Public Disclosure Authorized E1667 - World...

E1667Vol. 4

World Bank Financed

Xian Comprehensive Urban Transport

Development Project

Environmental Impact Assessment

Xian Environmental Protection Research

Institute

May 2007

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Prepared by: Xian Environmental Protection Research Institute

Legal representative: Wang Baozhen

General technical superintendent:Liu Hongbin

Project Manager: Meng Xiaolan

EA Team:

Name Title Envr ass. post Responsibilities Signature

General provisions, projectMeng Xiaolan engineer No.B36040005 analysis, relocation and

resettlementCurrent noise environment

Gao Rong Senior engineer No.B36040006 and impact, noisetreatment measures

Wang Xiaoping Senior engineer No.B36040002 EnvironmentalManagement Plan

Current water environmentXu Yongan Senior engineer No.B36040004 and impact, risk

evaluation,Current environmental air

Ma Ning Engineer No.B36040012 and impact, treatmentmeasures of atmosphere,ecological environmental

Li zhuo Senior engineer No.B36040015 impact assessment, culturalproperty assessment

Professor-level Alternative plan, treatmentLiu Guangsi . No1.B36040012 measures of watersenior engieer pollution

Liu Hongbin Senior engineer No.B36040001 Technic auditing

2

Environmental Impact Assessment for Xian Comprehensive Urban Transport Development Project

TABLE OF CONTENT

1. Preface ....................................................

1. I Project Background .............................. ............................ I

1.2EA........................................................ 2

2. Project Description ........................................... 4

2.1 Urban Road Network Upgrading .................................... 4

2.2Road Construction in Huxian County ................................. 8

2.3Public Transportation in Urban Area ................................. 1

2.3.1 Bus Exclusive Lane ............................................. 11

2.3.2 Bus Rapid Transit .............................................. 12

2.3.3 Bus Depots ................................................... 12

2.3.4 Bus Maintenance Facility ........................................ 13

2.3.5 Cost Estimate ................................................. 13

2.3.6 Schedule ..................................................... 13

2.4 Traffic Management ............................................... 14

2.4.1 Description .................................................. 14

2.4.2 Cost Estimate ................................................. 5

2.4.3 Schedule ..................................................... 15

2.5 Air Pollution Monitoring and Control ................................... 15

2.5.1 Description ................................................... 15

2.5.2 Cost Estimate ................................................. 15

2.6Bicycle Lanes in Tourism Zones in Ming Dynasty Walled Area ............... 18

2.6.1 Description ................................................... 18

2.6.2 Cost Estimate ................................................. 20

2. 6.3 Schedule .................................................... 20

2.7Protection of Road Constructed in Han Dynasty in Weiyanggong .............. 20

2.7.1 Location ..................................................... 20

2. 7.2 Scope of component ............................................ 20

2. 7.3 Description .................................................. 20

2.7.4 Cost Estimate ................................................. 22

2.7.5 Implementation Schedule ......................................... 23


2.7.6 Capacity Building (Technical Assistance) ............................. 23

3. EA Preparation ............................................. 24

3.1 Category of EA .............................................. 24

3.2EA Scope .................................................. 24

3.3Applicable Standards ........................................... 25

3.3.1 Ambient Environmental Standards .................................. 25

3.3.2 Standardfor Environmental Discharge ............................... 27

3.4Time Horizon for Assessment ..................................... 29

3.5 World Bank Safeguard Policies .................................... 29

4. Environmental Baseline ...................................... 30

4.1Natural Environment ........................................... 30

4.1.1 Geographical Location ......................................... 30

4.1.2 Water Resource ............................................... 31

4.1.3 Meteorology .................................................. 31

4.1.4 Geotechnical Condition .............................. ........ 31

4.2Social Environment ............................................ 31

4.2.1 District ..................................................... 32

4.2.2 Industry and Economics ......................................... 32

4.2.3 History and Tourism ............................................ 33

4.2.4 Urban Infrastructure . .......................................... 33

4.2.5 Existing Road Condition in Weiyanggong Site .......................... 38

4.2.6 Existing Traffic Condition in Huxian County ................. ....... 39

4.3 A Weiyanggong Remains ....................................... 39

4.4Master Plan for City Development .................................. 39

4.4.1 Master Plan of Xian ............................................ 39

4.4.2 Road Planning of Xian for 2004 to 2020 ............................. 41

4.4.3 Road Planning of Huxian County .................................. 41

4.5Environmental Function Zoning ................................... 44

4.6Ambient Air Quality Baseline ..................................... 44

4.6.1 Surface Water Quality ........................................... 46

4.6.2 Noise ....................................................... 48

4.7 Baseline Environment in Huxian,County ............................. 49

4.7.1 Ambient Air Quality .................................. ........ 49


4.7.2 Baseline Surface Water Quality .................................... 51

4. 7.3 Baseline Acoustic Environment Assessment .................. ......... 51

4.81mpact Mitigation and Environmental Protection Targets ................... 52

5. Environmental Impact and Mitigation ........................ 57

5.1 Impact on Socio-environment and Mitigation ........................... 57

5.1. 1 Impact on Urban Traffic ........................................ 57

5.1.2 Impact on Residents and Mitigation .......................... ......... 57

5.1.3 Mitigation ............................. ......................................... 57

5.1.4 Impact on Cultural Property and Mitigation ........................... 58

5.21mpact on Urban Ecological Landscape and Mitigation ..................... 59

5.2.1 Impact of Ecology in Construction Phase . ............... ..... ....... 59

5.2.2 Impact on Urban Landscape in Construction Phase ..................... 60

5.2.3 Mitigation Measures ............................................ 60

5.3 Noise Impact and Mitigation in Construction Phase ....................... 60

5.3.2 Mitigation ................................................... 62

5.4Ambient Air Quality Impact and Mitigation in Construction Phase ............. 63

5.4.1 Impact ...................................................... 63

5.4.2 Mitigation Measures ............................................ 63

5.5 Impact on Water Environment and Mitigation ........................... 64

5.61mpact of Solid Waste and Mitigation in Construction Phase ................. 64

5.71mpact of Vibration and Mitigation in Construction Phase ................... 64

5.8Resettlement ................................................ 65

5.8.1 Resettlement impacts ............................................ 65

5.91mpact on Socio-environment in Operation Phase ........................ 68

5.9.1 Benefits and Positive Impacts ..................................... 68

5.10 Impact on Urban Landscape ..................................... 69

5.11 Impact on Ambient Air in Operation Phase ........................... 69

5. 11.1 Assessment ofAmbient Air Quality at Interchanges ..................... 69

5.11.2 Air Quality Impacts by other Components ............................ 70

5.12 Assessment of Noise Impact during Operation Phase ..................... 71

5.12.1 Modeling for Noise Impacts ...................................... 71

5.12.2 Modelingfor traffic noise from Interchanges ..................... ..... 74

5.12.3 Noise Prediction Results .............................. ......... 74


5.12.4 Mitigation to Noise Impact ...................... ............................... 79

5.13 Impact of Traffic Vibration ...................................... 81

5.13.1 Vibration Impactfrom Flyover .................................... 81

5.13.2 Vibration Impactfrom New Roads ................................. 82

5.14 Impact and Mitigation on Cultural Property during Operation ............... 83

5.15 Impact and Mitigation to Water Environment .......................... 84

5.16 Fuel Storage Impact and Mitigation ................................ 84

6. Analysis of Alternatives ...................................... 86

6.1 Xian Road Upgrading Component .................................. 86

6.1.1 Traffic Management of South Ring Road ............................. 86

6.1.2 Yuxiang Gate Underpass ......................................... 86

6.1.3 East Gate Underpass ........................................... 87

6.1.4 East Second Ring Road and North Second Ring Road Interchanges .......... 88

6.1.5 Interchange between East Second Ring Road and South Second Ring Road . 88

6.1.6 Interchange between South Taibai road and East Zhangba Road ............ 89

6.2Road Construction in Huxian County ................................ 90

6.3 Public Transport ............................................... 91

6.4Urban Air Quality Monitoring and Control ............................ 92

6.5A Weiyanggong Site ........................................... 92

7. Environmental Management Plan ............................... 95

7.1 Objectives of Environmental Management ................... ....... 95

7.2Environmental Management Organizations ................... ....... 95

7.3Environmental Management ..................................... 97

7.4Personnel Training ............................................ 99

7.5 Environmental Monitoring ........................... ....... 100

7.6Cost Estimate ............................................... 102

8. Public Consultation and Information Disclosure ................... 103

8.1 Objectives ................................................. 103

8.2Approach and Methodology ..................................... 103

8.3First Round Public Consultation Results ............................. 104

8.4Second Round of Public Consultation ............................... 106

8.5 Information Disclosure ........................................ 108


LIST OF TABLE

Table 2-1-1 Urban Road Grid Upgrading Component ....................... 4

Table 2-1-2 Predicted Traffic Flow for Urban Road Grid Upgrading Component .4

Table 2-1-3 Quantity of Works-.......................................................... 7

Table 2-1-4 Cost Estimate ....................................................................... 7

Table 2-2-1 Description of the Road Infrastructure Construction in Huxian

County ................................................ 8

Table 2-2-2 Description of the Interchange under the Xiyu Railway ............ 9

Table 2-2-3 Predicted Traffic Flow for Hu County unit: vehicle/day ............. 10

Table 2-3-1 Dedicated Bus Lanes .................................................. 11

Table 2-3-2 Summary of the Dedicated Bus Lanes------------.......................... .12

Table 2-3-3 Summery of Bus Depots----------------------..................................-13

Table 2-7-1 Quantity of Works of Ancient Road Protection in Weiyanggong Site---21

Table 3-2-1 EA Scope*.................................................................... 24

Table 3-3-1 Class II of Ambient Air Quality Standard (GB3095-1996) ......... 25

Table 3-3-2 Noise Standard-----------------------..............................................26

Table 3-3-3 Standard for Vibration in vertical direction Urban Area--------............-26

Table 3-3-4 Class III and IV Standard for Surface Water Quality---------..............-27

Table 3-3-5 Integrated Air Pollutant Emission Standards------------....................-27

Table 3-3-6 Boiler Emission Standards----------------......................................28

Table 3-3-7 Wastewater Discharge Standard------------------.............................-28

Table 3-3-8 Noise Limit for Construction Site Boundary (GB12523-90) ..............-28

Table 3-3-9 Standards for Noise at Industrial Enterprise Boundary ....................-28

Table 3-5-1 Screening of Bank's Safeguard Policies----------.............................29

Table 4-2-1 Area of Each County and District ........................... 32

Table 4-2-2 General Social Setting for 2005 in Xian ....................... 32

Table 4-2-3 Urban Infrastructure ..................................... 33

Table 4-2-4 Summary of Roads in Xian ........................................... 35

Environmental Impact Assessment for Xean Comprehensive Urban Transport Development Project

Table4-2-5 Summary of Road classification in Xian City .................. 37

Table 4-2-6 Summary of Road Network in Xian City ..................... 37

Table 4-6-1 Ambient Air Quality for 2006 in Xian ....................... 46

Table 4-6-2 Surface Water Quality Monitoring Results in 2005---------..............-47

Table 4-6-3 Contribution of Noise sources in 2005----------.............................48

Table 4-6-4 Noise Monitoring results in 2005-----------------...........................-48

Table 4-7-2 Air Quality Monitoring Results in Non-heating Season ............ 49

Table 4-7-3 Air Quality Monitoring Result in Heating Season ................ 50

Table 4-7-4 Water Quality Monitoring results on Lao River----------...................-51

Table 4-7-5 Sensitive Receptors and Noise Monitoring Results----------................-52

Table 4-8-1 Sensitive Receptors for Xian Road Upgrading Component ......... 53

Table 4-8-2 Sensitive Receptors for Urban Road Project in Huxian--------............-53

Table 4-8-3 Sensitive Receptors for Bus Lane and BRT Component ............ 54

Table 4-8-4 Sensitive Receptors for Bus Depots and Maintenance Facility-..........-55

Table 4-8-5 Sensitive Receptors for Bicycle Lanes-----------............................55

Table4-8-6 Sensitive Receptors for Road Rehabilitation within Weiyanggong Site. 55

Table5-3-1 Monitored Noise Level from Construction Equipment---------..............-61

Table 5-3-2 Predicted Noise Level from the Construction Equipment--------............-61

Table 5-7-1 Degree of Vibration by Equipment-------------................................65

Table 5-8-1 Summery of Permanent Land Occupation--------------.....................-65

Table 5-8-2 Summary of House Demolition---------------.................................66

Table 5-8-3 Summary of Non-residential buildings Demolition---------..............-66

Table 5-8-4 Public Structures and Ground Attachments to be Affected-.............-67

Table 5-8-5 Summary of Affected People---------------....................................67

Table 5-11-1 Monitored Nox Concentration ............................. 70

Table 5-12-1 Noise Attenuation through Buildings ....................... 73

Table 5-12-2 Noise Predicted for With and Without Project Scenario ........... 74

Table 5-12-3 Predicted Noise for Sensitive Receptors in Operation Phase-..........-76

Table 5-12-4 Noise Prediction Results ................................ 77


Table 5-12-5 Noise Level Prediction Results for Receptors in Operation Phase . 78

Table 5-12-6 Comparison of Noise Mitigation Measures----------.......................79

Table 5-12-7 Noise Reduction by Noise Barrier--------------............................80

Table 5-12-8 Noise mitigation to Sensitive Receptors-----------.........................81

Table 5-13-1 Vibration Monitoring Results on Flyovers in Guanzhou City ...... 82

Table 5-13-2 Vibration Monitoring Results West to Guanzghou Zoo .......... 82

Table 6-1-1 Comparison of Alternatives------------------.................................86

Table 6-1-2 Comparison of Yuxiangmen Gate Alternatives .............................. 87

Table 6-1-3 Alternative East Gate Underpasses Comparison ............... 87

Table 6-1-4 Alternative Comparison ............................... 88



Table 6-2-1 Huxian Road Construction Alternatives .................... 90

Table 6-4-1 Comparison of Alternative Sites ......................... 92

Table 6-5-1 Description of Alternatives--------------............................. 93

Table 6-5-2 Alternative Comparison for Scope of Road Protection---------...........-93

Table 6-5-3 Comparison of Road Surface Pavement------------........................94

Table 7-2-1 Organizations Involved in Environmental Management .......... 95

Table 7-2-2 Responsibilities for Environmental Enforcement-----------...............-96

Table 7-3-1 Environmental Management for Key Concerns Phase---------...........-97

Table 7-5-1 Environmental Monitoring Plan ............................. 100

Table 7-6-1 Cost Estimate .................................................................. 102

Table 8-4-1 Basic information of Second Round of Public Consultation-...........106

Table 8-4-2 Public Response of Second Round Consultation----------.............-107

Table 8-4-3 Interview Program and Results---------------..............................108

Table 8-5-1 Summary of Information Disclosure ...................................... 109


LIST OF FIGURE

Figure 2-1-1 Location of the Urban Road Network Upgrading----------................-6

Figure 2-2-1 Location of the project roads in Huxian County .................. 8

Figure 2-4-1 Schematic of Traffic Management .................................... 14

Figure 2-5-1 Location of the ambient air quality monitoring center of Xian-.......-16

Figure 2-5-2 The layout of the ambient air quality monitoring center of Xian ..... 17

Figure 2-6-1 Upgrading Plan for Road Surface-----------------...........................-18

Figure 2-6-2 Location of Scenic Spots within the Walled Area ................ 19

Figure 2-6-3 Location of Scenic Zones within Walled Area .................. 19

Figure 2-7-1 Location of the Ancient Road Protection in Weiyangong Site-..........-21

Figure 2-7-2 Locations of Bridges-----------------------....................................-22

Figure 4-1-1 The location of Xian .................................... 30

Figure 4-2-1 The actuality trunk road network in Xian ..................... 36

Figure 4-2-2 The Scale of Xian road system classification .................... 37

Figure 4-2-3 Comparison of Road Network in Xian City .................... 38

Figure 4-4-1 The development plan of Xian ............................. 40

Figure 4-4-2 The planning of the road system ( 2004-2020) ..........................-42

Figure 4-4-3 The road planning of Huxian for 2010 ....................... 43

Figure 4-4-4 The road planning of Huxian for 2015 ....................... 43

Figure 4-4-5 The road planning of Huxian for 2020-----------............................44

Figure 4-6-1 The monitored 2005 ambient air quality in Xian ................ 45

Figure 5-12-1 Schematic for Noise Attenuation on a High Road Bank------...........-73


1. Preface

1.1 Project Background

Xian, a world renowned ancent capital and State Level Historical City, is located in themiddle of Hanzhong Plain in Shaanxi province, P.R. China. The city has a total area of9983 km2 coving nine urban districts and four suburbn/rural counties. Starting from 11century B.C. Xizhou Dynasty, the city has over 3000 years of development histry and is ashow case reflecting the history of Chinese civilization. The long human activities anddevelopment history have left the city a large amount of cultural and historical relicsincluding 34 state level, 72 provincial level and 176 city/county relics as well as 2944other relics and archaeological finds throughout the city.

In its modern history, the city has growed into a regional center of finance, science andtechnology, education, tourist and commerce in northwest China as well as one ofcountry's pilar industry bases for aviation, electrical, industry control, and transportationequipment. In the 15 year period from 1990 to 2005, Xian had maintained a constantdouble digit economic growth, exceeding the national average. The urban area hasgradually developed into several function zones with administration/government, tourist,commernce and residences mostly in the urban center encircled completely by a MingDynasty wall (the old city), industries in the east and west, science and technology andeducation in the south, tourist, residence and the ancient Han Dynasty city site in thenorth.

Xian has also been a transportation hub over the years of its development. It is abeginning point of the ancient Silk Road, the primary link of the East and West in ancienttrade. Now Xian is a center of western China and a key connecting point in thecross-country Longhai railway. As the first major city towards the northwest China, Xianis a gate way from the country's coastal and middle areas to the west. The city is aregional hub for railway, highway and air transportation, with subtantial transporationinfrastructure. Within the city, the road network has mostly inherited from the TangDynasty with roads following a well oriented grid especially within the urban center.Second and third ring roads have been constructed in the recent years, outside the citywall, as the backbone of the road transportation supporting urban expansion beyond thecity center.

However, the basic urban transportation infrastructure development has lagged behindthe rapid economic growth, urbanization and population increase particularly in the pasttwo dacades. The slow transportation infrastructure development is further compoundedby the unique city feature: the Ming Dynasty city wall which separates the urban centerfrom the fast growing economic development zones, new residential and commercialareas, higher education zones, tourist spots, industries and other urban developmentsoutside the wall and places restrictions in the road development options in the city. As aresult, Xian is suffering severe traffic congestion, low motor vehicle traveling speeds,difficulities in partking, lack of sufficient and convenient public transport. The congestedtraffic and longer transportation time than it could have been have impedes the city'ssocial and economic development, reduces the city's competitiveness, increases air

XIAN EIA I


pollution and affects the quality of life for its citizens. Transportation issues have becomeone of the most concerned among Xian residents. There are apparent and urgent needsfor upgrade urban transportation system development through better planning anddevelopment strategy, advanced urban transportation management, and effecrtive andsufficient transportation infrastructure to alleviate traffic congestion, enhancetransportation efficiency, improve the investment environment and tourist coniditonis,and provide safe, convenient, comfortable and affordable transportation to Xian citizens.

As part of the city's effort to improve urban transportation system, the municipalgovemment has applied a loan from the World Bank to support some of the priorityneeds. The project, Xian Comprehensive Urban Transport Improvement Project (theProject), is one of the key projects for the 11th five year plan in Xian. Followingnumerous consultation with the World Bank and the senior government agencies in thecentral govemments, the proposed loan of US$150 million will provide partial fundingfor road network, public transport, transportation management, air emission control,cultural relics protection and transportation policy and planning capacity building.

1.2 EA

Based on the requirement of Environmental Impact Assessment Law of PRC, Decree onConstruction Project Environmental Protection of the State Council Decree No.253 andrelevant World Bank safeguard policies, environmental impact assessment has beenprepared for each of the project components. This document is prepared to consolidatethe main findings and assessment results of the individual EAs and as such theconsolidate EA or CEA will be submitted to the Xian environmental authority for reviewand approval and the World Bank for safeguard appraisal and clearance.

The objective of the EA is on the basis of baseline study and feedback from publicconsultation to identify and evaluate potential impacts of the Project on the social andnatural environments, develop impact prevention and mitigation measures and develop aplan for environmental management during the project design, construction and operationphases. The EA is to provide a basis to optimize the project design and management sothat the project environmental benefits can be maximized and the potential adverseimpacts, minimized.

This CEA report follows generally the guidelines of the World Bank OP4.01 and relevanttechnical EIA guidelines in China for such documents. The report layout is as follows:

* The Preface basically describes the project background and brief introduction of thereport structure

* Chapter 1, Project Description, provide information on project content for each ofthe components including location maps where appropriate to help understanding theproject. It includes the details necessary to assess the project impacts, including mainlyproject scale, quantity of engineering works, traffic forecast where applicable,component costs budget and implementation schedule.

* Chapter 2, EA Preparation presents applicable policies/standards, scope of analysis,and other technical criteria used in the EA process. It also explains the EA structurewhich consists of individual EIA for each component and consolidated EIA for theproject.

XIAN EIA 2


* Chapter 3, Environmental Baseline, describes briefly environmental and socialbaseline information of the project areas. Based on the site investigation, the chapteralso lists environmental protection objectives or sensitive receptors.

* Chapter 4, Environmental Impact Assessment, is the main section of the report,summarizing environmental impacts and conclusions by components

* Chapter 5, Alternative Analysis, presents altemative analysis by components, withcomprehensive comparison for all feasible altematives in terms of environmental,social, technical and financial considerations, including maps along with textdescription where appropriate.

* Chapter 6, Environmental Management Plan, presents a serious programs andmeasures to be taken during project implementation, including (1) EnvironmentalManagement and Supervision for each component, (2). Summary of MitigationMeasures, (3) Institutional Capacity Building/Training Plan and (4) Monitoring Plan

* Chapter 7, Public consultation and Information Disclosure, describes the publicconsultation process applied during the EA and summarizes details in tables i.e. date,places, approach, number of participants, main issues expressed and response inEIA/design. The chapter also describes the mechanism applied for informationdisclosure.

As a consolidated report, this CEA covers all project components. However, somecomponents include physical works in urban build up areas while others focus oncapacity building and institutional strengthening (more details in Chapter 2) withminimum physical disturbance to the environment, this CEA report places moreemphasis on those components with physical work which are expected to be the mainsources of potential adverse impacts from the project construction and operation. On thegeographic locations, the project is divided basically in two areas: Xian city proper andHuxian county. Some of the discussion in the report such as baseline, etc. are divided intotwo parts, one covering Xian city and the other, Huxian.

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2. Project Description

The proposed project includes eight components in six categories of work includingurban road development/upgrading, public transportation, traffic management,transportation pollution control, cultural heritage protection and capacity buildingthrough technical assistance.

The specific components are as following:

* Xian urban road network upgrading;* Road construction in Huxian County;* Xian public transportation in urban area;* Traffic management;* Air pollution monitoring and control;* Bicycle lane construction in tourism zones in the Ming Dynasty walled area;* Protection of road constructed in ancient Han Dynasty remain in Weiyanggong;* Capacity building (TA).

2.1 Urban Road Network Upgrading

Description

The works are described in Table 2-1-1 below with the specific locations indicated inFigure 2-1-1.

Table 2-1-1 Urban Road Grid Upgrading Component

Length/area (Planned WorkNo. The Works Location (km or m2') width nature

A Works on the First Ring Road

Traffic Management Huannan

I on the South Gate and Interhcnage-Huandong 3.9 (kmi) 40 Reconstruction

South Ring Road Interchange

2 Interchange on Huanxi Road-Daqing Road 0.75 (km) 40 ReconstructionYuxiangmnen __ _ _ _ _ _ _ _ _ _ _ _

3 Interchange on Huandong Road-East I (kmi) 40 Reconstruction

Dongmen Guanzheng Street I _ I

B Works on the Second Ring Road

Interchange on the Intersection of the east second Reconstruction

I East second ring ring road with the north second 6.15 (km) 80,100road-north second ring ring road 100,70

road

Interchange on the east Intersection of the east second Reconstruction

2 second ring road ring road with the south second 0.85 (km) 80,75-south second ring ring road 60,80

ro a d_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _

C Overhead and underground pedestrian passage

XIAN EIA 4

Environmental Impact Assessmentfor Xian Comprehensive Urban Transport Development Project

Length/area Planned WorkNo. The Works Location (kmor ) width

(m) naturePassage: Beida Street-Xixin 2598 (m2) 80,58,70 New

Street constructionPassage: Beida Street-Xiqi 1070 (m2 ) 50,25 New

Overhead platform and Road constructionunderground passage Overhead platform:Youyi 1962 (m2 ) 50,50,30 New

Road-Wenyi Road ,5, constructionOverhead platform-Youyi 1560 (im

2) 50,40 New

Road-Taibai Road 0,0constructionD Between the second and third ring roads

Interchange on the south Intersection of south TaibaiI Taibai Road and east Road and east Zhangba Road (kmi) 40,46 Reconstruction

Zhangba Road

Traffic Prediction

The traffic for this component is predicted and presented in Table 2-1-2 below.

