Updated Environmental Impact Assessment

Transcription

1 Updated Environmental Impact Assessment June 2017 (Part I) VIE: Ho Chi Minh City Urban Mass Rapid Transit Line 2 PFR2: Tham Luong Depot to Ben Thanh Station Prepared by for the Asian Development Bank. This is an updated version of the draft originally posted in February

2 CURRENCY EQUIVALENTS (as of 10 December 2016) Currency unit Viet Nam dong (VND) VND1.00 = $ $1.00 = VND 22,117 ABBREVIATIONS AC ADB AFC Ag Al As ATC bgs BOD BSS Ca CAP CAC CaCO 3 CBD CBP CBTC Cd CEPT Cl CO CO 2 Co COD CTF Cu CW db db(a) alternating current Asian Development Bank automatic fare collection silver aluminum arsenic automated train control below ground surface biological oxygen demand bulk supply substation calcium corrective action plan (for resettlement) common air contaminants calcium carbonate central business district concrete batch plant communication based train control cadmium Center for Environmental Protection in Transport chloride carbon monoxide carbon dioxide cobalt chemical oxygen demand Clean Technology Fund copper civil works decibels A-weighted decibels 2

3 DC direct current DCI Department of Culture and Information DMS detailed measurement survey DO dissolved oxygen DOC DONRE Resources and Environment DCI EA executing agency EARF environmental assessment and review framework EC electrical conductivity EEMC - External Environmental Monitoring Consultant EIA environmental impact assessment EIB European Investment Bank EIRR economic internal rate of return E&M electrical and mechanical EMP environmental management plan FCDI financing charges during implementation Fe iron FIRR financial internal rate of return FS feasibility study GDP gross domestic product GHG greenhouse gas GRC grievance redress committee GRM grievance redress mechanism GOV Government of Viet Nam HC hydrocarbon HCMC Ho Chi Minh City HCMC-PC Ho Chi Minh City P HEPA HCMC Environmental Protection Agency HIV/AIDS human immunodeficiency virus/acquired immune deficiency syndrome Hg mercury H 2S hydrogen sulfide HV high voltage HVAC heating, ventilation and air-conditioning IA implementing agency IC - Implementation Consultant IEE initial environmental examination 3

4 IUCN K KfW L 50 L eq period LEP L max LRT MAUR MFF Mg Mn MONRE MOT International Union for Conservation of Nature potassium Kreditanstalt für Wiederaufbau level of sound exceeded for 50% of the monitoring period time-averaged sound level (or equivalent sound level) over the measurement single highest sampled level of sound light rail train system Management Authority for Urban Railways multi-tranche financing facility magnesium manganese Ministry of Natural Resources and Environment Ministry of Transport MRT2 mass rapid transit line 2 MV N Na N/A NH 3 NH 4 + NO2 NO2- NO3- NO x O&M P PAH Pb PC PFR PM PM10 PM2.5 medium voltage nitrogen sodium not applicable ammonia ammonium nitrogen dioxide nitrite nitrate nitrous oxides operation and maintenance phosphorous project affected household lead Peop periodic financing request particulate matter particulate matter with diameter < 10 microns particulate matter with diameter < 2.5 microns PMC - Project Management Consultant ( Representative in CP5 and the Engineer in remaining packages) PMU2 Project Management Unit for UMRT2 in MAUR 4

5 PPTA QCVN/TCVN RF RP RS SIA SO2 SO3 SO 4 SPS 2009 SR SS SSS SVOC TA TBM TDS THC TRICC TSS TSS TSP UDC UXO VAT VND VOC VOC VHV WACC WHO Zn project preparatory technical assistance Vietnamese environmental quality standards resettlement framework resettlement plan rolling stock social impact assessment sulfur dioxide sulfite sulfate sensitive receptor suspended solids substation at station semi-volatile organic compound technical assistance tunnel boring machine total dissolved solids total hydrocarbons Transport Investment and Construction Consultancy Company total suspended solids traction substation total suspended particulates Urban Drainage Company unexploded ordnance value added tax Viet Nam dong vehicle operating cost volatile organic compound very high voltage weighted average cost of capital World Health Organization zinc 5

6 WEIGHTS AND MEASURES < less than > greater than greater than or equal to % percent C degree Celsius cm centimeter D diameter g/l gram per liter ha hectare kg kilogram km kilometer km 2 square kilometer km/h kilometer per hour kv kilovolt I liter m meter m 2 m 3 mg mg/l mg/m 3 mm m/s MPN/100 ml m/s MW NTU ppm square meter cubic meter milligram milligram per liter milligram per cubic meter millimeter meter per second most probable number per 100 milliter meter per second megawatt nephelometric turbidity unit parts per million µg microgram µg/ml microgram per milliliter µm micron µs/cm micromhos per centimeter V volt 6

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

8 CONTENTS I. EXECUTIVE SUMMARY 15 II. INTRODUCTION 20 A. Preface of the EIA 20 B. Background to the Project 21 C. Project Justification 27 D. Project Status 28 E. Purpose of the EIA 28 III. POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK 30 A. The Legal Framework for Environmental Management 30 B. The Administrative Framework for Environmental Management in HCMC 32 C. ADB Environmental Policy 33 IV. DESCRIPTION OF THE PROJECT 35 A. Project Location 35 B. Inter-Operability between HCMC Lines 1 and 2 36 C. Engineering/Design Specifications 37 D. Station Locations 48 E. Station Construction 71 F. Depot 72 G. Depot Spur Line 74 H. Power Supply 74 I. Signaling 76 J. Fare Collection and Ticketing 77 K. Construction Program 78 L. Drainage and Utilities 78 M. Spoils Disposal during Construction 78 N. Traffic Management during Construction 79 O. Design Refinement 80 P. Civil Works Contract Packaging 80 Q. Service Operations and Maintenance 83 R. Cost Estimate 87 S. Economic and Financial Assessment 88 T. Financial Analysis 98 U. Project Implementation 99 V. DESCRIPTION OF THE ENVIRONMENT 101 A. Introduction 101 B. Physical Environment 101 C. Ecological Resources 136 D. Air Quality 147 E. Noise and Vibration 172 F. Transportation and Traffic in Ho Chi Minh City 184 G. Social Aspects and Cultural Resources 186 H. Environmental Conditions at the Depot 191 Page VI. ANTICIPATED ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES 193 A. Construction-Related Facilities 193 8

9 B. Tunnel and Underground Stations 194 C. Viaduct and Transition Section 224 D. Depot 238 E. Greenhouse Gas Emissions 248 F. Cumulative and Induced Impacts 249 VII. ANALYSIS OF ALTERNATIVES 252 A. Introduction 252 B. Do-Nothing or Do-Minimum Option 252 C. Alternative Options for HCMC 252 D. Alternative Options for Route Alignment 252 E. Alternative Options for Tunnel Construction 253 F. Twin Tunnels versus Single Tunnel 254 G. Alignment and Station Alternatives 255 VIII. INFORMATION DISCLOSURE, CONSULTATION, AND PARTICIPATION 267 A. Introduction 267 B. Public Consultations ( ) 267 C. Information, Disclosure and Public Consultation for the EIA ( ) 270 D. Information Dissemination and Public Consultation for the Design Adjustment for Vent Shafts and Technical Buildings (September 2014 to February 2015) 272 E. Additional Public Consultations (November 10 and 11, 2015) 273 F. Project Implementation Stage 274 IX. GRIEVANCE REDRESS MECHANISM 276 A. Grievance Resolution Contractor Level 276 B. Grievance Resolution Grievance Redress Committee Level 276 X. ENVIRONMENTAL MANAGEMENT PLAN 280 A. Environmental Mitigation Plans 281 B. Environmental Monitoring Plans 350 C. Responsibilities for EMP Implementation 364 D. EMP Reporting 367 E. Budget for EMP Implementation 367 F. Institutional Strengthening and Capacity Building in MAUR 371 XI. CONCLUSION 376 XII. REFERENCES 377 APPENDICES 379 FIGURES Figure 2.1: Approved HCMC Transport Master Plan of the MRT Lines Figure 2.2: Revised HCMC Transport Master Plan Figure 4.1: MRT2 alignment plan Figure 4.2: Tunnel configuration Figure 4.3: Viaduct configuration Figure 4.4: Typical viaduct cross section s Figure 4.5: Track layout Figure 4.6: Underground station layout option 1 Figure 4.7: Underground station layout option 2 9

10 Figure 4.8: Typical layout of an elevated station Figure 4.9: Conceptual design for Ben Thanh Station Figure 4.9 a-e: Conceptual design for Ben Thanh Station (IC) Figure 4.10: Tao Dan Station Figure 4.11: Floor plan indicating Line 3B intersection at Station 2 (Tao Dan Station) Figure 4.12: Location, Plan and Land Acquisition Boundary Approved by HCMC PC for Tao Dan Station Figure 4.13: Dan Chu Station Figure 4.14: Location, Plan and Land Acquisition Boundary Approved by HCMC PC for Dan Chu Station Figure 4.15: Location, Plan and Land Acquisition Boundary Approved by HCMC PC for Hoa Hung Station Figure 4.16: Location, Plan and Land Acquisition Boundary Approved by HCMC PC for Le Thi Rieng Station Figure 4.17: Location, Plan and Land Acquisition Boundary Approved by HCMC PC for Pham Van Hai Station Figure 4.18: Bay Hien Station Figure 4.19: Location, Plan and Land Acquisition Boundary Approved by HCMC PC for Bay Hien Station Figure 4.20: Location, Plan, and Land Acquisition Bounday Approved by the HCMC PC for the Nguyen Hong Dao Station Figure 4.21: Ba Queo Station Figure 4.22: Location, Plan, and Land Acquisition Bounday Approved by the HCMC PC for Ba Queo Station Figure 4.23: Location, Plan, and Land Acquisition Bounday Approved by the HCMC PC for the Pham Van Bach Station Figure 4.24: Platform Plan for Tan Binh Station Figure 4.25: Depot site location plan Figure 4.26: Sketch of track layout and stations initial project Figure 4.27: Sketch of track layout and stations future situation Figure 4.28: Sketch of track layout and stations Figure 5.1: Location of hydrological survey stations in the vicinity of the spoils disposal site Figure 5.2: Hourly water levels recorded at Da Phuoc site, Nha Be and Phu An stations (6-9 January 2012) Figure 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 site Figure 5.4: Types of habitats at the spoils disposal site Figure 5.5: Types of habitats surrounding the spoils disposal site Figure 5.6: Grass swamplands at the spoils disposal site Figure 5.7: Terrestrial grass species thriving at the spoil-covered areas at the disposal site Figure 5.8: Channel corridor at the spoils disposal site Figure 5.9: Wood swamplands at the spoils disposal site Figure 5.10: Annual Average PM10 Concentrations in HCMC compared to the WHO 2006 guidelines. (Source: Mehta, 2006) Figure 5.11: Air quality, noise and vibration sampling stations in the vicinity of Ben Thanh Station 10

11 Figure 5.12: Figure 5.13: Figure 5.14: Figure 5.15: Figure 5.16: Figure 5.17: Figure 5.18: Figure 5.19: Figure 5.20: Air quality, noise and vibration sampling stations in the vicinity of Tao Dan Station Air quality, noise and vibration sampling stations in the vicinity of Dan Chu Station Air quality, noise and vibration sampling stations in the vicinity of Hoa Hung Station Air quality, noise and vibration sampling stations in the vicinity of Le Thi Rieng Station Air quality, noise and vibration sampling stations in the vicinity of Pham Van Hai Station Air quality, noise and vibration sampling stations in the vicinity of Bay Hien Station Air quality, noise and vibration sampling stations in the vicinity of Nguyen Hong Dao Station Air quality, noise and vibration sampling stations in the vicinity of Ba Queo Station Air quality, noise and vibration sampling stations in the vicinity of Pham Van Bach Station Air quality, noise and vibration sampling stations in the vicinity of Tan Binh Station Air quality, noise and vibration sampling stations in the vicinity of the Depot Cross-section of an elevated station design Noise shield attached to viaduct Figure 5.21: Figure 5.22: Figure 6.1: Figure 6.2: Figure 7.1: Cross-over Option 1 Figure 7.2: Cross-over Option 2 Figure 7.3: Cross-over Option 3 Figure 7.4: Double track access option to the Depot Figure 7.5: Depot layout options option 1 Figure 7.6: Depot layout options option 2 Figure 7.7: Depot layout options option 3 TABLES Table 2.1: Population forecasts Table 2.1a: Population forecast ( ) Table 2.2: Employment forecasts Table 2.3. The changed environmental quality standards and regulations Table 3.1: GOV environmental quality standards Table 4.1: Station chainage and depth Table 4.2: Summary of the project engineering components Table 4.3: Station location advantages and constraints Table 4.4: Possible stabling requirements for the depot Table 4.5: Rolling stock fleet size estimation for MRT2 Table 4.6: Service frequency (Time Interval Between trains) at the Various Time Horizons Table 4.7: Financial capital costs of MRT2 Ben Thanh - Tham Luong (million US$ at constant first quarter 2008 prices) Table 4.8: Annual operating and maintenance cost estimates (million US$ at constant first quarter 2008 prices Table 4.9: Daily passenger trips (thousands) from Table 4.10: Expected impact over time of the project on travel in HCMC region Table 4.11: Historical growth of gross regional product in HCMC (% per annum) Table 4.11a: Historical growth of gross regional product in HCMC (% per annum) from

12 2014 Table 4.12: Value of passenger time Table 4.13: User cost per passenger trip (US$) ( ) Table 4.14: Project economic benefits (US$ million) Table 4.15: Economic analysis Table 4.16: Project investment plan (US$ million) Table 4.17: Project implementation schedule Table 5.1: Average monthly hours of sunlight in Ho Chi Minh City Table 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 Area Table 5.5a: Surface Water Quality in the Project area (in the city canals) in 2012 Table 5.6: Parameters and methods for surface water analysis Table 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 ( ) 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 HCMC Table 5.14: Results of groundwater quality monitoring (HEPA 2007) Table 5.14a: Results of groundwater quality monitoring (HEPA 2014) Table 5.14b: Results of groundwater quality monitoring (HEPA 2013) Table 5.14c: Results of groundwater quality monitoring (HEPA 2012) Table 5.14d: Results of groundwater quality monitoring (HEPA 2011) Table 5.14e: Results of groundwater quality monitoring (HEPA 2010) 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 spoils disposal site (January 2012) Table 5.18: Groundwater quality within and in the vicinity of the spoils disposal site (January 2012) Table 5.19: Estimated area of habitat types and land uses at the disposal site Table 5.20: Location of sampling stations for aquatic organisms (plankton and benthos) in the vicinity of spoils disposal site (January 2012) Table Species composition of aquatic organisms in the project area Table 5.22: Concentration of air pollutants at major road junctions in Ho Chi Minh City , Table 5.23: Air quality sampling locations along MRT Line 2 (GOV EIA 2008) Table 5.24: Results of ambient air quality sampling in the project area (GOV EIA, 2008) Table 5.25: Results of air quality monitoring along MRT2 (MVA EIA, 2008) Table 5.26: Results of daytime air quality monitoring in 2011 (PPTA EIA) Table 5.27: Results of evening air quality monitoring in 2011 (PPTA EIA) 12

13 Table 5.28: Results of 24-hr PM10 monitoring in 2012 (PPTA EIA) 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 2012 Table 5.32: TCVN Vibration emitted by construction works - maximum permitted levels 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 in 2011 (PPTA EIA) 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 area Table 6.1: The Affected Trees at Stations Table 6.2. The total Affected Trees at Stations (IC, Nov 2015) Table 6.3. The tree species distribution and size per station (IC, Nov 2015) Table 6.4. Location of Sensitive Receptors Table 6.5. Estimated noise levels from the activities of the construction equipment Table 6.6: Estimated noise levels from construction equipment in distance Table 6.7: Forecasted levels of cumulative vibration by construction equipment Table 6.8: Expected construction noise levels for the viaduct section Table 6.9: Forecast of operational stage train noise without mitigation Table 6.10: Expected train noise levels with the noise shield Table 6.11: Forecast of vibration levels caused by construction equipment Table 6.12: Anticipated construction equipment noise levels at the Depot Table 6.13: Estimated project GHG emissions (CO2 equivalent/yr) by year 2030 Table 7.1: Cut and cover versus TBM Table 7.2: Technical specifications of the tunnel alternatives Table 7.3 Calculated rates of settlement for the two tunnel options Table 7.4: Option analysis for the crossovers Table 7.5: Depot option analysis Table 7.6. Proposed Land Allocation for Ventilation Shafts and Cooling Towers Provided by MAUR Table 8.1: Framework for public involvement and disclosure during pre- construction, construction and operation Table 10.1: Environmental mitigation plan for the depot Table 10.2: Environmental mitigation plan for the viaduct and transition sections Table 10.3: Environmental mitigation plan for the tunnel, technical buildings and ventilation shafts Table 10.4: Environmental effects monitoring plan for the depot Table 10.5: Environmental effects monitoring plan for the viaduct and transition sections Table 10.6: Environmental effects monitoring plan for the tunnel and underground stations Table 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 early construction stages Table 10.9: EMP implementation responsibilities by key donors, project implementers, and agencies Table 10.10: Cost estimates for environmental effects monitoring 13

14 Table 10.11: Cost estimates for external environmental monitoring expert Table 10.12: Cost estimates for environmental training Table 10.13: EMP budget estimate APPENDICES Appendix 1: DONRE approval of the Da Phuoc spoils disposal site (2008) Appendix 1b: Green Sai Gon Bio Co Ltd Response to MAUR regarding Excavation Material Disposal 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 alignment Appendix 5: Results of public consultation questionnaire surveys and list of participants Appendix 6: Semi-annual environmental monitoring report outline Appendix 7: Site environmental compliance inspection and monitoring form Appendix 8: Terms of reference for the external environmental monitoring expert 14

15 I. EXECUTIVE SUMMARY 1. 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, accelerated infrastructure development is needed to support economic activities of the private sector, which in the past decade and a half have been the engine of rapid growth and job creation. The Government gives a high priority to shaping the future urban transport system of Ho Chi Minh City (HCMC), as an economic initiative that is expected to account for 40% of national GDP in Reflecting a desire to pre-empt problems that rapid socio-economic development and income improvements are known to bring, the HCMC urban transport master plan targets a system (6 metro lines; 2 monorails; 1 tramway in the urban area; four suburban rail and 2 LRT lines in addition to improving and reorganizing the bus service) 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 (HCMCPC) had very limited alternatives to growing numbers of motorcycles and cars: either try to widen existing roads or improve the public transport system by building six urban rail lines; two monorails and a central business district (CBD) tramway. The option to improve road corridors was not a viable alternative. The do-nothing or do-minimum option would result in the continued deterioration of the urban environment, particularly in terms of air quality and acoustic quality. 3. The HCMCPC of the Government of the Socialist Republic of Viet Nam has requested the Asian Development Bank (ADB) to provide a multi-tranche financing facility (MFF) to facilitate investments to support the implementation of the proposed HCMC mass rapid transit system. ADB has provided technical assistance (TA) 4862 and 7343 to study the feasibility of HCMC Mass Rapid Transit Line 2 (MRT2). The MRT2 includes 10.4 km of rapid transit railway line, 11 stations and a depot to serve line 2 and eventually Line 6. The executing agency (EA) for MRT2 is HCMCPC and the implementing agency (IA) will be the Municipal Authority for Urban Railways (MAUR). MAUR was created 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: $500 million). During project preparation, it was agreed with MAUR and the co-financiers that the requirements of 2009) will be applied for the entire Project and this will also satisfy the environmental requirements of KfW and EIB. 5. The MRT2 Project has a total distance of 11.3 kilometers. It includes approximately 9.5 km underground and 2.53 km elevated sections with a total of 11 stations. A spur-line of 1.1 kilometers connects the main line to a 22-hectare depot complex in Tham Luong. From Tham Luong, MRT2 will be elevated, along the median of Truong Chinh until it reaches the vicinity of Tan Son Nhat airport. A transition section will take it underground just before the intersection with Pham Van Bach. Between Pham Van Bach and the end of the line it will be underground. The underground stations, the garage/turnaround facilities at Ben Thanh and the transition section will be constructed using cut and cover construction method. Between the stations the line will be bored using twin tunnel boring machines (TBM). For the MRT2 project, it is proposed that the works will be split into nine main contract packages: (1) CP0 Utilities Diversion; (2) CPI - Initial Depot Works; (3) CP2 Infrastructure Construction of Tham Luong Depot; (4)&(5) CP3a&b - Tunnel and Underground Stations (Sections from Km to Km ; and Section from Km to Km , respectively; (6) CP4 Transition, Elevated Station, Viaduct and Spur Line; (7) CP5 System Electrical and 15

16 Mechanical; (8) CP6 Civil Works, Track Works, and Third Rail; and (9) CP7 Non-system Electrical and Mechanical. 6. Bio-physical environmental baseline studies in 2008 contributed to a GOV environmental impact assessment (GOV EIA 2008) which received approval in 2009 with four conditions bearing on further environmental assessment studies. Additional monitoring and public consultation works were conducted by the GOV and the project preparatory technical assistance (PPTA) consultant MVA Asia Limited for the EIA (MVA EIA 2008) which was submitted to ADB in This EIA did not conform to SPS2009) requirements. During loan processing of the MFF, an initial environmental examination (IEE) was prepared based on ADB SPS for tranche 1 component (i.e., office buildings and advance enabling works such as site filling, internal access roads, drainage, security fencing, and guard houses within a 3.4 ha area of the 25-hectare depot). An environmental assessment and review framework (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 site. 7. Air quality, noise and vibration measurements were conducted along the project alignment in 2008, 2011 and Results from the monitoring periods show that dust levels or total suspended particulates (TSP) exceed the GOV standards. TSP is 1.5 to 2.7 times higher than the GOV standards and that carbon monoxide (CO) and nitrogen dioxide (NO 2), although within the permissible limits, have been increasing over the past five years. Noise levels are consistently in excess of GOV standards during the monitoring periods. Vibration levels, however, are within the standard. Surface water sampling in 2008 showed all samples collected at Tham Luong Canal, the only surface water on the project, was highly polluted. The canal will be bridged by clear span viaduct therefore no further sampling was carried out in 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 by mitigation measures taking place in the pre-construction stage. Most of the impacts can be mitigated by appropriate engineering applications. Potential impacts to groundwater at the spoils disposal site are not anticipated to be significant since the excavated soil and tunneling additives (bentonite and cement) to be used are not considered toxic to the environment. The alkaline nature of the spoils will also be readily neutralized at the disposal site due to the presence of saline conditions in the surrounding environment. No significant permanent negative impact on groundwater is likely to occur due to the project. 9. There are no natural ecosystems along the MRT2 alignment. The locality is heavily populated and land uses along the alignment are commercial, institutional and residential. Vegetation occurs at parks along the alignment and trees planted on the sidewalk. Approximately 331 trees may be lost, of which, 86 or more are found on the median of Troung Chinh road.all trees will be relocated and replaced. Excavation spoils from tunnel works will be deposited to an existing 40-ha spoils disposal site in Da Phuoc commune, Binh Chanh District, HCMC and operated under license by Green Saigon Bio Tech Ltd).. and Environment (DONRE) in January 2008 (Appendix 1). To date, the site has been used as disposal site for canal dredging and sewer projects in HCMC. Prior to its use as a disposal site, the area was utilized for rice cultivation and aquaculture ponds. Based on field investigation conducted in 2011, the area is now dominated by various grass species and it was confirmed that there are no rare, threatened or endangered species of flora and fauna in the area. No significant adverse ecological impacts are likely to occur due to proposed spoils disposal for MRT2. 16

