is also designed to be outside of the water course and its embankments. As such, adverseimpacts to surface water are not anticipated.8. Groundwater522. There are no groundwater concerns for the viaduct section.9. Wastewater523. Construction. Excavation for pier placement may result in some small amounts of water,which will have to be pumped out prior to the introduction of concrete piles. A pump and hose candischarge any water to the closest storm drain; thereby, keeping the work area dry.524. Wastewater will also be generated from operation of concrete batch plant/s (CBP) for the viaductconstruction. To ensure that untreated wastewater from the CBP will not be discharged to theenvironment, the contractor will implement similar measures identified for the tunnel and stationcomponents.525. Operation. There are no expected impacts due to project design. Drainage from the viaduct willbe carried to the piers and drain internally to the city storm water system. The elevated station shall beprovided with toilets and septic tanks to handle sewage generated by workers and passengers.10. Drainage/Flooding526. Construction. Earthworks along the viaduct may cause clogging of drainage and result inlocalized flooding. The contractor shall implement the following mitigation measures to address theseimpacts:(i)(ii)(iii)Placement of construction materials, excavated spoils, equipment shall notblock flow of rainwater into canals/drainage structures.Prohibit disposal of waste materials to drainage channels.Regularly inspect and maintain all drainage channels in the vicinity ofconstruction sites to keep these free from obstructions.527. Operation. Flooding could adversely affect the Project at the portal by entering the tunnel.Design engineers are proposing the following three measures to mitigate this concern:(i) Use an arch roof screen to prevent rainfall from entering the underground187

(ii)(iii)section;Use retaining wall system (which acts as foundation for the ached roof).Height of the retaining wall will be higher than the maximum design floodpeak return period of 300 years;Install at tunnel entrance a steel door system. When a flood occurs and themetro is not in operation the doors can be closed. This door system will alsoprovide security for MRT2 when it is not in operation.11. Air Quality528. Construction. During the construction phase, the potential exists for short-term negative airquality impacts along the corridor. The two major sources of emissions from construction are: dustemissions from non-combustion sources and exhaust emissions from construction vehicles andstationary combustion sources. Although the potential for localized air quality impacts of theseactivities may be significant, it is important to note that they will be temporary and localized.529. On the viaduct section there should be minimum dust generated. Only construction of thepile-cap for the piers and the ramps will involve the removal of approximately 5 m x 5 m of soil = 50 m 3 .This can be carried in one to ten truck loads and the dust should be contained.530. It will be the cranes lifting the pre-cast sections of the pier and the viaduct that will causeemissions. Obviously these emissions will add cumulatively to the existing high levels of TSP, and H 2 S;SO2 and NO x. Best management practices should be adopted during construction to minimize dust andcombustion exhaust emissions are the same as those that apply for the underground stationconstruction.531. Operation. There will be no negative impacts on air quality during the operational phaseof the Project. In fact, the viable alternative offered by the Project to the use of private vehicles willreduce the future number of vehicles compared to the business-as-usual case. Such reduction will helprelieve traffic congestion, thereby contributing to improved air quality in the locality12. Noise532. Construction. Noise impacts to the residential and commercial areas along Truong Chinh roadwill occur during construction of the viaduct. Viaduct erection is expected to occur between 24:00 and06:00. As the 2011 noise monitoring between 21:00 to 06:00 demonstrates, high noise level of 81.2dBA was recorded for the Tan Binh station area which exceeds the 55 dBA standard. Daytimemeasurements done in 2008 along the transition and viaduct sections which will connect to Tan Binhstation ranged from 65.7 to 66.8 dBA (standard is 70 dBA) while night time noise levels ranged from60.9 to 63.1 dBA exceeding the 55 dBA QCVN standard.Table 5.6 shows the expected constructionnoise levels to receivers away from the work site (about 15 meters and beyond). These levels exceedboth daytime and nighttime standards. Receptors along Truong Chinh, a 12 lane roadway with medians,are 30 m from the construction area. Similar to the current background levels, the expected noise levelat 30 m exceeds QCVN standard.Table 6.5: Expected construction noise levels for the viaduct sectionDistance (m) 5 m 10 m 15 m 20 m 25 m 30m 35 mL eq (dB) 88.5 82.5 78.9 76.4 74.5 72.9 71.6188

Feasibility Study (2009)533. Pile driving for the pier piles will be carried out using a churn-drill. This is a much quieter machinethan a diesel hammer driver and should significantly reduce noise levels to receivers in the communityAlso, one section of the viaduct can be erected in one day, thereby reducing any prolonged noise atsensitive receivers along the alignment.534. Construction activity and operation of cranes during construction of elevated stations will createan increase in noise levels to receivers in the area, combined with existing traffic noise; the levels maybe extreme, well over 80 dBA for short periods of construction.535. Every opportunity should be taken to make use of natural features on the edge of the right-ofwayor at the property line of the affected property to reduce noise impacts. Use of dedicated noisebarriers such as barrier fences, or retaining walls should be considered during the detailed design stage,where warranted.536. The following measures to attenuate noise shall be implemented by the contractor:(i) Before site works commence, a Noise Control Plan shall be prepared by thecontractor and shall be reviewed by construction supervision consultant(CSC) prior to approval by ADB. The plan shall provide details of mitigationmeasures, specific location and schedule where such measures shall beimplemented to minimize impacts to sensitive receptors (residential areas, etc.)due to construction works, sourcing and transport of construction materials, andother project-related activities.(ii)(iii)(iv)(v)(vi)(vii)(viii)(ix)(x)(xi)Unobtrusive noise barriers near sensitive areas such as residential aras,etc. can also be placed on the edge of the right-of-way should constructionmonitoring indicate an impact to sensitive receivers. Temporary noisebarriers (3-5 meter high) can reduce noise level by 5-10 dB(A).Diesel hammer piling shall be limited in favor of drill piling.Truck drivers and equipment operators shall minimize the use ofhorns.Position any stationary equipment that produce high noise levels (e.g.,portable diesel generators, compressors, etc.) as far as is practical fromsensitive receptors;All construction equipment and vehicles shall be well maintained, regularlyinspected for noise emissions, and shall be fitted with appropriate noisesuppression equipment consistent with applicable national and localregulations.Use only vehicles and equipment that are registered and have necessarypermits.No noisy construction-related activities will be carried out during the night nearsensitive receptors (e.g., residential areas). Such activities shall be restrictedto daylight hours.Impose speed limits on construction vehicles to minimize noise emissionalong areas where sensitive receptors are located (residential areas, etc.).As much as possible, use quiet equipment and working method.Whenever possible, completely enclose noisy equipment which canreduce noise level by 15-25 dB(A), restrict use of noisy equipment (e.g.15 min189

(xii)for every consecutive 30 min period) and undertake sequential operation ofequipment with objective to reduce noise generated;Provide prior notification to the community on schedule of constructionactivities(xiii) Implement community complaints hotline537. Operation The noise from the MRT2 system will consist of both fixed and varying sources. Thevarying source will be the passing of cars on the alignment, while fixed sources will include noiseat stations and noise from ventilation systems, power substations, etc.538. The preliminary design calls for a noise shield to be incorporated into the viaduct, see Figure5.2. In general, elevated alignments have less noise impacts than at grade alignments. In the case ofthe elevated alignments, this is due to the sound being directed upwards and the acousticshielding offered by the structure to receivers located below.539. By examining the sound level duration as the train passes by a receiver provides a morerealistic aspect to the actual intensity of the noise. In Vancouver, Canada, the Skytrain was assessedas to its pass-by noise. The train as it passes is an event lasting about 10 seconds, with themaximum noise lasting between 1 and 2 seconds. Thus in an hour, one could expect 240seconds of train noise, of which less than 48 seconds would be maximum noise. This reducesthe annoyance factor for receivers. Table 5.7 shows the expected unmitigated noise levels at a distancefrom the viaduct.540. Moreover, sound from the trains will diminish with increasing distance from the Project right-ofway.Typically, equivalent sound levels will drop by 3 dBA (there is 3 dB Leq drop for the doublingof distance) reduction for each 10 meters from the line as shown in Table 6.6.Table 6.6: Forecast of operational stage train noise without mitigationDistance (m) 10 20 30 50 70Year 2020 78.3 75.3 72.3 69.3 70.03 carsYear 2030 79.9 76.9 73.9 70.9 67.9Noise Year 2020 76.9 73.9 70.9 67.9 64.9(dB) 4 carsYear 2030 76.7 73.7 71.7 68.0 65.795 cars Year 2020 73.1 70.1 67.19 64.1 61.1Year 2030 76.8 73.8 71.8 69.8 66.8541. Noise from Project activities in the vicinity of stations has tonal character. There is the noise thatthe trains will make when accelerating and decelerating out of and into the stations. There is also thenoise from paging and door signals in the stations. However, in most areas along the proposedroute, the stations will be located in the vicinity of areas of high motor vehicle traffic which willmask this tonal noise.190

Figure 6.2: Noise shield attached to viaduct542. The designers have committed to installing a noise shield on the viaduct, Figure 6.2. Table 6.7shows the expected noise levels with mitigation in place. Train noise with the noise shield in place willproduce less noise than ambient traffic levels. Compared to Table 5.8 there is 20-30 dBA drop innoise level 10m from the operating MRT2 with mitigation in place. Given the existing high ambientnoise levels from the roadway the MRT2 trains will hardly be heard. Moreover, the trains will onlyoperate from 6:00 to 23:30 on a daily basis. Monitoring early in the morning and at 22:00 hrs still showexisting road noise will be louder than the MRT2 trains.Table 6.7: Expected train noise levels with the noise shieldDistance (m) 10 20 30 40 50NoiseLeq(dB)3 cars4 cars5 carsYear 2020 49.8 47.7 47.6 47.5 47.5Year 2030 51.6 49.5 49.3 49.3 49.3Year 2020 51.1 49.1 48.9 48.8 48.8Year 2030 50.8 48.8 48.6 48.5 48.5Year 2020 51.1 49.1 48.9 48.9 48.9Year 2030 53.2 51.3 51.1 51.0 51.0Source MAUR FS, 2009.543. Noise attenuation measures to be implemented during operation phase are shown below:(i) Installation of noise shield on the viaduct(ii) At the station platform, paging and bell signaling volume should be adjusted tothe lowest level where it will not detract from their function.(iii) Noise monitoring shall continue during operation phase to determine and install191

13. Vibrationsuitable noise reduction measures (e.g., unobtrusive noise barriers on theedge of the stations)544. Vibration generated during construction and operation has the potential to causeamenity and physical (structural) impacts at receivers. Construction of the viaduct will generateintermittent vibration, which is defined as interrupted periods of impulsive vibration (e.g. piledriving, excavation).545. The following Table 6.8 presents estimated level of vibration generated by constructionequipment working on the viaduct. These indicate that vibration levels will not exceed the 75 dBstandard prescribed in QCVN27: 2010/BTNMT.Table 6.8: Forecast of vibration levels caused by construction equipmentDistance (m) 5m 10m 15m 20m 25m 30m 35mL Ap (dB) 52.9 46.9 43.4 40.9 38.9 37.3 36.0Source MAUR FS, 2009546. Construction. Equipment working on the viaduct will be cranes and pile drivers. At each piersite four 1000 mm piles of +50m are required to anchor the piers. Piles can either be driven or churneddrilled. Driving H piles with a diesel hammer is exceedingly noisy and creates significant levels ofvibration to the surrounding area. Whereas churned drilled piles are significantly quieter and causeslower vibrations. Tracked cranes will be used to lift pre-cast sections of the piers and viaduct andwill cause some vibration as they move along Duong Truong Chinh.547. The selection of a churned drill pile method will significantly reduce noise and vibration tothe community along the route. Furthermore, because construction will be staggered, and at differentstages of erection, noise and vibration will be intermittent and therefore less of an annoyance toresidents along the route. Equipment will also not be operating at night and monitoring at sensitivereceiver sites will be carried out.548. Operation. Concerns have been raised that trains passing by will create vibration. Thespecifications call for the installation of insulators/anti-vibration devices under the rails therebyreducing noise and vibration. In addition the rails are fastened with resilient fasteners andcontinuously welded. This further reduces vibration and noise. Experience in other parts of theworld where electric sky trains have been built exhibit minimum operating vibration effects. Thenoise shield placed on the viaduct will also help in reducing low frequency vibration effects.192

14. Use of Hazardous Substances549. Construction. Potential contamination of surrounding areas and groundwater may occur due tospills of fuel and other hazardous substances. These impacts will be addressed through implementationof the following measures by the contractors:(i)(ii)(iii)(iv)(v)(vi)(vii)(viii)(ix)15. Solid WasteBefore site works commence, a Spill Management Plan shall be prepared by thecontractor and shall be reviewed by construction supervision consultant(CSC) prior to approval by ADB. The plan shall provide details ofprocedures, responsibilities, resources, documentation and reportingrequirements, training provisions for relevant staff, etc. to avoid spills ofhazardous substances and to effectively respond to such incidents, in casethese occur.Store fuel and hazardous substances in paved areas with embankment. Ifspills or leaks do occur, undertake immediate clean up.Ensure availability of spill clean-up materials (e.g., absorbent pads, etc.)specifically designed for petroleum products and other hazardous substanceswhere such materials are being stored and usedTrain relevant construction personnel in handling of fuels and spill controlprocedures.Ensure all storage containers are in good condition with proper labeling.Regularly check containers for leakage and undertake necessary repair orreplacement.Store hazardous materials above flood level.Equipment maintenance areas shall be provided with drainage leading to anoil-water separator that will be regularly skimmed of oil and maintained toensure efficiency. Discharge of oil contaminated water shall be prohibited.Store waste oil, used lubricant and other hazardous wastes in tightly sealedcontainers to avoid contamination of soil and water resources. Transport andoff-site disposal of such wastes shall be consistent with national andlocal regulations.550. Construction. If not properly handled and disposed of, solid wastes pose health and safetyhazards and are likely to cause nuisance to surrounding communities and the workforce. To avoidsuch impacts, the contractor shall implement the following:(i)(ii)(iii)(iv)Provide garbage bins and facilities within the project site for temporarystorage of construction waste and domestic solid waste.Separate solid waste into hazardous, non-hazardous and reusable wastestreams and store temporarily on site in secure facilities with weatherproofflooring and roofing, security fencing and access control and drainage/wastewater collection systems.Ensure that wastes are not haphazardly dumped within the project site andadjacent areasUndertake regular collection and disposal of wastes to sites approved by localauthorities.193

Operation. The operation of elevated stations will generate solid wastes fromworkers/employees and passengers. Mitigation measures are as follows:(i)(ii)Waste collection bins or receptacles shall be provided in various areas at theelevated stations, such as offices and areas accessed by passengers.Garbage shall be regularly collected and shall be disposed consistent with localregulations16. Damage to Community Facilities551. Transport of materials and spoils, operation of construction equipment and variousconstruction activities may damage community utilities. The contractor shall implement the followingmeasures to address this impact:(i)(ii)The contractor shall immediately repair any damage caused by the Project toproperties (e.g., houses, other types of structures, etc.), community facilitiessuch as water supply, power supply, communication facilities and the like.Access roads damaged during transport of construction materials and otherproject-related activities shall be reinstated upon completion of constructionworks.17. Health and Safety of Workers and the Public552. Construction. To ensure health and safety of workers, the following measures shall beimplemented by the contractor:(i)(ii)(iii)(iv)Prior to commencement of site works, the following plans shall be preparedby the contractor, reviewed by the Construction Supervision Consultantantand approved by ADB: Occupational and Community Health and Safety Planconsistent with international standards (e.g., the World Bank Group’sEnvironment, Health and Safety Guidelines of 2007) and Labor Code ofVietnam. The Plan shall address health and safety hazards associatedwith construction activities (e.g., working at heights, excavations,electrocution, etc.) establishment and operation of construction/worker’scamps, casting yard, use of heavy equipment, transport of materials andother hazards associated with various construction activities.Emergency Response Plan to prevent, mitigate, respond to and recoverfrom emergency events that could occur due to project activitiessuch as accidents, spills of hazardous substances, fire, extreme weatherevents, and other crises.Appoint an environment, health and safety manager to look afterimplementation of required environmental mitigation measures, and toensure that health and safety precautions are strictly implemented for theprotection of workers and the general public in the vicinity of constructionareasConduct orientation for construction workers regarding health and safetymeasures, emergency response in case of accidents, fire, etc., and prevention ofHIV/AIDS and other related diseasesProvide first aid facilities that are readily accessible by workers.194

(v)(vi)(vii)(viii)(ix)(x)(xi)(xii)(xiii)(xiv)(xv)(xvi)(xvii)Provide fire-fighting equipment at the work areas, as appropriate, and atconstruction camps.Provide adequate drainage in workers camps to prevent waterlogging/accumulation of stagnant water and formation of breeding sites formosquitoes.Provide adequate housing for all workers at the construction camps.Provide reliable supply of potable water.Provide separate hygienic sanitation facilities/toilets and bathing areas withsufficient water supply for male and female workersEnsure that all wastewater emanating from workers camps, constructioncamps and other project-related activities and facilities are treated consistentwith national regulationsEstablish clean canteen/rest area.Ensure proper collection and disposal of solid wastes within the constructioncamps consistent with local regulations.Provide fencing on all areas of excavation greater than 2 m deep.Provide appropriate personnel safety equipment such as safety boots, helmets,gloves, protective clothes, breathing mask, goggles, and ear protectionEnsure reversing signals are installed on all construction vehicles.Implement precautions to ensure that objects (e.g., equipment, tool, debris,precast sections, etc.) do not fall onto or hit construction workers.Implement fall prevention and protection measures whenever a worker isexposed to the hazard of falling more than two meters, falling into operatingmachinery or through an opening in a work surface. Based on a casespecificbasis, fall prevention/protection measures may include installation ofguardrails with mid-rails and toe boards at the edge of any fall hazard area,proper use of ladders and scaffolds by trained employees, use of fallprevention devices, including safety belt and lanyard travel limiting devices toprevent access to fall hazard, fall protection devices such as full bodyharnesses, etc.553. The following mitigation measures to ensure public safety shall be implemented by thecontractor:(i)(ii)(iii)(iv)(v)(vi)Implement precautions to ensure that objects (e.g., equipment, tool, debris,precast sections, etc.) do not fall onto or hit people, vehicle, and propertiesin adjoining areas.Fencing of construction sites and excavation sites and guarding such areas torestrict public access.Prior to excavation work, provide fencing on all sides of areas to beexcavated.Provide warning signs at the periphery of the construction site.Strictly impose speed limits on construction vehicles along residential areasand where other sensitive receptors are located.Educate drivers on safe driving practices to minimize accidents and to195

prevent spill of hazardous substances and other construction materials duringtransport.554. Operation. To protect the health and safety of workers and general public during viaductoperations, MAUR shall ensure that the following plans have been developed and adequatelyresourced. MAUR shall ensure strict implementation of plan provisions throughout operation phase:(i)(ii)Occupational Health and Safety Plan for viaduct operation and train staff inthe implementation of such plan.Emergency Response Plan (e.g., in case of fire, extreme weather events, poweroutage, equipment breakdown, accidents, etc.) covering operation of viaductand above-ground stations. MAUR shall train staff in the implementation ofsuch plan.18. Traffic Concerns555. Construction. Pier and viaduct construction will occur in the median of Duong TruongChinh (see Appendix 4). Excavation and cranes will require a working easement that will reducethe current 4 lanes of traffic to three lanes in each direction. This will cause traffic jams and time delaysto the road users.556. The duration of this impact, however, will be short. It will likely take about 5-7 days toexcavate, pile and pour the pile cap. This operation will be the most intensive activity and occurring allalong the alignment. The erection of the piers and viaduct will take one day per section. In order to avoidtraffic congestion and problems the erection will occur at night. The movement of equipment alongthe alignment will reduce the length and degree of disturbance and annoyance to local residents.557. The following measures shall be implemented by the contractor to address impacts to trafficflows and access to properties:(iii)(iv)(v)(vi)(vii)Before site works commence, a Traffic Management Plan for the constructionphase shall be reviewed by construction supervision consultant (CSC) prior toapproval by ADB. The plan shall be designed to ensure that trafficcongestion due to construction activities and movement of constructionvehicles, haulage trucks, and equipment is minimized. The plan shall beprepared in consultation with local traffic officials and people’s committees atthe district and commune levels. The plan shall identify traffic diversion andmanagement, transport mode for spoils disposal (e.g., truck, truck and barge,etc.), define routes for construction traffic from materials storage/parkingareas to construction site and from construction site to waste disposallocations, traffic schedules, traffic arrangements showing all detours/lanediversions, modifications to signaling at intersections, necessary barricades,warning/advisory signs, road signs, lighting, and other provisions to ensurethat adequate and safe access is provided to motorists in the affected areas.Provide signs advising road users that construction is in progress and that theroad narrows to one lane using cones.Employ flag persons to control traffic at the station sites for safety reasonswhen construction equipment is entering or leaving the work area.Lanes through the work site created by rope or flagging, shall be developed tominimize risks and injuries from falling objects.As much as possible, lifting and placing of the pre-cast pier and viaduct196

(viii)(ix)(x)(xi)(xii)(xiii)sections will be done at night to minimize traffic congestion.Post traffic advisory signs (to minimize traffic build-up) in coordination withlocal authoritiesProvide road signs indicating the lane is closed 500 m before the worksite.Use traffic cones to direct traffic to move to the open lane.Provide sufficient lighting at night within and in the vicinity of constructionsites.Regularly monitor traffic conditions along access roads to ensure that projectvehicles are not causing congestion.Define and observe schedules for different types of construction traffic trips(e.g., transport of pre-cast sections, haulage of spoils, delivery ofconstruction materials, etc.).(xiv) As much as possible, schedule delivery of construction materials andequipment as well as transport of spoils during non-peak hours.(xv)(xvi)Avoid movements of noisy vehicles during night time in vicinity of sensitivereceivers.Implement suitable safety measures to minimize risk of adverse interactionsbetween construction works and traffic flows through provision of temporarysignals or flag controls, adequate lighting, fencing, signage and roaddiversions.(xvii) Ensure relocation of any affected public transport infrastructure (but stops,shelters etc.) prior to commencement of works(xviii) Provide advance notification to the community regarding changes to publictransport facilities or routes.(xix) Schedule construction works to minimize extent of activity along linearconstruction site at any one time(xx)Comply with traffic regulations and avoid, where possible, roads with thehighest traffic volumes, high density of sensitive receivers or capacityconstraints are not used as access to and from the construction areas andspoils disposal sites.(xxi) Install temporary accesses to properties affected by disruption to theirpermanent accesses.(xxii)Reinstate good quality permanent accesses following completion ofconstruction.558. Operation. There will be no traffic concerns once the pier and viaduct sections are installed.19. Social Conflicts559. It is highly unlikely that contractors will establish construction camps for the MRT2, choosinginstead to house the workers in the community. However, in the event that construction camps areestablished, the presence of such camps may cause conflict with the surrounding communities. Toavoid conflicts with the communities, the contractors will:(i) Provide basic ameneties for the workers such as accommodation, sanitationfacilities, etc. and will ensure proper management of such facilities to avoid197

conflict with the communities(ii) Consider the location of construction camps away from communities in orderto avoid social conflict in using resources and basic resources such as watersupply(iii) Maximize number of local people employed in construction works(iv) Maximize goods and services sourced from local commercial enterprises20. Long-term Residual Environmental Effects for the Viaduct Section560. There are positive socio-economic benefits to the residents, students and commercialestablishments in the local community from the project. The construction of a metro line network willoffer a wider choice of transport modes and more equitable access to transport choices forpassengers wishing to access employment, education or commercial facilities.D. Depot561. There will be two tender packages developed for the construction of the Depot site. Onetender package calls for construction of the enabling works (construction of the two administrativebuildings, temporary fencing, temporary access road, and lighting and security facilities). As ofNovember 2011, construction of the main advance enabling works (administration buildings) covered inthe IEE has not yet started. Developments that have been introduced within the 3.4 hectare are siteclearing and capping with sand, temporary perimeter fence, an unsealed temporary access road, somelighting and a shed for a security personnel. It is anticipated that construction of permanent advanceenabling depot works (buildings) will only commence in early 2013. Once the detailed design hasselected from one of the three options (Chapter VII) for the Depot layout another tender will be called toexpand the current site for advance enabling works from 3.4 ha to 25 ha, remove poor soils, fill and raisethe site, construct the permanent access road, fence, rails, workshops, and water system.562. The depot will consist of three main areas: a maintenance workshop for rolling stock, stablingareas for rolling stock, parking for operating staff and an Operations Control Centre (OCC), and anadministrative building (administrative, maintenance and operating staff). The secondary worksinclude:(i)(ii)(iii)(iv)(v)Peripheral fence: peripheral wall which will delimit the depot area from thesurrounding areaRoads and parking area: all asphalted designed to withstand traffic loads inthe depot areaGreen area: a vegetated area composed of grass and shrubsTrack area: all suitably designed to withstand metro traffic loadsServices: sewerage, drainage, telecommunication, water supply, energysupply1. Geotechnical Concerns563. The depot area was identified in the 2009 Feasibility Study as having poor andcompressible soils. It will require soil consolidation to withstand loads from the buildings, theequipment, tracks and road area. Since acquiring the property MAUR has been filling the site(enabling works contract), with sand after removing the black or compressible soils. This pre-loading hasresulted in over 1 m of material capping in preparation for construction. No geotechnical report or198

detailed design drawings have been received or reviewed regarding the site filling.564. Construction. Without proper engineering measures to ensure consolidation, differentialsettlement could result creating pier, viaduct and track alignment concerns. Moreover, utilityconduits such as water lines and electrical systems may also be adversely affected by settlement.There are a number of options that can reduce settlement and ensure compaction. In order tosupport the infrastructure piles will have to be driven for the rail tracks, the ramp, the buildings and theworkshops. Pile driving should be carried out using a vibratory pile system because the soils arecompressible. This type of piling also has a low noise signature.565. Operation. With a piled base, settlements should be limited. However, settlement will still occurand incremental soil and or paving may be required in the foreseeable future.2. Soil Contamination/Hazardous Substances566. The MVA EIA indicated that the Depot site had soil samples with Cu values that were abovepermissible levels. However, no sampling for pesticides was undertaken even though the areahad been an intensive market garden area.567. Construction. Prior to capping the site, removal of the black soils will have reduced the soiltoxicity. With the capping of 0.6 – 1.5 m of sand, the site has been altered sufficiently that anycontaminated soil that existed, and was not removed, can no longer be reached and assessed. Thesand layer is highly permeable and will allow any kinds of liquid spill to seep through with little retention.This could increase the risk of a potential long-term groundwater and soil pollution issues.568. Potential contamination of groundwater may occur due to spills of fuel and other hazardoussubstances. These impacts can be addressed through implementation of the following measures bythe contractors:(i)(ii)(iii)(iv)(v)(vi)(vii)Before site works commence, a Spill Management Plan shall be prepared by thecontractor and shall be approved by construction supervision consultant(CSC) prior to approval by ADB. The plan shall provide details ofprocedures, responsibilities, resources, documentation and reportingrequirements, training provisions for relevant staff, etc. to avoid spills ofhazardous substances and to effectively respond to such incidents, in casethese occur.Store fuel and hazardous substances in paved areas with embankment. Ifspills or leaks do occur, undertake immediate clean up.Ensure availability of spill clean-up materials (e.g., absorbent pads, etc.)specifically designed for petroleum products and other hazardous substanceswhere such materials are being stored and used.Train relevant construction personnel in handling of fuels and spill controlprocedures.Ensure all storage containers are in good condition with proper labeling.Regularly check containers for leakage and undertake necessary repair orreplacement.Store hazardous materials above flood level.(viii) Equipment maintenance areas shall be provided with drainage leading to an oilwaterseparator that will be regularly skimmed of oil and maintained to ensureefficiency. Discharge of oil contaminated water shall be prohibited.199

(ix)(x)Store waste oil, used lubricant and other hazardous wastes in tightly sealedcontainers to avoid contamination of soil and water resources. Transport andoff-site disposal of such wastes shall be consistent with national andlocal regulations.The back-up well shall be designed and constructed such that surface pollution isprevented from percolating downward along the annular space between theborehole and the well casing.569. Operation. An industrial wastewater treatment plant is to be constructed at the depot to ensurethat relevant QCVN standards and requirements are met prior to recycling and discharge to the citydrainage network. The treatment plant should be designed to remove pollution, debris and reuseof the water. Improper handling of hazardous substances at substations and other depotfacilities are likely to cause adverse impacts. Mitigation measures to be implemented to addresspotential impacts on water resources are as follows:(i)(ii)(iii)(iv)(v)(vi)(vii)(viii)(ix)(x)(xi)(xii)3. Surface WaterWastewater shall be treated at the depot’s industrial treatment plant to ensurethat relevant QCVN standards and requirements are met.In the vehicle washing, maintenance area and wheel lathe pits, drains shallbe linked to the industrial water treatment plant.Drainage emanating from the depot workshops will be equipped with oilinterceptors. Oil-drip pans shall be used where appropriate to avoidcontamination of the environment.Office buildings shall be provided with toilets and septic tanks or drainto sewers to handle domestic sewage.The sewer system will be designed to prevent leakage or overflow of wastewater that could contaminate the surrounding areas.All hazardous and potentially contaminating materials (chemicals, fuels, oils,etc.) and equipment that contain hazardous substances shall be stored infacilities with weatherproof flooring and roofing, security fencing andaccess control and drainage/wastewater collection systems.PCB-containing equipment shall not be used.Leaks shall be repaired immediately and waste oil shall be stored anddisposed of consistent with applicable laws and regulations.Diesel generators shall be placed on concrete floors with embankment.There shall be provisions for concrete-lined transformer bays as well asdrainage and oil-water separator to handle spills, leaks and oily water run-offthat could emanate from the transformers.Ensure availability of spill clean-up materials (e.g., absorbent pads, etc.)specifically designed for petroleum products and other hazardous substanceswhere such materials are being stored and used.A groundwater quality monitoring program shall be implemented to ensure thatgroundwater for domestic purposes are adequately treated to meetapplicable QCVN standards (based on the monitoring results).570. There are no anticipated adverse impacts on surface water during construction of thedepot. Surface water is confined to ponds that will be filled and the canal that is on the boundary of the200

depot is highly contaminated. The depot will be equipped with a wastewater treatment facilityto ensure that effluent discharge complies with applicable national standards.4. Wastewater571. The construction of the depot will require operation of a concrete batch plant/s (CBP). To ensurethat untreated wastewater from the CBP will not be discharged to the environment, the contractor willimplement similar measures identified for the tunnel and station components.5. Drainage572. Earthworks and other construction activities at the depot may cause alteration todrainage patterns in the area and could cause localized flooding. The contractor shall implement thefollowing mitigation measures to address such impact:(i)(ii)(iii)(iv)6. Air QualityAvoid placement of construction materials, waste storage areas or equipmentin or near drainage channels surrounding the Depot.Prohibit disposal of waste materials to drainage channels.In case existing drainage ditch is filled-up as required for the construction works,provide alternative drainage for rainwater.Regularly inspect and maintain all drainage channels to keep these free ofobstructions.573. Construction. Air quality sampling reported in the GOV EIA (2008) at the Depot site found theconcentration of air pollutants (NO2, SO2, CO, HC) and suspended particulates are below thestandard limits. Concentration of dust along the access road to the depot is 1.to 11/2 times higherthan permissible limits.574. Emissions from construction equipment and dust generation are short-term impacts that will begenerated during construction of depot facilities. Emissions are not expected to create any significantconcerns because of the size and openness of the site. However, dust generation will resultfrom transport of construction materials, grading the track area, construction of the internal roadsystem and parking areas.575. To reduce gaseous and dust emission during construction, the contractor shall implement thefollowing measures:(i) Before site works commence, a Dust Control Plan shall be prepared by thecontractor and shall be reviewed by construction supervision consultant(CSC) prior to approval by ADB. The plan shall provide details of mitigationmeasures, specific location and schedule where such measures shall beimplemented to minimize impacts to sensitive receptors (residential areas,etc.) due to construction works; operation of concrete batch plants; sourcing,storage and transport of construction materials, and other project-relatedactivities.(ii)(iii)Wherever possible, use electrically-powered equipment rather than gas ordiesel-powered equipmentPosition any stationary emission sources (e.g., portable diesel generators,compressors, etc.) as far as is practical from sensitive receptors;201

(iv)(v)(vi)(vii)(viii)(ix)(x)(xi)(xii)(xiii)(xiv)(xv)(xvi)(xvii)Use only vehicles and equipment that are registered and have necessarypermits.Burning of wastes generated at the construction sites, work camps and otherproject-related activities shall be strictly prohibited.Construction equipment and vehicles shall be well-maintained and shall meetnational QCVN emission standards.Specify the use of clean fuels such as ultra-low sulphur diesel in dump trucksand other heavy-duty diesel vehicles and/or equipment, in conjunction withthe use of particulate trap control devices, as well as catalytic converters, toavoid excessive diesel emissions.Keep stockpiles moist and cover vehicles with tarpaulin sheets or othersuitable materials to minimize dust emission and prevent spillage of materials(e.g., soil, cement, stone, sand, aggregates, etc.).Provide temporary covers (e.g., tarpaulins, grass, etc.) on long term materialsstockpiles.Concrete mixing areas at the Depot site shall be located at least 300 m fromthe nearest residential area.Clean road surfaces of debris/spills from construction equipment andvehicles.Install temporary fencing or barriers around particularly dusty activities invicinity of sensitive receiversEnsure availability of water trucks on site and if the works surface and accessroads near sensitive receptors (i.e., residential areas, roadside tea and foodstalls, and other sensitive receptors) are dry and dusty, spray water on theexposed surfaces to reduce dust emission.All construction equipment and machinery shall be fitted with emission controlequipment in full compliance with the national (QCVN) and local regulations.Fuel-efficient and well-maintained haulage trucks will be used to minimizeexhaust emissions. Smoke belching vehicles and equipment shall not beallowed and shall be removed from the project.Impose speed limits on construction vehicles to minimize road dust in areaswhere sensitive receptors are located.Locations for stockpiling material at the depot area will be at least 100 m fromthe nearest residential sensitive receivers.(xviii) Undertake immediate repairs of any malfunctioning construction vehicles andequipment.(xix) Discourage idling of engines(xx) Provide prior notification to the community on schedule of constructionactivities(xxi) Implement community complaints hotline576. Operation. To minimize odor generation, wastewater treatment facilities shall beproperly maintained and solid wastes regularly removed from the depot area to disposal sitesapproved by local authorities. Burning of waste materials shall be prohibited and idling ofvehicles minimized. Back-up diesel generators to be used durin gpower interruptions shall be202

maintained regularly to ensure emissions comply with QCVN standards.7. Noise577. Construction. Two sampling sites were established in 2008 within and around the Depot areaand monitoring took place from 6 AM to 10 PM. Daytime Leq ranged from 58.8- 68.5 and night timevalues were from 56.5 to 62.9. The dBA max ranged from 68.7 to 84.2 during the daytime with nighttime values ranging from 68.7 to 77.3. All the measured values exceeded the GOV limits ofdaytime 60 dBA and night time 55 dBA.578. The site will have high noise levels during three to four years of construction, althoughambient measurements in 2008 (CEPT) indicate existing high noise levels. Table 6.9 provides theanticipated noise levels of construction equipment working at various distances from a receiver.The depot area is 25 ha in size. Noise impacts from construction are expected to be in the low 70’s,very similar to existing daytime ambient measurements by CEPT in 2008.Table 6.9: Anticipated construction equipment noise levels at the DepotDistance (m) 5 10 15 20 25 30 35L Ap (dB) 88.5 82.5 78.9 76.4 74.5 72.9 71.6CEPT 2008579. Permanent noise barriers are not required at the Depot. Once construction has ceased, theactivities within the depot should result in ambient noise levels at existing community noise levels.Mitigation measures to be implemented by contractors to reduce noise levels from constructionworks are listed below:(i)(ii)(iii)(iv)(v)(vi)Before site works commence, a Noise Control Plan shall be prepared by thecontractor and shall be reviewed by construction supervision consultant(CSC) prior to approval by ADB. The plan shall provide details of mitigationmeasures, specific location and schedule where such measures shall beimplemented to minimize impacts to sensitive receptors (residential areas, etc.)due to construction works, sourcing and transport of construction materials,and other project-related activities.All construction equipment and vehicles shall be well maintained, regularlyinspected for noise emissions, and shall be fitted with appropriate noisesuppression equipment consistent with applicable national and localregulations.Use only vehicles and equipment that are registered and have necessarypermits.No noisy construction-related activities near sensitive receptors (such asresidential areas, etc.) will be carried out during the night. Such activities shallbe restricted to daylight hours.Truck drivers and equipment operators shall minimize the use of horns.Impose speed limits on construction vehicles to minimize noise emission alongareas where sensitive receptors are located (houses, etc.).(vii) Provide temporary noise barriers (3-5 meter high barrier can reduce 5-10dB(A), as necessary, if depot works will generate high noise levels that could203