Table 2-1-2 Predicted Traffic Flow for Urban Road Grid Upgra ing ComponentExisting Traffic in Traffic in Rush Hour Traffic in Rush Hour

Road Intersection Rush Hour in 2010 in 2020(pcu/h) (pcu/h) (pcu/h)

Yanta Road 2214 2848 3309Wenyi Road 2002 2210 2611

South Ring South Guanzheng 2006 2210 2611Road Road

Zhuque Road 2010 2210 2611Hanguang Road 2173 3654 4288

West Ring Lianhu Road 3949 4469 5014Road

East Ring East Guanzheng 2353 2821 3393Road Road

East Second RingRoad- North 3716 5158 8172

Second Ring Second Ring RoadRoad East Second Ring

Road- South 5534 7129 9393Second Ring Road

Hancheng Daqing Road 1305 1447 2136Road Zaoyuan Road 1128 1259 2048

Soad Zhangba Road 2367 2923 4914Note: The works are in the preferred option.

Quantity of Main Works

The component covers two interchanges, four flyovers, 2 overhead pedestrian platformsand two underground passages. The specific quantities of these structures are indicated inTable 2-1-3 below.

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Figure 2-1-1 Location of the Urban Road Network Upgrading

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Table 2-1-3 Quantity of WorksNo. Works Unit Quantity

RoadbedkFill 3 493131Roadbed excavation 1114845

safeguard (retaining wall) m 8586

Asphalt m2 3820722 2Road Surface Pedestrian sidewalk m2 69506

Steel bridge m2 39053 Bridges and Concrete bridge m 113001

Box culvert m2 47820

Overhead platform (steel) m2 35224 Street crossing

facilities for Underground passage (box culvert) m2 3668pedestrians

5 Drainages Storm water km 11.702facilities Wastewater km 7.958

6 Lighting Lighting km 15.15facilities

7 Traffic facilities Traffic signs m2 15.15

8 Greening Greening m2 125001

Note: the number in the table above is from the preferred option.

Cost Estimate

The total cost estimate is RMB1.29 billion with RMB390.78 million to be from a WorldBank loan. The detailed cost estimate for each works is given in Table 2-1-4 below.

Table 2-1-4 Cost Estimate

Works Total Cost (104 RMB) Loan (104 RMB)

Yuxiangmen Interchange 3915.04 1174.51

Dongmen Interchange 4326.77 1467.40

Traffic management on the South Ring Road 60659.83 19429.13

Interchange on the East Second Ring Road-North 33989.81 10196.94Second Ring Road

Interchange on East Second Ring Road-South 6987.87 2096.36Second Ring Road

Interchange on Taibai Road-Zhangba Road 14534.94 4360.48

Underground passage under North Street/Xixin 2193.76 0.00Street

Underground passage under North Street/Xiqi 965.40 255.34Road

Overhead Platform on Youyi Road/Wenyi Road 1059.48 54.94

Overhead platform on Youyi Road/Taibai Road 842.40 43.68

Total 129475.30 39078.78

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Implementation Schedule

This component is scheduled to start from August 2007 and to complete by December2010.

2.2 Road Construction in Huxian County

Description

This component involves construction of 13.51 km roads, including trunk or secondaryroads on Meipi Road, Lvgong Road, Xincheng Road, and Dongcheng Road, as well asthe Lvgong Road Interchange. The location of these roads is shown in Figure 2-2-1.

Metp Road

i '.., , s.........-. o0.. .

Lvgon Poia nteroigLygorg Road ..

..

Xlncheng Road _

Figure 2-2-1 Location of the project roads in Huxian County

Road

The master plan for Huxian County indicates that the road system development in thiscounty relies on the four vertical (north to south) and four horizontal (east to west) trunkroads, to allow the expansion of the county towards the south and east. The proposedLvgong and Xincheng Roads are upgraded to be the east-west trunk road in the newdevelopment area of the county, while the Dongcheng Road is designed to be thesouth-north trunk road and the Meipo Road the east-west secondary road. These fourroads are to link the old town with the planned new development area and considered tobe consistent with the master plan. The total length of the four roads is 14376.901 m with

XIAN ETA 8


13508.901 m road and 868 m bridges/tunnels for new construction.

The proposed roads are briefly described in Table 2-2-1 below.

Table 2-2-1 Description of the Road InfrastructureConstruction in Huxian County

QuantityNo. Item Unit Meipi Lvgong Xincheng Dongcheng Road

Road Road RoadI Length Km 3642.285 3559.817 5129.750 2045.049

2 Road surface m2 65021 78694.87 153172.5 59431.463 Roadbed m2 65021 78694.87 153172.5 59431.46

4 Earth work m3 122196 112979.77 331449.2 5973

5 Pedestrian sidewalk m2 43347 36527.62 61269 27734.68

6 Greening belt m2 11239 40846 11886

7 Trees 1204 936 1702 660

8 Intersection 12 7 9 8

9 Bridge/tunnel set I / I

spater km 3.615 5.62 10.21 3.962

10 Piping Stormwork water km 4.641 8.383 14.73 5.980

wastewat km 3.612 5.62 12.56 4.984er

Traffic km 3.61 2.81 5.13 1.9811 Misc. signs

I_ I lighting set 180 376 680 198

Interchanges

The proposed Lvong Road will cross the Xiyu Railway, a linking way to thecross-country Longhai Railway. As such the interchange is to cross the railway via aunderground tunnel. The width of the motorized vehicle lanes is 16 m, the width of thenon-motorized vehicle lanes is 5 m and the width of the sidewalk is 3 m. The access roadto the motorized vehicle lane is totally enclosed as "n" shaped. The information for thecomponent is given in Table 2-2-2 below.

Table 2-2-2 Description of the Interchange under the Xiyu RailwayNo. Item Unit Quantity

The trunk lane is over the railwayI Type of interchange while the secondary lane is under

the railwayBridges Length m 570

ra lwa Area m2 9120

3 Access Length m 90x2road over Area m_ _ 1440x2

railway Lengthofretainingwall m 360

Earth | fill m 10512

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No. Item Unit Quantitywork I excavation 864

Trunk length m 30x24 culvert

under area m 288x2railway

Access lane length m 194x4

5 under 2railway area m 6208Piping Water supply m 750

6 work Storm water m 750wastewater m 750

Traffic signs m 7507 Misc. lighting m 750

greening m 8640

Bridges

Both of the proposed Meipi Road and Xincheng Road will cross the Tanyu River. Thesize of the bridges is 3 X 10 m for Meipi bridge and 3 X 8 m for Xincheng bridge. Theproposed Dongcheng Road will cross the existing XiHan Expressway via a 4X 16 mflyover is to be built.

Traffic Flow Prediction

According to the Master Plan for 1995-2010 for Xian, Master Plan for 2003-2020 forHuxian County, the traffic is predicted in Table 2-2-3 below.

Table 2-2-3 Predicted Traffic Flow for Hu County unit: vehicle/dayRoad Orient Rush hour Rush hour Rush hour Typical day Typical day Typical

2010 2015 2020 2010 2015 day 2020

Meipi West-east 422 861 1115 3783 7282 11181Road East-west 531 987 1262 4640 8266 12663

Lvgong West-east 611 1256 1487 5083 9722 15387Road East-west 721 1343 1508 5815 11899 16338

Xinche West-east 575 989 1232 4971 10039 13546ng

Road East-west 533 997 1315 5134 10068 14689Dongc West-east 675 1132 1281 5960 9943 13390hengRoad East-west 708 1204 1377 5977 10500 14238

Cost Estimate

The total cost: RMB259.2084 millionThe cost for the first portion: RMB 187.9085 millionThe cost for the second portion: RMB40.2428 millionContingency: RMB13.6891 millionConstruction time Interest: RMB17.3680 million

XIAN EIA 10


Schedule

This component is scheduled to start in July 2008 and complete in June 2011.

2.3 Public Transportation in Urban Area

This component involves construction of 20.1 km bus rapid transit (BRT) lane with 24stops, 10 dedicated bus lanes with a combined length of 100.67 km, three bus depots, onemaintenance facility with a capacity of 200 bus units.

2.3.1 Bus Exclusive Lane

In order to implement the "bus priority" policy, and based on the information analysis onthe traffic flow and road condition, a total of 10 lanes is selected as the dedicated buslanes. As these 10 lanes will accommodate the most percentage of the passengers in thecity, they thus considered to be the backbone for the public transportation system.However, the existing conditions on these lanes are poor. This component plans to widenthese lanes to 3.5 m or 3 m if the surrounding conditions are not permitted. Themaximum speed of bus in rush hour is more than 18 km/h. the location of the lanes onroads are dependent on the road condition. The information of road condition and type isgiven in Table 2-3-1 below.

Table 2-3-1 Dedicated Bus Lanes

No. Bus Travel Route Length terminal Type of(kmn) (XI) lane

I Weiyang Road-South street and North 18.84 22 Side laneStreet-Changan Road

2 Hongqichang-Taihua Road-East Ring Road-Taiyi 14.65 23 Side lane

Road-Qujiang

Central3 Jiefang Road-Heping Road- Dayanta 5.87 18 lane/side

lane

Keji Road- Xixieqi Road- Jixiang Road- Xiaozhai CentralEast and West Road-Xiying Road 13.22 25 lane/side

Central5 Laodong Road- Gaoxin Road 5.34 9 lane/side

lane6 Yiqing Road 3.07 6 Side

7 Youyi Road 9.97 13 Side

8 Zhuhong Road-Xinghuo Road-West Ring 15.60 19 SideRoad-Taibai Road

9 Hancheng Road-North Zhangba Road 9.29 10 Side

Hongguang Road-Fenggao Road-Xiguanzheng Side10 Street-East and West Street-Zaoyuan Road-Huzhu 13.14 23

Road-Hansen Road

Total 107.98 168

The travel speed of buses on the dedicated lanes is designed to be 20 km/h and thecapacity in rush hour is 26,000 people/hour in one direction.

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The total length of the 10 lanes is 107,977 m with 168 stops. The details of the lanes aregiven in Table 2-3-2 below.

Table 2-3-2 Summary of the Dedicated Bus LanesNo. Item Unit Quantity

Length of operating route Km 107.9771I Stop Set/m 11480

Rail chain m 161005.7excavation m2 10927.5

Asphalt pavement 2 2 27663.5__ _ _ _ _ _ _ _ _ _ pavement m 2 6 3 .

2 Concrete pavement pavement m 54824

Green belt excavation m 15864pavement m 0

3 Land occupation Ha. 52.8Sidewalk pavement excavation m2 114775

4 Concrete pavement pavement m2 22087.5at stop pavement m_ 22087.5

5 Tree planting

2.3.2 Bus Rapid Transit

The Dongxiwu Road is the most important east-west trunk road for passenger flow in thecity. It is also a major component for the backbone of the urban road system, which eitherprovides the pathway for the freight from east to west, or an ideal route for daily outingfor residents living near the road. The fast bus corridor component consists ofconstruction of an elevated viaduct (80 cm above the ground level), use of natural gasfueled buses. Except where the road layout limits the use of physical separation, such asin the area near the city wall gates, the BRT is segregated from other lanes by physicalbarriers. The corridor will be paved with asphalt and 3.5 m wide. The travel speed of thebus is designed to be 40 km/h. a hub is to be built at the Fangzhicheng.

* The BRT extends from Passenger transportation center in the east of the city to thecenter in the west of the city. The total length of the corridor is 18.9 km, with 24 stops.In addition, there are 6 link road with one connecting to the railway station. On thecorridor, there are two bus exclusive lanes with lane A being 9.75 km with 13 stops andLane B 14.24 km with 18 stops.

* Stops and terminals. The stops are to be elevated from ground surface with enclosedwaiting chambers. Among the stops, 8 stops are to be accessible via overheadplatforms, others are to be assessable via zebra lines, except one stop at Chaotangmenwhere an underground passage is to be provided to link the stop so as to avoid trafficcongestion on the road above the passage. A small parking yard covering an area of 10mu is to be provided for the passenger transportation center in the west of the city. Inthe initial operating period, totally 45 buses will be provided.

2.3.3 Bus Depots

Based on analysis of the information contained in the land use planning, land use statusand bus flow prediction, three bus hub stations are designed to locate in the passengertransportation station of the North Railway Station, passenger transportation station in

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Fangzhicheng, and the South Passenger Stransportation Station.

The summery of the bus depots is given in Table 2-3-3 below.

Table 2-3-3 Summe of Bus Depots

Footprint Operating ConstructedLocation (mu) buses area Description

(mu) (set) area (in)North 30 operating routes, with 600

Railway 50 600 5000 busesStation

PassengerTrsnaportation 30 450 8000 20 operating routes, with 450

Station in busesFangzhicheng

South 20 operating routes, with450Passenger 30 450 3000 buses

S ta tio n I _ _ _ _ I_ __ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _

2.3.4 Bus Maintenance Facility

A concentrated bus maintenance yard will be built in Xinzhu covering an area of 100 mu,thus become the largest bus maintenance facility in Xian to service buses on 29 operatingroutes. The facility will consist of:* auxiliary structures: repair workshop, test lanes, storage house, dangerous material

warehouse, power chamber, air compressor chamber, etc.* parking lot: parking yard, washing chamber and access roads;* fuel filling area;* management area: technical management, administrative building and staff training;* welfare facilities: shower chamber, dining room, guard room, etc..;* the constructed area for daily operation is 16500 m2 and for management is 1650 m2,

and for welfare is 3300 M2 ;* Staff: there will be 330 staff with some working in two or three shifts per day.

The facility is to have the capacity of park at least 330 bus units with 9 maintenance pits.

2.3.5 Cost Estimate

The total cost estimate is 486.50 million RMB, with Bank loan of 117.75 million RMBand 9.82 million USD.

2.3.6 Schedule

This component is scheduled to start from January 2008 to September 2008. The buslanes will be open for traffic in December 2008.

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2.4 Traffic Management

The traffic management tends to alleviate the traffic flow pressure on the area near thewall and to achieve best use of road and traffic facilities,showed in Figure 2-4-1.

K Theremains of 'fHan Dynastywall

*- - .Studyinvoledthedistrict of, - .

1

Figure 2-4-1 Schematic of Traffic Management

2.4.1 Description

The traffic management involves the use of various traffic control techniques includingcanalization on the road intersection, traffic monitoring system, comprehensive trafficcoordinating system, communication system, traffic accidents analysis software, trafficaccidents rescue equipment and safety planning, road signs, auto-monitoring system andeducation program, parking lots, bicycle and pedestrian facilities.

This project component will involve management rehabilitation in three fields: pedestriantraffic system, non-motorized traffic system and motorized system, which include: areatraffic control in 177 locations, video monitoring system for traffic management in 82locations, traffic guide and education plates with auto monitoring points of 100,canalization on main intersections (177 in total), traffic accidents analysis software,traffic accidents rescue equipment and safety planning, road signs, auto-monitoringsystem and education program, parking lots, with 50 mobile signs and 1000 stationarysigns, bicycle facilities with 38,256 m signs and 15,795 m separation barriers, andpedestrian facilities with 22605 separation barriers and 18 traffic signs for zebra lines.

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2.4.2 Cost Estimate

The total cost estimate for this component is 256 million RMB with 14.50 million USDfrom the Bank.

2.4.3 Schedule

This component is scheduled to start in 2008 and to complete in 2009.

2.5 Air Pollution Monitoring and Control

2.5.1 Description

This component involves construction of four major systems and one center includingvehicular emission supervision and control system, ambient air quality monitoringsystem, air quality information management and data analysis system and supporting andassurance system, and the ambient air quality monitoring center in Xian. The facility is tooccupy a land lot of 39,600 m2 with a constructed area of 19,271 mi2 . The main structuresto be built under this component are:

* A comprehensive building for laboratory and air quality monitoring, with a constructedarea being 13000 M2;

* A building for support service with a constructed area being 3000 M2 ;

* A workshop for in-use vehicle tail gas monitoring with a constructed area being 1656m ;

* A boiler house and* A parking lot.

The location of is the ambient air quality monitoring center of Xian shown in Figure2-2-1 and the layout of is given in Figure 2-5-2.

Two stationary air quality monitoring sub-stations will be constructed in theDevelopment Zone and Qujiang Tourism Zone respectively. Two sub-stations will bebuilt in the southwest corner of the first ring road and the northeast corner of second ringroad respectively.

2.5.2 Cost Estimate

The total cost estimate is to be RMB129.952 million.

XIAN EIA 15


| : T T*Q

|r = : rer -- !.Y-- .g,rtr ie'i4@ *, -

it~~9 t- I r rt

The Location, i

lIb{ t T t|

Figure 2-5-1 Location of the ambient air quality monitoring center of Xian

XIAN EIA 16


I ' :300 1:130)

.. t 4t #E 13 O:0*

.~~ . .. I 'tEe*I9 u~wu .3O0 lh--

.. W2 1i A0

a ' . l 35Ot kA"U*1

t I-,i *cf | I . iit: 3480 10

* -. --W 34O~4 titt

Huan nan Road

Figure 2-5-2 The layout of the ambient air quality monitoring center of Xian

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2.6 Bicycle Lanes in Tourism Zones in Ming Dynasty Walled Area

2.6.1 Description

This project component will cover an area of 11.06 km2 within the walled area of theinner city. A bicycle lane grid is to be used with a total length of 26.7 km and the bicycleonly lanes, 16.6 km. Specific Works to be constructed under this component include:

New construction: pavement of bricks on 11 road sections, planting trees, dustbins, etc.:Upgrading: color asphalt membranes pavement on existing road surface, installation ofseparation barriers, tree planting, etc.

Upgrading Plan for Road Surface showed in Figure 2-6-1.

- r -. -- - . - --

. !

.- * . I

5 '

e~~~~~* r3

&I -

I -XV1rV v u u u X - u 1 .-k -Jut ;-

UIt s:i~dm sect if. | Is: :ehl hu :oir nlthcIcd b k b id iiz iitli1stl kitI : tad 1 oiLbil I tt Modernscenic spot

thet rods est tior nwhict surhet be bing c hronttcatl lyl Ancientthmes scenic spot Ancientandfamoustree

0 thecharacteristicdiet Traditional commonresidence

Figure 2-6-1 Upgrading Plan for Road Surface

The component is to connect the tourist attractions within the walled area via provisionof bicycle only lanes. Within the walled area which is confined to an area of 13.1 km2,there are dozens of scenic spots and cultural sites for tourists attraction. The distancebetween each spots is less than 3 km which is desirable for travel on bicycle. There are14 main spots within the walled area, as illustrated in Figure 2-6-2.

Besides the 14 spots, the bicycles only lanes also passes through several special streetscharacterized with historical features. They are: Beiyuanmen Historical Street, SantangjieHistorical Street, Fude Street, Luomashi Commercial Pedestrian Street, Xida Street,and Dongxin Street night market. These spots and street are divided into seven zoneswith the locations shown in Figure 2-6-3.XIAN EIA 18


;.j-- - -I

. . a. ''t-- ' ,.

.I ' * ' -' . I¶

- - - -- -__.__ ',_ ' ,

* I I

Hq'JX --r 'U ' - 6;S

II1 . .* 4-S Cs2

V U * 01,

Figure 2-6-3 Location of Scenic Zones within Walled Area

XIAN ELA 1


2.6.2 Cost Estimate

The component engineering cost: RMB135.81 million for physical and pavement worksRMB36.38 million for equipment, and RMB22.39 million for contingency.

2.6.3 Schedule

This component is scheduled to start from early 2008 and complete in the end of 2009.

2.7 Protection of Road Constructed in Han Dynasty in Weiyanggong

2.7.1 Location

This component is located within the ancient remains of Han Dynasty wall for Changan(ancient name for Xian) which is bordered by Daxing Road to the south, Zaohe river tothe west, Wuku Site to the west and Zhicheng Gate to the east. The location of the site isshown in Figure 2-7-1.

2.7.2 Scope of component

The Weiyanggong site covers the area within the boundary wall of Weiyanggong, anancient palace in the Han Dynasty, about 100 m east of the line from southwest corner ofthe Han Dynasty wall constructed, 100 m north to the line from southwest corner of thewall to the An Gate, west to the Anmeneni Street and south to the Zhixianmennei Street.The total area of the site is 7.33 km2.

2.7.3 Description

The ancient road protection component involves the construction of roads and bridges,aswell as utilities of water supply, drainage, power supply, communication, underneath theroads which will be along the same alignment of the ancient roads which are currentlybelow the grade The component will also involve construction of parking lots and trafficfacilities to service the tourists

Road Construction

Five road sections are to be built with a combined length of 8.4 km and a combined areaof 111,000 m2. The component will also include a total of 47,000 m2 of landscape areasand 2500 m2 of parking area.

The scope of works under includes:* South-north road on the east of the Weiyanggong Site: 1972 m long, 12 m wide;* East-west road on the south of the Weiyanggong Site: 1593 m long, 12 m wide;* East-west road on the north of the Weiyanggong Site: 1512 m long, 12 m wide;* "Huantu" road: 2743 m long, 6 m wide;* Xianmenwai Road: 562 m long, 60 m wide.

The specific locations of these roads are shown in Figure 2-7-1 and work quantity inTable 2-7-1.XIAN EIA 20


Jr '

U -.. i.....! - -

i avaI -I d

- UL

ns' ts r u" r .. iJF ^--rr " . I ]

Figure 2-7-1 Location of the Ancient Road Protection in Weiyangong Site

Table 2-7-1 Quantity of Works of Ancient Road Protection in Weiyanggong Site

Road Item Unit Quantityroad surface area 23664

South-north road on Landscape area 11832the east of the Swrm34

Weiyangong Site Sewertfiln m 339445

eat f3ln 3465

road surface area 19116

East-west road on the Landscape area 29558

south of the Sewer m 3336Weiyanggong Site Earth filling 321439

Excavation m 3 75

road surface area 18144East-west road on the Landscape area m92 072

north of theWeiyangong Site Sewer m 3234

Earth filling m 29597

Huantu" road road surface area m2 16458

XIAN EIA 21


Road Item Unit Quantity

Landscape area m2 10972Earth filling m3 45353

road surface area m2 33720

X r Landscape area m2 5620Xianmenwai road

Sewer m 1124

Earth filling m3 60156

Bridge

Seven small bridges are to be built under this component, including the three bridges onthe road oriented east-west to the south of the front structure to cross over the open ditch,one bridge on the road oriented east-west to the north of the front structure to cross theopen ditch, and the three bridges on Xianmenwai Street to cross the ditch. The specificlocations of the seven bridges are given in Figure 2-7-2.

I *6

r, - ,, -.

,1 -.IWeiyorggon g .- i

ioti

Figure 2-7-2 Locations of Bridges

2.7.4 Cost Estimate

Total cost estimate foe this component is RMB148.8057 million including US$9 millionfrom the World Bank loan.

XLAN EIA 22


2.7.5 Implementation Schedule

This component is scheduled to start from October 2007 and complete in October 2008.

2.7.6 Capacity Building (Technical Assistance)

This component includes: Xian Urban Integrated Traffic Strategy Planning (includingXian Urban Integrated Traffic Strategy Planning, Xian Urban Integrated TrafficShort-term Rehabilitation Planning, Xian Traffic Rehabilitation Planning Study for theArea within the Walling of Ming Dynasty), Xian Regional Traffic Control Study, XianVehicle Parking Strategy Study, Xian Urban Traffic Demand Management Study(including Traffic Quiet Zone and Goods Transport Management), Xian Urban TrafficAccident Analysis and Road Safety Study, Xian BRT Planning Study, Xian PublicTransport Strategy Planning, Xian Public Transport Reform Study, Xian Air QualityManagement and Vehicular Emission Control Study, and Xian Finance Planning Study.

XIAN EIA 23

Environmental Impact Assessment for Xtan Comprehensive Urban Transport Development Project

3. EA Preparation

3.1 Category of EA

According to Operational Policy 4.01 of the World Bank, this project is classified asCategory A for EA preparation. As such, a full environmental impact assessment isrequired and results of the assessment shall be presented in a consolidated EA (thisdocument), a stand alone environmental management plan (EMP) and a Summary report(EA Summary) for World Bank safeguard appraisal and clearance.

The classification for this project in the China environmental regulatory framework is somewhatdifferent from that of the World Bank. The EA for this project is classified into Category III based onthe requirements set out in the EA Technical Guideline in China.

3.2 EA Scope

According to the EA Technical Guidelines and the EIA Specifications for Road Project(interim edition), the scope of EA for this project is described in Table 3-2-1.

Table 3-2-1 EA ScopeComponent Item Assessment Scope

Air 200 m from the central line of the road, 0.5 kmXO.5 km from thecentral line of interchnage

Road upgrading Ecology Area to be affected

No The first row building within the distance 200 m from the roadNoise central line, including residential building, school, hospital, etc.

