China - Wuhan Urban Transport Project : environmental assessment (draft) (Vol. 3 of 6)

E697 v.3 Revised NVc -:ci Bank Financed Wuhan Ui-'rai Tu lansport Probct i; v nm 'e 'litaI Assessi-me't E'l.XECI ITIVE SUMMIAARY%7 .-!h-th Survey an(i Dez.esi,.i Li,Atilute of China )ailways Wuhan Ac.2'r-ny of Environn.entJ Sciences Mi'ax 2603 FILE COPY  World Bank Financed Wuhan Urban Transport Project Environmental Assessment EXECUTIVE SUMMARY The Fourth Survey and Design Institute of China Railways Wuhan Academy of Environmental Sciences May 2003  World Bank Financed Wuhan Urban Transport Project Environmental Assessment EXECUTIVE SUMMARY Table of Contents Table of Contents 1. Introduction 1 1.1 Project Background 1 1.2 Strategic Considerations 2 1.3 Basis of the EA 3 2. Project Description 3 3. Baseline Environment 4 4. Analysis of Alternatives 9 5. Environmental Impacts 10 5.1 Noise 10 5.2 Vibration 11 5.3 Air Quality 11 5.4 Water Environment 12 5.5 Ecosystem 13 5.6 Socio-economic Impact 14 5.7 Resettlement and Relocation 15 5.8 Safeguard Policies Assurance 15 6. Mitigation 16 6.1 Design Phase 16 6.2 Construction Phase 18 6.3 Operation Phase 21 7. Public Transport 22 7.1 Project Area Baseline 22 7.2 Impacts 23 7.3 Mitigations 23 EA Executive Summary i Wuhan Urban Transport Project  8. Environmental Management Plan 24 8.1 Objectives 24 8.2 Management and Supervision Organizations 24 8.3 Environmental Monitoring 24 8.4 Institutional Strengthening and Training 25 8.5 Estimated Cost for Environmental Management 26 9. Public Consultation and Information Disclosure 26 10 Conclusions 29 List of Tables List of Figures EA Executive Summary ii Wuhan Urban Transport Project  List of Tables Table 2-1 Wuhan Urban Transport Construction Project 4 Table 3-1 Ambient Air Quality Monitoring Results for the Project Area 5 Table 3-2 Existing Noise Level at Key Sensitive Receptors along Project Roads 6 Table 3-3 Surface Water Quality Standard Compliance Status 8 Table 3-4 Major Socio-economic Indicators (2001) 9 Table 6-1 Noise Mitigation Measures 17 Table 6-2 Compensation for Trees Cut 20 Table 8-1 General Environmental Monitoring Program 25 Table 8-2 Summary of Estimated Cost for Environmental Management 26 Table 9-1 Public Consultation Summary 28 Table 9-2 Information Disclosure Summary 28 List of Figures After Page Figure 1.1-1 GeographicLocationofWuhan 2 Figure 2-1 Roads, Inter changes and Roads Maintenance of Wuhan Urban Transport Project 4 Figure 2-2 Public Transit Components 4 Figure 5.6-1 East Lake Scenic Zone Master Plan 14 EA Executive Summary iii Wuhan Urban Transport Project  World Bank Financed Wuhan Urban Transport Project Environmental Assessment EXECUTIVE SUMMARY Wuhan, Hubei Province, People's Republic of China (May 2003) 1. Introduction This document is the Executive Summary of Environmental Assessment (EA) for the partially World Bank financed Wuhan Urban Transport Project (the Project). The Project consists of new roads to be constructed on green field, upgrading of existing urban roads, road maintenance, public transport and environmental management in the provincial capital of Wuhan, Hubei, P.R.China (PRC). This document provides a general summary of the findings in the Project Environmental Impact Assessment (EIA) and Environmental Management Plan (EMP), including legal and policy framework and applicable environmental standards, environmental baseline, major potential adverse impacts to the physical, ecological and socio-economic environments in the Project area, analysis of alternatives, mitigation measures designed, public consultation programs, and environmental management plan for the Project. This Executive Summary could serve as a concise Project environmental report to environmental administrators, decision-makers, project-affected groups, non-government organizations (NGO's) and the general public, as well as to the executive board of governors of the World Bank. 1.1 Project Background As one of the most important cities and transportation hubs in central China (Figure 1 .1), the Project city Wuhan has been experiencing a rapid economic development and urbanization in the past 20 years. However, its urban transportation system has lagged behind the overall development pace, impeding sustained development and improvement of standard of living for its residents. Many transportation bottlenecks in and around the city have formed due to missing links, poor road conditions and/or lack of maintenance, seriously affecting the efficiency of the city's transportation system and adversely impacting urban environmental quality. These deficiencies and under-development in Wuhan urban transport system have affected the city as a regional economic center and frontier in developing China's west. The proposed Project, to be partially financed by the World Bank, represents a major effort in alleviating transportation bottlenecks and improvement of transport system. The preparation for this project started in 1998. Over the years, various state and municipal government agencies have conducted a series of studies and preparation works, including project proposal in 1998, feasibility study report in 2000 as well as different revisions in the following years, and consultations with various government and non- government organizations. Over the same period, the World Bank has sent a series of missions to prepare the project and in December 2002, pre-appraised the project. EA Executive Summary I Wuhan Urban Transport Project  In June 2002, the Fourth Railway Exploration and Design Institute in conjunction with Wuhan Academy of Environmental Sciences was retained to conduct an Environmental Assessment (EA) for the project. An EA term of reference (TOR) was prepared in September 2002 and on December 9, 2002 the TOR was reviewed and approved by an expert panel of the State Environmental Protection Administration (SEPA). The first draft Environmental Impact Assessment (EIA) report was prepared in December 2002, which was pre-appraised by World Bank. After revision accordingly to the Bank's pre-appraisal comments, the revised draft of EIA, together with Environmental Management Plan (EMP) and EA Summary (this document) are complete in March 2002 and submitted to the SEPA for its final review and approval, and to the Bank for its appraisal in March 2003. The Project is classified as a Category A projects since it involves massive infrastructure construction on green field as well as urban built-up areas. The construction and operations of the Project urban roads would result in increased noise, motor vehicle air emission, discharges to lakes or rivers, disturbance to the ecosystem, visual impacts and resettlement or urban residents. 1.2 Strategic Considerations According to Wuhan Urban Master Plan (1996-2020), the Wuhan city proper will be expanded from 3.9 million populations in 1998 to 4.5 million in 2020. Over the same period, the urban areas from 240 km2 to 427.5 kM2, to be centered around two core areas on each side of Changjiang (Yangtze) river. The city will not only be a regional political, economic and transportation center but also a major gateway from the more developed coastal areas to the China's vast west and play a key role in the ambitious China's West Development Program. An efficient urban transportation system is one of the key components in the Master Plan and one of the fundamental elements in achieving the city's development goal. However, A recent urban transportation system strategic study shows an urgent need for upgrading the city's transportation system through various physical works and policy initiatives, including road construction, road maintenance, traffic control, public transit and transport environmental protection. As Wuhan is divided by Changjiang and Hanjing rivers into three sections each with numerous lakes and water ponds as well as densely populated, building an efficient urban transportation is a major challenge. According to Wuhan City Transportation Master Plan, the city's transportation system faces three major issues or challenges: river crossing, transportation in congested urban built-up areas and pass-through motor vehicle traffic. This World Bank financed Wuhan project includes components to address the priorities in all three issues. The project will include construction and upgrading of several ramps to the existing river crossing bridges to maximize their role in the transportation network. The project will have major components in solving the urban or city core transportation issue through new road construction/connection the missing links, and existing road upgrading and maintenance. The several Project roads on the inner and mid ring roads which contribute completion and upgrading of the ring road systems will help address the issue of transit motor vehicles through detouring such vehicles from downtown and city core areas. Clearly, the Project will address all three key strategic transport issues in Wuhan as outlined in the Master Plan. In fact, the Project roads and other project components are EA Executive Summary 2 Wuhan Urban Transport Project  4-4 0 0 CZ C13 V -%,"JA b.0  among the top priorities in these master plans in addressing the urgent issues in the Wuhan urban transport system. By alleviating the transport congestion and removing traffic bottlenecks and thus improving the transport efficiency, the project will support the city's sustainable economic development, improvement of standards of living for its residents, and environmental upgrading. 1.3 Basis of the EA Relevant regulatory, policy and administrative requirements for environmental assessment of development projects in China, both at the state and municipal levels, were followed during the preparation and evaluation of environmental assessment, as were the Bank's ten safeguard policies. Major laws and regulations applied in the EA are as follows: , Laws of Environmental Protection of the PRC of December 26, 1989; &, Law of Air Pollution Control of the PRC of September 1, 2000; , Law of Water Pollution Control of the PRC of May 15, 1996; , Law of Environmental Noise Pollution Control of the PRC of March 1, 1997; , Management Regulations on Environmental Protection for Construction Projects of November 18, 1998; , Cir6ulation on Strengthening EIA for Construction Projects Receiving International Financing of 1993; , Technical Specifications for Environmental Impact Assessment; , Scenic Sites Management Guides; , Notice on Classification Report on Surface Waters Function, Atmospheric Environmental Quality Area and Environmental Acoustic Area in Part of Districts and Counties of Wuhan City of 1995; and , Regulations on Lake Protection in Wuhan of 2000. Of the ten World Bank safeguard policies, Environmental Assessment (OP/BP/GP4.01), Involuntary Resettlement (OD4.30), Cultural Property (OP4. 