1.总论
Xingjiang Yining Urban Transport Improvement Project
Environmental Impact Assessment
People’s Government of Yining City
World Bank Loan Yining Urban Transport Project
Project Management Office
February, 2012
Table of contents
Table of contents 1
1. Overview 6
1.1 The background of project 6
1.2 Project Constitution 8
1.3 EIA purpose 10
1.4 Basis of making EIA 11
1.5 EIA category and scope 14
1.6 Pollution control and the aim of environmental protection 16
1.7 EIA standard 26
1.8 EIA period 29
1.9 EIA guidance and method 29
2. Project description 31
2.1 Project Basic Information 31
2. 2 Urban Road Improvement and Construction 34
2.3 Public Transport Improvement 49
2.4 Traffic Management and Road Safety 56
2.5 Institutional Capacity Building 60
3. Project analysis 61
3.1 Positive impacts 61
3.2 Negative impacts and pollution intensity 62
3.3 Environmental impact factors’ identification and assessment factors’ selection 66
4. .Project plans comparison and selection 69
4.1. Project plans comparison and selection 69
4.2 Comparisons of urban road improvement and construction plans 70
4.3 Comparison and selection of public transport improvement plans 84
5. Overview Environment in project site 91
5.1 Natural environment 91
5.3 Cultural relics along project site 105
5.4 Urban master planning of Yining city 105
5.5 Environmental function zoning 107
6. Current Environmental Quality Survey and Assessment 110
6.1 Present situation of air environmental quality 110
6.2 The surface water environment quality status and assessment 111
6.3 Acoustic environmental quality’s present situation investigation and assessment 112
6.4 The ecological environment Present situation’s investigation and assessment 121
7. Environmental impact prediction and mitigation measures during construction period 129
7.1 The impact of Land acquisition and houses removal, the related mitigation measures 129
7.2 Social impact assessment and mitigation measures 132
7.3 Impacts assessment on urban ecological environment and mitigation measures 136
7.4 The noise impacts analysis and mitigation measures 138
7.5 Air impact analysis and mitigation measures 144
7.6 Water environment impact analysis and mitigation measures 146
7.7 Solid waste impact analysis and mitigation measures 147
7.8 Vibration impact analysis and mitigation measures 149
8. Environmental impact prediction and mitigation measures during operation period 150
8.1 Social impact assessment and mitigation measures 150
8.2 The noise impacts analysis and mitigation measures 151
8.3 Air impacts analysis and mitigation measures 166
8.4 Urban landscape impacts analysis and mitigation measures 170
8.5 Water impacts analysis and mitigation measures 171
8.6 Vibration impacts analysis and mitigation measures 173
8.7 Solid waste impacts analysis and mitigation measures 174
8.8 Risk assessment and prevention measures 175
8.9 Indirect impacts 183
8.10 Cumulative impacts 183
9. Public Participation 184
9.1 The Objective and Significance of Public Participation 184
9.2 Principle and Methods of Survey 184
9.3 The first public participation’s survey result and analysis 184
9.4 The second public participation’s survey result and analysis 187
9.5 Public notification disclosure 187
9.6 Public feedback 190
10. Environmental management and monitoring plan 192
10.1 The obligation and arrangement of environmental management agency 192
10.2 Environmental impacts mitigation measures 195
10.3 Environmental monitoring plan 211
10.4 Completion acceptance for environmental engineering 217
10.5 Training plan and budge 218
10.6 Environmental investment estimation 220
10.7 Reporting system and requirements 221
11. Economic analysis 222
11.1 Social benefits 222
11.2 Economic benefits 223
11.3 Environmental benefits 224
11.4 Conclusion 224
12. Environmental Impact Assessment Conclusion 224
12.1 Overview of project 224
12.2 EIA conclusion for current environmental condition on site 224
12.3 The compliance analysis with industrial policy and plan, and project site selection analysis 224
12.4 Environmental impacts prediction conclusion and related prevention measures 224
12.5 Public participation 224
12.6 Environmental management and monitoring plan 224
12.7 General conclusion 224
12.8 Suggestion and requests 224
Annex：
1. Letter of authorization
2. The notification document of setting up the Project Steering Group for proposing IBRD project
3. Investigation table of public participation
Attached drawing：
Drawing 2.1-1 Geographic locations
Drawing 2.2-1 General layout
Drawing 5.4-1 Yining city urban master planning concerning project site’s location
Drawing 5.5-1 Yining city Air functional zoning map
Drawing 5.5-2 Yining City Noise function zoning map
1. Overview
1.1 The background of project
Yining city is the biggest city among those cities that adopt the opening policy in the west area of China. It is the capital city of Ili Kazakh Autonomous Prefecture, as well as the center of economy, politics and culture of Ili Kazakh Autonomous Prefecture. The State Council of PRC approved Yining city to be the Open Border City, which is the center city to connect Port of E:\Application Data\Microsoft\Program Files\Yodao\DeskDict\resultui\queryresult.htmlKhorgas, Dulata and Muzart.