Air 200 m from the central line of the road, 0.5 kmXO.5 km from thecentral line of interchnage

Ecology Area to be affectedFrom 500 m upstream of Lao River on the west section of

Huxian Road XinchengRoad to 500 m downstream of confluence of Zaoyu RiverConstruction Surface with Lao River; From 500 m upstream of Tanyu River on the east

water section of XinchengRoad to 500 m downstream of confluence of

Wei river with Lao River

Noise Residential buildings, villages within 200 m from the road centralline

Surface Scope is not requiredwater

Ecology Area to be affectedPublic Transport Air Area within 200 m from road central line for bus exclusive lanes

and BRT; for bus hub and maintenance yard the area to be affectedNo Area within 200 m from road central line for bus exclusive lanes

Noise and BRT; for bus hub and maintenance yard the area to be affected

Ecology Area to be affected in construction phaseTraff icmanagement Air Area to be affected in construction phase

Noise Area to be affected in construction phase

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Component Item Assessment ScopeSurface River section 5 km downstream of the wastewater outfall on Yu

Srae River

Air monitoring Ecology Area to be affected in construction phaseand control Noise Area within I m from the site boundary and the adjacent noise

sensitive receptors

Air Area to be affected in construction phase

Ecology Area within the boundary wallBicycle lanes inwalled area Noise Area within the boundary wall

Air Area within the boundary wallArea within Weiyanggong Site, and the area bordered by the line100 m from the wall section from southwest corner to Zhichenggate to the east, by the line 100 m from the wall section from

Ecology southwest corner to An gateto the north, by the Anmeneni Streeet tothe west, and by Zhichengmennei Street to the south. The

Ancient road assessment area covers an area of 8 km2.protection in Noise Area within 200 m from the road central lineWeiyanggongSeite Area within Weiyanggong Site, and the area bordered by the line

100 m from the wall section from southwest corner to ZhichengAir gate to the east, by the line 100 m from the wall section from

southwest corner to An gateto the north, by the Anmeneni Streeet tothe west, and by Zhichengmennei Street to the south. Theassessment area covers an area of 8 km .

3.3 Applicable Standards

The standards used in the EA for this project have been approved by local environmentalagency, and these standards are listed below.

3.3.1 Ambient Environmental Standards

Ambient Air QualityClass II of Ambient Air Quality Standard (GB3095-1996) were used in the EA which arepresented in Table 3-3-1 below.

Table 3-3-1 Class II of Ambient Air Quality Standard (GB3095-1996)Pollutant Sampling Timing Standard

Annual average 0.06so,

(mg/m3 ) Daily average 0.15

Hourly average 0.50

PM, 0 Annual average 0.10(mg/m3 ) Daily average 0.15

Annual average 0.08

(mg/N3 ) Daily average 0.12

Hourly average 0.24

XIAN EIA 25


Acoustic Environment

SEPA requires that Class IV standards of the GB3096-93 be applied for first rowresidential buildings within the distance of 200 m on two sides of trunk roads. However,as schools and hospitals are most sensitive to traffic noise, Class I standards wereapplied regardless of their locations. The Class II standards were used for the residentialblocks along the two sides of the project roads. The specific standards used are listed inTable 3-3-2 below.

Table 3-3-2 Noise Standard Unit: LAeq: dB

Class Area Day Night

0 Areas requiring very quiet environment such as villa blocks, and 50405-star hotel

1 Area centered on education and residence 55 45

2 Area mixed with residences, business and industry 60 50

3 Industrial area 65 55

4 Area along two sides of trunk roads 70 55

Standardfor Vibration

As the construction activity is largely limited to the urban area, the assessment ofvibration impact will follow the standard for environmental vibration in urban area(GB10070-88). Specific limits of vibration are given in table 3-3-3.

Table 3-3-3 Standard for Vibration in vertical direction Urban Area Unit: dBUnit Area to apply Day Night

1 Special residential area 65 65

2 Residential and education zones 70 67

3 Mixed zones and central 75 72business zone

4 Industrial zone 75 72

5 Areas along the twp sides of 75 72trunk roads

6 Areas along the twp sides of 80 80trunk railways

As the interchanges and roads to be constructed under this project are close to the trunkroads, the item 5 standard thus is considered applicable for this EA.

Surface water

Standard for Surface Water Quality (GB3838-2002) is used for assessing the impact onsurface water quality, as shown in Table 3-3-4 below.

XIAN EIA 26


Table 3-3-4 Class III and IV Standard for Surface Water Qualit Unit: mg/l

Class COD BOD5 NH3-N P N Cu Zn F Se As Hg Cd C6+ Pb

III 20 4 1.0 0.2 1.0 1.0 1.0 1.0 0.01 0.05 0.0001 0.005 0.05 0.05

IV 30 6 1.5 0.3 1.5 1.0 2.0 1.5 0.02 0.1 0.001 0.005 0.05 0.05

The allowable concentration of air pollutants such as CO and NOx in the workshop forvehicular emission test is stipulated in the Occupational Limits for the HazardousSubstance in Working Place (GBZ-2002) which resuires CO concentration be less than30 mg/r 3 and NOx concentration less than 10 mg/mi

3.3.2 Standard for Environmental Discharge

Air Pollutant Emission

The waste gas emission follows the Class II of Integrated Air Pollutant EmissionStandards (GB16297-1996), as shown in Table 3-3-5 below.

Table 3-3-5 Integrated Air Pollutant Emission Standards

Allowable Allowable emission velosity Control point for dispersionPollutant concentration ( kg/h) emission

(mg/m 3 ) Stack height( m) Class II (mg/m 3 )

15 3.5

a 20 5.9 The peak concentration

30 23 outside the site boundary

30 0.29x10-3

1 5 0.18Obvious emission without

Asphalt gas 75 20 0.30 control/treatment is notallowed

30 1.3

The vehicle emission will apply Emission Limits and Measurement Method for LightDuty vehicle (I) (GB18352.1-2001), Emission Limits and Measurement Method forLight Duty vehicle (II) (GB18352.2-2001), Emission Limits and Measurement Methodfor Vehicles Equipped with Compression Engine (II) (GB17691-2001), Emission Limitsand Measurement Method for Vehicles Equipped with Ignition Engine (GB14762-2002),Emission Limits and Measurement Method for Motor Cycles (Double Idling)(GBI14621-2002); Emission Limits and Measurement Method for Motor Cycles(dynomometer) (GB 14622-2002).

The flue gas from boiler to ebe installed for the urban air monitoring component willfollow the Boiler Flue Gas Emission Standards (GB 13271-2002), as shown in table3-3-6 below.

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Table 3-3-6 Boiler Emission StandardsDust SO 2 Blcns

Pollutants concentration concentration Blackness Stack height (m)(Mg/rn 3) (Mg/rn 3) (degree)

Limit 50 100 I Not less than 8m

Wastewater

The discharge of wastewater follows the Class II of Integrated Wastewater DischargeStandard (GB8978-1996), Integrated Wastewater Discharge Standard for Wei River(Shanxi Section) (DB61-224-1996, or Class III of Integrated Wastewater DischargeStandard (GB8978-1996), for different receiving water bodies, as shown in table 3-3-7below.

Table 3-3-7 Wastewater Discharge Standard Unit: mg/IClass COD BOD5 SS pH

II 135 50 150 6-9III 500 300 400 6-9

Noise

Construction noiseThe noise during construction phase follows the Noise Level Limits at Construction SiteBoundary (GB 12523-90), as shown in Table 3-3-8 below.

Table 3-3-8 Noise Limit for Construction Site Boundary (GB12523-90) Unit: dB(A)

Stage Major source of noise Noise limitDaytime Night time

Earth & stone Bulldozer, excavator, 75 55work loader, etc.

Piling Pile driver, etc. 85 Forbidden

Structuring Concrete mixer, etc. 70 55Finishing Crane, elevator 65 55

Factory Boundary NoiseThe Noise at the factory boundary (e.g., bus depots and maintenance facility) under theurban air monitoring component follows Class I of Standard for Noise at IndustrialEnterprise Boundary (GB12348-90); under the bus hub and maintenance yard followsClass II of Standard for Noise at Industrial Enterprise Boundary (GB 12348-90), as shownin Table 3-3-9 below.

Table 3-3-9 Standards for Noise at Industrial Enterprise BoundaryUnit: Leg[dB(A)l

Class Day Night

7 55 45

60 50

XIAN EIA 28


3.4 Time Horizon for Assessment

This project is divided into construction and operation phases for assessment, asdescribed as following:

* Construction Phase: 2008-2010* Operation phase: Short term 2010

Medium term 2015Long term 2020

3.5 World Bank Safeguard Policies

The EA team has reviewed the project following the requirements of the BanksSafeguard Policies with the findings and conclusion included in the table 3-5-1 below.

Table 3-5-1 Screening of Bank's Safeguard Policies

OP Xian Huxian Public Traffic Air Bicycle WeiyanNetwork Road transport management emission gong

EA Yes Yes Yes Yes Yes Yes Yes

Habitat No No No No No No No

Involuntary Yes Yes Yes No No Yes NoResettlementIndigenous No No No No No No No

People

Cultural Yes Yes Yes Yes No Yes YesProperty

Disputed N/A N/A N/A N/A N/A N/A N/AArea

Dam Safety N/A N/A N/A N/A N/A N/A N/AIntemational N/A N/A N/A N/A N/A N/A N/A

waterwayForestry No No No No No No No

Pest No No No No No No Nomanagement

XIAN EIA 29


4. Environmental Baseline

4.1 Natural Environment

4.1.1 Geographical Location

The city of Xian is located in the middle of the Guanzhong Plain. The location of Xian iswithin east altitude of 107 40' - 109 49' and north longitude of 33 39' -34 45'As a capital of Shaanxi province, the city is in the middle surrounded other secondarycities in the province Weinan, Xianyang, Baoji, Ankang, Shangluo and Tongchuan, thelocation of Xian is shown in Figure 4-1-1. As the fist major city towards the country westand northwest regions, it is a gate way to the western China and play an important role inthe China's development west program.

e7

4 ~ 35

_4 '

Figure 4-1-1 The location of XianXIAN EIA 30


The Guanzhong Plain is created by alluvial residues from Wei, Jing and Luo rivers. Thesoil horizon of the plain is deep with fertile productivity which thus allows a brilliantoutput of natural products in wide variety and quantity. This plain is situated between twolarge mountains, Qinling and Weibe, which have abundant mineral resources particularlycoal.

The elevation of urban Xian is about 400 m above the sea. The landform is plain in theurban area while Qinling Mountains are at the south area of municipality.

4.1.2 Water Resource

There are a number of rivers within Xian, which are mostly part of the Wei River Systemwithin the Yellow River Basin. Important rivers are Wei, Zao, Feng, Chan and Ba whilemajor canals are Caoyun, Dahuan, Fenghui, Xingfu and Liuyiba, forming the main waterbodies in the city.The ground water in the area is generally with the depth of 5 m to 10 m and the thicknessfrom 20 m to 60 m. The output of a single well usually ranges from 1000 to 5000 m3/d.The main source for the groundwater resource is the recharges of river and precipitation.

4.1.3 Meteorology

The project is located within the warm temperate zone where monsoon climate prevails.The annual precipitation averages 580.2 mm, with 45% to 60% occurring in the monthfrom July through September. The temperature over a year averages 13.3 0C with theextreme high temperature of 41.7 0C and extreme low temperature of -20.60C. Theprevailing wind is northeast in the winter and southwest in the summer. The wind speedsin a year averagesl.7 m/s and the maximum speed is 25 m/s. The frost free period over ayear is 210 days.

4.1.4 Geotechnical Condition

Earthquake

Xian is in the Huabei seismic region. The historical records of seismic activities indicatethat the earthquake frequency in this region is high, as such the region is considered oneof the high risk earthquake regions in seismic intensity in the country. The seismic degreein the region is 8.

Geological stability

The potential geotechnical problems to be encountered in this project area includedepression of loess, fault, fluidization of soil, saturated soft loess and artificial fills.Geology fault is often observed to link with over abstraction of groundwater. Howeverwith the increased groundwater abstraction control, the depression of ground and faultdevelopment is expected to decrease.

4.2 Social Environment

Xian is one of the major scientific research, higher education and high-tech development

XIAN EIA 31


centers in the country. As the largest city in the country's middle west, it is the political,cultural, education and economic center in the region.

4.2.1 District

Currently there are nine districts (urban) and four counties (suburb and rural) under thejurisdiction of Xian city. These Xincheng, Beilin, Lianhu, Yanta, Weiyang, Baqiao,Yanliang, Lintong and Changan Districts, and Huxian, Zhouzhi, Gaoling and LantianCounties. The area for each district and county is given in Table 4-2-1 below and theinformation on social conditions for 2005 is given in Table 4-2-2 below.

Table 4-2-1 Area of Each County and DistrictDistrict Area (ki 2) County Area (kM2)

Xincheng 24 Huxian 1174

Beilin 25 Zhouzhi 2974

Lianhu 29 Gaoling 294

Yanta 169 Lantian 1969

Weiyang 251 Yanliang 246

Baqiao 356 Lintong 892

Changan 1508 Total 9983

4.2.2 Industry and Economics

Xian is well zoned with its the east suburban mainly for textile production, the westsuburban for electrical products, the south suburban area for education, the southwestarea for high-tech industry, and the north area is for storage and transportation. The areainside the Ming Dynasty wall is the downtown area with government services,commercial and residential developments.

Table 4-2-2 General Social Setting for 2005 in Xian

Item Quantity

Developed area (kM2) 222.84

Total population (104 ) 741.7

Registered population (104) 741.7

Population density (capita/kmi2) 743

Natural growth rate(%o) 4.60

Number of in use vehicle (set) 250749

This city has well developed mechanical/aviation, textile and chemical industries. Theindustrial output is over 60% of the GDP which was about RMB127.014 billion in 2005,a growth of RMB58.114 billion over 2000.

XIAN EIA 32


4.2.3 History and Tourism

Xian is a well-known historical and cultural city. As the capital of 14 ancient dynastiesfor over 3000 years, Xian has rich cultural heritage and cultural and historical relicsacross the city. Among the known cultural relics, 34 are classified as the state level, 72provincial level and 176 city/county level, as well as 2944 other relics and archaeologicalfinds throughout the city. Some well known historical sites/tombs are intentionallyuntouched and are intended for exploration and research of future generations. Thepotential is also high for more possibly undiscovered archaeological sites, given the over3000 years of recorded human activities, many of which as the nation's and dynasties'capital.

Over the last nearly 700 years since the Ming Dynasty, the city has been developedmostly within an area completed encircled by a 12 m high, 18 (at the foot) to 15 m (onthe top) thick city wall (the Ming Dynasty wall). The wall was first built in 1370 to 1378AD as a defensive and military structure with total lengths of 2590 m on the east, 2631.2m on the west, 3441.6 m on the south and 3241 m on the north. The access to the innercity is controlled through nine city gates in the four directions of the wall. Despite of thewars, social turmoil and natural forces over the nearly 700 years, the city wall is mostlyintact through the three major repairs (1568, 1781 and 1983) and in 1962 the wall wasdesignated a state level cultural relics. To this date, the area inside the wall (the walledarea) remains to be the commercial, residential and government center of Xian althoughthe city has since expanded substantially beyond the city wall particularly for industries,economic development zones as well as more residential and commercial setups. As theonly complete city wall for major city in China, the Ming Dynasty wall has become thelandmark of Xian and a major tourist attraction of the city.

The rich cultural and historical resources have given the city a great potential for tourismdevelopment. The income from tourism sector in 2005 was RMB17.85 billion,accounting for 14.05% of the GDP for the year.

4.2.4 Urban Infrastructure

Infrastructure establishment

From 2001 to 2005, the devolpment of Urban Infrastructure establishment are shown inTable 4-2-3.

Table 4-2-3 Urban Infrastructure

Unit 2001 2002 2003 2004 2005

WeratTotalamountofwater 104 m3 32016 33776 36122 36092 36132

and Water supply capacity 104 m3/day 159 164 197 192 175.31was Length of water Km27 243 31 279 48tew supply pipelineKm 27 243 31 279 48ater 104___

ate Population serviced Km 258.97 249.01 362.70 363.20 363.70

XIAN EIA 33


Unit 2001 2002 2003 2004 2005

Wastewater treatment i 4 m3/dy 2 1 31 3cap ai 104 m3/day 29 31 38 31 38

Length of drains Km 871 877 1559 1520 1579

In use Set 2740 3024 3736 4288 4310BusII

Urb capacity 104 41489 48054 54492 69726 84960an Number of 104/time 6280 10124 9252 9887 8249

Tra passengers on roadnsp Quantity of goods 104 t 4207 6310 5726 11591 11505ortaiton Number of vehicles Vehicle/10 4

each 1O thousand people 10.73 11.68 14.59 15.52 15.96people pol

Roa Length Km 989 999 1274 1332 1365d Area of road 104 m2 1910 1939 2284 2916 3186

Po Total 104 kWh 794623 879232 968632 1147628 1257639

er Including consumed 104 kWh 148446 169283 187478 207943 228965for domestic use __187

Garden, parks and Ha. 6735 6873 6994 6994 7044

GreAe turfen o land pe capgta m2/people 3.74 3.83 3.80 4.80 5.04

g Coverage ratio of 34.22 35.06 32.17 35.06 35.06green land

Fluidized Total Ton 80643 65406 77084 78564 78564petroleum Population 104 people 104.60 83.40 91.40 97.50 97.50

servedNatural Total 104 m3 16712 22737 32268 37831 37831

Fuel gas Population 104 people 90.10 118.20 127.00 222.00 222.00

served

Total 104 m3 1670 1332 1258 1082 1082Coal gas Population 104 people 19.00 19.00 15.20 14.80 14.80

served

Road

The road network was constructed along the two axils, Dongxiwu Road and NanbeiStreet, and three ring roads around the wall constructed in Ming Dynasty. is given inTable 4-2-4 below.

XIAN EIA 34


Table 4-2-4 S mmary of Roads in XianTotal length Density O

Category (kmn) (km/kM 2 ) M

Semi express way (including 41.6 0.22 4second ring roads)

Trunk Road 108.4 0.58 1 1

Secondary Road 139.2 0.74 14

Link Road 695.8 3.72 71

The trunk road network in Xian is shown in Figure 4-2-1, which consists of "two axils,three ring roads, one expressway, six vertical roads, 7 horizontal roads, and 8 radiusroads".

XIAN EIA 35


97v 9

b12

108Th '\

Factuality trunk road network in Xian

XIAN EIA 36


Road classfication

The road system classification is shown in Figure 4-2-3 and Table4-2-5.

Rapid road Trunk road

Spur track Hypo-roadT Ii

Figure 4-2-2 The Scale of Xian road system classification

Table4-2-5 Summary of Road classification in Xian City

Class Total length ( kmi) Density (km/km 2') Scale (M)

Rapid road( involve the secondring 41.6 0.22 4road and elevated road)

Trunk road 108.4 0.58 11

Hypo-road 139.2 0.74 14

Spur track 695.8 3.72 71

The statistics of road development in the city indicates that by the end of 2005 the totallength of road was 8598 km, with 237 km trunk roads at national level, 805 km roads atprovincial level, and 7556 km of rural roads. On technical classification, there were 237km expressway, 161 km Class I road, 791 km Class II road; 1204 km Class III road andClass IV road. The length of the road above Class II is 1189 km, accounting for 13.83%of the total. The density of the road network is 85.1 km/100 km2. The information on thelength of road at different classes is shown in Table 4-2-6 and Figure 4-2-4.

Table 4-2-6 Summary of Road Network in Xian City

Total Length of road at different classes (kmi) OtherClass of Road length Class Class Class roads %

(km) ExpresswayClass I 11 II IV__

Trunk road at national 237 237 2.76level__ _ _ _

Road at national level 439 69 253 117 5.10

Road at provincial level 366 80 74 168 44 4.26

Road at county level 844 303 310 231 9.81

Road at township level 1818 12 106 350 1307 43 21.14

XIAN EIA 37


Exclusive road 188 32 16 138 2 2.19

Village road 4706 23 243 2584 1856 54.74

Total 8598 237 161 791 1204 4304 1901

Percentage (%) 2.76 1.87 9.21 14.00 50.05 22.11

4 50 0

4000 ,-

3500 ,

3000 ,--

2500 ,--.-

2000 ,--]0

1500 e204

1(00 7 9 1 4

500 , 1 6 m

Figure 4-2-3 Comparison of Road Network in Xian City

The existing road network data shows that expressway and trunk roads portion isrelatively low, affecting the travel speed of vehicles on urban roads. The length anddensity of secondary roads also need to be increased to meet the traffic demands. Inaddition, only about 50% of the roads are constructed to the design or planningrequirements and as a result, the city has bottlenecks or dead ends throughout its roadnetwork. As constrained by the Ming Dynasty wall, the roads in or out the walled areaare restricted only to the limited number of gates, which is one of the major traffic flowdifficulties in the city's transportation system.

4.2.5 Existing Road Condition in Weiyanggong Site

The existing roads within the Weiyanggong Site are composed by trunk roads and villageroads. The trunk roads are Dengliu Road and Fengjing Road.

Dengliu Road starts from Daxing Road and extends toward north to connect with theShihua Road the road leading to the airport. This road crosses the site area from south tonorth and conects 5 villages such as Dongzhang, Dangmazhai, Ximazhai, Daliuzhai andTianlu Villages. The total length of the road is 2760 m in asphalt structure, with the widthof 6.5 m.

Fengjing Road is in the north part of the area with 2370 m within the site area. The roadis paved with asphalt and the width of the road surface is 6.5 m. Most of roads in thevillages are hardened, but the roads between villages have either hard surface or sandsurface.

XIAN EIA 38


4.2.6 Existing Traffic Condition in Huxian County

The trunk roads within the urban area of the county include Renmin Road, FengjingRoad, Xihan Expressway. The density of trunk road in the urban area is 1.6 km/km2 .

The current traffic in the county is severely limited by the Xiyu Railway which bisectsthe urban area. The development of the county is towards south and east to avoid theXiyu Railway. The new area under development in the county has become a greatattraction for investment, thus the need for road development in the area is urgent.

Although the trunk road system in the county is completed, the percentage of trunk roads,secondary and link roads is not sufficient. There are limited south-north roads crossingthe county. The trunk road outside the county are overlapped with the trunk roads withinthe county. With the rapid growth of motor vehicle ownership including privateownership, the traffic in the county has become a restricting factor to the economicdevelopment and standard of living for county residents.

There are totally 49 routes of bus service in the county, with 158 stops. All the townshipsand 96% of the villages are connected with the roads. The public transport service in theurban area started from 1996. Currently there are five bus routes with seven busesoperating on a daily basis.

4.3 A Weiyanggong Remains

The Weiyanggong Site is about 8 km to the northwest of the city of Xian. This is a site ofan ancient palace, the Weiyang Palace. Built in Hangaozu Year Seven (200 BC), thepalace was one of the major palaces of Han Dynasty. When first built, the palace hadover 40 buildings and the site perimeter was totaling 11 km. Since the Han Dynasty, thepalace had been used as the administrative center for eight dynasties until Sui (300 AD).Now there are only very limited structure left above ground but over the years the sitehas unearthed many Han Dynasty tiles, bricks, water pipes, and other building andstructure elements. The archaeological exploration of 1980-1983 discovered No.2remains of the palace which is a building of 86-87 m long and 44.5-SOm wide andunearthed a large quantity of ceramics, jade, bronze, irons, and ancient coins. The site islisted now as the state level cultural relics.

4.4 Master Plan for City Development

4.4.1 Master Plan of Xian

The master plan for Xian indicates that the development of the city is centered on theurban area of 84 km2. The boundary of the city will expand to Lintong on the east, toLantian on the southeast, to Changan (gaohe) to the south, to Zhouzhi and Huxian to thesouthwest, to Xianyang on the west, to Sanyuan on the northwest, to Gaoling on thenorth and to Yanliang on the northeast.

There are 4 towns to be developed around the city of Xian, as shown in Figure 4-4-1.

XIAN EIA 39


t r. . = -fs pe

VA ,t

*1*Q WYsnt< tt -U %'t r w|a:

Figure 4-4-1 The development plan of Xian

XIAN EIA 40


The Master plan also indicate such key index as following:* Population: the population will be 9.2 million in 2010 with 6.55 million residing in

urban area. In 2020 the total population will be 10.7078 million, with 5.5 million inurban area.

* Land use: in 2010, the area of land to be developed is to be less than 660 km2 ; in 2020,the area of land to be developed will be controlled to less than 865 km2 in the city, andless than 510 km2 in the urban area.

4.4.2 Road Planning of Xian for 2004 to 2020

Road system layout

* Two axils: the east-west axiel is comprised by Daqing Road, Lianhu Road, East andWest Wu Road, and Changle Road; the south-north axil is comprised by WeiyangRoad, South and North Street and Changan Road.

* Three ring roads: the first, second and third ring roads;* One elevated viaduct* One city expresswayThe planning of the road system for 2004 to2020 is shown in Figure 4-4-2.

Road Classification

Totally four classes of road are applied to classify the roads, they are expressway, trunkroad, secondary road and link road. The road for tourists traveling is planned based onthe scenic spots locations and the rush season for tourism. The planning for expresswaysystem in Xian is shown in Figure 4-4-3 for the period from 2004 to 2020.

4.4.3 Road Planning of Huxian County

The length of the road planned is 88 km and the road grid density is 4.64 km/km2. Theroad planning for 2010, 2015 and 2020 are shown in Figure 4-4-3 through 4-4-5respectively.

XIAN EIA 41


i Lg / /

\Ite0l)

Figure 4-4-2 The planning of the road system (2004-2020)

XIAN EIA 42

Environmental Impact Assessment for Xian Comprehensive Urban Transporl Development Project

-t n

Figure 4-4-3 The road planning of Huxian for 2010


XIAN EIA 43


A i- --~ v


4.5 Environmental Function Zoning

The Master Plan for Xian (2004-2020) and the Notice on Ambient Air Fucntion ZoningApproved by Xian Govemnment indicated that the project area falls into the Class 1Izone stipulated in the Ambient Air Quality Standard (GB3095- 1996).

