China - Guangzhou City Center Transport Project - environmental assessment (Vol. 4 of 10)

GUANGZHOU CITY CENTER INNER RING ROAD PROJECT ENVIRONMENTAL ASSESSMENT SUMMARY REPORT vo41. 9 GUANGZHOU ENVIRONMENTAL SCIENTIFIC RESEARCH INSTITUTE September 1997 個b 寶 ，。 細 間 THIS ENVIRONMENTAL ASSESSMENT HAS BEEN PREPARED BY THE GUANGZHOU ENVIRONMENTAL SCflENTlFIC RESEARCH INSTTTUTE. THE INSTITUTE HAS BEEN CERTIFIED BY THE NATIONAL ENVIRONNIENTAL PROTECTION AGENCY OF CHINA VaTH A CLASS A CERT[FfCATTON FOR ENVIR.ONMENTAL INIPACTASSESSMENT. CERTIFICATION CREDENTIALS OF THE INSTITUTE ARE SHOWN BE OW: CERTIFICATE FOR ENVIRONMENTAL ASSESSMENT CERTIFIED: GUANGZHOU ENVIRONMENTAL SCIENTIFIC RESEARCH INSTITUTE CATEGORY: CLASS A CERTIFICATE NO.- GB IAC CA0953  GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT LIST OF CONTRIBUTORS TO ENVIRONMENTAL ASSESSMENT Steering Group of Environmental Assessment of IRR Chairman: W.Y. Li Author: Guangzhou Environmental Scientific Research Institute Director: Z. Q. Wu Co-author: Guangzhou Environmental Monitoring Center Director: J. W. Zhuang Staff of the Institute for EA: G. P. Xu, EA team chainnan, senior engineer, environmental impact assessment W. D. Wang. co-chairman, engineer. acoustics Z. X. Liang, senior engineer, ecology and landscape Z. C. Mo. senior engineer, ecology C. J. Zhu, engineer, meteorology X Q. Fang, M.Sc., meteorology R. W. Xie, engineer, ecology Auditor: Q. Z. Wu, senior engineer, geography Translator: Z. Q. Zhang, M.Sc., Guangzhou Environmental Protection Bureau K. Tian, M.Sc, Guangzhou Environmental Science Research Institute The World Bank engaged the following consultants from Jacques Whitford Environment Limited of Canada to assist in editing EA: T.Earle Hickey, M.Sc John I.walker. Ph.D Gordon S.Chiu, MBA David Piti cher, B.Sc Teresa A.Drew September 1997 訕 GUANGZHOU IRR ENVIRONMENTAL ASSESSNffiNT 1. INTR ODUCTION ................................................................................................................................. I 1. 1 OBJECTIVES ...................................... ........................ - I 11 BASIS FOR TIE EA ..................................................................................... 1 1.3 EA Tff,4E-rAi3LL .......................................................... 2 1. 4 SCOPE AND APPLICABLE STANDARDS ......................... ................................. ......................................... 2 1. 4. 1 Scope of fA .................................................... ................................................ 2 1.4.2 Terms ofReference.... .................................................................................................................... 2 L 4 3 Applicable Laws mid Standards ..................................................................................................... 3 2. PROJECT DESCRIPTION AND ENGINEERING ANALYSIS ...... . .............................................. 6 2.1 GENERAL ............. .................. 6 2 LI Role in Transpori Planning ............................................................................................................ 6 2. 1. 2 Selected and A hernalive A lignmeni ......................... ...................................................................... 6 2.2 ScflEDuLE... ....................................................... 9 2-3 COST ESTIMATES FOR PROJECT ENGINEEM G INVESTMENT ............ ................................ 2.4 M oToR Vuncu FLEE*l ........................ ........... ............................................... ................. ..... - 10 2-4- 1 Current Population and Expvcted Growth .................................................................................... to 2.4.2 Current Trqffl c .... ............................... ........................................................................................ I0 2.4.3 Traffi c Forecasis .............................................................................. ........................................... I 2.4.3.1 Traffic Forecasts for Urban Areas ............................................................................. I 2,4.3.2 Traffic Forecasts for IRR ................................ .......... I 3. EXISITNG ENVIRONM ENT ................ . .......................................................................................... 14 3.1 BIOPHYSICAL ENvIRoNNEN-I . .................. ..................... ............ ................. - ... - ........... 14 3. ].1 Air Quathy ................................................................................................................................... 14 3. L 2 Noise ....... .................................................................................................................................... 15 3.L3 Vibration ..................................................................................................................................... 16 3.1.4 Sunshine ...................................................................................................................................... 16 . L 5 Geology and Lamfform ................................................................................................................ 17 3. L 6 Suiq zce Water .............................................................................................................................. 17 3. 1. 7 Grounalwater ................................................................................................................................ 17 J L 8 Soils and Vegetation ...................................... .................... 18 3.1.9 Afeleorofog:v mid Climate .................................................................................................... ......... 18 3.2 SOCIOECONONHC ENvrRoNmj..,N-l ..................... I ...................................... ...... ........................... ............ 18 3- 2. 1 DemogriyAircs and Community ()verview ...................................................................................... 19 3. Z 2 Aesthetics 20 4. ENVIRONMENTAL IMPACT ANALYSIS .................. . ........................... . ..................................... 21 4.1 AIR Qi3ALrry ............................................................................................................................ ....... -21 4- -1- 1 Approach And M elhodolo a ......................................................................................................... 21 4. 1. 1 - I E m ission F actors ..................................................................... ..................... ................................................ 23 4.1.1.2 Air Quality Modeling ......................................... ............. ........................................... .......................... 24 4 1-2 1 'ehicle Emissions Inventoi .......................... ................... ........................................................... 26 4.1.3 Impacifiorecasl andAnalvIvis ....................................................................................................... 27 4. 1 .3 - I Concentration of vehicle emission pollutants damage to human health ....... .................................. ............. 27 4A . .2 Im p act A nah .sis .............................................................. .................. ........................................................... 28 4 1.3.3 Impacts on Sensitive Points ..................................... ........ ........... ........................... ........................... ... 30 4.1.3.4 Under the Most Unfavorable Weather ................... ......... ........................ ......................... ........ ................. 31 4- 13.5 Impact of Street Configuration ......................................... .......................................................... 31 4. 1 .' .6 Modeling Modifications .................................................. 4 .1.3 . 7 B ridg es ........ ..................... .......................... ............................................................................... 3 2 .... ........ ............. ................................................... ....... ........ 3 3 4 . 1 - 3 . 8 Interch an ges ....... ...................... ................................................... ................ .......... ........... ................... 33 4. 1.3 -1) W ith vs. W ithout IRR ............................................. ................................................. ....... ............................. 33 September 1997 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT 4.1. 4 Impact on City Center Traffic and Environment................................... 36 4.I.4.1 M ajor Roads in the City Center .....................................................................................................................36 4.1.4.2 Impact on Overall Air Quality in the City Center................................................................................... 36 4. L 5 Mitigation Measures............................................................................................ s 4.1.5.1 Construction .......................................................................................38 4. I.5.2 Design and Operation........................................................38 4.2 NoiSE .. ....................................................................42 4.12 I Scope And Applicable Stadards......................................................... 42 4.2. 1.1 Construction ............................................................42 4.2.1.2 O peration............................. ... . ................................................... ................................. .......... 43 4. 2.2 Noise Source hIventory .............................. .............................................. 43 4.2.3 Noise Impacts and Mitigation Measures...................................................... 44 4.2.3.1 C onstruction ................... ............................................. 44 4.2.3.2 Operation ...............................................................45 4.3 VIBRATION.................. ..........................................................58 4.3.1 Scope And Applicable Standards...........................................................................58 .3.2 Vibration Source Inventory ..... ...............................................................................59 4.3.3 Impact Analysis AndMiligation Measures .....................................59 4.3.3.1 Construction .....................................................................................59 4.3.3.2 Operation .............. .......................................................60 4.4 SUNSHINE AND SUNSHINE OBSTRUCTION A.SSESSMENT .........................................61 4.4. 1 Approach andMethodology......................... .....................61 -4. 4.2 Inventory Qf Exposure Area.................................................................................................... 61 4.4.3 Impact Analysis AndMitigation........................................................................ .......62 4.4.3. 1 Construction ........................... ........................................... ........ ..62 4.4.3.2 Operation ................................... ....................................................... 62 4.5 LANDSCAPE AND SENSITIVE RECEPTORS......... .............................. .............64 4.5.1 Approach andMethodology. ...............................................64 4.5.2 Eristing Urbm Landscapes................................................................................... ......64 4.5.2.1 Project A rea Landscape................................................................................................................................. 64 4.5.2.2 Sensitive Roadways and Points......................................................................................................................65 4.5 J Impact Analysis AndMiligation Measures...............................................................................68 4.5.3.1 Project Configuration ............................................................................................................................8.......68 4.5.3.2 C onstruction..................................................................................................................................................68 4 .5.3.3 O peration ........................................................................................................................................................69 4.6 WATER QUALY...... ... ........... 69 4.6. 1 Approach and Methodology..................... ............ ...............................69 4.6.2 Impact Analjwis and Mitigation Measures... .......................................69 4.6.2.1 C onstruction ...................................................................................................................................................69 4.6.2.2 O peration ........................................................................................................................................................70 4.6.3 Accidental Events....................................................................................................................... 70 4.7 CULTURAL AND HERITAGE RESOURCES ................................... .............71 4.7. 1 Approach and Methodology.................................................. .... 71 4.7 2 hnventory of CulturalandfHeritage Resources..........................................................................71 4. 7.3 Impact Analysis and Mitigation During Construction ..............................71 4.7.4 Impact Analysis and Mitigation During Operation................. ......................................... 72 4.8 IMPACT ASSESSMENT ON RESDENTS ........................................................72 4. 8. I Displacement and Resettlement......................................... 72 4.8.2 Impact On The Markets........................................................................... 74 4.8.3 Impact on Pedestrians......................................................................... 75 4.9 SumroAR . ...........MAR ..........75 5. ENVIRONMENTAL MONTTORING AND MANAGEMENT PLAN....................81 5. 1 INSTITUTIONS. STAFF AND TRAINING. .............................................. ........ 81 5.1.1 The IRR Environment Management Institutes and Their Responsibilities................................81 5.1.2 Organization Chart ..................................................... 81 September 1997 ii GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT 5. 1.3 Equipment And Instrum ents ................................ ...................................................................... 83 5.1.4 Technical Training Programs...................................................................................................83 5.1.4.1 International T raining ................................................................................................................................. ... 3 5.1.4.2 Domestic Training Program ............... ......................................................................... 84 5.2 ENVIRONMENTAL MONTORING PLAN.............................. ...... ............84 5.2.1 Sampling Locations.......................................................................................... 84 5 .2.1. 1 . C onstruction P hase ........................................................................................................................................84 .2.1.2 Operation Phase. ............ .................................................... ........................... 5 5.2.2 Parameters, Frequency And Duration ................................. .....85 5.1.3 Responsibilities For Monitoring And Reporting............................... 85 5.3 ENVIRONMENTAL ACTION PLAN.......-.....-....-....-.. ........................ 86 6. PUBLIC PARTICIPATION .......................................................... ......... -.......... -. 88 6.1 FIRSrRouND oFPuBLIc PARTICIPATON .............-........ . .................... & 6 1.1 Interviews And Surveys ................................................. 88 6. L 2 Public Meetings ......................................................88 6. 1.3 Results of the Initial Round of Public Consultation......................................................................8o 6 1. 4 Solutions And Recommendations...... ........................ ................... 90 6.2 THE SECOND RouND OF PUBLIC CONSULTATION ..................... ...................91 6.2.1 Media .............................................................91 6 2.2 Site V7sits And Public Consultation On Mitigation Measures By The Joint Project Team............91 6.2.3 Public Consultation Meeting .............................................91 6.2.4 Public Concerns and Responses..........................................................92 7. ECONOMICAL BENEFIT AND ENVIRONMENTAL ECONOMICAL COST-BENEFIT ANALYSIS .......... ..................................................................................................................... 95 7.1 EcoNoMrcAL BENEFIT ......................................................... ... ......95 7.1.1 The direct economical benefit ...................... .................95 7 L 2 The calculable social economy benefit..................................................................................... 95 7.1.2 -1 B asis ..................................................................................................................... ............................... 9.........95 7.1.2.2 C alculation...................................................................................................................................... ......9...... 95 7.2 ENVIRONMENT PROTECTION COST AND POLLUTION LOST ...................................96 7.2. 1 Costs of noise mitigation measures ......................................................................................... 96 7.2.2 Costs of trees and greenbelt ..............................................96 7.2.3 Lost of environmentapolluhtion............................................. 97 7.2.4 Benefit with noise mitigation measures.......................................98 7.3 BRIEF SUMmARY ................................................................98 7.3.1 The direct economical benefit.................................................................................................. 98 7.3.2 Environment protection cost-benefit............... .............................................98 8. CONCLUSIONS............................................................................... ........ 8.1 ENVIRONMENTAL IMPACTS ON CrrY CENTER AND PROJECT SITE........ ....................99 8.2 ExISTING STATus AND PREDICTED ENVIRONMENTAL IMPACTS. .............................99 8.2. I Air Quality..........................................................99 82.2 Noise.................................................................100 8-2.3 Vibration..............101 8.2.4 Sunshine Obstruction......................................... .....101 8.2.5 Landcape Ecology........................................................ 8.2.6 Water Quality ...... .................................................101 8.2 7 Cultural and Heritage Resources..........................................101 8.2.8 Displacement andResettfement............................... .................102 8.3 ALTERNATIVE ALIGNMENTs AND ATIGATION MEASURES.....................................102 8.4 MI1GATION MEASURES........................... ..................102 8.4.1 Motor Vehicle Emissions Control...... ...................................10 .42 Noise Prevention and Control.............................................. 103 September 1997 iii GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT 8.4.3 Land Use Pla m ing ...................................................................................................................104 8.4.4 Citywide Perception..................................................................................................................104 8.5 ECONOMICAL BENEFIT AND ENVIRONMERTAL ECONOMICAL COST-BENEFIT ANALYSIS........ .....105 8.6 GENERAL CONCLUSIONs ......................................................... 106 NOISE METHODOLOGY AND APPROACH ....... ....................................107 VIBRATION METHODOLOGY AND APPROACH ..................................III SUNSHINE METHODOLOGY AND APPROACH .......................................113 APPENDIX I METHODOLOGY AND MODELING USED FOR NOISE, VIBRATION AND SUNSHINE September 1997 iv GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT LIST OF TABLES Table 1.1 Ambient Air Quality Standard GB 3095-82, the secondary standard applicable (mg/Nm) ............4 Table 1.2 Environmental Noise Standard for Urban Areas GB 3096-93 (Leq, dB(A)) ... ..............4 Table 1.3 Standard fbr Noise at Boundaries of Construction Sites GB 12523-90 (Leq, dB(A)) ...............4 Table 1.4 Environmental Vibration Standard for Urban Areas GB 10070-88 (dB) ....... .................5 Table 1.5 Standard for Assessing Sunshine Obstruction ......................... .........5 Table 2.1-1 Viaducts And Ground Roadways on selected and Alternative alignments...... ............7 Table 2.1-2 Comparison between Selected and Alternative Alignments.................................................7 Table 2.4-1 M otor Vehicle Fleet Growth over Last Decade .................................................:.................... 10 Table 2.4-2 TrafIic Volume ofExisting Roads on IRR and in City Center .............................................I I Table 2.4-3 Annual Growth Rates of Traffic Volume in IRR................................................................11 Table 2.4-4 2000 Peak Hour Traffic Volume in Both-Directions ............................12 Table 2.4-5 2010 Peak Hour Traffic Volume in Both Directions ............................12 Table 3.1 Applicable Ambient Air Quality Standards (mg/m3(exc. Pb, pg/m3)) ......... ...........14 Table 3.1-1 Ambient Air Quality Monitoring Results (mg/n?).............. ................15 Table 3.2-1 Number of Facilities on Both Sides of IRR in a 300 m Wide Corridor..... ...........19 Table 4.1-1 Summary of Assumptions, Modifications and Limitations for Models Utilized.......... 22 Table 4.1.1-1 Past Emission Standards...................................................................................................24 Table 4.1.1-2 Vehicle Fleet Mix in City Center.......................................24 Table 4.1.2-1 2000 Emission Factors at 30 km/h (gfkm per vehicle).........................26 Table 4.1.2-2 2000 Emission Factors at 50 km/b (g/kn per vehicle) ............ .............26 Table 4.1.2-3 2010 Emission Factors at 30 km/h (g/km per vehicle)....................................................26 Table 4.1.2-4 2010 Emission Factors at 50 km/h (g/lan per vehicle).....................................................26 Table 4.1.2-5 Current vs. Future Motor Vehicle Emissions .......................... .....27 Table 4.1.3-1 CO Concentrations in 2000 & 2010 with & without IRR........................34 Table 4.1.3-2 FIC Concentrations in 2000 & 2010 with & without IRR............................34 Table 4.1.3-3 NO. Concentrations in 2000 & 2010 with & without IRR ............. .........34 Table 4.1.4-1 Motor Vehicle Population Growth in 10,000.................................36 Table 4.1.4-2 Transport Improvement Indicators Due to The IRR .................................................... .......37 Table 4.1.4-3 Motor Vehicle Emission Factors in the City Center ........................................................37 Table 4.1.4-4 Ambient Air Quality in the City Center (mg/n)..............................................................38 Table 4.2-1 Noise Standard for Boundaries of Construction Sites GBI2523-90 (Leq dB(A))................42 Table 4.2-2 Environmental Noise Standard (dB(A))...................................43 Table 4.2-3 Construction Equipment Noise Levels................................................................................ 43 Table 4.2-4 Leq Values for Various Types of Vehicles..................................43 Table 4.2-5 Predicted Noise Levels OfConstruction Machinery (dB(A)).............................44 Table 4.2-6 Noise Level Before vs. After Viaduct Construction of Renmin Road(dB(A)) ...................45 Table 4.2-7 Points with vs. without Viaduct on the Huanshi Road E (dB(A)) ...................46 Table 4.2-8 Noise Levels at Donghao Gully Viaducts (dB(A))..............................................................46 Table 4.2-9 IRR Road Sections Exceeding the Noise Standard in 2000.......................48 Table 4.2-10 IRR Road Sections Exceeding the Noise Standard in 2010.............................................49 Table 4.2-11 Road Sections Exceeding Noise Standard at Frst Row ofBuildings (dB(A)) ....................50 Table 4.2-12 Noise Levels at First Row of Buildings Around Interchanges (dB(A)).................................51 Table 4.2-13 Noise Levels Exceeding Standard at Sensitive Points (dB(A)).................... 5 Table 4.2-14 Noise Level Increment Between with vs. without IRR (dB(A)).........................................53 Table 4.2-15 Noise Level Increment at Sensitive Points with vs. without IRR (dB(A))..........................53 Table 4.2-16 Comparison of Engineered Mitigation Options for Noise ...........................54 TABLE4.2-17 Nof5EFIEE.D VERTICAL[DISTRIBETIONALONGT13E. WrlTANOISEBARRIERONVTADUCT (PEAK HOUR, 2000)............. . ... .....................................55 TABLE 4.2-18 NoIS FIELDVERTICAL DIsTRiBUION ONEASTSIDE OFMEIDONG N. WITHNOISERARRIER (PEAK HOUR, 2000).................................................................................55 TABLE 4.2-19 NOISE FIELDDJSTRIBUTJON ON WEST SIDE OF MEIDONG N. WITH A NOISE BARRIER (PEAK HOUR, 2000)...................................................................................................................................56 September 1997 V GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT Table 4.3-1 Environmental Vibration Standard (dB) ..............58 Table 4.3-2 Construction Machinery Vibration Levels vs. Distance (dB) .59 Table 4.3-3 Vibration Levels at Distance to Vehicle Centerline (dB)................59 Table 4.3-4 Traffic Vibration Levels Exceeding the Standard...........................60 Table 4.5-1 Potential Sensitive Receptors Along the IRR...................... ............66 Table 4.8-1 Residential Resettlement Sites................. ........73 Table 4.-2 Before vs. After Resettlement........................................74 Table 4.9-1 Proposed Mitigation Options for Sensitive Receptors Along the Selected Alignment .......... 76 Table 4.9.2 Options for Mitigation for Residential Buildings in Relation to Predicted Noise Levels ....... 79 Table 5.1.3 Equipment Required and Estimated Cost....................... .....................83 Table 5.1.4-1 International Training........................................... 83 Table 5.1.4-2 Domestic Training................................ ..............84 Table 5.2.1-1 Parameters, Frequency and Duration ......................... 85 TABLE 7.2-I COST OF NOISE REDUCEMENT MEASURES (NOT COVERING COMPENSATIONFEE)............ 96 TABLE 7.2-2 COSTS OF TREES AND GREENBLT .............................................. 96 LIST OF FIGURES Page Figure 2.1-1 Guangzhou City Center Inner Ring Road Alignment 6 Figure 3.1-1 Sampling Points for Air, Noise and Vibration, Ecology 15 Figure 3.1.4-1 Sketch map of IRR sunshine assessment 16 Figure 4.2-1 Noise Level Increase Along Alignment Attributed to Inner Ring Road - 2000 53 Figure 4.2-2 Noise Level Increase Along Alignment Attributed to Inner Ring Road - 2010 53 Figure 4.2-3 Predicted Exceedence of Noise Standards at Sensitive Receptors - 2000 53 Figure 4.2-4 Predicted Exceedence of Noise Standards at Sensitive Receptors - 2010 53 Figure 4.2-5 Noise field distribution on TM3 E. with vs without noise barrier on viaduct 55 (x-5m, peak hour, 2000) Figure 4.2-6 Noise field distribution on East side of Meidong N. with vs without noise 55 barrier on viaduct (x-Sm, peak hour, 2000) Figure 4.2-7 Noise field distribution on along the protective area ofthe Zoological Garden 55 with vs without noise barrier on viaduct (x=5m, peak hour, 2000) Figure 4.2-8 Road Sections requiring sound absorbing pavement 57 Figure 4.2-9 Road Sections requiring barrier 57 Figure 4.5-1 Location of Sensitive Receptors 65 Figure 4.8-1 Passenger's Overpass(Tunnel) of Inner Ring Road 76 Figure 4.9-1 The Mitigation Measures and Relative Social Factors along IRR Alignment 76 Figure 5.2.1-1 Location of Proposed Monitoring Sites 84 September 1997 vi GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT 1. INTRODUCTION This document is the Summary Report of the Environmental Impact Assessment on the proposed Inner Ring Road (IRR) for the Municipality of Guangzhou. A more comprehensive EA Report (Chinese version) was prepared and submitted to the National Environmental Protection Agency (NEPA). The Inner Ring Road project will assist in providing a solution to traffic congestion in the city center, improve the quality of urban life and stimulate economic development. Over recent years urban transport has become one of the major issues for Guangzhou and is one of the most important infrastructure projects for the further development of the city. To improve the transport system of the city center, the Guangzhou Municipal Government decided to construct the Inner Ring Road, which is an essential component of the Guangzhou City Center Transport Project. The project is to be partially financed by World Bank loans. 1.1 Objectives The objectives of this Environmental Assessment (EA) Report include providing a sound basis for decision-making and ensuring this project is environmentally friendly. The EA Report will identif the environmental consequences at an early stage of the project and evaluate the alternatives of the project to assist with decision-making. The EA proposes measures to minimize the potential adverse impacts on the environment, during both the construction and operation phase of the project. 1.2 Basis for the EA The EA Report was prepared based on the Terms of Reference (TOR) approved by NEPA, as well as guidelines prepared by the World Bank and other international financial organizations including the following: * Environmental Protection Management Method for Construction Project (86) No. 3, NEPB * Notice on Strengthening Management on Environmental Impact Assessment on Construction Projects Loaned by International Financial Organizations, EM(1993)324, June 21, 1993 * Operational Directive 4.01: Environmental Assessment, The World Bank * Reports prepared by MVA Associates of Hong Kong and Guangzhou Transport Planning Research Institute: a. Final Report of Research on Guangzhou Urban Transport Planning b. Implementation Plans for Improving Guangzhou City Center Transport, interim report * Guangzhou City Center Inner Ring Road Project Feasibility Study, Guangzhou Municipal Engineering Design and Research Institute, July 1995 September 1997 1 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT * Commission Letter for Environmental Impact Statement on Guangzhou Inner Ring Road Project, Guangzhou Transport Planning Research Institute * Review Comments on Appraisal of the Terms of Reference for Environmental Impact Statement on Guangzhou Inner Ring Road Project, EMC No.(1995)133, NEPA * Appraisal of the Terms of Reference for Environmental Impact Statement on Guangzhou Inner Ring Road Project, No. (1995)038, NEPA Evaluation Center, May 1995 * Rules for Environmental Noise Pollution Management in Guangzhou, No. 23 Announcement, 1994, The Standing Committee of the Guangzhou Municipal Congress. * Expert Team's audition Comments on E.I.A of Guangzhou Inner Ring Road Project 1.3 EA Timetable The environmental assessment (EA) was commissioned by the Project Office and was prepared jointly by the Guangzhou Environmental Scientific Research Institute and the Guangzhou Environmental Monitoring Center. In late 1994, under the guidance of the National Environmental Protection Agency (NEPA) and experts from the World Bank, the Terms of Reference (TOR) for the EA were developed. NEPA reviewed the TOR and approved them in May, 1995. The draft EA Report was submitted to NEPA and the World Bank in February, 1996. According to review comments from the World Bank experts and appraisal comments from - NEPA experts, EA was revised, these comments were incorporated into the revised EA report in June, 1996. 1.4 Scope and Applicable Standards 1.4.1 Scope of EA As indicated by monitoring of existing viaducts in Guangzhou, and using the results of other international environmental impact assessments of highways, the impact of exhaust emissions was limited to within 300 m, traffic noise to 100 m laterally and 50 m vertically, and vibration to 50 m of the roadway center line. The EA focused on different areas depending on the component of interest. The assessment of air quality and noise is on the city center as a whole. Thus, the scope of this EA went well beyond the areas immediately adjacent to the IRR. 1.4.2 Terms of Reference The Terms of Reference for the environmental impact assessment of the project were developed according to the requirements of the National Environmental Protection September 1997 2 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT Agency and the World Bank. The TOR were approved after review by a panel of experts organized by NEPA. Based on the characteristics of the Inner Ring Road, potential environmental impacts of the project include: * Impacts of vehicle emissions on the environment; * Impacts of traffic noise and vibration on residents in the areas affected; * The impact on landscape and ecology; * The obstruction of sunshine * The impact of construction work associated with the project on the normal lives of the residents; The Environmental Assessment was to evaluate the following: * Engineering analysis of the project: including the route direction, the alignment selection, sensitive receptors, analysis of motor vehicle emissions, and the environmental mitigation measures; * The environmental effects of motor vehicle emissions, noise and vibration; * Impacts on sunshine, landscape and the ecological environment resulting from elevated structures; * The environmental effects of the noise, air emissions, and dust during construction; * The social, economic, and environmental cost benefit analysis from the construction of the Inner Ring Road; * Public opinions on the Inner Ring Road and relocation program; * The analysis of the alternative alignments was to consider: * Comparative analysis of potential environmental protection measures; * Analyzing the environmental effects of each mitigation measure and alignment; * Choosing the proposal with the least environmental impacts; The environmental assessment was done by using the approach of combining point (sensitive receptors) and line, and combining line-area (city center), that is, analyzing the route selection, overpass and ramp distribution, investigating sensitive receptor distribution, and evaluating mitigation measures. According to the project characteristics, noise and motor vehicle emissions were to be the most critical criteria for the assessment. 1.4.3 Applicable Laws and Standards Relevant environmental laws and regulations: * China Environmental Protection Act * China Air Quality Pollution Prevention Act * China Air Pollution Prevention Regulation * China Water Pollution Prevention Act * China Water Pollution Prevention Regulation * China Environmental Noise Pollution Prevention Regulation September 1997 3 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT * Guangzhou Capital Construction Project Pollution Control Regulation * Guangzhou Air Pollution Control Regulation * Guangzhou Noise Pollution Control Regulation * Noise Function Areas in Guangzhou Additional standards: * Standards on lead concentration in ambient air (GB7355-87) * Motor vehicle noise standards (GB1495-79) * Emission Standard for Exhaust Pollutants from Light-duty Vehicle (GB 1476.1-93) * Emission Standard for Pollutants at [dle Speed from Vehicle with Petrol Engine(GB 1476.5-93) * Emission Standard for Exhaust Emission from Motorcycle(GB 14621-93) A number of National and local standards apply to this project as is summarized in Tables 1.1-1.5. Air quality Table 1.1 Ambient Air Quality Standard GB 3095-82, the secondary standard applicable (m2/Nm3_ SAMPLING TIME PRIMARY SECONDARY TERTIARY TSP Dailv averave' 0.15 0.30 0.50 Maximum reading 0.30 1.00 1.50 NOx Daily average 0.05 0.10 0.15 Maximum reading 0.10 0.15 0.30 CO Daily average 4.00 4.00 6.00 Maximum reading 10-00 10.00 20.00 Notes: The limit for daily average concentrations 2 The limit for any single sample reading: sampling tine for each pollutant subject to standards Noise Table 1.2 Environmental Noise Standard for Urban Areas GB 3096-93 (Leq dB(A)) CATEGORY APPLICABLE AREAS DAY NIGHT 0 Villas, hotels 50 40 1 Residential, educational, cultural, governmental offices 55 45 2 Residential, commercial and industrial 60 50 3 Industrial 65 55 4 Trunk roadsides 70 55 Table 1.3 Standard for Noise at Boundaries of Construction Sites GB 12523-90 (Leq, dB(A)) Activity Noise Source Noise Limitation Day-time Night-time Earthwork Bulldozer, dredge, loading 75 55 Pile Pile Driving machinery 85 no operation Structure Concrete mixer, jigsaw 70 55 Furnishing Crane. elevator 65 55 September 1997 4 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT ibration Table 1.4 Environmental Vibration Standard for Urban Areas GB 10070-88 (dB) Applicable Zone Day Night Special residential sites 65 65 Residential, educational and cultural 70 67 Mixed, commercial 75 72 Industrial complex 75 72 Trunk roadsides 75 72 Railway roadsides 80 80 Sunshine Table 1.5 Standard for Assessing Sunshine Obstruction Applications Standard Class I Nursery, kindergarten, sanitarium, greenhouse 5-6 hr Class II Teaching building, office, public building, general workshop 3-4 hr Class III Residential building, office, public building, and recreational unit 1-2 hr or full-window of processing plant sunshine at noon September 1997 5 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT 2. PROJECT DESCRIPTION AND ENGINEERING ANALYSIS 2.1 General 2.1.1 Role in Transport Planning In the study on Guangzhou Urban Transport Planning, the Municipality was divided into surrounding areas, suburbs, and the city center. In the surrounding areas the built- up North Ring Road and the planned road at the outskirts were designed for through traffic from other municipalities. The present traffic volume in the suburban areas required minor improvements to existing roads for forecast traffic in the year 2010. Transport was most demanding in the city center. The city center was defined as the area north to Huanshi Rd., south to Changgang Rd., East to Guangzhou Avenue, and west to Huangsha Avenue. Basically, the city center consists of downtown areas, Yuexiu, Liwan, Dongshan and Haizhu Districts, which are characterized with a high density of buildings and population, narrow roads, heavy traffic and frequent congestion. The Inner Ring Road was designed as an expressway to lead traffic from the city center. The IRR can play a more important role than any other planned road. It is an essential component of the City Center Transport Project and can make a substantial contribution to improved transport in the Municipality. The Implementation Plans for Improving Guangzhou City Center Transport, an interim report prepared by Guangzhou Urban and Rural Construction Commission, MVA Associates of Hong Kong, and the Guangzhou Transport Planning Research Institute, identified the location, dimensions, alignment, and functions of the IRR. The functions are as follows: * Lead through traffic away from the city center and permit the city center streets to play a distribution function; * Have a clear through-traffic function to divert the through-traffic from the city center. 