(viii)(ix)(x)(xi)disturb nearby households and other sensitive receptors.As much as possible, use quiet equipment and working method.Whenever possible, completely enclose noisy equipment which can reducenoise level by 15-25 dB(A), restrict use of noisy equipment (e.g.15 min for everyconsecutive 30 min period) and undertake sequential operation ofequipment with objective to reduce noise generated;Provide prior notification to the community on schedule of constructionactivitiesImplement community complaints hotline580. Operation. Trains in the depot area will only be traveling between 7-20 km/h. Trains will alsonot be banging into each other like freight/goods carriages. Grinding and other maintenanceactivities that will generate high noise levels will occur inside the maintenance sheds. The specificationsalso call for the installation of insulators/anti-vibration devices under the rails thereby reducingnoise and vibration. In addition the rails are fastened with resilient fasteners and continuously welded.This further reduces vibration and noise. Noise mitigation measures (e.g., enclosure) shall beprovided for the back-up diesel generator(s) to ensure that high noise levels will not impact onsurrounding sensitive receptors. While the noise levels are not expected to cause nuisance to thelocal community, noise monitoring will continue during the operation to determine and provide noiseabatement measures, if necessary. Noise sampling shall also be conducted in response to complaints.8. Solid Waste581. Construction. If not properly handled and disposed of, solid wastes poses health and safetyhazards and are likely to cause nuisance to surrounding communities and the workforce. To avoidsuch impacts, the contractor shall implement the following:(i)(ii)(iii)(iv)Provide garbage bins and facilities within the project site for temporarystorage of construction waste and domestic solid waste.Separate solid waste into hazardous, non-hazardous and reusable wastestreams and store temporarily on site in secure facilities with weatherproofflooring and roofing, security fencing and access control and drainage/wastewater collection systemsEnsure that wastes are not haphazardly dumped within the project site andadjacent areasUndertake regular collection and disposal of wastes to sites approved by localauthorities.582. Operation. The maintenance works as well as workers/employees at the Depot offices willgenerate solid wastes. Mitigation measures are as follows:(i)(ii)(iii)Offices, workshops and other areas within the depot shall be provided withwaste collection bins or receptacles.Solid wastes shall be segregated into hazardous, non-hazardous andreusable waste streams and stored temporarily on site in securefacilities with weatherproof flooring and roofing, security fencing andaccess control and drainage/wastewater collection systems.Garbage shall be regularly collected and shall be disposed consistent with localregulations204

(iv)Wastes shall only be disposed of in approved sites by local authorities.9. Damage to Community Facilities583. Construction. Transport of materials, operation of construction equipment and variousconstruction activities may damage community utilities. The contractor shall implement thefollowing measures to address this impact:(i)(ii)The contractor shall immediately repair any damage caused by the Project toproperties (e.g., houses, other types of structures, etc.), community facilitiessuch as water supply, power supply, communication facilities and the like.Access roads damaged during transport of construction materials and otherproject-related activities shall be reinstated upon completion of constructionworks.584. Operation. Adverse impacts to community facilities are not anticipated during operation phase.10. Traffic Concerns585. Construction. Construction activities may cause traffic congestion along access roads due totransport of materials and operation of other project-related vehicles. To minimize traffic disturbance,the contractor shall undertake the following:(i)(ii)(iii)(iv)Before site works commence, a Traffic Management Plan for the constructionphase shall be reviewed by construction supervision consultant (CSC) prior toapproval by ADB. The plan shall be designed to ensure that trafficcongestion due to construction activities and movement of constructionvehicles, haulage trucks, and equipment is minimized. The plan shall beprepared in consultation with local traffic officials and people’s committees atthe district and commune levels. The plan shall identify traffic diversion andmanagement, transport mode for spoils disposal (e.g., truck, truck and barge,etc.), traffic schedules, traffic arrangements showing all detours, necessarybarricades, warning/advisory signs, road signs, lighting, and otherprovisions to ensure that adequate and safe access is provided to motoristsin the affected areas.Post traffic advisory signs (to minimize traffic build-up) in coordination with localauthoritiesAs much as possible, schedule delivery of construction materials and equipmentduring non-peak hours.Regularly monitor traffic conditions along access roads to ensure that projectvehicles are not causing congestion.586. Operation. Adverse effects to traffic flow are not anticipated during operation phase.11. Health and Safety of Workers and the Public587. Construction. The contractor shall ensure that the total area to be provided for the bulk supplysubstation (BSS) at the Depot shall take into account the required 15 m safety distance of the BSSand its facilities from surrounding areas based on Viet Nam regulations.588. To ensure health and safety of workers, the following measures shall be implemented by thecontractor:205

(i)(ii)(iii)(iv)(v)(vi)(vii)(viii)(ix)(x)(xi)(xii)(xiii)Prior to commencement of site works, the following plans shall be preparedby the contractor, reviewed by the Construction Supervision Consultant andapproved by ADB:Occupational and Community Health and Safety Plan consistentwith international standards (e.g., the World Bank Group’s Environment,Health and Safety Guidelines of 2007) and Labor Code of Vietnam.The Plan shall address health and safety hazards associated withconstruction activities (e.g., excavations, working at heights, electrocution,etc.), establishment and operation of construction/worker’s camps, use ofheavy equipment, transport of materials and other hazards associatedwith various construction activities.Emergency Response Plan to prevent, mitigate, respond to and recoverfrom emergency events that could occur due to project activities such asaccidents, spills of hazardous substances, fire, extreme weather events,and other crises.Appoint an environment, health and safety manager to look after implementationof required environmental mitigation measures, and to ensure that health andsafety precautions are strictly implemented for the protection of workers andthe general public in the vicinity of construction areasConduct orientation for construction workers regarding health and safetymeasures, emergency response in case of accidents, fire, etc., andprevention of HIV/AIDS and other related diseasesProvide first aid facilities that are readily accessible by workers.Provide fire-fighting equipment at the work areas, as appropriate, andat construction camps.Provide adequate drainage in workers camps to preventwater logging/accumulation of stagnant water and formation ofbreeding sites for mosquitoes.Provide adequate housing for all workers at the construction camps.Provide reliable supply of potable waterProvide separate hygienic sanitation facilities/toilets and bathing areaswith sufficient water supply for male and female workersEnsure that all wastewater emanating from workers camps, constructioncamps and other project-related activities and facilities are treated consistentwith national regulationsEstablish clean canteen/rest area.Ensure proper collection and disposal of solid wastes within the constructioncamps consistent with local regulations.Provide fencing on all areas of excavation greater than 2 m deep.(xiv) Provide appropriate personnel safety equipment such as safety boots,helmets, gloves, protective clothes, breathing mask, goggles, and earprotection(xv)(xvi)Ensure reversing signals are installed on all construction vehicles.Implement precautions to ensure that objects (e.g., equipment, tool, debris,206

precast sections, etc.) do not fall onto or hit construction workers.(xvii) Implement fall prevention and protection measures whenever a worker isexposed to the hazard of falling more than two meters, falling into operatingmachinery or through an opening in a work surface. Based on a casespecificbasis, fall prevention/protection measures may include installationof guardrails with mid-rails and toe boards at the edge of any fall hazardarea, proper use of ladders and scaffolds by trained employees, use of fallprevention devices, including safety belt and lanyard travel limiting devicesto prevent access to fall hazard, fall protection devices such as full bodyharnesses, etc.589. The following mitigation measures to ensure public safety shall be implemented by thecontractor:(i)(ii)(iii)(iv)(v)(vi)Implement precautions to ensure that objects (e.g., equipment, tool, debris,precast sections, etc.) do not fall onto or hit people, vehicles andproperties in adjoining areas.Fencing of construction sites and regular patrols to restrict public access.Prior to excavation work, provide fencing on all sides of areas to beexcavated.Provide warning signs at the periphery of the construction site.Strictly impose speed limits along residential areas and where othersensitive receptors are located.Educate drivers on safe driving practices to minimize accidents and toprevent spill of hazardous substances and other construction materials duringtransport.590. Operation. To protect the health and safety of workers and general public during depotoperations, the following measures shall be implemented:(i)(ii)12. Social ConflictsPrior to operation of the depot, MAUR shall ensure that the following planshave been developed and adequately resourced. MAUR shall ensure thatplan provisions are strictly implemented throughout operation phase:Occupational Health and Safety Plan for all components of depotoperation and train staff in the implementation of such plan.Emergency Response Plan (e.g., in case of fire, extreme weather events,floods, power outage, equipment breakdown, accidents, spills ofhazardous substances, etc.) covering all components of depotoperation and train staff in the implementation of such plan.The depot site will be fenced and access will be restricted to authorizedpersonnel to avoid safety risks to the public.591. It is highly unlikely that MAUR’s contractors will establish construction camps for the MRT2,choosing instead to house the workers in the community. However, should a construction camp housingbe adopted, the following should be considered. The presence of construction camps may cause conflictwith the surrounding communities, these will be addressed by:(i)Consider the location of construction camps away from communities in order207

to avoid social conflict in using resources and basic amenities such as watersupply.(ii) Maximize number of local people employed in construction works.(iii) Maximize goods and services sourced from local commercialenterprises.13. Long-term Residual Effects592. There are no long-term residual negative impacts predicted for the Depot site. There are onlypositive socio-economic benefits to the local community from the project.E. Greenhouse Gas Emissions593. During construction, the Project will release emissions of CACs and GHGs from the operation ofconstruction vehicles and equipment. There will also be indirect GHG emissions associated withadditional electricity generation required for tunnel boring activities. When the MRT2 Line is in operation,emissions of CACs and GHGs in area are expected to be reduced through the displacement of dieselbuses, cars and motorcycles that are currently operating along the Project corridor and by providing analternative to the use of private vehicles. This reduction in emissions will be partially offset by anincrease in the frequency of buses servicing the MRT2 Line and by indirect GHG emissions associatedwith additional electricity generation required to power the Line.594. During construction, the potential exists for short-term air quality impacts due to direct emissionsfrom fossil-fuelled construction equipment and indirect emissions associated with the production ofcement for use in concrete. However, these effects will be temporary and localized. GHG emissionsassociated with the construction stage of the Project are expected to be consistent with other projects ofthis scale.595. During operations, the MRT2 Line is expected to reduce air emissions of common aircontaminants (CACs) which includes carbon monoxide (CO), particulate matter (PM), nitrogen dioxide(NO 2 ), sulphur dioxide (SO 2 ), volatile organic compounds (VOCs), and ammonia (NH 3 ); and GHGs suchas carbon dioxide (CO 2 ), methane (CH 4 ), and nitrous oxide (N 2 O) within the project area by providing analternative to the use of private vehicles. During operations, the main sources of emissions attributableto the Project will be the generation of electricity and the increased operation of buses serving the Line.The reduction in vehicle emissions that occurs as a result of Project operation is expected to offset theemissions associated with the generation of the system’s electrical power supply and bus596. Greenhouse gas (GHG) emissions due to direct sources (e.g., exhaust from constructionequipment and vehicles) during project construction are not expected to exceed ADB’s significancethreshold of 100,000 tonnes of CO2 equivalent per year. During operation, estimated GHG emissionsbased on IFC’s Performance Standard 3 are also not anticipated to exceed the threshold as shown inTable 6.10. Based on the current power generation mixture source for HCMC, the total CO2 emissionsper year due to indirect sources associated with electricity purchased for project consumptionwould only be about 35.25 per cent of the threshold.208

Table 6.10: Estimated project GHG emissions (CO2 equivalent/yr) by year 2030PowergenerationtypeGenerating capacitywhich correspondsto 100,000 MTCO2equivalent/yr aCO2e/yr perMW (metricton)% electricityused byHCMC fromnational grid bElectricity forHCMCMRT2 c (MW)HCMCMRT2CO2e/yr(metric ton)coal-fired powergeneration18 MW 5,556 15 2.4 13,500oil-fired powergeneration25 MW 4,000 11 1.8 7,128gas-fired powergeneration41 MW 2,439 37 6.0 14,620hydropower - - 37 6.0 -100 16.2 35,248a Based on IFC Guidance Note 3: Pollution Prevention and Abatement, July 2007b Source: Electricity Regulatory Authority of Viet Nam, 2008c Based on 16.2 MW power requirement for year 2030F. Cumulative and Induced Impacts597. Cumulative impacts pertain to impacts from further planned development of the project, othersources of similar impacts in the geographical area, any existing project or condition, and other projectrelateddevelopments that are realistically defined at the time of the assessment.598. For the purpose of identifying the potential cumulative impacts of the Project, the spatialboundary is defined as the area around the Depot, the rights-of-way along the streets and the sites ofthe underground stations. The spatial boundary also includes the northwestern and downtownareas of HCMC, particularly within 1 to 2 km direct influence-walking distance from the stations.Within these areas, bus route restructuring as well as creation of multi modal station interchanges anddevelopment of a city parking plan will also be implemented as part of the Sustainable UrbanTransport project to enhance station access for drop-off and pick-up of passengers therebyincreasing ridership and travel time savings.It is also anticipated that passengers will shop or dine inand around these stations prior to going to work or on the way home. Since other metro lines willoverlap with the Project, the spatial boundary also covers areas such as central and southernHCMC for Line 1 to be constructed from 2012 to 2017; northern and central HCMC for Line 2(2014 to 2019), central and southwestern HCMC for extension of Line 2 (2020 to 2025), southernHCMC for Line 3 extension (2014 to 2019), central HCMC for Line 4 (2020 to 2025), and centraland southwest HCMC for Line 5 (2020 to 2025). Given these data, the temporal boundary extendsup to 2025.599. Along with other metro lines to be constructed in HCMC, the Project’s contribution to cumulativeimpacts will result in positive long-term benefits in urban air quality, public health, safety, and travel timesavings. The metro lines will provide fast, frequent and convenient rapid transit service. These willprovide an added transportation alternative, facilitate economic growth and development and enhanceconnectivity to the wider transit network for residents and businesses in HCMC. By increasing overalltransit capacity and providing a viable transportation option versus single occupancy vehicles, the209

metros will reduce the use of personal vehicles, increase the transit mode share and will contribute tocommunity re-development through the stimulation of future concentrated and mixed land use, as wellas a positive business environment. The metros will contribute to environmental sustainability initiativesby reducing regional car trips and the need to expand the existing road network, thereby preservingcommunity livability and green space, encouraging pedestrian and bicycle traffic along the corridor andreducing greenhouse gas (GHG) emissions.Project operation is expected to have a positive effecton air quality and specifically, GHG emissions based on the anticipated reduction in futurevehicle use. Given this, the Project’s cumulative impacts particularly during the operation of theother metro lines would be positive. The operation of the Project and other metro lines are expected toimprove the air quality in the greater HCMC area.600. During project operations, due to existing high background noise levels along portions of thealignment caused by road traffic, receptors may experience a low to moderate noise impact close to theelevated stations. This may be mitigated by an operating schedule of 6 AM to 11 PM and erectionof site specific noise attenuation panels at the stations such that the Project’s contribution tocumulative impact on noise is considered not significant. Vibration levels associated with projectoperations (i.e., train passbys) will be largely imperceptible.601. A positive cumulative effect resulting from the Project and other metro lines is expected fromimproved traffic movement along the alignment. Since the Project will be built along existing roadcorridors, it will not conflict with existing or planned land use.602. The communities along the alignment will benefit from the improved travel time, less roadcongestion and enhanced developments at the station nodes. This is considered a long-termpositive cumulative impact.603. Based on the foregoing, the Project along with related devlopments (other MRT lines) willresult in positive long-term benefits in urban air quality, public health, safety, and travel time savings.No adverse residual effects to human health will occur as a result of project construction oroperation. While exposure to elevated noise levels, fugitive dust and gaseous emissions will occur inproximity to project work sites during construction, due to their short-term, localized nature, theseeffects are expected to be minor. Project operations will benefit the general public by contributing tothe long-term improvement of air quality in the locality. By providing a viable alternative to the useof private vehicles, it will also reduce traffic volumes, relieve traffic congestion, and improve communitylivability.604. Induced impacts on the other hand, refer to impacts on areas and communities from unplannedbut predictable developments caused by the project that may occur later or at a different location.Induced impacts are identified for the Project and its future extension which will create bothnegative and positive impacts particularly to current and future land-use. Land use is expected tochange in and around the stations and the Depot. Added residential developments (high riseapartments) and increased densities are expected to develop and enhance the commercial andbusiness facilities in the vicinity of the station locales resulting to improvement in the socioeconomicand business condition within the locality. This will be especially prevalent at theinterchange stations.605. The southern extension of the Project will be underground in the urban area of HCMCand elevated into the suburbs at the northern end where there is a mix of residential, industry and thebus station at An Suong. The negative impacts are: (a) ever expanding urbanization requiring servicesand energy, and (b) increased land prices. At the vicinity of the stations, planning foresight by thegovernment (both Central and local) can mitigate some of these expected negative effects due tochange in land use by: (a) strict zoning enforcement for residential, commercial and retaildevelopment that restricts expansion outside a defined area, This can be considered a positive210

enefit from the Project. Further, by providing an effective means of alternative transportation forresidents and businesses, it will support regional sustainable transportation goals. Services andutilities will be required that will provide construction employment. Environmental benefits arisingfrom commercial and industrial developments could be also achieved by locating establishmentssuch that people in the immediate area could be employed, thereby reducing travel time, and privatevehicle use. Over-all, project benefits will be derived from improved travel time into HCMC forstudents and office workers and a reduction in future vehicle use compared to the business-asusualcase and this will contribute to improved air quality. Induced impacts are foreseeable and thenegative effects can be mitigated by strict enforcement of land-use and zoning regulations.211

VII.ANALYSIS OF ALTERNATIVESA. Introduction606. Ho Chi Minh City is experiencing a dramatic increase in road traffic, coupled with deficienttransportation infrastructure (e.g. narrow, low quality roads and highways) and inefficient public transportsystem (e.g. bus) are those significant problems encountered by HCMC. In recent years, thenumber of motorcycles and cars registered in HCMC has increased significantly.B. Do-Nothing or Do-Minimum Option607. Without implementation of the project, significant growth in private vehicle numbers will continueto overload the road network, and existing public transport systems will reach their practical capacitylimits. Opportunities to facilitate a modal shift from private vehicles to public transport would be reducedthereby eliminating the HCMCPC goal of 50% ridership by 2020. Traffic congestion and road safety inHCMC would continue to worsen resulting in social and economic impacts as travel speeds decreasewith a corresponding increase in travel times. The do-nothing or do-minimum option would result in thecontinued deterioration of the urban environment, particularly in terms of air quality and acoustic quality.C. Alternative Options for HCMC608. The HCMCPC had very limited alternatives to improve the city’s transportation modes andfacilities in face of growing numbers of motorcycles and cars: either try to widen existing roads orimprove the public transport system by building six urban rail lines; two monorails and a CBD tramway.The option to improve road corridors was not a viable alternative.1. Road Improvements609. Currently, only 14 percent of the city’s roads have a width of more than 12 meters (HCMCPC,2007). The rest are narrower and almost not suitable for car and bus circulation. Road widening or newroad construction will require extensive land acquisition and resettlement. In fact, this constraint hasprevented many road-widening and building projects to date. Consequently, road improvements wouldnot satisfy the pressing transportation needs of HCMC.2. Public Transport610. For the reasons described above, public transport will be crucial for the city’s development.Expanded bus services will be part of this but, as mentioned above, only 14 percent of the city’s roadswith the width of more than 12 meters are suitable for bus operation. Hence, the metro system isconsidered as the most feasible means of public transport for HCMC with many advantages such asless land consumption, lower operating noise levels and less energy consumption and CO2 emissions.D. Alternative Options for Route Alignment611. There is only one general alignment option for Metro Line 2. This alignment is the approvedroute in the HCMC Master Plan of Transportation (TMP). Whilst the TMP routes were reviewed as partof the PPTA, no significant changes were proposed to the general alignment of Metro Line No.2.212

612. Within the alignment selected for Line 2 there is very little scope for detailed alignmentadjustments, as the routes follows existing roads. Both tunnel and elevated sections follow the centrelineof the roads down which the line runs. This minimizes impacts on structures on either side of theroads.613. The locations of the stations also allow little scope for adjustment. The locations are determinedby proximity to key above ground features such as major road intersections and interchanges with otherMetro lines. In all cases the actual station designs have been prepared to minimize impacts on nearbyproperties.E. Alternative Options for Tunnel Construction614. Two excavation methods for tunnel construction were considered:cut and covertunnel boring method (using tunnel boring machine or TBM).615. The first method would use the cut and cover method for constructing both underground stationsand rail tunnels. The second method uses cut and cover for constructing the underground stations and aTBM for constructing the rail tunnels. The following table highlights the environmental effects betweenthe two alternatives.Table 7.1: Cut and cover versus TBMEnvironmental Alternative 1 EffectsComponents (cut and cover for stationsand rail tunnel)Air QualityDust (TSP)NoiseThe entire undergroundsection becomes an openexcavation site which willgenerate significant levels ofdustNoise levels will be excessiveall along the alignment andhard to mitigateAlternative 2 Effects(cut and cover for stationsand TBM for rail tunnels)air pollution sourceswill be limited to the stationconstruction sites.Noise levels confined to thestations and can be mitigatedPreferredAlternative1 2XXVibrationVibration levels will be higherto structures and residents.Supporting wall piles will haveto be installed along the holeunderground section toreduce vibration impactBuilding damage may occur.Vibration will be restrictedonly to adjacent structures atthe stationsLimited supporting wall pileswill be required on only twosides of the stations.TBM at an average depth of17 m is very slow about 10 mper day, it will causeminimum vibration to adjacentstructures.XSurface water No impact No impact213

EnvironmentalComponentsGround waterAlternative 1 Effects(cut and cover for stationsLess impact to ground water(e.g. flow, quality) due to theshallow depth of the tunnel.Alternative 2 Effects(cut and cover for stationsGreater impact togroundwater (e.g. flow,quality) due to the depth ofthe tunnels and undergroundstations.PreferredAlternativeXSubsidence similar similarSpoil same quantities same quantitiesUtilitiesHave to relocate the utilitiesalong the whole route in order toprepare for construction.High Risk of damage to utilitiesduring relocation andconstructionOnly need to relocate utilitiesat underground station sites.The rail tunnels are well belowthe depth of utilities.Much lower risk of damage toutilities.XTraffic CongestionTraffic congestion will beexcessive along the whole routeTraffic congestion will onlyoccur at station sites and canmanagedXPublic safetyExcavation along the route putsthe public at risk trying accessfacilitiesLimited public risk at thestation sitesX616. Based on the above Alternative 2 using cut and cover method for constructing undergroundstations and tunnel boring machine (TBM) for constructing rail tunnels has many environmental andtechnical advantages and was chosen as the preferred alternative.F. Twin Tunnels versus Single Tunnel617. Following selection of a TBM method of construction the PPTA considered whether to constructtwin tunnels or a single tunnel.Alternative 1: Twin tunnels (single track tunnel — bi-tube)Alternative 2: Single Tunnel (double track tunnel — mono-tube).618. The technical specifications of the alternatives are shown in the table below:214

Table 7.2: Technical specifications of the tunnel alternativesSpecifications Alternative 1: Twin Alternative 2: SingleInternal Diameter (m) 5.90 9.80Lining thickness (m) 0.30 0.45External diameter oflining (m)6.50 10.70External diameterof excavation (m)Volume ofexcavation (m 3 /linearmetre)Cumulated volumeof excavation(m 3 /linear metre)6.80 11.1036.32 96.7772.63 84.95619. A key environmental issue is the calculated amount of settlement for each alternative for thestreet and on adjacent structures. The amount of settlement in the middle of the street and underbuildings located above the tunnels was calculated for the two alternatives.Table 7.3 Calculated rates of settlement for the two tunnel optionsAffectedSettlement under SingleSettlement under Twin TunnelsInfrastructureTunnelRoad 10 mm 30 mmBuildings 16 mm 15 mmNote: that settlement calculation for tunnels is normally conservative so that the actual settlement is often less than theprediction.620. There is very little difference between the settlement rates of the two alternatives shown in table6.3 under the buildings, but the single tunnel will have a more negative effect on the road surface. Basedupon the above analysis the twin tunnel alternative was selected as the preferred option.G. Alignment and Station Alternatives621. During the feasibility and preliminary design phases a number of alternatives were explored thatinvolved:(i) Transition location(ii) Crossover sections(iii) Platform screen doors(iv) Double track connection to the Depot(v) Depot design215

622. Some these alternatives were decided, but a number of these will not be resolved until thedetailed design phase.1. Transition Location623. The TWET study recommended that the MRT2 line transition to above ground so that the PhamVan Bach station would be the first elevated station. However, the elevated line came into conflict withrunway approach to the airport. The decision was to keep the line underground until it passed theairport.2. Crossovers624. Three options for either a simple track cross-over or lay-by track at Bay Hien station wereconsidered as follows. The appraisal of these options is given below.Figure 7.1: Cross-over Option 1216

Figure 7.2: Cross-over Option 2Figure 7.3: Cross-over Option 3217

Table 7.4: Option analysis for the crossoversOption 1 Option 2 Option 3DescriptionSingle cross-over near Bay HienstationCross-over & layby at Bay Hien – inline with station (station unaffected)Cross-over & layby at Bay Hien –within station (widened station withside platforms)AdvantagesCheapest solutionMinimum disruption andresettlementCross-over considered sufficientprovision for 10km line, particularlyas Line 2 extensions will provideadditional laybys & cross-overs infutureAdditional flexibility for trainbreakdowns, especially for majorincident such as gearbox failureLayout with slyby track outsidestation marginally preferred overoption 3Additional flexibility for trainbreakdowns, especially for majorincident such as gearbox failureCheaper solution than option 2, alsoless disruption during constructionand less resettlementLarger concourse may beadvantageous in future with Line 5interchangeDisadvantagesLonger recovery distance andpotential service delays in event oftrain breakdownNot desirable if Line 2 extensionsare significantly delayed or do not goaheadMuch higher construction cost anddisruption than Option 1Less essential if Line 2 extensionsare built in near futureMuch higher construction cost anddisruption than Option 1, though lessthan option 2Less essential if Line 2 extensionsare built in near futureConstruction Costs- station- C&C- reduced TBM- TOTAL- Difference cf Option 125.412.3037.7025.422.9-2.445.9+8.2 M US$29.415.6-1.443.6+5.9 M US$Resettlement- no of affected HH- approx GFA (sqm)- estimated costs (M US$)- cost diff cf Option 1591,5906.8 M US$01243,77014.4 M US$+7.6 M US$902,3408.5 M US$+1.7 M US$ConclusionSignificantly less expensivetherefore preferred option for theinitial project linePreferred layout but very expensivecompares with option 3 therefore notselectedGood compromise compared withOption 2 based on operationalflexibility and cost.3. Alternatives should Ben Thanh station not be constructed when MRT2 is inservice625. It is expected that the Ben Thanh interchange station will be constructed under a separatecontract, including the combined Line 1, 2 and 4 stations together with surface transport and access.Because this contract will be outside the control of the Line 2 construction, there is inevitably a risk thatLine 2 may be completed before the Ben Thanh station is ready. In this case it would be desirable tooperate Line 2 trains but with turn-around north of Ben Thanh. The following options can be considered.These alternatives will be subject to review and decision during the detailed design phas(i)(ii)One option would be to construct an additional track cross-over sectionbetween Tao Dan and Ben Thanh. This would have to be constructed by cutand cover method. Not only would this be very expensive (indicativeadditional cost estimated at around US$15 million), but also disruptive totraffic and developments in the area and with possible additional resettlementimpacts.An alternative solution might be to install a temporary cross-over within TaoDan station. This would mean that Tao Dan could not be used forpassengers, but the cross-over could be fitted within the station box, therebyavoiding the need for costly and disruptive additional cut and cover218

(iii)construction. Once Ben Thanh station was complete, the cross-over wouldbe removed and platforms fitted at Tao Dan.Since the non-readiness of Ben Thanh is just a risk of an eventuality which itis hoped will not occur, it is not considered necessary to include thepermanent additional crossover between Tao Dan and Ben Thanh in the Line2 project. The back-up option of using Tao Dan station as described would atleast allow for commencement of Line 2 services in this eventuality.4. Platform Screen DoorsPSD in KoreaPSD in Paris626. Platform screen doors (PSD) at metro stations was first installed on the Paris Metro line 14 butnow, taking into account its numerous advantages (safety, traffic disruption, passenger comfort and airconditioning saving), they are being installed more and more often.627. The advantages of installing PSD are:(i) safety (separates passengers and objects from the track);(ii) reduces dust pollution (35%) from the piston effect;(iii) reduces air conditioning costs;(iv) noise reduction: (barrier against the noise of the train arriving in the station);(v) Pressure wave protection: (passengers are not exposed to pressure waves);(vi) Advertising surface: (offers additional information and advertising surfacesallowing direct communication with the passengers); and,(vii) Offers more space on the platforms: (passengers instinctively feel that thePSD protects them from the dangers of the track area, which encouragesthem to use the entire width of the platform).628. The cost is based on a station with two 130 m platform edges and a 6 cars train with 24 doors.The estimation is 2.0 M$ US per station. For 3 car trains the estimate is $1.25 M$ US. The rest of theplatform will be closed by a simple window screen. Platform air extraction circuit needs to be added. Thesupplementary ventilation duct and the associated fans are estimated at: 0.3 M$ US per station. For 9underground stations the total cost would be:219

PSD for 6 cars trains: 20.7 M$ US.PSD for 3 cars trains: 14 M$ US.5. Double track access to the depot629. Under the previous TA, a north-facing connection between the main tracks and the depot wasproposed, requiring construction of an additional length of elevated tracks and a reversing movement oftrains back to the depot. At the time this layout was proposed due to uncertainties over land availability.It has now been determined that land is available to accommodate a more convenient south-facingconnection as shown below. The initial proposal for this layout features a single track southwardsconnection, with an additional north-facing single track connection to be added later when Line 2 isextended northwards. An additional option with two south-facing tracks in the first phase has also beenconsidered as shown.Figure 7.4: Double track access option to the Depot630. The advantage of the double track connection is to allow greater operational flexibility duringphase 1, particularly in the event of service disruption. This layout is recommended by experts unless itcan be fairly certain that the northern extension, with second depot connection, will proceed very soonafter the phase 1 project. The double track connection may also provide additional flexibility in futurewhen Line 6 trains will share the depot, and would certainly be required should Line 6 proceed ahead ofthe Line 2 northern extension. However, the double track will have higher cost. The additional cost isestimated at US$2M.631. It is recommended that at this stage the single track connection is included in the initial projectdesign. This may later be amended at subsequent design stage, particularly if it becomes clear that thenorthern extension might be delayed.220

6. Depot Layout632. There are three alternative designs for the Depot layout. In addition, future extension of Line 2will require a second access line into the Depot. The detailed designers are expected to weigh theadditional costs and either include the works in this project or leave it for the future.Figure 7.5: Depot layout options221

222

Table 7.5: Depot option analysisOption 1 Option 2 Option 3DescriptionParallel stabling and workshopareas, with workshops nearer to thecanalParallel stabling and workshopareas, with stabling nearer to thecanalIn-line stabling and workshop areas,with workshops at the rear (furthestfrom revenue tracks)AdvantagesDisadvantagesMore direct connection to stablingareaAround 15 additional turnoutsrequired (higher cost)Costs Similar Similar Slightly higherGeneral issuesConclusionFor all options review is needed to incorporate a test-track, min 1km, capable of operating trains up to 80km/hEnvironmental mitigation measures may be required depending on surrounding land usesNo major differences between options. All can accommodate the required facilities in the available area and havesimilar costs. Selection should be made at subsequent design stage in conjunction with selected operator.223

VIII.INFORMATION DISCLOSURE, CONSULTATION, AND PARTICIPATIONA. Introduction633. The purpose of public consultation is to provide an opportunity for the community topresent their opinions and concerns about the project, especially for people who are directlyaffected during project implementation and operation, in order to reduce adverse impacts andother social concerns that were not identified in the project assessment. Based on the results ofpublic consultation, the PMU2 will select the appropriate solution in design and implementation tominimize adverse impacts on the project-affected people.634. Effective public consultation reduces the risk of conflicts and substantial delays in projectimplementation. Wider public support for the project is essential for the sustainability of theproject. This can be used to evaluate direct and indirect environmental impacts, and assess shortterm and long-term resource use implications.635. Public involvement is an iterative process and continuity of effort is an important part ofdue diligence for any major project. Therefore, this chapter presents the public involvementprogram for the project in two parts: one, the work carried out until 2010 and documented in theGOV EIA (2008), the MVA EIA (2008) and the IEE (2010) for the enabling works at the depot;two, the consultation program carried out under this EIA and the anticipated program planned forpre-construction, construction and operational stages of the MRT2 Project. Appendix 5 providesdetailed results of the various consultations conducted for the project.B. Public Consultations (2007-2010)636. There is a high level of awareness amongst the general community in relation to theconstruction and operation of MRT Line 2. Information on the project has been publicized inlocal newspapers, billboards (along the ROW) and television reports.637. During preparation of the MVA EIA (2008), a series of public consultation eventswere undertaken to meet GOV and ADB requirements for EIA preparation. The results of theconsultations provided an initial overview of the types of issues identified by the localcommunity as requiring detailed consideration in the environmental assessment process.The MRT2 alignment passes through 28 wards distributed under 6 districts:(i) District 1: Ward: Nguyen Thai Binh; Pham Ngu Lao; and Ben Thanh;(ii) District 3: Wards: 4, 5, 6 , 9, 10, 11, 12, 13, 14(iii) District 10: Wards: 11, 12, 15(iv) District Tan Binh: Wards: 4, 5, 6, 7, 11, 12, 13, 14, 15(v) District Tan Phu: Wards: Tay Thanh, Tan Son Nhi(vi) District 12: Wards: Tan Thoi Nhat, Dong Hung Thuan1. MVA EIA Public Consultation (2007)a. Phase 1638. The public consultation was implemented into two phases. Phase1 was undertakenduring the early stage of EIA field work (when preparing TOR) in order to provide information224

about the project, the environmental impacts for affected people and collect their opinions andconcerns about the project. Phase 2 consultations were held when finishing the draft of EIAreport.639. The HCMCPC or District PC arranged two meetings, of three hours duration, for the 6districts encompassing the project. The participants included representatives of every district andward such as: People ’ s committee, district Party Committee; Fatherland Front, Woman’s Union,Youth Union, Ward leaders, potential affected residents of households and local people livingalong metro line No2.640. Under Phase 1 the Program was organized over two days for 2 different groups: Group 1: Districts 1 , 3 , 10 (15 wards, 77 attendees) Group 2: with districts Tan Binh, and Tan Phu, (13 wards, 65 attendees)641. The participants were provided a questionnaire following registration, an introduction tothe project, the current engineering design and the environmental effects. The questionnaire had9 questions. A total of 110 questionnaires were passed out at the 2 meetings, with 94 collected.Detailed results of the questionnaire survey are provided in Appendix 5 while the summary ispresented below:(i)(ii)The presentations, and or the news media, were obviously successful inproviding 78.8% of the attendees with the required technical andenvironmental information on the project allowing them the ability to commentand discuss the issues. The 21% that did not respond is not unusual, some donot feel competent to fill out the questionnaire or plan to fill it out at home orare just at the meeting to listen (often people hearing about the project for thefirst time).The participants believe that their urban environment is somewhat pollutedand a quarter of the attendees believe there is no pollution. The non-responsegroup is the same and for the above cited reasons.(iii) a larger percentage believe there will be no impact, 48.6%; while 33.4 %believe there will be negative impacts. Moreover, the components that arebelieved to have the potential for severe effects and in keeping withconstruction of this type of project are: groundwater, noise and vibration,settlement (subsidence) and traffic congestion. The non-response percentagewas half of the earlier questions indicating a more positive response to specificenvironmental issues.(iv) The attendees either wrote or expressed verbally the following environmentalconcerns for Project construction:Concern that the project could promote disease vectors from standingwater;Groundwater protection required from excavation;A solid waste removal program is required to avoid pollution along theline and at the Depot;Effective dust mitigation is very important;Traffic congestion and gridlock needs to be mitigated;225

