E- 302 VOL. 1 Urumqi Urban Transport Improvement Project ENVIRONMENTAL IMPACT ASSESSMENT Xinjiang Environmental Techniques and Assessment Center November, 1999 :\llalined by!: PIOjo'cI Execution Oflice of 'ruqllli Uirbani Transport Impr-ovement ProjLcct Prepared by: Xinjiana Environmental Techniques and Assessment Centre Director: Wan- Lianshe Reviewed b\': Gao Lijun Principal-in-charge: Jiao Baohua Staff. Tang Deqing, Zhao Zhigang English Translation: Zhao Zhigang DIThln hiLis EJA. xwe've had technical assistance and guidance from Mr. T. Earle Hickey and Dr. Johin 1. Walker of Jacques Whitford Environment Limited and Dr. Dahong Li of DLEX Enterpr-ises Corporation, Canada. We'd like to extend our heartfelt thanks to the in. I..........................I....................... awnlOA :YeJl ju3UJnD [-Z9, I............................ IeJjjL isezio puer luJinfl Z-9J I . ........................ qi,Aoig palizdx pue uoii!lndod 1ua.inl 1 -9. I I.. ........................ 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Z.. ............... . . ................... .........U3wUO1!.%U3 3uilsix3 £ iaide4q ,1 .seoaioA _h,211 P L9, Chapter 4 Environmental Impact Analysis. ........................... 4.1 Air Qualit% .............................................................. 610 4.1.1 Methodolo\ . . .60 4.1.2 Impact Prediction . . .60 4 1.2.1 Construction Phase .. 60 4.1.2.3 Operation Phase ..61 4.1.3 Mitigation Measures. . . 6 4.1.3.1 Design Phase*--------------------------..----------------------- .*--- 65 4.1.3.2 Construction Phase .. 6 4.1.3.3 Operation Phase .......................................................... 66 4.2 Noise -..-............0 4.' 1 Methodolog- ... . . .. .7-.. 4.2. 1. 1. Construction Phase ............................ 70 4.2.1.2 Operation Phase -.... 70 4.2.2 Noise Impact Prediction ...........................--------.-.--.---------.-.*.*- 7 I 4.2.2.1 Construction Phase --..------..------..----...71 4.2.2.2 Operation Phase ........................... - 4.2.3 Mitigation Measures ............................-- 4.2.3.1 Design Phase ............................ 7 4.2.3.2 Construction Phase ...........................82 -S 4.2.3.3 Operation Phase-------------------------------------------------------------------..82 4.2.4 Residual Impact .. . . 83 4.2.5 Estimation of Mitigation Cost . . .86 4.3 Vibration .............................................................................................86 4.3.1 Methodolog ... 86 4.3.1.1 Construction Phase*............................................ * 86 4.3.1.2 Operation Phase .86 4.32 Prediction and Assessment . . .86 4.3.2. 1 Construction Phase .86 4.3.2.2 Operation Phase .87 4.3.3 Mitigation Measures ..88 4.3.3. I Construction Phase .*------------ ..-------- ..---------------..-- .*.*- 88 4.3.3.2 Operation Phase ..88 4.4 Sunshine . . .89 4.4.1 Methodolov ..89 4.4.2 Imipact Analysis During Construction . . .89 4.4.3 Impact Analysis during Operation ..89 4.4.4 Mitigation Measures .................... ............ 90 4.4.4.1 Construction Phase ... 90 4.4.4.2 Operation phase .90 - 3- b- , I.. . .. suodoqijo uoPuEuMUZIai pue uosiledwLo c, I t I............. SUO!lepU,3LWWOn pug UO!lLUiWJ-aCJ Z. I 60l ........................................................ SaAtieuizl v lu luw u2i I 1 I -, 601....... - - uo - .................... saAljeUJallV JU=u'GlIV dMo Uo uou!aal pue suossldiuoj I I 601 ....................sa ivo suosiiedwoD ialdetoo so[ ,, .................................., , aRdwj IRnp!saEd t- ' t- 801 .vS@t@................ msd uoulisldo E-£ L-t 901 ..... - ..-........S.4d UOURlqd SUuo . nLu t- tO. 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(.AouS ipN)jjound peod Z*- t 06< ..................................................................... ;^Ooopoqlzh IN l t- O)b ............................. ;iaule,pLuweluo: X aieJO!l Chapter 6 Public Participation .................................................................. 114 6. I Sianificance **..******--****--------****--*******-***----------... ***------------------- 14 6.2 Approach and Methodolo\ . . . 14 6.221 First Round of Public Consultation-..................................................... I5 6.2. 1 I interviews and Surveys .-------------------------------------- II 6.2.1 .2 First Public Meeting. -..................................---.*.*-- ..I 6.2.2 Second Round of Pubiic Consultation ....................................... 6.2.2. 1 Site Consultation of Localix Affected People..1. 6.2.2.2 Second Public Meeting .116 6.3 Public Concerns Responses and Solutions ...................................................... 11 6.3.1 Results of Public Opinion Poll ............................................................ 1I 6.3.2 Main Concems Responses and Solutions of Public Meetings . 18 6.4 Future Public Consultation.I 9 Chapter 7 Environmental Action Plan.--- --- -- -- ....................... 1 20 7.1 Project Organizations and Responsibilities ............................................. 21.. l 7. 1.1 Decision Making Organization ..12 1 7. 12 Implementation and Management Institutions . .123 71.3 Supervision Organizations .. 1 24 1 .4 Supporting Organizations .. 124 7.2 Environmental Management. 12 7.2.1 Responsibility ofthe Management Institutions---------*-------..--------------- 127 7.122 Full-time Staff for Environmental Management . .7 7.2.3 Environmental Monitoring Instruments .. . 127 7.2 4 Training ..128 72.4.1 Domestic Training .128 7.2.4.2 Higher Training Abroad .i28 7.2.5 Daily Environmental Supervision and Management during Construction and Operation ........................................... - - - - - . . 129 En\ ironnmental Monitoring Plan .................................................................*13(1 . I Construction Phase -------------------------------------.. 131 7.3. 1.1 Compliance monitoring .------------*--------------*- 131 7.3.1.2 Environmental Inspection . -.. --------------.133 7.3.1.3 Monitoring Related to Environmental Incident . 133 7.3.2 Operation phase .-....--------------------------.134 7.3.2 1 Monitoring Contents and Sampling Locations . - 1;34 7.3.22 Monitoring Action, Time. Frequency and Responsibility .34- -1 7;.3. Report Format and Implementation .---------------------------------------------- 135 7.4 Cost for Environmental Mitigation -..-------*--**-*--------*-*-.1 3 5 -5 - Chapter 8 Conclusions -,",. .................................................... 137 8.1 Summar\ of Major Impacts ...................................3.................. S.1!1 AirQualit -.-----------------------------------------------------------------------I.i7 81.2 Noise ........................................138.................................... - 3 8 8.1.3 Vibration .3............................................................................ 9 8.1.4 Sunshine*- .*-------------------------------*-----------------------------------------------9I S. 1 Water (Snow)3 i ------------------------------------------------------ 1 8.1.6 Landscape and Ecology .-------------------------j 1 39 8.1.7 Socio-economic Factors3 -.......................................-.-.-.-.-.-.-.-.-.-.-.I i39 8.2 Sumrnar\ of Mitigation Measures -............................--.-.-..... 140 8.211 Design Phase -----.................................... 140 8.2.2 Construction Phase ---------------------------..------------------- 144 8.2.3 Operating Phase. 146 8.3 Environmental Action Plan--------------------------------------------........................... 148 8.4 Public Participation . . .148 8.5 General Conclusions--------------------------------------------------.............................. 149 -6 - List of Tables Table 1.1-1 Urumqi Urban Transport Improvement Project Components ...................................I Table 1.5.2-1 Standard for Ambient Air Assessment .....................................................5 Table 1.5.2-2 Environmental Noise Standard for Urban Areas (GB3096-93 ..................................5 Table 1.5.2-3 Standard for Noise at Boundaries of Construction Sites (GB 12523-90 ...................5 Table 1.5.2-4 Environmental Vibration Standard for Urban Areas (GB 10070-88 ..........................6 Table 1.5.2-5 Standard for Sunshine ....................................................6 Table 1.5.2-6 Integrated Wastewater Discharge Standard ..................................................... 6 Table 2.2.2-1 Traffic Condition at the City Center With or Without the ORR .............................. 15 Table 2.2.2-2 Comparison of Traffic Volume and Saturation at Major Roads in City Center With and Without the ORR (2005) ............................................. ....... 17 Table 2.4.2-1 Implementation Plan for the Components with Potential Environmental Impact ..................................................... 19 Table 2.6.1- 1 Current Population and Expected Growth of Urumqi ............................................. 21 Table 2.6.2-1 Traffic Volume in Existing Road of the ORR .................................................... 22 Table 2.6.2-2 Traffic Capacity at Existing Road of the ORR .................................................... 22 Table 2.6.2-3 The Service State of Network at Different Area of Urumqi .................................... 23 Table 2.6.2-4 Distribution of Traffic Volume in Road Network Plan ............................................ 24 Table 3.1.5-1 Main Meteorological Factors in Urumqi (1993-1997 ............................................. 28 Table 3.1.5-2 The Atmospheric Stability of Urumqi .................................................... 30 Table 3.1.5-3 The Height of Inversion Layer above Urumqi (m) ................................................. 31 Table 3.2.2-1 Socio-ecnomic Sensitive Receptors along the ORR ............................................... 32 Table 3-3-1-1 The Fixed Air Pollution Sources in 1 Km along the ORR ...................................... 34 Table 3.3.1-2 The Distribution of Air Pollution Materials in Urumqi in 1998 .............................. 36 Table 3.3.1-3 Characteristics of the Environmental Monitoring Stations along the ORR ............ 36 Table 3.3.1-4 Air Monitoring in Non-heating Season .................................................... 38 Table 3.3.1-5 Air Monitoring Results in Heating Season .................................................... 42 Table 3.3.2-1 The Existing Noise Monitoring Points of the Proposed Project .............................. 43 Table 3.3.2-2 24 Hours Monitoring Result the ORR .................................................... 44 Table3.3.2-3 Noise Monitoring Results on Both Sides of the ORR ............................................ 45 Table 3.3.24 Noise Monitoring Results at the Minimum Distance to Road at Which the Noise Met the Standard . .............. 46 Table 3.3.2-5 Spatial Distribution of Traffic Noise Level ....................................................... 48 Table 3.3.2-6 Acoustically Sensitive Receptors along Both Sides of the Proposed Project ........... 50 Table 3.3.3-1 The Position and Function of Monitoring ....................................................... 51 Table 3.3.3-2 Vibration Monitoring Results and Traffic Volume .................................................. 52 Table 3.3.4-1 Sunshine of Urumqi on January 20 ........................................................ 53 Table 3.3.4-2 Basic Infonnation of Elevated iaduct ....................................................... 53 Tae 3.3.4-3 Present Situation of Sunshine Sensitive Section and Points ................................... 55 Table 4.1 Summary of Assumptions, Modifications and Limitations for Models Utilized .... 59 Table 4.1.2-I Prediction of the Emission Coefficient per Vehicle in ............................................ 62 Table 4.1.2-2 Increase of Maximum Concentrations after ORR in Comparison with the Scenario of Without ORR Within 200 m from Roadside(%) .................................. 64 Table 4.1.3-1 Types of Products Controlling Automobile Emission ............................................. 66 Table 4.2.2-1 Noise Levels of Machine in Operation and Predicted Value at Different Distance 71 Table 4.2.2-2 The Measured and Predicted Data in Wuxing Mansions Adjacent to Wuxing Road ....................................................... 72 Table 4.2.2-3 The Sampling and Predicted Data in City Construction Archives Adjacent Qiantangjiang Road ....................................................... 72 Table 4-2-2-4 The Sampling and Predicted Data in the Environmentally Sensitive Receptors along West Guojing Road ....................................................... 73 Table 4.2.2-5 Maximum Noise Level at the ORR in Operation Phase ......................................... 73 Table 4.2.2-6 Distance to ORR Where Traffic Noise Meets Standard .......................................... 73 Table 4.2.2-7 Noise Prediction of First Row of Building around Flyover .................................... 75 Table 4.2.2-8 Traffic Noise Impact of RNIS .................................................. 77 Table 4.2.2-9 Noise Levels at Altay Bus Repair Facility ........................... ....................... 77 Table 4.2.3-1 Noise Mitigating Measures .................................................. 79 Table 4.2.3-2 Difference among A / C, Cooling Fan and Fan .................................................. 78 Table 4.2.3-3 Noise Mitigation Measures and Residual Impacts at Important Sensitive Receptors of the Proposed Project .......................................................................... 84 Table 4.2.3-4 Noise Mitigation Measures and Residual Impacts at First row of Buildings Along the Road of the Proposed Project ................................. 85 Table 4.3.2-1 Typical Vibration Sources and Their Intensity ................................. 86 Table 4.3.2-2 Prediction of Traffic Vibration ................................. 87 Table 4.4.3-1 Prediction of Sunshine Sensitive Sites / Sections ............. .................... 90 Table 4.5.2-1 Monitoring Result ..................................................91......... . 91 Table 4.6.2-1 Loss of Cultivated Land and Greenbelt . 94 Table 4.6.2-2 Trees to be Relocated or Lost at Different Sections of the ORR .. 95 Table 4.6.2-3 Excavation and Filling Works in Different Sections . 96 Table 4.7-1 Resettlement Scale in Different Districts . 102 Table 4.7.3-1 Mitigation measures in design phase (see Figure 3.2.2-1) . 105 Table 4.7.3-2 Mitigation Measures at Sensitive Receptors During Construction Phase . 107 Table 5.1.1-1 Comparison in Alternatives of Segment One . 110 Table 5.1.1-2 Comparison in Alternatives of Segment Two . 110 Table 5.1.1-3 Comparison for Northeastem Ring Options ..110 Table 5.1.1-4 Comparison in Alternatives of Segment Four . III Table 5.1.1-5 Comparison in Altematives of Segment Five ..111 Table 5.2-1 Construction Scale and Designing Standard of Different Schemes . 113 Table 6.3.2-1 Main Concerns, Responses and Solutions at Different Section ..118 Table 7-1 Table of Contents of EAP . 120 Table 7.2.3-1 Monitoring Instruments and Cost ten thousands Yuan (RMB) . 128 Table 7.2.4-1 Domestic Training Plan ................................................... ; . . 128 Table7.2.4-2 Higher Training Plan Abroad . 129 Table7.3.1 -I Environmental Monitoring plan for each Section During Construction .133 Table 7.3.2-1 Environmental Monitoring Plan for the First Section Operated .134 Table 7.3.2-2 Environmental Monitoring plan for each Section During Operation 135 Table 7.4-1 Total Cost for Implementation of EAP.......................................................... 136 LIST OF FIGURES Figure 2.1.1 -1 Alignment of the ORR and the Components with Potential Environmental Impact 9 Figure 2.2.1 -1 The Planned Urban Traffe Network of Urumqi 12 Figure 2.2.2-1 The Overall Land Use Plan of District of I Urumqi 16 Figure 2.4.1-1 Source Location of Construction 20 Figure 2.6.2-1 Motor Vehicle Fleet Change of Urumqi in Recent Years 22 Figure2.6.2-2 Motor Vehicle Fleet Forecast of Urumqi 23 Figure 3.1.1-1 Location of Urumqi in Xinjiang 26 Figure 3.1.5-1 Wind Direction in Summer 29 Figure 3.1.5-2 Wind Direction in Winter 29 Figure 3.1.5-3 Pollution Coefficient in Summer 29 Figure 3.1.5-4 Pollution Coefficient in Winter 29 Figure 3.2.2-1 Socio-economic Sensitive Receptors and Pedestrian Overpasses in the Proposed Project 33 Figure 3.3.1-1 Emission Sources at Fixed Air Pollution Resources by Section Within 1000m of the ORR of Urumqi (t/a) 35 Figure 3.3.1-2 Existing Environmental Monitoring Points of the Proposed Project 37 Figure 3.3.1-3 Existing Air Quality Monitoring Results of the Proposed Project 39 Figure 3.3.1-4 24 Hours Concentration of NMHC 40 Figure 3.3.1-5 24 Hours Concentration of CO 40 Figure 3.3.1-6 24 Hours Concentration of NOx 40 Figure 3.3.1-7 24 Hours Concentration of TSP 40 Figure 3.3.1-8 24 Hours Concentration of Pb 40 Figure 3.3.1-9 24 Hours Concentration of SO2 40 Figure 3.3.1-10 Pollution Index in Non-heating Season of Urumqi 41 Figure 3.3.1 -11 Pollution Index in Heating Season of Urumqi '41 Figure 3.3.1-12 Pollution Load in Non-heating Season of Urunqi 41 Figure 3.3.1-13 Pollution Load in Heating Season of Ununqi 41 Figure 3.3.2-2 Noise Temporal Distribution Curve 47 Figure 3.3.2-3 Noise Spatial Distribution Curve 49 Figure 3.3.4-1 Section Division of Sunshine Impact Assessment of the ORR 54 Figure 3.3.5-1 Distribution of Ecological Sensitive Receptors 57 Figure 4.2.2-1 Forecast Results of Traffic Noise in Typical Road Sections and Interchanges of the Proposed project dB(A) 74 Figure 4.2.2-2 Traffic Noise Sensitive Receptors of the Proposed Project 76 Figure 4.2.3-1 Section Paved with Sound Absorption Pavement 80 Figure 4.2.3-2 Section Installed Sound Barrier and Closed-wall 81 Figure 4.6.2-1 Green Plan in the Proposed Project 98 Figure 7.1.1-1 Location of Environmental Monitoring Points During Construction and Operation of the Proposed Project 122 I List of Appendix A Table A-I Peak Hours Traffic Volume of Option 4 (veh./hr.) 150 Table A-2 Statistics of wind direction in summer in 1992-97(%) 152 Table A-3 Statistics of Wind Direction in Winter in 1992-1997(0/o) 152 Table A-4 Main Units within 300 m from Both Sides of the ORR 153 Table A-5 Main Units with 300m from Both Sides of the Widening Road 154 Table A-6 Monitoring Results of NMHC (Daily Average) 154 Table A-7 Monitoring Results of CO (Daily Average) 155 Table A-8 Monitoring Results of NO, (Daily Average) 155 Table A-9 Monitoring Results of TSP (Daily Average) 156 Table A-10 Monitoring Results of SO2 (daily average) 156 Table A- 1 Monitoring Results of Pb (Daily Average) 157 Table A-12 Greenland Distribution of the ORR 158 Table A-13 Maximum Emission of Peak Hour of each Section 159 Table A-14 Forecasting results of air Quality Impact (Option 4 of the ORR, Maximum (peak) hour Concentration) 161 Table A-15 Forecasting Results of air Quality Impact (option 4 of the ORR, Maximum (Peak) Hour Concentration) 162 Table A-16 Forecasting Results of air Quality Impact (Option 4 of the ORR, Maximum (Peak) Hour Concentration) 163 Table A-17 Forecasting results of air Quality Impact (Option 4 of the ORR, Maximum (Peak) Hour Concentration) 164 Table A-18 Forecasting results of air Quality Impact (Option 4 of the ORR, Maximum (Peak) Hour Concentration) 165 Table A- 19 Forecasting Results of air Quality Impact (Without the ORR, Maximum (Peak) Hour Concentration) 166 Table A-20 Forecasting Results of air Quality Impact (without the ORR, Maximum (Peak) Hour Concentration) 167 Table A-21 Forecasting Results of air Quality Impact (without the ORR, Maximum (Peak) Hour Concentration) 168 Table A-22 Forecasting Results of air Quality Impact (Without the ORR, Maximum (Peak) Hour Concentration) 169 Table A-23 Noise Values at Typical Sections With the Proposed Project in 2000 170 Table A-24 Traffic Noise Impact Results at Sensitive Receptors with and Without the Proposed Project 172 Table A-25 Noise Values at Typical Sections Without the Proposed Project in 2000 176 Table A-26 Cost of Noise Mitigation Measures of the ORR 178 Table A-27 Cost Estimate of Noise Mitigation of Road Network Improvement Subproject 178 ABBREVIATIONS and ACRONYMS CNG Compressed Natural Gas EA Environment Assessment EAP Environment Action Plan EIA Environment Impact Assessment EM Environment Management EPT (PEO) Environment Protection Team (under the Project Executive Office) FHWA Federal Highway Administration LPG Liquefied Natural Gas MVECS Motor Vehicle Emission Control Strategy NFB National Financial Bureau NGO Non-Govemment Organization NPC National Planning Comminee OP/BP/GP Operational Policies/Bank Procedures/Good Practice. the World Bank ORR Outer Ring Road ORRCMC Outer Ring Road Construction Management Company PEO Project Executive Office PRC the People's Republic of China RAP Resettlement Action Plan RNIS Road Network Improvement Subproject RMB Ren Min Bi. (the official currency of PRC) SAB Sound Absorption Barrier SCCTPI Shanghai City Comprehensive Transportation Planning Institute SEPA State Environment Protection Administration SMA Stone Matrix Asphalt SMEDI Shanghai Municipal Engineering Design Institute TA Technical Assistance TOR Terms of Reference T-U-D Turpan-Urumqi -Dahuangshan Highway UCC Urumqi Construction Committee UEMC Urumqi Environment Monitoring Center UEPB Urumqi Environment Protection Bureau UGB Urumqi Greening Bureau U-K Urumqi-Kuitun Highwav USEPA the United States Environmental Protection Agency UMG Urumqi Municipal Govemment UUTIP Urumqi Urban Transpon Improvement Project WB World Bank XETAC Xinjiang Environment Techniques and Assessment Center XEPA Xinjiang Environment Protection Bureau XEMC Xinjiang Environmental Monitoring Center Fl A - t 1 1 I' No\ember. 19W1 Chapter 1 Introduction 1.1 Project Background \A'ith the national strate2x of developing middle and westem parts of China. Urumqi. capital of Xiniianu U\ our Autonomous Region (equivalent to a province). has raised its place in openinu to outside k\orld and improved significanth its investment environment in recent years. But, because the urban scale of Urumqi is being enlarged rapidly. traffic congestion of the urban area of Urumqi is increasino obvious V das by da\. The citv's road network has not met the need of the increasing traffic xolume. As capital and central cit\ of Xinjiang. its road construction should be strengthened in order to improve tiaff-ic environment. so as to meet the needs of communications. to strengthen the openin-- policies domesticallk and intemationa]l\. to promote the social and economic development and to increase the standard of living for the people of Urumqi. On the basis of the 1forming transit ring road and setting up express traffic corridor" and 'shaping ring, - radial road network; " in the Urumqi Master Plan, and the construction arrangement of the mulijcipal government. Urumqi Urban Transport Improvement Project including mainl\ Outer RinLt Road (ORR) of Urumqi will be implemented and partially financed by World Bank loans. On Januarx 10. 1997. the National Planning Commission of China approved this project for partial financingT b\ a \Aorld Bank loan (Overseas Loan No. X970000303001) in its document Jizi No. (1997) 68 An urban road project for Urumqi was identified by a World Bank mission in Jul\ 2 - 6. 1997 and it wNas namiled "Urumqi Urban Transport Improvement Project". Following some investigation and discussion. the contents of the project have been defined, as presented in Table 1.1-I. Table 1.1-1 Urumqi Urban Transport Improvement Project Components Project Components Contents/Subprojects LWorldBanl Domestic .. ~~~~Loan Financing A Outer Ring Road Project I RoaWl \cit\Ork ol-B. Improvement of road network Dc\ \ltpmenk C. Road maintenance t)\ elupmlent D. Public transport prioritN system I E. Pedestrian facilities 2 Iratlic %lanagement A. Traffic control and management V and saiket\ lmpro\ ement B Traffic law enforcement and road safety r v A. Management system and office automation 3 'uhlic 'I ransit B Fifth bus repair facility / v lmpro\emii.cii C. Management center V D. Institution strenrthening A. Enforcement of law and regulation v 4. Emnt.iruttuntal B. Automatic monitoring svstem J V impiox emcnt C. Motor vehicle emission control strategp I D. Greening of project area _ J A Urban transport system management lran aLement Ssorte B. Training and organization development f V C. Special research J V and'lechilical D. Domestic and intemational construction V v Assistaitcv supervision -I- EIA - tlt'TI No\en\beI. IQQQt Thus. it can be seen that Outer Ring Road is the core component Urumqi Urban Transpolt Improvement Pro ject'. and its targets are: * Improv ing the existing road network traffic and decreasing the traffic congestion: * Dispersing traffic volume at central commercial districts and improving local traffic condition: * Assisting the development of the periphery of the cit, . The ORR is a ke\ link in urban transport improvement plan and a main construction project. Ths National Pianning Commission. Nation Financial Ministry. National Construction Ministr% and Go\ ernments of X injiang and Urumqi have paid attention to it. Xinjiang Govemment has listed it as one of the major construction projects for the current five-year pian and approved founding of the construction management authoritx of this project. On July 14, 1997. Urumqi Project Executive Office was established b\ Urumqi Municipal Govemment. -Environmental Protection for Supervision Regulation of Construction Project" stipulates that construction projects in China must undertake environmental impact assessments. World Bank regards the EIA report as one of the essential documents going through the loan procedure. Xinjian, Environmental Techniques and Assessment Center was entrusted to undertake EIA on this project and Urumqi Environmental Science Research and Monitoring Center assisted to finish the current investigation and field monitoring. 1.2 Purpose and Category of Assessment Purpose of EIA is to improve project decision-making and assure environmental acceptability of the project. According to characteristics of this project and traffic transport in the future. degree and extent of impacts of this project on environment in planning and design. construction and service phase were predicted and analyzed. and its results were applied into alignment seiection of this project. Feasible. economical and rational environmental protection countermeasures will be presented to provide scientific basis for the project design and management. so as to mitigate adverse impacts of the project on the environment as much as possible and coordinate economic development with the en\ ironment. and to enhance sustainable development of Urumqi. On the basis of the construction scale mentioned in the feasibility study report of this project. the primar\ analysis of environmental impacts in Terms of Reference (TOR) on this project EIA. the rev ie\\ comments of the TOR of EIA on this project by State Environmental Protection Administration (SEPA)- the stipulation in HJ No. [(]993)] 324 document "Circular on Strengthening Management of Environmental Impact Assessment on Project Loaned by international Financial Organizations' and -World Bank Operation Manual: Environmental Assessment" (OP/BP/GP 4.01). the EIA of this project has been completed as a -Category A". 1.3 Basis of the Assessment This EIA was undertaken in accordance with relevant laws and regulations of China. relevant standards. project design. approval. and guidelines for EA from the World Bank. They are: EIA - t'lTl' \oxnfbr. 1999 * No. 253 document of the State Council of P.R.C "Environmental Protection Supervision * Reaulation of Construction Project-' November. 1998. * HJ No [1993] 324 document -Circular on Strengthening Management of Environmental * Impact Assessment on Project Loaned by International Financial Or2anization ' b! SEPA. NPC. NFM and People's Bank of China. * World Bank Operation Manual: Environmental Assessment (OP,'BP/GP 4.0 1 * Urumqi Master Urban Plan. * The Proposal Letter about Urumqi Outer Ring Road Project b! Beijing Nlunicipal Engineering Design Institute. * NPC JTZ No. [1997] 68 document "the reply to the proposal letter on Urumqi Outer Ring Road Project". * Introduction on Work Bank Loan Project-Urumqi Urban Transport Improvement Project (April. 25. 1998) and its memorandum. (July. 1998). * Feasibility Study Report on Urumqi Outer Ring Road Project by Shanghai Municipal Engineering Design Institute * Terms of Reference for EIA on Urumqi Urban Transport Improvement Project ( August. 1998) * HJ No. [1998] 81 document " reply letter on Examination Suggestions of TOR for EIA on Urumqi Urban Transport Improvement Project. e Memorandum on Urumqi Urban Transport Improvement Project (Environment) b) U'B (November_ 28 - December. 3 .1998). - World Bank Delegation Memorandum on Urumqi Urban Transport Improvement Project (Januarv 29- Februar% 10. 1999). * Specifications for Environment Impact Assessment of Highway (Draft) (JTJ 005-96). e Technical Guidelines for Environmental Impact Assessment (HJ,T 2.1 - 2.3-93). e Technical Guidelines for Environmental Impact: Acoustic Environment (HJ.T 2.4-95). * Environmental Protection Law of P.R.C. * Atmospheric Pollution Control Law of P.R.C. * Noise Pollution Control Law of P.R.C. * UWater Pollution Control Law of P.R.C. 1.4 Scope, Contents and Focus 1.4.1 Scope of the Assessment According to monitoring and assessment results and experience from similar road and hiThway projects in the region. other parts of China and aboard. the impacts of exhaust emissions are limited to 600 m and mainly within 300 m, traffic noise to 200 m laterally and 50 m vertically. and vibration to 50 m of the both road sides. Their scope may be moderately enlarged, on the basis of distribution of sensitive receptors. Air and noise assessments for the project were related with condition in urban central district. Thus. assessment scope ofthis project has been expanded to whole city. Et:A - L*t T IP Noxemnber 1 '))9 1.4.2 Contents of the Assessment On the basis of the TOR ofElA on this project and the response from SEPA and proposals of Wk B environinent experts. all the components in Table 1.1-I have been included. The main contents of this assessment include: * Impacts of vehicle emission on the environment: * Impacts of traffic noise and vibration on residents along the road: * Impacts of the project on urban landscape and ecology: * The obstruction ofsunshine: * Impacts of noise, exhaust gases and dust on the environment during construction phase. * Socioeconomic impacts. including resettlement: * Pubic participation: * The analvsis of alternative alignments: * impacts ofthe road surface runoff (snow melt). 1.4.3 Focus of the Assessment The assessment focuses on a combination of points (sensitive receptors) with lines (roads) and lines w-ithin the city proper. Sensitive receptors along the roads were investigated in detail. so as to anal ze and identify the specific environmental protection and mitigation measures. For enVironmental factors, focal points were noise and vehicle emissions. Meanwhile. some socioeconomic impacts such as relocation and resettlement and visual aesthetics were also considered. 1.5 Assessment Phase and Standards 1.5.1 Assessment Phase On the basis of ideas of construction progress in feasibility study report on this project (alignment choice and design phase: 1999, construction phase: 2000 - 2003, operation phase: from 2004) and forecast of traffic volume by Shanghai City Comprehensive Transportation Planning Institute. three forecast and assessment years were determined: 2000, 2010 and 2020. 1.5.2 Applicable Standards Air Qualirr Accordine to the requirements of SEPA and Xinjiang Environment Protection Agency (XEPA). in the urban area of Urumqi. the Class II standard of Ambient Air Quality Standard GB3095-1996 is applied to NO,. CO. TSP and Pb and Integrated Emission Standard of Air Pollutants GB16297-1996 is applied to NMHC. benzene and xvlene, as the concentration limits for uncontrolled source releases (maximnur readings outside of property boundaries).These standards are in Table 1.5.2-1. -4 - E I\ - 1 t ' il' N\efnhcr. i949 Table 1.5.2-1 Standard for Ambient Air Assessment Unit: m- m NO CO | NO, TSP Pb* NMHC SO Benzene \Xlene Hourix Axerage 0.lf 10.00 0.12 4.00 0.50 0.50 040 12(0 Dailx A\eraLea 0.10 4.00 0.08 0.30 _ O 5 Quuaner(\ A\eragL = 7 = = = I sn= Noise Noise assessment standard was adopted as functional districts divided b! Urumqi Nlunicipal Govenimeit. see Table 1.5.2-2 and 1.5.2-3. Table 1.5.2-2 Environmental Noise Standard for Urban Areas (GB3096-93) Unit: Leq. dB(A) Categorx |Applicable Areas Dan Night I I . 0Scenic spoL sanatorium 50 4() I I Residential, educational. cultural and Institutional 55 45 2 Combined residential. commercial and Industrial 6( 51) .~ Industrial 65 Trunk roadsides 7(0 In this EIA. Category I noise standard is applied to schools. kindergartens and hospitals regard less of their locations and Category 4 to all other receptors along the project roads. Table 1.5.2-3 Standard for Noise at Boundaries of Construction Sites (GB 12523-90) Unit: Leq dB(A) Noise Limitation Phase Noise Source Day Night Earihs\orl Bulldozer. excavator. loading 75 55 Piie Piling machinery 85 No operatio truLcturc Concrete mixer. jigsavk 7(0 D)ecoration Crane. elevator 65 i'bration The environmental vibration standard for urban areas is presented in Table 1.5.2-4. -5 - EIA - I' t'I If' Noemnhcr. 19') Table 1.5.2-4 Environmental Vibration Standard for Urban Areas (GB10070-88) Unit: VL, Applicabie Zone Day Night Special Residential Sites 65 65 Residential. Educational and Cultural 70 6 \li\ed. Commercial 1ILIstlsri.al C onilple\ 75 _, 'Irutik R.,;L! el ,e 75 72 Rail% a. Roadsides 80 80 Suishzine There hasn't been an% unified standard for sunshine up to no" in China. AccordinLt to the designimng principle of Urumqi Municipal Engineering Design Institute. the minimum requirement for sunshine duration in Dahan Day a lunar seasonal date. or January 20 is referred here. Table 1.5.2-5 Standard for Sunshine Sunshine Applications Requirements Class I I Nurser. kindertanen. sanitarium. humid workshop |5-6 hr. C'ls I Teachine building. office. public building. general workshop 3-4 hr. c la l Recreational building. office. public building. and 1-2 hr or full Nindom Recreational unit of processing plant sunshine at noon' Full '. indo\\ sunshine chooses building design value as evaluation value. JR ter Quaiint The storni sewer drains and the waste water discharge will meet Class III standard of Integrated WastewNater Discharge Standard (GB8978-1996). see Table 1.5.2-6. Table 1.5.2-6 Integrated Wastewater Discharge Standard Unit: mg'l Standard Pollutant pH jCOD|BOD|Crf Pb Cd Zn oil SS Class III 6-9 500 300 0.5 1.0 0.1 5.0 20 4001 Enmis.sion Stanatrds The following standards are applied as emission control standards in this EIA: * Acceptable Noise Limitation for Motor Vehicle (GB 1495-79); * Emission Standards for Light-duty Vehicles (GB14761.1-93); * Standard for Exhaust Pollutants from Motorcycle at Idle Speed (GB14761.5-93); * Emission Standard for Smoke at Free Acceleration from Vehicle with Diesel Enoine * (GB14761.6-93). -6 - El A - 1 (T1 P Nonernhcr. 