17 10. The construction works, particularly at the cut-and-cover stations, will have major negative impacts on traffic flows and public pedestrian access. The most severe effects will occur at the stations along 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 lanes can be re-established, while the structures on the other side are removed and underground construction commences. However, excavation of the stations once the buildings are removed will still create bottlenecks and impede traffic flow. It is expected that the contractor will excavate only 3 stations at a time, this will help alleviate traffic concerns. Major traffic diversions will be required, which may affect roads and areas well beyond the MRT2 corridor itself, and must, therefore, be planned on a city wide basis. 11. Along with other metro lines to be constructed in HCMC, the Project cumulative impacts will result in positive long-term benefits in urban air quality, public health, safety, and travel time savings. The metro lines will provide fast, frequent and convenient rapid transit service. These will provide an added transportation alternative, facilitate economic growth and development and enhance connectivity to the wider transit network for residents and businesses in HCMC. By increasing overall transit capacity and providing a viable transportation option versus single occupancy vehicles, the metros will reduce the use of personal vehicles, increase the transit mode share and will contribute to community re-development through the stimulation of future concentrated and mixed land use, as well as a positive business environment. The metros will contribute to environmental sustainability initiatives by reducing regional car trips and the need to expand the existing road network, thereby preserving community livability and green space, encouraging pedestrian and bicycle traffic along the corridor and reducing greenhouse gas (GHG) emissions. 12. No adverse residual effects to human health will occur as a result of MRT2 construction or operation. While exposure to elevated noise levels, fugitive dust and gaseous emissions will occur in proximity to project work sites during construction, due to their short-term, localized nature, these effects are expected to be minor. Project operations will benefit the general public by contributing to the long-term improvement of air quality in the locality. By providing a viable alternative to the use of private vehicles, 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 major bus depot, (Phase 2, not part of current MRT2 scope) will provide improved air quality improvements as it will displace many buses traveling into town. 13. Induced impacts are identified for the Project due its future extension which will create impacts particularly to current and future land-use development. Land use is expected to change in and around the stations (new or re-modelled residential/commercial and service facilities) and the depot, in particular, re-development around the interchange stations. These will result in positive community and economic benefits to HCMC. 14. The MRT2 was originally scheduled for completion in 2016 and operation in But due to fundamental design changes, the schedule had been reset for 2023 and 2024, respectively. Prior to opening of the MRT, 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 and develop re-routing existing of bus services and provision of feeder bus services to key MRT stations, in particular, connecting outer areas of the city. Fundamental to the success of bus/mrt integration will be design and implementation of good interchanges at MRT stations, which will be designed and implemented under the CTF funded project. These may range from: suitability sized pickup and drop-off facilities, public space for buses, minibuses and taxis, park and ride for cars and 17

18 catering in particular for motorcycles, as well as improved pedestrian accessibility to adjoining communities. The CTF funded project will also support policy and regulatory measures needed to encourage public transport usage and discourage private vehicle usage within central HCMC. 15. Based on the project tendering program, the EMP details the measures to ameliorate construction-related negative impacts during pre-construction, construction and operational activities at the depot, viaduct and tunnel sections. Therefore, the EMP tables can be lifted and inserted in the tender packages prior to advertising. Environmental effects monitoring and project performance monitoring will be undertaken to ensure due diligence is met over the project stages. Based on the EIA monitoring data, and to remain consistent and to verify results, GOV sampling and monitoring standards will be followed. Monitoring responsibilities and reporting have been identified in the EMP. Being an environmental Category A project, HCMCPC/MAUR shall engage and retain a qualified and experienced external expert to verify the environmental monitoring information submitted to ADB. This external monitoring. 16. Public consultations and disclosure have been conducted in 2008 and In addition, a series of public consultations for the design adjustments for the vent shafts and technical buildings were conducted from September 2014 to February 2015 and November Main concerns in all the sessions have identified air and noise quality concerns, vibration from trains in the operational stage and issues on traffic and accessibility. There is overwhelming support for the project at all the meetings. During the public consultation for the spoils disposal site in Da Phuoc commune, issues raised 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 considered in the EIA and appropriate mitigation measures have been included in the EMP to ensure that negative impacts will be avoided or minimized. MAUR has committed to develop and follow a multi-media approach to inform government and the public on the project as soon as tendering takes place. A grievance redress mechanism (GRM) has also been developed for the Project to provide a framework for resolving complaints at the project level as well as beyond the project (i.e., involving relevant government offices such as Commune People's Committee and District Peop Committee using the existing judicial or administrative remedies). 17. The economic assessment in previous approval covers seven years of project preparation and construction ( ) followed by a 20 year benefit period for a total of 27 years ( ). Benefits and costs are in 2009 constant prices. The main economic benefits derive from savings in travel time and vehicle operating costs. Other benefits derive from saving in bus capital expenditure, reduced road maintenance, carbon dioxide emission reduction, and improved public transport reliability. The project economic internal rate of return (EIRR) is calculated to be 10.71% and economic net present value discounted at 12% is $ 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 in financial charges. Based on the demand forecasts presented earlier, the post-tax financial internal rate of return (FIRR) is calculated to be 3.33% and the project is estimated to require a subsidy of US $791 million equivalent. 18. Due to delay of the project, a new economic assessment in Project Adjustment Documents (PAD) prepared by MAUR in December 2016 also covers seven years of project construction ( ) followed by a 27 year benefit period for a total of 34 years ( internal rate of return (EIRR) is calculated to be 10%. The financial analysis is based on a project cost estimate of $2, million, including $ million in physical contingencies and price escalation and $ million in financial charges. Based on the demand forecasts similarly, the post-tax financial 18

19 internal rate of return (FIRR) is calculated to be 2.97% and the project is estimated to require a subsidy of US $ million equivalent. 19

20 II. INTRODUCTION A. Preface of the EIA 19. The Project is part of the over-all Government strategy of providing a sustainable public transport system for HCMC where demand from the commuting public is projected to increase over the years. MRT2 is an 11.3 km metro line which will run from Tham Luong in the northwestern part of the city to Ben Thanh Market at the city center. The MFF for MRT2 will be implemented in two tranches and will be co-financed by ADB, KfW and EIB. During project preparation, it was agreed with MAUR and the co- for the entire Project and this will also satisfy the environmental requirements of KfW and EIB. 20. The GOV EIA was approved in During processing of the MFF and tranche 1 (depot office buildings and advance enabling works), an IEE 2009 was prepared by HCMCPC and cleared by ADB in Due to the expected significant negative impacts of constructing the tranche 2 components (main works) of MRT2, ADB has categorized the project as environment category A for which an EIA is required. This EIA (PPTA EIA) adheres to SPS 2009 and builds upon the GOV EIA (2008) as well as the MVA EIA (2008) prepared under ADB TA A Social Impact Assessment (SIA) was also conducted in 2008 under ADB TA Environmental assessments have been carried out for HCMC MRT2 in ADB TA 4862 VIE following ADB Environment Policy 2002 (MVA EIA 2008). In addition, MAUR engaged local consultants to conduct an environmental assessment following the Viet Nam Law on Environmental Protection (2006) and G0V environmental assessment regulations and guidelines. However both of the environmental assessments were concluded before the requirements of ADB's SPS 2009 became effective. The two earlier environmental assessments have broad similarities in terms of their objectives and approaches but they differ significantly in their content and neither environmental assessment meets the requirements for an EIA under ADB's SPS Vietnamese Environmental Impact Assessment 22. The Vietnamese Environmental Impact Assessment report (GOV EIA) submitted by MAUR to the Department of Natural Resources and Environment (DONRE) and the HCMCPC and received approval from DONRE in May DONRE approved the Project under delegated powers from MONRE. Four clauses were attached as conditions of the approval as follows: 23. Clause 1 describes the project and is broadly correct but there are revisions to the design that are pending. DONRE must be informed of any changes to the assumptions that were reported in the approved GOV EIA. 24. Clause 2 requires that the "owner" must implement the mitigation measures in the GOV EIA construction phase and also mentions several standards (TCVN) to be met in the operational stages but in some cases these standards are not those used in the assessment section of the GOV EIA since most of the standards have been updated after the EIA was completed. Additional requirements are included to cover sewage disposal, drainage, waste disposal, fire and emergencies, and an environmental management program. These requirements are covered herein in the environmental management plan (EMP). 25. Clause 3 requires that the progress on matters in Clause 2 is reported to the "state managing authorities" (DONRE). 20

21 26. Clause 4 requires that the DONRE must be informed of any changes to the assumptions reported in the approved EIA, that these changes are reported in a statement to DONRE and that the changes 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. At this stage DONRE have indicated that they will use such a report to decide if there are a lot of changes to the assumptions, if a complete resubmission of the GOV EIA is necessary, if the GOV EIA as already approved can be amended or if there is a need for a supplementary EIA for the sections with changes. ADB Environmental Assessment Documentation of MRT2 27. During implementation of TA 7343 VIE, ADB reviewed the draft EIA (MVA 2008) prepared under TA 4862-VIE and provided extensive comments (ADB EIA comments, 2009) on the deficiencies and provided guidance on the required environmental data that would meet the environmental assessment requirements for Category A for tranche 2 should comply with the new safeguards policy. B. Background to the Project 28. 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 access is vital to the economic development of HCMC. 29. Development of public transport modes such as the MRT network will help to mitigate the pressures from the growing private transport demand. 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 Asian cities such as Bangkok, Beijing, Manila, and Jakarta. 30. Reflecting a desire to pre-empt vehicle growth and traffic problems that rapid socio-economic development and income improvements bring, the HCMC urban transport master plan strives to develop a transport system in which public transport would carry a 40-45% share of the travel demand in greater HCMC. HCMC Master Plan 31. A Transport Network Master plan for HCMC was approved by the Prime Minister in January This plan is part of the recommendations for future transport development of the city, which envisage very high priority for public transport development. Modal share of travel in urban areas by public transport is targeted to be 40-50% by year 2025, compared with only around 5% today, and development of an urban rail network is seen as the backbone to achieve this. 32. The transport plan features a network of urban rail lines as shown on Figure 2.1. The urban rail network comprises 6 metro rail lines with a total length of 109 km, as well as two monorail routes, and a tramway. 21

22 Figure 2.1: Approved HCMC Transport Master Plan of the MRT Lines 22

23 33. Four priority MRT lines are identified on this plan: 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 Thu Thiem (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). 34. 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) 35. Four suburban train operating services are proposed in the master plan, where suburban trains operate together with long distance trains along existing VNR corridors (shown in light blue on the Figure), as follows: Hoa Hung-Bien Hoa-Xuan Loc: 17km (on Trang Bom-Hoa Hung section under North-South Railway) 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). 36. Two further high-speed "LRT" lines are proposed to serve the development of new urban centres, 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 is eventually planned to extend further to Moc Bai on the Cambodian border Thu Thiem-Nhon Trach-Long Thanh International Airport line is 56 km long (serving the new urban area and airport). Recommended Modifications to HCMC Transport Master Plan 37. 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 policies change and develop. A number of changes were recommended to create an Optimized Master Plan: To extend Line 1 westward onto the current Line 3 alignment The remaining eastern section of Line 3 would then be relocated northwards 23

24 Line 3 (to be renamed Line 3A) would be realigned as an extension to the southwest of Line 1 A new Line 3B is created running parallel to the northwest of the former Line 3 and across Line 2 Extend Line 2 northwards to An Suong bus terminal (about 3.7 km), in order to provide important 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 Ben Thanh Line 5 realigned as an MRT circular line, completing the "missing link" and taking over the proposed southern monorail with mass transit Extend and connect all lines radially outwards to connect with the future regional railways services Extend the planned tramway northwards to interchange with the new Line 3B, and to improve catchment in the CBD. 38. Whilst the recommendations in the Optimised MRT Master Plan were proposed to the Ministry of Construction (MOC), only some elements have to date been put forward for formal approval by the Prime Minister. 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. 24

25 Figure 2.2: Revised HCMC Transport Master Plan 25

26 Transport Demand Forecasts 39. Travel demand forecasts for HCMC, including the whole MRT network, were prepared during the early stages of the TA 4862 study. A network based multi-modal forecasting model was developed and calibrated to a base year of 2007, and forecasts were derived for design years of 2015 (tentative opening 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. 40. Transport forecasts were prepared using a state-of-the-art, 4-stage, multi-modal forecasting model based on the CUBE Voyager software. The model coverage included the whole of the greater HCMC area together with parts of the adjoining Dong Nai, Binh Duong and Long An provinces. Fares for all lines were assumed to be VND 4,000 per boarding at 2007 prices (i.e. adjusted for future years in line with inflation), which is based on comparison with bus fares, allowing for the higher comfort, reliability and convenience of MRT. 41. In order to reflect the Government policy objectives, forecasting assumptions and inputs for the models were set accordingly, reflecting the major policy and other measures which may be required in future. On this basis the model predicts 44% of trips at year 2025 by public transport to, and from within the MRT network area the transport demand model covered the whole of HCMC, including surrounding provinces. 42. Within this area, the planned MRT network will cover just the central part of the city, roughly that area bounded by Ring Road No 2. For the purpose of this study, this central area covered by the MRT network is referred to as the "Metro Area". It is useful to review the existing and forecast populations within these areas as shown in Table 2.1 and Table 2.1a. Similar figures for employment forecasts are shown in Table 2.2. Table 2.1: Population forecasts Region Population (millions) HCMC "Metro Area" uter Areas of HCMC T0TAL Source: MVA Final Report Table 2.1a sourced from the General Office of Statistics provides the population forcasts for 2009 to However, the office was not able to provide a detailed breakdown of forecast for 26

27 Table 2.1a:Population forecasts ( ) Region Population (millions) HCMC "Metro Area" uter Areas of HCMC T0TAL , Source: General Office of Statistics Table 2.2: Employment forecasts Region Employment (millions) HCMC "Metro Area" uter Areas of HCMC T0TAL Source: MVA Final Report 43. 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% in 2015, reducing to 52% in 2025). 0f this population, only a portion will be within close catchment of an MRT station. Whilst population in the Metro area is forecast to increase by only 21% between 2007 and 2025, population in the outer areas will more than double. Conversely, employment in the Metro area is forecast to increase by 68% between 2007 and Thus there will be a huge increase in commuting demand over the years, for residents living in outer areas of the city with workplaces in the Metro areas. This clearly highlights the need for other public transport systems - i.e. buses to serve the outer areas and to connect with the MRT network. C. Project Justification 45. 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 major international 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 congested and dangerous due to the mix of traffic and pedestrians. 46. 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%, 27

28 and bicycles 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 for household 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 is expected to lead to fall in prices). Between 2004 and 2007, motorcycle ownership in Ho Chi Minh Province has grown at an annual rate of 8.4% to almost 3.1 million motorcycles. Private car ownership has 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, 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 Asian cities such as Bangkok, Beijing, Manila, and Jakarta. The goal of HCMC-PC is to raise the share of public transport to carry 25% of all daily motorized trips by 2010 and 50% by The HCMC MRT 2, by avoiding congestion problems, appears to be an excellent alternative for public transport. The construction of the HCMC MRT2 will offer a more equitable access to transport choices for passengers wishing to access employment, education or commercial facilities. 49. Development of a new high capacity, high frequency public transport system has the potential to cater for existing and future passenger demand and will relieve congestion on the road corridor and the existing public transport network. In addition, this form of public transport will significantly benefit the environment. The MRT2 will reduce the future numbers of cars, buses and motor bikes in favour of this mode of transport which will reduce GHG emissions and ameliorate negative climate change conditions. The project will therefore be of benefit to the population in the project area and to HCMC. D. Project Status 50. 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 the transition zone. In addition two feasibility studies were carried out, one under TA 4862 and the final under TA 7343-VIE. 51. The "Fundamental Design" (i.e., design needed to prepare design-build bid documents) contract has been awarded in January 2012 and commenced in February Bids for construction packages were originally expected to be prequalified in September 2012 and bidding in January Fundamental Design Adjustments had this schedule moved to December Some of the aspects that will be dealt with by the Fundamental Design consultant to set some parameters or guidelines for the design-build criteria, as well as to have a "baseline approach when evaluating bids are: (i) spoil disposal design and transport options, (ii) re-vegetation plans, and (iii) location of constructionrelated facilities such as casting yard. Ultimately, along with traffic management plans, it is up to the contractors to do the detailed design of the abovementioned aspects, to submit for approval and to implement. E. Purpose of the EIA 52. The overall purpose of this EIA is to meet the requirements of ADB under SPS (2009) and address the following: (i) Project location, components, activities and scope. 28

29 (ii) (iii) (iv) (v) (vi) (vii) (viii) (ix) (x) Information distribution and Public consultation activities and results, Assessment scope and spatial and temporal boundaries. Project setting and characteristics. Impact assessment methodology. Grievance redress mechanism Project alternatives Environmental effects of the Project, including, but not necessarily limited to, effects on: Geophysical environment; Land use; Arboricultural resources; Socio-economic and socio-community conditions; Air quality and climate; Noise and vibration; Cumulative environmental effects. Environmental Management Plan for pre-construction, construction and operation Public consultation and information disclosure 53. 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 enabling works at the Depot which collected existing secondary data sources on baseline environmental conditions in the project area which allows characterization of the physical and social environment and identification of impacts; The specific impacts, both positive and negative, of the project based on supplementary studies, preliminary engineering design or fundamental design and environmental mitigation measures required during construction and operational phases of the project; Preparation of a detailed environmental management plan (EMP) for the project documenting specific mitigation, monitoring, budgetary and institutional measures and identifying any outstanding project components not assessed; Review public involvement activities and agency consultation activities carried out to date and complement this with public consultation carried out under this EIA. 29

30 III. POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK A. The Legal Framework for Environmental Management 54. The Vietnamese legal framework for environmental management continues to rapidly evolve with improved environmental assessment requirements and environmental standards. This that have relevance for the construction and operation of the MRT2 in HCMC. International Agreements 55. Viet Nam is party to several international environmental agreements. Of specific relevance to the Project are the Montreal Protocol on Substances that Deplete the Ozone Layer (1987) and Copenhagen 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 used for the Project. GOV Environmental Legislation 56. The important pieces of Vietnamese environmental legislation are followed by the environmental standards that apply to the Project. (i) (ii) (iii) (iv) Law on the Protection of the Environment (LEP): No. 55/2014/QH13 approved by the National Assembly on June 23, 2014 and effective from January 1, The LEP: Identifies the responsibilities of the state center, provinces, organizations and individuals to prevent and remedy environmental deterioration and pollution and carry out specified environmental protection functions; Provides for the development of environmental standards and submission of environmental 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 for enforcement of environmental regulations; Calls for civil and criminal penalties for violations; and, Encourages international environmental co-operation. Decree No. 18/2015/ND-CP dated February 14, 2015 issued by the Government regarding Regulations on Environmental Protection Plan, strategic environmental assessment, environmental impact assessment and environmental protection plan. Circular No. 27/2015/TT-BTNMT dated 29 May 2015 on Guidance on Strategic Environmental Assessment, Environmental Impact Assessment, and Environmental Protection Plan. Decree No. 29/2011/ND-CP dated 04/18/2011 on strategic environmental assessment, environmental impact assessment and environmental protection. (v) Law of Biodiversity No.20/2008/QH12 dated 13th November 2008 (vi) Law of Cultural Heritage No.28/2001/QH10 dated 29th June 2001 (vii) Law of Mineral No.46/2005/QH11 dated 14th June

31 (viii) Law of Water Resources No. 17/2012/QH-13 dated 21th June 2012 (ix) Law of Grievance, Accusation No.58/2005/QH11 dated 29th November 2005 (x) Law of Land No.45/2013/QH13 dated 29/11/2013 (xi) Decree No.69/2009/ND-CP dated 13th August 2009 promulgated by the Government on Land Use Planning, Land Price, Land Acquisition, Compensation, Assistance and Resettlement (xii) Law of Construction No.16/2003/QH11 dated 26th November 2003 (xiii) Law of Roadway Traffic No.23/2008/QH12 dated 13th November 2008 (xiv) Decree No.38/2015/ND-CP Regulations on the management of solid waste (xv) Decree No. 43/2014/ND-CP detailing the implementation of some articles of the Law on Land (xvi) Decree No. 47/2014/ND-CP on compensation, support and resettlement when the State recovers land (xvii) Decree No. 179/2013/ND-CP On sanctions against administrative violations in the field of environmental protection (xviii) Decree No. 201/2013/ND-CP Detail regulations for implementing some articles of the Water Resources Law (xix) Decree No.69/2009/ND-CP dated 13th August 2009 promulgated by the Government on Land Use Planning, Land Price, Land Acquisition, Compensation, Assistance and Resettlement (xx) Circular No.27/2015/TT-BTNMT dated 29th May 2015 on Guidance on Strategic Environmental Assessment, Environmental Impact Assessment, and Environmental Protection Plan.Law of Forest Protection and Development. (xxi) Circular No.36/2015/TT-BTNMT on Hazardous Waste Management (xxii) Circular No.16/2009/TT-BTNMT Regulations of environmental national technical for ambient air quality and toxic substances in the ambient air 57. To supplement the above key policies, there are a large range of decisions, regulations and standards that may also apply to the Project. These are: (i) Sectoral Standards 22TCN , dated 27/3/1998 of the Ministry of Communication and Transport on EIA procedures during the preparation of feasibility studies and for design and construction of transportation projects. (ii) Temporary regulations on environmental monitoring analysis methods and data management, the National Environmental Agency-Ministry of Science, Technology and Environment, The following are the environmental quality standards and regulations based on the Vietnam Standards promulgated by the Ministry of Natural Resource and Environment. 31