2.1.2 Selected and Alternative Alignment The Guangzhou City Center Inner Ring Road Feasibility Study, prepared by Guangzhou Municipal Engineering Design and Research Institute, provided an analysis of the project engineering, and an evaluation of selected and alternative alignments (see Table 2.1-2). The study was completed in June 1995 and the proposed IRR alignment is summarized in Table 2.1-1 and presented in Figure 2.1-1. September 1997 6 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT Table 2.1-1 Viaducts And Ground Roadways on selected and Alternative alignments SEC. Start/ Subsection. Length Exi. W. Plan. W. Viaduct Ground End Selected.[ Alternative m m m Lanes Lanes W-S Renmin Bridgei sel., Liuersan Rd. 1112 24-28 50 2-3 2-2/2-3 Huangsha alt, Hpia Rd- 1610 12-28 20 3 2 Tunnel W-C Huangsha sel. Huanshi Ave. 3700 36-40 50 2-3 2-3 Tunneli sel.,NananRd. 36-50 50 2-3 2-3 Xichang Inter. I W-N Xichang Inter./ set, Huanshi Rd. W 1728 44 50 2-3 2-3 Guangytuan W. N-W Guangyuani Wi sel., luanshi Rd., 1975 44 50 1-3 2-3 CGZTV at. 1, Huanshi Rd., 3295 44- 50 1-3 Zhivuangang Rd. 18 18 1-3 alt. 2, north to railway 2015 1-3 2 N-C GZTV/ set., north to railway 1715 2-2 Lujing Rd. N-E Luimg Rd./ seL, Hengf Rd 2100 40 40-50 2-2 2-2+2- L Hengfu Inter. mixed E-N Hengfu Inter./ set., previous railway 720 14 1-2 2-2+2-1 Huanshi Rd. E. 1325 32 mixed Lubu Rd./ alt, Huanshi Rd. E. 3240 existing Meidoniz Rd. I I E-C Huanshi Rd. E. sel., Meidong Rd. 795 16 32 2-2 existing Zhong shan Rd. Ist E-S Meidong Rd./ sel., Zhongshan Rd. Ist, 35 50 2-2 Donghua E. Donghua Rd. E. 1710 50 50 2-2/2-3 2-3 Dorghua E./ sel.. Dongbua Rd.. Haivin Bndge Halving Bridge 2225 50 50 2-2 2-3 Donghua E./ alt., Donghua Rd. S., 2-3 Shushe Jiangwan Bridge 2560 40 50 2-2 2-3 Intersection I _I S-E Haiying Bridgei sel., Nantian Rd. 3500 none 5+26+5 2-2 2-2 S-C Hongde Rd. alt. 1. Yanjiang Rd. 4140 existing alt. 2, Nantian Rd. 3000 none 5+36+5 2-2 2-1 al. 3, Ma Gully, 4430 6 5+36+5 2-2 2-1 Siangnan W. S-W Hongde Rd./ set,, Hongde Rd, 1020 32 50 2-2 2-2 Renmin Bridge Renmin Bridge Total Selected Alignment 26185m - Alternative Alignment 21730m Total 47915m Notes: Sel., selected alignment; Alt., alternative alignment; Exi. W., existing width Pla W., planned width Table 2.1-2 Comparison between Selected and Alternative Alignments Selected Alignment Alternatve(s) Lkersan Road Heping Read Adsenges:Ads-wrtages: Incorporates current viaduct with new ground level road No impact on Shamian Cultural Protection Zone Straighter alignment Directs tralic awNay from the roads close to the river Less impact on Shamian Cultural Protection Zone Dj.5advwvqges. First rcn of buildings will be for commerce with less noise reduction The first rou of buildings wil beonh, 3-4 m from ffe requirement viaduct Disadxnages: Large volume ot'demolition Qtnpng Market % ill be afieted tY 20 in due to demolition of the first Narrow road and alignment not straight rou of buildings Rxor land9-ape estletics Huiahi Rd. south to Railway Stt. RaHway North Advantages: Advantge3: Better connection to the railwaY station. bus stations and other New alignment commercial facilties Better connection to the airport Stnuught slignment Less demolition due ts the -ubwa% construction Less impact on residential buildings Di3&vA4ntqges: Disahvanages: Municipal government may not x able to w%e the Requires addition ofstructure to existing viaduct land of the rallway authoritY incraase in local noire and vehicle emissionZ Rd. Alignmeunt acltaccat to Lanpu Garden, Caoluan Park and Yue.u [ Dark Advantages: Nerw alignment Better connection to the airport Alignment_ad _ettoLanpuGardenCaolNo imunact on Lanpan Garden, Coluan Paa adad September 1997 7 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT Table 2.1-2 Comparison between Selected and Alternative Alignments Selected Alivtmmi Alternative(s) YuexiuPark Disadvantages: Alignment not straight Significant impact on Guangzhou Normal College No direct connection to the railway station and bus stations Hengfu Rd., Meidong Rd. Huanshi E. Rd. Advanlages: Advantages: Facilitates traffic movement Shorter alignment Wider alignment (40-50m) Disadvanages: Easy for engineering and construction Alignment passes through the busy commercial and Disadvantages: financial district Impact on new commercial zone Requires several pedestrian overpasses Alignment runs adjacent to the zoo Difficult to engineer Encroaches on green areas Nantlan Rd. Yangjiang Rd. Advaniages: Advasitages: Less demolition of residential and commercial buildings (1/3 ofTI 4) Better able to distribte traffic Few sensitive receptors (2) Disadvantages: Less sensitive to noise and air quality as half of the buildings along the impacts on landscape along the Pearl River alignment are manufacturing facilities Too close to the prime financial and commercial area Width 36-46 meters fur the new-road T-13 More space for plants Advantage- Avoids Guangzhou Workers Palace No. 2 Better routing for traffic Disadvwages: Disadvwilages: Farther from the commercial areas of laizhu district. Narrow corridor (only 30-36 meter wide) 5{0 m longer than T-13 More noise and air quality impacts More demolition 9 sensitive receptors Reduces trees Ma Gully- Jiangian Rd. W. Advantages: Less demolition Lower density of residential buildings and manufacturing facilities DisadvarMiges: Goes through Xiao Gang Park Longer than T13 and Nantian Road The Inner Ring Road (IRR; Figure 2.1-1) is 26.6 km in length ( or 26.7 km with Nantian option) and approximately 90% of it consists of an elevated viaduct. Ground level sections are 'proposed along Liuersan Rd. and adjacent to the Guangzhou Zoo. The alignment (description follows a clockwise direction beginning at Lieursan Rd.) goes from the Shamian Island area of the city which is known for its cultural importance, along Liuersan Rd. (1.1 kIn) and heads northward along the existing alignment of [Huangsha Rd. and Nanan Rd. towards the Guangzhou Railway Station. East of the station the alignment follows Hengfu Rd. to the north. A new alignment to the south borders the Guangzhou Zoo for approximately 500 m and continues south until it joins with Hongshan Rd. From there it curves to the west until the alignment divides north of the Pearl River. The two alignments (Donghua Rd. S. and Donghua Rd.) cross the Pearl River via the Haiyin Bridge and the Jiangwan Bridge (currently under construction) respectively. The two alignments rejoin on the south side of the Pearl River and will follow a new alignment along the proposed Nantian Rd. westward until it intersects with Hongde Rd. The alignment follows Hongde Rd. northward across the Pearl River via the Renmin Bridge, joining Liuersan Rd. on the north side of the river. September 1997 8 每 才，’·拐 F奋gure 2.1一1 Guangzhou City Center Inner Ring Road A.ignment. 图2 .1一1幼州市内环路走向示意图！  GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT The alignment passes through commercial and residential areas, and in many areas of the city the new structure will pass within 5-10 m of existing buildings. This fact and the number of sensitive receptors (educational, recreational and institutional buildings) which have been identified along the alignment (see Sections 4.5, 4.7 and 4.8) presents a number of challenges for effectively mitigating potential impacts associated with the project. The road will be widened from existing widths (16-50 m) to a proposed width of 50 in. The number of lanes varies but generally consists of six lanes of trafflic traveling in two directions (Table 2.1-1). A new bridge structure will be required adjacent to the Renmin Bridge. The proposed alignment has 15 interchanges and 24 ramps. Average distance between interchanges is 1.78 kin, with a minimum of 850 in; and the minimum distance between ramps is 345 in. Further study took three interchanges at railway station, Xicun and Hongde Rd. out the plan. The distance is suitable for the designed traffic speed of 50 - 60 km/h. The EA found that the T13 alignment has more potential environmental impacts and requires a great deal of displacement. The recommended alternative to the T13 is Nantian Road, indicated on Figure 2.1-1, which is 400m longer. The Huangsha Tunnel is the main traffic route from Huangsha to Fangcun district. Since completion, the tunnel has played an important role in linking the Fangcun district and the downtown areas. The 4-lane tunnel is operating over capacity. Therefore, it should not be used as part of the IRR. The proposed Ruyifang Bridge (located about 1200m from the upper reach of the tunnel and 440m in length across the river), will be used as part of the IRR alignment between the west part and the north part of the city, through Guangzhou's south Fangcun Zuitou bridge or the Hedong bridge. This may form a bigger ring road and alleviate the traffic volume from highway 623 in the downtown. 2.2 Schedule Construction of the IRR can be separated into three phases: the main part will be carried out in the first stage. It will solve the major transportation problems, and consist of about 85% of the whole project; a 4-year implementation period is planned. The second phase covers 11% of the whole investment, and is planned to be carried out in the five years after the first-stage. It contains the sections which can meet the current transportation needs (such as Hengfu Rd.) or which are too difficult to be carried out for a large amount of investment and a large range of transport improvement, but that can be substituted by other roads to meet the present needs (as in the west of TI3 Rd.) The third phase consists of about 4%, and only covers those elements of the project needed to meet the requirements of future road construction projects and/or specific projects and planned projects (such as the Ruyifang Bridge), for which space and ramp connecting interchanges need to be reserved. September 1997 9 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT 2.3 Cost Estimates for Project Engineering Investment The Feasibility Study estimated the costs for project engineering, including mitigation. The costs include construction and installation, resettlement and land acquisition, maintenance and repair, project management, tests, and geotechnical investigation. The estimated basic investment is RMB 5.32257 billion yuan. The engineering invest will be further modified in the future. 2.4 Motor Vehicle Fleet 2.4.1 Current Population and Expected Growth Data on current size and composition of the motor vehicle fleet was provided by the Guangzhou Traffic Control Center. Over the last decade the motor vehicle population increased at an average annual growth rate of 17.3% and reached 417,000. Light-duty trucks and buses increased most rapidly (Table 2.4-1). Table 2.4-1 Motor Vehicle Fleet Growth over Last Decade Year Total AGR PV LDT HDB HDT Tractor MC Others I % 1984 86623 12783 6883 4563 18251 6627 35889 1627 1985 122684 41.63 18631 10942 4749 18992 6795 60855 1720 1986 138803 13.14 20185 13456 5069 20275 6824 71199 1798 1987 158316 14.06 23771 14746 5945 22214 6937 82806 1897 1988 189216 19.46 25327 19371 6240 24130 7227 105096 1735 1989 220381 16.43 26153 22974 6526 25583 7302 130085 1758 1990 251689 14.17 26977 26036 6644 25133 7345 157677 1797 1991 301628 19.87 28483 31282 7216 27739 7400 197527 1981 1992 329984 9.40 34284 38824 8054 31742 7458 207678 1944 1993 370689 12.34 47130 49131 9155 36642 7483 221148 2259 1994 417091 12.52 62309 58192 10420 39339 7495 239331 2362 Notes: (1) AGR, annual growth rate; PV, passenger vehicles; LDT, light-duty truck; HDT, heavy-duty truck MC, motorcycle, Others, utility vehicles (2) Information Source: the data in Table 2.4-1 - 2.4-5 from Guangzhou City Center Inner Ring Road Project Feasibility Study 2.4.2 Current Traffic The research conducted by the Guangzhou Transport Planning and Research Institute indicated that in urban areas, 85% of the intersections were saturated (Table 2.4-2), and congestion at the intersections resulted in slow traffic. By driving vehicles on the roads of the planned IRR, it was determined that the average speed was 22.1 km/h in the west, and 31.0 km/h in the north. The estimated average speed for the whole [RR was 24.5 km/h. September 1997 10 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT Table 2.4-2 Traffic Volume of Existino Roads on IRR and in City Center Peak Hour Volume, Saturation Road Section Lanes Car Equivalent Degree, V/C I In Dual- Direction WEST IRR Renmin Bridge - Huangsha Tunnel 4 1950 0.9 Huangsha Tunnel - Guangyuan W. 4 347 0.99 NORTH IRR Guangyuan W. - Luhu Rd. 6 6592 0.82 Luhu Rd. - Yongfu 4 3200 0.67 EAST IRR Meidong Rd. - Longlinxia Rd. 2 2024 0.83 Longlinxia Rd. - Dashatou 2 or 4 2056 0.64 OTHER ROADS Zhongshan Rd. 8th 4 2478 0.71 Dongfeng Rd. W. 4 2246 0.57 Guangyuan W. 6 4140 0.75 Renmin Rd. 4 3226 0.84 Jiefang Rd. N. 6 6645 1.15 Xiaobei Rd. 4 3233 0.90 Donghao Gully Viaduct 5 4325 0.90 Huanshi Rd. E. 6 4106 0.71 Longlinxia Rd. 2 1762 0.98 Yanjiang Rd. 2 3182 1.06 Jiangnan Avenue 4 3679 0.80 2.4.3 Traffic Forecasts 2.4.3.1 Traffic Forecasts for Urban Areas The study made by the Guangzhou Transport and Planning Institute made forecasts for traffic in the year 2000, 2010, and 2020, which took into consideration economic growth, population, land use, and the urban master plan. The forecast employed two transport planning models, START and TRIPS. It was estimated that average daily trips (ADT) of people would be 11.95 million in 2010, 44% more than in 1992; ADT of passenger cars would be 2.4 times 1992 valves by 2000, and 7 times as much by 20 10 respectively; and the ADT of trucks would be 1.2 times 1992 values by the year 2000 and 2.8 times by 2010. 2.4.3.2 Traffic Forecasts for IRR The Implementation Plan for Improving Guangzhou City Center Transport provided estimates of traffic volume and growth rates for the IRR over time as shown in Table 2.4-3. Table 2.4-3 Annual Growth Rates of Traffic Volume in IRR Road Section 2000 - 2005 2005 - 2010 2010 -2020 West 6.0% 2.8% 1.5% North 4.0% 1.7% 1.0% East 6.1% 3.00/ 1.5% South 4.1% 2.1% 1.0% The estimates of traffic volume and vehicle fleet on the IRR in the year 2000 and 2010 (Tables 2.4-4 and 2.4-5) were obtained using calculations based on car September 1997 11 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT equivalent conversion factors for various types of vehicles and weight for fleet composition. Table 2.4-4 2000 Peak Hour Traffic Volume in Both-Directions VEHICLE CATEGORY CAR EQUIVALENT LDB LDT HDT Traffic volume Viaduct/Ground Viaduct/Ground Viaduct/Cromd Viaduct/Ground ROAD SECTION West Huangsha Tunnel - G=u an W. 5207/2278 181797 9471414 414/190 North Guangyuan W. - Shooting Club 5288/2040 1850/714 961/371 4411170 ShooingClub-LubuRd- 3778/2115 1322740 687/385 315/176 Hengfu Rd. - Yongfu Rd- --4155 ---11454 -755 -346 East Meidong Rd. (Zoo) --2566 --898 --467 -/214 Meidong Rd- -Dadao Rd. 2566/1283 898/450 467/233 214/107 Dadao Rd - Doughua Interchange 4812/962 1684/337 875/175 401/80 Donghua Inter. -Jianwan Bridge 2566/89 898/14 467/163 214/75 ,ianwan Bridge 27591- 966/- 5021- 2301- South Baogang (TI3) 4792/2212 1677f774 871/402 399/184 Hongde Rd - Renmin Bridge 50131- 1755/- 911/- 418/- Renmin Bridge - Liuersan 3539/1843 1239/645 643/335 295/154 We:st Hwngsha Tunnel - Guingymn W. 182/80 128/56 2291/191 5804/1728 North Cuanuan W. - Shooting Club 185/71 130150 2327/898 5894/2274 Shooting Club - Luhu Rd- 132174 93/52 1662/930 4211/2357 Hengfu Rd. - Yongfu Rd. -4145 -1102 --41828 -44630 East Meidong Rd. (Zoo) -/90 -463 -/1129 --2861 Meidong Rd. - Dadao Rd. 90(45 63/32 1129/565 286/1432 DadaiRd - Donghua interchange 168/34 11824 2117/423 5363/1073 Donghua Inter. - Jiawan Bridge 90/31 63/22 1129/395 2888/1000 Jianwan Bridge 97/- 1214/- 3077/- South Baogang (T13) 168/77 118/54 2108/973 5341/2464 Hongde Rd. - Renmin Bridge 176)- 123- 2206/- 5589/- Renmin Bridge -Liuersan 124/65 87/45 1557/811 3945/2055 Table 2.4-5 2010 Peak Hour Traffic Volume in Both Directions VEHICLE CATEGORY CAR EQUIVALENT LDB LDT HDT Traffic volume Viaduct/Ground Viaduct/Ground Viaduct/oGround Viaduct/Ground ROAD SECTION West Huangsha Tunnel - Guangyvuan W. 8000/3500 28101225 1455/636 667/292 North Guangyvan W - Shooting Club 7000/2700 2450/945 1273/490 5831225 Shootine Club - Lubu Rd. 5000/2800 1750/980 909/509 417/233 Hengfu Rd. - Yongfu Rd. 5500/4500 192511575 1000/818 458/375 East Meidong Rd. (Zoo) -/4000 -/1400 -727 --/333 Meidong Rd. - Dadao Rd. 4000/2000 1400700 7271364 333/166 Dadao Rd. - Donghua Interchange 7500/1500 2625/525 1364/273 625/125 Donghua Inter - Jianwan Bridge 40(/1400 1400/490 727/254 333/117 Jianwan Bridge 7300/-- 2555/- 1327/- 60/- South Baogang (T13) 6500/3000 2275/1050 1181/545 542/250 Hongde Rd. - Renmin Bridge 680/- 2380/- 1236/- 566/- Renmin Bridge - Liuersan 4800/2500 1680/875 873/454 4001208 September 1997 12 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT Table 2.4-5 2010 Peak Hour Traffic Volume in Both Directions VEHCLE CATEGORY CAR EQUIVALENT LDB LDT HDT Traffic volume Viaduct/Ground Viaduct/Ground Viaduct/Ground Viaduct/Grouid ROAD SECTION _ West Hmngsha Tunnet - Guangyan W. 280/123 197/86 3520/1540 891973902 NorMh Guangun W- - Shooting Club 245/95 172166 3080/1188 7806/3009 ShootingClub-LuhuRd. 175/98 123/69 2200/1232 5574/3121 HengfuRd - YongfuRd. 193/158 135/110 2420/1980 6131/5016 East Meidong Rd (Zoo) ---1140 -/98 -11760 --4458 Meidong Rd - Dadao R& 140/70 98/49 1760/880 445/ZZ9 Dedao Rd. - Donghua hAnerchange 263/53 184/37 3300/660 836111673 Dougha Inter. - Jianwan Bridge 140/49 98/34 17601666 4458/1560 Jianwan Bridge 256/- 180/- 3212/- 8132/- South Baogang (T13) 228/105 160/74 2860/1320 7246/3344 Hongde Rd. - Renmin Bridge 238/- 167/- 2992/- 7579/- Renmin Bridge - Liuersan 268/88 118/61 2112/1100 5351/2786 September 1997 13 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT 3. EXISTING ENVIRONMENT The environmental monitoring and survey for the IRR was carried out on the selectd alignment (26.2 kim) and the alternative alignment (21.7 kIn) and comprised an arca of 24.7 km2 It included a 300 m wide corridor extending from the roadway centerline. The city center area consists of 41.1 km within the IRR. The project area is located between 23'5 42" - 2319'32" N and I f3l3'22" - II3019'4"E. 3.1 Biophysical Environment 3.1.1 Air Quality The existing roadways on the IRR are trunk roads within the boundary of the city center which have heavy traffic and are surrounded by various types of land us-, including residential communities, schools, hospitals, shops, parks and gardens, hotels and industries. Between January 16 and January 22, 1995, ambient air quality monitoring was conducted on the IRR. Over 7 consecutive days samples were taken 6 times daily. As required by the environmental assessment guidelines, 21 sampling points were deployed at typical road sections and near sensitive receptors, for dispersion parameters for continuous sampling 24 hours a day. The locations of the monitoring sites are shown in Figure 3.1-1 and presented in Table 3.1-1. Parametcrs monitored and recorded included nitrogen oxides (NOx), carbon monoxide (CO), non methane hydrocarbons (NMHC), total suspended particulate (TSP), and lead (Pb); traffic volumes for heavy-duty and fight-duty vehicles and motorcycles; ai.d meteorological data such as wind direction, wind speed, humidity and temperatur . Samples were analyzed in accordance with national sampling and analysis standaris for ambient air quality monitoring. Standards included the secondary standards of National Ambient Air Quality Staidard GB 3095-82 for NOx, CO and TSP, and the National Hygiene Standard for Lead and Inorganic Compounds in Ambient Air GB 7355-87. No Chinese standard was available for NMHC, so the US ambient air quality standard was selected. These values are shown in the following table. Table 3.1 Applicable Ambient Air Quality Standards (mg/m3 (exc. Pb, pg/m3)) NOx CO TSP Pb NMHC 0.15 10.00* 0.30 1.5 0.16 0.10** 4.00** (US standard) * Single reading ** Daily average The central portion of Guangzhou, including the alignment of the IRR, experiences severe air quality problems, much of which are attributed to motor vehicle emissions. Monitoring programs indicated that: all NMHC readings exceeded the standard 0.16 mg/m3, generally by a factor of 8 times; September 1997 14 8 4, ifto*.... 16 1 c iz H jo, pd IGUORE 3.1.1 SAMPLING POINTS FÖR AIR, NOISE & VIB3RATION, ECOLOGY 顱 GUANGZHOU MR ENVIRONMENTAL ASSESSNffiNT 0 74.6% of NO,, readings exceeded the standard of 0. 15 mg/m3, and daily ave mges, 2.24 times; 0 12.4% of CO readings exceeded the standard of 10.0 mg/m ; 0 lead (Pb) concentrations were under the fimit Table 3.1-1 Ambient Air Quality Monitorri X Results (MTVM SANTLING POrNT Co NOx NM iC I I Donghuan Nfiddle School, sidewalk 1.000-12.000 0.043--0.937 0.72-1.01 2 Donghuan Middle School, hiside 1.500-11.750 0.067-1.062 0.33-2.92 Dong 1.375-15.250 0.056-1.250 0.28-- 3.37 ,hu Neu, VBage, sidewalk Donghu New VillMe, 50m 0375-14.750 0.014-0.723 0.38-.-1.65 5 J Sports Field 1.250-27.250 0.01".945 0.20-5.01 6 )Gcbang, Transfonner Co. 1.975-11.750 0.141-0.703 0.70-13.03 7 Mchang- Liquan Hotel 2.000-21.250 0.040-0.672 0.94-&47 8 Ijuersan Road, Om 1.250-14.125 0.108-0.686 0.33-4.58 9 Ijuersan Road, 25m 1.000-11.125 0.083-0.608 0.20-3.74 10 Ljuersan Road, 100m 1.000-11.975 0.194--0.710 0. 18-3.8 1 I I Guotai Hotel, Om 1.625-19.750 0.091-1.774 0.26-4.83 12 Guotai Hotel, 25rn 1.125-12.975 0.056-0.960 0.68-3.37 13 Guotai Hotel, 5om 1.375-17.500 0.062-0.922 0.39-4.56 ,14 Guotai Hotel, loom 1.500w-23.870 0.049-0.702 0.14-4.47 15 Guatzi HowJ, 2sm higb 0.975-15.750r Or-023-1.000 0.35--.46 16 Guotai Howq, Soffl, high 0.750-10.250 0.040-0.827 0.32-337 17 Nanan Road 2.500--27.250 0.266-1.234 0.25-5.10 18 Ouzhuang hnerchange 2.250-25.250 0.372-1.234 0.74-(-,00_ 19 Shushe New ViHage 0.875-17.000 0.040-0.687 0.29- .37 20 Yuexiu Park, entrance 1.250-7.575 0.090-1.294 0.49-365 21 Ba0gang Road 0-975-9.375 0.0-".453 1 0.48-2 72 J 3.1.2 Noise For baseline noise levels along -the IRR, 6 sampling Points were deployed on the viaduct ground level roadway, a heavy traffic road, and an interchange, for 24 hours continuous monitoring, and at I I sampling points considered to be sensitive receptors (see Figure 3. 1- 1). The applied guideline was measurement method of Environr,ental Noise in Urban Areas GB/T4623. The monitoring and field investigation indicated that noise levels are high M the project area. At the 6 stations selected for 24 hour continuous monitoring, day-time Leq averages ranged from 65.4 to 75.8 dB(A), exceeding the standard by 4.4 to 9.8 d]3(A); night-time Leq averaged 63.4 to 72.3 dB(A), exceeding the stan&rd by 13.4 to 17.3 dB(A). At the I I stations for sensitive receptors, with the exception of day and night-time Leq at station 2, and day-time Leq of stations 3 and 15, aH noise levels exceeded the standard by t. i to t I dB(A) for day-time and 3.5 to 17.7 dB(A) for night-time. September 1997 15 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT All points were affected primarily by traffic noise except stations 2 and 17 which were affected by other types of noise sources. 3.1.3 Vibration Vibration monitoring was carried out at the same sampling locations as those for noise, but the instruments were located on the ground. The monitoring was in compliance with national standard Monitoring Methods for Environmental Vibration in Urban Areas GB 10071-88. The monitoring and field surveys indicated that vibration levels in the project area met the standard except at sampling points 9 and 10. At these two points vibration levels exceeded the standard due to the rough road surface and the large volume of heavy-duty vehicles. 3.1.4 Sunshine Sunshine Level in Guangzhou The sunshine percentage in winter averages 51%. Among 53 major cities of China in December, 42% of them had less sunshine, and Chongqing and Zunyi cities had sunshine about 10% of the time. Fealures of Existing Sunshine along the IRR On the basis of the IRR alignment and viaduct design, the IRR was divided into 21 sections for assessment, 18 of which were on the selected alignment and 3 on the alternative alignment as illustrated in Figure 3.1.4-1. It can be concluded that sunshine duration varies greatly, depending on the alignment. * 23.8% of the roadsides assessed have an unfavorable azimuth and no sunshine at the winter solstice. The roadsides are sections 1, 1', 16, 17, and 17' external; sections 7, 8, 10 and 11 internal. * 14.3% of the roadsides assessed have daily sunshine levels of less than 3 hours and are not suitable for buildings requiring class I and 2 sunshine level. The roadsides are section 2 external; and sections 5, 6, 8', 9 and 13 internal. * 7.1% of the roadsides assessed have sunshine for less than 5 hours daily and are not suitable for buildings requiring class I sunshine level. The roadsides include sections 3, 15, 18 external. * 54.8% of the roadsides assessed have class I level daily sunshine. They are the roadsides opposite the buildings listed in the first paragraph, plus sections 2, 3, 4, 13, 15 and 18 internal; sections 4, 5, 6, 8', 9, 12 and 13 external. The sunshine duration and percentage in Guangzhou is at the medium level, but the actual sunshine level is low in the downtown areas due to the high density of buildings, small sunshine distance coefficients, and unfavorable azimuth. September 1997 16 x7,- North to railway Zhiyuangang Rd. Huanshi Mwiua c, egend a c e oongfpng Rd e b d 0 9 a - Section code b - Obstruction caused by viaduct unit hl N c - Existing maximum sunshine duration, unit i "o 8 ~ &8h f t<oZhll o d - Predicted sunshine duration, unit: hiR e/f Existing/predicted sunshine level 0 for class l 0 for class 2 } 0 for class 3 for class 4 0L He ing d. scale:1:45000 M 3 -1 f4 'f Sketch mnp of IRR sunhine nseesment) % e GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT 3.1.5 Geology and Landform The elevation of the project area is higher in the north than the south. In the north there are mountains: Baiyun (elevation 377.5 m), Dafongfu (105.5 m), Feieling (88.3 m) and Yuexiu (70.6 m). The rest of the project area is in the Pearl River Delta at an elevation of from I to 5 m. In addition, there are tablelands at an elevation of 10 to 25 m. The bedrock consists of granite and metamorphic rock in the north, limestone in the west and south, and sandstone covered with quaternary deposits in the urban areas. 3.1.6 Surface Water The IRR crosses the Pearl River and seven gullies and catchments. * West Waterway of the Pearl River. 18 km long from Yagang to Baietan (336m wide, 4.4m deep) and 300m west to the western IRR * Front Waterway of'the Pearl River. 28 km long from Baietan to Dahaosha (432m wide, 4.8m deep). On the waterway there are the Renmin Bridge, the planned Haibao Bridge, the Jiefang, Haizhu and Haiying Bridges and the Jiangwan Bridge currently under construction. * Rear Waterway ofthe Pearl River. 32 km long from Baietan through Fangcun and Xingzhao to Dahaosha (525m wide, 5. Im deep) and 600m west to the south- western IRR * Gullies in Urban Areas. The IRR will cross 7 gullies. From west to east, they are Shaji (1.2 km), Liwan (2.2 km), Shima (7.5 kn), Donghao (6.8 km), Shahe (16.4 kIn), Xinghepu (2.1 km), and Ma (5.3 km). Water pollutants into the waterways result from domestic sewage and industrial wastewater at a ratio by volume of 2:1. The waterways were polluted heavily by organic pollutants and had low dissolved oxygen values. During the dry season DO was lower than the Class IV standard (3 mg/L), NH3-N higher than 5 - 6 mg/L, and total phosphorus higher than Class V standard (0.2 mg/L). Oil concentration was high but met the Class IV standard (0.5 mg/L). The waters had low concentrations of heavy metals such as lead (Pb), copper (Cu), nickel (Ni), chromium (Cr), zinc (Zn), lower than the Class I or II standard. 3.1.7 Groundwater The city of Guangzhou's major groundwater resources are mainly distributed in the Guanghua Basin which is located at least 5-10 km north to the IRR. Under the basin there are deep limestone aquifers with flow rates of 3-9 is. The groundwater which is used for part of the drinking water supply for Jiangcun water plant is of high quality, and it is not used any more; some farmers use shallow groundwater resources which are mainly distributed in the 5-7m No. 4 silt layer for drinking and irrigation. The water plant which supplies drinking water to Guangzhou's city center uses 100% September 1997 17 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT surface water. The water plant stopped extracting groundwater over 40 years ago. In the urban area, ancient wells have been maintained. No groundwater quality monitoring is being carried out. The shallow groundwater aquifer along the IRR alignment has been polluted by industrial and municipal sewage and therefore, the construction of IRR will not have incremental impact on groundwater quality. 3.1.8 Soils and Vegetation The hilly land is composed of red soil and the plain is alluvial sand soil of the Pearl River Delta. In urban areas the land has been developed for construction uses, and in the suburbs for rice and vegetable plantation. Most vegetation in the project area has been planted. The plants comprised Pinus massiniana, Eucalyptus citriodora, Acacia comfusa, Casuarima equisetifolia, Araucaria cunninghanii, Gossamqinus malabarica, Ficus relusa, Eicus lacor, Bauhinia purpurea, Royslomea regia, Archoniophoenex alexandrae, Caryola ochlandra, Cinnamomum camphora, Aleurites moluccana, Eryinrina varicgala, Melaleuca leucadeendra, Micchehaalba, Chukrasia labuiaris, Mangilera indica. Rosa chinensis, Micheia Figo, Cymibidiun sinense, Canna indica, Chrysanthemum morifhum, Jasminum mesnyi, and Bougainillea glabra. Greenery coverage is 20 % in the project area, i.e., 5 m2 per capita 3.1.9 Meteorology and Climate Climate South subtropical monsoon climate Annual temperature average 22 OC January minimum temperature 0 OC August maximum temperature 38.7 OC Annual rainfall average 1657 mm, 80 % from April to September Maximum yearly rainfall record 2865 mm in 1920 Minimum yearly rainfall record 1113 mm in 1961 Prevailing wind directions North > South-East > East Average wind speed 1.9 m/s Number of typhoons Yearly average 2.4, max. record 7, min. record 0 in 1985, 1982 and 1984 Average annual evaporation 700 mm on land, 1276 mm on water surface 3.2 Socioeconomic Enviroqment A survey of the existing socioeconomic environment covered the 41.1 kin surrounded by the IRR. The 1994 Yearbook of Guangzhou listed the following data for the area in 1993; GNP RMB 730958 billion yuan, GIP RMB 3,45105 billion yuan, and total retail sales RMB 6.58013 billion yuan. Liwan District had the highest numbers among the four districts (Liwan, Yuexiu, Dongshan and Haizhu) in the project area. There are a number of educational, medical and government buildings and facilities along the proposed alignment. As well, there are a number of parks and areas of cultural importance. Among the more notable areas along the alignment is the Shamian Cultural Protection Zone, which was designated in 1992 to protect one of the most scenic areas in the city on Shamian Island. This area is also adjacent to the Quinpin Market which September 1997 18 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT provides a variety of goods (including vegetables, meats and herbal medicines) in streets which run off of Liuersan Road. The aligmnent runs adjacent (500 m) to the Zoological Gardens north of Meidong Road. These areas are presented on a figure (Figure 2.1-1) and documented more fully in Section 4.5 (Landscape and Sensitive Receptors), Section 4.7 (Cultural and Heritage Resources), and Section 4.8 (Socioeconomic). 3.2.1 Demographics and Community Overview The area surveyed by the EA team in June 1995 included parts of the following Districts; Liwan 9.7 kM2, Yuexiu 8.9 kIn, Dongshan 11.2 kn2, Haizhu 7.8 km , Baivun 1.6 km' and Tianhe 19.0 km2. * A 300m wide area on both sides of the selected 26.2 km alignment totaled 15.7 km2 and had a registered and transient population of 592,200 and 207,300 respectively. * The 300m wide area on both sides of the alternative 21.7 km alignment was 8.9 km2 , and had a registered and transient population of 316,500 and 110,800 respectively. * The area surrounded by the selected alignment was 29.8 km2 and had a registered and transient population of 1,283,200 and 449,100 respectively. * In the total surveyed area (4t1 km) there was a registered and transient population of 1,672,700 and 585,500 respectively. * Within 300m of the IRR, there is a registered and transient population of 596,400 and 208,700 respectively. The survey revealed the presence of 757 establishments and facilities (see Table 3.2- 1). Table 3.2-1 Number of Facilities on Both Sides of IRR in a 300 m Wide Corridor Road Section West North East South Total Category I 6540m 5790in 9335m 4520m 26185m On Selected Alignment I Industries 15 5 13 10 41 2 Commercial 24 14 17 9 64 3 Restaurants and Hotels 28 24 22 10 84 4 Governmental Offices 7 7 19 8 41 5 Public Facilities 10 16 14 5 45 6 Gardens 4 5 3 1 13 7 Entertainment 3 6 1 3 13 8 Sports Centers 3 4 3 1 11 9 Cultural and 14 6 9 20 49 Educational 10 Health Care Facilities 6 8 5 3 22 11 Historical Sites 2 2 2 1 7 12 Residential 8 6 9 5 28 Communities September 1997 19 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT Road Section West North South Alt. 1 Alt. 2 Alt. 3 Alt. 4 Al.5 Alt. 6 Category Total On Alt ive Aligmnent 1 Industries 7 6 2 1 21 14 51 2 Commercial 12 8 18 22 9 20 89 3 Restaurants 15 11 20 23 8 6 83 and.Hotels 4 Govenment 3 2 4 6 1 1 17 Offices I 5 Public 2 3 4 14 1 5 31 Facilities 6 Gardens 1 1 1 3 7 Entertainment 1 4 1 3 9 8 Sports Centers 1 1 9 Cultural and 2 3 5 1 4 1 16 Educational 10 Health Care 2 1 2 2 1 3 11 Facilities 11 Historical 1 5 1 2 9 Sites 12 Residential 4 4 4 3 5 20 Communities I I _ I _ I_ I_I Notes: Alt 1, Heping Rd., Alt. 2, north to railway and Zhiyuangang Rd., Alt. 3, Huanshi Rd. E., Alt. 4, Yanjiang Rd., Alt. 5, Nantian Rd., Alt. 6, Ma Gully and Jiangnan Rd. W. 3.2.2 Aesthetics Since most of IRR will be in the form of an elevated viaduct going along boundaries of city center where is developed into busy areas. The viaducts will certainly have negative impact on urban landscapes, but it is generally accepted to the public as indicated by public survey for the first priority of traffic congestion. To minimize the urban landscape impact, Road 623 will take ground road widening rather than viaduct, the southern alignment on Nantian Road than Baogang Rd. N., depressed road beside the zoo than viaduct . A transparent, simple and better-shaped, sky-blue elevated structure will be built in front ofthe Guangdong Provincial People's Congress so that that section of IRR will better match and harmonize with the aesthetics and architectural style of the buildings of the Provincial People's Congress. September 1997 20 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT 4. ENVIRONMENTAL IMPACT ANALYSIS This chapter provides an overview of the analysis carried out to evaluate the potential impacts of the project on the vanous environmental components. This analysis was based on the evaluation of the existing environment as described in Chapter 3 for these parameters as well as a prediction of conditions which were likely during construction and operation of the IRK In some cases (air quality, noise and sunshine obstruction) these predictions were made based on the application of numerical models with appropriate modifications. A summary of the assumptions, modifications and limitations of the models utilized in these analysis is presented in Table 4.1-1. Additional details associated with the specific models can be found in Appendix A or in the Chinese EA Report. 