During the period of Chinese national “the twelfth five-year plan”, the continuous big support will be given to the Chinese west area on the aspect of capital, project distribution and policies etc. Chairman Hu Jintao indicated clearly in the report of the seventeenth meeting of Communist Party of China (CPC) that the continuously carry out the regional development strategy, deeply push the west area’s development task. So the national macropolicy bring the wide development opportunities for the infrastructure in the town of Chinese west area.
In March 2010, the new turn of detailed aid task for Xinjiang provincial development has began to be carried out after the national meeting for Corresponding aiding the development of Xinjiang province closed in Beijing. It has been brought forward in the national meeting concerning Xinjiang provincial development that two economic cooperation zone will be individually set up in kaishi and Korgas; the priority policy and flexible development measures will be given for developing the two zones to be the “new west opening windows” of China towards the world, as well as the new economic increasing point in Xinjiang province. After the national meeting, investments’ trend is shown in Xinjiang economic zone, which can be generalized to be “the industrial upgrade can be made from zone to area, from way to network, from the town to cities”. In the next few years, the product assembling and processing base, the exported and imported products collecting and distributing centre, physical distribution and the international trading center will be built in Yining city.
Following the enlargement of urban area and the continuously increasing population, as well as the living standard’s continuous improvement in Yining city, the infrastructure of Yining city has fallen behind the economic development and has limited the urbanization, as well as the steady and rapid development of Yining city in a certain extent. Now the district road network in Yining city has basically formed to be the combination of ring road with radiation road. The structure of road network system has been basically formed, but the system is not complete that result in the big traffic pressure from trip and freight transport on the No.218 provincial road, and the serious traffic jam of Jiefang Road and Ahemaitijiang Road in urban area. That is due to the infrastructure can not match the quick development and demand of economic cooperation zone and continuously enlarged urbanization. Now the district road network is not systematic. In Dongcheng district the educational base of Yining city are on construction, but the related infrastructure construction are totally lacked now. Now there is the conflicts between the old infrastructures and the social development of Yining city. The real action must be take to solve the problem and promote the local sustainable development on economy, society and environment.
In addition, the Public Transportation system in Yining also can not satisfy the local development demand, for example, very decrepit buses, unreasonable distribution of bus station, no priority or exclusive bus lane on the road, too long time for passenger to go to station and wait for bus. Most local inhabitants’ trip distance to bus station is unreasonable. All these result in the low level service of Public Transportation, and unwillingness for public to take bus, the dull traffic management methods and lack of modern traffic management facilities. Now the developing Yining city needs the high efficient, safe and reliable traffic management system to match its ongoing quick development.
Following the execution of the Yining city’s layout and construction objective, the improvement of road network, public transportation system and traffic management, etc become the urgent task to be carried out. Under the guidance of The Overall Urban Development Strategy, the task should be carried out for the purpose of building the continuously developing Urban Traffic System, enhancing the efficiency of traffic system to match the urban area, the economic cooperation zone and the further development of Dongcheng district in Yining.
So Yining city plan to utilize the World Bank Group loan with the name of IBRD Flexible Loan (IFL) to improve the infrastructure of Yining city. The initial project scope will include the following four components (with the specific size of the components/subcomponent subjected to change during project preparation): Component 1: Urban Road Improvement and Construction.
Component 2: Public Transport Improvement.
Component 3: Traffic Management and Road Safety.
Component 4: Institutional Capacity Building.
The total investment is up to 1,327,760,500 RMB, with an IBRD loan of US$ 100 million (one hundred million US dollars). Other capital except IBRD loan will be collected by local government. The Feasible Study Report (FSR for NDRC checking version) of YINING URBAN TRANSPORT IMPROVEMENT PROJECT has been made in Dec.2011.