32 Table 2.3. The changed environmental quality standards and regulations Environmental Component Standard Designation Concerns Changed Standard Air Quality QCVN 05:2009/BTNMT National Technical Regulation on Ambient Air Quality QCVN 06:2009/BTNMT National Technical Regulation on Hazardous Substances in Ambient Air Noise TCVN 5948:1999 by roadway traffic maximum allowable noise levels QCVN 26:2010/BTNMT TCVN 6436:1998 QCVN 05:2013 No change No change Noise in public and No change residential areasmaximum allowable noise levels Noise caused by traffic No change Vibration QCVN 27:2010/BTNMT Vibration caused by construction and industrial activities Soil QCVN 03:2008/BTNMT Soil Quality Allowable Limits of Heavy Metals in Water QCVN 09 : 2008/BTNMT Soil National technical regulation on groundwater quality; No change No change No change QCVN 08 : 2008/BTNMT Technical regulation on surface water QCVN 14 : 2008/BTNMT Technical Regulation on Domestic QCVN 24: 2009/BTNMT Standard for Industrial Wastewater No change No change QCVN 40:2011 B. The Administrative Framework for Environmental Management in HCMC 59. As the HCMC Metro Line 2 project is within HCMC, the Ministry of Natural Resources and Environment (MONRE) has delegated powers to DONRE to approve environmental assessments and MONRE will receive a copy of the environmental assessment before construction commences. 32

33 DONRE is responsible in ensuring environmental protection, monitoring and implementation of the Project. 60. The Project requires a detailed EIA under Circular No.05/2008/TT-BTNMT and submitted to DONRE. MAUR engaged local consultants to conduct an environmental assessment for MRT2 based on the Viet Nam Law on Environmental Protection 2006 and GOV environmental assessment regulations and guidelines. The Vietnamese EIA was approved (with conditions) by DONRE in May C. ADB Environmental Policy 61. The Project has been designated by ADB as environment category A under which this EIA afeguard Policy Statement The draft EIA shall be reviewed by ADB and the final EIA shall be posted on ADB requires that the draft full EIA (including the draft EMP) is submitted by the borrower (i.e., HCMCPC website at least 120 days prior to ADB periodic financial request (PFR) for tranche 2. D. International Standard and Convention (i) IFC Environmental, Health and Safety Guidelines, April 2007 Environmental: Air Emissions and Ambient Air Quality Environmental: Energy Conservation Environmental: Wastewater and Ambient Water Quality Environmental: Water Conservation Environmental: Hazardous Materials Management Environmental: Waste Management Environmental: Noise Management Environmental: Contaminated Land Occupational Health and Safety Community Health and Safety Construction and Decommissioning (ii) International Convention for the Protection of the World Cultural and Natural Heritage, 1972 (iii) Ramsar Convention, 1971 (iv) Convention on International Trade in Endangered Species of Wild Fauna and Flora (CITES), 1973 (v) Vienna Convention for the Protection of the Ozone,

34 (vi) Convention on Biological Diversity, 1992 (vii)un Statement of Environment and Development, 1992 (viii) UN Convention on Climate Change,

35 IV. DESCRIPTION OF THE PROJECT A. Project Location 62. The master plan has Line 2 running from An Suong in the northwest, across the river to terminate at Thu Thiem in the southeast, with a total of 19 stations. However the project assessed under this EIA is the initial Line 2 Project running from Tham Luong in the northwest to Ben Thanh in the 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 transit railway line, 11 stations and a depot to serve MRT line 2 and eventually Line 6. The alignment follows 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 Tham Luong. 63. From Tham Luong Line 2 will be elevated in the median of Duong Truong Chinh, until it reaches the vicinity of Tan Son Nhat airport. A transition section will take it underground just before the Pham Van Bach intersection. Between Pham Van Bach and Ben Thanh the line will be underground. 64. The overall horizontal alignment is illustrated in Figure 4.1 and details of the station locations are shown in Table 4.1 Figure 4.1: MRT2 alignment plan Source: MVA Final Report 35

36 65. Nine of the stations (1-9) are underground. Tan Binh (formerly known as Tham Luong) station is elevated. Table 4.1: Station chainage and depth No Name of Station Interchanges Chainage Spacing Level 1 Ben Thanh Lines 1, 4 2 Tao Dan 1, Line 3B 3 Dan Chu 2, , Hoa Hung 3, Lê Thi Riêng 4, , Pham Vän Hai 5, Bay Hien 5, Line 5 8 Nguyen Hong Dao 7, , Ba Queo 8, , Line 6 10 Pham Vän Bach 9, Tan Binh (Tham Luong) 10, Source: MVA Final Report 66. Starting at Ben Thanh, Line 2 is deep underground in order to pass beneath Lines 1 and 4 at the planned Ben Thanh Interchange station. As Ben Thanh is a complex interchange station combined with Lines 1 and 4, as well as major surface transport interfaces and garage / turnaround facilities, it is planned to be completed under a separate project. There are also three other interchange stations: Tao Dan (line 3); Bay Hien (line 5) and Ba Queo (line 6). 67. 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 section onto an elevated structure. There will be just one elevated station Tan Binh (Tham Luong) - on the current project, before the alignment turns toward the depot at Tham Luong. B. Inter-Operability between HCMC Lines 1 and In this section, the term "inter-operability" between MRT lines refers to the ability to physically run trains from one line on the tracks and system of another. This may be advantageous for purposes such as shared depot and maintenance facilities - provided of course that connections are provided between the various lines to maneuver trains from one line to another. 69. For limited or small scale MRT networks it would generally be desirable for inter-operability between lines. For larger scale MRT networks such as that planned for HCMC, it is likely that each line will require its own depot facilities, and that physical connection between all lines may not be feasible. 70. In HCMC, MRT Line 1 is being financed with assistance from Japan. This MRT line is conforming to Japanese standards and rolling stock will be provided by Japanese manufacturers. Key features of the system include: 36

37 Standard gauge (1,435 mm) steel track Overhead catenary 1,500 V power supply to trains 6-car trains 71. On the other hand, Line 2 is financed by Germany Government, and Germany Government will provide Rolling Stock. As such, the general MRT features are in compliance with Germany Standards. Key features of the system include: Standard gauge (1,435 mm) steel track Third rail 750 V power supply to trains 6- car trains with cars 3.2 m wide x 22 m long 72. Thus in the case of Lines 1 and 2 the trains operating on each line would not be able to run on the tracks of the other line. In other words, inter-operability between Lines 1 and 2 would not be possible. 73. 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-operability between all lines across the whole network was neither practical nor necessary (as noted with other major cities); Physical connection between Lines 1 and 2 (which would have to be at or near Ben Thanh Station) would be extremely difficult if not impossible, due to the many high rise buildings and committed land plots in the area; Inter-operability between Lines 2 and 6 on the other hand was essential, since Line 6 would share the Line 2 depot; Under the latest Master Plan, Line 1 and Line 3A would necessarily be designed to the same standards for the same rolling stock; with the possible connection of Line 3B to Line 3A, then inter-operability between these lines is desirable 74. Following on from this, it was agreed with MAUR that the MRT lines should be planned as 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 as follows, whilst Line 4 remains subject to further study: Lines 1, 3A, 3B Lines 2, 6 and possibly 5 C. Engineering/Design Specifications 75. The project has been designed with the primary objective to provide a user-friendly and convenient means of transport that will attract large numbers of passengers and thereby contribute to achieving the Government's high public transport usage targets. It is based on the use of large, highcapacity metro trains. 76. Design standards are based on a range of international and local standards, which are reflected in the Vietnamese Technical Standards Framework. The rolling stock for Line 2 will be 37

38 22m x 3.2m cars, initially operated as 3- car trains and ultimately 6- car trains. Platforms will be 135m in length. 77. The main engineering features of the proposed project are summarized in Table 4.2. Table 4.2: Summary of the project engineering components Underground Line (Tunnel Section Distance between buffer stop in front of Ben Thanh and tunnel portal of transition section) 9,083 m** Open tunnel with roof (Distance between tunnel portal of transition section and start of viaduct ramps) Elevated Section (in Main line distance between start of viaduct and start of turnout of depot access line) Link to depot (elevated and at grade) 191 m 676 m** 1800 m** Underground Stations 10 * Elevated station 1 Depot (including workshop) 1 Repair and maintenance equipment Signalling system Trains (opening year) 1 set automated train control (ATC) 12 3-car units Note (*) includes Ben Thanh station and garage, to be built by others Source: MVA Final Report with **updates based on IC Fundamental Design, May The station boxes are designed relatively uniform and consist of two levels: On top of theplatform level a concourse level is located which contains rooms for ticketing, technicalequipment, staff and other purpose. 79. Typical underground stations are proposed to be m in length except in stations where they are designed to adopt to specific site conditions. The overall width (including D-Walls and tolerances) is typically m and 31 m in the area of the staircases wide (except in stations where they are to adapt to specific site conditions, in such cases the stations have either smaller or longer width than the typical stations). 80. The fundamental design bottom edge is located approximately 20 m below ground level (exceptions are the deeper station 2 and shallower station 10). The alignment inside the stations is horizontal without inclination. Stations S4 (Hoa Hung), S6 (Pham Van Hai) and S8 (Nguyen Hong Dao) are considered as standard stations. 81. interchanges with other proposed lines or because of adaptations in the design due to specific site conditions. The following stations provide interchange options with other proposed metro lines and 38

39 interchange with Line 5 and with side-side platform; Station 9 BA QUEO interchange with Line The northern end the alignment is on viaduct. For the elevated station, concourse is provided beneath the platform level and above road level. As a result, platform level for elevated stations is typically around 12 m above ground level. 83. 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 1D 84. At the northern end of the alignment, a cross-over between tracks is provided for service turnaround operations on the elevated tracks north of Tan Binh (Tham Luong) station. Bored Tunnel 85. Twin single-track bored tunnels are proposed for the underground alignment (with cut-andcover method at stations). The use of cut and cover method for the tunnel was considered, but was rejected at an early stage since it would have significant resettlement and disruption impacts along the narrow streets. The use of a single larger double-track bored tunnel was also considered, but whilst costs would be similar to the single-track tunnels, the larger single tunnel would require deeper stations, would need to provide additional safety exits, and would increase the settlement risk over the tunnel. 86. The typical cross section for the bored tunnels is shown below in Figure The tunnel has an inner diameter of 6.05 m, including a tolerance of 0.20 m on the diameter, that is to say that the theoretical clearance is 5.85 m and is secured. The lining is 0.30 m thick and the external diameter of tunnel is 6.65 m. It consists of 6 segments, including the key. The segments are 1.5 m long. 39

40 Figure 4.2: Tunnel configuration (Source: MVA Final Report) 87. The distance between the tunnels (expressed as the distance between 2 track centres) shall be at least 1.75 x D where D is the anticipated tunnel external diameter of the lining, unless the can be achieved with detriment to the tunnel lining. The twin tunnels will be generally 13 m apart (between centerlines), widening to 16.5 m at stations. The depth of the rail level below ground varies between 15 m and 32 m. Water Chambers 88. Each inter station is equipped with a pumping chamber to collect groundwater seeping through the lining and water from the stand pipe (for firefighting purposes). This pumping chamber has a storage capacity of 15 m 3 and will be installed close to the deepest point of the inter station in 89. Water collected from each track bed gutter is stored in the chamber and then pumped to the sewage network through a vertical casing. The cross passage gallery is vaulted, 2.5 m high and 3 m wide. Its length varies from 4 to 10 m. Cross Passages for Safety 90. For the inter stations longer than 762 m, a gallery cross passage with the same dimensions as cited above is implemented each 244 m for passenger escape. One of these cross passages is equipped with a pumping chamber as well. There are 17 cross passages on the line. 40

41 Bored Tunnel Construction 91. The garage and reverse facility will be the TB orks is constructed within a screen of temporary diaphragm walls. A permanent transverse diaphragm wall separates 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, the area is backfilled to ground level. So, the launching shaft for the TBMs remains open, protected from the backfilling by the transverse diaphragm wall. Then the TBMs are hauled into the launching shaft and the area above the backfilled garage is used as a site for servicing the TBMs. After 92. Analysis was also carried out of the time schedule for TBM construction for the actual proposed tunnels. The analysis was based on extensive experience of TBM construction, and takes account of all key variables such as time for launch shafts, tunnel excavation and lining, station crossings, assembly and dismantling, etc construction period of around years will be required for the tunnels. Viaduct Section successfully adopted for Metro projects in several countries. The typical cross section of the viaduct is shown below (Figure 4.3). Figure 4.3: Viaduct configuration 41

42 94. With the U-shape viaduct, trains run within the structural box which gives a number of advantages 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 for passengers (ii) The outer walls of the structure provide noise protection (much research has been devoted 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 and minimize visual impact minimum clearance under elevated structure is 4.8 m above roads, and 2.1 m for pedestrians (in stations) simple support spans of 25 m long as an average for optimizing the structure and to fit the width of the main cross roads double pre- visual aspects, construction time and cost large pre- 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 deep bored piles of 1.2 m diameter (depth of foundation to be adjusted following results of further geotechnical surveys); abutment of the main line viaduct is set when rail level is at 4.80 m above ground level and consists of a retaining wall founded on 4 bored piles the ramp consists of technical backfill soil confined inside two longitudinal retaining walls, founded on bored piles. 42

43 Figure 4.4: Typical viaduct cross section 95. A particular point is the crossing of the existing Tham Luong road bridge along its axis. For this purpose, rail level is raised to 14.5 m above ground level to keep the road clearance on the bridge. The columns are inserted in the gap between the two slabs of the bridge. Track 96. The track is designed for standard steel-on-steel operation, with standard gauge mm, maximum axle load 16 tons, and other rolling stock characteristics as above. Non-ballasted slab tracks are recommended for all sections, in view of the heavy demands of the Metro system, tight curves, and the need to minimize maintenance requirements. Track construction as it would be in the tunnel, is shown diagrammatically below. Figure 4.5: Track layout 43

44 97. The transition zone is to the west of Pham Van Bach station. It has a double purpose: to elevate the tracks to ground level and then ramp to the viaduct; and to transform two single tracks spaced 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,.35 m until the top of the raft reaches ground level. Station a. Design Principles 98. The public areas of the stations are designed and dimensioned in order to give conformity to both comfort in everyday use and in emergency. All public parts of the stations are accessible to those of reduced mobility by means of lifts. Escalators are generally provided in the upward direction only, with down escalators in cases where demands are very high or level difference is high. 99. The technical areas of the stations are divided into technical rooms and the operational rooms. 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 the public areas of elevated stations are open and naturally ventilated All stations lie either under or above heavily trafficked roads. It is worth noting that in addition to being MRT stations, the stations will provide very convenient grade-separated means for pedestrians to cross these busy roads. Together with properly designed traffic management systems and pedestrian railings (which should be incorporated as part of the final station area design plans), this will allow for enhanced pedestrian convenience and safety, and can help reduce the severance effects of the major road corridors Integration with other transport feeder modes must also be an important consideration in the detailed design of stations. Whilst currently bus and other public transport services are not heavily used nor well integrated, the city has future plans to considerably enhance these services in line with the objectives to drastically increase public transport mode share. Careful detailed design of traffic management, pedestrian and public transport services around each MRT station will be very important to achieve well integrated transport systems, and hence passenger convenience. Aside from the MRT funding support there are additional resources of financing from the World Bank and ADB that in the future can be distributed in HCMC. The Sustainable Urban Transport for HCMC under the Clean Technology Fund (CTF) proposes financing of $250 million to support Vietnam in meeting its midterm goals of reducing national energy consumption by 5% to 8% in 2015, with renewable energy consumption accounting for 5% by 2020 and to expand the public transport mode share closer to the Government target of 50%. The following projects aim at encouraging people to use the MRT and are proposed to be studied for their feasibility, utilizing US$1 million of the CTF fund 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 routes or bus rapid transit (BRT) extensions to Line 2 Creation of multi modal station interchanges (bus interchanges with Line 2 and park and ride, drop off and pick up facilities) and development of a parking plan within the city 44

45 Policy reform to encourage public transport through restrictions in vehicle use and parking in city center to coincide with the opening of Line 2 Pedestrian and bicycle connections to and from Line 2 stations and surrounding area b. Design Standards 102. Stations are designed in accordance with international standards, in particular the National Fire Protection Association (NFPA) 130, 2007 edition. Station and access/egress sizing is generally dictated by emergency evacuation criteria, for which key assumptions and parameters used in the design, are based on: Full train loads of 6-car trains at 2 minute headway, with 1.5 surge factor Platform evacuation within 4 minutes or evacuation to point of safety (concourse slab) within 6 minutes Maximum platform loading of 5 persons per square metre 103. For normal operations, escalators are provided in the upward direction at all stations (between both platform concourse, and concourse street), but provision is made for future incorporation of additional downward escalators. Lifts are also provided at all stations to facilitate access for persons with disabilities All underground stations feature island (central) platforms. Ben Thanh station (the design of which will be studied separately) will need to be particularly deep, and should be planned as part of an overall 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 m at all stations, and the overall length of the station box including technical and plant rooms are typically 193 m For underground stations, two typical layout models have been considered as shown in Figures 4.6 and 4.7. At this stage station layouts are based on layout option 1, which features a central concourse area feeding stairs and escalators which are spaced regularly along the length of the central island platform. From the concourse area stairs and escalators are provided, via passageways if/as needed, to access ground level and the surrounding catchments above. During the feasibility studies, the technical and plant rooms are provided at either end of the station at both platform and concourse levels as shown in the figures. 45

46 Figure 4.6: Underground station layout option Layout option 2 aims to spread the surface access points at either end of the station, and features two separate concourse areas which then connect via stairs and escalators to either end of the 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 There is only one elevated station in the initial Line 2 project, at Tham Luong (Tan Binh station), although there will be future similar stations when the line is extended to An Suong as planned. These elevated stations will lie above the existing highway, generally with single column 46

47 supports in the median. The typical layout for an elevated station is shown in Figure 4.8. The concourse level is located approximately 7.5 m above the road, with platform levels approximately 5.4 m above the concourse An alternative form would be to keep the track level lower with the concourse above the platforms at stations. Either form could be considered at detailed design stage, but the option shown is preferred at this stage based on international best practice (similar, for example, to the Skytrain in Bangkok and recently opened Dubai and Delhi Metro systems), and to allow greater flexibility for road bridges and footbridges to be constructed beneath the MRT structure if needed in future. Figure 4.8: Typical layout of an elevated station 109. Platform screen doors are proposed for all underground stations (see Chapter VII). Platform screen doors are a fairly standard requirement at underground stations on modern MRT systems, and offer a number of advantages: Passenger safety Reduced dust pollution Reduce air conditioning requirements and costs Noise reduction Pressure wave protection Advertising surface Improved ambiance and atmosphere within stations 110. Platform screen doors would be constructed initially to suit the 3-car train configuration (with plain panels along the remainder of the platform length), and later extended to the full platform upon introduction of 6- car trains Underground stations will normally have at least four access points (stairs/escalators) to ground level, but the locations of these will be tailored to suit surrounding land uses and developments at each station. In addition, underground stations will require 2 ventilation shafts (normally at either end of the station) to serve tunnel ventilation, plus 1-2 cooling /ventilation shafts for the platforms and 47

48 concourse. Stairs and escalators are generally provided within existing or planned right of way, on footpath areas but ensuring sufficient width of footpath also remains for passing pedestrians. The ventilation and cooling shafts are significant structures and are located outside the right of way. These shafts also require 5 m clearance from nearby buildings at ground level, and are thus major considerations for the station design and footprint. D. Station Locations 112. Stations locations along Line 2 are based on a number of criteria. These include the following: Keeping the line under the centre line of Duong Cach Mang Thang Tam and Duong Truong Chinh streets; Siting the stations approximately 1 km apart (based on 500 m maximum walking distance); Near commercial centres and major road junctions etc; Space available above ground for station construction and access points; and, Minimization of resettlement impacts 113. The selected station locations advantages and constraints are summarized in Table 4.3 below. The table also shows the distances between the pedestrian access points of adjacent stations to provide an indication of walking distances. Table 4.3: Station location advantages and constraints Station Location advantages and constraints Potential Linkages Ben Thanh City centre interchange station. Probable passenger Space for station construction and access points. interchange with Line 1 and Line 4 Distance between stations: 905 m Tao Dan Adjacent to Tao Dan Park. Space for station construction and access points. Distance between stations: 1,070 m Dan Chu Under major road junction (roundabout). (Dien Bien Phu) Distance between stations: 1,070 m Hoa Hung Near Hoa Hung Market and railway station. Interchange with Line 3 Possible passenger link via subway to Line 3 On alignment of Duong Cach Mang Thang Tam. Distance between stations: 900 m Le Thi Rieng Adjacent to Le Thi Rieng Park. Space for station construction and access points. Distance between stations: 830 m 48

49 Station Location advantages and constraints Potential Linkages Pham Van Hai Approximately midway between two adjacent stations. Distance between stations: 800 m Bay Hien (Hoang Van Thu) Close to major road junction. Local design constraints to incorporate station and crossover. Possible passenger interchange with Line 5 Distance between stations: 1,250 m Nguyen Hong Dao Approximately midway between adjacent stations. Local constraints to minimize resettlement impacts. Distance between stations: 1,235 m Cong Hoa After bend in track alignment. Near major road junction. Possible passenger interchange with Line 6 Distance between stations: 825 m Truong Chinh 1 Distance between stations: 885 m Near major road junction. Local design constraints to incorporate transition section. Tan Binh (Tham Luong) Before curve in track alignment. Near road junction The following paragraphs provide brief descriptions of all stations, with discussion on key issues at the more complex stations. 49