11), and Natural Habitats (OP/BP4.04) are applied in the EA first as a screening and, where triggered, included,in the full assessment. Since there are no project components that would involve forest, pest control chemicals, indigenous people, international waterways, dams or construction in disputed areas as defined under the World Bank's OP7.60, safeguard policies related to these subjects are not applied in the EA. Relevant international environmental agreements in which China is a signing party have also been included where applicable as a basis for the EA. 2. Project Description The Project is located mostly in the urban area of Wuhan and a small portion in the suburb (Figure 2-1). Project components will include large-scale physical works as well as improvement and upgrading of relevant management systems and software. According to the common characteristics of various components, the project may be divided into five categories: road network development (road infrastructure construction), traffic managenient.and road safety, public transport, road maintenance and environmental managenient," A summary description of the contents of Wuhan Urban Transport Construction Project is shown in Table 2-1 and a more detailed and specific description for each of the components are provided in the EIA report. EA Executive Summary 3 Wuhan Urban Transport Project  Table 2-1 Wuhan Urban Transport Construction Project Components Contents of construction Cost Trunk roads 6 roads with a total length of 44,658 m Interchanges and intersections 13 new interchanges Road network Main roads 18 roads and I viaduct over passing the 404525 development railway with a total length of 45,436 m Branch roads 3 segments with length of 2,755 m Pedestrian works 9 pedestrian bridges and 8 underpasses Traffic management Improvement of pedestrian and bicycle transport systems; priority of public and road transport; intersection canalization/optimization; road transport regional 27456 safety control system (ATC); road transport safety; public education for road safety Modernized public transport dispatching and information management Public system; technical assistance; public transport reform; priority bus lanes transport Construction and reconstruction of II bus terminals 26078 Construction of 12 bus stations Reconstruction of 14 bus stops Road 8 roads and I bridge with a total length of 42,783 m maintenance Reform municipal road maintenance institution, upgrade maintenance 29360 equipment, strengthen road maintenance research Environmental Motor vehicle emission monitoring system and traffic noise monitoring 1449 management automatic display system, Strategic EA 493634(1ncl Total cost uding TA investment 42662) 3. Baseline Environment Phiysical Setting Wuhan City is situated in the Changjiang River Middle and Lower Reaches Alluvial Plain. The terrain in the urban area is smooth with fewer eroded residual hills in the southeast of Hubei Province. Wuhan belongs to humid sub-tropical monsoon climate with distinct four seasons' The average annual temperature ranges from 16.80C, and average annual precipitation from 1214-1448 mm, concentrated mostly in the summer. The predominant wind direction is southeast in June through August and north or northeast in other months of the year.-One of the major characteristics in terrain of the Wuhan area is its abundant surface water resources. Besides the nation's landmark Chiangjiang (Yangtze) river, many other smaller rivers, creeks, lakes and ponds flow through or are located in urban Wuhan area. The total lake water surface arae within the mid ring road (MRR) is 65 km2, about 27% of the total land area. Air Quality City wide existing ambient air quality was determined using data from five permanent air quality monitoring stations around the city, run by the municipal monitoring station. The data show that the average annual NO2, TSP are mostly near or slightly exceed the Class 11 ambient air quality standards, but CO has constantly complied (below) with the EA Executive Summary 4 Wuhan Urban Transport Project  co co co co C13 "NE C.0 co .9 cj
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.17  applicable standard. Over the last three years, however, NO2 concentrations have been reduced and well below the applicable standard. . In addition to the citywide data, the EA included a project specific air quality monitoring process which included 16 monitoring points along 15 project roads. These air quality data, collected in September 2002, represent the air quality baseline of the project area. The project area air quality data are presented in Table 3-1. Table 3-1 Ambient Air Quality Monitoring Results for he Pro ect Area (mg/Nm3) Name of Total Hourly traffic Project roads Locations SO2 NO2 PM]0 hydro volumes ______ Carbon (a.m./p.m.) Fazhan Ave Hongsheng Auto Repair Factory 0024 0.105 0 149 14 4431/4194 Riverside Ave Opposite of Wuhan Foodstuff Factory 0026 0.149 0 241 iS 3016/3196 Zhongshan Ave Sunshine Hotel 0.041 0 159 0.222 1 .4 2009/2542 Jianshe Ave Qinglian Hotel 0.002 0.126 0.204 2.0 3858/3649 Riverside Ave No 27 Secondary School gate 0030 0.169 0.191 1.4 1872/1698 Wusheng Rd China Industrial and Commercial Bank 0.031 0.130 0.160 1.4 2523/2074 Hanyang Ave Opposite of district security bureau 0.019 0.119 0.286 1.4 3016/2523 Yingwu Ave Yeweixiang Restaurant 0.014 0 071 0.184 1.5 2631/2302 Wuluo Rd No. 15 Secondary School 0.009 0.088 0.135 10 4525/4934 Zhong'nan Rd Hubei Water Conservancy Bureau 0.018 0 084 0.318 i0 3255/3685 Heping Ave ;,. In'front of Wugang Staff College 0.064 0.058 0.223 0.8 1525/1611 YejiriAve' WugangTechnical Center 0.057 0.056 0 206 07 1838/1905 Xudong Rd Timber Store 0.037 0.090 0 324 1.6 5505/4902 Luoyu Rd. Luxiang Agricultural Bank 0.026 0 107 0.251 1.0 2958/3233 Jiefang Ave At the west of Zhongshan Park gate 0.017 0.070 0.287 1.7 3525/3982 Jiefang Ave Opposite of old power supply bureau 0.021 0 077 0309 2.1 3782/4023 The above results show that SO2 were all below to well below the applicable standard, an apparent achievement of the city's long time effort of industry relocation and use of cleaner fuels. The monitoring results for NO2 was mixed with some data complying with the standard (0.12 mg/Nm3) while others against it. Baseline PM1O and THC mostly exceeded the applicable standards (0.15 and 0.16 mg/Nm3, respectively), some very seriously. Compared with the citywide data, air quality is poorer in the project road areas, particularly those in busy and congested roads. This is because that the project roads are mostly located in the well built up areas and urban centers. In these areas, motor vehicle emissions are one of the major air pollution sources. Noise Baseline and Sensitive Receptors Along the project roads and within the impacted areas, a total of 126 facilities are identified during EA field investigation as sensitive or otherwise vulnerable to negative changes in the surrounding environment, such as air pollution, increased noise, construction dust, etc. These sensitive receptors include 91 residential housing developments or zones, 19 schools, one kindergarten, six hospitals, two seniors' homes, and seven government organizations/institutions (mostly office towers which accommodate a large number of people). These sensitive receptors are located about zero to 110 m from the red line (right of way) to the nearest points of these sensitive receptors. To understand the noise baseline, a monitoring program was conducted covering representative sensitive receptors. The results from the monitoring program for the most EA Executive Summary 5 Wuhan Urban Transport Project  sensitive receptors (a total of 26 schools, hospitals and kindergarten) along project roads are presented in Table 3-2. Table 3-2 Existing Noise Level at Key Sensitive Receptors along Project Roads Distance to Noise monitoring No. Name of sensitive Location right of way results receptor Loainmih )o a (dB(A)) Day Night I Changhang Staff's University 3.5 71.1 / 2 No. 6 Middle School 3 66.1 / 3 Mofalu Primary School Taibeiyi Road 1 61.6 / 4 Xiangyu Middle School 15 56.4 / Wuhan Financial and Trade 23 615 Vocational School 23_61.5_/ 6 No. I Wuhan Hospital Xianggang Road 6 72.9 69.7 7 First Chinese Medical Clinic 8 71.5 / 8 Hongling Primary School Northern 74 50.7 / Zhongshan Road ______________ 9 Wuhan SciTech Univ. Clinic Qinyuan Road 14 3 53.4 / 10 Gutianlu Primary School 12 53 5 47.5 11 Automobile Factory Primary Hanxer Road 71 66.1 School 12 Aimin Primary School Maying Road 38 627 7 13 Youyilu Middle School Youyi Road 0 72.5 / 14 Minyi Hospital 8 70.5 / 15 Hankou Railway Middle Zhongshan Ave. 150 595 / School 16 No.6 Lodging Middle School Houhu Road 20 17 Jiang'an Red Cross Hospital 5 680 / Lugouqiao Road 18 Hubei Education College 40 63 5 / 19 Lujialing Primary School 20 56.9 / 20 No.2 Staff Hospital Qinghua Road 60 53 5 45 5 21 Caijiawan Middle School 110 57.5 22 Agricultural Cadres' College Luoshinan Road 100 56.8 / 23 Minglunjie Primary School Jinshui Road 5 63 5 / 24 Miaoyi Kindergarten Nanniwan viaduct 30 25 Houhu Primary School Sanjintan viaduct 0 61.8 / 26 Liqiao Primary School Lizhi viaduct 10 48.5 / The above noise monitoring results show that noise levels of some areas meet the day and night time applicable standards (55 dB(A) for day time and 45 dB(A) for night), while that in other areas do not. Basically, noise at urban center such as Taibeiyi Road is very high because of the busy traffic and other urban activities. To the contrast, the suburb EA Executive Summary 6 Wuhan Urban Transport Project  areas, particularly areas where there is no road now and a new road is to be constructed such as Qinghua Road, is quiet and has good acoustic quality as indicated by the noise levels below or near applicable standard. The baseline noise for other general sensitive receptors, such as residential buildings, etc. is very similar. Those located in downtown built up region have high existing noise levels while others located in the suburb are surrounded in a quiet environment. Vibration As there is limited elevated viaduct works in this project, vibration is not expected to be a major issue. It is however, a potential impact factor to be covered by the EA according to relevant Chinese EA guidelines and regulatory requirements. Baseline vibration along the project roads was monitored during the EA. The monitoring sites were selected in representative residential, schools, hospitals and cultural relics which may be sensitive to traffic vibration and a total of 22 such sites were monitored in the EA. The monitoring results show that for those sites located near existing roads, the vibration levels ranged from 50.2 to 67.3 dB during the day and 57.0 to 67.5 dB at night, all below the applicable standards (75 dB for day time and 72 dB for night). Vibration levels were much lower at those sensitive receptors, which are located near proposed new road sites. As there is no road and traffic at these sites presently, vibration ranged from 48.5 to 63.8 during the daytime and 48.0 to 59.3 dB at night. Sunshine Sunshine to buildings located near the proposed interchanges could be blocked once the multi-layer structures are completed. Of the I1 elevated interchanges, five have no sensitive receptors located within the shaded areas of the finished structures, while there are residential buildings, schools and a kindergarten surrounding the remaining six interchange sites. The baseline sunshine investigation shows that on the winter solstice day, which is the shortest day of the year, all buildings on the north side