GOV/HCMCPC be required to compensate and support businessesaffected or lost during construction;Need greater information on the details of the mitigation measures and,To ensure the project proceeds on time to minimize adverse effects tothe local area.(v) 16.7% believe there will be negative impacts arising from the operationof MRT2. Only groundwater, noise and soil subsidence were seen aspotential negative components. Fifty-three percent and 19 percentbelieve that there will be no impacts or positive impacts resulting in theoperation of the MRT2.(vi) Additional comments raised for the operation phase are as follows:Given the high passenger levels, sanitary conditions should beensured at all stations The project is necessary to improve the traffic state of Ho Chi Minh city Noise mitigation measures should be provided in and around the depot(vii) 89.1% of the participants were supportive of the Project provided:The project should be implemented within the shortest time possible toavoid or minimize interruption to daily activities of the local communityCommunities should be provided with project informationThere should be solutions to mitigate environmental impacts affectingquality of life such as those pertaining to air qaulity, groundwater, noiseand vibrationThe proposed environmental mitigation measures presented in the EIAshould be strictly implemented.b. Phase 2642. The Phase 2 consultation was a follow-up to present answers to all the participantconcerns raised in the questionnaire and voiced during the first 2 meetings (Phase 1). The followupconsultation was conducted for all 6 districts in one day. In attendance were 37 participantscomprising District and Ward officials from the People’s Committee and the Fatherland Front.Thirty-seven questionnaires were handed out prior to the meeting with 31 retrieved following thesession.Results show that 30 participants supported the project and 7 had no comment.Environmental concerns raised were:(i) Construction phase:affected communities should be directly informed about the projectnoise and vibration levels and air pollution should be reduced to thelowest possible levelsenvironmental issues should be resolved immediatelyensure that solid wastes and wastewater are properly managed a schedule and place for collection of wastes and transport ofconstruction materials should be set that avoids traffic congestion and226

degradation of urban landscape(ii) Operation phase:maintain clean and sanitary condition around depot and stations andensure that the proposed mitigation measures in the EIA are strictlyimplemented2. Public consultation for IEE of the Depot Enabling Works (2010)643. The objectives of the stakeholder consultation for the Depot “Enabling Works”process was to disseminate information on the Project for advance enabling works andDepot office construction and the expected impact, long-term as well as short-term, amongprimary and secondary stakeholders, and to gather information on relevant issues. Thefeedback received has been used to address these issues at early stages of projectdesign. Another important objective was to determine the extent of the concernsamongst the community, to address these in the project implementation and tosuggest appropriate mitigation measures. The results of the public consultation carried in2010 are documented in the IEE644. For this project, stakeholders included the community living in the area of District12 and the businesses associated with the Depot site area and locally electedrepresentatives. There were few environmental concerns expressed during the meetingbut the 15 locally affected participants who attended were given a questionnaire. Twelveof the 15 participants returned the questionnaire and ten made some responses, howeverthe main concerns were about appropriate compensation for their land and crops. The mainenvironmental concern was about interference with transportation on roads near theDepot. The next most important environmental concern was about construction noisefollowed by dust and the scheduling of the works. Other written responses mainlyconcerned compensation issues.645. The main concerns expressed were about land acquisition, resettlement andcompensation issues. The environmental concerns expressed were on transport, noise anddust and all these can be controlled and minimized through implementation of the ProjectEMP as detailed in the SEMP to be prepared by contractors. The concerns for delay of theworks and scheduling can be addressed by MAUR/PMISC by monitoring and managementof the contractor(s).C. Information, Disclosure and Public Consultation for the EIA (2011)1. MRT2 Alignment646. The Public consultation requirement for assessing the environmental concerns onthe Project was combined with the Resettlement meetings for the affected persons in the 6Districts traversed by the MRT2. The following meetings were held involving 335 localresidents, enclosed in parentheses are the number of participants: 29 and 30 August 2011 - Tan Binh District (181) 29 August 2011- District 10 (70) 31 August 2011 and 01 Septemebr 2011 - Tan Phu District (41) 31 August 2011- District 12 (4) 01 September 2011- District 1 (7) and District 3 (32)227

647. Of the 335 participants, 293 are residents and 42 are business operators/owners. Theattendees were provided with a questionnaire. Prior to filling in the questionnaire the AP’s wereprovided with an engineering and project description provided by MAUR. This was followed by aslide environmental presentation that described the legal framework, the environmentalcomponents affected by construction, the anticipated impacts and mitigation measures and theresulting environmental conditions during operation of the MRT2. The AP’s were then requestedto fill in the questionnaire and present any comments or questions. Each meeting concluded witha presentation by the Resettlement Specialist. There were no questions raised on environmentalconcerns at any of the meetings. The overwhelming interest was in the resettlement presentationand the compensation process.648. The questionnaire results are as follows:(i) Over 50% to 70% of the partcipants indicate that the presentations did notprovide a clear basis of understanding of the project, its legal basis and theenvironmental impacts. Only approximately 30% indicated that theyunderstood the presentation.(ii) The respondents indicated that they recognized that air, noise andvibration, and water resources were not acceptable.(iii) On the perceived impacts during construction and operation, both havevery high scores ranging from 50% to 75% that all resources will benegatively impacted. While this could be expected for the constructionstage, it is surprising that there is such a negative perception for theoperation of the MRT2. This could be explained by the fact that therespondents were directly affected persons who will lose their residencesand businesses. Perceived negative impacts pertain to air quality, waterquality, noise and vibration, land subsidence, flora and fauna, traffic,accidents, urban landscape, commerce/ services and flooding in tunnels.Nonetheless, over 68% agree that the project should be constructed.649. Relevant impacts (air quality, noise, subisendence, traffic, etc.) identified by theparticipants during the public consultations have all been considered in the EIA andcorresponding environmental mitigation and monitoring provisions have been included in theEMP.2. Spoils Disposal Site650. Two public consultations involving local officials, residents and representatives ofpeople’s organizations were conducted in Da Phuoc Commune, Binh Chanh District. Thepurpose of the first consultation in December 2011 is to present the MRT2 project and theproposed disposal of tunnelling/excavation spoils to the existing 40-hectare disposal site of theUrban Drainage Company in the commune. The consultation also aimed to gather concerns thatthe residents may have so that these could be considered in the environmental impactassessment (EIA) to be undertaken for the spoils disposal site. A total of 34 residents attendedthe consultation. The second public consultation attended by 40 residents was conducted inFebruary 2012 to present the results of the EIA which includes results of field investigations todescribe existing environmental conditions, potential impacts of proposed spoils disposal,recommended environmental mitigation measures, environmental management plan andgrievance redress mechanism. Issues raised by the participants were also gathered. Among the228

participants are the Chairman and Vice-chairman of the commune, as well as representativesfrom the Women’s Union, Farmers Union and local organizations/agencies.651. Based on the questionnaire survey results for the first consultation, almost 56% of therespondents support the proposed spoils disposal in their locality. During the second publicconsultation, about 80% was in favor of the spoils disposal. Those who expressed objectionindicated that the project will cause adverse impacts to the environment, particularly on airquality, groundwater quality, traffic flow and access road conditions. Potential adverse impactsdue to spoils disposal have all been considered in the EIA and corresponding environmentalmitigation and monitoring provisions have been included in the EMP.D. Project Implementation Stage652. During project pre-construction, construction and operation, public involvementactivities will continue under direction of MAUR. MAUR’s commitment to ensure publicinvolvement in the project implementation phase is shown in Table 8.1.Table 8.1: Framework for public involvement and disclosure during preconstruction,construction and operationActivity Purpose ParticipantsNewsletter/ FactSheetsTo broadly disseminate project informationto a wide audience. Newsletters/FactSheets will be distributed to residencesand businesses in the project areaand on community noticeboards.Residents and businesses inproject areaMass mediacommunicationsTo broadly disseminate project informationto a wide audience. Mass media toolswould include loudspeakers, radio,newspaper and television.Throughout project area andmore broadly throughout HCMCOpen publicmeetingsTo provide stakeholders anopportunity to seek more detailedinformation on the project and providedirect feedback to the project team.By open invitation to communitymembers and by invitation to keystakeholders such as ward anddistrict officials, GOV agencies,NGOs etc.229

Activity Purpose ParticipantsFocus groupsTo allow detailed and focuseddiscussion on addressing projectrelatedissues such as water use,land use and business changes, use ofsystem by different passenger groupsand amenity effects duringconstructionCommunity members, GOVauthorities and otherstakeholders formed intointerest groups to addressspecific issues – examples ofissues around which focusgroups may be developedinclude heritage issues,business operators, road user/public transport user andoperator groups, residents etc.StakeholdermeetingsTo allow discussion and informationgathering on specific issues relevant toenvironmental issues related to the projectGOV agencies, projectconsultants, NGOs etc.230

IX.GRIEVANCE REDRESS MECHANISMA. Grievance Resolution – Contractor Level653. As the Project will involve extensive civil works within a densely populated city center, it islikely that there will be numerous complaints (e.g., due to high noise levels, excessive dustemission, etc.) if appropriate environmental mitigation measures are not properly implemented.Prior to commencement of site works, the contractor will be required to develop a system that willallow for receiving/recording and immediate (within 24 hours) response to an issue. Such issues willalso be reported by the contractor to MAUR within 24 hours. Likewise, if the complaint is reported bythe affected person(s) to MAUR, it shall be recorded and passed on within 24 hours to thecontractor for immediate resolution. Through installation of notice boards at the construction sites,the contractor will publicize the name and telephone numbers (hotline) of their personnel who aredesignated to receive and document complaints. If the complaint is not resolved at the level of thecontractor within two (2) days from filing of the complaint, this will be dealt with through thegrievance redress committee (GRC) at the District PC level that will be publicized by MAUR andthe District PC prior to site works.B. Grievance Resolution – Grievance Redress Committee Level654. Based on the the Law on Environmental Protection of Viet Nam, specifically under Article122, the District-level People's Committee (PC) is the authorized agency that will receive and solvethe environmental issues from affected persons. The tasks of the District PCs (HCMC District PCfor the MRT line and Bin Chanh District for the spoils disposal site) in grievance resolution are: "Todirect the supervision, inspection and handling of violations of the environmental protection law;settle disputes, complaints, denunciations and petitions related to environment in accordance withthe provisions of law on complaints and denunciations and other relevant laws". MAUR, being theProject’s implementating agency will coordinate closely with the District PCs and DONRE in theimplementation of the project and resolution of environmental issues. The affected peoples’concerns and complaints will be addressed by the GRC. The GRC shall be chaired by the DistrictPCs (MAUR will paticipate in GRC meetings). Grievances can be filed in writing or verbally with anymember of the GRC. The GRC members may include the District PCs administrative office, Divisionof Natural Resources and Environment, Division of Urban Management as well as the CommunePCs.The committee will have 15 days to respond with a resolution. If unsatisfied with the decision,the existence of the GRC shall not impede the complainant’s access to the Government’s judicial oradministrative remedies.655. The grievance redress mechanism (GRM) described below will be employed by the GRC toresolve complaints. This mechanism has been developed based on GOV’s legal guidelines(Chapter XIV in the Law on Environmental Protection (LEP) passed by the National Assembly on 29November 2005). The GRM shall be publicized by the District PCs and MAUR to ensure localresidents and other stakeholders are aware of its existence. Information dissemination shall bethrough the public consultation program identified in the EMP. As part of the GRM, MAUR shall alsoset-up a hotline for complaints and the hotline shall be publicized through the media and numbersplaced on the notice boards outside the construction site.MAUR will ensure that the contractorskeep a record of complaints and related documents . Following are the steps in filing and resolutionof grievances related to environmental impacts of the Project.231

1. Prepare a complaint656. Based on the legal guidelines any individual, household or organization (businessunit, production unit, government or private office, etc.) can complain to MAUR or itscontractors, if her/his or their properties/ life/ business/health or public environment has beendamaged or adversely affected by project activities due to noise or dust pollution, strongvibration that caused damages to housing and other structures, etc. Claims can be initiated asfollows:i) Verbal: direct expression of their complaint to representatives of MAUR’scontractors or GRC through face-to-face meetings. Verbal witness of villagerepresentatives and neighbors is important under this process.ii)iii)Written form: express their complaint to the contractor of project implementingagency (MAUR) in a written form. In this case witness and confirmation of theirneighbors and representatives of commune’s PC or FFC is not compulsory butimportant for further resolution by GRC or MAUR’s contractors.Use public media: the complainant can provide evidence of impact caused bythe project activities to a local or central newspaper or TV and to ask the mediafor support.657. To obtain a fast resolution of complaints, the complainant may ask local village/ communeofficers (PC, FFC or Police) to prepare a written record of the complaint ((prepared inVietnamese) with a documentation of evidences of damages caused by the project activities. Thesignature of three groups is required: MAUR or the contractor who is responsible for the damage,the complainant and a representative of local PC or FFC or witnesses.2. Receive and register a complaint658. The complainant can directly submit their claims to representatives of thecontractor and/or GRC (in case of verbal complaint) or send their grievance letter to offices ofGRC and/or contractor and a copy to the local commune PC (in case grievance is inwritten form). If the complainant does not know how to send their letter they can ask the localPC, FFC or the media to help them send their letter to the contractor and/or GRC.i) Once a complaint has been received, it shall be registered by GRC/contractorand local PC. Within 2 weeks a reply in written form from GRC/contractor will be sentback to the complainant with a copy to the local PC. The reply letter shall include thefollowing information:ii)iii)Proposal by MAUR/contractor on how they plan to assess the damage;Schedule to carry out damage assessment, negotiation and resolution.3. Assess the eligibility and validity of the complaint659. It is the responsibility of the project owner/contractor to:232

i) Determine whether a complaint is eligible (if it is due to the project) or ineligible(if it is not project-related). This step is important because in some cases thedamage may not be due to the project.ii)Determine who will conduct the damage assessment. Depending on thecomplaint, some outside agencies may be asked to assist the projectimplementing agency in assessing the impacts and damages. These outsideagencies maybe an environmental monitoring unit or an economic evaluationunit through DONRE. According to the Law, assessment unit should be mutuallyagreed to by both sides (the complainant and MAUR or its contractor).4. Assess the damages caused by the project activities660. If the complaint is related to the project activities, representatives ofMAUR/contractor, with the selected assessment unit, shall visit the complainant and the site. Theassessment shall be implemented with the participation of the complainant and witnesses from thecommune’s PC or FFC. The results of the assessment shall be agreed to by the complainantand shall be signed off by the complainant, representatives of project implementingagency/contractor, assessment unit and commune PC.661. If one side is not satisfied with the assessment results then they can propose anothermethod or other assessment units to come in and re-assess the impacts until the assessment issatisfactory to both sides. If the complainant requests, the District PC may help them find a suitableassessment unit.5. Select grievance resolution approaches and resolution of the complaint662. Depending on the claims of the complainant and degree of adverse impact,MAUR/contractor may select a reasonable way to resolve the complaint. Some common wayssuggested below.i) The complainant proposes a solution, based on self-evaluation of their damages.ii)iii)MAUR/contractor proposes a solution, based on the legal regulation and theirassessment of the damages.The complainant and MAUR/contractor negotiate.663. Both sides defer to a third party (local mediation committee – Ban Hoà Giải in Vietnamese)or to concerned government agencies with environmental management units. In case of failure infinding a solution, by these bodies, both sides may request a court to decide.6. Resolution of damages caused by project activities and response to allparties involved664. After obtaining agreement of the complainant and the representatives ofMAUR/contractor on the degree of damages related to environmental impacts of the project,MAUR or its contractor will immediately implement compensation to the complainant. Thecompensation may be in the form of money and/or property provision by (land, constructionmaterials, house, apartment etc.), depending on the negotiation between both sides or by decision233

of the courts. Compensation also includes restoration of the damaged environment or propertiescaused by project activities, if the complainant requires (re-construct damaged house or road,etc.).665. The compensation, when implemented, shall be witnessed by representatives of the localcommunes’ PC.666. Documentation or recording the results of the grievance redress shall beprepared and signed by the complainant, representatives of the project implementingagency/contractor and District/Commune. A summary of this documentation shall be providedto all the relevant parties: i.e., local PC, complainant, MAUR/contractor as well as the media andcourt, in case they are involved in the resolution.667. In case the complainant is not satisfied with the resolution and/or compensation proposed byMAUR/contractor, he/she can implement the following:i) Re-calculate the loss or provide more evidence of the damages.ii)Refer to a third party (mediator, lawyers to find other approach).7. Monitoring of GRM668. To ensure that compensation for damages are properly implemented will be monitored bythe following agencies where a particular complaint has been filed:i) Commune PCsii)Fatherland Front Committee (FFCs)669. To achieve better results in grievance redress monitoring, the above agencies mayinvite other government agencies, e.g., the Provincial DONRE and Environmental Police or DOJ (incomplicated cases) to participate in the monitoring.234

X. ENVIRONMENTAL MANAGEMENT PLAN670. The goal of an environmental management plan (EMP) is to ensure that the mitigation andmonitoring requirements are carried out in the pre-construction, construction and operation phasesof the Project. This EMP outlines mitigation and monitoring requirements that will ensure compliancewith the GOV environmental laws and regulations and comply with the Safeguards Policy of theADB.671. The environmental assessment studies undertaken for the Project identified a range ofmitigation measures that will be used to avoid or minimize impacts during construction andoperation. Studies and consultation activities undertaken to date have also identified measures thatwill be implemented to further enhance community well-being.672. The ultimate goal of the Construction EMP and associated environmental inspectionactivities will be to ensure that Project development proceeds in an environmentally sound mannerwith minimal adverse impacts.673. This section documents the environmental management plan (EMP) for the project andcontains the following components:i) Environmental mitigation planii)iii)iv)Environmental effects monitoring planEnvironmental compliance monitoringResponsibilities and authorities for EMP implementationv) Suggested EMP reporting and reviewing mechanismsvi)vii)Estimated budget requirements for EMP implementationInstitutional and capacity building recommendations674. The EMP details the concerns and mitigation measures under the three main Projectcomponents: (a) depot, (b) viaduct and transition section, and (c) underground stations and tunnelsection.235

A. Environmental Mitigation PlansTable 10.1: Environmental mitigation plan for the depotEnvironmentalAspect/ ConcernPre-Construction1. Disclosure of projectInformationProposed Mitigation MeasuresPrior to start of site works. local residentsand establishments, local authorities andother stakeholders who are likely to beaffected by the project shall be informedon the construction schedule andactivities, potential environmental impactsand mitigation measures through publicmeetings at each commune.EstimatedCostResponsibilityImplementationProject Management Unit 2(PMU2), ConstructionSupervisionConsultant (CSC), ProjectManagement andImplementationSupport Consultant (PMISC)MonitoringHCMC Peoples’ Committee(HCMC-PC), MAUR, ADB,MONRE/DONRE2. Public involvement During pre-construction, construction andoperation; public involvement activitieswill continue under the direction of MAURbased on the framework for publicinvolvement and disclosure (EIA Table8.1) developed for the Project.3. Complaints due to projectimplementationPrior to commencement of site works, thecontractor, in coordination with MAUR-PMU2, will develop a grievance redresssystem that will allow for the following:a. receiving/ recording and immediate(within 24 hours) response by thecontractor to construction-relatedcomplaintsb. reporting of issues to MAUR by thecontractor within 24 hours.c. complaints reported by the affectedperson(s) to MAUR are recordedand passed on within 24 hours tothe contractor for immediateresolution. installation of noticeboards at the construction sites thatindicate the name and telephonenumbers ( hotline) of contractor’sMAUR/PMU2ContractorHCMCPC, ADBHCMC-PC, MAUR, ADB,236

Table 10.1: Environmental mitigation plan for the depotEnvironmentalAspect/ ConcernProposed Mitigation Measuresdesignated personnel who aretasked to receive and documentcomplaints.d. if the complaint is not resolved at thelevel of the contractor within two (2)days from filing of the complaint, thiswill be dealt with through thegrievance redress committee (GRC)that will be established by MAURprior to site works.EstimatedCostImplementationResponsibilityMonitoringPrior to start of site works, MAUR shallundertake the following:MAUR-PMU2, CSC, PMISCHCMC-PC, MAUR, ADB,a. establish a GRC and ensureimplemetation of the grievanceredress mechanism (GRC) describedin the EIAb. through public awareness campaigns,make public aware of the existenceof the GRC and GRMc. set-up and publicize a hotline forcomplaintsd. ensure that names and contactnumbers of representatives of MAURPMU 2and contractors are placed onthe notice boards outside theconstruction site4. Establishment ofconstruction-relatedfacilitiesThe following measures shall beimplemented by the contractor forconstruction-related facilities. Suchfacilities include casting yard,laydown/storage sites, concrete batchplants, maintenance yard(s), etc.Part of contractor’sbid costContractorHCMC-PC, MAUR/PMU2,CSC, PMISC237

Table 10.1: Environmental mitigation plan for the depotEnvironmentalAspect/ ConcernProposed Mitigation Measuresa. Secure the necessary environmentalapprovals and permits prior toestablishment and operation ofconstruction related facilitiesb. Concrete batch plants, casting yardsand other facilities that will result toemission of high dust and noiselevels shall be located at least 300m from sensitive receptors such asresidential/housing areas, medicalfacilities, schools, religious andcultural sites, etc.EstimatedCostImplementationResponsibilityMonitoring5. Safety hazards due tooperation of the bulksupply substation (BSS) atthe depota. The contractor shall ensure that thetotal area to be provided for the bulksupply substation (BSS) at the depotshall take into account the required15 m safety distance of the BSS andits facilities from surrounding areasbased on Viet Nam regulations.Prior to start of site works, specificenvironmental management plans(SEMPs) shall be prepared by thecontractor and shall be submitted to theconstruction supervision consultant forreview and revision, as necessary, prior tosubmission to ADB for approval:a. Dust Control Plan. The plan shallprovide details of mitigationmeasures, specific location andschedule where such measures shallbe implemented to minimize impactsto sensitive receptors (residentialContractorHCMC-PC, MAUR/PMU2,CSC, PMISC6. Preparation andimplementation ofenvironmentalmanagement action plansPart of contractor’sbid costSEMP Preparation:ContractorSEMP Review: CSC/PMISCand PMU2SEMP Approval: ADBHCMC-PC, MAUR/PMU2,CSC, PMISC238

Table 10.1: Environmental mitigation plan for the depotEnvironmentalAspect/ ConcernProposed Mitigation Measuresareas, etc.) due to constructionworks; operation of concrete batchplants; sourcing, storage andtransport of construction materials,transport and disposal of spoils, andother project-related activities.b. Noise Control Plan. The plan shallprovide details of mitigationmeasures, specific location andschedule where such measures shallbe implemented to minimize impactsto sensitive receptors (residentialareas, etc.) due to constructionworks, sourcing and transport ofconstruction materials, and otherproject-related activities.c. Spill Management Plan. The planshall provide details of procedures,responsibilities, resources,documentation and reportingrequirements, training provisions forrelevant staff, etc. to avoid spills ofhazardous substances and toeffectively respond to such incidents,in case these occur.d. Wastewater Management Plan. Theplan shall provide detailed measuresto treat wastewater emanating fromconstruction-related activities, plansfor recycling wastewater fromconcrete batch plant operations,specifications and location ofproposed retention/settling ponds, aswell as monthlly effluent monitoringEstimatedCostImplementationResponsibilityMonitoring239

Table 10.1: Environmental mitigation plan for the depotEnvironmentalAspect/ ConcernProposed Mitigation Measuresprogram to ensure that the quality ofwastewater meetsQCVN24:2009/BTNMT (NationalTechnical Regulation for IndustrialWastewater). The contractor, as aminimum, will undertake effluentsampling and testing for pH, color,suspended solids, oil and grease forconcrete batch plant effluent.e. Traffic Management Plan. The planshall be designed to ensure thattraffic congestion due to constructionactivities and movement ofconstruction vehicles, haulage trucks,and equipment is minimized. Theplan shall be prepared in consultationwith local traffic officials and People’sCommittees at the district andcommune levels. The plan shallidentify traffic diversion andmanagement, transport mode forspoils disposal (e.g., truck, truck andbarge, etc.), traffic schedules, trafficarrangements showing all detours,necessary barricades,warning/advisory signs, road signs,lighting, and other provisions toensure that adequate and safeaccess is provided to motorists in theaffected areas.f. Occupational and CommunityHealth and Safety Plan consistentwith international standards (e.g., theWorld Bank Group’s Environment,EstimatedCostImplementationResponsibilityMonitoring240

Table 10.1: Environmental mitigation plan for the depotEnvironmentalAspect/ ConcernProposed Mitigation MeasuresHealth and Safety Guidelines of2007) and Labor Code of Vietnam.The Plan shall address health andsafety hazards associated withconstruction activities (e.g.,excavations, working at heights, etc.),establishment and operation ofconstruction/worker’s camps, use ofheavy equipment, transport ofmaterials and other hazardsassociated with various constructionactivities.g. Emergency Response Plan toprevent, mitigate, respond to andrecover from emergency events thatcould occur due to project activitiessuch as accidents, spills of hazardoussubstances, fire, extreme weatherevents, and other crises.EstimatedCostImplementationResponsibilityMonitoringConstruction1. Wastewater from concretebatch plants (CBP)a. Prior to operation of CBP, constructsettling/retention ponds with sufficientspecifications/capacity for treatmentof wastewater (e.g., from washing ofequipment such as mixer drums,trucks and chutes; contact stormwater, etc.)b. Properly operate and maintainsettling/retention ponds to ensureeffluent quality meets applicableQCVN 24:2009/BTNMT (NationalTechnical Regulation for IndustrialWastewater)Part of contractor’sbid costContractorMAUR/PMU2, CSC, PMISC241

Table 10.1: Environmental mitigation plan for the depotEnvironmentalAspect/ Concern2. Air quality impacts due togaseous and dustemissionsProposed Mitigation Measuresa. Strictly implement approved DustControl Plan;b. Wherever possible, use electricallypoweredequipment rather than gasor diesel-powered equipment;EstimatedCostPart of contractor’sbid costImplementationContractorResponsibilityMonitoringMAUR/PMU2, CSC, PMISCc. Position any stationary emissionsources (e.g., portable dieselgenerators compressors, etc.) as faras is practical from sensitivereceptors;d. Use only vehicles and equipment thatare registered and have necessarypermits;e. Burning of wastes generated at theconstruction sites, work camps andother project-related activities shall bestrictly prohibited;f. Construction equipment and vehiclesshall be well-maintained and shallmeet national QCVN emissionstandards;g. Specify the use of clean fuels such asultra-low sulphur diesel in dumptrucks and other heavy-duty dieselvehicles and/or equipment, inconjunction with the use of particulatetrap control devices, as well ascatalytic converters, to avoidexcessive diesel emissions.h. Keep stockpiles moist and covervehicles with tarpaulin sheets or othersuitable materials to minimize dustemission and prevent spillage of242

Table 10.1: Environmental mitigation plan for the depotEnvironmentalAspect/ ConcernProposed Mitigation Measuresmaterials (e.g., soil, cement, stone,sand, aggregates, excavated soil,construction wastes, etc.).i. Provide temporary covers (e.g.,tarpaulins, grass, etc.) on long termmaterials stockpiles.j. Concrete mixing areas at the Depotsite shall be located at least 300 mfrom the nearest residential area.k. Clean road surfaces of debris/spillsfrom construction equipment andvehicles.l. Install temporary fencing or barriersaround particularly dusty activities invicinity of sensitive receivers;m. Ensure availability of water trucks onsite and if the works surface andaccess roads near sensitive receptors(i.e., residential areas, roadside teaand food stalls and other sensitivereceptors) are dry and spray water onthe exposed surfaces to reduce dustemission.n. All construction equipment andmachinery shall be fitted withemission control equipment in fullcompliance with the national (QCVN)and local regulations.o. Fuel-efficient and well-maintainedhaulage trucks will be used tominimize exhaust emissions. Smokebelching vehicles and equipmentshall not be allowed and shall beEstimatedCostImplementationResponsibilityMonitoring243

Table 10.1: Environmental mitigation plan for the depotEnvironmentalAspect/ ConcernProposed Mitigation Measuresremoved from the project.EstimatedCostImplementationResponsibilityMonitoringp. Impose speed limits on constructionvehicles to minimize road dust inareas where sensitive receptors arelocated.q. Locations for stockpiling material atthe depot area will be at least 100 mfrom the nearest residential sensitivereceivers.r. Undertake immediate repairs of anymalfunctioning construction vehiclesand equipment.s. Discourage idling of enginest. Provide prior notification to thecommunity on schedule ofconstruction activitiesu. Implement community complaintshotline3. Noise impacts due tooperation of constructionequipment/ vehicles andvarious constructionactivitiesa. Strictly implement Noise Control Planb. All construction equipment andvehicles shall be well maintained,regularly inspected for noiseemissions, and shall be fitted withappropriate noise suppressionequipment consistent with applicablenational and local regulations.Part of contractor’sbid costContractorMAUR/PMU2, CSC, PMISCc. Use only vehicles and equipment thatare registered and have necessarypermits.d. Avoid noisy construction activities invicinity of sensitive receivers (e.g.,residential areas) during night time244

Table 10.1: Environmental mitigation plan for the depotEnvironmentalAspect/ ConcernProposed Mitigation MeasuresSuch activities shall be restricted todaylight hours.e. Truck drivers and equipmentoperators shall minimize the use ofhorns.f. Impose speed limits on constructionvehicles to minimize noise emissionalong areas where sensitivereceptors are located (houses, etc.).g. Provide temporary noise barriers (3-5meter high barrier can reduce 5-10dB(A), as necessary, if depot workswill generate high noise levels thatcould disturb nearby households andother sensitive receptors.h. As much as possible, use quietequipment and working method.i. Whenever possible, completelyenclose noisy equipment which canreduce noise level by 15-25 dB(A),restrict use of noisy equipment(e.g.15 min for every consecutive 30min period) and undertake sequentialoperation of equipment with objectiveto reduce noise generated.j. Provide prior notification to thecommunity on schedule ofconstruction activitiesk. Implement community complaintshotlineEstimatedCostImplementationResponsibilityMonitoring245

Table 10.1: Environmental mitigation plan for the depotEnvironmentalAspect/ Concern4. Potential contamination ofsurface water and soil dueto spills of fuel and otherhazardous substances.Proposed Mitigation Measuresa. Strict implementation of SpillManagement Planb. Store fuel and hazardous substancesin paved areas with embankment. Ifspills or leaks do occur, undertakeimmediate clean up.EstimatedCostPart of contractor’sbid costImplementationContractorResponsibilityMonitoringMAUR/PMU2, CSC, PMISCc. Ensure availability of spill clean-upmaterials (e.g., absorbent pads, etc.)specifically designed for petroleumproducts and other hazardoussubstances where such materials arebeing stored and used.d. Train relevant construction personnelin handling of fuels and spill controlprocedures.e. Ensure all storage containers are ingood condition with proper labeling.f. Regularly check containers forleakage and undertake necessaryrepair or replacement.g. Store hazardous materials aboveflood level.h. Equipment maintenance areas shallbe provided with drainage leading toan oil-water separator that will beregularly skimmed of oil andmaintained to ensure efficiency.Discharge of oil contaminated watershall be prohibited.i. Store waste oil, used lubricant andother hazardous wastes in tightlysealed containers to avoidcontamination of soil and water246

Table 10.1: Environmental mitigation plan for the depotEnvironmentalAspect/ ConcernProposed Mitigation Measuresresources. Transport and off-sitedisposal of such wastes shall beconsistent with national and localregulations.EstimatedCostImplementationResponsibilityMonitoring5. Drainage obstruction/floodinga. Avoid placement of constructionmaterials, waste storage areas orequipment in or near drainagechannels surrounding the Depot.Part of contractor’sbid costContractorMAUR/PMU2, CSC, PMISCb. Prohibit disposal of waste materials todrainage channels.c. In case existing drainage ditch isfilled-up as required for theconstruction works, providealternative drainage for rainwater.d. Regularly inspect and maintain alldrainage channels to keep these freeof obstructions.6. Generation of solid wastes a. Provide garbage bins and facilitieswithin the project site for temporarystorage of construction waste anddomestic solid waste.Part of contractor’sbid costContractorMAUR/PMU2, CSC, PMISCb. Separate solid waste intohazardous, non-hazardous andreusable waste streams and storetemporarily on site in securefacilities with weatherproof flooringand roofing, security fencing andaccess control and drainage/wastewater collection systemsc. Ensure that wastes are nothaphazardly dumped within theproject site and adjacent areas247

Table 10.1: Environmental mitigation plan for the depotEnvironmentalAspect/ ConcernProposed Mitigation Measuresd. Undertake regular collection anddisposal of wastes to sites approvedby local authorities.EstimatedCostImplementationResponsibilityMonitoring7. Damage to communityfacilitiesa. Immediately repair any damagecaused by the Project to properties(e.g., houses, other types ofstructures, etc.) community facilitiessuch as water supply, power supply,communication facilities and the like.Part of contractor’sbid costContractorMAUR/PMU2, CSC, PMISCb. Access roads damaged duringtransport of construction materialsand other project-related activitiesshall be reinstated upon completionof construction works.8. Traffic build-up alongaccess road to the depota. Strictly implement approved TrafficManagement PlanPart of contractor’sbid costContractorMAUR/PMU2, CSC, PMISCb. Post traffic advisory signs (tominimize traffic build-up) incoordination with local authoritiesc. As much as possible, scheduledelivery of construction materialsand equipment during non-peakhours.d. Regularly monitor traffic conditionsalong access roads to ensure thatproject vehicles are not causing248

Table 10.1: Environmental mitigation plan for the depotEnvironmentalAspect/ ConcernProposed Mitigation Measurescongestion.EstimatedCostImplementationResponsibilityMonitoring9. Hazards to health andsafety of workers and thepublic due to constructionworksa. Strictly implement approvedOccupational and Community Healthand Safety Plan, and approvedEmergency Response PlanPart of contractor’sbid costContractorMAUR/PMU2, CSC, PMISCb. Appoint an environment, health andsafety manager to look afterimplementation of requiredenvironmental mitigation measures,and to ensure that health and safetyprecautions are strictly implementedfor the protection of workers and thegeneral public in the vicinity ofconstruction areasc. Conduct orientation for constructionworkers regarding health and safetymeasures, emergency response incase of accidents, fire, etc., andprevention of HIV/AIDS and otherrelated diseasesd. Provide first aid facilities that arereadily accessible by workers.e. Provide fire-fighting equipment at thework areas, as appropriate, and at249

Table 10.1: Environmental mitigation plan for the depotEnvironmentalAspect/ ConcernProposed Mitigation Measuresconstruction camps.EstimatedCostImplementationResponsibilityMonitoringf. Provide adequate drainage inworkers camps to prevent waterlogging/accumulation of stagnantwater and formation of breedingsites for mosquitoes.g. Provide adequate housing for allworkers at the construction camps.h. Provide reliable supply of potablewateri. Provide separate hygienic sanitationfacilities/toilets and bathing areaswith sufficient water supply for maleand female workers.j. Ensure that all wastewateremanating from workers camps,construction camps and otherproject-related activities and facilitiesare treated consistent with nationalregulations.k. Establish clean canteen/rest area.l. Ensure proper collection anddisposal of solid wastes within theconstruction camps consistent withlocal regulations.m. Provide fencing on all areas ofexcavation greater than 2 m deep.n. Provide appropriate personnel safetyequipment such as safety boots,helmets, gloves, protective clothes,breathing mask, goggles and earprotection250

Table 10.1: Environmental mitigation plan for the depotEnvironmentalAspect/ ConcernProposed Mitigation Measureso. Ensure reversing signals areinstalled on all construction vehicles.EstimatedCostImplementationResponsibilityMonitoringp. Implement precautions to ensurethat objects (e.g., equipment, tool,debris, pre-cast sections, etc.) donot fall onto or hit constructionworkers.q. Implement fall prevention andprotection measures whenever aworker is exposed to the hazard offalling more than two meters, fallinginto operating machinery or throughan opening in a work surface. Basedon a case-specific basis, fallprevention/protection measures mayinclude installation of guardrails withmid-rails and toe boards at the edgeof any fall hazard area, proper use ofladders and scaffolds by trainedemployees, use of fall preventiondevices, including safety belt andlanyard travel limiting devices toprevent access to fall hazard, fallprotection devices such as full bodyharnesses, etc.a. Provide basic ameneties for theworkers such as accommodation,sanitation facilities, etc. and ensureproper management of suchfacilities to avoid conflict with thecommunitiesb. Consider the location of constructioncamps away from communities in10. Social conflicts due topresence of workersPart of contractor’sbid costContractorMAUR/PMU2, CSC, PMISC251

Table 10.1: Environmental mitigation plan for the depotEnvironmentalAspect/ ConcernProposed Mitigation Measuresorder to avoid social conflict in usingresources and basic resources suchas water supplyEstimatedCostImplementationResponsibilityMonitoringc. Maximize number of local peopleemployed in construction works.d. Maximize goods and servicessourced from local commercialenterprises.11. Social conflicts due topresence of workersa. Consider the location of constructioncamps away from communities inorder to avoid social conflict in usingresources and basic amenities suchas water supply.Part of contractor’sbid costContractorMAUR/PMU2, CSC, PMISCb. Maximize number of local peopleemployed in construction works.c. Maximize goods and servicessourced from local commercialenterprisesOperation1. Air quality impacts due towaste generation andoperation of back-upgeneratora. The wastewater treatment facilityshall be properly maintained toavoid or minimize emission of foulodorPart of operationalcostMAUR/OperatorMONRE/DONREb. Solid wastes shall be regularlyremoved from the depot area todisposal sites approved by localauthoritiesc. Burning of waste materials shall beprohibited and idling of vehicles shallbe minimizedd. Back-up diesel generators shall be252