50 Ben Thanh Station Figure 4.9: Conceptual design for Ben Thanh Station 115. Ben Thanh will be a major interchange station between Metro Lines 1, 2 and 4 (based on the Latest MRT master plan), together with surface transport (bus terminal, taxis, etc.) and surrounding developments. A separate design and planning study is proposed for the station, and the final design of Ben Thanh interchange station will be developed by that study. The Ben Thanh station study will also need to consider coordination of construction works (including TBM's) for Lines 1, 2 and 4, together with phasing of excavation works, temporary traffic management, etc. Some of the issues to be considered in detail by the future study include: Direct passenger connections between platforms from different lines Common concourses and entrances / exits to street level and connection to surrounding developments which in turn implies that accesses must be designed for all lines, and not just one individual line furthermore, direct connection with planned future major buildings in this area should be provided where possible Integration with surface transport modes public transport interchange with buses, taxis, car drop-off, etc. again requiring design for the full integrated passenger interchange demands Common fares and ticketing to allow direct connection between lines via common "paid" and "unpaid" concourse areas Integration of air conditioning and ventilation systems for the common station Design of fire and emergency evacuation facilities for the interchange as a whole rather than for individual lines 50

51 Design of a new and improved traffic, pedestrian and urban design landscape above the completed interchange station, providing convenient passenger access and crossings for the whole area Coordination of phased construction works (including TBM launch areas) and temporary traffic and pedestrian management during construction of the stations and surface transport and development features for the area as a whole 116. Whilst the design and construction of Ben Thanh station will be part of a separate project, the design and alignment requirements have necessarily been considered for this project, and concept plans (Figure 4.9) are included in the drawings for future reference. Ben Thanh station will not be constructed under the project (in theory the MRT2 tunnel will be built right up to the Ben Than station 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 Thanh station would be constructed under a separate project. Even without Ben Thanh station, MRT2 project will be fully functional Ben Thanh Line 2 station construction could be part of the MRT Line 1 project (as they include 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) 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 therefore an additional concourse level will be needed to provide for interchange between the various lines. 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 was designed under the current study as a cut-and-cover garage beneath Ham Nghi; the location and layout of this garage should be reappraised as part of the Ben Thanh design, and construction included under the Ben Thanh contract. In future, Line 2 will extend beneath the Saigon River toward Thu Thiem. Therefore the design of Ben Thanh station, the garage and cross-over tracks must be also designed to suit the future Line 2 extension. It is an important requirement that construction of the Ben Thanh Interchange station and associated Line 2 garage and other facilities must be completed in time for opening of Line 2 operations. This will need to include appropriate time to complete the Line 2 track work, control and operating systems at Ben Thanh station and garage, and to allow time for commissioning tests Additional Fundamental Des November 2015 include the following: The IC sees no conflict between the Masterplan and the above ground structure of the Terminus building. The Terminus Building is not designed to serve as a permanent ventilation building for BTS. Its function is purely to ensure Line 2 operation may commence before Ben Thanh Station Line 2 civil and M&E are completed under Phase 2 of BTS. 51

52 The entire Terminus Building will not be required at all if BTS is sufficiently complete so that Line 2 can connect into BTS without delaying the Line 2 start of operation. Significant Line 2 construction costs for the Terminus Building could be saved. The IC has requested a master schedule for BTS construction and this is still urgently needed for the Ben Thanh interface issues to be resolved, the Line 2 TDs to be completed and the Phase B programme to be finalised. Another new ventilation connection tunnel to BTS, as indicated on CP1a drawing BTC AR F2 P9, will be required if the Line 2 Ventilation Building location, as proposed by CP1a, shall be adopted. This tunnel is located between grids L1N and L1M on the above referenced drawing. The design and dimensions of this tunnel cannot be confirmed by the IC. Current location and proposals for the terminus building design for the Ben Thanh Station (BTS) is illustrated in the following figures shown below: Figure 4.9a: Conceptual design for Ben Thanh Station (IC) g, November

53 Figure 4.9b: Conceptual design for Ben Thanh Station (IC) 53

54 Figure 4.9c: Conceptual design for Ben Thanh Station (IC) Source: Imp 54

55 Figure 4.9d: Conceptual design for Ben Thanh Station (IC) 55

56 Figure 4.9e: Conceptual design for Ben Thanh Station (IC) Tao Dan Station 120. Tao Dan station is deep due to its proximity to the deep Ben Thanh station. It therefore features an intermediate level between platform and concourse (Figure 4.10), but otherwise adopts the typical station layout as noted above. The station is located in front of Tao Dan Cultural Park and beside Trong Dong Outdoor Theatre, both of which are major attractions where large amount of people often gather. 56

57 Figure 4.10: Tao Dan Station 121. At both Ben Thanh and Tao Dan stations, because of the extra depth, the technical and plant rooms will likely be accommodated at intermediate levels within the station rather than at the ends. Therefore these stations are shorter than the standard 2-level stations, at 175 m (compared with 193 m) Based on the Latest MRT master plan, Tao Dan station will be an interchange station between Line 2 and Line 3B. Studies of Line 3B on this alignment to date are very preliminary, and proper design of an interchange station between Lines 2 and 3B would need to be incorporated in subsequent Line 3B studies For present purposes it is assumed that Line 3B will pass beneath Line 2, and that interchange may be provided between the two stations via a simple connecting passageway as indicated below. This is not an optimal design if Line 3B does go ahead at this location, locations of both L2 and L3B stations should be reviewed to provide optimal combined interchange station with common concourses and direct passenger interchange. The floor plan indicating Line 3B intersection at Station 2 (Tao Dan) is shown in Figure 4.11 below: 57

58 Figure 4.11: Floor plan indicating Line 3B intersection at Station 2 (Tao Dan Station) Source: IC Fundamental Design Report, May The location, plan and land acquisition boundary approved by the HCMC PC is shown in Figure 4.12 below: 58

59 Figure 4.12 Location, Plan and Land Acquisition Boundary Approved by the HCMC PC for Tao Dan Station Source: Implementation Consultant (IC) Dan Chu Station (formerly Dien Bien Phu) 125. Dan Chu station lies beneath the large 6-leg roundabout road intersection on Cach Mang Thang as shown in the concept design in the feasibility studies (Figure 4.13). Several passageways and access points are proposed for this station to penetrate surrounding catchments. It will also be important to integrate the station accesses in this area with future bus and other public transport services on the various roads. 59

60 Figure 4.13: Dan Chu Station 126. These accesses should thus be considered in further detail at the detailed design stage in order to optimize connections to future surrounding land uses, planned developments and transport facilities, with direct connections to future buildings where possible. In this regard alternative station design concepts may also be considered, such as that proposed as "option 2" in the earlier section of this chapter The location, plan and land acquisition boundary approved by the HCMC PC for Dan Chu Station is shown iin the Figure 4.14 below. 60

61 Figure 4.14 Location, Plan, and Land Acquisition Bounday Approved by the HCMC PC for Dan Chu Station Source: Implementation Consultant (IC) Hoa Hung Station 128. Hoa Hung station lies in a densely populated residential area, and is close to the main railway station Ga Saigon. Convenient passenger connection between the MRT and Ga Saigon may be provided via pedestrian subways or footbridges, to be integrated with the planned future urban redevelopment in the area. The location, plan and land acquisition boundary for the Hoa Hung Station is shown in Figure 4.15 below: 61

62 Figure 4.15: Location, Plan, and Land Acquisition Bounday Approved by the HCMC PC for the Hoa Hung Station Source: Implementation Consultant (IC) Le Thi Rieng Station 129. This station lies adjacent to the important Le Thi Rieng Park, which features a large forecourt and possible opportunity for future transport interchange provision. Whilst a typical station design is proposed at this stage, opportunities should be investigated to optimize transport integration and feeder services in this area. The location, plan and land acquisition boundary for the Le Thi Rhieng Station is shown in Figure 4.16 below: 62

63 Figure 4.16: Location, Plan, and Land Acquisition Bounday Approved by the HCMC PC for the Le Thi Rieng Station Source: Implementation Consultant (IC) 130. 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. Pham Van Hai Station 131. Pham Van Hai station also lies in a densely populated residential area. The existing road has high frontage activity, though future development setbacks may allow opportunity for integration with feeder buses and surface transport. The location, plan and land acquisition boundary for the Le Pham Van Hai Station is shown in Figure 4.17 below: 63

64 Figure 4.17: Location, Plan, and Land Acquisition Bounday Approved by the HCMC PC for the Pham Van Hai Station Source: Implementation Consultant (IC) Bay Hien Station (formerly Hoang Van Thu) 132. Bay Hien will be a future interchange station with Line 5. An indicative layout in the feasibility is shown on Figure 4.16, but this is not an optimal design, and as the design of Line 5 becomes clearer, the locations of both Line 2 and Line 5 stations should be reviewed to provide optimal combined interchange station with common concourses and direct passenger interchange The feasibility study of Line 5 is currently underway, and based on current plans it is assumed that Line 5 will pass beneath Line 2, and that passenger interchange will be provided between the two. Furthermore, it is understood that the Line 5 design may require a physical connection with 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 this location should be a priority in future planning and design considerations Also included at Bay Hien is a cross-over between tracks. A simple crossover has been proposed in the feasibility studies as shown on the Figure 4.18 and this requires an extended cut- 64

65 and-cover structure for construction. A longer cross-over, including space for a third "layby" track was also considered in the study, but was omitted for cost reasons. Figure 4.18: Bay Hien Station 135. Bay Hien will be a complex interchange station, including cross-over track on Line 2, and possible track connection with line 5. It is strongly recommended that a proper integrated study of this whole interchange station is carried out at detailed design stage. Such a study may be included as part of either the Line 2 or Line 5 detailed design, or as a separate project (similar to Ben Thanh above) The location, plan and land acquisition boundary approved by the HCMC PC for the Bay Hien Station is shown in Figure 4.19 below: 65

66 Figure 4.19: Location, Plan, and Land Acquisition Bounday Approved by the HCMC PC for Bay Hien Station Source: Implementation Consultant (IC) Nguyen Hong Dao Station 137. 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 and surface transport. The location, plan and land acquisition boundary approved by the HCMC PC for the Nguyen Hong Dao Station is shown in Figure 4.20 below: 66

67 Figure 4.20: Location, Plan, and Land Acquisition Bounday Approved by the HCMC PC for the Nguyen Hong Dao Station Source: Implementation Consultant (IC) 67

68 Ba Queo Station Figure 4.21: Ba Queo Station 138. Ba Queo station will provide future interchange with Line 6. Line 6 is planned as a spur line from Line 2, and will interconnect with Line 2 in order to share depot facilities. Whilst the planning and design of Line 6 is at a very preliminary stage, it is assumed and has been confirmed with MAUR that: 139. Line 6 will adopt similar design characteristics to Line 2 for full inter-operability capability between the two lines, and sharing of the same depot facilities 140. Line 6 will operate 3-car train units with cars designed to the same dimensions and specifications as Line 2 trains The location, plan and land acquisition boundary approved by the HCMC PC for the Ba Queo Station is shown in Figure 4.22 below: 68

69 Figure 4.22: Location, Plan, and Land Acquisition Bounday Approved by the HCMC PC for the Ba Queo Station Source: Implementation Consultant (IC) Pham Van Bach Station (previously Truong Chinh) 142. Pham Van Bach is the final underground station and lies under the wide Truong Chinh Road. The station is directly in line with the Tan Son Nhat airport runway (and for this reason an elevated station was not possible at this location). The location, plan and land acquisition boundary approved by the HCMC PC for the Pham Van Bach Station is shown in Figure 4.23 below: 69

70 Figure 4.23: Location, Plan, and Land Acquisition Bounday Approved by the HCMC PC for the Pham Van Bach Station Source: Implementation Consultant (IC) Tan Binh Station (also known as Tham Luong) 143. This is the only elevated station on the project line, and is located above the intersection of Truong Chinh road and the entrance to Tan Binh Industrial Zone. Without the need for an airconditioning plant, the technical rooms are accommodated beneath the platforms at either end of the station, and the overall station length is 135 m. The platform plan is shown in Figure 4.24 below: 70

71 Figure 4.24: Platform Plan for Tan Binh Station Source: Implementation Consultant (IC). E. Station Construction 144. All the stations are under busy trafficked streets and their width is usually larger than the existing right of way. To minimize the ground allocation to construct the stations and consequently the resettlement of residents, the typical station is compact (inner dimensions 21 m x 193 m) and has diaphragm walls as permanent structure. However, the working excavated footprint will be 32 m X 200+ m and 25 m at every ventilation shaft. It is the excavated footprint that negatively impacts on shops and structures, not the final finished constructed station The following are key points in the principles guiding the construction of cut and cover stations: All Stations have two levels (platform and concourse levels) except Tao Dan and Ben Thanh (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 for Ben Thanh and 23 m for Tao Dan The main principle of construction is to use diaphragm walls as a permanent structure and 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 lane traffic. For some stations like Dien Ben Phu or Ben Thanh, construction of top slab will be more divided Another principle of construction is to support the top slab and the concourse slab with pre-founded column (starposts) on diaphragm walls foundation. The peripheral diaphragm walls and the diaphragm walls beneath the columns help to counterbalance the buoyancy of the station. 71

72 F. Depot Sizing Requirements 146. The depot to be constructed for Line 2 may be required to serve three purposes in the long term: 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 Suong 147. Train requirements for the MRT2 project line are discussed below, which shows that to meet the traffic forecast for the Ben Thanh Tham Luong Line 2 until 2035, it has been calculated that 19 6-car trains will be necessary Studies for Line 6 are still at a very preliminary stage and precise train requirements are not known. It is understood that 3-car train units will be used for Line 6, and based on a rough estimate by comparing the line length with Line 2, around 10 3-car trains may be required at Similarly for the extended Line 2, detailed studies have not yet been carried out but initial estimates can be made. On this basis, the full train requirements are estimated as shown in Table 4.4. MRT Line Table 4.4: Possible stabling requirements for the depot No. of No. of Trains stations Year 2015 Year 2025 Year 2035 (1) Line 2 initial phase only Line 2 Ben Thanh - Tham Luong (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 (2) Extended Line 2 Line 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 Source: MVA Final Report 150. The proposed depot has capacity for stabling 28 6-car trains and is therefore more than adequate for the project requirements up to 2035, and has sufficient capacity to accommodate both the Extended Line 2 and Line 6 until beyond However, additional stabling may be required to accommodate the Extended Line 2 to 2035 and beyond (subject to further study). It must also be borne in mind that not all trains will necessarily need to be in the stabling area at the same time, for example, a number may be in maintenance workshops while others may be stored on spare sections of track. 72

73 Depot Site and Specification 151. 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 well located to enable efficient operation of Line 2 as shown on Figure Figure 4.25: Depot site location plan The main components required for the depot are as follows: Train washing machine Lathe on pit Motor traction maintenance Test track Traction office Substation, Parking position Different shop dedicated to different level 153. Three conceptual layout options for the depot have been examined during the feasibility studies, each containing similar facilities within the same land area, but with different layout arrangements. The choice of layout should be made at the next design stage, in consultation with the proposed operator. 73

74 Depot Advance Enabling Works 154. 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 develop the depot site and construct some required office buildings. ADB has categorized the advanced enabling works at the Depot as an environment category B project (under Tranche 1) which required the preparation of an IEE based on SPS Tranche 1 includes office buildings and advance enabling works such as site filling, internal access roads and drainage, security fencing, and guard houses within a 3.4 ha area The final IEE report was disclosed to the public through the ADB website. The IEE was also 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 identification of additional environmental assessment and environmental permits that may be required. The IEE was approved by DONRE and to date, no permanent facilities have been constructed within the 3.4 ha area. Temporary works that have been provided at the site include some fences and lighting, an unsealed internal access road, and a shed for security personnel. Full development of the depot as well as the civil works for underground, atgrade and elevated rail line, and stations will be carried out during Tranche 2 which is within the scope of this EIA. G. Depot Spur Line 156. As indicated, the depot is connected to the revenue tracks by a spur line, with a second connection to be added upon future construction of the Line 2 extension northwards. With the two connections 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 current project. This should be reviewed at detailed design stage. H. Power Supply Train Power Pick-Up 157. Power is normally supplied to metro systems in one of two ways, either via a conductor rail alongside the track known as `3 rd Rail' (usually 750 V), or via an overhead catenary wire system (usually 1500 V or 25k V). Line 2 will adopt the 3 rd rail option Considerable research was undertaken into the proposed use of 3 rd rail power supply for Line 2, particularly in view of the fact that HCMC Line 1 is proposing an overhead catenary system. In summary it was concluded that: Both systems are commonly in use for urban and suburban MRT systems around the world 3rd rail is commonly used for urban Metro systems, serving central city areas with dense station spacing Overhead catenary is generally adopted for longer distance and faster speed routes such as suburban metro (and indeed, inter-city and high speed rail) 159. Key advantages of 3rd rail for urban Metro such as Line 2 include: 74

75 Much lower and simpler maintenance requirements and costs Less vertical clearance meaning that tunnels can be smaller for the same size of train, giving a significant saving in costs Less visually intrusive for elevated or at-grade sections Lower electro-magnetic impacts on passengers and equipment in the trains Lower voltage drops between sub-stations 160. Overall it was concluded that the 3 rd rail technology as proposed for Line 2 was entirely suitable for this type of urban MRT line in HCMC. It is noted that the decision to adopt 3 rd rail power supply for Line 2 has been formally proposed by MAUR, and has recently been endorsed by the Ministry of Transport (MOT). Power Supply from HCMC Grid 161. There are two systems of power supply available for the metro network, one system receives power from a medium voltage grid (typically 35 kv, 22 kv or 15 kv); another one receives power from the high voltage arteries of 110 kv or 220 kv. Although no total annual power supply demand 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 Noi MRT 3 project Drawing power for MRT Line 2 in HCMC from the medium voltage grid would be less expensive than from the high voltage (HV) grid due to the need for fewer and simpler transformer substations. However, after detailed study the medium voltage (MV) supply was considered to be not sufficiently reliable for operation of an MRT project. In view of the uncertainties of the MV network in HCMC, to improve the reliability of the sources of power supply, it is agreed that is better to have the line connected to the HV network (110 kv) than to the MV network. The power supply is fed 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 in purchase, installation and maintenance but it will result in a higher availability, reliability, convenient and less risk of voltage perturbation in operation. Below are the power supply facilities to be constructed as part of MRT2. a. Bulk Supply Substation (BSS) 163. Ho Chi Minh City Power Company will provide electricity for the two proposed bulk supply substations (BSS) from the high voltage source of the city (220 kv/110 kv) to 22 kv. The two BSS will be constructed as part of the MRT2 project. One BSS is proposed to be located at Tham Luong Depot and the other at Tao Dan Park (about meters from the proposed underground Tao Dan MRT 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 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 parking area will be constructed under the music stage. After completion of construction, the music stage will be re-constructed. The proposed location of the substation will not affect the existing trees and surrounding landscape of Tao Dan Park. The BSS at Tham Luong Depot will be located at the eastern corner of the first stage facilities (Tranche 1 initial depot works) and separated from the operation control center and office buildings. Each BSS will have a footprint of 375 m 2 (15 m x 25 75

76 m). The total area to be provided for each BSS is 2,475 m 2 (45 m x 55 m) taking into account the required 15 m safety distance from surrounding areas based on Viet Nam regulations. Civil works for the BSS at Tham Luong Depot will be undertaken by the Depot contractor while the civil works for the BSS at Tao Dan Park will be undertaken by the Tao Dan Station contractor. The BSS equipment will be provided by one contractor under the electrical and mechanical (E&M) package. b. Traction Substation (TSS) 165. The power source from the BSS will be distributed to the traction substations (TSS). Four TSS are proposed, that is, one each at the MRT stations in Tao Dan, Le Thi Rieng, Nguyen Hong Dao, 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-phase AC to 750 V DC power for the network. The TSS will be installed inside the 10.5 m x 16.5 m (about 173 m 2 ) technical room at the end of the MRT station platform. The actual dimension of the TSS will depend on the providers. TSS components include 22 kv switch, a transformer from 22 kv to 750 V, measurement and control equipment, and grounding. Each TSS uses 2 transformers with 6000 kw capacity in total. Civil works for the TSS will be constructed by the station contractor while TSS equipment will be provided by one contractor under the E&M package. c. Substations at Stations (SSS) 166. A total of 11 substations at stations (SSS) are proposed for the Project (that is, one SSS will be provided within each station). The power for the SSS will be sourced from the 22 kv line along the track. The power loads at the stations are provided following a 3-phase 4-line 380/220 VAC network sourced from the 22 kv/0.4 kv voltage transmitter. The SSS will be installed during construction of the underground and elevated MRT2 stations. The SSS will be installed inside the 10.5 m x 16.5 m (about 173 m 2 ) technical room at the end of the MRT station platform. The actual dimension of the SSS will depend on the providers. Civil works for the SSS will be constructed by the station contractor whiletss equipment will be provided by one contractor under the E&M package. Back-up Power Supply Source 167. Under the feasibility study, there is an option to provide two diesel power generators as sources of back-. One generator is proposed to be installed in the vicinity of the BSS at Tao Dan Park during the construction of the Tao Dan underground station. Installation of the other generator at Tham Luong Depot may take place after the Depot is fully constructed. Specifications (capacity, etc.) of the diesel generators have not been proposed in the feasibility study. Such details will be considered in stage most likely in the latter part of I. Signaling 168. Two types of signaling have been considered for Line 2: a "loop" system which is fairly conventional based on cabled systems; and the rather more recent "CBTC" (communication based train control) system, which uses radio/microwave signals. It is considered that either system could be successfully adopted for Line 2. As more and more modern Metro projects are now adopting the CBTC system, it is assumed at this stage that CBTC will be the preferred choice for Line 2. 76