4.1 Air Quality 4.1.1 Approach And Methodology The IRR will improve transportation efficiency in the urban center. Traffic will move faster and there will be less congestion and less queuing at intersections. It is predicted that, as a result of the construction of the IRR, the average speed in the city center will increase to 22.2 km/hr from the current 16.6 km/hr. Since the traffic will be concentrated along the IRR alignment, the air quality in the corridor will deteriorate, however as a result of higher vehicle speeds and decreased travel times, the overall air quality in the city center will improve. The analysis of air quality impacts was designed to evaluate these issues. Specifically, the four major analyses were: * Air quality in the IRR corridor, without the IRR. * Air quality in the IRR corridor, with the IRR. * Air quality in the city center, without the IRR. * Air quality in the city center, with the IRK These analyses were predicted for the years 2000 and 2010, and a comparison was made between the future cases and the existing air quality. September 1997 21 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT Table 4,1-1 Summary of Assumptions, Modifications and Limitations for Models Utilized Component Model Type Assumptions Modifications Limitations Air Quality US EPA MOBILE * emission standard G 14761. 1 - * modified by Beijing experts for best available models but urban streets are 5A 14761.7-93 nationwide in 1995 Chinese traffic difficult to model accurately * emission standard ECE 15/04 * canyon effect traffic speeds ate difficult to estimate, no US EPA CALINE4 in 2000, ECE R83 in 2005 * viaduct effect standard driving cycle has been determined * traffic population and mix as a increase stability one category to per Table 4.1.1-2 account for urban roughness * 24% diesel in current fleet * diesel to reach 60% in heavy trucks in 2000 and 80% in _____________ ~~2010 ____________________ Noise US Federal Highways o traffic volume as per MVA * modifled parameters based on * traffic speed 20-80 kph Administration Model study Chinese regulatory requirements (FHWA) e viaduct and ground level trafficf Sunshine Solar Geometry 0 winter solstice to reflect used typical geometry as thete are minimum duration of sunshine too many buildings for individual * building use guidelines for assessmert df_cut_oodl sunshine_durationa September 1997 22 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT 4.1.1.1 Emission Factors Emission factors were the key to determining exhaust emissions and air quality forecasts. As recommended by consultants of the World Bank, US MOBILE 5A was employed to determine emission factors. The input files for the model were based on the data and format used in Beijing for the same task. The data used in MOBILE5 include parameters and data for Guangzhou City as follows: * Motor vehicle population and composition for the years 1975 - 1994, including passenger cars, light-duty-trucks, buses, medium-duty trucks, heavy duty trucks, and motorcycles, and future trends for all of these; * Current applicable emission standards and test procedures, and standards applicable to new vehicles; * Motor vehicle emission control planning, I/M program, and standards applicable to new vehicles in the future; * Ratio of imported to domestic vehicles, gasoline to diesel vehicles; and exhaust test results of imported new vehicles; * Average speed pattern of vehicles at various parts of the IRR, and * Meteorological data including maximum, minimum and average temperatures for the year, and for January and February. In the Strategies for Urban Transport Development in Guangzhou, the annual growth rate of passenger cars and trucks was estimated to be 15.1% for the years 1992 - 2000; 11.6% for the years 2000 - 2010, and 6000 per year for motorcycles. For the purposes of this model, the annual growth rate of motor vehicles was estimated as 10 -15% for the years up to 2000, 8% for the years 2000 - 2005, and 6% for the years 2005 - 2010. Among the parameters for modeling, the predominant factor was the emission standards for new vehicles. As the old vehicles are phased out, the emission rate per vehicle will decrease. The past emission standards are listed in Table 4.1.1-1. The standards adopted from the end of 1995 are as following: * Emission Standard for Exhaust Pollutants from Light-duty Vehicle (GB 1476.1-93) * Emission Standard for Pollutants at Idle Speed from Vehicle with Petrol Engine(GB 1476.5-93) * Emission Standard for Exhaust Emission from Motorcycle(GB 14621-93) The standard adopted for 2000 forecast: * ECE15/04 - the Emission Standards carried out by ECE in the beginning of 1980's. GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT The standard adopted for 2005 forecast: * ECER83(vehicle emission standard) - the Emission Standards carried out by ECE in the middle of 1980's. Because the current emission standards for vehicle in China were made by consulting the ECE emission standards in 1970's, considering to make the series standards in future, combing with the economic development and technology progress in Guangzhou and asking for instruction from relevant superior, we forecast that Guangzhou will enforce standards alike ECE 15/04 in 2000 and standards alike ECER83 in 2005, far stricter than the current ones. They are considered as the emission standard for forecasting pollution concentration. Table 4.1.1-1 Past Emission Standards STANDARD GASOLINE FUELED VEHICLES DIESEL FUELED GB3842-83 GB384-83 POLLUTANT CO(%) HC (ppm) FSN 4-cycles 2-cyles Category LD HD LD HD LD HD New 5 5 2500 2500 - -- 5.0 (Rb) In-use 6 6 3000 3000 6.0 (Rb) Imported 4.5 4.5 1000 1000 5.0 (Rb) Notes: LD, light-duty vehicles; RD, heavy-duty vehicles. Additionally, it is necessary to know the ratio of gasoline to diesel vehicles to determine emissions, because their emission rates are quite different. The statistics of registration and annual testing over last three years show that 24% of motor vehicles are diesel-fueled. Diesel-fueled vehicles among heavy-duty trucks and buses will possibly make up to 60% of the total for the year 2000, and 80% for the year 2010 (Table 4.1.1-2). Table 4.1.1-2 Vehicle Fleet Mix in City Center Year Total PV LDT HDB HDT MC Others 1994 417091 62309 58192 10420 39339 239331 7500 1995 500509 88655 68979 19462 48093 266084 9236 2000 881020 264125 185305 3941 70037 359171 12541 2010 1732343 491897 435469 50160 155727 585052 24038 Notes- AGR, annual growth rate; PV, passenger vehicles- LDT, light-duty truck; HDB, heavy-duty bus; HDT, heavy-duty truck; MC, motorcycle; Others, utilities vehicles 4.1.1.2 Air Quality Modeling To model vehicle emission dispersion on the IRR, the US EPA line source model CALINE4 was used. The IRR alignment is mostly on wide roadways with high-rise buildings within 100m on both sides, (e.g., Huanshi Rd). This analysis used the US EPA line source model for calculating motor vehicle emission dispersion rather than the street canyon model. For narrow roadways, calculation results had to be modified, specifically for T13 and Meidong Rd. Qnnf* mk r 1007 GUANGZFOU IRR ENVIRONMENTAL ASSESSMENT For modeling dispersion on viaducts in Guangzhou, the CALINE4 model for bridges was used. Concentrations at specific points could be calculated by inputting viaduct height and other parameters. The concentration on both sides was obtained by adding the contributions separately from ground and viaduct vehicles. Atmospheric Dispersion Parameters CALINE4 uses the modified Pasquill-Smith vertical dispersion coefficient for the Gaussian model. The standard Pasquill-Smith parameter values were obtained under open field conditions with grass and trees, aerodynamically a relatively smooth surface. The IRR is on the outskirts of the downtown areas where roughness is much larger than the Pasquill-Smith test field. A study during 1985 - 1990, Research on Motor Vehicle Pollution Control Strategies in Guangzhou, conducted meteorological observation and generated a range of atmospheric dispersion parameters which were used as guidance in this study. Compared with standard Pasquill-Smith values, the observed parameters in Guangzhou were much higher. This was consistent with the local situation; Guangzhou is at a low latitude, close to the sea and with high instability. For modeling, the values at one category higher were used for parameters of CALINE4. For example, C was used for calculation rather than D. Meteorological Scenarios Meteorological scenarios were determined from the statistics of wind speed and direction patterns for air quality modeling. Meteorological scenarios largely determine the pattern of concentration distribution. Calm or low wind conditions happened in the project area frequently. The most probable meteorological scenario is: Yearly average wind speed 1.9 M/s Prevailing wind direction N to NNW Second prevailing wind direction SE to SSE Atmospheric stability D In the analysis, concentrations were calculated under the most unfavorable scenario (i.e., wind speed 1.0 m/s, atmospheric stability E, and with varying angles, between the road and the wind directions). The concentrations under the most unfavorable scenario can be taken as the maximum ground concentrations along the RR. Scope of Predictions * Pollutants. The modeling was on downwind concentration probable distributions of major pollutants produced by mobile source emissions, including CO, HC and NOXI * Target years. Based on traffic data provided by the IRR Project Feasibility Study Report for each road section in 2000 and 2010, vehicle fleet mix was predicted in GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT order to calculate downwind concentrations on both sides of the IRR during peak hours, for target years 2000 and 2010. * Road sections. The modeling was on 10 road sections which had been clearly defined in engineering terms, 2 representative and largest interchanges and 2 bridges on the alignment. They were chosen for factors such as road direction, occurrence of sensitive receptors, and traffic volume. * Target areas. The estimated concentrations were at a height of 1.2m and at distances of 5, 10, 25, 50, 75, 100, 150, 200, 250, 300, 400, and 500m away from road center line. The 5m distance is equivalent to the slow vehicle lane and 10m to pedestrians. The effect of air quality on pedestrians is critical because there are a lot of people exposed in the area adjacent to the roadway. * With and Without the IRR. Air quality was forecast for the target years with and without the IRR. Air quality assessment was on IRR roadsides, major roads in the city center, and the overall situation of the city center with and without the IRR. * Engineering design. The road width and height, emission factors, and emission rates are provided in the engineering analysis. 4.1.2 Vehicle Emissions Inventory MOBTLE5A was developed by the US EPA and used to determine emission factors for this EA. The model takes into consideration age, mileage, emission rate of new vehicles, degradation coefficient, temperature, and I/M program (Tables 4.1.2-1 - 4.1.2-4). Table 4.1.2-1 2000 Emission Factors at 30 km/h (R/km per vehicle LDGV LDGTI LDGT2 HDGV HDDV MC HC 3.89 6.61 8.08 12.72 2,47 7.89 CO 33.93 39.72 48.16 81.25 7.15 26.99 NOx 2.23 3.53 4.35 6.28 j 12.82 0.19 Table 4.1.2-2 2000 Emission Factors at 50 km//km per vehicle) LDGV LDGTI LDGT2 HDGV HDDV MC HC 2.50 4.41 5.38 6.57 1.63 5.85 CO 18.82 23.19 28.23 47.27 4.19 15.68 NOx 2.34 3.54 4.37 6.97 10.93 0.24 Table 4.1.2-3 2010 Emission Factors at 30 km/h (/km per vehicle) ILDGV LDGTI T LDGT2 HDGV HDDV MC HC 2.75 4.33 5.38 5.48 1.96 3.55 CO 22.35 25.75 31.73 56.65 5.96 16.35 NOx 1.52 2.26 2.91 4.09 7.26 0.36 Table 4.1.2-4 2010 Emission Factors at 50 km/h (g/km per vehicle) LDGV LDGTI LDGT2 HDGV HDDV MC HC 1.76 2.89 3.59 2.93 1.29 2.78 CO 12.15 14.79 18.23 32.96 3.49 9.50 NOx 1.59 2.26 2.91 4.55 6.20 0.45 Seotember 1997 26 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT Current data on vehicle fleet composition, traffic volume and speed were used to calculate daily and annual mobile source emissions. Emission factors for the fleet im the year 1995 generated by MOBILE5A were 33.26 g/km per vehicle for CO, 6.63 g/km per vehicle for HC, and 2.90 g/km per vehicle for NO. These data which were used further to calculate emissions on ground level roads and viaducts for the year 2000 and 2010 (Table 4.1.2-5). Table 4.1.2-5 Current vs. Future Motor Vehicle Emissions YEAR CO BC NO, kpd t/1 kz/d t/a ka/d t/a 1994 43657 15935 8702.6 3176 3806.6 13894 2000 38160 13928 9149.1 3339.4 4506.3 1645 2010 36721 13403 7217.2 2634.3 4964.4 1812 4.1.3 Impact forecast and Analysis 4.1.3.1 Concentration of vehicle emission pollutants damage to human health For vehicle emission pollution to cith area, the air quality standards and the relative selected assessment standards are the major assessment rules. Because of large vehicle emission amount and high concentration of emission pollutants bothsides of the roads, the damagement to human health is also the basis of assessment. The standards have been listed in the front, here the damagement to human health by pollutants will be specified, benefit for the later analysis and comparison of health impact by the predicated concentration of pollutants. There are 120 - 200 kinds of vehicle exhaust pollutants, among which CO, NOx ,HC and Pb are representative ones. The damages to human health by these pollutants are as following: (1) CO is a kind of asphyxiating poison. When its concentration in ambient air reaches to 12.5 mg/rn ,it will affect body's central nervous system and damage body's judgment ability; when reaching to 37.5 mg/M ,the persons suffering from coronary heart disease or pneumonectasis will take changes and receive more serious damagement; when more than 250 mg/m3, it will cause headache. (2) There are 5 kinds NOx compounds among which NO and NO2 are major. there has been no case of NO poison found, but NO2 has adverse impact on person when NO2 is inhaled. NO2 will damage person's respiratory system. In the environment of 0.19 - 0.39 mg/m NO2, the longest stay time would be I hour, person would exposure no more than one time in a month; In the environment of 0.94 mg/m' NO2, the lowest concentration at which short-term respiratory will cause adverse impact. Because only concentration of NOx were listed in air quality in the report, it is necessary to clarify the existing NO, concentration. On bothsides of main roads in Guangzhou, based on the results of monitoring conducted by photochemical smog research group of GESRI during Oct. 10 - 20,1995, the results showed NO! NO2 > I on bothsides of main roads, while NO! NO2 < I in suburbs or slight pollution areas. On both sides of main roads, ratio of NO to NOx is high , for example, beside the Dongfeng Rd, concentration of NO ranged from 0.038 to 0.55 mg/m3 while NO2 from 0.008 to 0.30 September 1997 27 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT mg/M3, the mean value of NO! NO2 (4 times sampling in one day) ranged from 1.45 to 4.87 mg/m3, the ratio of NO2 to NOx are 20 - 40%,lower than that of NO. (3) HC consists of paraffin, olefin and arene, etc. As a major component of paraffin, methane is a asphyxiating gas and has harm only when in high concentration. Ethylene and propylene are major components of olefin, the overall ratio of olefin to HC is 29 - 42%. It hasn't been found that olefin has obvious adverse impact on body, but on plants; Among HC, benzenes, such as methylbenzene, dimethylbenzene, are toxic. The ratio of benzene to HC is about 2.4%, the impact threshold value for benezenes on body is 34.8 mg/m3(10 ppm). Additionally, there is trace amount of B[a]P(benzo[a]pyrene) in HC, its toxicity is the highest. Because in all kinds of HC pollutants, benzenes have more damagement impact on body than other pollutants, according to the monitoring results in these years, the concentration of benzenes in various streets of Guangzhou ranged from 0.05 to 0.33 mg/M3 , although the concentration of HC exceeded the standard greatly, and HC pollution will be more heavy after IRR being constructed, the concentration of deteriotative components in HC won't reach to the lowest concentration of body damagement. (4) As anti-knock agent, Pb(C2H5)4 is added in gasoline, after combustion Pb oxide will be discharged out. Lead mainly damages to nervous system, blood-forming system, digestion system and such organs as liver and kidney. it can restrict the anabolism of hemoglobin and directly effect the blood cell. For the lead particulates entering the human body through respiratory system, the big particulates can be absorbed in mucus of respiratory tract , the small particulates deposit in lung and are absorbed. When amassed to certain extend in organs of human body, Pb will damage to heart, lung etc. and lead to anemia, dull activity, intelligence decreasing. The monitoring data indicated.that the Pb concentration along bothsides of the major roads in Guangzhou was lower than the assessment standard, however, because Pb is a collective pollutant, the low concentration of Pb is damage to human body, especially to growing children. 4.1.3.2 Impact Analysis Concentrations in the corridor near the IRR were calculated using CALINE4 and data for the configuration and width of the IRR. Except for the road sections east to the Zoological Gardens and between Hengfu Rd. and Yongfu Rd. which are without viaducts, the IRR was designed as a combination of ground-level roads and viaducts. About 90% of the roadway is elevated. The modeling results show that due to the current distinct pollution on bothsides of the roads planned for IRR, when the project is in operation, the mobile source emissions from the IRR will cause more heavy pollution to both sides of the road,. Compared to the standard, the pollution caused by emissions will be extremely heavy at distances less than 25m, heavy at 50m, moderate at 100m, slight at 100m, and none at 400m and beyond. September 1997 28 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT CO The applied standard is the secondary ambient air quality standard for single reading of 10.0 %. The modeling indicates that under the most likely weather conditions of average wind speed (1.9 m/s), Class D atmospheric stability, and the prevailing or secondary prevailing wind direction, the concentrations on both sides of the roadway will be lower than the standard in the years 2000 and 2010. In the year 2000, Xmax (distance at which the maximum concentration occurs), is 5 m, Cmax (the maximum concentration) is 1.62 - 6.0 mg/ml, and the average is 2.55 mg/m. In the year 2010 concentrations range from 1.37 to 5.13 mg/m', with an average of 2.52 mg/m3, lower than the ambient air quality secondary standard. The maximum increase is to 6.0 mg/rn3, 60% of the secondary standard, less than the concentration at which it will impact health in general condition. NAIHC There is no Chinese standard for NMHC. This EA uses the US ambient air quality standard of 0.16 mg/ml as the criterion. At each road section, traffic volume, road direction, and wind direction varied, leading to variation of concentrations at each point under the prevailing and secondary prevailing wind directions. * In the years 2000 and 2010, the concentration within 100 m on both sides of the IRR will usually exceed the standard. * In the year 2000 the Xmax will be 5 m at all the road sections, the Cmax 0.43 - 1.08 mg/M3, and the average 0.71 mg/m3, exceeding the standard by 3.43 times; in 2010 Cmax will be 0.23 - 0.67 mg/m3, exceeding the standard by 2.13 times. * Among all the sections of the IRR, the worst will be West-Central (Nanan Road) and South-East (T13), where the levels will be 5.75 and 3.8 times the standard in the years 2000 and 2010. The air quality for the year 2010 could be better than in the year 2000, provided that more stringent emission standards are enforced and emission rates of individual vehicles are reduced, surpassing the standards greatly, but far less than the impact threshold value. NOl Compared with the ambient air quality Class II secondary standard of 0.15 mg/rn', the concentrations on both sides of the IRR generally exceed the standard by 1.5 times within 50 m of the roadway. There will be no significant difference between the results for the years 2000 and 2010. The average distance at which concentrations are in conformity with the standard is 100 m from the roadway. Concentrations greatly exceed the standard within 25m of the roadway, and meet the standard at fiirther than 150m. Seotember 1997 20 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT In the year 2000 the Xmax will be 5m, Cmax 0.17 - 0.5 mg/m3 , and the average 0.36 mg/M3 , exceeding the standard by 1.4 times. In the year 2010 the Xmax will be 5m, Cmax 0.19 - 0.48 mg/M3 , and the average 0.36 mg/m3, exceeding the standard by 1.4 times. The worst sections of the IRR will be West-Central (Huangsha Avenue) and North- West (Huanshi C.), exceeding the standard by 3.5 times. Within 100m of the roadway NOx concentrations exceed the standard. Within 25m, NOx, concentrations exceed the standard, usually by more than twice. [n technical terms it is difficult to reduce NOx emissions, and little change happens to NOx emission rate in 2010, so the estimates for years 2000 and 2010 are almost identical. 4.1.3.3 Impacts on Sensitive Points Within 150m on both sides of the IRR there are 55 sensitive points, such as government offices, schools and hospitals which require high air quality. For the -first building at each sensitive point the downwind concentrations are estimated under the most probable meteorological conditions. CO is under the standard; however, NMHC and NOx values exceed the standard. The worst occurrences happen at the Palace and Red Cross Hospital. In the years 2000 and 2010: * NMHC exceeds the standard by S.8 (2000) and 5.2 (2010) times, * NOx exceeds the standard by 2.3 and 2.0 times, * NMKC exceeds the standard by 4.0 and 3.5 times, * NOx exceeds the standard by 2.9 and 2.5. Pollution related to the IRR is also heavy at other sensitive points, e.g., Guangzhou Railway Kindergarten No. 2, Guangzhou High School No. 1, Huangsha Avenue Primary School, Provincial Women and Children Hospital, Binjiang C. Primary school, Provincial Ocean Fishery Agency, and Baoyuzhi Street Primary School. Air quality impact was assessed at four of the most sensitive points: 1. Shamian Island. The air quality impact occurs during N and NW winds, assuming that the IRR is a viaduct there. CO values are lower than the standard, and FC and NOx concentrations contributed by vehicles on the [RR are 0.54 mg/m' and 0.25 mg/im for the year 2000; and 0.37 mg/mn and 0.28 mg/m' for the year 2010. 2. The Zoological Gardens. The impact occurs when the wind direction is east, assuming the road is at ground level without enclosure. The HC value is 3.3 times and NOx 1.2 times as much as the standard, while CO is under the standard. In 2010 the situation is predicted to be a little better. Vehicle emissions on the ground roadway have impact principally within short distances. 3. The Standing Committee building. Under the original alignment the concentrations would be 1.5 and 1.37 mg/m3 for CO, 0.36 and 0.21 mg/m for HC, and 0.17 and 0.16 mg/m' for NOx in the years 2000 and 2010 respectively. Except e,- . - ' GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT for CO, all pollutants exceed the standard. The Committee is north of the road and is affected when the wind direction is from the south. 4. The 2nd Worker's Palace. Assuming the IRR passes through the Palace, the concentrations would be high, 4.5 and 5.0 mg/m" for CO, 1.09 and 0.8 mg/m for HC, and 0.5 and 0.59 mg/m3 for NO, in the years 2000 and 2010 respectively. With regards to road section, motor vehicle pollution is heavy at Huangsha Avenue, W-C, and T13, N-C, due to large traffic volumes. 4.1.3.4 Under the Most Unfavorable Weather Air quality impact modeling was done using an unfavorable meteorological scenario: atmospheric stability of Class E, a wind speed of 1.0 m/s, and the critical angle between the wind direction and roadway and that a maximum concentration is needed. Calculations illustrate that concentrations reach the maximum at a long distance from the IRR when wind direction is vertical to the road, and a short distance when the wind direction is degree 200 - 30* to the road. Under unfavorable weather, concentrations can be more than under the most probable weather. HC values at a short distance exceed the standard by 12 times and maximum NOx value by 9 times. Under unfavorable weather high concentrations on both sides of the IRR have the potential of causing photochemical smog. Dispersion is lower under low wind conditions, which results in high concentrations in areas close to the road. NO, values during a NW wind at 0.5 m/s is 1.23 mg/M3 at 5m, exceeding the standard by 7.2 times; and 12 times the standard under the most unfavorable wind direction, the NO2 in NOx reaches to the concentration damage to human body. The HC value during a NW wind at 0.5 m/s is 2.64 mg/m3 at a distance of 5m, exceeding the standard by 15.5 times; and 4.34 mg/mW, or 26.1 times the standard under the most unfavorable wind direction. The area impacted can be as far as 500m from the roadway. The historical worst cases of air pollution occurred mostly under low wind conditions. The statistical data of occurrence frequency of low wind is 34% from August to January, 38% from October to December, and 25% for February to July. The occurrence frequency has been going up over recent years. Air quality modeling shows that high concentration areas are within 50m of the roadway, decreasing to 25m under low wind conditions. The average frequency of low wind conditions in Guangzhou is at least 35%. In other words, for 35% of the year there is a possibility for high concentrations of pollutants. 4.1.3.5 Impact of Street Configuration Street Configurations The existing streets on the IRR alignment are classified as wide, moderate and narrow roadways according to road width, adjacent building height and impact on emission dispersion. Wide roadways have a width greater than 25m, and a similar distance Seotember 1997 GUANGZFFOU RR ENVIRONMENTAL ASSESSMENT between buildings; narrow roadways widths less than 15m and a short distance between 7 - 10 story buildings and the road; moderate roadways have a width of 15 - 25m, few buildings more than 10 stories, and moderate dispersion conditions. The IRR alignment is on the outskirts of the city center, where there are densely located buildings on both sides of the road forming street canyons. On Meidong Rd., E-C, and T13, S-C, the canyon effect is outstanding. On the West and North IRR there are few street canyons. Street Canyon Effect The street canyon effect is considered in CALINE4 to reflect the impact of buildings on air quality. In the model the assumptions are a wind direction parallel to the street canyon and reflection of vehicle emissions by the buildings. When using the Gaussian model to calculate the concentrations, an adjustment is employed to include multiple reflections of vehicle emissions by the buildings. CALINE4 does not take into account the effects of viaducts on dispersion. T13 and Meidong Rd. are used as examples to show the effect of reflection. In the case of emissions on the ground level roadway only, the concentrations with reflection are I - 2 times higher than without reflection, by an average of 1.3 times. HC maximums exceed the standard by 9.5 times, and NO, by 4.9 times. Monitoring at Liuersan Rd. and Renmin Rd. by the Guangzhou Environmental Monitoring Center provided an example to illustrate the impact of viaducts on emission dispersion. The width ratio of viaduct to ground roadway is 1:3 at Liuersan Rd. and 1:1.9 at Renmin Rd. and consequently concentrations on pedestrian areas on Liuersan Rd. are much lower than Renmin Rd. as there is less obstruction by the viaduct. The impact of obstruction by viaduct on emission dispersion is proportional to the viaduct width. When the ratio of ground roadway to viaduct is bigger than 3:1, the impact is quite small; if the ratio is less than 2:1, there is a significant impact; with a ratio between these values, there is a moderate impact. Accordingly when a viaduct is designed, the width ratio of ground roadway to viaduct should be larger than 3:1. 4.1.3.6 Modeling Modifications Modifications are made to modeling results according to roadway width, density of adjacent buildings, viaduct configuration, and obstruction. The modifications are made in two situations: Street Canyon Effect. CALINE4 is used to estimate the additional concentration caused by complete reflection and no reflection at distances of 5m and 25m from the road. The additional concentrations are applied to specific roads for modification. The additional value is 10% for wide streets with little canyon effect, 30% for streets with moderate effect, and 60% for narrow streets with strong effect. qsnf3=mhr 1007 32 GUANGZFHOU IRR ENVIRONMENTAL ASSESSMENT Viaduct. Viaducts may obstruct dispersion. Based on the monitoring results at road sections with and without viaducts from 1985 - 1990, the additional value caused by a viaduct is between 40% and 10%, depending on the circumstances. After modifications to the HC and NOx estimates, values are high in the slow vehicle lane, pedestrian zone and the first row of buildings. HC values become 82 -110% higher, with a maximum average exceeding the standard 7.4 times, (12 times at T13); NO, values are 63% higher, exceeding the standard by 3.1 times, with a maximum of 0.9 mg/m at T13, 5 times the standard. 4.1.3.7 Bridges Air quality assessments were made for two bridges (Jiangwan and Renmin). The concentrations were comparatively low due to height and favorable dispersion circumstances. 4.1.3.8 Interchanges Among the 14 interchanges, the largest two, those at Zhongshan 8th Rd. and Donghua E. Rd., were chosen for predicting concentration distribution patterns. The interchange is the center point for roads from various directions and has large traffic volumes. The first point for assessment is at a distance of 100m from the interchange center. At Zhongshan 8th Rd. interchange in the year 2000, all the concentrations within 200m will exceed the HC standard by 2 - 10 times (maximum 1.6 mg/M3 ), and NO,. by 1.2 - 5.0 times; in 2010, HC will be 50% and NO,, 18% lower than in 2000. The maximum estimates for Donghua E. Rd. interchange will exceed the standard 4.2 and 2.5 times for HC and NO, respectively. 4.1.3.9 With vs. Without IRR Modeling results suggested that concentrations on both sides of the road exceed the standard when the IRR is in operation. To address the concern with air quality compared with no IRR in 2000 and 2010, concentrations on the existing roads along the proposed alignment, were modeled (Table 4.1.3-1 - 4.1.3-3). Traffic speed would slow down without the IRR with no improvements to existing roads and with more vehicles. In 2000 it is estimated that the traffic speed would range between 10.1 km/h - 18.8 km/h, and would be slow on Huanshi W. Rd. in front of the railway station, N-W; fast on Hengfu Rd., E-N, and average 18.6 km/h. In 2010 traffic speed would range between 8.6 km/h - 24.5 km/h, and average 15.9 km/b. CALINE4 was used to estimate motor vehicle pollution concentrations of existing roads without the IRR. Concentrations of CO were lower than the standard; HC, higher than the standard within 100m and lower than the standard at 100m and further NO, higher than the standard, highest within 50m of the roadway. September 1997 33 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT With the IRR, traffic volume will increase and concentrations in the IRR corridor will also increase. The estimated concentrations in the West and North sections are comparatively high, which corresponds to the large traffic volumes. Table 4.1.3-1 CO Concentrations in 2000 & 2010 with & without IRR Year i 200rt 2010 Scenario With Without Change % With Without Change % distance average average average average 5 3.6859 3.7213 -0.035 -0.941 3.378 2.9479 0.43 14.587 10 3.3712 3.4687 -0.098 -2.825 3.1253 2.763 0.362 13.102 25 2.7245 2.75 -0.026 -0.945 2.6175 2.1979 0.42 19.109 50 2.0429 1.7916 0.251 14.01 1.9166 1.427 0.49 34.338 75 1.6169 1.3593 0.258 18.98 1.5114 1.0729 0.438 40.24 100 1.3979 1.1015 0.296 26.872 1.2825 0.8802 0.402 45.671 150 1.0467 0.81 0.234 28.889 0.994 0.651 0.343 52.688 200 0.8346 0.6588 0.176 26.715 0.7557 0.5208 0.235 45.123 250 0.7354 0.5339 0.202 37.142 0.6556 0.408 0.247 60.421 300 0.5859 O 4427 0.143 32.302 0.5745 0.3671 0.207 56.388 350 0.5477 0.3932 0.154 39.166 0.4792 0.31 0.167 53871 400 0.4938 0.3567 0.137 38.408 04363 0.299 0.147 50.865 500 0.3495 0.2942 0.055 18.695 03814 0.2395 0.142 59.29 Note: Applicable CO standard 10.0 mg/m Table 4.1.3-2 HC Concentrations in 2000 & 2010 with & without IRR Year 2000 2010 Scenario With Without Change % With Without Change 0 distance average average average average 5 0.8833 0.6672 0.2161 32.389 0.5904 0.4412 0.1492 33.817 10 0.8079 0.622 0.1859 29.887 0.5463 0.4147 0.131 31.589 25 0.6529 0.4947 0.1582 31.979 0.4575 . 0.3309 0.127 38.38 50 0.4896 0.3219 0.1677 52.097 0.335 0.214 0.121 56.542 75 0.3875 0.2441 0.1434 58.746 0.2642 0.1613 0.103 61856 100 0.335 0.1977 0.1373 69.449 0.2242 0.1322 0.092 69.592 150 0.2508 0.1459 0.1049 71.899 0.1738 0.0978 0.076 77.71 200 0.2 0.1183 0.0817 69.062 0.1321 0.0782 0.054 69.054 250 0.1763 0.0959 0.0804 83.837 0.1146 0.0613 0.053 86.46 300 0.1404 0.0794 0.061 76.826 0.1004 0.0551 0.045 81.61 350 0.1313 0.0706 0.0607 85.977 0.0838 0.0469 0.037 78.891 400 0.1183 0.064 0.0543 84.844 0.0763 0.0434 0.033 76.037 500 0.0838 0.0528 0.031 58.712 0.0667 0.036 0.031 86.111 Note: Applicable HC standard 0. 16 Mg/rn Table 4.1.3-3 NO, Concentrations in 2000 & 2010 with & without MR Year _____ 2000 2010 Scenario With Without Change % With Without Change % distance average average average average_________ 5 0.4079 0.1756 0.2323 132.29 0.4125 0.17 0.2425 142.65 10 0.38 0.1659 0.2141 129.05 0.385 0.1623 0.2227 137.22 25 032 0.1337 0.186 139.12 0.3213 0.131 0.19 145.04 50 0.2446 0.0864 0,158 182.87 0.2463 0.0842 0.162 192.4 75 0.1963 0.0656 0.131 0997 0.1925 0.0634 0. 129 203.47 100 0.1633 0.053 0.11 207.55 0.1679 0.052 0.116 223.08 150 0. 1267 0.039 10.087 1223-08 10.125 0,0385 10.086 223.38 100 io- GUANGZFFOU IRR ENVIRONMENTAL ASSESSMENT Table 4.1.3-3 NO, Concentrations in 2000 & 2010 with & without IRR Year 2000 2010 Scenario With Without Change % With Without Change % distance average average I average average 200 0.0979 0.0319 0.066 206.9 0.1042 0.0307 0.073 237.79 250 0.09 0.0259 0.064 247.1 0.0908 0.0239 0.067 280.33 300 0.0713 0.0212 0.05 235.85 0.0913 0.0216 0.07 324.07 350 0.0683 0.019 0.049 257.89 0.0775 0.018 0.059 327.78 400 0.0629 0.017 0.046 270.59 0.0671 0.017 0.0501 294.71 500 0.0438 1 0.0142 0.03 211.27 0.0558 0.0143 0.0415 290.21 Note: Applicable NOx standard 0.15 mgim Compared with ambient air quality in the years 2000 and 2010 without the IRR, it is apparent that, with the IRR, all the concentrations along the IRR will be higher, except at a distance less than 25m in the year 2000. Detailed conclusions are: CO Will be under the standard; the average concentration of 3.0 mg/rn at 5m -25m is comparatively high; The concentration within 500m will be 30% higher in 2000, and 20 - 50% higher in 2010 with the IRR. HC Will be higher than the standard within I 00m, higher with, than without the IRR; in the years 2000 and 2010 with the IRR, the average concentration at a distance of 5m -25m will be 0.78 and 0.53 mg/m3, exceeding the standard 4 and 3 times respectively; it would be under the standard at 200m; In the years 2000 and 2010 without the IRR, the average concentration at a distance of 5m - 25m will be 0.6 and 0.4 mg/M3, exceeding the standard by 3.6 and 2.7 times respectively; The concentration within 500m, will be 50% higher in 2000, and about 60% higher in 2010 than without the IRR. NO, In the years 2000 and 2010 with the IRR, average concentration at distances of Sm - 25m will be 0.37 and 0.373 mg/m', exceeding the standard by 1.5 times; it will be under the standard at 150m for the roadway; In the years 2000 and 2010 without the IRR, average concentration at 5m -25m will be 0.16 and 0.154 mg/m', almost equal to the standard; The concentration within 500m, will be 150% higher in 2000, and 200% higher in 2010 with the IRR. Sepotember 1997 35 GUANGZHOU ERR ENVIRONMENTAL ASSESSMENT In summary, because the vehicle population will increase by times with IRR comparing to without IRR, correspondly, the emission amount of air pollutants will increase. Based on the comparison between two circumstances in two periods, CO will increase averagely by 30 -50%, HC by 50 - 60%, NOx by 150 -200%. Therefore the concentration of air pollutants will be higher with IRR than without IRR, the concentration of NOx is obvious. 4.1.4 Impact on City Center Traffic and Environment 4.1.4.1I Major Roads in the City Center To identify the impact of the IRR on the city center, this assessment chose several major roads for air quality modeling, including Dongfeng E. Rd., Dongfeng W. Rd., Jiefang N. Rd., Yanjiang C. Rd., and Jiangnan Ave.. MVA Associates, and Guangzhou Transport Planning & Research Institute provided the EA team with traffic volumes, or V/C, and speeds in the city center for the year 2000 with and without the IRR. The data were used to calculate the number of various categories of vehicles on the major roads. MOBILESA was used to calculate emission factors in 5 major roads in the city center with and without the IRR in 2000. Total vehicle emissions are largely dependent on traffic volume and speed. With appropriate controls on the increase in the number of traffic vehicles, traffic, and total vehicle emissions in the city center could decrease to some extent due to the operation of the IRR. The modeling showed that the emission rate at a speed of 16.3 km/h was.35-50% higher for HC, and 20 - 30% higher for NO, than at 22.2 km/h. After construction of the IRR, there will be less traffic in the city center but it will be moving at a higher speed. Comparison was made on the average emission rates at 5 major roads with and without the IRR. Compared to the without scenario, the average emission concentration for CO is 40% lower, HC 44% lower, and NOx 43% if the IRR is in operation. It can be concluded that the IRR project makes a significant contribution to improved traffic conditions and better air quality through a decrease in vehicle emissions on major roadways in the city center. 