will receive 10 hours of sunshine at the first floor windows. The amount of sunshine meets the applicable standards (I hour for residential and 3 hours for schools and hospitals). The buildings on the south side do not receive any sunshine as the buildings face north. Drainage System and Surface Water The Wuhan urban areas are divided into 22 drainage systems with a total catchment's area of 198 km2. The sewer system in the old city area is primarily combined storm and sanitary sewer system while in the newly developed area; the sewer systems are separate for the storm water and sewage respectively. There will be Project components in both old and newly developed areas. Most of the major surface water bodies will serve as receiving water for the runoff from the Project in both the construction and operation phases, including Changjiang, Hanjiang and Fuhe rivers as well as East lake and for other lakes. Because of the water levels and flood control facilities, sewer is pumped to rivers but discharged directly to lakes. Based on the latest environmental quality annual report for Wuhan (2002), surface water in virtually all water bodies in the city has been contaminated as characterized by the standard compliance status. The main findings of the annual quality report on water bodies pertinent to the Project are presented in Table 3-3. The table shows that the main pollutants are organic substances, coliform, nitrogen and phosphorus, indicating the EA Executive Summary 7 Wuhan Urban Transport Project  domestic sewage is the main source of wastewater and receiving water contamination. In particular, as water in the lakes is stagnant most of the time, and its assimilative and dilution capacity is poor and the lake water refreshing time is typically very long, any excessive discharge of nutrients to the lakes could result in eutrophication. In fact, the excessive growth of algae in the lakes and fish kills from oxygen depletion due to the large amount of nutrient inputs in the summer time have occurred from time to time in Wuhan's lakes. Table 3-3 Surface Water Quality Standard Compliance Status Waterbody Standard Main functions Parameters exceeding Category standards Changjiang Wuhan Section III Drinking, navigation, fish TP, Mn, coliform Fuhe river V Flood control, receiving BOD/COD, NH4, TP, oil East lake III Drinking, fish, scenery NH4, TP, coliform Sha lake IV Fish, receiving BOD/COD, NH4, TP, Phenol South lake IV Fish, receiving NH4 TP Moushui lake Lv Fish, receiving BOD/COD, NH4, TP Nantaizi lake IV Fish, receiving BOD/COD, NH4, TP Ecosystem East lake is listed in the 1998's Asian Wetland Directory, as well as a state level scenery site, urban recreation area, popular resort and health rehabilitation area. Based on a site ecological study up to 1986, the latest available study report of such kind, there were 76 species of phytoplankton, 203 species of zooplankton, and 67 species of fish. In addition, the climate as well as shallow water bodies with abundant food sources has attracted many migrating birds to spend their winter in Wuhan area lakes including the East lake. Typically, the migrating birds arrive in November of each year and leave Wuhan in March of the following year. According to the recent observation, each year'East Lake attracts about tens of thousand birds in the wintertime. These birds mostly find their foods in the mid and east area of East Lake during the day, while spend their night in Moushan' which is a small hill on the south bank of the lake. Due to water pollution and extensive human activities in and around East Lake, the biomass, species and aquatic ecosystem have been changing. The biological population structures tend to be simplified and the level of biodiversity has been lowered in the recent years in East Lake. But East Lake continues to be a very important natural habitat in the mid reach Chiangjiang river area and a rare natural wetland in an urban area of large cities such as Wuhan. Other components in the urban ecosystem consist mainly of planted trees, woodland and green areas throughout the city area including all project sites. There are about 106 species of trees in Wuhan, mostly belong to broad leaf trees and deciduous broad-leaf trees, located along road sides, parks and open areas in the city. Cultural Property EA Executive Summary 8 Wuhan Urban Transport Project  A survey by the EA team was conducted during the project EA, covering all project roads and other project facilities such as bus terminals of both recommended and alternative sites. The survey included data collection and evaluation, walk-through of the entire project, visual observation and consultation with cultural relic bureau and specialists. Two provincial level historic sites were identified within the project impacted area: Wuhan Office of the New Fourth Army, which is located at the Lugouqiao road in the Hankou section and Xinhai Revolution Gate, located in about 150 m from a project road Jinshui road. The New Fourth Army is one of the most influential army groups in the modem Chinese revolutionary history and the former headquarter currently service as a memorial and revolutionary museum. Xinghai Revolutionary Gate, originally known as Zhonghe Gate, is one of the ten, and the only surviving, city gates of ancient Wuchang. In the revolution, which overthrew the Qing Dynasty, the revolution army first attacked the Zhonghe gate and from there entered Wuchang city and thus marked the beginning of the victory. The Xinghai revolution is one of the most significant milestones in the Chinese modern history and its success ended the five thousand years of the feudal society in China and marked the beginning of the modem Chinese history. The present revolutionary gate was re-built in 1981. Socio-economic Baseline According to the 2001 census, the total population in Wuhan was approximately 7.58 million including 4.49 million urban population, or about 59% of the total. The city is divided into 11 urban districts and two suburb districts. As the provincial capital, Wuhan is the political, economic, science and cultural center of not only Hubei province but also mid China. Other key socio-economic indicators of the project area are presented in Table 3-4. Table 3-4 Major Socio-economic Indicators (2001) Items Value GDP RMB 134.8 billion Economic growth over the previous year 12% Average urban resident disposable income RMB7305 per capita Average rural resident disposable income RMB3 100 Average living space for urban residents 9.65 m per capita No. of ethnic minorities 43 (but only 0.55% of the total population). Average Population density 896 per kmi, the 3rd highest in China 4. Analysis of Alternatives The analysis of alternatives was conducted during the EA in the following aspects: different road alignments, different design configurations, and with and without project. Two road segments servicing the same areas were compared with and evaluated for the alternative routes. The locations and relationships of these alternatives are shown in the maps of Figure 3.1-1 and 3.1-2 in the main EIA report. For the Sixin area, Sinxin Avenue is compared with North Moushuihu road. Sixin road is selected following the analysis because it better serves the new community which currently does not have adequate road connection with the city, has less sensitive EA Executive Summary 9 Wuhan Urban Transport Project  receptors along its alignment, and less requirements for resettlement, although the North Moushuihu road would better connect with the regional road network. For the Houhu area, Xinfu Avenue is compared with Houhu road. Following the analysis, Houhu road is selected because it would better connect with the existing roads in the area. The potential environmental impacts, such as the number of sensitive receptors, and amount of resettlement, etc. are very similar. Three pairs of design configurations were compared and analyzed during the EA: X Elevated viaduct versus underground tunnel at the Naniewan interchange. The former is selected based on the less interruption of the municipal services through utility relocation, no accumulation of water, better air emission dispersioncirculation and low costs. X Underground versus overhead Pedestrian Street crossing at the Hanyang cultural museum area. The former is selected based on its less visual impacts in an area surrounding by Guishan Mountain, museum, and other visual sensitive sites. x Elevated viaduct versus ground road at Qinghua road. The former is selected based on its ability to retain the continuity of East lake water body and less overall impacts to the wetland area. However, raising Qinghua road as an elevated viaduct will still need .to mnitigate adverse impacts to the acceptable level based on the current assessment. Further, considerable assessment is required to identify and evaluate other possible altematives to serve this area and/or mitigation measures to address the impacts. More discussion on Qinghua road will be presented later. In terms of with and without project scenarios, the Project would improve air quality from a city wide perspective due to the improved motor vehicle operation efficiency and average speeds. Even at some of the project roads, the air quality and noise are expected to decline when the construction is completed. This is because at some busy roads, the existing noise level and air emissions are high due to traffic congestion. The project would greatly alleviate such congestion through road upgrading. The reduced noise levels and air emission will offset increases in noise and air emission from increased traffic after the project. 5. Environmental Impacts 5.1 Noise Construction Phase Construction noise will be primarily from construction machinery and heavy-duty construction trucks. Based on the noise intensity and compounded effect of simultaneous operation of multiple machines, it is expected that noise impacted areas will be approximately 50 m from the noise sources for day time and 100-150 m at night. It will take about 150 m for the noise to meet the standards at night. The nighttime construction cannot be avoided, as many construction activities in urban area may be limited during the daytime and the demanding construction schedule. Such impacts would particularly be significant at the elevated interchange areas as they would be the mostly possible sites for nighttime construction. The site investigation shows that within the potentially impacted areas near these interchange construction sites (within 150 m areas), there are EA Executive Summary 10 Wuhan Urban Transport Project  approximately 6500 residents at present. These residents will be disturbed by the noise during the highly likely nighttime construction. Operation Phase Noise levels for the 117 residential areas, schools, hospitals and seniors houses, which are, located near the project roads are predicted for the years 2007, 2012 and 2020 as the short, medium and long terms impacts. The results show that noise at some of the sensitive receptors will exceed the applicable standards while at others, be within the day standards. At the project completion year (2007), nine road sections will see a decrease in noise levels due to the improved road conditions. Noise levels at the reminder sensitive receptors will be higher than the present noise levels. Furthermore, the model shows that the traffic volumes along the project roads will augment. This would further increase noise levels. More road segments will exceed the applicable noise standards over time. For upgrading of existing road component, the increase of noise after project is not apparent. This is because existing noise levels are already very high due to vehicle horning and frequent acceleration, deceleration and braking at congested roads. In fact, noise reduction has been predicted by the model at some of the busiest and most congested roads and intersections. In contrast, the incremental increase in noise levels at the new road construction site such as Qinghua road will be guite noticeable, according to the modeling results. The existing quiet environment in these areas will be disrupted by the high noise from road traffic after construction. 