77 J. Fare Collection and Ticketing 169. The options for fare collection and ticketing including integrated systems were discussed in the Public-Private Infrastructure Advisory Facility (PPIAF) Report 'Fares and Ticketing Working Paper, June 2008'. Passenger convenience will be essential for the success of the HCMC metro system, and to this end comprehensive integration of fares and ticketing across all metro lines, and other public transport systems if possible, should be the target At the Line 2 project preparation time, tenders for Line 1 have recently been invited, including implementation of an automatic fare collection (AFC) system. As a first step, it would be a requirement that Line 2 should adopt and be integrated with the Line 1 AFC system. Line 1 Ticketing System 171. An AFC is proposed for Line 1 MRT at a cost of approximately US$ 50M. At present there is no proposal to expand the system to other MRT lines or to bus, but it is understood that in principle the system is capable of being expanded. The proposal for fares on Line 1 is to have a boarding charge of VND 5,000 rising to a maximum fare of VND 15,000 for a trip along the entire line. It is understood that a smart card (Type C) is proposed but cash payments will also be accepted. There is no current proposal under the Line 1 contracts to integrate fares with other MRT lines (i.e. have a common fare structure and a single boarding charge no matter how many lines are used) or with bus. Ticketing System for Line 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 in future to other MRT lines and buses. This solution would be expected to provide full interoperability of ticket products on all MRT lines, and between MRT and bus In terms of costs for Line 2, this can be broadly estimated based on the Line 1 costs, taking into account the fewer number of stations on Line 2, and the fact that much of the common systems and software will already be provided under Line 1 and will need enhancing for Line 2. 0n this basis an indicative cost estimate of US$ 15M is included for the Line 2 project. Need for Further Studies on Integrated Fares and Ticketing 174. As noted above, the fare assumptions for Line 1 are quite different to those for Line 2, and there is a clear need to study the implications of integrated fares for MRT and bus. This is a complex task and would require: (a) extensive consultation with stakeholders; (b) analysis of the impact of different 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 alternative fare structures on patronage and revenues, both for individual MRT Lines, buses and public transport overall. 77

78 K. Construction Program 175. The overall estimated construction program for the Line 2 project is shown on Table This program assumes deployment of two TBM's, both to be launched from the Ben Thanh Garage works area at the southern end of the project. Cut-and-cover excavations for each station must be completed prior to arrival of the TBM's. As shown, the overall program from award of construction contracts to commencement of services on this basis is estimated at around 6.5 years L. Drainage and Utilities 176. During TA 4862 it was recognized that various existing and planned utilities would need to be catered for in the design and construction of Line 2, but at that stage only limited details of these utilities were available. Full details are still not clear, but it can be seen that installation of 1-2 m diameter drainage pipes is currently in progress on sections of the route All the stations of line 2 are built with diaphragm walls, meaning that utilities will have to be cut temporarily or permanently due to diaphragm walls construction. For small utilities such as cables or water pipes this is not normally a problem, and the cables of pipes can fairly easily be rerouted either temporarily or permanently around the works Drainage or sewage pipes (or culverts) are more difficult, partly due to their size, but also because of the need to maintain levels and gradients at all times for the flow of the liquids. The current design for Line 2 stations has the top slab 2 m below ground level. This appears sufficient based on available information and observation of the existing and planned utilities, but will need to be checked at detailed design. It will generally be necessary to construct a replacement sewer (parallel to the existing) on the first phase of top slab construction, and then permanently divert the flow before demolition of the existing pipes. M. Spoils Disposal during Construction The MRT2 Project will create 4,254,660 1 cubic meters of excavated materials from stations; TBM-tunnel and cross passages; transition part including cut and cover between stations 7 and 11; Station 11; cut and cover between S2 and S1; and depot. The distribution is as shown in the table below. 1 Based on Addendum 5 Disposal of Excavated Material Report, Implementation Consultant (IC), May

79 Table 4.4b: Summary of excavated material Stations 2,174,980 m³ TBM-Tunnel and Cross Passages m³ Transition part including Cut &Cover between stations 7 and ,551 m³ Station 11 13,717 m³ C & C between S 2 and S1 327,276 m³ Depot 474,100 m³ Total 4,254,660 m³ Source: Addendum 5 Disposal of Excavated Material Report, Implementation Consultant (IC), 26 May IC is indicating that about 1,773,295 m 3 of the spoil can be reused with improvement and 836,788 m 3 can be reused without improvement. MAUR has established an agreement with the Green Saigon Bio Tech Ltd to dispose of the remaining volume at the active 40-ha spoils disposal site in Hamlet 1, Da Phuoc commune, Binh Chanh District, HCMC. The spoils disposal site was approved by DONRE in January 2008 albeit a basic due diligence is still required as contained in the Minutes of Meeting (draft as of 30 May 2017) resulting from the ADB Review Mission from May Addendum 5 Disposal of Excavated Material Report prepared by the Implementation Consultant (IC) dated 26 May 2017 has presented more recent information about this concern including recommendations to minimize environmental impacts. This shall serve as guide in the preparation of a detailed spoils disposal plan by the contractor to ensure proper handling, transport and disposal of excavated soils Excavated Material will become the property of the Contractor. The Da Phuoc disposal site, operated by Green Saigon Bio Co Ltd as mention above, is approximately 18 km south from Ben Thanh station and has confirmed acceptance of excavated material, subject to detailed delivery schedules. However, the Contractor is encouraged to propose a reuse of suitable material on or offsite where possible. N. Traffic Management during Construction 182. The construction works, particularly at the cut-and-cover stations, will have major negative impacts on traffic flows and public pedestrian access. Major traffic diversions will be required, which may affect roads and areas well beyond the Line 2 corridor itself, and must therefore be planned on a city wide basis. Furthermore, traffic management plans will need to be coordinated with any other construction works on other projects which will inevitably occur during the Line 2 construction program. A thorough traffic management study and plan at each station is therefore essential to provide guidance and conditions for the construction works. 79

80 O. Design Refinement 183. Whilst much of the detailed design can be left to the design and build contractor, certain elements would benefit from further refinement prior to issue of the tender documents. This may include more detailed investigation of station layouts and accesses, and in particular much more detailed review of the interchange stations, taking into account the latest studies for the other MRT lines. P. Civil Works Contract Packaging 184. Under the proposed co-financing arrangement, it is planned that there will be a turnkey contract under KfW financing for the E&M systems, whilst civil works will be financed under the tranche 2 loan from ADB, combined with financing from EIB An implementation consultant will be appointed (under KfW finance) to assist MAUR with functional design, procurement and construction supervision for all packages. The consultancy services will consist of two phases: The first phase includes preparation of the operation concept, elaboration of the functional design for the E&M/Rolling Stock (RS) Package, tender documents for that package, basic design for up to 5 civil works packages including non-system E&M and respective tender documents 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 with interface and claim management. This will also cover the commissioning, system integration and final acceptance For the civil engineering works (including non-system E&M); the consultant will prepare basic design, tender documents and evaluation of tenders. The main components of the civil works will include: Bored tunnels (using TBMs) Underground stations Elevated station, viaducts and depot civil works Non-system E&M (tracks, tunnel equipment, station equipment, lighting, ventilation, etc.) 187. In terms of the number of contract packages for these works, there are various considerations. A limited number of large contracts (or indeed a single contract) would have the advantage of reduced interface management for the owner, but puts the contractor in a very strong position for negotiation and claims. A large number of smaller contracts would maximize fee competition for the various works, and would give the owner greater control. 0n the other hand this leads to a large number of interfaces between the various contractors, with risk of claims and disruption if not tightly controlled For the Line 2 project, it is proposed that the works will be split into eight (8) main contract packages. These packages are each relatively self-contained, and interfaces between the packages can be well defined and controlled. 80

81 CP0: Contract Package for Utilities Diversion 189. This comprises the relocation of utilities which are expected to interfere with the construction and the clearance of structures on land within the boundary of the Site which is not a road, median or footpath. Removal of utilities not in use after diversion does not belong to CP0 Scope of Works but to other CP Contractors in their respective Site area. In the area where the utility corridor crosses the later-to-be-built connecting tunnels to ventilation buildings or passenger access tunnels, some components such as concrete slabs shall be constructed by the CP0 contractors as advanced works for CP3. CP1: Contract Package for Initial Depot Works 190. This comprises the provision of the Administration Building which contains the operation control centre together with its car parking and fencing. The Employer and its consultants plan to occupy the building during the construction of the Project. This contract includes building services. The operations control centre (OCC) with its attendant plant rooms will be housed in this building and the railway equipment needed for the Operator to use the OCC will be provided by the CP5 Systems E&M Contractor. CP2: Contract Package for Main Depot Works 191. This comprises the certain Depot buildings with architectural finishes as listed below: i. Main Workshop; ii. iii. iv. Service Substation with generator house; Traction Substation; Service Vehicle Stabling; v. Train Wash Plant; and vi. Diesel Fuel Storage Whilst the building services are provided in CP7, the provision of drainage, water supply and waste water within the buildings provided by CP2 are included in CP2 for those buildings and structures constructed by CP2. Earthing in concrete for System E&M CP5 and Non-system E&M CP7 is included in CP2. The provision of a building for the bulk intake 110kV substation on the Depot Site is included in CP2 together with a cable trench from the Project boundary to bring 110kV power to the substation. CP3: Contract Package for Tunnels and Underground Stations 193. This comprises the provision of nine Underground Stations including their separate ventilation buildings and connecting tunnels, twin tube bored running tunnels, and sections of cut and cover and open cut. The Works include civil and building work (including architectural finishes, signage, roads and landscaping). While the building services are provided in CP7, the provision of drainage, water supply and waste water treatment are included in CP3. Also the earthing in concrete for System E&M CP5 and Non-system E&M CP7 is included in CP3. CP3 will provide the walkway with handrails in tunnels, cut and cover as well as open cut sections. Ben Thanh Station is constructed under a separate contract and the contractor for this work will be on Site at some time during the Time for Completion. CP3 includes the civil work for the construction of the building for the bulk intake substation at Tao Dan Park. 81

82 CP4: Contract Package Transition, Elevated Station, Viaduct and Spur Line 194. This comprises the provision of the Ramp at the north end of the open cut at CH the Elevated Viaducts, the Elevated Station a long span section south of Tan Binh Station. To the north of Tan Binh Station the Viaduct continues up to the limit of Main Line construction at CH where the single track turns out to connect with the double track Depot Access Line. A section of long span Viaduct is required at the north end of the Main Line Viaduct and for the single track section of the Depot Access Line At the first span of the Depot Access Line, chainages start again from zero and continue up to CH from where the Transition structure leading to ground level starts. The boundary between fixed track on the elevated structures and the ballast track within the Depot is at CH CP4 also includes the fill in the Depot with retaining walls, fences, roads, level crossings and drainage together with certain buildings and facilities in the Depot as listed below: i. Stabling area with the roof; ii. iii. iv. Stabling Support Facility; Track Workshop and Yard; Security Booth; v. Bulk Power Substation (BSS); vi. vii. viii. ix. Internal Roads including Fire Brigade Access Roads; Level Crossings; External and Internal Fencing, Gates and permanent provisions for Site security; Earthwork and Ground Improvement; x. Site Drainage including tracks, roads and unpaved areas, permanent and temporary; and xi. Landscaping 197. While the building services are provided in CP7, the provision of drainage, water supply and waste water treatment is included in CP4 for those buildings and structures constructed by CP4. Earthing in concrete for System E&M CP5 and Non-system E&M CP7 is included in CP4. CP5: Contract Package for System Electrical and Mechanical 198. This comprises the provision of the rolling stock, 2 high voltage (110kV) bulk power substations, medium voltage (22kV) ring mains, power substations, traction substations and connection to third rail, stray current protection, telecommunications including mobile phone signal propagation, platform screen doors, controlled access security system, maintenance equipment for railway systems equipment and maintenance management software. It includes the supervisory control and data acquisition for rail system equipment which will interface with the building management systems provided by CP7. It includes built-in counters in Station control rooms and the operations control centre. Provide requirements for earthing in concrete for CP2, CP3 and CP4 in correlation with electromagnetic compatibility and provide earthing and bonding for own equipment. 82

83 Emergency power supply with diesel generator and UPS in OCC for uninterrupted power supply of CP5 equipment. CP6: Civil Works, Track Works and Third Rail 199. This comprises the provision of ballast track on compacted sub-base provided by CP4 in the Depot and the provision of fixed track on concrete structures. CP2, CP3 and CP4 will provide starter bars to facilitate connection of fixed track to structures and CP3 will provide a first level of trackbed concrete in tunnels including tunnel drain pipes and manholes. CP6 will provide third rail with gaps designed by CP5 to suit the rolling stock. Cabling to third rail is provided by CP5. CP7: Contract for Non-system E & M 200. This comprises the provision of building services and includes low voltage power distribution, lifts and escalators, emergency power supply with diesel generators, power outlets and uninterrupted power supply for equipment provided by both CP5 and CP7, lighting including tunnel lighting and Depot area lighting, fire protection and suppression including tunnel fire main and fire water tanks, air-conditioning and ventilation, tunnel ventilation, emergency escape signage and lighting, earthing and bonding for own equipment. This package also includes the provision of automatic fare collection facilities for the railway. Q. Service Operations and Maintenance Service Plans for Normal Operations 201. 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 is expected that the actual plan will be refined by the operator prior to commencement of services 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 full Line 2 (Thu Thiem - An Suong) is also noted. Design Demand 203. For the purpose of the current study, the operational design and costing is based on the Line 2 project from Ben Thanh to Tham Luong, total 11 stations. Three time horizons considered in the study for the maximum passengers per hour per direction (pphpd) demand are the following: Year notional year of opening: 8,500 pphpd Year medium horizon where other urban MRT (UMRT) lines included in the Master Plan are in operation: 21,400 pphpd Year long-term horizon with continued growth beyond 2035: 30,200 pphpd For the off-peak period, based on experience of other systems, it is estimated for planning purposes that the traffic will be 75% of the peak load, and the evening demand 50% of the peak load. For Sundays and holidays it is estimated that the traffic represents 75% of the working days passengers. 83

84 205. 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 Structure of Services 206. The schedules of service are assumed to start at 5.00 a.m. and finish at p.m. 0n working days the peak periods are estimated to be around am and pm (based on observed demand distribution). Commercial Speed 207. The commercial speed for Line 2: Ben Thanh to Tham Luong was estimated taking into account 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 using specialized software (MATYS), taking into account the train and line's characteristics. The dwell time was calculated based on estimated boarding and alighting per station, the number of doors (4 doors per car) and lanes per door (2 lanes per door) in the train, the passenger flow rate (1 passenger per lane per second), the headway, and the time required for technical reasons (door opening, door closure warning time and door closing)the total estimated running time between Ben Thanh to Tham Luong, a distance of 9.5 km, is 930 seconds, with a resulting commercial speed of approximately 36.5 km/h. Fleet Size Calculation 208. The calculation of fleet requirements to meet the forecast patronage demands at 2025, 2035 and 2045 are given below in Table 4.5. Fleet requirement is determined by the total estimated running time detailed in the previous paragraph, plus the last stations' track changing time and regulation time at terminal (estimated at 280 seconds at Tham Luong and 320 seconds at Ben Thanh), divided by the target schedule for the peak period The operational design considers a 10-15% train reserve (rounded up), to replace potentially defective trains during the daily service. In this way, the operational design maintains normal headway between trains, as well as the standard transportation capacity, by eliminating any of the consequence that would result from a train failure (delays and increased headways between trains, etc.) Additional trains are necessary, based on maintenance needs. Due to preventative and corrective 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 shown in Table 4.5 consider this percentage In order to maintain a convenient service to customers under predicted passenger growth numbers additional trains are typically purchased at intervals of 5 years (4 x 6- car trains in 2020, 4 in 2025, 3 in 2030 and 2 in 2035). 84

85 initial Table 4.5: Rolling stock fleet size estimation for MRT Trains in operation (rounded up) Operation reserve (10-15% rounded up) Total fleet size 10 (3-car) 13 (6-car) 16 (6-car) Track Cross-Overs and Layby Tracks 212. Cross-over connections between tracks and/or additional layby tracks are required for turning around trains in normal operations, for stabling of spare trains to meet peak demands, and to facilitate removal of defective trains in the event of a breakdown. Various options were considered in the study (refer to Chapter VII), and the proposed configuration for Line 2 (Ben Thanh Tham Luong) is shown in Figure In addition to cross-overs at each end of the alignment, which are necessary to turn around trains in normal operation, a cross-over between tracks is provided near Bay Hien station. This cross-over allows trains to switch between tracks in the event of breakdown or disturbance. An enhancement of this feature would be to include a section of third "layby" track as well as the cross-over, so that a defective train could be stored without disrupting normal operations. Such a layby track would provide more flexibility for operations, but would be very much more expensive (including requiring additional resettlement), and is therefore not included in the current project. However, a plan of this layby configuration is included in the drawings, and may be considered further at the next design stage if needed In considering the track configuration, it is necessary to assume Ben Thanh Interchange Station will be constructed and the future context when Line 2 is extended to An Suong and Thu Thiem. In this case the proposed track layout is as shown in Figure 4.26 below Figure 4.26: Sketch of track layout and stations project 85

86 Figure 4.27: Sketch of track layout and stations future situation Figure 4.28: Sketch of track layout and stations Service 215. Line 2 has two tracks and all trains will run at the right hand side in normal flow. The total operational length of the line is about 11.3 km. a. Service Schedule 216. The schedule of service will start at 5.00 a.m. and finish at p.m. On working days the peak periods are considered to be 6.30 a.m. to 8.30 a.m. and 4.00 p.m. to 6.30 p.m. (based on the transport demand distribution). Evening service will operate for 4 hours, from 8.00 p.m. to p.m. It is anticipated that on Sundays and holidays the demand distribution will have less significant peaks. b. Service Frequency 217. Table 4.6 below summarizes the service frequency for years 2025, 2035 and Service frequency for the peak period is derived from the design demand and train capacity of 695 passengers per 3-car trains (5 passengers per m 2 ) in 2025 and 1, 390 passengers per 6-car trains in 2035 and For off-peak, evening service, Sundays and holidays, the service frequency is determined based on the assumed proportional demand, with a minimum acceptable service frequency of 12 minutes. 86

87 Table 4.6: Service frequency (Time Interval Between trains) at the Various Time Horizons Period Working Days Sundays and Holidays Peak period 5, 00 4, 00 2, 45 6, 30 5, 15 3, 45 Off-peak period 6, 30 5, 15 3, 45 7, 45 7, 00 5, 00 Night service 10, 00 8, 00 5, 30 12, 00 10, 30 7, 30 Source: MVA, 2008, update in according with PAD in 2016 R. Cost Estimate 218. The Total Investment Cost shown in Table 4.7 are from PAD prepared by TediSouth in Dec 2016 Table 4.7: Total Investment Cost of MRT2 Ben Thanh - Tham Luong in PAD, December 2016) Cost Combined amount No. Description Foreign currency USD Local currency VND In USD In VND I Land compensation cost 5,032,865,967, ,556,448 5,032,865,967, CP0: Utilities Diversion - 608,268,729,623 27,502, ,268,729, CP1: Initial Building and works at Depot - 157,422,875,022 7,117, ,422,875, CP2: Infrastructure Construction of Tham Luong depot 60,924 60,735,486,541 2,807,024 62,082,942, CP3a: Tunnels and Underground Stations (Section from Km to Km ) CP3b: Tunnels and Underground Stations (Section from Km to Km ) 92,899,339 79,625,845 6,261,013,129,944 4,784,897,641, ,985,342 8,315,667,815, ,970,631 6,545,982,455, CP4: Transition, Elevated Station, Viaduct and Spur Line 2,449,152 1,023,943,488,929 48,745,824 1,078,111,383,713 87

88 II III IV CP5: System Electrical and 185,771,240 Mechanical CP6: Trackwork and Third rail 31,364,673 CP7: Non-system Electrical and 70,599,683 Mechanical Construction, installation and 462,770,856 procurement cost Project Management cost - Consultancy services 91,313,632 Consultant costs under EPC Contracts 8,615,253 Consultant costs under Employer's 82,698,379 obligations 65,808,312, ,224,766, ,770,441,589 13,474,084,871, ,229,607, ,709,155, ,857,256,368 89,851,899, ,746,703 4,174,510,827,080 43,446, ,917,239,114 81,666,755 1,806,223,630,500 1,071,989,324 23,709,187,898,178 11,313, ,229,607, ,630,952 2,535,292,754,470 27,870, ,400,806,969 86,760,951 1,918,891,947,501 V Others cost 45,499,194 Preliminaries and General requirements 42,702,050 1,669,117,677,715 1,238,783,696, ,966,829 2,675,423,351,413 98,712,526 2,183,224,936,623 Others costs under Employer's obligation 2,797, ,333,980,942 22,254, ,198,414,790 VI Taxes 2,891,990,400,406 VAT 2,891,990,400,406 VII Contingency 96,833,934 5,355,117,226,945 Physical contingency 59,958,368 1,862,796,655, ,758,711 2,891,990,400, ,758,711 2,891,990,400, ,960,679 7,496,793,345, ,183,021 3,188,895,880,100 Price escalation 36,875,566 3,492,320,571, ,777,658 4,307,897,465,123 VIII Financial cost ADB EIB KfW Germany export credit insurance (KfW loan) GRAND TOTAL Source: PAD, 12/ ,181, ,181,415 3,011,924,355,555 78,447,192 78,447,192 1,735,016,545,464 17,571,718 17,571, ,633,687,006 24,112,505 24,112, ,296,273,085 16,050,000 16,050, ,977,850, ,599,031 29,189,114,907,078 2,152,358,262 47,603,707,680,129 S. Economic and Financial Assessment 219. Economic analysis was carried out for the Ho Chi Minh City rail mass transit Line 2 by comparing two alternative scenarios. In the with-project scenario the constructed MRT system is assumed to be operating in the presence of measures implemented to ensure an integrated rail and 88