4.1.4.2 Impact on Overafl Air Quality in the City Center As the city has been expanding rapidly over the years, motor vehicle pollution has become the predominant air quality problem in urban areas. To understand the state of air quality in the future, it is necessary to know baseline concentrations. The motor vehicle fleet growth trend was used as the basis for predicting the baseline. Table 4.1.4-1 was prepared based on data from Transport Development Strategies for Guan2zhou. Table 4.1.4-1 Motor Vehicle Population Growth in 10,000 YEAR 1994 1996 1998 2000 2002 2004 2006 2008 2010 FLEET 41.71 5-7,56 72.81 38. 10 102.76 119.86 137.22 154.18 173.34 CHA. % 12.5 15.0 110.0 110.0 8-0 8.0 6.0 6.0 6.0 Santpmbpr 1997 3F GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT The assumptions for fleet growth are that the annual growth rate of passenger cars and trucks will be: 15.1% for the years 1992 - 2000; 11.6% for the years 2000 - 2010; and 6,000/year for motorcycles. For use in modeling, the annual growth rate in number of motor vehicles was established as 10 - 15% for the years prior to 2000, 8% for the years 2000 - 2005, and 6% for the years 2005 - 2010. The Inner Ring Road Project Feasibility Study Report described two cases, with and without the IRR (Table 4.1.4-2). In the year 2010 the average traffic speed in the northern IRR area will be 22.2 km/h with the IRR, and 16.3 km/h without the IRR. The projections assume that subway lines #1 and #2, the outer ring road and several interchanges will be in operation. Table 4.1.4-2 Transport Im rovement Indicators Due to The IRR YEAR SCENARIO AVERAGE SPEED, km/h SATURATION RATE, vic N. IRR Area Haizhu District N. IRR Area Haizhu District 2010 with IRR 22.2 25.5 0.95 0.87 without IRR 16.3 22.0 1.14 0.97 change (%) 36 16 [ 17 10 Statistics showed that in the city center industries, commerce and households produced about 30% of stationary sources of air pollutants in 1994, whereas these sources represented 55% in early 1980s. The remainder of the total air pollutant emissions (about 70%) are from mobile sources. This trend will continue as more industries are moved out, and the demand for vehicles increases. This assessment does not consider the changing proportion of stationary sources because they are not the predominant producers of emissions affecting overall urban ambient air quality. MOBILE5A was used to generate the emission rates shown in Table 4.1.4-3 based on forecasted fleet growth and average traffic speed in 2010 in the city center and all urban areas. In the city center, mobile emissions are the prevailing sources of pollutants, so the ambient air quality has a direct relationship with the motor vehicles. Ambient air quality in the city center was predicted by estimating ADT and emission rates for the years 2000 and 2010, as in Table 4.1.44. Table 4.1.4-3 Motor Vehicle Emission Factors in the City Center Year Scenario ATS* Emission Rate, Z/km per vehicle CO HC NO, 1994 baseline 16.6 53.199 9.025 4.342 2010 without IRR 16.3 32.52 4.937 3.077 with IRR 22.2 26.0 4.04 2.863 change, % +36.1 -20.0 -18.1 -6.95 ATS* average traffic speed September 1997 37 GUANGZFOU IRR ENVIRONMENTAL ASSESSMENT Table 4.1.4-4 Ambient Air Quality in the City Center (mg/M3) YEAR 1993 1994 2010 AVERAGE CONC. IN CITY CENTER SEC. current base with IRR without change % STAN. I IRR CO, daily 2.77 2.89 5.867 7.337 -1.47 -20.0 4.00 aver. I I NO., daily 0.115 0.116 0.318 0.341 -0.023 -6.8 0.10 aver. I_II_II_ As the motor vehicle population have increased gradually over the years, mobile source emissions have assumed a more and more important role in air pollution. Through a number of mobile emissions controls, the calculated CO and NOx emission factors by MOBILE5A are substantially reduced (about 30%), irrespective of construction of the IRR. The increasing vehicle population is causing annual increases in CO and NO, concentrations in ambient air of about 4.8%/year and 3.14%/year, respectively. By the year 2010, without the IRR, the CO and NOx average concentrations in the city center will be 83% and 241% higher than the standard. In comparison, CO and NOx are predicted to exceed the standard by 47% and 218% if the IRR is built. In summary, ambient air quality will degrade because of more and more mobile source emissions, whether the IRR is built or not; the IRR project can slow down the process. 4.1.5 Mitigation Measures 4.1.5.1 Construction Currently, dust from more than 300 major construction sites and countless minor sites is a major nuisance in Guangzhou. The IRR construction will take a few years and cover a wide area. It is necessary to initiate mitigation measures to prevent dust. Air pollution prevention and control can be done in the following ways: * Project sites should be enclosed during construction to control dust. The demolition of buildings produces large volumes of dust. * Transportation corridors for project construction should be kept away from residential areas and other sensitive points. Dust control should be applied to transport operations at construction sites. * Preventive measures against dust should be adopted for on-site mixing and unloading operations. * Major sources of dust during construction are concrete mixing stations. As prescribed by local regulations, mixing stations should be away from the city center. * Emissions from power generators and construction machinery are important point sources at construction sites. Proper maintenance and repair are needed to minimize emissions. 4.1.5.2 Design and Operation The previous impact analysis showed that vehicle-related pollutants, specifically HC and NO. can easily exceed the standard at distances less than I 00m from the Seotember 1997 38 GUANGZIOU IRR ENVIRONMENTAL ASSESSMENT roadway. Under the most unfavorable meteorological conditions, these concentrations can be 3 - 5 times higher than those during the most favorable weather. In narrow streets, the canyon effect can cause concentrations approaching 2 times the levels found in wide streets. Vehicle related pollution from the IRR cannot be dealt with separately, so the following mitigation measures need to be adopted citywide. An environmental component of the Guangzhou City Center Transport Project, entitled Motor Vehicle Pollution Control, specifically addresses the problem of vehicle emissions. This proposed component, funded by the World Bank, is intended to develop strategies to deal with citywide vehicle emission related air pollution. The project proposal has been prepared by the Guangzhou Environmental Monitoring Center, Guangzhou Petrochemical Works, and the South China University of Science and Technology. The components include most of the measures listed below. A second, World Bank- funded, technical assistance project, B-9-3-2 for vehicle pollution control, was also undertaken by the Center. This program is specific to controlling the emissions from motorcycles. Stringent Standards The Emission Standard for Light-duty Vehicles GB14761.1 - 14761.7-93 took effect nationwide in May 1995 as in Guangzhou. The standards were applied to calculate the emission factors for 1995. These standards were based on the early ECE standards. The authorities intend to enforce more and more stringent standards in years. This analysis adopted the emission criteria with reference to ECE15/04 standards for light- duty vehicles in order to determine emission factors for 2000 which employ the same procedures as GB14761.1. The limitations are 30 to 50% lower than the 70s' standards. Considering the resources, expertise, and managerial capabilities of Guangzhou, Guangzhou is planning to enforce ECE15/04 by the year 2000, and ECE R83 by the year 2005, which was stated in the Municipal Environmental Master Plan. With the introduction of more stringent standards, the emissions per vehicle will go down and the ambient air quality may not degrade even though the fleet is increasing rapidly. For the city there is a real need to propose emission standards for new vehicles. I'M Programs Practical experience has shown that the amount of exhaust emissions is largely dependent upon the state of tuning of the engine. High levels of emissions from vehicles can be largely attributed to poor maintenance and ineffective repairs. Effective inspection and maintenance programs will be critical to encourage vehicle operators to properly maintain their vehicles, as well as discouraging unauthorized tampering with the engine settings and the unauthorized removal of catalytic converters after conversion to unleaded petroleum. The current I/M exhaust test program is an idle test, which although adequate for older vehicles, has been shown to be insufficient with more modern vehicles, and for more stringent emission standards. With implementation of more stringent emission standards and exhaust controls, it becomes imperative to improve the existing LM Seotember 1997 10 GUANGZFfOU IRR ENVIRONMENTAL ASSESSMENT programs to include a loaded transient driving cycle test as well as a test of the fuel evaporation control system. Clean Fuels A proven fleet-wide strategy to reduce the negative environmental and health impacts of emissions from vehicles is the improvement in fuel quality. In Guangzhou most or all of the gasoline sold contains lead, which has significant toxic effects, even at low concentrations. In addition, the introduction of more stringent emission standards will require the production of vehicles equipped with sophisticated emission control systems; these systems require unleaded gasoline for continued operation. Therefore, a program must be undertaken to ensure that the gasoline sold in Guangzhou is free of lead. The elimination of lead from gasoline is recommended for two major reasons. The first, and most important, is the impact of atmospheric lead on the health of the population. Standards for lead have been recognized in many countries, and major studies by the World Bank and by the World Health Organization have suggested that impacts on the growth and development of children, particularly on their intelligence, occur at lead levels significantly below the standards. Lead accumulates in the bloodstream, and studies by the World Bank (Air Quality Management - Case Studies for Developing Countries) have indicated that as much as 90% of the lead in the bloodstream is caused by the exhaust from motor vehicles. The elimination of leaded gasoline in North America has led to a significant decline in the levels of lead in blood in the population. The problem of leaded fuel is particularly acute in areas of high traffic congestion where the population lives and works along the roadside, and particularly where children play and spend time near the road. Even if the current air standards are met, it is possible that serious health impacts are occurring, and it is certain that the sustained growth of the vehicle population will eventually lead to exceedances of the standards. The second reason to eliminate lead is that lead "poisons" the catalysts in catalytic converters and therefore these devices have restricted application in Guangzhou. Catalytic converters are a significant mitigation measure for new vehicles and some retrofit vehicles to reduce hydrocarbon, nitrogen oxide and carbon monoxide emissions. To take advantage of this well-established emission control technology, it is necessary that unleaded fuel be available on a widespread basis. GZ municipal government has decided to use unleaded fuel in overall Guangzhou since Oct, 1, 1997, the unleaded fuel will also be used in overall Guangdong province in 1998, therefore, with the IRR implement, the lead pollution won't be resulted from vehicles. With respect to diesel fuel, the particulate or smoke emissions largely comprise sulfur compounds. Therefore reducing the sulfur content will contribute to a decrease in the amount of particulate emitted from diesel engines, while also allowing the introduction of more stringent standards for diesel engines and more modern engine technologies. !Rennfprmhr 1007 40 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT Alternate fuels are also a means of reducing the negative environmental impact of vehicle emissions. These fuels, such as liquefied propane and compressed natural gas (CN6), comprise hydrocarbons which have a much lower toxicity than those of gasoline. Also, the engines may emit lower emissions of CO and NOx, if they are properly adjusted to take full advantage of the fuel. As an example, CNG fueled vehicles have the potential to emit 97% less CO, 72% less HC, and 39% less NOx, than conventional gasoline engines. Catalytic Converters The installation of catalytic converters is necessary to control automotive pollution, however their introduction must be preceded or accompanied by the distribution of unleaded gasoline. Once this is achieved, emissions may be significantly reduced if vehicles are properly maintained and operated. The environmental component, Guangzhou City Center Transport Project, proposed five strategies for motor vehicle pollution control: * Introduction of unleaded fuel * Catalytic converters * Improvements to existing [/M program * 1/M demonstration projects * Automatic monitoring stations These alternatives could reduce emission rates of individual vehicles and develop the technology for automotive pollution control for the [RR. As a result of limits in expertise and financial resources, some alternatives will be implemented in one or two years, others in the longer term. Urban planning One of the major objectives of the IRR is to reduce traffic congestion in the city center. The IRR can improve city center transport to some extent, reduce traffic congestion and reduce total motor vehicle emissions. Long-term and citywide planning is needed. The strategy for improving road transport should involve consideration of all modes of transport for the city as a whole, short, medium and long term planning components are required. In this way traffic speed on the IRR may be kept to 50 - 60 km/h and additional vehicle emissions can be prevented. Additionally, transportation plans must ensure that the side roads connected with the IRR have the capability to lead away the traffic. The city center has a high density of buildings and traffic which is closely related to the concentration of population and commerce which results in the high level of average daily trips. For urban planning, one task is to decentralize the population by developing residential communities in conjunction with commercial, medical, educational and recreational facilities in the outskirts. Seotember 1997 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT Growth Planning The previous analysis showed that traffic volume is one of the major factors determining pollutant concentrations related to motor vehicles. It is therefore critical to control motor vehicle population growth rate, while reducing the emission rate of individual vehicles. The vehicle fleet was 500,000 in 1994 and will be 881,000 by 2000 and 1,733,000 in 2010. The fleet is growing too fast to be accommodated by present roads. This creates a threat to urban ambient air quality. Development of mass transit systems can limit the fleet growth to some extent and should be encouraged. Sensitive Points To prevent the impact of excessive levels of [[C and NOx, the areas within 100m of the roadway may be assigned uses such as warehouses, shopping arcades, and office buildings instead of residential use. Under the most unfavorable weather conditions, pollutants may exceed the standard at distances of up to 500m. It is recommended that within 500m off the roadway there should be no new construction of sensitive receptors such as hospitals, schools and government offices. Street Configuration Due to the canyon effect, concentrations of pollutants in narrow streets can be twice as much as in wide streets. One way to reduce the concentrations is widening by the distance between buildings on both sides of the road The ratio of roadway width to viaduct width should be greater than 3:1. Awareness Of Photochemical Smog High concentrations of FC and NOx in sunlight can react to produce photochemical pollutants and smog. This -secondary pollution is indicated by rising ozone concentrations. It must be monitored as a high priority. 4.2 Noise 4.2.1 Scope And Applicable Standards 4.2.1.1 Construction As required by the guidelines for environmental assessment of highway projects the scope for construction noise is 50 m on both sides of the highway or road, or distant from a concrete mixer. The standard applied is the Noise Standard for Boundaries of Construction Sites GB 12523-90 (Table 4.2-1). The standard sets limitations to noise levels at the boundaries of construction sites. Table 4.2-1 Noise Standard for Boundaries of Construction Sites GB12523-90 (Leg dB(A)) PHASE NOISE SOURCE NOISE LIMITATION - day-time night-time Earthwork bulldozer, dredger, 75 5 loader Pile piling machinery 85 no operation Structure concrete mixer 70 55 Decoration crane, elevator 65 55 GUANGZFfOU IRR ENVIRONMENTAL ASSESSMENT 4.2.1.2 Operation The scope for traffic noise is 100m laterally on both sides and 1.5 - 51 m vertically. According to the Guangzhou zoning there are four categories which apply (Table 4.2-2) Table 4.2-2 Environmental Noise Standard (dB(A)) APPLICABLE ZONE DAY CATEGORY 1, residential, educational, cultural and governmental 55 145 CATEGORY 2, residential, commercial, industrial or commercial 0 50 CATEGORY 3, industrial complex 70 55 CATEGORY 4, roadsides to trunk with traffic count 100 per hour or more 70__ 55 4.2.2 Noise Source Inventory Construction Noise Source Inventorv Numerous types of machinery are used for road construction. The list includes dredgers, bulldozers, grader, concrete mixers, pavement rollers, loading, drills, and sprayers (Table 4.2-3). Table 4.2-3 Construction Equipment Noise Levels NR Equipment Observation Point To Lmax Source(m) dB(A) 1 Wheeled loading 5 90 2 Grader 5 90 3 Vibration pavement roller 5 86 4 2-wheel vibration pavement roller 5 . 81 5 3-wheel pavement roller 5 81 6 Tire pavement roller 5 76 7 Bulfdozer 5 86 9 Wheeled pneumatic dredger 5 84 9 Sprayer 5 87 10 Power generator 5 98 11 Impact drill 5 87 12 Impact pile driver 5 112 13 Truck 5 92 14 Concrete mixer 5 91 15 Concrete pump 5 85 16 Mobile lift 5 96 17 Pneumatic hammer & rock crusher 5 98 18 Breaker 5 84 19 Pneumatic spanner 5 95 ehicular Noise Sources Noise Levels of Vehicles at 15m are listed in Table 4.2-4. Table 4.2-4 Leg Values for Various Types of Vehicles Vehicle Category I Viaduct Ground Level Road Source Height (60 km/h) (40 km/h) (M) Light-Duty 77.2 72.9 0.6 Medium-duty 76.9 72.5 1.0 Heavy-dutv 83.9 77.9 1.0 Motorcycle 77.4 73.3 0.6 Sertember 1oo7 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT 4.2.3 Noise Impacts and Mitigation Measures 4.2.3.1 Construction Noise Impact Table 4.2-5 provides noise levels of construction machinery at certain distances based on the source levels in Table 4.2-4. The distance at which the standards are applied is the distance between the observer and the machinery. Table 4.2-5 Predicted Noise Levels Of Construction Machinery fdB(A)) Construction Distance Standard Exceed Machinery I Standard Sm lon 20m 40m 50m Day Night Day Night Wheel loader 90 84 78 72 70 75 55 no** 20 Grader 90 84 78 72 70 75 55 no 20 Vibration roller 86 80 74 68 66 75 55 no 9 2-wheel vibration 81 75 69 63 61 75 55 no 6 roller 3-wheel roller 81 75 69 63 61 75 55 no 6 Tire roller 76 70 64 :58 56 75 f2> no I Bulldozer 86 80 74 68 66 75 55 no 11I Tire pen. dredger 84 7& 72 66 64 75 55 no 9 Sprayer 87 81 75 69 67 75 55 no 12 Power generator 98 92 86 80 78 75 55 3 23 Impact Drill 87 81 75 69 67 75 55 no 12 Impact Piling 112 106 100 94 92 85 no* 7 Truck 92 86 s0 74 72 75 55 no 17 Concrete Mixer 91 85 79 73 71 70 55 1 16 Concrete Pump 85 76 70 64 62 70 55 no 7 Mobile Lift 96 90 84 76 74 65 55 9 19 Pneumatic 98 92 86 80 78 75 55 3 23 hammer & rock crusher I I Breaker 84 78 72 66 64 70 55 no 15 Pneumatic 95 83 83 77 75 75 55 no 20 spannerIII The values of construction noise level listed in the table above show the difference of 3 - 9 dB(A) more than the day-time standard and I - 23 dB(A) more than the night- time standard. It can be concluded that construction noise will have some adverse impact on the surrounding 50 m around construction sites, and this xvill be greater during night-time. Mitigation Measures Although it is inevitable that noise w%ill be generated due to construction activities, the impact of noise on the surrounding areas can be mitigated to some extent. Contractors must abide by the provisions for construction noise prevention and control in the Rules tbr Environmental Noise Prevention and Control in Guangzhou. Recommended mitigation measures include: September 1997 44 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT * The prohibition of using noisy machinery, such as percussion hammers, pneumatic drills and rock breakers in middle of the day or during the night; * Employment of low noise machinery, or machinery with noise shielding and absorption, e.g., an on-site power generator with enclosure for noise shielding and absorption; * Good practice. Contractors should rationalize work timetables and sites, keeping noisy operations away from sensitive points; implement regular maintenance and repairs; and employ strict implementation of operation procedures. Temporary enclosure structures with or without absorption lining should be applied to sites with extremely high noise emissions. * Pre-fabrication. Some of the structures, particularly the widely used structures for viaducts of the IRR, should be pre-fabricated off-site and then transported for installation. 4.2.3.2 Operation Impact Analysis Noise at Exting Viaducts Before vs. After Viaduct Construction Renmin Road, with a 2-lane viaduct and 4-lane ground-level roadway is lined by multiple story buildings which are extremely close to the viaduct. Table 4.2-6 shows the difference of noise levels at an observation point before and after the viaduct construction. Table 4.2-6 Noise Level Before vs. After Viaduct Construction of Renmin Road(dB(A)) Monitoring 1/F* 2/F 3/F 4/F 5/F 6/F 7/F 8/F Traffic Timing Volume tnps per hour Before (1995) 72.5 70.4 69.4 69.0 68.9 68.8 68.7 68.5 1437 After (1995) 78.2 77.5 76.3 77.0 76.2 75.2 74.5 74.1 viaduct: 3456 ground. 1524 Increment 5.7 7.1 6.9 8.0 7.3 6.4 5.8 5.6 * I/F, 1st Floor, 2/F, 2nd Floor, etc. The monitoring results show that before viaduct construction, traffic noise level at the Ist and 2nd stories of adjacent buildings exceeded the day-time standard of 70 dB(A) for Category 4 area, but there was no violation at the 3rd story. Afterwards, with the viaduct, the levels exceeded the standard from the Ist to 8th story. The noise increment at each story of the building due to the construction of the viaduct was at least 5.6 dB(A), to a maximum of 8 dB(A). There are a number of reasons for the increase including i) larger traffic volume and speed, ii) the roadway with viaduct t~~-1007 :. GUANGZFOU IRR ENVIRONMENTAL ASSESSMENT and adjacent buildings forms an almost enclosed space where there are direct and reflected sounds from the viaduct bottom and roadside buildings which results in louder noise; and iii) the viaduct is an elevated noise source which results in an enlarged impact area. With vs. fthout Vaduct The Haunshi E. Road is a viaduct on some sections and a ground-level roadway on other sections. The comparison was on two similar sections with and without a viaduct on Ihe road. Table 4.2-7 shows the monitoring readings at each of the floors of buildings at two different road sections with and without the viaduct. Table 4.2-7 Points with vs. without Viaduct on the IIuanshi Road E (dB(A)) 51F I 7/F / 9/F 10/FITrfi Monitoring I/F 2/F 3/F 4/F 5/F 6traf5c Point Volume hour With 73.0 73.1 73.4 74.0 75.0 74.5 74. 74. 74. 74.2 2223* 1__ _ 2 1 0 Without 71.0 71.1 71.4 71.9 71.6 71.1 71. 70. 70. 70.5 2357 0 6 7 Difference 2.0 2.0 2.0 2.1 3.4 3.4 3.2 3.5 3.3 3.7 *traffic counts on both viaduct and ground level roadway, but mostly on the viaduct From a comparison of the noise monitoring readings at the two points, it can be seen that the noise level with viaduct is 2.0 - 3.7 dB(A) greater than without a viaduct. The increase is comparatively lower at the 4th story and below than at the 5th story and above. It is clear that viaducts result in additional noise at the roadside. Multiple Layer iaducts Over Donghao Gully there is a dual-lane, dual-layer viaduct. Monitoring results are listed in Table 4.2-8. Table 4.2-8 Noise Levels at Donghao Gully Viaducts (dB(A)) 3/F 4/F 5/F 6/F 7/F 8/F Traffic Volume 74.5 75.0 1 77.7 77.3 1 77.2 77.1 I/F 1644, 2/P: 2124 Notes: Monitoring point at 5m from roadside line Viaduct, 1/F at 9m and 2/F at 16.5 m Below the 4th story, the noise level drops rapidly as the height diminishes; the maximum noise level is at the 5th story; and decreases slowly as the height increases. The noise level at the 4th story and below is lower than that at the height above because of noise obstruction by the viaduct roadside fence. Comparing the monitoring at viaducts on Renmin Road and Donghao Gully, the maximum noise recorded is higher at Donghao Gully than at Renmin Road for greater traffic volume. The height at which the maximum value is recorded is greater at Donghao Gully than at Renmin Road, and the noise levels above the maximum height are higher at Donghao Gully than at Renmin Road. This example shows that, with the same traffic volume, the more layers of viaduct, the more extensive the noise impact. GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT Conclusions From the above comparisons, three points can be concluded. * Viaducts play an important role in improving road traffic but result in increased noise; * The location of buildings relative to the road is an important factor in determining traffic noise impact; * The more layers of viaduct, the greater the noise impact. IRR Noise Impact Analysis The distance from the roadway at which noise level exceeds the standard varies, depending on the target year and time of day. The height at which noise level exceeds the standard varies depending on the distance from the red line (limit of development or edge of right-of-way). Traffic noise has the most significant impact on the first row of buildings and less impact on the next rows of buildings due to attenuation by the front buildings. It is known from surveys that land uses include industrial facilities, warehouses, coal storage, and freight depots between Ruyifang Interchange and Guangzhou TV Center; and the alignment between the TV Center and Luhu Road borders the railway, where the dominant noise sources are the trains rather than motor vehicles. These two road sections are one third of the length of the IRR, and motor vehicles on the IRR in those sections will not have significant additional adverse impact. Along the rest of the IRR, motor vehicles will cause a major noise impact, where residential buildings, government offices, schools and hospitals border up to 90% of the alignment and commercial and industrial facilities are adjacent to the balance of road. During peak hours in the year 2000, traffic noise levels will meet the Category 4 standard of 70 dB(A) at 50 m from the red line, the Category 3 standard of 65 dB(A) at 80 m, and the Category 2 standard of 60 dB(A) at 100 m and lower than 9m in height, but exceeds the Category 2 standard at more than 9 m high. During day-time, the traffic noise level meets Category 4 at 25 m from the red line, Category 3 at 65 m, and Category 2 at 100 m, except at Hengfu Road which meets Category 2 at 50 m. During night-time, traffic noise levels meet Category 4 at loom except on a few subsections, Category 3 at 100 m and less than 9 m in height, and will exceed Category 2 at less than 100 m. During peak hours in the year 2010, traffic noise levels will meet the Category 4 standard of 70 dB(A) at 70m from the red line, Category 3 standard of 65 dB(A) at 100 m, and Category 2 standard of 60 dB(A) at 100 m and lower than 9 m in height only on a few subsections. During day-time, traffic noise levels will meet Category 4 at 35 m from the red line, Category 3 at 80 m, and Category 2 at 100 m at half of the road sections. During night-time, traffic noise levels will exceed Category 4 at 100 m except at a few subsections, Category 3 at 100 m and less than 9m in height, and will exceed Category 2 and 3 within 100 m. At road sections with a viaduct, the maximum height where the maximum noise level is reached ranges 9 - 15 m from the red line, i.e.the third to fifth floor; and maximum Seotember 1997 d7 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT height 12 - 18 m high at 5 m from the red line. The farther the distance from the red line, the greater the maximum height. The higher the viaduct, the greater the maximum height. A viaduct is an elevated noise source which expands the area and the intensity. The closer the buildings are to the road, the stronger the noise from reflection. Tables 4.2-9 and 4.2-10 show how the noise standards are exceeded at each road section, and Table 4.2-11 presents data from the first row of buildings. Table 4.2-9 IRR Road Sections Exceeding the Noise Standard in 2000 HUANGSHA AVENUE - GUANGYUAN W. RD Peak Hour 5.7-10.4 dB(A)at 0 - Sm to red line; lower than standard at 100m distance and 1.5 - 6m high; 0.6 -16.4 dB(A) at other points Day 2.2 - 6.9 dB(A) at 0 - Sm to red line; lower than standard at 100m ; 0 - 12.9 dB(A) at other points Night 14.5 - 19.2 dB(A) at 0 - 5m to red line; 2.7 - 20.2 dB(A) at other points GUANGYUAN W. RD. - SHOOTING CLUB Peak Hour 6.5 - 10.6 dB(A) at 0 - Sm to red fine; lower than standard at 100m distance and 1.5 - 6m high 0.9 -16.6 dB(A) at other points Day 3.0 - 7.1 dB(A) at 0 - Sm to red line; lower than standard at 100m distance; 0 - 13.1 dB(A) at other points Night 14.8 - 19.4 dB(A) at 0- Sm to red line; 3.2 - 20.4 dB{A) at other points SHOOTING CLUB - LUHU RD. Peak Hour 6,5 - 12.9 dB(A) at 0 - Sm to red line; lower than standard at 100m distance and 1.5 - 12m high; 0.9 -17.4 dB(A) at other points Day 3.0 - 9.4 dB(A) at 0 - Sm to red line lower than standard at 90 - 100m distance; 0 -13.9 dB(A) at other points Night 13.5 - 20.9 dB(A) at 0 - Sm to red line; 2.7 - 21-2 dB(A) at other points HENGFU RD. - YONGFU RD. Peak Hour 0.6 - 5.2 dB(A) at 0 - Sm to red line; lower than standard at 55 - loom distance; 0.0 -10.9 dB(A) at other points Day lower than standard at >21m high on red line, 0.5 - 1.7 dB(A) at <21m high on red line; lower than standard at Sm distance and >15m high, 0.5 - 0.9 dB(A) at Sm distance and <I5m high lower than standard at 50 - oom; 0.0 _-7.4 dB(A) at other points Night 9.4 - 14.0 dB(A) at 0 - Sm to red line; 1.1 -14.7 dB(A) at other points MEIDONG RD, EAST TO THE ZOOLOGICAL GARDENS Peak Hour 5.7 - 10.4 dB(A) at 0 - Sm to red line; lower than standard at 100m distance and 1.5 - 6m high, o.6 -16.4 dB(A) at other points Day 5.7 - 10.4 dB(A) at 0 - 5m to red line; lower than standard at 100m distance and 1.5 - 6m high, o.6 -16.4 dB(A) at other points Night 5.7 - 10.4 dB(A) at 0 - Sm to red line; lower than standard at 100m distance and 1.5 - 6m high a6 -16.4 dB(A) at other points MEIDONG RD. - DADAG RD. Peak Hour 2.3 - 7.3 dB(A) at 0 - 5m to red line; lower than standard at 100m distance and 1.5 - 6m high, o.6 -16.4 dB(A) at other points Day 5.7 - 10A dB(A-) at 0 - 5m to red line; tower than standard at 100m distance and <l5m high, 0.2 - 13.6 dB(A) at other points Night 11.3 - 16.1 dB(A) at 0 - 5m to red line; 0- 1 - 12.4 dB(A) at other points DADAO RD. - DONGHUA E. INTERCHANGE Peak Hour 3.2 - 9.6 dB(A) at 0 - 5m to red line; lower than standard at 100m distance and <9m high, 0.2 - 13.6 dB(A) at other points Day lower than standard at <6m high, 0.8 - 3.8 dB(A) at >6m high and 0 - Sm to red line; lower than standard at 100m; 0.0 -12.4 dB(A) at other points Night 11.1-16.1 dB(A)at0-5mtoredline; 1.4 - 19.7 dB(A) at other points September 1997 48 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT Table 4.2-9 IRR Road Sections Exceeding the Noise Standard in 2000 DONGHUA E. INTERCHANGE - JIANG WAN BRIDGE Peak Hour 3.2 - 9.6 dB(A) at 0 - 5m to red line ; lower than standard at 10m distance and <I8m high, 0.1 -14.9 dB(A) at other points Day lower than standard at <6m high, 1.1 - 6. 1dB(A) at >6m high and 0 - Sm to red line, lower than standard at 00im distance, 0.1 - 11.4 dB(A) at other points Night 13.0 - 18.2 dB(A) at 0 - 5m to red line; 0.3 -18.7 dB(A) at other points BAOGANG RD. (TI3) Peak Hour 7.1 - 11.8 dB(A) at 0 - 5m to red line; lower than standard at 00im distance and <9m high, 1.3 -17.4 dB(A) at other points Day 3,6 - 8.3 dB(A) at 0 - 5m to red line; lower than standard at 100m distance; 0.0 - 13.9 dB(A) at other points Night 15.9 - 20.6 dB(A) at 0 - Sm to red line; 3.1 - 21.0 dB(A) at other points HONGDE RD. - RENMIN BRIDGE Peak Hour lower than standard at <3m high, 1.9 - 10.0 dB(A) at 0 - Sm to red line; lower than standard at 100m distance and <9m high, -3 - 16.0 dB(A) at other points Day lower than standard at <6m high, 3.5 - 6.5 dB(A) at 0 - Sm to red line; lower than standard at 100m distance; 2.9 - 12.5 dB(A) at other points Night 5.9 - 18.8 dB(A) at 0 - 5m to red line. 0.2 - 14.8 dB(A) at other points LIUERSAN RD. Peak Hour 5.7 - 9.7 dB(A) at 0 - 5m to red line; lower than standard at 1O0m distance and less than 6m high, 0.3 -15.7 dB(A) at other points Day 2.2 - 6.2 dB(A) at 0 - 5m to red line; lower than standard at loom , 0.2 - 12.5 dB(A) at other points Night 14.5 - 18.5 dB(A) at 0 - 5m to red line; 0.2 -14.8 dB(A) at other points Table 4.2-10 IRR Road Sections Exceeding the Noise Standard in 2010 HUANGSHA AVENUE - GUANGYUAN W. RD. Peak Hour 7.9 -12.2 dB(A) at 0 - Sm to red line; 1.2 - 18.2 dB(A) at other points Day . 4.4 - 8.7 dB(A) at 0 - 5m to red line; lower thart standard at l00m and <9m high ; 0.8 - 14.7 dB(A) at other points Night 16.7 - 21.0 dg(A) at 0 - Sm to red line; 5.5 - 22.0 dB(A) at other points GUANGYUAN W. RD. - SHOOTING CLUB Peak Hour 7.1 - 12.2 dB(A) at 0 - Sm to red line; 0.4 -17.7 dB(A) at other points Day 3.6 - 8.7 dB(A) at 0 - Sm to red line; lower than standard at l00m distance and <9m; 0.2 - 14.2 dB(A) at other points Night I5.8 -21.0 dB(A) at 0- 5mtoredline; 4.2 - 21.5 dB(A) at other points SHOOTING CLUB - LUHU RD. Peak Hour 7.6 - 14.0 dB(A) at 0 - Sm to red line; 0.3 -18.5 dB(A) at other points Day 4.1 - 10.5 dB(A) at 0 - Sm to red line; lower than standard at 100m distance; 0.4 -15.0 dB(A) at other points Night 16.3 - 22.8 dB(A) at 0 - 5m to red line; 3.2 - 22.3 dB(A) at other points HENGFU RD. - YGNGFU RD. Peak Hour 7.5-- 12.3 dB(A)at 0- 5m to red line 1.0 -17.9 dB(A) at other points Day 4.0 - 8.8 dB(A) at 0 - Sm to red line, lower than standard at loom distance and <12m high; 0.3 -14.4 dB(A) at other points Night 16.3 - 21.1 dB(A) at 0 - 5m to red line; 4.8 - 21.7 dB(A) at other points MEIDONG RD, EAST TO THE LOOLOGICAL GARDENS Peak Hout t 6 - 7.7 dB(A) at 0 - 10m to red finp_ lower thanstandard at 15 - 30m; 78 - 12.0 dB(A) at 50 - 100m Day 0.8 - 4.2 dB(A) at 0 - 5m to red line; lower than standard at 10 - 30m 4.3 - 6.7 dB(A) at 50 - loom Night 1.6-16.5 dB(A) at 0- 30m to red line; 11.6-14.0 dB(A) at 50- lOOm September 1997 49 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT Table 4.2-10 IRR Road Sections Exceeding the Noise Standard in 2010 MEIDONG RD. - DADAO RD. Peak Hour 4.4 - 9.1 dB(A) at 0 - Sm to red line; lower than standard at 1OOm distance and <9m high; 0.1 - 14.5 dB(A) at other points Day 0.5 - 5.6 dB(A) at 0 - 5m to red line; lower than standard at 100m distance; 0.1 - 11.9 dB(A) at other points Night 13.2 - 17.9 dB(A) at 0 - 5m to red line; 1.8 - 19.2 dB(A) at other points DADAO RD. - DONGHIUA E. INTERCHANGE Peak Hour 5.0 - 11.3 dB(A) at 0 - Sm to red line; lower than standard at 100m distance and <9m high; 0.5 - 17.6 dB(A) at other points Day 1.5 - 7.8 dB(A) at 0 - Sm to red line; lower than standard at 1OOm distance and 12m high; 0.3 -14.1 dB(A) at other points Night 1 13.8 - 201 dB(A) at 0- 5m to red line; 3.1 - 21.4 dB(A) at other points DONGHUA E. INTERCHANGE - JIANGWAN BRIDGE Peak Hour 5.0 - 11.0 dB(A} at 0 - 5m to red line; lower than standard at 100m distance and <9m high, 0.1 -16.6 dB(A) at other points Day 1.5 - 7.5 dR(A) at >6m high and 0 - Sm to red line, lower than standard at 1 00m distance; 0.1 - 13.1 dB(A) at other points Night 113.8 - 19.8 dB(A) at 0 - 5m to red line; 1.9 - 20.4 dB(A) at other points BAOGANG RD. (T13) Peak Hour 8.3 - 13.3 dB(A) at 0 - Sm to red line; 1.8 -18.7 dB(A) at other points Day 4.8 - 9.8 dB(A) at 0 - 5m to red line; lower than standard at 100m distance and <12m high; 0.5 - 15.2 dB(A) at other points Night 17.1 - 22.1 dB(A) at 0 - Sm to red line; 5.6 - 22.5 dB(A) at other points HONGDE RD. - RENMIN BRIDGE Peak Hour lower than standard at <3m high, 3.1 - 11.2 dB(A) at >3m and 0 - 5m to red line; lower than standard at <6m high and 10 - 100m distance and <9m high; 0.3 - 18.9 dB(A) at other points Day lower than standard at <6m high, 4.7 - 7.7 dB(A) at >6m and 0 - 5m to red line; lower than standard at <6m and 10 - 100m distance; 0.3 - 15.4 dB(A) at other points Night 7.0- 20.0 dB(A) at 0- 5m to red line; 1.6 - 22.7 dB(A) at other points LIUERSAN RD. . Peak Hour 6.3 - 10.4 dB(A) at 0 - Sm to red line; lower than standard at 100m distance and <3m high; 0.2 - 16.5 dB(A) at other points Day 2.8 - 6.9 dB(A) at 0 - 5m to red line; lower than standard at 100m and <12m; 0.1 - 13.0 dB(A) at other points Night 15.1 - 192 dB(A) at 0 - 5m to red line, 3.A - 203 dB(A) at other points Table 4.2-11 Road Sections Exceeding Noise Standard at First Row of Buildings (dB(A)) Road Section Peak Hour Day-Time Night-Time 2000 2010 2000 2010 2000 2010 Huangsha Ave - 6.5-9.5 7.9-11.3 3.0-6.0 4.4-7.8 15.3-18.3 16.7-20.1 Guanguan W. Rd. Guanguan W. 6.0-9.7 7.1-10.7 2.5-6.2 3.6- 7.2 14.8 - 18.5 15.9 - 19.5 Rd. - Shooting Club Shooting Club - 6.5-11.1 7.6-12.2 3.0-7.6 4.1-8.7 15.3-19.9 16.4-21.0 Luhu Rd. Hengfu Rd. - 0.6-4.2 7.5 - 11.5 lower than standard at >1.5 m 9.4-13.0 16.3 -20.3 Yongfu Rd. 4.0- 8.0 0.2 - 0.7 at <1.5m Meidong Rd., E. lower than standard at >39m lower than standard 7.7- 11.4 9.5 - 13.1 to Zoo 0.7-4.3 0.1 -0.8 at <2 Im 1 0.2 - 2.6 at <39m Meidong Rd. - 2.3-6.6 I 4.4 -8.4 lower than standard at <6m 11.1-15.4 13.2- 17.2 .;;ntpmhpr 1997 50 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT Table 4.2-11 Road Sections Exceeding Noise Standard at First Row of Buildings (dB(A)) Road Section Peak Hour Day-Time Night-Time 2000 2010 200 L2010 2000 2010 Dadao Rd 0.9- 4.9 1.0 - 3.1 at>15 i Dadao Rd. - 3.2-8.9 5.0- 10.6 10.1-5.4 1.5-7.1 12.0-17.7 13.8-19.4 Donghua E.12.