199L) 1.6 Methodology of the Assessment In this EIA. guidelines from the WB. e.2. OP,'BP/GP 4.01 were followed. Besides. techniques and methods required in Technical Guideline for Environmental Impact Assessment b\ SEPA % ere adopted. Taking experience from ElAs for Turpan-Urumqi-Dahuangshan (T-U-D) Highwa\. Urumqi- Kuitun (I_ -K i Hightha\. Hetan Express%va% of Urumqi and IRR of Guangzhou. site investiaation. field monitorin,g and analog\ analysis were applied at typical road sections and interchange (lIaduct sections In noise and air qualitx prediction. models. recommended by WB environment experts. vnere adopted such as STAMINA (noise model). MOBILE 5 (motor vehicle emission) and CALINE (emission disperse). These models have been applied in urban transport projects of Guangzhou. Shan2hia and Liaoning. 1.7 Contents and Layout of the Report Contents in the report in Chinese have no difference from that in English. But, requirements of SEPA are somewhat different from that of WB. Additional contents required by WB are vibration. sunshine. Pb in air. snoxs on road (BOD. COD. oil. Cr. Cd. Pb and Zn in snow-runoff sample) and resertlement. W'hereas WB does not require risk anaiysis and environmental economic benefits and loss anal! sis ,A hich are required bN SEPA. -7 - EIA -. l lIP \o0emnbcl. 199') Chapter 2 Project Description and Engineering Analysis 2.1 Project Description Com1ponents of Urumqi Urban Transport Improvement Project (UUTIP) can be seen in Table I 1 The project description is divided into two categories according to the extent of the potenlial environmental impact: subproject with potential environmental impact and subprojects with minor or no environmental impact. 2.1.1 Subprojects with Potential Environmental Impact 2.1.1.1 Outer Ring Road (ORR) The ORR is a core and the most important component of the UUTIP. Defsi,n Pl(an1 (see Figure 2.1.1-1) Leadinu directions oftraffic flouN of Urumqi are from northwest to southeast and mainly concentrate in \W est Ring and South Ring. Considerine hig-h road density and small distance between intersections in old town area. a hi2h-standard road is designed in East Ring Road. so as to disperse traffic in the urban center. Therefore. at West. East and South Rinos of the ORR. urban expresswa% standard is adopted. The North Ring is designed u\ith urbar, principal trunk road standard. The \\est Guo6ing Road (West Ring) will use surface expresswaN plus auxiliar\ lane. The surface e\press\\a\ \\ill be two-\as siR\ carriaze wa\ and width of auxiliarn lane at both roadsides is 7.5 m. The road \ idth at sections \ ithout entrance and exit is 55 m and the wvidth with entrance and exit is 60 m. Intersection of Xishan Road - intersection of Heilongjiang Road will use viaduct and tunnel (the len_cth ol tunnel throuLh Hon2shanzui is about 435 m) wvith expressway standard. Xishan Road Interchange - No. 14 and I S ramp zone is the elex ated viaduct, and two wa\ six lane standard zone for automobiles will have a width of 25 m. At No. 14 and I 8 ramps - intersection of Heilongjiang Road zone. two-way four lane standard zone for mobile \ ill ha\ e a \x idth of 1 8 m for overhead roads. The tunnel adopts the double-opening two-wa% four lane -with width of 10.5 in. The pa\ement x\ill make a detour on existing road. and two-wa\ six lane standard zone for mobiles \\ill ha% e a k\idth of 30 m. At the intersection of Xihong Road. a one-war two lane flyover with width of 9.0 m \ill be built. intersection of Heilongjiang Road - Intersection of Tuanjie Road zone will use overhead road plus au\iliar\ lane. Two-way four lanes zone for mobiles will have a width of 18.5 m for overhead roads Surtace road under viaduct will be auto-non-auto separate four carriageway road, mobile two- x a\ four lanes. The carriageway width of non-ramp roads zone will be 50 m. and the road zone with -8 - { f o; -- 1 *~~~~~~~~~~~~~~~~~~~~~~ /x, Et,---X +1~~~~~~~~~~~~~ .nei'sm E V,.~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~; ..'. ' ',},* KT................ i .- ... it t' 1 tii _0........................... !~~~~~ --- ,":- A Hloue shanou 1 Algmn ffi Radfi oRpnn \M[ Potential EmirnRepair Fmadltv EIA- A I 111' N'\oernhe. ]41) ramp w ill be 60 m. Tuanjie Road-Tivuguan Road zone and Hongshan Road - Xihong Road zone will use surface expresswax plus auxiliar\ lane. Two-wa\ six lanes standard will be adopted for express.\a\. and pavements at both roadsides have a width of 7.5 m. The carria2ewa% width of roads zone w ithoiL entrance and exit is 55 m. and the road zone with entrance and exit is 60 m. TixuLuan Road - Hongshan Road and Xihong Road - East Karamav Road zone w ill use o\erhlead roads and auxiliar\ lane. At Tivucuan Road-Hongshan Road. two-waa six lane standard zone for mobiles vAill have a width of 25 m for over head roads. At Xihong Road - East Karama\ Road. ton o- wa\ four lane standard zone for mobiles will have a width of 18 m for overhead road. Surface road under overhead v ill be auto-non-auto separate four carriageway road, mobiles two-way four lanes. the carriaue\wa% w idth of non-ramp roads zone will be 50 m. the width of roads with ramp \A ill be 60 m. All North Ring Road zone (East Karamav Road - Wuchano Highwav) will use urban principal trunlk standard. which is auto-non-auto separate four carriage-ways roads. mobiles two-wa\ six lanes have a width of 45 m. There are tv o interchanges (at intersections of Xishan Road and Wuchang High\wa% ) tw'o simiple fl%overs (intersections of West Karamav Road and East Karamay Road). and one interchanue in pavement uiiujiawan). 12 overhead ramps and eight accesses for surface expresswas in the whole route. The total length of the ORR will be 31.25 km. in which elevated roads will be 8.88 km lomg. tunnel will be 0.455 km long, surface expressway will be about 10.23 km. and urban principal trunk roads X ill be about 10.59 km. The length of the interchanges already built at Qiantangiiang Road and Suzhou Road is about 1.09 km. Desig,ned Vidlficular Speed The follo\n ing are designed speeds for motor vehicles on project roads: * 80 kmn/h for elevated viaduct and urban expressway * 60 km,'h for urban principal trunk road * 40 km 'h for the surface roads and auxiliary roads under elevated roads * 40 km h for overhead ramps * 2-40 km h for interchanges ramps 2.1.1.2 Existing Road Network Improvement Re,ovaztiou ofHeilongajiang, Road ('Vianzigou Road - Baoshan Road) Its road surface will be repaired to improve road condition. The designed road width is 27 m. includino four motor vehicle lanes of 14 m, separations of 1.5 m and a pedestrian/non motor vehicle lane of5 i-n on each side. The total length is 600 m. -10- EliA - I I 1 \oxenmhQr. I'9' U idec7ing of Tuanjie Road It is from intersection of Tuanjie Road to intersection of Dawan Road. The width of roads is '7 m. including four motor lanes of 15 m. On both sides. there will be 1.5 m media separating motor and non-motor xehicles and a pedestrian.inon-motor vehicle lane of 5 m. respectivelk. The total length is 1.2 km. 2.1.1.3 Public Transport Improvement - Construction of A Bus Repair Facility A neu Bus Repair Facility is to be built in Nanhu Road. This facility will annuall) undertake repair for I 50 articulated buses (equivalent to 220 regular buses). There will be 450 emplovees in the facilitx. This facilitr wkill take 69.000 me of land. See Figure 2.1. 1- I for details. 2.1.2 Subprojects w ith Minor or No Adverse Environmental Impact These subprojects include the proposed road maintenance (procurement of road maintenance. equipment and personnel training only: no engineering component ), public transpont (new or adjustine bus route. bus-onh lanes). one-way streets, pedestrians facilities. traffic management and safet\. improvement of existing bus terminals. dispatcher's center. establishment of bus stops which can a, oid the occupation of traffic lane and traffic block induced by bus at stops, and technical assistance and train ing. These subprojects have little to no adverse environmental impacts. In fact. these subprojects dill help establish good maintenance practice. the priority public transport and the improvement of bus facilities. positivelk contributing to the urban economy, qualiry of life. traffic safety . public health and the en\ ironment. 2.2 Role in Road Network Planning 2.2.1 Road Network Planning Accordina to -'Urumqi Urban Master Plan", the setup of the Urumqi urban road network is to take the extended old urban district as a center for forming a "ring + radial" type of network consisting of' outer highv\a\. expressway and urban trunk to establish the urban road network with the complete branch roads. The network takes the expressway as the corridor and the primary and secondark trunks as the skeleton (Ficure 2.2.1-1). Sbhurban Rin, Road (Outer Highwayi) The western suburban ring road is composed of the interchange section of Urumqi -Kuitun (tl-K) Highwa\ from Wulapo to West Railway Station with a length of 35 km in first class highway. The -11- FiguLre 2.2.1-1 The Planned Urban Traffe Network of Ulrumqi principal trunk road 95t,,c9~ second trnmk road ;.;14\0 0.. radinial roadk road EIA - tl l 'I No\ emnhci. I199) northern suburban ring road consists of 19 km long first class hizhwaa\ from the Xishan grade separation and Shangshahe grade separation linkina U-K Highway and Turpan-Urumqi-Dahuangshan (T-U-D) High\av. The eastern suburban ring road consists of about 42 km long road from Wulapo to Miquan Operation Station using the existing dangerous goods road on the eastern side of the Urumnqi CiT\ The \ hole suburban ring road has the total length of about 96 km. Outer Ring Road (Subproject of UlTIP) Radial Ruud In the planning of Urumqi City there are six radial roads to link with the ORR to form the primar\ road access to the urban center. These radial roads are shown as follows: * Ururnqi-Dahuangshan Highway (i.e. northern section of Hetan Expressway): * Alta% Road - \uchang Highwayv * Xishan Hizhwav: * Cangfanggou Highway (216 National Highway); - Southem Section of Hetan Expressway (to be linked with 312 National Highway in W'ulapo): * Extension Section of East Wenquan Road. Ur-ban Expre.sswc! Systent The expressway is the traffic corridor in linking up the urban central district. urban external highw-a\. inter-cit\ adjusting highway and important extemal traffic terminais. Besides the existing Hetan Expresswa\. it is planned to bring the ring road. suburban ring road. radial road and first class high% a\ into the expressway system. Sv!xem of Principal Triunk Roads The principal trunk roads will mainly solve the urban transportation passage and the linkage berxmeen the urban internal traffic and external traffic frames and will complete the function of the externial transportation of the urban groups. The urban principal trunk roads are as follows; * The principal trunk roads from east to west: Xishan Road, Xihong Road, Hongshan Road. Kalamav Road. Kashi Road and Qiantangjiang Road. * The principal trunk roads from south to north: Taiyuan Road, Beijing Road. Alta\ Road West Guojing Road, Cangfanggou Road and Nandahu Road. Secondarv Trunk Roads The secondary trunk roads are primary roads for connecting the trunk roads and branch roads and - 13- El.A - t t '111' P \enibor. 199( for coverinL non-motor vehicles. The primar\ secondary trunk roads planned in the old urban district: Xinhua Road. Jiefang Road. Minzhu Road. Renmin Road. Longquan Street. Heping Road and Zhongshan Road. The primary secondary trunk roads planned in the new urban district: Hebei Road. Henan Road. WLuxing Road and the connection line from East Ergong Road to West Guojing road. Brunch Roods The brancih roads are mainly responsible for short distance traffic. It is planned that the densit\ of branch road in the whole city will reach up to 2 - 3 km/km2. 2.2.2 Role in Transport Planning Figure 2.2.1-1 shows Urumqi urban road network plan. Based on the feasibility stud! of UUTIP. the main goal of the project is to improve the existing road network, to relieve the traffic congestion on the urban arterial and to improve the public transport. 2.2.2.1 The Outer Ring Road (ORR) Project The ORR can be taken as a corridor of the traffic from north to south in the urban district. It is also a traffic protection shell of the urban central district. It can intercept most of traffic flow which could go northward or southward onlv through old town district, so it can relax the traffic pressure from the roads such as Hetan Expressway, Renmin Road, Xinhua Road. Guaugming Road. Karamay Road etc. to a great extent. Various radial roads pass at the edges of every group districts, so the linking \xith the ORR will not only improve the accessibility of the every group districts to the urban center and amon- districts. but also reduce the pass-through traffic to the urban center. The construction of the ORR can effectivelk form a modem urban road network pattern in Urumqi and realize the planed urban ' ring -radial" shaped road network. Therefore, the construction of the ORR is the need for improving road network development planning in Urumqi. The '-" shaped highway network in Xinjiang is radiation from Urumqi as its center for the whole re-ion. The ORR is the key merging point with the -i+- frame highway and major hub for the traffic changeover in and out of the city. The proposed ORR in Urumqi via the grade separations of Qiantanujiang Road. Suzhou Road. Xishan Road and West Guojing Highway, etc. and the grade- separated interchanges of Wulapo, Xishan, West Railway Station and Xiaodiwopu etc. In suburban ring road w ill shorten the traffic and transportation time between Urumqi central district and Turpan. Miquan. Changji and other places in North Xinjiang. It will also facilitate the quick diversion of automobile traffic in the central urban district and ensure the speedy and safe transportation to U-K Hichw\a\. Wuchang Highway. T - U - D Highway. West Railway Station, Shangshahe Linking Road in U - K Highway etc. and important extemal entrances and exits, Urumqi Intemational Airport and Railwa% Station. The construction of the ORR will improve the condition of inter-city road traffic in Urumqi and will meet the demand of fast and safe outward traffic. It will also play an important role in - 14- EIA- tt Tll' NoN emhcl. 199') cooperating u ith the ring s stem of the peripher- expresswvay in Urumqi. According to the master urban planningz of Urumqi. in the future Urumqi will be built into a cit\ witi tiuo ceniers. The center of NewA Urban District will be one of the future urban centers. The development constructions for urban land such as the hi-tech development zone with an area of 4 km'. the economical and technical development zone with an area of 3 km2 will mostly be located adiacent to the OLter RinLe Road of neuA urban district. The construction of the ORR will facilitate the util,zatioll and deNelopment of land in neu\ cit\. The traffic diversion and divergence through the grade separations \\ill shorten the time in distance and the traffic link between the major sections in the citi. impro.e the accessibility of main roads in the urban central district: correct the traffic behavior of- bottleneck road network at Hongshanzui from both northem and southern ends and relieve the traffic congestion at the bottleneck: rectifv the effect resulting from the staggering of road netuork. particularlk in the road network of old tow n area: avoid the transition traffic passing through the cit\ facilitate the exploration and developmenT of the tourism resources in Shuimogou Area and the tranlsportation of coal resources from the Liudaowan and Qidaowan Coal Mines and bring about a great and positive influence to the social and economic future development in the mining reLion (Figure 2.2.2-1 I. In sUrmmarv. after the completion of construction of the ORR and the grade separation at the relevant intersection. it will form an entire urban road network integrated with the principal trunk roads in the ciT. outer radiation roads and suburban ring roads. Table 2.2.2-1 shows that the completing the ORR will have a very obvious effect on alleviating the traffic congestion in the urban central district (the city center is defined as the area south to Xihonu Road and u ithin the ORR). Table 2.2.2-1 Traffic Condition at the City Center With or Without the ORR 2005 Average Speed of A Motor Vehicle (km/hr.) Saturation Degree of the Region \W Ihoutl the ORR 17.8 0.82 \lith eli (ORR 21.5 0.73 o Iru tio o the ORR i e re e tr i o e tio b 11% i re e the ver e ee b 20%/o 2.2.2.2 Improvement of Road Network Renot 'itioi nf fHeilongJiang Road It is an important entrance and exit corridor connecting the ORR and the citv center from west to east. which will attract 3 of the traffic volume of the city, to separate 8.5 of flow for South YoLIhao Road and 7.5 for Guangming Road. - ]5 - - ~ ~ ~ ~ ~ ~ ~ ~ ~ ~~~~~~- Z I 170000 ASA Lengend 1.Urban bulit district and outskirts Il.Agricultural region in alluvial plain of northern outskirts a, - F irrip2t,d kand = rCe/ir ;; = ve"eabie piol t icrs ,r *aturl graisland [3 mine land E town 23 theboundarvatadistric1 I ?rura lresidaInilareas 11oDitiizedd land I 'f 11 F-7 special Land i expandiw arb2anrgiu, railwis. hi-tech disinc( - bigh, J rco-tecb district jvr _1, ier rrm P°I9 !w t - river . is n ar" Figure 2.2.2-1 The Overall Land Use Plan of District of I Urunqi - 16 - I IA -1 I 111' \o\ emb-.I Widening, of Tuanjie Road It is an entrance and exit corridor at southeastem pan of the ORR. which will improve traflic capacit\ of southeastem district of the cit\. The measures mentioned above. adding one-way traffic management of Jiefang Road. Heping Road. Mf1inzhu. Road and Zhongshan Road and road traffic management for linking corridor of' Alta\ Road and Baoshan Road. will alleviate traffic congestion of the cit\ center. See Table 2.2.2-2. The overall road network plan will further increase the average motor vehicle speed to 22.8 kill/h!- forn 21.5 kmrhr (attributabie to the ORR alone). and decrease the saturation degree from 0.73 to 0.70. Table 2.2.2-2 Comparison of Traffic Volume and Saturation at Major Roads in Citv Center With and Without the ORR (2005) Unit: pcu L4hr. With ORR Without ORR With ORR 'Wi'thout ORR Name of Road Traffic Change Traffic Saturation Change Saturation 'volume* % Voiume* Degree %go Degree IBeiuin- Road 28916 -3.73 30037 0.64 -3.73 (16- .AIlta Road 34350 10.13 .31190 0.76 111 * ) From \oonnh ` o1liao Road 34240 -8.43 37397 1.14 -8.43 ,.25 tO Southl Baoshan Road 45384 34.32 33788 1.13 34.32 0.X4 .\mnziiiantL Road 24070 -8.71 26366 0.53 -8.71 (159 Chnanjianr Road 24245 -4.12 25288 0.54 4.12 0.5 IXinhua Road 20752 -3.19 21437 0.69 -3.19 0,71 .JielanL Road and Heping Road 37123 8.97 34067 1.24 -18.27 :51 Xinmnin Road 30139 15.46 26104 0.75 -13.41 ).S7 \anhu Road 28585 4.13 27452 0.64 4.13 O.61 Lt-! ushan Road 13664 -0.24 13697 0.91 -0.24 09.1 `roUth Youhao Road 42972 -8.50 46961 1.43 -8.50 I.5 k est (iuainaminr Road 31728 -7.31 34229 1.06 -7.31 1 1-4 Heilonmian2 Road 31190 30.02 23988 0.69 -13.32 .X) Rcinmitn Road 46100 27.85 36058 1.02 -14,77 1.21) Qttai Road 5225 0.72 5263 0.35 -0.72 0.35 lnmzILu Road and Zhongshan Road 21426 3.65 20672 0.71 -22.26 ().92 karama\ Road 17689 -2.84 18206 0.59 -2.84 0.61 Xnxni Road 2258 -1.68 22972 0 75 -1.68 (). - Ihe irafilc \olume refers It a- erage volume at various sections. The saturation refers tothat at peak time. 2.2.2.3 Public Transport Improvement Bus Repair Facility will improve the overall maintenance performance of buses. increase the a\vailabilit\ rate of the fleet. reduce failures in service, improve the comfort and safety of the vehicles. and mitigate impacts on environment (exhaust gas. noise and waste oil leak, etc.). - 17 - ElA-l t -lip \oxemhCr. 1q991 2.3 Brief Introduction to Alternatives To distinguish different concepts discussed in this report. the word *altemative' is used onlk io refer different alignments for a given segment of road. while word "option" is used to refer differenit road configurations or designs on the same alignment. Based on the encineerinc and environmental analysis, five segments of the ORR consist of' ali-nment alternatives. The preferred alignment of each segment was selected b\ comparisons (see Figure .1.1-1). A full analysis of the altematives is presented in Chapter 5. The alternatives of eaci segment are as follows: Segment One (1): Alignment of Qiantangjiang Road - Tuanjie Road (south Ring) A. Alignment of Qiantangjiang Road - Tuanjie Road (preferred) B. Alignment in the south of Qitanjiang Road Segment Two (2): Liudaowan-Wuchang Road (Notth Ring) A. Alignment of Suzhou Road - Altav Road (preferred) B. Alignment of Henan Road Segment Three (3): East Karamay Road - Nanhu Road (Northeast Ring) A. Alignment of Nanhu Road (preferred) B. Alignment of crossing the coal mine area (surface road) C. Alignment of crossing the coal mine area (elevated viaduct) Segment Four (4): Altay Road - Wuming Road (northwest ring) A .Alignment of crossing Heishantou by tunnel B. Alignment of detouring Heishantou to the south C. Alianment of detouring Heishantou to the north (preferred) Segment Five (5): Xishan Road - Heilongjiang Road (Hongshanzui section) A. Alignment of crossing Hongshanzui by tunnel (preferred) B. Alianment of detouring Hongshanzui along Baoshan Road The preferred alignments were selected in each segment based on comparisons of environmental. socio-economic and relocation and resettlement impacts. In general, the alignment with the least impacts compared xs ith other altematives in the same segment was considered as preferred and incorporated in the project. Engineering related factors were also evaluated during the comparison. On the basis of the comparison and selection of altematives and traffic volume forecast. foul design options related to the configuration, scale and complexity of the ORR were proposed on the preferred alignment. Among these options. Option 4 has the least amount of viaduct and expresswa\ and also the simplest in terms of engineering complexity when compared with others. It is therefore considered to have the least potential adverse environmental and socio-economic impacts. With all factors considered. such as engineering and traffic forecast. Option 4 was selected as the ORR project. - 18- ElIA- 1. TIP November. 1999) This EIA covers the detailed assessment forthis option. 2.4 Major Sources of Construction Materials and Construction Schedule 2.4.1 Major Source of Ra% Materials The main materials of the project are gravel. crushed stones, asphalt and concrete. The stone quarr' is located at Wulapo in southern suburban of Urumqi. The gravel will come from the Kaziwan in the northern suburban and Wulapo in southern suburban. The Asphalt Plant is by Eastem Kashi Road. Most asphalt used in central area of the city w ill be transported from the plant. Concrete mixina stations are located in three places. Wujian (northern). Sanjian (southern) and Sijian (central) They w\ill be used for concrete mixing for the construction of the project. Trucks for building materials transport will be allowed to be driven on specific route. The specific locations of lrumqi Quarry, Asphalt plant and Concrete Mixing Station are shown in Figure 2.4.1-1. 2.4.2 Schedule A four-vear implementation period (2000-2003) is planned of the project (the ORR and other subprojects). Table 2.4.1-1 presented the impiementation plan for the project components with potential environmental impacts. Table 2.4.2-1 Implementation Plan for the Components with Potential Environmental Impact lear ef Project Cost Estimate Imp1lernentai,iior Comnponent (10,000 'tuax R MIB( 'A uming Road-Xishan Road (of the ORR) 8200.00 2(wi inmersecuion of Wuchang Road-Auming Road. intersection of Xishan 50927 04 _ Road - litai Road (ofthe ORR) Eqwipmenw of the Bus Repair Depot 590 5 Qiia, Road-interchang of Qiantangjiang Road and Beijtng Road-Alta) 4763 5 '(UJ1 1 Road Xotfthe ORR !)476.7_50 V, idenitic Heilongilang Road (ofRoad Network Plan) 31541 Baoshan Road-Hongshan Road tof the ORR) 47637.50 2002- U idening Tuanjie Road tof Road Network Plan) 651)99 Htngsslan Road-Betjing Road (ofthe ORR) 47637.50 The -... ,I", * a)(J DO0Yui RIMB for the establishment of the Bus Repair Depot in 2000 has been fixed into the mnimcipal inuestiie,L Because the equipment of the Bus Repair Depot will be loaned by World Bank (5.095.000 Yuan RMB). the environmental assessment of the depot is included. 2.5 Cost Estimates for Project Construction and Mitigation The total estimated investment of Urumqi Urban Transport Improvement Project is 2249,810.000 Yuan RMB. including 2020,395.000 Yuan RMB for project components with potential environmental -19- * t -- - _ = - -~ ' : ~ .... ........ ; 'T7 -.- pt - -~~~~~~~~~~~it- **4&a, 4P W A .~~~~~~~~~~~~~~~~~~~~~~~~~~-ts,. [f I i . W J~~~~~, .- . :,,- =:-, t,fi G~~~~~~k -WY, 8, 1 S it AZLegend * . -::: ~ . ,/ B-crushed stones site ,: .} j ^ ss > 2 ~~~~~~~~~~~~~~~~~~~~~~~gravel site . E3 J~~~~~~~~~~~~~~~~~~sphalt phlAii ,'~ '.- E] concrete rnwlIg , i i. ~~~~~~~~~~~~~~~~~~~temp(r tr) Z j#,_, } ,, . ._, . sX ,, ;,, ~~~~~~cxLa%cazLdtcd aials Figure 2.4.1 -1 Source Location of Constr-uction i, -q*\~ ElA - t tIll No"emcr. I -NO impacs. 44.333.200 Yuan RMB for road network improvement plan. and 6.000.000 Yuan RNMB for Bus Repair Depot. The EA estimated cost is 65.844.100 Yuan RMB for environmental mitigation. in wnhich 26008.100 Yuan RBM for noise mitigation. 500.000 Yuan RMB for waste wAater treatment emission conTrol at the bus repair facilit\ (invested by the Municipality). and 39.335.900 Yuan RMB for greening. The cost for dust control during construction and erosion control. etc. is excluded here. which xs ill be included in the contractor contracts. 2.6 Population and Motor Vehicle Fleet 2.6.1 Current Population and Expected Growth According to --Strategic Study on lUrumqi Social Economic Development in Ninth Five Year and 2010- and -Ururnqi Lrban Master Plan". current population and expected growth is made by H-UCTPI. and see Table 2.6. 1- I. Table 2.6.1-1 Current Population and Expected Growth of Urumqi Year Permanent Residents of the Population of the Floating Population Employment Positions _ =rT Whole Cir (X 10.000) Affected Area (X 10,000) (X 10,000) (X 10.000) 1997 152 114 27 83 2oo0 16() 1_ 5 30 l 20 190 160 40 110 L202()I 220. -250 17( The built-up area of urban citv is 82.5 km2 in the end of 1997. Based on Urumqi Urban Master Plan. the planned land is 175.86 km'. which is divided into nine large functional districts. such as Tianshan. Shavibake. Xinshi. Shuimogu. Dongshan-Kaziwan. Changji. Beizhan. Xizhan and Toutunhe District. 2.6.2 Current and Forecast Traffic 2.6.2.1 Current Traffic Volume Motor I clhicle Fleet Based on data provided by PEO and SCCPTI (September, 1998), there vwere 104857 civil automobiles in LUrumqi. in 1997. 79.124 in 1993 and 5,356 in 1990. The increase in 1997 over 1993 was 32.10o and the yearly average growth rate for motor vehicle fleet was 7.29%. Figure 2.6.2- 1 shows the growth of motor vehicle in the last decade (inciuding the iatest statistics for 1998). Current Trqffic Nblume of the OPR According to traffic flow monitoring data in September, 1998, current traffic volume of the ORR is sho\' n in Table 2.6.2- 1. and capacity of the existing road of ORR in Table 2.6.2-2. -21 - ElA - ('t'TIP No.emnber. 1999 Figure 2.6.2-1 shows motor vehicle fleet in Urumqi in the last decade. Fig2.6.2-1 MotorVehicle Fleet Change of lirumqi in Recent *ears _50000,-- 50000 - 1990 199i 1992 1993 1994 1993 1996 1997, 1998 Table 2.6.2-1 Traffic Volume in Existing Road of the ORR Mixed Traffic (Veh./d) Passenger Car Unit (PCU) Peak Hour (v'eh./h) Section Inside Ring Outside Ring Inside Ring Outside Ring Inside Ring Outside Ring Qiantangliano Road 22438 2i754 29169 30880 2917 \uI\Min Road 14683 14288 19088 18575 1909 1858 SUzhooi Road 11626 9672 1514 12574 i5]] 1257 Alta. Road 41615 49417 54100 64242 5410 6424 kkest Guoiing Road 6227 6298 8095 8187 810 819 Baosan Road 18486 20419 24032 26545 2403 2655 Table 2.6.2-2 Traffic Capacity at Existing Road of the ORR Unit: PCU Section Lanes Traffic Capacity Traffic Volume in 2000 Saturation (Veh.thr. One-way) (Veh./hr .One-way) Degree TuanjiL. Road-Yue;in Road 4 1228 1097 0.89 Ytueiln Road-Xintu Road 4 1383 1176 0.85 X,nfu Road -Donghou Street 3 748 1083 1.45 Donrhou Street-Qingnian Road 3 748 1103 1.47 Qingnian Road-Honrshan Road 6 2255 1407 0 62 \\est lhuiia%%an Road- Kararna\ Rood 2 960 1420 1 48 \\est Karanai Road-Xishan Road 2 960 1239 1.29 Xtshan Road-Nanchang Road 4 1775 1497 0.84 Nanchanu Road-Baoshan Road 4 1775 1614 (1.91 Raoshan Road-Heilongjiang Road 4 1775 2366 1.33 Heiloitiati nL Road-Qotai Road 4 1383 2014 1.46 Hongzsian Road-East Karamav Road 4 1561 1361 0.87 East Karama\ Road-Xin% i Road 2 892 975 1.09 Xin\ i Rad-Heian Expresswa\ 2 960 699 ().73 Hetan E\pressx%a\-L:\ushan Road 6 2385 988 0 41 Li\ ushan Road-Chan2chun Road 6 1788 1268 0.77 Chan2chun Road-lianjin Road 6 1788 1695 0.95 Tianjin Road-Kunmine Road 6 1788 1325 0.74 Kunmina Road-Beijine Road 6 2027 1036 0.5! Beijinc Road-A ta\ Road 6 2564 1021 (0.41) Alta\ Rooad-\est J,ujiawtan Road 2 960 699 0. 73 2 2 - EIA - L I IIP Noember. 1999 2.6.2.2 Traffic Forecast Forecast of Motor Vehicle Procession in Urumqi Accordina to the analysis of motor vehicle fleet of Urumqi and the urban social economic development and Urumqi Master Plan different kinds of automobiles (exclusive of buses. motorc\ cles and special vehicles) are forecasted and the result is presented in Figure 2.6.2-2 Fig2.6.2-2 Mlotor \ehicle Fleet Forecast oft rumqi _ -I -I - - Operational Condlition of Road Network Accordinu to above-mentioned forecast and analysis of road network in whole Urumqi . the operation status of the road network in whole city. inside the ORR and at the city center for 2005 and 2020 is forecast respectively, and the result is presented in Table 2.6.2-3. Table 2.6.2-3 The Service State of Network at Different Area of Urumqi Division of Region City Center Inside the ORR Whole Cit\ A\erage Speed 17.8 22.4 31) Saturation Degree in Peak Hour 0.82 0.72 0.48 I roro Average Speed 17.3 21.6 27 Saturation Derree in Peak Hour 0.86 0.74 0.61 Either in the whole city or part of it. traffic conditions in 2020 would be worse than that in 2005. particularl. in the cit\ center. with bad service and high traffic pressure. Trarffic Forecast in Different Sections of the ORR The traffic forecast is presented in Table A-I in the Appendix A. As seen in the Table, in which traffic \olume in daytime accounts for 75% of the total and at night. 25%. Peaki hour coefficient is 3% (2000), 7.5% (2010) and 7.0% (2020), respectively. Traffic I4ilunme Forecast in Road Networh Plan The traffic volume forecast in road network plan sees Tabie 2.6.24. - 23 - EJA- E'fTIP Novembci. IW) Table 2.6.2-4 Distribution of Traffic Volume in Road Netmork Plan Unit: Veh.'hr Peakl Da, Night Section Near Vehicle Tvpe Vehicle Type Vehicle Type Large [Middle Small Large Middie Small Large Middle Small 2oxe 0 254 1195 0 191 90( 0 64 310 ID an Road. ThI 1) 0 310 1461 0 258 1218 _ 86 4110 2020 0 293 1380 0 261 1232 0 87 411 200(0 0 241 1784 0 181 1344 0 _Ix Heilongllan 2()10 0 250 1852 0 208 1544 0 69 515 Road- _ _ _ _ _ _ _ _ _ 2020 0 263 1950 0 235 1741 0 78 580 -24 - EIA - ItYTIP No\ ember. 1499 Chapter 3 Existing Environment 3.1 Biophysical Environment 3.1.1 Location Urumqi. the capital city of the Xinjiang Uygur Autonomous Region. is the political. economic. cultural and science and technologv center of the entire region. Urumqi is a hub of communications linking up Southern and Northem Xinjiang. The Urumqi area is located between 42' 20' - 44' 20 N, 86 40 - 88 55' E. At the northem foot of middle Tianshan Mountains and in southern fringe of Junoar Basin. the city proper covers a total of 12000 square kilometers. of which 835 square kilometers is considered urban. lis elevation is 680 - 920 meters. Urumqi is one of farthest cities from oceans. over 2300 km from oceans in east, south. west and north. Urumqi is located in the hinteriand of Eurasia. and it is surrounded by mountains in east, south and west. There is broad alluvial plain in northern part of Urumqi. and the ground siopes down from the southeast to the northwest. See Figure 3.1.1-I 3.1.2 Topography and Landforms The topographic units of Urumqi include the southem middle and high mountains region. Chaiuwopu basin, the river valley plain and the middle, lou maintains and hill region both sides of the plain and the mountain inclined plain from south to north. UrumqiHetan Expressway divides Urumqi proper into east and west parts. The east part belongs to hill and valley district, and large mountain ridges are Bahuliang. Nanliang. Beiliang and Weihuliang etc. There are some lowlands such as DaN\an. Erdaow an. Ningxiawan. Qidaowan and Badaowan, and some valleys such as Shuimouh.ol KRoad - ILast kalamam Road 48 33490 18.45 191.56 535.84 368.3'; i ";4 g7 L-at Kahlanisa. Road - Su7zhou Road | 21 13060 15-45 74.70 | 20896 I 143.66 | 68434 SuzhoI Road- Vkunins2 Road 3 1 29600 12-45 169.31 | 473.6 325.60 51 1 v\kUnimL Road- Nishanrtrncion 31 J 26280 18-45 150.32 42048 28908 137't)8 VNisan .lu004,on - Heilon2itang Road 45 64070 17-60 36648 1025.12 7047- 7 3i;.2 HelonllLipaml Road- Rall)a\ Station 42 | 24520 16-4' 140.26 392.32 2697: |2X4 R;ll' Saition- (UihantanIiIan Road 65 53990 10-50 308.82 863.84 | 593.89 282') 08S FW1ini S1tMCNt i0L UIVRR 405 | lOiS 3 58.00 16.20 11 14 531)t-06 Thial 1881 | 467473 3-100 2726.14 7479.56 5142.20 24494.57 3.3.1.2 Existing Air Quality of Urumqi According to the results of air quality monitoring in 1998 (see Table 3.3.1-2). the degree of air pollution is different from one district to another in Urumqi. In the center of the city. Iocated in the south of H ongshan. the density of air pollutants is notably higher than that of districts north of 34 - '\ l; Muca: ~ \ Heishantou t V 1: 5.474.7OzS4 206 96 NC\Ox 325 60.Co: 1351.4A( X~~~~~ / :j*4'>'\ 9 <- 11 ~~~~~~~~~~~~~~~~~~~~~~~~~~~~111 * wu: 150Z2502; 420.4e = =~. $S:2890S:C:13770-6 )' aUi ic K4w;d hanRa -N 5.5704.C VO'x. 704.7:O357' H'A.wj"N k-d- ~ ~ ~ ~ a UR ~ kafl%lwa St RSSu; J# A/\ . d: 706 13:S02:1C75.20 " *;~~~~~~ \0/ 3 1,-swNx37.Q5:CO+12 Fi 3.3i -1 Emissioni Sources at Fixed Air Pollution Resources b) Section Within IOOOm of the ORR of Ururnqi (tla) 3; EIA - I 11' Noxember. Il Hongshan. The air qualitx of the middle district between Hongshan and Xinvi road and the north district in the north of Xinvi Road show little difference. Contrasting to the middle area. the air qualit\ of north district is better. On the other hand, the air quality changes vvith the seasons. It is obvious that the air qualitr during the heating season is w.orse than that durina the non-heatine season. especiallk the content of SO. and NO, in the air. It is estimated that the contents of SO_. NO\ and TSP during the heatina season are as 12.94. 2.25 and 1.47 times as those durin2 the non-heatinu season. respectivel. The maximum SO, and NO, during non-heatinc season are in accordance with thre national standard. while both exceed the standard greatly during the heating season. As a maior air pollution parameter. TSP exceeds the standard during both the heating and non-heating seasons. Table 3.3.1-2 The Distribution of-Air Pollution Materials in Urumqi in 1998 Unit: me in Distric_Phase Heating Season Non-heating Season Pollutant Stadad South Middle North South Middle North District SI District District District District District TSI' 0.300 0.71( 0.561 0.480 0.616 0.494 0.331 1 0.353. 04I1 SO. 0.15( 0.274 0.205 0.127 0.220 0.021 0.016 0.009 ().1- NO. 000 1(0 0.148 0.112 0.096 0.126 0.066 0.050 0.(P42 o)oi6 3.3.1.3 The Existing Air Qualitn aiong the ORR Location of tlhe Monitoring, Points On the basis of the TOR and demand of WB officials. 