89 road urban transport in HCMC. In the without-project case, it is assumed that Line 2 has not been constructed, and measures to ensure coordinated and coherent rail and road public transport in particular and urban transport in general, are not in place The economic assessment covers 7 years of project preparation and construction ( ), followed by a 27 year benefit period for a total of 34 years ( ). Benefits and costs are in 2016 constant prices. Values in the economic analysis are at border equivalent prices for tradable goods, and for non-tradable goods at domestic prices after removing the effects of taxes and subsidies. Demand Forecast 221. For the economic analysis, transport demand forecasts were prepared covering HCMC Region, comprised of HCMC and three adjacent provinces of Long An, Dong Nai and Binh Duong, with a combined population of 9.1 million in The transport forecasts were prepared using a 4- stage transport model based on the CUBE Voyager software; it allows simulation of the project impact on daily vehicle and passenger trips, travel hours, distances, speeds, by vehicle category and public-private modal distinction A summary of the forecast passenger trips is presented in Table 4.9. Private transport passengers are grouped by vehicle type. Trips made purely on foot are excluded. Forecast Line 2 daily boardings are shown for comparison. Table 4.9: Daily passenger trips (thousands) from Scenari o Year Car Motorcycle Bicycle Public Transport All Modes WO , ,586 15,262 n/a WO ,293 6, n/a WO n/a MRT Boardings W W W n/a - not applicable; W - with project; WO -without project; - means details not estimated 223. The transport model provided detailed forecasts for two design years, 2015 and For the years following 2025, the design of the Line 2 service operation assumes an annual patronage growth 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 to observed correlations across the modelled years among forecast MRT2 daily ridership and total daily vehicle travel time and distance with and without the project. The result is summarized in Table Table 4.10: Expected impact over time of the project on travel in HCMC region Indicator (average annual growth rate) model extrapolated HCMC Region gross regional product 8.5% 5.5% MRT Line 2 daily patronage 13.3% 3.5% 89

90 Total daily travel hours saved 14.3% 3.5% Total daily travel kilometers saved 11.1% 3.0% Source MVA Final Report 224. For demographic trends extrapolation and travel costs projection, the transport model assumes an average annual growth of gross regional product (GRP) in HCMC Region of 8.5% for the period For the period , a 5.5% rate of growth is assumed for the analysis Table 4.11 shows historical growth patterns of GRP in HCMC (i.e. excluding the three provinces) and nation-wide GDP. Excluding the years , in which the Asian financial crisis took its toll, trend extrapolations of the two time series in Table 2.12 could be taken as natural upper and lower confidence limits when projecting growth for the HCMC Region. The transport model growth 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) from Area HCMC 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 Report Table 4.11a below shows historical growth patterns of GRP in HCMC (i.e. excluding the three provinces) and nation-wide GDP. Table 4.11a: Historical growth of gross regional product in HCMC (% per annum) from Area HCMC 11, Vietnam Source: General Office of Statistics Benefits and Beneficiaries a. Time and Vehicle Operating Costs Saved 226. By using the transport model, two core project economic benefits were identified through estimating the difference in travel time and vehicle operating cost (VOC) per passenger trip with the project and without. The benefits were valued based on users' willingness to pay the time cost and VOC per trip, with new trips generated assumed to have a uniformly distributed willingness to pay ranging between just below the cost per trip without the project and just above the cost per trip with the project. 90

91

92

93 Source: PAD in Dec, ,02 111,60 91,57 5,91 4,42 268,52 60,92 122,75 100,73 6,21 4,48 295,09 86,12 135,03 110,80 6,52 4,54 343,01 89,13 148,53 121,89 6,84 4,60 370,99 92,25 163,39 134,07 7,18 4,65 401,55 95,48 179,73 147,48 7,54 4,71 434,94 98,83 197,70 162,23 7,92 4,77 471,44 127,86 217,47 178,45 8,32 4,83 536,92 132,33 239,21 196,30 8,73 4,90 581,47 136,96 263,14 215,93 9,17 4,96 630,15 141,76 289,45 237,52 9,63 5,02 683,37 146,72 318,39 261,27 10,11 5,08 741,58 192,35 350,23 287,40 10,61 5,15 845,74 192,35 385,26 316,14 11,14 5,21 910,10 192,35 423,78 347,75 11,70 5,28 980,86 192,35 466,16 382,53 12,29 5, ,67 192,35 512,78 420,78 12,90 5, ,22 242,97 564,05 462,86 13,55 5, ,91 242,97 620,46 509,14 14,22 5, , Using UK Government estimates of carbon emission by vehicle type and World Bank broad estimate of annual fatal accidents in HCMC provided the base data for the calculations. The beneficiaries 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 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 traffic can show wide divergence from schedule, leading to journey time uncertainty. In the corridor proposed to be served by Line 2, the improved service quality will be available to public transport users only with the project, since without it buses will be the sole public transport choice. The benefit was valued using the transport model assumption that buses carry an unreliability factor equivalent to a perceived 15% addition to time in-vehicle. The average Line 2 boarder was assumed for the purpose to travel an average 3 km, resulting in an average in-vehicle time of 6 minutes at a 30 kilometer per hour average service speed. HCMC public transport users are the beneficiaries. 93

94 b. Benefit-Cost Comparison Time to achieve economic benefits EIRR> 10% are considering the time investment of about 34 years (7 years construction + 27 years operation). 94

95 Table 4.15: Economic analysis Year Investme nt cost Cost Additional Investmen t cost O&M cost Sum Revenue from financial activities Time cost saving Ecocomical benefits Reduce Means Carbon cost Dioxide saving emission Reduce injuries on road Total bebefits Net profit flow (40.55) (209.46) (193.31) (209.52) (270.78) (344.39) (329.75) (82.37) (41.76)

96 , , , , , ,

97 2051-1, , NPV % 97

98 T. Financial Analysis 234. Financial analysis has been carried out to assess the project viability and sustainability by determining if the project's anticipated financial revenues, net of the capital investment and operating cost and net of taxes yield a financial internal rate of return (FIRR) that is adequate when compared to the weighted average cost of capital (WACC) The FIRR is estimated in real terms, using 2016 constant prices, and is based on project capital cost excluding interest and other financing charges during implementation (FCDI). To test the project capital structure and debts service capacity, and to identify the subsidy requirement, an analysis of the project's estimated financial statements was carried out for a period comprised of implementation over seven years and operation in the twenty-seven years following. The financial projections are expressed in nominal terms, taking into account the effects of domestic and foreign inflation and currency fluctuations. The investment and financing plans are based on the assumption that the ADB loans will be supplemented with contributions from co-financiers The data input into the analysis includes a passenger demand forecast, estimated project investment, and operation and maintenance costs. Table 4.16 summarizes the project investment plan on which the analysis is based. Table 4.16: Project investment plan (US$ million) A. Land Acquisition and Resettlement B. Base Cost Civil works E&M systems Rolling stock Sub-total (B) 1, C. Project Management Cost D. Consulting Services E. Others Cost F. Taxes G. Contingencies H. Financial Cost Total (A+...+H) ,

99 U. Project Implementation 237. Critical to the smooth implementation of the project is the timely delivery of project documents meeting mandated requirements to relevant district and city-level agencies in HCMC and national ministries in Hanoi who will need to approve them without delay. The overall implementation schedule of approximately seven years is shown in Table

100 Table 4.17: Project implementation schedule 100

101 V. DESCRIPTION OF THE ENVIRONMENT A. Introduction 238. The following sections present information on the biophysical and social environmental components of the project area. Information has been compiled from a range of data sources. Available information for each issue is presented as follows: (i) (ii) Environmental conditions in HCMC: Data are presented on environmental conditions in HCMC to allow comments to be made on expected environmental conditions or trends in the project area. Monitoring data in the project area: The GOV EIA (2008), which was approved by DONRE in June 2009, contains monitoring data for a number of environmental issues in the project area. Additional monitoring data for the project was developed in the MVA EIA (2008) under TA-4862-VIE and under this TA-7343-VIE in B. Physical Environment Climate and Meteorological Conditions 239. The project area climate is affected by the tropical monsoon climate conditions. HCMC s climate is sub-equatorial, characterized by a strong monsoon influence. Average daily temperatures are 27 C ranging between during the rainy season (May - October) and C during the dry season (November - April) % of annual rainfall occurs during the rainy season when the average volume is between mm. Rainfall intensity is high at mm/minute. There are two main wind directions 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 Solar Radiation: The average monthly solar radiation is about 140 Kcal/cm 2 /yr. Average monthly hours of sunlight are shown in Table 5.1. Table 5.1: Average monthly hours of sunlight in Ho Chi Minh City Monthly average sunny hours Year Source: Recorded Data at Tan Son Hoa Station, Temperature: The mean annual temperature is 27 o C, the peak temperature 40 o C and the lowest temperature 13.8 o C. April has the highest temperature on average, at 28.8 o C. The lowest average temperature of 25.7 o C is between mid-december and January. Average monthly temperatures are shown in Table

102 Table 5.2: Average monthly temperature in Ho Chi Minh City ( o C) Month ( o C) Year Source: Recorded Data at Tan Son Hoa Station, Rainfall: The average annual rainfall is 1.798,4 mm. There are 159 rainy days/year and ninety percent of the rainfall occurs in the rainy season - April to October, with the highest rainfall occurring in May and August. There is very little rainfall in January, February and March. Most districts in the inner 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) Month Year Source: Recorded Data at Tan Son Hoa Station, Humidity: Annual average humidity is 79.5%; average humidity is about 80% during the rainy season (maximum value is 100%) and 74.5% in dry season (minimum value is 20%); the average relative humidity for 12 months is shown in Table 5.4. Table 5.4: Average monthly Humidity in Ho Chi Minh City (%) Month (%) Average Year Source: Recorded Data at Tan Son Hoa Station, Wind: The two main annual wind directions are: west - southwest and north - northeast. The west -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 winds originate from the South China Sea in the dry season (November to February), average velocity of these winds is 2 to 4 m/s. There is also a south to southwest wind (March to May) with average velocities of 3 to 7 m/s. Geology, Soils and Topography 245. The geology of HCM City was formed under two geologic periods: Pleistocene and Holocene. a. Geology 246. The Pleistocene sediment: the ancient alluvial sediment that cover most of the northern, northwestern and north-eastern parts of the city, encompassing Cu Chi, Hoc Mon, northern Binh Chanh and Thu Duc districts, north and north-eastern District 9, and the old inner-city areas. Main characteristics of this sediment class are hilly terrain, with a depth range of three to 25 meters, and oscillation in the south- 102

103 eastern direction. Due to the combined effects of natural factors, including, climate, time and human activities, and erosion and decomposition, the sediment class has developed into grey soil. Grey soil makes up 45,000 hectares or 23.4% of the city s total soil area The Holocene sediment: is the new alluvial sediment of HCM City and has its origin in coastal areas, bays, riverbeds and alluvial plains. Specifically, alluvial soil makes up 15,100 hectares or 7.8% of the total area. The alluvial deposits form at the bottom part of the formation. This deposits exposed to the 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 this layer is between 3 m to 30 m. The coastal and bay (marine) deposits only occurs near the coastal area in the southeastern part of the city. The delta-marsh deposits extended further inland and also exist in the major river valleys where within the reach of tide. The sediments consists of mainly clay and silty clay with plant loam and peat. Further upstream along the rivers, alluvial deposits becomes the major sediments along the channels. However, the alluvial sediments also extend all the way to the shoreline at the bottom of this formation (Q21-2). The delta/coastal deposits occur at the middle part of the formation and thickening toward southeast direction. These sediments are exposed to the surface mainly in the middle parts of HCMC. This layer consists of sand, sandy and clayey silt with abundant fossils. The thickness of this layer ranges from 5 m to 40 m The marine sediments form the upper part of the formation at most of the places. The sediments are made up of mainly clay with abundant fossils and organic matter. Some sand lenses also occur in the layer. The thickness of the formation is about 15 m. near the coastal zone, the thickness of the Holocene sediments gradually increases from northwest to southeast. The total thickness ranges from a few meters up to 30 m. For sediments that occur in the river valleys or lowlands, the thickness is generally less than 10 m 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 hectares 250. MRT2 alignment. The surface geology along the MRT2 alignment consists of sediments of Late Pleistocene. The result of the geological investigation at the MRT2 location indicated that the upper fine-grain sediments has a thickness of about 5 m to 16 m (MVA Asia Limited, 2010). Most of the tunnel section will be in the middle Cu Chi Formation, which is the delta/coastal deposits consisting mainly sand and sandy silt. Based on the above information, the composition of the spoils should be mainly sand and sandy silt with a portion of clayey materials from the upper Cu Chi Formation 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 coastal area, in the major river valleys, and in the lowland areas. Thin and local area of Holocene deposits also occur along the tributaries, waterways, and lakes. Based on the geological map (MONRE, 2010b), the disposal site is covered by alluvial-marine deposits which consists of mainly sandy silt with a thickness of about 5 m to 8 m. 103

104 b. Soils 252. Alluvial soil: Formed in the highland terrain, which is as deep as meters, mainly in the southern Binh Chanh District, the eastern part of District 7, the northern Nha Be District. Alluvial soil is classified into two types: with high aluminum content or with a medium content. The high-aluminum type is mainly concentrated in the city s south-western area from Tam Tan-Thai My of Cu Chi District to the south-western part of Binh Chanh District. In the area, the soil is high in aluminum and has a ph of 2.3 to 3.0. The medium-aluminum soil is concentrated along the Saigon River, Tra Canal and in District 9. 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 Alkaline soil: This makes up the largest soil type in HCM City and it is mainly concentrated in Nha Be and Can Gio districts. There are two types of alkaline soil: seasonal alkaline soil and salt marsh. Seasonal alkaline soil covers 10,500 hectares of Nha Be and northern Can Gio districts. The soil is covered with salt water from December to June or July. The soil is rich and has a high content of humus and a ph of at deep layers Salt marsh soil: This accounts for 35,000 hectares of the majority of Can Gio District. The soil is heavy and dark grey. The soil has a high content of nutrients and a ph of The soil is suitable for developing mangrove forests There are two types of alkaline soil that have a weak base and therefore cause difficulties in infrastructure construction. c. Topography 256. The topography of HCMC is typical of the area north of the Mekong Delta: a flat landscape. 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 of the northwestern area encompassing northern Cu Chi, northeastern Thu Duc and District 9. This is a rolling terrain with an average height of meters above sea level (masl). Long Binh Hill in District 9 is the highest at 32 masl. The depression terrain lies in the southern-southwestern and southeastern part encompassing districts 9, 8, 7, Binh Chanh, Nha Be and Can Gio. The -height terrain lies in the middle of the city, 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 the MRT2 alignment is about 5-10 masl. The spoils disposal site is located at a lowland area (wetland) of surface elevation from slightly below sea level up to about 1 m. The disposal site is bordered by Chieu Canal to the north and east, and about 300 m to the south is the Nga Cay channel. The Hoa Binh CTR Company (solid waste treatment company) and CTRSH (household solid waste treatment) project area of CITENCO are located across Nga Cay channel to the south. Also to the south, that is, the area between the spoils disposal and Nga Cay channel is mainly made up of grass swampland. The Da Phuoc Cemetery is located about 500 m to the west of the spoils disposal site. There are no people residing within the disposal site, but there is a structure used as temporary accommodation of about 15 workers undertaking spoils disposal activities in the area. Only a few residential houses scatter around within 500 m radius of the spoils disposal site. There are residential areas along the roadside located to the west and to the south of the site. The nearest populated residential area is the one next to Highway 50, with a distance about 500 m from the site boundary. Hydrology 257. HCMC lies in the Mekong Delta and is bordered by two main river systems: Dong Nai and 104

105 Sai Gon Rivers. Dong Nai River originates in the Lang Biang Highland Region (Da Lat) and is fed by the La Nga River, and Be River, to create a basin area of about 45,000 km 2. Average flow rate of the river is m 3 /s, flood stage discharge is around m 3 /s. annually it provides 15 billion m 3 water and source. Sai Gon River headwaters are in Phum Daung, south-eastern Cambodia, and it flows south and south-southeast for about 200 km. In its lower reach it passes through Ho Chi Minh City on the east and forms an estuary at the head of Ganh Rai Bay, an outlying part of the Mekong delta. The Sai Gon is joined 29 km northeast of Ho Chi Minh City by the Dong Nai River, and the Ben Cat River. At Cho Lon, the former Chinese sector of Ho Chi Minh City, it is joined by two ship channels, Tau Hu and Te. Ten 16 km below Ho Chi Minh City is the oil harbor of Nha Be. Although HCMC lies 72 km from the mouth of the river, the port of Ho Chi Minh City is the most important in Southeast Asia and is navigable to ships with drafts of up to 9 m. There also numerous tributary rivers and canals Based on the distribution of rainfall in a year, the climate in this region can be divided into dry and wet seasons. The dry season starts from December/January to June/July, and wet season starts from July/August to November/December. In dry season, flow in river/channel is strongly affected by the ocean tide. Salty seawater can go deep inland. In wet season, upstream discharge and local rainfall raises the surface water level. Therefore, the magnitude of tidal effect and water salinity are reduced The MRT2 project viaduct crosses one canal (Tham Luong Canal) in accessing the Depot. The spoils disposal site in Da Phuoc commune is bordered to the south by Nga Cay channel and towards the east and north by Chieu Canal which discharges to the Can Giuoc River and eventually to the Soai Rap estuary 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 tidal effect throughout the year. At the river mouth, the magnitude of the tide of Bien Dong Sea can be as high as 4 m. The tidal effect damps toward inland. At the study area, the tidal amplitude reduces to about 3 m (Figure 5.2). The discharge from upstream does not seem to have much impact on the water level but a big local rainfall may significantly increase the level at the study area. Since the surrounding waterways are all connected to each other, the flow direction becomes very complicated because the back-and-forth flows caused by the tidal effect come from all direction through the inter-connected channels. 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). 105

106 Figure 5.1: Location of hydrological survey stations in the vicinity of the spoils disposal site 106

107 r 2 t r t P P Figure 5.2: Hourly water levels recorded at Da Phuoc site, Nha Be, and Phu An stations (6-9 January 2012) Water Quality a. Surface water (1) MRT2 alignment and vicinity 261. The construction and operation of MRT2 are not expected to adversely impact on Tham Luong Canal since a viaduct will be provided across this water course. Furthermore, no components of the said structure will be constructed within the canal. As such, additional water sampling in 2011 was not considered necessary since the primary data collected in 2007/8 would serve as a benchmark. Phase 2 of the project (not part of the current MRT2 scope) will extend the line across the Sai Gon River and early 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) 107

108 Tham Luong Canal (near National Road1) (W5) 262. Methods for monitoring of water quality, sampling, preserving and analyzing of water and wastewater samples were followed according to regulations in TCVN and ISO. Table 5.5: Surface Water Quality in the Project Area, 2007 Parameters W1 W2 W3 W4 W5 TCVN , No. Class B 1 Temperature ( o C) ph H L 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 (mg/l) 12 Coliform (MPN/100ml) H < 35 L H < 25 L H L H (Nitrate) L H L H KPH KPH KPH KPH KPH 0.,002 L <0.002 KPH KPH KPH KPH H L H L H > 2 L H 2.3E+4 2.4E+4 2.3E+7 7.0E+6 2.4E+5 1E+4 L 1.5E+4 2.4E+4 2.3E+7 2.3E+7 2.4E+6 Source: Monitored data reported by Ho Chi Minh City Environmental Protection Agency (HEPA), 2007 Key: H: High tide, L: Low- tide 263. 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. So samples were taken at two periods: high and low tide Based on the monitored data reported by HEPA from 2000 to 2007, the water quality is polluted with DO, oil, coliform and heavy metals. The cause is domestic and industrial wastewater. At low tide, without dilution, of pollutants levels are higher than at high water level by 1 to 2 times. The concentration of pollutants as a whole are rather high and exceed the permissible values in TCVN , class B. Water quality at monitoring points W2, W3, W4, and W5 at both high and low water levels are presented below: ph fluctuates from 6.63 to 7.21, and meets Vietnamese standard TCVN ; Heavy metal is almost lower than TCVN, except the monitoring point W5;

109 Total N and Total P meet TCVN ; Organic matters is 2 to 6 times higher compared with TCVN column B; Dissolved oxygen is rather low (DO<2), especially DO at monitoring point W4 is almost 0; The concentration of oil is higher than Vietnamese standard from 19 to 32 times; Coliform is 2.4 to 2,300 times higher compares with TCVN Only the water quality at W1 is rather good, except coliform In 2012, the monitored data for the same monitoring stations are as shown in Table 5.5a below: Table 5.5a: Surface Water Quality in the Project area (in the city canals) in 2012 No. Parameters W1 W2 W3 W4 W5 1 Temperature ( o C) TCVN , Class B 2 ph H L COD H < 35 (mg/l) L BOD H < 25 (mg/l) L SS H (mg/l) L Tôngr N H (Nitrate) (mg/l) L T ng P H (mg/l) L Hg H KPH KPH KPH KPH KPH 0.,002 (mg/l) L <0.002 KPH KPH KPH KPH 9 Pb H (mg/l) L Oil (mg/l) H L DO H > 2 (mg/l) L Coliform H 7.0E+4 7.8E+5 5.7E+5 6.0E+5 2.3E+6 1E+4 (MPN1100ml) L 8.1E+4 1.4E+6 1.9E+6 1.1E+6 2.7E+6 Source: Monitored data reported by HEPA, 2012 Key: H: High tide, L: Low tide DOI, TE cannals (branches of Sài Gòn river) (W1) TAU HU, BEN NGHE cannals (branches of Sài Gòn river) (W2) Tran Quang Dieu Bridge (Nhieu Loc canal) (W3) Ben Cat Vam Thuat Canal) (W4) Tham Luong canal (near National Highwau 1) (W5) 265. The GOV EIA contained monitoring data for surface water quality in the project area. Samples of surface water quality were taken at 3 locations. Depot area Tham Luong - site NM

110 Depot area Tham Luong site NM-02 Tham Luong bridge - NM-03 Table 5.6: Parameters and methods for surface water analysis No Factors Methods/Equipment 1 Turbidity Colourimetry 2 ph Hand held device 3 Dissolved oxygen (DO) Hand held device 4 Suspended solids (SS) TCVN 4560: Total dissolved solids (TDS) TCVN BOD5 TCVN 6001: COD TCVN 6491: Nitrite content (NO2 - ) TCVN Nitrate content (NO3 - ) TCVN ; TCVN : Ammonia content (NH4 + ) TCVN ; TCVN : Total N (nitrogen) TCVN Total P (phosphorous) TCVN Grease TCVN Copper (Cu) SMEWW 3113-Cu Lead (Pb) SMEWW 3113-Pb Cadmium (Cd) SMEWW 3113-Cd Zinc (Zn) SMEWW 3113-Zn-1995 Source GOV EIA (2008) 266. Frequency of sampling: 2 samples/1 location (1 sample in the morning from 08:00 to 12:00 and another one in the afternoon from 14:00 to 17:00). The results of laboratory analysis of surface water quality 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 Unit Measured results (average) TCVN Morning Afternoon Column B 1 Turbidity NTU ph DO mg/l