Table 10.1: Environmental mitigation plan for the depotEnvironmentalAspect/ ConcernProposed Mitigation Measuresmaintained regularly to ensureemissions comply with QCVNstandards.EstimatedCostImplementationResponsibilityMonitoring2. Noise emission andvibration from rollingstock, maintenanceactivities and operation ofback-up diesel generatora. Grinding and other maintenanceactivities that will generate highnoise levels will be undertakeninside the maintenance shedsb. Insulators/anti-vibration devices willbe installed under the rails therebyreducing noise and vibrationPart of perationalcostMAUR/OperatorMONRE/DONREc. The rails are fastened with resilientfasteners and continuously weldedfurther reduces vibration and noisee. Noise mitigation measures (e.g.,enclosure) shall be provided for theback-up diesel generator(s) toensure that high noise levels will notimpact on surrounding sensitivereceptors.f. Noise monitoring will continueduring operation to determine andprovide noise abatement measures,as necessary3. Wastewater generationand potentialcontamination ofgroundwater supplya. Wastewater shall be treated at thedepot’s industrial treatment plant toensure that relevant QCVNstandards and requirements aremet.Part of operationalcostMAUR/OperatorMONRE/DONREb. In the vehicle washing, maintenancearea and wheel lathe pits, drainsshall be linked to the industrial watertreatment plant.253

Table 10.1: Environmental mitigation plan for the depotEnvironmentalAspect/ ConcernProposed Mitigation Measuresc. Drainage emanating from the depotworkshops will be equipped with oilinterceptors. Oil-drip pans shall beused where appropriate to avoidcontamination of the environment.d. Office buildings shall be providedwith toilets and septic tanks tohandle domestic sewage.e. The sewer system will be designedto prevent leakage or overflow ofwaste water that could contaminatethe surrounding areas.f. All hazardous and potentiallycontaminating materials (chemicals,fuels, oils, etc.) and equipment thatcontain hazardous substances shallbe stored in facilities withweatherproof flooring and roofing,security fencing and access controland drainage/wastewater collectionsystems.g. PCB-containing equipment shall notbe used.h. Leaks shall be repaired immediatelyand waste oil shall be stored anddisposed of consistent withapplicable laws and regulations.i. Diesel generators shall be placed onconcrete floors with embankment.j. There shall be provisions forconcrete-lined transformer bays aswell as drainage and oil-waterseparator to handle spills, leaks andEstimatedCostImplementationResponsibilityMonitoring254

Table 10.1: Environmental mitigation plan for the depotEnvironmentalAspect/ ConcernProposed Mitigation Measuresoily water run-off that could emanatefrom the transformers.EstimatedCostImplementationResponsibilityMonitoringk. Ensure availability of spill clean-upmaterials (e.g., absorbent pads, etc.)specifically designed for petroleumproducts and other hazardoussubstances where such materialsare being stored and used.4. Water supply reliability Train wash water and rainwater shall becollected in underground storage tanksfor recycling.Part ofoperationalcostMAUR/OperatorMONRE/DONRE5. Solid waste generation a. Offices, workshops and other areaswithin the depot shall be providedwith waste collection bins orreceptacles.Part of operationalcostMAUR/OperatorMONRE/DONREb. Solid wastes shall be segregatedinto hazardous, non-hazardous andreusable waste streams and storedtemporarily on site in securefacilities with weatherproof flooringand roofing, security fencing andaccess control anddrainage/wastewater collectionsystems.c. Garbage shall be regularly collectedand shall be disposed consistentwith local regulationsd. Wastes shall only be disposed toapproved sites by local authorities.6. Hazards to health andsafety of workers and thepublic due to depota. Prior to operation of the depot,MAUR shall ensure that thefollowing plans have beenPart of operationalcostMAUR/OperatorMONRE/DONRE255

Table 10.1: Environmental mitigation plan for the depotEnvironmentalAspect/ ConcernProposed Mitigation MeasuresEstimatedCostImplementationResponsibilityMonitoringoperationdeveloped and adequatelyresourced. MAUR shall ensure thatplan provisions are strictlyimplemented throughout operationphase.b. Occupational Health and SafetyPlan for all components of depotoperation and train staff in theimplementation of such plan.c. Emergency Response Plan (e.g., incase of fire, extreme weatherevents, floods, power outage,equipment breakdown, accidents,spills of hazardous substances, etc.)covering all components of depotoperation and train staff in theimplementation of such plan.d. The depot site will be fenced andaccess shall be restricted toauthorized personnel to avoid safetyrisks to the public.7. Change in land use in thevicinity of the Project areaStrict zoning enforcement for residential,commercial and retail development thatrestricts expansion outside a defined areaPart of operationalcostMAUR/OperatorMONRE/DONRE256

Table 10.2: Environmental mitigation plan for the viaduct and transition sectionsEnvironmentalAspect/ ConcernPre-Construction1. Disclosure of projectInformationProposed Mitigation MeasuresPrior to start of site works. local residentsand establishments, local authorities andother stakeholders who are likely to beaffected by the project shall be informedon the construction schedule andactivities, potential environmental impactsand mitigation measures through publicmeetings at each commune.EstimatedCostResponsibilityImplementationProject Management Unit 2(PMU2), ProjectSupervisionConsultant (CSC), ProjectManagementSupport Consultant (PMISC)MonitoringHCMC Peoples’ Committee(HCMC-PC), MAUR, ADB,MONRE/DONRE2. Public involvement During pre-construction, construction andoperation; public involvement activitieswill continue under the direction of MAURbased on the framework for publicinvolvement and disclosure (EIA Table8.1) developed for the Project.3. Cutting and removal of themedian trees on TruongChinhImplement 1:1 tree replacement policy inareas where landscape opportunitiesexist (e.g., areas identified by Ho ChiMinh City park authority). Additional treeswill be replanted along the projectalignment and its vicinity should there beavailable suitable areas.MAUR/PMU2MAUR/PMU2HCMCPC, ADBHCMC-PC, MAUR, ADB,MONRE/DONRE4. Complaints due to projectimplementationPrior to commencement of site works, thecontractor, in coordination with MAUR-PMU2, will develop a grievance redresssystem that will allow for the following:a. receiving/ recording and immediate(within 24 hours) response by thecontractor to construction-relatedcomplaintsb. reporting of issues to MAUR by thecontractor within 24 hours.c. complaints reported by the affectedperson(s) to MAUR are recordedand passed on within 24 hours toContractorHCMC-PC, MAUR, ADB,257

Table 10.2: Environmental mitigation plan for the viaduct and transition sectionsEnvironmentalAspect/ ConcernProposed Mitigation Measuresthe contractor for immediateresolution. installation of noticeboards at the construction sites thatindicate the name and telephonenumbers (hotline) of contractor’sdesignated personnel who aretasked to receive and documentcomplaints.d. f the complaint is not resolved at thelevel of the contractor within two (2)days from filing of the complaint, thiswill be dealt with through thegrievance redress committee (GRC)that will be established by MAURprior to site works.EstimatedCostImplementationResponsibilityMonitoringPrior to start of site works, MAUR shallundertake the following:MAUR-PMU2, CSC, PMISCHCMC-PC, MAUR, ADB,a. establish a GRC and ensureimplemetation of the grievanceredress mechanism (GRC) describedin the EIAb. through public awareness campaigns,make public aware of the existenceof the GRC and GRMc. set-up and publicize a hotline forcomplaintsd. ensure that names and contactnumbers of representatives of MAURPMU 2and contractors are placed onthe notice boards outside theconstruction site5. Establishment ofconstruction-relatedThe following measures shall beimplemented by the contractor forPart of contractor’sbid costContractorHCMC-PC, MAUR/PMU2,258

Table 10.2: Environmental mitigation plan for the viaduct and transition sectionsEnvironmentalAspect/ ConcernfacilitiesProposed Mitigation Measuresconstruction-related facilities. Suchfacilities include casting yard,laydown/storage sites, concrete batchplants, maintenance yard(s), etc.EstimatedCostImplementationResponsibilityMonitoringCSC, PMISCc. Secure the necessary environmentalapprovals and permits prior toestablishment and operation ofconstruction related facilitiesd. Concrete batch plants, casting yardsand other facilities that will result toemission of high dust and noiselevels shall be located at least 300m from sensitive receptors such asresidential/housing areas, medicalfacilities, schools, religious andcultural sites, etc.6. Disruption to communityservices due to relocationof utilities (e.g., watersupply)a. Water supply pipelines, powersupply, communication lines andother utilities shall be re-provisionedbefore construction workscommencePart of contractor’sbid costContractorMAUR/PMU2, CSC, PMISCb. b) Provisions shall be made topreserve the operation of currentfacilities in sufficient quantity and inagreement with the local community.c. c) Re-provisioning shall beundertaken in coordination with theutility company.d. d) Affected households andestablishments shall be notified wellin advance.259

Table 10.2: Environmental mitigation plan for the viaduct and transition sectionsEnvironmentalAspect/ Concern7. Preparation andimplementation ofEnvironmentalmanagement action plansProposed Mitigation MeasuresPrior to start of site works, specificenvironmental management plans(SEMPs) shall be prepared by thecontractor and shall be submitted to theconstruction supervision consultant forreview and revision, as necessary, prior tosubmission to ADB for approval:a. Dust Control Plan. The plan shallprovide details of mitigationmeasures, specific location andschedule where such measuresshall be implemented to minimizeimpacts to sensitive receptors(residential areas, etc.) due toconstruction works; operation ofconcrete batch plants; sourcing,storage and transport of constructionmaterials, transport and disposal ofspoils, and other project-relatedactivities.b. Noise Control Plan. The plan shallprovide details of mitigationmeasures, specific location andschedule where such measuresshall be implemented to minimizeimpacts to sensitive receptors(residential areas, etc.) due toconstruction works, sourcing andtransport of construction materials,and other project-related activities.c. Spoils Disposal Plan. The planshall present off-site re-use (ifsuitable) of excavation spoils andcorresponding volume, identificationEstimatedCostPart of contractor’sbid costResponsibilityImplementationSEMP Preparation:ContractorSEMP Review: CSC/PMISCand PMU2SEMP Approval: ADBMonitoringHCMC-PC, MAUR/PMU2,CSC, PMISC260

Table 10.2: Environmental mitigation plan for the viaduct and transition sectionsEnvironmentalAspect/ ConcernProposed Mitigation Measuresof a suitable disposal location/facilityand corresponding capacity,designation of suitable transportroutes and schedule for spoil truckmovements to minimize trafficdisruption/congestion, andenvironmental mitigation measuresto address impacts due to transportand disposal of spoils, Maps ordesign of the site(s) shall beprepared and used to identify whereprotection measures are requiredsuch as slope stabilizationmeasures, silt fencing, ditching, dustcontrol, cross drains, measures toavoid flooding in surrounding areas,etc. The SDP shall specify spoilsdewatering procedures (andfacilities), as necessary, and shalldescribe in detail the mitigationmeasures to be implemented toensure that resulting wastewaterfrom spoils dewatering is adequatelytreated and disposed of to meetapplicable QCVN standards andrequirements. Provisions for randomtesting of spoils shall be specified todetermine contamination levels(e.g., heavy metals) based onQCVN standards.d. Spill Management Plan. The planshall provide details of procedures,responsibilities, resources,documentation and reportingEstimatedCostImplementationResponsibilityMonitoring261

Table 10.2: Environmental mitigation plan for the viaduct and transition sectionsEnvironmentalAspect/ ConcernProposed Mitigation Measuresrequirements, training provisions forrelevant staff, etc. to avoid spills ofhazardous substances and toeffectively respond to suchincidents, in case these occur.e. Wastewater Management Plan.The plan shall provide detailedmeasures to treat wastewateremanating from construction-relatedactivities, plans for recyclingwastewater from concrete batchplant operations, specifications andlocation of proposedretention/settling ponds, as well asmonthlly effluent monitoring programto ensure that the quality ofwastewater meetsQCVN24:2009/BTNMT (NationalTechnical Regulation for IndustrialWastewater). The contractor, as aminimum, will undertake effluentsampling and testing for pH, color,suspended solids, oil and grease forconcrete batch plant effluent.f. Traffic Management Plan. The planshall be designed to ensure thattraffic congestion due to constructionactivities and movement ofconstruction vehicles, haulagetrucks, and equipment is minimized.The plan shall be prepared inconsultation with local traffic officialsand People’s Committees at thedistrict and commune levels. TheEstimatedCostImplementationResponsibilityMonitoring262

Table 10.2: Environmental mitigation plan for the viaduct and transition sectionsEnvironmentalAspect/ ConcernProposed Mitigation Measuresplan shall identify traffic diversionand management, transport modefor spoils disposal (e.g., truck, truckand barge, etc.), traffic schedules,traffic arrangements showing alldetours, necessary barricades,warning/advisory signs, road signs,lighting, and other provisions toensure that adequate and safeaccess is provided to motorists inthe affected areas.g. Occupational and CommunityHealth and Safety Plan consistentwith international standards (e.g.,the World Bank Group’sEnvironment, Health and SafetyGuidelines of 2007) and Labor Codeof Vietnam. The Plan shall addresshealth and safety hazardsassociated with constructionactivities (e.g., excavations, workingat heights, electrocution, etc.),establishment and operation ofconstruction/worker’s camps, use ofheavy equipment, transport ofmaterials and other hazardsassociated with various constructionactivities.h. Emergency Response Plan toprevent, mitigate, respond to andrecover from emergency events thatcould occur due to project activitiessuch as accidents, spills ofhazardous substances, fire, extremeEstimatedCostImplementationResponsibilityMonitoring263

Table 10.2: Environmental mitigation plan for the viaduct and transition sectionsEnvironmentalAspect/ ConcernProposed Mitigation Measuresweather events, and other crises.EstimatedCostImplementationResponsibilityMonitoringConstruction1. Wastewater from concretebatch plants (CBP)a. Prior to operation of CBP, constructsettling/retention ponds withsufficient specifications/capacity fortreatment of wastewater (e.g., fromwashing of equipment such as mixerdrums, trucks and chute, contactstorm water, etc.)Part of contractor’sbid costContractorMAUR/PMU2, CSC, PMISCb. Properly operate and maintainsettling/retention ponds to ensureeffluent quality meets applicableQCVN 24:2009/BTNMT (NationalTechnical Regulation for IndustrialWastewater)2. Air quality impacts due togaseous and dustemissionsa. Implement strictly the approved DustControl Plan;b. Wherever possible, use electricallypoweredequipment rather than gasor diesel-powered equipment;Part ofcontractor’sbid costContractorMAUR/PMU2, CSC,PMISCc. Position any stationary emissionsources (e.g., portable dieselgenerators compressors, etc.) as faras is practical from sensitivereceptors;d. Use only vehicles and equipmentthat are registered and havenecessary permits;e. Burning of wastes generated at theconstruction sites, work camps andother project-related activities shall264

Table 10.2: Environmental mitigation plan for the viaduct and transition sectionsEnvironmentalAspect/ ConcernProposed Mitigation Measuresbe strictly prohibited;EstimatedCostImplementationResponsibilityMonitoringf. Construction equipment andvehicles shall be well-maintainedand shall meet national QCVNemission standards;g. Trucks to be used for transportingexcavation spoils shall be tightlycoveredh. Specify the use of clean fuels suchas ultra-low sulphur diesel in dumptrucks and other heavy-duty dieselvehicles and/or equipment, inconjunction with the use ofparticulate trap control devices, aswell as catalytic converters, to avoidexcessive diesel emissions.i. Keep stockpiles moist and tightlycover vehicles with tarpaulin sheetsor other suitable materials tominimize dust emission and preventspillage of materials (e.g., soil,cement, stone, sand, aggregates,excavation spoils, etc.).j. Provide temporary covers (e.g.,tarpaulins, grass, etc.) on long termmaterials stockpiles.k. As much as possible, the castingyard for the Project will make use ofalready established and licensedsite(s) for concrete forming activitieswhere all the pre-cast sections of theviaduct, pier columns and crossmembers will be fabricated.265

Table 10.2: Environmental mitigation plan for the viaduct and transition sectionsEnvironmentalAspect/ ConcernProposed Mitigation Measuresl. Ensure that necessaryenvironmental approvals areobtained for the establishment andoperation of a new casting yard,m. Store excavated materials outsideroad reserve, but where there is noarea, spoils shall be loaded andtransported immediatelyn. Clean road surfaces of debris/spillsfrom construction equipment andvehicleso. Undertake daily cleaning of pavedroutes around the pier constructionsites.p. Install temporary fencing or barriersaround particularly dusty activities invicinity of sensitive receiversq. Ensure availability of water truckson site and if the works surface andaccess roads near sensitivereceptors (i.e., residential areas,roadside tea and food stalls, andother sensitive receptors) are dryand dusty, spray water on theexposed surfaces to reduce dustemissions.r. All construction equipment andmachinery shall be fitted withemission control equipment in fullcompliance with the national(QCVN) and local regulations.s. Fuel-efficient and well-maintainedhaulage trucks will be used toEstimatedCostImplementationResponsibilityMonitoring266

Table 10.2: Environmental mitigation plan for the viaduct and transition sectionsEnvironmentalAspect/ ConcernProposed Mitigation Measuresminimize exhaust emissions. Smokebelching vehicles and equipmentshall not be allowed and shall beremoved from the project.EstimatedCostImplementationResponsibilityMonitoringt. Provide prior notification to thecommunity on schedule ofconstruction activitiesu. Implement community complaintshotlinev. Impose speed limits on constructionvehicles to minimize road dust inareas where sensitive receptors arelocated.w. Undertake immediate repairs of anymalfunctioning construction vehiclesand equipment.x. Discourage idling of engines3. Noise impacts due tooperation of constructionequipment/ vehicles andvarious constructionactivitiesa. Strictly implement approved NoiseControl PlanWhenever possible,completely enclose noisy equipmentwhich can reduce noise level by 15-25 dB(A), restrict use of noisyequipment (e.g.15 min for everyconsecutive 30 min period) andundertake sequential operation ofequipment with objective to reducenoise generated;Part of contractor’sbid costContractorMAUR/PMU2, CSC, PMISCb. Diesel hammer piling shall be limitedin favor of drill piling.c. Unobtrusive noise barriers nearsensitive areas such as residentialaras, etc. can also be placed on the267

Table 10.2: Environmental mitigation plan for the viaduct and transition sectionsEnvironmentalAspect/ ConcernProposed Mitigation Measuresedge of the right-of-way shouldconstruction monitoring indicate animpact to sensitive receivers.EstimatedCostImplementationResponsibilityMonitoringd. Truck drivers and equipmentoperators shall minimize the use ofhorns.e. Position any stationary equipmentthat produce high noise levels (e.g.,portable diesel generators,compressors, etc.) as far as ispractical from sensitive receptors;f. Use only vehicles and equipmentthat are registered and havenecessary permits.g. Impose speed limits on constructionvehicles to minimize noise emissionalong areas where sensitivereceptors are located (residentialareas, etc.).h. As much as possible, use quietequipment and working method.i. Avoid noisy construction activities invicinity of sensitive receivers (e.g.,residential areas) during night time.j. Provide prior notification to thecommunity on schedule ofconstruction activities.k. Implement community complaintshotline4. Spoils generation fromexcavation worksa. Strictly implement approved SpoilsDisposal PlanPart of contractor’sbid costContractorMAUR/PMU2, CSC, PMISCb. Spoil disposal will only be to268

Table 10.2: Environmental mitigation plan for the viaduct and transition sectionsEnvironmentalAspect/ ConcernProposed Mitigation MeasuresDONRE and DOC approved areasEstimatedCostImplementationResponsibilityMonitoringc. All asphalt and sidewalk materialsremoved should be separated andre-cycledd. Spoil disposal will only be toDONRE and DOC approved arease. The capacity of disposal sites shallbe adequate to accept the quantityof spoils without alienating areasoutside the site boundaries.f. Undertake random sampling of excavation spoils to determine presenceof contaminants (such as heavymetal levels specified in QCVN03:2008/BTNMT and otherparameters, as appropriate). Iflevels of contaminants exceedstandards, excavation spoils shall beconsidered as hazardous wastesconsistent with applicablestandards/guidelines and shall betreated and disposed of as such.g. Disposal of contaminatedspoils/hazardous wastes shall onlybe to disposal sites equipped andlicensed to handle such wastes.h. Trucks transporting spoils shall betightly covered with tarpaulin orother suitable materials to minimizedust emission and spills.i. Wheel washing shall be undertakento remove mud so as to ensure thataccess roads are kept clean.269

Table 10.2: Environmental mitigation plan for the viaduct and transition sectionsEnvironmentalAspect/ ConcernProposed Mitigation Measuresj. Road surfaces shall be regularlycleaned of spilled spoilEstimatedCostImplementationResponsibilityMonitoringk. Spoil disposal shall not causesedimentation and obstruction offlow of watercourses, damage toagricultural land and denselyvegetated areas.l. The spoils disposal site shall beadequately protected by avoidingformation of steep slopes andgrassing so as to prevent erosion tosurface watercourses.5. Pollution due to spills offuel and other hazardoussubstances.a. Strictly implement approved SpillsManagement Planb. Store fuel and hazardoussubstances in paved areas withembankment. If spills or leaks dooccur, undertake immediate cleanup.Part of contractor’sbid costContractorMAUR/PMU2, CSC, PMISCc. Ensure availability of spill clean-upmaterials (e.g., absorbent pads, etc.)specifically designed for petroleumproducts and other hazardoussubstances where such materialsare being stored and used.d. Train relevant constructionpersonnel in handling of fuels andspill control procedures.e. Ensure all storage containers are ingood condition with proper labeling.f. Regularly check containers forleakage and undertake necessary270

Table 10.2: Environmental mitigation plan for the viaduct and transition sectionsEnvironmentalAspect/ ConcernProposed Mitigation Measuresrepair or replacement.EstimatedCostImplementationResponsibilityMonitoringg. Store hazardous materials aboveflood level.h. Equipment maintenance areas shallbe provided with drainage leading toan oil-water separator that will beregularly skimmed of oil andmaintained to ensure efficiency.Discharge of oil contaminated watershall be prohibited.i. Store waste oil, used lubricant andother hazardous wastes in tightlysealed containers to avoidcontamination of soil and waterresources. Transport and off-sitedisposal of such6. Drainageobstruction/floodinga. Placement of construction materials,excavated spoils, equipment shallnot block flow of rainwater intocanals/drainage structures.Part of contractor’sbid costContractorMAUR/PMU2, CSC, PMISCb. Prohibit disposal of waste materialsto drainage channels.c.7. Generation of solid wastes a. Provide garbage bins and facilitieswithin the project site for temporarystorage of construction waste anddomestic solid waste.Part of contractor’sbid costContractorMAUR/PMU2, CSC, PMISCb. Separate solid waste intohazardous, non-hazardous andreusable waste streams and storetemporarily on site in securefacilities with weatherproof flooring271

Table 10.2: Environmental mitigation plan for the viaduct and transition sectionsEnvironmentalAspect/ ConcernProposed Mitigation Measuresand roofing, security fencing andaccess control and drainage/wastewater collection systems.EstimatedCostImplementationResponsibilityMonitoringc. Ensure that wastes are nothaphazardly dumped within theproject site and adjacent areasd. Undertake regular collection anddisposal of wastes to sites approvedby local authorities.8. Damage to communityfacilitiesa. Immediately repair any damagecaused by the Project to properties(e.g., houses, other types ofstructures, etc.) community facilitiessuch as water supply, power supply,communication facilities and the like.Part of contractor’sbid costContractorMAUR/PMU2, CSC, PMISCb. Access roads damaged duringtransport of construction materialsand other project-related activitiesshall be reinstated upon completionof construction works.9. Traffic congestion andaccess problemsa. Strictly implement approved TrafficManagement PlanPart of contractor’sbid costContractorMAUR/PMU2, CSC, PMISCb. Provide signs advising road usersthat construction is in progress andthat the road narrows to one laneusing cones.c. Employ flag persons to control trafficat the station sites for safety reasonswhen construction equipment isentering or leaving the work area.d. Lanes through the work site createdby rope or flagging, shall be272

Table 10.2: Environmental mitigation plan for the viaduct and transition sectionsEnvironmentalAspect/ ConcernProposed Mitigation Measuresdeveloped to minimize risks andinjuries from falling objects.e. As much as possible, lifting andplacing of the pre-cast pier andviaduct sections will be done at nightto minimize traffic congestion.f. Post traffic advisory signs (tominimize traffic build-up) incoordination with local authoritiesg. Provide road signs indicating thelane is closed 500 m before theworksite.h. Use traffic cones to direct traffic tomove to the open lane.i. Provide sufficient lighting at nightwithin and in the vicinity ofconstruction sites.j. Regularly monitor traffic conditionsalong access roads to ensure thatproject vehicles are not causingcongestion.k. Define and observe schedules fordifferent types of construction traffictrips (e.g., transport of pre-castsections, haulage of spoils, deliveryof construction materials, etc.).l. As much as possible, scheduledelivery of construction materialsand equipment as well as transportof spoils during non-peak hours.m. Avoid movements of noisy vehiclesduring night time in vicinity ofEstimatedCostImplementationResponsibilityMonitoring273

Table 10.2: Environmental mitigation plan for the viaduct and transition sectionsEnvironmentalAspect/ ConcernProposed Mitigation Measuressensitive receivers.EstimatedCostImplementationResponsibilityMonitoringn. Implement suitable safety measuresto minimize risk of adverseinteractions between constructionworks and traffic flows throughprovision of temporary signals orflag controls, adequate lighting,fencing, signage and roaddiversions.10. Social conflicts due topresence of workersa. Provide basic ameneties for theworkers such as accommodation,sanitation facilities, etc. and ensureproper management of suchfacilities to avoid conflict with thecommunitiesPart of contractor’sbid costContractorMAUR/PMU2, CSC, PMISCb. Consider the location of constructioncamps away from communities inorder to avoid social conflict in usingresources and basic resources suchas water supplyc. Maximize number of local peopleemployed in construction works.d. Maximize goods and servicessourced from local commercialenterprises.11. Hazards to health andsafety of workers and thepublic due to constructionworksa. Strictly implement approvedOccupational and Community Healthand Safety Plan, and approvedEmergency Response PlanPart of contractor’sbid costContractorMAUR/PMU2, CSC, PMISCb. Appoint an environment, health andsafety manager to look afterimplementation of requiredenvironmental mitigation measures,274

Table 10.2: Environmental mitigation plan for the viaduct and transition sectionsEnvironmentalAspect/ ConcernProposed Mitigation Measuresand to ensure that health and safetyprecautions are strictly implementedfor the protection of workers and thegeneral public in the vicinity ofconstruction areasc. Conduct orientation for constructionworkers regarding health and safetymeasures, emergency response incase of accidents, fire, etc., andprevention of HIV/AIDS and otherrelated diseasesd. Provide first aid facilities that arereadily accessible by workers.e. Provide fire-fighting equipment atthe work areas, as appropriate, andat construction camps.f. Provide adequate drainage inworkers camps to waterlogging/accumulation of stagnantwater and formation of breedingsites for mosquitoes.g. Provide adequate housing for allworkers at the construction camps.h. Provide reliable supply of potablewater.i. Provide separate hygienic sanitationfacilities/toilets and bathing areaswith sufficient water supply for maleand female workersj. Ensure that all wastewateremanating from workers camps,construction camps and otherproject-related activities and facilitiesEstimatedCostResponsibilityImplementationMonitoring275

Table 10.2: Environmental mitigation plan for the viaduct and transition sectionsEnvironmentalAspect/ ConcernProposed Mitigation Measuresare treated consistent with nationalregulations.k. Establish clean canteen/rest area.l. Ensure proper collection anddisposal of solid wastes within theconstruction camps consistent withlocal regulations.m. Provide fencing on all areas ofexcavation greater than 2 m deep.n. Provide appropriate personnelsafety equipment such as safetyboots, helmets, gloves, protectiveclothes, breathing mask, goggles,and ear protectiono. Ensure reversing signals areinstalled on all construction vehicles.p. Implement precautions to ensurethat objects (e.g., equipment, tool,debris, pre-cast sections, etc.) donot fall onto or hit constructionworkers.q. Implement fall prevention andprotection measures whenever aworker is exposed to the hazard offalling more than two meters, fallinginto operating machinery or throughan opening in a work surface. Basedon a case-specific basis, fallprevention/protection measures mayinclude installation of guardrails withmid-rails and toe boards at the edgeof any fall hazard area, proper useof ladders and scaffolds by trainedEstimatedCostImplementationResponsibilityMonitoring276

Table 10.2: Environmental mitigation plan for the viaduct and transition sectionsEnvironmentalAspect/ ConcernProposed Mitigation Measuresemployees, use of fall preventiondevices, including safety belt andlanyard travel limiting devices toprevent access to fall hazard, fallprotection devices such as full bodyharnesses, etc.EstimatedCostImplementationResponsibilityMonitoringr. Implement precautions to ensurethat objects (e.g., equipment, tool,debris, pre-cast sections, etc.) donot fall onto or hit people, vehicle,and properties in adjoining areas.12. Social conflicts due topresence of workersa. Consider the location of constructioncamps away from communities inorder to avoid social conflict in usingresources and basic amenities suchas water supply.Part of contractor’sbid costContractorMAUR/PMU2, CSC, PMISCb. Maximize number of local peopleemployed in construction works.c. Maximize goods and servicessourced from local commercialenterprises.Operation1. Noise emission andvibration from rolling stockand operation of elevatedstationsa. Installation of noise shield on theviaductb. At the station platform, paging andbell signaling volume shall beadjusted to the lowest level where itwill not detract from their function.Part of operationalcostMAUR/OperatorMONRE/DONREc. Noise monitoring shall continueduring operation phase to determineand install suitable noise reductionmeasures (e.g., unobtrusive noise277

Table 10.2: Environmental mitigation plan for the viaduct and transition sectionsEnvironmentalAspect/ ConcernProposed Mitigation Measuresbarriers on the edge of thestations)Insulators/anti-vibrationdevices will be installed under therails thereby reducing noise andvibrationEstimatedCostImplementationResponsibilityMonitoringd. The rails are fastened with resilientfasteners and continuously weldedfurther reduces vibration and noise.2. Waste generation a. Waste collection bins or receptaclesshall be provided in various areas atthe elevated stations, such asoffices and areas accessed bypassengers.Part of operationalcostMAUR/OperatorMONRE/DONREb. Garbage shall be regularly collectedand shall be disposed consistentwith local regulations.c. The elevated stations shall beprovided with toilets and septic tanksto handle sewage generated byemployees and passengers.3. Hazards to health andsafety of workers and thepublic due to operation ofviaduct facilitiesa. Prior to operation of the Project,MAUR shall ensure that thefollowing plans have beendeveloped and adequatelyresourced. MAUR shall ensure strictimplementation of plan provisionsthroughout operation phase:Part of operationalcostMAUR/OperatorMONRE/DONREb. Occupational Health and SafetyPlan for viaduct operation and trainstaff in the implementation of suchplan.c. Emergency Response Plan (e.g., incase of fire, extreme weather278

Table 10.2: Environmental mitigation plan for the viaduct and transition sectionsEnvironmentalAspect/ ConcernProposed Mitigation Measuresevents, power outage, equipmentbreakdown, accidents, etc.) coveringoperation of viaduct and abovegroundstations. Shall train staff inthe implementation of such plan.EstimatedCostImplementationResponsibilityMonitoring4. Change in land use in thevicinity of the Project areaa. Strict zoning enforcement forresidential, commercial and retaildevelopment that restricts expansionoutside a defined areaGeneral Department of LandAdministrationHCMCPC279

Table 10.3: Environmental mitigation plan for the tunnelEnvironmentalAspect/ ConcernPre-Construction1. Disclosure of projectInformationProposed Mitigation MeasuresPrior to start of site works. local residentsand establishments, local authorities andother stakeholders who are likely to beaffected by the project shall be informedon the construction schedule andactivities, potential environmental impactsand mitigation measures through publicmeetings at each commune.EstimatedCostResponsibilityImplementationProject Management Unit 2(PMU2), ConstructionSupervisionConsultant (CSC), ProjectManagement andImplementationSupport Consultant (PMISC)MonitoringHCMC Peoples’ Committee(HCMC-PC), MAUR, ADB,MONRE/DONRE2. Public involvement During pre-construction, construction andoperation; public involvement activitieswill continue under the direction of MAURbased on the framework for publicinvolvement and disclosure (EIA Table8.1) developed for the Project.3. Complaints due to projectimplementationPrior to commencement of site works, thecontractor, in coordination with MAUR-PMU2, will develop a grievance redresssystem that will allow for the following:a. receiving/ recording and immediate(within 24 hours) response by thecontractor to construction-relatedcomplaintsb. reporting of issues to MAUR by thecontractor within 24 hours.c. complaints reported by the affectedperson(s) to MAUR are recordedand passed on within 24 hours tothe contractor for immediateresolution. installation of noticeboards at the construction sites thatindicate the name and telephonenumbers (hotline) of contractor’sdesignated personnel who aretasked to receive and documentMAUR/PMU2ContractorHCMCPC, ADBHCMC-PC, MAUR, ADB,280

Table 10.3: Environmental mitigation plan for the tunnelEnvironmentalAspect/ ConcernProposed Mitigation Measurescomplaints.d. f the complaint is not resolved at thelevel of the contractor within two (2)days from filing of the complaint, thiswill be dealt with through thegrievance redress committee (GRC)that will be established by MAURprior to site works.EstimatedCostImplementationResponsibilityMonitoringPrior to start of site works, MAUR shallundertake the following:MAUR-PMU2, CSC, PMISCHCMC-PC, MAUR, ADB,a. establish a GRC and ensureimplemetation of the grievanceredress mechanism (GRC) describedin the EIAb. through public awareness campaigns,make public aware of the existenceof the GRC and GRMc. set-up and publicize a hotline forcomplaintsd. ensure that names and contactnumbers of representatives of MAURPMU 2and contractors are placed onthe notice boards outside theconstruction siteImplement 1:1 tree replacement policy inareas where landscape opportunitiesexist (e.g., areas identified by Ho ChiMinh City park authority). Additional treeswill be replanted along the projectalignment and its vicinity should there beavailable suitable areas.4. Cutting and removal of thetrees at the stationlocations and TBM portalMAUR/PMU2HCMC-PC, MAUR, ADB,MONRE/DONRE281

Table 10.3: Environmental mitigation plan for the tunnelEnvironmentalAspect/ Concern5. Establishment ofconstruction-relatedfacilitiesProposed Mitigation MeasuresThe following measures shall beimplemented by the contractor forconstruction-related facilities. Suchfacilities include casting yard,laydown/storage sites, concrete batchplants, maintenance yard(s), etc.EstimatedCostPart of contractor’sbid costImplementationContractorResponsibilityMonitoringHCMC-PC, MAUR/PMU2,CSC, PMISCa. Secure the necessary environmentalapprovals and permits prior toestablishment and operation ofconstruction related facilitiesb. Concrete batch plants, casting yardsand other facilities that will result toemission of high dust and noiselevels shall be located at least 300m from sensitive receptors such asresidential/housing areas, medicalfacilities, schools, religious andcultural sites, etc.6. Safety hazards due tooperation of the bulksupply substation (BSS) atTao Dan.b. The contractor shall ensure that thetotal area to be provided for the bulksupply substation (BSS) at Tao Danshall take into account the required15 m safety distance of the BSS andits facilities from surrounding areasbased on Viet Nam regulations.ContractorHCMC-PC, MAUR/PMU2,CSC, PMISC7. Disruption to communityservices due to relocationof utilities (e.g., watersupply)c. Water supply pipelines, power supply,communication lines and otherutilities shall be re-provisioned beforeconstruction works commencePart of contractor’sbid costContractorMAUR/PMU2, CSC, PMISCd. Provisions shall be made to preservethe operation of current facilities insufficient quantity and in agreement282

Table 10.3: Environmental mitigation plan for the tunnelEnvironmentalAspect/ ConcernProposed Mitigation Measureswith the local community.e. Re-provisioning shall be undertakenin coordination with the utilitycompany.f. Affected households andestablishments shall beg. Notified well in advance of suchdisruption.8. Land Subsidence a. The tunnel boring machine (TBM)contractor shall implement a surveyprogram to monitor the backgroundsubsidence rate along the project line(see EMP Table 10.7).b. The monitoring data shall be used toassess potential damage that theobserved subsidence may cause tobuildings under or alongside thec. Take photographs of each structurewithin the possible affected zonebefore the construction starts, to beused for assessing potential damagedue to subsidence.d. Depending on the results of theassessment, suitable mitigationmeasures shall be developed andimplemented by the contractor toavoid or minimize damage toproperties.9. Preparation andimplementation ofenvironmentalmanagement action plansPrior to start of site works, specificenvironmental management plans(SEMPs) shall be prepared by thecontractor and shall be submitted to theEstimatedCostPart of contractor’sbid costPart of contractor’sbid costContractorResponsibilityImplementationSEMP Preparation:ContractorSEMP Review: CSC andMonitoringMAUR/PMU2, CSC, PMISCMAUR/PMU2, CSC, PMISC,MONRE/DONRE283