6 monitoring points were set up. whici A ere show-n in Figure3.3.1-2 and Table 3.3.1-3. Table 3.3.1-3 Characteristics of the Environmental Monitoring Stations along the ORR Mlonitoring Point| Monitorng Poin Main Characteristics Remarks N.I Name I 1 Iiudaoxan i2eNer district of the cin. industrial areas near coal mines anc Monitoring ever! hour I LiUdao%~an eeneratin2 plants. and large residential areas 2 Railxiax C itx traffic pi vot, commerce and trade. residenL industrial areas Monitoring ever\ hour iSanm The moving population is active I 13 irnn Center of the city. There are schools. hospitals. resident areas 24 successive monitorinLt .- Inin .hotels and so on. Population density is high hours 4 south Xinhua Center of the city. There are traffic pivots, hotels. commences 24 successive moninonr R od residential areas and so on. Population density is high hours RaiIwa\ Nex\ district of the city. There are schools. institutes. residentia 14 successive monitorin y Burxa! areas. light industrial areas. hizh and new technologica _ours Bulcau' developing area. economic developing area and so on 6= Nishan Combininp area of urban and rural. traffic alignments. There ar 24 successive monitoring residential areas. farmlands. apartments and schools. hours Monitoring Tinme and Frequency Txto monitoring seasons (heating and non-heating) were requested. At each monitoring period lasted 24 hours per day for seven consecutive days (from 26 October]998-1 November 1998. and 14- 20 Januar\ 1999). -36- I--- W<~~~~~~~~~~~~~~~~~~ 1 u , blai , _ @ welt~~ sn S// 1 c-- Fi3 1-' MontorngoinsotheProos ,~~~~~ * .40 eishantoub ~ I y 0a 0 w~~~1i ~~~ RaiI~~~~ av stall ~ ~ ~ I A Fiz33 - Eitn nirneendontrn ont fh rpoe rjc noisc FaS 'o~-37 EIA- llI-' Nokembcr. 1QQ Monitoring Paramerer and Applicable Standard Parameters monitored and recorded included NMHC. CO. NO,. TSP. SO: and Pb. The sampling and monitoring measures were those specified in the Environmental Monitorina and Monitorina and Analysis Method for Air and Waste Gas by SEPA. Samplina procedures followed those in Section 1.5. (1) Air Qualit\ of the Analysis Method. Monitoring Results and Its Anal sis Monitoring data of 6 parameters at 6 monitoring points see Tables A-6 - A-l i in Appendix A and Figure 3.3.1-3,. The monitoring results show that except Pb. the concentrations of NMCH. CO. NO,. TSP and SO. especiall' SO. and CO. durinE the heating season. were higher than that of non-heating season. The 24 hours concentration change of different pollutants see Figures 3.3.1-4 - 3.3.1-9. %lhich shows that except Pb. the change of all other pollutants in heating season is similar to that in non- heating season. Using the single pollution index. the existing air quaiity has been assessed. The calculation formula for the index is as follows: P,.= C, IC,. WAVhere: P,: single pollutant index. C.: densiTy of the pollutant (mg./Nm3). C,,: standard value for the pollutant. Assessment results and its analysis UsinLu the method mentioned above, the air quality along the ORR was assessed. The results are shown in the Tables 3.3.1-4.3.3.1-5 and Figures 3.3.1-10 - 3.3.1-13. The results show that the air qualitv along the ORR is as bad as the overall air quality of Urumnqi City. Table 3.3.1 4 Air Monitoring in Non-heating Season -S ICLiudl}\% dan 2'Raih ay Station 3'Bemen 4Xinhus Road S'Xinshi District 6-Xishan Pollutioni Lsnand P r ( o ~ ^ 0 70 073 0.72 0 74 0 7 I 0 96 1' 0 62 0.66 1.03 0.76 047 0 71 10 -4 i',,, , en 2 70 1.52 1.39 1.29 1 86 P,, 2145 .90 2.26 2,47 1.43 2.08 3 4( P..: 21 0 42 1.17 0 89 043 1.00 14 9 I) 4 ti 0 i o .32 0.25 0.28 0 13 0.2( 396 A, I it 1 12 1 16 1.09 0 75 1.11 (1 -38- uca Pb C 42 C 3 X monllurln-~~~~ ~~~~~~~~~~ - -aKSME~IME 0* ..9 152oz406^ N PHC 209C 803 Fig.3.3. 1-3 Existing Air Quality Monitoring Results of the Proposed Project - 739 - Fia.3.3.1-4 24 Hours Concentration Fig.3.3.1-5 24 HoursConcentration concentranior. of N IMHC concentlzitiol of CO :'~~~~~~~~~ -a . . 4 n \ I3 . - -; - \lm - - lime o time I ' ' nIKIY, 0 1i1 14 0.. IY -(K a u 4 b:O 00r 10:00 12:00 14:oo I b:00 lb O( 20:03 22i00 . nov-heating - ---heiting average v--- non-heating - heating - average Fio.3.3.1-6 24 Hours Concentration Fig.3.3.1-7 24 Hours Concentration cOnceniration concentration n (mg/m3) of NOx . (mg3) of TSP 0.5 (mgrn 0.f. 'rrj : . A N.h K-X) ID04: IZ1:IK' 14 (K lb an 18 nn 20:0K} 22n o:ooW n *n -nr o* o*-o .r r-nrv no 7o - nun-heaLing - heating - average . . . .- non-heating - heating average concentratXni-;182 or ocnrion - cnetaoFig.3.31-9 24 Hours Concentration I IK' (mg m3; of Pb 1 1.8~~~~~~~~~~~~I- (mgtm3) of S02i 7" 4() - < ' - g ' t 0 b t < ,5\/ \ O411 -''' 0 4. * 0.4 time 0.2 - time ,,,M, ..... __ . i00 ! . . . . .~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~7 -- .7- 7, time 1)i: 2' :0 4 I 13.00 1 -il b 0.0011:0 12: 'v, w40 *0iooll 20:0w z0:000 z 0 n- 2:0 * 4:00 c:0o0r1 -1:31n 12:003 14:.00 11.A 18:-33 20:00 22:j00 --- - -non-healing heating average - - - non-heating - heating average ...4.0 . _ . _~ - .4 Fig.3.3.1-10 Pollution Index in Non-heating Season of Urumqi 3 oo -- PC-O - ~ ~~~~~~~~~~~~~~~~~~~~~~ SIaton DstrC 3.00 -PNOC 1.00 oo - , > 2 2 2 ZPTSP 1.00 = _ I#Niudaowan 2#Railway 3UBeimen 49Xinhua Road S#Xinshi 6#Xnshan SLation DLStnIct Fig.3.3.1-11 Pollution Index in Heating Season of Urumqi P PNPNHC 6.00 PC PO 4.00- ?PNOx 200k ~ ~ ~ ~ ~ ¸"-'~~~~ . . '-'~~~~N 2ZPTS'p 0. 00 i#Niudauwan 2#Railway 3#Bcimcn 4#Xinhua Road 5' Xinshi 6#Xnshan PPb Station District Fig.3.3.1-12 Pollution Load in Non-heating Season of Urumiqi PS02 PPb PNMHC H ?NEC 96 12~~ PNOx EDPS02 31% 28% Fig.3.3.1-13 Pollution Load in Heating Season of Urumqi PPb PNMHC E PNWEC D PCO 35% B ~~~~~~~~~PND% 0 PTSP NOx PS02 O PPb PTSP 22% -41- EIA - U['TlT \0~embel-. 199) Table 3.3.1-5 Air Monitoring Results in Heating Season SaIt,hr|8ItLiudaoosan "Rail%a, Station 3'Beimen 4'Xinhua Road 5'Xinshi District 6'Xishan Polution Load Location. I - P.P , 0 0 85 0979 0.92 0 8 0 S ' 1 2-.55 41 2.50 1 '79 I I P . 01 4 75 14 I I ' 2 2I S P,. 2> _2.3n;4 3.32 2 ~~ ' 1C : 52m 2- 253 38(' 6 18 '.S 4 26 '91 91 t21, 0.2 C.27 02 021 0.2 2 1 ALcIi7I2e ] 1 9S 2 5, 80 2 04 1.5; 1 9i . lI, Li. In non-heating season, the average pollution index of TSP is 2.08, and its pollution load is S1 40o of all pollutants. The pollution load is defined as the proportion of the total pollution attributable to each parameter (Figure 3.3.1-12). As to NOx, its average pollution index is 1.86. and the load 27.95%. Average pollution index of Pb is onhN 0.26, and its load 3.96%. In spatial distribution. at Liudao\%an. the environmental quality is worst, and its average pollution index of all pollutants is 1.56. Second worst is Beimen and Railway Station. and the index there is 1.16 and 1.12. respectively. NO, is the prominent pollutant at Liudaowan and South Railway Station, and the individual pollution index for NOx is 3.07 and 2.70. respectiveiy. At Xishan. it has good environmental quality, and its average pollution index is 0.75 which is one of lowest at all monitoring points. The monitoring results sho\n that environmental air pollution is mainly caused by dust and vehicle exhaust during non-heatimn season. In heating season. the average pollution index of SO2, the dominant pollutant. is 3.90 which is 2.90 tines higher than that in non-heating season, and its pollution load is 34.04%. The second dominant pollutants are TSP and NO, their pollution loads are 22.12% and 19.48%, respectively. The pollution index for Pb is the smallest. which has the average pollution index of 0.23. The Railway Station areas is the most severely polluted. and its average pollution index is 2.65 and the individual pollution index of SO- and NO, is 6.18 and 4.75, respectively. The next worst polluted areas are Southern XinhLia Road and Liudaowan. Xishan has a fair air quality, and its pollution index is 1 45. The results show that air is mainlk polluted by coal combustion in boilers during heating season. 3.3.2 Noise 3.3.2.1 Sampling Locations and Monitoring Methods * Monitoring points were selected in typical sections including elevated viaducts, non-viaduct. interchange and road sections with large vehicle volume. The noise sensitive receptors include school and hospital. * The 24 successive hours monitoring was conducted to all noise sensitive receptors such as schools and hospitals. In main residential areas, noise monitoring was conducted in day and at night. Locations of noise monitoring points and its general description are seen in Table 3.3.2-1 (For the explanation to this Table see Tables 3.3.2-2 - 3.3.2-4) and Figure 3.3.1-2. - 42 - El A -l t F NoI,ernbcr. 1999) Table 3.3.2-1 The Existing Noise Monitoring Points of the Proposed Project Distance from Height of B.iiding Monitoring Point Section Road Sides Monitoring Featiure, < R~ ~ ~ ~~~ ~ ~~~~~~~~~~~~~~~~~~~~~~m) (mI czl i kcslOentml Aiei, o. 1',ibh. Sectinr Depanimeni Oiantangiiang Road 40 I . 2 P* I'IIT,ar School Qlanianrgian- Road 10(0 Sami, Re,idermial Area Q,anranigang Road 2 2 2 2 t-Iloldirpolbar Resicential Area Tuanite Road s : 3 -il, N- 2 kilndeioarren Ttianjie Road 2 1 \tz * Plrrar Scotiaev Donheluan Road 7(, 2 - c inset -ideniala Area Donghuan Road 20 2 X S ouidlait kmtidetcanes Donfhuan Toad 65 12 s ') D:ii \iOi Residenrtial Area Donehtian Road 25 2 10 Bioniita No 2 Mlddic School Wuxain Road 20f _ \w t1xil: Maiision, Wuxiny Road I* 2.cv [ S . mBlimin,:l] Hospital Wtaxing Road 10 Re.tde,,rial .A1ea or Bam. Middle School Wuxing Road 8s' a1 > Jn--- Flosp,iai WLaxing Road 45 IP 154 Sfi-v Mansion] Qidaooan Road Is 4 T. .I,,ispanl 1.oxpectio, Stalton Qidaowan Road I 2 I Resideoiaia Aiea oi Liudaos%kan Liudaooan Road 250 J.5 I Su7la,, Huia,uan Residential Area SLizhoai Road 40 2 | irrir 1) i ttrrot Hospital Suzhoa, Road 50 12 |'I N; '0 t4^Middle School Suzhou Road 32 12 2 ll asal" Res,deliTial Area Suzhoi; Road 20 12 2 m | an; Rtntdeoanriei Suzhota Road 45 1 2 2 .3 Hmiani,n Hospital Guoling Road 25 24 Re,ideniual Area of Xinjlang Agricultural Universito Guoling Road 80 1.2 *; Zhep" Hlel Guojing Road 25 1 2 1 T.;.l.. ....... Hotel Baoshan Road 20 12 .- Re,n;r;ltial Aica ol Coal Mine Hydrological Team Baoshan Road 52 20 \,. ;J '0lz4 Sin Schoul Baosiian Road 370 I2 ., o .34 Midic School Baoshan Road 120 I . Ke. Residetmial Ai a of Urtrnqi Sanitation Bureau Baoshan Road 20 1 2 I 't an'-,x Hiowl Baoshan Road 25 I - jhw,m llchumial Ho-el Baoshan Road 51 . I ililg Passaye Trasponri Station Heilongjiang Road 2 -R Residcetal area of Sanittanu Plastics Piant Hetiongpang Road 12 1 f; V \i,ddic School Tuanjie Road 19 1 2 5 ;00 Ni 14 Plimair School Tuaanine Road 65 1.2 Xinrianr- Coeninercc Collene Tuanjie Road 19 1 2 3s FithI Bus Repair Depot Qidaouan Road 150 2 -43 El A - l ~ TIP'' \ioN enmhci, 19)'q Noise level along, the ORR was monitored. using procedures in GBT146023-93 - The Sure\ in, Method of Environmental Noise at the Urban Area (the national standard of China). The 24 hour continuous survevina were conducted at 14 of the monitoring points. takini the Leq(A ) readings for 10 minutes in each hour. Al 1i other monitoring points. the traffic noise the readings were taken at 10:00. 14:00. 17:00. 20:00. 00:00 and 3:00. At the remainino 11 of the monitoring points. noise levels were measured at different distances to the road until a distance is determined at which the noise level met the standard. 3 .3.2.2 Results and Assessment. Tbe Present Situation of the Sonic Environment at the 24 Hour Continuous Monitoring Points The results showA that the traffic noise impacts heavily on the sensitive receptors. 700,% of average Leq exceeded the standards by 5.1 - 14.4 dB(A) in daytime (55dB(A) ) and from 2.8 - 16.1 dB(A) al night time (45dB(A)). See Table 3.3.2-2 for more details. Table 3.3.2-2 24 Hours Monitoring Result the ORR N\o}. Name DDisance to Height Time - Noise Lesel Standard 0 :en.t td: road side LML, I, eA) dBA - Ni, 43 Prinars School 12C S das 55.8 51.1 48.5 536 55 night 46 7 43.5 41 7 449 4 ; lit1iqC Nc. 2 2' 15 Da, 67.6 61.6 57.3 625 5; KiCdccanecl m'rith 60.5 55 7 50.0 54 1 45 i 4 fimtwi No 2 Midddie 20 14 da! 72 0 67.2 63 0 69 1 55 : Schs._ night 64.0 574 53;1 61 1 45 II I ; ' | Bmw;lklasl Huspnlal 10 1 4 da! 72.5 67.4 63.5 69 4 55 i 44 I iiu =ospua IO 14 ~night 64.0 57.5 52.5 60 7 4 5 Reo,de,ntal Area ofBas, 80 6 day 56.4 53.3 514 54.8 6( . Nliddc Scho 6lnight 49.0 47.0 45.9 47.8 50 14 han'12,u' Hospital 45 10 dav 644 60.5 5 7 62.2 55 45 _ night 55.2 50.0 46 7 52 1 45 - i,- i.w ild.i.ooxair Residc ntlal Area 5Q I s da! 38.5 36.5 338 48 7 60 night 317 312 30 8 41 3 5l) 1C; l imimi Iiiinor Hospital 50 14 dao 64 1 61.0 59.2 621 5S I night 56 4 5219 51 54 6 4J H. 21' No C)Middle School 72 12'8 da! 62.0 59.0 56.5 60 1 55 5I night 55 5 50.8 47.5 53,0 J4' -1, I lCi.i,iOCiCC Hospna 25dav 72 4 65.5 53 9 68 5 1 l 2. I I l. m,,! i)Hosp,ial 2: night 60.8 48.2 45 1 59 6 4J5 t4, N Mlddlc School 19 _ 681 55 I I3 nighs 602 45 52 . No I ll4 timats School 65 1 dao 5' I 21 night 521 45 -I Xininaiti Coinitcice College 19 .5 o 66h7 1 dai. 512 664 3S Fii 13- Repati Depot 150 I .5 nigh 34 50 -44 - EI A - lt 111' No embhr. 1909 The Present Noise Levels along the Outer Ring Road There are 13 monitoring points in the tange of 10 to 25 meter apart from the main highwa'ss and they are classified as the Category 4 region. which are mainly affected by traffic noise (Table 3.3'.2-3 Durings the da! noise levels exceed the standard at 25% of the locations. At night. 85'o of the locations exceed the standard. The sections exceeding Categor- 4 standard include the Qidaownan Road. Donsohuan Road. Jinyin Road. Changjiang road, Qiantangjiang Road. West Guojing Road and SuzhoL Road. Xishan Road. Heilongjiang and Tuanjie Road. mainly at night. Table3.3.2-3 Noise Monitoring Results on Both Sides of the ORR Distance ~Distance Height Time Traffic Sadr ,iti Distance Noise Level Xolume Sttndard Oserlir \n. section Name from the Time -(vehicles alue StandiiaId Road Sid-s L,, L, L, L, thour) j b 4Bt1 r . Ontaa,gioan- Road Sanlian Residential Are, 12 da 6659 64 7 62 4 65ti 1624 70 night 59 2 5; 7 St 5 ~S86 606 6 Doniuh.an, Road T-cvea Residential Area 20 da) 691 65l 612 669 2002 7( niglit 62 5 57 0 50 0 59.6 522 41 S Donlli*baa, Road Dangxiao Residential 25 dag 70 6 67 0 63.0 68 1 1394 70 Aea _ night 63 3 57 5 53.3 60.1 510 55 5 (idj,--,, Road Si aai1xi da! 69.2 64.2 59 - 66 4 1485 70 Mansion night 62 578 54 4 60.2 480 55 5 I Old; ...... l Road Tranffic inspection 158 dav 73.3 68 60 9 70.1 1118 70 I Stanion night 61.5 550 490 58.3 475 jS i Station -~~~~~~~~~~~~~ I 21 Stizhltou Road Yiian Residential Area 20 da2 70 0 65 0 60 66 I 60r) t70 niLht 60 0 54 5 46 5 S7.6 147 55 25 'uaoimin Rkoad Ziepi. Hotel 25 da, 70 0 65 0 60 66 ~ 609 70 night 60 0 54.5 46.5 57.6 14' 55 2O1 \X~li,iit Rood 7aataaan Hotel 20 da' 73.2 686 64.2 70.6 1002 0 I night 66 5 59.5 54.2 65.2 239 55 11.2 Residenital Area of da~ 722 666 589 69 5 1114 70 lo Xasirai Road General Sanitation 20 I Buteac night 62.2 55 5 50.5 58.8 306 55 3 S 37.5 69.1 65 4 70.8 70 ( S 1 Baosliai Road Yunv%ang Hotel 20 62.9 57.5 54.6 60.3 55 *2 B;*l5 ;lt;i Roadi Jinsinchaart Hotel 25 day 67.3 68.3 66.3 64 I 1266 70 night 55.8 56.5 53.5 52 5 210 55 _3 H ctioitzti,itll Road Utluiqc Passagei dax 70.1 70 I1 Tianispon Station night 62.3 - 34 HelkilwEnaaaBlt Road Residential Area of day 64 6 70 Road Sanitang Plastics Plant night 56.7 55 ( - Existing Aoise Levels at Noise Sensitive Districts These districts are mainlv distributed along the main highways and are blocked by the six or sev en floor buildings near the streets. One part of the noise environment at these sampling points is the traffic noise. and the other part is the noise of daily life (Table 3.3.2-4). The results show, that if the first row of buildings near the main highways have six or seven floors. -45 - l-\ - i t I 11' \No%embei. I""') the noise effects behind them will be small. If there is no buildina near the main hiahwavs. the noise effects il: be large. In this case, noise values are 6.0 to 7.6 dB(A) over the standard at niaht and ale t.4 to 2.8 dB(A) over the standard durin2 the da\. which are mainly affected by the traffic noise from the main hiohwavs (Figure 3.3.2-2). Therefore, noise reduction measures for the first rou, of the buildings are recommended (more discussion in Chapter 4). Table 3.3.2-4 Noise Monitoring Results at the Minimum Distance to Road at Which the Noise Met the Standard Distance at U hich Standard First RoF of ioise Lesei of the No. Section Name Noice Met Standard Time alue Building Road section (Im) dB(A) (m) dB(-x Road Residential Area of PLIbhc 40 Da, nh -ccuri, Departmen, 4Q -. , - .1.iiil.oil::i: 1nRoad No 3,4 Primar, School 100 Da, niht1 4 10,01110.ll iRoad Res,oential Area of .5 Dai nh; 70 10 Gitolang-onnaan . 1 i6 S Donlhion,t Road YoUdian Kinderganen 15 Day night 10 6s 55 601 o Dm1ibinliin Road No 31 Pnmar, School 70 Day night 55 681 40 60q1 '1 A ,,ii\i i Road Bayi Middle School S0 Day night 70 20 6,1 Gat en Residcniial Area of i 70 6- IS i,,I,Ii,t,,ad Road d E 40 Dasnihi 20nh -- .Sii7i,,i, Rolaid h timang KindergatTen 45 Day night 45 2_1 Grt'Llmi- Road Residential Area of Xinitig 80 Da, night 60 6Si7 Acriciiltiral U8n0Derso ni 50 i2 6 2- Xslihai Road Residential Area of Coal 50 Dav night 70 20 76 Mine Hydrological Team 55 _652 55 '.00 2s Xo,li:ou R . .oad No 54 Pnmnar, School 70 Day night 45 16 -. } \,0ii.0r lR.dJ Ne 34 Mlddle School 120 Day night i55 Tlze Present Situationi of Traffic Noise The time distribution curves are drawn based on noise monitoring of sensitive districts along the matin hihxk a!s du rin different hours of the day ( Figure 3.3.2-2) Spabice Distribution of Traffic Noise Levels The dotted line in Figure 3.3.2-3 is the traffic noise curve at the Wuxing Building near the intersection of the Wuxing road and the Qingnian Road. The sampling location was 25 m to the \Vuxinu Road. which has six lanes. Controlled by the traffic signal at the intersection, the traffic in the road keeps clear movement. Monitoring of the noise levels was conducted from the first floor to the tenth floor or from the height of 1.2 m to 49 m. The results show that the third floor was greatly influenced b\ traffic noise and the upper floor were influenced relatively iess with the increase of the height ( Table 3.3.2-5) - 46 - Figure 3.3.2-2 Noise Temperial Distribution Curve 80.0 75.0 I 70.0 - -- ---. ---I 65. 0 55. 09._ ___ _ 45. 0 -------' - _ 40.0 , , , , , , , , 1 , , , , , 1:00 3:00 5:00 7:00 9:00 11:00 13:00 15:00 17:00 19:00 21:00 23:00 -- - -311 [dB(A)] - - - 104[dB(A)J IN(d()) 19I$[dB(A) ] - 1401[dB (A)] - 23H[dd(A)] - 47 - EIA - LI.T1P Nom embCr. IQ)9() Table 3.3.2-5 Spatial Distribution of Traffic Noise Level Storn Nlonitoring Location 4 m 6 7 t8 9 Citm Construction Archi\es 65.7 63.5 66.6 69.0 69.1 66.6 67.7 - - \ uxine Ma.sion 69.9 70.6 71.8 69.7 69.9 69.1 67.8 6'9 65.9 4.8 The solid line in Figure 3.3.2-3 is the traffic noise levels curve at the Citr Construction Al-chives of UBrumnqi near the intersection of the Qiantangjiang Interchange and rump of Hetan ExpressAa\. The overpass has four lanes and the Hetan Expressway has six lanes. The sampling location is 10 meters from the rump. The height of the road surface of the interchange is approximately equal to that of the upper side of the windows on the second floor of the City Construction Archives. Monitoring of the noise levels was conducted from the first floor to the seventh floor or from the height 1.2 m to 29 m. The results shov that the fourth and the fifth floor are greatly influenced by traffic noise. Because the roof is stretch out and some noise is reflected. the noise level at seventh floor is greater than that at the sixth floor. 3.3.2.3 Identification of Acoustically Sensitive Receptors and the Standards for Implementing the Mitigation Measures Identification ofSensitive Receptors Based on the survey of the places adjacent to the alignment of the proposed project requiring quiet environment. such as schools. kindergartens, hospitals. residence. office buildings and hotels. receptors sensitive to noise were identified. Hotels and office buildings are not considered as sensitive receptors to noise because they are not affected by traffic noise due to good sound insulation of building structure and being equipped with air conditioners. The hospitals. schools and kindergartens which are on the first row to the proposed roads will be affected by the traffic noise and thereb! ale considered as sensitive receptors to noise. For these sensitive receptors. Category I noise standard is used. As vw ell. the first row of residences scatteredly located along the alignment are considered as sensitive receptors to noise. For these sensitive receptors. Category 4 standard is applied according to relevant regulations. Therefore, a total of 36 sensitive receptors are identified. For more details see Table 3.3.2-6. Standlar(ds for Implementing the Mitigation Measures Based on the division of Urumqi urban functional areas, Category 4 standard of Environmental Noise Standards for Urban Areas (GB3096-93) is applied to buildings at the first row to urban trunk roads. To meet the requirements of World Bank, Category I standard (55 dB(A) in day and 45 dB(A) at night) is applied to schools. kindergartens and hospitals even if they are adjacent to the trunk roads -48 - Figure 332-3 Noise floor Spatial Distribution Curve I10 9 8 . ~~~~~~~~~~~~a) 6 cD 5~~~~~~~~~~~~ 2~~~~~~~~~~~~~~. 4 . . 7 60.0 63.0 66.0 69.0 72.0 75.0 dB(A) ELA-L I 111' Nomembel. 19i9.i Table 3.3.2-6 AcousticallK Sensitive Receptors along Both Sides of the Proposed Project , Ii I Existing Nowsr Standard \o. Sensiiti c Receplor | Section Position to Alignment |____.______ Da | Night_ D Gonrantrrng Residential Area I Qianiangriang Road paraliel. 5 m| 66 5 1 59`) 1| 2 N~. i t- 7.lMddio Scloo! Q,anianKi,ano Road 70 o behind a bic-idino 5- 6 JJ9 ,' 45 Sanimci Re'rderical Ai-a Qiantanegiane Road parallel. 5 n t 65 ;S.6 3 6 ; - (''ota.>vet.(oLubaaa Re,,denria ALiea Taianie Roac parallel. 5 nt 66') . s6.1 f I 1Iieee.ll N. 2 Kindei-aner Jinyine Dadao paraliel. 5 tm 62.5 S6.1 No 3 'rehin llarr Scir ool Jinenrn Dadao 45 anrled 56.8 48.8 ! 45 - ~ i zv.lResideriial Ate, Jinvrng Dadao parallel.5m 1 6069 .9.6 I S `!oall.lDl KinRdergarrer Easi Rine 60 m behind a build,nr 56.8 I 48.8 9 Danrgmiao Resideririal Area EastRin paraliel.Sm 68 1 60.1 -0 16 Blilol-aNo 2 Middle School Wuin Road parallel. 5m [ 69.1 61.1 12 Bmqitian Hoespital kuvrirn Road paraliel. 60 m 69.4 60.7 - 5 4 i Bar ele, idelilral Area Vu sit, Road |senical. S m 69 1 61.1 O 12 .hal11!2l,lrE HosiaPz v LWxin Road parallel. 45 m 62.2 2.1 I Rerldelitial Aiei ol Lrdaosan Coal Mine Lrtidao,san Road parallel 6m . 48- 4 I 1- lFerri2l.,r Dlaircirarra Residerinal Area Liudao,,an Road | parallel. 50m 48- 41 ' 5 1- | Nanihml Schlool . I Lrtdaowan Road parallel. 70 mo 48 - 41 IS S,izrroi. HuaaaiarRresiderilal Area ] Suzhot, Road parallel. 40 m r 594 o0 I1 I (I 5f 19 .. M. idlo Hospital Suzhot, Road parallel. 45 m 62.1 | S4.6 45 2 N, ') N.> fiddle Sciool jSuzhoi. Road Ienical. 60 m 60.1 I S3.1 5 J5 'I .rurr.Rroesiderrria] Aba i Stizhlr Road parallel. 5m - 6' 6 i S8.1 1 7 ; 22 r.i.r rlil rirael clarrel. Suzirot Road venical. SO m 62.1 54.6 j5 4 . F5ee ic Relrderirial Ai ea West GColioe Road I parallel. | 68- 59.6 7N 2 *: H.. . ........ West Giojiig Road | parallel. 5 m I 68.7 59.6 |5 24 | Xriri8oog Residential Area WestGICopoil; Road veical. 80 59.3 56.3 614 25 ", riritreResidenrial Area West Guojn Road venical. Som 667 57.6 |0 5 25 Xishai. esidence Eeselopmen: Area West Guojing Road paraliel. 80 m I 60.7 I S6.7 60 50 MNlaha.id, Resideintial Area Xlshan Flyover parallel. 5 m 70-6 65-2 70 | 2- \Ic.kiiaii Slitienriidii Residential Area |XshanFlyover parallel. !S on 706 65.2 1 7(! 2s V. 4 'i enirii School 1 Xislsan Flove vertical. 50m [54; 3 50.6 ! |2") '~ ;- MiddlledSciiiSc l 401 Xishan Flkovr parallel. IOOnm 57 1 -(1.(i 55 4' Haoni"eiit.llatl kesidenial Area Baoshan Road parallel. lO o 695 5 S8.8 1 7(! * 1 ,cx Residential Areai Baoshan Road parallel. 20 m 71.8 n8.8 70 J Sili;iwrcilari Residential Area Heilongiang Road parallel. lO n 67.6 F7.8 7 C7 * N 6 Mlddie School Tuanjie Road parallel. lODm 68.1 | 63.2 5 *( 1N. 14 Prlcllzlinriiar School Tuanire Road parallel. 65 mo 57.1 | 52.1 455 ! 4f I .ioic Cllinireice Coliece | Ttiariie Road parallcl. IOm o 66.7 I 62.3 1 55 4 ) 3.3.2.4 Su m mar * The proposed sections of outer ring road of Urumqi City are currently affected significanti b, the traffic noise. * For the acoustic environment adjacent to both sides of the present main highways. during the da! noise levels exceed the standard in 25% of the locations, with the exceedence rangin2 from 0.1-0.8 dB(A). At night. 85% of the locations exceed the standard. The exceedence range is relatively big at the Xishan Road. Heilongjinag Road and Tuanjie Road. ranging from 7.3 -10.2 dB(A). - 50 - ElA- t ,i ii Nosember . 1994) * The noise sensitive receptors such as hospitals and schools which are located near both sides of the main hi2hwavs are affected b, the traffic noise. the noise levels greatly exceed the categor-\ I standard which must be applied at these areas. The average values of Leq are . I to 14.4 dB(A) over the davtime standard and are 2.6 to 10.2 dB(A) over the nighttime standard, * In the densely populated districts along the main highways. the noise values are o%ej the standard at three monitoring points only. They are 1.4 to 2.8 dB(A) over the standard at da\ and 6.0 to7.6 dB(A) over the standard at night. * The traffic volumes corresponding noise levels at main highways var relativel little during the day. but vary greatly at night. * The second and the third floors of the buildin2s are more seriously affected b\ the noise of the nearby ground traffic. The fourth and the fifth floors of the buildings are more seriousl\ affected by the noise from the nearby elevated viaduct. Therefore, the areas currently affected seriousl! by noise include hospitals. schools and first ro\s of buiidinus at residential areas along both sides of main traffic trunk, highway (see Table 3.3.2-6). 3.3.3 V ibration 3.3.3.1 Location ofMonitoring Points The priniciples of setting up monitoring points are: * Near the sensitive receptors * Near the viaducts * Those which can reflect all sorts of vibration * Near the residents Among all road sections. we selected 8 positions for monitoring vibration (see Table 3.3.3-1 and FuLture 3. 3. 1 -2. Table 3.3.3-1 The Position and Function of Monitoring NO(. SItinitoirming P1,siion Distance to Road Line Lanes v C'rA Om* | Division Standatrd 0(in) Das Night 4,<;1W lillIilttttallolzBtioi uica at 2..1) in to Suzhou Road 6 7-9 floors iInterchanLe |Botih side 2 I il.nttltttb tlli H.ltaI |21 in to GLioiing Road 2 3 floors Gtjin- ';adUIo BohII sides : i 1-ii itsHpltal 8 in to Wiixing Road 6 3-7 ioors Wtxin viadict Bolh sides |5 X hationit Hospital 9 m to Wuxmn Road 6 3-6 floors Wuxin viaduict Botih sides '5 72 iRe,destial Acta in 8 m to Qiangtangiang 6 6-7 fioors iterchange Bolh sides ?5 Imun-tam- in to.tannierclaanae Vnadt iac.o (t CI\ CiiITiicnion Achieses 5RaioQjangp angjang 6 6-7 floors irph oBo:h sides |75 2- - ituti:hit m; v.1 Siuzho,, Road I m to Hetan EXpreTsss a, 6 3-6 floors Interclhanige Botl sids '5 -2 11,tO ;;ln) 112C al 5 In to Hetan Expresswa | 6 3-6 floors Interchaoige IBoti sides 17 2 -51- EIA - L1t TIP NO\renbc?. 199N) 3.3.3.2 Monitoring Method and Duration There wNere four times monitoring evervdaN. TheN were 10:00. 14:00. 19:00 and 1:00. Tile monitored parameters included the values of VL2,0 VL,c0. VL,90. At the same time. the rate of traffic flovu %as also recorded. The monitorinc used methods in GB10070 - 88 the standard of vibration in the urban environment. The intervals between each reading were no longer than 5 seconds. The number o1f continued readinas was no less than 200. 3.3.3.3 Results and Assessment The results are following in Table 3.3.3-2. Table 3.3.3-: Vibration Monitoring Results and Traffic Volume idB)N'L Aehci,s!Hour . s'r,ss,e ;~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~E . r'dly uldrl Nu %1onuior,,le Positionl | Do' Niiehl D,s Night Exteedi:ih{. _|L. rL., iL_, i'L,q kL,, L,,i'L_'Leq L-ge NMediumj S-oll L.rge|M,domo Sni.lI D L 0 Tleal,,al Xa zx1 60 4| j6 4 52.8 57 6 5818 S4 50 55 6 354 126 948 12 15 309 _ _ - H,.nrnt it,z Hospital I I1 524 58 5 54 474 102 36019 12 26 - _ . . nzn HFi,i FI . tI 5J (1150_0J4601 s 52 8 149.2 46 150 1 198 4 114 | 1398 ! 6 15 | 416 j -- 4 -- _ _ I -lill 16 .25 72 ;I I1596160055 615 12 s7 180 78 1506 18 1 1 4 59 --- 5 ()iani~tnallglX |61 815841528 o6075901556 508 577 / 366 |10Q 18 642 l,Octt> yl Cosrntt,, 6.2 l ! -01cn n 16_2165.2-162.0 656 604584 528 962677 42 827 -- - I S11LoI Rt.id li 2548 52.8 55.3 54.8508 47 [52.3 570 360 11j55 21 12 36 t h :5 I I I_ I H'I 64 (8504(4-21 1 8528 88146 505 570 360 1155 2 12j The results sho,s that there is a 2ood environment with regard to vibration in the area affected b% the proposed project. and no monitoring points exceeded the national standard. In interchanges at Qiantan2iiano Road and Suzhou Road. their vibration values were 8-20 dVB lower than the standard. 3.3.4 Sunshine 3.3.4.1 Selection of Sunshine Evaluation Factors and Its Reasons Urumqi is located in high latitude, so its sunshine on the Winter Solstice is short. We chose Januar\ 20 as the reference day according to the "State Planning Design Standard of City Residential District"*. The same geographical location coordinate is used for whole evaluated viaduct section (see Table 3.3.4-1l. -52 - ElA - l lTIP To\ellh`. 19')) Table 3.3.4-1 Sunshine of Urumqi on January 20 North Latitude (i| 43O47l East Longitude( X ) 87:37 Sun Declination ( 6i -20'20 Solar Altitude Angle (h) 25'54' Sun Rise (Beijing Time) 7 hour 39 min Sun Set (Beijing Time) 16 hour 21 min 3.3.4.2 Range and Object of Sunshine Evaluation The sunshine evaluation range covers entire 8.88 km elevated viaduct. The assessed locations were the roadside rooms on the first floor with windows parallel to the roads. So we di\vide thle elevated ),aduct into 8 sections and make an evaluation of the above 8 sections (see Table3.-. Figure 3.3.4-1 ). Table 3.3.4-2 Basic Information of Elevated Viaduct Length of Construction Distance from E.dle of TabeRod Nam. e Rd B Control Red Line at Road Width Height 'saduct to Red Linr Road (in) Surface Road (mt fomt 1060 49 18.51 1 5.3 I i ao%%an Section 195 41 18.5 8.1 11.3 R260 45 18.5 8.1 13.3 asi ion2han Road300 59 25.5 8 1 6.8 I QmLnaian Road, 460 50 25.5 8.1 11 i Qin_ an Road -40 5.5 8.1 D1)ono01.u Street 3 02. . .DLasHonhouha SReet -0570 50 25.5 8.1 12.3 4 Tonru Suan R oad 3450 58 25.5 8.1 16.4 i Q nhun uan Road -6320 40 25.5 8. 9 4 500 54 18.5 7.0 18.3 1 uaniie Road Intersection - 480 40 18.5 7.0 11 4 Chanaiiang Road. 360 50 18.5 7.0 16.3 Inieriection 300 60 18.5 7.0 20.3 160 40 18.5 7.0 16.3 6 C(han,w iana- Road 8 lnt6iwrLsection - Qmtai Road 872 original 18.5 7.0 1 0mtai Road-South 380 60 18.5 7.0 20.8 _ 'unnel intersection 260 37 18,5 7.0 9. 3.3.4.3 Identification of Sunshine Sensitive Receptors L tumqi ORR is to be rebuilt on the existing city roads. The elevated viaduct is mainl' located in east and south part of the old city. Its building density is high, and the width of road is quite different. The red-itne of the rebuilt roads will remain unchanged. After several times of exploration we chose the follo%s ing buildings as sunshine sensitive points whose sunshine is affected by the elevated viaduct (see Table 3.3.4-3). - 53 - FiSatoure - eto iso f.usieIpc seseto h ORR - I 1 - Heishashan tiIg I 6 2~ x)\ / ˇXIamm.~maswiZ R2' wa si Fizue3.- Scio D\,son L-shnlmatAssseto he R E: IA - t ' FI l' No\ ernbie I ')') Table 3.3.4-3 Present Situation of Sunshine Sensitive Section and Points _Ome No. of liulti- Impacted Redline DOistiini N.j Section \ame L nit in Sensitive Points Benreen Eis;ateil -~ _________________ Story Building Length Inl \ induct and BuHidint Traffic Police o'Shuiroeoir District 4 150 Sectin _Uniincq Adoii Education institite 170 . a.T Hr'nc,hiai Road Consiniction Transport Co 29 'ii I i ci 0 ii'( Bar I Middle SchDo! o .1 |- iiiciui,.ii ni,,. Residential area of No ( Tranisponing Co . I S ! )'i.clii.. tn ccl Residennia! Aeia of Recional Parn School I i( ii Resiceticer ot Posi Office I Ii' t Tiulw 1, Road lImponed Car Ser, ce Co 3' 130 4 Residence of CtT\ ,Aaler Sitppl\ Co 2 I Tualie Road Imtersecotio Foreign Trade Committee 34 110 1 - Chanicinaine Road Constrticiion Macline Facorn 5 1 50 Initl secinon PutblicSecurt, Btireaui 160 I- J, ClourciuneRoad Residence of Souli Ratiuar Station I 50 | 1 _ u""' -,,,La. o'lail Rzial.t5 3.3.5 Landscape and Ecolog! 3.3.5.1 Soil There are 4 soil types along the ORR. Soil types include gray desert soil. brown soil. irri2ation- culti\ation soil. and fluvo-aquic soil. Soil-forming parent materials are diluvium. alluvial deposit and loess. Alluvial plain formed from Urumqi River is fine soil texture in the north of Hongshanzi. The soil texture in the project area is mainly loam. sandy ioam, and silt loam. Soil rouzhlk distributes in the ORR as follows. High fertility irrigation-cultivation soil is distributed in WVest Ring Road Section (Altay Road - Xishan Road Intersetion). Brown soil is mainlk distributed in East-South Ring Road Section (Xishan Road Intersetion - Liudaowan Road). Gra\ desert soil is mostl\ distributed in North Ring Road Section (Liudaowan Road - Altay Road). Thete are 5 \illaLˇes in Jiujiau,an Village to Baoshan Road-Altay Road Section. This area is an old irrigationl district and vegetable supply base of Urumqi for urban residents. There are IN40.000 m' of cultivated lands along both sides of roads. Cultivated area per person is 640 m: in Jiujiawan Village. It is one of several suburb farm areas in Urumqi. Soil type is mainly irrigation-cultivation soil of fertility. 3.3.5.2 Existing Animal The ORR is basically on cimv main roads. Fauna is simple and number and variety of \ ild animal species are relatikel\ low. Wild animals in desert are mainly resident birds and breeding birds. Dominant species of birds are Ermophila alpestris and Alaucia arvensis in desert zone. and Passelr 1(m017IU171Z and Afontacilla Cinerse in city gardens, green-land, and cultivated lands along the ORR area. Animiial species are few and the main rodent is Mus musculus. There are no rare and endangered animals. The ORR construction in the urban built-up areas has no obvious influence on wild animal along the investigated area. 55 - 11-\ -I I' Nommb%.n. I')W 3.3.5.3 Plant and Vegetation Natural planit resources It is mainl\ urban street area along the ORR. There is natural vegetation in Yamalike Mountain. Liudao%nan Coal Mine District Heishantou and the West Guojing Road onl. The natural vegetation belongs to inland desert vegetation form. Vegetation is scarce and coverage is loA. Natural landscape wNith AnoUh171'mo10 drinaceunm is uidely distributed in Yamalike. Liudaouan Coal Mine District and Heishantou. Flora composition of Xanoplnron drinaceuwn desert phytocommunit\ has 21families. 