In August 2010, The world bank loan Xinjiang province Yining city traffic improvement Project Management Office (PMO) has assigned the Xinjiang Environmental Technology Consulting Center to undertake the EIA of XINJIANG YINING URBAN TRANSPORT IMPROVEMENT PROJECT(hereinafter refer to “project”) according to following regulation and code: Ordinance on Administration for Environmental Protection of Construction Projects(No. 253 Decree of the State Council), Law of the People's Republic of China on Environmental Impact Assessment, The EIA relevant documents for the projects that utilize international financial organization loan, and the world bank’s relevant rules. The EIA agency should finish the project’s EIA report based on the sufficient survey and monitoring work of proposed project, and then send the EIA report for relatively authorized approval.
1.2 Project Constitution
The proposed project is XINJIANG YINING URBAN TRANSPORT IMPROVEMENT PROJECT that plan to utilize the IBRD loan. The main components of the project construction include:
Component 1: Urban Road Improvement and Construction.
Component 2: Public Transport Improvement.
Component 3: Traffic Management and Road Safety.
and Component 4: Institutional Capacity Building.
The detailed project location and components can be referred in the following Figure1.2-1 and Table 1.2-1.
Table 1.2-1 project components
|No. |Components |Construction works |
|1 |Urban Road Improvement |Build 25 roads with totaling 72.39km, include the improvement of selected urban roads in |
| |and Construction |the existing road network, totaling 30.38 km; and construction of 15 new urban roads, |
| |[pic] |totaling 42.01 km, and the auxiliary drainage, greening and lighting works,etc; and |
| | |procurement of 68 units of road maintenance machinery, 4800 units of garbage collection |
| | |bins. |
|2 |Public Transport |construction of 7 public transportation facility stations, including 2 bus depots, 3 |
| |Improvement [pic] |public transport hubs, 2 bus terminals; procurement of 250 new buses. |
|3 |Traffic Management and |traffic monitoring system, traffic lights with the regional signal control system, |
| |Road Safety [pic] |introducing an integrated corridor improvement approach on the construction of Jiefang |
| | |Road and Ahemaitijiang Road and Airport Road |
|4 |Institutional Capacity |Consulting, training, thematic studies and auxiliary equipments |
| |Building | |
|Note : |[pic] |Air monitoring point |
| |In Figure1.2-1 | |
| |[pic] |The surface water monitoring section |
| |In Figure1.2-1 | |
1.3 EIA purpose
（1）Make a survey, monitoring and assessment on the social environment, urban ecology, air, acoustic condition. To have an overall understanding of environmental quality of project area.
（2）Make the quantitative analysis and qualitative analysis on all kinds of environmental impacts aroused during the project construction and operation period. And then make the related description, prediction and assessment for future environmental impacts’ scope and intensity.
（3）To confirm whether or not the project is feasible on aspect of environmental protection, to make the environmental protection management plan and environmental monitoring plan, to bring forward a workable environmental protection measures and suggestions and feedback this to the designing agency to reduce those environmental negative impacts to the lowest level, and finally successfully achieving the goal of project development and environmental protection’s coordinating development.
（4）Make the public participate in the assessment to redeem the possible neglect and omit in the EIA process. Then the project planning, design and environmental management can become more complete and reasonable. The EIA work should try to realize the common optimization on environmental benefit, social benefit and economic benefit during project’s construction and operation period
1.4 Basis of making EIA
1.4.1 China's environmental protection laws and regulations
The domestic and local laws and regulations that are based for this EIA are shown in Table 1.4-1
Table 1.4-1 The domestic and local related laws and regulations
|No. |Title |Document No. |Time of come |
| | | |into force |
|1 |Environmental Protection law of the People’s Republic of China |7th Meeting of 11th NPC |1989-12-26 |
|2 |The Law of the People's Republic of China on Environmental |30th Meeting of 9th NPC |2003-09-01 |
| |Impact Assessment | | |
|3 |The Law of the People's Republic of China on the Prevention and|15th Meeting of 9th NPC |2000-09-01 |
| |Control of Atmospheric Pollution | | |