Table 10.3: Environmental mitigation plan for the tunnelEnvironmentalAspect/ ConcernProposed Mitigation Measuresconstruction supervision consultant forreview and revision, as necessary, priorto submission to ADB for approval:a. Dust Control Plan. The plan shallprovide details of mitigationmeasures, specific location andschedule where such measures shallbe implemented to minimize impactsto sensitive receptors (residentialareas, schools, hospitals, etc.) due toconstruction works; operation ofconcrete batch plants; sourcing,storage and transport of constructionmaterials, transport and disposal ofspoils, and other project-relatedactivities.b. Noise Control Plan. The plan shallprovide details of mitigationmeasures, specific location andschedule where such measures shallbe implemented to minimize impactsto sensitive receptors (hospitalschools, residential areas, etc.) dueto construction works, sourcing andtransport of construction materials,and other project-related activities.c. Spoils Disposal Plan. The plan shallpresent off-site re-use (if suitable) ofexcavation spoils and correspondingvolume, identification of a suitabledisposal location/facility andcorresponding capacity, designationof suitable transport routes andschedule for spoil truck movements toEstimatedCostImplementationPMU2SEMP Approval: ADBResponsibilityMonitoring284

Table 10.3: Environmental mitigation plan for the tunnelEnvironmentalAspect/ ConcernProposed Mitigation Measuresminimize traffic disruption/congestion,and environmental mitigationmeasures to address impacts due totransport and disposal of spoils, Mapsor design of the site(s) shall beprepared and used to identify whereprotection measures are requiredsuch as slope stabilization measures,silt fencing, ditching, dust control,cross drains, measures to avoidflooding in surrounding areas, etc.The SDP shall specify spoilsdewatering procedures (andfacilities), as necessary, and shalldescribe in detail the mitigationmeasures to be implemented toensure that resulting wastewater fromspoils dewatering is adequatelytreated and disposed of to meetapplicable QCVN standards andrequirements. Provisions for randomtesting of spoils shall be specified todetermine contamination levels (e.g.,heavy metals) based on QCVNstandards.d. Spill Management Plan. The planshall provide details of procedures,responsibilities, resources,documentation and reportingrequirements, training provisions forrelevant staff etc. to avoid spills ofhazardous substances and toeffectively respond to such incidents,in case these occur.EstimatedCostImplementationResponsibilityMonitoring285

Table 10.3: Environmental mitigation plan for the tunnelEnvironmentalAspect/ ConcernProposed Mitigation Measurese. Wastewater Management Plan. Theplan shall provide detailed measuresto treat wastewater emanating fromconstruction-related activities, plansfor recycling wastewater fromconcrete batch plant operations,specifications and location ofproposed retention/settling ponds, aswell as monthlly effluent monitoringprogram to ensure that the quality ofwastewater meetsQCVN24:2009/BTNMT (NationalTechnical Regulation for IndustrialWastewater). The contractor, as aminimum, will undertake effluentsampling and testing for pH, color,suspended solids, oil and grease forconcrete batch plant effluent.f. Traffic Management Plan. The planshall be designed to ensure thattraffic congestion due to constructionactivities and movement ofconstruction vehicles, truckstransporting excavation spoils andother construction wastes, haulagetrucks, and equipment is minimized.The plan shall be prepared inconsultation with local traffic officialsand People’s committees at thedistrict and commune levels. The planshall identify traffic diversion andmanagement, transport mode forspoils disposal (e.g., truck, truck andbarge, etc.), define routes forEstimatedCostImplementationResponsibilityMonitoring286

Table 10.3: Environmental mitigation plan for the tunnelEnvironmentalAspect/ ConcernProposed Mitigation Measuresconstruction traffic from materialsstorage/parking areas to constructionsite and from construction site towaste disposal locations, trafficschedules, traffic arrangementsshowing all detours/lane diversions,modifications to signaling atintersections, necessary barricades,warning/advisory signs, road signs,lighting, and other provisions toensure that adequate and safeaccess is provided to motorists in theaffected areas.g. Occupational and CommunityHealth and Safety Plan consistentwith international standards (e.g., theWorld Bank Group’s Environment,Health and Safety Guidelines of2007) and Labor Code of Vietnam.The Plan shall address health andsafety hazards associated withtunneling (working in confined spaceand compressed air, etc.), working atheights, electrocution, excavations,establishment and operation ofconstruction/ worker’s camps, use ofheavy equipment, transport ofmaterials and other hazardsassociated with various constructionactivities.EstimatedCostImplementationResponsibilityMonitoringConstruction1. Wastewater fromconcrete batch plants(CBP)a. Prior to operation of CBP,construct settling/retentionponds with sufficientPart of contractor’sbid costContractorMAUR/PMU2, CSC, PMISC287

Table 10.3: Environmental mitigation plan for the tunnelEnvironmentalAspect/ ConcernProposed Mitigation Measuresspecifications/capacity fortreatment of wastewater (e.g.,from washing of equipmentsuch as mixer drums, trucksand chute, contact stormwater, etc.)EstimatedCostImplementationResponsibilityMonitoringb. Properly operate and maintainsettling/retention ponds toensure effluent quality meetsapplicable QCVN24:2009/BTNMT (NationalTechnical Regulation forIndustrial Wastewater)2. Air quality impacts due togaseous and dustemissionsa. Strictly implement approved DustControl Planb. Wherever possible, use grid ratherthan generator set electrical power forconstruction equipment such as thetunnel boring machine and equipmentto be used during cut-and-covertunnel excavations.Part of contractor’sbid costContractorMAUR/PMU2, CSC, PMISCc. Position any stationary emissionsources (e.g., portable dieselgenerators, compressors, etc.) as faras is practical from sensitivereceptors;d. Use only vehicles and equipmentthat are registered and havenecessary permits.e. Burning of wastes generated at theconstruction sites, work camps andother project-related activities shall bestrictly prohibited.288

Table 10.3: Environmental mitigation plan for the tunnelEnvironmentalAspect/ ConcernProposed Mitigation Measuresf. Construction equipment and vehiclesshall be well-maintained and shallmeet national QCVN emissionstandards.g. Trucks to be used for transportingexcavation spoils shall be tightlycoveredh. Specify the use of clean fuels suchas ultra-low sulphur diesel in dumptrucks and other heavy-duty dieselvehicles and/or equipment, inconjunction with the use of particulatetrap control devices, as well ascatalytic converters, to avoidexcessive diesel emissions.i. Keep stockpiles moist and tightlycover vehicles with tarpaulin sheetsor other suitable materials tominimize dust emission and preventspillage of materials (e.g., soil,cement, stone, sand, aggregates,excavation spoils, etc.).j. Provide temporary covers (e.g.,tarpaulins, grass, etc.) on long termmaterials stockpiles.k. Store excavated materials outsideroad reserve, but where there is noarea; spoils shall be loaded andtransported immediately.l. Provide truck-washing facilities toprevent truck-out of mud and dustonto city streets.m. As much as possible, the castingEstimatedCostImplementationResponsibilityMonitoring289

Table 10.3: Environmental mitigation plan for the tunnelEnvironmentalAspect/ ConcernProposed Mitigation Measuresyard for the Project will make use ofalready established and licensedsite(s) for concrete forming activitieswhere all the pre-cast sections will befabricated.n. Ensure that necessary environmentalapprovals are obtained for theestablishment and operation of a newcasting yard,o. Daily cleaning of road surfaces ofdebris/spills from constructionequipment, haulage trucks andvehicles,p. Install temporary fencing or barriersaround particularly dusty activities invicinity of sensitive receivers.q. Ensure availability of water trucks orother dust suppressants andappropriate equipment for applyingthe suppressant (e.g., a tank tuckwith spray bars) on site and if theworks surface and access roads nearsensitive receptors (i.e., residentialareas, roadside tea and food stalls,schools, hospitals and other sensitivereceptors) are dry and dusty, spraywater on the exposed surfaces toreduce dust emission.r. All construction equipment andmachinery shall be fitted withemission control equipment in fullcompliance with the national (QCVN)and local regulations.EstimatedCostImplementationResponsibilityMonitoring290

Table 10.3: Environmental mitigation plan for the tunnelEnvironmentalAspect/ ConcernProposed Mitigation Measuress. Fuel-efficient and well-maintainedhaulage trucks will be used tominimize exhaust emissions. Smokebelching vehicles and equipmentshall not be allowed and shall beremoved from the project.EstimatedCostImplementationResponsibilityMonitoringt. Impose speed limits on constructionvehicles to minimize road dust inareas where sensitive receptors arelocated.u. Undertake immediate repairs of anymalfunctioning construction vehiclesand equipment.v. Daily visual inspections to identifyand address potential areas of dustand odor emissions.w. Discourage idling of enginesx. Provide prior notification to thecommunity on schedule ofconstruction activitiesy. Implement community complaintshotline3. Noise and vibrationimpacts due to operationof construction equipment/vehicles and variousconstruction activitiesa. Strictly implement approved NoiseControl Planb. Erection of temporary walls around allunderground station excavation sitesand tunnel portal. Temporary noisebarriers (3-5 meter high) can reducenoise level by 5-10 dB(A).Part of contractor’sbid costContractorMAUR/PMU2, CSC, PMISCc. Diesel hammer piling shall be limitedin favor of drill piling.d. Truck drivers and equipment291

Table 10.3: Environmental mitigation plan for the tunnelEnvironmentalAspect/ ConcernProposed Mitigation Measuresoperators shall minimize the use ofhorns.e. Position any stationary equipmentthat produce high noise levels (e.g.,portable diesel generators,compressors, etc.) as far as ispractical from sensitive receptors;f. Use only vehicles and equipment thatare registered and have necessarypermits.g. Impose speed limits on constructionvehicles to minimize noiseemission along areas where sensitivereceptors are located (houses,schools, hospitals, etc.).h. As much as possible, use quietequipment and working method.i. Whenever possible, completelyenclose noisy equipment which canreduce noise level by 15-25 dB(A),restrict use of noisy equipment(e.g.15 min for every consecutive 30min period) and undertake sequentialoperation of equipment with objectiveto reduce noise generated;j. Construction work shall respect thehospital areas (such as the ThongNhat Hospital) as a “quiet zone” in theevening, nighttime and early morninghours. Work activities should be keptto daytime hours only.k. No noisy construction activities nearschools during examination periodsEstimatedCostImplementationResponsibilityMonitoring292

Table 10.3: Environmental mitigation plan for the tunnelEnvironmentalAspect/ ConcernProposed Mitigation Measuressuch as in the vicinity of Le LoiSecondary School and thePedagogic University which arelocated some 40 meters from theproposed MRT station in Dan Chu.The contractor will closely coordinatewith the school/universityadministration on constructionschedules to ensure that noise fromsite works will not be disruptive duringsuch periods.l. Avoid noisy construction activities invicinity of sensitive receivers (e.g.,residential areas) during night time orother sensitive periods (e.g. duringschool hours in vicinity of Le LoiSecondary School, schoolsPedagogicUniversity, etc.). Suitable noisereduction measures (e.g., noisebarriers or equipment enclosures)shall be installed by the contractor ifconstruction activities will bedisruptive during normal schoolhours.m. Provide prior notification to thecommunity on schedule ofconstruction activitiesn. Implement community complaintshotlinea. Strictly implement approved SpoilsDisposal Plan Spoil disposal will onlybe to DONRE and DOC approvedareasEstimatedCostImplementationResponsibilityMonitoring4. Spoils generation fromtunneling and excavationworks at undergroundstation sitesPart of contractor’sbid costContractorMAUR/PMU2, CSC, PMISC293

Table 10.3: Environmental mitigation plan for the tunnelEnvironmentalAspect/ ConcernProposed Mitigation Measuresb. The capacity of disposal sites shallbe adequate to accept the quantity ofspoils without alienating areasoutside the site boundaries.c. Undertake random sampling ofspoils from underground stationsexcavation and tunneling todetermine presence of contaminants(heavy metals specified in QCVN03:2008/BTNMT and otherparameters, as appropriate). If levelsof contaminants exceed standards,excavation spoils shall be consideredas hazardous wastes consistent withapplicable standards/guidelines andshall be treated and disposed of assuch.d. Disposal of contaminatedspoils/hazardous wastes shall onlybe to disposal sites equipped andlicensed to handle such wastes.e. Determine water content of spoils toascertain if spoils dewatering isnecessary.f. Undertake necessary spoilsdewatering and provide adequatetreatment facilities to ensure thatresulting wastewater meets QCVNstandards. Adequate treatment willalso be undertaken for groundwaterdrained from the excavated areas toensure compliance with QCVNstandards.EstimatedCostImplementationResponsibilityMonitoring294

Table 10.3: Environmental mitigation plan for the tunnelEnvironmentalAspect/ ConcernProposed Mitigation Measuresg. Stockpiling of spoils shall not beundertaken due to the limited footprintof the construction site.h. Spoils shall be trucked awayimmediately to disposal sites.i. Should any small stockpiles bedeveloped, these shall be covered byplastic sheetingj. Trucks transporting spoils shall betightly covered with tarpaulin or othersuitable materials to minimize dustemission and spills. Wet spoils shallbe transported using covered watertighttrucks to avoid spillage and dripsonto access roads.k. Load-out areas shall be cleaned andwatered to ensure noaccumulated dust originates thatcould be dispersed to surroundingareas.l. Wheel washing shall be undertakento remove mud so as to ensure thataccess roads are kept clean.m. Road surfaces shall be regularlycleaned of spilled spoils.n. The spoils disposal site shall beadequately protected by avoidingformation of steep slopes andgrassing so as to prevent erosion tosurface watercourses.o. The spoils disposal site shall belocated at least 50 m from surfacewater courses and shall be protectedEstimatedCostResponsibilityImplementationMonitoring295

Table 10.3: Environmental mitigation plan for the tunnelEnvironmentalAspect/ ConcernProposed Mitigation Measuresfrom erosion by avoiding formation ofsteep slopes and grassing.EstimatedCostImplementationResponsibilityMonitoringp. Spoil disposal shall not causesedimentation and obstruction of flowof watercourses, damage toagricultural land and denselyvegetated areas.5. Pollution due to spills offuel and other hazardoussubstances.a. Strictly implement approved SpillsManagement Planb. Store fuel and hazardous substancesin paved areas withembankment. If spills or leaks dooccur, undertake immediate clean up.Part of contractor’sbid costContractorMAUR/PMU2, CSC, PMISCc. Ensure availability of spill clean-upmaterials (e.g., absorbent pads, etc.)specifically designed for petroleumproducts and other hazardoussubstances where such materials arebeing stored and used.d. Train relevant construction personnelin handling of fuels and spill controlprocedures.e. Ensure all storage containers are ingood condition with proper labeling.f. Regularly check containers forleakage and undertake necessaryrepair or replacement.g. Store hazardous materials aboveflood level.h. Equipment maintenance areas shallbe provided with drainage leading toan oil-water separator that will be296

Table 10.3: Environmental mitigation plan for the tunnelEnvironmentalAspect/ ConcernProposed Mitigation Measuresregularly skimmed of oil andmaintained to ensure efficiency.Discharge of oil contaminated watershall be prohibited.i. Store waste oil, used lubricant andother hazardous wastes in tightlysealed containers to avoidcontamination of soil and waterresources. Transport and off-sitedisposal of such wastes shall beconsistent with national and localregulationsa. Placement of construction materials,excavated spoils, equipment shall notblock flow of rainwater intocanals/drainage structures.b. Prohibit disposal of waste materials todrainage channels.c. Regularly inspect and maintain alldrainage channels to keep these freeof obstructions.d. Maintain existing vegetation (trees,shrubs, grasses, etc.) along channelembankments (Chieu and Nga Caychannels) and if necessary, constructretaining walls along the spoilsdisposal boundary bordering thechannels to prevent spoils from beingflushed into the water courses duringheavy rains and flood events.e. At the disposal site, avoid formationof steep slopes to avoid soil materialsfrom being eroded/washed out toEstimatedCostImplementationResponsibilityMonitoring6. Drainageobstruction/floodingPart of contractor’sbid costContractorMAUR/PMU2, CSC, PMISC297

Table 10.3: Environmental mitigation plan for the tunnelEnvironmentalAspect/ ConcernProposed Mitigation Measuressurrounding watercourses duringrains and floods.EstimatedCostImplementationResponsibilityMonitoring7. Potential contamination ofgroundwater due totunnelinga. Non-toxic slurry and additives shallbe used to minimize the impact ofpotential pollution to the water wells.Part of contractor’sbid costContractorMAUR/PMU2, CSC, PMISCb. Minimize the amount of slurry andadditives applied to reduce thepotential for pollution.c. Ensure that pressure applied totunneling and ground treatment iscontrolled to prevent excessivepressure that will drive the slurry outof the desired range increasing therisk of damaging nearby wells andtheir water quality.d. Cooperate with the water agency toshut down the nearby municipal wellswhile tunneling or ground treatment istaking place.e. Undertake regular monitoring of waterwells located within the range ofpotential impact with reference toQCVN drinking water standards andpollution indicators (of slurry).f. Baseline sampling shall also beundertaken prior to start of tunneling.8. Solid waste generation atthe construction sites aswell as by workers at thespoils disposal sitea. Provide garbage bins and facilitieswithin the project site for temporarystorage of construction waste anddomestic solid waste.Part of contractor’sbid costContractorMAUR/PMU2, CSC, PMISCb. Separate solid waste into hazardous,non-hazardous and reusable waste298

Table 10.3: Environmental mitigation plan for the tunnelEnvironmentalAspect/ ConcernProposed Mitigation Measuresstreams and store temporarily on sitein secure facilities with weatherproofflooring and roofing, security fencingand access control and drainage/wastewater collection systems.EstimatedCostImplementationResponsibilityMonitoringc. Ensure that wastes are nothaphazardly dumped within theproject site and adjacent areasd. Undertake regular collection anddisposal of wastes to sites approvedby local authorities.9. Damage to communityfacilitiesa. Immediately repair any damagecaused by the Project to properties(e.g., houses, other types ofstructures, etc.) community facilitiessuch as water supply, power supply,communication facilities and the like.Part of contractor’sbid costContractorMAUR/PMU2, CSC, PMISCb. Access roads damaged duringtransport of construction materialsand other project-related activitiesshall be reinstated upon completionof construction works.10. Land Subsidence Depending on the results of the landsubsidence monitoring conducted by theTBM contractor, suitable mitigationmeasures shall be developed andimplemented by to avoid or minimizedamage to properties.Part of contractor’sbid costContractorMAUR/PMU2, CSC, PMISC11. Traffic congestion andaccess problemsa. Strictly implement approved TrafficManagement PlanPart of contractor’sbid costContractorMAUR/PMU2, CSC, PMISCb. Locate construction support facilitiessuch that generation of constructiontraffic trip numbers and lengths are299

Table 10.3: Environmental mitigation plan for the tunnelEnvironmentalAspect/ ConcernProposed Mitigation Measuresminimized.EstimatedCostImplementationResponsibilityMonitoringc. To allow one side of the road to beopen to two-way traffic, excavation forthe underground stations shall becarried out first on one half of thestation width. After excavation iscompleted and covered, excavationshall then commence at the oppositeside.d. Provide signs advising road usersthat construction is in progress andthat the road narrows to one laneusing cones.e. Employ flag persons to control trafficat the station sites for safety reasonswhen construction equipment isentering or leaving the work area.f. Lanes through the work site createdby rope or flagging, shall bedeveloped to minimize risks andinjuries from falling objects.g. Post traffic advisory signs (tominimize traffic build-up) incoordination with local authoritiesh. Provide road signs indicating the laneis closed 500 m before the worksite.i. Use traffic cones to direct traffic tomove to the open lane.j. Provide sufficient lighting atnight within and in the vicinity ofconstruction sites.k. Regularly monitor traffic conditions300

Table 10.3: Environmental mitigation plan for the tunnelEnvironmentalAspect/ ConcernProposed Mitigation Measuresalong access roads to ensure thatproject vehicles are not causingcongestion.l. Define and observe schedules fordifferent types of construction traffictrips (e.g., transport of pre-castsections, haulage of spoils, deliveryof construction materials, etc.).m. As much as possible, scheduledelivery of construction materials andequipment as well as transport ofspoils during non-peak hours.n. Avoid movements of noisy vehiclesduring night time in vicinity ofsensitive receivers.o. Implement suitable safety measuresto minimize risk of adverseinteractions between constructionworks and traffic flows throughprovision of temporary signals or flagcontrols, adequate lighting, fencing,signage and road diversions.p. Ensure relocation of any affectedpublic transport infrastructure (butstops, shelters etc.) prior tocommencement of worksq. Provide advance notification to thecommunity regarding changes topublic transport facilities or routes.r. Schedule construction works tominimize extent of activity alonglinear construction site at any onetimeEstimatedCostImplementationResponsibilityMonitoring301

Table 10.3: Environmental mitigation plan for the tunnelEnvironmentalAspect/ ConcernProposed Mitigation Measuress. Comply with traffic regulations andavoid, where possible, the roads withthe highest traffic volumes, highdensity of sensitive receivers orcapacity constraints are not used asaccess to and from theconstruction areas and spoilsdisposal sites.EstimatedCostImplementationResponsibilityMonitoringt. Install temporary accesses toproperties affected by disruption.u. Reinstate good quality permanentaccesses following completion ofconstruction.12. Hazards to health andsafety of workers and thepublic due to constructionworksa. Strictly implement approvedOccupational and Community Healthand Safety Plan, and approvedEmergency Response PlanPart of contractor’sbid costContractorMAUR/PMU2, CSC, PMISCb. Appoint an environment, health andsafety manager to look afterimplementation of requiredenvironmental mitigation measures,and to ensure that health and safetyprecautions are strictly implementedfor the protection of workers and thegeneral public in the vicinity ofconstruction areas.c. Conduct orientation for all workers onsafety and environmental hygiene.d. Provide first aid facilities that arereadily accessible by workers.e. Provide fire-fighting equipment at thework areas, where appropriate, and302

Table 10.3: Environmental mitigation plan for the tunnelEnvironmentalAspect/ ConcernProposed Mitigation Measuresat construction camps.EstimatedCostResponsibilityImplementationMonitoringf. Provide adequate drainage inworkers camps to prevent waterlogging and formation of breedingsites for mosquitoes.g. Provide potable water, hygienicsanitation facilities/toilets withsufficient water supply.h. Ensure that all wastewater emanatingfrom workers camps, constructioncamps and other project-relatedactivities and facilities are treatedconsistent with national regulations.i. Establish clean canteen/rest area.j. Provide fencing on all areas ofexcavation greater than 2 m deep.k. Provide appropriate personnel safetyequipment such as safety boots,helmets, gloves, protective clothes,breathing mask, goggles, and earprotectionl. Implement precautions to ensure thatobjects (e.g., equipment, tool, debris,pre-cast sections, etc.) do not fallonto or hit construction workers.m. Implement fall prevention andprotection measures whenever aworker is exposed to the hazard offalling more than two meters, fallinginto operating machinery or throughan opening in a work surface. Basedon a case-specific basis, fallprevention/protection measures may303

Table 10.3: Environmental mitigation plan for the tunnelEnvironmentalAspect/ ConcernProposed Mitigation Measuresinclude installation of guardrails withmid-rails and toe boards at the edgeof any fall hazard area, proper use ofladders and scaffolds by trainedemployees, use of fall preventiondevices, including safety belt andlanyard travel limiting devices toprevent access to fall hazard, fallprotection devices such as full bodyharnesses, etc.n. Provide sufficient lighting such as thetunnel areas, underground stationexcavation sites as well as in otherconstruction areas, as appropriate, toenable safe equipment operation.o. Provide emergency lighting system ofadequate intensity that isautomatically activated upon failure ofthe principal artificial light source toensure safe equipment operation,safe shut-down, evacuation, etc.p. Ensure that sufficient fresh air issupplied at confined work spacessuch as the tunnel and undergroundstation excavation sites. Recirculationof contaminated air is not acceptable.Air inlet filters shall be kept clean andfree of dust and microorganisms.q. Confined spaces (e.g., tunnel) shallbe provided with safety measures forventing, monitoring, and rescueoperations, to the extent possible.r. Implement precautions to ensure thatEstimatedCostImplementationResponsibilityMonitoring304

Table 10.3: Environmental mitigation plan for the tunnelEnvironmentalAspect/ ConcernProposed Mitigation Measuresobjects (e.g., equipment, tool, debris,pre-cast sections, etc.) do not fallonto or hit people, vehicles, andproperties in adjoining areas.s. Fencing of construction sites andexcavation sites and guarding suchareas to restrict public accesst. Prior to excavation work, providefencing on all sides of areas to beexcavated.u. Provide warning signs at theperiphery of the construction site.Strictly impose speed limits onconstruction vehicles alongresidential hospitals, and otherpopulated areas are located.v. Educate drivers on safe drivingpractices to minimize accidents andto prevent spill of hazardoussubstances and other constructionmaterials during transport.a. The following ‘chance-find’ principleswill be implemented by the contractorthroughout the construction works toaccount for any undiscovered itemsidentified during construction works:b. Workers will be trained in the locationof heritage zones within theconstruction area and in theidentification of potential items ofheritage significancec. Should any potential items belocated, the site supervisor will beEstimatedCostImplementationResponsibilityMonitoring13. Potential damage toundiscoveredarchaeological relicPart of contractor’sbid costContractorMAUR/PMU2, CSC, PMISC305

Table 10.3: Environmental mitigation plan for the tunnelEnvironmentalAspect/ ConcernProposed Mitigation Measuresimmediately contacted and work willbe temporarily stopped in that aread. If the site supervisor determines thatthe item is of potential significance,an officer from the Department ofCulture and Information (DCI) will beinvited to inspect the site and workwill be stopped until DCI hasresponded to this invitatione. Work will not re-commence in thislocation until agreement has beenreached between DCI and MAUR asto any required mitigation measures,which may include excavation andrecovery of the itemf. A precautionary approach willadopted in the application of theseprocedurese. Provide basic ameneties for theworkers such as accommodation,sanitation facilities, etc. and ensureproper management of suchfacilities to avoid conflict with thecommunitiesf. Consider the location of constructioncamps away from communities inorder to avoid social conflict in usingresources and basic resources suchas water supplyg. Maximize number of local peopleemployed in construction works.h. Maximize goods and servicessourced from local commercialEstimatedCostImplementationResponsibilityMonitoring12. Social conflicts due topresence of workersPart of contractor’sbid costContractorMAUR/PMU2, CSC, PMISC306

Table 10.3: Environmental mitigation plan for the tunnelEnvironmentalAspect/ ConcernProposed Mitigation Measuresenterprises.EstimatedCostImplementationResponsibilityMonitoringOperation1. Emissions from back-updiesel generatorsa. Back-up diesel generators to be usedfor the Project during powerinterruption shall be maintainedregularly to ensure emissions complywith QCVN standards.Part of operationalcostMAUR/OperatorMONRE/DONRE2. Noise emission fromtunnel and back-up dieselgenerator operationb. Tunnel ventilation systems shall havesuitable noise control measuresincorporated into their design toreduce mechanical noise toacceptable levels in the surroundingcommunity.Part of operationalcostMAUR/OperatorMONRE/DONREc. Depending on the results of noisemonitoring, installation of acousticaltreatment to the first few meters (i.e.,< 15 m) of the tunnel portal shall beimplemented as necessary.d. Noise mitigation measures (e.g.,enclosure) shall be provided for theback-up diesel generator(s) to ensurethat high noise levels will not impacton surrounding sensitive receptors.3. Waste generation a. Waste collection bins or receptaclesshall be provided in various areas atthe underground stations, such asoffices and areas accessed bypassengers.Part of operationalcostMAUR/OperatorMONRE/DONREb. Garbage shall be regularly collectedand shall be disposed consistent withlocal regulations.c. The underground stations shall be307

Table 10.3: Environmental mitigation plan for the tunnelEnvironmentalAspect/ ConcernProposed Mitigation Measuresprovided with toiletsEstimatedCostImplementationResponsibilityMonitoring4. Use of hazardoussubstances at thesubstation and otherproject facilities:a. PCB-containing equipment shall notbe used.b. Leaks shall be repaired immediatelyand waste oil shall be stored anddisposed of consistent with applicablelaws and regulations.Part of operationalcostMAUR/OperatorMONRE/DONREc. Diesel generators shall be placed onconcrete floors with embankment.d. There shall be provisions forconcrete-lined transformer bays aswell as drainage and oil-waterseparator to handle spills, leaks andoily water run-off that could emanatefrom the transformers.e. Ensure availability of spill clean-upmaterials (e.g., absorbent pads, etc.)specifically designed for petroleumproducts and other hazardoussubstances where such materials arebeing stored and used.5. Hazards to health andsafety of workers and thepublic due to operation ofMRT2f. Prior to operation of the Project,MAUR shall ensure that the followingplans have been developed andadequately resourced. MAUR shallensure strict implementation of planprovisions throughout the operationalphase:Part of operationalcostMAUR/OperatorMONRE/DONREg. Occupational Health and Safety Planfor tunnel facilities operation (rail andstations) and train staff in theimplementation of such plan.308

Table 10.3: Environmental mitigation plan for the tunnelEnvironmentalAspect/ ConcernProposed Mitigation Measuresh. Emergency Response Plan (e.g., incase of fire, collision, derailment,floods, power outage, equipmentbreakdown, accidents, etc.) coveringoperation of underground rail andstations. MAUR shall train staff in theimplementation of such plan.i. The following will be installed:j. Ventilation systems will be providedin the underground stations.k. Air compressors with fans will beused to cool air, before injecting it intostations.l. Air will be filtered prior to exhaust tothe external environment.m. Under normal conditions the tunnelsection of the route will be ventilatedby the piston effects of trainmovements. The system shall ensurecirculation of fresh air to meet bothnormal and emergency requirements.n. e There will be provisions forsufficient emergency exits.o. Pumps will be installed in the tunneland underground stations to pumpstorm water and wastewater.Wastewater treatment systems will beinstalled at stations to treat sewageprior to discharge to the city systems.p. Communications systems (normaland emergency systems), fireprotection, emergency response andevacuation systems will beEstimatedCostResponsibilityImplementationMonitoring309

Table 10.3: Environmental mitigation plan for the tunnelEnvironmentalAspect/ ConcernProposed Mitigation Measuresimplemented throughout the Project(tunnel, viaduct and depot).EstimatedCostImplementationResponsibilityMonitoringq. Back-up electricity and ventilationsystems will be installed in the tunnelsections. These systems, shall meetcurrent European safety standards.r. A central operations control centrefor the project will be established atthe Tham Luong depot to coordinateproject operation and emergencyresponse procedures.s. Safety and evacuation measures incase of fire and other accidents (e.g.,derailment, collision, etc.) shall bedeveloped prior to operation.6. Change in land use in thevicinity of the Project area(e.g., areas close to tunnelportal)a. Strict zoning enforcement forresidential, commercial and retaildevelopment that restricts expansionoutside a defined areaGeneral Department of LandHCMCPC310

B. Environmental Monitoring Plans675. There are two types of environmental monitoring required for major project construction: (1)environmental effects monitoring and; (2) environmental compliance monitoring. Environmentaleffects monitoring ensures that construction activities are within, and do not exceed, establishedbaseline data and government standards. Compliance monitoring ensures that the contractor andhis staff are following the EMP and being environmentally due diligent on day to day basis throughproper implementation of mitigation measures specified in Tables 10.1 to 10.3 and SEMPs. Bothmonitoring processes should be integrated and coordinated, usually by the EMU of the PMU, so thatat the close of construction there is a no net loss of environmental quality and the project in the longtermcan be considered sustainable.1. Environmental Effects Monitoring676. Below are the tables outlining the effects monitoring required for MRT2. Tables 10.4 to 10.6detail the location and frequency for air and noise quality sampling and the anticipated costs. Tables10.7 and 10.8 provide the required effects monitoring for the hydrogeological component.311

Table 10.4: Environmental effects monitoring plan for the depotAspects/Parameters to beMonitoredPre-constructionAmbient air quality compared tocriteria in QCVN05:2009/BTNMT, QCVN06:2009/BTNMTParticulates PM10, NO 2 , SO 2 ,CO and petroleum hydrocarbon(HC)Day time and night timenoise levels dB(A) comparedto criteria in QCVN26:2010/BTNMT andvibration levels compared toQCVN 27:2010/BTNMT1 site:Location Means of Monitoring Frequency ImplementationResponsibilityby the entrance tothe Depot (nearresidential areas)1 site:by the entrance to theDepot (near residentialareas)Analytical methods outlined inQCVN standards for air qualitymonitoringAnalytical methods outlined inQCVN standards for ambientnoise and vibrationmonitoringonce before siteworksonce before siteworksConstructionSupervisionConsultant(CSC)$80CSC $30Estimated Cost(Analytical cost)only)ConstructionAmbient air quality compared tocriteria in QCVN05:2009/BTNMT, QCVN06:2009/BTNMTParticulates PM10, NO 2 , SO 2 ,CO and petroleum hydrocarbon(HC)1 site:by the entrance tothe Depot (samesite sampled duringpre-constructionphase)Analytical methods outlined inQCVN standards for air qualitymonitoringquarterly (i.e., total of20 sampling events over5 years, additionalsampling to beundertaken inresponse/to validatecomplaints)CSC$1,600 (for 5 years)Day time and night timenoise levels dB(A) comparedto criteria in QCVN26:2010/BTNMT andvibration levels compared toQCVN 27:2010/BTNMT1 site:by the entrance to theDepot (same sitesampled during preconstructionphase)Analytical methods outlined inQCVN standards for ambientnoise and vibrationmonitoringquarterly (i.e., total of20 sampling events over5 years, additionalsampling to beundertaken inresponse/to validatecomplaints)CSC$600 (for 5 years)312

Table 10.4: Environmental effects monitoring plan for the depotAspects/Parameters to beMonitoredOperation (first year)Ambient air quality compared tocriteria in QCVN05:2009/BTNMT, QCVN06:2009/BTNMTParticulates PM10, NO 2 , SO 2 ,CO and petroleum hydrocarbon(HC)Day time and night timenoise levels dB(A) comparedto criteria in QCVN26:2010/BTNMT andvibration levels compared toQCVN 27:2010/BTNMT1 site:Location Means of Monitoring Frequency ImplementationResponsibilityby the entrance tothe Depot (samesite sampled duringpre-constructionphase)1 site:by the entrance to theDepot (same sitesampled during preconstructionphase)Analytical methods outlined inQCVN standards for air qualitymonitoringAnalytical methods outlined inQCVN standards for ambientnoise and vibrationmonitoringquarterly (i.e.,total of 4 MAUR/Operatorsampling events over 1year, additionalsampling to beundertaken inresponse/to validatecomplaints)quarterly (i.e., total of 4 MAUR/Operatorsampling events over 5years, additionalsampling to beundertaken inresponse/to validatecomplaints)Estimated Cost(Analytical cost)only)$320 (for 1 year)$120 (for 1 year)313

Table 10.5: Environmental effects monitoring plan for the viaduct and transition sectionsAspects/Parameters to beMonitoredPre-constructionAmbient air quality comparedto criteria in QCVN05:2009/BTNMT, QCVN06:2009/BTNMTParticulates PM10, NO 2 , SO 2 ,CO and petroleumhydrocarbon (HC)Day time and night time noiselevels dB(A) compared tocriteria in QCVN26:2010/BTNMT andvibration levels compared toQCVN 27:2010/BTNMTConstructionAmbient air quality comparedto criteria in QCVN05:2009/BTNMT, QCVN06:2009/BTNMTParticulates PM10, NO 2 , SO 2 ,CO and petroleumhydrocarbon (HC)3 sites:Location Means of Monitoring Frequency ImplementationResponsibility1. transition section2. Tan Binh Station3. Tham Luong CanalCrossingSampling stations willbe located wheresensitive receptors arelocated (e.g.,residential areas)3 sites:1. transition section2. Tan Binh Station3. Tham Luong CanalCrossingSampling stations willbe located wheresensitive receptors arelocated (e.g.,residential areas)Same stationssampled during preconstructionphaseAnalytical methods outlinedin QCVN standards for airquality monitoringAnalytical methods outlinedin QCVN standards forambient noise andvibration monitoringAnalytical methods outlinedin QCVN standards for airquality monitoringonce before siteworksonce before siteworksquarterly (i.e., total of60 sampling eventsover 5 years,additional samplingto be undertaken inresponse/to validatecomplaints)CSC $240CSC $90Estimated Cost(Analytical cost)only)CSC $ 4,800 (for 5years)314

Table 10.5: Environmental effects monitoring plan for the viaduct and transition sectionsAspects/Parameters to beMonitoredDay time and night time noiselevels dB(A) compared tocriteria in QCVN26:2010/BTNMT andvibration levels compared toQCVN 27:2010/BTNMT26:2010/BTNMT andVibration levels QCVN27:2010/BTNMTOperation (first year)Ambient air quality comparedto criteria in QCVN05:2009/BTNMT, QCVN06:2009/BTNMTParticulates PM10, NO 2 , SO 2 ,CO and petroleumhydrocarbon (HC)Day time and night time noiselevels dB(A) compared tocriteria in QCVN26:2010/BTNMT andvibration levels compared toQCVN 27:2010/BTNMTLocation Means of Monitoring Frequency ImplementationResponsibilitySame stationssampled during preconstructionphaseSame stationssampled during preconstructionphaseSame stationssampled during preconstructionphaseAnalytical methods outlinedin QCVN standards forambient noise andvibration monitoringAnalytical methods outlinedin QCVN standards for airquality monitoringAnalytical methods outlinedin QCVN standards forambient noise andvibration monitoringquarterly (i.e., total of60 sampling eventsover 5 years,additional samplingto be undertaken inresponse/to validatecomplaints)quarterly (i.e., total of MAUR/Operator12 sampling eventsover 1 year,additional samplingto be undertaken inresponse/to validatecomplaints)quarterly (i.e., total of MAUR/Operator12 sampling eventsover 5 years,additional samplingto be undertaken inresponse/to validatecomplaints)Estimated Cost(Analytical cost)only)CSC $ 1,800 (for 5years)$960 (for 1 year)$360 (for 1 year)315