111 No Factors Unit Measured results (average) TCVN Morning Afternoon Column B 4 SS mg/l TDS mg/l BOD 5 mg/l <25 7 COD mg/l < NO 2 mg/l NO 3 mg/l NH 4 mg/l Total N mg/l Total P mg/l Grease mg/l Cu mg/l Pb mg/l trace trace Cd mg/l Zn mg/l Cr mg/l trace trace As mg/l none none Hg mg/l none none Coli form MPN/100ml

112 Table 5.8: Surface water quality at the depot site in Tham Luong (NM-02) No Factors Unit Measured results (average). TCVN Morning Afternoon Column B 1 Turbidity NTU ph DO mg/l SS mg/l TDS mg/l BOD 5 mg/l <25 7 COD mg/l < NO 2 mg/l NO 3 mg/l NH 4 mg/l Total N mg/l Total P mg/l Grease mg/l Cu mg/l Pb mg/l trace trace Cd mg/l Zn mg/l Cr mg/l trace trace As mg/l none none Hg mg/l none none Coliform MPN/100ml

113 Table 5.9: Surface water quality at Tham Luong Bridge (NM-03) No Factors Unit Measured results (average). TCVN Morning Afternoon Column B 1 Turbidity NTU ph DO mg/l SS mg/l TDS mg/l BOD 5 mg/l <25 7 COD mg/l < 35 8 NO 2- mg/l , NO 3 mg/l NH 4 mg/l Total N mg/l Total P mg/l Grease mg/l ,3 14 Cu mg/l Pb mg/l none none Cd mg/l 0,009 0, Zn mg/l 0,013 0, Cr mg/l trace trace As mg/l none none Hg mg/l none none Coliform MPN/100ml The concentration of all the pollutants are below the allowable values according to TCVN (column B) with the exception of Coliform, BOD COD and NO 2-113

114 (2) Spoils Disposal Site 268. Table 5.10 shows the location of surface water sampling stations in the vicinity of the spoils disposal site. Table 5.10: Location of surface water sampling stations in the vicinity of spoils disposal site (January 2012) Station Name Location Site Description NM1 10 o 106 o NM2 10 o 106 o NM3 10 o 106 o NM4 10 o 106 o Upper crossing at Rach Chieu Channel North of spoils disposal site Northeast of spoils disposal site Downstream of the confluence of R ch Chieu channel and Rach Cay channel 269. Surface water in the study area have relatively high salinity levels due to saline water intrusion along with high tide. Such condition has reached further upstream to the north of HCMC. Table 5.11 shows that the salinity of the surface water at the Nha Be Station (10 km southeast of the site) varies in different season. In general, the salinity is higher in dry season (February/March), and lower in the early wet season (June/July). This is because in the wet season, more fresh water (both from upstream and local rainfall) in the channel dilutes the saline water. The higher fresh water flow also limits the seawater intrusion along the river channel. In the past decade, the salinity of the surface water has increased significantly, which may be an indication of gradually increasing tidal effect Surface water samples collected from the project site shows that the salinity is about 6,500 to 7,000 mg/l (converted from salinity = EC 0.7) (Table 5.12). The number is about 1/2 to 2/3 of that measured at the Nha Be Station in the same season The characteristics of the surface water chemistry shows a clear signal of sea water intrusion with the proportion of the dissolved constituents similar to that of seawater. Table 5.11: Monthly maximum salinity of surface water at Nha Be station ( ) 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 date

115 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 date Note: bold values are peak salinity levels for the year 272. Table 5.12 are the results of the surface water quality sampling in the vicinity of the spoils disposal site. Findings show that QCVN standards for B1 surface water (for irrigation or other similar purposes) are met except for the following parameters: (i) DO concentrations at stations NM2, NM3 and NM4, which are below the mg/l standard (ii) nutrient concentrations expressed by the QCVN parameters NH 4+, NO 2-, and PO 4 3 in all stations (iii) dissolved ion concentrations expressed in Cl - and F - in all stations Table 5.12: Surface water quality in the vicinity of the disposal site (January 2012) Sampling sites No. Parameters Units NM1 NM2 NM3 NM4 QCVN 08:2008/ BTNMT* 1 ph DO mg/l > 4 3 EC µs/cm 9,740 9,830 9,220 9,520-4 Total alkalinity mg/l BOD5 mg/l COD mg/l COD(KMnO4) mg/l Total suspended solids (TSS) mg/l Na + mg/l 1,885 1,801 1,716 1, K + mg/l Ca 2+ mg/l 93,

116 No. Parameters Units Sampling sites NM1 NM2 NM3 NM4 QCVN 08:2008/ BTNMT* 12 Mg 2+ mg/l 220, Cl - mg/l 3,423 3,273 3,068 3, F - mg/l N-NH4 mg/l N-NO3 mg/l N-NO2 mg/l Total Fe mg/l PO4 3- mg/l SO4 2- mg/l As µg/l Cd µg/l Pb µg/l Cu µg/l Zn mg/l Ni µg/l Hg µg/l ND ND 1 28 Cr 6+ mg/l ND ND ND ND CN - µg/l Phenol µg/l ND ND ND Total oil mg/l Total coliform MPN/100ml 430 4,600 2,400 2,400 7, E. coli MPN/100ml *standard for B1 surface water = for irrigation or similar purposes ND= none detectable, bold values did not meet QCVN standards b. Groundwater (1) Aquifers 273. HCMC has five aquifers dating from the geologic sequence in which they were formed. These 116

117 are: (i) Holocene, (ii) Pleistocene, (iii) Upper Pliocene, (iv)lower Pliocene and; (v) Mesozoic Holocene. This aquifer contains sediments from different sources (rivers, sea and swamps) and can be found in Can Gio, Binh Chanh districts and in low parts of Cu Chi, Hoc Mon, Thu Duc districts and along rivers or canals. The static water levels fluctuate from 0.5 to 2.15 m or even at the ground level. This is an unconfined aquifer with a shallow water level. The sources of recharge are mainly rainwater, surface water from canals In general, The Holocene aquifer has very weak capacity for water retention and poor water quality so it is not exploited as domestic water supply. It is not situated in the project area (the inner districts) Pleistocene. Pleistocene aquifer occurs widely under HCMC area and is exposed in the city center and Tan Binh, districts 2, 12, Thu Duc, Hoc Mon, Cu Chi. In the other areas, it is covered directly by the Holocene aquifer. It is the shallowest aquifer in the inner city where the Metro Line 2 Project will be constructed. Thus, it could be affected by the project 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 layer ranges 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 m and flow rate of 5 l/s There are two areas with different water levels in this aquifer. The water levels of the first area include: Can Goo, Cu Chi, West and South of Binh Chanh, a part of Hoc Mon and Thu Duc Districts and the range is from 0.0 m to 15.7 m. In the second area includes the inner districts of Binh Chanh and Nha Be and the static water levels range from 0.0 m to 6.95 m The ground water flow for this aquifer is northeast - south-west and north - south. The main sources of recharge are rainwater, Dong canal, Sai Gon River, small ditches and underground flows from the north and northeast of the city (Cu Chi, Hoc Mon) with the velocity of 2.93 x10-3m/day. The discharge area is in the south and southwest of the city The Pleistocene aquifer has a good hydraulic relationship with the Upper Pliocene lying right below because there is a weak impermeable layer with the soil composition of clay silt, silt, sandy silt, fine sand In general, The Pleistocene aquifer provides a wide and large distribution of fresh water and it provides large scale and individual requirements. Because it is a shallow aquifer and recharged by rainwater and surface water (Sai Gon river), the Groundwater Planning and Exploitation Report (Division No.8, 20023) proposed to build a large- scale exploitation plant near the Sai Gon river where the aquifer is recharged Upper Pliocene. The upper Pliocene aquifer is not exposed at the surface. It also occurs widely under the whole city. The upper Pliocene aquifer is below the Pleistocene aquifer and above the 117

118 lower Pliocene aquifer. Although, this aquifer will not be directly impacted by the project, it can be affected in terms of a reduction in percolation from Pleistocene aquifer. The upper Pliocene aquifer has 2 layers: impermeable and aquifer Impermeable layer: The depth from ground surface to this layer ranges from 8 m to 95 m and the depth tends to increase from northeast to southwest. The depth of this impermeable layer in southwest Cu Chi, Thu Duc, Hoc Mon, Can Gio and the inner districts is around m. The common thickness of this layer is from 5 to 10 m Aquifer/Water containing layer: The thickness of this layer is from 20 m to 138 m, increasing from northeast to southwest. The common thickness ranges from 40 m to 80 m in the city There are two different water levels in this aquifer. The static water levels of the first area included Can Gio, Cu Chi, West and South of Binh Chanh, a part of Hoc Mon and Thu Duc Districts range from 0.0 m to 8.0 m. In the second, inner districts: (included the project area), Binh Chanh and Nha Be districts, the static water levels range from 0.0 m to 25 m 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 The main sources of water that provide recharge for this aquifer are rainwater in Binh Duong Dong Nai Provinces where the aquifer is exposed to the ground and percolation from the upper aquifer (Pleistocene) The above characteristics indicate that this aquifer has substantial capacity to satisfy medium to large scale exploitation demands Lower Pliocene. The lower Pliocene aquifer is not exposed at the surface. It occurs widely in the city area but disappears in District 2 and Thu Duc district. The lower Pliocene aquifer is directly covered by the upper Pliocene aquifer and lies above the Mesozoic aquifer. The lower Pliocene aquifer includes 2 layers: impermeable layer and aquifer 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 The water levels ranges from 7.6 to 142 m and tends to increase from northeast to southwest. A level of m occurs in the inner districts of HCMC (the project area) There are two areas with different water levels in this aquifer. The water levels of the first area includes: Can Goo, Cu Chi, West and South of Binh Chanh, a part of Hoc Mon and Thu Duc Districts with a range from 0.0 m to 3.0 m. The second area includes the inner districts (within the project area) where the static water levels range from 0.0 m to 25 m The general direction of ground water flow in this aquifer is northeast - southwest and north - south. The Lower Pliocene has a good hydraulic relationship with the Upper Pliocene because there is a weak impermeable layer between them. The main recharge source of this aquifer is percolation from the upper aquifer (upper Pliocene) Mesozoic. This aquifer is widely distributed in the city and exposed to the ground surface in Long Binh ward, Thu Duc district. The Mesozoic is covered directly by the lower Pliocene. This aquifer has not yet been studied, but the water containing capacity is known to be very limited. 118

119 295. Among these five aquifers, there are only three exploitable ones with high water reserve potential: Pleistocene Upper Pliocene Lower Pliocene 296. 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 alignment 297. Groundwater quality sampling and analysis along the MRT2 route was conducted in Most of samples were taken from shallow wells with the average depth of m. Analyzed results of ground water quality within project area are shown in Table 5.14 through Tables 5.14e. Sampling results show that for most parameters, the quality meets the applicable standards (unless noted in Table 5.14b. There were 10 water samples taken from the following wells: GW1: Sagel company, ward 9, Phu Nhuan Dist GW2: Sagel company, ward 9, Phu Nhuan Dist GW3: 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. 11 GW7: Bau Cat park, Tan Binh Dist GW8: Dong Hung Thuan ward, Dist.12 GW9: Tan Chanh Hiep ward, Dist.12 GW10: Tan Chanh Hiep ward, Dist

120 Table 5.14: Results of groundwater quality monitoring (HEPA 2007) (Source: MVA EIA 2008) Note: KPH=not detected) 120

121 Table 5.14a Results of groundwater quality monitoring (HEPA 2014) No Parameters GW1 GW2 GW3 GW4 GW5 GW6 GW7 GW8 GW9 GW10 QCVN 09:2008/BTNMT Layers Pleistocene Pliocene upper Pliocene under Pleistocene Pliocene upper Pliocene under Pleistocene Pleistocene Pleistocene Pliocene under 1 ph , TDS Hardness NO 3-, mg/l SO 4 2-, mg/l Fe, ppm Zn, ppm Cu, ppm KPH KPH KPH KPH Pb, ppm KPH KPH KPH KPH KPH Cd ppm KPH KPH KPH KPH KPH KPH KPH Mn, ppm KPH KPH KPH KPH Cr, ppm KPH KPH KPH KPH KPH KPH KPH KPH KPH KPH As, ppm KPH KPH KPH KPH KPH KPH KPH KPH CN -, ppm KPH KPH KPH KPH KPH KPH KPH KPH KPH KPH Coliform, MPN/100ml < , ,

122 16 Fecal Coliform, MPN/100ml ,937 <3 0 6, KPH (not detected) Source: HEPA, 2014 GW1: Sagel company, ward 9, Phu Nhuan Dist GW2: Sagel company, ward 9, Phu Nhuan Dist GW3: 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. 11 GW7: Bau Cat park, Tan Binh Dist GW8: Dong Hung Thuan ward, Dist.12 GW9: Tan Chanh Hiep ward, Dist.12 GW10: Tan Chanh Hiep ward, Dist

123 Table 5.14b. Results of groundwater quality monitoring (HEPA 2013) No Parameters GW1 GW2 GW3 GW4 GW5 GW6 GW7 GW8 GW9 GW10 QCVN 09:2008/BTNMT Pleistocene Layers Pleistocene Pliocene upper Pliocene under Pliocene upper Pliocene under Pleistocene Pleistocene Pleistocene Pliocene under 1 ph TDS Hardness, mg CaCO 3/l NO 3-, mg/l SO 4, mg/l Fe, ppm Zn, ppm Cu, ppm Pb, ppm Cd, ppm Mn,ppm Cr, ppm As, ppm CN -, ppm

124 15 Coliform, MPN/100ml 16 Fecal Coliform, MPN/100ml KPH (not detected) Source: HEPA, 2013 GW1: Sagel company, ward 9, Phu Nhuan Dist GW2: Sagel company, ward 9, Phu Nhuan Dist GW3: 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. 11 GW7: Bau Cat park, Tan Binh Dist GW8: Dong Hung Thuan ward, Dist.12 GW9: Tan Chanh Hiep ward, Dist.12 GW10: Tan Chanh Hiep ward, Dist.12 Most of parameters of pleistocene and pliocene upper and under layers attained QCVN excluding the microorganism. Compared with 2012 the organic and micro organism pollution is increased. 124

125 Table 5.14c. Results of groundwater quality monitoring (HEPA 2012) No Parameters GW1 GW2 GW3 GW4 GW5 GW6 GW7 GW8 GW9 GW10 QCVN 09:2008/BTNMT Layers Pleistocene Pliocene upper Pliocene under Pleistocene Pliocene upper Pliocene under Pleistocene Pleistocene Pleistocene Pliocene under 1 ph TDS Hardness NO 3-, mg/l SO 4 2-, mg/l Fe, ppm Zn, ppm Cu, ppm Pb, ppm Cd ppm Mn, ppm Cr, ppm As, ppm CN -, ppm Coliform, MPN/100ml

126 16 Fecal Coliform, MPN/100ml KPH (not detected) Source: HEPA, 2012 GW1: Sagel company, ward 9, Phu Nhuan Dist (no data) GW2: Sagel company, ward 9, Phu Nhuan Dist (no data) GW3: Sagel company, ward 9, Phu Nhuan Dist (no data) GW4: Phu Tho race-track, Dist. 11 GW5: Phu Tho race-track, Dist. 11 GW6: Phu Tho race-track, Dist. 11 GW7: Bau Cat park, Tan Binh Dist GW8: Dong Hung Thuan ward, Dist.12 GW9: Tan Chanh Hiep ward, Dist.12 GW10: Tan Chanh Hiep ward, Dist

127 Table 5.14d. Results of groundwater quality monitoring (HEPA 2011) No Parameters GW1 GW2 GW3 GW4 GW5 GW6 GW7 GW8 GW9 GW10 QCVN 09:2008/BTNMT Layers Pleistocene Pliocene upper Pliocene under Pleistocene Pliocene upper Pliocene under Pleistocene Pleistocene Pleistocene Pliocene under 1 ph , TDS Hardness NO 3-, mg/l SO 4 2-, mg/l Fe, ppm Zn, ppm Cu, ppm Pb, ppm Cd ppm Mn, ppm Cr, ppm As, ppm CN -, ppm Coliform, MPN/100ml ,882 61,

128 16 Fecal Coliform, MPN/100ml , KPH (not detected) Source: HEPA, 2011 GW1: Tan Son Nhat, Phu Nhuan Dist GW2: Tan Son Nhat, Phu Nhuan Dist GW3: Tan Son Nhat, Phu Nhuan Dist GW4: Phu Tho race-track, Dist. 11 GW5: Phu Tho race-track, Dist. 11 GW6: Phu Tho race-track, Dist. 11 GW7: Bau Cat park, Tan Binh Dist GW8: Dong Hung Thuan ward, Dist.12 GW9: Tan Chanh Hiep ward, Dist.12 GW10: Tan Chanh Hiep ward, Dist

129 Table 5.14e. Results of groundwater quality monitoring (HEPA 2010) No Parameters GW1 GW2 GW3 GW4 GW5 GW6 GW7 GW8 GW9 GW10 QCVN 09:2008/BTNMT Layers Pleistocene Pliocene upper Pliocene under Pleistocene Pliocene upper Pliocene under Pleistocene Pleistocene Pleistocene Pliocene under 1 ph TDS Hardness NO 3-, mg/l SO 4 2-, mg/l Fe, ppm Zn, ppm Cu, ppm Pb, ppm Cd ppm Mn, ppm Cr, ppm As, ppm CN -, ppm Coliform, MPN/100ml

130 16 Fecal Coliform, MPN/100ml KPH (not detected) Source: HEPA, 2010 GW1: Tan Son Nhat, Phu Nhuan Dist GW2: Tan Son Nhat, Phu Nhuan Dist GW3: Tan Son Nhat, Phu Nhuan Dist GW4: Phu Tho race-track, Dist. 11 GW5: Phu Tho race-track, Dist. 11 GW6: Phu Tho race-track, Dist. 11 GW7: Bau Cat park, Tan Binh Dist GW8: Dong Hung Thuan ward, Dist.12 GW9: Tan Chanh Hiep ward, Dist.12 GW10: Tan Chanh Hiep ward, Dist

131 298. The 2011 groundwater sampling program identified the wells along the alignment (Appendix 2). Results of laboratory analysis are shown in Tables 5.15 and Groundwater quality meets the QCVN standards 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 QCVN 09:2008/BTNMT Coordinate E Coordinate N Aquifer taped m Q1 3 Q1 3 Q1 3 Q1 3 Q1 3 o Temperature C ph Electrical conductivity µs/cm NO3 - as N mg/l Total organic mg/l compounds Pb mg/l Cd mg/l <0.001 <0.001 <0.001 <0.001 < Fe mg/l Mn mg/l As mg/l <0.001 <0.001 <0.001 <0.001 < Cl mg/l SO4 2- mg/l Na mg/l K mg/l < Ca mg/l Mg mg/l Ag mg/l < <0.001 <0.001 <0.001 <

132 Table 5.16: Results of groundwater quality sampling (26 May 2011) Well No. Unit GW1 GW2 GW3 GW4 GW5 QCVN 09:2008/BTNMT Coordinate E Coordinate N Screen Interval m Q1 3 Q1 3 Q1 3 Q1 3 Q1 3 o Temperature C ph Electrical conductivity ns/cm NO3 - as N mg/l Total organic mg/l compounds Pb mg/l Cd mg/l <0.001 <0.001 <0.001 <0.001 < Fe mg/l Mn mg/l As mg/l <0.001 <0.001 <0.001 <0.001 < Cl mg/l SO4 2- mg/l Na mg/l K mg/l Ca mg/l Mg mg/l Ag mg/l < <0.001 <0.001 <0.001 < (3) Groundwater Quality at the Spoils Disposal Site 299. A strong interaction between the surface and ground water generally occurs in wetland areas. Basically, the groundwater is very close to the land surface in such area. The surface water level strongly reflects the location of the groundwater table of the nearby shallow aquifer. The spoils disposal site in Da Phuoc commune is in a lowland area where there is no significant land relief to drive the 132

133 surface/ground water interaction to go down deep. Therefore, all the interactions will be limited to shallow depth. The maximum daily tidal fluctuation is about 3 m near the site. The fluctuation will cause frequent exchange of surface water and the nearby shallow groundwater The site investigation conducted in January 2012 indicates that all the wells located near the site have depths of more than 200 m (Table 5.17). This suggests that the shallow groundwater quality is of poor quality for human consumption. It is also possible that the shallow aquifer has marine or coastal deposits that contain residual saline water such that it is not potable. Table 5.17: Location of groundwater quality sampling stations within and in the vicinity of spoils disposal site (January 2012) Station Name Location Depth of Well Site Description NN1 10 o 106 o NN2 10 o NN3 NN4 106 o 10 o 106 o 10 o 106 o 220 Home No. A16/488, hamlet 1, Phong Phu Commune 250 Home No. A16/482C 220 Home No. A10/ Home No. A9/ The results of groundwater quality sampling indicates that the deep aquifer in the study area is fairly fresh and is not affected by the salty surface water (Table 5.18). Figure 5.3 shows the sampling station locations with reference to the spoils disposal site. The difference between the groundwater and surface water qualities depicts that the deep fresh water aquifer is confined and isolated from the shallow saline aquifer Findings show that QCVN standards for groundwater quality are met except for the following parameters: (i) Iron (Fe) at station NN4 (ii) Manganese (Mn) levels at all stations (iii) total coliform at stations NN1 and NN2 Table 5.18: Groundwater quality within and in the vicinity of the spoils disposal site (January 2012) Sampling sites QCVN No. Parameters Units 09:2008/BT NN1 NN2 NN3 NN4 NMT 1 ph DO mg/l EC µs/cm