-1.6 Intercha - 42-8.1 5_0- 9.8 0.7- 4.6 1.5-6.1 13.0-16-9 iangwna Bridge I_I _I Baogang Rd. 7.2-10.6 8.5-12.1 3.7-7.1 5.0-8.6 16.0-19.4 17.3-20.9 (T I3)I Hongde Rd. - lower than standard at <3m lower than standard at <6m 6.2 - 17.9 7.4- 19.1 Remmn Bndgc lower than standard at <3m lowr than standard at <6m 1.9 - 9.1 at >3 m 3.1 - 10.3 4.2 - 5.6 at >6m 5.4 - 6.8 Lieursan Rd. 5.7-8.9 1 6.3-9.6 2.2 -5.4 2.8 - 6.1 14.5 - 17.7 15.1 - 18.4 Interchanges Noise levels at the first row of buildings around interchanges exceed day-time standards by more than 4.3 dB(A) and night-time standards by more than 16.6 dB(A) (Table 4.2-12). The maximum noise levels are 21.7 dB(A) and 23.3 dB(A) higher than the night standard, and 9.4 dB(A) and 11.5 dB(A) higher than the day-time standard in the years 2000 and 2010 respectively. Noise is predominant around interchanges. Table 4.2-12 Noise Levels at First Row of Buildings Around Interchanges (dB(A)) Interchange 2000 2010 Day-time Night-time Day-time Night-time Ruyifang 78.4 75.7 80.2 77.5 Meidong 74.3 71.6 76.1 73.4 Donghua E. 76.9 74.2 78.6 75.9 Shushe 79.4 76.7 81.5 78.3 Baogang . 79.2 76.5 80.8 78. 1 Zhengan 78.5 75.8 80.6 Sensitive Points The following table shows how much the standard is exceeded at sensitive points. Table 4.2-13 Noise Levels E ceeding Standard at Sensitive Points (dB(A)) Point Peak Hour Day Time Night-time Zoning I Category NR 2000 2010 2000 2010 2000 2010 1 16.3 17.3 12.8 13.7 20.1 21.1 2 2 6.4 8.2 2.9 4.7 15.2 16.9 4 3 9.5 11.3 6.0 7.8 18.3 20.1 4 4 7.9 9.7 4.4 6.2 16.7 18.5 4 5 7.9 9.7 4.4 6.2 16.7 18.5 4 6 J9.5 11.1 6.0 7.6 13.3 14.9 2 7 9.5 11.1 6.0 7.6 13.3 14.9 2 8 2.6 4.4 ok 0.9 11.4 13.0 4 9 9.5 11.3 6.0 7.8 18.3 20.1 4 10 8.4 10.1 4.9 6.6 17.2 18.9 4 11 7.6 8.5 14.1 5.0 16.4 17.3 4 12 7.1 1 8.0 3.6 4.6 15.9 16.8 4 September 1997 51 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT Table 4.2-13 Noise Levels Exceeding Standard at Sensitive Points (dB(A)) Point Peak Hour Day Time Night-time Zoning Category 13 2. 1 9.3 ok 5.8 10.9 18.1 4 14 2,7 10.1 ok 6.6 11.7 18.9 4 15 3.4 10.4 ok 6.9 12.2 19.2 4 16 5.0 8.9 1.5 5.4 8.8 12.7 2 17 4.4 5.5 0.9 2.0 13.2 14.3 4 18 5.9 7.7 2.4 4.2 14.7 16.5 4 19 3.8 5.6 0.3 2.1 12.6 14.4 4 20 4.2 5.9 0.7 2.4 13.0 14.7 4 21 3.8 5.6 0.3 2.1 12.6 14.4 4 22 6.8 8.5 3.3 5.0 10.6 12.3 2 23 5.2 6.9 1.7 3.4 14.0 15.7 4 24 5.5 7.2 2.0 3.7 9.3 11.0 2 25 8.9 10.4 5.4 6.9 17.7 19.2 4 26 5.9 7.6 2.4 4.1 14.7 16.4 4 27 11.8 13.3 8.3 9.8 20.6 22.1 4 28 11.3 13.0 7.8 9.5 20.1 21.8 4 29 7.4 8.7 3.9 5.2 16.2 17.5 4 30 6.5 8.2 3.0 4.7 10.3 12.0 2 31 11.8 13.3 9.3 9.8 14.7 16.4 4 32 10.5 12.2 9.0 10.7 14.3 16.0 2 33 9.7 11.5 6.0 8.0 13.5 15.3 2 34 1.1 3.2 ok ok -14.9 70 2 Notes: 1. Shamian Island: 2. Guangzhou Railway Kindergarten No. 2; 3. Guangzhou Railway Hospital; 4. Guangzhou High School No. 50. 5. Guangzhou High School No. 1; 6. Guangzhou Railway High School No. 3: 7. Guangzhou Railway Primary School No. 2; 8.Guangzhou Railway Kindergarten No.4; 9. Huangsha Avenue Primary School; 10. Primary School to Guangzhou Normal College; 11. Guangzhou Children Center; 12. Guangzhou Elders Center: 13. Guangzhou Skin Disease Institute: 14. Guangdong Chinese Medicine Hospital No.2; 15. Hengfu High School; 16 Guangdong Banking Hospital; 17. Xinghai Music School; 18. Guangzhou Zoological Gardens 19. Shadong High School; 20. Donghuan High School, 2L Guangdong Family Planning Research Institute: 22. Guangzhou High School No.62; 23. Guangzhou Railway Kindergarten; 24. The Standing Committee: 25. Dongshan People's Hospital; 26. Dongshan Caiynan Kindergarten; 27. Guangzhou Worker's Palace No 2: 28. Guangdong Ocean & Fishery Agency 29. Baoyu Zijie Primary School; 30. Baoxian St. Primary School. 31. Red Cross Hospital: 32. Haizhu District Government: 33. Huanghuashu Primary School: 34. Longqingli Primary School. Noise levels at the sensitive points during peak hours will exceed the standard by 1.1 - 17.3 dB(A) when the IRR is in operation in 2000 and 2010. Day-time noise levels will exceed the standard at all sensitive points with few exceptions. The situation is worse during night time, exceeding the standard by more than 10 dB(A) in most cases, and by a maximum of 22.2 dB(A). Ifth vs. Ifthout the IRR The Project Office provided the EA team with data on traffic volume and speed patterns on the IRR alignment in 2000 and 2010 if the IRR is not built. The FHWA model was used to forecast noise levels, with corrections for more frequent use of horns. Horns can contribute 3 - 5 dB(A) to hourly Leq Without the IRR in the year 2000 and 2010, traffic noise levels along the IRR alignment exceed the Category 4 standard. When the IRR is in operation, traffic noise levels will be higher than without the IRR. The increment is varied along the Seotember 1997 52 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT IRR and ranges between 0.1 - 7.0 dB(A). It is fair to say that the IRR has an adverse impact in terms of noise. Along the IRR alignment, additional viaducts may increase noise levels from 2 - 6.4 dB(A) on the existing trunk roads, such as Huansha Avenue to Guangyuan W., Hengfu Rd. - Yongfu Rd., Liuersan Rd., and Meidong Road - Jiangwan Bridge; from 5 -7 dB(A) on the low traffic volume or new roads, like Meidong Rd., and T13; and on interchanges the increase will be 5 - 6.5 dB(A). The predicted increases attributed to the ring road are summarized in Table 4.2-14 and shown in Figures 4.2-1 and 4.2-2. Table 4.2-14 Noise Level Increment Between with vs. without IRR (dB(A)) IRR Road Section 2000 2010 peak hour day-time night time peak hour day-time night- ___________ time Huangsha Ave - 2.1-4.0 2.1-4.0 2.1-4.0 0.1-2.6 0.1-2.6 0.1-2.6 Guangyuan W Rd. Guangyuan W. Rd - 3.5-4.1 3.5-4.1 3.5-4.1 0.6-3.7 0.6-3.7 0.&-3.7 Shooting Club Shooting Club - 1.4-2.4 1.4-2.4 1.4-2.4 2.2-3.1 2.2-3.1 Lubu Rd. Hengfu Rd. - 0.6-.0 0.6-1.0 0.6-1.0 1.9-7.0 1.9-7.0 1.9-7.0 Yongfu R d Meidong E. to Zoo 2.6 2.6 2.6 3.8-4.2 3.8-4.2 3.8-4.2 Meidong Rd. - 2.0-5.6 2.0-5.6 2.0-5.6 1.2-4.4 1.2-4-4 1.2-4.4 Dadao Rd. Dadae Rd. - 4.3-5.4 4.3-5.4 4.3-5.4 0.6-4.7 0.6-4.7 0.6-4.7 Donghua E. Interchange DonghuaE_ 53-6A 53-6.4 53-6A L6-5A L6-5A L&-5A Interchange Jiangwan Bridge Baogang Rd. (T13) 5.6-6.1 5.6-6.1 5.6-6.1 4.4-5.2 4.4-5.2 4.4-5.2 Hongde Rd. - 4.1-5.3 4.1-5.3 4.1-5.3 5.2 5.2 5.2 Remmin Bridge I Liuersan 3.0-4.8 3.0-4.8 3.0-4.8 4.2-7.4 4.2-7.4 4.2-7 4 At the sensitive points above, traffic noise is louder with than without the IRR, 1.0 - 5.3 dB(A) more as shown in Table 4.2-15 and Figures 4.2-3 and 4.2-4. There is no roadway and traffic east of the zoo. Noise pollution control measures are absolutely necessary to prevent the excessive impact of traffic noise on the zoo. Table 4.2-15 Noise Level Increment at Sensitive Points with vs. without IRR (dB(A)) Sensitive Without IRR With IRR Increment Point 1995* 2000 2010 2000 2010 day night day night dav night day night day a* ht 1 475 43.8 69. 67.1 70.0 67.3 72.4 69.7 74.2 715 2.6-4.2 _ 8 - - 2 69.8 67.7 69. 67.7 70.8 68.1 72.8 70.1 73.8 71.1 3.0 .72.5 71.5 72. 69.6 74.1 71.4 74.4 71.7 76.2 73.5 2.1 _ _ . 1 1_ 4 71.0 64.5 71. 68.2 73.8 699 74.9 72.2 77.8 73.9 3.0-3.9 9 Seotember 1997 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT Table 4.2-15 Noise Level Increment at Sensitive Points with vs. without IRR (dB(A) Sensitive Without IRR With IRR Increment Point 1995* 2000 2010 2000 2010 day night dy night day night ight day night 5 56.9 543 60. 57.8 6L4 58.7 61.5 58.8 654 62.7 L.0-4.0 5 6 71.1 64.2 69. 66.0 71.2 68.5 71.7 68.0 72.4 69.7 1.2-2.0 7 7 69.9 678 69. 66.0 70.8 68.5 71.7 69.0 73.4 69.7 2.0-2.6 7 1 4 8 67.6 6L5 63. 59.0 66.3 61.8 69.0 643 70.7 66.0 4.4-5.3 _ _ _ _ _ _7 T T"I_ _ - _ I _ _ _ _ Notes: monitoring readings 1. Guangzhou Zoological Gardens: 2. Shamian Island: 3. Guangzhou High School No 1; 4. Primary School to Guangzhou Normal College; 5. Guangdong Banking Hospital, 6. Donghuan High School; 7. Guangzhou Railway Kindergarten; 8. Haizhu District Govenunent. Mitigation Measures Although it is not possible to reduce traffic noise to the standards designated in economic, technical and environmental terms, it is necessary to reduce traffic noise as much as possible by all feasible means. This can be done by a combination of the application of site-specific noise control measures and long-term planning. Table 4.2-16 provides a comparison of the effectiveness, advantages and disadvantages and approximate cost of a number of engineered solutions under consideration to mitigate potential effects of noise along the IRR. Table 4.2-16 Comparison of Engineered Mitigation Options for Noise Method Effectiveness Advantages/Disadvantages Approximate Comments (Range dB(A)) Cost Sound Most effective in open areas Absorbing 5-20 Minimizes noise reflection RMBROO-1000 Actual noise Noise Barrier Does not conflict with sunshine and per square reduction on landscape meter viaduct around Effectiveness of noise baiers wil be 3-5 dB(A) reduced due to the ground level traffic Proximity of first row of buildings adjacent to the viaduct reduces noise barrier effectiveness Reflective Minimizes impact on sunshine Noise Barrier 5-20 Does not absorb noise RMB850 per Actual noise (transparent) Effectiveness of noise barriers will be square meter reduction on reduced due to the ground level traffic viaduct around Proximity of first row of buildings 3-5 dB(A) adjacent to the viaduct reduces noise barrier effectiveness Sound Requires high speed (>50 kph) traffic Absorbing up to 5 and smooth surface for maximum benefit RMB240 per Has been used Pavement Pavement wear increases square meter extensively in Avoid Heavy Duty Vehicle traffic on HoigKong surface Based on Hong Kong costing information Ce* * of Guang houh d C*ur T.v. egu-R~ R N-E %/4~~ Luhu Rd Hunsbi RdE -_Dcnghfng Rd E W-S-S NOI 2hangshafl Rd.Na2hrw,a uP~ghen -k OUoomd -MW Rø'I ~<6dl - Jiangm HInjuangu d Noise L Icrese (dB) Not Evatuated Oto2 2to 4 -.e to 6 Figure 4.2-1 Noise Level increase along Alignment Attributed to Inner Ring Road - 2000. M4.2-1 200FpW lIft MØit n .uhu Rd. > i Huønsh Rd E o hZhangt~ Rd, DunbeRd, khu Hoedt. -- I Jing~. - - r in ia ngR d . ~-SrI~e IfHalyin H n haTunan "a dgg S os LNoise lev I crease (dB) Kilometerm *Not Evaluated 0 ato 2 salet4000 - 2 to 4 4 to 6 Figure 4.2-2 Noise Level increase along Alignment Attributed to Inner Ring Road - 2010. M4.2-2 2010WWil'M # lt  Luhu Rd. Duobac Dongfang Rd E No Z ng h- Rd N2 9ha n zh48 z U~bb Rd. ,,Wow -Pdnd River '---IJlangwan BNnjiangRd ddg H2lyin-- -kornn i~fce (dB) Huangsha Tunnel , 25 0 05 1I-ø 3 III ølM. sense:1:48oo \ - \Day ElI Niglit Figure 4.2-3 Predicted Exceedance of Noise Standards at Sensitive Receptors - 2000. Ø4.2-3 2000F%1A M~Mij4t øs 6 m % t-A- Cetr Guart au 6.ou entGa fu RdiI Yang?. Rd '~ \\ oloufY nOfIv..J1 LuhuRd. L C' - / 2- - Huanshi Rd E Duobao - \ Dongteng Rd E .1] N No8 ZhOngshan d. NO22hongsha Zhp n ninpangRdR Ler River n - gridø* Huangsha Tunnelddg SSnjian - Kiometers scale145000 - ~ EJ Nlght -inø ~ dll -- 12 Figure 4.2-4 Predicted Exceedance of Noise Standards at Sensitive Receptors - 2010. M4.2-4 2010 1 W M IMM G-ft Im GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT Table 4.2-16 Comparison of Engineered Mitigation Options for Noise Method Effectiveness Advantages/Disadvantages Approximate comments (Range dB(A)) ________________Cost Double Will require Glazed 15 May reqtreprovision of air conditioning RMB 2800 per retrofit of two Windows household w=kYws about 6 square meters (includes RMB1000 for air condtionag) Effectiveness analysis for noise barrier For the noise barrier on viaduct The noise barrier on a viaduct will reduce the noise level as the following: AL, (x, y) = Leq(x, y) w,,, - Leq(x, y' As a example, the effectiveness of the noise barrier on TI 3 E. is shown in table 4.2-17 and fig.4.2-5. TABLE 4.2-17 NOISE FIELD VERTICAL DISTRIBUTION ALONG TI3 E. WITH A NOISE BARRIER ON VIADUCT (PEAK HOUR, 2000) Distance (m) 5m from the planned red line Height (in) 1.5 3.0 o6.0 9.0 12.0 15.0 18.0 21.0 24.0 27.0 30.0 33.0 36.0 no barrier 77.3 77.6 78.8 79.804 80.6 80.2 79.9 79.5 79.3 79.0 78.7 78.4 with 3.5m height 76.3 76.4 77.0 74.9 75.6 78.1 78.7 78.7 78.7 79.1 79.0 78.7 78.4 barrier 4.Om height 76.3 76.4 76.9 74.7 75.0 77.5 78.3 77.4 78.5 78.8 78.8 78.7 78.4 4.5m height 76.2 76.3 76.8 74.6 74.6 76.5 77.7 77.1 78.0 79.3 78.5 78.5 78.4 noise 3.5m height 1.0 1.2 1.8 4.4 4.8 2.5 1.5 1.2 0.8 0.2 0.0 0.0 0.0 level 4.0m height 1.0 1.2 1.9 4.6 5.4 3.1 1.9 1.5 1.0 0.5 0.2 0.0 0.0 reduction 4.5m height 1.1 1.3 2.0 4.7 5.8 4.1 2.5 1.8 1.5 1.0 0.5 0.2 0.0 The result of the modeling indicates that the effectiveness of the noise barrier on the viaduct is not very good if the road has ground traffic and elevated traffic as well. For 3.5m height barrier, noise reduction is up to 4.4-4.8 dB(A) only at the height from 3rd to 4th floor, for other floors, the reduction is little; for 4.Om-4.5m height barrier, noise reduction is up to 3.1-5.8 dB(A) only at the height from 3rd to 5th floor, for other floors, the reduction is little. For the noise barrier on the groundroad As a example, the effectiveness of the noise barrier on Meidong N.( by the zoological garden) is analyzed according to equation (13),and is shown in table 4.2-1 - 19 and fig.4.2-6 - 7. TABLE 4.2-18 NOISE FIELD VERTICAL DISTRIBUTION ON EAST SIDE OF MEIDONG N. WITH NOISE BARRIER (PEAK HOUR, 2000) Distance (m) 5m from the planned red line (the first row buildings) Height (m) 1.5 3.0 6.0 9.0 112.0 15.0 18.0 21.0 24.0 27.0 30.0 33.0 36.0 no barrier 74.1 74.0 73.8 73.4 173.0 72.6 72.2 71.8 71.5 71.1 70.8 70.5 70.2 with 3.5m height 58.9 61.9 72.6 72.3 72.1 71.8 71.5 71.2 71.0 70.7 70.8 70.5 70.2 barrier 4.Om height 57.9 60.4 71.5 72.3 72.1 71.8 71.5 71.2 71.0 70.7 70.8 70.5 70.2 4.5m hei ht 57.0 59.1 68.5 72.3 72.1 71.8 71.5 71.2 71.0 70.7 70.8 70.5 S'otember 1997 55 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT Distance (M) 5m from the planned red line the first row buildings Height(m) 1.5 3.0 6.0 9.0 12.0115.0 18.0 21.0 24.0 27.0130.0 33.0136.0 noise 15.2 12.1 1.2 1.1 0.9 0.8 0.7 0.6 0.5 0.4 0.0 level 4.Omheig 16.2 2.3 1.1 0.9 0.8 0.7 0.6 0.5 0.4 0.0 0.0 0.0 17114.9 5.3 1.109 10.8 0.7 0.6 0.5 0.4 0.0 0.0 0.0 TABLE 4.2-19 NOISE FIELD DISTRIBUTION ON WEST SIDE OF MEIDONG N. WITH A NOISE BARRIER (PEAK HOUR, 2000) Height (m) 1.5m (the protective area of the Zoological Garden) Distance (m) 0 5 10 15 20 25 30 50 100 no barrier 75.9 72.6 69.8 67.4 65.2 63.1 62.9 60.7 58.4 with 3.5m height 56.3 54.3 52.5 50.3 48.1 46.0 45.8 43.4 40.6 barrier 4.Om height '559 53-3 51A 49.2 47.0 44,9 44.7 423 39.6 4.5m height 55.9 52.6 50.4 48.2 46.1 44.0 43.8 41.4 39.0 noise 3.5m height 19.6 18.3 17.3 71.1 17.1 17.1 17.1 17.3 17.8 level 4.Om height 420.0 19.3 18.4 18.2 18.2 18.2 19.2 18.3 18.3 reduction 4.5m height 20.0 _ 20.0 19.4 19.2 19.1 19.1 19.1 19.3 19.4 The result of the modeling indicates that, if there is open air along the roadside, the noise reduction of the barrier on the groundroad is obvious, and 6.5m-8.5m height barrier can reduce noise level up to 17dB(A); if there are high buildings along the roadside, the effectiveness of 4.0-5.Om height barrier is good only from Ist to 2nd floor, and is not obvious for other floors. So the noise barrier measure is feasible for the protective area of the Zoological Garden, but is not sufficient for the roadside high residential buildings without combination with other measures. Land use planning. The distance between the first row of buildings and the IRR red line must not be less than 20m and incorporate vegetation buffer in the newly developed and redeveloped areas. Buildings violating the regulations or within the red line should be demolished. It is not good practice to change the first floor of roadside buildings into pedestrian walkways as the noise level would be as high as or higher than that measured on Renmin Road with a viaduct. The first row of buildings along the IRR should not be assigned sensitive uses such as schools, hospitals and kindergartens. Within 100m of the red line the land can be assigned for commercial facilities, parking lots and other insensitive uses. Planned internal structure of residential buildings is a means to prevent direct noise impact on people, by allocating bathrooms, kitchens and elevators to be on the side facing the road; The first row of buildings should parallel the road to mitigate traffic noise impact on the next rows of'buildings. September 1997 56 81 Z 78 -0- no noise barrier E 77 76 --3.5m height barrier 75 ....4.Om height barrier 7 4 .. ....... ... 73 W 4.5m height barrier 1.5 6 12 18 24 30 36 42 48 y (M) Fig.4.2-5 Noise field distribution Ti 3 E.with vs without noise barrier on viaduct (x=5m,peak hour,2000) 75- -0-no noise barrier a 65 --------------------- -------------- ---4.Om height barrier ---4.5m height barrier -X- 5.0m height barner 55 m %C eq 'n 00 - r r- C ~ ' ' r -4 n v (M) Fig.4.2-6 Noise field distribution on east side of Meidong N. with vs without noise barrier (-x=5m,peakhour,2000) 75 -. .- . - . - - . --- --...---_ __-_ _- --no noise barrier 65 -. -06.5m height barrier < 7.5m height barrier --*-8.5m height barrier' 45 -. .... 35 0 5 10 15 20 25 30 50 100 x (M) Fig.4.2-7 Noise field distribution along the protective area of the Zoological Garden with vs without noise barrier ( y=1.5m,peak hour,2000) a a he GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT Configuration and construction materials. As few viaducts as possible should be constructed. Double or multiple layers of viaduct should not be constructed, especially in Baogang Road. Porous materials can be used to replace concrete or asphalt for smoothness and sound absorption. This modification to the road surface can reduce noise emissions of individual vehicles by 5 dB(A). The IRR needs this type of sound absorption pavement in total length of 8.05 km. See Figure 4.2-8. Application of flexible joints and larger structures can reduce the number of joints and vehicle bumps. Flexible supports, e.g., rubber plates and ball supports can reduce structural noise. Noise barriers The barriers on both sides of the IRR are for noise shielding and have an absorptive lining. The location, shape, materials and height are dependent on the roadside buildings, noise level, resistance to wind and erosion, safety and urban landscape, which requires research and experimentation. Barriers will be designed by the municipal engineering institute and constructed on the viaducts except the zoo. The noise barriers are recommended to take a shape like 1 1, 3.66 km long in total. See Figure 4.2-9. On-site protection Retrofitting and the use of double-glazed windows in combination with ventilation systems can be applied to sensitive receptors, the first row of residential buildings and other establishments sensitive to noise along the roadway and around interchanges. Protection at sensidve points * The Zoo. The subsection east to the Zoological Gardens from Xianlie intersection, 0.5 km long and will require effective noise protection. The subsection further south to Haunshi E. Road (0.6 km long) needs absorption barriers on both sides. * Shamian Island. Principally for reasons of urban landscape the Liuersan alignment is existing ground road widening with sound absorption pavement. This option results in a noise level 2 - 3 dB(A) lower than the viaduct option. * Other sensitive points need site specific noise control measures such as noise barriers, sound absorption pavement and double-glazed windows. Alternative Alignment With respect to potential noise impacts, the selected alignment along Nantian Road is preferred over T13 which due to the proposed alignment is wide enough for the road September 1997 57 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT and allows the appropriate setbacks for the first row of buildings, As seen in Table4.9-1. Others Other measures include more stringent noise emission standards for motor vehicles, I/M programs for regular inspection and enforced repairs of failed vehicles, phasing out noisy vehicles, vehicle noise emission control planning, and traffic management. Effective means to reduce emissions ,speed limits, and regular inspection and maintenance of the road surface. Summary With the development of the economy and automotive production technologies, more stringent vehicular noise standards can be enforced to reduce emissions. After using such measures as sound absorption pavement and noise barriers, noise level can be reduced by 5 - 10 dB(A). If the roadway east to the Zoological Gardens incorporates an effective noise protection design, noise impact will be negligible. noise level can be reduced by 3 - 25 dB(A). If retrofitting with double-windows and ventilation systems is applied to sensitive points, the first row of residential buildings and other establishments sensitive to noise along the roadway and around interchanges, the indoor noise level would be equivalent or lower than the standard designated for the area. There will be no new distinct noise impact 4.3 Vibration 4.3.1 Scope And Applicable Standards The assessment of traffic vibrations is on areas 50 m on both sides of the IRR. Presently there is no zoning in Guangzhou where applying the Environmental Vibration Standard for Urban Areas is required. Due to the similarity between noise and vibration, this assessment referred to the Zoning of Guangzhou Applying the Environmental Vibration Standard for Urban Areas, No. 58, 1995, Guangzhou Municipality. The areas are zoned to apply standards for residential, educational and cultural areas, mixed and commercial areas, and industrial complexes, and trunk roadsides (Table 4.3-1). Table 4.3-1 Environmental Vibration Standard (dB) Applicable Zone Night Day Residential, educational and cultural 70 67 Mixed and commercial 75 72 Industrial complex 75 72 Trunk roadsides 75 72 --- - - -- a - -d C.ntra of Gu.nrho Hengfui Rd. 0n Yongfu Rd (0)N-E Hu.nshi Rd E Zhußa~~iron Rd 8Ehn.a shn w ZIu19 Or No 8 ZhongsZh a Rd-d Pear River 9.6. ilngwan WS BI~Iiegftd Bridge W-S 11on 001Ml ayin lIZBridge --u n n Huangsha Tunnefee ndP legend # l /Alignment 111Q scale:1:45000 Â|gmn $ %1\ /Sound Absorbing Pavement Not: Numbers In bracketa Indicatc **Omated ,ength for sound absorbing pavement Figure 4.2-8 Road Sections Requiring Sound Absorbing Pavement m 4.2-8 Xi0i4 勵 Cross @*ollon 4 1*2,2-- Zo tpN Cross sectfon 3 Kz 0 Centre of Quenq~ HoneN Rd. Yorfg% Colour TV N-E Luhu Rd. HunnshI Rd E. Cross iéc&ý Dongfeng Rd. F. Cross Section 11 Cross Section 79 Noa Zhangshån 11d, ý02 ben Ftd "40.1 90ý. Rd Infleng Rd. -11b w-s AP=*0 Cro 9 öåkIWII LV... 04 Sh~an ro (Sfonj, rots t110 ýwi) Legend Kilometers Alignment Nolse Borders Notc:Numbort In brackets the Mlma length for no#&* barriers 71 Figure 4.2-9 Road Sections Requiring Nolse Barrlers M 4.2-9 E & GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT 4.3.2 Vibration Source Inventory Major sources for vibration during project construction include impact piling, dredgers, bulldozers, and pavement rollers in operation. Typical construction machinery items such as vibration sources are listed in Table 4.3-2. Table 4.3-2 Construction Machinery Vibration Levels vs. Distance (dB) Machinery Vibration Level Vs Distance 5m lom 20m Vibration piling 94 79 70 Concrete mixer 55-72 50-67 45-62 Dredger: caterpillar 75-85 72-80 68-78 wheeled 68-72 65-70 57-63 Roller vibration 85 71 60 no vibration 60 55 50 Bulldozer: transport 81 78 76 operation 72 70 68 Major vibration sources during operational phase are various types of heavy-duty vehicles. (Table 4.3.3). Table 4.3-3 Vibration Levels at Distance to Vehicle Centerline (dB) Vehicle Vibration Level Vs Distance 2m 4m 8m 1l6m 32m 64m Large heavy-duty 67 65 63 58 47 47 Medium heavy-duty 64 65 62 55 46 43 Small heavy-duty 63 61 58 51 46 42 4.3.3 Impact Analysis And Mitigation Measures 4.3.3.1 Construction Vibration impact Analysis As illustrated in Table 4.3-2, some of the construction machinery will produce vibrations at excessive levels if strict measures are not implemented during the construction phase. Within 10 - 20 m around the machinery the maximum vibration level can be as high as 76 - 80 dB(A), exceeding the day-time standard of 75 dB by 1 - 5 dB, and night-time standard of 72 dB by 4 - 8 dB. Mitigation Measures To mitigate potential vibration impacts of large construction machinery, contractors must abide by the provisions for construction noise prevention and control in the Rules for Environmental Noise Prevention and Control in Guangzhou. It is prohibited to use steam, diesel engine and impact piling at the project site, and concrete mixers in the areas designated by the Municipality. Except for emergency engineering, the operation time of strong vibration machinery is limited to 07:00 am - 12:00 am, and September 1997 59 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT 14:00 pm - 22:00 pm. Any extension of the operation must be approved by the municipal construction authorities and mitigation measures should be in place. No operation of a caterpillar dredger is permitted at sensitive points. For low level vibration machinery, a system of regular maintenance and repairs is to be employed. 4.3.3.2 Operation Fibration Impact Analysis Estimates for traffic vibration levels have been calculated for the IRR road sections during various periods of time in the year 2000 and 2010. (Table 4.3-4). All the vibration levels meet the standards for different zoning, set by the Environmental Vibration Standard for Urban Areas GB10070-88, except at the roadside of a few road sections during peak hour when the levels exceed the standard of 75 dB by 0.8 - 1.8 dB. Table 4.3-4 Traffic Vibration Levels Exceeding the Standard IRR Road Section Distance to Year & Time Reading Standard Plus (dB) Red Line, n (dB) (dB) N Shooting 0 2010, peak 76.8 75 1.8 Club - Luhu hour Rd. E Meidong Rd. 0 2010, peak 75.8 75 0.8 E. to zoo hour S Baogang Rd. O 2010, peak 76.3 75 1.3 __________ hour _______ ______ _____ It is required by the Master Plan in Guangzhou that the setback of roadside buildings should be at least 5 m from the red line of the road. The vibration impact analysis indicates that all the predicted vibration levels are within the standard for day-time, night-time and peak hour during the operational phase. As a result, traffic vibration will not have any significant impact on the sensitive points. With vs. Wthout the IRR In future years traffic volume and speed will be lower without than with the IRR. In the traffic vibration forecast equation, traffic volume and speed are the two major parameters. Generally the traffic vibration levels will not be higher without than with the project which will meet the standards for different zoning, set by the Environmental Vibration Standard for Urban Areas GB 10070-88. Mitigation Measures Traffic vibration will not result in any significant impact on roadside areas of the IRR during its operational phase. The rougher the road surface becomes over time, the stronger vibration becomes. In addition, vibration will be greater if changes occur to fleet composition and speed, e.g., a larger proportion of heavy- and medium-duty vehicles, and faster traffic. To prevent and mitigate traffic vibration during the operational phase and to meet the standards for different zoning attention should be GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT paid to road structure, and efficient road and traffic management. Recommendations are: * Road Structure. Most of the IRR 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 should be put into the joints between pre-fabricated structures and bridge piers. The proposal in the Inner Ring Road Feasibility Study Report is that use will be made of large flexible joints, flexible structure joints, heavy rubber bowl supports, and rubber ball supports for vibration attenuation. * Road surface. Road surface quality has a direct impact on traffic vibration. In addition to the use of quality materials for road surface, e.g., imported asphalt, regular maintenance and repairs are required. Smoothness of road surface is another important factor for vibration prevention, especially for sensitive road sections. If road surface roughness is I mm lower the vibration level would decrease 4 dB. For the IRR the roughness of the road surface should be less than 4 mm. * Regulation. Regulations can be put into place to forbidden furious driving through sensitive road section, especially for heavy-duty and medium-duty trucks. * Land Use Planning. Land use sensitive to vibration should not be permitted within 40m of the road. 4.4 Sunshine and Sunshine Obstruction Assessment 4.4.1 Approach and Methodology Selection of Sunshine Assessment Factor In this assessment, full-window sunshine time (AT) was the factor selected for assessing sunshine level. This is the duration of sunshine from the beginning to end of full-window sunshine exposure. Considering that a sunshine standard is currently not available in the national environmental standard series, the recommended values in building design have been selected as the assessment standards, which are laid out in Chapter 1. The winter solstice (December 22) is the day with the shortest duration of daylight over the year. This day was selected as the day for assessing the sunshine level. All of the assessed sections of IRR are assumed to be of the same geographical location with the mean latitude and longitude of Guangzhou City. The assessed locations were the roadside rooms on the first floor with windows parallel to the center line of the IRR. 4.4.2 Inventory Of Exposure Area According to the proposed route of the IRR and the location of the viaduct, the alignment can be divided into a number of sections. This analysis addresses 18 of them, and another 3 alternative sections are assessed (Fig. 3.1.4-1). The rooms on the G rANGZFIOU MR ENVIRONMENTAL ASSESSMENT first floor of the first row of buildings on both sides of sections with viaducts are taken as the exposure areas. 4.4.3 Impact Analysis And Mitigation 4.4.3.1 Construction During most of the construction phase, there will be minimal sunshine obstruction to the roadside buildings. During some of the construction phase, the temporary barriers, which are used for dust isolation or sound insulation, will cause sunshine obstruction, and the impact of the barriers is similar to that of the viaducts during the operational phase. As a result, this assessment predicts and analyzes the impact during the operational phase only. 4.4.3.2 Operation Impact analysis The extent of the predicted sunshine obstruction caused by viaducts is presented on Figure 3.1.4-1. For each of the assessed sections, the clearance of the viaduct is smaller than the critical height of sunshine at noon (Ho), indicating that each elevated sections of IRR will cause sunshine obstruction on the rooms of buildings along the planning red lines. The term "red line" is a planning term used to describe the permissible limit of development; i.e. the line beyond which no activity can occur. The term can apply to any type of development and therefore when referenced as the red line associated with the IRR, it would mean the edge of the right of way. When discussed in relation to other developments such as building lots it would refer to the limit beyond which construction would be prohibited. Without the addition of the planned noise barriers, the obstruction time ranges from 1.2 h to 9.3 h. After completion of the IRR, the viaducts will have impact on the roadside sunshine level as follows: * Out of 24 roadsides which meet the existing Class I sunshine standard, 4 will change to no sunshine on the winter solstice, 8 will change to the Class 3, 10 to Class 2, and 2 will remain in Class 1; * Out of 3 roadsides which meet the existing Class 2 sunshine standard, 2 will change to no sunshine on the winter solstice, and I will change to the Class 3; * Out of 6 roadsides which meet the existing Class 3 sunshine standard, 5 will change to no sunshine on the winter solstice, and I will remain Class 3; For the 3 alternative alignments, the sunshine level on the inside of Liuersan Rd. is better than that on the inside of the alternative Heping Rd. The sunshine level on the outside of the west of Huanshi Rd. C. is also better than that on the outside of the alternative Ziyuangang Rd. The sunshine level on the inside of western T13 would be worse than that on the inside of the selected altemative Nantian Rd. Therefore, with Seotember 1997 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT respect to sunshine environment, the selected alignments of the IRR (Liuersan Rd., western Huanshi C. Rd. and Nantian Rd.) are preferred. With regard to the proposed noise barriers on viaducts from Zhenan interchange to Ruyifang interchange, from Shushe interchange to Hongde interchange, and from Meidong Rd. to Donghua E. interchange, the full window sunshine time on the winter solstice for the corresponding rooms will be reduced by 0.44 h - 2.2 h but will still be within the Class 3 Standard. There are no locations where a conflict may exist between the placement of noise barriers and the reduction of sunshine below the standards. Mitigation measures Increasing the setback of buildings for new construction If the setback of proposed new buildings along the IRR is 5 m, the sunshine level can be improved to meet Class I standards on the following routes: Heping Rd. (Sec. 1) inside, southern Huangsha Ave. (Sec. 2) inside, central Huangsha Ave. (Sec. 3) inside, eastern Huanshi W. Rd. (Sec.7), western Hengfu Rd. (Sec. 11) outside, eastern TI3 (Sec. 16) inside and western T13 (Sec. 17) inside. If the setback is 10 m, the sunshine level can be improved to Class I standards on the following 5 additional routes: western Huanshi C. Rd. (Sec. 8) outside, Ziyuanggang Rd. (Sec. 8') outside, eastern Huanshi C. Rd.(Sec.9) outside, Sec. 10 outside and western Zhongshan Ist Rd. (Sec. 14) inside. If the setback is 25 m, the sunshine level can be improved to the Class I standards on the following 4 additional routes: western Huanshi W. Rd. (Sec. 6) outside, eastern Hengfu Rd. (Sec. 12) outside, eastern Zhongshan Ist Rd. (Sec. 14) inside and Hongde Rd. (Sec. 18) inside. Comprehensive measures Other comprehensive measures beyond increasing the setback can be implemented to reduce the potential impacts on sunshine, such as choosing advisable room azimuth, increasing the vertical height of windows, and raising the bottom of the window. These measures should be considered for both sides of northern Huangsha Ave. and southern Nan'an Rd. (Sec.4), northern Nan'an Rd. (Sec. 5) outside, both sides of Meidong Rd. (Sec. 13), south to Jiangwan Bridge (Sec. 15) inside and all the roadsides where the existing sunshine levels are Class 2, Class 3 or have no sunshine on the winter solstice. Functional planning for buildings Nurseries, kindergartens, sanitariums, and greenhouses, which require longer sunshine exposure should be located along routes with Class I sunshine level, or if possible, on higher floors to avoid or minimize sunshine obstruction. Locate rooms used for teaching, offices, public buildings and general workshops along the routes Seotember 1997 63 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT with Class 2 sunshine level. Locate rooms used for general service at the roadsides with relatively low sunshine level or on lower floors. In summary, despite the reduction of sunshine due to obstruction caused by the construction of elevated viaducts, Class 3 standards for residential areas will still be met. Recommendations are provided for increased setbacks for new construction along the IRR as well as other measures to minimize the potential effects of reduced sunshine. 4.5 Landscape and Sensitive Receptors 4.5.1 Approach and Methodology In March 1995 the EA team started to collect information about urban landscapes in the city center. From March to June field investigations were carried out, including questionnaires, interviews, photography and sketch drawings. Analysis highlighted the potential problems with ecology and landscape and proposed solutions for sensitive points and roadways. The methodology for ecological assessment included recording existing vegetation for plants, cover, density, physiological image, overlay, and the semantic differential method for landscape survey. Visual assessment was used for sensitive points and roadways. Based on the features of their sensitivity to changes in environmental quality, potential sensitive points were chosen from educational, park, government offices, recreational, and medical facilities. 4.5.2 Existing Urban Landscapes Along the alignment the landscapes are fairly good; there are smooth skylines on the streets and viaducts, two to four rows of trees and bushes along some streets, and parks which are in the order of 90% vegetated. In the southern project area old residential areas with poor vegetation coverage have been redeveloped. The overall vegetated coverage on the IRR alignment is approximately 20%. 