Table 10.6: Environmental effects monitoring plan for the tunnel and underground stationsAspects/Parameters to beMonitoredPre-ConstructionAmbient air qualitycompared to criteria inQCVN05:2009/BTNMT, QCVN06:2009/BTNMTParticulates PM10, NO 2 ,SO 2 , CO and petroleumhydrocarbon (HC)Location Means of Monitoring Frequency ImplementationResponsibilityTMB portal and underground stationsites (cut and cover):1. TBM portal at Ben Thanh2. Tao Dan3. Dan Chu (near Le Loi SecondarySchool)4. Hoa Hung5. Le Thi Rieng6. Pham Van Hai7. Bay Hien (near Thong NhatHospital)8. Nguyen Hong Dao9. Ba Queo10. Pham Van BachAnalyticalmethods outlinedin QCVNstandards for airquality monitoringonce beforesite worksCSC $800Estimated Cost(Analytical cost)only)Sampling stations will be establishedat the sensitive receptors (e.g.,residential areas, school and hospitalclosest to construction sites)Day time and night timenoise levels dB(A)compared to criteria inQCVN 26:2010/BTNMTand vibration levelscompared to QCVN27:2010/BTNMTTMB portal and underground stationsites (cut and cover):1. TBM portal at Ben Thanh2. Tao Dan3. Dan Chu (near Le Loi SecondarySchool)4. Hoa Hung5. Le Thi Rieng6. Pham Van Hai7. Bay Hien (near Thong NhatHospital)8. Nguyen Hong DaoAnalyticalmethods outlinedin QCVNstandards forambient noiseand vibrationmonitoringonce beforesite worksCSC $300316

Table 10.6: Environmental effects monitoring plan for the tunnel and underground stationsAspects/Parameters to beMonitored9. Ba Queo10. Pham Van BachLocation Means of Monitoring Frequency ImplementationResponsibilitySampling stations will be establishedat the sensitive receptors (e.g.,residential areas, school and hospitalclosest to construction sites)Estimated Cost(Analytical cost)only)Ambient groundwaterquality in existing wells –pH, temperature, heavymetals (As, Cr, Cd, Cu,Pb, Zn, Hg, Fe, Mn, Se),coliforms compared tocriteria in QCVNcompared to QCVN09:2008/BTNMT andadditional parameterssuch as Ni, semi-volatileorganic compounds(SVOC), volatile organiccompounds (VOC), totalpetroleum hydrocarbons(TPH) and indicators ofpresence of chemicalsused for tunnelingLand subsidence(See Table 10.7 fordetails)ConstructionAmbient air qualitycompared to criteria inQCVN05:2009/BTNMT, QCVNSelected groundwater wells in thepotential impact zone of tunnellingworks and at groundwater wells usedby local residents in the vicinity of theDa Phuoc spoils disposal site in BinhChanh District.Same stations sampled during preconstructionAnalyticalmethods outlinedin QCVNstandards forgroundwaterquality monitoringAnalyticalmethods outlinedin QCVNstandards for aironce before siteworksquarterly (i.e.,total of 120sampling eventsover 5 years,additionalCSC $2,200TBM contractor $6,000CSC $16,000 (for 5years)317

Table 10.6: Environmental effects monitoring plan for the tunnel and underground stationsAspects/Parameters to beMonitored06:2009/BTNMTParticulates PM10, NO 2 ,SO 2 , CO and petroleumhydrocarbon (HC)Location Means of Monitoring Frequency ImplementationResponsibilityquality monitoringsampling to beundertaken inresponse/tovalidatecomplaints)Estimated Cost(Analytical cost)only)Day time and night timenoise levels dB(A)compared to criteria inQCVN 26:2010/BTNMTand vibration levelscompared to QCVN27:2010/BTNMT26:2010/BTNMT andVibration levels QCVN27:2010/BTNMTSame stations sampled during preconstructionAnalyticalmethods outlinedin QCVNstandards forambient noiseand vibrationmonitoringquarterly (i.e.,total of 120sampling eventsover 5 years,additionalsampling to beundertaken inresponse/tovalidatecomplaints)CSC $6,000 (for 5years)Well efficiency andambient groundwaterquality in existing wells –pH, temperature, heavymetals (As, Cr, Cd, Cu,Pb, Zn, Hg, Fe, Mn, Se),coliforms compared tocriteria in QCVNcompared to QCVN09:2008/BTNMT andadditional parameterssuch as Ni, semi-volatileorganic compounds(SVOC), volatile organiccompounds (VOC), totalpetroleum hydrocarbons(TPH) and indicators ofpresence of chemicalsSame stations sampled during preconstructionAnalyticalmethods outlinedin QCVNstandards forgroundwaterwaterquality monitoringonce before siteworksCSC$30,000(for fiveyears)318

Table 10.6: Environmental effects monitoring plan for the tunnel and underground stationsAspects/Parameters to beMonitoredused for tunnelingLand subsidence(See Table 9.7 for details)Soil/Spoil excavationcompared to criteria inQCVN 03:2008/BTNMTfor heavy metals andother contaminantsLocation Means of Monitoring Frequency ImplementationResponsibilityAt excavation and tunnellingsitesAnalyticalmethods outlinedin QCVNstandards for soilquality monitoringTraffic and accessibility tunnel portal Trafficobservation todeterminecongestionissues.Potential presence ofundiscoveredarchaeological relicsOperationDay time and night timenoise levels dB(A)compared to criteria inQCVN 26:2010/BTNMTand vibration levelscompared to QCVN27:2010/BTNMTLand subsidence andsettlementAt each excavation site until adepth of 6m1 site:tunnel portalGround benchmarks every 0.5kmObservations/siteinspection duringexcavation works invicinity of thestations and tunnelentranceAnalyticalmethods outlinedin QCVNstandards forambient noiseand vibrationmonitoringCompare theallowed design5 randomsamples takenat undergroundstationexcavation sitesand tunnellingareasWeekly:morning andafternoon peakhourDaily until theexcavationdepth of6 m is reachedquarterly (i.e.,total of 4sampling eventsover 1 year,additionalsampling to beundertaken inresponse/tovalidatecomplaints)Once a yearfor 2 years for319Estimated Cost(Analytical cost)only)TBM contractor $100,000CSC $900Contractor andCSCContractor andCSCMAUR/OperatorMAUR/Operator $12,000$120 (for 1 year)

Table 10.6: Environmental effects monitoring plan for the tunnel and underground stationsAspects/Parameters to beMonitoredLocation Means of Monitoring Frequency ImplementationResponsibilitycriteria ofmovement with theaccumulatedmovementboth groundsurface andpiles.Estimated Cost(Analytical cost)only)320

Table 10.7: Land Subsidence and Settlement Monitoring along the Underground Section (Pre-Construction and ConstructionStages)1. Responsibility for Implementation Tunnel Boring Machine (TBM) contractor2. Monitoring objective Prevent damages to the neighbouring buildings caused by construction induced settlement.3. Environmental Parameters 1. Amount of land subsidence and settlement.2. Integrity of the neighbouring buildings4. Survey Schedule 1. Pre-construction: twice for the designated benchmark.2. Construction: monthly5. Sampling Locations 1. Survey benchmarks. About one for every km for land subsidence.2. Within the range of potential impact zone, Survey benchmarks should be installed at different distances fromthe center line. A couple of transverse survey lines across the tunnel are recommended.3. Several inspection points at the selected buildings.6. Instruments Benchmarks, settlement reference points, inclinometers in earth, crack gauge and tilt meter (for buildings),observation wells or piezometers for deep excavation.7. Data quality objectives Follow the guidance for survey accuracy requirement.8. Determination ofimpact significanceCompare the allowed design criteria of settlement with the accumulated amount of settlement. Should any of theneighbouring buildings be damaged, remedial action must take place immediately.9. Guidance on reporting Results recorded in the monthly report to MAUR and included in semi-annual reports to ADB10. Guidance on QA/QC Follow the guidance for survey accuracy requirement.11. Budget 1. Pre-construction: $6,0002. Construction: $100,0003. Operation (2 years @ $6,000/yr by MAUR/Operator): $12,000TOTAL $118,000321321

677. For the construction stage in the underground section, a subsidence monitoring program(Table 10.7) that will assess the impacts of tunnelling and the construction of underground stationson the nearby buildings The land subsidence monitoring program will also reduce the risk ofhazards of sand blow-out and groundwater wash-out.678. At least one pumping test (Table 10.8) should be conducted in the design stage or early inthe construction stage to obtain the hydrogeological parameters.Table 10.8: Pumping test at the underground section in the pre-construction or earlyconstruction stages1. Responsibility for Construction Supervision Consultantimplementation2. Monitoring objective To obtain aquifer parameters to appropriately design constructionmethods that would mitigate environmental impacts.3. EnvironmentalHydrogeological parameters, e.g. permeability, storage coefficient, etc.parameters4. Survey Schedule Pre-construction: one 72-hour constant rate pumping test5. Sampling Locations The Late Pleistocene Aquifer (qp 3 , 20 to 50 m bgs.) near the undergroundsection6. Instruments One 4-inch (or larger) pumping well and at least two 2-inch monitoringwells with depth from 30 to 50 m depending on the geological condition,pump, electric generator, water-table tape, flow meter, pressuretransducers, data logger.7. Data quality objectives ASTM D5092 for monitoring well installationASTM D4043 for pumping test8. Determination of impact Obtaining hydrogeological parameters for the design criteria forsignificancedewatering and tunnelling to mitigate possible geotechnical hazards.9. Guidance on reporting Special report to MAUR in the design or early construction stage10. Guidance on QA/QC ASTM D5092 for monitoring well installationASTM D4043 for pumping testUSEPA groundwater sampling guideline11. Budget Pumping well (50 m deep) $6,000Monitoring well (50 m deep) * 2 $8,000Pumping test and report $3.000Groundwater quality analyses $1,000TOTAL $18,000322

2. Environmental Compliance Monitoring679. There will be four levels of compliance monitoring for the Project. These will be undertakenby the following:MAUR/PMU2 to be assisted by CSC and PMISCExternal environmental monitorMONRE/DONRE (statutory/regulatory compliance monitoring)ADB (safeguards review missions)Community Environment Monitoring Board (voluntary basis per Vietnamese regulations,see Section D below)C. Responsibilities for EMP ImplementationTable 10.9: EMP implementation responsibilities by key donors, project implementers,and agenciesOrganizationEMP ResponsibilityHCMC-PC1. Project owner with overall responsibility for project construction andoperation2. Ensure that sufficient funds are available to properly implement theEMP3. Ensure that EMP provisions are implemented for the entire Projectregardless of financing source4. Ensure that Project implementation complies with the GOV and ADB'senvironmental policy principles and requirements5. Ensure that a grievance redress mechanism, as required in the ADBclearedEIA, is in place prior to start of site works6. Submit semi-annual monitoring reports on EMP implementation to ADB7. Engage external monitoring expert(s) to undertake annualindependent verification of monitoring information submitted to ADBand submit annual external environmental monitoring reports to ADB323

OrganizationMAUR/PMU2EMP Responsibility1. Project implementing agency with designated overall responsibility forproject construction and operation including environmentalperformance2. Allocate adequate financial and human resources to fulfillenvironmental commitments during project construction and operation3. Establish a grievance redress mechanism as described in the EIA4. Establish an Environmental Management Unit (EMU) staffed byqualified and experienced environmental officer and occupationalhealth and safety officer5. Ensure that tender and contract documents include the EMP6. Liaise with Department of Defense and Vietnamese Army on UXOissues if required.7. Ensure that EMP provisions are strictly implemented during preconstruction,construction and operation phases of the project8. Undertake monitoring of the implementation of the EMP (mitigationand monitoring measures) with assistance from CSC and PMISC9. Ensure timely submission of semi-annual environmental monitoringreports to ADB324

OrganizationConstructionSupervisionConsultant (CSC)EMP Responsibility1. Undertake environmental effects monitoring (air quality, noise, etc.)during pre-construction and construction phases for depot, viaduct,transition section, tunnel component and underground stationsspecified in Table 10.4 to 10.62. Prior to commencement of site works, ensure that contractors prepareSEMP as described in the EIA/EMP3. Before site works commence, review the SEMPs prior to approval ofsuch plans by ADB4. Undertake environmental capacity building/training for EMU,MAUR/PMU2 staff as required in the EMP5. As part of its day-to-day project supervision, monitor the contractors’environmental performance (based on Tables 10.1 to 10.3) to ensurethat they are properly implementing the provisions of the EMP andSEMPs and that adverse environmental impacts arising fromconstruction and related activities are avoided or minimized6. Monitor over-all implementation of various EMP provisions for preconstructionand construction phases (Tables 10.1 to 10.3)7. Prepare semi-annual environmental monitoring reports on EMPimplementation for submission to ADBProject Managementand ImplementationSupport Consultant(PMISC)1. Ensure that the CSC is implementing its responsibilities specified inthe EMP such as conduct of environmental effects monitoring;monitoring of environmental performance of contractors;implementation of environmental training for EMU, MAUR/PMU2 staff;review of SEMPs prepared by contractors prior to commencement ofsite works; over-all monitoring of EMP implementation; andpreparation of semi-annual environmental monitoring reports forsubmission to HRB2. Engage an external environmental monitor to verify, on an annualbasis, the information in the environmental monitoring reportssubmitted to ADBshall be based on the monthly reports prepared by the CSC as well as325

OrganizationContractorEMP Responsibility1. Appoint an environment, health and safety officer to oversee timelyand proper implementation of mitigation and monitoring measuresspecified in the EMP2. Implement and provide sufficient funding and human resources forproper and timely implementation of required mitigation measures inthe EMP for pre-construction and construction phases3. Prior to start of site works, prepare SEMPs for CSC review and ADBapproval.4. Undertake monitoring programs specified in Table 10.7: landsubsidence and settlement monitoring program and Table 10.8:pumping tests at underground sections (TBM contractor only).Results shall be submitted to MAUR/PMU2 for inclusion in the semiannualenvironmental monitoring reportsExternal MonitoringExpertUndertake independent annual reviews to verify the monitoringinformation submitted by HCMC-PC/MAUR to ADB on the over-allimplementation of the EMP and contractors’ environmental performance.The external expert shall also assess if various EMP provisions are beingimplemented as required.Source: MAUR and IEE Consultant TeamD. EMP Reporting680. The following reports will be submitted by HCMC-PC/MAUR/PMU2 to ADB:(i)(ii)Semi-annual environmental monitoring reports compiling the results of thefollowing monitoring activities will be submitted by HCMC-PC/MAUR/PMU2 toADB:environmental compliance/performance monitoring on implementation ofenvironmental mitigation measures (based on Tables 10.1 to 10.3 andSEMPs) environmental effects monitoring (based on Tables 10.4 to 10.9)Annual reports on external environmental monitoring681. The semi-annual environmental monitoring report shall follow the report outline in Appendix6. Appendix 7 is the site environmental compliance inspection and monitoring form that could beused by CSC when conducting site inspections and to record results of environmental effectsmonitoring.E. Budget for EMP Implementation682. An important part of EMP development is the preparation of a realistic budget, identification326

of adequate financial resources and commitment from stakeholders to EMP implementation.Marginal costs for environmental mitigation measures are as follows:(i)(ii)(iii)Costs for institutional strengthening activitiesCosts for engagement of consultants including the external environmentalmonitoring expertCosts for public involvement activities during project implementation1. Cost for Community Monitoring System (Community EnvironmentMonitoring Board)683. According to Vietnamese regulations, the participation in a community monitoringsystem will be primarily a voluntary one without any assistance costs. Community monitoringorganizations will receive assistance from the PMU2/EMU through capacity buildingprograms and be provided with necessary documents, papers and forms to understand theconstruction works.2. Cost for Environmental Effects Monitoring684. The CSC will engage an environmental effects monitoring contractor (e.g., Governmentaccredited laboratory) to undertake field sampling and analysis based on the schedulespecified in the Tables 10.4 to 10.6 for air quality, noise, vibration, and groundwater quality duringthe pre-construction and construction stages of the project. During operation phase, MAUR orthe Project operator shall continue to engage an environmental effects monitoringcontractor to carry out the EMP requirements. A specific monitoring program for land subsidenceand settlement shall be implemented by the TBM contractor (Table 10.7). The summary ofcosts for the environmental effects monitoring are shown below:Table 10.10: Cost estimates for environmental effects monitoringMonitoring Program Pre-construction Construction Operation1. Environmental effectsa. Depot $110 $2,200 $440b. Viaduct $330 $6,600 $1,320c. Tunnel $3,300 $52,900 $1202. Land subsidence and settlement $6,000 $100,000 $12,0003. Well pump test $18,000 $0 $0Sub-total $27,740 $161,700 $13,880Total $203,3203. Cost for External Environmental Monitoring Expert685. As required by ADB’s Safeguard Policy Statement 2009, MAUR will engage and retain anexternal environmental monitoring expert given that the Project has been classified by ADB as327

environment category A. This expert will undertake independent periodic reviews to verifythe monitoring information submitted by HCMC-PC/MAUR/PMU2 to ADB on implementation of theenvironmental management plan (EMP). The external expert shall also assess if variousEMP provisions are being implemented as required. Appendix 8 presents the terms ofreference for the external expert while the table below provides the estimated cost forengaging such expert.Table 10.11: Cost estimates for external environmental monitoring expertItem Rate ($) Unit Qty Total ($)1. International(i) Remuneration 15,000 Person-month 6 90,000(ii) Airfare 2,000 Round-trip 6 12,000(iii) Per diem 200 day 180 36,0002. Expenses(i) Local transportation 500 Monitoring period 6 3,000(ii) Interpreter 100 day 60 6,000(iii) Report200 Monitoring period 6 1,200(iv)tiContingency 2,500Total $150,7004. Cost for Environmental Training686. Cost estimation for implementation of capacity building and training for EMU andMAUR/PMU2 staff is presented in the following table. This training is based on 2 months of trainingby international and national environment specialists in the areas of developing an EMP, audittraining and reporting. The training shall be implemented by the constructionsupervision consultant.328

Table 10.12: Cost estimates for environmental trainingItems Unit Cost ($)1. Remuneration and per diem - International2 person-months 40,000Environmental Specialist2. Remuneration and per diem - National2 person-months 10,000Environmental Specialist3. Travel - International Environmental Specialist/1 round trip 3,000Team Leader4. Expenses (training materials, venue,communication, local transportation, meals forparticipants, etc.)lump sum 2,000Total 55,0005. Cost for Public Disclosure687. Local residents and establishments, local authorities and other stakeholders whoare likely to be affected by the project will have to be informed of the construction plan,environmental impacts and their mitigation measures.688. The task of public disclosure will occur right before construction starts. Cost forpublic disclosure will consist of: (i) cost for holding a meeting in each commune, initially estimated;and (ii) cost for document and photos supporting public disclosure. Total cost for this item for18 communes estimated as $335/commune x 18 communes = $6,030.6. Source of Funds for EMP Implementation689. The various EMP components will be financed through the loan by the following:i) HCMC-PC/MAUR:a. cost of the public disclosure program during project implementation stageb. environmental effects monitoring program in Tables 10.4 to 10.6 forthe operation of the depot, viaduct and tunnel componentsii) HCMC-PC/MAUR/PMU2 through PMISC:c. external environmental monitoring expert ;d. some of the environmental mitigation measures for the pre-constructionand operation phases as specified in Tables 10.1 to 10.3iii) HCMC-PC/MAUR/PMU2 through CSC:a. environmental effects monitoring program presented in Tables 10.4 to10.6 for the pre-construction and construction phase of the depot,viaduct and tunnel components.b. environmental training for EMU, relevant MAUR/PMU2 staff andvoluntary members of community environmental monitoring board329

iv) Contractors:a. The tunneling contractor (TBM) shall provide funding and shallimplement the monitoring program for land subsidence and settlementpresented in Table 10.7 and well pumping test in Table 10.8b. The contractors for the depot, viaduct and tunnel shall provide fundingfor implementation of mitigation measures, preparation andimplementation of SEMPs, orientation/training of workers on healthand safety issues, etc. during pre-construction and constructionphases as specified in Tables 10.1 to 10.3.7. Over-all Cost of EMP implementationTable 10.13: EMP budget estimateItem Funding Source Cost ($)Environmental Monitoring1. Environmental effects monitoring –EMP Tables 10.4 to 10.6 (preconstructionand construction)2. Environmental effects monitoring cost –EMP Tables 10.4 to 10.6 (operation)3. Land subsidence and settlementmonitoring – EMP Table 10.7 (preconstructionand construction)4. Land subsidence and settlementmonitoring – EMP Table 10.7 (postconstruction)CSC 65,440MAUR 1,880Tunneling contractor 106,000MAUR/Operator 12,0005. Well pumping test – Table 10.8 (preconstruction)MAUR 18.0006. External environmental monitoring MAUR 150,7007. Monitoring of EMP implementation –Tables 10.1 to 10.3CSCIncluded in CSC cost8. Environmental training of EMU,MAUR/PMU2 staffCSC 55,000Public Disclosure MAUR 6,030TOTAL $415,050F. Institutional Strengthening and Capacity Building in MAUR690. MAUR needs assistance in implementing this leading sophisticated project. Moreover,330

MAUR will also require further assistance to fully support city authorities in implementing,developing and operating all 9 urban rail lines in HCMC. Since MAUR staff have little or noexperience on the design, implementation and operation of a modern MRT system, it is necessaryto increase the capacity and knowledge of MAUR and PMU2 in several areas. This should beachieved through various capacity building initiatives including formal and on-the-job training, studytours, work experience in other countries and mentoring by international experts.691. The areas where capacity building is required includes: To aid in property acquisition; To meet legal requirements of the EIA; For approval of designs; Implementation of the Resettlement Plan and other safeguards; Project management assistance for Civil Works implementation; Project management support for trains/M&E implementation; Support for implementation program of works and budget monitoring; Support for developing technical, economic, financial, social and environmentalbusiness case plans; Development, implementation and management of safety and security systems andprocedures; Administration and planning for MRT operation including service planning,scheduling and health, safety and environmental management systems; Assistance to implement bus planning and integration measures.692. Based on the above, experienced international experts will be required to work with MAURand receive support from national experts.1. Environmental Management Capacity of MAUR693. MAUR, as currently constituted, has three staff assigned to environmental managementissues. In addition MAUR has a strong association with an environmental consulting company that,with funding, can provide technical guidance. These staff do not yet constitute an EnvironmentalManagement Unit (EMU). Moreover they have limited capacity to deal with the requirements ofthe environmental management plan (EMP) proposed for the construction of the Project,including the mitigation of various environmental impacts identified.331

694. In summary, gaps and deficiencies within MAUR on environmental management are:(i)(ii)(iii)(iv)(v)Limited experience in environmental managementLack of specific technical skills in environmental mitigation management orEMP implementationInsufficient inter-agency linkages needed to implement and carry out crossagencymitigative measuresLimited experience in environmental monitoringAuditing functions and reporting695. These deficiencies highlight the need to build institutional capacity in MAUR to ensureproper implementation of the EMP through the development and staffing of a dedicated EMU.2. Rationale for an Environmental Management Unit (EMU)696. MAUR shall establish an EMU to oversee implementation of EMP requirements forthe entire project with assistance from the Construction Supervision Consultant. Funding for EMUoperation shall be provided by MAUR.3. Structure and Staffing697. The EMU would be under the direction of the Project Management Unit (PMU2)within MAUR. During pre-construction and construction, the EMU shall be supported by the CSCand the PMISC. Following the completion of project construction, it is anticipated that the EMUwould become a permanent group in MAUR. The EMU, shall be initially staffed by thefollowing personnel, additional staff should be hired as necessary:a. Environmental officer to ensure proper and timely implementation of EMP provisions interms of mitigation measures, monitoring, reporting and environmental managementcapacity building activitiesb. Occupational health and safety officer to ensure implementation and monitoring ofhealth and safety plan and training/orientation of workers during the construction andoperation phases of the project. The OHS officer shall also monitor and report accidentsand safety concerns and shall prepare and implement necessary corrective actions.c. Social specialist to deal with resettlement concerns and social issues raised byaffected persons (Aps) or local residents that require to be addressed through theGRM.4. Operational Mandate698. With assistance from CSC and PMISC, the EMU would act as an implementing cell, andundertake monitoring and reporting activities to meet EMP commitments of MAUR as required inthis EIA. The EMU would also be tasked to ensure that mitigating measures for variousproject phases are properly implemented.332

699. The EMU must, from the time it is activated, develop four key attributes needed to manageenvironmental assessments, namely:(i)(ii)(iii)(iv)To demonstrate technical competence in environmental impact management;To implement and manage mitigative measures such as those defined in theEMP;To be able to undertake compliance monitoring of contractors and theevaluation of mitigative measures; and,To undertake community consultation, grievance management andreporting.700. As the EMU develops, its function should include the development of environmentalassessment and associated plans such as EMPs.701. The EMU, working with the PMU2 Vice-Chairman, will oversee the implementation ofthe EMP. Before the start of construction the EMU staff will undergo training in environmentalmonitoring and evaluation.5. Tasks of the EMU702. Functioning as the primary implementers of environmental measures defined in theEIA/EMP, contracts and specifications. The EMU’s tasks are proposed as follows:a. Short Term TasksPrepare unit operational plan (one time with annual updates);Assist the engineering team to develop contract specifications and contractterms and conditions for improved implementation of the EMP.Assist MAUR and PMISC in engaging the required external monitoring expert.Monitor all construction activities as specified in the EMP and preparecorresponding monitoring reports with support from CSC and PMISC.Chair and investigate grievances under the GRM process.Advise the MAUR and PMU2 on all matters related to environmentalrequirements of the project.Ensure that mitigation and monitoring measures (both environmental andsocial) are being implemented as defined in the EIA as well as execution planthat may be developed.b. Long Term TasksProvide necessary expertise on implementation of the EMP as well as otherenvironmental mitigation and monitoring measures, as required, during the lifeof the project.333

Develop environmental training programs that target a range of people within theMAUR from managers to field engineers.Carry out environmental awareness seminars within the contractor community,through training workshops; if required, and lead the development andimprovement of environmental specifications used in project contracts.6. Estimated EMU Budget703. Two years after the completion of all the work on the MRT2 Project, the EMU,hopefully can provide environmental expertise to the other rail transit projects.704. Upon the completion of the project, EMU will have gained:About five years of hands-on experience in environmental management of transitconstruction and two years hand-on experience in environmentalmanagement of project operationKnowledge of local environmental problems related to the projectUnderstanding of MAUR procedures and special requirements.705. This pool of experience will be immensely useful for the MAUR in tacklingfuture environmental requirements on the other metro projects. With the ever increasing andevolving values of environmental issues, an EMU will be able to keep abreast of these to thebenefit of MAUR and the GOV.7. Proposed Environmental Training for EMU and PMU2/MAUR Staff706. To strengthen the knowledge base of the EMU and PMU2/MAUR staff, a series of trainingactivities shall need to be implemented by the CSC. Preceding any training, the internationalenvironment specialist of the CSC (with assistance from the national environment specialist) shallundertake a needs assessment study within the MAUR and EMU. The internationalspecialist shall prepare a training program and materials based on the results of theassessment. The training shall be implemented within 6 months from commencement of civilworks.707. The training activity must not be limited to technical upgrading, but must also target mid--level management through environmental awareness seminars (1/2 day sessions). Only bybuilding awareness at the decision making level will there be commitment and the unit remainfunctioning effectively.708. The training for EMU and other staff of PMU2/MAUR will be undertaken through trainingworkshops on the following topics:international best practice on environmental management and compliance monitoringintegration of EMP in tender and contract documentspreparation of environmental management plans334

conduct of environmental monitoring and corresponding reportsoccupational health and safety issues related to the project and correspondingmitigation, monitoring and reporting requirements709. The training participants shall also undergo on-the-job training on monitoring ofcontractor's environmental performance and preparation of monitoring reports. The training willdevelop the EMU’s capacity to implement and monitor environmental and safety measures forimplementation of MRT2 and other future metro projects for HCMC.335

XI.CONCLUSION710. There will be both direct and indirect beneficiaries of the Project in HCMC and neighbouringdistricts. The beneficiaries include students, workers and traders traveling between the northeasternHCMC and the central business district and service/commercial establishments near the MetroStations. Women, children and older people, who are more inclined to use public transport, areexpected to benefit the most from the improved mode of transportation711. Motorcycle users (who now account to majority of the current road users) may also beencouraged to use the MRT through the provision of adequate parking area for motorbikes/bicycles(park and ride). Provision of designated drop off/pick up and waiting areas will also be needed at thestations to minimize traffic congestion.712. Other positive impacts include jobs and income generation from construction andmaintenance of the Project, and improved access to markets and social services. The Project isexpected to generate considerable local employment,713. The Project has no major implementation risks as international standards will be applied tothe design and construction of the MRT Line 2. Safeguards will be put in place to monitor the impacton the environment and affected persons. It is expected that benefits and impacts will outweigh anymitigation costs.714. The Project will benefit the whole of HCMC by providing a safe, comfortable and affordablemode of travel that will contribute to the public transport master plan and reduce the growth ofprivate transport. Through reducing travel time and vehicle operating cost, the project will free upresources to promote and support private sector economic activities in the HCMC Region, a mainengine of the Viet Nam economy.715. The Project's primary economic benefits come from travel time and vehicle operating costsaved while using the urban transport system, which is predominantly road-based. The reduction indaily road vehicle time and distance will also mean lower road maintenance and vehicle capitalemployed, reduction in carbon dioxide emission, and fewer fatal road accidents. Moreover, beingoperated on a dedicated way unlike general road-based transport, the project's MRT Line 2 canoffer more reliable journey time on the system, a quality improvement for public transport.336

XII.REFERENCESADB. 2003. Environmental Assessment Guidelines. Manila.MONRE. 2010a. The Geological Profiles of HCMC (1:50,000), The South Division of the Centerof Water Resources planning and Exploration.MONRE. 2010b. The Geological map of HCMC (1:50,000), The South Division of the Center ofWater Resources planning and Exploration.MONRE. 2010c. The Hydrogeological Profiles of HCMC (1:50,000), The South Division of theCenter of Water Resources planning and Exploration.MONRE. 2010d. The Hydrogeological map of Late Pleistocene Aquifer (qp 3 ) in HCMC(1:50,000), The South Division of the Center of Water Resources planning and Exploration.MONRE. 2010e. The Hydrogeological map of Middle-Late Pleistocene Aquifer (qp 2-3 ) in HCMC(1:50,000), The South Division of the Center of Water Resources planning and Exploration.MVA Asia Limited. 2008. Environmental Impact Assessment, HCMC MRT2 project, TA 4862-VIE, ADBMVA Asia Limited. 2010. Feasibility Study, HCMC MRT2 project, TA 7343-VIE, ADBMVA Asia Limited. 2011. Initial Environmental Examination (for Depot site), HCMC MRT2project, TA 7343-VIE, ADBTRICC-JSC. 2009a. Feasibility Study for HCMC MRT2. TA4862-VIE, ADB.TRICC-JSC. 2009b. Vol. I: Report on topographical Survey. Feasibility Study for HCMC MRT2.TA4862-VIE, ADBTRICC-JSC. 2009c. Vol. IV: Assessment of Geological Documents. Feasibility Study for HCMCMRT2. TA4862-VIE, ADB337

APPENDICES

APPENDIX 1: DONRE approval of the Da Phuoc spoils disposal site (2008)2

APPENDIX 2: Registered water wells within 100 m of the MRT2 alignmentOwnerLicensenumberDates ofIssue/ExtensionsorAdjustmentsAdministrative LocationAddressPurposeAquifertapedPumpingrate(m 3 /day)ExpirationDateWells SpecificationCoordinateE(X)CoordinateN(Y)Numberof WellsTân bình DistrictCông ty LD SG Superbowl8763/GP-TNMT-QLTN15/9/2006A43 Trường Sơn, P4, Q.Tân Bìnhsieu thị Q I-III 3015/09/2008679650 1195600 1Công ty Cổ phần nước giảikhát hàng không SASCO(Quận Tân Bình)789/GP-TNMT-QLTN2007/1/10112B Hồng hà P2 Q TânBìnhnướctinh khiếtQ I-III 502009/10/1682511 1195761 1Công ty TNHH Gia Phát877/GP-TNMT-QLTN2007/1/1133/45/11 Nguyễn Phúc ChuP15 Q Tân Bìnhnướctinh khiếtQ I-III 52009/11/1678615 1196649 1Trung tâm huấn luyện bay917/GP-TNMT-QLTN15/11/2007117 Hồng Hà P2 Q TânBìnhhồ bơi Q I-III 9015/11/2009682652 1195534 1Công ty Cổ phần Tân sơn740/GP-TNMT-QLTN19/09/20077/12 Trần Thái Tông, p. 15,q. Tân Bìnhnướctinh khiếtQ I-III 20019/09/2009676921 1191201 1Công ty TNHH Sản xuất-Thương mại- Dịch vụ-XNKMinh Kiếm778/GP-TNMT-QLTN2007/1/10273 Bàu cát P12 Q TânBìnhnướctinh khiếtQ I-III 102009/10/1679885 1193333 1Cty TNHH Quốc Đạt127/GP-TNMT-13/02/2007 5D Âu Cơ, phường 14, nướcQ I-III 2013/02/20673463 1189318 18

OwnerLicensenumberDates ofIssue/ExtensionsorAdjustmentsAdministrative LocationAddressPurposeAquifertapedPumpingrate(m 3 /day)ExpirationDateWells SpecificationCoordinateE(X)CoordinateN(Y)Numberof WellsQLTN quận Tân Bình tinh khiết 09Hộ Kinh doanh cá thể ThịnhĐạt152/GP-TNMT-QLTN2007/2/3148 đường số 7 - HoàngHoa Thám, phường 13,Tân Bìnhnước đá Q I-III 6003/02/2009679690 1195309 1Tổng công ty CP May Việt Tiến 227/GP-KTN2009/3/47 Lê Minh Xuân, P7, TânBìnhdệt may Q I-III 80 2011/4/3 680908 1193034 1Công ty TNHH Sài Gòn - BếnThành367/GP-KTN25/05/20097B/12 Trần Thái Tông, P15 Q Tân BìnhnướcuốngQ I-III 1825/05/2011678466 1196434 1Công ty CP nhiên liệu bayPetrolimex17 2010/11/1Cổng Số 7, sư Đoàn 370Đường Bạch Đằng, P2,Quận Tân Bìnhdịch vụ Q I-III 252012/11/1600719 1196652 1Ban Quản lý chợ Phạm VănHaiĐường Pham văn Hai, P13, Q. Tân BìnhSinhhoạtQ I-III 50 682524 1193486 1Công ty Liên Doanh SX BữaĂn TrênMáy Bay7 2010/6/1Sân Bay Quốc tên Tân SơnNhất, Đường Trường Sơn,P 4, Q Tân BìnhSX BữaĂnQ I-III 300 2012/6/1 681695 1195661 2Công ty TNHH MTV xe KháchSài Gòn206 21/03/201101 Phạm Hồng Thái, P2,Tân BìnhRửa xe Q I-III 2221/03/2011682371 1194914 2District 1Công ty TNHH Phúc Đại Cát54/GP-TNMT-38 Bùi Thị Xuân, phường SinhQ I-III 30 684591 1191326 19

OwnerLicensenumberDates ofIssue/ExtensionsorAdjustmentsAdministrative LocationAddressPurposeAquifertapedPumpingrate(m 3 /day)ExpirationDateWells SpecificationCoordinateE(X)CoordinateN(Y)Numberof WellsQLTN bến Thành, quận 1 hoạtCông ty TNHH Khách sạnNgọc Bích53/GP32-34 Bùi Thị xuân,phường Bến Thành Q1SinhhoạtQ I-III 30 684593 1191353 1District 12Xí nghiệp Dệt may-thêu TrầnThành Công555/GP-KTN2008/9/9 P Thạnh Xuân Q12 dệt may Q I-III 180 2010/9/9600484600434120180912028012Khu Quản lý giao thông Đô thịsố 3746/GP20/11/200811/03/20118A Nguyễn Ảnh thủ P trungmỹ Tây Quận 12Tưới cây Q I-III 10220/11/20106207106281926309361193824119497311954143Gò Vấp DistrictCty TNHH SX TM HùynhHương121/GP-UB159/9 Lê Đức Thọ, p. 17, q.GVQ I-III 5026/08/2007683892 1198244 1CS Bánh phở Lâm Hòa2011/GP-TNMT-QLTN313/ GP306B Nguyễn Thái Sơnphường 05, quận Gò VấpthựcphẩmQ I-III 1014/03/2008684570 1197180 1Hộ Kinh doanh cá thể Thái Sơn6297/GP-TNMT-QLTN72/798 Nguyễn Oanh P.17,GVthựcphẩmQ I-III 3007/10/2008683390 1199597 110