|4 |The Law of the People's Republic of China on the Prevention and|32th Meeting of 10th NPC |2008-06-01 |
| |Control of Water Pollution | | |
|5 |The Law of the People's Republic of China on the Prevention and|22nd Meeting of 8th NPC |1997-03-01 |
| |Control of Acoustic Pollution | | |
|6 |The Law of the People's Republic of China on the Prevention and|13th Meeting of 10th NPC |2005-04-01 |
| |Control of solid waste Pollution | | |
|7 |Water Law of the Peoples Republic of China |29th Meeting of 9th NPC |2002-10-01 |
|8 |The Law of the People's Republic of China on Water and Soil |18th Meeting of 11th NPC |2011-03-01 |
| |Conservation | | |
|9 |The People's Republic of China on road traffic safety |31st Meeting of 10th NPC |2004-5-1 |
|10 |Classified Management Lists for Environmental Protection of |No.2 Decree of the Ministry of |2008-10-01 |
| |Construction Projects |Environmental Protection | |
|11 |Traffic management measures of environmental protection of |Traffic department[2003] No.5 | |
| |construction projects | | |
|12 |Interim Procedure on the Public Participation In Environmental |HuanFa[2006]No. 28 |2006-03-18 |
| |Impact Assessment | | |
|13 |Abrupt environment affairs emergency plan the provisional |HuanFa[2010] No.113 |2010-09-28 |
| |measures | | |
|14 |Notice of EIA on environmental noise of highway, rail |HuanFa [2003] No.94 |2003-05 |
| |(including light rail), and other construction projects | | |
|15 |Environmental Protection Regulations of Xinjiang |Xinjiang Region Government |2005-05-27 |
|16 |Xinjiang Government’s notice of Key Prevention Zones, |Xinjiang government |2000-10-31 |
| |Monitoring Zones and Remediation Zones of Soil Erosion | | |
|17 |Water Environmental Function Zoning of Xinjiang |Xinjiang government |2002-12 |
|18 |Ecological Zoning of Xinjiang |Xinjiang government |2004-04-21 |
|19 |Yili River watershed ecological environment protection |4th Meeting of 12th NPC in Yili |2011-02-19 |
| |regulations | | |
1.4.2 Policies of the World Bank
After the compliance comparison with Safeguard Policies of the World Bank, the related rules for the project are as follows:
（1）OP 4.01（Environmental Assessment）；
（2）OP 4.12 （Involuntary Resettlement）；
（3）OP 4.10（Indegenous People）；
（4）OP 4.11（Physical Cultural Resources）；
（5）BP17.50（Information Disclosure）；
（6）Environmental health and safety general guidelines
（7）Oil retail operations health and safety and environmental guidelines
1.4.3 The EIA report drafting relevant technical regulations
SEE TABLE1.4-2。
Table1.4-2 EIA Technical Guidelines and Standards
|No. |Title |Document No. |Date of coming into |
| | | |force |
|1 |Technical guidelines for environmental impact assessment-General |HJ/T2.1-2011 |1994-4.-1 |
| |principles | | |
|2 |Technical guidelines for environmental impact assessment- |HJ2.2-2008 |2009-4-1 |
| |Atmospheric environment | | |
|3 |Technical guidelines for environmental impact assessment- Surface |HJ/T2.3-93 |1994-4-1 |
| |water environment | | |
|4 |Technical guidelines for noise impact assessment |HJ2.4-2009 |2010-4-1 |
|5 |Technical guidelines for environmental impact assessment- |HJ19-2011 |2011-9-1 |
| |Ecological environment | | |
|6 |Technical guidelines for environmental impact assessment- |HJ610-2011 |2011-6-1 |
| |Underground water | | |
|7 |Technical Guidelines for Environmental Risk Assessment on Projects|HJ/T169-2004 |2004-12-11 |
|8 |Technical Code on Comprehensive Control of Soil Erosion |GB/T16453.1~6-2008 |2009-2-1 |
|9 |Standards for Classification and Gradation of Soil Erosion |GB50433-2008 |2008-7-1 |
|10 |Highway construction projects environmental impact assessment |JTG B03-2006 |2006-5-1 |
| |standard | | |
|11 |Highway environmental protection design standard |JTG B04-2010 |2010-7-1 |
|12 |City road design standard |CJJ37-90 |1991-8-1 |
|13 |Land use index of Highway construction projects |Jianbiao[1999]278号 |2000-1-1 |
|14 |Standards for Classification and Gradation of Soil Erosion |SL190-2007 |2008-4-4 |
|15 |Designing and construction code for gasoline and CNG station |GB/T50156-2002 |2002-7-1 |
|16 |Soil and water loss prevention standards for project development |GB50434-2008 |2008-7-1 |
| |and construction | | |
|17 |Environmental Quality Standard for Surface Water |GB3838-2002 |2002-6-1 |
|18 |Environmental Quality Standard for underground Water |GB/T14848-93 |1994-10-1 |
|17 |Standards for irrigation water quality |GB5084-2005 |2006-11-1 |
|18 |Ambient Air Quality Standard |GB3095-1996 |1996-10-1 |
|19 |Environmental quality standards for noise |GB3096-2008 |2008-10-1 |
|20 |Integrated Wastewater Discharge Standard |GB8978-1996 |1998-1-1 |
|21 |Noise Limits for Construction Site |GB12523-90 |1991-3-1 |