* The Notice on Areas to be Applied with Environmental Noise Standard for Urban Area(Shizhengfa [2000] 60) issued by Xian Government indicates that the Class 4, 2 and 1stipulated in the Environmental Noise Standard in Urban Area (GB3096-93) areapplicable to the project area respectively.

4.6 Ambient Air Quality Baseline

This project covers the city of Xian as the project area. The monitored 2005 ambient airquality in urban area was based on data from the routine monitoring points in Xiaozhai,Fangzhicheng, Xingqing Community, High Voltage Switch plant and Caotan, as shown inFigure 4-6-1.

XIAN EiA 44

Environmental ImpacI Assessment for Xian Comprehensive Urban Transport Development Project

- Caotan

Ast' /

ISS

- -- -

**

46

I - ,,~.~

* ~ ~~~~~~ qqGi< ~ !*.t.ibiW

: t*1

Figure 4-6-1 The monitored 2005 ambient air quality in Xian

XIAN EIA 45


The monitoring results for the urban ambinet air quality indicate that the annual averageof SO 2 concentration was 0.044 mg/m3, the annual average concentration of NO2, 0.032mg/m3, both are well blow the applicable standard. The annual concentration of PM1Owas 0.129 mg/m3, exceeding the national standard by 29%. As Xian is on the loessplateau and influenced by the continental monsoon, the background concentration ofparticulate is very high. Particularly in spring season the PM1 0 concentration significantlyincrease, which is apparently associated with the sand blow (sand storm) from the loessplateau. The monitoring results are given in Table 4-6-1 below.

Table 4-6-1 Ambient Air Quality for 2006 in Xian unit: mg/m3Monitoring result

Monitoring % ofpoint pollutant Max. Annual samples Class II

concentation average meeting Standardstandard

S02 0.120 0.045 100 0.06Xiaozhai NO2 0.074 0.033 100 0.08

PM1 0 0.473 0.118 81.64 0.10

SO2 0.109 0.045 100 0.06

Fangzhichang NO2 0.072 0.031 100 0.08

PM 0 0.387 0.136 66.58 0.10

SO2 0.120 0.044 100 0.06

Community NO2 0.078 0.032 100 0.08PM10 0.401 0.140 64.11 0.10

SO2 0.114 0.044 100 0.06High Voltage NO2 0.068 0.031 100 0.08Switch plant

PM 10 0.440 0.123 79.18 0.10

S02 0.086 0.021 100 0.06

Caotan NO2 0.510 0.018 100 0.08

PM 10 0.465 0.118 82.19 0.10

SO2 0.120 0.044 100 0.06

Total in the city NO2 0.078 0.032 100 0.08

PM,0 0.473 0.129 72.88 0.10

4.6.1 Surface Water Quality

There are several major rivers in Xian; they are Wei River, Chan River, Ba River, FengRiver, Yu River and Zao River. The organic pollutants are considered to be the primaryconcern. The main pollutants are COD, phenol and oil. The most serious exceedance ofManganese Index and phenol is on the section on the confluence where Lao River flowsinto Wei River; the most severe exceedance of COD and Cr6 ' is on the control section atXiangji Temple. The Nitrite-N and unionized N are found to exceed the standard with thegreatest margin on the Zhangbagou of Zao River. The water quality in these rivers fails tomeet the standard over the year. The Monitoring results for surface water quality in 2005are given in Table 4-6-2 below.

XIAN EIA 46


Table 4-6-2 Surface Water Quality Monitoring Results in 2005

SectioRiver n Name of section Primary pollutants and time of exceedance

Code

02 Xianyang Iron Oil (27.00) Phenol NH4-NBridge

05 Caotan Bridge Oil (34.00) Phenol NH4-NWeiRiver 07 Gengzhen Oil (32.33) Phenol NH4-N

Bridge08 Xinfeng Bridge Oil (29.33) Phenol DO

Wei River Oil (34.00) Phenol (14.66) NH4-N (9.38)

II Gao Bridge Oil (10.33)

Chan 12 Tianjiawan Oil (3.17)River 17 Chanhekou Oil (47.00) NH4 -N

Chan River Oil (47.00) NH4 -N (6.95)

20 Lantian County Oil (10.00) Phenol

21 Tianwang Bridge Oil (13.00)

BaRiver 24 Bahekou Oil (3.83)

29 Sanlang Village Oil (20.50) NH4 -N Phenol

Ba River Oil (20.50) NH4-N (4.42) Phenol(0.33)

31 Fenghekou Oil (9.67)

Feng 34 Yanjiaqu Oil (5.00)

River 36 Sanliqiao Oil (36.67) Phenol COD

Feng River Oil (36.67) Phenol (2.93) COD (0.50)

41 Duqu Oil (29.67) -

Yu 44 Gaoruyu Oil (16.33) -

River 47 Yurufeng Oil (7.00) -

Yu River Oil (29.67) -

53 Zhangbagou Oil (55.00) NH4-N

Zao 57 Yanqiumen Phenol (91.27) Oil NH4 -N

River 59 Yichangxizhan Phenol (223.37) Oil COD

Zao River Phenol (223.37) Oil (94.33) NH4 -N (36.45)

Hei River mounth ofRiver 65 Hei River on Oil (8.17)

RiverWei River

Lao River mounth ofRiver 66 Lao River on Oil (15.33) Phenol Manganese index

RiverWei River

Xin River mounth ofRiver 67 Xin River on COD (115.63) Oil NH 4 N

Lin River mounth ofRiver 68 Lin River on Wei Oil (79.67) NH 4-N COD

XIAN EIA 47


It is clear from Table 4-6-2 that the pollutants of primary concern are Oil, Phenol andNH4 -N in the 10 rivers which exceed the concentration standard by 94.33 times, 233.37time and 72.58 times in the most severely polluted rivers respectively.

4.6.2 Noise

The analysis of noise monitoring results indicates that the domestic sources are the mainsource of noise in Xian in 2005 in terms of quantity which contributes 74.5% to the total.The secondary source is traffic which contributes 20.0% of the total, followed byindustrial source and other sources which contributes 1.5% and 4.0% respectively to thetotal. The contribution of different sources is shown in Table 4-6-3 below.

Table 4-6-3 Contribution of Noise sources in 2005 Unit: dB(A)

Noise source Traffic Industrial Domestic Other

Number of source 40 3 149 8

Percentage of noise concentration (%) 20.0 1.5 74.5 4.0Lio Average 62 59 57 56

a 6.27 6.04 4.85 3.05

Lso Average 56 53 5 1 S 1

a 6.76 5.52 6.12 3.18

Lso Average 5 1 49 47 456 6.64 5.79 6.34 3.12

Leq Average 59.7 56.2 54.2 53.7a 7.24 6.12 4.64 3.74

In terms of source intensity, the traffic source contributes the greatest percentage to thetotal with the level averaging 59.7 dB(A), followed by industrial source with noiseaveraging 56.2 dB(A), and the domestic source and other source contribute the third andfourth greatest percentage respectively with averages of 54.2 dB(A) and 53.7 dB(A)respectively.

The noise monitoring results in 2005 on roads in Xian are given in Table 4-6-4.

Table 4-6-4 Noise Monitorin results in 2005Number of Leq L10 L50 Lso Traffic flow Length of roadmonitoring (dB(A)) (dB(A)) (dB(A)) (dB(A)) (vehicle/h) monitored (k/m)

155 68.0 70 66 62 3026 204.02

There are 155 traffic noise monitoring points in the city and the length of the roadsmonitored is 204.02 km. The noise averages 68.0 dB(A), LI( is 70 dB(A), L30 is 66 dB(A)and L50is 62 dB(A). The traffic flow is 3026 vehicles/h on average during the monitoringperiod.

XIAN EIA 48


4.7 Baseline Environment in Huxian County

4.7.1 Ambient Air Quality

The air quality monitoring program was conducted in heating and non-heating seasonsrespectively in Huxian. The non-heating season monitoring was from August 2-8 2006,while the heating season monitoring was from November 15-21, 2006. The monitoringresults are presented in Table 4-7-2 (no heating season) and Table 4-7-3 (heating season),respectively.

Table 4-7-2 Air Quality Monitorin Results in Non-heatin Season Unit: mg/mpollutant

Point location Timing SO2 No 2 PMIO

Aug. 2, 2006 0.044 0.041 0.187Aug. 3, 2006 0.009 0.024 0.250

I# County Aug. 4 2006 0.022 0.032 0.222Government) Aug.5, 2006 0.011 0.023 0.243

Aug.6, 2006 0.011 0.024 0.219Aug.7, 2006 0.022 0.048 0.177Aug. 8, 2006 0.030 0.017 0.262Aug. 2, 2006 0.041 0.012 0.282Aug. 3, 2006 0.024 0.021 0.353

2# (Yuxia Aug. 4 2006 0.014 0.026 0.303District Aug.5, 2006 0.028 0.042 0.325

Government) Aug.6, 2006 0.014 0.028 0.233Aug.7, 2006 0.019 0.003 0.253Aug. 8, 2006 0.049 0.046 0.349Aug. 2, 2006 0.087 0.062 0.110Aug. 3, 2006 0.053 0.031 0.184

3# (Huayang Aug. 4 2006 0.010 0.008 0.215Village) Aug.5, 2006 0.236 0.049 0.232

Aug.6, 2006 0.280 0.015 0.188Aug.7, 2006 0.024 0.028 0.194Aug. 8, 2006 0.013 0.005 0.232Aug. 2, 2006 0.013 0.003 0.206Aug. 3, 2006 0.011 0.002 0.345

4# (Zhanma Aug. 4 2006 0.011 0.004 0.359. Aug.5, 2006 0.013 0.006 0.297

Village) Aug.6, 2006 0.015 0.006 0.242

Aug.7, 2006 0.017 0.006 0.236Aug. 8, 2006 0.020 0.006 0.221

It is clear from above table that except the SO2 concentration in Huayang Village exceedsthe standard by 0.573 times to 0.867 times on Aug. 5 and Aug. 6 2006, the SO2concentration on all monitoring points meet the national standadrd; the NO2concentration on all monitoring points meet the national standard; except the PM1oconcentration on Huayang Village meet the national standard on Aug. 2 2006, the PM1 o

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concentrations on all monitoring points exceed the standard by 0.087 times to 2.693times.

Table 4-7-3 Air Quality Monit ring Result in Heating Season Unit: mg/m3

pollutantPoint location Timing

Nov._20060.1472 NO2 PM02Nov. 15, 2006 0.147 0.044 0.254Nov. 16, 2006 0.121 0.043 0.292

1 Nov. 17, 2006 0.093 0.055 0.453

Govemment) Nov. 18, 2006 0.046 0.060 0.565Nov. 19, 2006 0.088 0.057 0.650Nov. 20, 2006 0.042 0.037 0.406Nov. 21, 2006 0.050 0.058 0.436Nov. 15, 2006 0.126 0.012 0.330Nov. 16, 2006 0.064 0.024 0.478

2' (Yuxia Nov. 17, 2006 0.080 0.030 0.515District Nov. 18, 2006 0.085 0.013 0.632

Government) Nov. 19, 2006 0.074 0.037 0.737Nov. 20, 2006 0.161 0.036 0.618Nov. 21, 2006 0.078 0.040 0.517Nov. 15, 2006 0.076 0.027 0.643Nov. 16, 2006 0.064 0.052 0.293

3 Nov. 17, 2006 0.024 0.017 *3V(lluayang Nov. 18, 2006 0.023 0.019 0.355

V Nov. 19, 2006 0.040 0.027 0.374Nov. 20, 2006 0.027 0.022 0.223Nov. 21, 2006 0.060 0.027 0.322Nov. 15, 2006 0.161 0.045 0.287Nov. 16, 2006 0.035 0.027 0.480

4 Nov. 17, 2006 0.030 0.164 0.499Villangea Nov. 18, 2006 0.026 0.034 0.297Village) Nov. 19, 2006 0.024 0.040 0.335

Nov. 20, 2006 0.037 0.033 0.326Nov. 21, 2006 0.033 0.025 0.223

Table 4-7-3 shows that except the SO2 daily average concentration on Yuxia DistrictGovernment exceed the standard by 0.067 times on Nov. 20 2006 and on Zhanma Villageexceed the standdard by 2.533 times on Nov. 15, 2006, the SO 2 concentration on allmonitoring points meet the national standard; except the NO2 daily concentration onZhanma Village exceed the standard by 0.133 times to 0.367 times on Nov. 17 2006, thedaily concentration of NO2 meet the national standard; the daily concentration of PM,oon the four monitoring pints exceed the sandard by 0.487 times to 4.387 times.

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4.7.2 Baseline Surface Water Quality

Lao River is a primary tributary to Wei River and flows in Huxian County. The XianEnvironmental Monitoring Center has conducted a surface water quality monitoringprogram on Lao River from Dec. 6 2006 to Dec. 11 2006, with the monitoring section on500 m downstream from the confluence of Zaoyu River with Lao River.

As indicated in the surface water function zoning in Xian, the Class III of Surface WaterQuality Standard (GB3838-2002) is applied in assessment of surface water quality in thismonitoring program. The monitoring results are given in Table 4-7-4.

Table 4-7-4 Water Quality Monitoring results on Lao River Unit: g/l, except pH

\Time and 500 m downstream of confluencefrquency Standard

item Dec. 6 Dec. 11 Average

pH 7.68 7.98 7.83 6-9

Sulfide 0.005L 0.005L 0.005L 0.2

Oil 0.05L 0.05L 0.05L 0.05

As 0.0023 0.0011 0.0017 0.05

lead 0.011L 0.01L 0.01L 0.05

Cd 0.001L 0.00 IL 0.001L 0.005

Cu 0.001L 0.001 L 0.001L 1.0

Cr6+ 0.004L 0.004L 0.004L 0.05

Phenol 0.002L 0.002L 0.002L 0.005

NH4-N 0.231 0.270 0.251 1.0

COD 15 13 14 20

BOD5 2L 2L 2L 4

Fluoride 0.72 0.89 0.81 1.0

Fecal Caliform ( /L) ].lx10o 2.0x103 5.6xI04 1004

Note: L means undetected.

The above table shows that except the fecal coliform exceed the standard, all the itemsmonitored meet the standards, indicating good water quality in the Lao River.

4.7.3 Baseline Acoustic Environment Assessment

From March 5 2007 to March 9 2006, Xian Environmental Monitoring Center conductedan acoustic quality monitoring program within the project area for to understand thebackground noise level and traffic noise level. The monitoring results are presented inTable 4-7-5.

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Table 4-7-5 Sensitive Receptors and Noise Monitoring Results Unit: dB(A)

Road Status receptor Location Noise level Fucntion EnvironmentalDay Night zone concern

West section To theof Meipo Green LGanfeng VTllage, south of 69.9 59.7 Class II Traffic noise

Road field Ganting Town road, 5mEast section G Qingyangwu To the

of Meipo fireledn Village, Wuzhu north of 52.2 43.5 Class II DomestecRoad Town road,150m noise

Intersectionbetween East to the

Meipo Road ExistingEatothand road -- intersectio 65.2 55.3 Class IV Traffic noise

Dongcheng nRoad

Lvgong Green Residential Torth DomesticRoad field building of Laoyu north of 53.0 43.9 Class 11 noise

Town Government road,20m

Lvgong Green Residentialbuildin Torth DomesticRoad field g in Gantang Town north of 52.6 43.8 Class O noise

road, 1 QOm

Lvgong Green Gongzhai Village, Touth DomesticRoad field Gantang Town south of 44.3 38.0 Class a noise

road,20m

Xincheng Existing To theRoad road-- south of 68.2 57.1 Class IV Traffic noise

rooad

Xincheng Existing Xitun Vilage, Toth DomesticRoad road ganting Town north of 52.8 44.7 Class O noise

road,150OmSouth Bouag T h

sectDon of Gfieledn Village, Ganting west of 49.4 41.2 Class I dTmafftic andi

Road Town road,5 m -Standard day 60

Class II zone, GB3096-93 night 50

The table shows that the noise level in day time in the project area ranges from 44.3dB(A) to 53.0 dB(A) while in night time ranges from 38.0 dB(A) to 44.7 dB(A), meetingthe Class II noise standards (GB3096-93). It is thus concluded that the project area has agood acoustic quality.

4.8 Impact Mitigation and Environmental Protection Targets

During the project construction phase, main environmental concems would be noise fromconstruction equipment operation, air-borne dust, construction solid waste, vibration,

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resettlement, impacts to cultural properties, and traffic safety. In the operation phase, themain concerns would be motor vehicle emission, traffic noise and traffic safety.Based on the site investigation during the baseline study in the project areas,environmentally sensitive receptors to the above listed concerns have been identified foreach of the project components. These sensitive receptors are presented in the Table4-8-1 through Table 4-8-6.

Table 4-8-1 Sensitive Receptors for Xian Road U pgradig ComponentDistance to No of No. of Windows

Works No. Receptor road center bldgs Fl HH facing

(m) road

Chengdu Yinxiang 20 1 20 160 160I Residential Building 20 - 2 6 6

2 Xian No. 93 Middle 20 1 4School

Residential Building for

Traffic Management 3 PetroliumAppratus 15 1 14 64 64

Upgrading on the South Plant

gate and South Ring No. 116 Residential

Road 4 Building on South Ring 15 1 5 20 20

Road

5 Xian No. 2 Nursary 25 1 4 20 20

6 Northwest University 40 1 12

7 Residential Building on 20 1 7 28 28Paofang Street

Dongmen Interchange No. 7 Residential

8 Building on East Ring 20 1 7 28 28

Road

East Second Ring 9 Xinjiamiaoxi Village 25 2 2 2 4

Road-North Second Ring -

Road Interchange 10 Xinjiamiaoxin Village 25 2 2 2 4

East Second Ring Road None

Interchange

South taibai

Road-Zhangbadong Road None

Interchange I I_I_I_I__ _

Table 4-8-2 Sensitive Receptors for Urban Road Project in HuxianSensitive Receptor Orientation and Environmental

Road distance Concern

Qlngyangwu Vlage, Wuzhu North 5 m Resettlement

Town

Meipi Road Lianfeng Village, Ganting South 5 m ResettlementTownLaohe West 20m Surface water

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Dongcheng Road Baoyufang Village, Ganting West 1Om ResettlementTown__ _ _ _ _ _ _ _ _

Songjiazhuang Village, North 5 m ResettlementGanting Town

Xincheng Road Chenping Village, Ganting North 5 m ResettlementTownTraffic noise andXitun Village, Ganting Town North 150 m air-borne d

air-borne dustResidential buildings, Traffic noise and

Ganting Town air-borne dustLvgong Road Residential Building of North 20 m Traffic noise and

Laoyu Town Governemnt air-borne dustLaohe West 20m Surface water

Lvgong Bridge over Lvgongzhai Village, ganting South 20m Traffic noise andXiyu Railway Town air-borne dust

Table 4-8-3 Sensitive Receptors for Bus Lane and BRT ComponentName of Scope No. Receptor Location Environmental RemarksWorks Scope_o._Recptor_Lcation Concern

Bus Traffic noiseExclusive 1 Chngvesnt Eoast toth and air-bomne

lanes Weiyang road-South and Uniet rad 4o dustNorth Street-Changan Road . Traffic noise

2 Polics and Law West to the and air-borneCollege road 50m dust

Xianan Science West to the Traffic noise econstructe3 and Technology road 40m and air-borne

Jiefang Road-Heping University dustRoad-Dayanta . . Traffic noise

Xian Architecture East to theanai-oeUniversity road Sum dust

Keji Road-Xixieqi Traffic noise reconstructedRoad-Jixiang 5 Xianan Statistics West to the and air-borne

Road-Xiaozhai East and College road 50m dustwest road-Xiying Road

Traffic noise reconstructed6 Caoyang East to theanai-oe

Community road 50m dustLaodong Road-Gaxin Road T nose

Gaoxin No. I West to the7 and air-borneMiddle School road 40m dust

North to Traffic noise reconstructed8 Xian Nurse the road and air-borne. School 30m dust

Youyi Road North to Traffic noise reconstructed

9 Air Force Hospital the road and air-borne20m dust

Zhuhong Road-Xinghuo Northwest East to the Traffic noise reconstructedRoad-West Ring 10 University road 4.m and air-borne

Road-Taibai Road dustreconstructedIHongguang Road-Fenggao Traffic noise

Road-Xiguanzheng Xian No. 5 West to the and air-borneStreet-East and West Hospital road 30m dust

Road-Shiyaun Road-Huzhu dust

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Road-Hansen Road South to Traffic noise reconstructed12 Military Hospital the road and air-borne

30m dustEast Zaoyuan Road-Daqing Second Hospital North to Traffic noise reconstructedRoad-Lianhu Road-Xiwu I of Communication the road and air-borne

Road-Jiefang Road-Railway University 40m dust

Station

BRT Panjia Village-Lianhu No. 4 Army North to Traffic noiseRoad-Xiwuta-Dongwu 2 Medicine the road and air-borne

road-Ralway University 50m dust constructedStation-Fangbei Road-East North to Traffic noise

Passenger transportation 3 Xijing Hospital the road and air-borneStation 50m dust

Table 4-8-4 Sensitive Receptors for Bus Depots and Maintenance Facility

No. Receptor Location Distanct Environmental Standardconcern

Class II of Ambient Air

I Residential N 20 Ambient air and Quality Standard; Class II ofhuman health Acoustic Noise in Urban

AreaClass II of Ambient Air

2 Residential N 20 Ambient air and Quality Standard; Class II ofhuman health Acoustic Noise in Urban

Area

Table 4-8-5 Sensitive Receptors for Bicycle Lanes

No. Receptor Location Environmental Protection ObjectiveConcern

lt Cultural The requirement forrelics withinalled p ect protection of culturalthe walled protection rlc ilb e

area relics will be metarea

Ecological Within the first ring Ecological Ecological environment2 belt within road, including the environment and landscape

urban area parks around the city I I

Table4-8-6 Sensitive Receptors for Road Rehabilitation within Weiyanggong Site

No. Receptors Location Environment Objective(village) al Concern

iako 3# Road N, 210 m Ambient air Class II of Ambient Air1 U 4# Road E, 120m and human Quality Standard and Class

2 Majiazhai 5# Road N, 150m health I of Environmental NoiseStandard for Urban Area

3 Dongzhang 2#road S, 300m

4 Xijiazhai 1# road E, 50m

5 Daliu 3# road S, 70m

6 Xiaoliuzhai I#road W, 80m

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7 Tianluge 4# road E, 90m

8 Zhoujiahewan 4# road E, 300m

Zaohe I1# road W 180m Surface water Class IV of Surface Water9 Quality Standard

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5. Environmental Impact and Mitigation

5.1 Impact on Socio-environment and Mitigation

5.1.1 Impact on Urban Traffic

As this project involves a number of road sections, particularly the South, East and WestRing Roads, South Taibai rad and Zhangba road where there are heavy traffic, the sitesfor the interchange construction will be enclosed and the roads will be divided andpartially blocked. The traffic impacts would be particular severe in the rush hourseveryday when the traffic will be particularly heavy. The residents particularly the peopleworking and/or living at the institutions, industries and residences near these roads whohave to rely the roads to and from work would be significantly influenced by the slowertraffic and longer traveling time everyday of the construction periods. The trafficmanagement authority is thus required to coordinate the traffic flow in rush hour bydiverting traffic flow to other roads.

In addition, construction phase will see increased a number of construction vehicles andequipment on the city roads on and around the project areas, leading to an increase oflocal traffic flows and burden to the exiting traffic.

5.1.2 Impact on Residents and Mitigation

The residents will be affected through traffic disturbance, increased difficulties to accessto the stores, workplace, services, schools and residences near the project roads, possiblebus route changes, and construction safety risks. The underground utilities such as watersupply, sewers, television cables, gas, etc. will be relocated under the project roads.Although the utilities relocation will be carefully planned and will not be cut off, risksexist that municipal services may be interrupted will relocation of the utilities does notcarried as planned.

5.1.3 Mitigation

* In the planning stage of the construction the basic investigation will be carefullyundertaken for the road, power supply and communication, so as to sucessfulycooperate with local relative agencies in ensuring municipal services while relocatingthe underground utilities.

* To minimize the impact on the traffic blocking, a traffic flow diversion plan will bedeveloped for the affected roads prior to the construction. Non local vehicles will bedetoured to other roads where necessary. Information on the construction schedulewill be disclosed to the public via TV, radio or other mass media prior to constructionso that the affected residents can plan their outings as may be needed.

* As the demand for water and power supply will significantly increase during theconstruction stage, the construction team will develop a connection plan with localrelative agencies and implement the plan prior to construction. Where the capacity ofwater or power supply is inadequate to meet the demand, the capacity expansion willbe completed prior to construction, so as to avoid the accidents of power or water

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supply cut-off.* Where the construction site is close to schools, residential settlements, institutions

and commercial outlets, temporary assess will be provided for people such ascrossings over excavated ditches etc. Safety shields will be provided in areas wherethere are overhead construction activities in the access routes and sidewalks.

* All construction sites will be fenced with good control for public access to ensureconstruction site safety. Safety warning signs will also be erected in eye catchingplaces to alert the public of the safety risks.

* The lighting for construction will be placed at a proper elevation so as not to affectthe residents in night.