5.2 Vibration Construction Phase Vibration sources are mainly from construction machinery. Experience from similar construction activities show that at an average of 30 m from heavy construction machines, vibration levels are expected to near or below 72 dB, which is the applicable standard. The construction activity possibly causing the strongest vibration is piling operation, which will occur at the elevated interchange sites. The impacted areas where vibration levels would exceed the applicable standard are about 80-100 m from the piling operations. Several thousands residents will be affected by the vibration during the construction phase. Operation Phase Vibration during the operation phase is mainly from passing motor vehicles, especially heavy trucks on elevated viaduct or interchanges. Clearly, such impacts would be long lasting. A mathematical model was used in the EA to predict vibration levels during operation, and the results show that vibration at all surface roads modeled will be within the applicable standards. At the interchanges, two sites (Sanjintan and Qingling interchanges) will experience higher than standard vibration, mostly during rush hours and after 2012. The site investigation indicates that the sites are currently in open areas with no sensitive receptors nearby. If no sensitive facilities will be built too close to the interchanges in the future, the vibration impacts during the operation phase would be very limited. 5.3 Air Quality EA Executive Summary 11 Wuhan Urban Transport Project  Construction Phase Airborne dust will be a primary air contaminant during the construction phase. The sources of the dust will primarily be demolition activities, materials storage areas and transportation. The factors affecting airborne dust will include climate conditions, mainly wind speed and direction, and moisture of the ambient air, and type of construction activities. The impacted area can be about 40 m from the source of dust according to construction site and roadside tests, while areas beyond 50 m the impacts will be gradually fade out. Another source of air emission is asphalt and concrete mixing stations. The impacted area can be 100 m leeward from the source according to a MOC study in 1999. Once aroused the dust impact may last 30 minutes and PM10 could last even longer. Operation Phase MOBILE5, the motor vehicle emission intensity model, and CALINE4, the air pollutant dispersion model, are used in the EA to forecast the impact of exhaust emission of motor vehicles to the environment immediately adjacent to the project roads. The modeling results indicate that worse than standard air quality scenarios will occur in some project roads particularly interchange sites in 2007 and 2012 under the unfavorable climate conditions, -while under normal conditions the air quality is expected to meet the applicable standards. In 2020 as more stringent motor vehicle emission standards (Euro4) will'be introduced and enforced in the city, improvement in air quality from reduced emissions of individual motor vehicles will offset the effect of increased motor vehicle traffic. The model also shows that in some roads, air quality will improve after the project, because the project components such as interchange construction, road widening, intersection canalization would greatly improve road conditions and existing congestion which is a major source of high motor vehicle emission. Therefore, the project will help improve air quality even near the project areas, particularly in the currently congested roads and intersections. To evaluate the potential impacts of the project to air quality from the citywide perspective, ISCLT3, the air shed model, is used for Wuhan region with considerations of other air pollution sources. The results show that from the city-wide perspective, air quality will improve, due mainly to smoother traffic, increased average motor vehicle speeds and more efficient motor operations after the project completion. The improved city wide air quality represents a major positive impacts and contribution to Wuhan's environmental improvement brought by this urban transport project. The project is expected to contribute to the reduction of global warming gases when compared with the same traffic on other existing roads in the same city. Compared with the without Project scenarios, it is expected that more NO2 but less CO and THC will be generated. This is due to the significantly increased motor vehicle speeds on the roads and smoother motor vehicle moving (less acceleration, deceleration and idling) over motor vehicle traffic on the existing highly congested roads. 5.4 Water Environment Construction Phase EA Executive Summary 12 Wuhan Urban Transport Project  This project will not impinge on water body except part of Qinghua road, which will be built over part of the East Lake. In addition, some construction activities will be carried near lakes. The in-water construction could impact water quality in the sensitive East lake through oil leaking/dripping which then enters into the water, stir-up of sediment during in-water construction, surface runoff contaminated with waste and/or materials stock piles, increased suspended solids from surface runoff from construction sites near water and sewage from construction camps. If not handled properly these activities will result in pollution of surface water bodies near the construction sites, camps, or waste disposal sites. The area affected will generally be a short distance downstream from the bridge or other near water construction sites and the impacts will last from the beginning of construction to shortly after construction completion. As the lake water is very stagnant and do not flow much, the contamination would be confined to a small areas near the site. Most construction camps for this project will be set up in rented facilities in the urban areas, which are serviced with municipal sewer system. In a few suburb roads, temporary construction camps in un-serviced areas will be erected. If not handled properly, domestic sewage as well as other wastewater may be discharged into lakes directly, resulting in lake water contamination. Operation Phase Wastewater sources from the operation phase will include mainly pavement runoff of the first flush in a rainfall event. The surface runoff is relatively small compared with the receiving river flows but contaminant concentrations such as COD and SS can be high, particularly during the first 15 minutes of a rain event. As discussed in the baseline description, most sewers in the old city sections are combined and as such all-surface runoff caught by the sewer system will be routed to wastewater treatment plants before discharging. In the new areas however, storm water will be discharged to the lake directly. But as the volume is relatively small and the lake water is stagnant, impacts from surface runoff will be limited both in terms of strength and areas in the receiving water. The transportation of hazardous materials could pose a risk of water contamination from traffic accidents occurring while passing on Qinghua road over the East Lake or near other water bodies, which involve leakage of hazardous materials major spills. In terms of the frequencies of occurrence of such severe accidents, the prediction results indicate that there exists a very small probability (I.lx10 5 per year), based on the motor vehicle fleet, tank trucks which may be involved in transportation of dangerous goods, and traffic accidents records over the past 30 years. If this types of unlikely accidents do happen, it may bring about catastrophic consequence to water quality, aquatic life, ecosystem including birds and other wildlife who depend on these surface water bodies, health and safety of the people living downstream from the accident locations. 5.5 Ecosystem About 4 km of Qinghua road will traverse East Lake National Scenery Site, including 1028 m directly above the lake itself. Within the Scenery Site, the road is surrounded by wood and farmland with very limited disturbance of human activities. Construction and operation of Qinghua road will significantly raise the noise and air emission levels in this otherwise qu"iet 'and good quality environment. At the section above the lake, the road will be raised to leave a 2 m clearance above water level to ensure the continuity. As described above, the East Lake is a sensitive wetland that is a habitat for many species of EA Executive Summary 13 Wuhan Urban Transport Project  aquatic life including fish, waterfowis and migration birds. The operation of Qinghua road will increase noise levels in this otherwise quiet environment, which could drive away birds and other wildlife. The runoff from the elevated viaduct can be contaminated (see water quality section), and if allowed to discharge freely, it would enter the East lake directly and quickly resulting in contamination of the areas underneath the elevated viaduct, affecting water plants, zooplankton and fish, which in turn as food sources of birds, may affect birds. The core area of the wetland is located in land/water criss-crossed areas near the Tuanhu lake area in the middle of the East Lake and many migrating birds take the Moushan, a small hill at the south bank of the lake as habitat at night (see Figure 5-1). The proposed Qinghua road is outside the core wetland zone and even further away from Moushan. In fact, the distance from Qinghua road to the closest point of the wetland core is about 1000 m. However, the construction and operation of Qinghua road would still affect the surrounding area, which is quiet with substantial bird, waterfowl activities. These birds and waterfowl would be driven away by the traffic noise and vehicle emission. 