4.5.2.1 Project Area Landscape The roadside landscapes are classified into four types: Mixed This type is characterized as a 40m wide road with more than one viaduct or overpass with varied width or height, roadside greenery and mixed scenery. This class includes 8 roadways from Liuersan to Huangsha Avenue (1800 m); Guangyuan W. to Yuexiu Park entrance (1575 m); Zhiyuangang to Shooting Club (2015 m), Zhongshan Ist Road to Junyi Sport Center (1710 m); Junyi Sports Center to Dongxiao Road (2225 m); Junyi Sports Center to Jiangwan Road (2560 m), Huanshi E. Road (3240 m) and Hongde Road to Renmin Bridge (1020 in). Seotember 1997 64 …份’ F lgure 4.5·1 Location of Sensitive Receptors. 图4.5-，内环路沿线敏感点分布示意图  GUANGZHOU IRR ENVRONiENTAL ASSESSMENT Broadway This type has a 50 m wide road with 4 belts of full greenery in the middle and at roadsides, and well-planned buildings, or traverses through scenic areas. This description can be applied to 4 roadways; from Huangsha Avenue N. to Guangyuan W. (4650 m); Yuexiu entrance to Tongxing Road (1350 m); Hengfu Road (2055 m); and Guangyuan W. to Jingguang Railway (850 m). Corridor This includes 20 - 30 m wide roads with two belts of greenery, and adjacent buildings or slopes. This description can be applied to 7 roadways; alternative Heping Road (1610 m), alternative alignment north to the railway (2015 m), Hengfu Interchange to Huanshi E. (1990 m), Meidong (795 m), eastern T3 (930 m), Yanjiang Road (4140 m), and Ma Gully (4430 m). Disturbed These include old residential building complexes with networks of narrow streets. This description can be applied to 2 roadways, central and western TI3, (2570 m) and Nantian Road (2100 m). 4.5.2.2 Sensitive Roadways and Points The project has potential to impact landscapes, ecology, noise, air quality, and sunshine on the adjacent educational, park, government offices and recreational establishments. Fifty-five sensitive points and 7 roadways as listed in Table 4.5-1 as shown on Figure 4.5-1 are directly affected. Sensitive Receptors The Terms of Reference for this EA required the identification of potential sensitive receptors as defined by the National Environmental Protection Agency. These are special land uses (e.g. parks) or building uses (e.g. educational, medical etc.) within 100 in of the proposed alignment. Table 4.5-1 identifies a total of 55 potential sensitive receptors. The total number of potential sensitive receptors consists of the following types of facilities: 29 educational, 6 parks, 6 health care centers, 5 recreational areas, 4 government buildings, 2 cultural heritage resources, and 1 sports center. They are distributed by sector as follows: 14 on W., 11 on N., 15 on E. and 15 on S alignment; 15 at I - 30 m from the road centerline, 20 at 31 - 50 m, 12 at 51 - 100 m, and 7 at 101- 150 m. It must be noted that these have been recognized as potential sensitive receptors (by the definition above) but due to the actual situation, may or may not be subjected to impacts. For example, surrounding buildings may adequately attenuate potential impacts related to noise. For Each of these sites were subjected to further evaluation to determine whether or not they would require any site specific mitigation measures (see Section 4.9). Seotember 1997 65 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT Table 4.5-1 Potential Sensitive Receptors Along the IRR NR SENSITIVE RECEPTORS DISTANCE FROM FEATURE CENTERLINE I Inside Outside W-S, Linersan Rd, selected 1 3 Shamian Cultural Protection Zone 50 heritage W-C, Huansha Avenue, selected 2 Guangzhou Railway Kindergarten No. 2 35 educational 3 Guangzhou Railway Hospital 30 medical 4 Guangzhou High School No. 50 45 educational 5 Guangzhou High School No. 1 45 educational 6 Guangzhou Railway High School No. 3 85 educational 7 Guangzhou Railway Primary School No. 2 80 educational 8 Guangzhou Railway Kindergarten No. 50 educational 9 Liwan Teenagers Palace 105 recreational 10 Huangsha Avenue Primary School 30 educational Nanan Highway 11 Liwan Lake Park 30 park 12 YouthPark 50 Park W-N, selected. Huanshi W. Rd. 13 Huanshi Xi Rd. Primary School 30 educational 14 Guanezhou Normal College & Primary School 50 educational N-W, alternative. Guangruan W. Rd. 15 Guangdong Children & Women Hospital 145 medical 16 Guangzhou Normal College 40 educational Selected, Huanshi W. Rd., and Huanshi C. Rd. 17 Lanpu Garden 100 garden IS Caohan Park 60 park 19 Yuexiu Park park N-C, selected, Huanshi C. Rd. 20 3Guangzhou Children Center 50 recreational 21 Guangzhou Elders Center 160 recreational N-E, selected, Hengfu Rd. 22 Guangzhou Skin Disease Control Institute 40 medical 23 Guangdong Chinese Medicine Hospital #2 35 medical 24 Hengfu High School 30 educational 25 Guangdong Banking Hospital 80 medical E-N, selected, Yongfu Villa, Meidong N. Rd. 26 Xinghai Musical School 35 educational 27 Guangzhou Zoological Gardens 25 garden 28 Shadong High School 40 educational 29 Donghuan High School 30 educational 30 Guangdong Family Planning Institute 140 research E-S, selected, Zhongshan Ist Rd. 31 South Sea Fishery & Harbor Administration 45 overnmental 32 Guan_zhou High School No. 62 75 educational 33 Guangzhou Railway Dongshan Kindergarten. 45 educational 34 The Standing Committee 85 governmental 35 Guangzhou Railway Workers Palace 145 recreational Don!hua E. Rd. 36 Dongshan People's Hospital 25 medical 37 Caiyuandong Kindergarten 40 educational 38 Junyi Sports Center 0 0 recreational Jiangwan Rd. 39 Biniiang C. Rd. Primary School No. 2 25 educational GUANGZHOU ERR ENVIRONMENTAL ASSESSMENT Table 4.5-1 Potential Sensitive Receptors Along the IRR NR SENSITIVE RECEPTORS DISTANCE FROM FEATURE CENTERLINE In Inside Outside W-S, Liuersan Rd, selected 40 1 The Marshal's Court 90 beritage S-E, selected, eastern T13 41 Guangzhou High School No. 78 120 educational 42 Zhongkai Agricultural College 120 educational 43 Jili Street Primary School 140 educational 44 Guangzhou High School No. 26 135 educational S-C, alternate, central T13 45 Guangzhou Workers Palace No. 2 0 0 46 Guangdong Ocean & Fishery Agency 20 vernmental S-W, alternate, western T13 47 Baoyuzhi Street Primary School 35 educational 48 Baoxian Street Primary School 90 educational 49 Guangzhou Red Cross Hospital 15 medical 50 Haizhu District Government 50 governental 51 Ruanghuashu Primary School 55 52 - Longginli Primary School 105 educational S, alternative. Ma Gully 53 Xiaogang Park 0 0 ark Nantian Rd. 5 Guangdong Medical College 20 20 educational 55 Renhezhi Primary School 20 educational Notes: inside. refers to distance on the inside of the IRR, outside, refers to distance on the outside of the IRR Sensitive Roadways Sensitive roadways are defined as roadways with a number of sensitive points or high requirements for environmental quality. *Liuersan Road. The existing viaduct was constructed in 1987 betwveen Liuersan Road and Shaji Gully. The right of way on the ground level is 20 - 24 mn wide and has buildings adjacent to the north and Shamian Island to the south. B uangsba Avenue. Huangsha Avenue from Chonggui Rd. to Duobao Rd. is 885 m long and 40 m wside and has 9 sensitive points, such as Guangzhou High School No. I and Guangzhou Railway Primary School No. 2. both requiring quiet surroundings. *The Zoological Gardens. The northern r4eidong Road (500 mn) is beside the zoo which provides habitat for hundreds of animals. *The Standing Committee. From the south end of Meidong Road to Dongshan (1215 rn) there are 5 sensitive points. One is the Standing Committee building which requires wide open space around it. Sotember 1997 67 GUANGZFFOU IRR ENVIRONMENTAL ASSESSMENT * Junyi Sports Center. The center at the dividing point to the Haiying and Jiangwan Bridges seeks compensation of an elevated sports field for space taken by the IRR. * The Marshals Court. The Court is designated by the municipal authorities as a cultural heritage site and needs protection of its vegetation and landscape. * The 2nd Worker's Palace. The T13 alignment is designated to go through the Palace. The selection of the alternative alignment along Nantian Rd has eliminated this as an issue. In addition to the list above, there are a couple of viaducts crossing in front of the railway station. If additional viaducts are put there it will raise issues related to landscape, noise, air quality, and sunshine obstruction. 4.5.3 Impact Analysis And Mitigation Measures 4.5.3.1 Project Configuration As the IRR goes Meidong Rd. N. and Liuersan Rd. on the ground, the IRR is primarily viaduct, nearly 90%. * Double Layer. Additional viaducts over existing ones or new double layer viaducts at 6 m and 12 m high will be 9 - 12 m wide with 2 or 3 lanes each. The existing old trees have to be cut down to plant 4 belts of trees. * Symmetrical. Single viaduct with 4 belts of greenery, 4 or 6 lanes, 18 - 25 m wide; and 6 m high, e.g., Huangsha Avenue to Huanshi C. Road. The viaduct may cause sunshine obstruction to roadside trees. * Parallel. Two parallel viaducts at 6 m high, each 9 m or 12.5 m wide, with 4 belts of greenery. Its ecological impact is similar to the symmetrical one, e.g., Hengfu Road. * Ground. The IRR east of the zoo is a 32 m wide right of way on the ground with three belts of greenery which can function as a noise buffer. The Liuersan Road section will require the removal of roadside buildings. 4.5.3.2 Construction Along some roads it is inevitable that a number of roadside buildings will be demolished (e.g., Nantian Road) one recommendation is redevelopment of the buildings during the roadway construction. Old trees adjacent to the roadside need to be preserved as much as possible. The project will not have any direct impact on vegetation in Yuexiu, Caoluan, Lanpu and Haizhuang Parks or Liwan and Dongshan Lakes. Project designers must keep in mind the local requirements for each part of the project such as: the Liuersan Road expansion has to be compatible with the surroundings; the noise mitigation adjacent to the Zoo; the realignment of the viaduct GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT in front of the Standing Committee; and the elevated sports field for the Worker's Palace. 4.5.3.3 Operation Regular maintenance and revegetation are necessary when the project is in operation. South subtropical plants can comprise the main vegetation. 4.6 Water Quality Oil and lubricants from vehicles are deposited on roadways and contaminate runoff with oil, hydrocarbons, Pb, Cu, Cr, Ni, P, Zn and rubber. Monitorng of runoff quality detected SS, COD, Pb, BOD5, and oil. 4.6.1 Approach and Methodology On the IRR, pollutants on bridges can enter surface water bodies directly while other contaminants are washed to rivers via runoff. It is the non-point source of pollutants which are the major concem. The method for this assessment used simple runoff equations combined with the results of water quality monitoring on existing viaducts to calculate the total discharges. 4.6.2 Impact Analysis and Mitigation Measures Runoff from the IRR flows into the Front waterway of the Pearl River through gullies and sewage pipes; a small proportion of runoff enters the West and Rear waterways. Water pollutants enter the waterways from domestic sewage and industrial wastewater in the ratio of 2:1. 4.6.2.1 Construction The source of potential water quality impacts includes construction of viaducts and bridges. H7aduct Construction Road expansion and building demolition generates a lot of dirt and dust. Most of the IRR alignment is on existing roadways and the new routes include Nantian Road and Meidong N. Road. Rainfall contributes to runoff and flow to the waterways through a combined sewage system. The most important countermeasure is cleaning and efficient collection and cleaning can prevent or minimize impacts on surface water quality and reduce the potential to clog sewers. Bridge Construction On the IRR there will be an addition of dual 3-lanes to the existing Rernin Bridge. Measures such as the creation of settling ponds will be taken to prevent deposition of silt to the waterways during activities related to construction of the bridge piers. As a September 1997 69 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT result, the construction is not expected to have significant adverse impacts on water quality. 4.6.2.2 Operation The increase in the vehicle fleet and average daily trips will increase pollutants from non-point sources. Compared to the amount of pollutants in industrial and domestic wastewater, the amount attributable to road transport is extremely small. Therefore it is not anticipated that non-point sources specifically related to transport, will have any additional impact on surface water quality. 4.6.3 Accidental Events To avoid accidental leakage during the transportation of dangerous goods, the department of transportation regulates certification. The Public Security Bureau issues permits for the transportation of dangerous goods. If an accident does occur, it will be handled by personnel from the Environmental Protection Bureau, public security, and transportation departments. Certiflicates for Transportation The City of Guangzhou's dangerous goods transportation regulation (Guangzhou No.128, 1994) stipulates: transportation of dangerous goods must be approved by the city transportation department, and a certificate permitting road transportation must be obtained; the motor vehicle being used must be in good condition with corresponding equipment for fire protection and a dangerous goods sign. It also stipulates that no three-wheel motor vehicle, tractor, non-motorized vehicle or motorcycle is allowed to carry dangerous goods. Permits For Dangerous Goods Transportation To transport explosive and chemical dangerous goods, carriers must obtain a permit for explosive goods transportation or a permit for hazardous chemical transportation from the Public Security Bureau. Response to Accidents The national environmental protection law stipulates: When there is an accident or incident, the responsible or possibly responsible organization must take action immediately; inform the affected or possibly affected organizations and residents, report to the local environment protection department and other related organizations, and accept any investigation required. If any dangerous goods leakage or accident occurs on the IRR, according to the national water, atmosphere pollution prevention law and the City of Guangzhou's pollution prevention management regulation, the accident will be handled by the Environment Protection Bureau, public security, and transportation departments. (Z - 4 071? GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT 4.7 Cultural and Heritage Resources On the IRR there are 15 cultural and heritage resources, 2 of which are at sensitive points, Shamian Cultural Protection Zone and The Marshal's Court. 4.7.1 Approach and Methodology The approach to the assessment of impacts on cultural resources consisted of the following: Check of the lists of cultural and heritage resources protected by the national, provincial, municipal and district authorities; Field survey of cultural and heritage resources; Impact analysis and mitigation proposals. 4.7.2 Inventory of Cultural and Heritage Resources * Shaji Massacre Monument in memory of the massacre in 1925, under Renmin Bridge, W. , protected by provincial authorities; * Shamian Cultural Protection Zone, designated by the municipal authorities in 1992 to protect one of most scenic spots in the city on Shamian Island. Foreign- style buildings include embassies, churches, banking facilities, villas and residences, and 102 trees 90 - 300 years old. * Lingnan Art Gallery in honor of the Lingan Painting School, at Heping Road, W., protected by municipal authorities. * Wangeshu Islamic Satyr Grave, N-C, protected by provincial authorities; * Yellow Flower Monument, in memory of revolutionary military operation on March 29, 1911, established in 1912; N-E; protected by national authorities; * Anti-Japanese Soldiers and General Grave in honor of Army No. 19, established in 1932, protected by municipal authorities. * Sun Yatsen Marshal Court south of Jiangwan Bridge; protected by provincial authorities: * Deng's House, close to TI 3, S., protected by municipal authorities. In addition, there is a small number of cultural and heritage sites protected by municipal authorities on alternative alignments to the south. 4.7.3 Impact Analysis and Mitigation During Construction Dust from the IRR construction may impact on cultural and heritage sites. Seotember 1997 71 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT * Shamian Cultural Protection Zone. The construction will have some impact in the form of dust, noise and traffic on the island. The principal impact will be on urban landscape. * The Marshal Court. During construction part of the walls on the boundary will be torn down, and there will be noise, dust and exhaust impacts. It is suggested that revegetation and partial reconstruction of the Court should start during IRR construction, as well as installation of facilities for dust cleaning and noise shielding. * If an archaeological site is found during earthwork, it will be reported to the authorities in charge for evaluation and disposal. Mitigation options may include suspension of work, maintaining or changing the original alignment or implementing other appropriate measures, depending on the value of the sites. 4.7.4 Impact Analysis and Mitigation During Operation * Shamian Cultural Protection Zone. The principal impact will be on urban landscape if an additional viaduct is constructed there. The current proposal is for a ground-level road which will eliminate this concern. * The Marshal Court. With the planting of vegetation and partial reconstruction and implementing measures for dust cleaning and noise buffers no significant impact is anticipated 4.8 Impact Assessment on Residents 4.8.1 Displacement and Resettlement A survey was done on the selected and alternative alignments to collect information on the economic and social status, existing roads, status of Project Affected Persons (PAP), such as the population to be relocated, resettlement planning and quality of life before and after resettlement. The impact analysis on displacement and resettlement was carried out in accordance with the World Bank procedures and local policy and law. PAPs And Cost Estimates The IRR is 26.2 km long. According to the design width, total floor space to be displaced is 438,339 M2, 180,591 m2 for commercial, industrial and office buildings, and 247,747 m2 for residents. Assuming 100 m2 for each of the commercial, industrial and office buildings, and 10 m2 per resident, PAPs number 1726 for commercial, industrial and office buildings, and 17,259 for residences. Assuming 40 m2 for each of the 6,194 households to be displaced (3.5 persons per household) a total of 21,679 residents will be displaced. The estimated total cost for displacement is RMB 1.74163 billion yuan, including costs for demolition and resettlement (1.44008 billion yuan) and costs for pipes and other utility lines (0.30155 billion yuan). Sentember 1997 72 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT Shushe Interchange to Hongde intersection; the Ti 3 alternative alignment (2.52 an) requires the displacement of 42,110 m2 for commercial, industrial and office buildings, and 64,870 m2 for residential use for a total cost 394 million yuan. The recommended alignment along Nantian Road (3.04 km) displaces 15,200 in2 for commercial, industrial and office buildings and 22,100 m2 for residences totaling 146 million yuan. The area of floor space to be displaced along the T13 alignment is three times that of the selected Nantian Road alignment. Resettlement of Commerce and Industries * Industries. Compensation will be provided for partial demolition of premises, for land use rights, land, buildings, and other properties will be provided for resettlement. * Commerce or other services. Relocation within the original community; resettlement to other areas due to demolition of existing buildings along the road; resettlement to commercial plazas; and compensation for property rights or rent contract; * Compensation to industrial and commercial enterprises for decreased operation revenues and production suspension to maintain pay levels. Residential Resettlement Residential resettlement is in line with the principles of urban master planning and redevelopment of downtown areas. For residents displaced by the project, 20,000 m2 will be allocated within available residential buildings or purchased. Additionally 5 more residential communities are being planned for displaced residents as highlighted in Table 4-8.-L Table 4.8-1 Residential Resettlement Sites Resettlement Site Land Floor Resi. Public V/C Start Finish M2 M m 2 2 Guocun, Fangcun Dist. 55096 137945 96044 41900 2.5 96.6 98.6 Guanan St., Haizhu Dist. 18855 66585 42017 24568 3.5 on 97.12 Dongpu, Tianhe Dist. 100000 230000 2.3 96.8 98.10 Pazhou, Haizhu Dist. 130000 290000 2.3 97 99.12 Baisha Lake, Baiyun Dist. 160000 360000 2.3 96.12 99.6 Total 463951 108453 Quality Of Life Before And After Resettlement A survey was carried out on the quality of life along the [RR and potential resettlement sites. Table 4.8-2 presents a comparison of quality of life of residents before and after resettlement. The project will displace and resettle 1726 commercial, industrial and office buildings with a staff of 17,259, and 6,194 households with 21,679 residents and will September 1997 73 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT indirectly affect 600,000 persons in the project area which is 15% of the urban population. Obviously the project has extensive potential social impacts. As described by the resettlement policy and compensation standard, residents can enjoy better housing, quiet surroundings, good air quality, and full public utilities in the resettlement sites. As a result of resettlement the population will be decentralized away from the downtown areas to be redeveloped. This is beneficial for improving environmental quality in urban areas and developing the city as planned. The resettlement sites in the suburbs are not fully developed and there will be some inconvenience with transport, recreational activities, and uneasy feelings about the new environment. There is a real need to improve infrastructure and public services for transport, shopping, health care, schooling and recreational activities. Follow-up surveys are recommended. Table 4.8-2 Before vs. After Resettlement BEFORE RESETTLEMENT AFTER RESETTLEMENT Housing 40 m' per household 50 m per household old or temporary building new building public or no kitchen, bathroom, balcony kitchen, bathroom, balcony exclusive for each apartment Commercial 64 medium and small size shops additional few small shops Transport more than 70 bus lines more than 20 bus lines easy access to small bus service easy access to small bus service easy access to taxis no easy access to taxis all directions to the city center only Medical Service 22 hospitals and clinics additional 17 hospitals and clinics Schooling 22 additional to Recreational Facilities 23 community centers under planni Eavironnental Quality mixing residential, industrial and commercial residential only, good air quality and quiet buildings, polluted air and strong noise surroundings Building Density too crowded well planned Population Density too dense, 54, 000/km well planned Urban Infrastructures limited space, insufficient infrastructure, 20% good planning for water and power supply, markets, greenery coverage communications, medical services, schooling, transport, and 35% greenery coverage 4.8.2 Impact On The Markets On the selected and alternative alignments there are three markets: Qingpin, Dongsha Vegetable Wholesales and the World Plaza. Qingpin Market is for vegetables, meats, herbal medicines, fish and birds and consists of a cross of two streets, 390 m long east to west and 450 m long south to north. The south part of the market for herbal September 1997 74 N r fogtbridle (2 skyrwalk Tunnel MCentre e ucno u Henu Rd6 Coiou T.e. Yonglu Rd m ~luhu Rd. t. . Skyiink l iHunnsh; Rd. [. W ,,k* D ongleng Rd. C. Ihujianj BridgeN gshan Rd. N n93hOn Rd P S[ Skywolk skyffk ky - uboRd. LEGEND ifu Peci Rier crý 9 Existing footbridge (2) Hpn Rd. ;4 Hii Liu'c #rsan Rd. syoMod f ied foothridge (6) enrnin Hun5Orsb Tunnel Y.rd W Nk.) New footbridge (7) TA& ) nc s)al New tunnel (1) 9 q, 51 syd , .. New tunnel 6 footbridge (1) NM 7 )  GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT medicines is connected to Liuersan Road where the planned road expansion requires demolition of a 10 m wide strip and displacement of 14 stands. According to the urban master plan, all the roadside markets or those located in the street will be moved indoors or relocated whether the project goes ahead or not. As a result, the IRR will not have any adverse impact on the market. Dongsha Vegetable Wholesales market is on Meidong Road, and World Plaza is on Nantian Road. These two markets are temporary establishments. They will be required to relocate as the roads are constructed. 4.8.3 Impact on Pedestrians To guarantee the smooth moving of traffic on the IRR, and to ensure the safety of pedestrians and bicycles across intersections, and reduce the interference between motor vehicles and non-motor vehicle traffic, overpasses or foot bridges are necessary at major intersections, especially in busy commercial areas. The distribution of the footbridges and tunnels is determined based on Guangzhou's pedestrians and bicycles traffic network plan. There will be 24 footbridges or tunnels altogether along the IRR, 8 of them currently exist (6 of these need to be modified), 7 of them will be built, I of them is tunnel, I of them is foot bridge-underground passage combination. The remaining 7 will be built according to the city plan, see attached figure for details oflocation and distribution. See Figure 4.8-1. Based on scale of construction, the crossing in Jiefang North Road entrance is the largest. It will be a combination of sky bridge and underground passage for both people and bicycles. It is also part of the Jiefang Road expansion. The construction has been started as planned. Another one is the Dongshan entrance underground passage for people and bicycles. It will connect the subway in the high rate of flow area. The construction of the IRR will satisfy the requirements of motor vehicle but, at the same time, the newly built transportation facilities will block pedestrians and bicycles. The construction of footbridges and underground passages will solve the difficulty and danger for people and bicycles and will not affect the traffic of motor vehicles. 4.9 Summary The previous sections addressed the impact analysis for the various components and is based on the more detailed Chinese version of the Environmental Assessment Report which is available as a separate document. Mitigation measures were identified within each section and are summarized below. As with most projects, various forms of mitigation have been applied. The types of mitigation employed include the following: selection of alternate alignments to avoid sensitive receptors and minimize the requirement for site specific measures; September 1997 75 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT * site specific mitigation options to address various issues of concern at specific locations (e.g. noise barriers to minimize noise) or criteria for identifying mitigation for more widely distributed receptors (e.g. criteria for applying mitigation to households along the IRR). The environmental quality can not meet the requirements even when there is not the IRR. The mitigation measures on the IRR can not guarantee the attainment of environmental quality standards for air and noise. So the criteria should be feasible enough to be put in place. * short to longer term solutions (non-engineered) to mitigate impacts such as altering use of existing structures to less sensitive activities (changing from residential to commercial), rezoning of land to avoid sensitive receptors from locating within the area of influence, extending the area of the red line, compensation and/or ultimate relocation of people exposed to impacts associated with the IRR, strengthening of building codes to incorporate sound-proofing measures to reduce exposure to occupants; and * city-wide (or provincial and national) initiatives to address issues not strictly attributable to the IRR such as Traffic Management and the implementation of components of the Motor Vehicle Pollution Control proposal (and others) including higher standards for motor vehicles; the provision of unleaded fuel; and the enhancement of vehicle Inspection and Maintenance (I/M) facilities. Table 4.9-1 summarizes proposed mitigation options for sensitive receptors along the selected alignment. This table is the basis for determining which environmental protection measures will ultimately be implemented once the feasibility and costing have been determined The process that this will entail will require the input of the EA Team, the Design Team, and the public. Once the cost of implementation within the context of Guangzhou has been evaluated and an analysis of the relative effectiveness of the various options the final selection and costing can be identified and incorporated within contract documents. Section 5 of the EA Summary Report addresses the implementation of the mitigation measures in relation to the Environmental Action Plan which is being prepared as a separate document. The comprehensive mitigation measures for IRR sections and the sensitive points are shown in Figure 4.9-1. Table 4.9-1 Proposed Mitigation Options for Sensitive Receptors Along the Selected Alignment Reference Receptor Issue Recommended Mitigation Options Number (when numbered-indicates order of preference) I Shamian Cultural noise sound absorbing pavement Protection Zone vibration vibration dampening mounts on viaduct (1125 m) landscape ]-widen corridor, 2- select ground-level alignment 3- maintain green areas socio- Qinpin market to be relocated as part of economic Master Plan 2 .iuangzhou Railway noise 1- sound absorbing pavement Kindergarten No. 2 2- double glazing on levels 2 and. 3 3- noise barrier vibration vibration dampening mounts on viaduct September 1997 76 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT Table 4.9-1 Proposed Mitigation Options for Sensitive Receptors Along the Selected Alignment Reference Receptor Issue Recommended Mitigation Options Number (when numbered-indicates order of preference) 3 Guangzhou Railway noise sound absorbing pavement Hospital 1-double glazing 2-noise barnier vibration vibration dampening mounts on viaduct sunshine 1-change uses of rooms on lower floors 2-addition of windows to increase exposure 3-change use of building for long term 4-increase setback in event of redevelopment 4 Guangzhou High noise I -sound absorbing pavement School No. 50 2-double glazing for 2 levels of Teachers Bldg vibration 3-noise barrier vibration dampening mounts on viaduct 5 Guangzhou High noise 1 -sound absorbing pavement School No. I 2-noise barrier compensation for reconstruction of Building No. 3 by year 2000 vibration vibration dampening mounts on viaduct 6 Guangzhou Railway no mitigation measures required - shielded by High School No. 3 - existing buildings 7 Guanzgzhou Railway no mitigation measures required - shielded by Primary School No. 2 existing buildings 8 Guanzgzhou Railway noise 1-sound absotbing pavement Kindergarten No. 4 2-double glazing for classrooms 3-noise barrier vibration vibration dampening mounts on viaduct 9 Liwan Teenagers no mitigation measures required- shielded by Palace existing buildings 10 Hungsha Avenue* noise 1-sound absorbing pavement Primary School 2-double glazing for classrooms 3-noise barrier vibration vibration dampening mounts on viaduct II Liwan Lake Park landscape plant trees for buffer 12 Youth Park landscape plant trees for buffer 13 Guangzhou Normal noise 1-sound absorbing pavement College 2-double glazing for classrooms vibration vibration dampening mounts on viaduct 14 Guangzhou Normal noise 1-sound absorbing pavement College Primary 2-double glazing for classrooms School and Huanshi vibration vibration dampening mounts on viaduct Rd. W. Primary School 17 Lanpu Garden landscape plant trees for buffer 18 Caoluan Park landscape plant trees for buffer 19 Yuexiu Park landscape plant trees for buffer 20 Guangzhou Children no mntigation measures required- noise Center associated with IRR negligible 21 Guangzhou Elders no mitigation measures required- noise Center associated with IRR negligible 22 Guangzhou Skin noise I-sound absorbing pavement Disease Control 2-double glazing Institute vibration vibration dampening mounts on viaduct n On 4007 7 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT Table 4.9-1 Proposed Mitigation Options for Sensitive Receptors Along the Selected Alignment Reference Receptor issue Recommended Mitigation Options Number (when numbered-indicates order of preference) sunshine I -change uses of rooms on lower floors 2-addition of windows to increase exposure 3-change use of building for long term 23 Guangdong Chinese noise I-sound absorbing pavement Medicine Hospital 2-double glazing No.2 vibration vibration dampening mounts on viaduct sunshine I-change uses of rooms on lower floors 2-addition of windows to increase exposure 3-change use of building for long term 24 Hengfu High School noise 1-sound absorbing pavement 2-double glazing on levels 2-6 vibration vibration dampening mounts on viaduct sunshine 1-change uses of rooms on lower floors 2-addition of windows to increase exposure 3-change use of building for long term landscape construct pedestrian overpass to serve receptors 24 and 25 25 Guangdong Banking landscape construct pedestrian overpass to serve Hospital receptors 24 and 25 26 Xinghai Musical noise 1-sound absorbing pavement School and 2-compensation for new school building to Guangzhou Municipal be built adjacent to school Vocational School 3-noise barrier 4-double glazing for classrooms vibration vibration dampening mounts on viaduct 27 Guangzhou noise 1-noise barrier to be constructed either Zoological Gardens enclosed or berm (600 m) 2-sound absorbing pavement landscape no elevated structure 28 Shadong High School no mitigation measures required - shielded by existing buildings 29 Donghuan High noise 1-sound absorbing pavement School 2-relocation by the year 2000 3-double glazing 4-noise banier vibration vibration dampening mounts on viaduct sunshine I-change uses of rooms on lower floors 2-addition of windows to increase exposure 3-change use of building for long term 30 Guangdong Family at present, the windows are aluminum Planning Institute windows with good sound-insulation effect. no mitigation measures considered in short- term, sound absorbing pavement can be considered for long-term. 31 South Sea Fishery & no mitigation required - will benefit from I Harbor Administration mitigation for receptor 34 32 Guangzhou High noise sound absorbing pavement School No. 62 1-compensate vibration vibration dampening mounts on viaduct 33 Guangzhou Railway noise sound absorbing pavement Dongshan double glazing Kindergarten vibration vibration dampening mounts on viaduct 34 The Standing landscape I-shift alignment to the South by 10 m September 1997 78 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT Table 4.9-1 Proposed Mitigation Options for Sensitive Receptors Along the Selected Alignment Reference Receptor Issue Recommended Mitigation Options Number (when numbered-indicates order of preference) Committee (The 2-enhance architectural design to harmonize Peoples' Congress) with existing structure 35 Guangzhou Railway no mitigation measures required - no impacts Workers Palace anticipated 36 Dongshan People's noise I-sound absorbing pavement Hospital 2-double glazing vibration vibration dampening mounts on viaduct 37 Caiyuandong noise 1-sound absorbing pavement Kindergarten, Zhong- 2-double glazing Shan 2nd Rd. Primary vibration vibration dampening mounts on viaduct School 38 Junyi Sports Center landscape build elevated basketball court to compensate for loss of facility 39 Binjiang C. Rd. noise 1-relocate the facility Primary School No. 2 2-sound absorbing pavement vibration vibration dampening mounts on viaduct sunshine f-change uses of rooms on lower floors 2-addition of windows to increase exposure 3-change use of building for long term 40 The Marshal's Court landscape 1-rebuild wall I 2-plant trees 41 Guangzhou High no mitigation measures required - 120 m School No. 78 from alignment, no impacts anticipated 42 Zhongkai Agricultural no mitigation measures required - 120 m College from alignment, no impacts anticipated 43 Jili Street Primary no mitigation measures required - 140 m School from alignment, no impacts anticipated 44 Guangzhou High no mitigation measures required - 135 m School No. 26 from alignment, no impacts anticipated 54 Guangdong Medical noise 1-sound absorbing pavement College 2-double glazing of 2 dormitory windows, outpatients and teaching facility 3-noise barrier vibration vibration dampening mounts on viaduct 55 Renhezhi Primary noise 1-sound absorbing pavement School 2-double glazing vibration vibration dampening mounts on viaduct Table 4-9.1 applies to the identified sensitive receptors only and there are other locations which will also require environmental protection. These include as many as 5000 households. Table 4.9-2 provides a summary of criteria that will be applied to determine the mitigation that may be required for noise at these households. Table 4.9.2 Options for Mitigation for Residential Buildings in Relation to Predicted Noise Levels Building Future L-vel Marginal Action Target Sound Noise Building Relocation/ Type in Bedrooms increase Leveling Absorbing Barriers Retrofit Compensation (ose,d dB4A) Bedroomns Paverent windows) kclosed dB(A %,windows: dB(A): Residential I<55dB(A)_ non 5 n4 H Ino na n i no qr9oarr#'r 1907 79 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT Table 4.9.2 Options for Mitigation for Residential Buildings in Relation to Predicted Noise Levels Bilding FutWe level Margmal Action Target Sound Noise Building Relocation/ Type in Bedrooms Increase Leveling Absorbing Barners Retrfit Compensation (closed dB(A) Bedrooms Pavement windows) (closed dB(A) windows: dB(A): Residential <55 dB(A) none 55 w no DO >55 dB(A) >10 dB(A) Immediate 55 1 1 2 3 55-60 dB(A) 1-10 Long-tem 55 1 1 2 na 60-65 dB(A) 1-10 Mid-term 55 1 1 2 na >65 dB(A) 1-10 Immediate 55 2 3 1 September 1997 80 變 嗡 GUANGZHOU IRR ENVIRONWWrAL ASSESSMENT 5. Environmental Monitoring and Management Plan 5.1 Institutions, Staff and Training 5.1.1 The IRR Environment Management Institutes and Their Responsibilities The Environment Protection Team W iiJ be set up in the Engineering Department of GZ City Center Transport Construction & management Corporation, and has 2 full- time environment protection management staff, responsible for the EP management and supervision affairs during IRR construction and operation phase. The responsibilities of the Environment Protection Team are as following: " To organize routine monitoring of motor vehicle emissions, traffic noise and vibration; " To recommend further scientific research projects and treatment engineering based on the problems emerged during the IRR operation; " Providing assistance to the Guangzhou Environmental Protection Bureau and Guangzhou Public Security Bureau for making regulations and requirements for motor vehicles and sampling vehicle exhaust and noise emissions; " Assisting government agencies to deal with emergency responses for traffic accidents related to pollution, e.g. hazardous chemical spills; " Receiving complaints from residents and institutions along the M and assisting the local environmental authority. 