OwnerLicensenumberDates ofIssue/ExtensionsorAdjustmentsAdministrative LocationAddressPurposeAquifertapedPumpingrate(m 3 /day)ExpirationDateWells SpecificationCoordinateE(X)CoordinateN(Y)Numberof WellsCông tyTNHH TM SX HướngDương2 2010/4/12 A Phan Văn trị, P 10 GòVấpQ I-III 60 2012/4/1 682999 1197951 4Hộ kinh doanh cá thể Hồng Ân 264 2010/12/573/475A Phan Huy Ich P12 Go vapnướcđóngchaiQ I-III 102012/12/5678860 1197925 1Hộ Kinh Doanh cá Thể AnhMinh370 18/6/201033/9 Đường Quang Trung,P 8, Quận Gò VấpnướcđóngchaiQ I-III 1018/6/2012688010 1199130 1DNTN TMDV&XD Tân PhúThịnh553 2010/6/959/9C Phạm Văn Chiêu, P14, Quận Gò Vấpsx giấy Q I-III 100 2012/6/9 679428 1199787 3Hóc môn DistrictCông ty TNHH May Giặt TâyXKHoàng Anh561/GP-KTN629/QĐ11/9/20084/10/201026/1/Ấp Thới Tây 1 xã TânHiệp Hóc Môngiặc tẩy Q I-III 5011/09/2010674728 1207156 1Công ty TNHH THức Cách341/GP-KTN2008/10/610/11 Đặng Phúc Vịnh, ấp2 Xã Đông ThạnhHóc Mônnướctinh khiếtQ I-III 52010/6/10678392 1206051 1Công ty Thực phẩm việt Hưng623/GP-KTN09/10/2008Nguyễn Văn Đối, Ấp tiềnLâm Xã Bà Điểm Hóc MônSx MìGóiQ I-III 1002010/9/1067434467430611976531197670111

OwnerLicensenumberDates ofIssue/ExtensionsorAdjustmentsAdministrative LocationAddressPurposeAquifertapedPumpingrate(m 3 /day)ExpirationDateWells SpecificationCoordinateE(X)CoordinateN(Y)Numberof WellsCơ sở sản xuất nước đá VănĐức1104/GP-KTN15/12/200917/03 ấp 3, xã Xuân ThớiThượng, Huyện Hóc Mônsản xuấtnước đáQ I-III 202011/12/15673419 1199352 1Công ty TNHH SX-TM-DV Đạiphú Hảo559 06/09/2010185/2B Ấp Tân Thới 3 XãTân Hiệp, huyện Hóc MônnướcđóngchaiQ I-III 10 2012/6/9 672524 1205516 1Cơ sở sản xuất nước đá ViênAnh Giao513 13/8/20101/6A Nguyễn Thị Sóc, ẤpHưng Lân, xã Bà Điểm HócMônsản xuấtnước đáQ I-III 1013/8/2012675016 1200257 112

APPENDIX 3: List of flora and fauna species recorded at the spoils disposal site (2011)Table 1. List of common plant species within the Da Phuoc spoils disposal site (December 2011)NO. SCIENTIFIC NAME FAMILY LIFE-FORM Relative Abundance atthe Spoils Disposal SitePOLYPODIOPSIDA1. Acrostichum aureum L. ADIANTACEAE Fern very common2. Azolla caroliana Willd. AZOLLACEAE Fern sparse3. Ceratopteris thalictroides (L.) Brongn CERATOPTERIDACEAE Fern uncommon4. Lygodium microphyllum ( Cav.) R. Br. SCHIZAEAACEAE Fern common5. Marsilea quadrifolia L. MARSILEACEAE Fern uncommon6. Salvinia cucullata Roxb. SALVINIACEAE Fern uncommon7. Stenochlaena palustris (Burm.f) Bedd. PTERIDACEAE Fern uncommonMAGNOLIOPSIDA8. Acacia auriculaeformis A. Cunn. ex Benth. FABACEAE Wood uncommon9. Acacia magnum Willd. FABACEAE Wood uncommon10. Acanthus illicifolius L. ACANTHACEAE Semi -aquatic common11. Aeschynomene indica L. FABACEAE Grass frequent12. Aeschynomene americana L FABACEAE Grass frequent13. Ageratum conyzoides L. ASTERACEAE Grass frequent14. Abutilon indicum (L.) Sweet MALVACEAE Shrub sparse15. Alternanthera paronichyoides A. AMARANTHACEAE Grass frequent16. Alternanthera sessilis ( L.) D.C. AMARANTHACEAE Grass common17. Amaranthus spinosus L. AMARANTHACEAE Grass frequent18. Annona glabra L. ANNONACEAE Shrub very common19. Achyranthes japonica Miq. AMARANTHACEAE Grass uncommon20. Phryma leptostachya L. VERBENACEAE Grass sparse21. Boerhavia diffusa L. (B. repens L.) NYCTAGINACEAE Grass frequent22. Canavalla cathartica D. P. Thouars. FABACEAE Climber common23. Cassia alata L. FABACEAE Shrub sparse24. Cassia tora L. FABACEAE Grass frequent25. Cayratia trifolia (L.) Domino VITACEAE Climber very common26. Celosia argentea L AMARANTHACEAE Grass sparse27. Centrosema pubescens Benth FABACEAE Climber common28. Cleome chelidonii CAPPARACEAE Grass frequent29. Combretum quadrangulare Kurz. COMBRETACEAE Wood sparse30. Crassocephalum crepidioides S.Moore ASTERACEAE Grass sparse31. Derris trifolia Lour. FABACEAE Climber very common32. Desmodium triflorum DC. FABACEAE Grass U13

NO. SCIENTIFIC NAME FAMILY LIFE-FORM Relative Abundance atthe Spoils Disposal Site33. Dolichandrone spathacea (Lf)K.Schum BIGNONIACEAE Wood sparse34. Eucalyptus tereticornis J.E. Sm. MYRTACEAE Wood common35. Eupatorium odoratum L. ASTERACEAE Grass very common36. Euphorbia heterophylla EUPHORBIACEAE Grass U37. Euphorbia hirta L. EUPHORBIACEAE Grass common38. Ficus hirta Vahl. MORACEAE Wood sparse39. Glochidion littorale Bt. EUPHORBIACEAE Shrub common40. Gymnanthera nitida R. Br. ASCLEPIADACEAE Climber common41. Gmelina asiatica L. VERBENACEAE Climber frequent42. Hewittia scandens Milne CONVOLVULACEAE Climber frequent43. Heliotropium indicum L BORAGINACEAE Grass common44. Hibiscus tiliaceus L. MALVACEAE Shrub frequent45. Hygrophila costata Nees et al. ACANTHACEAE Grass common46. Ipomoea aquatica Forssk. CONVOLVULACEAE Climber very common47. Ipomoea obscura (L.) Ker-Gawl CONVOLVULACEAE Climber frequent48. Ipomoea pes-caprae Sw. CONVOLVULACEAE Climber frequent49. Ludwidgia adscendens (L) Hara. ONAGRACEAE Semi -aquatic common50. Ludwidgia octovalvis (Jacq) Raven ONAGRACEAE Semi -aquatic common51. Macroptilum lathyroides (L.) Urb. FABACEAE Grass frequent52. Manihot esculenta Crantz. EUPHORBIACEAE Shrub sparse53. Melaleuca cajuputi Powel. MYRTACEAE Wood sparse54. Merremia gemella (Burm. f.) Hallier f. Roth CONVOLVULACEAE Climber frequent55. Merremia umbellata subsp. umbellata CONVOLVULACEAE Climber frequent56. Melochia corchorifolia L STERCULIACEAE Grass sparse57. Mimosa pigra L MIMOSACEAE Shrub common58. Mimosa pudica L. MIMOSACEAE Grass common59. Morinda citrifolia L. RUBIACEAE Wood sparse60. Nelumbo nucifera Gaertn. NELUMBONACEAE Aquatic sparse61. Nymphaea rubra Roxb ex Salisb. NYMPHAEACEAE Aquatic sparse62. Nymphaea pubescens Wild. L NYMPHAEACEAE Aquatic uncommon63. Passiflora foetida PASSIFLORACEAE Climber common64. Phyllanthus urinaria L. EUPHORBIACEAE Grass frequent65. Phyllathus reticulata EUPHORBIACEAE Shrub frequent66. Pluchea indica (L.) Lees ASTERACEAE Grass very common67. Polygonum persicaria L. POLYGONACEAE Semi -aquatic common14

NO. SCIENTIFIC NAME FAMILY LIFE-FORM Relative Abundance atthe Spoils Disposal Site68. Premna serratifolia L VERBENACEAE Shrub common69. Psidium guiava L. MYRTACEAE Wood sparse70. Psychotria serpens L. RUBIACEAE Climber common71. Rhizophora apiculata Bl. RHIZOPHORACEAE Wood sparse72. Ruella tuberosa L. ACANTHACEAE Grass common73. Sesbania grandiflora (L.) Pers. FABACEAE Wood uncommon74. Sesbania paludosa FABACEAE Grass frequent75. Sesuvium portulacastrum AIZOACEAE Grass common76. Sida acuta L. MALVACEAE Shrub common77. Sonneratia caseolaris (L.) Engl. SONNERATIACEAE Wood very common78. Sonneratia alba Girff. SONNERATIACEAE Wood sparse79. Stachytarphera jamaicensis (L.) Vahl, VERBENACEAE Grass sparse80. Synedrella nodiflora (L.) Gaertn ASTERACEAE Grass common81. Tamarindua indica L. FABACEAE Wood sparse82. Terminalia catappa L. COMBRETACEAE Wood uncommon83. Thespesia populnea Soland&Corr. MALVACEAE Shrub frequent84. Tridax procumbens ASTERACEAE Grass frequent85. Urena lobata L. MALVACEAE Shrub common86. Vernonia cinerea (Linn.) Less ASTERACEAE Grass sparse87. Wedella biflora ( L.) D. C. ASTERACEAE Grass commonLILIOPSIDA88. Aglaodorum griffithii Schott. ARACEAE Semi -aquatic very common89. Bambusa sp1. POACEAE Shrub sparse90. Brachiaria ramosa (L.) Stapf POACEAE Grass very common91. Chloris barbata Sw. POACEAE Grass very common92. Cocos nucifera L. ARECACEAE Wood sparse93. Colocasia esculenta (L) Schott. ARACEAE Semi -aquatic sparse94. Commellna difiusa Burm. f. COMMELINACEAE Grass very common95. Cynodon dactylum L. POACEAE Grass common96. Cyperus esculentus L. CYPERACEAE Grass common97. Cyperus babakans Steud. CYPERACEAE Grass frequent98. Cyperus compressus L. CYPERACEAE Grass common99. Cyperus elatus L. CYPERACEAE Grass frequent100. Cyperus halpan L. CYPERACEAE Grass common15

NO. SCIENTIFIC NAME FAMILY LIFE-FORM Relative Abundance atthe Spoils Disposal Site101. Cyperus javanicus Houtt. CYPERACEAE Grass frequent102. Cyperus malaccensis Lam. CYPERACEAE Semi -aquatic very common103. Dactyloctenium aegyptiacum (L) Willd. POACEAE Grass common104. Digitaria sanguinalis POACEAE Grass common105. Diplachne fusca POACEAE Grass frequent106. Echinochloa crus-galli L POACEAE Grass common107. Echinochloa colona L. POACEAE Grass common108. Eichhornia crassipes (Maret) Solms PONTEDERIACEAE Aquatic common109. Eleocharis parvula Link ex Pl. CYPERACEAE Semi -aquatic frequent110. Eleocharis dulcis Blanco CYPERACEAE Semi -aquatic frequent111. Eleocharis spiralis Roem. & Schult. CYPERACEAE Semi -aquatic uncommon112. Eleusine indica (L) gaertn. POACEAE Grass common113. Eragrostis pilosa (L.) P.Beauv. POACEAE Grass common114. Fimbristylis aestivalis (Retz.) Vahl CYPERACEAE Grass common115. Fimbristylis miliacea (L.) Vahl. CYPERACEAE Grass frequent116. Flagellaria indica Hook. FLAGELLARIACEAE Climber uncommon117. Kyllinga alata Nees. CYPERACEAE Grass frequent118. Monochoria cyanea F.Muell. PONTEDERIACEAE Aquatic uncommon119. Monochoria vaginalis (Burm.f) Presl. PONTEDERIACEAE Aquatic uncommon120. Musa sp1 MUSACEAE Grass sparse121. Nypa fruticans Wurmb. ARECACEAE Wood very common122. Oryza sativa L. POACEAE Semi -aquatic frequent123. Panicum repens L. POACEAE Grass common124. Paspalum distichum L. POACEAE Grass common125. Pennisetum polystachyon (L) Schult. POACEAE Grass common126. Phragmites vallusa (L.) Veldk. POACEAE Grass very common127. Saccharum officinarum L. POACEAE Grass sparse128. Scirpus grossus L.f. CYPERACEAE Semi -aquatic common129. Scirpus littoralis Schrab. CYPERACEAE Semi -aquatic common130. Typha angustifolia L. TYPHACEAE Semi -aquatic frequent16

Table 2. Common fauna species within the Da Phuoc spoils disposal site (December 2011)No. Scientific Name Family Common English NameMAMALIARelativeabundance atthe spoilsdisposal site1.2.3.4.5.6.7.Megaerops niphanae (Yen.& Felten, 1983) CHIROPTERA Fruit BatMus musculus (Linnaeus, 1758) RODENTIA House mouseRattus argentiventer (Robin.& Kloss, 1916) RODENTIA Rice-field RatRattus norvegicus (Berkenhout, 1769) RODENTIA Common ratRattus rattus (Linnaeus, 1758) RODENTIA Black ratScotophilus kuhlii (Leach, 1882) VESPERTILIONIDAE Lesser Asiatic Yellow BatSuncus murinus (Linnaeus, 1766) INSECTIVORA Asian House ShrewAVESrarevery commonvery commonvery commonvery commonfrequentfrequent1.2.Microcarbo niger (Vieillot, 1817) PHALACROCORACIDAE Little CormorantArdea cinerea (Linnaeus, 1758) ARDEIDAE Grey Heronrarerare3.4.Ardeola bacchus (Bonaparte, 1855) ARDEIDAE Chinese Pond Heron frequentBubulcus ibis (Linnaeus, 1758) ARDEIDAE Cattle Egret rare5.Egretta garzetta (Linnaeus, 1766) ARDEIDAE Little Egretvery common6.7.8.9.10.11.Mesophoyx intermedia (Wagler, 1827) ARDEIDAE Intermediate Egret frequentIxobrychus sinensis (Gmelin, 1789) ARDEIDAE Yellow Bittern rareCentropus bengalensis (Gmelin, 1788) CUCULIDAE Lesser Coucal rareCentropus sinensis (Stephens, 1815 CUCULIDAE Greater Coucal frequentHalcyon smyrnensis (Linnaeus, 1758) HALCYONIDAE White Throated Kingfisher rareTodiramphus chloris (Boddaert, 1783) HALCYONIDAE Collared Kingfisher rare12.Collocalia esculenta (Linnaeus, 1758) APODIDAE White-Bellied Swiftletvery common13.14.15.16.17.18.Cypsiurus balasiensis (Gray,JE, 1829) APODIDAE Asian Palm-Swift frequentApus pacificus (Latham, 1802) APODIDAE Pacific Swift frequentAnthus hodgsoni (Richmond, 1907) MOTACILLIDAE Olive-Backed Pipit rareAnthus richardi (Vieillot, 1818) MOTACILLIDAE Richard'S Pipit frequentPycnonotus goiavier (Scopoli, 1886) PYCNONOTIDAE Yellow -Vented Bulbul rareDicrurus macrocercus (Vieillot, 1817) DICRURIDAE Black Drongo rare17

No. Scientific Name Family Common English Name19.20.21.22.23.24.25.26.27.Relativeabundance atthe spoilsdisposal sitePrinia flaviventris (Delessert, 1840) CISTICOLIDAE Yellow-Bellied Prinia commonPrinia inornata (Sykes, 1832) CISTICOLIDAE Plain Prinia very commonPrinia polychroa (Temminck, 1828) CISTICOLIDAE Brown Prinia rareRhipidura javanica (Sparrman, 1788) RHIPIDURIDAE Pied Fantail rareAcridotheres tristis (Linnaeus, 1766) STURNIDAE Common Myna rareCinnyris jugularis (Linnaeus, 1766) NECTARINIIDAE Olive-Backed Sunbird frequentPasser montanus (Linnaeus, 1758) PASSERIDAE Eurasian Tree-Sparrow very commonLonchura punctulata (Linnaeus, 1758) ESTRILDIDAE Scaly-Breasted Munia commonStreptopelia tranquebarica (Hermann, 1804) COLUMBIDAE Red Collared Dove frequentHERPETOFAUNA1. Calotes versicolor (Daudin, 1802) AGAMIDAE2. Enhydris enhydris (Schneider, 1799) COLUBRIDAE3. Enhydris jagori (Peter, 1863) COLUBRIDAE4. Trimeresurus albolabris Gray, 1842 VIPERIDAE5. Dendrelaphis pictus (Gmelin, 1789) COLUBRIDAE6. Xenochrophis flavipunctatus (Hall, 1860) COLUBRIDAE7. Ptyas korros (Schlegel, 1837) COLUBRIDAE8. Homalopis buccata (Linnaeus, 1758) COLUBRIDAE9. Gecko gecko (Linnaeus, 1758) GEKKONIDAE10. Hemidactylus frenatus (Duméril & Bib, 1836) GEKKONIDAE11. Mabuya multifasciata (Kuhl, 1820) SCINCIDAE12. Rana rugulosa (Wiegmann, 1834) RANIDAE13. Ranna cancrivora Gravenhorst, 1829 RANIDAE14. Duttaphrynus melanostictus (Schnei, 1799) BUFONIDAE15.Changeable LizardRainbow Water SnakeStriped water snakeWhite Lipped Tree ViperPainted BronzebackYellow-spotted KeelbackIndo-chinese rat snakePuff-faced Water SnakeTokay GeckoHouse geckoCommon Sun SkinkChinese BullfrogCrab-eating FrogAsian Common Toadfrequentcommonrarefrequentrarecommonrarerarefrequentfrequentcommonvery commonrarevery commonKaloula pulchra Gray, 1831 MICROHYLIDAE Chubby Frog frequent18

APPENDIX 4: Photographs of the project alignment and depotPhoto 1: September 23 rd Park site of the garage and entrance for the TBMs for MRT2Photo 2: Sidewalk tree at Tao Dan Station19

Photo 3: Narrow 2 lane section of Cach Mang Thang RoadPhoto 4: Ten lane section of Truong Chinh near airport20

Photo 5: 2m median of trees on Truong ChinhPhoto 6: Depot site under construction21

APPENDIX 5: Results of publlic consultation questionnaire surveys and list ofparticipants1. Public Consultation (Phase 1) for the 2008 MVA EIATable 1.1: Comments from Participants during People’s Committee Meetings (2008).% (Number of Respondents)QuestionVery clearNot reallyDo notunderstandNo answerDo you understand the scale and legal basisof the projectDo you understand the technical scope anddesign of the project?Do you understand the predictedenvironmental impacts of the project duringconstruction and operation phases?79.8 (75) 18 (17) 0 (0) 2.2 (2)69.0 (65) 12.8 (12) 0 (0) 18.2 (17)62.8 (59) 16.0 (15) 0 (0) 21.2 (20)Table 1.2: Respondents’ assessment of local environmental condition (2008)Environmental componentResponse: % (number of people)Very polluted Polluted No pollution Do notknowAir environment 8.5 (8) 69.0 (65) 16.0 (15) 6.5 (6)Surface water environment 5.3 (5) 44.7 (42) 28.7 (27) 21.3 (20)Underground water 4.2 (4) 40.5 (38) 34.0 (32) 21.3 (20)Noise 17.0 (16) 46.8 (44) 19.2 (18) 17.0 (16)Vibration 6.4 (6) 36.2 (34) 25.5 (24) 31.9 (30)Average (%) 8.3 47.4 24.7 19.622

Table 1.3: Respondents’ assessment of local infrastructure condition (2008)Infrastructure component% (Number of people answer)Very good Good Neutral Very bad No answerWater supply system 10.6 (10) 39.4 (37) 39.4 (37) 5.3 (5) 5.3 (5)Drainage system 6.4 (6) 35.1 (33) 45.7 (43) 12.8 (12) 0 (0)Electricity system 3.2 (3) 46.8 (44) 40.4 (38) 3.2 (3) 0 (0)Road system 4.2 (4) 39.4 (37) 38.3 (36) 18.1 (17) 0 (0)Anti-flooding system 6.4 (6) 19.2 (18) 36.2 (34) 33 (31) 5.2 (5)Traffic system 5.3 (5) 18.1 (17) 36.2 (34) 16 (15) 24.4 (23)Average (%) 6 33 39.5 14.7 5.8Table 1.4: Respondents’ assessment of environmental impacts due to Project construction (2008)Environmental Component% (Number of Respondents)PositiveimpactNegativeimpactNo impact No answerAir environment 3.2 (3) 39.4 (37) 57.4 (49) 5.3 (5)Surface water environment 5.3 (5) 23.4(22) 58.5(55) 12.8(12)Underground water environment 4.2 (4) 44.7(42) 41.5(39) 9.6(9)Noise and vibration 3.2 (3) 43.6 (41) 43.6 (41) 9.6 (9)Soil environment (soil subsidence or pollution) 2.1 (2) 47.9 (45) 38.3 (36) 11.7 (11)Fauna and flora system 2.1 (2) 7.4 (7) 71.3 (67) 19.2 (18)Urban landscape 15 (14) 29.8 (28) 42.5 (40) 12.7 (12)Traffic congestion 9.6 (9) 47.9 (45) 35.1(33) 7.4(7)Traffic accident and working accident 7.4 (7) 29.8 (28) 51.1 (48) 11.7 (11)Commerce and services 25.2 (24) 26.6 (25) 39.4 (37) 8.5 (8)Underground water flooding (tunnels) 4.2 (4) 26.6 (25) 55.3 (52) 13.9 (13)Average (%) 6.1 33.4 48.6 11.923

Environmental Component% (Number of Respondents)PositiveimpactNegativeimpactNo impact No answerDo you agree with the mitigating solutions? Totally agree Agree Do notagreeNo answer19.1 (18) 75.5 (71) 2 (2) 3.4 (3)Table 1.5: Respondents’ assessment of environmental impacts due to Project operation (2008)% (Number of Respondents)Environmental ComponentPositiveimpactNegativeimpactNo impact No answerAir environment 12.7 (12) 16 (15) 66 (62) 5.3 (5)Surface water environment 8.5 (8) 11.7 (11) 58.5 (55) 21.3 (20)Underground water environment 7.4 (7) 30.9 (29) 54.3 (51) 7.4 (7)Noise and vibration 3.2 (3) 39.4 (37) 49 (46) 8.4 (8)Soil environment (soil subsidence or pollution) 2.1 (2) 33 (31) 51.1 (48) 13.8 (13)Fauna and flora system 4.2 (4) 5.3 (5) 78.7 (74) 11.8 (11)Urban landscape 40.4 (38) 6.4 (6) 43.6 (41) 9.6 (9)Commerce and services 51.1 (48) 6.4 (6) 35.1 (33) 7.4 (8)Traffic congestion 45.7 (43) 16 (15) 30.8 (29) 7.5 (7)Traffic accidents 45.7 (43) 16 (15) 30.8 (29) 7.5 (7)Underground water flooding (tunnels) 39.4 (37) 10.6 (10) 42.5 (40) 13.7 (13)Cultural-social environment 9.6 (9) 15 (14) 61.7 (58) 11.7 (11)Average (%) 19.7 16.7 53.2 10.4Do you agree with the mitigating solutions? Totally agree Agree Do notagreeNo answer26.6 (25) 66 (62) 1.1 (1) 6.3 (6)24

Table 1.6: Project Acceptance (2008)Question% (Number of Respondents)Totally agree Agree Do notagreeNoanswerAfter being presented all information about the technicaldesign, impacts and mitigating solutions of the project, doyou agree to develop this project in your living area?37 (35) 52.1 (49) 0 (0) 10.9 (10)2. Public Consultation (Phase 2) for the 2008 MVA EIATable 2.1: Summary of Comments of the People's Committee on support for the Project (2008)Locality(6 Districts, 28 Wards)AgreeNo commentDisagreeDistrict 1XPham Ngu Lao WardXBen Thanh WardXDistrict 3XWard 4XWard 5XWard 6XWard 9XWard 10XWard 11XWard 12XWard 13XWard 14XDistrict 10XWard 11xWard 12XWard 15XDistrict Tan BinhXWard 4XWard 5XWard 6XWard 7XWard 11XWard 12X25

Locality(6 Districts, 28 Wards)AgreeNo commentDisagreeWard 13XWard 14XWard 15XDistrict Tan PhuXWard Tay ThanhXWard Tan Son NhiXDistrict 12:XWard Tan Thoi NhatXWard Dong Hung ThuanXTotal 17 17Table 2.2: Summary the Comments of the Fatherland Front on support for the ProjectLocalityAgreeNo commentDisagree(6 Districts, 28 Wards)District 1xPham Ngu Lao WardxBen Thanh WardxDistrict 3xWard 4xWard 5xWard 6xWard 9xWard 10xWard 11xWard 12xWard 13xWard 14xDistrict 10xWard 11xWard 12xWard 15xDistrict Tan BinhxWard 4xWard 5xWard 6xWard 7xWard 11x26

LocalityAgreeNo commentDisagree(6 Districts, 28 Wards)Ward 12xWard 13xWard 14xWard 15xDistrict Tan PhuxWard Tay ThanhxWard Tan Son NhixDistrict 12:xWard Tan Thoi NhatxWard Dong Hung ThuanxTotal 13 213. Public Consultation (PPTA EIA, August 2011) – MRT2 AlignmentTable 3.1: Summary of Responses to Questions 1 to 3Level ofunderstandingQuestion 1: Scale andlegal basis of the projectQuestion 2: Technicaldesign of the projectQuestion 3: Predictedenvironmental impactsNo. ofRespondents %No. ofRespondents %No. ofRespondents %Very clear 99 29.6 54 16.1 106 31.6Not reallyclearDo notunderstand169 50.4 191 57.0 170 50.767 20.0 90 26.9 59 17.6Total 335 100.0 335 100.0 335 100.027

Table 3.2: Question 4 – Status of Existing Environmental ConditionsEnvironmental component Very polluted Polluted No Pollution Don’t knowNo. % No. % No. % No. %1. Air environment 54 16.1 198 59.1 55 16.4 28 8.42. Surface water environment 19 5.7 131 39.1 132 39.4 53 15.83. Underground water environment 15 4.5 113 33.7 86 25.7 121 36.14. Noise 89 26.6 142 42.4 32 9.6 72 21.55. Vibration 55 16 141 42.1 68 20.3 71 21.2Table 3.3: Question 5 – Status of Existing InfrastructureInfrastructure component Very Good Good Poor Don’tknowNo. % No. % No. % No. %1. Water supply system 44 13.1 186 55.5 74 22.1 31 9.32. Drainage system 38 11.3 159 47.5 112 33.4 26 7.83. Electricity system 44 13.1 206 61.5 57 17.0 28 8.44. Road system 31 9.3 107 31.9 162 48.4 35 10.45. Anti-flooding system 37 11.0 130 38.8 134 40.0 34 10.16. Traffic system 25 7.5 85 25.4 200 59.7 25 7.5

Table 3.4: Question 6 - Perceived Construction ImpactsAspect Positive Impact Negative Impact No Impact Do not KnowNo. % No. % No. % No. %1. Air quality 20 6.0 251 74.9 25 7.5 39 11.62. Surface water 31 9.3 203 60.6 55 16.4 46 13.73. Groundwater 21 6.3 228 68.1 41 12.2 45 13.44. Noise and vibration 12 3.6 257 76.7 25 7.5 41 12.25. Soil 15 4.5 234 69.9 35 10.4 51 15.26. Fauna and flora system 16 4.8 179 53.4 75 22.4 65 19.47. Urban landscape 45 13.4 196 58.5 38 11.3 56 16.78. Traffic congestion 31 9.3 237 70.7 23 6.9 44 13.19. Traffic accident and31 9.3 204 60.9 46 13.7 54 16.1occupational accident10. Commerce and services 30 9.0 235 70.1 28 8.4 42 12.511. Underground water flooding(tunnels)9 2.7 172 51.3 40 11.9 114 34Table 3.5: Question 7 – Support to Mitigating SolutionsResponse No. of Respondents %Totally agree 57 17.0Agree 190 56.7Don't agree 24 7.2Don't know 64 19.1Total 335 100.0

Table 3.6: Question 8 – Perceived Operational ImpactsAspect Positive Impact Negative Impact No Impact Do not knowNo. % No. % No. % No. %Air quality 46 13.7 220 65.7 18 5.4 51 15.2Surface water 33 9.9 196 58.5 44 13.1 62 18.5Groundwater 26 7.8 204 60.9 40 11.9 65 14.4Soil 20 6.0 217 64.8 33 9.9 65 19.4Fauna and flora system 30 9.0 163 48.7 70 20.9 72 21.5Urban landscape 57 17.0 185 55.2 26 7.8 67 20.0Traffic congestion 53 15.8 207 61.8 19 5.7 56 16.7Traffic accident 47 14.0 180 53.7 28 8.4 80 23.9Commerce and services 39 11.6 213 63.6 23 6.9 60 17.9Underground waterflooding (tunnels)Cultural-socialenvironment19 5.7 189 56.4 49 14.6 78 23.362 18.5 181 54.0 30 9.0 62 18.5Table 3.7: Support to the ProjectResponseNo. ofRespondents %Totally agree 53 15.8Agree 176 52.5Don't agree 74 22.1Don't know 32 9.6Total 335 100.0

4. Public Consultation (PPTA EIA, August 2011) – 1 st consultation: Da Phuoc Spoils Disposal SiteLevel of understandingthe scale andlegal basis ofthe projectthe technicaldesign ofthe projectthe predictedenvironmental impacts ofthe project duringconstruction andoperation phasesFrequency % Frequency % Frequency %Very clear 5 14.71 5 14.71 6 17.65Not really clear 8 23.53 6 17.65 4 11.76Do not understand the project 21 61.76 23 67.65 24 70.59Total 34 100 34 100 34 100How do you feel about the current state of the environmental conditions of your area?EnvironmentalVery polluted Polluted No Pollution Don’t knowTotalcomponent Frequency % Frequency % Frequency % Frequency % Frequency %1. Air environment 11 32.35 18 52.94 2 5.88 3 8.82 34 1002. Surface waterenvironment 12 35.29 16 47.06 3 8.82 3 8.82 34 1003. Underground waterenvironment11 32.35 15 44.12 4 11.76 4 11.76 34 1004. Noise 9 26.47 13 38.24 8 23.53 4 11.76 34 1005. Vibration 9 26.47 13 38.24 7 20.59 5 14.71 34 100

How do you feel about the Infrastructure status of your living area?InfrastructureVery Good Good Poor Do not knowTotalcomponent/Frequency % Frequency % Frequency % Frequency % Frequency %1. Water supply system3 8.82 7 20.59 17 50 7 20.59 34 1002. Drainage system2 5.88 3 8.82 21 61.76 8 23.53 34 1003. Electricity system3 8.82 18 52.94 10 29.41 3 8.82 34 1004. Road system2 5.88 7 20.59 22 64.71 3 8.82 34 1005. Anti-flooding system3 8.82 5 14.71 21 61.76 5 14.71 34 1006. Traffic system1 2.94 7 20.59 23 67.65 3 8.82 34 100What is your assessment of the impacts of the project during the construction phase of the over-all Project (MRT2)Aspect Positive impact Negative impact No impactTotalFrequency % Frequency % Frequency % Frequency %Air environment0 - 28 82.35 6 17.65 34 100Surface water environment0 - 28 82.35 6 17.65 34 100Underground waterenvironment1 2.94 28 82.35 5 14.71 34 100Noise and vibration0 - 30 88.24 4 11.76 34 100Soil environment (soilsubsidence or pollution)0 - 32 94.12 2 5.88 34 100Fauna and flora system1 2.94 28 82.35 5 14.71 34 100Urban landscape7 20.59 23 67.65 4 11.76 34 100Traffic congestion6 17.65 23 67.65 5 14.71 34 100Traffic accident and workingaccident6 17.65 20 58.82 8 23.53 34 100Commerce and services6 17.65 18 52.94 10 29.41 34 100Underground water flooding(tunnels)2 5.88 25 73.53 7 20.59 34 100

What other negative environmental impacts do you think will occur during construction phaseFrequencyPercentNo idea 25 73.53Effect on households 3 8.82Heavy environmental pollution 1 2.94Unsafety 1 2.94Disruption of underground water flow, water seepage, causing flooding 1 2.94Pollution 1 2.94Negative impacts if the project is implemented not accordingly to the technicalpolicies 1 2.94Environmental Pollution (soil spilling, dust, noise, accidents, traffic jams) 1 2.94Total 34 100Agree with the mitigating solutionsFrequencyPercentTotally agree 1 2.94Agree 26 76.47Don't agree 7 20.59Total 34 100

What is your assessment of the impacts of the spoils disposal activity in Dự án Phuoc during the construction phasePositive impact Negative impact No impactTotalAspectFrequency % Frequency % Frequency % Frequency %Air environment 2 5.88 30 88.24 2 5.88 34 100Surface water environment 0 - 32 94.12 2 5.88 34 100Underground water environment 1 2.94 29 85.29 4 11.76 34 100Noise and vibration 0 - 30 88.24 4 11.76 34 100Soil environment (soil pollution) 0 - 30 88.24 4 11.76 34 100Fauna and flora system 5 14.71 26 76.47 3 8.82 34 100Landscape 5 14.71 24 70.59 5 14.71 34 100Land Use 1 2.94 26 76.47 7 20.59 34 100Traffic congestion 6 17.65 24 70.59 4 11.76 34 100Traffic accident and working accident 6 17.65 24 70.59 4 11.76 34 100Commerce and services 7 20.59 20 58.82 7 20.59 34 100Flooding 2 5.88 21 61.76 11 32.35 34 100

What other negative environmental impacts do you think will occur during construction due tospoils disposal activitiesFrequency %No idea 25 73.53Waste will affect households 1 2.94Waste will affect living environment 1 2.94Waste will affect river environment 1 2.94Heavy pollution, will affect living conditions (soil spilling, dust, etc.) 2 5.88Unsafety, pollution 1 2.94Pollution 2 5.88Soil not properly handled and spillying will affect the living conditions of households 1 2.94Total 34 100

What other negative environmental impacts do you think will occur during construction due to spoils disposal activitiesAspect Positive impact Negative impact No impactTotalFrequency % Frequency % Frequency % Frequency %Air environment 2 5.88 28 82.35 4 11.76 34 100Surface water environment 0 - 31 91.18 3 8.82 34 100Underground water environment 1 2.94 32 94.12 1 2.94 34 100Soil environment (soil subsidence or pollution) 1 2.94 30 88.24 3 8.82 34 100Fauna and flora system 3 8.82 25 73.53 6 17.65 34 100Urban landscape 4 11.76 25 73.53 5 14.71 34 100Traffic congestion 2 5.88 26 76.47 6 17.65 34 100Traffic accident 3 8.82 26 76.47 5 14.71 34 100Commerce and services 4 11.76 21 61.76 9 26.47 34 100Underground water flooding (tunnels) 0 - 28 82.35 6 17.65 34 100Flooding (in the vicinity of the spoils disposal site) 0 - 28 82.35 6 17.65 34 100Cultural-social environment 2 5.88 25 73.53 7 20.59 34 100

What other negative environmental impacts do you think will occur during operationphase of the MRT2 projectFrequency %No idea 28 82.35Effect on households 1 2.94Effect on the environment and living standard 1 2.94Heavy effect on the daily living environment 1 2.94Environmental pollution, effect on socioeconomic 1 2.94Heavy effect on the ecosystem, urban landscape and safetyness of Ahs 1 2.94Noise 1 2.94Total 34 100After being presented information about thetechnical design as well as impacts and mitigatingsolutions of the project, do you agree with theoperation of the MRT2Frequency %Totally agree 4 11.76Agree 26 76.47Don't agree 4 11.76Total 34 100

If you do NOT agree with the MRT2 project, please state the reason whyFrequency %No idea 24 70.59Should not bring waste to Da Phuoc 2 5.88Agree (the PMU and Project Owner has good disposal policy) 1 2.94Agree but the PMU and Project Owner must handle this matter carefully andefficiently 1 2.94Agree but must have agreement with local people, because we live by farming 1 2.94Agree but must have agreement with local people beforehand 1 2.94Agree but must have agreement with local people 1 2.94Why would I lose my home, farms and living starndard 1 2.94Don't want pollution and noise 1 2.94Will negatively impact on the environment and life of everyone living on NationalRoute 50 1 2.94Total 34 100After being presented information about the spoilsdisposal requirements of the Project as well asimpacts and mitigating solutions, do you agree withthe disposal of excavated soil into the Da Phuocspoils disposal site?Frequency %Totally agree 2 5.88Agree 17 50.00Don't agree 15 44.12Total 34 100