5.1.4 Impact on Cultural Property and Mitigation

Disturbance will occur to the many cultural properties within the walled area by thebicycle lanes components and the remains at the Weiyanggong Site by the roadrehabilitation component. The impacts will be mostly due to dust from the excavation,mechanical vibration, and access difficulties for the tourists.

However, the construction of bicycle lanes within the walled area and Weiyanggong Siteare all limited to the existing roads and there are no construction activities on any culturalproperties directly. All the project components are intended for protection of theseproperties once completed. No direct damage or other serious impacts are anticipated tothe properties and all temporary to the construction phase, and impacts on these culturalproperties are expected to be limited.

To mitigate the potential impacts on the cultural properties, the measures are to be takenas following:* water spray as needed to suppress the dust;* equipment with lower noise will be used and noise barriers will be installed on sites;* Excavation near the Weiyanggong Site is preferably done manually to avoid the

vibration impacts.* The construction will be suspended during the raining season from July through

September to minimize the intrusion of rainfall to the underground cultural relics.

In addition to the potential impacts to the known cultural relics, there are possibilities thatnew cultural properties may be unearthed during project excavation, particularly Xian isan ancient capital with over 3000 years of recorded history, underground cultural sitescould be in any places in the city. Although the EA has made detailed site investigationand consulted cultural relics authorities and confirmed there is no major direct impacts toany known cultural relics by project construction, there could still be potential for chancefinds of archaeological properties during construction. To minimize adverse impacts ordamages to these chance finds, the following procedures have been proposed and will beincorporated into contractors' standard operation procedures:* When a chance find or potential chance find is uncovered at the construction site, all

construction activities at the site will be immediately put hold.* Workers and site management are responsible to take necessary measures to protect

the chance finds from damages by construction related or other activities such assliding, flooding, damages by machinery, access by others, stolen, etc.

* Contractors will notice the PMO, project owner and cultural relics authority

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immediately.* Site investigation by professional archaeologists may be conducted to determine the

nature, value, conditions, areas of the find, etc. On this basis, the professional teamwill recommend on next steps as to preserve the site or not.

* Construction may only resume following the reports of the professional investigationand approval of the cultural relics authority.

* If the site is of high value and site preservation is recommended by the professionalsand requested by the cultural relics authority, the project owner will need to makenecessary design changes to accommodate the request and preserve the site.

. All contractors and construction supervision companies will be trained by theprofessional before the construction starts to understand the procedures and the basicson how to recognize a potential archaeological chance find.

5.2 Impact on Urban Ecological Landscape and Mitigation

5.2.1 Impact of Ecology in Construction Phase

Impact on vegetative cover

A certain amount of farmland will be occupied, and trees will be removed during theconstruction phase. In addition as this city is located in an arid region where theprecipitation is less and the relative humidity is low, which often leads to severe air-bornedust pollution, the air-borne dust due to the construction of this project is considered tobe a major ipact on the natural plants unless proper mitigation measures are in place.However, such impact is temporary which only occurs during the construction phase andwill quickly disappear after the construction is completed. Water spray is consideredeffective to control the intensity of air-borne dust on the sites prone to air-borne dust suchas material stockpiles and borrow pits. The site temporarily occupied will be immediatelyreclaimed for its original use after the construction is completed.

Impact of spoil and construction solid wastes* Improper disposal of spoils and construction wastes may occupy farmlands. In this

project, the spoils will be transported to the Xian Central Construction Solid WasteLandfill for disposal, thus eliminating the risk of farmland occupation and ecologicaldegradation.

* Improper location of deposit pit or lack of proper safeguard measure on site will leadto soil erosion;

* Improper management of earth piles, material stockpiles and spoils on constructionsite during raining season will pose a severe impact on road traffic by blocking roadand sewers.

* Transportation of materials by trucks without proper cover will cause spills ofmaterials.

Impact on Agricultural Production by Land Occupation

The impact on agricultural production will stem from permanent occupation of farmlandwhich is a long-term loss of productivity and temporary occupation of farmland which isconsidered to be short-termed.

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To minimize the impact on agricultural production, the laws for land management will bestrictly followed in developing the compensation policy for land acquisition and the fundfor compensation will be directly paid to the people affected. In additoion, in the designstage the alignment of the road has been carefully designed to minimize the occupationof farmland.

5.2.2 Impact on Urban Landscape in Construction Phase

The impact on urban landscape during the construction of a road often created by:* Demolition of roadside stores and houses, causing damage on the landscape elements;* Temporary stockpile of spoils or materials onsite will affect the landscape;* Parking of equipment and vehicles will disturb the landscape;* Separation facilities such as fencing during the construction of interchanges and

sidewalks will pose impact on landscape.

5.2.3 Mitigation Measures

Construction will be planned to maximum protect the roadside landscape. The measuresare to be taken are as follows:* The median green belt and the roadside vegetation cover will be moved to other places

and protected during the construction period after which they will be replanted to theorigination places;

* The site demolished will be fenced with barriers or walls to avoid exposure of the siteto public;

* The earth and spoils will be carefully balanced and the temporary stockpiles of spoilsand materials will be covered so as to avoid erosion by rainfall;

* The land to be occupied will be minimized and the construction schedule will becarefully developed. Immediately after the construction is completed, the site will becleaned;

* The vegetative covers along the road to be reconstructed will be protected.

5.3 Noise Impact and Mitigation in Construction Phase

5.3.1 Impacts

Source of noise

The major noise source during the construction phase is construction equipment and thetransportation vehicles. Although the noise arising from these sources is temporary, itcould severely affect the near receptors unless there is stringent control measure in place.

A number of construction equipment has been used in the construction of Han-ShiExpressway. Based on the monitoring results of the Han-Shi Expressway Project, thenoise level at different distances from different construction equipment is shown in Table5-3-1.

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TableS-3-1 Monitored Noise Level from Construction EquipmentDistance from the Max. Noise

No. Equipment Series No. Equipment (m) Level(dB)

I Wheeled loader ZL40 5 90

2 Wheeled loader ZL50 5 90

3 Land leveler PY160A 5 90

4 Vibration road roller YZJ IOB 5 86

5 Road roller CC21 5 81

6 Three wheel roller 5 81

7 Tier road roller ZL16 5 76

8 Bulldozer T140 5 86

9 Excavator W4-60C 5 84

10 Road paver Fifond31l ABG CO 5 82

11 Road paver VOGELE 5 87

12 Power generator (2sets) 1 98

13 Punch driller 22 1 87

14 Amalgamator JZC350 1 79

15 Self-loader 1 82

Analysis of Noise Prediction

Noise attenuation model has been applied by the EA team to predict the noise level at thedifferent distances from the source. The model is as follows:

L, = L - 201g R-_AL0 Ro

Where: Li-noise level at Ri from the equipment;Lo- noise level at Ro from the equipment;AL-the noise level attenuated by barriers such as plants and structures.

Table 5-3-2 Predicted Noise Level from the Construction Equipment Unit: dB(A)

Equipment lOm 20m 40m 60m 80m I OOm 150m 200m 300m

Excavator 78 72 66 62.5 60 58 54.5 52 48.5

Bulldozer 80 74 68 64.5 62 60 56.5 54 50.5

Loader 84 78 72 68.5 66 64 60.5 5 8 54.6

Leveler 84 78 72 68.5 66 64 60.5 58 54.6

Road roller 80 74 68 64.5 62 60 56.5 54 50.5

Road paver 81 75 69 65.5 63 61 57.5 55 51.5

M ixer 81 75 69 65.5 63 61 57.5 55 51.5

Seflf-loader 76 70 64 60.4 58 56 52.5 50 46.4

According to the "Noise Limit for the Construction Site Boundary" (GB12523-90), thenoise limit for day time is 70-75dB(A), and 55dB (A) for night time, It is clear from

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above table that the noise level at 50 m from the source in day time can meet the noiselimit, and in night time at 100 m can meet the limit.

5.3.2 Mitigation

* The construction schedule will be carefully developed for the section near schoolswhich are on the section K118-+100-K118+200 and k95+900-K96+100. Noiseactivities will be arranged during school vacations and/or after classes. If such anarrangement is not feasible, the contractors will be requested to consult with theschools in question first to provide advanced warning and to develop other possiblemitigation.

* The construction materials will be transported on the existing road to the constructionsites. The transportation schedule will be carefully designed to minimize the adverseimpact on residents and students, as well as the traffic on the existing road. Thetransportation vehicles will be requested to slow down and banned from horning whenpassing townships and near schools.

* The construction activity in residential area will be scheduled in daytime only, and thenoisy equipment will be prohibited from night operation. During the construction indaytime, the construction site will be fenced. T

* The construction equipment will be well maintained to keep it best operatingconditions and lowest noise levels possible.

* Constriction team will be equipped with potable detecting device to monitor the noiselevel at the sensitive receptors.

5.3.3 Night Time Construction

Although construction is generally banned at night for the project, night timeconstruction activities may not be able completely avoided. Interchange concrete pouringmay demand continued operation due to technical reasons. Materials transportation willlikely take place at the night time to avoid the heavy traffic congestion during the daytime. The city government may also demand quick construction in certain urban areas,particularly well built areas. As the residents are is particularly sensitive to noise andother night construction activities, any such activities would have significant impacts toresidents, hospital wards and others. The following mitigation measures will be taken fornight time construction:* Public, particularly residents, in areas immediately adjacent to the construction sites

will be consulted prior to the start of night time construction, to alert them the noisyactivities at the night time, to explain the reasoning for night construction to obtainpublic understanding, and to solicit specific public concerns and suggestions formitigation;

* Public billboards will be erected at the construction sites, listing constructionactivities, contact persons and telephone numbers for receiving public concerns.,complaints, and suggestions on a constant basis;

* The most noisy activities such as piling will not conducted at night where possible;* Temporary noise barriers may be erected at the most sensitive areas; Some of the

stationary noise machinery such as generators will be located away from sensitivereceptors and in enclosed structure for noise control;

* Dedicated and trained staff from contractors and construction supervision will be onsite for traffic management and public safety during night time construction;

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* Proper signage, fencing and lighting will be used to divert the traffic, alert the motorvehicle and pedestrian traffic of the safety hazards, particularly during the nightconstruction;

* Night time supervision by the environmental monitoring teams will be enhancedincluding on-site noise measurement and prompt incidents response.

5.4 Ambient Air Quality Impact and Mitigation in Construction Phase

5.4.1 Impact

The major source for air pollution during construction phase is the construction site,unpaved road, material stockpile site, and access road. The air-borne dust from the site,waste gas from the asphalt pavement operation, and the end gas from the operationalequipment will cause significant impact on environment.

Air-borne Dust

The triggering elements for air-borne dust occurrence are the traveling speed of vehicle,wind speed, dust fall on road and moisture on road. The traveling distance of air-bornedust is most up to the wind speed.

Asphalt smoke

Air pollutants, mainly consist of THC, TSP and BaP, will emit from the asphalt meltingand paving exercises. As described by relevant reports for similar projects, theconcentration of BaP is less than 0.0001 mg/m3 50 m leeward from the enclosed asphaltmelting station. The THC is less than 0.16 mg/mr3 60 m leeward from the station. All ofthese values meet the applicable standards. Therefore the area impacted by asphaltmelting process is less than 50 - 60 m from the source. However the site for asphaltprocessing station will be carefully selected in line with the requirement for sanitationprotection distance. According to the requirement, the melting station will be sited awayfrom resident centers, at least 300 m leeward from near residential houses. The dust trapdevices will be installed at the air outlet of the asphalt processing station.

In relative terms, pavement will produce less amount of toxic matter than melting andmixing processes.

In this project, the state-of-art equipment for asphalt melting will be used. Thisequipment is powered by electricity rather than the conventional fuels such as coal or oil.In addition the operation of asphalt melting and mixing is at lower temperature in anenclosed container. It is thus expected that the asphalt smoke is not a major concern forthe project.

5.4.2 Mitigation Measures

* Access roads will be paved with gravel to reduce generation of air-borne dust.* Construction team will be requested by contracts to provide water spray vehicles to

water the unpaved ground, storage piles and other areas where airborne dust mayoriginate. The water spray operation will be carried out in dry and windy day, at least

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twice a day (morning and afternoon). The frequency of water spray near sensitivereceptors, such as villages and school, will be increased as may be needed.

* The truck transporting powder materials, such as cement, sand and lime, will becovered.

* The roads and construction sites will be fenced;* After construction is completed, the sites will be cleaned.

5.5 Impact on Water Environment and Mitigation

The impact on surface water quality arising from construction of road mainly created bydomestic wastewater discharged from construction camp. In addition, constructionmaterials which rushed by surface runoff during heavy rainfall into river nearby would beone of primary concerns in water pollution.

The mitigation measures to be taken are as follows:* The domestic wastewater from construction camp will be collected into septic tanks.

Wastewater and solid waste will be carefully managed so as not to enter rivers,causing water pollution;

* The mud from construction site will be filtered to remove fine solids prior todischarge into collection facility and not allowe to be discharged into water bodiesnearby.

* After construction is completed, residues in asphalt mixing stations will be collectedand transported to designated site.

5.6 Impact of Solid Waste and Mitigation in Construction Phase

During the construction of roads, a considerable amount of spoils and constructionwastes are to be generated requiring proper disposal. Improper disposal of these wasteswill lead to blocking of traffic if they are pile on roads, and spillage of the wastes will bealso likely if the hauling trucks are not properly covered. Where the spoils are not wellmanaged along the road, soil erosion may be likely to occur in rain season, leading toeither blocking of municipal sewers to pollution of water course.

To minimize the impact of solid waste, the measures are to be taken as following:* The spoils will be collected and hauled to the designed site permitted by

environmental agencies.* The hauling of wastes will be scheduled to avoid rush hour and a hauling route will

be selected to avoid sensitive receptors. The wastes will be covered during haulage.* On the temporary stockpiles of solid wastes, the spoils will be compacted to a stable

angle and well fenced.* The construction site will be enclosed.

5.7 Impact of Vibration and Mitigation in Construction Phase

The typical source for vibration in road construction includes piling, foundation and

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compaction as well as movement of heavy-duty trucks.

The construction of interchanges in this project involves the use of concrete injection tomake pile rather than piling operation, thus the vibration impact is minimal. Thevibration to be generated in the road reconstruction often involves the compaction ofsand and earth by vibrators. The roller and heavy-duty trucks are the major source forvibration generation. When vibration occurs near cultural relics particularly those withancient buildings or structure, the impact could affect the conservation and safety ofthese cultural properties. The vibration intensity can be demonstrated from the JapaneseEIA Manual, as shown in Table 5-7-1 below.

Table 5-7-1 Degree of Vibration by Equipment Unit: dB

Equipment 5m lom 20m 30m

Vibration hammer 75 67 48 44

Roller 58 53 50 48

Heavy-duty truck 62 58 54 51

The Table 5-7-1 indicates that the limit for vibration stipulated in the Standard forEnvironmental Vibration in Urban Area can be met at the distance 10 m from theoperating equipment. In this project, the sensitive receptors such as schools, residentialbuildings and cultural sites are 15 to 40 m from the construction site boundary. Theoperation of equipment with heavy vibration will be banned from night and the use ofequipment with less vibration will be encouraged. In particularly sensitive areas, such asthe Weiyanggong site where the construction will be near the Han Dynasty remains,some of the construction activities, such as excavation will be conducted manually tominimize and avoid vibration impacts to the cultural properties.

5.8 Resettlement

A resettlement team has been set up for this project to develop the RAP. This section isthe major abstract from the RAP.

5.8.1 Resettlement impacts

Land to be affected

This project requires acquisition of land of 1683.14 mu permanently with 456.3 mustate-owned and 1226.84 collectively owned, as shown in Table 5-8-1.

Table 5-8-1 Summery of Permanent Land Occupation unit: mu

Component Area includingState-owned Collectively -owned

Road grid upgrading 136.3 136.3

Road constructionin Hu County 919.7 919.7

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Ancient Road Protection in 307.14 307.14Weiyanggong Slte

Public Transport 170 170

Urban Air Monitoring and Control 60 60

Total 1683.14 456.3 1226.84

House demolition

There are three components that involve demolition of residential houses with a total areabeing 49274 m2 . The project house demolition is summarized in table 5-8-2 below.

Table 5-8-2 Summary of House Demolition

Area (m2)

Component Sub-total Brick and Brick and Earth and simSub-total_________mortar timber wood sipie

Road Grid Upgrading 30683 30683

Road Contruction in Hu 10991 8111 1495 1385County

Ancient Road Protection in 7600 6000 1500 100Weiyanggong Site

Total 49274 44794 2995 1385 100

Other structures

There are three components that involves demolition of non-residential houses with atotal area being 40857.1 m2. This impact is summarized in Table 5-8-3 below.

Table 5-8-3 Summary of Non-residential buildings Demolition

Area (m2 )Component

Sub-total Brick-mortar Simple

Road Grid Upgrading 9194 7257 1937

Road Contruction in Hu County 9863.1 9863.1

Ancient Road Protection in 21000 21000Weiyanggong Site

Urban Air Monitoring and 800 800Control

Total 40857.1 38120.1 2737

Ground attachment

There are three components that involves demolition of public utilities and groundattachments. The information of house demolition is summarized in table 5-8-4 below.

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Table 5-8-4 Public Structures and Ground Attachments to be Affected

Component Structure Unit Quantity

Power pile Set 446

Road Grig Upgrading trees Set 1929

Iron tower Set 4

Power pile Set 233

Power cable M 1256

Fruit trees Set 44955

Ancient Road Protection Fish pond Set 2

in Weiyanggong Site Misc. tree Set 1000

Communication cable M 1800

Road lamp line M 1300

Sidewalk curb M 230

tree Set 630Urban Air Monitoring well Set 1

and Control we

tomb Set 10

Affected People

Totally 2477 people will be affected by the project via demolition of house and landoccupation. The information of people affected is summarized in table 5-8-5 below

Table 5-8-5 Summary of Affected PeoplComponent Impact People to be affected

Demolition of residential house 524

Road Upgrading Demolition of non-residential house 1160

Sub-total 1684

Demolition of residential house 315Road Construction in Hu Demolition of non-residential house 135

CountySub-total 450

Permanent land occupation 67

Ancient Road Protection in Demolition of residential house 157Weiyanggong Site Demolition of non-residential house 34

Sub-total 258

Permanent land occupation 80

Control Demolition of non-residential house 5Sub-total 85

Total 2477

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5.9 Impact on Socio-environment in Operation Phase

5.9.1 Benefits and Positive Impacts

Improving traffic condition and reducing traffic accidents

This project is designed to improve road conditions for bicycles and pedestriansparticularly in heavy traffic intersections and roads. The street crossing is not onlyinconvenient and slow down the motor vehicle traffic on the roads but also pose a gratsafety hazards to the people who cross the streets. By overhead pedestrian crossings andunderground passages, the non-motorized vehicle and pedestrians are separated frommotorized vehicles, thus reducing safety risks.

Save for travel time and stimulate economic development

This project interchanges and overflies will greatly alleviate the traffic bottlenecks atsome of the most congested intersections on the ring roads. As a result, traffic speeds onroads will increase and travel time, saved.

The improved road network and traffic conditions, coupled with much improved publictransport services through dedicated bus lanes and BRT system and increased willingnessto use public transport will help improve transportation efficiency and better utilizationof road space. An efficient urban transportation system will improve the city'scompetitiveness and make it more attractive to outside investment and talents to Xian,and the overall economic development.

Reduction of motor vehicle emissions and traffic noise

As the road condition is improved, the average travel speed of vehicles on roads willincrease and traffic congestion reduced. It is expected that motor vehicles on roads willthus travel more smoothly and quicker with less needs for stop, acceleration anddeceleration. These improved motor vehicle operating conditions will help reduceemissions, contributing to air quality control and improvement in Xian. The motorvehicle emission control and air quality monitoring component in this project willdirectly and greatly contribute to the city's effort for emission reduction and air qualityimprovement in Xian.

Frequent braking and acceleration and sometimes homing (although banned in Xian),particularly in the busy and congested intersections are major sources of traffic noise. Bythe improvement of traffic conditions at these intersections and better road network willhelp control this noise sources and help reduce noise levels at these project roads

Improvement in the standard of living

Urban transport is one of the basic municipal services in any urban areas and efficientand affordable transportation system is a key element for standard of living for urbanresidents. The project, with the components in road network improvement and publictransport, will help create an efficient transportation system in Xian and thus help raisethe standard of living for the Xian citizens. The project particular its public transportationXIAN EIA 68


system will provide the majority of the residents a great transportation options for theirdaily community needs to and from work and outings for various purposes in life.

The improved transportation system will help increase land and real estate values in theareas that road and public transportation system service. The new road construction willallow the expansion of the urban areas such as those in Huxian. The project representsone of the prerequisites of the development into the new areas in the county.

Protection of cultural properties and promotion of tourism

The bicycle lanes in the walled areas will connect many of the cultural properties and touristattractions in the city center. As such, it will help promote, encourage and make it possible for touriststo use bicycles instead of motorized vehicles when visiting these sites. This component would alsomake it possible for the city planners to set restrictions on the motor vehicle usages near and aroundsome of the most valuable and/or sensitive cultural properties throughout the city. The roadrehabilitation component at the Weiyanggong Site will resurface the ancient palace roads. Thedrainage system as part of the road construction will avoid the site from flooding and the damage thuscaused. The improved road conditions also help attract more tourists the site.

5.10 Impact on Urban Landscape

Urban landscape consists of natural landscapes, architecture landscapes and culturallandscapes. After this project, the vegetative cover along the road sides will be enhancedand increase, so as to reduce the likelihood of soil erosion and air-borne dust.

Grade separate pass at the road near the Ming Dynasty wall are all designed as underpasses. This would completely avoid any visual impacts against the background city walland help preserve the integrity of the cultural property. The interchanges on the secondring roads will create a visual impact as the massive structures will change structurecontour of the area and possibly creates pressure to some people. The extensive greeningprograms along the roads particularly the project interchanges will help alleviate thepressure. The architecture of the interchanges will also be designed to harmonize with thestyle and setting of the surrounding buildings to minimize the visual impacts

The project includes extensive vegetation planting and landscaping programs in theproject areas to compensate for vegetation lost to the project and improve the urbangreenings. With proper design, selection and configuration of trees, brushes and flowersand turfs, the landscape in the project areas will be improved than the current or priorproject conditions.

5.11 Impact on Ambient Air in Operation Phase

5.11.1 Assessment of Ambient Air Quality at Interchanges

Motor vehicle emissions are the major source for air pollution in the city and also themajor project air impacts during the operation phase. In general the emissions willproportionately increase with the increase of traffic volumes and as the improvement ofroad conditions, traffic volume is expected to increase and thus the emission along theproject roads or in the project areas. .XIAN EIA 69


The concentration of NOx in the motor vehicle emissions is assessed based on themonitored values for the South Ring Road and South Second Ring Road, as indicated inTable 5-11-1 below.

Table 5-11-1 Monitored Nox Concentration

Name of road Road condition Average Range of daily DalyRoad . fater tavel average of NOx averagesection reconstruction speed (mg/mr) (mg/mr)

South Ring Road 4 lanes 45 0.0138-0.0318 0.0230Monitored road

South Second 6 lanes 45 0.0216-0.0298 0.0262____ ____ ___ R ing _R oad _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _

As indicated in Table 5-11-1 that although the concentration of NOx from motor vehicleemissions will increase as the traffic flow increase after the road project is operational,the NOx concentration on most of the road sections will not exceed the standard underfull designed traffic flow condition, except on East Second Ring Road-North SecondRing Road Interchange, and the East Second Ring Road-South Second Ring RoadInterchange will suffer somewhat exceedance as the traffic volume in the areas is fairlyhigh.

On the city wide perspective however, as the road project will improve the transportcondition leading to increased average motor vehicle speed, and most air pollutant in theemissions will decrease with the increasing motor vehicle speeds. The reduced needs forbrake and acceleration deceleration as a result of the improved road conditions andreduced traffic congestions will decrease all air pollutants in the motor vehicle emissions.So although the vehicular emissions will increase along the project roads, the totalemission load on a city wide basis and for the same amount of traffic volumes anddistances traveled will decrease over the city.

5.11.2 Air Quality Impacts by other Components

The annual emissions from natural gas fueled boilers for TSP and PM10 are 23 kg/a, SO229.6 kg/a and NOx 289.5 kg/a. which are equivalent to the daily loads of TSP and PM1o0.19 kg/d, SO2 0.25kg/d, NOx 2.4 1kg/d (assuming 120 days heating season per year).These lands are much lower that that stipulated in the Standard for Boiler Flue GasEmission (GB 13271-2001). Therefore the impact of gas emission from the natural gasfueled boilers for this component is limited.

The air pollutant emission from the air emission workshop are estimated to be NOx 5g/d,CO 80g/d and THC 40g/d. Based on the size of the workshop of 70 m x 20 m x 4 m tall,the concentration of the air pollutants are estimated to be NOx 0.89 mg/m3, CO 14.28mg/m3 and THC 7.14 mg/m3. Comparing with the national standard for occupationalhealth for air pollutants in working area (GBZ-2002), the estimated concentrations ofthese pollutants except for THC meet the standards. It is concluded that the impact ofexhaust gas in the testing workshop will not significantly affect the indoor air quality andthe health of operating staff.

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5.11.3 Air Impact Mitigation during Operation Phase

* Polluting Vehicles will be gradually removed form the city roads and city's motorvehicle fleet. Currently Xian has implemented the vehicular emission inspectionsystem which consists of random inspection on road and annual inspection ininspection centers. The management of the project road can keep the pollutingvehicles from traveling the roads.