|22 |Integrated Emission Standard of Air Pollutants |GB16297-1996 |1997-1-1 |
|23 |Standard of environmental vibration in urban area |STANDARD OF ENVIRONMENTAL |1989-7-1 |
| | |VIBRATION IN URBAN AREA | |
|24 |Emission Standard of Air Pollutants for Coal-fired Boiler |DB65/2154-2010 |2010-10-1 |
|25 |Standard for Pollution Control on the Storage and Disposal Site |GB18599-2001 |2002-1-1 |
| |for General Industrial Solid Waste | | |
1.4.4 Planning document
Outline of 12th five-year plan on national economy and social development in Yining city
Outline of Urban Master Plan of Yining city(2008-2030)；
Outline of Yining municipal Infrastructure improvement according to 12th five-year plan
Yining city environment functional zoning
1.4.5 Technical documents
（1）Letter of Authorization，2011.8；
（2）Proposal of XINJIANG YINING URBAN TRANSPORT IMPROVEMENT PROJECT that plan to utilize the IBRD Flexible Loan, edited by Xinjiang municipal institute of architectural design Co., LTD.
（3）Approval for Proposal of XINJIANG YINING URBAN TRANSPORT IMPROVEMENT PROJECT that plan to utilize the IBRD Flexible Loan, XinFagaiWaizi【2011】No.3760
（4）Project feasibility study report, made by Xinjiang municipal institute of architectural design Co., LTD.
（5）The notification on printing “the interim of Yining rural inhabitants’ removal and resettlement management”
1.5 EIA category and scope
1.5.1 EIA category according to OP4.01 of World Bank
In light of the “Circular about Strengthening the Management of Environmental Impact Assessment for Construction Projects Funded by the International Financial Organizations” (HuanJian[1993]No. 324) and requirements on EIA in OP4.01 of the World Bank Safeguard Policies, combining the consideration that pollutant and pollution resources’ intensity, as well as the regional environmental condition, in general speaking, the period of such project is short. Mature and reliable techniques are often applied to such project. The pollutant emissions are easy to control and the affected area is limited. Therefore, Category B of EIA is required for this project.
1.5.2 The domestic EIA category and scope
The domestic EIA category is different from the World Bank’s EIA category procedure. In china, there are three Grades for EIA according to characteristics of project and regional environment. According to the Technical guideline for environmental impact assessment, the EIA items and grades for different components of the project are as Table 1.5-1.
In light of no negative impacts from Institutional Capacity Building, EIA scope covers only other three project components.
Table 1.5-1 EIA category for project components
|No. |Components |EIA items |Grade |The phenomenon EIA category depends on |
|1 |Urban Road |Ambient air |Ⅲ |The dust raised during the construction will make the |
| |Improvement and | | |temporary negative impact, as well as the emission of |
| |Construction | | |vehicle tail gas. |
| | |Ecological |Ⅲ |Impact scope＜20km2，，ordinary region |
| | |environment | | |
| | |Surface water |Ⅲ |The sewage discharge amount is small, mainly is domestic|
| | | | |waste water with less intensity, which finally discharge|
| | | | |into municipal pipe. |
| | |Acoustic environment|Ⅲ |Most of project site locate in the urban area with the |
| | | | |acoustic standard’s requirement of 55-70dB（A） |
|2 |Public Transport |Ambient air |Ⅲ |The dust raised during the construction will make the |
| |Improvement | | |temporary negative impact, as well as the emission of |
| | | | |vehicle tail gas. |
| | |Ecological |Ⅲ |Impact scope＜20km2，，ordinary region |
| | |environment | | |
| | |Surface water |Ⅲ |The discharge amount ＜200m3/d, the content of waste |
| | | | |water is simple, after discharging into the municipal |
| | | | |pipeline, the sewage will be treated in waste water |
| | | | |plant |
| | |Acoustic environment|Ⅲ |The project component locates in the suburb. The noise |
| | | | |is mainly due to the construction and operation. |
|3 |Traffic Management |Ambient air |Ⅲ |The dust raised during the construction will make the |
| |and Road Safety | | |temporary negative impact. |
| | |Ecological |Ⅲ |Impact scope＜20km2，，ordinary region |
| | |environment | | |
| | |Surface water |Ⅲ |The sewage discharge amount is small, mainly is domestic|
| | | | |waste water with less intensity, which finally discharge|
| | | | |into municipal pipe. |
| | |Acoustic environment|Ⅲ |。 |
| | | | |Project site locate in the urban area with the acoustic |
| | | | |standard’s requirement of 55-70dB（A） |
According the related guidance, the project EIA scope can be determined in Table 1.5-2.