If you do NOT agree with the proposed spoils disposal in Da Phuoc, please state the reasonwhyFrequency PercentNo idea 19 55.88Will cause heavy pollution to Da Phuoc 1 2.94Waste will cause pollution 1 2.94Waste from underground will pollute the environment 1 2.94Waste from underground will affect the environment 1 2.94Waste from underground will make the environment polluted 1 2.94The implementation of the project will cause pollution 1 2.94Loss of home and farms 1 2.94Heavy pollution in Da Phuoc 1 2.94Heavy environmental pollution 1 2.94Heavy pollution 1 2.94Liquid from underground will cause environmental pollution 1 2.94Heavy pollution to the environment and life 1 2.94The waste from underground will cause air pollution 1 2.94If not disposed properly, will pollute the air severely 1 2.94If not disposed properly will pollute the environment, especially the smell 1 2.94Total 34 100

5. Public Consultation (PPTA EIA, February 2012) – 2 nd consultation: Da Phuoc SpoilsDisposal SiteAfter hearing about the spoils disposal requirements of the Project, existingenvironmental conditions at the spoils disposal site as well as impacts andcorresponding mitigation measures, do you agree with the disposal of excavated soilinto the Da Phuoc spoils disposal site?Response Number PercentAgree 31 79.5Disagree 7 17.9Did not participate in1 2.5questionnaire surveyTotal 39 100.06. Public Consultation Participants – MRT 2 alignment (PPTA EIA, August 2011)Name Ward District Official1 nguyen thi thuy hong ward 5 District Tan Bình nguyen huu viet2 nguyen thi cam ha ward 5 District Tan Bình3 nguyen thi hai ward 5 District Tan Bình4 bui van hoang ward 5 District Tan Bình vu thi my5 nguyen thi ngoan ward 5 District Tan Bình6 nguyen duc thai ward 5 District Tan Bình7 quach van minh ward 5 District Tan Bình8 le hong thang Ward 7 District Tan Bình9 lam hai linh Ward 4 District Tan Bình truong thpt nguyen thuong hien10 luong thi thanh xuan Ward 7 District Tan Bình11 vu cong hai Ward 7 District Tan Bình12 huynh ba ha . District Tan Bình13 nguyen thuy nga . District Tan Bình14 dao thi thu trang . District Tan Bình15 nguyen thi vien Ward 4 District Tan Bình nguyen thi giap16 do manh kinh ward 11 District Tan Bình thach thi thanh17 nguyen thanh hai Ward 4 District Tan Bình18 nguyen thi van Ward 4 District Tan Bình19 cao xuan thanh Ward 4 District Tan Bình20 pham the vinh Ward 4 District Tan Bình bui thi gai21 trinh thi my ward 5 District Tan Bình22 nguyen thi thu thuy ward 5 District Tan Bình23 vu van chieu . District Tan Bình pham thi loan24 huynh thi minh nga Ward 4 District Tan Bình25 nguyen thi thu Ward 4 District Tan Bình

Name Ward District Official26 tran van lien Ward 4 District Tan Bình27 nguyen thi yen Ward 4 District Tan Bình28 le van re Ward 7 District Tan Bình29 vu thi thang ward 5 District Tan Bình30 ta thi gai ward 5 District Tan Bình31 nguyen thi dieu huong . District Tan Bình32 vu thi bich hop ward 5 District Tan Bình33 nguyen thi toan ward 5 District Tan Bình34 tran van cuon . District Tan Bình35 vo dinh tan Ward 7 District Tan Bình36 dao thi tuat . District Tan Bình37 le thi ngoc dung Ward 13 District 10 le thi ngoc dung38 truong qui sam Ward 13 District 1039 pho van dung Ward 13 District 1040 nguyen tien long Ward 12 District 10 ubnd phuong 1241 nguyen van banh Ward 13 District 1042 tu tu linh Ward 13 District 1043 dang huu chau . District 1044 vuong quang trung . District 10 cong ty cp legamex45 nguyen thi sang Ward 15 District 1046 le thi bich thuy Ward 15 District 1047 huynh thi hai . District 1048 chau van nua Ward 13 District 1049 vo thi le khanh Ward 13 District 1050 vo van thong Ward 13 District 1051 tran van menh Ward 15 District 10 ban dieu hanh kp552 nguyen ngoc tuan Ward 12 District 10 cong ty cp tm-xnk thien nam53 nguyen thanh phong Ward 13 District 1054 trinh nguyet anh Ward 13 District 1055 le hoang kim chi Ward 13 District 1056 hoang thuy nga Ward 15 District 1057 cao thi hanh Ward 15 District 1058 phan thanh long Ward 12 District 10 phan kim dung59 do duc thang phu thai Ward 15 District 1060 dam qua Ward 15 District 1061 do dang truc Ward 13 District 1062 dam huu phuong Ward 13 District 1063 vo thi kim ngoc . District 1064 nguyen thi ngoc tam . District 10

Name Ward District Official65 trinh van thanh . District 1066 danh thi cuc Ward 13 District 1067 cao thi bong Ward 13 District 1068 phan thanh giao Ward 13 District 1069 le van duong Ward 13 District 1070 le ngoc cham Ward 13 District 1071 le quang toai Ward 13 District 1072 nguyen thi dong Ward 13 District 1073 do quang vinh Ward 13 District 1074 nguyen van ty Ward 13 District 375 tran thi bich lien Ward 13 District 1076 pham thi anh tuyet Ward 15 District 1077 chung my huu Ward 15 District 1078 nguyen trung hieu Ward 13 District 1079 ha thi kim hong Ward 13 District 1080 nguyen thi kim hoang Ward 13 District 1081 phan huy hoang Ward 13 District 1082 tran cong thanh Ward 13 District 1083 nguyen van y Ward 13 District 10 vu thi duc84 ha thi mai Ward 13 District 1085 nguyen thanh truc Ward 13 District 1086 pham thi hoan Ward 15 District 1087 tran le xuan thuy Ward 15 District 1088 nguyen thi minh tham Ward 13 District 1089 vu thi manh Ward 15 District 1090 ton my thi anh dao Ward 12 District 10 ubmttqvn p1291 huynh tan xuan Ward 15 District 1092 nguyen thi be Ward 12 District 1093 nguyen thi ngoc lan Ward 12 District 1094 duong van kha Ward 15 District 1095 nguyen anh gioi Ward 15 District 1096 vuong thi thanh van Ward 13 District 1097 ta duy khang Ward 15 District 1098 nguyen huu luyen Ward 15 District 1099 duong thi anh Ward 15 District 10100 ta thi phuong lan Ward 15 District 10101 nguyen thi khanh Ward 15 District 10102 ho huu ty Ward 13 District 10103 bui van thuan Ward 12 District 10 to truong to 22a

Name Ward District Official104 duong ngoc diep Ward 15 District 10 duong nguyen ngoc loc105 pham thi kim lien Ward 13 District 10106 nguyen thi thanh Ward 4 District Tan Bình tran thuy kim hang107 mai thi dam Ward 4 District Tan Bình108 nguyen thi luong ward 5 District Tan Bình vu thi thuat109 dinh duy khiem ward 5 District Tan Bình110 le thi canh Ward 4 District Tan Bình111 le van dung Ward 15 District 10112 tran thi xuan trang Ward 7 District Tan Bình thi van gung113 trinh thi kim hue Ward 7 District Tan Bình114 tran do hoan vu Ward 7 District Tan Bình115 dang thi lan huong ward 5 District Tan Bình116 nguyen dinh chien Ward 7 District Tan Bình117 nguyen van tai ward 5 District Tan Bình118 nguyen van thi ward 5 District Tan Bình119 truong thi tho Ward 4 District Tan Bình120 tran van son Ward 7 District Tan Bình121 nguyen tien tri ward 5 District Tan Bình122 dinh quang chinh Ward 7 District Tan Bình123 vo thi chung ward 5 District Tan Bình nguyen ngoc thach124phan hoang mai huyenphuong Ward 7 District Tan Bình125 pham ngoc chu Ward 7 District Tan Bình126 hoang tan ward 11 District Tan Bình127 le van hoai ward 5 District Tan Bình128 nguyen thi cuc ward 5 District Tan Bình129 bui thi minh tam ward 5 District Tan Bình130 vu thi bich tam Ward 4 District Tan Bình131 nguyen thi anh tuyet Ward 4 District Tan Bình132 le hoi Ward 4 District Tan Bình cao thuy minh chau133 tran thi ngoc bich . District Tan Bình134 dinh quang toan ward 5 District Tan Bình khong thi dao135 hoang thi kim dung . District Tan Bình nguyen thi ninh136 nguyen quy duong Ward 4 District Tan Bình ho 36- 38- 46137 ngo thi nguyen . District Tan Bình138 nguyen thi loan ward 5 District Tan Bình139 nguyen van khanh Ward 7 District Tan Bình140 pham thi tam ward 5 District Tan Bình141 nguyen thi huyen ward 5 District Tan Bình142 tran thi loan Ward 7 District Tan Bình

Name Ward District Official143 tran thi kim phuong ward 5 District Tan Bình hoang thi hue144 ho thi huong ward 5 District Tan Bình145 dao thi ngo ward 5 District Tan Bình146 do minh tam ward 5 District Tan Bình ban dieu hanh kp4147 duong le thu ward 5 District Tan Bình148 hoang mai ang Ward 4 District Tan Bình149 ha ngoc son Ward 13 District 10150 la thi bao ward 5 District Tan Bình151 dang thi thinh ward 5 District Tan Bình nguyen thi quy152 tran thi kim huong Ward 4 District Tan Bình tran hai hoa153 vuong thien kim Ward 7 District Tan Bình154 vu dang quang Ward 7 District Tan Bình155 hoang cong minh thien Ward 4 District Tan Bình156 huynh muoi a ward 5 District Tan Bình157 pham ngoc phu ward 5 District Tan Bình158 tran van duc Ward 4 District Tan Bình159 bui van cuong Ward 4 District Tan Bình ho vu nhat anh160 dai vinh hue ward 5 District Tan Bình161 nguyen van hung Ward 7 District Tan Bình162 duong vinh thanh ward 5 District Tan Bình163 nguyen huu thanh ward 5 District Tan Bình164 nguyen chi toai Ward 14 District Tan Bình nguyen phat165 pham thi thu dan Ward 15 District Tan Bình166 bui van luong ward 11 District Tan Bình167 pham thi le hai Ward 15 District Tan Bình168 pham van chieu Ward 15 District Tan Bình169 nguyen ngoc them ward 11 District Tan Bình dao thu thuy170 pham van hoa Ward 13 District Tan Bình171 khuu kim lien Ward 13 District Tan Bình172 duong quoc khanh ward 11 District Tan Bình173 lai the tien ward 11 District Tan Bình ong ty cp van hoa tan binh174 nguyen thi ngoc mai . District 3175 do phu quang Ward 13 District Tan Bình176 pham van tien Ward 13 District Tan Bình ngan hang tmcp sai gon177 nguyen van kinh Ward 13 District Tan Bình178 huynh trong tuan Ward 14 District Tan Bình huynh thi cam van179 trinh quang thien an Ward 15 District Tan Bình pham thi kim nga180 tran van hon Ward 14 District Tan Bình181 thai ngo dang Ward 13 District Tan Bình

Name Ward District Official182 ho van ky Ward 14 District Tan Bình183 le thanh liem Ward 13 District Tan Bình184 ho thuan ward 11 District Tan Bình185 vo thanh mong Ward 14 District Tan Bình186 phan hieu Ward 13 District Tan Bình187 le van nhan Ward 15 District Tan Bình188 duong thi men Ward 14 District Tan Bình189 le quang hao Ward 13 District Tan Bình le quang hao190 nguyen tan cong Ward 15 District Tan Bình191 tran thi bach dao ward 11 District Tan Bình192 hoang thi hoa ward 11 District Tan Bình193 truong dai ward 11 District Tan Bình194 vo thien luong ward 11 District Tan Bình195 tran dao Ward 15 District Tan Bình196 nguyen van khue Ward 15 District Tan Bình197 pham quoc thang ward 11 District Tan Bình198 dinh van am ward 11 District Tan Bình199 nguyen huu duoc Ward 13 District Tan Bình200 doan van hieu Ward 13 District Tan Bình201 vo an quoc Ward 4 District Tan Bình202 luong thi thu hang Ward 14 District Tan Bình luong minh hoang203 luong van tuan anh ward 11 District Tan Bình204 huynh thi suu Ward 13 District Tan Bình phan dinh ha205 vu thi lien Ward 14 District Tan Bình206 le thi bong Ward 15 District Tan Bình207 hoang ha ward 11 District Tan Bình208 pham huu tam ward 11 District Tan Bình209 nguyen vu phuong Ward 14 District Tan Bình210 lai thanh phu Ward 14 District Tan Bình211 nguyen thi lap thanh Ward 15 District Tan Bình212 dinh tang phong ward 11 District Tan Bình dinh quoc hung213 tran ngoc tao Ward 14 District Tan Bình214 hoang huu chi Ward 13 District Tan Bình215 le hoa ward 11 District Tan Bình216 nguyen thi kim hue Ward 13 District Tan Bình217 tran thi phuong kim Ward 14 District Tan Bình218 le thi suong Ward 14 District Tan Bình219 nguyen thi anh hong ward 11 District Tan Bình hoang hung tam220 nguyen van nam Ward 15 District Tan Bình

Name Ward District Official221 le tan hoang Ward 15 District Tan Bình222 nguyen vinh an Ward 14 District Tan Bình nguyen dinh tu223 le cong doan Ward 13 District Tan Bình224 nguyen thi tha Ward 13 District Tan Bình le cam hong225 pham ngoc thanh Ward 15 District Tan Bình226 nguyen manh hai ward 11 District Tan Bình ngan hang tmcp cong thuong227 vong tuan hong Ward 14 District Tan Bình228 do thi tho Ward 15 District Tan Bình229 nguyen thi my anh Ward 15 District Tan Bình230 vu xuan hung Ward 14 District Tan Bình231 lam manh cuong Ward 13 District Tan Bìnhban boi thuong giai phong matbang quan232 vo cong tien ward 11 District Tan Bình ubnd phuong 11233 nguyen van phan . District Tan Bình234 le hai chau ward 11 District Tan Bình le ba mien235 vu van dung Ward 13 District Tan Bình236 huynh thi diep ward 11 District Tan Bình237 luong thanh ha . District Tan Bình238 ong sy phu . District Tan Bình bui giao239 nguyen bich lieu ward 11 District Tan Bình240 vu thi anh tuyet Ward 13 District Tan Bình tram y te phuong 13241 nguyen thi nam . District Tan Bình pham thi bong242 phan dinh chinh . District Tan Bình243 truong phuong yen . District Tan Bình244 nguyen thi thu ward 5 District Tan Bình245 truong hai xua Ward 15 District Tan Bình nguyen thi tam246 nguyen van teo Ward 15 District Tan Bình nguyen chi phuong247 phan van minh Ward 15 District Tan Bình248 hoang van tai Ward 13 District Tan Bình ubnd phuong 13249 nguyen thi no Ward 15 District Tan Bình250 dang thi phong Ward 13 District Tan Bình ld lao dong tan binh251 le thi thuy diem Ward 13 District Tan Bình ngan hang phuong nam252 Leâ Kieân Ward Tay Thanh District Tan Phu Voõ Thò Thanh Dung253 Nguyeãn Thò Lan Ward Tay Thanh District Tan Phu Nguyeãn Thò Lan254 Ñoã Theá Chæ Ward Tay Thanh District Tan Phu Nguyeãn Ñình Nguyeân255 Nguyeãn Vaên Nhu Ward Tay Thanh District Tan Phu Nguyeãn Vaên Nhu256 Traàn Thò Thu Thuûy Ward Tay Thanh District Tan Phu Traàn Thò Thu Thuûy257 Döông Thò Hieàn Ward Tay Thanh District Tan Phu Döông Thò Hieàn258 Nguyeãn Thì Ñieàn Ward Tay Thanh District Tan Phu259 Ñaøo Duy Nhò Ward Tay Thanh District Tan Phu

Name Ward District Official260 Nguyeãn Thò Kheá Ward Tay Thanh District Tan Phu261 Nguyeãn Vaên Thieän Ward Tay Thanh District Tan Phu262 Traàn Vaên Phuùc Ward Tay Thanh District Tan Phu Phan Thò Phöôïng263 Leâ Thò Hueä Ward Tay Thanh District Tan Phu264 Nguyeãn Vaên Nhu Ward Tay Thanh District Tan Phu Hoà Tô265 Ñoã Thò Xuaân Ward Tay Thanh District Tan Phu266 Nguyeãn Thò Lieãu Ward Tay Thanh District Tan Phu267 Ñoã Thò Hueä Ward Tay Thanh District Tan Phu268 Mai Thò Möôøi Ward Tay Thanh District Tan Phu269 Leâ Vaên Nam Ward Tay Thanh District Tan Phu270 Phaïm Minh Chaâu Ward Tay Thanh District Tan Phu271 Phan Thò Dung Ward Tay Thanh District Tan Phu Thaùi Vaên Hieäp272 Ñaøo Vaên Gia Ward Tay Thanh District Tan Phu273 Ñaøm Vaên Phöôùc Ward Tay Thanh District Tan Phu274 Ñoaøn Thò Haèng Ward Tay Thanh District Tan Phu275 Phan Thò Haï Ward Tay Thanh District Tan Phu276 Nguyeãn Vaên Raâng Ward Tay Thanh District Tan Phu277 Ñoaøn Thò Minh Thöông Ward Tay Thanh District Tan Phu278 Nguyeãn Vaên Coâng Ward Tay Thanh District Tan Phu279 Ñaøo Duy Ba Ward Tay Thanh District Tan Phu280 Phan Traân Ward Tay Thanh District Tan Phu281 Huyønh Taán Huøng Ward Tay Thanh District Tan Phu282 Traàn Troïng Syõ Ward Tay Thanh District Tan Phu283 Nguyeãn Vaên Khaùng Ward Tay Thanh District Tan Phu284 Phaïm Ngoïc Sôn Ward Tay Thanh District Tan Phu285 Ñinh Thò Nguyeät Ward Tay Thanh District Tan Phu286 Nguyeãn Thò Ñaäm Ward Tay Thanh District Tan Phu287 Vuõ Thò Haûi Ñöôøng Ward Tay Thanh District Tan Phu288 Nguyeãn Thò EÂ Ward Tay Thanh District Tan Phu289 Nguyeãn Vaên Saùng Ward Tay Thanh District Tan Phu Ngöôøi thueâ290 Ñaøo Thieän Chöông Ward Tay Thanh District Tan Phu291 Nguyeãn Vaên Quoác Ward Tay Thanh District Tan Phu Ngöôøi thueâ292 Ñoaøn Vaên Ñoâng Ward Tay Thanh District Tan Phu Ngöôøi thueâ293 Ñinh Vaên Taûn Ward 10 District 3294 Leâ Thò Cuùc Ward 10 District 3295 Traàn Vaên Ñöùc Ward 10 District 3296 Karim Ward 10 District 3297 Nguyeãn Thò Kim Thu Ward 10 District 3298 Yah Ward 10 District 3

Name Ward District Official299 Buøi Vaên Ñònh Ward 10 District 3300 Traàn Thò Tuyeát Vaân Ward 10 District 3301 Hoà Ngoïc Anh Ward 10 District 3302 Hamit Ward 10 District 3 Aysa303 Phaïm Thò Bích Thu Ward 10 District 3304 Nguyeãn Vaên Hieäp Ward 10 District 3 Nguyeãn Thanh Phong305 Nguyeãn Vaên Hôn Ward 10 District 3 Voõ Thò Baïch Tuyeát306 Traàn Vaên Hai Ward 10 District 3307 Ngoâ Thò Thu Haø Ward 10 District 3308 Nguyeãn Thaønh Long Ward 10 District 3309 Phan Thò Kim Traâm Ward 10 District 3310 Hoaøng Thò Anh Thuøy ward 11 District 3311Nguyeãn Thò ThanhBình ward 11 District 3 Nguyeãn Thò Sôn312 Huyønh Thò Lang ward 11 District 3313 Ñoã Thò Tieán Hoøa ward 11 District 3314 Döông Traàn Minh Tuù ward 11 District 3315 Nguyeãn Thò Hieân ward 11 District 3 Nguyeãn Thò Hieân316 Löu Nguyeãn Gia Thinh ward 11 District 3317Nguyeãn Thò CaåmNhung ward 11 District 3318Nguyeãn Thò NgaânGiang ward 11 District 3319 Ñoaøn Hoàng Thaùi Ben Thanh District 1320Nguyeãn Thò AÙnhTuyeát Ben Thanh District 1 Cty TRACODI321 Voõ Thò Phöông Hoàng ward 6 District 3322 Nguyeãn Toáng YÙ Nhi Ben Thanh District 1323 Huyønh Thanh Hoaøng Ben Thanh District 1324 Nguyeãn Ngoïc Trí Ben Thanh District 1325 Maõ Vaên Tuaán Ben Thanh District 1326 Phaïm Vaên Phaùt Ben Thanh District 1327 Nguyeãn Vieát Khanh ward 11 District 3328 Löông Ngoïc Minh ward 11 District 3 Ngaân Haøng Syõ Phuù329 Nguyeãn Thò Bích Thuûy Ward 15 District Tan Bình330Nguyeãn Thò ThanhHoøa ward 5 District Tan Bình331 Hoaøng Thò LanWard Tan ThoiNhat District 12332Nguyeãn Thò NgoïcTaânWard Tan ThoiNhat District 12333 Nguyeãn Thò HôWard Tan ThoiNhat District 12

Name Ward District OfficialWard Tan Thoi334 Traàn Vaên Minh Nhat District 12335 Traàn Quaân Thuïy Ward 13 District 3

7. Public Consultation Participants – 1 st consultation: Da Phuoc Spoils Disposal Site(PPTA EIA, December 2011), Da Phuoc Commune, Binh Chanh District, HCMCNo. Name Address Village1 Tran Cong Vang B1/8A 22 Nguyen Van Mua B1-11 23 Ho Thang Hong E13/3944 Nguyen Thi Hoang Linh D10/285 45 Vo Van Xuong E9/234 56 Vo Thanh Cu E12/333 57 Duong The Cuong E12/3508 Duong The Hung E12/3499 Nguyen Van Thong E12/353 510 Ngo Thi My Kieu A2/54 111 Nguyen Van Hau B1/10 212 Le Van Trung B1/7 213 Tran Van Ngoc A9/248/114 Nguyen Thi Luong B1/5A 215 Trieu Thi Nhu Nga B1/06D/116 Tran Van Muon B6/6B 217 Trinh Tuan Phong B3/72 218 Dang Thi Bang B1/05/1 219 Ngo Hong Phuc B1/27/7 220 Truong Thi Kim Lan B1/78/A8 221 Truong Thi Sau 134/88 222 Duong Huynh Anh A9/24823 Ho Van Ba 224 Pham Van Minh 525 Huynh Van Do B1/26A 226 Huynh Mong Long B1/1 227 Pham Van Khoi E13/375 528 Chau Van Han B1/79 229 Nguyen Quang Vien B1/1 230 Duong Van Ty B1/1/1 231 Ngo Buu Lap B1/6D/132 Nguyen Van Thanh UBND Xa33 Nguyen Van Nam 534 Pham Thi Bach 5

8. Public Consultation Participants – 2nd consultation: Da Phuoc Spoils Disposal Site(PPTA EIA, February 2012), Da Phuoc Commune, Binh Chanh District, HCMCNo. Name Address1 Tran Van Phai B2/35, Hamlet 2,, Da Phuoc Commune2 Huynh Van Hon A9/259 Hamlet 1, Da Phuoc Commune3 Le Van Hiep A2/60, Hamlet 1, Da Phuoc Commune4 Nguyen Van Ut A2/64, Hamlet 1, Da Phuoc Commune5 Ha Van Dau A5/155, Hamlet 1, Da Phuoc Commune6 Nguyen Thi Phuong Nam E5/157, Da Phuoc Commune7 Ho Van Ba B1/12 Inter-hamlet Road 1&2, Da Phuoc Commune8 Nguyen Thi Hue B1/103, Hamlet 2, Da Phuoc Commune9 Vo Van Tu B1/19B, Da Phuoc Commune10 Truong Nam Khang11 Nguyen Thi Ai B2/34F Hamlet 2, Da Phuoc Commune12 Do Thi Phuong Thuy A2/53A Hamlet 1, National Road 50, Da Phuoc Commune13 Nguyen Van Kiet B2/34 Hamlet 2, Da Phuoc Commune14 Nguyen Van Sang 91 National Road 1A, An Phu Tay Commune15 Tran Cong Nhan16 Truong Ngoc Bong A5/151 Hamlet 1, Da Phuoc Commune17 Nguyen Van Em Hamlet 2, Da Phuoc Commune18 Ngo Van Chay 65 Road 519 Doan Van Ba B1/10 A20 Ho Thi Cam Nhung B2/34 A Hamlet 2,Da Phuoc Commune21 Tran Cong Vang B1/8A Hamlet 2, Da Phuoc Commune22 Le Van Quit A5/152 Hamlet 1, Da Phuoc Commune23 Tran Van Muon B1/6B Hamlet 2, Da Phuoc Commune24 Nguyen Van Hau B1/10 Hamlet 2, Da Phuoc Commune25 Duong Van Phuoc B1/5 Inter-hamlets road 1+2, Da Phuoc Commune26 Ngo Buu Lap B1/6D/1 Inter-hamlets road 1+2, Da Phuoc Commune27 Le Van Trung B1/7Inter-hamlets road 1+2, Da Phuoc Commune28 Tran Van Ngoc A/9/248/129 Nguyen Van An Da Phuoc Commune30 Nguyen Van Tu A2/61 ấp 1, Da Phuoc Commune31 Le Van Nam B2/35A, Hamlet 2, Da Phuoc Commune32 Chau Thi Hai B2/39, Hamlet 2, Da Phuoc Commune33 Do Ngoc Sum A7/2008 Hamlet 1, Da Phuoc Commune34 Ngo Van Minh A2/38 Hamlet 1, Da Phuoc Commune35 Huynh Van Nam B2/38 Hamlet 2, Da Phuoc Commune36 Nguyen Van Mua B1/11, Da Phuoc Commune37 Nguyen Bao Quoc B4/88, Hamlet 2, Da Phuoc Commune38 Truong Ngoc Cay D9/267, Da Phuoc Commune39 Nguyen Van Thanh UBND Xa

APPENDIX 6:Semi-annual Environmental Monitoring Report Outline

Environmental Monitoring ReportSemi-Annual Report{Month Year}VIE: Ho Chi Minh City Urban Mass Rapid TransitLine 2 Investment ProgramPrepared by the Ho Chi Minh City People's Committee for the and the Asian DevelopmentBank.

CURRENCY EQUIVALENTS(as of {Day Month Year}){The date of the currency equivalents must be within 2 months from the date on the cover.}Currency unit – {currency name in lowercase (Symbol)}{Symbol}1.00 = ${ }$1.00 = {Symbol_____}ABBREVIATIONS{AAA} – {spell out (capitalize only proper names)}{BBB} – {spell out}{CCC} – {spell out}{WEIGHTS AND MEASURES}{symbol 1 (full name 1)} – {Definition 1}{symbol 2 (full name 2)} – {Definition 2}{symbol 3 (full name 3)} – {Definition 3}{Term 1} – {Definition 1}{Term 2} – {Definition 2}{Term 3} – {Definition 3}{GLOSSARY}NOTEIn this report, "$" refers to US dollars.This environmental monitoring report is a document of the borrower. The views expressedherein do not necessarily represent those of ADB's Board of Directors, Management, or staff,and may be preliminary in nature.In preparing any country program or strategy, financing any project, or by making anydesignation of or reference to a particular territory or geographic area in this document, theAsian Development Bank does not intend to make any judgments as to the legal or other statusof any territory or area.

Project Semi-Annual Environmental Monitoring Report OutlineThe borrower/client is required to prepare periodic monitoring reports that describeprogress with implementation of the project EMP and compliance issues and correctiveactions. A sample outline which can be adapted as necessary is provided below. Not allsections will be relevant in all cases. Ranking systems for compliance, mitigationeffectiveness, etc., are indicative examples only, and can be modified as appropriate.1. Introduction1.1. Report Purpose1.2. Project Implementation Progress2. Compliance with ADB loan covenants and applicable governmentlaws, regulations and requirementsStatus of compliance with ADB loan covenants and governmentenvironmental requirements3. Changes in project scopeSuch as change in alignment or footprint in case of horizontalinfrastructure, implementation of additional Project component/s, etc. andcorresponding safeguard measures undertaken, if applicable4. Incorporation of Environmental Requirements into ProjectContractual ArrangementsManner by which EMP requirements are incorporated into contractualarrangements, such as with contractors or other parties.5. Summary of Environmental Mitigations and CompensationMeasures ImplementedBased on EMP; may include measures related to air quality, water quality,noise quality, pollution prevention, biodiversity and natural resources,health and safety, physical cultural resources, capacity building, andothers.6. Summary of Environmental Monitoring6.1. Compliance Inspections6.2. Summary of Inspection Activities6.2.1. Mitigation Compliance 16.2.2. Mitigation Effectiveness 21 Overall compliance with mitigation implementation requirements could be described in qualitative terms orbe evaluated based on a ranking system, such as the following:1. Very Good (all required mitigations implemented)2. Good (the majority of required mitigations implemented)3. Fair (some mitigations implemented)4. Poor (few mitigations implemented)5. Very Poor (very few or no mitigations implemented)Additional explanatory comments should be provided as necessary.2 Effectiveness of mitigation implementation could be described in qualitative terms or be evaluated basedon a ranking system, such as the following:1. Very Good (mitigations are fully effective)

6.3. Emission Discharge (Source) Monitoring Program (if relevant)6.3.1. Summary of Monitoring6.3.2. Results6.3.3. Assessment 36.4. Ambient Monitoring Program (if relevant)6.4.1. Summary of Monitoring6.4.2. Results6.4.3. Assessment 47. Key Environmental Issues7.1.1. Key Issues Identified (e.g., non-compliance to loancovenants, EMP and/or government environmental requirements;insufficient mitigation measures to address Project impacts; complaints;incidents; accidents; etc.)7.1.2. Action Taken7.1.3. Additional Action Required8. Conclusion8.1. Overall Progress of Implementation of EnvironmentalManagement Measures 52. Good (mitigations are generally effective)3. Fair (mitigations are partially effective)4. Poor (mitigations are generally ineffective)5. Very Poor (mitigations are completely ineffective)Additional explanatory comments should be provided as necessary.3 Discharge levels should be compared to the relevant discharge standards and/or performance indicatorsnoted in the EMP. Any exceedences should be highlighted for attention and follow-up. In addition,discharge levels could be compared to baseline conditions (if baseline data is available) and described inqualitative terms or be evaluated based on a ranking system, such as the following:1. Very Good (overall conditions are generally improved)2. Good (conditions are maintained or slightly improved)3. Fair (conditions are unchanged)4. Poor (conditions are moderately degraded)5. Very Poor (conditions are significantly degraded)Additional explanatory comments should be provided as necessary.4 Ambient environmental conditions should be compared to the relevant ambient standards and/orperformance indicators noted in the EMP. Any exceedences should be highlighted for attention andfollow-up. In addition, ambient environmental conditions could be compared to the baseline conditions (ifbaseline data is available) and described in qualitative terms or be evaluated based on a ranking system,such as the following:1. Very Good (overall conditions are generally improved)2. Good (conditions are maintained or slightly improved)3. Fair (conditions are unchanged)4. Poor (conditions are moderately degraded)5. Very Poor (conditions are significantly degraded)Additional explanatory comments should be provided as necessary.

8.2. Problems Identified and Actions RecommendedAppendices1. Site Inspection / Monitoring Reports2. Ambient Monitoring Results3. Photographs4. Others5Overall sector environmental management progress could be described in qualitative terms or beevaluated based on a ranking system, such as the following:1. Very Good2. Good3. Fair4. Poor5. Very PoorAdditional explanatory comments should be provided as necessary.

APPENDIX 7:Site Environmental Compliance Inspection and Monitoring Form

Site Environmental Compliance Inspection and Monitoring FormProvided below is a sample form which may be utilized (and adapted as needed) to record the results of a compliance inspection or source orambient monitoring at a project site.Project : Implementing Agency :Sub-Project : Monitoring Agency :Location : Enforcement Agency :Date : Contractor(s) :Reporting Period : Implementation Phase: Preconstruction / Construction / Operation1. Contractor(s)Contractor(s) Environmental Awareness Yes / No Actions Required Contractor Response / CommentContractor(s) aware of mitigation requirements?Contractor(s) have a copy of EMP?2. Mitigation Compliance InspectionImpact / Mitigation MitigationsMeasure Implemented(From EMP) (Yes, No)MitigationsEffective?(1 to 5)*Impact Observed /LocationAction RequiredContractor Response/ Comment ImplementingAgencyEndorsed by:MonitoringAgency* Mitigation Effectiveness Rating Criteria (Indicative examples)1. Very Good (all required mitigations implemented)2. Good ( the majority of required mitigations implemented)3. Fair (some mitigations implemented)4. Poor (few mitigations implemented)5. Very Poor (very few mitigations implemented)

3. Emission Discharge Monitoring (if relevant)Parameter Date /LocationMeasuredbyMonitoringEquipment Result Standard%ExceedenceAction RequiredContractorResponses /CommentsEndorsed by:ImplementingAgencyMonitoringAgency4. Ambient Monitoring (if relevant)Parameter Date /LocationMeasuredbyMonitoringEquipment Result Standard%ExceedenceAction RequiredContractorResponses /CommentsEndorsed by:ImplementingAgencyMonitoringAgency5. Environmental Incidents During Reporting Period (if relevant)Environmental Incidents(accidents, spills, complaint)Date /LocationReportedbyDescription /LocationAction TakenFurther Action RequiredEndorsed by:ImplementingAgencyMonitoringAgency

6. Summary of Actions Required and Follow-up (if relevant)Action RequiredTimeframe(e.g. within one week)Responsible PartiesFollow-up(to be completed if inspection/monitoring indicates actions are required)Required Action Taken:Effectiveness:Further Action Required?:Prepared by:Date:Inspection Completed by:_____________________________________ Date:_________________Signature:Notes:Attachments:(e.g. laboratory reports, photographs)

APPENDIX 8Terms of Reference for the External Monitoring Expert

Terms of Reference for the External Environmental Monitoring ExpertObjectives of the External MonitoringConsistent with the requirement of ADB’s Safeguard Policy Statement 2009 on externalmonitoring for environment category A projects, HCMCPC/MAUR-PMU2 shall engage andretain an external environmental monitoring expert. Such expert shall undertake independentperiodic reviews to verify the monitoring information submitted by HCMCPC/MAUR-PMU2 B toADB on the implementation of the environmental management plan (EMP). The external expertshall also assess if various EMP provisions are being implemented as required.Key Activities and MethodologyThe scope of services of the external environmental monitoring consulting services are providedbelow.(i) Review and verify the accuracy, breadth, depth, and relevance of informationprovided by HCMCPC/MAUR-PMU2 to ADB with regard to EMP implementation(ii) Determine if EMP provisions (mitigation, monitoring, reporting, etc.) are beingconducted in thorough and timely manner and in accordance with budgetidentified within the EMP.The above tasks shall be undertaken on an annual basis throughout the 5-year construction phaseand during the first year of Project operation. Monitoring shall be undertaken through review ofenvironmental monitoring reports, site visit and interviews with affected households, local officialsand other stakeholders.QualificationsThe external environmental monitoring will be undertaken by an international environmentalconsultant with a total 6 person-months input.The expert to be engaged has not been and shall not be involved in day-to-day projectimplementation or supervision, with relevant academic qualification in the field of environmentalmanagement, environmental science, environmental engineering or other related courses), has atleast 15 years experience in environmental management and monitoring and/or supervision of EMPfor major infrastructure project, knowledgeable on ADB and Vietnamese environmental policies andguidelines and is fluent in written English.Schedule and Reporting RequirementsThe external environmental monitoring consultant will be mobilized on an annual basis throughoutthe construction phase until the first year of Project operation. The monitoring report to be preparedby the consultant shall provide details of the methodology used; findings (results of desk review,site observations, consultations/interviews); recommendations; and other relevant information tosupport the findings (minutes of meetings, photo-documentation, etc.). The reports shall besubmitted to HCMCPC/MAUR-PMU2 and ADB two weeks from completion of each monitoringactivity.

Estimated Cost for the Service of the External Environmental ConsultantThe estimated total cost for engaging an international external environmental monitoring expertover a 6-year period is presented below:Item Rate ($) Unit Qty Total ($)1. International( i ) Remuneration 15,000 Person-month 6 90,000( i i ) Airfare 2,000 Round-trip 6 12,000(iii) Per diem 200 day 180 36,0002 Expenses(i) Local transportation 500 Monitoring period 6 3,000(ii) Interpreter 100 day 60 6,000(iii) Report preparation200 Monitoring period 6 1,200(materials)(iv) Contingency 2,500150,700