* The in-use vehicle inspection and monitoring (I/M) system will be enhanced. Therelevant standards and regulation on vehicular emission has become more and morestringent and complete in Xian. To effectively enforce these standards and regulation,the I/M system will be enhanced.

* The air-borne-dust on roads will be controlled through proper management of the incity construction sites, improved landscaping and

* The cleaner fuel program will be promoted. Currently there are several gas stations inXian and a portion of the vehicle fleet begins to adopt the CNG and LPG as the fuel.The government will increase its effort to promote the use of cleaner fuels to reducethe motor vehicle emissions.

* City planning will incorporate environmental protection and air quality impact in itsconsiderations. Any facilities/buildings sensitive to air pollution and noise will beplanned to be away from the roads. The planning agency will plan a buffer zone witha width 50 m from the road within which new sensitive receptors are not permitted tobuild.

* The air emissions from the fixed sources such as boilers used in air quality lab andbus depots will be pretreated by activated carbon prior to discharge into the air. Thestack height will not be less than 3 m on the top of the buildings.

* The boilers will be installed under ground first floor, the stack height will not be lessthan 3 m above the top of the buildings.

5.12 Assessment of Noise Impact during Operation Phase

5.12.1 Modeling for Noise Impacts

Noise level is a function of several factors, such as traffic parameters (traffic flow,vehicle speed and vehicle types), topography of road and facilities. According to thedesign documents of this project, the traffic volume will vary in different years, and onsome road sections the difference can be very large. The equation recommended in the"Specifications for Environment Assessment for Road Construction Project" (JTGB03-2006) is used for this project for noise projection.

Model

The model for estimating the noise level at the measurement point when i type vehiclerunning in day time or night time

Ley(h) = L + 10 lg T + AL> + AL*fii + ALMM" -16TV

LAeq3Z=I0 lglO.iLAevt +lOo.1LAeql, +Io0 .LAeq,I AL,

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WhereLeq(h) noise level on hourly basis of vehicle, dB(A);Lo- average noise level at the measurement point (7.5 m)

of a vehicle, dB(A);N- Average hourly traffic flow of vehicle, pcu/hr;T- Time for LAeq projection, IhV- Average running speed of vehicle, km/hAL distance- The attenuated level at the measure point with the

distance of r from the i type of vehicle, dBAL longitudinal slope- Amended value for the effect of longitudinal slope,

dBAL road surface- Amended value for the effect of road surface, dBALbarrier- Noise attenuated through barriers, dB(A).

Determination of Parameters

The _Ldjstance estimation

On the road where the traffic flow is more than 300 pcu/h, AL,,1 --,Io g-r

On the road where the traffic flow is less than 300 pcu/h, AL,=1 5 Ig-r

Where:r -distance from the central line of lane to the measurement point, m;ro-distance from the central line of lane to the reference point, ro=7.5m

Estimation of attenuation by road surface absorption. LLsroad urface

[Xi Lroad surface AL*=101 g(75)

Where:a-attenuation coefficient due to vegetatie absorption and barrier, typical range 0.3-0.7.for rural area is 0.5 and for urban road is 0.

Estimation of the amended noise level affected by the obstacles between themeasurement point and the road,AL2

AL2 AL2forest AL2building AL2accoustic shadow

Where:AL2forest=kXb

Where: k is the average attenuation coefficient through a forest, k=-0. I dB/mB is the depth of the forest, m;although the reduction of noise level through a forest varieswith different place, the max. reduction is less than 10 dB(A).

AL2building is the attenuation through buildingds. In rural area, buildings are

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often sparse. The effect of the rural buildings is selected in table below.

During the projection of noise level, the noise level is generally predicted at the placebefore the window of the house at the first row. Places after the first row are to beestimated using the figure below.

Table 5-12-1 Noise Attenuation through Buil ings

House Attenuation AL Remarks

Houses at first row occupy -3 dB House footprint is to be40-60% of the land estimated using the figureHouses at first row occupy -5 dB below70-90% of the landFor each addition of a row of -1.5 dB,max. reductions-IOdBhouse ______________________________Note: the data in table is only applicable in the case where houses are on flat ground.

The formula to calculate theAL2accoustic shadow iS as follows:

The intensity of noise attenuated through the acoustic shadow area before reaching themonitoring points on a high filling or deep cutting location is a variable of differential

travel distance of noise 6 which is calculated by the following figure 8-4-1, namely6 = a + b - c

Figure 5-12-1 Schematic for Noise Attenuation on a High Road Bank

When calculating the noise attenuation through reflection, Nmax is used which iscalculated through:

Nmax =26/?

WhereX---sonic wave length, mo---differential noise travel distance, m;a ---distance between noise source and the road edge, mb ---distance between receptor and the road edge, mc ---straight distance between the noise source and the receptor, m

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Estimation of amendment [LL Ldue to road curve or limited length

ro. lane d length inside curve outside curve

AL,=I ° lg(o /8 0°

Where:0-angle from the receptor to the two ends of the road sectin, 0

5.12.2 Modeling for traffic noise from Interchanges

(e =1 0 +g(.0 ( IC! < I+ I (t4'),Z2 + .. o..(LA.. n., 5 )

(LAeq) interchange noise level on the receptor near interchanges, dB(LAeq) ptl noise level from the interchange I on the receptor, dB(LAeq) pt2 noise level from the interchange2 on the receptor, dB(LAeq) pti noise level from the interchange i on the receptor, dB.

5.12.3 Noise Prediction Results

Road Upgrading Component

Prediction for with and without project

The noise levels during the operation phase are predicted and given in table 5-12-2below.

Table 5-12-2 Noise Predicted for With and Without Project Scenario(rush hour in daytime)

Road Section Year Scenario Distance from road central line (in)20 40 60 80 100 120 140 160 180 200

Without 73.9 70.9 69.2 67.9 66.9 66.2 65.5 64.9 64.4 63.9Intersection between 010 With 70.5 67.5 65.8 64.5 63.5 62.7 62.1 61.5 61 60.5South Ring Road and -__ -_Sout int Road 20 -Without 74.6 71.6 69.8 68.6 67.6 66.8 66.1 65.6 65 64.6

With 70.9 67.8 66.1 64.8 63.9 63.1 62.4 61.8 61.3 60.9

Without 72.8 69.8 68.1 66.8 65.8 65.1 64.4 63.8 63.3 62.8Inescinbten2010 __Intersection between With 69.2 66.2 64.4 63.2 62.2 61.4 60.7 60.2 69.2 66.2

South Ring Road and--Wenyi Road 2020 Without 73.6 70.5 68.8 67.5 66.6 65.8 65.1 64.5 73.6 70.5

With 69.9 66.9 65.2 63.9 62.9 62.1 61.5 60.9 69.9 66.9Without 72.8 69.8 68.1 66.8 65.8 65.1 64.4 63.8 63.3 62.8

Intersection between With 69.2 66.2 64.4 63.2 62.2 61.4 60.7 60.2 69.2 66.2South Ring Road and -

Suth Guanzheng Road 2020 Without 73.6 70.5 68.8 67.5 66.6 65.8 65.1 64.5 73.6 70.5With 69.9 66.9 65.2 63.9 62.9 62.1 61.5 60.9 69.9 66.9

Intersection between 2 Without 72.8 69.8 68.1 66.8 65.8 65.1 64.4 63.8 63.3 62.8South Ring Road and 010 With 69.2 66.2 64.4 63.2 62.2 61.4 60.7 60.2 69.2 66.2

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Road Section Year Scenario Distance from road central line (m)20 40 60 80 100 120 140 160 180 200

Zhuque Road Without 73.6 70.5 68.8 67.5 66.6 65.8 65.1 64.5 73.6 70.52020

With 69.9 66.9 65.2 63.9 62.9 62.1 61.5 60.9 69.9 66.9

Without 75.0 72.0 70.2 69.0 68.0 67.2 66.6 66.0 65.5 65.0Intrsctin etwen2010Intersection between With 73.0 70.0 68.3 67.0 66.0 65.2 64.6 64.0 63.5 63.0

South Ring Road and-Hanguang Road 2020 Without 75.7 72.7 70.9 69.7 68.7 67.9 67.3 66.7 66.2 65.7

With 73.7 70.7 69.0 67.7 66.7 66.0 65.3 64.7 64.2 63.7

Without 75.9 72.9 71.1 69.9 68.9 68.1 67.4 66.9 66.4 65.9

Intersection between With 72.9 69.9 68.1 66.9 65.9 65.1 64.4 63.9 63.4 62.9West Ring Road and--

West Ring Road 20 - Without 76.4 73.4 71.6 70.4 69.4 68.6 67.9 67.4 66.9 66.4Daqing Road 2020 __

With 73.4 70.4 68.6 67.4 66.4 65.6 64.9 64.4 63.9 63.4

Without 73.9 70.9 69.1 67.9 66.9 66.1 65.4 64.9 64.4 63.9

Intersection between 2010 With 70.9 67.9 66.1 64.9 63.9 63.1 62.4 61.9 61.4 60.9East Ring Road and

East Guanzheng Road 2020 Without 74.7 71.7 69.9 68.7 67.7 66.9 66.2 65.7 65.2 64.7With 71.7 68.7 66.9 65.7 64.7 63.9 63.2 62.7 62.2 61.7

e Without 76.5 73.5 71.7 70.5 69.5 68.7 68.1 67.5 67.0 66.5Intersecton between 2010 -

East Second Ring With 75.9 72.9 71.1 69.9 68.9 68.1 67.5 66.9 66.4 65.9Road and North Without 78.5 75.5 73.7 72.5 71.5 70.7 70.1 69.5 69.0 68.5

Second Ring Road 2020 With 77.9 74.9 73.1 71.9 70.9 70.1 69.5 68.9 68.4 67.9

Intersection between 2010 Without 77.9 74.9 73.2 71.9 70.9 70.1 69.5 68.9 68.4 67.9

East Second Ring With 77.3 74.3 72.6 71.3 70.3 69.5 68.9 68.3 67.8 67.3Road with South Without 79.1 76.1 74.3 73.1 72.1 71.3 70.7 70.1 69.6 69.1

Second Ring Road 2020 With 78.5 75.5 73.7 72.5 71.5 70.7 70.1 69.5 69.0 68.5

Without 74.0 71.0 69.3 68.0 67.1 66.3 65.6 65.0 64.5 64.0Intersection between 2010

South taibai Road With 73.4 70.4 68.7 67.4 66.5 65.7 65.0 64.4 63.9 63.4with East Zhangba Without 76.3 73.3 71.5 70.3 69.3 68.5 67.9 67.3 66.8 66.3

Road 2020 With 75.7 72.7 70.9 69.7 68.7 67.9 67.3 66.7 66.2 65.7

The above table shows that as the road condition is improved, the traffic noise intensity isgenerally less after the project is completed than the scenario of without project. Inaddition, the east-west section on the South Ring Road is converted to a undergroundpass leading to a reduced ground level vehicle volume and thus ground level noise. Thesections on Dongemn and Yuxiangmen Interchnages are partially converted tounderground passes, hence reducing the noise impact to the surrounding receptors. Theother sections are to be built as overflys with roadside noise barriers. Most of thebuildings along the overflys are less than 2 floors, thus the noise impact from the flyoversis limited. However, the noise intensity tends to increase as the traffic volume and travelspeed increase. Although the travel speed of motor vehicles in the without projectscenario is slower than the with project scenario, the traffic volume is higher than the

with project scenario leading to greater noise than the with project scenario.

In general, although the sensitive receptors are to be affected by the traffic noise after theproject becomes operational, the noise level on these receptors is projected to be less thanthat in the without-project scenario.

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Noise level prediction for sensitive receptors

The predicted noise levels at the selected sensitive receptors are given in Table 5-12-3below.

Table 5-12-3 Predicted Noise for Sensitive Receptors in Operation PhasePredicted noise level and exceedance

No Distance dB(A)Receptor to red line Std Time 2010 2020

Noise Exceedance Noise exceedance

First floor of Yinxiang Day 64.6 - 66.1 -

I Residential Building 20 4 Night 62.2 7.2 62.9 7.9Fourth floor of Yinxiang Day 64.4 - 65.9 -

Residential Building Night 62 7.0 62.7 7.7First floor of No. 93 Day 59.6 - 61.1 1.1Middle School (with

2 walls) 20 2 Night 57.2 7.2 57.9 7.9Third floor of teaching Day 64.4 4.4 65.9 5.9

building Night 62 12.0 62.7 12.7

Residential building of Day 65.2 - 66.7 -3 petroleum apparatus 4

plant Night 62.8 7.8 63.5 8.5No. 116 residential Day 65-2 - 66.7 -

4 building on South Ring 15 4Road Night 62.8 7.8 63.5 8.5

First floor of No.2 Day 61.1 1.1 62.6 2.65 Nursery (with walls) 25 2 Night 58.7 8.7 59.4 9.4

Third floor of teaching Day 64.0 4.0 65.5 5.5building Night 61.6 11.6 62.3 12.3

6 Residential building on 20 4 Day 65.5 - 67.2 -Paofang Street Night 63.0 8.0 64.7 9.7

No. 7 residential Day 66.5 - 68.2 -

7 building on East Ring 20 4road Night 64.0 9.0 65.7 10.7

8 Xi Village of Xinjiamiao 25 4 Day 69.4 - 69.8 -Night 66.9 11.9 68.1 13.1

9 Xi Village of Xinjiamiao 25 4 Day 69.4 - 69.8 -Night 66.9 11.9 68.1 13.1

The above table shows that at the operational phase, the noise level at the residentialbuilding in Class IV zone will meet the respective standard, while on other buildings willexceed the standard. At the sensitive receptors such as schools and kindergartens, thenoise level will increase by 1.10-4.4 dB(A) in short term and 1.1-5.5 dB(A) in long termin day time, and by 7.2-12.0 dB(A) for short term and 8.7-12.7 dB(A) for long term atnight. The noise level on residential buildings will exceed the standard for night by7.0-11.9 dB(A) for short term and 7.7-13.1 dB(A) for long term. The night time impactsare significant.

On a few receptors, the noise level is expected to decrease. This is largely due to the

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reduced horning on the roads.

Noise impacts at Huxian component

The predicted noise levels for this component are given in Table 5-12-4.

Table 5-12-4 Noise Prediction Results Unit: dB (A)

Road section Yea r Time -Distance from road central line (m)

30 40 60 80 100 120 140 160 180 200

Rush hour 61.6 58.6 56.9 55.6 54.6 53.8 53.2 52.6 52.1 51.6

2010 Day 58.1 55.1 53.3 52.1 51.1 50.3 49.6 49.0 48.5 48.1

Meipi Road - Night 52.9 48.5 45.8 43.9 42.5 41.3 40.3 39.4 38.6 37.9

Rush hour 65.6 62.6 60.8 59.6 58.6 57.8 57.1 56.6 56.0 55.6

2020 Day 62.6 59.6 57.8 56.6 55.6 54.8 54.1 53.6 53.0 52.6

Night 59.6 56.6 54.9 53.6 52.6 51.8 51.2 50.6 50.1 49.6

Rush hour 64.7 63.5 61.7 60.4 59.5 58.7 58.0 57.4 56.9 56.5

2010 Day 60.8 59.6 57.8 56.6 55.6 54.8 54.1 53.6 53.1 52.6

Lvgong Road -_ Night 54.7 53.0 50.3 48.4 46.9 45.7 44.7 43.8 43.1 42.4

Rush hour 68.2 67.0 65.2 64.0 63.0 62.2 61.5 61.0 60.4 60.0

2020 Day 65.5 64.3 62.5 61.2 60.2 59.4 58.8 58.2 57.7 57.2

Night 62.5 61.3 59.5 58.2 57.2 56.4 55.8 55.2 54.7 54.2

Rush hour 63.7 62.5 60.7 59.4 58.5 57.7 57.0 56.4 55.9 55.5

2010 Day 59.8 58.6 56.8 55.6 54.6 53.8 53.1 52.6 52.1 51.6

. Night 53.7 52.0 49.3 47.4 45.9 44.7 43.7 42.8 42.1 41.4

Lvgongbridge Rush hour 67.2 66.0 64.2 63.0 62.0 61.2 60.5 60.0 59.4 59.0

2020 Day 64.5 63.3 61.5 60.2 59.2 58.4 57.8 57.2 56.7 56.2

Night 61.5 60.3 58.5 57.2 56.2 55.4 54.8 54.2 53.7 53.2

Rush hour 61.7 60.5 58.7 57.4 56.5 55.7 55.0 54.4 53.9 53.5

Lvgong bridge 2010 Day 57.8 56.6 54.8 53.6 52.6 51.8 51.1 50.6 50.1 49.6(underground N ight 51.7 50.0 47.3 45.4 43.9 42.7 41.7 40.8 40.1 39.4

culvert) Rush hour 65.2 64.0 62.2 61.0 60.0 59.2 58.5 58.0 57.4 57.0

2020 Day 62.5 61.3 59.5 58.2 57.2 56.4 55.8 55.2 54.7 54.2

Night 59.5 58.3 56.5 55.2 54.2 53.4 52.8 52.2 51.7 51.2

Rush hour 68.7 67.4 65.7 64.4 63.4 62.7 62.0 61.4 60.9 70.4

2010 Day 65.3 64.1 62.3 61.0 60.0 59.2 58.6 58.0 57.5 57.0

Xincheng Road Night 59.2 57.4 54.8 52.9 51.4 50.2 49.2 48.3 47.6 46.9Rush hour 72.3 71.0 69.3 68.0 67.1 66.3 65.6 65.0 64.5 64.1

2020 Day 69.7 68.5 66.7 65.5 64.5 63.7 63.0 62.5 62.0 61.5

Night 63.7 61.9 59.2 57.3 55.9 54.7 53.7 52.8 52.0 51.3

Rush hour 69.6 68.4 66.6 65.4 64.4 63.6 63.0 62.4 61.9 61.4

2010 Day 68.2 66.9 65.1 63.8 62.9 62.1 61.4 60.8 60.3 59.8

Dongcheng Night 60.8 58.8 56.1 54.3 52.8 51.6 50.6 49.7 49.0 48.3

Road Rush hour 72.5 71.2 69.5 68.2 67.2 66.5 65.8 65.2 64.7 64.2

2020 Day 71.8 70.5 68.7 67.5 66.5 65.7 65.0 64.4 63.9 63.5

Night 65.8 63.9 61.2 59.3 57.9 56.7 55.7 54.8 54.0 53.3

XIAN EIA 77


Noise Prediction for Sensitive Receptors for Huxian Component

The noise level prediction results at sensitive receptors are shown in Table 5-12-5 below.

Table 5-12-5 Noise Level Prediction Results for Receptors in Operation Phase

DisLTb Predicted noise level unit dB(A)No. Receptor redine C1us Time 2010 2020

(M) noise exceedance noise exceedance

Lianfeng Day 57.7 - 63.0Village of

1 Ganting Night 51.1 - 59.7 4.7TownI

Qingyang Day 53.8 - 54.6

2 wu Village 150 2of Wuzhu Night 44.8 - 50.6 0.6

TownFirst and Day 60.1 - 64.1

third Night 52.7 - 60.8 5.8

Residential Day 59.7 - 63.83 building of 20 4

LaoyuTown Night 52.4 - 60.5 0.5

Government

Residnetial Day 56.7 - 60.1 0.1

4 builIding of 10 2Ganting Night 47.7 - 56.5 6.5Town____ _

Lvgongzha Day 59.2 - 63.7i Village of 20 4

Ganting Night 52.3 - 60.7 5.7Town

Xitun Day 58.8 - 62.5 2.56 Village of 150 2

Ganting Night 49.4 - 52.7 2.7Town

Baoyufang Day 68.3 - 71.8 1.87 Village of 5 4

Ganting Night 60.8 5.8 65.8 10.8T ow n I__I_I_I_I_ I I__ _ _ I__ _ _ _ _ _ _

The table shows that in 2010, the noise level on residential building is predicted to meetthe standard in day time while the noise level on all receptors are to meet the standard fornight time except Baoyufang Village of Ganting Town where the noise level is predictedto exceed the standard for night time by 5.8 dB(A); in 2020, the noise level on theresidential buildings, the Xitun Village and Baoyufang Village in Ganting Town ispredicted to exceed the standard in daytime by a range from 0.1 dB(A) to 2.5 dB(A),while the noise level on all the receptors in night time exceed the standard by a rangefrom 0.6 dB(A) to 10.8 dB(A).

For the motor vehicle emission facility the noise prediction results indicate that the noiseXIAN EIA 78


at the west boundary is 53.7 dB(A) in day time and 50.4 dB(A) in night time. Thus it is

expected the noise level in day time can meet the standard while in night time exceeding

the standard by 5.4 dB(A).

5.12.4 Mitigation to Noise Impact

Comparison of Engineering Measures

The engineering measures for adoption to mitigate the noise impact from roads includenoise barrier, noise absorption asphalt and noise insulation equipment. Table 5-12-6describes the engineering measures, their cost estimate and advantage and disadvantages.

Table 5-12-6 Comparison of Noise Mitigation Measures

Mitigation Noise level Costreduced Description estimate Remarks

measures dB(A) (RM B/mn2)

(1) most effective in open space Not

Conventional (2) least effect of noise reflection effective tonoise barrier 5-20 (3) only effective to a certain height 800-900 high

(4) the effectiveness varies with the height buildingsof receptor, the lower the better

( I ) as no noise absorption material, noiseintensity will increase by the effect of Not

Reflective noise 5-20 reflection 500-600 effective tobarrier (2) only effective to a certain height high

(3) the effectiveness varies with the height buildingsof receptor, the lower the better

(I) good effectiveness

Enclosed More than (2) less effect onroad lighting 500-ligh-weight noise 20 (3) small impact by reflection 2000

barrier (4) adverse effect on exhayst gas dispersion 2000

(5) erlatiely expensive

Has been(I) effective to vehicles at high speed and adopted in

Amended asphalt About 3 on flat ground the design(2) prone to abrasion for all the

roads

Noise insulationwindow with air 28-36 It can duct the air and barrier noise 1000

duct I I_I

Analysis of Noise Barrier Effect

To understand the effect of noise barrier, a road section is selected for monitoring andanalysis.

The barriers are installed along the two side of the road at a length of 200 m and height at4 m, and the monitoring point is 5 m from the barrier. The noise reduction by noisebarriers is estimated and given in Table 5-12-7.

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Table 5-12-7 Noise Reduction by Noise BarrierHeight of Without barrier With 4 m high barrier Noise levelreceptor Day Night Day Night reduced

1.5 67 62 56 51 5

4.5 68 62 63 58 5

7.5 71 66 71 66 0

10.5 71 65 71 65 0

13.5 70 65 70 65 0

16.5 70 65 70 65 0

19.5 70 64 70 64 0

22.5 69 64 69 64 0

25.5 69 64 69 64 0

It is clear that the noise level can be reduced by 5 dB(A) on the first and second floor of abuilding at the first row after a 4 m high noise barrier is installed. However the noisereduction above third floor is 0 in the same building. Thus it is expected even withinstallation of noise barriers, the noise level at first and second floor can not meet thestandard particularly for night time. In addition, noise barriers may pose adverse effect onlandscape. Experiences obtained from Guangzhou indicate that the noise insulationwindow with duct is most effect in noise reduction which typically can reduce noise levelby more than 30 dB(A) thus reducing the noise level indoor to less than 45dB(A); the airduct in the room also can meet the requirement for air exchange stipulated in Standardfor Indoor Air Quality (GB/T18883-2002). This technique is well proven in operation.

Mitigation Measures Adopted

* Proper planning of urban development and land use: Along the new roads, thebuilding at the first row will not be such sensitive receptors as schools and hospitals.The layout within a house will consider the noise effect which be better to place bathroom or kitchen to the side facing the road.

* Protection of sensitive receptors: Noise insulation windows with duct are suggested tobe used at the sensitive receptors which are projected to exceed the noise levels oncethe project is implemented. The details of noise insulation windows for the project arepresented in Table 5-12-8.

* Motor vehicles speed will be limited by warning and traffic control signs particularlyat night near sensitive receptors.

* The roads will be well maintained to ensure good surface conditions to avoidincreased noise from poor road conditions.

The specific noise mitigation measures which will be taken for sensitive receptors whichwill exceed the applicable standards because of the impacts from this project includenoise insulation windows and relocation. The details of the measures are presented inTable 5-12-8.

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Table 5-12-8 Noise mitigation to Sensitive Receptors

Dist. To No. of Noise

Road Sensitive Receptors reontr Mitigation windows reduction Notecer(i) facing St. dB(A)

Chengdu Impression 20 Noise 160 30Residence windows

Petro Instrument Co. ]5 Noise 64

South gate Residence windows -30

and ring road No. 116 Residence 15 window 20 -30component noi

No.2 Kindergartens 25 window 20 -30

Northwest University 40 0 face street

Paofang St. Residence 20 Noise 28 -30East gate window

interchange Huangcheng E. St. 20 window 28 -30wido

East 2 ring Xingjiamiao W. village 25 Relocation 2 -30road and

north ringroad Xingjiamiao Xin Village 25 Relocation 2 -30

interchange

The cost of the noise window will be RMBIOOO per window. The relocation has beenincluded in the project resettlement action plan (RAP).