5.6 Socio-economic Impact Scenic site The East lake is a state level scenery site and a major tourist attraction in Wuhan. Qinghua road, as an elevated viaduct, will cause visual impacts, as the concrete, 2 m above water structure would be eye-catching in a mostly natural setting and beautiful scenery. However, tourists are less likely to visit the Qinghua road area as the main attraction and tourists facilities are located in areas west of the Gouzheng Lake and south of Tua lake (Figure 5-1). These areas are about 2 km or longer to Qinghua road and visual impacts are expected to be limited at this distance. In the urban areas, construction of interchanges could also create adverse visual impacts. In particular, some interchanges are multiple layers and large scale, and as a concrete engineering work, may not be in harmony with the surrounding settings. Community development The project will greatly improve the transportation conditions in those suburb areas where road conditions are poor, some even without proper road to connect with the rest of the city. The new road construction, connection with the missing links as well as road upgrading will bring benefits to the newly developed or some of the rural communities. The improved transportation will help attract further development, investment, commercial activities and services to the new area or suburb/rural areas. Clearly the new or improved transportation infrastructure and services will provide more convenience to residents in these communities, as well as to contribute to improving the quality of life and standards of living. In particular, some of the communities covered by the project are extremely congested with little municipal services. The conditions, under which residents in these communities and neighborhood live, are surprisingly underdeveloped. With project construction, the new road can be integrated into the city's massive effort in the community renovation and upgrading. EA Executive Summary 14 Wuhan Urban Transport Project  -'I r ~~~~3 ~ - ,-~~~~~~,1  Community severance Because the new roads or newly widened roads may be separated at the middle media and because the traffic volume and traffic speeds on project roads will be significantly increased, local residents may feel being separated from the other side of the roads which may have the schools, hospitals shops and other services. Besides, intersections where there will be traffic lights to control and lead the motor vehicles, the project will have grade separate crossings including nine pedestrian overhead passes and eight underground pedestrian passes. In addition, street level crossings and dedicated pedestrian traffic lights will also be created. These street crossings will be located in strategically important sites, such as schools, large department stores, tourist attractions, markets and other public places where there are large crowds. Together with regular traffic light controlled intersections, these street crossing provisions in the project will help minimize the impacts of community severance and provide maximum convenience to the citizen of Wuhan. Cultural Relics The two cultural relics identified during the project site investigation are not expected to be impacted significantly. Vibration and construction dusts are the major issues during construction. In addition, due to the construction, the access to these sties will become limited. In fact, the impacts will be positive. Following the project construction, the transportation conditions and access to these sites will be greatly improved. This would help attract more visitors to the cultural relics sites. 5.7 Resettlement and Relocation The resettlement and relocation of the proposed project will occupy permanently 214.4 ha. of land, involving 2699 households, 301 enterprises, one village and a total of 11,919 people. The total housing areas will be 588,310 m2, including 284,391 M2 of residential and municipal housing and 303,919 m2 of enterprises or organization buildings. In addition, the project will also involve occupying or relocating public utilities and other public services. The impacts will include mis-management of house compensation funds, insufficient compensation for house replacement and delayed payment of the compensation funds. However, in general, the new houses following the relocation are expected to be better and bigger than the houses replaced using the resettlement and relocation compensation funds, representing an improvement of housing conditions and the standards of living. Most houses to be dismantled by the project are of poor or very poor conditions and some even without tap water and/or sanitary facilities. The relocated housing is modern design with all the comfort and facilities. They are typically located in the suburb with more open space and fresher air. However, the relocation itself will disrupt the residents' daily life and routines. Many who have been living in the same neighborhood for years or even generations may not be used to or like the new environment even if it represents a substantial improvement. Furthermore, people may lose some convenience available only in downtown areas, as well as lose potentially money when relocated to new houses. The total cost of resettlement and relocation, including compensation to all the affected such as residents, commercial assets, public utilities, and other private or public properties is estimated to be RMB2.39 billion. EA Executive Summary 15 Wuhan Urban Transport Project  5.8 Safeguard Policies Assurance The EA team conducted a screening referred to ten safeguard policies of the World Bank and, when triggered by the Project conditions, full assessment. The safeguard policies, which are incorporated in the EA, include Environmental Assessment (OP4.01), Natural Habitat (OP4.04), Cultural Property (OP4.1 1), Involuntary Resettlement (OP4.12) and Public Disclosure (BP 17.50). Those safeguards which have gone through an initial screening but found not warrant a full assessment include Pest Management (OP4.09), Forest (OP4.36) and Indigenous Peoples (4.20). The remainder safeguards are not applicable because the Project does not have any components involved in these safeguards issues. These include Safety of Dam (OP4.37), International Waterways (OP7.50) and Disputed Areas (OP 7.60). 6. Mitigation For the adverse environmental impacts of the project, the EA team has developed a series of measures to avoid, minimize, mitigate or otherwise compensate the adverse impact from the project. These mitigation measures are summarized below. 6.1 Design Phase Air quality Wuhan currently has a limited motor vehicle inspection program, which inspects at road side about 10-15% of the city's motor vehicle fleets each year. The city government also plans to introduce and enforce Euro3 by 2010 and Euro4 by 2020 in the city. This EA proposes to include the development of a motor vehicle inspection and maintenance (I/M) program as a major mitigation measure. More specifically, this component may include (1) a study for development and implementation plan of an I/M system including procedures, locations of inspection stations, institutional staffing and budgetary arrangements, applicable standards, priority vehicle determination, gradual implementation plan with a focus on components to be included in the currently World Bank financed project, and expected results/benefits/air emission reduction from the I/M program, (2) procurement of I/M equipment to upgrade the current inspection capability in accordance with the I/M implementation plan, and (3) other necessary facilities such as buildings for inspection stations and/or laboratory/test center facilities. Detailed terms of reference (TOR) will be developed for the study and implementation of the Bank financed components during the project appraisal stage and the I/M system upgrading will be completed prior to the completion of this urban transport project. In addition, as part of the overall transport strategy for Wuhan, the project road design will be given full consideration to optimize the transport network. The over loading of traffic at downtown roads will be minimized and transit traffic through city center will be avoided. The project itself will significantly improve the motor vehicle operation efficiency and average speeds and thus reduce air emissions by individual motor vehicles. Noise EA Executive Summary 16 Wuhan Urban Transport Project  A number of measures to minimize noise have been incorporated into the design for sensitive receptors at which there will be significant incremental increase in noise level. These measures are summarized in Table 6-1. EA Executive Summary 17 Wuhan Urban Transport Project  Table 6-1 Noise Mitigation Measures Mitigation Measures Implementation Places Estimated quantity Estimated cost (RMB x1000) Noise insulation 45 residential areas 24724 m 11,572 windows 16 schools 3 hospitals 8 institutions Double glazed I residential area 624 m' 612 windows I hospital Noise barrier 2 residential areas 300 m 3000 1 kindergarten Tree planting 2 residential areas 12,000 m2 240 I school In addition, in residential and other sensitive areas where no mitigation measures are planned because the increment in noise levels will be insignificant. Increased noise monitoring will be implemented to ensure the actual noise levels after road upgrading will comply with the predictions. Mitigation measures will be taken if the monitored data show noise levels increased significantly higher than the EA predicted. Noise insulation windows will be installed to the first row of impacted houses. The implementatiori time is determined based on the noise prediction results. Basically the measures will be implemented prior to the increase in noise levels at the application locations. In sensitive receptors where noise impacts will be significant during the construction phase, the implementation time will be in the construction phase. Vibration As road surface quality directly affects vibration levels from the roads, high quality asphalt materials will be designed for road surface paving materials, particularly at the elevated viaducts and multi-layers interchanges. Considerations will be given in the future urban development planning and zoning to locate the facilities insensitive to vibration near elevated interchanges. East lake and ecosystem East Lake is both a national level scenery site and an important part of Jianghan lake area wetland, which is vulnerable to such activities as the construction and operation of Qinghua road. Given the limited time and available information at present, it is not sure that all adverse impacts as well as the consequences to the local ecosystem particularly to the migrating birds and their habitats have already been well understood, although the road itself legally complies with relevant plans and regulations. Furthermore, mitigation measures which can be developed at the present time may not be effective and are likely not able to address the adverse impacts already identified. Because of the current environmental assessment is inconclusive, considerable, further and more detailed assessment and mitigation planning are required to determine the level of 'impacts ,&fQinghua road to finally determine whether the current alignment is environmentally acceptable. As Qinghua road is scheduled for construction in year 2006 in the current construction plan, the EA recommends further study and impact assessment EA Executive Summary 18 Wuhan Urban Transport Project  for this particular road component. The further study will also allow the PMO and