60 genus and 69 species. Dominant families are the mustard family. the grass family and the composite famil. Vegetation coverage of ANanopht'rondrinaceum community is 20-30%. community height is 10 - 20 cm in Liudaoxwan coal mine section. The communit\ coverage degree is about 10°,. in Yamnalike Mountain section .4rtificial 1?etgeation .Shude Troes Shade trees are not continually distributed along the ORR. Young shade trees (C0 cmi). ale presenm in both sides of city main roads and beside concentrated buildings. e.g. Qiantangjianr Road Interchange -Qidaowan Road. Nanhu road-Suzhou Road-Altay Road sections. There are middle-aged trees (5< C<20) along lateral roads in the suburb of city. Mature trees (320cm)are mainly distributed in some areas such as Liudaowan Coal Mine District. West Guojing Road section. Changjiang Road section as seen in Table A-l 2 in the Appendix A. I .ceqahIhC Plots Uad Orchlards Vegetable plots and orchards are a sensitive area to ecological environment along the ORR. There are 3 orchards and 3 vegetable plots in the investigated area. They are mainly distributed in Jiu jiawNan village of Westem transition. Ergong village of Suzhou Road, Liudaowan viliage of Liudaoxvan Road- Nanhiu Road section (Table A-12 in Appendix A and Figure 3.3.5-1). PIuhIC GlVLc7hCl/ an7d ITbod Land The area of public greenbelt and wood land is low along the ORR. There are only 2 concentrated areas along the ORR. One of public greenbelt is located in south of Railway Station Square. The other is located in Nanhu Road section(]0040 m,.0>20 cm). Those trees are mature trees (:20 cm). There are woodland in the extracted slope area of coal field. The mature trees, which is composed of poplar and w illo%%. planted in 1950s - 1960s, in an area of 200 X50 m, distributed at Mine Rescue Team area. See Figure 3.3.5-1 and Table A-12 in the Appendix A. - 56 - V ~~~ l ,;, Heisha;nl' $AS* Figure 3.3.D- I D;stnbution of Ecological Sensitive ReAL pto4( ... A L \oend Li ~~~~~~ 1 K A~~~~~~~~~~~~~~~~~~~~~~~i ~~~. \ ~ ~ ., El.A - l l I- \ No\emho:. 199 3.3.5.4 Visual Environment There are no significant structures and other sightseeing sensitive receptors along the project roads. according to the site investigation. Except for Tuanjie Road - Hongshan Road where buildin-s are crowNded visuallk and Liudaowan Road - Nanhu Road with poor visual condition. in other road sections of the ORR. have wvide open visual fields. flat roads and good visual conditions. But greeninu in the area is poor and gardening level is low. with single species of trees and a feu\ green land. particularl. at old town district. - 58 - EIA- U1TIP NoN ember. 1QQ Chapter 4 Environmental Impact Analysis This chapter provides a comprehensive analysis to evaluate the potential impacts on the various environmental sectors caused b\ the UUTIP. which includes the ORR project. Heilongliang Road (Nianzi-ou Road-Baoshan Road) and Tuanjie Road (Tuanjie Road-Dawan Road) Improvemeni In Road Network Plan. and the Fifth Bus Repair Facility of Public Transport Improvement. The proposed roads, with long length and heavy traffic, are the trunk roads and expressv.a%s in the city. The impacts on high-density residential and commercial areas, schools and some important institutions along the roads could potentially be serious. Thus. Category A of environmental impact assessmnent is carried out for the areas impacted. This analysis was based on the evaiuation of the existing environment as described in Chapter 3 as well as prediction of conditions which will likel\ occur durino construction and operation phases. Computer modeling were used in predicting air qualitN and noise after project implementation. A summary of the assumptions, modifications and limitations of the models utilized in the analysis are presented in Table 4-1. Additional details associated with the specific models can be found in the Chinese EA Report. Detailed surveys of the socio-economic environment and for public participation have also been made. Table 4.1 Summary of Assumptions, Modifications and Limitations for Models Utilized Component AirQualiix %oise US Federal Highwavs Administratio FMF 'A, Model USEPA CACLNE3 US EPA MOBILE 5 Stamina Noise Modet A,.-.,,I* II I8.52% diesel *81 48°a * traffic volume from feasibilit, stLid iepon gasoline viaduct and ground level traffic * nodilied b, Beijing experts for Chinese traffic * mDdfied bv Beijin * modified parameters based on ITI Ul)OSn(6 l;od,fi;itvi,* iiicieas- stabilit\ one cateuor) experts for Chinese height modifications ous roadside bitduicv s'el. considerimiL the tirban road roughness Traffic made based on analogical tesi * bess asaiiable model but urban streets traffic speed 15.73 krnlh. Liinttatioss are difliculil tomodel accurateh Traffic speed. 15-73 * distance between roadside bilildings adl- r(i1d nrafaio speeds are difnecult to estimate km/h center line is 30=5 m. * the volume rate of HDT.'LDT in siadiict nI (I In the analysis sensitive receptors were selected including high-density residential areas. hospitals. schools. kinidergartens. important office buildings. cultural facilities, which have higher requirements tor air qualitv. acoustic environment, urban landscape, and other biophysical and socio-enconomic envi ronment. Analysis was carried out by comparison of environmental factors for with and without the project scenarios as well as for the recommended and substituted alternatives. This helped determine the potential environmental impact of the project during construction and operation phases and design mitiLcation iieasures. Meanwhile. these plans and measures were presented to the public in the project areas. The background data used in the assessment were from the monitoring conducted in 1998 and 1999. The impacts of the project were assessed for the years 2010 and 2020, according to the requirement of the feasibility study report and TOR of EIA. - 59 - EtA-ULUTIP Noxembcr. 1999 4.1 Air Qualitv The UUTIP will improve transportation in the urban center. Motor Vehicles will move faster and there will be less congestion at intersections. It is predicted that the average speed in the cit\ center w ill increase from current 17.8 km.!hr to 21.5 km.'hr in 2005 due to the construction of the proposed pro iect. As a result the overall air quality in the city center will be improved. However. the air qualit% in the project corridor w ill deteriorate. The assessment of air qualit\ impacts was designated to evaluate these issues. 4.1.] Methodology As recommended by consultants of the World Bank. MOBILE 5A was employed to determine emission, The linear-source model CALINE was used to model the dispersion of vehicle emission wvithin 500 m along both sides of the roads. The analogy analysis was used to qualitativel\ forecast air environment impacts during construction phase. AccordinE to the predicted traffic data for the forecast years in the feasibility report. peak hour pollutant concentrations were calculated in the down-wind direction along both sides of the road. The contents of prediction include air quality for withand without the project scenarios. for alternatives. and for summer and winter of various forecasting years. The assessment also covered major environmentallk sensitive receptors. The standard used in the assessment is seen in Section 1.5.2 4.1.2 Impact Prediction 4.1.2.1 Construction Phase The majorit\ of the air pollution substances at construction phase come from air-borne dust. due to the construction work. In addition, the smog formed by warming asphalt and burning coal will also contribute air pollution during construction. All of these affect the air quality to a certain extent. Air-borte Dust During the process of highway construction. a large amount of earthwork and sand is often needed. Besides. it is inevitable that great deal of the constructive materiais will be transported. As a result. much dust x% ill be air-borne and affect the surrounding environment. In the proposed project most sections of the alignment are on old roads and pass through the cit%. As the road base already exists, less earthwork is needed comparing with building a neu one. In addition the transportation of constructive materials will be on existing paved roads. causing minimum incremental air-borne dust. Therefore. the environmental impact of dust will not as serious as buildina a neu road. Attention should be paid on East Karamay Road-Nanhu Road section. which is new and to be constructed w ith large amount of earth and stone for roadbed and very simple temporary roadswithout - 60 - I-Al d It IP No\embei. 199 pavement ma! be used for materials transportation. Therefore, much dust may impact adverselk the environment along this section. Strict environmental protection measures for dust controls (see Section 4.1.3) are required to minimize this kind of impact. Besides, large amount of earth and stone from the tunnel construction will affect the environment near both exits. Mostly, the impact is resulted from the transport of construction materials bv waay of the elevated viaduct leading to the tunnel. The environment management of temporar' roads and vehicles for construction materials transport xx ill be strengthened. Large amounts of concrete and sand materials are required for this project. In these types of operation. dust is usually limited to an area within 50 m of the source. The locations of mixing stations and borroNN sites of this project are shown in Figure 2.4.1-1. The urban area will not be obviousl affected because the mixina stations and borrow sites are located in suburbs. The construction of the Fifth Bus Repair Facility will induce dust pollution. Because there are less residents around the site the dust impact will be minimum except to construction workers. Asphalt Smioke and smog The asphalr smoke and smog resulted from pug mills is one of the important factors to cause alr pollution. It is estimated that the impact scope of tar smoke and smog ranges from 500 to 1500 m. For this reason the locations of pug mills should be at least 500 m away from residential areas. and advanced equipment should be used. In general. the main air pollution factor in construction phase is air-bome dust induced by construction work. The road sections with obvious dust pollution on the environment will be mostly around on LiudaoAan - Nanhu Road and the exits of the tunnel. The impact on urban area from concrete mixing stations, borrow sites and construction of bus repair facility will be minimum because they are located in the suburbs where much fewer residents around the sites. 4.1.2.3 Operation Phase Para,neters The motor vehicle exhaust is main pollution source caused by vehicies movement. The exhaust is composed most of NO,. CO. NMCH, Pb, and SO2 all of which are harmful. Among them. NO,. NMCH and CO account for most part of the total vehicle exhaust. According to the suggestion of WB expert. three parameters mentioned above were used to evaluate the air quality during the operation phase. Pollutiont Sourcers The exhaust made by the vehicle form a successive linear source on the highway. The volume of emission is related to vehicle type. If the emission coefficient of a vehicle is fixed, the total volumes of exhausts can be predicted on different highway sections through calculating annual traffic volume -61 - EIA-l TII' NoNember. I 9Q') during the operation phase, Model MOBILE5A was developed by US EPA for calculating average emission of vehicle and is beina broadl% used in USA. This model takes into account of various effects on emission'such as the service years. distance covered, emission factor of vehicle. vehicle speed. temperature. testing and repair. It is considered to be a reasonable model that can combine the research of vehicle emission and statistics of man! years abroad and under the specific conditions of China. This model was Lltilized xv ith satisfactory results in ElAs for urban road projects in Guangzhou and Shanghai. Model MOBILE5A was recommended in this EIA by WB experts. The emission coefficient per vehicle in Urumqi is shown in Table 4.1.2-1. and pollution emission at various sections is seen in Table A-!, in the Appendix A. Table 4.1.2-1 Prediction of the Emission Coefficient per Vehicle in Urumqi Unit: 2 mile Winter Summer Predicted %ear Pollutant With ORR Without ORR With ORR Without ORR I NMCH 10.76 11.85 4.07 445 2uuo CO 49.97 54.05 22.52 25.8x I_______ NO, | 7.75 7.66 5.63 1 . I NMCH | 6.72 7.40 | 2.77 3.02 2(ol . CO I 30.48 35.37 14.377 16 60 NO,5_ N 5.20 5.14 3.77 D ?1 I NMCH | 4.72 5.20 L 2.20 2.24 2020 CO 22.09 1 25.53 10.36 11 91 ______________ NO\ | 3.61 3.56 2.74 2.7( Air Quality Impact Prediction Purun?cL;cr and Reszlts Used the CALINE model, the concentration of various pollutants was calculated at different road sections of the ORR (Tables A-14 - A-18 in Appendix A). In these tables, the datum in relation to the elevated viaduct is the accumulation of the data from the viaduct and the respective roads. In the intersections, distance from roadside refers to the distance from the intersection point along the bisector. The predicted values include those for peak hour traffic for January and July representin2 winter and summer, respectively. The pollution meteorological parameters used are stability D. average wind speed 1.3 m's in January and 2.5 m!s in July, respectively; the ambient temperature of 12.8 'C in January and 23.7 'C in July. and the height of mixed layer of 500 m in January and 1000 m in July. The predicting years are 2010 and 2020. ConcentrLllion Analysis in Different Road Sections The predictions for intersections and some road sections which are related to the sensitive areas. showA that the vehicle exhaust from the ORR in the operation phase will deteriorate the air environment. - 62 - EIA-t I l-1I' No\ emhcr. I"') The NO, rank-s the highest. which will exceed the standard b! the year 2010 along the 'Nhole aliinmeni and bx the year 2020 along most sections. The improvement is due to the expected technolog\ development in reducing motor vehicle emissions. The concentrations of CO and NMCH will not exceed the standards, but the concentrations will be higher than current levels.. The air qualit will be better in summer than in winter. In comparison with ORR. the ambient air impact along Heilon-jlang and Tuanrjie section belonging to Road Network Plan is smaller. The area where NO. exceediin the standard \u ill be within 50 m. NO-, is also included in this assessment. It's concentration is obtained by the conversion ratio NO\: NO.3 2 ' as recommended in the Standard (GB3095-1996). The prediction of each polluant in different period is seen as follows. * Impact in %ear2010 In \ inter, on the southw%est of Hongshan intersection, there are Jiangong Hospital anld Jian2onLo residential area (45 m from the roadside). where the maximum of NO\N'O Is 1070713 u gmi' or 6.13]4.94 times over the standard at roadsides. At 50 m from the roadsides, the concentrations will be 501/334 u' g/m3. or 2.341'.78 times over the standard. Maximum of NO, concentration at 300 m will exceed the standard, while NO, will exceed the standard up to 240 m. CO and NMHC will not exceed the standard. but their maximum concentrations at roadside will be 6272 u gim' and 1382 P g/mi. and at 50 m from the roadsides. 2937 and 647 Li g!m3r respectively. Maximum average concentrations of NO, w -mr. NO. u g/m'. CO u, 2/m;' and NMHC at roadsides along the whole project roads ' ill be 632 ,' g; imi. 421 P g/m3, 3702 P gim3 and 816 t g/m3, respectivelN. in summer. the mnaximum concentrations of NO,, NO, . CO and NMHC at roadsides will be 447 p £ ign (1.98 times over the standard), 298 iu g/mr(n .48 times over the standard), 1704 u g m' and 329 P g'-in. respectively, the maximum average concentration of NO,. NO_. CO and NM'IHC at roadsides along the whole project roads will be 275 u C!m'. 183 P g!rn. 1090 P In' and 202 ut g'm;r. respectively. * Impact in vear2020 With the development of technology, the single vehicle exhaust is expected to \' ill decrease and the concentration at both sides of the ORR will be lower than that of the \ear 2010. However the decrease of pollutant will be limited because of the increase of traffic volumne. For example. near Hongshan intersection. in winter the maximum of NO, tNO. \u ill exceed the standard bN 5.03/4.03 times at 904/603 u g/m3 and the concentration of CO and NMCH u~ill be 5532 -.g/m3 and 1182 lug/m3, respectively. Maximum of average NO\ P gm'.NO. P grin3. CO P g/m3 and NMHC concentrations along roadsides of the whole project roads wvill be 491. 327. 3004 and 642 t g/m3, respectively. The concentration of NO,. NO_. CO and NMCH in summer will be 395 Vsg/mi (2.63 times over the standard) . 263 p g'm3(1.19 times overthe standard), 1494 .g!/m3 and 317 4g/m, respectively. * Impacts on Sensitive Receptors It is obvious that the polluted air will be harmful to human health. The project will improve the traffic condition along the ORR reducing the emission of individual vehicles. Meanw\hile. the air quality along the ORR corridor will deteriorate due to increase in traffic volume of - 63 - EIA-tiL tTIP' No\merbt. 199' ORR. An air qualit\ sensitive area will be a place where the population density is high The prediction results shoxs that WA"uxin Road section belongs to an air qualitm sensitioe area. along which population density is highest. Besides. along this section there are man\ residents and some hospitals. South Railwa\ Station - Tuanjie Road Section is another air quality sensitive area where the population density is also high. However. the implementation of Component Four of the UUTIP. the pollution from vehicle emission in Urumqi as \ell as along the ORR w,ill bealleviated. * Comparison Between With and Without ORR Scenarios The establishment of the ORR will mitigate the traffic jam and will benefit air quali!% of the citv center. It may drax4 a great number of vehicles to it resulting in the decrease of the traffic volume in the citx center (decreasing b\ 30%0 is projected in the earl! operation phase). In addition, the better road condition will increase the vehicle speeds. As a result. emissions and these concentrations of CO and NMCH will be lowed. Based on the prediction. the emissions will sharply decrease in the central urban area in the earl! operation phase. among which CO. NMCH and NO\ will decrease by 39.3%°. 39.0%o and 28.6 %/o. respectively. On the other hand, the air pollution from vehicle exhaust \N ill deteriorate along both sides of ORR because of more vehicles on it than without the pro ject W'ithin 200 m of both sides of the alignment, the contribution of air poliution of ORR is much bigger than that of without ORR. The maximum pollutant concentrations alonu the alignment of ORR are seen in Tables A-19 -A-12 ofthe Appendix A. Table 4.1.2-2 sho\ws the percentage increase of the maximum concentrations of air pollutants afier construction of the ORR. in comparison with the scenario of without ORR within 200 m form the alignrient. Table 4.1.2-2 Increase of Maximum Concentrations after ORR in Comparison with the Scenario of Without ORR Within 200 m from Roadside('/n,) Xea r i Season NMCH CO NO, | 90 Winter 81.1 71.9 1()I8 Summer 89.3 78.6 i 09 , Winter 89.1 80.3 Summer 98.9 88.8 120.2 * impact of Bus Repair Facility The Bus Repair Facility to be built is located on the east side of the north section of Nanhu Road in Liudaowan district. It will contribute to the reduction of air pollution b) repairing vehicles and maintained them in good condition:. The main pollution of this facilit\ is from the process of paint spray. The key pollutants will be benzene and xylene in paint additive xolatilized into the ambient air. If left uncontrolled the sprav would result in benzene and l\ ienes contamination of the ambient air in the 30 m area from the source -64 - ELA4 l \x [enbci I 4.1.3 Mlitigation Measures 4.1.3.1 Design Phase The mitigation measures during design phase are to complete the necessarx designs oi specifications for mitigation measures to be implemented during both construction and operation phase * Temporarx roads for contribution and materials transportation vehicles uill be caretilk designed to avoid environmentallk sensitive areas * In design of the bus repair facility, paint spraN shop will be relocated to northeast corner of the site which is the farthest place on site from residents, to minimize the impact of emissions from faciliv, operation on surrounding residents. * Forced ventilation system and catalvtic combustion process will be designed. to treat the emission from paint spra\. The height ofthe emission stack will be at least I5 m. 4.1.3.2 Construction Phase In construction phase. dust in construction and smog from pug mills uill be minimized. The follo-ingn mitigation measures will be adopted. * In Liudaowan - Xinvi Road section which is new road. during roadbed construction vehicle used for watering surface of roadbed will be provided and the construction site and access road will be watered at least twvice dailv at 9:30 and 13:30.For all other sections watering ill be applied at least once a day at 9:30. The temporary road for construction will be paved. Vehicles transporting earth and stone and other construction materials ',kill be covered with tarpaulin. * In other sections. transporting vehicles will be driven on the paved roads. During roadbed us orks with filling and excavating. above measures will be adopted * During road surface construction pug mills will be located far away from residential areas. at least 500 m leeward from residential areas. The existing pug mills will be used as much as possible. The commercial concrete will be used. * Storage sites for stone and sand or other construction materials, which will cause air-borne dust. ternporaril\ enclosed storehouse. or tarpaulin, will be used to minimize dust. * Proper operation and maintenance of power generator and construction machinery carried out to reduce pollutant emission during construction. * For demolition within 30 m distance to schools, hospitals, kindergartens and residential areas. the demolition site will be separated with tarpaulin or similar sheets to control dust to the sites - 65 - EIA-l I IIl' No\n ebc:. 19)1) 4.1.3.3 Operation Phase The control and mitigation of automobile exhaust emission is one of the essential measures mitigating traffic air pollution. The pollution control of automobile emission is a task of high cost \% ide in\olvement and long term effort. As a major mitigation measure to address the long terni air qualiT\ Ot Urumqi. a Motor Vehicle Emission Control Strategs (MVECS) will be developed and included in this project. The development and implementation of MVECS will ensure sustained improvement in ail qualit\ in the cit\ center and mitigate the air quality deterioration along the ORR. Urumqi currentl\ has and plan to have a number of initiatives to address the motor vehicle related air qualit\ issues. M \VECS will be developed on the basis of these initiatives. to further enhance the existing effon and to form an integrated air qualit\ control strateg\ for the cit. A detailed proposal or terms of reference tbr- M VECS sk ill be presented separatelN by Project Appraisal time. The TOR will include. but not limited to. obJectives. scope of work. schedule, personnel and detailed budget for the development of M' VECS. The follovwing summar\ is based on information presented in the Feasibilits- Stud\ of Environment Improvement (Component Four; dated November. 1999). Eximving Iitii(Jetives At present. the air pollution in Urumqi is primarily due to the following factors: coal-smoke. air- bome dust and vehicle emissions. The pollution is very serious in winter. As a result the Xinjiang Environment Protection Agency (XEPA) and the Urumqi Environment Protection Bureau (UEPB) jointl\ issued a report entitled Measures for Mitigating Air Pollution in Urumqi in Winter and presented the Report of Combating Pollution from Vehicle Exhaust Emission by Adopting Synthetic Measures to the municipal government. The existing initiatives are: * Prepared and submitted report on Management of Mitigating Pollution from Vehicle Exhaust Emission in Urumqi to the Municipal Govemment * Five tapes of products for controlling vehicle exhaust emission have been identified from more than ten types in the Xinjiang market on the basis of inspecting and monitoring the performance. economy and energy conservation (see Table 4.1.3-1). Tabie 4.1.3-1 Types of Products Controlling Automobile Emission Ty pes Object of Control Emission Decreased b% Crankcase Compulsms l ventilation Crank-case svstem HC 20-25%: CO I-2° % Oil Evaporation Control Oil supply system HC 15-200% Tail Gas Catal-tic Purifier Exhaust system HC 700/o: CO 70% Electronic Igniter lnition system (HC+COy2 e 1 0%Io Nlagneuc I'uriiier Oil supply system (HC+CO)2-20-/. * in cooperation with the traffic police and communication department, and in accordance with the Regulations of Urumqi Govemment on Compulsory Test of Vehicle with Exhaust Emission Seriously Exceeding Standard and Bringing under Control within Specified Time. the UEPB sampled 6145 vehicles in 1998, among which 3294 (53.53%) were up to standard: - 66 - ElA-l t' li' \n0einhcl. 1'1W 965 vehicles not up to standard were repaired.. * Urumqi is one of the major cities in China to increase the use of unleaded gas. According to Circular of General office of State Council on Stopping Producing and Selling Gasoline Containing Lead for Automobile Use (NO. 129[1998]). the municipal government issued the Circular on Stopping Producing. Sellina and Using Gasoline Containing lead (No.'7[1999]) and the relevant Supplementary Circular. that stipulates that gasoline containina lead is forbidden for use for vehicles in Urumqi from Jul. 1999. * Increase the use of altemate fuels: Up to 1998. 500 vehicles have been converted to allo\x the use of alternate fuels. By the year 2003, 14.000 vehicles will have been converted and between 2003 and 2005. an additional 6.000 vehicles each will be converted. * Four gas filling stations were built in 1998. By the vear of 2005, ten multi-purpose stations (CNG. LPG and fuel oil). ten dual purpose gas stations (CNG and LPG) and trx ent\ stations specialized in LPG wvill have been built. with the total capacit- of 0.72 -I0 8m CNG and 9.64 X 104t LPG. Proposed Measures A number of measures are proposed on the basis of the relevant laws and regulations. technical support and management. They are: Inzprol-einlo Ofperzinent laws and regulations and rigorous enforcement of standards AT present. the environmental pollution control standards applied in China correspond to those of the mniddle 1970's in Europe. It is necessary to improve the standards as soon as possible. In the 1311 Project of Environment Protection determined by Xinjiang Government. the first priority is the control of air pollution in Urumqi. As a result. Temporary Provisions of Coal-smoke Air Pollution Control in Urumqi and Interim Procedures of Pollution Control for Vehicle Exhaust Emission drafted bN UEPB are the t~ o local laws and regulations as the basis of enforcement. S21JL!7T-iSitO)7 and manageinent Formiulate nexe regulations to test vehicle emissions and maintenance of in-use vehicles and determine environment protection objectives for future years. Enf7fric7-Cna7 of equipping tail-gas purifier In iteneral. the decrease of pollutant emissions is 3-4 % and this increases by ten percent when unleaded itasoline is used. -67 - EIA- I'll' \oXembr. 199P4 Speedl 1zp tie elilination of old vehicles A great number of vehicles currently in service were made in 1980's. Their energ! consumption and pollution emission index can not meet present standards. Therefore. it is necessary to ban vehicles once their pollution emission can not meet the environmental standards. Dcz (oi 1,1711/(r effonr.s to dewveloping public transit In comparison with private cars, public transit has advantages of higher efficiency of passenger transport and lower resource use. Tramcar and subway have the advantages of greater capacitm. higher speed. efficiency and much less pollution. Tramcar should be considered in accordance with land utilization and traffic development in Urumqi in the future. ACccelel7Lr/ 12ighicov construction, strengthen road maintenance and improve itsfunction The function of the existing road network in Urumqi is not perfect. The restriction and bottleneck effect of north-south orientated road, broken road, lopsided and poorly located roads impedes traffic and reduces vehicle speed. which consequently increases fuel consumption. resulting in the increase o0' CO and NN1HC emissions. The improvement of road network can increase the driving speed and reduce einissions. Troffic sYS.:em7 17anagement A driv ing license system has? been implemented in busy traffic areas, particularly in the central urban area. to control and divert vehicles. The measures are composed of issuing special licenses. parking tees. developing public transit, limiting the driving zones, time separation and vehicle type. iniersections management. separation of motorized and non-motorized vehicles. time allocation of traffic lights and intelligent traffic management. (ConzinZuLsfltc dewvelop clean energy Adjust the existing energy structure and replacing gasoline and diesel with clean energy to reduce pollution. Methane takes the majority of the composition of natural gas as well as propane. propylene and butane constitute the main proportion of LPG. The combustion of these fuels the emission of tail- gas is much less than that of gasoline. GreCnin,g Plan of the ORR According to the general requirements of greening associated with the Urumqi Traffic Improvement Project. the ratio of green space will be at least 30 %, (44.038x 104m2). The green belt will also beautify the environment. -68 - EIA-l ' TII' No%embhn.. 1999 IntprcnOe the 117.Spection and Aaintenance (I Afu Svstem for IehMicles An insttutional framework will, be established to execute and supervise the system performance These institutions are: * Urumqi Environment Protection Bureau (UEPB) * Mobile Emission Maintenance Center * Mobile Emission Inspection Station Other elements in the system include establishment of * LUrumqi Environment Protection Bureau (UEPB) * Urumqi Environment Research and Monitoring Centre * Mobile pollution research institution * Automated air pollution monitoring system (including traffic pollution) Technical oblectives ofthe I , M system are: i Preliminar\ I ' M plan is implemented before 2002. with inspection ratio 100 %b. compulsorx overhaul ratio of 10-20 %O. the emission of vehicles in service decreasing b\ 30° * Intensively test I / M plan for imported mobiles in 2003-2005. with compulsory overhaul ratio of 20-30 % and the emission of vehicles in service decreasing by 40 %/. * Intensivelk test I / M plan for domestic vehicles, with compulsory overhaul ratio of 40-60 Io and the emnissions of automobiles in service decreasing by over 50% Overview of Proposed MVECS The control and mitigation of vehicle emissions is one of the essential measures for mitigatina air pollution associated w ith traffic. The control of vehicle emissions will require an integrated approach and sufficient funding. With the help and support of World Bank. a Motor Vehicle Emission Control Strateg-\ is proposed. which will consist of three implementation stages based on Environment Protection Objectives of Urumqi in 20 1 0. * Stage I (from the present to 2002) By the end of 1999, the emission system of all existing motor vehicles will have been tested, the motor vehicles without compliance will have been upgraded to meet the existing emission standard. From 2002, more strict pollution control measures w ill be imposed based on the Program of Air Pollution Remediation in Urumqi in Vk inter and the development of alternative fueled (gas) vehicles as well as higher emission standards. Additional initiatives will include the following: new motor vehicles must meet the emission standard; existing motor vehicles must meet the new emission standards: the regulation for the retirement of vehicles will be strictly enforced; priority of public transit ill be implemented; complete conversion to altemate fueled buses and taxi: establish the research center of vehicle emission control; establish the automatic air quality monitoring sy stemr. * Stage 2 (2003-2005) Enhance the enforcement of supervision and control of vehicle emissions: -raduallk increase the research center and the air quality monitoring system: research and develop the technology and measures for emission control; gradually increase - 69 - HAI. I rip1 Noxember. Ik< the use of altemate fuel gas to other kinds of vehicles in addition to bus and taxi: develop the public transit vehicles to larger size and higher-speeds and lower emissions. * Stage 3 (2006-2010) Based on the requirements for improved air quality in Urumqi and the proposed existine vehicle emission control measures. increase the utilization of alternate fuels: test all motor vehicles with the I'M system: comprehensively research and de\elop the technolo, and measure of emission control: develop the public transit system wnith lo\\el pollution. For the three stages above. measures related to alternate fuels will be funded b! the Xinjiane Government and the Municipality. Stages I and 2 will be undertaken based on the Iloan fronm WB. Based on the proposed Motor Vehicle Emission Control Strategy. the implementation is described further in the Component Four Feasibility Report. The PEO have committed to provide a draft terms of reference and revised cost estimate for this component prior to Project Appraisal. In summar\. the development of MVECS will consist of the major air quality mitigation measure. The MV'ECS w%ill include and integrate the above measures and other measures to be identified and developed to meet the goal of sustained air quality improvement. As mentioned before. a more detailed TOR will be presented by Project Appraisal time, which will outline in detail this mitigation measure. 4.2 Noise 4.2.1 MethodologN 4.2.1.1. Construction Phase The construction site can be approximately considered as point source of noise pollution. The noise intensit\ at various distance from the source can be evaluated based on noise attenuation model of point source and the impact can be assessed in accordance with the standard GB12523-90 (see Section 1 .5.2. 4.2.1.2 Operation Phase Stamina Noise Model recommended by World Bank was used to predict the traffic noise in operation phase. This model is based on the US Federal Highway Administration (FH WA) model and has been approved by SEPA and successfully used in ElAs in Shanghai. Guangzhou and Liaoning. China. The model was modified on the basis of the specific conditions of the ORR. The model takes account such factors as traffic volume, speed, road width and height. road surface condition. slope. reflection of buildings along sides of alignment. etc. The impact was assessed in accordance w ith the standard GB3096-93 (see Section 1.5.2). - 70 - FIY\-I lip 1\ Nox%ernbcL- 19 4.2.2 Noise Impact Prediction 4.2.2.1 Construction Phase At present, the major machines for road construction are excavator. bulldozer. roller. vig. concrlee mixer. totrk-lift orader paver. etc The noise levels of commonlk used machines are seen in Table 4._._-1 Table 4.2.2-1 Noise Levels of Machine in Operation and Predicted Value at Different Distance Unit: dB(A) Distance (Ik Measured Xalue Calculated Nalue 5 10 20 40 s5 Fork-lift Truck 90 84 78 72 7n Grader 90 84 78 72 70 V ibration Roller 86 80 74 68 66 Doubie-wheel and Doubie V ibration Roller 81 75 69 6 I 6 I Three-wheel Roller 75 69 63 Tired Roller 76 70 64 58 56 Bulldozer 86 80 74 68 6( Tired Excavator 84 78 72 66 64 Pa-er 8 75 69 6' Generator 98 92 86 8( 78 Rig 87 81 75 j 69 67 Truck 92 86 80 74 72 Concrete Nlixer 91 85 79 73 71 Concrete Pump 85 76 70 6-4 62 %Jo%ed Crane 96 90 84 76 74 Rock Drill 98 92 86 80 78 \'ibrator 84 78 72 66 64 Pneumatic Spanner 95 89 83 77 75 Noise Inzptict The ORR Nx ill cross these areas: Shayibake District. Tianshan District. Shuimogou District. Xinshii District and Urumqi County. About 252.900 people live within 300 m on both sides of' the roads. Durina construction. various machines will produce much noise and will have some adverse effect on the surrounding environment. Based on the measured noise level 5 m from construction machines. the noise construction machinery at ionger distances is calculated and presented in Table 4.2.2- 1. The results shou that the construction noise level will exceed the standard up to 8 dB(A) in daxtimile and I - 23 dR(A) at night at 50 m from these machines. The construction noise "ill have adverse impact for at least 50 m around sites, particularly at night. For tunnel construction. explosion will have noise level of 75 dB(A) at 30 m from the site. The -71 - EIA-Ll.TII' Noxembn. 