Table 1.5-2 Project components’ EIA scope
|No. |Components |EIA ITEM |scope |Remark |
|1 |Urban Road Improvement |Ambient air |Within 200m from both sides of central line of road. | |
| |and Construction | | | |
| | |Ecological |Within 300m from both sides of central line of road. | |
| | |environment | | |
| | |Surface water |Merely analysis of qualified discharge, without | |
| | |Acoustic environment|Within 200m from both sides of central line of road. | |
| | |Vibration |Within 50m from both sides of central line of road. | |
| | |landscape |Within 200m from both sides of central line of road. | |
|2 |Public Transport |Ambient air |00m outside of bus service facility stations, 5000m | |
| |Improvement | |outside of CNG station | |
| | |Ecological |10m outside of bus service facility stations | |
| | |environment | | |
| | |Surface water |no scope defined, Merely analysis of qualified discharge | |
| | |Acoustic environment|10m outside of bus service facility stations | |
|3 |Traffic Management and |Ambient air |Within 200m from both sides of central line of road. | |
| |Road Safety | | | |
| | |Ecological |Within 300m from both sides of central line of road. | |
| | |environment | | |
| | |Surface water |no scope defined, Merely analysis of qualified discharge | |
| | |Acoustic environment|Within 200m from both sides of central line of road. | |
1.6 Pollution control and the aim of environmental protection
1.6.1 The objective of pollution control
The project aims to build and improve the urban transport facility. The pollutant emission during the period of construction and operation must be controlled and prevented.
（1）During the construction period, the noise of machinery, dust raised by transportation vehicle, construction waste, vibration, resettlement and traffic safety should be controlled especially.
（2）During the operation period, the object of pollution control should be focused on the tail gas, traffic noise and traffic safety.
In consideration of project’s characteristic, and the feature of natural environment and social environment where the project locate, the main focuses of EIA for this project are: ecological environment assessment and social assessment during construction, acoustic and ambient air environment assessment during operation period. At the same time, the feasible environment protection measures and environment management plan must be put forward.
1.6.2 The environment protection objectives
The objectives’ selection principles are as follows:
①Both sides of road concerning with the project
②The first row of building along the road is the main object
③The functional buildings mainly are concern with school, hospital, hotel, dwelling houses, company and governmental public serving branch.
The detailed contents of environmental protection are as follows：
● Avoid the decrease of acoustic environmental quality and ambient air quality impacted by the project’s construction and operation.
● Mitigate the negative impact of resettlement arose by the project to the lowest level. Practically protect the public’s rights and benefits.
● Protect the vegetation, soil and other ecological environment along the road. Adopt the relevant environmental recover and mitigating measure to lessen the damage level on ecological environment.
● Control the pollution aroused by rain runoff. Protect the surface water from the pollution.
● Pollution control for vehicle vibration. Protect the building along the project from the vibration.
The environmental protection objective can be referred to Figure 1.6-1.
1.6.2.1 The objective of ambient air environment protection and acoustic environment protection
The component 1 concern the construction of 25 roads with totaling 72.39km, include the improvement of selected urban roads in the existing road network, totaling 30.38 km; and construction of 15 new urban roads, totaling 42.01 km, totaling 72.39km, The environmental sensitivity points mainly exist on the reconstruction and extend road project. For the new building road, there are less environmental sensitivity points. The details are shown in the following Table 1.6-1.
Table 1.6-1 The objective of ambient air environment and acoustic environment protection of Component 1.