design team, as well as EA team more time to explore the feasibility of a different alignment or other options, which do not traverse the scenery area and the lake. There would be the alternative of not building Qinghua road if the network capacity is proven by further study sufficient to service this area without Qinghua road. This additional study may be completed well ahead of the 2006 construction schedule and thus will not affect the construction plan. In light of the possibility of changing the Qinghua road alignment or not building it at all, Gong Ye avenue which provides linkage to Qinghua road, may also need to change or delete. Construction of Gong Ye Avenue was originally scheduled for year 2004. The PMO has accepted EA team's proposal to re-schedule the construction of Gong Ye avenue to 2006 to allow the time for further studies, as well as the recommendation to hold the construction plan for Qinghua road pending further, more detailed assessment of potential impacts as well as exploration of other alternatives. Community Severance To minimize the impacts of community and access to services in the project areas, a total of 12 grade separate pedestrian passes have been included in the project design. In addition, the project design will also include street level pedestrian crossings and traffic light controlled pedestrian crossings. Together with intersections, which are controlled by traffic lights and thus provide additional street crossings among the project roads, the impacts on community severance and access to services will be minimized. As bicycles are main transportation tool used by Wuhan citizens, all grade separate passes will include provisions in the design to allow bicycles to use readily. Visual Impacts For outstanding and eye-catching structures such as interchanges, the architecture will have local characters and configurations, which harmonize with the surrounding settings, architectural styles and landscape. Road supporting facilities, such as drainage and catchbasin, etc., will be hidden under greens where possible. Resettlement and Relocation All relocated residents will be properly compensated and received training for new employment. Special consideration will be given to the elderly, illiterate and farmers in terms of compensation. For people whose sources of well water will be disrupted by the construction of tunnels, additional water wells and other water supply sources will be developed. 6.2 Construction Phase Construction Noise and night time construction Large and noisy construction activities will be kept away from populated areas (150 m minimum) where possible. Operation of loud construction machinery and major construction activities such as piling for interchanges will strictly restricted to the daytime only. Temporary noise barriers will be constructed to protect the sensitive receptors from the impact of construction noise. Construction traffic will be directed to EA Executive Summary 19 Wuhan Urban Transport Project  avoid sensitive locations and banned at nighttime. Noisy construction activities will be carefully scheduled to avoid the most sensitive time. In the school areas, construction may be scheduled for vacation months and on weekend if possible. No major construction activities and any night time construction activities will be allowed two weeks prior to and during the national exam period (likely to be the first week of July each year). In the residential areas, noisy construction activities will be scheduled not to be between 12:00 to 2:30 in the afternoon to avoid disrupting the siesta. Where nighttime construction activities must be conducted, the public to be affected will be noticed well ahead of time, to explain the type and duration of night construction activities and the nature of the impacts (noise, etc.). Public comments and concerns will be received and addressed properly through both pre-action consultation and telephone hotlines posted on notice boards in every construction sites. Temporary noise barrier will be installed at the noise sources and the most sensitive receptors. Air Roads used for construction vehicles and construction sites will be water sprayed three times a day (morning, noon and afternoon), or more frequent on dry and windy days to suppress airborne dust (once every two hours). The demolition sites will be sealed with sailcloth.or- similar sheet off the surrounding areas to filter the air borne dust. The buildirigs under demolition will also be water sprayed to suppress the dust. The mixing stations and other point sources of air emissions will be located leeward far enough from sensitive receptors (300 m minimum). Trucks loaded with soil and other dusty materials, the materials stockpiles will be covered with canvas. All trucks leaving construction sites will be washed to clean the dirt and mad on vehicle tires. Construction trucks will be allowed to use only the pre-selected roads in the urban areas. Water To minimize adverse impacts to surface water during construction, cofferdam techniques will be used in elevated viaduct column construction at Qinghua road with complete isolation of work areas. Qinghua road construction activities will be scheduled to the extent possible during the low flow periods. The discharge from construction camps located in rural areas will be a potential source of water contamination. To mitigate the potential impact, no sewage from construction camps will be allowed to discharge without treatment. The sewage will be either held at the site and emptied to treatment facilities regularly or through on site treatment such as septic tank to meet the irrigation discharge standards. Urban landscaping All green areas, which will be occupied temporarily for materials storage, etc. will be restored immediately after the uses, are terminated. For areas where trees must be cut for road construction and widening, at least two new trees will be planted for each one cut. The trees lost and to be newly planted during construction are summarized in Table 6-2. EA Executive Summary 20 Wuhan Urban Transport Project  Table 6-2 Compensation for Trees Cut Road Sections No. of Trees to be Cut No. of New Trees to be Planted MRR-north 388 2400 MRR-south 52 400 Qinghua road 48 2000 Huangpu road 64 650 Hansha road 56 100 Lanshankou interchange 0 100 Guocikou interchange 0 100 Youyi road 112 140 Hongkong road 198 (one side) 380 Hongkong road interchange 0 30 Hanxier road 46 265 Hanxi road 0 50 Nanniwan interchange 84 140 Jianshe boulevard 448 300 Zhongshan boulevard 132 50 Houhu road 50 520 Yanhe boulevard 23 140 Lugougiao road 50 loo Taibeiyi road 64 180 Meizi road 64 120 Maying road 38 200 Sixin boulevard 55 200 Zhongshanbei road 24 200 Jisan road 23 300 Loushinan road 180 260 Shibeiling road 46 180 Qinyuan road 54 260 Gongye boulevard 32 300 Erqiao ramp 20 50 Total 2351 10115 Cultural Relics Speed limits for all trucks and other transportation vehicles will be strictly defined at the areas near the two cultural property sites to minimize the potential vibration and noise. Trucks loaded with bulk materials will be covered with canvas to minimize potential dust and the roads and construction sites near the properties will be frequently watered daily. Low noise machinery will be used for construction in the areas near the cultural properties if possible. A procedure for handling "chance finds" will be prepared and provided to the contractors, who will be requested to halt construction until the chance finds have been studied by professional archaeologists. Contractors may resume work at the site only if so instructed by authorities and cultural relics specialists following there on site investigation. Contractors will be educated to strictly follow the procedures during the construction. In fact, the requirements will be included in the construction contract so that they will be contractors' contractual obligations. The procedure calls for immediate halt of construction activities and contact relevant authorities when chance finds happen. All contractors and construction supervision companies will receive training on the basic EA Executive Summary 21 Wuhan Urban Transport Project  knowledge of cultural relics identification and protection, as well as the procedures of dealing chance finds during construction. Contractor Management Experience with previous World Bank financed urban transport projects in China, has indicated that high awareness and full participation of contractors in environmental management during the construction phase are critically important to ensure environmental performance and pollution control at the construction sites. Environmental protection will start from pre-qualification of contractors when environmental awareness and management systems will be an evaluation criterion. The environmental mitigation measures, management and monitoring plans will be incorporated into bid documents to ensure there will be sufficient funding prepared by the bidding contractors for these activities and the environmental management will be contractual obligations to the contractors. Finally, short training course will be provided to all winning contractors and construction supervisors on environmental policies and regulations, potential impacts, mitigation measures, daily monitoring and reporting, and emergency handling. 6.3 Operation Phase East lake ecosystem As indicated previously, the decision is delayed on building Qinghua road through the East Lake or taking a different alignment around the lake protective areas or not building it at all. In principle, only local vehicles will be allowed to use Qinghua road to minimize the traffic volume in the East lake area. Further studies will be conducted to identify and evaluate potential options including the "without Qinghua road" option. Detailed mitigation measures will be developed during the further studies if these studies determine to construct Qinghua road on the current or alternative alignment. Noise Traffic management will be enforced and motor vehicles will not be allowed to speed or hom while going through sections near sensitive receptors such as schools, hospitals, seniors houses, cultural properties, etc. These bans will be informed to drivers through traffic control boards/signs along the project roads. Air emission A motor vehicle air emissions control strategy requires integrated efforts of numerous government agencies as well as private sector stakeholders. The city will enforce applicable standards for motor vehicles and fuels and implement the motor vehicle inspection programs to minimize the air emissions from the increased motor vehicle traffic on the urban roads. The I/M system will be upgraded and implemented during the operation phase to eventually cover the entire motor vehicle fleet in Wuhan and control the emission to the minimum. Water and transportation of hazardous materials Leaking vehicles, whether from their fuel tanks or from the containers they carry, will not allowed to use the project roads as they will pass over several sensitive and ecologically EA Executive Summary 22 Wuhan Urban Transport Project  valuable surface water bodies. The city will set up an emergency response