199Q mechanic noise is mainly from the front end loader and its noise levels are: 8-4 dB(A) at 10 m. 7-4 dBiA al 30 m. 70 dB(A) at 50 mr and 64 dB(A) at I 00 m. Noise Impact at ig/hr Time Construction Although night time construction (after 00:00) is prohibited. situations could rise x%hen constRuction0 activities max have to take place at night. Moreover, transportation of constnuction materials and large structure elements will typically take place at night time. Based on Table 4.2 - the noise levels A ill exceed the standard up to 23 dB(A) at 50 m from the nois\ machines. The noise exceedance v,ill be hiaher if closer. Among the construction machines. the most nois) ones include generators. trucks. and crane. which are most likely to be used in night time construction. Considerinu the ambient noise level and people's tolerance to noise are low, the night time construction N ill ha\e significant impacts to residents, boarding schools and hospital beds. 4.2.2.2 Operation Phase Mocdiflcatrian of/lie FHWA Model To verif\ the model. we have had some experiments in three sites. and then compared %\ith FHWA predicted data. See Table 4.2.2-2 - 4. The results showed that between the measured result and the predicted data. the predicted errors are -2.2 - 3.7 dB(A). -3 1 - 2.7 dB(A) and -0.2 - 0.0 dB(A) in these three sites. respectivel. On the other hand. we can conclude that the FHWA model is well fit for sites. which is lower than the second floor. Based on the traffic flows in different sections and designing parameters from the project design. the impact scope and level of traffic noise are predicted in daytime. night time and peak hour in 2000. 201 0 and 2020 for both ORR and non-ORR roads. Table 4.2.2-2 The Measured and Predicted Data in Wuxing Mansions Adjacent to Wuxing Road Unit: dB(A ) Floor 1 2 3 4 5 6 7 8 9 10 Traffic Volume (veh. /hr.) Height 1 5 L 5 I 8.7 11.5 14.3 17.1 20.5 22.1 25.3 288 Large Medium I'Small Measured 69.9 70.6 ?1.8 69.' 69.9 690 67.8 659 659 64.8 74 288 "()' Predicted 1697 69.6 696 694 69.3 69.2 69.0 68.9 68.7 68.5 74 288 22(2 Difference |-0.2 - -22 -0,3 -0.5 -0.2 -1.2 -3.0 -2.8 -3.7 Table 4.2.2-3 The Sampling and Predicted Data in City Construction Archives Adjacent Qiantangjiang Road Unit: dB(A ) Floor I 2 3 4 5 6 7 Traffic Volume (veh.Jhr.) Heiaht (m) .5 51 8.7 11.5 14.3 17.1 19.9 Large iMedium Small Mleasured 62 63.5 66.6 69.0 69.1 66.6 67.7 28 96 i944 Predicted 665 66 6 66.6 66-5 664 65.6 65.1 28 96 1944 Difference -0.8 -31 0.0 -2.5 +27 +0.3 +1.6 - 72 - EIA-L LTI P \0*emhVY. 199 Table 4-2-2-4 The Sampling and Predicted Data in the Environmentally Sensitive Receptors along West Guojing Road Unit: dB(A) Tian%uan Huangtg No.S4 | ia rcl Aim RtWnal.min No.34 lraffic Solumtnvleh lhr1,l Sensit,e.siie, Hotel Hospital School Nanliang Xinnong School (35 m (40 m L (80 m) (90m) (120m) (140 m) Large Sledium Smnell Nles-r.d 6' 68 0 65 6 65 C 63 696 4S 2 !4.' Predicted 69 4 658 65b t 65 0 6I 6' > 48 i0 Differenc, r( I -O I 0 O 0 O a 000 Traffic Noise Predliction Traffic Noise o1 Both Sides of Expressway. liaducr and TrunkRoads. According to the design. the whole ORR will be built as several urban expresswa\s. urban trunks. viaducts and flyovers. Based on an analysis of different conditions. we have predicted n 8 representative road sections in the assessment years. The results is as follow (Table A-23 In the Appendix A and Figure 4.2.2-1) Table 4.2.2-5 shows the level of the acoustic environment in the area along both sides of the ORR in operation phase. Table 4.2.2-5 Maximum Noise Level at the ORR in Operation Phase Near Peak Hour Day Night 200(1 73 0-75.0 71.8-73.7 67 (^g 64 20(0 74.8-7 5.9 74.0-75.1 69.2-70 4 202(1 74.9-76.0 74.3-75.5 69.5-70.8 Nla\lmurn E\ceedance of'Standard 3.3-6.0 1.8-5.5 12.0-15.8 It can be seen that the exceedance of the standard is serious, especially at night. Disaunce to ORR If 7ere Noise Meets the Standard In order to make the layout of the city more rational and make the acoustic environment of the unurbanized and resettled area meeting Environmental Noise Standard for Urban Area. the distance to the alianment where traffic noise meets the standard was calculated in West Guojin Road and Liudaowan section (see Table 4.2.2-6). Tabie 4.2.2-6 Distance to ORR Where Traffic Noise Meets Standard Section Noise Standard Day Night Category Standard dB(A) Distance (m) Standard dB(A) Distance (m) Cateorv 1 55 350 45 401 West Guoiltna I 60 300 50 300 Road 111 65 100 55 250 R' 70 20 55- 250 Categoir I 55 350 45 350 Liudam\an .I 60 300 50 300 Secton iII 65 150 55 250 IV 70 30 55 250 -73 - !-- 'I 1 i~~~~~~~~~~~~~~~~~~~~~~~~~~~r' M~~~~~~~~b.d ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ 9 yM ei o m4~ 7, na *I *~ a I 52 7 R~~~~~~~ai A. 201 /7 . > -= ,' 2Z0 7374 0 , . 'i' ~~~~~~~~~~~~~- | r g f | ~~~~~~~~~~~~~~2f20 r;D 753 72 2mo~'// t>@4l2b asX I N~~~~~~~~~~~~~~~W and Iterchanges ofthe Proposed project dB3(A) .~~~~~~~~~~~~~~~~~~I . 1Wp,- I El A-Ut TI P No\ember. I999 Prediction of Voise From FIlover Noise impact of four typical flvovers was predicted. The noise at first row of buildings facing the flyovers xk as predicted (see Table 4.2.2-7). Table 4.2.2-7 Noise Prediction of First Row of Building around Flyover 2000 2010 2020 Name of Flvoverl . ~~~Day N ight Day Night Da! N ight Xishan 74.2 69.4 75.8 71.6 76.9 72 1 East Karama\ Road 75.9 71.0 77.5 72.6 78.0 73.2 %kesi Kararna\ Road 74.0 69.9 76.4 71.6 77.2 72 4 uchanu HiLhx\a\ 75.6 70.8 77.3 73.0 78.1 L 5 Ssiandard x alue 70 dB(A in day and 55 dB(A) at night. As seen from Table 4.2.2-7. the ranges of standard exceedance in day and at night of the fbur flyovers are 4.0-8.1 dB(A) and 14.4-18.3 dB(A), respectively. Apparently. the noise impact froim flyovers is heavier near flyovers than surface roads A.oise il77&Iuci 017 Sensitive Areas The results show that the noise levels adjacent to the ORR are high, especiall\ at night. Because there are many residential buildings and some schools and hospitals, the noise impact will be of greater concern. In accordance with site surveys, along the West Guojing Road and the Changjiang Road. the main units are warehouses and scattered residential buildings. Along both sides of Qiantangjiang Road. Tuanjie Road. Jin2vindadao, Wuxing Road, the main units are residential buildings the potential impact is significant. At those sections, most road side receptors are sensitive to noise. Non-sensitive receptors. such as commerce, and factories, make up only 20% of the total receptors. In fact. about one third of the total sensitive receptors are located in these sections. The predicted traffic noise (at I m outside the windows according to the TOR for this EIA) at sensitive receptors such as schools, hospitals, kindergartens and big residential areas is seen in Table A-24 in the Appendix A. The distribution of sensitive receptors is seen in Figure 4.2.2-2. As to elevated viaduct, the maximum noise level at the red line is 9 - 15 m above the ground. or about third to a fifth floor of a building. The higher the viaduct, the higher the maximum noise impact location becomes. When the distance from buildings to the road is shorter, noise caused by reflection is more serious. The added noise from reflection is about 0.3 - I dB(A). ompari.sn7 of Traffic Noise with and Without ORR Scenarios The traffic noise impact without ORR is seen in Table A-25 in Appendix A. The comparison of traffic noise impact on the sensitive receptors along the alignment between with and without ORR is seen in Table A-24. - 75 - Ffigure 42.2-2 raNc Nis 'I'r-tfl ic oise ScilsitVe /CC,V'0 Figuire 4.2.2-2 Traffic Noise Sensitive Receptors of the Proposed Oroject El A-[ t'l If, No\emrbL. u900 In comparison, traffic wvith the ORR wvill be higher. except for the road section of the tunnel. The increase along Liudaowan section. which will be neu construction. difference in noise levels bem een with and xwithout the project is 17.9-29.2 dB(A). The increase in noise in other sections. is 1.3-6.6 dB(A) in daytime and 2.1-6.2 dB(A) at night. Trqffic .Noise Prediction? of Road Network Improvement Component The prediction of traffic noise impact is seen in Table A-23 in the Appendix A. The comparison bets\ een v% ith and without this component is seen in Table A-24. The predicted noise is seen in Table 4.2.2-8 which shows the noise basical)y doesn't exceed the standard in dav time but it does at niuht. b\ 8 1-9.8 dB(A) Table 4.2.2-8 Traffic Noise Impact of RNIS Unit: dBA) Section Time Monitored Value Predicted Value Standard Exceedance i cilolIj.,alL da! 70.1 68.2-69.8 70 - Road night 62.3 63.4-64.8 55 8 4-9 8 I uanjie Road da! 70.4 67.8-69 7 70 - - Daoan Road nieht 63.6 63.1-64.5 55 8 1-9.5 A oise Prelictioni of Bus Repair Facilint In order to assess the noise impact of the fifth bus repair facility, noise levels from one of the existin2 four bus repair facilities. Altay Bus Repair Depot. were measured and analogy is applied to the neA facility. Table 4.2_-9 shows the noise ievels from various shops measured at different distances. If this is considered as the typical noise levels from this type of facilities and applicable to the fifth bus repair facilhx. the noise impact of the new facility will be insignificant as the nearest village is located 60(m frotii the facilit\. Table 4.2.2-9 Noise Levels at Altay Bus Repair Facility Unit: dB(A) . oise Source . Distance from Source Monitoring Value Standard (m) Day Night Dav Night Repairimnr Roonm 20 57.3 <45 60 50 Parkinm 40 56.8 <50 65 (,.r11JC .50 50.1 <45 (60 51) 4.2.3 Mitigation Measures 4.2.3.1 Design Phase Restricted b\ the present conditions of economy. technology and environment in Urumqi. the traffic noise of in many sections of ORR can't meet the national standard. especially at night. In order to reduce the pollution of noise. best effort is extended to mitigate the impact. - 77 - ELA-t l Tll' Nos emr. 99 The main measures include noise barriers at both sides of viaduct. sound absorption material on the surface of some sections of the road. and new wk indow designs. Table 4.2.3-1 shows the effect. cost. ad,antaae and disadvantage of traffic noise mitigating measures designed for this project. The cooling ventilationi system mentioned uses cooling agent to maintain a source of cool air wvhich is then circulated to the room through a fan. In absence of the agent. ice can be used to the similar effect At the same timne. the unit can also increase moisture levels, in wav similar to a moisturizer. By usirnt such cooling ventilation system. the temperature in a tvpical room in Urumqi can be expected to decreases b\ 6--8C. allboing residents to close their windows for noise mitigation. Such a system is designed not onl\ because it has a loxN purchase cost but also lovA operating cost and more affordable to residents for long term uses Table 4.2,3-2 shows the comparison of function and cost amongs air conditioner. cooling ventilation system and fan. For the detailed mitigation measures see section 4.14. Table 4.2.3-1 Noise Mitigating Measures I Attenuation Unit Cost and Disadvantages Mleasures LdB(A) W%RM1BI Advantages adDsvntgsNote Effective in open site Sound Minimize noise reflection Ab.sorption 5-20 1800;m . Adversely impact sunshine 3.5 m in heighe Barrier Effective within definite height on __________ viaduct complex Sound BarTier of' Effective in open site Transparent 4; oo 1 800im Miniumum sunshine effect 3.5 m in he!cIll. tPle\ii2luIs Increase intensitr of noise reflection ____._____ because of no absorption abilitx Nldi¾dsound No visual impact Wi,del, uised in USA Fuance Aborplio ona's-l s vm ,)~ AbsrphaltRo 3 > 300,m- Anti-skid. performance enhanced b\ 20% JaOan as well as Be:mg AXn, Surtace Ma\ be affected by weather and Changanite. Bennent Double Sealed 1 -25 255; Need ventilation e t2.5 windows and 6 m' lor Windo\ ___ [ house equipmet per house \enlilalion Air conditioner. 3000 RMB for each. for school. kindergarten. hospital. cooling ventilation s\siem Equipminn I OOORNIB for each. used in the first row of residential buildings. Table 4.2.3-2 Difference among A / C, Cooling Fan and Fan Specification A/C Cooling Fan Fan L nit l'riec (R%IB) 3.000 1.000 15( Po%k er (\k ) 200-500 60 60-100 Rangc ol L,o%\ering, Temperature C C 0-30 6-8 - Humidit\ iiicrease (mlIh) 1.000-2.000 600 Air leneiratiiL Rate (m h) 1.000 260 5.0(Jt) operanional Noise No No Yes l eiperature Lomsering Area (room) 1-3 1 I Estimated Operational Cosi (Yuan RPNB. 100-200 10-20 10 miontli Efficient in lowering Some efficient in lowering Cheap Ad%antaLi: and Disadvantage temperature temperature * Does noi io\e r A High price and Medium price and lower temperatiure orerational cost operational cost - 78 - Fl A-t ll' \P\emhr. tY) Rationul/e (' 07onfisZW'arion and Const-uction Maierials * Limit the construction of viaduct. * Stone Matrix Asphalt (SMA) will be used to replace concrete or common asphalt in some sections. It is reported by Urumqi Traffic Scientific Research Institute that this modified material on road surface can reduce noise emission of each vehicle b! 3-5 dB(A ) The PEO ill arrange to pave one section of the road with SMA at the bezinning of the construction to see its actual effect. The total pianned SMA roads will be 4.5 km for the ORR (Fi-urze 4._.3-i ). * Application of seamless flexible joints and larger structures in viaduct can reduce the number of joints and vehicle bumps induced noise. to be incorporated into the design * Flexibie supports. e.g.. rubber plates and ball supports in flyover can reduce structural noise. to be incorporated into the design. v For the traffic safety and reducing traffic noise, green belt within the red line w ill be adopted to separate motor. non-motor vehicle lanes and sidewalks. Based on the practical sur\e'. the green belt of 3-6m wvidth can reduce noise b! 1-2 dB(A). - The work at the bus repair facilitv will be done in enclosed building to reduce the noise imipact on thesurroundina environment. .}o(7 BarrIerC The location. shape. materials and height of sound barriers together with roadside absorptive lininm are dependent on the function of roadside buildings. noise levels. road configuration. resistance to w ind and erosion, safety and urban landscape. The design will be made by the Shanghai Municipal Engineering Design Institute (SMEDI). the project engineer. "[J" shaped noise barrier is recommended. which wNill be built at both sides of viaduct. To reduce sunshine obstruction, the transparent paneling structure for noise barrier is recommended. The paneling will be easily disassembled to clean. e.g. PC panel of oxer 3.5 mm thickness with aluminum alloy frame which will provides more than 80°o transparenc\ A total of 3.61 km sound barrier will be built in ORR. (Figure 4.2 3-2) Prorecrtin of'Sensitive Receptors The use of double-glazed windows in combination with ventilation systems will be applied to the first roxv of residential buildings along the alignment and around the flyovers. For the special sensitive receptors seriously affected, such as hospitals, schools and kindergartens. measures integrated with noise barrier and double-glazed windows will be applied. In order to ensure that the double-glazed windo\\ s w ill be closed in the summer, air conditioning units or coolina ventilation units will also be pros ided as part of the mitigation measure. - 79 - ~~ 4C~~~~~IIttogI ~~~~~A L. I oom~~~~~~ 20iJDV~ kO z~~~~ 'tintilic Noise Sensitlive Receptors ( sQIIndI-absorptiorl paveticnti Figuire 4.2.3-1 Sectioil Paved withi Sound Absor-ption Pavemient V~~~~~~~~~~~~~~~ closcd-f~~~~~~~~~~~~~i-. IItl}',,.. IsI sountd binirn f(On Figure 4.2.3-2 Section Installed Sound Barrier and Closed-wall EIA-LIl TI!' \or\nh.:. 1t 4.2.3.2 Construction Phase Although the noise levels during construction exceeded the standard. we can adopt efVtectise measures to mitigate them. These measures are as follows: * The use of noisy machinery. such as percussion hammers. pneumatic drills and rock drilis durinu the nieht-time (00:00-08:00) A ill be prohibited: * Emplo\ lov' noise machinern. or machinern with noise shieldin- and or sound absorplion materials. e.g.. on-site pow er generator with enclosure. * Contractors will rationaJize work timetable. keeping noisy operations awa\ from sensitive receptors. carrying out regular maintenance and repairs, and enforcing strict implementation of operation procedures. In the heavily impacted sites for construction. temporar\ enclosure 5\ith noise shielding andor sound absorption would be used. * Construction components. such as viaduct components widely used in the ORR. structure elements will be prefabricated pre-fabricated off-site and then trucked in for installation. * Eve-catching signs will be posted in highly visible places on every contract section for the public to express their complains about construction activities. The signs will have contact person names from PEO. EPB. and contractors on site, and their telephone numbers. * If construction activities during 00:00-8:00 may not be completely avoided due to the requirement of the engineering schedule and site limitations. In this case. , contractor must coordinate with PEO to get permissions from UEPB and adopt the followina measures during construction. - Special placards will be posted to explain the reason. extenet and duration of the night time construction. Special telephone numbers will be created for the public concerns. The environmental personnel from PEO and/or the supervision engineers trained for environmental protection will inspect and monitor construction noise every nieht at both the sensitive receptors nearby and the construction sites where the construction activities are taking place. If construction noise is much higher than the standard that the affected people can not tolerate noise, patients and old people, they must be temporarily relocated to places not affected b\ noise till the noisv activities are over. * Safety fences will be installed 50 m from the explosion sites, non construction personnel vN ill not be allowved to enter the fenced areas. * Use small quantitx of explosives to shaken and loosen the rocks to alloxs easy excavation. instead of heavy explosives. * Preventive net will be installed 20 m from the explosion site to prevent rocks from flying out of control. 4.2.3.3 Operation Phase Proper Planning of Land Use along the Alignment (see Table 4.2.2-6) * The distance between the first rowv of buildings and the ORR red line must not be less than - 82 - EIA-Lt'L'TI' Noembel. 1999 20 m and must incorporate vegetation buffer in the newly developed and redeveloped areas- * Buildings violating the regulations or within the red line will be demolished. The first row of buildings along the ORR will not be permitted for sensitive uses such as schools. hospitals and kindergartens. Within 100 m of the red line the land will onlk be zoned for commercial facilities, parking lots and other insensitive uses. * In design of residential buildings. bathrooms. kitchens and elevators will be aliocated to on the side facing the road. Others~ * Annuall, inspect automobile for noise. Automobiles with noise exceeding the standard must be serviced to meet the requirements. Eliminate the automobiles still with noise highlk exceeding standard after being serviced. * Equip highlk efficient muffler to reduce noise from engine and exhaust pipe. * Prohibit heav\-dutv vehicles to move on viaduct. • Strictl\ limit the vehicle speeds, especially at night. • Periodicaliv maintain noise barrier and pavement. All the measures will be impiemented in accordance with project EAP, presented separatelI. 4.2.4 Residual Impact After the implementation of mitigation measures, the noise impact caused by the project on the indoor en'.ironment of hospitals. schools, kindergartens, and other sensitive receptors as well as the first ro%k of residential buildings along the alignment can be mitigated or the noise level can meet or approach the standard. The Tesidual impact is see in Tables 4.2.3-3 - 4.2.3-4 -83 - ' I \ I11' ~~~~~~~~~~~~~~~~~~~~~Nm:'t,111'(I 1''p)' Talble 4.2.3-3} Noise 'lslifig:linn NMe:asm-es andl Residimil Impact|(s a: 11 portan.i S7eisilive Receptors of (lie P'ropoed( I'ro ject Seaii l :il 11Xtl 11| 5illS \r-z elnin1:iz Ndl,.\ N1:i,i,--e t ii,dhi,n, the:lt1iie II:, 55she Nj))4)Iii,.o Sinll,nll, ,,,ae___ _ Rei l I . Iie 'm Ni2I % ) ; NiullI -2t111t \1t111) ) l I (ii)) Ita Night I)ae Ni.,it). 1 i)i.iii6:liplt*jIlil 1),:;,) 2 Ni, I I )'rr,:,,! S'1I::''l Rll (.1 1 8 R 8 R I I ) I / 1)101)1 2)) 'I tl ; W I I- t 11) 2i 1, I , t N. 2 Nilldel m'deleil I7 ) (,i) 4 _l _ 4ˇ- Inn II (4ˇ 5).1 115 V l m) I ___ Iviyinlad,,> Rsall _ oad ~ .t ) 5 1 4)M 1 . ood 6 No A I P'imliav SchII,II 5RI) 61 I (- 6I 115 I 1n I 1 s 5 14 1 Dl)il)iiatiil Road 8 Yolilial )illdetalicll ht 617 590 8 7 111 / 60t11,, IIl) O, . t17 101) 117 !9n) II)411 1(1 Ifiiiltio No 2 Middle School 5 72 7 6f7 7 17ˇ7 22 7 I 0 Ii S III| if s7 7 ;7 7 177 1 ˇ7 h'i WtiNiiV Roatd 1ˇ lli)iiltiiiai I I ital (.i1 68R 6.1) llR 19)0 1R5) SO lil Is 6s i 1Y9 1R) 11 2')( I da y igiil 14 Jmaliloiig I opital 45 69'6 64 5 146 195 / I SO in I-SOI)I Rt 546 .1 4) S 14 6 )il5l Limdaiiwao Road 17 Nali, School 70 68 5 637 1335 18 7 s - 1, 61 s S9 7 t1 5 1R 7 lay, miyli 19 fnii,nr lhopital 45 70 2 65 4 I 2 ˇ1)4 260 ti - 16t II Rs t5 2 so )I is° 1) I dav. flit-lI S,ivhoii Road 20 Nio 9 Milddle School, 40 66 6 61 8 I 16 16 8 200()111 (lltl Il 9 s1 6 16 R I I 6). R dlav. 1lit'11 22 Ytjaiio Ktiidetparien 45 (,S 8 61 0 IOR 16.0 ISO ISl) I 7 55 8 s I ( 1s 1)it dav Wesl(i iG jip Road 23 Wiijin lIiilig,in Illspitat 5 736 688 I861 213R / 2)))) mn l-I) mi I! "6 tlIR l3Rt 31R dalv 28 No 5ll1imivar School Sll .666 6l 1 110 163 1 / I ISO iII 17 S6(. )S 1 1(6 16 I I Xishaill Iiilecl,aiipige _ _ 11)11 x1s 79 No 34 Middle School W (.3 61 0 5 1(I 1 InS I ii ,, ˇ1 ss I ;O1 s 1 1 5 lot IS No 6 idille School I)) 66 9 67 I ) I it 17 1 it h ) 6 h I Ih 9 1! daI IlmlijiC Ro-ad 16 No 1.1 hlimiai sch Iil t,t 6 1 9 7t 7 )) 12 1 t ') 7 5ˇ IM) 17 2 Is: I Ia,, an H is,,) Id) l~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ice 17 (,mmIcce (oillege 2)1 Its9 6ii 1 11)) 16 / . . slaloii ),t*) ),) 1 )I¢) II I ilas ieli i aIde ilt)iielr I 7t.tr111 IlIc 7), seii)ise e cc,agSl).ss l,lell.)). t.I.c:i:)jcl lie la:lipli I lit:1 ,rlcil:elh IilM m Libl e ' I I - S.l - No\ cihlC. I I)y) Table 4.2.3-4 Noise Mil igatiomi Me suires ni(l Resid lial m1 paces at Firist row if Ilil(lings Alonig Ihe RHoadofr Ilic Propose(d lProjct DIsta're 2010, slimidc rdlDoelble Fransparent So"d Absorpion Cooling R esiduIil Impact Seclion liortvi, uiie nfiildings lamilies I . Night:55) G(laned So lnt lld V lin Re3 l .ine 0V1Wows lhrrier Paveuuielit Svslemi Indoor D)ay Nighlt I)ay Nighlt -211 (II A) -10 (IB(A) (No. of set) D_l)v Night D)ay Nigli Qilildtallignil Roatdl M) -t 18 51(1 74.1 69.3 1 I 14.3 V I)0)0) gI 1()000111 510 59) I 5-1.3 59 1 34.3 hlan.jic Road I - 1(1 10 3.))l 73.3 68.5 3.3 13.5 300000 In bOOm 30H 58 3 51 5 38.3 34.5 linyindadno Road 0 - 2(\ 17 441) 74.2 694 4.2 14 V J . 44n) . 74.2 69.4 54.2 49.4 lDolghoall Road M 16 432 73.8 69A1 3.8 14.1 VI 432 73 X 6t9 1 53 8 49.1 Wuxing Road 1)- it) 20 531 73.9 l9.1 3.9 14.1 V ._ 531 73.9 69 I 53.9 49 1 Qidaowan ROad ) - 20) 17 448 74.0 69.4 4 0 14.4 V Karamlay Road 449 69 t) ('4 4 54.0 49.4 Ijudaowan Road 0 - 2(0 8 291 73.6 68.8 3 6 13. R V 5(H0il 291 686 638. 48.6 43 8 Surhou Road ( ) - 20 ( 737 74.1 69.3 4 1 14.3 400ihi 200rii 737 59.1 54.3 39.41 34.3 Altay Road 0- It) It) 227 73.6 68.8 3.6 13.8 V- 227 6.6 63 8 48.6 4.3 8 300.gn. inclut(iiig West (Gtojiig Road 0 - 10 16 374 74.(1 692 4.AM 14.2 V 200ii West Kannamy Road 374 59.(1 54 2 39.( 34.2 J ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~Imuterchaiiige Xishan Iiterchange I) - It) 8 225 76.4 71.6 64 16.6 V ittOm .450 Ill. iimltidi 225 61 4 566 41 4 36.6 20)) m Ilaoshim Road 0 - 20) 18 72(0 74.0) 69.2 4.() 14.2 V 15I)nl I iesi roidefiginl 720) 64 t) 59 2 414t0 3( 2 llall.ijie Road - - 11)11, 5 16)0 69 1 64 4 - 94 V . . 16)) 6_ 4 (A4.1 1) I IDaNvan Road 01 - -- I lciloigiciln lRoall 5 - I)) II 5 154 (88 64 1 - 9)) V 151 68 X .1)) 481 440 I hiis taic igilntides a1ll [lie llmlillilg 1) swlilsiti\ , receptlols 11it inctluded if) h 1ihi 1 2.3-3 'o1lllc Zile C- lillit(i illtc hll rlnll mad seclioN -8 El A-t t ill' Nox emb,:> 99t4 4.2.5 Estimation of Mitigation Cost The cost for mitigating noise is estimated as 26.008.100 Yuan RMB. among which 2D544 .700 Yuan RMB for ORR and 562.400 Yuan RMB for RNIS. see Tables A-26 and A-27 in the Appendi\ A for details. 4.3 V'ibration 4.3.1 Nlethodologr 4.3.1.1 Construction Phase \We can control the distance between construction machine and the sensitive area in order thai construction vibration can meet the requirements of Environmental Vibration Standard for Urban Area (GB 10070-88). see Section 4.3.2.2. 4.3.1.2 Operation Phase The model of traffic vibration we used is from Japan. This model has been applied in Guamr.zhou. The factors such as traffic volume, speed of vehicles. number of traffic lanes, the degree of slope. distances and the height of road's surface were taken into account in the model to calculate vibration level of both viaduct and ground roads The overall vibration level may then be caiculated based on principle of energ\ accumulation. 4.3.2 Prediction and Assessment 4.3.2.1 Construction Phase [7brartioi Source The major vibration sources and their intensity are seen in Tabie 4.3.2-1 Table 4.3.2-1 Typical Vibration Sources and Their Intensitv Unit: dB -,nctr-ction \lachiner, *'ibratlon Leveis *t Different Distarnce from Source (dB) (V ibration Source) 5 m IO1m 20 m \ibra,roC Pall DOnse X 94 79 X70 C'mcaulel. \1,x 55-72 50.7 .15-6' Caleomli i- F\aaloo 75-85 72-80 68-78 VI hec,: i x;,'ilu: 68-72 65-70 57-63 V,biatimc M-n eent 85 71 60 M- , V ith i Vioration 60 55 50 Mo\ IL, 81 78 76 Opetainn 82 70 68 Si-icidard eD- Nih M 75 -2 - 86- ElA-L t.TIP NoPembor. i Demolition is another vibration source during tunnel construction. Impact As seen from Table 4.3.2-1. vibration from construction machines will adversel! affect environment. Within 10-20 m from work site. the hizhest vibration can reach 76-80 dB. exceedino the standard b! 1-5 dB and 4-8 dB in daytime and at night. respectivelN. 4.3.2.2 Operation Phase Vibration Model Vibration level Lz,, was used as assessment dimension for irregular traffic vibration in accordance u ith Env ironmental Vibration Standard for Urban Areas (GB 10070-88). The model used is: Lz..,=A1og(logQ*)-B- a z- U f0 a ,- h =500 x x (Q, + 2Q,. - 3600 Atf Where: L,,-predicted value, dB Q,.Q-traffic volume of larg and small size vehicle, respectively. vehicles'hr. M-numbers of traffic ianes A.B-parameter related to vehicle speed and the numbers of lanes o -smoothness correction of road surface. o rprincipal frequency correction of ground vibration, 11.2 dB u i-correction of distance attenuation, a r=4 X ( 1.8-3.3 logr)dB u -correction of road surface height Prediction of Traffic Vibration The traffic volume of peak hour was used for prediction. The prediction results are seen in Table 4.3.2-1. Table 4.3.2-1 Prediction of Traffic Vibration Distance from Road Side (m) 5 10 20 1 50 Predictionl Year 2010 2020 2010 2020 2010 2020 2010 2i12o Shuzhou Road Interchange 65.3 66.3 63.1 64.2 61.5 62.3 58.2 1 5) Beiiin2 Road - Altay Road 63.7 64.6 61.8 62.5 60.2 60.7 57.2 I 7.4 \\ uchang Road Intersection - East 66.7 66.9 64.5 64.8 62.7 63.1 58.4 59 4 Karama\ Road Qiantangiiang Road Interchange 67.3 68.2 65.5 66.3 63.8 64.6 60.5 61.2 Don2lenge Road-Qin2nian Road 68.9 71.5 66.8 69.4 64.9 67.6 61.4 64.2 QinLnian Road - Hongshan Road 68.2 70.8 65.4 | 68.9 63.1 66.8 59.7 [ 62 5 siandard Da\ N.i2ht 75/72 -87 - ELA-til.TII' Noxembhl. I99 As seen from the Table, all the vibration levels from peak traffic volumes in different perdhion sections in tWo predicting years will not exceed the standard. We can conciude that the vibration level in daytime. night time and at peak hour will meet the standard. The vibration in operation phase wn ill not ad% ersel% affect the environmentally sensitive sites. 4.3.3 Mitigation Measures 4.3.3.1 Construction Phase To mitigate potential vibration impacts of large construction machinery. contractors must abide b! the provisions for construction noise prevention and control in Standard for Noise ai Boundaries of Construction Sites (GB 2523-90). It is prohibited to use steam and diesel pile driver as well as monke% driver at the project site, and concrete mixers may be used only in the areas designated b! the Municipalit\ Except for emergencN. the operation time of strong vibration machiner is limited to 08:00 - 24:00. Lou -level vibration machinery wrill be used wherever possible and a system of regular maintenance program for these machines is to be employed. The mitigation measures for vibration control at night are as those for noise mitigation (see Section 4.2.3.2) 4.3.3.2 Operation Phase Results of vibration impact analysis show that traffic vibration will not result in an! significant impact on roadside areas of ORR after it is in use, although vibration becomes stronger as the serve life extends. In addition, vibration will be greater if changes occur to fleet composition and speed. For example. a larger proportion of heavv and medium-duty vehicles and faster traffic will increase the vibration levels. To prevent and mitigate traffic vibration and to meet the vibration standard (GB 10070-88) during the operation phase. attention will be paid to the road structure and the efficient road and iraffic management. Measures to be taken are: * A part of the ORR road section is viaduct. How the joints between pre-fabricated structures and bridge piers are handled has a direct impact on vibration level. Structures and materials effective for vibration absorption will be used in the joints between pre-fabricated structures and bridge piers. Large seamless flexible joints, flexible structure joints. heavy rubber bou I supports and rubber ball supports will be used for vibration attenuation. * Road surface qualitr has a direct impact on traffic vibration. In addition, the use of qualit\ materials for road surface, regular maintenance and repairs are required. * Heav%-duty vehicles are prohibited on elevated viaduct at night and speeding on the entire ORR. * Land use sensitive to vibration, e.g. hospital and institution where precise instrument are used. will not be permitted within 40 m from both sides of the road. - 88 - El.a- l TIT' NoToemebr. 1999 4.4 Sunshine 4.4.1 Methodologx Duration of sunshine obstruction and rational distance to obstruction can be calculated b! sunshine curve dia2ram and formula from Data Collection of Construction Design (second edition. June 1 994 . The ke\ prediction factor is viaduct obstructing the roadside rooms on the first floor %x ith u indows parallel to the viaduct central line. 4.4.2 Impact Analysis During Construction Construction of viaduct will obstruct sunshine of buildings along the viaduct section of the ORR in certain degree. Except for four sensitive receptors. located in intersections of Hongshan Road. and Tivuguan Road. the other sections will result in little sunshine obstruction to roadside buildings. In viaduct construction phase, the working platform will be set up for construction. The working Table/platform and scaffolding will be higher and wider than viaduct itself. Therefore. the range of sunshine obstruction will be enlarged. and shading time will be prolonged. But construction period is short. u hen main body of viaduct is completed, this temporary installations will be demolished 4.4.3 Impact Analysis during Operation In evaluation of sunshine environment impact, the duration of sunshine obstruction can be predicted according to the actual distance between the ORR and the buildings along both sides. Meanw hile. the distance at which the full-window sunshine time can be met for the floor windovs is also determiined. Basic model (Sun shadow principle) L=H * ctgh. W here L is shadow length, H is pole height and h is solar altitude angle. The east and west sections are basically in an south-north direction, the sunshine sensitive points are in the both sides of ORR. The buildings on the west side are affected by shadow of ORR in mominc2 timie. while the buildings on east side will be affected in aftemoon. The south section of ORR basicall\ on an east-west direction, the buildings on north side will be taken into account The prediction is shown in Table 4.4.3-1 - 89 - EIA-1[ Tll>P \oernhe:r 1Q 9 Table 4.4.3-1 Prediction of Sunshine Sensitive Sites / Sections Name of V'iaduct Distance Between V iaduct Affected Length N f BuId' Sunshine Standard Section and Affected Building (m) (m) o. o Bul nghr. Qidao. an ..ecton 16 150 4 met 15 170 3 met Hongshan Road- I5 90 2 met Qingtnian Road I 72 Not mte ,)maniar Road- IX 67 2 I )o(11 llul i' 10 50 Not me: I)ohLho0UiC- 16 100 5 met 14 130 3 Not me: To\ ugual Roadi 13 47 2 Not m,! Tuanjie Road 17 110 3 met ChanajianL Road 17 150 5 met Ch1lanu jian Rt .2d 20 50 m et 4.4.4 Mitigation Measures 4.4.4.1 Construction Phase As indicated above, impacts during construction by scaffolding and work platform will be temporar\ and no mitigation measures are designed. 4.4.4.2 Operation phase The proposed measures during operation phase are as following: * In viaduct section where noise-mitigation measures will be adopted. transparent noise- barriers must be used in sunshine sensitive sections so as not to obstruct sunshline. Meanwhile, the PEO and ORR management company in the future will forbidden sun shading billboard on road sides. * The house owners of the first floors of the four affected buiidings will enjoy the preferential treatment of the municipality to convert residences to commercial enterprises and consequently to allow opportunities for economic compensations.. * Reasonable and proper land use plan should be made to adjust use function o^ affected buildings step by step. For new construction buildings. the municipal planning agency ws ill makie sure that the distance from the viaduct must be a minimum of 14.7 m. 4.5 Discharge of Contaminated Water 4.5.1 Methodoiog~ Field observation and analysis are incorporated in the following discussion based on other similar studies. - 90 - El ;-l l l l NoPcmbc-. 149) 4.5.2 Road Runoff (Melt Snow) 4.5.2.1 Sources of Pollutant Because of gasoline and lubricatino oil leaking on road surface. tail gas of motor vehicles. sNear and tear of parts. friction between tire and road surface. there could be oil. hydrocarbon. Pb. Cu. Ci. P. Zn. rubbei and other pollutants on road surface. 