|No. |Road or street |Name |The distance |No. of |floors |households |No.of |Details |
| | | |away from the |house | | |windows | |
| | | |central line |along the | | |along the | |
| | | |（m） |road | | |road | |
|1 |Xinhua east |village of |30 |60 |1 |60 |120 |One-storey with |
| |Road |haerdun | | | | | |concrete-timber |
| | |huaguoshan | | | | | |structure |
|2 | |The fourteenth |80 |3 |3 |- |54 |35 classes with 1700 |
| | |junior high | | | | | |students and 120 |
| | |school | | | | | |teachers or school |
| | | | | | | | |staff. 500 persons |
| | | | | | | | |stay in dormitory. A |
| | | | | | | | |forest belt built by |
| | | | | | | | |two schools together.|
| | | | | | | | |A Two-storey building|
| | | | | | | | |in the middle; a |
| | | | | | | | |single-storey house |
| | | | | | | | |on the left and a |
| | | | | | | | |three-storey building|
| | | | | | | | |on the right. |
|3 | |Ge er dun xiang|30 |80 |1 |80 |160 |single-storey house, |
| | |ji ge lang | | | | | |concrete-timber |
| | |village | | | | | |structure, no forest |
| | | | | | | | |belt and surround |
| | | | | | | | |wall |
|4 | | |40 |2 |1 |- |18 |16 classes with 800 |
| | |Ge er dun town | | | | | |student, and 74 |
| | |No.29 | | | | | |school staff. Have |
| | |elementary | | | | | |surround wall. |
| | |school | | | | | | |
|5 | |Ji li ge lang |35 |1 |2 |- |12 |two-storey |
| | |town bilingual | | | | | |masonry-timber |
| | |kindergarten | | | | | |structure, none in |
| | | | | | | | |dormitory at night. |
|6 |West ring road |Hanbin town 4th|30 |25 |1 |25 |50 |Single-storey house, |
| | |group 2 team | | | | | |the first row is |
| | | | | | | | |shop, other three |
| | | | | | | | |rows are residence. |
|7 | |Jian yuan |55 |8 |6 |48 |144 |six-storey building |
| | |xintiandi | | | | | |on construction |
| | |apartment | | | | | | |
|8 | |Shudong crystal|55 |9 |6 |54 |162 |six-storey building |
| | |apartment | | | | | |on construction |
|9 | |Wutong lijing |55 |4 |6 |24 |72 |six-storey building |
| | |apartment | | | | | |on construction |
|10 | |No. 19 junior |100 |2 |3 |2 |42 |20 classes with 1200 |
| | |high school | | | | | |student, and 105 |
| | | | | | | | |school staff. |
| | | | | | | | |Surround wall and |
| | | | | | | | |forest belt. |
|11 | |Nongsishi |110 |1 Face |2 |- |Face |11 staff, 90 the |
| | |asylum for the | |directly( | | |directly 24 |aged, 2 two-storey |
| | |aged | |to project| | | |buildings |
| | | | |site) | | | | |
| | | |110 |1 side |1 |- |side towards| |
| | | | |towards | | |10 | |
| | | | |(project | | | | |
| | | | |site) | | | | |
|12 | |Yajuyuancheng |30 |3 |4 |12 |36 |One New-built |
| | |apartment | | | | | |six-storey buildings,|
| | | | | | | | |and 2 four-storey |
| | | | | | | | |existed building |
|13 | |Kangju |30 |3 |6 |18 |108 |Six-storey buildings,|
| | |yuancheng | | | | | |side towards the |
| | |apartment | | | | | |project site. |
|14 | | | | | | | | |
|15 | |Shijijiayuan |50 |19 |6 |114 |342 |Six-storey buildings,|
| | |apartment（AB | | | | | |side towards the |
| | |district） | | | | | |project site. |
|16 | |Jiangnan |50 |7 |6 |42 |126 |Six-storey buildings,|
| | |chuncheng | | | | | |side towards the |
| | |apartment | | | | | |project site. |
|17 | | | | | | | | |
|18 |Guangming |Nageerqi |20 |80 |1 |80 |160 |有商铺 single-storey |
| |street |community | | | | | |house, shops along |
| |extension | | | | | | |with road |
|19 |No. 11 |Ronghuayuan |20 |2 |6 |30 |90 |8 six-storey |
| |community’s |community | | | | | |building, 4 along the|
| |road | | | | | | |street. |
|20 | |Tianshan lijing|20 |3 |6 |24 |72 |3 six-storey |
| | |community | | | | | |building, 1 along the|
| | | | | | | | |street |
|21 | |Yining shiyan |20 |1 |4 | |face |17 classes with 500 |
| | |elementary | | | | |directly48 |student, and 52 |
| | |school | | | | | |school staff. |
| | | | | | | | |surround wall and |