system comprising relevant agencies and professional institutions to handle transportation of hazardous materials and event of traffic accident involving trucks loaded with hazardous materials, particularly in sensitive locations such as Qinghua road. The emergency response system may be set up within the existing municipal service's frame work, which, after proper training, will be able to provide emergency assistance together with its other functions 24 hours a day. In addition, licensing and permitting procedures will be strictly enforced to control the traffic involving hazardous materials on urban roads, connecting road and rural roads network in the city. Urban planning To avoid sensitive receptors from being exposed to adverse impacts such as noise, air pollution, vibration and reduced sunshine, no such sensitive buildings will be allowed to build within the impacted areas of the project roads. No new school, hospital or other sensitive facilities will be allowed to build within 100 to 200 m from the central line of the project roads (with respect to noise and air pollution) or 30 m from the interchanges (with respect to sunshine and vibration). Monitoring Extensive environmental monitoring programs will be implemented during both construction and operation phases (detailed below) to ensure that adverse environmental impacts are as projected during the EA and the mitigation measures proposed will be implemented and effective. If inadequate mitigation or new adverse impacts beyond the EA prediction will be detected by the monitoring programs promptly and appropriate new actions will be taken to address them. 7. Public Transport 7.1 Project Area Baseline The public transport component consists of 11 new integrated bus terminals (those integrated with train or long distance bus services), 12 regular bus terminals (starting and finishing bus stations for one or several routes of buses) and 14 bus stops. The terminal construction mainly includes bus lane, parking, limited maintenance, bus washing/cleaning, bus waiting sheds, and gas stations while the bus stops include platforms, bus waiting sheds and boards. The integrated bus terminals will occupy 4000- 10,000 m2, serve 3-18 bus routes with 73-230 buses and parking capacity of 18-55 buses, some of them are integrated with train and long distance bus service. The regular terminals will serve 3-7 routes with parking capacity of 20-54 buses. The bus stops are located roadside occupying a very small area each. As the bus stops are simple and small involving minimum physical works, the impacts assessment mainly focused on the bus terminals. The bus terminals are typically located in or towards the ends of the well built-up areas. Of the 23 terminals, 14 have no sensitive receptors around them. There are two schools and. seven -residential zones within close distances to the remaining terminals. The baseline noise monitoring during the EA shows that except three locations where noise levels are below or near the applicable standards (Class 1: 55 dB(A) for day time and 45 dB(A) at night), in all other bus terminal sites noise exceeds the standards, sometimes EA Executive Summary 23 Wuhan Urban Transport Project  substantially. There are no other sensitivities near the proposed bus terminal sites such as cultural properties or sensitive receiving water bodies. 7.2 Impacts Based on the assumptions that at each bus terminal, buses leave and enter the terminal every 5 minutes at the peak hours and while the average bus idling time is 2 minutes, emission and dispersion modeling predicts that the air quality in the surrounding areas will meet the applicable standards (Class II, 4 mg/Nm3 for CO daily average and 0.12 mg/Nm3 for daily average NOx). The results of noise modeling for the terminals indicate that at most terminals, the noise from bus operation alone will be lower in most cases than the existing baseline noise. When compounded with the existing noise background, the incremental increases of noise in the surrounding areas are expected to be limited. However, as the baseline noise exceeds the applicable standards at the sensitive receptors, noise levels after the project will continue to exceed the standards. Since, the noise will be primarily from other existing noise sources, contribution to the noise standard exceed from the bus terminal operation will be limited in most locations. The bus washing operations will generate a certain amount of wastewater contaminated with oil and suspended solids. In addition, the terminals will generate domestic wastewater from the staff and passengers. For each terminal, the wash water will be about 40-115 m3/day with 100 mg/L COD and 10mg/L oil. As the areas where the terminals are located are serviced by the municipal sewer system, all bus wash effluent and domestic wastewater will be discharged to the sewer system. Except oil content from the wash effluent is higher than the normal domestic wastewater, others are well within the normal range of a typical domestic wastewater and will satisfy the requirements of the municipal wastewater treatment plants, which will receive the discharge. At six terminals, gas stations of underground tanks of 15 m3 each will be built. Among the six, two have buildings near them while other are located in rather open space. These gas stations could pose a potential risk to the surrounding community and the environment from fire, explosion and gasoline spills, although such risks are limited as there are mature technologies and experiences to build and operate gas stations in urban built up areas. 7.3 Mitigations A key mitigation measure is through proper planning not to locate sensitive facilities such as schools and residential buildings too close to the bus terminals. Most of the bus terminals will be built in relatively open areas and the future development planning of the surrounding will be given careful considerations of potential impacts from the bus terminal operations such as air emissions, noise and gas station risks. In some of the bus terminals where there will be relatively large volumes of bus wash effluent, oil separators will be installed to remove the oil content before discharged to the municipal sewer. The gas station design will strictly follow applicable design codes and include preventions for static electric, lightning strike and fire, as well as safety distance. The underground oil tanks will have secondary containment and monitoring facility to detect EA Executive Summary 24 Wuhan Urban Transport Project  any potential leaks. The gas station staff will be trained and equipped for emergency response for fires as well as gasoline spills. 8. Environmental Management Plan An environmental management plan (EMP) has been developed in a separate and stand- alone document. The EMP includes policy basis and applicable environmental standards, environmental management system, mitigation measures and monitoring plans for both the construction and operation phases. 8.1 Objectives The EMP provides a framework for the implementation of mitigation measures and environmental management and monitoring during the Project cycle. As such, it represents the commitment of Project proponent as well as the governments of the Project area to environmental protection, pollution control and adverse impacts minimization. More specifically, the EMP is to: &, Set out the legal and policy framework as well as applicable environmental standards with which the Project will comply 4 ,Identify 'and design with sufficient details and specification of mitigation measures for adverse impacts of the Project; , Specify institutional roles and responsibilities for mitigation measures implementation and environmental management during Project cycle; , Outline the requirements for environmental monitoring and reporting; and , Provide a stand-alone document which may be used during Project implementation for supervision of environmental performance. 8.2 Management and Supervision Organizations There will be two layers of organizations who will be responsible for environmental performance of the Project. The first is environmental management organizations including the Wuhan Construction Committee, the Project Management Office (PMO) that is the Project proponent, the urban road maintenance department and various technical institutes for environmental monitoring and design. The second layer is the environmental supervisory organizations, which include SEPA and Environmental Protection Bureaus of different levels of governments in the Project region. 8.3 Environmental Monitoring The EMP includes environmental monitoring programs for both construction and operation phases. The parameters to be monitored include air quality, noise, dust, water quality, and solid waste disposal. During the construction phase, environmental monitoring will be conducted in two approaches: daily and routine monitoring consisting of mainly visual observations and limited equipment measurements such as measuring by portable instruments; and periodic monitoring by professionals using standard methods recognized by regulatory authorities. Environmental professionals will provide proper training of contractor and construction supervision staff for the environmental monitoring, as well as on-going supervision and assistance to these staff. Monitoring reports will be compiled at intervals of three months, summarizing the findings of the monitoring. The EA Executive Summary 25 Wuhan Urban Transport Project  reports will be submitted to project proponent as well as relevant agencies and the World Bank. During the operation phase, noise levels will be monitored once a month for the first six months and once every six months thereafter for the first three years of operation. The general environmental monitoring program is summarized in Table 8-1. Table 8-1 General Environmental Monitoring Program T No. of Items Parameter Monitoring frequency Monitoring time monitoring _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ _ _ _ _ _ _ _ _ _ _ _ _ ___ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _p o in ts Construction Phase PM0o 0:00-24:00 Air Once a quarter for r NO CO 5 consecutive days Daily average: 0:00-24:00 35 NO,, CO hourly average: 4 times per day Noise Leq(A) Once a quarter for 0:00-24:00 49 Vibration VLZ,O 2 consecutive days 0:00-24:00 13 Water SS One day a quarter 3 times per day 4 Once a day of random noise monitoring for each road section under construction, visual Daytime observation of dust and other environmental issues; vibration monitoring at hospital, school or kindergarten, to be conducted by contractors Once a day of noise monitoring for each road section under construction; vibration Nighttime monitoring when hospitals are involved, to be conducted by contractors Operation phase Air PM,, Once a quarter for 5 0:00-24:00 14 (road) N CO consecutive days Daily average- 0:00-24:00; NO,, CO_ hourly average: 4 samples per day Noise Leq (A) 0:00-24:00 68 (road) Once each quarter, for Vibration 2 consecutive days (road) VLZ1O 0:00-24:00 1 2 Water quality SS One day each quarter 3 times monitoring per day 9 (road) Air PM,, Once a quarter, for 5 0:00-24:00 8 (city) NO,, CO