4.5.2.2 Qualit\ of Surface Runoff Urumqi Environment Monitoring Center collected ten snow-melting water samples in typical section of twso sides of ORR and in two sides of Hetan Express on February 25. March 15. March 26.1999 The monitoring items are pH. COD, BOD,. oil. Cr°, Pb. Cd and Zn. The monitoring, results are seen in Table 4. -] The standard values from Class Ill of GB8978-1996 are listed in the Table Table 4.5.2-1 Monitoring Result Unit: m2/l N.. pH COD BOD, oil Cr" Pb Cd Zn 1.1() 1056.53* 425 7.45 0.108 0.276 0.OI1 1 951 7.5(1 1368.25 350 5.83 0.109 0.326 (.Oi 0.894 7.90 663.87 140 8.66 0.039 0.0699 O.OW4I 0 1655 4 ,7.5 534.34 160 10.34 0.039 0.1008 0 0079 0.269N 7.88 364.32 80 6.25 0.018 0.0663 0.0036 0.0461 7. 95 340.03 80 2.05 0.024 0.0376 NO 0.221: 7 7.95 501.95 160 15.96 0.011 0.1334 0.0027 0.4308 8 8.03 822.53 200 6.80 0.044 No NO 0.lt89 4) 8.03 4112.64 700 13.30 0.193 NO NO 0.2422 . IO 77,4 846.72 180 5.57 0.020 NO NO 0.2300 (iljX08l- 1 996 6-9 500 300 20 0.5 1.0 0.I 5() B BIAlILI 11LInhL.> in mdicac concentrations exceed the standard. According to Standard for Wastewater Discharge (GB8978-1996), the items of pH. oil. Cr -. Pb. Cd and Z n can meet Class Ill standard. All but three values of BODc samples and all COD exceed the standard. The reasoni of higher COD and BOD, is mud contaminated with organic waste mixed in the melting snovN \ ater. 4.5.3 Impact Analysis of ORR Runoff At present. there is a sewage treatment plant (Hedong Sewage Disposal Plant) in Urumqi. with the capacity of 2.5 X 10 i td . Because of small precipitation in Urumqi (annualiy average 280 mmr). the runoft is drained together with the municipal sewage to the plant. Most sections of the ORR will be constructed on the existino roads. so the increase in runofffrom storm events will be smali. NeA storm -91 - EIa-t l lil' Noxembcr. I1Q'Y se\\er will on nexs sections of roads which w ill also connect to the waste water treatment plant. Based on the water qualit\ analxsis above. the runoff will meet the requirement when it is drained into the plant and ws ill not affect the environment. 4.5.4 Impact Anahysis of Bus Repair Facilitx The polluted \water is mainlh from vehicles washing in parking lot. spares washing in repair shiop and residual liquid (acid solution ) of old storage batteries. Lye (containing NaOH) is used for x\ashin! spares. from w hich the w\astewater contains hiah concentration of alkali. oil and silt. which can t meet Class Ill of the standard GB8978-1996 unless it goes through special treatment. The other wastewater is requiFed to dispose to meet the relevant standard as well. All the effluent will be drained into the municipal sew.ker system. after the on site pre-treatment. 4.5.5 Impact Anaiysis during Construction Depot The aste\kater discharge during construction phase includes domestic sewage of the workers. water charged from concrete curing process. All the wastewater will be drained into the municipal sewer- s\stem. In construction site without sewer system. domestic sewage will be collected in temporar\ facilit\ and sent to municipal sewer periodically. 4.5.6 Mitioation and Control Measures 4.5.6.1 Mitioation Measures * The rainwater of the project will be completely drained into the municipal sewage system to avoid polluting other water bodies. * In construction phase. the daily sewage from workers will be discharged into municipal drainage system where possible. * In construction site without sewer system, temporary facility for sewage collection and toilet Will be available. from which the waste can be dumped into municipal sewage system or to cultivated land nearby as fertilizer in accordance with relevant regulations. * Oil contaminated water Vehicle external washing waste water and oil contaminated water of the Bus Repair Facility ill first go into the oil removal tank to get rid of suspended oil and sedimentation sludge. After initial treatment. aeration will be applied to remove soluble oil and fine suspended particles. Finally water will go through a filter before sent to the recycling tank. The effluent will be recycled and reused in workshops for vehicle and floor washing.Surplus water will be disclharged into municipal sewer system. * Batter\ cell washing water treatment process design The batter\ cell washing water and the waste liquid from the shop will be recovered by electrolization and neutralization with alkali waste liquid in the neutralization tank so to 92 - H IA-t l l IP \o%emboi. 19IN achieve the target pH value for discharge to the municipal sewers. 4.5.6.2 Controlling Measures for Accidental Discharge According, to regulations related to the transport of dangerous goods. the license must be obtained from tratlsporn administration. The transporting vehicles must be in good condition. and have tire extinUuisher and sign. Three-wheeled automobiles. non-motorized vehicles and motorc%cles ale forbidden lo transport dangerous goods. \When transporting explosives or dangerous chemicals, the carrier must get transport license from police. The State Lau, of Environmental Protection stipulates that when accidents happen. the responsible organization or possibl\ responsible organizations must take measures at once. notif% the affected origanization and residents, repon to local environment department and related departmients and undertake an investigation. According to the stipulations in laws on combating water and air pollution. the leakage accident of dangerous goods is handled jointly police, municipal environment department and traffic management department. AccordinlI to Urumqi Municipal Traffic Planning. the road network will be in the pattern of Rinu-Radiation composed by ORR. urban expressway and urban trunk road with the old urban area as the center. In their network, among which Miquan-Wulapo section is 42 km long along east suburb outer road and is designated for special use of dangerous goods transport (see Figure 2.2.1i-. Therefore, vehicles for transporting dangerous goods must be driven on the road for special use rather than on ORR w ithout special permit. 4.6 Urban Landscape and Ecology 4.6.1 Methodology Based on engineering analysis of this project and field survey along both sides of the alignment. naiural xegetation. soil. gardens, greenbelt and irrigation system were identified. Landscape patiem and environntental aesthetics were commented based on visual inspections. The issues concerning landscape and ecolog\ in design. construction and operation phase were analyzed. 4.6.2 Impact analysis The main ecological impact of the.project is the occupation of land and the loss of green areas. 93 - EIA-11TI \7ehc. 99 4.6.2.1 Construction Phase Impact on Agroecologv Land 0Cuuu1pwion7 The adverse impact involves permanent land occupation. The occupation of cultivated land is seen in Table 4.6.2-i. In Jiujiawan Village. the occupation of cultivated land is 7.333, m-. mak in' up 0.59 % of 1.240.000 m2 in total. In Liudaowan village. 49.473 m2 will be occupied compared se ith 6.250.000 m in total in the village. The project owner wvill compensate for the loss of cultivated land. Further details are in Table 4.6.2-1. Table 4.6.2-1 Loss of Cultivated Land and Greenbelt 7 Type Area(rnm2 Proportion of Total Area Loss 1%) Tree Land 47526 41.26 Cultivated Liand 54600 47.4() Orchard 10973 9. 53 Nurser\ 1600 1.49 (irassland 500 0.43 Iota] Lost Cii crn Areas I15. 199 10)) Impact on? 177igation Slstem There are three irrigation and flood-relief canals along the alignment. If they're affected b\ the project. suchi as being blocked. the agricultural production will be affected. Meanwhile. attentioni of protecting the qualit\ of irrigation wvater will be paid to during construction. Impuct ofjir-borne Dust The impact of air-bome dust from construction may adversely affect the quality and yield of crops along the alignment. This kind of impact occurred during the construction of the T-U-D hihw\a\ project. Impact on Vegetation and Tree Land There are no larger wood land and greed land, e.g.. park and garden. along the ORR. Hence. construction impact along the ORR will be restricted to loss of trees and occupied land. For trees to be relocated and lost see Table 4.6.2-2. - 94 - El A-L 1T-P Noernmber. I4M Table 4.6.2-2 Trees to be Relocated or Lost at Different Sections of the ORR Section Milepost Common Trees (cm) Fruit Total Remark - b<5 5< v <20 4 ,>20 Trees (trees) Medium trees focus in Yetzan-Huangiin West Ring K 12-0) 880 ,20 500 100 Hospital. Young trees focus in n,est _.7 Karama' road K2<.-32 .Adult focus in Jiuila%\an Village %%hiic South Rin . I 1-5 120 450 570 medium in Changiiang Rd and Qiantangiiang Rd _3-7- Adult focus in Liudaowan-Nanhu SctC1o11 LutRtnL 4;-5u 2 760 790 180 3730 while medium in Liucdaovan. Qidaossai K . 1-.---5 _ and Wuxin RD. NornhRinK 1l4-50(1- 45 7170 Around flvover and cultivated land of NorthRingErgong Village \\hole ORR Ku - K'1 925 3650 1815 180 6570 Trees to be cut focus in Last and \esi rine Loss ol 1lj Z,dLand Based on the design, 44.850 m2 wood land will be occupied by ORR and 2676 m b! Heilon-jiang Rd. and Tuanjie Rd. of Road Network Improvement Component (RNIC). All forest land occupied is within the red line of the proposed road. A total of 7.239 trees uwill be cut, among which 6579 trees by ORR and 669 trees b! RNIC. Most of the t-ees are poplars and elms. For the trees to be cut, t ¸5 cm, 5< <20 cm and f >20 ciii trees make up 14.08°. 55.55%o and 27.62 % of the total , respectively. Besides, there are 1 80 fruit trees to be cut. Los.'. of GrCeei? Areas The proposed ORR will directly occupied a total of 115,199 m2 of wood land. cultivated land. vegetable garden. orchard and nursery. The woodland to be occupied is scatteredly spread through the ORR. As seen in Table 4.6.2-1. the loss of cultivated land makes up the main part of the total occupied greenland. 47.40 % to be exact. Among the total occupied cultivated land. that in Lindaowan Village and in west Guojing Road accounts for 86.52% and 13.48 %. respectively. Impact otfSoil Erosion The soil erosion is mainly caused b) the disturbance of earth's surface, such as excavation and filling u ork. unrational disposal of abandoned earth and disturbance of side slope. The excavation and filling works and the earth balance are seen in Table 4.6.2-3. -95 - ELA-t 1-lt' NO['TIPr.n. I Table 4.6.2-3 Excavation and Filling 'orks in Different Sections Unit: ni Earth Balance Section Contract No Filling Excavation - l Exca} ation Filling \kuchang-Jiuiiaw%an WA HC 65526.43 97684.12 -32157.69 .1iuiia\\an-U uming Road WHCO2 54438.17 68664.86 - 1422669| r uninu- Road-\k est Karama; Road \%7HC03 32322.83 27085.4 i - 43 %\esliKaramaa\ Road \VHCO4 22619.32 31037.28 -8417.961 Vsesi Karama\ Road-X ishan Road \WHCOS5 49423.22 32601.28 -1I 824 Xishan Road-Baosnan Road \VHCO6 5498.6 27874.78 -22376.18 Baoshan Road-Qiiai Road | VHHC07 33161.22 67380.15 -34218.93 Qitai Road-c'haniiang Road WHCO8 806.33 10710.63 -9904.30 Chaniiang Road-Huanghe Road WHCO9 2611.62 -2611.62 Huarohe Road-Qianangiiang Road WHC10 2730.72 9727.98 -6997.26 Baoshan Road VHCI 1 4983.1 24558.03 -19574 93 QiantanLijan,P Fkover-Tuanjie Road WHC 12 15676.46 20526.5 -4850.0( luanripe Road-Renmin. Road \'HCI3 37945.02 -37945.0(2 Renii- Road-EastDonghou Street WHC14 18165.04 23345.5 -5180.46h Don2hoU Slieet-Qingnian Road UHC15 12763.61 -12763.61 Qingnian Road-Hongshan Road \VHC16 85855.45 19589.28 -62n - Honrshan Road-Xihong Road W'HC17 93141.34 68729.87 -24411.4- Xihons Road-EastKelarmayi Road W'HC18 108073.8 19604.03 -88469 77 East kalama% Road-Xin\i Road WHC19 97381.5 86997.24 -10384 7t Xin\i Road-Ahla% Road NVHC20 6530.8 1998.4 -A432 40 Beijintt Road-AIta\ Road \AHC_] 43921 13111.05 -30809 45 Alia\ Road 'HC22 10086.31 7730.6 -2355-1 |Lonnel exits 69274 I uLli Filling of exists 31490 -53859 lunnIl Excavation of exits 16075 -loin] 781831.6 797626.2 -15794.6 f illing required: - excavation and net extra earth The excavation and filling basically are in balance. The total surplus earth from excavation is 15794.6 im. concentrating in West and South ring. Excavation makes the majority of earthv ork in W est and Sooth Rings while filling does in East and North Rings. 4.6.2.2 Green land Recovery in Operation Phase Green ltand Recovene Plan Grc'c7tio7g' P1,117 of ORR The nevk green area will cover a range within 50 m road sides and 60m ramps and viaducts. Trees will be planted along sidewalk. shrubs and lawn will be planted in the separation media. According to ORR design. the total greening area is 227,600 m2 making up 15 %of the total area occupied. The total greening length is 29.66 km. - 96 - EIA-l I Til) \oxembcr. 19'Y Greening PlanJ ofEn 0ironment Improvement Component According to the requirements of Ministry of Construction. the coverage ratio and green land percentage must reach 35 and 30 %/o. respectivel), in capitals of provinces or autonomous regions In accordance with Proxisional Regulations of Urumqi Municipal Greening Management. the planied green u idth of ne'N Iv built road should generally not less than 20%/ of the total w idth of the land used b! road. Based on these, the rate of green land in proportion to the total area occupied by the project should be increased to 30 %,0 frpm the designed 20 %. C)verull Greening Plan In order to increase the greening rate up to 30 %/o. the greening area will be increased to 4.404 x. I 0 m- fiom the presentl\ designed 2.276>X I 0 m2. The greening should be undertaken in the light of concrete conditions in different sections. The green land will be a combination of tree. shrub. grass and flowers. Spra\ irrigation will be adopted. Ground water is the main source for irrigation. if unavailable in some sections. tap water will be used instead. The greening plan is seen in Figure 4.6.2- I. hmpuct oa Oreew land Restor-ation Plan According to the plan. the total newly greened area will be 4.4 X I 0' m-. increasing by 3.27 X 10 ni- in comparison with the existing green in the project area. The increase of vegetation is beneficial to reducinma dust and noise, beautif,ing environment and improving landscape ievel, etc. So. the plan is feasible. 4.6.2.3 \Visual Impact Impact of Fliover and Viaduct Most elevated viaduct and bridges in Urumqi designed and built in the past were boring. chunki\. covering large areas at grade and obstruction view. This type of design has a depressing psychological effect and adverselk affects the traffic and people. The EA team discussed with the project design enmineers and the following designing principles will be adopted as a result: * The structural shape will be unified. harmonious and homogeneous. * The proportional relationship of various parts of the viaduct itself will be harmonized. * The alignment of the whole line must be smooth and harnonious, avoid the sudden change. * \W'ith a certain range along the viaduct, add great areas. landscape and artistic flavor into the design. * If the retaining wall is too high. it will obstruct the people's view, give the people the depressed. inharmonious and depressed feeling. The height of the retaining wall is generallk controlled below 3.5 m. - 97 - 4 - - ,- . ft. . - >.r ; tr X~~~~~~~~~~~~~~~~- ' ;^rJ N20-02 -aha ettia j ; pjmiou= /sItDlin ' Il -- . 7 Lli~~~~~~~~~~~~~~~~~~~~~I _2(1()$-2(104l < j iSfIfZ ti * Le!zend Z rtili 1 u ., ,/¢ , Ivitl,cn th red linw5 \.4'* . \ ithine the2- reee line tePopsdPrjc -~~ 9S - (20012002 Rail withiin the redi line ______ i thin the redl line P*, m (2001-20012) ~~~ wiloat ion the A redli \ -f A'1 I~ ---------- witin h~ dFicue462-ere Pa nth rpse TjC E!IA-1 I 111' No\e Ih,r. 1Q99 * At the south and north ends of the ORR and the cross point of Hetan Express\Na\. Qianzanriian2 Flvover and Suzhou Road Flvover have been completed. The ORR designo must connect naturallh. harmonioush. rationally and with the alread% completed grade separation X iaducts tand interchanges. The definition of the viaduct structure shape ma! consider the demands of the citr landscape as much as possible to improve the urban en\ironment and beautify the cit%. Positive Inpaty The viaduct may. to some, enhance the scenery of Urumqi and itself can represent a modern flaxor and nexm features. Liudao\an-Xinvi Road section will be the arterial road linkino the east and the '\est ol the Cit\ which will diver, the traffic from the congested and disordered sections of the cit\ In addition construction Liudao\an and Nanhu sections will eliminate several dump sites. pits. and obsolete buildings. Together with the greening plan. the project will improve significantl% the environimental aesthetics in this and other project areas along which the green belt will significantl\ beautif\ the environment. 4.6.3 Mitigation Measures 4.6.3.1 Design Phase Rationialize Alignment Selection The section of West Guojing Road. railway and Liudaowan-Xinvi Road will be reasonably desiLned to minimize occupation of cultivated land and green land. Preptare Plat for Hater and Soil Conservation PFlun fbl Balanwce Because all the contract sections can't be simultaneous in place. much surplus earth and stone is inevitable to be produced at a time. For the purpose of balance, the surplus earth and stone will be kept temporaril\ and can be used for other sections iater. Erosion control will be taken in the temporar\ storage areas. The location of the sites for abandoned earth and stone and the sites for storagze is seen in FiCule 2.4.1 - I. The road for special use is accessible to each site. No environmentally sensitive receptors along these ioads. For West Ring (Wuchang Road-Xishan Road Intersection) and North ring (Beijing Road-Altay Road) The earthwork of the four contract sections of Jiujiawan-Xishan Road Intersection is basicall\ balaniced and it also can balance each other within them. The surplus earthwork of WuChang Rd- Jiu!jiawan can balance that of Beijjing Road-Altay Road, if these two sections can not be constructed simL1ltaneousl\. the surplus can be stored in the plain site in the northwest part of the city, and be moved 99 - EIA-t'ltTIP >To\embcv. I99 to BeijinL, Rd-Alta, section when it is started to construct. For South Ring (Xishan Road intersectioni- Qiantan2jinano Road and Hongshan Tunnel) and East Ring (Qiantangjiang Road-Xinyi Road) The undulation of South Ring is bigger, and together with Hongshan Tunnel. the surplus earthwork is i49.542 m' in total that can balance the earthwork of East Ring. The surplus of Qiantangjiang Road-Qingniam-, Road can meet the earthwork requirements of Qingnian Road-Hongshan Road section. Disposal of Eveessive Earth? and Sion e Unified disposal of useless earth and stone * For WestRing and South Ring (including Hongshan tunnel), the site for excessive earth and stone is located in the empty stope of Xishan Coal Mine. * The site for Tuanjie Road-Yaojinjie is located in the big pits of Heijiashan and Erdaom an. * The sites for East and North Ring are located in the empty pits of Liudaovwan and Qidaov.an Coal Mine. ,fitigation for Soil Erosion * The following measures will be taken for erosion control: Retaining wall will be established on hills of both sides along the section of deep excavation and high filling such as Hongshan Tunnel. Xishan Flyover. Yaojinjie and Qidaowan Road to prevent rainfall from scouring. - This engineering is essential especially for the tunnel. The designed plan will be full! implemented to guarantee the reliable efficiency of water prevention and drainage. Requirements for Afforestation Design * In farmland section of West Guojin Road. width of shade tree belt will be at least 5 m. withi more than 3 lines. to meet the effect of farmland shelter forest. Elm and poplar can be selected. * Appropriate species of tree in adaptation with local conditions will be selected. The v. idth of trees that line street will be over 2m. * In Xishan flyover with large slope. according to landform feature and water and soil conservation effect, the combining trees with shrub and grass will be adopted. In north of viaducts. shade tolerance plants will be planted. Boston ivy will be planted at foot of interchanges. * To decrease the loss of forest, seedlings and trees along the road will be transplanted in the neighborhood. The\ xv ill be implemented by the municipal greening agency in coordination with PEO. * In suburban section. the temporary road for construction will be designed so as to minimize impacts on soil and vegetation. -100- EIA-t l l-l NoxeIh 1) The existing dump site adjacent to Liudaowan Road-Nanhu Road section w ill be landscaped to enhance it visual appearance from the road. * Are 4 canals used for irrigation, drainage and flood-relief (see Figure 3.3.5-1 ). Their design whose standard is above original level will be made in advance. Irrigation canals will have to be constructed before April 20. the irrigation date, and flood-relief channels xN ill bc completed before August 25. the flood date * As a result of discussions between the EIA team and the Greening Bureau. an 800 rn gureen area of Donghoujie has been purchased by the Greening Bureau to help offset the impact of the elevated viaduct in this area. 4.6.3.2 Construction Phase The follo%% ing mitigation measures will be taken during construction phase: * The fertile soil will be protected. At cultivated land section of West Guojin Road and Liudanwan Village. surface soil of 40 cm thickness will be piled up near cultivated land. which can be used to plant shade trees. * In soil erosion section and cultivated land section. greening measures will be implemented together sN ith road works. i The construction machines (vehicles etc.) will be driven on designated temporary road onl 1 * In areas near farmland and orchards, dust-proof measures. such as. the timely waterinoa ot' road surface during roadbed construction, will be implemented. * The rubbish will be collected at designated areas only. At Yamalike Mountain section. abandoned earth and stone produced in tunnel works will be removed from the construction site. forbidding piling up on slope of mountain. 4.6.3.3 Operation Phase Greeniino will be completed with high quality and sufficient quantity in accordance with the requirements of the design. The construction site should be restored and cleared thoroughly. 4.6.4 Residual Impact Afte thie measures are taken in design and construction phase, there is still some residual impact. described as follows: * \Visual impact of the elevated viaduct will still affect the project areas especially Qiantangjiang Road and Donghoujie-Qingnian Road where the buildings on both sides of the roads are already crowded and close to the proposed viaduct. * Because of the greening and landscaping measures of this project, there -will be a net increase of green areas in the city after project implementation. The total increase in the green areas will be 325.261 m2 - 101 - EIA-t1TI' NoNembe:. 199) 4.7 Socio-economic Factors 4..1. Methodologz The assessment of socio-economic component is a statistical analysis based on site surve\ h ich includes: * Distribution of residential, cultural & educational. reliaion. recreational. commercial and service zones and enterprises and institutions within 300 m along the road. * The affected population and resettlement. * Further investiaation and analysis are on sensitive receptors, such as school. hospital. market. religion. entertainment. etc. * Recommendation and mitigation. 4..2 Impact Analisis 4.7.2.1 Impact on Resettlement Resettlement and its Cost The resettlement policy and compensation standard. timing and the responsible organization for resettlement are presented separately in Resettlement Action Plan (RAP). Scope of Reseulement Based on the investigation results, the resettlement area of the project relates to four districts and one count\. see Table 4.7-1. Table 4.7-1 Resettlement Scale in Different Districts Area for institutional Area for Residential N of Affected worrL Units No. of Affected Householdd Relocation (m') Reloc tion(m) (staff and workers) Iresidentsl 123 223al, D t),2ic 21.439.0 19,692.8 228 (1.9331 372 (1.456 pe s.u S,,,no. , DIsT lD l 20-674.6 7,024.2 329 ( 1.169) 91 (356 X,i: [)D"I,l.: ;95 - 2.003 8 71 (558) ; 3i25, S(l\ain,' . I) . M .07) 20.58I 1 130 (1. 12) 16 i, 40AS L I"nl, C...... 1.2662 ! 0.053 75 (523) 59(238 Es7imauon of Resetuled Extent and Cost The total floor area to be relocated is 144,609.9 m2 in which 59,355.5 mr for residences (871 households. 3.580 persons) and 85.254.4 m2 for institutions. A total of 5,495 will be affected staff in 83i organizations. 22.458.8 m2 of floor area for 483 commercial units (mostly rental properties) includin2 1.705 affected people.. In addition. 100.7 mu (15 mu equals to 1 hector) of cultivated lantd. - 102 - El AE-I 1 111' \o\embl- 199') 18.8 mu of orchard and 78.5 mu of other land will be requisitioned at Urumqi Count. The estimated total cost for resettlement is 307.000.240 Yuan RMB. Comparison of Life Quality Before and After Resettlement At present. most of residents to be relocated live at one-story. brick-concrete houses w. itil floor area of less than 40 m household. There is only water supply and no any other utilities in the houses Except Qiantangjiang Road. Tuanjie Road. Donghuan Road. Wuxing Road and Suzhou Road. other road sections are far from the citN center. with inconvenient traffic and few commercial services Meanvwhile. except above sections and that near Huangjing Hospital. most of road sections are far from any hospital. It is inconvenient for residents to see a doctor. Other sections are located in the districts u ith fex\ schools and recreational facilities except central area of the city. Accordingz to the preliminary resettlement program. the houses for resellers include tv o t\pes:one-third residence will be rebuilt while two thirds will be supplied with commercial housin'. This program will move the resettled residents to the districts within the ORR with better life conditions compared with the districts out of the ORR. Most of the residents will live in multiple-storn buildings after resertlement. They will be able to enjoy better housing and traffic conditions. These nexA residential areas will provide better commerce network. hospitals. schools and recreation facilities to them. Qualit\ of life of the resettled residents will be certainly improved. 4.7.2.2 Construction Phase Along Liudaowan Road, Suzhou Rd. and West Guojin Rd. (total length is about 20 km) there is no an! uiiderground utilities. Along the other sections of ORR there are underground utilities crossinu the ORR. Ho\ ever. the workload of removing these utilities is not too heavy. Along both sides of ORR there are hospitals. schools, markets. hotels, govemment institutions. transport companies. dense residential areas, cultivated land and mosque, etc. Therefore. the traffic movement. traffic management, students going to school, safety for pedestrians. availability for vehicles outina. access to the existing service sites along the roadsides. irrigation canals. farmers road crossing between residence and cultivated land, the linkage of other roads to ORR. etc. will be impacted. These kinds of impact are temporary. and will be minimized with the implementation of the pertinenlt mitigation measures. 4.7.2.3 Operation Phase The completion of the proposed project will strengthen the comprehensive transportation capacitx. improve municipal traffic management, mitigate traffic jam, optimize road network, promote the land use and de elopment along the road, improve convenience and safety of residents' communications along the road and promote the socioeconomic development of the communities in the affected area. - 103 - EIA-l t71 Il' No%embei. 1999 4.7.3 Mitigation Measures 4.7.3.1 Design Phase A lignnewt Selection It is required to minimize the occupation of cultivated land and green belt. the impact of demolition of resettlement on sensitive receptors such as mosque, hospital school. residential area and market. etc. x ill be full! considered in design. The alignment was shifted during the design to be awa\ from these sensitive receptors as much as possible. More on altemative alignments are presented in Chapter :'. Infrastrucrure The importance of irrigation canals will be taken into account. Effective measures will be takeni to prevent irrigation water from polluting. For detail see Section 4.4.4-1. The problem of sloxk fariml vehicles making left turn will be solved by the grade separation of auxiiiarv road. West Karama! Road and Xishan Rd intersection. The west of West Karamav Road is a developed residential area. To meet the future requirements. an overpass in this place will be designed in accordance with the need for street crossing. The elevation of the road connecting the exit of the tunnel is 5-6 m iower than that in the formel desin. In vie" of safetr. an overpass will be constructed for the highway intersecting the ORR near the ex it of the tunnel. At present. there're 74 bus lines in Urumqi. Except for the new alignment Liudaowan-Xin\i Road.. the bus service is available along the ORR. In the Public Transit Improvement Subproject (PTIS) the bus iines in Urumqi will be optimized to meet the rational configuration and to benefit the urban life. For details see the PTIS. The proposed project will bring about small impact on the public transit in Urumqi. Two bus terminals. one in Yejian residential area and the other at East Karamay Road. will be affected.Buses w ill not be able to make left retums of these two terminals after ORR implementation. The solutions are as the followvs: * The bus terminal in Yejian residential area will be moved near the flyover at the auxiliary road so that bus can makes a left tum on the flyover, and a bus stop will be set up in the residential area. * Traffic lights for bus onIy will be set up at the flyover of East Karamay Road. so that bus can make a left tum to the terminal. Marlet Xinjianu Commerce and Trade City iocated at Qiantangjiang Road is the largest market to be affected. A state Class Ill foreign trade port is located also here. In the design of the viaduct. an exit - 104- El.A-l~~~~~~~~~~~~~~~~~~~~~~~o LTll Nxbei. I QWY ill be desi2ned at this location. The construction of the ORR will not bring about adverse impact on the other markets because they are farther from the ORR. Fucilfiti for Pedestrians An underground pass has been designed at the west side of Changjiang Road. An L-shaped underground pass is to be built at the entrances of western Henan Road and Alta\ Road. In addition. I 7 pedestrian overpasses are planned along the ORR. Among them. Qingnian Road and Hongshan Road pedestrian) overpasses extend in all directions. Two pedestrian overpasses will be built in Baoshan Road. Four pedestrian overpasses on westem section of the ORR are that with slope of 1: 12 (designed based on standard for handicapped persons). One overpass at Urumqi Passenger Train Traffic Stationi ,.ill be built in accordance A ith requirements for handicapped. In other intersections and the sections NA ith scllools residential and commercial areas. zebra lines and traffic light for pedestrians are designed. The location of pedestrian overpasses and under-ground passes is seen in Figure 3.2.2- . Table 4.7.3-1 Mitigation measures in design phase (see Figure 3.2.2-1) .SI'cruto Sensitise Receptors Approved litigation Nleasures ,Clrnt.t * j retian Tesidential Area An overpass still be buili at k21t-090 m 5k olnl,e Rc.iod 4 | B Terminal To remove to a piace near omerpass of road s . , .the problem of -et tinnng of the p,ubhc traflics | 5" and 6"' Production teams. Mosque An overpass snill be bui,lt at K2S-50mn s Xisltan Planned Residential Area To design length of the flyover according to tie stauidoid ol moo.u ecxpress road Wiitni Road - 3 .4taProscin ans. Xiguian Mosque An overpass will be built at K24-87' m X;shan itteo,ection I I TLianjie Mosque An overpass sill b- buit 1-4 lAutomobile Transport Compan| o dAn overpass will be built 1 * Io N J Middie School I IS Guangminr Moqstie TIe ORR section ts 5-o in loser tItan Ith rno,qe. ar, o-ti-, -'d X1sli,al Ill,e,.Wx,0,, 20 Xtntiant: Commerce and Trade Cits Leaving a pass way for goods transpon fioin tlie state secotira-t XisLitr liitc,5rcttot . ~~~~~~~~port to foreign cotinenes O3ianiattitai.,L Road 1 l Qiantangliang Residential area To set up traffic iights and zebra at entrance ol Huanlie Road 2 IBingtuan Hosprial An overpass will be built (K4-290) 2S ltiantrong Middle School and Kindergarten An overpass will be billt (iK4-325) - E,t.tt ;,,t,,,, R~t,Jd 24 !Jiangong Hospital An damnond overpass will be bui,lt (K5-023 - 082t To dnve to easterr entrance of KaramaN Road so that Ito pioblct il onBLIS terninal left turning of the public traffic can be resolved I Yasen Mosqtue Zebra lines for pedestrian crossing Easi Kotaniiirj,t Road -SIzh., - LiudaoanAgnckilturaGlGoodsTrading F B ,, e, M arket Traffic lights and zebralines crossing I34 Islam School Sizlrto i-l!i'r- * . Tuimor Hospital An overpass will be built (K 5-460) 9.A tic'ltat liitrisecliloit fi \'tjuan Middel School An overpass will be btilt (K16-t I01 fletltttgttat, Road 461 Uroimqi Passenger TransporT Station An overpass will be built (K--273 5I 4J No 6 Middle School Tuain to ltc scctioir 44 No 14 Middle School Lights and zebra lines -Da,,at lniter eciiot_ 45 Xinliang Comimerce School - 105 - ELA-J 1 11' No%rnmbor 199') Mosque There are 4 mosques adjacent to the alignment. Tuanjie Mosque at Xishan entrance. Guanemimn Mosque at the exit section of the tunnel. Yasen Mosque at Liudaowan and Lanzhou Mosque at Yaojinjie. According to the design. Lanzhou Mosque will be resettled (see Section 4.7.3.2): Zebra liies for pedestrian road crossing v ill be designed at Yasen Mosque. An overpass will be desihned near Guan gm i Mosque and an flyover near Tuanjie Mosque. The rnitigation measures for socio-economic impacts for design phase are summarized in Table 4.7.3-1. 4.7.3.2. Construction Phase Infr culure Irfra.Struerr Before construction. underground utilities (including communication cable. water mains. sewvers. . etc.) along the ORR must be determined. Appropriate measures including temporary utilities will be adopted to avoid service disturbance or damage to these utilities. Relocation and Resettlement Resenlement of mosques. markets, hospitals and residential areas must be made in advance based on the plan of relocation and resettlement. Before implementation. the relocation and resettlement plan wNill be approved by these units so as to avoid religious contradiction and guarantee the road construction successfully. Among seven mosques. only one (Lanzhou Mosque) will be influenced by road construction. To respect the habits and customs of the minority nationalities, the PEO has worked out appropriate measures. A new mosque will be built at Erdaowan, which is in a close distance to the existine Lanzhou Mosque. The construction of the new mosque will start in 2001 and complete in the saine vear. The construction of the road where Lanzhou Mosque is located and demolition of Lanzhou Mosque is scheduled for 2002. Demolition of Lanzhou Mosque will not start until the newA one is full\ completed and put into use. The rebuilt scale of Lanzhou Mosque will be equal to that of the existiln one. Detailed measures of displacement and resettlement can be found in the RAP. At the southwest section of the proposed road, there is a graveyard ofrminority nationalities on hill slope of the Yamalike Mountaini. The tunnel has been located so as to prevent any adverse impacts on the existing graveyard. The Suzhou Market at Suzhou Road will be moved 2 m backward on the basis of the existine location. but the existinc scales will not be changed. The remaining markets will not be affected. For the affected residents and institutions near the exit of the tunnel, those within the red line and the scattered residences outside the line (including 12 residences between the exit ofthe tunnel and the railwNa\ ) ill be completely resettled. The details all included in the Resettlement Action Plan (RAP). - 106- El A-tt 1 If' No\ ember. I 4-I Trlffic Alnua-geente Durine the road construction. temporarr roads -will be prepared for schools. hospitals. markets. transportation companies. government offices and connections u ith other roads so as to be convenient to pedestrians and traffic. In order to avoid traffic congest and prevent accidents. some other measure> such as bUildini, obt ious imnarks at main entrances etc. w ill be adopted. Agridnlt,trul Prodluction In order to guarantee agricultural production and normal cultivation of villagers in Jiujiawan villa2e. in the bus\ agricultural season. at the K23-500 m. K24-870 m and K25-700 m road sections ii not under2o an! construction until after the season is over. NI iliation ineasures in construction phase are seen in Table 4.7.3-2 and Flgure 3.2 2- 1. Table 4.7.3-2 Mitigation Measures at Sensitive Receptors During Construction Phase Section No. Sensitive Receptor Approved Mitigation Measures A temporarx road will be built for coming and goint I Muchaichan2 of truck. \\uchanm I IuIh'L\ Lr -. - \\uiill Road 2 .liuiiawan Market A temporan road will be available for trucks 4 Bus Terminal A temporars road % ill be av ailable . 