The noise windows will be installed based on the actual monitored noise levels duringthe project operation. The residents may also select other options for the budget allocatedfor noise mitigation but the objective is to meet the noise standards and reduce the noiseto acceptable levels for residences, schools and kindergarten.

5.13 Impact of Traffic Vibration

5.13.1 Vibration Impact from Flyover

The Japanese EIA Manual indicates the relevance between the vibration and the featuresas following:* The intensity of vibration is not relevant to the total traffic flow but to the travel

speed of vehicles. The experimental findings indicate that the vibration intensitywould increase by 2.5 dB proportionate to the increase of travel speed by 10 km/h.

* The intensity of road base is directly relevant to the road condition, after the roadsurface is improved, the intensity of vibration would reduce by 5-10 dB.

* Experimental findings indicate that the order of intensity reduction of vibration wouldfollow the structure of road from filling, to flyover to ground road.

As the road sections such as East Second Ring Road-North Second Ring Road, EastSecond Ring Road-South Second Ring Road, South Taibai Road-Zeast Zhangba Roadand Guangzhou Street Flyover, under this component are elevated above ground, the

XIAN EIA 81


analysis of vibration impact are thus based on comparison with other projects.

The designed travel speed of vehicles on the flyovers is 45 km/h, and the road conditionof the flyovers is desirable. The monitoring data obtained from Guangzhou city onflyovers are used for comparison analysis. The travel speed on the flyover in Guangzhouis somewhat higher than this project. The monitoring results for Guangzhou flyovers aregiven in Table 5-13-1 below.

Table 5-13-1 Vibration Monitoring Results on Flyovers in Guanzhou CityNo. Distance from flyover (m) Monitored results (dB)

1 0 65.4

2 5 64.7

3 10 63.2

4 20 61.7

5 40 60.0

6 50 59.2

The data contained in above table indicate the vibration noise meet the standard foreducation zones stipulated in GB10070-88. In addition, there is no record of publiccomplaints on the vibration impact. Thus it is concluded the vibration impact from thisproject also will meet the standard.

In addition, to contain the vibration impact to an acceptable level, the road surface will bemaintained on regular basis and speed limit will be in place.

5.13.2 Vibration Impact from New Roads

The road section on the Inner Ring Road near the zoo in Guangzhou city is selected foranalogy analysis for vibration impact of this project since this section is a ground roadsimilar with the South Ring Road under this project.

The monitoring results for the road section in Guangzhou indicate that after the innerRing Road become operational, the vibration level in both the day and night time canmeet the standard all the day. A monitoring program was conducted for each quarter withthe results shown in Table 5-13-2. This road section is on ground and the monitoringpoint is 8 m from the motor lane.

Table 5-13-2 Vibration Monitoring Results West to Guanzghou Zoo

Time section Prior to opeation During operation1999.1-2000.1.27 2000.1.28-2002.6

vibration <50dB 51.1 -64.4dB

Traffic flow No road exists 471-3564 vehicle/h

Compared with the vibration measured (50 dB) at the operating flyover in GuangzhouXIAN EIA 82


where the traffic volume is 3564 vehicle/h, higher than the projected traffic volumes inthe flyovers and interchanges of this project, the vibration impact of this project isexpected to be very limited. In fact, given that the traffic flow in this project is less thanthat in Guangzhou, vibration is expected to be less than 50 dB.

5.14 Impact and Mitigation on Cultural Property during Operation

The air quality prediction results indicate that although the NOx load will increase afterthe project is operational, the concentration of NOx will meet the standard at 2000 mfrom the road, while the concentration of other pollutants will meet the standard at 40 mfrom the road. Thus it is expected that the impact on cultural properties from vehicularemission is at an acceptable level.

The noise level prediction results indicate that noise level at 1 m from the Ring Park willexceed the standard for both the night and day time, however, the vegetation barrierbetween the road and park will reduce the noise to an acceptable level. The walled area is200 m from the South Ring Road, thus the noise level on the walled area is expected tomeet the standard.

The bicycle only lane within walled area and the road in Weiyanggong Site are largelylimited to bicycles and pedestrians, thus the noise level is expected to be very limited.

In fact the project is a cultural property protection project and the componentsparticularly the bicycle lanes in the walled area will help reduce the motor vehicle trafficto the cultural properties, and thus reduced air emission, noise and vibration associatedwith the motor vehicles. The better and safer bicycle access to the cultural property siteswill help protection and conservation of these properties while at the same time promotetourism and utilization of the cultural properties.

One of the indirect or induced impacts to the cultural properties would be the increasedtourists, particularly in such site as the Weiyanggong remains. The improved road andother conditions following the project implementation would attract more tourists as wellas commercial developments such as shops and restaurants to the site, creating higherenvironmental and protection burdens particularly if proper planning and sufficient andproper pollution control facilities such as toilets, garbage bins and others are not inplace. .

As mitigation, proper planning is the most critical. The Weiyanggong site administrativeauthority has been.

XIAN EIA 83


5.15 Impact and Mitigation to Water Environment

The main potential impact to the water environment from the project implementation isthe potential risk associated with traffic accidents involving tank trucks containinghazardous materials near water bodies. In this urban transport project, such tank trucktraffic is very limited, most related to fuel trucks services gas stations in and around thecity. The project does not involve any bridge over or road near water bodies, the risk ofdirect water contamination is very low.

Another source of water impact is from bus depots and bus maintenance facility. Theprimary concems are bus washing wastewater which contains soil and suspended solids.This would have severe impacts to receiving water directly or even upsetting thewastewater treatment plants if discharged to the municipal sewer without pre-treatment.

As mitigation, the domestic wastewater from the bus depots and bus maintenance facilitywill first be discharged to onsite septic tanks. The supematant from the septic tanks willbe discharged to the municipal sewer, while the sediment and sludge will be removed anddisposed of in local landfill or other dedicated facilities.

All effluent from bus washing will be collected. The wastewater will be treated on sitefirst through an oil/water separator to remove oil and also a sedimentation tank to removethe solids. Effluent from the oil/water separator and sedimentation tanks will then bedischarged to municipal sewer and treated at a centralized wastewater treatment plantbefore discharged to the environment.

5.16 Fuel Storage Impact and Mitigation

Bus depots and maintenance facilities will have storage facilities for substantial amountsof fuels on sites. This material is highly flammable and potentially explosive andhazardous to the environment if released. In particular, the bus depots and maintenancefacility will be in the urban built up areas with residential, commercial or schools as wellas general public in the adjacent areas. Any fires and explosion could result in veryserious consequences in safety of the public and/or properties

As mitigation the following measures will be taken for fuel storage:

* The site selection will have the safety consideration as a priority. Sensitive receptorswill be avoided if possible.

* All storage facility design will follow strictly with the fire codes, and with ultimatemeasures to minimize the risk of fire.

* Within the sites, the fuel storage will be located away from the sensitive area wherepossible.

* There will be a strict fire prevention rules development at the site and well enforcedInsurance company and fire departments will be invited for regular inspection andaudit to ensure the safety.

* The site will be equipped with sufficient and effective fire fighting equipment,materials, personal protection equipment (PPE) in compliance with the fire code and

XIAN EIA 84


these fire fighting systems will be inspected on a regular basis.* The storage tank will be designed with material and configuration and location for

spill and leak prevention.* As the fuel storage tanks will likely be underground, there will be a groundwater

and/or soil monitoring well system install in the surrounding areas to detect spills, inany, in time to allow corrective and remdial actions.

* The refueling operation will be conducted with the strict procedure for spillprevention and fire precautions.

* Each of the sites will has its own site specific emergency plan for fire and spill. Theplan will include but not limited 24 hour contact person, emergency procedure,connection to emergency authorities (fire, environmental, medical, etc.), evacuationplans, training and education programs, equipment and their locations, regular safetyaudit and inspection programs, and others as may be necessary to control theemergency situations.

* Each site will set up safety and environment control and management system to beheaded by the highest ranking person in charge for the site, to take ultimateresponsibility for the property and site staff, as well as the safety of the public.

* All personnel at the site will take emergency training and the sites will conductregular drills for emergency situations.

* The surrounding areas will be included in the emergency plan. There will beevacuation plan for the public which can be affected by fires and the public will betimely noticed as needed.

* There will be reporting and investigation procedures and requirement for eachepisode of emergency or near misses.

XIAN EIA 85


6. Analysis of Alternatives

6.1 Xian Road Upgrading Component

6.1.1 Traffic Management of South Ring Road

Description of alternatives

Two alternatives are considered for the south ring road, they are:

Alternative 1: An underground tunnel will be constructed underneath the south ring roadfrom the west to east ends. The tunnel will be four lanes dedicated only motor vehicles.The existing surface road remains its current conditions and its transportation capacity.The east west traffic is able to go through the south ring road completely undergroundwithout any influence of road surface traffic or any intersections, merge in and othersurface road conditions.

Alternative 2: Underground passes will be constructed under the sections of the nearHanguang gate, South gate and Heping gate to allow east west traffic through theintersections at these gates directly. The underground passes at Hanguang Gate andHeping gates are for motor vehicles only while the South gate underpass will be for boththe motor and non-motorized vehicles through the very busy South Gate Square at theground level.

The comparison of the two alternatives, some of which are comparative against eachother, are given in Table 6-1-1 below.

Table 6-1-1 Comparison of AlternativesItem Alternative I Alternative 2

Effective solution to traffic Excellent and through entire Fair but only to the three gatecongestion south ring road sections

Ancient city conservation Excellent FairEstimated cost High Low

Emission impacts Less as all through traffic is Moreunderground

Traffic noise impacts Low as all through traffic is Moreunderground

Construction difficulties High Low

With all factors considered, alternative is adopted for the project.

6.1.2 Yuxiang Gate Underpass

Description of the alternatives

Alternative 1: the West Ring Road will directly pass through the intersection under theground with four lanes double ways. The existing round about will remain through whichXIAN EIA 86


the vehicles pass the intersection.

Alternative 2: he difference to the alternative I is to covert the round about at the groundinto cross intersection controlled by traffic light.

Comparison of the two alternatives is given in Table 6-1-2 below.

Table 6-1-2 Comparison of Yuxiangmen Gate Alternatives

Criteria Alternative I Alternative 2

Engineering Cost Low High

Disturbance on existing traffic Low High

during construction

Other construction impacts Low High

Traffic control Without traffic light With traffic light

Impact in construction phase Less Greater

With all factors considered Alternative I is adopted for the project.

6.1.3 East Gate Underpass

Description of the alternatives

This flyover is on the intersection between the East Ring Road and the East guanzhengStreet which are trunk roads for the city. Two alternatives are developed for this flyover.

Alternative 1: The East Ring Road will directly pass through the intersection through anunderground culvert, while the ground level crossroad will remain with traffic lights tocontrol.

Alternative 2: The pass only for north to south traffic while all other traffics will have togo through ground level traffic light controlled system.

Comparison

Comparison of the alternatives are described in table 6-1-3

Table 6-1-3 Alternative East Gate Underpasses Comparison

Criteria Alternative 1 Alternative 2

Cost High Low

Impact on Ming Dynasty wall Low Low

Impact on wall river Some None

Impact on underground utilities Somewhat high Low

Effective solution to traffic congestion Yes No

XIAN EIA 87


From the above it can be seen that the overall impacts from Alternative I are higher thanAlternative 2. However, alternative I can best solve the traffic congestion and can bestmeet the project transportation target, alternative 1 is adopted for the project whileeffective mitigation measures are to be taken to minimize the adverse impacts to theacceptable levels.

6.1.4 East Second Ring Road and North Second Ring Road Interchanges

Description ofAlternatives

Alternative 1: A four deck interchanges with bicycles and pedestrians on the grounddeck, vehicles traveling south-north are on the second deck, vehicles driving north-east,south-west and west-north on the third deck, and the vehicles driving east-west on thefourth deck. The vehicles tending to turn left will be guided by link road around the trunkroad on the interchange.

Alternative 2: Also a four-deck interchange with bicycles and pedestrians on the grounddeck, vehicles traveling south-north on the second deck, vehicles in east-west on the thirddeck and the vehicles in south-north on to turn left on the fourth deck.

Comparison

The comparison of the two alternatives is presented in Table 6-1-4 below.

Table 6-1-4 Alternative Comparison


Cost High High

Land occupation Low High

Impact in construction phase Low High

Alternative 1 is a clear option for the low impacts and effective traffic solution and istherefore adopted for the project.

6.1.5 Interchange between East Second Ring Road and South Second Ring Road

Description

Alternative 1: Partial interchange with vehicles on left or right turns and east-westthrough traffic on the elevated viaduct. The vehicles in other directions will still drive onground level roads.

Alternative 2: Also partial interchange, with on the east-west through on the seconddeck, south-north traffic on the third deck, and west-north traffic on the top deck. Theeast-south traffic is on the ground level roads.

XIAN EIA 88


Alternative comparison

The comparison of the two alternatives is given in Table 6-1-5 below.


Criteria Alternative 1 Alternative 2

Cost Low High


Construction phase impacts Low High

Operation phase impacts Low High

Traffic solution Fair Good

Although alternative 2 would provide a better traffic solution, the high cost and high

adverse impacts of the project does not justify the solution given the traffic demands andother site conditions. With this consideration alternative 1 is adopted for the project.

6.1.6 Interchange between South Taibai road and East Zhangba Road

Description

Alternative 1: Partial interchange with the ground for left turn traffic, as well as thebicycles and pedestrians, the second deck for traffic along the South Taibai road, and thethird deck for is for the vehicles driving in the same direction with East Zhangba Road.

Alternative 2: Full interchange with four layers with the ground level road for bicycles

and pedestrians, traffic along the South Taibai direction on the second deck, traffic alongEat Zhangba road direction on the third deck, and traffic on left turn on the fourth deck.

Comparison

The comparison of the two alternatives is given in Table 6-1-6 below.



Cost Low High


Construction phase impact Low High

Operation phase impacts Low High

Traffic solution Fair Good

From the above it can be seen that the overall impacts from Alternative I are higher thanAlternative 2. However, alternative I can best solve the traffic congestion and can bestmeet the project transportation target, alternative I is adopted for the project whileeffective mitigation measures are to be taken to minimize the adverse impacts to theacceptable levels.XIAN EIA 89


6.2 Road Construction in Huxian County

Description ofAlternative Roads

Two alternatives were identified for the road construction project Huxian. They aredescribed in Table 6-2-1.

Table 6-2-1 Huxian Road Construction AlternativesLugong Xincheng TongchengAlternatives Item Meipo road road road road

rroad - road roadVehicle lane width 18 m 16 m 16 m 16 m

Lanes 2 4 4 41 Cross section/ 1 3 3 3

Carriageway

Red line width 30 m 45 m 50 m 50 m

Vehicle lane width 16 m 2 x Ilm

Lanes 2 62 Cross section/ 1 4

Carriageway I 4

Red line width 30 m 60 m

Compared with Alternative 1, Alternative 2 is not as good in achieving transportation,and is not expected to best service the local communities. In addition, Xincheng road isvery wide, occupying large amount of land and remove substantial greens in one area,posing high impact. With these considerations, Alternative I is selected and adopted forthe project.

Description ofAlternative Grade Separate Passes

Alternative 1: partially flyover and partially underpass. Motor vehicle will be flyoverwith 16 m wide, while non motor vehicles and pedestrian lanes will be underpass with 8m wide in total (5 m for non motor vehicles and 3 m for pedestrians).Alternative 2: all for underpass with a total width of 16 m for motor vehicle, 8 m for nonmotor vehicle and 3 m for pedestrians.

Huxian has heavy rains in the summer months of July to September, characterized withhigh intensity in short durations. The heavy rainfalls add to the burden to the drainagesystem, particularly underpasses. Flooding is often seen in some of the existingunderpasses, interrupting traffic during the rains. If designed for heavy rains, it wouldcost more, as well as more excavation, more spoiled soil needed for disposal, and higherconstruction difficulties. In addition, groundwater level is high in Huxian county whichbrings difficulties in construction and maintenance of the underpass. With theseconsiderations the smaller underpass of alternative I is selected for the project.

XIAN EIA 90


6.3 Public Transport

Description ofAlternative BRT

Five routes have been selected to build a BRT system. Basically there are two designoptions: one is to build dedicated central BRT lane with island stations and with the dooropen to the left and the other option is to use the central dedicated BRT lane but with thedoor open to the right.

In all five streets/roads, door open to the left option would better utilize the existing roadconditions while the door opens to the right would require more engineering work,inconvenient to the bus rider on and off the bus and also block the view of drivers andpedestrians on the roads creating safety concems. In several of the roads the pedestriancrossings are difficult to fit the left opening door option. With these considerations theoption with the door open to the left is selected as the project.

Bus Depots and Maintenance Facility

At the time this EA was prepared, this project component was still in the process of siteselection for bus depots and maintenance. No specific site conditions were available foranalysis of alternatives yet but following are and will be included in the site selectionprocess as the environmental and socio-economic considerations of the differentavailable alternative sites:

* The site should not be immediately adjacent to environmental sensitive receptors ifpossible, such as residential buildings, schools, hospitals, kindergartens and otherswhich may be sensitive to noise, bus emissions, the risk of fire from the fuel storage,etc.

* The site should be serviced with the municipal sewers so that the wastewater and buswashing effluent can be discharged, after pre-treatment on site as may be needed, tothe sewer and centralized wastewater treatment plant.

* The site should be strategically located to minimize the buses to and from the depotsso that to minimize the un-serviced driving and minimize the emissions and noiseimpacts.

* The sites, particularly the depots shall have at least two feeder roads so that the busesto and from the depots wouldn't be blocked if one of them is involved in trafficaccidents. This would ensure the bus services to the community.

* Bus depots have good connection with other public transport such as long distancebus stations and railway station so that to provide the most convenience to the bususers.

* The facilities should have a major but not busy road that can be used for their maingates to accommodate the large amount of bus traffic in and out of the depots andmaintenance facility while maintain the minimum disturbance to the local traffic andcommunity life.

* The sites shall be located in such locations that they will represent the minimumcombined driving distances for buses of their respective serviced areas.

* The sites may have the room for future expansion if needed.

XIAN EIA 91


6.4 Urban Air Quality Monitoring and Control

A motor vehicle emission inspection center is included in this component with 18 testlanes. This center will occupy area of 60 mu.

Two alternative sites are identified for comparison in terms of technical, financial andenvironmental criteria as in Table 6-4-1 below.

Table 6-4-1 Comparison of Alternative SitesAlternative siteNo. Criteria

Alternative 1: Lintong Alternative 2: Changan

Zhiyang Village, bordered by Wenguopu Village, bordered by XiananI Location expressways to the west and Post College to the west, the Northwestnorth, by Lingyuan road to the Politics and Law College and the South

east. Aring road to the south.

2 Footprint 60 mu, with no room for 60 mu, with future expansion potentialfuture expansion

3 Access Good access from Good assess through local roadsexpressways

4 Earth work Small Small5 Cost for land RMB 300,000/mu RMB 250,000/mu

6 Environmental Low High a school nearbysensitivities

7 Operating cost High Low

Alternative I is a better site from the environmental perspective. However, the site has amajor flaw: it has no potential for future expansion. As expansion is likely with the rapidgrowth of motor vehicle fleet in Xian, and thus need for the annual inspection program,future expansion will be needed. High environmental and social impacts would result ifthe future expansion is to select a new site or expand at the alternative site. With theseconsiderations, alternative 2 is selected for the project.

6.5 A Weiyanggong Site

Road configurations

Two alternatives for the scope of road to be protected are developed for comparison.They are divided into three sections, as following:

XIAN EIA 92


Table 6-5-1 Description of Alternatives

Alternative Start point End point Length

East-West Road south of Zhangcheng Gate Dengliu Road 1593 m

the Palace remain

East-West Road north of West Gate Dengliu Road 1512 mpalace remains

Huantu Zhangcheng gate Dengliu Road 2743 m

East-West Road south of Road orientedpalace remains Zhangcheng gate south-north to the east 1418 m

of the front structure

2 East-West Road north of Road oriented. West Gate south-north to the east 1314 m

of the front structure

Huantu Zhangcheng gate Xian Gate 2126

The two alternatives are compared in terms of cultural property protection, cultural relics

conservation, construction of tourist and tourism development, and access to the site, aswell as cost estimate, and are as shown in Table 6-5-2.

Table 6-5-2 Alternative Comparison for Scope of Road Protection


The ancient road will be directly The ancient road will connect with the

connected with the urban road system, urban road wialthennect withnte

Cultural thus it is difficult to protect the ancient urban road system via the road oriented

Property road. However the extension of south-north, thus being helpful in the

Protection "Huantu" Road will help protect the ancient road protection. In addition, the

walled of Han Dynasty. integrity of the area west of the roadoriented south-north is protected.

As the site is connected by Dengliu The site is relatively separated from the

Cultural Relics Road, Daxing Road and Fengjing Road, outside, thus not helpful for the

Dcultra the access to the site becomes readily discovery of the site.iscovery thus facilitating the discovery progress

of the site.As the access to the site is limited, it is

Construction of In the area east of the south-north road difficult to attract tourists to this area.

Tousit there are No. 13 and No. 14 sites,

Attraction reconstruction of the road will help to

Points attract more tourists to the sites.

There will be only two inlets/outlets to

There will be four inlets/outlets to this this area, thus likely to lead to

Tourism area via the reconstructed roads, this congestion of tourists in hot season.

Development will be helpful in reducing congestion

of tourists in hot tourism season.

Assess to the There will be a readily assess to the The access to the outside area is limited.

Site outside road system.

Cost Estimate The total length of the road is longer, The total length of the road is shorter,thus higher cost thus lower cost

XIAN EIA 93


Although the alternative 2 is considered to be less costly, the potential for development oftourist resource and access to the outside area is limited by the alternative. Thealternative I has considered the need to connect with existing urban road system, thushelping to develop the tourist resource although the cost for this alternative is higher.Therefore Alternative I is selected to be the preferred option for adoption.

Road Surface

The road surface will be designed in such a manner so as to compatible with the style ofthe Han Dynasty culture and architect, as well as the requirement for electricity poweredvehicles. Totally three alternatives are developed for comparison.

Alternative 1: 3 cm asphalt concrete in earth color, 5 cm asphalt with middle-sizegranular, 15 cm cement, 20 cm lime mix (12% lime) and 20 cm lime mix (10% mix). Thetotal thickness is 63 cm.Alternative 2: 15 cm compacted soil, 15 cm earth and gravel, 20 cm lime mix (12%), 20cm lime mix (10%). The total thickness is 70 cm.Alternative 3: 15 cm mortar (30% coarse sand, 2% cement, and 8% lime), 15 cm earthand gravel, 20 cm lime mix (12% lime), 20 cm lime mix (10% lime). The total thicknessis 70 cm.

Comparison of the three alternatives is presented in Table 6-5-3.

Table 6-5-3 Comparison of Road Surface PavementCriteria Alternative 1 Alternative 2 Alternative 3

Asphalt is considered a The earth textured road The modified earth

Consistency typical road structure in is in good consistency textured road is consistentwith Ancient modem time. Although it is with the ancient style. with the ancient style.withAncentin soil color, it does not

Style match well with the ancientstyle

Riidty Flat surface, with noise and The road surfaceRigidity vibration is low. difficult to maintain. relatively easy to maitain.Surface Poor surface runoff Relatively poor inrunoff Good. drainage capacity, drainage capacity muddy

Drainage muddy surface in rain in heavy rainfallSuitable forelectrical Good Poor Fairvehicles

Dustgeneration Low. High. Moderatepotential I I I

Compared the three alternatives, none completely meets all the requirements. Relativelyspeaking however, alternative 3 resembles well the ancient architect and road style, whilesuitable for electrical vehicle operation and the problems of dust and drainage ismoderate. With all factors considered, the alternative 3 is adopted for the project.

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7. Environmental Management Plan

7.1 Objectives of Environmental Management

The Environment Management Plan provides a framework for the implementation ofenvironmental protection measures, environment management and monitoring during theproject implementation. In details, it is intended for:

* specifying the applicable legal frame and standards;* specifying the detailed mitigation measures;* specifying the responsibilities of each institutions for the implementation of the

environment management and monitoring;* outlining the requirements for the environmental monitoring and reporting procedure;

* developing an independent document for the implementation period of the project.

7.2 Environmental Management Organizations

The environmental management organizations involve in project construction andoperation, and their interrelation are summarized in Table 7-2-1.

Table 7-2-1 Organizations Involved in Environmental ManagementOrganizations Responsibilities

Xian Development and Reform Commission * The ultimate decision making body for allmatters related to LMC I includingenvironmental management

Shaanxi Environmental Protection Bureau * Law and regulations enforcementXian Environmental Protection Bureaus * Environmental policy/program

implementation* Setting up and enforcing discharge standards* Provide guidance on environmental matters* Review environmental reports* Handling environmental emergency

Xian Urban Transport Project Management * Project proponent and executing agencyOffice (PMO) and project component PMOs * Day to day operation during construction

including environmental matters* Will have two full time environmental

specialists* Prepare contractual requirements and

specification for environmental performance forcontractors and construction supervision

* Implement environmental mitigation measures* Review and respond with new mitigation as may

be necessary to environmental monitoringreports.

Xian Communication Bureaus * Responsible for all matters once the road isconstructed and open for traffic

* Review and respond environmental monitoringreports

* Response to emergency situation including

XIAN EIA 95


Organizations Responsibilitiesenvironmental accidents.