consecutive days Daily average: 0:00-24:00; hourly average: 4 sampling per day Noise Leq (A) Once a quarter for 2 0:00-24:00 7 (city) Leq consecutive days 0:00-24:00_7 8.4 Institutional Strengthening and Training To ensure the environmental performance of the Project, the EMP emphasizes the institutional building and strengthening. Besides an organizational structure involving various management and supervision organizations for environmental decision-making, monitoring, reporting and further mitigation planning and implementation, the EMP includes detailed programs for personnel training. The programs involve training aboard EA Executive Summary 26 Wuhan Urban Transport Project  and domestically for professional, managerial and technical personnel from the governments, project proponent and operation units, environmental institutions, contractors, and construction supervisors, to enhance their awareness with the applicable regulations. The environmental training for contractors and construction supervisors will be held prior to the commencement of construction. The objective is to ensure that each contractor and construction supervision unit will have staff on site full time for environmental monitoring on a daily basis. The training will cover the basic knowledge of environmental protection and pollution control, the result of EIA and requirements of EMP, methodology of site environmental management and monitoring, and reporting requirements. The training for the Wuhan Construction Committee, the PMO, the road maintenance company, and environmental institutions will cover environmental management, regulatory framework, applicable environmental standards and their implications to the Project, mitigation planning, environmental decision making and pollution control technologies. Some of this training will be carried out overseas. 8.5 Estimated Cost for Environmental Management The cost for environmental management and mitigation measures have been estimated and included,in the Project budget. The estimated cost is summarized in Table 8-2. Table 8-2 Summary of Estimated Cost for Environmental Management Items Stages Estimated Cost (RMB xlOOO) Environmental Construction/operation phase monitoring 4,120 Monitoring Procurement of monitoring instruments and equipment 12,790 Impact Sound barrier 3,000 mitigation Sound insulation windows 11,572 Air conditioning for a senior house 612 Motor vehicle emission control strategy study 930 Motor vehicle I/M system implementation planning study TBA' Motor vehicle I/M system TBA' Automatic air quality and noise monitoring and displaying 13,190 boards Staff training Preparation/construction 400 Total (Excluding the I/M system) 46,614 the exact cost for the planning and I/M system upgrading will be estimated when the TOR will be developed. 9. Public Consultation and Information Disclosure Three rounds of public consultation have been carried out during the EA: the first round at the preparation of EA terms of reference (TOR) between September 4-7, 2002; the second round at draft EA reports between December 26-29, 2002; and the third round at review stage of draft EA reports between March 26 to April 10, 2003. Various techniques have been used in public consultation, including public opinion surveys through questionnaires, public meetings at neighborhood committees in the project areas, stakeholders meetings and interviews with affected groups, organizations and individuals. The people consulted included mainly those who will be affected directly by the project. EA Executive Summary 27 Wuhan Urban Transport Project  Relevant government and non-government organizations and experts on various environmental and socio-economic issues have also been consulted. In three rounds of public consultation, there were over 500 people in total attending public and stakeholder meetings. Furthermore a total of 4200 copies of the public questionnaire were distributed in the three rounds of public consultation and 4059 copies of completed questionnaire returned. The public expressed their support to the project in general and their concern and suggestions on specific environmental issues including noise (construction and traffic), air borne dust, air emissions from motor vehicles, traffic planning, landscaping, etc. Besides the directly affected residents in the project areas, the EA team met with people's representatives from seven urban districts. In addition, the team consulted Environmental and Resources Sub-committee of the municipal People's Political Consultative Committee and Youth Volunteers Group, a local NGO very active on environmental issues. These individuals and groups expressed their views on the construction of the urban roads and suggestions for mitigation. The EA team has responded to the public concems and suggestions including a series of dust control measures during construction; noise insulation and double glazed windows at sensitive receptors which are expected to experience significant incremental increase in noise levels after the project; careful traffic planning for a effective and efficient traffic network with adequate and appropriate considerations of public transportation, pedestrian and bicycle passage and street crossing; and a large scale landscaping programs with much more new trees planted than those cut during the project. In compliance with EIA process requirements of Chinese government and the World Bank, the completed draft EIA and EMP reports as well as part of the public consultation records was distributed in public places in the project areas, such as libraries, townships, etc. The concerned public can have access to the reports at these places. In addition, Project information, availability of the reports as well as the invitation to attend public meetings during the three rounds of the public consultation were advertised on Wuhan Evening News, a major and widely issued local newspaper, and Wuhan EPB's internet web site. The EA team plans to disclose the final EA reports to the general public once the final version is completed. Public consultation activities and information disclosure for this Project is summarized in Table 9-1 and Table 9-2, respectively. EA Executive Summary 28 Wuhan Urban Transport Project  Table 9-1 Public Consultation Summary Stage Form By whom and for Time location WB whom policy EA TOR Consultation By PMO and EA team Sept.4 3rd F. Conference OP4.01 First meeting for local People's 2002 room round representative and Wuhan Municipal Youth Volunteers Design Institue Public meeting By PMO and EA team Sept.6- Changqing, OP4.01 for affected local 7, 2002 Qingshan park, and residents Beibuting Public opinion By PMO and EA team Sept.13- Project road areas OP4.01 survey for randomly selected 20, individuals in the 2002 project area Draft EA Public meeting By PMO and EA team Dec.28, Xuping OP4.01 report for affected residents 2002 Department store; Xibeihu Plaza Public opinion By PMO and EA team Dec.26 Project road areas OP4.01 survey for randomly selected 2002 to individuals Jan.3, 2003 Draft EA Stakeholder By PMO and EA team for March East Lake Scenery OP4 01 report meeting agencies and organizations 17,2003 Site Management review related to East Lake Commission office management Public opinion By PMO and EA teamn for March Project road areas OP4.01 survey randomly selected 28 to individuals of project April 6, areas 2003 Table 9-2 Information Disclosure Summa Information Date Location/media WB policy Notice to the public about Sept.5, 2002 Wuhan Evening News OP4.01 the public meetings, Sept.5, 2002 Changjiang Daily locations, and contents Project summary and Key Sept. 9, 2002 Wuhan Communications OP4.01 EA information Radio _ Notice to the public on Dec. 28,2002 Wuhan TV stations OP4.01 second round of public Dec. 29, 2002 Wuhan Evening News consultation including locations and contents Advertisement on draft EA Feb. 19, 2003 Wuhan Evening News OP4.01 report locations Draft EA report and EMP Since Feb.18, Wuhan public library OP4.01 2003 Fourth Railway Design Institute Wuhan Academy of Environmental Sciences Final EA and EMP from March 30, Wuhan public library OP4.01 2003 Fourth Railway Design Institute Wuhan Academy of Environmental Sciences EA Executive Summary 29 Wuhan Urban Transport Project  10. Conclusions The Wuhan Urban Transport Project will play an important role in alleviating transportation bottleneck and traffic congestion in the city of Wuhan, particularly in the center areas, promoting economic and municipal development, improving the standard of living of the city's citizens, and reducing environmental pollutions and improving environmental quality. As priority components in the Wuhan Master plan and Wuhan Master Transport plan, the project roads will also contribute to the completion and upgrading of the city roads and transportation network. The new roads and connection of missing links components will provide connecting roads and new links to some of the new urban and suburb areas and/or areas previously not serviced by municipal roads and public transportation. The project will bring positive impacts or benefits to the environment and communities. From the citywide perspective, air quality is expected to improve due to the improved motor vehicle operation efficiency and increased average driving speeds. In fact, even along some of the highly congested project roads and intersections, air quality and are also expected to improve so significantly that it will partially offset the potential increase in air pollutions acoustics environment due to the increased traffic volume after the project. Th,e new and upgraded roads as well as public transportation will also contribute to community development, quality of life and convenient outgoing and getting around in the city by local people. However, construction and operation of the project will result in a number of adverse impacts to the physical and socio-economic environment in the Project areas. These impacts include increased motor vehicle emissions and deteriorating air quality along project road areas, significant increase in noise levels at sensitive receptors beside most of the project roads, impingement on the East lake ecosystem and scenery, felling down of a large number of trees, pollution to water quality in receiving lakes, community severance, air borne dust, traffic interruption during construction, Some of these impacts can be significant. With the mitigation measures designed specifically for addressing the adverse impacts, the impacts will be prevented, reduced, minimized or otherwise compensated. Furthermore, an environmental management system involving management and supervision arrangements, environmental monitoring, institutional strengthening and personnel training will be established to ensure better environmental performance of the Project. With appropriate implementation of the mitigation measures, as well as the environmental management system in place, the adverse impacts will be reduced to acceptable levels. The Project will be environmentally acceptable and feasible when all mitigation measures and EMP are implemented effectively. EA Executive Summary 30 Wuhan Urban Transport Project