5" and 6'1 Team A temporar% road will be built in bus\ season in farmming (K23-050 m! uininil Road- 9 3' d 4 Team A temporar\ road will be built in bus\ Xishani Roaid season in farming (K24+870 m) A temporan road will be built in bus\ season in farming (k25-700 m) 14 T'ransport Compans Traffic management .A temporart road I No.34 Middle school A temporary toad for safety of students xl>an Road I Lxii of the Tunnel Resettlement. including l2 householders being Q(i :1iallani i 8 tT resettled bv the govemment of Shavibak District Road c1) Xin iiang Commerce and A temporary road for coming and going of truck and Trade Cit\ pedestrian 21 Residential Area of Qiantangliang Temporary road for pedestrian 24 Lanzhou Mosque Resettlement 5 1 Biutuan Mlddle School Temporan road for student I uLJiiC RKad- 6 jBintuan Hospital Temporan road .l"It Kalanw.\j28 haneons Middle School and A temporay road will be available l.Rod Kindergarten 29 lianeone Hospital A temporary road will be available 31) Bus Terminal A temporary road will be available Easi ara Ra 3 Liudao\san Agricultural Temporary road R)\oad-Ser Trade Market Suzhoul Road- 36 Center Market of Suzhou road Relocation and resettlement Vi uJIallan 3' lrumqi Tumor Hospital Temporar\ road Interscct ior 401 Yijian Middle School Temporary road (kl-1l0 m) for students - 107 - El A-l.t TIl' No\emher. I 4.7.3.3 Operation Phase Durint operation phase. the schools. hospitals. markets, residential areas. mosques and other groups along the ORR will not be affected by the uidening of the road. Prior to the operation. the overpasses. underground passes. zebra lines and traffic lights for pedestrians w ill be all completed. Alonu the ORR and at the inTersections with other roads. bus line wili be available prior Io the operation. 4.7.4 Residual Impact Once the ring road is in operation. effective environmental management will be required to mininmize potential adverse impacts on the surrounding environment (e.g. noise. motor vehicle emissionS and waste management). These aspects are addressed in the EAP for the operation phase - 108- EIA - l lTll' Poxemh . )9') Chapter 5 Comparisons of Alternatives 5.1 Comparisons and Determination of ORR Alignment Alternatives This Chapter analyzes alternatives and options proposed for the project. To distinguish differeni concepts discussed in this report. the word "altemative" is used to refer different alignments for a given segyment of road. while word "option" is used to refer different road configurations or designs on a given alignment. 5.1.1 Alignment Aiternatives Based on the initial engineering and environmental analysis, five segments of the ORR ha\e different alignment altematives (see Figure 2.1.1-1 ). The alternatives of each segment are as follows. Segment One (]): Qiantangjiang Road - Tuanjie Road (South Ring) A. Alignment of Qiantangjiang Road - Tuanjie Road (preferred) B. Alignment in the south of Qitanjiang Road Segment Two (2): Liudaowan-Wuchang Road (North Ring) A. Alignment of Suzhou Road - Altay Road (preferred) B. Alienment of Henan Road Segment Three (3): East. Karamay Road - Nanhu Road (Northeast Ring) A. Alignment ofNanhu Road (preferred) B. Alignment of crossing the coal mine area (surface road) C. Alignment of crossin2 the coal mine area (eievated viaduct) Segment Four (4): Altav Road - Wuming Road (northwest ring) A Alignment of crossing Heishantou by tunnel B AliEnment of detourina Heishantou to the south C Alignment of detouring Heishantou to the north (preferred) Segment Five (5): Xishan Road- Heilongjiang Road (Hongshanzui Section) A Alignment of crossing Hongshanzui by tunnel (preferred) B Alignment of detouring Hongshanzui along Baoshan Road For comparisons of the alignment length. existing road condition. red line control. technical standard. socioeconomic components, resettlement scale, environmental impacts and engineering cost .in the alternatives of each segment, see Tables 5.1.1-1 through 5.1.1-5. - 109- L 1-\ - t I 1-1 P N ov ember. 1Q99 Table 5.1.1-1 Comparison in Alternatives of Segment One A terna ti,es IA ontent Ali atise n g RiAd - Tuanjie Road South of QiantangifanJ (oinrasons _~~~~~~~~~~~~~~~~~~~~~~ I ncreasesle l Oi. 012 1 Lenc-it ot Rovic 2 6 kin increase th- ORR bh 3 0-6 0 km of the ORR Road 6 ondn .... Urbac prircipal tnink road ith di odadendRoad.notahned AissipeoroB 14-2o In. larmer chicle volume B keo Liner. O.t.i.. IT leels sith desitn width oftiie ORR Need toi detn A is stipelom 0! l3i Socio-e,mrtiitr,t Denseli biddings. Mixed commercial Go tirough man\ enterprises Institulions. i eil, tha" I B iin baci and residential area residential areas, cultural and recreatonal placel Resetllement e icale small reqaiest for resettlement Large amount of Resettlement IA Is dmalle, itir: B En\ ionincltal lssite Emissions and noise impact impaci on lirumt Zoo. 'anan Park inoIc Selslti. I. tt: It on residential areas and Xtnmiatiit Untuerstir I B , slal: IA Dttilt: DtCcacilt to some extent Ver\ difficull I A is less ihlla I B En-,lee... i Co's I Buitloditi siaduct results in ratsino Displacement and Resettle-ment reqtitre a IA is io,,el dia,MB a price lea\ ouauta C eio;bit,tl. | ePlefened Not recommended Table 5.1.1-2 Comparison in Alternatives of Segment Two Alternatives 2A 2B ( onteot Suzhou Road - Alta Road Henan Road L.etitth o: Routit 4 35 km- 95 km 16.3 km ) 6.3 km Same Read Citidimi Ut-bait principal trnk road wilt width of Urban pnncipal trunk road with w,idth of 2A i siperior ii, 24rn with good drmvinn condition 12m with good driving condtionr Red Limc C~t0l With yoodl control line, meet sutlh design Red L,,ie C.Xlomwl ,sdthi ofihe ORR Witt, bad control line. viadtict Iill be used 2A is stipnitot to 2B So4mo-ccIuioniOIII No large Commercial netiork and Dense btiidings. such as hi-tech development ,mnoaclt Blillding along the road zone and the planning nev cutr centrai distnct Rc.,elellernen Sraie Small Reserilemem i-arge amnotnt ofTrCSeniement 2A is smaller tIhal) 2B More sensitive receptors such as Radisar More Setistte rczeptcr i ELiniiinemital Issue, Fei, senstime receptors Hospital. Counts Hospital. Railway school 2Btrhan ini 2A and residential area i,nttiit,cttum"ti Hlth cost Relattvel\ lo, coSt 2A islov,er ltiait 2B Co c.s...... | Preterred Non recommended Table 5.1.1-3 Comparison for Northeastern Ring Options \Aliernit,, es4 3 3A 3B 3C Nanhu Road through theCoal-n ine Through the Coal Mine C(ompari,on, C *tnteoi t~~~~~~~~~~~ground I ,eitoilt It R-ttill 5 3 kilt 5.92 m 5.92 km 3A is shorier than Bi3 _________________ ~~~~~~~~~~~~~~~~~~~~~~~and 3,C Rwzold CondQhition | Urbati principal trunk road nitl width The road widtii of 12-14 SA is better tihat: 3B .in i °ol 2J w til good driving condition Tm sittilcienti tdtit Except for AiSiptttit3nt Red Line g ontioi,l , lliln xdlEcp o insufficient widthi instifficient u%idtfi 3A is Supt,olir I,, *,B lJ Lmidaoirsan Road. good control line 3C SiLCtoecollttllc hlirouivlt pans ofresidcnnial area and ThrouLgh residenuwood 3A is less Iltati 3B aid ltnacl ! tarnlatid land and coal mine Affect mtne production 3C R-eCiiletilt tt 16.6251 27.609m 27.609m' 3A is smalierthanlt13 I ~~~~~~~~~~~~~Iand 3,C Enttioniinial litpacis on residential area of Impacts on woodland. Impacts on woodland. 3A is less that 3B i""e,le L tidnpacis on nesidtntal a rca Rod |school, hospital and school, hospital and and IC vitte jItoatnssai Road Iresidential area rTesidential aTea bitttClci:ciitiiiiti jle protect is easils carried out without Grotidine needed at Bndge foundation for 3A is easice that: 313 Dltilt,,ix special remediatron and designing |coal mine viaduct into coal reserves and 3C Litnitteetitto Co.t 32390 2.100 Ytian RMB 318.350,30C Yuan RMB 359 454.90 Yuian RMB SB is iower itiati 'A Gnclu,tll,tt Preferred Not recommended Not recommended - 110- E IA - t t''1'li'' No\ meniri IP9Vi Table 5.1.1-4 Comparison in Alternatives of Segment Four ternanses ~~~4A 4B 4C through Detour Heishantou to the Detou r Compairison, Hetshantou bi Tunnel South Hetshantou to the North Lemiioi ol Roitic 4 -- kin 4 14 m 5 7 km 4B is siorlest Gieatlh undcidauin Greatl\ undulatmin land The existig principai trun. road 4C 1 SLIPeriot to 4 A Roitd k onodi ii I large quantities of demolition Theisngpncalrnkod CisprtiiA land and excavation v tlih width of 24 m and 4B kcd Linc I4C is; Stipermi o 04 1t zonstlration of ens,i . .....irrrd being fixed inio clauses of And administrative enforcement I coniract documeni of environmental lams Responsible to, mo,tir,im,rIs2rr; consiricnorn and 0 rcr1110t' t l 'l l) OiRtR pihases Stpn icr sion ()fiiCt* Construction Uu q M Manag2ement r Corporation Responsiblc loi quialhir Responsible for construction process Responsibie toi monm t nirpers sint and implementation of mitigation Respnibe tot iriornn srstn it 1) em-nocerim-, i rneastires ~~~~~~~~~cirvyside en,irontinen quilmit, i )1W motor velcie pollution coi-i, EPB at district (county) level Check and enforcement of environment laus within distncscouniv | n(tractors in difrn seiin Fig. 1 Hierarchy of implementing the project -126 - FIA-t \1 I11H' No\oemhC!. 1Q1) 7.2 Environmental Management -.2.1 ResponsibilitN of the Management Institutions As suggested b\ the Project Steering Committee. the Outer Ring Road project Construclion Mlanagement Companm (ORR-CMC) will be established, which is responsible for implementation ot design plan- the da\-to-da\ construction management at various sections and service dispatchimlenit and road mainirenance during operation. On the basis of relevant iaws and regulations of China and management process of W1B Pro ject ORR-CMC is currentfl responsible for environmental protection. Its responsibilities include: * Implement the EAP. supervising and ensuring contractors to carry out mitigation measures as required. V Responsible for normal monitoring and control for motor vehicle emission, traffic noise and Xibration. * Assist the Urumqi Public Securit) Bureau (traffic police branch) and EPB to lax do%vn the operating rules for motor vehicles entering the outer ring road and arranging the sampling of' tail gas and noise according to the above-mentioned regulation. m Assist relevant organizations to deal with construction, traffic accidents and those causing env ironmental emissions (bitumen mixing station, Ieak of vehicles transporting oil etc.) * Deal xw ith complaints from the public related to environmental issues during construction. together uwith local environmental protection agencies. e Responsible for maintenance and management of environmental engineerina and facilities during operation. * On the basis of new environmental issues during operation, initiate the further scientific research project and mitigation works. 7.2.2 Full-time Staff for Environmental Management In ORR-CMC. tvo positions for professional environmental management staff will be created lone senior engineer and one engineer). who will be is responsible for day-to-day environmental management. hearing environmental claims by the public, dealing with environmental accidents maintaining environmental protection facilities, etc. (including the seven responsibilities above). 7.2.3 Env ironmental Monitoring Instruments According to environmental management, supervision and monitoring requirement. the essential monitoring instruments will be provided. For the purchasing plan see Table. 7.2.3-l. -127- EIA- I l IjP Noxenibel. 199- Table 7.2.3-1 Monitoring Instruments and Cost ten thousands Yuan (RMB) Name Type Quantit- Unit price Sum 1SI9 auto sampler KNIOTO-132 (large volume) 4 3 I2 Noise mnitor Portable type 4 0.8 3.2 Vibration monilor Portable type 4 I -I (oltwcnc\ 5011X 8o} ((36 ilota) ,.2.4 Training The implementation of Urumqi Urban Transport Improvement Project is an important means to meet the needs of economic development and urban construction in Urumqi. It is a neA opporiunit\ and challenge for administrative personnel and technical staff in the city. Traffic management and environmental protection personnel will be trained on EP knowledge and sklill to successfull\ implememit the EAP. 7.2.4.1 Domestic Training In this training plan, it is planned that contractors, administrative personnel and engineer from the CMC and the PEO \wvill be trained for 5 days. The domestic training will take place at the same time xk ith the biddini process. A total of 5-day training sessions will be held. Each winning contractor will send rt o people for each contract section for the mandatory training. In addition. two from the PEO and seven from construction supervision companies will also be trained. The training will be provided to *sining contractors. Commitment to participating in the environmental training will be part of technical conditions in the bid documents for contractors. For details see Table 7.2.4-1. Table 7.2.4-1 Domestic Training Plan Personnel Contractor. Administrative Personnel and Supervise Engineer etc. Environmental protection laws and regulations on project construction Standards on environment and its monitoring C ontent, Environmental protection and management regulation of Urumqi Pollution-control measures and techniques in construction phase EAP of the UUTI prolect I rainer XETAC UEPB 1I rinc .'2 trom each contract section (totall% 42): 2 from PEO. 7 from construction supervision DuLalonll 5 da! s each session 7,.2.4.2 Higher Training Abroad Ens ironmental management for urban road and expressway operations is relatively new to China. Local staff. including professionals from the environmental institutions is relatively inexperienced 'A ith the issues. methodology. technologies and regulations related to road operations and environmental -128- ELA - I til' No\enibhi. 1Q94) protection, In this context. an oversea training program is desi2ned.. This plan includes classroom teaching. visiting EP institution. field investigation and intominal v orkshops. etc. This training vN ill include persons from XETAC. PEO. UEPB and UEMC. Training content and timing see Table 7,'.4-2. Table-.'.4-2 Higher Training Plan Abroad Object Environment Scientific Research. Management and Monitoring Staffs ( Onilon-. Comprehensi\e urban en%ironmental impact assessment method En ironment risk evaiuation method Plublic participation and its evaluation method Application of GIS in env ironment analysis and decision-making M%lotor vehicle emission control and measuring techniques l rban noise control techniqucs Manacement method of traffic pollution control | Environmental Management and application of economN police Optimum techniques for cost-benefit analysis Imitation and monitorinc of'urban traffic pollution Instiutioll C'anada and or the U.S I raineet. [ 2 fronr. XETAC. 2 from PEO. 2 1rom UEPB and 2 from UEMC Iulime 6 %seeks 7.2.5 Dailh En ironmental Supervision and Management during Construction and Operation Phase C0nstrrltion Plhase En I ironmental Protection District EPB Team ofPEO At cast izso staff from each contract section for Sea en-ironeneritai protection Contractor Responsible sO S"Den. . rot,, .1I ____________________________ envmnnnm nma. oollll construuctioin sits , .nd~~~~~~~~~~5 response o punt!: coinpiaints | 2 :till-tin per-sonTnei and 7 | commitment of one person in charce of E ,;upcr\ isioa engineers Iof Environmental tr ained tor en vironmental | mitimnation meastircs for each contract section 8 r s~~roiection sueior Compliance If tniiniiitr h\ XEMC Construction site 129 - tIA \ l emher. IWQ The above organization chart shows that during the construction phase three independent and inter-related or2anizations will be responsible to protect the surrounding environment of the construction sites. in addition to the periodical (compliance) environment monitoring done b! XEMC. On one hand. the contractor must arrange the environmental protection responsible person at least tvk o staff from each contract section to get environmental protection training by UEPB (XETAC) prior to the construction and commitment of one person is charge of measures for each contract section. On the other hand. the PEO will emplo\ supervision engineers. The 7 supervision engineers and 2 full-time personnel from PEO will inspect. with simple instruments such as noise-meter. the routine EP wyork done b! the construction units. They are authorized to suspend the construction violatimg the environment regulations and report to the PEO promptly his own findings and complains from the surrounding residents Meanwhile. the Environmental supervisors form the district EPB A ill accept complains through hot line in 24 hours. conduct periodical patrol in the construction sites and maake immediate response to the illegal activities in the site. Operationy Pihase pl PEO or ORR-CMC |< 2 FE L r ni nttns t. uneak fultimenronnCin .tation and modificaton OP protectin sK mmiigaon meaSLrC B.a,ed at acfulal I cqtmlementS -iiPlo% olnhor prolessiona lRoutine MOnitDonT2 bN 2 Long term mornitori nsuttitns o idernak full rime environrealPbccopmt applying automrna i;: conmpiiaice monitcirnn protection staff sseE M Durinu the operation phase, project surrounding environment will be managed through routine monitoring b\ 2 full-time environmental protection staffs and long term monitoring applying automatic sy stem b!b UEMC. See the above organization chart. The PEO or ORR-CMC and UEPB will review and update mitigation measures for the operation phase according to the monitoring results and the public complains reported. 7.3 Environmental Monitoring Plan Enm ironmental monitoring is normally undertaken during both construction and operation phase to ensure the effectiveness of mitigation measures, to determine the accuracy of impact prediction and to respond to unanticipated environmental concems at an early stage so as to adopt remedial measures in tine. - 130- EIA - l Ii' \o%encrnK. 19'1 The purposes of the environmental monitoring plan are to: * Evaluate the effectiveness of mitigation measures: * Respond timely to unanticipated environmental impact when the ORR is under construction: * Provide supporting information for forrnulating regulations and improvinL, tnraffic management and environmental controls. based on monitoring data. Xinjiang Environmental Monitoring Center will undertake the compliance monitoring durin2l construction and operation phase. Monitoring contents include air quality, noise and vibration. In addition. impacts of the projeci on cultivated land and green belt will be inspected 7.3.1 Construction Phase The monitoring plan during construction phase consists of three components: compliance monitoring, environmental inspection and monitoring related to environmental incidents 7.3.1.1 Compliance monitoring The monitoring will be carried out by XEMC to ensure compliance with standards. Sampling locations (See Figure 7.1.1-1) Anr- quhalit Based on the distribution of the sensifive receptors along the ORR, eight sampling locations as detailed w ill be monitored for dust associated with construction: I .Foreign Economics and Trade Committee 2.Jiangong Hospital 3.Residential area of Liudaowan (Nanhu School) 4.Xin jianu Tumor Hospital 5.Residential area ofXinjiang Metallurgy Construction Company 6A\ est Karama\ Road (Xishan residence development area) 7.South Railway Station S.Fifth Bus Repair Depot (Im outside the building nearest to the depot) NoiNse a7d J 7hraz ion Fourteen locations are to be sampled based on the noise sensitive receptors along the ORR. Monitoring will address noise levels at the boundary of the construction site as well as noise from machiiner\ and other construction related activities. - 131 - ElA- t 'lIIP No\emhcv. )99v' I. Bintuan Second Middle School '.Bintuan Hospital 3. Jiangong Hospital 4. Residential area of Liudao\van >. Xinjiang Tumor Hospital 6 Y'ijian residential area (Kindergarten) Huangin Hospital 8. Residential area ofXiniiang Agriculture University 9. Xishan Flvover (residential area of Coal Mine Prospecting Team) 10. No.54 Primarn School I I. Residential area of South Railwa\ Station I 2.Residential area at both sides of Qiantangjiang Flyover I- No.6 Middle School 14. Fifth Bus Repair Depot in addition, the cultivated land and greening sites adjacent to construction sites u ill be inspected Motoring Time The monitoring is scheduled as the following based on the proposed construction schedule to ensure the monitoring u ill take place at the time of construction: Year 2000: air monitoring at locations 5 and 6; noise and vibration monitoring at locations 7. S. 9. IO and II melitioned above. Y'ear 2001: air monitoring at locations I and 7; noise and vibration monitoring at location 12 and 13 mentioned above. Year 2002: air monitoring at location 2: noise/vibration monitoring at locations 1. 2 and 3 mentioned above. Year 2003: air monitoring at locations 3 and 4; noise and vibration monitoring at locations 4. 5 and 6 mentioned above. Sampling Frequency and Duration Based on the specific activities, the construction of each segment is divided into two stages. one including demolition. blasting, excavation. grading and pile driving. the other including concrete mi\xing. strIctural erection and paving. The monitoring at each location is divided into two events. each corresponcing to one stage. Each event consists of three sampling events, aiming at the earl\. middle and late period of each stage, respectivehl. That is, six sampling events in total will occur at each specific location where construction is taking place. For each time of sampling event at each location. the duration is determined as: * Noise Leq (A): 24 hours * Vibration \VLz,,: 24 hours * TSP: at least 12 successive hours * CO. NMHC: 4 samples - 132- EIA - IL7TIP No%emher. I The monitorina will be documented and submitted as annual report to the World Bank. XEPA and UEPB. 7.3.1.2 Environmental Inspection During the construction of each segment. two full time staff from the Environmental Protection Team (EPT) attached to PEO will carr\ out the routine monitoring. Noise and vibration monitorinm at locations where construction is taking place w-ill be carried oLut using hand held meters at least 2-3 times a da! or. more frequently if deemed necessar\ (e.g.. ni-hi time construction). Dust inspection will be undertaken by visual observation during each to the construction site. Sampling locations will be at all the sites throughout the construction period. If monitoring results indicate that the activities are over the standards. the staff will require the supervision engineer and contractor to take effective mitigation measures to achieve the standard,. The monitorinE results before and after meeting of the standards will be documented b! PEO and be incorporated into monitoring report submitted to UEPB. The environmental inspection can be regarded as supplementary to the compliance monitoring. 7.3.1.3 Monitoring Related to Environmental Incident If an\ mitigation measure is not implemented on time, any environmental incident occurs or complaints about environmental pollution are reported to UEPB or district EPBs. the relevant parameters -ill be monitored at the specific location by UEMC or district environment supervision station entrusted by UEPB or district EPB. The contractor will be handled by UEPB or district EPB if the standards are exceeded or any pollution due to the mitigation measures not being implemented effectivelk based on the monitoring report submitted. Meanwhile, the monitoring report as well as the results wk ill be submitted to XEPA and PEO and incorporated in to the quarterly and annuall monitoring report. Table 7.3.1-1 shows the environmental monitoring plan during construction phase. Table7.3.1-1 Environmental Monitoring plan for each Section During Construction ilonhiirinc P N,umbers of Responsibilits Actn It sampling points authoriiN demoincion. noise | Leq(A! Three sampling 24 hours/event 14 blastiun. sibration VL,. events, aiming at 24 hoursievent 4 esc\satllo. , early, middle : uiii . pile a) qQuail TSP and late peniod >12 hours/event 8 wi,lph,.,,l (... dilX lil ' 'I! CO.NMHC of the activitN 4 times/event XEMC contctete rnise Leq(AI Three sampling 24 hoursteveni 14 lii it x l l] g X ibraiion VL L events. aiming at 24 hoursievent 14 pasln;. early. middle and stt-lctilral air quafits TSP late prenod ofthe >12 hourstevent 8 etecilon CO,NMHC activity 4 times/event 8 All _ Noise Leq(A), T. o Ilil-iiint ELm 1o0iteti All Noise LeqAti Noise and vibration monitored using hand held meters wlhile dust environmental stall al it specuiotI conists-iteon vL,dtn inspected bv visual obseration at least 2-3 times a day from PEO suipervision ac0l nieS VL,,_.duist engineers All Monitoring UEMC and district incidei | cOnstrictilon parameters selected Prompt monitonng at the site once environmental accideni occuirred ironment Mm5t0ititoiv . on basis of or complaints received environment a,tisl leS accidental featires supervision siatit 133 ELA - Lt 1' I Noseniher. 1]994 7.3.2 Operation phase 7.3.2.1 Monitoring Contents and Sampling Locations Air Quality himpact of motor vehicle emission on sensitive receptors will be monitored. The monitolilnL locations are the same as those duingM the construction phase. In addition, two sampling locaionis \i ill be added: 9. Hongshan Tunnel, where CO. NMHC and NO to be monitored; 10. Fifth Bus Repair Depot. where benzene and xylene to be monitored. /Voise an1td Vibratioit The monitoring mainly aims at elevated viaducts. flyovers and the sensitive receptors along the ORR. The sampling locations are the same as those in the construction phase. Witer Quality- The water quality of the sewage at the discharge exit of the bus repair depot w ill be monitored l ith compliance where pH. oil. CODM, and SS to be monitored. 7.3.2.2 Monitoring Action, Time, Frequency and Responsibility Pre-operatian Phtase The monitoring will be undertaken along the first finish road section. This is to determine the accurac\ of the predictions and the effectiveness of the mitigation measures proposed in EIA. Based on the experience and the findings of this pre-operation monitoring mitigation measures monitoring programs for the other sections may be modified if necessary. The measures will be modified. The monitoring plan is seen in Table 7.3.2-1. Table 7.3.2-1 Environmental Monitoring Plan for the First Section Operated Mlunil-min2 Section Nionstoring Sampling Sampling Sampling Nionitoring Responsibilot' Parameter Location # Duration Frequenc! Time no,se Lcq(A) 7.8,9,10 3 days event 24hr/da' Chatz Rd 1Ieltecilcon - vsstill)- Eibration VL ,,,, 7,8,9.10 3 davs' event 24hr /da\ one even XEMC Rd lnwiseji,l'' Ait 2000 Hon-:sh.an/u,iI 'titiiel TSPtPb) NO, 5.6 7 davs/event >18 hr./day NM1HC. CO 5.6 7 davs/event 7 samples a day - 134- EIA - (t TIIP NO\ember. I'99 Complianzce Monitoring When the overall project is operational two events of monitorin, will be carried out along the whole aliLnment. See Table 7.3.2-2 for details. Table ?.3.2-2 Environmental Monitoring plan for each Section During Operation NMonitornng Responsitil.it, Sa.plinp h-c,n-t Parameters Duration Frequenc. Time. Year espor,t, no_se Leqi A I I davs-event 24 hoursvda' Rred isibraoi) VL. da s'event 24 hours,da, Road Nelisorik TSPtPbiNO 7 davsevenl >158 hoursida! A.. quiaiit! CO. NMHC 7 davs,event 4 t.mes/da; . sials. Leq Ai 3 davysvent 24 hoursdax One cene mn vinte and ihe otlier in l bral.n. ! V L,; davs!cvenm 24 hours,da. suimmer. firsi ca, X EM.C after protec; TSP(Pb. NO, da ",,ennt >18 lotirs da' completion DepaO q,ialmt | CO. NMAC da-s-event 4 e,ent'da, Gcpo: Benzene. x.iern 7 da,s!even: 4 uimesnda' |pH. oil 3 daysrevent Once/da. sraier qialhll I COOD_ 3 davsevcnt Once/day 7.3.3 Report Format and Implementation Report timing: quarterly reports and annual comprehensive report. Contents of Report: Original readings, including parameters, sampling locations and frequencs. statistics, environmental quality assessment and analysis, and signature. Xinjiang Environmental Monitoring Center will prepare these reports. Report receivers are the Inspection and Management Office of XEPB. UEPB. the ORR Construction Management Company. WB and XETAC EIA team for the ORR. After reports are received. those units will respond to them at once and adopt suitable remedial measures as needed. 7.4 Cost for Environmental Mitigation Cost of environmental mitigation for the UUTIP is established and summarized in Table 7'--1. More details are presented in a separate report, Environmental Monitoring Plan (EAP). - 135- EIA - lLTIP Noxember. QLQ) Table 7.4-1 Total Cost for Implementation of EAP (omponent' Measures Cost Measures hase been implemenied Municipal financi- Ani Poliluoti Comirol Tue be detennined in Ole Measuires to be implemented TOR of MVFCS Noise bamer 649 8O rnclosLIre sca I heiirteninr Io N IC L m.,,l No,se absorption pasinr 11 f1 P DoUble-elazed v inoous combined with coolinu fanis 80- .1 ireenine 93 - Lands,ap. a,nd ecolon Hase been ucorpoiatcd ti., Erosion and dust control the eneineeting coSt ContTon of Exilaaisi Gas and Contaminated Treatment of oil contaminated water, waste jiquid of batter% and 5000 Water frnm Bits Repair Depot exhatrst gas of paint sprar Ti-ammV Domestic and overseas 5 2 1iiipti ci elliicna,c Noise and vibration meters Compliance monitonnc Iconstniction and operation )t -- El" ii niiinnuit.it .otmoiiiiiii Plan, RoLtine montiornne (constraction) Protect operation cost from PEC Lone term montlonne (automatic monitonne system diirinM operation Municipal t)saiiciin =oa 6-2S '9S Does iot hticlde mitigation related to engmineenng te S dust and erosion control) - 136- El A - L l'TIP Nxremhcr. IQQ4 Chapter 8 Conclusions 8.1 Summarv of Major Impacts When the project is completed. the environmental qualit\ in the central area of the cit\ X! JII improve due to decreased traffic volume on the other roads and increase average speed on these roules HoxA ever. the environment immediately adjacent to the project route wrill be negatively affected %k ith respect to air quality and noise. 8.1 .1 Air QualitN The project will improve transportation efficiency in the central area of the citN. Traffic will be smooth and there will be less congestion and less queuing at intersections. a result of the project. the average speed in the city center will increase to 22.8 km/hr from the current 17.8km/hr. As the speed improves. the travel time and the emission from vehicles will eventually decrease resulting in a net improvement in the overall air quallty. However, the traffic will increase along the proposed roads and the air quality will eventually deteriorate. Existing A ir Level.s In non heating season,.the air pollution mainly results from air-borne dust and motor vehicle emission. The pollution attributed to TSP, NO., SO, and lead is 31.40, 27.95. 14.99 and 3.96 %,. respectively. with TSP having the highest share. The exceedance of standard of TSP. NO, and SO. is 100. 100 and 33.3 %. respectively. The maximum times of exceedance will be 1.47, 2.07 and 1.17. respective i!. In Heating seasonthe air pollution mainly results from coal combustion. The-pollution attribute to SO-. TSP. NO, CO and lead is 34.04, 22.12, 19.48, 15.07 and 2.01%, respectively. All of these pavements will exceed the standards. The maximum times of exceeding standard will be 5.18. 2.32. 2.01 and 1.50. respectivelyv Air Pollutinli along ile Proposed Road In 20 i 0. the concentration of NO./NO, will exceed the standard along the whole sections of the proposed road. the maximum reading at roadside and 50 m from roadside is 1.070/0.713 and 0.50 1 '0.334me'm' which are 6.13/4.94 and 2.34/1.78 times over the standard, respectively. CO and NMHC will meet the standard.. The increase of NMHC, CO and NO, with the project is 89.3. 78.6 and 109.7 %,o. respectively. in comparison with those without the project In 2020. the emission of single motor vehicle will decrease' with the development of mobile technologx. but the overall decrease in emissions will be limited because of the increase of traffic -137- ElA - it r(rT \o%emher. 19Q9 volume. The maximum reading of NO,NO,. CO and NMHC at roadside is 0.904/0.603. 5.532 and 1.182mam'. respectively. The increase ofNMHC. CO and NO,(NO). with the project is 98.9. 88.8 and 120.2 %. respectivel. in comparison with those without the project. Air pollution (panicularl NOJ) u ith the project will be much heavier than that without the project Impact in tlhe Cirt Center The operation of the project can mitigate the pollution emission of motor vehicles in the central area of the cit\. because more traffic is attracted to the project road. In the early operation of the project. the traffic volume in the central area of the citv will decrease by more than 30/o. meanwhile, the emission ofCO. NMHC and NO,(NO. ) will decrease by 39.3, 39.0 and 28.6%, respectivel\ 8.1.2 Noise Existing Environment and Impact Prediction Along the Proposed Road Currently. within 30 m of the roadsides, the rate of exceeding standard of noise level in daytime and at night is 25 and 85 %. with the average exceedance of 0.1-0.8dB(A) and 2.6-10.2 dB(A). respectivel. The exceedance at the environmentally sensitive receptors such as schools. hospitals and kindergartens is higher. with the average of 5.1-14.4 dB(A) in daytime and 2.8-16.1 dB(A) at night. respectivelk. The main receptors of traffic noise along road and viaduct are 2 nd-3 rd floors and 4 th-' th floors. respectivel,. With the increase of traffic volume in predicting years. the acoustic environment along the ORR will worsen, the exceedance of traffic noise in davtime and at night is 1.8-5.5 dB(A) and 12.0 - 15.8 dB(A). respectively. The rate of exceeding standard of sensitive receptors in 2000-2020 is 100 %. the exceeding ranae in daytime is 0.1-19.2 dB(A). the exceedance of most receptors is over 10.5dB(A) with the maximum over 23.8dB(A). Besides. the noise level of the first row of residential building along the ORR also obviousl exceed the standard. Tiie Trafrfic .Noise Impact with/without the Project Based on prediction. the traffic noise level when the project is put into use will be higher than that wA ithout the project. The increase in noise level varies with the different sections. with the range of I ..