Xian Environmental Monitoring Stations a Conduct environmental monitoring for bothconstruction and operation stages

* Provide monitoring reports* Recommend corrective actions

Xian Environmental Sciences Research Institute * Conduct environmental impact assessment* Prepare environmental management plan* Respond to environmental monitoring reports* Provide environmental training to contractors

and construction supervisionContractor and Construction supervision * Appoint one to two full time environmental

staff;* Implement construction stage mitigation

measures* Report regularly environmental performance

As the project proponent, PMO and component PMOs will take the ultimateresponsibility for environmental performance and environmental management duringconstruction. The PMO and component PMOs will have dedicated environmentalspecialists on staff who manage the day to day environmental performance of thecontractors, maintain liaison with regulatory agencies and communicate with the affectedpublic including receiving public complaints.

The environmental staff are also responsible for ensuring the implementation ofmitigation measures identified and designed by the EA. They will work closely with thedesign institute and contractors as may be necessary to modify and update the mitigationmeasures and scale as needed by the actual conditions during project construction andimplementation.

Environmental authorities, i.e., provincial and municipal environmental bureaus will alsohave regulatory enforcement and environmental supervision responsibilities during theproject design, construction and preparation. These responsibilities are summarized inTable 7-2-2.

Table 7-2-2 Responsibilities for Environmental Enforcement

Stage Responsible Agency Responsibilities

Shaanxi Provincial Review EIA TOR and provide guidance for EIAFeasibility study EPB preparation;

Review and approve EIADesign and Shaanxi Provincial Review plan for mitigation measures designConstruction EPB

Inspect disposal of spoil;Inspect wastewater treatment from construction

Shaanxi Provincial campEPB Inspect reclamation of borrow pits and deposit pitsXian Municipal EPB Inspect the location for mixing stations

Inspect air-borne-dust and noise control measuresand approve the construction schedule

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Stage Responsible Agency Responsibilities

Review and approval applications for night timeconstruction and other construction activitieswhich may have excessive adverse impacts.

S x P a . Inspect the implementation of environmental plan

EPB Enforce regulatory compliance and reviewmonitoring reports

Shaanxi Provincial Review the implementation of monitoring plan;EPB Require further mitigation as needed

Operation Shaanxi Provincial Monitor environmental quality;EPB Inspect solid wastes disposal

IXian Municipal EPB I

7.3 Environmental Management

Construction Stage

In order to effectively control and minimize environmental pollution resulting from

construction activities, the construction site must be assured of an environmental

management system including management people and full time environmental persons

to ensure mitigation measures designed during EA stage are appropriately implemented.

More specifically, the construction stage will:

* Include environmental protection requirements, mitigation plans and monitoring plan

into the bid documents and eventually in the contract;

* Prepare environmental, sanitary measures by contractors and implemented other

mitigation measures identified and described in the EA reports;

* Request construction supervision to have at least one full time environmental

supervision engineer

* Request contractors to have full time environmental staff at the site;

* Explain to the affected residents potential impacts through public notice and

information release; and

* Continue public consultation through hotline telephone, bill boards at the

construction site.

For some of the key adverse impacts, the management measures will be taken, as

summarized in Table 7-3-1..

Table 7-3-1 Environmental Management for Key Concerns Phase

Item Environmental Measures

* Forbid night time construction (22:00-6:00) with noisy machines

* Coordinate work hours as much as possible to avoid impacts to sensitive receptorssuch as schools and hospital

Noise * Use temporary barriers if necessary to control noise at sensitive reports* Maintain machinery and vehicles in good conditions.

* The construction camp, material stockpile and equipment parking ryard will be atleast 200 m from villages or residential buildings.

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* The material stockpile site will be far away from surface water body and the areaprone to surface run-off. The powder materials will be bagged and covered. Open

Surface ditch will be built around the stockpile site to intercept wastewater.water * The wastewater from construction site will be collected into retention tanks for

reuse, and wastewater containing oils from maintenance station will be collectedand hold for evaporation

* The spoil will be disposed at the designated site;* Retarding basin will be constructed;

Ecological * The soil profile will be restored after the temporary occupation of land isEnvironment completed;

* Construction activity will be scheduled in cooperation with meteorological station;* Water spray vehicles will be provided by contractors to water the unpaved ground.

The water spray operation will be carried out in dry day or windy day, at leasttwice per day (morning and afternoon). The frequency of water spray at sensitive

Ambient air receptors, such as village, school and rest home, will be increased.* The truck transporting powder materials, such as cement, sand and lime, will be

covered.

* Construction activity will be immediately stopped if any cultural property is foundand the regulatory department will be informed to assess the property.

Cultural Construction will not be continued without the permission of the regulatoryproperty department on cultural property

* At the Weiyanggong site, excavation will be conducted manually to minimizevibration impact to the cultural properties.

Operation stage

Environmental management during operation is a long term effort, which requires wellstructured environmental management system, and on which to further build supervision,monitoring and management procedures. The environmental monitoring will be aneffective tool to determine the environmental performance but preventive will also beneeded such as proper maintenance. During the operation, the project operator(Communication Bureaus of each project cities) will work closely with provincial andmunicipal EPBs on city environmental programs such as motor vehicle emission controlstrategy, vehicle inspection and forced retirement plan etc.

Cultural property site administrative authorities/operators will be requested to prepareenvironmental management plans to accommodate the anticipated increased volume oftourists as a result of the improved access. These authorities will prepare plans for theincreased tourists particularly sufficient and effective facilities for environmentalsanitation and pollution control, such as public toilets, garbage bins, etc. The commercialdevelopment will be restricted and planned to protected areas while at the same timeproviding tourist services. In addition, Weiyanggong site, an over 2000 year old remains,is highly sensitive. Although the ancient in palace roads will be rehabilitated by theproject, the road and the site are not for normal motor vehicles, bicycles and pedestrians.The site will only allow electrical vehicles to avoid air emission and minimize vibrationNormal motor vehicles from the visitors will be kept outside of the palace site in theparking lot.

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Continued Public Consultation

It is very important that public consultation and communications will continuethroughout the project construction stage. The objective is to inform the public of

construction activities to gain their understanding and support, and to listen to anyconcerns they may have and suggestions for mitigation. For example, contractors will be

requested to inform and discuss with affected communities prior to construction activitieswhich could result in high noise. The public opinions and concerns will be taken to full

considerations for properly scheduling noise construction activities.

A bill board will be erected in every construction site. This board will briefly explain the

activities on this site, and indicates specifically that public concerns and opinions on theenvironment will be welcome. To ensure public concerns, if any, can be receivedproperly and timely, the board will include specific contact information such as telephonenumbers, email address where possible, and contact persons, which will be the head and

environmental staff of the contractors on that particular site.

Public notice will also be issued in media during the operation stage to inform of the

public with contact information so that they can express their concerns and opinions, if

any, on environmental impacts of Xian Urban Transport Project operations. Once again

telephone numbers and contact persons will be provided. At this stage, the contactinformation will be those of that of the road operating company.

7.4 Personnel Training

Personnel training will be provided in different stages of project implementation. At theconstruction stage, heads and environmental staff from winning contractors and

construction supervision companies will be requested to participate in a mandatoryenvironmental training program. This request will be included the construction tenderingdocuments to be issued to the pre-qualified bidders who will be invited to bid. This

training program will include, but not limited to, the following contents:

* Relevant environmental regulations, policies, standards and programs;

* The main findings and recommendations of environmental impacts assessment;

* Relevant environmental control technologies, processes and procedures;* Key contents of environmental management plan, particularly various mitigation

measures for the construction stage and the implementation;* Daily environmental monitoring requirements (see section below), methodology and

procedures;* Environmental reporting requirements; and* Environmental emergency response and cleanup.

For operation stage, environmental staff from the road operation company, buscompanies, bus maintenance facility operator and relevant government organizationswhich oversee and supervise the road operations will be provided the training. Thetraining programs will be primarily provided by professional environmental staff or inlocal universities.

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7.5 Environmental Monitoring

The objective of the environmental monitoring plan is to verify the prediction ofenvironmental impacts assessment and determine environmental performance andimpacts to surrounding area. The monitoring plan will also provide a basis for projectexecuting agency and road operator to prepare environmental policies, take additionalactions for mitigation as may be necessary and minimize adverse impacts.

Environmental monitoring plan

A two tier monitoring program has been developed for this project: daily and regularmonitoring, to be carried out by contractors and construction supervision companies andperiodical compliance monitoring by professional monitoring stations. Environmentalstaff will be trained prior to the start of construction for the monitoring which willinclude mostly visual monitoring of air borne dust, surface runoff, storage and disposal ofconstruction waste, traffic impacts, and construction safety issues. Hand-hold noisemeters will be used to monitor the noise levels at sensitive receptors during construction.The objective of this daily monitoring program is to identify environmental issues at thesame time as the construction activities on these sites to that appropriate mitigationactions, if needed, can be initiated and implemented timely to minimize the impacts. Thismonitoring while not perfect, is important as it does provide a daily monitoring ofenvironmental performance and allow prompt corrective actions should any of theconstruction activities cause significant impacts beyond the prediction of the EIA orineffective mitigation measures currently proposed.

At the same time, in additional to the daily monitoring by contractors a formalenvironmental monitoring program will also be carried out during the construction, aswell as operation phase. This program will be conducted by professional environmentalmonitoring program with main objective to provide official records on environmental andregulatory compliance status.

The formal environmental monitoring plan for Xian Urban transport project, to be carriedby Xian Environmental Monitoring Station in both the construction and operation stages,is presented in Table 7-5-1.

Table 7-5-1 Environmental Monitoring PlanItem Parameter Phase

Construction OperationAir Source of pollutant Construction activity Vehicular emission

Pollutant TSP NO2Environmental Ambient air quality standard Ambient air quality standard

standard (GB3095-1996) (GGB3095-1996)Applicable Emission limit and

standard Discharge measurement method forstandard light-duty vehicle

(GB 18352.1-2001)

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PhaseItem Parameter

Construction Operation

Boundary of construction siteSensitive receptors along the

Monitoring point and adjacent sensitive road (villages and residential

receptor building)

One time each in spring andOne time /month, one time in winter, each time 1-2 days

Monitoring frequency the morning and one time in (24 hours consecutiveafternoon monitoring)

. Xian Environmental Xian EnvironmentalImplementig agency Monitoring Center Monitoring Center

Supervision agency

Source of pollutant Operating equipment Traffic noisePollutant LAeq(dB) LAeq(dB)

Environmental Noise Environmental NoiseEnvironmental Standard for Urban Area Standard for Urban Area

standard (GB3096-93) (GB3096-93)

Applicable Discharge Noise Limit at Constructionstandard standard Site Boundary (GB12523-93)

Air Quality Measurement Air Quality MeasurementMeasurement Method for Urban Area Method for Urban Area

noisestandard (GB/T14623-93) (GB/T 14623-93)

Boundary of construction Sensitive receptors along theMonitoring point site and adjacent sensitive road (villages and residential

receptor building)

n f c One day/month, two times per 2 times per year, 2days perday (day and night) times, in day and night each

. Xian Environmental Xian EnvironmentalImplementing agency Monitoring Center Monitoring Center

Responsible agency Xian EPB Xian EPB

Supervision agency Xian PMO Xian PMO

Wastewater from constructionSource of pollutantsieadcm site and camp.

pH NH3 -N CODcr pH NH3 -N CODcr

Pollutant Manganese Index BOD5 Manganese Index BOD5

Oll TP Fecal Caliform Oll TP Fecal Caliform

Environmental Surface Water Quality Surface Water QualityApplicable standard Standard(GB3838-2002) Standard(GB3838-2002)

Surface standard

water Dischargestandard

Monitoring point Lepo section of Chan River Lepo section of Chan River

Monitoring frequency Two times per month Two times per year

. Xian Environmental Xian EnvironmentalImplementig agency Monitoring Center Monitoring Center

Responsible agency Xian EPB Xian EPB

Supervision agency Xian PMO Xian PMO

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7.6 Cost Estimate

The total cost estimate for the environmental management is RMB28.57 million. Thecost estimate is presented in Table 7-6-1 below.

Table 7-6-1 Cost Estimate Unit: 10 4 RMBCost estimate

DescriptionCost Total

Media Ad. 16Socio- On-site sign 8 64

environmentAssess road and 40

fence

Site pavement 20

Vehicle cleaning 40

Air Water spray 40 128Construction Site steel fence 8

phasemonitoring 20

Noise barrier 40Noise 48

Monitoring 8

Wastewater Treatment facilities 20 20

Disposal ofSolid waste construction waste 8

Disposal of 8domestic waste

Contingency 20 20

Total 288

Ecological Replanting 2065 2065compensation

Road maintenance 160Air 180

Operation Monitoring 20phase Barrier 196paeNoise20

Monitoring 8

Contingency 100 100

Total 2549

Training 20 20

Total 2857

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8. Public Consultation and Information Disclosure

8.1 Objectives

The objectives of public consultation may be described as follows:

* Provide the public, particularly project directly affected public the opportunities toexpress their opinions and concerns about the project;

* Provide the public the opportunities to influence the decision making in terms of theproject design so that the impacts to the environment can be minimized;

* Promote and solicit response from the public on impact mitigation measures so thatthe mitigation measures are acceptable in public opinions;

* Address different opinions or potential conflicts on environmental matters the publicmay have on the project so that minimize any resistance to the project developmentby the public;

* Meets the various reasonable and legitimate demands in terms of protection of thenatural environment and the communities in the project area; and

* Promote communications and exchange of opinions between the government and thepublic, and help the government to understand the public concern and public value onkey environmental and social matters so that the government can make sound andinformed decisions on alignment selection, project design, mitigation programs andenvironmental management plans.

Public consultation is one of the key elements in the EA and an effective approach toscientific decision making. The public, particularly those who will be directly affected bythe project construction and operation, may have more specific concerns on the projectimpacts that the government and its consultants may not be aware or identified. Throughthe consultation, such concerns can be raised and bring to the attention of decisionmakers and specialists so that appropriate design changes and/or other mitigationmeasure can be developed to address these concerns and avoid, reduce, minimize orotherwise compensate to any adverse impacts. Through such a consultation process, theproject can better receive the support of the public and avoid or provide solutions to anypotential conflicts between developments and protection of the natural environment andthe communities.

8.2 Approach and Methodology

According to Article 15 of the Guidelines for Environmental Protection for ConstructionProjects of the State Council, other applicable laws and regulations, as well as OP4.01 ofthe World Bank, the EA must include public consultation programs. The publicconsultation may include the following aspects:

* Topics and issues: the public consultation will cover the topics and issues related tothe natural and socio-economic environments, which can also be evaluated withapplicable laws and regulations;

XIAN EIA 103


* Scope: the public consultation will cover the scope in which the environmentalimpact assessment is conducted, and areas which will be impacted by the projectdischarges and emissions and other project activities; In fact, the public consultationwill take an open mode which would crease the opportunities to allow any concernedpublic to raise their concems and opinions about the development;

* Objects: the public consultation will include primarily the affected public members,such as urban and rural residents, school teachers and students, etc. as well asrelevant government agencies for environmental and social protection;

* Method: the main methods to be used in public consultation will include publicopinion questionnaire surveys, public interviews and public meetings with real namesfor participants;

* Contents: fill public opinion questionnaire, record public opinions during publicmeetings, compile and evaluate the response from public consultation, developmeasures to address or respond public concerns, etc.

This EA includes two rounds of public consultation conducted for all project componentsaround Xian and in Huxian county by the EA team: the first round was during the EApreparation stage, to mainly obtain public opinions, concerns and comments on theproject design, and potential adverse environmental impacts. The second round of publicconsultation was conducted during draft/final EA report stage to explain the result ofimpacts assessment, mitigation measures and environmental management plan. Theobjective is to determine whether the public is satisfied with and feel acceptable of theresidual impacts following the implementation of mitigation measures.

The EA used different methods for public consultation, including public opinionquestionnaire survey, public meetings and interviews of special groups, individuals andother stakeholders with a focus on the project directly affected people. Before each roundof the consultation, regardless of the form, EA team always provide a brief projectdescription to inform of the public of the project and potential implication of the projectconstruction and operations. The public concerns and opinions received are welladdressed in the EA and, where appropriate, communicate relevant authorities for properresponse and actions as may be needed.

8.3 First Round Public Consultation Results

The first round of public consultation was conducted during March 5 to March 13, 2007.In this round, the EA team introduced the project contents, locations and other projectinformation as well as the potential impacts to the public. Public feedback is sought fortheir concerns and opinions. During the first round of public consultation, 100questionnaires were distributed for each of the project components, in the ring road area,walled area, Weiyanggong, Huxian and other project locations, totaling 700 copies.

The main concerns and responses received from the first round of public consultation aresummarized below:

Resettlement

Concern: while most surveyed as well as stores/shops, institutions and other live, workXIAN EIA 104


or have their businesses in the project affected areas, support the project and are willingto relocate and resettle, they concern the compensation will be fair, paid on time and the

disruption of life will be minimum.

Response: the concern has been passed along the project resettlement action plan RAP

team. As part of the project safeguard preparation and clearance procedure, all affected

will be compensated with the standards fully compliance with the relevant governmentregulations and standards, as well as the World Bank's policies and principles on

involuntary resettlement. All levels of governments and executing agencies have

committed to paying the compensation on time and arrangement resettlement activities so

that the impacts and interruption would be controlled to the minimum. The relocatedhousing will be fully furnished with modern household appliance such as water supply,

toilets, space heating, etc., representing a huge and significant improvement in living

conditions when compared with the current housing.

Construction Noise and Dust

Concern: Some residents, as well as schools, are concerned with the noise and dust

during project construction.

Response: all construction sites near sensitive receptors will take specific mitigationmeasures, including public notice billboards for construction schedule and contact

persons and their telephone numbers, detailed construction management and monitoring

plans, careful locating of noise construction machines, for the sensitive receptors where

noise exceeds the applicable standards, some mitigation measure such as double glazed

windows ahead of time, etc.

Traffic Disruption

Concern: Traffic disruption during construction, including disruption to bus services and

access by non motorized vehicles and access to services and commercial areas.

Response: A detailed traffic management plan will be developed for the construction

roads especially in the urban built up and congested areas where some of the project

components will be located. All project areas will maintain traffic even at the reduced

capacity. Local traffic will be controlled and non local traffic may be restricted and

detoured to other cities. The priority is for local traffic, buses, non motor vehicles.

Operation Time Mitigation

Concern: While over 60% feel the impacts during operation will be acceptable, many

demand mitigation for operational phase be taken to really control the adverse impacts.

Response: There will be a full environmental management plan will detailed and specificmitigation measures for the adverse impacts identified during the EA and for theconcerns raised by the public during the public consultation. There will also be amonitoring program during the implementation stage to ensure the mitigation measureseffective for their intended purposes and to identify any other concerns which may not becovered by the EA so that to take appropriate actions for mitigation.

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Continued Consultation

Concern: Some concerned whether they would have the channels to voice their concernsin the future which they may not be aware today.

Response: In the project EMP, there will be a continued public consultation program inall project components, extended both into the construction and operation phases. Thegeneral public, particularly those who will be directly affected by the project will havethe opportunities and easy access to authorities to express any further concerns they mayhave in the future.

Rehabilitation

Concern: Following construction, all construction waste should be removed from thesite promptly, damaged roads, side walks, greens, and other community facilities berepaired, restored and rehabilitated as needed.

Response: The project EMP will include appropriate measures to ensure project sitesrehabilitation. In fact, the requirements will be included in the bid documents forcontractors and eventually become contractors' contractual obligations.

8.4 Second Round of Public Consultation

The second round of public consultation was conducted after the draft EA reports hadbeen prepared. The main method of consultation included questionnaire survey andinterviews with the relevant cultural authorities. A total of 600 copies of questionnairewere distributed across the city, equivalent to 100 copies in each of the six projectcomponents. A total of 556 completed questionnaires had been returned to the EA team.The basic survey results are shown in Table 8-4-1.

Table 8-4-1 Basic information of Second Round of Public Consultationomponent Road Huxian | Public Weiyanggong Bicycle Airemuion

Item upgrading Road transport site road lane |Time May 10-21,2007

Huxian Project BicycleLocation Urban area project adjacent Weiyangongsite lane Projeact

area area areaMethod Quest ionnaire

No. of copies 100 100 100 100 100 100Returned copies 96 94 87 93 96 90

Occupat Public 31.3% 22.3% 13.8% 24.7% 30.2 22.2%ccat servantion of Teacher 20.8% 21.3% 17.2% 8.6% 12.5% 16.7%

surveye Worker 28.1% 26.6% 28.7% 28.0% 21.9% 27.8%d Farmer 12.5% 28.7% 26.4% 34.4% 27.0% 20.0%

Others 7.3% 1.1% 13.9% 4.3% 11.9% 13.3%Male 54.1% 52.2 % 49.4% 54.8% 58.3% 57.8%

Female 45.9% 47.8% 50.6% 45.2% 41.7% 42.2%

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mponent Road Huxian Public Weiyanggong Bicycle isection

Item upgrading Road transport site road lane stationCollege 36.5% 35.1% 44.8% 32.3% 40.6% 45.6%

education High school 34.4% 26.6% 34.5% 40.9% 41.7% 38.9%Middle and 29.1% 38.3% 20.7% 26.8% 17.7% 15.5%

lower

The responses in the questionnaire survey are summarized in Table 8-4-2.

Table 8-4-2 Public Response of Second Round Consultation

Questionnaire contents Surveyresults

Noise 92%

The biggest environmental concern during Dust 80%construction Vibration 52%

Solid waste 78%

Mitigation during construction

Ban night time construction 82%

N Temporary noise barrier at construction site 78%Noise .

Reasonable routes for night time transportation 76%

Use low noise machinery 72%

Use fence during construction and water spray at the demolition sites 94%

Dust Harden (concrete) construction sites 68%

Truck washing at the exits of construction sites 74%

Mange the construction solid waste and promptly trucked off site 82%others

Construction trucks to avoid residential and cultural relics 84%

Noise 90%The biggest concern during operation Motor vehicle emission 78%

Cultural relics protection 82%

Mitigation measures

Keep speed 76%

Motor vehicle Created dedicated bus lane and increase greens 84%

emission Within 100 m from road no sensitive receptors 58%

Noise absorption pavement 60%

Noise Noise insulation windows 82%

Tree planting and landscaping 88%

Whether satisfied with project management if above Satisfied 80%mitigation measures are taken Basically satisfied 20%

Not satisfied 0

The table shows that basically noise and dust are primary concerns during construction

XIAN EIA 107


time while noise and cultural relics protection are the main concerns of the surveyedpublic for operation phase. The public is generally satisfied with the mitigation proposedby the EA team, the above table shows.

Because part of the project involves national level cultural properties, specific interviewswere made with cultural property administrative authorities to solicit their concerns andopinions on project itself as well as mitigation during construction and operation phases.'These interview programs are summarized in Table 8-4-3.

Table 8-4-3 Interview Program and ResultsTime Location/authority Concerns raised Responses

May 18 Weiyanggong * Construction methods * The road will be added to the top of2007 administration * Effects to Han the existing roads, minimum

dynasty road system excavation into the ground; the* Request to use small drainage system will be installed to

equipment where improve site drainagepossible, minimize * The project will be on the same Hanvibration, use Dynasty road system. No creation ofexperienced the new road alignment. Will notcontractor change the ancient road layout.

Requests noted and will be adoptedMay 17-18 Drum tower * Effects to the view * The bicycle lanes are virtually2007 Bell Tower and protection of the based on the existing roads with

Calligraphy stones cultural relics road improvement. Small amount8th Army * Bicycle lane safety of construction and minimumHeadquarters * If the bicycle lane will impact to cultural properties. The

help tourists bicycle lanes will help reduce* Request to minimize motor vehicle traffic and thus

vibration, construction emissions, noise, vibration in theconducted in phases cultural property areas and helpand good site cultural relics protectionmanagement * Bicycle lanes will be dedicated and

separated from the motor vehiclelanes and pedestrians to ensuresafety

* The bicycle lanes will connectmany tourist attraction sites,provide a healthy, fun andconvenient transportation option

* The requests noted and will beadopted

8.5 Information Disclosure

According to the requirements of relevant environmental laws, regulations andgovernment decrees of China as well as OP4.01 of the World Bank, project informationhas been disclosed to the public. The information disclosure is summarized in Table8-5-1.

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Table 8-5-1 Summary of Information Disclosure

Time Venue Method Content Requirement

May 18/07 Internet Public notice Project information and OP4.01invitation for public Interim Method forcomments and inputs Public Participation

during EIA

May 21/07 Newspaper (Xian Public notice Announce the OP4.01Daily) availability of EIA Interim Method for

reports and invitation for Public Participationpublic comments and during EIAinputs

May 19/07 Xian Public Library EIA report Six draft component OP4.01displays EIA reports have been Interim Method for

placed in the Xian Public Participationlibrary for public review during EIA

May 17/07 Huxian government EIA report The draft Huxian OP4.01and meeting houses display component EIA report Interim Method forof the three project was placed in these Public Participationaffected villages locations for public during EIA

reviewMay 25/07 Xian Public Library CEA report The draft CEA is placed OP4.01

display in the library for public Interim Method forreview Public Participation

during EIA

June, 2007 Xian Public Library CEA report The final CEA report OP4.01

(expected) display will be placed in the Interim Method forlibrary for public review Public Participation

during EIA

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