5.1.2 Organization Chart During the IRR construction and operation phases, the Environment Protection organizations are shown in the following Chart. September 1997 81 GUANGZHOU IRK ENVIRONMENTAL ASSESSMENT GZ Municipal Government GZ Construction Commission GZ City Centre Transport Project GZ City Centre Transport Construction Steering Cornitice Office & managcnicni Corporation I I I GZnvironental] rother Engineering Departnent oetion Bureau departments (EP Team with 2 full-time personnel) _ _ _ _ _ _ _ _ I i2 persons of EP Team in charge of :2 persons of EPl Team and I person: GZ Environment GZ Environmental Scientific EP supervision and management from each contractor in charge of EP Monitoring Center Research Institute during peration phase isupervision and management during: :construction phase ................. .......... .................. motor vehicle pollution IRR E.I.A IRR EP Environment monitoring control in center area Action Plan during construction and operation phase GZ IRR Environment Management Organization Chart September 1997 82 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT 5.1.3 Equipment And Instruments Additional equipment will be required for comprehensive monitoring of the Project. The estimated cost for this equipment is summarized in Table 5.1.3. Table 5.1.3 Equipment Required an Estimated Cost Instrument # Unit Total Price Cost' Infrared Analyzer 1 20 20 (Type 48) - Gas Chromatography 1 40 40 Liquid 1 60 60 Chromatography Vibration Analyzer 1 17 17 Total 137 '(RMB 10,000) 5.1.4 Technical Training Programs In order to raise the level of professional and managerial staff, they need to upgrade their knowledge in the areas listed in Table 5.1.4-1. An overseas training program is proposed Contractors environmental awareness and appropriate knowledge of environmental protection is critical to the successful implementation of the EAP. A domestic training program is proposed to train contractors who will be involved in the IRR construction and EP professional staff from managerial organization involving in IRR operation. 5.1.4.1 International Training Table 5.1.4-1 International Training TRAINING ON Urban Noise Control Techniques Environmental Impact Assessment Methodologies on Risk Assessment Public Consultation and Evaluation Geographical Information Systems for environmental decision making and analysis Vehicle Emission Testing and Pollution Control Technologies Pollution Prevention Through Traffic Management Water Pollution Control Application of economic policies for Environmental Management Optimization techniques and cost Benefit Analysis Monitoring and modeling of urban transport pollution TRAINING INSTITUTIONS Overseas (e.g. Canada) NUMBER OF TRAINEES 6 TRAINING PERIODS 6 weeks September 1997 83 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT 5.1.4.2 Domestic Training Program It is critical to train contractors who will be involved in the construction and operation of the IRR. Without appropriate environmental awareness and knowledge and skills required for the implementation of the mitigation measures, it would be difficult for contractors to implement effective environmental protection measures. A training program is proposed to train the contractors prior to the commencement of any project activities. A summary of this program is presented in Table 5.1.4-2. Table 5.1.4-2 Domestic Training TRAINEES contractors TRAINING NEEDS environmental laws and regulations on construction environmental monitoring guidelines, pollution prevention measures and techniques during construction phase TRAINING AUTHORITY Guangzhou Environmental Protection Bureau NUMBER OF TRAINEES 16 DURATION 10 - 15 days 5.2 Environmental Monitoring Plan Environmental Monitoring is normally undertaken during both construction and operation phases to ensure the effectiveness of mitigation measures, to respond to unanticipated environmental concerns at an early stage and to determine the accuracy of impact predictions. Specific monitoring programs are outlined by phase as well as responsibilities for the collection and analysis of data and the reporting requirements. The purposes of the environmental monitoring plan are to a) evaluate the effectiveness of mitigation measures; b) respond to unanticipated environmental impacts when the IRR is under construction; c) make regulations and improve traffic management and environmental controls, based on monitoring data. The monitoring will be undertaken by Guangzhou Environmental Scientific Research Institute. 5.2.1 Sampling Locations 5.2.1.1. Construction Phase Monitoring frequency will be once in a season in the construction phase. Ten sampling points for noise, vibration and 7 sampling points for air quality are proposed: Shamian, Guangzhou Railway Hospital(just for noise and vibration), Guangzhou Normal Primary School, Hengfu High School, Guangzhou Zoological September 1997 84 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT Gardens, Guangdong Family Planning Research Institute(just for noise and vibration), Guangzhou Railway Dongshan Kindergartenoust for noise and vibration), Dongshan People's Hospital, eastern Baogang N. Road (Shushe Village) and Guangdong medical college. Surface water quality monitoring sampling will take place on the upper and lower reaches of renming Bridge , and two locations to be determined at sensitive construction sites (Figure 5.2.1-1). 5.2.1.2 Operation Phase Monitoring frequency will be once in a season in the operation phase. The same ten sampling points for noise, vibration and air quality are proposed for the operation phase monitoring (Figure 5.2.1 -1). No surface water quality sampling is proposed for the operation phase. 5.2.2 Parameters, Frequency And Duration Table 5.2.1-1 Parameters, Frequency and Duration PARAMETER FREQUENCY DURATION SITES PHASE RESPONSI I BLITY Noise Leq 3 day/quarter 06:00 - 22:00 10 construction GESRI 22:00 - 06:00 10 operation Vibration VLz1o 3 day/quarter 06:00 - 22:00 10 construction GESRI 22:00 - 06:00 10 operation Air Quality TSP I day/quarter 00:00 - 24:00 7 construction GESRI 7 operation Pb & dust 7 construction 7 operation NOx 7 day/quarter 1 sample/4 hr 7 construction CO r _7 operation Water Quality COD,, I day/quarter 2 samples/day 4 construction GESRI TSP, oil Pb, Cu, Cr, Ni, Zn 5.2.3 Responsibilities For Monitoring And Reporting The Guangzhou Environmental Scientific Research Institute will be responsible for Environmental Monitoring and reporting throughout the construction and operation phases. Other institutions responsible for aspects related to monitoring and legal action include the Guangzhou Environmental Protection Bureau and the Guangzhou Public Security Bureau and they will provide relevant input to the monitoring reports. A report will be prepared quarterly and one comprehensive report will be produced annually. Contents of the report will include results of environmental monitoring in comparison to standards for the various parameters, location and sampling time, statistics, analysis and evaluation, and signature. One report will be submitted to each September 1997 85 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT of the following authorities and institutions: Guangzhou Environmental Protection Bureau and IRR Administrative Office; Guangzhou IRR E.LA group and World Bank. 5.3 Environmental Action Plan The Environmental Action Plan provides the framework for the implementation of mitigating measures and environmental management and monitoring during the construction and operation of the project. This document details all commitments made in the EA Report and can be used as a reference document to ensure all environmental protection measures are implemented. This annotated outline demonstrates the type of information which will be included in the proposed Environmental Action Plan. Guangzhou City Center Inner Ring Road Project Environmental Action Plan 1. Introduction 1.t Objectives (The objectives will include the successfid implementation ofenvironmental protection measures identifiedin the EA Report) 1.2 Roles and Responsibilities of Various Institutions (The roles and responsibilities of the various institutions and regulatory agencies will be identified as well as proposed lines of communication and reporting relationships) 1.3 Environmental Standards (An overview of the relevant environmental samirds associated with the project will be provided this couldbe presentedin tabular form) 2. Environmental Protection Measures (Detailed area-specfic environmental protection measures will be provided for the major components presented by phase of the project) 2.1 Design Phase (An overview of how the evaluation ofakternatives took into consideration ways of minimizing the environmental impact associated with the project will be provided examples may include minimizing impacts ofair pollution, noise, resettlement etc.) 2.2 Construction Phase (Environmental protection measures incorporated into activities to avoid or minimize potential adverse impacts related to construction activities will be detailed; this should include details on methods to control dist ad air pollution, noise, soil erosion and water pollution, disruption to traffic etc.) 2.3 Operation Phase (Environmental protection measures incorporated to avoid or minimize potential adverse impacts related to operation of the proposed Imer Ring Road will be detailed these should include details on methodv to minimize air pollution through provision of controls on vehicles, increased efforts tonards Inspection mad Maintenance; noise through restriction of use of horns, proper use of noise controls such as mufflers; incorporation of appropriate set backs to minimize potential adverse impacts related to air mud noise pothtion and the obstruction of sunshine. Other measures may include the implemetation of more stringent standards and methods to encourage the use of un-leaded gasoline including increased public awareness initiatives). September 1997 86 North to r.lhw.y ZhIyengpng Rd. 9ffi C:nr oGuangzhu Hengý Rd, Yonefu Rd l uenshi Rd. S. to 9"yS N-E Huanshi Rd E. Dongfeng Rd E Zangsh.nR InJ .ng Rd W-S u'vm.nRd con Kikmøtr LEGEND If aeasNolse & Vibration onty * Nolse Mbration and Air Quality - - * Water Quality (Construction only) Figure 5.2.1-1 Location of Proposed Monitoring Sites. m 5.2.1-1 I E E ME /i A s GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT hiformaiion could be summarized in a table by Phase (e.g. air quality during construction) Environmental Issuel Action to be Taken Responsibility Reference Concern Construction Trucks to transport material will Contractor See Contract Air Quality be covered to minimize dust Clause 1.2.3 3. Environmental Monitoring Plan (Environmental Monitoring is normally carried out during both construction and operation phases to ensure the effectiveness of mitigation measures, to respond to unanticipated environmental concerns at an early stage an to determine the accuracy of impact predictions. Specific monitoring programs should be outlined by phase as well as responsibilities for the collection and analysis of data and the reporting requirements) 3.1 Construction Phase (Monitoring Programs may include air quality water quality and noise and vibration) 3.2 Operation Phase (Monitoring Programs may include air quality, water quality and noise and vibration) 4. Implementation of the Environmental Action Plan 4.1 Schedule for Implementation of the EAP (Details of the schedule for implementation of the EAP outlining relevant institutions responsible for various aspects will be provided Items to be addressed may include timing of the installation of monitoring stations and persomsel training for people involved in monitoring and training or environmental awareness programns for contractors) 4.2 Budget for Implementation of the EAP (Details of the budget for implementation of the EAP includng area-speciftc mitigation measures such as he cost of noise barrier and erosion control measures costs for rehabilitation measures (e.g. the planting of trees) and costs anticipated for the identified training requirements and monitoring equipment will be provided) September 1997 87 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT 6. PUBLIC PARTICIPATION Public participation is essential to preparing the EA Report and improving decision- making. It is an important instrument to identify potential concerns, evaluate alternative alignments and engineering design, propose mitigation measures, and enhance public consent and support. As required by the World Bank and the National Environmental Protection Agency, surveys and investigations were conducted during two periods, from March 6 - 12 , 1995 and May 20 to June 15, 1995. This initial round of public participation was conducted through surveys of grass roots organizations and also residents along the IRR. Through this the project team obtained opinions from the general public. Additional surveys took the form of meetings and interviews with street representative offices, police stations and leaders at various levels. The second round of Public Consultation consisted of additional site visits, direct stockholder consultation and a public meeting held on June 21, 1996. 6.1 First Round of Public Participation 6.1.1 Interviews And Surveys Surveys and interviews were conducted along the selected and alternative alignments. 757 organizations including 418 along the selected alignments( 124 along West IRR, 101 along North IRR, 116 along East IRR, 77 along South IRR) and 339 along the alternative alignments(45 along Heping Rd, 38 along north to Railway, 61 along Huanshi E Rd., 49 along Nantian Rd., 62 along Ma Gully) were surveyed. 130 copies of Opinion Inquiry Table for Public Participation were sent or mailed to the organizations surveyed. 612 residents along the IRR were interviewed. the survey contents included the opinions on the construction of lRR, on the impact of traffic noise, vehicle emission and vibration, and on the relevant design options, the mitigation measures and suggestion. In the course of surveying, Opinion Inquiry Table for IRR Environment Impact were printed and sent, the opinions were inquired through direct surveying and sending survey forms, 130 copies of Tables were returned. 6.1.2 Public Meetings For environmentally sensitive road sections, e.g. Liwan District, the district government held meetings to hear opinions of the District Construction Commission, the Environmental Protection Bureau, Greenery Office and street representative offices. Minutes of the Meetings were prepared and a executive letter was sent to the project team (Comments on Guangzhou City Center Inner Ring Road Project, 1995(49), Executive Office of Liwan District Government). 6.1.3 Results of the Initial Round of Public Consultation Residents and institutions along the IRR recognized or were aware of its role and significance. They thought the IRR could improve city center transport and solve the September 1997 88 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT problems with congestion. Among the 130 institutions surveyed, 92.3% of them were positive with respect to the IRR and 7.7/c negative. Among 587 residents surveyed along the IRR, 65.7% of them were positive, 8.2% negative, and the rest (26.1%) had no opinion. The public thought the project might have adverse environmental impacts such as higher noise and vibration levels, increased motor vehicle emissions, and congestion. The public felt that the project should implement environmental protection measures for noise, vibration, dust and vehicle emissions control. On both sides of the IRR there should be space for trees. Among the 55 sensitive receptors, four of them are extremely sensitive. These are as follows: a. Guangzhou Zoological Gardens The Gardens are on the north-eastern IRR' and require quiet surroundings. The Gardens petitioned the municipal authority in charge of alternative alignment to present their requirements. The Urban and Rural Construction Commission promised to take this into consideration. Although the present alignment is still proceeding along the eastern boundary of the Gardens the design is for a ground-level roadway with mitigation measures consisting of a 2.5 m wide zone of trees and noise barriers. b. The Standing Committee of Guangdong Province People's Congress The opinions of the Committee, South Sea Fishery Administration of the Ministry of Agriculture, Middle School No. 62, Dongshan Kindergarten at Zhongshan Ist Road, suggested that the south-eastern IRR alternative alignment should be adopted. The present alignment is still on Zhongshan Ist Road. To preserve the serene atmosphere around the Committee building, alignment of the viaduct should be placed south in order to leave space for landscaping to be compatible with the image of the building. c. Guangzhou 2nd Worker's Palace The Southern IRR alignment was initially proposed to go through the Palace. To preserve its integrity as a recreational and entertainment establishment, the Palace proposed that the alignment go in the vicinity, closely parallel to Tongfuzhong Road and connected with planned Baogang N. Road. With the original alignment, the Palace suggested in survey forms that the roadway should be a viaduct to preserve the existing indoor sports facilities and ball room. This EA deems that the suggestion is feasible. d. Liuersan Road and Huangsha Avenue The IRR was initially going through the northern Shamian with Liuersan viaducts and Huangsha Avenue which has a number of schools. Liwan District Government held meetings of local administrations and public hearings for the IRR. It suggested that the Heping alternative alignment should not go along Liuersan Road. Shengli Hotel and residents in northern Shamian were positive in their reaction to the IRR and September 1997 89 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT suggested that the IRR viaduct be closer to buildings in the north to minimize the visual intrusion. This EA deems the suggestion is feasible and existing greenery will be preserved. The schools on Huangsha Avenue pointed out the existing noise was disturbing school activities. The selected option to not have an additional elevated viaduct in this area eliminates these concerns. e. Huanshi W. Road Huanshi W. Road in front of the railway station is an elevated viaduct with both on and off ramps. Local residents, traffic police, and the Chaolun Park thought it would be inadvisable to construct an additional viaduct as part of the IRR. They suggested the IRR should make full use of the existing viaduct and ground roadway, or construct underground passages at key points which would result in a reduced impact on the urban landscape and allow for functional use of the space. 6.1.4 Solutions And Recommendations The EA working group conducted a series of activities for public consultation and gathered extensive and representative opinions from the public. They are listed below: PUBLIC CONCERNS T- SOLUTIONS & RECOMMENDATIONS General Concerns Displacement & resettlement Sufficient public facilities and services in resettlement sites to maintain at least the previous life quality. Noise & motor vehicle emissions Noise barriers and additional greenery in densely populated residential and educational areas Sensitive Roadways Meidong Rd. E. to the Zoo The Zoo raised concerns regarding Enclosed ground roadway plus trees 2.5m wide and noise animal breeding and fertility. barrier Zhongshan Rd. Ist The Standing Committee of The viaduct is going 10 m south to leave open space to Provincial People's Congress the front of the Committee building, and its design to be asked for alternative alignment compatible with the building in configuration and color, and compatible design, opposed to viaduct option. TJ3 The 2nd Worker's Palace for Alternative alignment selected - Nantian Road integrity of its compound. Liuersan viaduct Visual suppression to Shamian Ground-level road widening Island In summary, public consultation was undertaken to obtain the opinions, suggestions and recommendations of the general public. The concerns of the public which were expressed during the public consultation have been considered in the above analysis. In this way the project team has strived to reduce environmental impacts and also obtain support from the public for the Inner Ring Road project. September 1997 90 GUANGZHOU IRR ENV[RONMENTAL ASSESSMENT 6.2 The Second Round of Public Consultation 6.2.1 Media The IRR alignments were presented in the Guangzhou Daily (the largest local newspaper) on April 24, 1996. After the public consultation meeting, the Guangzhou Daily reported on the first page the news about the meeting on both June 22 and 27. The Zhujiang Environment (a local environmental newspaper) also reported the news on June 26. 6.2.2 Site Visits And Public Consultation On Mitigation Measures By The Joint Project Team With the support and coordination from the project office, a joint working group was formed with representatives from the EA group, the Municipal Construction Commission, the Municipal Engineering Bureau and the Municipal Design Institute to carry out further site specific investigations for the selection of mitigation measures. The purpose of the endeavor was to select the best available mitigation measures taking into account pubic opinion. The joint working group visited each one of the sensitive receptors that require mitigation. During their visits, meetings were arranged to present the proposed IRR alignments, facilities to be constructed, the environmental impacts predicted and corresponding mitigation measures. These meetings also provided opportunities to the public to raise issues and concerns. The comments received from the meetings were incorporated into the EAP. 6.2.3 Public Consultation Meeting An open city-wide public consultation meeting was held on June 21, 1996 in the conference room of No. 3 Building in the Municipal Compound. The meeting was chaired by the IRR Project Office and the institutions which participated in the organization of the meeting include: the Municipal Construction Commission, the Guangzhou EPB, the Guangzhou Environmental Scientific Research Institute, the Municipal Engineering Bureau, the Municipal Design Institute, the Municipal Planning Bureau, the Municipal Transportation Planning Institute, and the Municipal Road Network Enhancement Office. Twenty-five people from these institutions participated in the meeting. There were 32 public participants representing 26 institutions and interest groups. The public participants included: representatives from the institutions and the residential areas, district councilors and municipal councilors. In addition, there were three reporters. The meeting started with presentations to inform the public participants of the significance of the IRR on Guangzhou transportation, the proposed alignments, the timetable for implementation, the extent of relocation required, and compensation programs. The meeting moved on to the presentation of anticipated environmental September 1997 91 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT impacts predicted and mitigation measures proposed. The major sensitive receptors and the residential areas that require mitigation were presented in detail with respect to the extent of environmental impacts and the effectiveness of the mitigation measures. The public was also introduced with to the predicted improvement of environmental quality do to the IRR. 6.2.4 Public Concerns and Responses There were 28 participants who presented their viewpoint accounting for the majority 'of the public participants (87%) and all of the institutions and interest groups represented. The major positive views included: I) The representatives unanimously endorsed the construction of IRR and Guangzhou City Center Transport Project. They also praised the format of the public consultation meeting that enable the public to meet with the construction organizations and air their views and concerns. The exercise indicates that their interests are of concern to the government and will be addressed by the government. The IRR project has received the public's understanding and support. 2) Mitigation options were identified and analyzed to great detail and specific mitigation measures were proposed as a result of the careful studies carried out during the Environmental Assessment and during the preparation of the Environmental Action Plan. These site specific mitigation measures were presented to the meeting and the representatives were in agreement with the mitigation measures and commented that they were the optimal options identified by the environmental and design groups based on the present local conditions. 3) There will be no additional viaduct on the Liuersan Road and the road section will be widened to 50 meters by demolishing existing buildings. 4) The representatives from the Zoo were pleased to learn there will be no viaduct adjacent to the Zoo and noise barriers will be installed on the ground road section to minimize potential noise impact. Specific Concerns and Responses Concern The Yuexiu District councilor requested that public facilities be integrated into the construction residential areas for the relocation program and the compensation be provided prior to relocation. In addition, the government should assist employees of the enterprises that will be affected to find new employment. Response The chairperson from the Project Office promised that the Project Office will make sure that the government policies and regulations on relocation and compensation will be implemented. Concern September 1997 92 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT The representative from the Huangsha Primary School expressed a concern with respect to student safety at the street crossing due to the IRR and increased the traffic volume. Response The Municipal Construction Commission made the commitment at the meeting to construct an overpass to satisfy the requirement of the Huangsha Primary School. Concern The representative from the Binjiang C. Rd. Primary School No.2 requested the school be relocated eastward and the Municipal Construction Commission assist the school to acquire the land parcel. Response The Municipal Construction Commission indicated that the concern will be addressed as a priority. After consulting with the Land Use Planning Bureau of the Haizhu District, a specific response will be provided to the school. Concern The representative from the Provincial People's Congress requested there be no elevated structure in front of their buildings. Response Due to the fact that the existing traffic has already exceeded the capacity of that road section, it would be impossible to solve the traffic problem without constructing a viaduct. The best mitigation option would be to move the alignment southward by ten meters and harmonize the design and color of the viaduct structures with the buildings of the People's Congress. Further consultation with the People's Congress will be carried out. Concern Dongshan District People's Hospital pointed out that additional space needs to be provided between the pedestrian lane and the hospital building. Response This concern had been identified as a priority by the Municipal Construction Commission and consultations with the hospital had been carried out prior to the meeting. Due to the space constraint, the best option would be to revise the design of the Dongshan Overpass by relocating the ramp. As well, the hospital has agreed to make changes to the use of its buildings. Concern The Municipal Engineering Vocational School requested there be an exit from the main road in front of their school. Response At present, there is a small zigzag road leading to Xianlie Rd. from the Municipal Engineering Vocational School. The Municipal Design Institute agreed to consider the request for a road exit. September 1997 93 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT Concern Guangdong Medical College suggested the Changgang Road alignment for the south section. Response Explanations were given for the recommendation of selecting the Changgang Road alignment for the south section. Due to the existing traffic, it would be difficult to handle the increase in the traffic volume anticipated as a result of the IRR. The environmental and design groups undertook a specific study on this option and results of the studies indicated that it was not feasible. September 1997 94 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT 7. Economical benefit and environmental economical cost- benefit analysis The invest effect of a engineering is measured by benefit of economy, society and environment. At present, in Guangzhou the heavy traffic congestion in central city area limits the economical development and affects the citizen's living. The IRR will improve these conditions. With the primary analysis, the social benefit of the project was obvious. While the direct economical benefit can be calculated by currency, the social and environmental benefit are difficult to be done so. 7.1 Economical benefit in IRR FEASIB[LITY RESEARCH REPORT (edited by Guangzhou Municipal Engineering Design Institute), the economical benefit of the project was calculated in detail, including the direct economical benefit and the calculable social benefit Results are as following: 7.1.1 The direct economical benefit For the project, the FIRR(Financial Inner Revenue Rate)of the overall invest is 4.24%. that of domestic reserves is 0. the payoff period is 18.25 years. As a public beneficial engineering to improve transportation in Guangzhou, the project will have low revenue rate. 7.1.2 The calculable social economy benefit 7.1.2.1 Basis * Because the project is a public transportation facility project, in economy analysis the transportation is considered as a system, as a result, the benefit of the project should be analyzed from point of system as well. * The IRR not only improves the transportation condition along bothsides of the IRR, but also releases the transportation pressure in central city area, as a result, the central area transportation will create more benefit, therefore, the benefit due to central area transportation improvement also ought to be taken into consideration. * Considering the future development situation, to compare and analyze the cost- benefit between the situation with and without IRR. * The calculable social economy benefit mainly are that of cost reducement, that of on-course-time reducement for passengers and goods. 7.1.2.2 Calculation * The EIRR of the overall invest is 30.31%, more than HDPV(12%), showing its feasibility in aspect of social economy. * The ENPV(i1=12%) of the overall invest is 22485.32 million RMB(>0), which shows that the invest will obtain not only social profit in keeping with HDPV but also additional profit , therefore the project is acceptable. * EIRR of domestic invest is 27.18% , which illustrates the profit of government invest is more than HDPV(12%). September 1997 95 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT ENPV(i,=12%) of domestic invest is 9209.843 million RMB(>0). 7.2 Environment protection cost and pollution lost Pollution of IRR mainly involves vehicle emission and noise. Because the pollution of emission exhaust mist be controlled and managed integrally in the entire city area, while the pollution of noise can be controlled by some countermeasures in IRR, the environmental economy analysis of IRR mainly focuses on the lost and control cost of noise. in cost-benefit analysis of environmental economy, the main task is to judge the environment protection effect obtained by the environment protection invest for the project, the analysis should include not only calculating the environment protection invest and cost but also checking the possible environmental and economical actual effect, but it is hard to precisely calculate the pollution lost. As a result, in condition of lacking the basic parameters of environmental economy impact assessment, well make simple analysis on environmental economy benefit. 7.2.1 Costs of noise mitigation measures The cost s are estimated based on the primary design of IRR and noise mitigation measures, they are subject to be changed in the future detail design, The costs of noise mitigation measures for sensitive buildings(such as hospitals, schools and kindergartens) and the first row dwelling houses along bothsides of the IRR are in Table 7.2-1: TABLE 7.2-1 COST OF NOISE REDUCEMENT MEASURES (NOT COVERING COMPENSATION FEE) Measures North bank of the South bank of the Sub- Pearl River Pearl River total Sound insulation barriers 1162.36 390.92 1553.28 Double glass windows for 1243.7 429.68 1673.38 sound insulation Sound absorption 2567.04 585.6 3152.64 pavement Increasing height of the 796.7 144.6 941.3 protection fences and walls Total 5769.8 1550.8 7320.6 unit: 10,000 RMB 7.2.2 Costs of trees and greenbelt As seen in Table 7.2-2. TABLE 7.2-2 COSTS OF TREES AND GREENBELT Part of IRR Length of Costs(10,000 Remarks -greenbelt(m) RMB) Meidong N.R 1990 119.4 600 ____ ___ ___ ____ ___ ___ ___ ___ ___ RMB/m Meidong R 1795 147.7_ _ September 1997 96 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT Part of IRR Length of Costs(10,000 Remarks greenbelt(m) RMB) Zhongshan F.R -- Jiangwan 3290 197.4 xingcheng East part of Baoguang 930 55.8 N.R(T13) Nantian R 2600 156 Parts needing replanting 100 Total i 676.3 7.2.3 Lost of environmental pollution The lost mainly includes that of body's health and that of producing and living materials along the IRR * Impact on body's health and labor According to the result of crowds investigation and epidemic disease researches, if exposing in the environment of middle degree noise (<80dB) over a long period of time, a person will receive damagement which has impact on his cardiovascular, nerves, immune and digestive systems. The damagement are collected day by day. Based on the result of investigation on city transportation noise pollution in 1980s, the personal annual average medical fee of those who live along the road with noise(>7OdB(A)) is more 13.5 yuan/person - annual than that of those who live along the road with noise(<70dB(A)), and 66.7% of residents living along bothsides of the roads(noise > 70dB(A)) were interrupted during sleeping, as a result, those people's work efficiency would decrease. Based on some parameters of Shanghai IRR which has been put into use, we properly modified some parameters and adopted them in Guangzhou IRR assessment. Related parameters are as following: * The increased medical fee due to noise will be 27.0 yuan/person - annual; * The decreased rate of work efficiency of workers due to noise disturbance during sleeping will be 2.5%; * The percentage of workers whose sleeping disturbed by noise will be 66.7/o; * The lost for sick leave of workers suffering from noise will be 200 yuan/person - annual; * The GDP of Guangzhou in 1994 was 15,000 yuan/person * annual and will reach to 20,000 yuan/person - annual in 200 1. * The number of noise-disturbed residents living in the first row houses along bothsides of IRR(within the range of 25m from bothsides of IRR) will be 52300, in which 50% are workers. According to above parameters, the loss of health due to noise are as following: * The increased medical fee: 27.0 x 52300 = 1.412 million yuan/annual; * The lost for workers' sick leave due to noise: 200 x 52300 x 50% = 5.23 million vuan/annual. * The lost for decreased work efficiency due to sleeping disturbance by noise: 20000 x 52300 x 50% x 66.7% x 2.5% = 8.721 million yuan/annual; The total lost will be 15.363 million yuan/annual. * Lost of real estate along bothsides of IRR September 1997 97 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT According to the trade judgment rules in real estate market, the buildings polluted by noise will be devaluated. In Shanghai IRR E.LA, the discount rate was 20%, but we here adopt discount rate of 10% as considering the buildings along the main line of IRR are used for business and offices. The first row of buildings along bothsides of the IRR are effected most .The area of buildings within the range of 25m from the planned red line is about 1.403 million m , 1/3 of which will be new buildings (0.47 million m2).If the price of buildings along the road is 4,500 yuan/ m2, the lost of real estate devaluation will be :4500 x 470000 x 10% = 211.5 million yuan, and if depreciation period is 30 years, the annual devaluated lost will be 7.05 million yuan. * The overall lost for health, labor and real estate will be 22.413 million yuan. * The existing noise values along the bothsides of the planned IRR have seriously exceeded the standards by 4.4-17.3dB(A). After construction of IRR, within range of 100m along the bothsides of IRR, the noise value will increase more 0.1- 7.OdB(A) than that before construction of [RR, about 1/4 of the existing exceeded value. Therefore, the lost will be:2241.3 x 1/4 = 506.3 yuan. 7.2.4 Benefit with noise mitigation measures With noise mitigation measures along bothsides of IRR, the noise value can be reduced by 3-5dB(A), the increased noise value along the bothsides caused by the IRR can be balanced, therefore, the relevant lost can be avoided. 