- 8.' dB(A) in daytime and 2.1-9.0 dB(A) at night, respectively, along most sections of the road. Particularlk. the increased range will be 17.9-29.2 dB(A) along the roadside of Liudaowan-Xinyi Road. the section which will be along the mew alignment.. - 138- El.- - t 'I IP Noemer. 1199') 8.1.3 Vibration All the monitoring values along the proposed road don't exceed the standard. The vibration impact u-ith the project is greater than that without the project. Based on the prediction. the v\ibration level can meet the standard. The vibration during construction will not obviouslk affect the env ironment if keep the construction machines are 30 m awa% from the sensitive receptors. 8.1.4 Sunshine There will be impact of sunshine obstruction on the first floor of the residential buildings in foul- places along East Hongshan Road-Tivuguan Road. There is no impact of sunshine obstruction in the other road sections 8.1.5 "A ater (Snom) The discharge water of the proposed ORR basically meet Class III of Synthetic Standard for Waste Water Discharge (GB8978-1996), but COD significantly exceed the standard uith the maximum exceeding times of 1.73. The drainage will not-significantlv affect environment because all surface runoff will be drained to storm sewer will be directed into the sewage treatment plant through the municipal discharge system. 8.1.6 Landscape and Ecology The road widening will demolish 115.119m of trees and green areas along the existing road. However. newl y built green 'separation barriers (29.66 km in length and the area of 227.600 m) will mitigate the impact. Besides, an additional 212,780m2 greening area will be developed in Environment Improvement Sub-project. Thus, the newly developed green space will be 440,380 m in total. The additional areas will produce a better ecological environment and scene for the city. with a net increase in green area of 325.261 m2. 8.1.7 Socio-economic Factors Demolitioin A total of 144.609.9 m2 floor area of buildings will be demolished. among which. 59.355.5 ni' floor area of residential buildings involves in 871 householders and 3,580 persons. 85.254.4 m: floor area of non-residential buildings involves in 835 institutional units and 5,495 staff. Besides. 100.7 'no (I hectare= I5 mu) cultivated land, 18.8 mu of orchard and 78.5 mu of land for other use in Urumqi County w ill be requisitioned. The total cost for demolition and resettlement is estimated to be 307 million Yuan RMB, including 255.83 million Yuan RMB for basic use. -139- 1- lA - l1'l ll No\ ember. i 91) Medical Establisihment There are six hospitals along the proposed road. among which. some temporar\ housing for renting of Jiangong Hospital and Bintuan Hospital along the existing road will be demolished. The loss involving in demolition w\ill be compensated in accordance with the RAP. Marker The market at Suzhou Road will be moved 2 m backwards on the basis of the existing location. but the existing scale will not be changed. The remaining markets will not be affected Mosquue Lanzhou Mosque at Yaojinjie intersection will be resentled in a location to be selected b\ the affected people and the rebuilt scale will be equal to that of the existing one to meet their religious requirements. PEO commits the new mosque will be in use prior to the demolition of the existing one. The other mosques near the road will not be affected because the facilitV for pedestrians Will be an eas\ access for the Muslim to them. In construction phase, the resettled people. residents, markets and traffic condition along the road will be adverselk impacted. These kinds of impact are temporary and will be minimized w ith the implementation of mitigation measures. In general. the implementation of the project will strengthen the comprehensive traffic capacim. improve the urban traffic condition, mitigate traffic congestion, optimize urban road network. promote land utilization and development. enlarge employment opportunity. increase community service and livint qualmr\. and furthermore. speed up the economic development of the whole city. 8.2 Summary of Mitigation Measures 8.2.1 Design Phase Air Qualiny In the feasibilit\ report of Bus Repair Facility, the workroom for paint spray will be relocated in northeast corner of the site to minimize the impact of exhausted gas on residents. Coercive ventilation system and catalytic combustion process will be designed to treat the waste gas from paint spray. the height of the emission oftreated exhaust should be over 15 m. -140- El - Lt l1' HnPemh^r. 14 .%'oi. e StrCu1cr1l Co017tposition and Construction Materials * \iaduct u ill be constructed as few as possible. Surface road is always the preferred solution and no viaduct %s ill be constructed except that the capacity is still insufficient through road kx ideninm * Construction material for road surface structure with effective sound absorption. e.g SMA modified asphalt. will be applied to reduce the traffic noise. * Application of flexible supports, such as rubber plates and bowl shaped biers. will be used for viaduct and interchange to buffer vibration ofthe structure and associated noise. * LarLei- structures and the application of flexible joints. as well as minimizing the numbel ot' Joints (crevices) will be used for viaduct and interchange to reduce noise caused duw to bumps b\ vehicles. * In order to ensure traffic safetv and minimize the traffic noise, green space 'A ill be used to separate motor 'ehicles, non-motor vehicles and sidewalk. Green space can reduce the noise by l-' dB(A). * The work, in bus repair facility will be done in the sealed building to reduce noise impact on outer environment. Sournd .4h.Norption Barr-iers Design * The location shape. material and height of sound barriers with roadside absorptive lining is dependent on the function of roadside building, noise levels, road structure. resistance to v, ind and erosion. safety and urban landscape. - *y'Y' shaped barrier is recommended which will be set up mainly along viaduct. In order to minimize the sunshine obstruction by noise barrier, it will be made of transparent materials (transparencv )80%) and easily assembled and disassembled for regular cleaning. * The sound absorption barrier is designed as a part of the whole project b) designing team entrusted by the Project Office. Protect ion o, Rcsident Buildings and Sensitive Receptors Adjacent to the Road * Effective measures such as sound barrier and double-glazed window will be taken for the special sensitive receptors, e.g. school, hospital and kindergarten, obviously affected b! traffic noise. * Comprehensive sound insulation will be implemented for the housing of the first rov, of residential building significantly affected by traffic noise, e.g. double-glazed windows in combination w\ith cooling fans. - 141 - EIA - L I Nomenbe!. 19'1') lshrartio Structures and materials effective for vibration mitigation will be put into the joints between pre- fabricated structures and bridge piers. Application of flexible supports. such as rubbers and boxw I shaped supports for viaduct and interchange to buffer vibration of structure and inducin driser at the project site, and concrete mixers in the areas designated b% the Municipalit. Except f.lr emergenc% engineering. the operation time of strong vibration machiner% is limited to 0o: 00 - 00 00. Lou -level vibration machinery will be used as much as possible, a system of regular maintenance and repairs is to be employed. The contingency measures are same as those for noise control. Jirter Qualitt The domestic sewage of the workers during construction phase will be discharged into municipal drainage sy stem through public toilet on street. At construction sites where public toilets are not available, temporarn toilet and facilitu for sewage collection will be available, from which the waste can be moved into municipal sewage s! stem or to cultikated land as fertilizer. Clearance and restoration of the site for temporary facility will be carried out once the construction is finished. Landscape and Ecologlt Make sure the irrigation and flood-relief canals will not be blocked. Strictl% protect the existing vegetation and land for agricultural use. Construction vehicles u~ ill be driven on the designed temporary road. In areas near cultivated land and orchard, dust-proof measures. e.g. the regular watering at construction site will be taken. The abandoned materials will be disposed of in accordance with the requirement of pre-designed sites. Trees that line the road and shelter belt for cultivated land will be planted before the operation. The greening at fl\ over site will be finished in the first year after the completion of the flvover. Socio-econoniic Environment Coordinated b! the PEO. the feasible measures for traffic management will be drawn out before the construction by the traffic police and project supervision institution to avoid any traffic congestion due to construction. As well, the public will be notified in advance. When carrying out construction in front of schools, the contractor will appoint a specific person or persons to guide the pupils travel through the construction site. Safet\ shelter will be installed when the construction is in residential and ior commercial area. separate roadside construction will be adopted for road widening in order to provide safety of both - 145 - El A - lTI 11 o' emeCr. 199k) pedestrians and vehicles. Implelient on erpass and underground passage for pedestrians. 8.2.3 Operating Phase 4ir Owlzin In order to mitigate the long-term impact of a transport project on the air qualit\. and finall\ achieve a sustainable improvement of the air qualit\ in Urumqi. a long-term Motor Vehicle Emission Control Strateg\ w ill be developed and implemented in addition to the following mitiaation measures. Il/zIr~'. .irudi Oun-going At present. the air pollution in Urumqi mainlN results from: firstl coal-smoke, secondly air-borne dust and thirdl1 exhaust emission from vehicles, the pollution is more serious in winter. Therefore. Xinjiang Environment Protection Aoency (XEPA) and Urumqi Environment Protection BureaLl (UEPB) jointl% issued Measures for MitiEating Air Pollution in Urumqi in Winter and presented Report of Combating Pollution from Vehicle Exhaust Emission by Adopting Synthetic Measures to the municipal government, based on which some practical works have been done: PPrepare Management of Mitigating Pollution from Vehicle Exhaust Emission in Urumqi has been submitted to the municipal government for approval. * Promote five types of products controlling vehicle exhaust emission * Test motor vehicle for exhaust emissions Ban leaded gasoline * Promote clean energv and fuels * Improvement of pertinent laws and regulations and rigorous enforcement of standards * Formulate ne" regulations for test of pollution emission and maintenance of vehicles being used. determine environment protection objectives in each future year * Enforcement of emission control devices * Speed up the retirement of old vehicles * Devote major efforts to developing public transi * Accelerate highway construction. strengthen road maintenance and improve its function * Traffic in control certain areas * Continuously develop clean energy * Improve inspection and maintenance (I/M) system for mobile emission - 146 - El Il I I P \oxemhci. I')') Noise Inspect and enforcing motor vehicle noise standards. The dri\ ing speed will be strictlk limited. particularly at night. Heavy-duty vehicles are prohibited on elevated v iaduct. The pax ement and noise barriers will be maintained regularly. Proper zoning for areas near the ORR. Heav\-dutN vehicles are prohibited on elevated viaduct at night and furious driving on the whole ORR. Land use sensitive to vibration. e.g. hospital and institution where precise instruments are used. will not be permitted v ithin 40m from both sides of the road. Sunzshinie Transparent noise-barriers will be used in sunshine sensitive sections so as not to obstruct sunshine Meanwhile. it is forbidden that sun shading billboard is set up. The house owners of the first floors of the four buiidings affected by elevated viaduct \ ill en.io\ the preterential treatment ofthe municipalitx to convert residences to commercial enterprises and make some profits from them. Reasonable and proper land use plan will be made to adjust use function of affected buildings step by step. For mew construction buildings. distance from the viaduct must be a minimum of 14.7 m. Lamiscape aimd Ecologyl Protect the existing vegeration. green land and cultivated land along the road. if possible. enlarge the greeninu area. complete the greening in the separation belt of the ORR and around flyovers. gtuarantee the existing canals unimpeded. Bus line along the ORR will be set up to improve the public transit. Socio-ecai,ot,oic Faictors Increase facilities such as overhead walkways, underground passages, zebra and signal light for the safet\ and convenience to pedestrians. Along the ORR and at intersections with other roads. bus line %' ill be available in pace with the operation. Controlling MeasuresforAccidental Disclharge Alhen transporting explosives or dangerous chemicals. the carrier must get transport license firom - 147- EIA t l1' Noxer- hr. 1)99' police. W hen accidents happen. the responsible organization or possibly responsible organizations Imlust take measures at once. notif% the affected organization and residents. report to local environment department and related departments and undertake an investigation. The leakage accident of dangerous goods is handled by police, municipal environmlent department and traffic management department. Vehicles for transporting dangerous goods must be driven on the road for special use rather than on ORR %k ithout special permit. 8.3 Environmental Action Plan The Environmental Action Plan provides the reaulation and 2uideline of the environmental mitigation ineasures. management and monitoring for the Urumqi Urban Transport Improvement Project during design. construction and operation phase. It elaborates the approved measures in the EIA document which is the reference for the implementation. The following is a table of contents for the EAP Environmental Action Plan of Urumqi Urban Transport Improvement Project 1. Introdluction 1. Prviecl Background 1.2 Ohjeclives 1.3 Roles nd rresponsibilities of various Institutions I 4; En7 ironmental standard 1.5 Olherview of environinent impacts 2. En;vironmental Mitigation Measures I Design7 phase 2'. 'onstrzuction7 phase 2.3 Operation7 phase 3. Efnvironmental Monitoring Plan 4. Inmplementation of the EAP 4 1 SChedule 4 2 COSt estimates 8.4 Public Participation The EIA team and the PEO took 17 activities in total to carry out the public participation for the proposed project. Two public meetings were held for the participation, the attendance was 40 (Dec.28. 1998) and more than 140 (Sep. 24, 1999), respectively. More than 200 questionnaires and over 800 materials introducing the project both in Chinese and in Uygur were issued. The preliminar\ EIA report of the proposed project as well as two hotlines for consultation, one available in PEO and the - 148 - ELA - 't'TIPI Nooember. 190) other in EIA team were announced in AMetiopoliian Consumer-Mornings (in Chinese) and im D-umqj' EveLivrz.s in U% our (the main dialect in Xinjiang). The EIA report in summary both in Chinese and In U\Lur \as distributed in each sub-district office for public consulting. There sN ere about 100 institutional units and over 4,700 people involving in these participatiotis includtnt the main nationalities in Urumqi such as Uygur. Hanzu and Huizu. Ninet\-eight percent ot' the people surve\ ed were positive to the project The public participation has created several "Firsts" in Xinjiang. e.g. the public meeting w-as firht held in X injianm. A large number of findings and opinions from the public participation were input into the EIA and the design of the project. 8.5 General Conclusions In summar%. Urumqi Urban Transport Improvement Project (UUTIP) will contribute to mirpro\ ini. the traffic conditions in the central area of the ciTr. promoting the development of ne\ space for the cit\. stimulating economic development and increasing the quality of urban life. The project e ill make a positive contribution to air quality improvement in the overall urban area. especiallk in the ciTy center. net increase in green areas, improved housing conditions. for resettled people. and improved urban neighborhood in several areas of the citv. However. the project will result in some deLradation of air quality and increase of noise level in the area along the proposed road. The project is environmentally feasible if all the recommended mitigation measures in this EIA reporn and the associated EAP are implemented effectively. -149- Appendix A Additional Tabulated Data for Environmental Monitoring and Assessment EIA-UUTIP Novcmber. 1999 Table A-1 Peak Hours Traffic Volume of Option 4 (veh.fhr.) Trunk Roads Auxiliary Roads Section IYear__ Sectio I ear Inside ORR Outside ORR Inside ORR Outside ORR - - - - - ~~~~~~Total Total Type Large Middle Small Large Nliddle Small Large Middle Small Large Nliddle Small I Wuchang 2000 0 145 1164 0 164 1310 2783 3 6 35 3 5 32 85 -nWestern 2010 0 217 1635 0 228 1722 3802 38 64 348 42 70 384 946 Karamay Road 2020 0 197 1607 0 235 1920 3959 37 68 370 49 90 488 1101 Western 2000 0 146 1170 0 171 1371 2858 5 8 49 4 6 38 109 Karamay Road - 2010 0 236 1784 0 282 2128 4430 24 40 220 25 42 231 584 Xishan Road 2020 0 218 1785 0 296 2417 4716 23 42 229 29 52 285 660 Xishan Road 2000 0 132 1053 0 160 1283 2628 43 74 454 41 70 429 III 2010 0 239 1805 0 256 1933 4234 77 128 699 81 135 737 1858 Baoshan Road - - - - 2020 0 230 1876 0 248 2026 4380 78 143 780 96 177 962 2237 Baoshan Road - 2000 0 132 1053 0 160 1283 2628 42 74 450 47 8 1 494 1188 Heilongjiang 2010 0 239 1805 0 256 1933 4234 105 176 959 114 190 1035 2579 Ro_d 2020 0 230 1876 0 248 2026 4280 118 217 1183 121 221 1206 3067 Heilongjiang 2000 0 134 1075 0 160 1283 2653 42 74 450 47 81 494 1188 Road - Qitai 2010 0 245 1882 0 256 1933 4287 48 80 437 57 95 520 1237 2020 0 235 1920 0 248 2026 4429 60 109 595 61 112 612 1548 Qitai Road 2000 0 47 379 0 74 589 1090 79 137 841 66 115 770 1939 Qiantangjiang 2010 0 109 819 0 150 1134 2213 91 15 826 69 115 627 1 879 Road 2020 0 101 S28 0 154 127 2340 82 150 815 64 116 635 1961 Changjiang 2000 0 133 1065 0 186 1491 2875 30 52 319 18 32 193 645 Road - Hetan 2010 0 213 1606 0 270 2035 4123 37 63 341 16 27 145 628 Road 2020 0 204 1671 0 264 2158 4297 39 72 394 18 33 180 738 2000 0 78 627 0 116 928 1749 0 0 0 0 0 0 0 oEvtand (sRouatdh 2010 0 125 942 0 172 1298 2537 0 0 0 0 0 0 0 2020 0 109 891 0 163 1333 2495 0 0 0 0 0 0 0 Hetan Road 2000 0 125 1000 0 179 1433 2737 55 96 588 38 66 401 1244 2010 0 157 1412 0 217 1636 3451 90 150 815 61 101 550 1766 Jiefang Road… - - - 2020 0 179 1463 0 222 1814 3679 85 157 853 66 121 661 1944 2000 0 125 1000 0 179 1433 2737 47 81 496 40 70 428 1162 Jiefang Road- 2010 0 187 1412 0 217 1636 3451 88 147 800 56 93 508 1692 2020 0 179 1463 0 222 1814 3679 82 150 816 59 109 594 1809 2000 0 155 1243 0 154 1236 2788 23 40 243 17 29 178 530 Tuanjie Road - 2010 0 227 1717 0 194 1465 3602 20 34 183 27 44 241 549 2020 0 240 1959 0 227 1855 4281 25 46 253 21 38 209 594 2000 0 87 694 0 92 735 1607 56 98 597 55 95 581 1482 Rentin Road 2010 0 94 711 0 100 752 1657 70 118 640 64 107 581 1580 2020 0 122 1000 0 126 1033 2281 53 97 528 50 91 497 1315 2000 0 169 1357 0 170 1364 3060 36 63 386 37 64 392 979 Donghou Street 2010 0 193 1453 0 198 1498 3342 37 62 336 32 54 292 812 2020 0 242 1979 0 230 1876 4327 39 71 386 33 61 334 925 - 150- EIA - UUTIP November, 1999 Continued Table A-1 Peak Hours Traffic Volume of Option 4 (veh.fhr.) Trunk Roads Auxiliarv Roads Section Year Inside ORR Outside ORR Inside ORR Outside ORR - - ~~~~~ ~~Total otal Type argeL |lMiddle Small Large Mliddle Small Large Middle Small Large |Middlh Small Donghou 2000 0 169 1357 0 170 1364 3060 32 55 335 61 105 643 1230 screct - 2010 0 193 1453 0 198 1498 3342 32 54 295 35 58 314 789 Qinnian Road - 2020 0 242 1979 0 230 1876 4327 40 73 400 44 80 436 1073 QinnianRoad- 2000 0 148 1183 0 142 1138 2610 85 147 901 82 142 871 2229 Hongshan Road 2010 0 172 1300 0 174 1312 2958 98 163 889 97 162 883 2293 2020 0 2148 1778 0 207 1696 3899 86 157 854 107 196 1066 2465 Hongshan Road 2000 0 227 1820 0 205 1642 3893 16 27 165 13 23 139 383 2010 0 276 2080 0 243 1837 4437 15 25 135 13 22 118 328 Xihong Road 2020 0 304 2482 00 294 2400 5480 515 28 154 12 23 125 358 2000 0 146 1170 0 133 1067 2516 63 109 668 65 113 689 1707 Xihong Road -_ Eastem Karama) 2010 0 198 1495 0 174 1310 3178 58 97 526 75 125 681 1563 Road 2020 0 223 1821 0 218 1779 4040 52 95 519 75 138 753 1632 Eastern Karama) 2000 ;I 193 1178 101 175 1072 2830 0 0 0 0 0 0 0 Road - 2010 169 283 1539 152 254 1381 3778 0 0 0 0 0 0 0 Xinyi Road 2020 175 320 1745 180 331 1803 4553 0 0 0 0 0 0 0 Xinyi Road 2000 107 185 1133 78 135 829 2468 0 0 0 0 0 0 0 2010 152 254 1383 109 182 991 3071 0 0 0 0 0 0 0 Suzhou Road 2020 161 295 1065 148 271 1479 3958 0 0 0 0 0 0 0 Nanhu Road 2000 110 190 1162 106 83 1121 2872 0 0 0 0 0 0 0 2010 135 226 1230 113 189 1030 2925 0 0 0 0 0 0 0 Hetan Road - - 2020 145 266 1449 138 252 1375 3625 0 0 0 0 0 0 0 2000 98 170 1041 88 152 931 2481 0 0 0 0 0 0 0 Elevated Road o 2010 135 226 1230 113 189 1030 2925 0 0 0 0 0 0 0 2020 130 238 1297 129 236 1288 3318 0 0 0 0 0 0 0 | HetanRoad 2000 123 214 1309 119 207 1265 3237 0 0 0 0 0 0 0 2010 154 257 1399 145 242 1318 3515 0 0 0 0 0 0 0 | Liyushan Road 2020 143 262 1428 162 298 1622 3915 0 0 0 0 0 0 0 2000 136 235 1438 127 220 1345 3501 0 0 0 0 0 0 0 |TianjingRoad 2010 168 281 1529 163 273 1485 2899 0 0 0 0 0 0 0 2020 155 284 1548 180 329 1795 4291 0 0 0 0 0 0 0 ianjinRoad .2000 115 199 1216 115 198 1214 3056 0 0 0 0 0 0 0 Tianjin Road _ * 2010 124 207 1129 119 199 1083 2862 0 0 0 0 0 0 0 BeijingRoad 2020 117 214 1168 36 250 1363 3249 0 0 0 0 0 0 0 BeijingRoad 2000 79 137 839 55 96 587 1794 0 0 0 0 0 0 0 - 2010 95 158 860 84 140 762 2098 0 0 0 0 0 0 0 | AltayRoad 2020 102 18/7 1016 53 170 925 2492 0 0 0 0 0 0 0 | Altay Road 2000 89 154 939 98 162 989 2424 0 0 0 0 0 0 0 - 2010 181 235 1280 148 248 1350, 3402 0 0 0 0 0 0 0 Muchaichang -- - 2020 138 252 1375 132 242 1318 3457 0 0 0 0 0 0 151 - EIA - UTIP November, 1999 Table A-2 Statistics of wind direction in summer in 1992-97(%) Wind Wind Speed (mi/s) Frequency_Average Wind Pollution Direction <3.0 3.0-5.9 26.0 Frequency Speed (m/s) Coefficient N 3.67 8.02 0.32 12.01 3.0 4.00 NNE 2.61 3.34 0.00 5.95 2.6 2.29 NE 1.74 1.04 0.03 2.81 2.3 1.22 ENE 2.34 0.74 0.03 3.11 2.0 1.56 E 1.63 0.76 0.03 2.42 2.4 1.01 ESE 0.95 0.65 0.08 1.68 2.8 0.60 SE 4.18 1.87 0.33 6.38 2.5 2.55 SSE 5.60 1.36 0.11 7.07 2.1 3.37 S 7.23 1.22 0.00 8.45 1.9 4.45 SSW 3.72 0.71 0.00 4.43 1.9 2.33 SW 2.83 1.36 0.08 4.27 2.3 1.86 WSW 0.63 0.54 0.03 1.20 2.5 0.48 W 1.41 0.67 0.08 2.16 2.5 0.85 WNW 1.55 2.64 0.16 4.35 3.1 1.4 NW 4.46 10.76 0.44 15.66 3.2 4.89 NNW 3.18 7.91 0.19 11.28 3.1 3.64 C 6.79 6.79 Total 54.52 43.59 1.91 100 2.5 Table A-3 Statistics of Wind Direction in Winter in 1992-1997(%) Wind Wind Speed (mi/s) Average wind Pollution Direction <3.0 3.0-5.9 26.0 Frequency Speed (m/s) Coefficient N 7.58 5.00 0.08 12.66 2.2 5.75 NNE 3.29 1.31 0.00 4.60 1.9 2.42 NE 8.87 1.98 0.03 10.88 1.9 5.73 ENE 5.77 0.85 0.03 . 6.65 1.8 3.69 E 4.60 0.82 0.24 5.66 1.8 3.14 ESE 0.69 0.13 0.18 1.00 2.3 0.43 SE 3.56 1.20 0.48 5.24 2.3 2.28 SSE 3.98 0.66 0.08 4.72 1.8 2.62 S 8.54 0.77 0.06 9.37 1.4 6.69 SSW 2.22 0.24 0.03 2.49 1.8 1.38 SW 2.51 0.70 0.09 3.30 2.1 1.57 WSW 0.43 0.16 0.00 0.59 2.1 0.28 W 0.75 0.56 0.00 1.31 2.0 0.66 WNW 0.72 0.83 0.05 1.60 2.2 0.73 NW 4.91 5.37 0.16 10.44 2.5 4.18 NNW 2.21 2.72 0.03 4.96 2.5 1.98 C 14.53 Total 60.63 23.30 1.54' 100.00 1.9 - 152- EIA - UIUTIP November, 1999 Table A-4 Main Units within 300 m from Both Sides of the ORR South-eastern Section North-eastern Section (Eastern Norther Section In sotith ol'Western Section Southwestern Scction (Tuanjie Road - Eastern Karamay Karamay Road - Suzhou Road (Suzhou Rd - Urumqi-Changji In North of Westem Section (Wuin Road- Xishan (Xishan Road - Qiantang Road) _ Interchange) - lighway) U-Ch highway-Wtmin Road Road) jiang Road Gram ______ t~~~~~~~~~~~~~~~~~~ Iotal No Type Name of the Unit Numbe Name or the unit Number Name of the unit Numbe Name or the Unit Numbe Name or the Unit Numbe Name of the llnit Numbe T1he 2m Construction Compan Land Transport Xinjiang Swichgear Plant, Xinjiang I' Urumuqi I' I Enterprise ofiudaowaCmmuMiatrorCoPannt &iComaniCratine 16Cmuiain1 itijiawan Chemical UuuiI lBrigadeXinjang 3Um CommiuaicnMito 18 Companry 15 Commnunication 16 Communication 12 elant, etc 8 Communication 29 9X Construction Company, etc. Mineral Rescue base etc. Machine Plant, etc. Company, etc. Company, etc. Bingtuan Commerce Liudaowan Agricutural B'un Meal l)ongyijie Market 2 Commerce ondhuangMarket 6 GradsgMatket,etc. 6 gematet I I C 2 Xishan Market, etc 3 Commerce Center 16 44 1 ~~Qianiinjie Market, etc. Suzhoui Road Market, etc. 1tradinig Market, etc etc. 3 llotel Whuaxi llotel, 12 Meishijia flotel l Junqi uiotel 2 Ilaiwei Ilotel I Zepu Ilotel, etc. 2 BIaoslhan Ilotel, 16 34 ___________etc _ _ . _Wu_ _ Building _ _g Iotel, etc Fengshou Power Residential Area of I" Maliaodi 4 Residentiad Station, 4 Construction Company, 7 Yejian Residential I Ridi 4 'I'iexi Residential 2 18 Area Iiudaowan Coal Tieshe Residential 7 Araea, etc ___________ ___________________________ Mine, etc. Area,etc. Area, etc. Xinjiang Foreign Trading Committee McofAweBueuoSal,Xinjiang Bureau 2f 5 Government Court of Shuimogou I fceofAwur uea o3aly,o 2 1 Bureau of L-and Coal Mine Xinshiqu Court, etc. Safety, etc. __________ Administration, etc. _ _ 6 Religion Lanzhou Mosque I Arsen Mosque, etc 2 lleshantou mosquie I Mosque (in Xiguan Mosque, 2 Graveyard I 8 Place I construction) I Xishan Mosque Graveyard _I _ Pble Qingnian Rd. Post ornce, Bus t'erminal, UJrumqi Chickens &Uttq ala 7 Pbiai c B 16 luay GasoliSi e 2 Xiaoxigou Post Office, 7 Guanghua tas 9 Dtick Cold Storage en trrnqi Railway 6 51 7Facilities BsTermfinal,n etc Station, etc. Dade Gias Station, etc. Sain t Bus Terminal,____________etc___ Station, etc. ____ Plant, etc. Sain t 8ieatcao e Tuanjie Theater, 2 Recreation Center I New Nanhai Yugang I Yejian Club I Shenshi Cluub, 3 8 8.e Western Bright Pearl Club D)ishi Club, etc. Bingtuan Second Middl Nah colMiddle Schiool of the IV' ultural- School , Isl~~~~am h ranschool ( Construction Company 9 ducational Bayi Middle School, 10 Islam koan school ( 2 The Kindegarten of the I 3 34' Middle School_ lace Jiangong Middle School, cntuto)construction Companiyec School of Light Industry, etc. T'Ihe 9gh Middle School __. 10 Medical Bingtuan Hospital 2 Meikuang llospital I lospital For Tumor I hluangjing Ilospital I Keiyun llospital i 6 Place Jiangong Hospital _ _ I Farmland Farmland of I Jiujiawan Farmland 2 Jiujiawan Farmland _ 4 Liudaowan Village I etc.I I Total 82 36 52 30 31 80 311 -153- Table A-5 Main Units with 300m from Both Sides of the Widening Road Section Heilongiang Road Tuanjie Road _ ~~~~~~~~~~Numbe N umbe No. Type Name r Name r r r Xinjiang Institute o I Enterprise Urumqi Carboad Box Plant, 7 Electronics, 5 Urumqi Sanjiang Plastics Plant Xinjiang Film Distribution Corporation, etc. 2 Commerce Nianzigou Market, Changzhen Market, etc. 4 Agricultural Trade Market 3 Hotel BaoShan Hotel, Yangzijiang Hotel 2 4 Government Public Xinjiang Passenger Station, Second Class 5 .ub .c lnternational Trading Port of Urumqi, 3 Bank of China Facilities International Transport Station of Urumqi 6 Cultural & Sixth Middle school, 4 Educational Commerce College, etc. Total 16 12 Table A-6 Monitoring Results of NMHC (Daily Average) mg/m3 Time I Liudaowan 2'RaiIway Station 3' Beimen 4' Xinhu2 Road 5 Xinshi District 6 Xishan Average 1998-10-26 2.59 2.93 3.08 2.68 2.63 2.76 2.78 1998-10-27 2.82 2.88 2.87 2.56 2.84 2.79 2.79 1998-10-28 2.60 2.59 2.79 2.89 3.07 2.64 2.76 1998-10-29 3.36 3.00 2.97 2.95 2.79 2.84 2.99 1998-10-30 2.78 2.70 2.92 2.72 2.78 2.72 2.77 1998-10-31 3.68 2.97 2.96 3.03 3.54 3.66 3.31 1998-11-01 2.49 2.57 2.97 3.42 3.12 3.36 2.99 average 2.90 2.81 2.94 2.89 2.97 2.97 2.91 1999-1-14 2.74 2.99 2.42 4.04 3.07 2.92 3.03 1999-1-15 3.18 3.51 3.25 3.45 3.37 3.85 3.44 1999-1-16 3.46 3.80 3.25 3.82 3.61 3.20 3.52 1999-1-17 3.09 3.70 3.68 3.03 2.63 3.19 3.22 1999-1-18 2.67 3.39 3.10 2.97 2.81 3.14 3.01 1999-1-19. 3.09 3.24 3.02 3.23 3.06 3.30 3.16 1999-1-20 2.98 3.20 3.32 5.25 5.27 3.72 3.96 Average 3.30 3.40 3.15 3.69 3.40 3.33 3.33 Assessment standard: 4.00 mgim -154- Table A-7 Monitoring Results of CO (Daily Average) mg/rm3 Time I' Liudaowan 2' Rilway Station 3' Beimen 4' Xinhua Road 5 Xinshi District 6 Xishan Average 1998-10-26 1.92 2.47 3.76 3.10 1.57 0.64 2.24 1998-10-27 2.52 2.71 4.19 2.48 2.16 0.74 2.47 1998-10-28 3.57 3.62 5.32 3.63 2.45 1.24 3.30 1998-10-29 2.99 2.64 3.18 2.82 3.8 1.04 2.74 1998-10-30 2.08 1.90 4.46 2.87 2.56 1.42 2.55 1998-10-31 2.14 1.66 3.12 2.21 2.28 4.78 2.70 1998-11-01 2.21 3.42 4.87 4.24 5.69 3.28 3.95 Average 2.49 2.63 4.12 3.05 2.93 1.88 2.85 1999-1-14 3.61 4.94 3.03 10.29 5.01 4.91 5.30 1999-1-15 6.41 7.97 6.55 11.05 9.48 8.41 8.31 1999-1-16 7.33 9.08 6.47 9.09 6.65 8.73 7.89 1999-1-17 4.82 5.07 5.48 8.45 5.96 6.20 6.00 1999-1-18 4.29 5.478 5.36 10.6 5.68 6.27 6.28 1999-1-19 4.27 4.51 4.92 7.25 5.55 5.33 5.31 1999-1-20 4.88 6.24 7.66 13.41 11.65 11.87 9.28 Average 5.09 6.18 5.64 10.2 7.14 7.39 6.91 Assessment standard: 4.00 mg/mr' Table A-8 Monitoring Results of NO (Daily Average) mg/m3 Time I'Liudaowan 2' Railway Staion 3' Beimen 4' Xinhua Road e Xinshi District 6' Xishan Average 1998-10-26 0.335 0.427 0.194 0.147 0.090 0.127 0.220 1998-10-27 0.541 0.440 0.143 0.144 0.189 0.100 0.260 1998-10-28 0.346 0.221 0.219 0.142 0.149 0.103 0.197 1998-10-29 0.228 0.198 0.153 0.127 0.101 0.101 0.151 1998-10-30 0.200 0.137 0.171 0.130 0.089 0.125 0.142 1998-10-31 0.249 0.176 0.164 0.137 0.091 0.119 0.156 1998-11-01 0.248 0.293 0.022 0.143 0.110 0.225 0.174 Average 0.307 0.270 0.152 0.139 0.117 0.129 0.186 1999-1-14 0.429 0.975 0.112 0.121 0.087 0.224 0.325 1999-1-15 0.399 0.717 0.112 0.120 0.125 0.325 0.300 1999-1-16 0.434 0.366 0.128 0.136 0.108 0.147 0.220 1999-1-17 0.180 0.162 0..117 0.152 0.109 0.206 0.154 1999-1-18 0.242 0.393 0.109 0.120 0.088 0.178 0.188 1999-1-19 0.211 0.307 0.116 0.117 0.120 0.224 0.183 1999-1-20 0.215 0.407 0.101 0.121 0.290 0.027 0.194 Average 0.301 0.475 0.114 0.127 0.132 0.190 0.223 Assessment standard: 0.10 mg/rn' - 155 - Table A-9 Monitoring Results of TSP (Daily Average) mg/mr3 Time 1' Liudaowan 2' Railway Station 3' Beimen 4' Xinhus Road 5* Xinshi District 6' Xishan Average 1998-10-26 0.77] 0.595 0.581 0.645 0.390 0.369 0.559 1998-10-27 0.716 0.677 0.622 0.639 0.419 0.312 0.564 1998-10-28 0.820 0.560 0.688 0.761 0.429 0.346 0.601 1998-10-29 0.619 0.507 0.598 0.660 0.463 0.391 0.540 1998-10-30 0.696 0.489 0.707 0.839 0.426 0.445 0.600 1998-10-31 0.826 0.550 0.698 0.742 0.469 0.468 0.626 1998-11-o0 0.693 0.616 0.583 0.897 1.609 0.668 0.889 average 0.734 0.571 0.678 0.740 0.601 0.428 0.625 1999-1-14 0.669 0.806 0.532 0.500 0.464 0.391 0.560 1999-1-15 1.015 1.031 1.186 1.096 0.687 0.689 0.951 1999-1-16 1.334 0.565 1.658 1.324 0.647 0.681 1.035 1999-1-17 0.746 0.488 1.080 0.836 0.642 0.499 0.715 1999-1-18 0.670 0.430 0.932 0.712 0.488 0.418 0.608 1999-1-19 0.494 0.797 0.694 0.370 0.420 0.491 0.544 1999-1-20 0.813 0.787 0.899 0.972 1.061 0.921 0.909 Average 0.820 0.701 0.997 0.830 0.630 0.584 0.760 Assessment standard: 0.30 mgr/m' Table A-10 Monitoring Results of SO2 (daily average) mg/rm3 Time I* Liudaowan 2' Railway Station 3' Beimen 4' Xinhua Road e' Xinshi District 6' Xishan Average 1998-10-26 0.332 0.072 0.106 0.110 0.106 0.026 0.125 1998-10-27 0.245 0.072 0.170 0.127 0.091 0.026 0.122 1998-10-28 0.349 0.109 0.130 0.106 0.100 0.036 0.138 1998-10-29 0.265 0.050 0.117 '0.100 0.120 0.037 0.115 1998-10-30 0.326 0.045 0.234 0.138 0.128 0.094 0.161 1998-10-31 0.368 0.049 0.240 0.163 0.158 0.086 0.177 1998-11-01 0.395 0.047 0.227 0.191 0.231 0.148 0.207 average 0.326 0.063 0.175 0.134 0.133 0.065 0.149 1999-1-14 0.664 1.475 0.466 0.607 0.389 0.254 0.643 1999-1-15 0.753 1.171 0.527 0.734 0.532 0.425 0.690 1999-1-16 0.842 1.025 0.625 0.878 0.574 0.318 0.710 1999-1-17 0.498 0.506 0.749 0.731 0.421 0.308 0.536 1999-1-18 0.541 0.663 0.496 0.701 0.375 0.230 0.501 1999-1-19 0.396 0.818 0.519 0.560 0.362 0.209 0.477 1999-1-20 0.358 0.828 0.678 0.575 0.406 0.385 0.538 Average 0.579 0.927 0.580 0.684 0.437 0.304 0.585 Assessment standard: 0.15 mg/m -156- Table A-11 Monitoring Results of Pb (Daily Average) pg/m3 Time I' Liudsow2n 2' Railway Station 3' Beimen 4' Xinhu2 Road 5 Xinshi District 6' Xishan Average 1998-10-26 0.55 0.46 0.28 0.21 0.31 0.14 0.325 1998-10-27 0.45 0.45 0.34 0.22 0.46 0.14 0.343 1998-10-28 0.34 0.32 0.24 0.30 0.29 0.25 0.290 1998-10-29 0.57 0.27 0.65 0.28 0.26 0.16 0.365 1998-10-30 0.25 0.18 0.23 0.23 0.19 0.15 0.205 1998-10-31 0.40 0.30 0.32 0.30 0.24 0.18 0.290 1998-11-01 0.71 1.38 0.55 1.41 1.22 0.37 0 940 Average 0.47 0.48 0.37 0.42 0.42 0.20 0394 1999-1-14 0.54 0.61 0.20 0.44 0.17 0.16 0353 1999-1-15 0.51 0.49 0.37 0.12 0.31 0.30 0.350 1999-1-16 0.65 0.27 0.51 0.38 0.26 0.33 0.400 1999-1-17 0.34 0.23 0.69 0.54 0.26 0.21 0.378 1999-1-18 0.29 0.20 0.36 0.32 0.25 0.15 0.262 1999-1-19 0.29 0.37 0.48 0.33 0.23 0.13 0.305 1999-1-20 0.16 0.47 0.19 0.31 0.76 0.36 0.375 Average 0.40 0.38 0.40 0.35 0.32 0.23 0.346 Assessment standard: 2.50 pgfm' - 157- Table A-12 Greenland Distribution of the ORR Distance from the Species Diameter Area Section Km Position Direction Sensitivity Cential Type /Rows of Wood (iMn) Line of Road (m) .ej an-Hu . Kl9+900-K2 west 13 Shade tree Willow/5 5Xa2823893 7g SbEEX it [k Z X MN 8d{J 34641268 _____________ i s 2610159 L______ ,xa_________ ______ 6807231 ______l ___EX _ _3845964 _5taiut r3718281- 3014 AboB7E}F!S "I i j44625613 T71z 6617641 F A Fx- m51 LE4h 4518847 ________T ______ 4838664 A LM M il l_ W 3 5841984 _k I't], * Ai 5813347 ! T:4Ltt a d 5815741 ____ ____ ____ ____ ____ ___ 4537657 l aLvvH(,Ajy, Jy. LrZ'4 F~) Jy S Uz -a , | j ~~~~~(4v jY iS"ApD)P2S.0 _ :Ai vbX*DDH;5 gJy LL JSv jJ> *51 - - EL L j Le L- Li L ' 3L J;J 'o s 30. 34Km SiaLj F L-f Jyj rJ jlbe (j~LLf > 15L' L Li jJ eg S+JJ9) J <.@LL, L U t ; & eL Ls .3 -u> ic_5gJe tSJSi i LL5 U~2 L. j W.. 1-UWg l_& f4 . Ul, jAV Uoi e52- LseJy v^YlibL~~~~~~~~~~~~~~~,- TH-Aiw g LJ I>L jL 5 ;LoY P jlje n VLLf e, .sI C.L ligJ og P9 jy L" -I g . ' L)jUl Lf l t jgJLf 5~ +L,<:- f eSe +gJF > vg J ; g g 552r< jJ vL) 2650357 ,L;_; L) rJ A WL r LBU lJ 4 2863034 { r L 2825865 L!_ vIl , 2309517 3 , L Y 4---r' 2643323 1 fr2LS L-yf A_ 2823893 t . J _ L U y L 4641268 . WU ,: 2610159 x Y I 6807231 L,- SX ueSJ;s v3 3845964 cg 3Y- Y , Is.. - ,^ Ji1 t 3718281-3014 AI J- L * 4625613 3,6 l ' >by 6617641 '5 , 45 18847 , J i L S.Lr.1 yj - - U . 4838664 Ors uJ < -E ¢ U ... djL, x _841984 1 Li,-- L7UJLU 'S1 3asS i .. |~Lr Lr Xy 5S15741 ~j* ~ .~ I _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ @L~ LS U 2 > L,- ..Yy A-gy g JrI <_e _+4 Ly 3 L( J; e S -i @L¾A½. L @&J ;W 4 VL. "U t L Wy bL *s -U3 & s 4¸ M1 tL Y2 Wy . 95 w9yj -~ j i _ _1_4L) e2L2* >c,5 jpJb Li L . Lo AJ A -, F eguy- 13 py 9J@ 24.t Lf91999 .3 I-¢t9J¢ ,4 ' . H~~~~~y Lis e '; ' t ~~41 AfI ~l J -3 0 ,Sw s 10 ,>t 8 : jQf S : ;91 W;SIIJM wr;S~~ ~~ 4 13-: 9 LL. _ 199 _ 39