134 No. Parameters Units Sampling sites NN1 NN2 NN3 NN4 QCVN 09:2008/BT NMT 4 Total alkalinity mg/l Hardness as CaCO3 mg/ l COD mg/l 4 2 ND 3-7 COD(KMnO4) mg/l ND ND ND ND 4 8 TSS mg/l ,500 9 Na + mg/l K + mg/l Ca 2+ mg/l Mg 2+ mg/l Cl - mg/l F - mg/l N-NH4 mg/l N-NO3 mg/l N-NO2 mg/l Total Fe mg/l SO4 2- mg/l As µg/l Cd µg/l Pb µg/l Cu µg/l , Zn mg/l Mn mg/l Hg µg/l ND ND ND ND 1 27 Cr 6+ mg/l 0.02 ND ND ND

135

136 c. Flooding 303. Minor flooding events are common in HCMC after heavy rain events. Flooding is caused by the low elevation of the land, poor drainage and storm water infrastructure, which becomes overloaded in rain events greater than 100 mm/hr. The changing land use patterns (extensive urban development), has resulted in the loss of many low-lying undeveloped areas that previously formed retarding basins or flood channels. Minor and localized flood events occur throughout the rainy season The Project area is situated amid a highly dense urban area characterized by large areas of impermeable landscape. Impermeable landscapes combined with extreme daily or weekly rainfall have 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 water may 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 aspects of the metro technology Flooding, when, it occurs is particularly severe in newly developed parts of District 6, 11, and Tan Binh. The MRT 2 alignment is not located in District 6 or 11, but is in Tan Binh District. Two underground stations (Ba Queo and Pham Van Bach), the transition and the elevated section to Tan Binh station are in the district. Based on letter No. 383 /TTCN-QLTN issued to MAUR by the Steering Center of the Urban Flood Control Program of HCMC, none of the sections of the MRT2 alignment are located in areas inundated due to rains and tides. Nonetheless, flood protection measures have been designed for the transition section and tunnel entrance. These measures are specified in Chapter VI. C. Ecological Resources MRT2 alignment 306. The MRT2 project alignment is located entirely within developed urban areas, thus natural animal and vegetation resources are fairly insignificant. Trees (arboricultural resources) planted in urban parks or in the roadway and median constitute the only biological resources. The project area includes some typical urban tree and shrub species. These are found mostly within the three parks along the alignment: 23 rd September Park, Tao Dan Park and Le Thi Rieng Park. There are trees planted in the sidewalk along the sides of Cach Mang Tang and Truong Chinh streets. On the northern section of Truong Chinh Street there are trees and shrubs within the road median. Construction of the stations will require the removal of a number of these trees, but can be replaced following construction. Spoils disposal site a. Sampling Methodology 307. The following sampling methodology were used to identify flora and fauna species and other relevant parameters during the December 2011field surveys at the spoils disposal site Vegetation Surveys. Surveys were undertaken to identify the common and dominant plant species in each habitat type found within the spoils disposal site, as well as to identify the presence of any protected or rare plant species. Representative areas of identified habitats within the study area were 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 identified and their relative abundance recorded in five nominal scales, namely; very common, common, frequent, 136

137 uncommon, and sparse. The reference used for bird identification is the Field Guide to the Birds of Thailand and Southeast Asia (Robson, 2008). Presence of rare species was confirmed using the Red Databook of Vietnam (RDBVN, 2007), Decree 32 signed by Vietnamese Government (2006), and IUCN Red Data Book (2010) Avifauna Surveys. The study area was surveyed on foot to record bird species. Baseline surveys 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 birds seen 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 8x binoculars and photographic records were taken where possible. Bird species encountered outside counting points but within the study area were also recorded to produce a complete species list Herpetofauna surveys. Herpetofauna surveys were conducted through direct observation and active searching in potential hiding places such as among leaf litter, inside holes, and under logs within the survey area. Dip-netting was used to survey tadpoles in aquatic habitats such as ponds and waterways. No quantification of abundance of herpetofauna in the survey area was made due to the secretive nature of these fauna. The aim of the survey is to produce a species list in the study area through active searching. During the surveys, all reptiles and amphibians sighted and heard were recorded. 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 by Bourret (1936) and Campden Main (1970), and for lizards, Cox et. al (1998) Mammal surveys. The mammal surveys were conducted at each habitat type through active searching. 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. Identification of wild mammals follows Van Peenan (1969) and Corbet & Hill (1992). Identification based on footprints and tracks follows Van Strien (1993). Scientific names of mammals followed Wilson and Reeder (1993). b. Results of Flora and Fauna Surveys 312. As shown in Figure 5.4 and Table 5.19, the existing habitats and vegetation at the 40-hectare spoils disposal site are dominated by grass swampland operation of the area as spoils disposal area, the land was utilized as paddy fields and aquaculture ponds. Figure 5.5 shows that the dominant land uses in the vicinity of the spoils disposal site are paddy fields and aquaculture ponds. The next sections provide the dominant species of flora and fauna observed at the spoils disposal site during the December 2011 field survey. The full list of recorded species are provided in Appendix 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 of flora species, which are from the Dicotyledonae class, are mostly grasses (58 species), followed by trees (17 species), shrubs (13 species), climbers (15 species), ferns (7 species), semi-aquatic (14 species) and aquatic plants (6 species). The various species observed in the disposal site are either moderately common, common or very common in Vietnam. A total of 27 bird species, 15 herpetological species and 7 mammalian species were recorded in the spoils disposal site. All recorded fauna are commonly found in Viet Nam. None of the flora and fauna species is included in the Red Databook of Vietnam (2007), and IUCN Red List of Threatened Species (IUCN, 2010). 137

138 Table 5.19: Estimated area of habitat types and land uses at the disposal site Habitat Type/Land Use Area (ha) Percent (%) Channel Corridors Wood Swampland Grass Swampland Former Residential Land Mud Flats Water Surface (branch of Rach Chieu channel) Total

139 Figure 5.4: Types of habitats at the spoils disposal site 139

140 140

141 F i g u r e _. T y p Figure 5.5: Types of habitats surrounding the spoils disposal site 141

142 314. Grass Swamplands. The existing spoils disposal site of UDC is dominated by grass swampland (Figure 5.4) which accounts for almost 81% or more than 32 ha of the 40 ha spoils disposal site. 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 of secondary grass swamplands. Since much of the area is now covered with excavated soil from various developments/projects in HCMC, many of these swamp grass species are gradually being replaced by terrestrial 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 (Lonchura punctulata). Figure 5.6: Grass swamplands at the spoils disposal site Figure 5.7: Terrestrial grass species thriving at the spoil-covered areas at the disposal site 315. Channel corridors. These habitats are located along Rach Chieu channel (Figure 5.8). Total length of habitats is about 1 km, and the width is about 10 m 20 m. The dominant associations in these corridors are nipa palm (Nypa fruticans), mangrove apple (Sonneratia caseolaris), the flowering plant (Aglaodorum griffithii), and climber Derris trifoliata which belong to brackish water ecosystem. Fauna species at these habitats include little egret (Egretta garzetta), yellow bittern (Ixobrychus sinensis), intermediate egret (Mesophoyx intermedia), Chinese pond heron (Ardeola bacchus), and greater coucal or 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 (Ranna cancrivora). The fish Periophthalmus schlosseri (mudskipper) is also commonly found on mud flats 142

143 along channels. Figure 5.8: Channel corridor at the spoils disposal site 316. Wood Swamplands. These habitats (Figure 5.9), found north of the spoils disposal site, are the remnants of the natural swampland after UDC started utilizing the area for spoils disposal. The dominant species are Sonneratia caseolaris (mangrove apple) and nipa palms. Density of Sonneratia varies from trees per hectare, diameter-at-breast height varies from 10 cm to 30 cm, some are over 40 cm, and 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 ecosystem associated 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 the common birds found in the area include little egret (Egretta garzetta), Chinese pond heron (Ardeola bacchus), and greater coucal (Centropus sinensis). Figure 5.9: Wood swamplands at the spoils disposal site c. Aquatic organisms 317. Table 5.20 and Figure 5.3 show the location of the sampling stations for aquatic organisms in the vicinity of the spoils disposal site. 143

144 Table 5.20: Location of sampling stations for aquatic organisms (plankton and benthos) in the vicinity of spoils disposal site (January 2012) Station Name Location Site Description VS1 10 o 106 o VS2 10 o 106 o VS3 10 o 106 o VS4 10 o 106 o VS5 10 o 106 o VS6 10 o 106 o Upper crossing at Rach Chieu Channel North of spoils disposal site Northeast of spoils disposal site Downstream of the confluence of R ch Chieu channel and Rach Cay channel 500 m downstream of VS4 Confluence of R ch Chieu channel and Can Giuoc river (1) Sampling Methodology 318. Phytoplankton. Using a conical net with a, 10 liters of water were filtered from the surface of the river/channel. All samples were stored in plastic bottles and fixed with formalin solution. The Sedge-wick Rafter method (Sournia, 1978) was used to determine phytoplankton density Zooplankton. Using a conical net a mesh size of 40 µm, 10 liters of water were filtered from the surface 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 Benthic macro-invertebrates. Samples were collected at each site using a trail tool called Petersen dredge with an area of 0.1 m 2 for each sample. All sediment materials were screened and benthic 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 Fishery resources. Fish eggs and larvae were collected with a hand-net having a mesh size of 150 µm. The net was used to filter 1 m 3 of water. All samples were stored in plastic bottles and fixed with formalin solution. Interviews and field observations were also conducted to record fish species found in the area. were recorded and identified. (2) Species Composition 322. Table 5.21 presents the species composition of the phytoplankton (microscopic flora), zooplankton (microscopic fauna) and benthic macro-invertebrates (bottom-dwelling animals that lack an internal skeleton such as clams, snails, etc.) Phytoplankton. The estuary and marine species include Melosira sulcata, Coscinodiscus lacustris, Cyclotella meneghiniana, Licmophora abbreviata, Gyrosigma littorale, Amphora sp., and Nitzschia lorenziana. The species commonly found in acid sulfate water include Phormidium tenue, Eunotia robusta, Eunotia tautoniensis, Navicula palpebralis, Pinnularia divergens, Pinnularia viridis, 144

145 Coelastrum cubicum, Coelastrum microporum, Dictyosphaerium pulchellum, Closterium acutum, Staurastrum bigibbum, Staurastrum natator, and Peridium cinctum. Also found in the area are indicators of rich nutrient water and organic pollution such species of cyanophyta and euglenophyta as well as species of bacillariophyceae such as Melosira granulata, Melosira sulcata, Cyclotella meneghiniana, Nitzschia acicularis, Nitzschia lorenziana, Nitzschia palea, and species of Chlorophyta such as Pleodorina sp., Eudorina elegans, Pediastrum duplex, Pediastrum biradianum, Scenedesmus acuminatus, Scenedesmus quadricauda, and Scenedesmus perforatus 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, and Mesocyclops leuckarti. The species Ectocyclops phaleratus is typical for acid sulfate water. Species found in the area that are indicators of rich nutrient water and organic pollution in mesosaprobic level (moderately oxygenated) include Brachionus calyciflorus, Brachionus plicatilis (Rotatoria), Acartia clausi, Oithona similis, and Mesocyclops leuckarti (Copepoda) 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, Prionospio sp., Maldane sarsi, Bispira polymorpha and Sanguinolaria sp. The recorded species that are indicators of rich nutrient water and organic pollution include Prionospio sp., Maldane sarsi, Bispira polymorpha and Melanoides tuberculatus. In which, two polychate species Prionospio sp. and Bispira polymorpha -mesosaprobic (characterized by vigorous oxidation processes) to polysaprobic (heavy pollution with sewage or other organic materials) 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 HCMC normally occurs from April to September. Based on field findings, fish species found in the channels in the vicinity of the spoils disposal site are common in Viet Nam and of low commercial value such as banded Asian leaffish (Pristolepis fasciata), threadfin (Polynemus sp.), catfish (Bagroides sp. and Arius truncatus). 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 in the locality are Metapenaeus ensis, Metapenaeus lysianassa, Macrobrachium equidens, and Macrobrachium mirabile. The most dominant of which is Macrobrachium mirabile, a small-sized species of lower commercial value compared to the other species in the area. 145

146 Table Species composition of aquatic organisms in the project area Phytoplankton No. species % Phylum Cyanophyta Phylum Chrysophyta Phylum Chlorophyta Phylum Euglenophyta Phylum Dinophyta Total species Zooplankton Phylum Rotatoria Class Copepoda Larvae Total species Benthic Macro-invertebrates Class Polychaeta Class Gastropoda Class Bivalvia Total species (3) Density and Dominant Species 327. The density and dominant species for the different types of organisms sampled 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 Brachionus calyciflorus. (iii) Benthic macro-invertebrates: Density ranged from 310 (VS1) to 910 individuals x m 2 (VS6). The species Bispira polymorpha was dominant in all 146

147 sites (4) Biodiversity Index (Shannon Diversity Index) 328. The study sites exhibited rather low biodiversity. The diversity index values are as follows: D. Air Quality (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 0.80 (VS1) to 1.14 (VS2 Common Air Contaminants (CAC) 329. The CACs (common air contaminants) that are created and emitted by motor vehicles and regulated under GOV guidelines and are relevant to this study are: CO, PM, NO 2, and SO 2. a. Carbon Monoxide 330. Carbon monoxide is produced by incomplete combustion of fossil fuels. It is the most widely distributed 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 and fainting. Exposure to high CO concentrations can decrease the ability of the blood to carry oxygen and can lead to respiratory failure and death. b. Particulate Matter 331. Particulate matter is often defined in terms of size fractions. Suspended particulate matter less than or equal to 10 microns in diameter is referred to as PM10, and particulate matter less than or equal to 2.5 microns in diameter is referred to as PM2.5. Exposure to particulate matter aggravates a number of respiratory illnesses and may 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). c. Nitrogen dioxide 332. Nitrogen dioxide is produced when fossil fuels are burned at high temperatures. NO 2 can also combine with other air contaminants to form fine particulates, which can reduce visibility. It can be further oxidized to form nitric acid, a component of acid rain. NO 2 also plays a major role in the secondary formation 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 lower resistance to respiratory infection, especially for people with pre-existing asthma and bronchitis. d. Sulphur dioxide 333. Sulphur dioxide is produced primarily by the combustion of fossil fuels containing sulphur. SO 2 reacts in the atmosphere to form sulphuric acid, a major contributor to acid rain, and particulate sulphates, which can reduce visibility. SO 2 is irritating to the lungs and is frequently described as smelling of burning matches. 147

148 t t r r Baseline Air Quality Setting for HCMC 334. The baseline air quality setting is usually assessed using existing air quality and wind climate information. This includes a review of regional meteorological and ambient air quality monitoring data, as well as inventories of emissions from existing sources within the study areas 335. The HCMC Environmental Status Report (2006) by DONRE provided the annual average concentrations of PM10 (particulate matter less than or equal to 10 microns) from 2000 to 2003 collected from the automatic air quality monitoring stations located in residential regions and along traffic roads. Note that during the said sampling periods, there were no applicable TCVN standards for PM10. In 2009, however, QCVN 05:2009/BTNMT (which superseded the TCVN) has included PM10 as one of the parameters with an annual average prescribed limit of 50 µg/m 3. This standard is exceeded by the annual PM10 concentrations from 2000 to 200 (Figure 5.10). P Figure 5.10: Annual Average PM10 Concentrations in HCMC (Source: Mehta, 2006) compared to the QCVN 05:2009/BTNMT 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. Diesel powered vehicles are the major source of SO2 in urban areas Nitrogen oxides (NOx) are usually found at levels below TCVN criteria in urban areas. Elevated levels, however, are increasingly observed at major urban intersections. 148

149 338. Carbon monoxide (CO) levels commonly exceed TCVN standards at major intersections in urban areas and along major thoroughfares, but are generally within standards in other areas Soil from construction activities and road surfaces are the major sources of total suspended particulates (TSP) Table 5.22 shows air pollution data measured from a number of monitoring stations operated by HCMC 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. 149

150 Table 5.22: Concentration of air pollutants at major road junctions in Ho Chi Minh City , 2010, 2011, 2012, 2013, 2014 Parameters Locations The concentration of the air pollutants from 2000 to 2014 TCVN TSP (mg/m 3 ) CO (mg/m 3 ) Pb (µg/m 3 ) Hàng Xanh DTH-DBP Phú Lâm Gò V p ng NVL-HTP X Hàng Xanh DTH-DBP Phú Lâm Gò V p NVL-HTP X Hàng Xanh DTH-DBP Phú Lâm (0.14) 30 (không qui nh) - 150

151 Parameters Locations The concentration of the air pollutants from 2000 to 2014 TCVN Gò V p Nút giao NVL-HTP Hàng Xanh NO2 (mg/m 3 ) DTH-DBP Phú Lâm Gò V p NVL-HTP (0.04) Hàng Xanh DTH-DBP Noise (db) Phú Lâm =

152 Parameters Locations Gò V p NVL-HTP The concentration of the air pollutants from 2000 to 2014 TCVN Source: HEPA, 2007, 2010, 2011, 2012, 2013, Hang xanh = Hang Xanh Crossroad - DTH DBP = DTH-DBP Crossroad - Phú Lâm = Phu Lam Crossroad - - Gò V p = Go Vap Crossroad - NVL HTP = NVL-HTP Crossroad The monitored noise results in 2010 is from 68 87dB, 99% of them are not attained (QCVN 26:2010/BTNMT: noise level 70dB) Noise monitoring results were in 2010 from db, 99% of monitored data were not attained QCVN (VN Standards). In 6 monitoring stations, An Suong station (AS) the noise monitoring levl was always higher than the allowable level (QCVN 26:2010/BTNMT: noise level 70dB) 152

153 341. The data shows concentration of TSP is 1.5 to 2.7 times higher than the GOV standards and that CO and NO 2, although within the permissible limits, have been increasing over the past five years. Air Quality in the Project Area a. Sampling Locations 342. The GOV EIA study included air quality, noise and vibration sampling in 2008 following the GOV protocols based on TCVN standards. There were 15 sampling sites along the alignment (Table 5.23). The sampling points were located in the vicinity of the proposed MRT station sites MVA consultants also conducted air quality, noise and vibration monitoring following TCVN standards. The MVA EIA sampled at 5 air quality sites (one of which, An Suong is scheduled in Phase 2 of the MRT2) and 22 noise sites (4 are in Phase 2) and 12 vibration sites (see Table 4.15). The sampling results for the GOV EIA (2008) and MVA EIA (2008) were compared to TCVN which was in effect during the environmental assessment periods 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 for the project due to the added diesel construction equipment operating along the alignment. Results were compared to QCVN 05:2009/BTNMT which superseded TCVN Baseline emissions for the project area provide the local and regional context for potential emission reductions associated with the MRT2 Line. There are three sets of measured CAC data on the Project: the GOV EIA (2008), the MVA EIA (2008) and carried out under this EIA study. The 2011 data was to cover the station sites not monitored under the EIAs in The GOV EIA contains data on air quality monitoring in the project area (Table 5.24). Monitoring was carried out in July Fifteen monitoring locations (Table 5.23) along the alignment and at the depot were between 2 and 5 m from the road edge. The GOV EIA compared the monitoring results to TCVN 5937:2005 and TCVN 5938: As the MRT alignment generally follows the existing roads, sensitive receptors largely consist of residential and commercial establishments such as shops, houses, houses cum shops, hotels/accommodation 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 and vibration for the different EIAs (GOV 2008, MVA 2008 and this EIA prepared under ADB PPTA 7343) with reference to the project alignment. Table 5.23: Air quality sampling locations along MRT Line 2 (GOV EIA 2008) No Location of monitoring Symbol 1 Depot Tham Luong KK01 2 Depot Tham Luong KK02 3 Tham Luong bridge KK Truong Chinh KK04 5 Transition position to the air: 768 Truong Chinh KK Pham Van Bach station near Tan Son Nhat airport KK06 153

154 No Location of monitoring Symbol 7 Ba Queo three way crossroads KK07 8 Nguyen Hong Dao station KK08 9 Thong Nhat hospital station KK09 10 Pham Van Hai station KK10 11 Le Thi Rieng park KK11 12 Hoa Hung station KK12 13 Vo Thi Sau station crossing with the Cach Mang Thang Tam street; KK13 14 Nguyen Thi Minh Khai station KK14 15 Ben Thanh market KK The GOV EIA ambient air quality sampling used a 16-hr averaging period (i.e., continuous sampling for 16 hours from 06:00 to 22:00) which is consistent with the 1999 Temporary Regulations on Monitoring and Analytical Methodology for Environment and Data M Environment under the Ministry of Science, Technology and Environment in The results of the monitoring and analysis of air quality in the project area are shown in Table Table 5.24: Results of ambient air quality sampling in the project area (GOV EIA, 2008) Sample symbol KK01 KK02 KK03 KK04 KK05 KK06 KK07 KK08 KK09 KK10 KK11 KK12 KK13 Dust (mg/m 3 ) Average concentration of ambient air quality parameters (mg/m 3 ) CO (mg/m 3 ) SO2 (mg/m 3 ) NO2 (mg/m 3 ) HC (mg/m 3 ) Pb (mg/m 3 ) H2S (mg/m 3 ) NH3 (mg/m 3 )

155 Sample symbol KK14 KK15 TCVN TCVN Dust (mg/m 3 ) Average concentration of ambient air quality parameters (mg/m 3 ) CO (mg/m 3 ) SO2 (mg/m 3 ) NO2 (mg/m 3 ) HC (mg/m 3 ) Pb (mg/m 3 ) H2S (mg/m 3 ) NH3 (mg/m 3 ) The monitoring results confirmed the HEPA results in Table 5.22 that TSP levels exceed the standards (TCVN ). Although H 2S was not monitored by HEPA, the GOV EIA shows H 2S concentrations at 12 of the sites are higher than the allowable value according TCVN The MVA EIA under TA 4862 in 2008 also carried out air quality monitoring at five sites: Ben Thanh Station Dien Bien Phu Station (now Dan Chu) Hoang Van Thu Station Tham Luong Station An Suong Station (Phase 2 of MRT2) 351. The monitoring periodicity differed from the GOV EIA. Consistent with TCVN , samples for the MVA EIA were collected over a one hour averaging period. Measurements were done four times during the day (07:00-08:00, 10:00-11:00, 17:00-18:00, and 21:00-22:00). Figures 5.11 to 5.22 presents the location of sampling stations for the different monitoring periods. 155

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