7.3 Brief summary 7.3.1 The direct economical benefit The direct economical benefit analysis shows that the FIRR will be 4.27% and the payoff-period 18.25 years, illustrating the IRR being a public beneficial engineering with low revenue rate. The social economy benefit analysis shows that the EIRR will be 30.31% .If HDPV being 12%, the ENPV in calculation period will reach to 12,245.32 million yuan RMB, an immense social economy benefit. As a result, the IRR is a low profit but public beneficial project with immense social economy benefit. 7.3.2 Environment protection cost-benefit * After construction of [RR, the vehicle emission and noise pollution will have impact on the environment. Because the emission pollution effects in wide range and should be controlled integrally in entire city area. Therefore, for the IRR, environment protection cost-benefit analysis focuses on the impact of noise. * The noise lead to increase medical fee, loss for workers' sick leave and lost of work efficiency reducement due to noise-disturbed sleeping and lost for the real estate devaluation. The overall lost is about 5.063 million vuan/annual. * With noise impact forecast, it was raised to take some mitigation measures such as sound insulation barrier, sound absorption pavement, double glass windows for September 1997 98 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT sound insulation, greenbelt, etc. The environment protection invest will need 80 million yuan RMB. * The IRR noise pollution lost can basically be eliminated with above mentioned measures. 8. CONCLUSIONS 8.1 Environmental Impacts On City Center And Project Site When the project is completed, the environmental quality will be improved in the city center due to reduced traffic volume on the other roads and also a higher average speed on these routes; however the environment immediately adjacent to the IRR route will be negatively impacted with respect to air quality and noise. 8.2 Existing Status And Predicted Environmental Impacts 8.2.1 Air Quality The IRR will improve transportation efficiency in the urban center. Traffic will move faster and there will be less congestion and less queuing at intersections. It is predicted that, as a result of construction of the IRR, the average speed in the city center will increase to 22.2 km/hr from the current 16.6 km/hr rather than falling to 16.3 km/hr if the IRR is not built. As the speed improves, the emissions from vehicles will decrease resulting in a net improvement in the overall air quality. Within the corridor of the IRR, however, the traffic will increase and the quality of the air will deteriorate. Existing Status and Impacts in the IRR Corridor The planned IRR will be built on the existing major roads, bothsides pollution of the roads is relatively serious. The result of monitoring in January, 1995 indicated that all NMHC and TSP readings exceeded the standards, 74.6% of NO, readings and 12.4% of CO readings exceeded the standards, only lead (Pb) concentrations were under the limit. With the increasing vehicle population, pollution in the IRR corridor will be more serious whether with or without IRR. The predication in 2000 and 2010 showed that: * Hydrocarbons (HC) concentrations at 5 - 25 m from the IRR will exceed the standard by a factor of 3 - 4. Average concentrations at distances less than 500 m are 50 - 60% higher with the IRR than without. * Nitrogen Oxides (No) concentrations at 5 - 25 m from the IRR exceed the standard by factors of 1.1 to 1.5. Average concentrations at distances less than 500 m are 150 - 200% higher with the IRR than without. September 1997 99 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT * Carbon Monoxide (CO) concentrations are predicted to be less than the standards whether the IRR is built or not. With the road, the CO concentrations are predicted to be 20 to 50% higher than without the road. In summary, the ambient air pollutant concentrations particularly 9Ox are higher within the IRR corridor with the IRR. After construction of IRR, from the point of vehicle emission damage to human body, CO concentration will increase but lower than the concentration of damage to human body; HC concentration will exceed the standard greatly but not reach the impact threshold value; NO, concentration will be lower than the concentration of harm under general condition, it will reach concentration of harm under the most unfavorable weather; lead (Pb) concentration is under the assessment standard before construction of IRR, however, because Pb is a collective pollutant, the low concentration of Pb is damage to human body, especially to growing children. After construction of TRR, the unleaded fuel will be introduced and developed in Guangzhou City and Guangdong Province, the pollution of Pb won't be resulted from vehicle emission. Impacts in the C'it Center Data from the institutions for the project feasibility study, planning and design showed that the traffic speed is higher in major roadways of the city center with the IRR than without it for the years 2000 and 2010. Using the traffic speed data, emissions for the Guangzhou vehicle fleet were calculated. From the results of the emission modeling, it was estimated that the IRR will result in lower concentrations beyond 500 m of the major roads in city center. It was predicted that HC would be lower by 44%; NOx would be lower by 43%; and CO would be lower by about 40%. Comparison with Existing Air Quality Over the next decades economic development and urban expansion will demand more motor vehicles, leading to further potential degradation of ambient air quality. Compared with the existing ambient air quality, there will be significant increases of air pollutants related to motor vehicle emissions. This will occur whether there is an IRR or not. Without the IRR, increases in motor vehicle emissions alone would result in CO concentrations increasing from 2.89 to 7.34 mg/m3 and NOx concentrations increasing from 0.116 to 0.318 mg/m3 by the year 2010. With the IRR, the concentrations would be 5.9 mg/M3 for CO and 0.318 mg/M3 for NO,. This demonstrates that the IRR project will help slow down ambient air quality degradation in the urban areas. 8.2.2 Noise The noise level Leq within 25m on both sides exceeded the standard by from 4.4 to 17.3 dB. The noise problem is serious and will continue to deteriorate. As a result of increased traffic volume, traffic noise in the project area is predicted to increase. Noise levels were predicted for the years 2000 and 2010 for two scenarios: both with and without the [RR. Compared with the estimates without the [RR, the noise level September 1997 100 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT with the IRR is I to 7 dB(A) higher; 2 - 4 dB(A) for existing roadways with heavy traffic; 5 - 7 dB(A) for existing roadways with small traffic volume; and I - 5.3 dB(A) for sensitive receptors within 100 m of the roadway. 8.2.3 Vibration The existing vibration levels along the IRR alignment will be within standards except at a few intersections or heavy traffic roadways. When the IRR is in operation, all the roadway can meet the standard except at subsections Shejichang to Luhu Road and Meidong Road, where vibration levels at the red lines exceed the standard slightly during peak hours. The IRR may increase the vibration level slightly. 8.2.4 Sunshine Obstruction The sunshine distance coefficient is small in the project areas. The sunshine time will be shorter with than without the IRR. The effective height of all ERR viaducts is smaller than the critical sunshine height at noon and the IRR viaducts will obstruct sunshine on buildings on the red line to various degrees. Without noise barriers on the viaducts, for 33 assessed roadsides, the obstruction time ranges from 1.2h to 9.3h on the winter solstice which has the shortest sunshine duration of the year. 8.2.5 Landscape Ecology The IRR alignments in Huangsha Avenue, Huanshi W. Road, Huanshi C. Road, and Hengfu Road now have wide open space and greenery, and additional viaducts will not have significant impact on the landscape. Significant changes may occur at roadways at Liuersan Rd., Meidong Rd. east of the zoological gardens, Zhongshan Ist Rd. in front of the Standing Committee, and Meidong S. Rd. The non-viaduct option for the Liuersan Rd. will result in an insignificant impact. 8.2.6 Water Quality Activities during road widening, building demolition and viaduct construction may produce a great deal of earth and dust. It will have any significant impact on surface water quality provided timely collection of earth and dusts. Two planned bridges will have no significant impact on water quality if sedimentation is done properly. 8.2.7 Cultural and Heritage Resources Among the 15 cultural and heritage resources, 2 of the them are at sensitive points, the Shamian Cultural Protection Zone and the Marshal's Court. During construction, the project phase has no other impact on the resources other than dust. During the operational phase, the project will have no significant impact on the Zone due to the widening of the existing Liuersan Road and no significant impact on the Court due to refurbishment and planting of trees. September 1997 101 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT 8.2.8 Displacement and Resettlement The IRR is 26.2 km long in total (or 26.7 km long with Nantian alignment). The total floor space to be displaced is 438,339 m2, comprising 180,591 m2 for commercial facilities, industries, and office buildings, and 247,747 m2 for households. There are 1,726 commercial, industrial and office buildings, and 17,259 employees. A total of 6,194 households and 21,679 residents will be displaced. The amount of displacement associated with the selected Nantian Road alignment one third of that of T13 alignment. 8.3 Alternative Alignments And Mitigation Measures Alternalive Alignments The air quality and noise impact assessment determined that the impact is most significant in the east and south sections of the IRR. 1) Liuersan Road. Foreseeing the potential impacts of the initially proposed alignment, the project office and design institution adopted a ground-level roadway expansion instead of a viaduct, which benefits Shamian Island and the surrounding areas. To lead away traffic from the Road and protect the environment, it is suggested that the urban planning designate land for route Ruyifang - Xiafangcun - Rear Waterway - Houde Road to connect the IRR for further development. 2) The Zoological Gardens. Meidong N. Road east to the Gardens requires intensive noise controls for 600 m. Options include the use of trees and structures adjacent to a depressed roadway. 3) The Standing Committee. The Standing Committee building needs wide open space. The alignment at Zhongshan Ist Rd. should be moved south 10 m to keep the IRR viaduct 40 in away from the building. The configuration of the viaduct should be compatible with the building. 4) Baogang N. Rd., (T13) is too narrow for a viaduct. which would result in a lot of traffic noise and a high level of vehicle exhaust emissions for adjacent residential buildings and commercial facilities. The Nantian Road alignment has been selected over the T13. 8.4 Mitigation Measures 8.4.1 Motor Vehicle Emissions Control * Traffic management to prevent congestion and the resulting high motor vehicle emissions. September 1997 102 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT * Design speed. Traffic on supply arteries of the IRR has to be fast enough to maintain the design speed of the road and prevent congestion on the IRR. * Viaduct Configuration. Alternative viaduct configurations can be effective for pollution prevention and control, including a) width ratio of ground roadway to viaduct more than 3:1; and b) dual split structure instead of single, good for dispersion of the emissions. If T13 and Meidong Road cannot be expanded alternative alignments are recommended. 8.4.2 Noise Prevention and Control a. Construction Phase. Contractors must abide by the provisions for noise prevention and control in the Rules for Noise Prevention and Control in Guangzhou. Mitigation measures for construction noise include restrictions on operation of noisy machinery, such as percussion hammers, pneumatic drills and rock breakers and employment of machinery with low noise emissions. Constructors should rationalize work timetables and shift schedules, keep noisy operations from sensitive receptors, undertake regular maintenance and repairs, and enforce strict implementation of procedures. At sites with high noise emissions, temporary enclosure structures with or without absorption lining should be applied. b. Land Use Planning. The first row of buildings along the IRR should be occupied by receptors less sensitive to noise while their structure should be optimized for reducing noise impact. c. Configurations and construction materials. Viaducts should be constructed with as minimal obtrusion to the local environment as possible. Double or multiple layers of viaduct may not be constructed. Application of continuous sections and large structures can reduce the number ofjoints and vehicle bumps. Flexible supports, e.g., rubber plate and ball supports can reduce structural noise. d. Stringent noise emission standards. Other measures which can be implemented include more stringent noise emission standards for motor vehicles, vehicle noise control planning, traffic management, and regular inspection and maintenance of vehicle and road surfaces. e. Noise absorption barriers. Noise absorption barriers in the shape ( 1 need to be constructed along the road subsections with sensitive receptors. Total length of the barriers is 3.66 km. The barriers mitigate noise by 3 - 5 dBA which can reduce some of the negative impact of the IRR. Sound absorption pavement. Road surface is paved with porous materials with sufficient plainness which can reduce noise level by 5 dB(A). The sound absorption pavement road is 8.05 km long. Double-windows and ventilation systems can be added to 24 sensitive receptors out of 55, the first row of residential buildings, and other establishments which are sensitive to noise along roadway and around interchanges. September 1997 103 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT The effect demonstration of the mitigation measures indicated that: * After using such measures as sound absorption pavement and noise barriers, noise level can be reduced by 5 - 10 dB(A). * If the roadway east to the Zoological Gardens incorporates an effective noise protection design, noise impact will be negligible. noise level can be reduced by 3 - 25 dB(A). * If retrofitting with double-windows and ventilation systems is applied to sensitive points, the first row of residential buildings and other establishments sensitive to noise along the roadway and around interchanges, the indoor noise level would be equivalent or lower than the standard designated for the area. There will be no new distinct noise impact. 8.4.3 Land Use Planning To mitigate the impact of exhausts and noise the suggested setback of the first row of buildings should be to the red line of roadway with viaduct. 8.4.4 Citywide Perception. Although vehicle emissions are the major sources for urban ambient air pollution, it is not sufficient to reduce the emissions on the IRR alone for air pollution control. It needs citywide control on emissions that may take a long period of time for implementing mitigation measures. One component of the overall Guangzhou City Center Transport Project is a proposal of Vehicle Emission Control Research prepared cooperatively by the Guangzhou Environmental Protection Bureau, the Guangzhou Environmental Monitoring Center, the Guangzhou Petrochemical Complex and the South China University of Technology. The objective of the proposal is to provide a strong foundation for a research program and associated strategies to address the problem of increasing air pollution from mobile sources. The main components of the program are: * to introduce and develop the necessary infrastructure for unleaded gasoline * to establish the vehicle Inspection and Maintenance (IM) system * to establish a Guangzhou vehicle emission research center * to expand the automated monitoring network of Guangzhou to monitor air quality Unleaded Fuel The aims of introducing and developing unleaded fuel are to eliminate the impact of atmospheric lead on the health of the population, and to introduce catalytic converters because lead will "poisons" the catalysts in catalytic converters. GZ municipal government has decided to use unleaded fuel in overall Guangzhou since Oct. 1, 1997, the unleaded fuel will also be used in overall Guangdong province in 1998, therefore, with the IRR implement, the lead pollution won't be resulted from vehicles. September 1997 104 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT Vehicle Inspection and Maintenance Program The vehicle I/M will have three-phase .The initial phase will include the following: a management structure will be developed and proposed to the municipality; the present [/M program will be expanded to 18 sites and upgraded; and a motorcycle emission I/M pilot station and a training center will be established. Phases 2 and 3 will see the continuation of training efforts, provision of equipment for monitoring the results of the testing program and increasing the inspection activities. Vehicle Emission Research Center The main finction of this component is to establish a centralized vehicle research facility and the administrative management necessary for the monitoring and control of vehicle pollution. The main objectives are to: * conduct research on the inspection and testing of vehicle emissions; * support and execute the f/M of in-use vehicles; * study and support vehicle pollution control technologies including the use of unleaded gasoline and catalytic converters; * facilitate the random inspection vehicles; and * develop a means of technical supervision for monitoring and control of vehicle emissions. The proposed research center would consist of an I/M station training of staff and conducting research; an advanced vehicle testing area to support the testing of potential emission control technologies; and a center dedicated to conducting emissions research on engines. Automated Air Quality Monitoring Network The establishment of an automated monitoring system will assist the GEPB to understand the dynamics of air quality in the city and the contribution of vehicle emissions to overall air pollution. This resource is necessary to assess the benefits of the other components of the MVPC proposal. In addition, the network will be helpful in the development of traffic management, environmental program management, policy development and public awareness. The automated system, consisting of the monitoring substations. and a controlling center, would be achieved by upgrading two to three existing stations and establishing two new stations. Among the parameters to be monitored are traffic condition factors, emission concentrations of various parameters and meteorological conditions. 8.5 Economical benefit and environmental economical cost- benefit analysis The direct economical benefit analysis shows that the IRR is a public beneficial engineering with low revenue rate, the payoff period will be 1&.25 years. But it will bring immense social economy benefit, the ENPV in calculation period(25 years) will reach to 12,245.32 million yuan RMB. September 1997 105 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT Environment protection cost-benefit analysis mainly include the loss by vehicle emission and noise pollution. Because the loss by emission pollution is hard to calculate, Therefore, environment protection cost-benefit analysis on focuses on noise. Without mitigation measures, the noise will lead to increase medical fee, loss for workers' sick leave and loss of work efficiency reducement due to noise-disturbed sleeping and loss for the real estate devaluation. The overall lost is about RMB 5.0.63 million yuan/annual. The IRR noise pollution loss can basically be eliminated with mitigation measures. 8.6 General Conclusions In summary, the proposed Inner Ring Road project will assist in providing a solution to traffic congestion in the city center, improve the quality of urban life and stimulate economic development. The project will result in some degradation of air qualiiy within the immediate vicinity of the alignment (& 200 m) but will make a positive contribution to pollution control in the overall urban area, especially in the city center. The noise level will also be increased in the corridor of the IRR which needs immediate noise mitigation measures. The project is feasible environmentally, if the recommended alignments for particular road sections are selected, and if the recommended mitigation measures are implemented 'effectively. These measures will help prevent and minimize potentially adverse impacts. The project also allows for the opportunity to enhance the environment in the city center through longer term solutions such as Traffic Management, urban planning and implementing the various components of the Motor Vehicle Pollution Control Proposal. September 1997 106 GUANGZHOU IRR ENV[RONMENTAL ASSESSMENT APPENDIX A This appendix provides details on the methodology and modeling used to support the analysis in the-Environmental Assessment for noise, vibration and sunshine. Further information is available in the complete Chinese EA Report. NOISE METHODOLOGY AND APPROACH CONSTRUCTIONPHASE Noise sources during project construction can be taken as point sources. The attenuation equation for point noise is used to calculate noise levels at certain distance to the source: * Lp = Lpo - 20 log ... ...(1) where: Lp -noise level at distance r to noise source, dB (A) LPo-reference noise level at distance ro, dB (A). OPERATIONAL PHASE For this assessment the US Federal Highway Administration model is used, but with some modifications for this project. The modified model takes into consideration traffic volume, speed pattern, vehicle source height, road surface roughness and slope, viaduct reflection, multiple reflection between viaduct bottom and ground, reflection and shielding of roadside buildings, and viaduct fence shielding. A geometric acoustic method is used to clarify the patterns of sound field under various roadway configurations and to calculate the sound energy levels produced by each type of vehicle and their aggregate. FHWA model: Leq, = Leo, + 10 log Ni) + lOlog - +AS-13 ...... (2) where: Leqi-hourly noise level equivalent at r generated by type i vehicle, dB (A) Leo, -reference noise level average at 15m of type i vehicle, dB (A) , -traffic volume of type i vehicles, vehicles per hour; Vr-overage speed of type i vehicle, km/h; T-observation time, T=1h; r -vertical distance of observation point to road center line, m; a-absorption factor of surface between observation point and road center line; AS-correction for road structure and surroundings, dB (A) : i -vehicle type, i =1, 2, 3, 4, i.e., heavy-duty, medium-duty, light-duty and motorcycle. The aggregate of noise levels at the assessment, generated by all types of vehicles on a single lane, is expressed as: 4 Leqj 1()Iog 100-q. .... i-I The aggregate of noise levels at the assessment, generated by all type of vehicles on multiple lanes, is expressed as: 'K Leq =10 log 1L0 ... (4 j 1 September 1997 107 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT where m= number of lanes For roadways with viaducts, the aggregate of noise levels at the assessment, generateJ by all types of vehicles on ground and viaduct, is expressed as: Leq = 1o4l1u.eq, + 100.1_qw 5 Methods for Noise forecast under Roadway Configurations I) Ground roadway soundfield. The sound field of a ground-level roadway can be cal culated by the equations listed above. 2 Viaduct sound field For a clear understanding of the sound field ofa viaduct in operation, a geometrical method is used to describe the sound field on both sides of the roadway, as shown in following Figure. y(m) # 3 Viaduct p(x,y) A S Ground 0 x(m5 In the figure above, AB is the height of shield on viaduct, ht; AO half width of viaduct, dL; 00 height of viaduct surfacc,ho; S sound source at height h,; S virtual source for sound source S on the viaduct. It can be seen from the figure that sound field generated by source on the viaduct is divided three sound fields, #1, aggregate direct sound of S and S APP; #2, aggregate of direct sound from source S and diffractive sound from source S'; #3, aguregate diffractive sound from source S and S 1) y > Yo', sound field # 1, aggregate sound energy Leqj: Leq,= 10 1og(100.e* + 100"Lm).......(6) 2)yo <y < YO', sound field #2, aggregate sound energy Leq2: Leq,=10log 10Oo1*q +1001-LeiiALA... 3) y <yo , sound field #3, aggregate sound energy Leq3 Leqz=10 10 .u,- +10o.u"g'-A,.A where: Leq,-direct sound of source S; Leq,-reflective sound of source S; September 1997 108 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT AL, -shield insertion loss to source S; ALk.-shield insertion loss to virtual source S'. In the case linear source, A-weight insertion loss due to infinite shield AL, 1 0 lo g (t <: 11 )- [4 4 arctgl AL. = 1 +t _ ... ... (9) 1 0 lo g (t Ir 1)t 2 1n tI + _._t - 1 40 x fe x So where t c f equivalent frequency of road traffic noise, 500 3c Hz; So sound path difference, m (Figure 4.2-1, sound path difference of source S in field #3 Se=SP + BP - SP) ; C sound speed, C=340.6m/s - 3) Ground Sound Field under Viaduct The Sound field of a ground roadway under viaduct becomes quite complicated due to viaduct reflection which can be taken as sound emitted at mirror source. In Figure 4.2-2, AB is shield height hl; AO', half width of viaduct dj; 00' viaduct -surface height,ho; S, sound source at height h.; S', primary image of source S to the ground ; S"and S"', primary image of source S and S' to the viaduct; longitudinal coordinates of S" and S'" ( h, - 2nho) and ( -h. - 2ho ) ,image source coordinates after nth reflection of sources S and S'to viaduct ( h, - 2ho) and (-h. - 2nho ) . It can be seen from the figure that sound field generated by source on the viaduct is divided three sound fields, #1, aggregate direct sound of S and S'; #2, aggregate of direct sound from source S and diffractive sound from source S'; #3, aggregate diffractive sound from source S and S. Traffic volume and speed on the viaduct are higher at ground level noise sources on the viaduct are correspondingly louder. This assessment assumes that sound energy of field #3 is only from traffic on the viaduct; sound energy of field #2 from single direct reflection of source S; field # I from direct sound energy of sources S and S'. They are three cases: 1) y > Yo', sound field #3, aggregate sound energy Leqi: Leq=o ...... (10) 2)Yo <y< '', sound field #2, aggregate sound energy Leq2: Leq2=Leq, ...... (11) 3)y < ye, sound field #1, aggregate sound energy Leq.: Leq3= 10Iog(loo"m, + 100.u)... ..... (12) where Leq,- direct sound of source S; Leq--reflective sound of source S'. September 1997 109 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT Y(m ) T dx. 6D Ground If additional weighting is given to multiple image sources, i.e., multiple reflections between viaduct bottom and the ground, the sound field would become complicated. Experimens conducted by Mr. Akinon Fukushima and Mr. Dazon Kohishi in Japan showed that traffic noise levels on a ground-level roadway with viaduct are higher than a roadway without -i viaduct The difference is the multiple reflection by the viaduct bottom. The increment 1; bigger directly under the viaduct than at the roadside areas. For this reason the calculated values are increased by 2 - 3 dB(A) for points directly under the viaduct 4) Roadway with viaduct For the roadway with a viaduct, traffic noise level at any point is the aggregate of sound froi i ground traffic and the traffic on the viaduct. Accordingly, it is necessary to calculate the sound levels contributed by both separately, then combine them for the aggregate. 5) Roadway with dual-layer viaducis The sound field can be divided into three separate parts: first, the ground, with the sani sound field as in the previous analysis for a roadway with a viaduct; second, the second layer of viaduct, with the same sound field as the previous analysis for a viaduct; third, the first layer of the viaduct. The sound field of the first layer of the viaduct can be divided into two zones with the division at the height ofthe first layer ofthe viaduct The zone above the height has a similar sound field to that of the ground level roadway under the viaduct, and the zoin below has sound energy from its own traffic, diffactive-sound ofimage source, and reflectioa by the second layer of the viaduct. 6) Roadway with viaduct and ramps There are 12 locations on the IRR with ramps with a design speed ranging from 25 - 30 km/h and slope of 7%. The sound field of the ramps is complicated because they have a number of combinations ofheight, traffic flow and speed. Theoretically the noise levels can be calculated using previous equations, assuming the traffic volume is 1/20 or 1/21 ofthe trunk IRR and the speed is much lower than 60 km/h. By calculation, noise source levels of individual vehicles on ramps is 9 - 10.5 dB(A) lower than on trunk IRR, correction for traffic volume on ramps I - 10 dB(A) lower, and correction for ramp slope, 0 dB(A). In total the noise level from ramps is at least 10 dB(A) lower than trunk IRR. Using the sound aggregation theory, sound energy from ramps can be neglected for aggregation and its contribution to overall traffic noise level assumed to be 0 dB(A). 7) Interchanges September 1997 110 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT Large size interchanges are usually composed of multiple layers of viaducts, ground-level roadway and ramps, and have complex patterns of sound fields. Theoretically the noise from each component of the interchange can be calculated and then combined using the previous equations. In practice, it is too hard to do it this way because most parameters for the interchange have not been determined. Using another method the interchange can be taken as a column with the noise source at various heights and the same noise level at the same height. Using the by sound aggregation principle, the increment for sound aggregation of two trunk roads is 3 dB(A). 8) Reflection by roadside buildings There is strong reflection where roadside buildings ofmultiple stories or high-rise are close to roadway. Please see following Figure. Noise level at assessment point should have the increment for building reflection, ASr. y(m) Building Viaduct A Ground a x(MT It is shown in the figure, sound waves at point P of source S reflected by buildings is equivalent to sound from inage source, i.e. SP= r', S'P= r , the relationship between the reflective increment ASr and - is: r - 1., ASr=3 dB (A); r r' -r 1.4, ASr=2dB (A); r TI -2, ASr=dB (A) r r' r-> 2.5, A Sr=0 dB ( A). VIBRATION METHODOLOGY AND APPROACH Vibration waves are produced by the force of moving vehicles on road surfaces and are transmitted to roadside. This is traffic vibration. Vibration intensity is associated with vehicle types and speed pattern. For any road section, the vibration level is a function of traffic volume, fleet composition, speed pattern, road surface roughness, and road structure. September 1997 111 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT As required by the Environmental Vibration Standard for Urban Areas, the applied standard to varied and irregular vibration should be the 80% superior limit, i.e., L0. This assessment borrowed the vibration forecast equation proposed by Japanese Ministry of Construction and made modification to it. The equation is: L10= Alog ogQ*) +B+af+af+a,+ah - (1) where: L.1o-traffic vibration level, dB; A loglogQ*)+ B -basic level, dB; Q*-traffic volume equivalent, average trips per lane per 500s; QI-light-duty vehicle traffic volume, trips/hour; Q2 -heavy-duty vehicle traffic volume, trips/hour; A B-constants related to traffic speed and lane number; a,--correction for surface roughness, dB; a,--correction for ground basic frequency, dB; a,-correction for distance attenuation, dB; a--correction for viaduct, dB. For ground-level roadways or viaducts, the vibration level can be calculated using formula (1); For roadways with viaduct, traffic vibration level Lzioz and L.,, for ground-level and viaducts can be calculated by using formula (1) separately, this is then aggregated by equation: 4" = 10 logl10.u1." + 100.1410,(2) Notes: 1) equation(1) vibration acceleration VL=20log--dB, wherea, = 10-mIs2. ao 2) The definition of the Chinese vibration acceleration is VL=201og-dB, a.= 10_6m/4, .therefore, the results calculated by the equation ao above need to be augmented by 20 dB if the Chinese vibration acceleration definition. is adopted. September 1997 112 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT SUNSHINE METHODOLOGY AND APPROACH Models and Calculation Conditions Sunshine obstruction assessment focuses on the extent of the sunshine obstruction caused by construction in front of the assessed building. The viaduct of the IRR can be taken as the front building and on the basis of the actual distance between the edge of the elevated road and the assessed room, the obstruction time can be predicted. The sunshine distance criterion which can meet a certain class standard of sunshine time for the assessed room can be calculated. By comparing the actual distance with the sunshine distance criterion, conclusions can be made about the sunshine level along IRR, and recommendations can be given about the setbacks of buildings from IRR. 1) Basic Models a)Critical height of'sunshine at noon Ho= [DM + 0.5 WB + (HWI + HW2) ctghcosy ] / (ctghe cosy) () where Ho- critical height of the sunshine at noon (m); DM- distance between the central line of the viaduct and the building line (in); WB-- width of the viaduct (m); fHWi- vertical length of window, as 1.8 m; HW2-- height of window bottom, as 1.0 m; he -solar altitude angle a noon; t-- sunward angle of room. b) Distance between the edge of viaduct and the red line DR= DM-0.5WB (2) c) Sunshine distance factor Loa ctgarcsin(sin0 sinS +cos0 cos8 cosm) cosy (3) where Loa--sunshine distance factor; 0-latitude of Guangzhou; &--solar declination; %--solar hour angle (=15T+X -300, T is Peking time, X is the longitude of Guangzhou). d) Sunshine distance Do = Loa * H (4) where Do--sunshine distance (m); H-effective obstruction height of the elevated road (m). September 1997 113 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT e) Full-window sunshine time N AT = _ (Qi *At) (5) i= 1 where T---full-window sunshine time (h); t--time pace for adding (h); N-adding times (N=(T2-Tj)/t, TI, T2, beginning and end time of full window sunshine) Qi --sunshine obstruction coefficient (DR Do, Qi=0 for obstruction; DR>Do, Qi=1 for no obstruction) 2) CalculaiTon Condffgons For the rough run of IRR and the assessed sections, see Fig.3.1.4-1. For astronomical or geophysical paramemters, see Table 4.4-1 and Table 4.4-2. TABLE 4.4-1 Given Conditions On Winter Solstice In Guangzhou PARAMETER VALUE Latitude 0 23000'N Longitude X I 113'E Solar declination & -23.27' TABLE 4.4-2 Characteristics Of Solar Motion On Winter Solstice CHARACTERISTICS VALUE REMARK Sunrise time Tr 07:09:32 h=0, A=64023'06" Sunset time Ts 17:44:42 h=0, A-=64023'06" Mean noon time Tn 12:27:07 A0 Mean noon altitude angle he 43o33'00" A=) From the above-mentioned model and conditions, the main calculated results include the pre4icted full-window sunshine time (AT) of the rooms on both sides of each assessed section, the sunshine distance criteria DI, D2 and D3, which meet the class 1, class 2 and class 3 sunshine standard respectively (for the Class 3 standard, I hour is selected as the lower limit). September 1997 114 GUANGZHOU IRR ENVIRONMENTAL ASSESSMENT Major References 1. ((Shanghai IRR Environmental Assessment Report> , Shanghai Environment Protection Research Institute,1992 2. (Shanghai LRR Noise Control Study) , Shanghai Environment Protection Research Institute, 1994 3. (Designing Manual of Architectural Acoustics) Architectural Science Research Institute of China,Chinese Architectural Industry Press. 4. 1 American J ((Analysing Manual of Environmental Impact)) ,Chinese Edition,Beijing Sci&Tech. Press. 5. 1 Japan I ((apanese Environmental Impact Assessment Manual)) , Chinese Edition, Chinese Environmental Sci.Press. 6. ((Theoretical Method and Practice on Environmental Impact Assessment) ,Shi Bao Zhong,He Jing Feng,Shanxi Sci&Tech Press. 7. (Rules and Method on Environmental Impact Assessment) ,NEPA Developing and Superving Pepartment 8. ((Study on Noise Barrier and Other Noise Protection Meansures Final Report> Prepared for ASTEN,The World Bank 9. (Application of Screening Structures to Abate Noise from Surface Transportation) Hong Kong Governmental Enviromental Protection Department Noise Policy Group 10. ((Motor Vechicle Emission -PollutionD ,Tang Youjun,Chen Luyan,Zhongshan Universty Press, 1995 11. (Study on Dynamic Laws and Control Policy of Motor Vechile Eimission Pollution in Guangzhou ,Tang Yongluan,Liu Youhong,Chen Xingeng,etc., Zhongshan Universty Press,1992 September 1997 115