| | | | | | | | |forest belt |
| | | |10 |2 |- |- |face | |
| | | | | | | |directly6 | |
|22 | |Yining yifu |110 |- |- |- |- |36classes with 1700 |
| | |elementary | | | | | |student and 110 |
| | |school | | | | | |school staff. The |
| | | | | | | | |school room lie No. 3|
| | | | | | | | |row of building |
|23 | |No. 11 |20 |4 |6 |24 |72 |4 buildings along the|
| | |community | | | | | |street, side towards |
| | | | | | | | |project site |
|24 | |The dwelling |20 |4 |6 |24 |72 |Multi storey building|
| | |houses for | | | | | |on construction, side|
| | |staff of Yili | | | | | |towards |
| | |worker’s | | | | | | |
| | |training school| | | | | | |
|25 | |Dushi tianyuan |20 |5 |6 |30 |90 |Five buildings along |
| | |community | | | | | |street without forest|
| | | | | | | | |belt, |
| | | | | | | | |masonry-concrete |
| | | | | | | | |structure |
|26 | |aoyun jiayuan |20 |2 |6 |30 |90 |buildings along |
| | |apartment | | | | | |street without forest|
| | | | | | | | |belt, |
| | | | | | | | |masonry-concrete |
| | | | | | | | |structure face |
| | | | | | | | |project site directly|
|27 |Airport road |e er dun xiang |20 |10 |1 |10 |20 |Concrete-wood |
| | |bayikule | | | | | |structure, single |
| | |village | | | | | |storey house without |
| | | | | | | | |forest belt |
|28 | |Yili shiyan |190 |1 |4 |- |48 |32 classes with 1500 |
| | |junior high | | | | | |students and 100 |
| | |school | | | | | |school staffs, among |
| | | | | | | | |which 1300 stay in |
| | | | | | | | |dormitory |
|29 | |Yili teacher’s |100 |1 |3 |- |30 Face |2500 students，300 |
| | |college(Yili | | | | |directly |teachers，with |
| | |medium level | | | | | |surround wall and new|
| | |occupation | | | | | |building |
| | |training | | | | | | |
| | |school) | | | | | | |
| | | |30 |1 |6 |- |face | |
| | | | | | | |directly | |
| | | | | | | |90 | |
|30 | |Yili technician|60 |- |4 |- |face | 32 classes with 1500|
| | |training school| | | | |directly 60 |students and 100 |
| | | | | | | | |school staffs, among |
| | | | | | | | |which 1300 stay in |
| | | | | | | | |dormitory, with |
| | | | | | | | |surround wall and |
| | | | | | | | |forest belt |
|31 | |Dwelling for |20 |3 |6 |36 |108 |Three-level street |
| | |No. 703 team of| | | | | |with 8.5m width of |
| | |nonferrous | | | | | |subgrade, 6 storey |
| | |metal | | | | | |masonry-concrete |
| | |geological | | | | | |structure， 2 |
| | |exploitation | | | | | |buildings along the |
| | |bureau | | | | | |street, face the |
| | | | | | | | |project sire directly|
|32 |Shengli street |Yili foreign |90 |1 |3 |- |face |5 classes，300 |
| |extension |language Shiyan| | | | |directly69 |students；250 |
| | |school | | | | | |students in |
| | | | | | | | |dormitory；surround |
| | | | | | | | |wall and forest belt |
|33 | |geerdun town |30 |40 |1 |40 |80 |Panjin road, subgrade|
| | |bayikule | | | | | |width 8.5m, forest |
| | |village | | | | | |belt, concrete-timber|
| | | | | | | | |structure |
|34 | |zhongyuan |40 |4 |6 |24 |72 |Panjin road, subgrade|
| | |unified | | | | | |width 8.5m, forest |
| | |dwelling | | | | | |belt, 6 storey |
| | | | | | | | |masonry-concrete |
| | | | | | | | |structure， |
| | | | | | | | |multi-storey building|
| | | | | | | | |on construction |
|35 | |e err dun town |30 |38 |1 |38 |76 |earth road with 12m |
| | |ying a ya ti | | | | | |width，surround wall|
| | |village | | | | | | |
|36 |Laoer road |e er dun town |25 |10 |1 |10 |20 |Village side towards |
| | |huaguoshan | | | | | |project, no road, |
| | |village | | | | | |concern resettlement,|
|38 | |e er dun xiang |25 |15 |1 |15 |30 |Village side towards |
| | |dongliang | | | | | |project, no road, |
| | |village | | | | | |concern resettlement,|
|39 |Dongliang |e er dun town |23 |40 |1 |40 |80 |Three-level road, |
| |street |dongliang | | | | | |8.5m width subgrade. |
| |extension |village | | | | | |No forest belt, |
| | | | | | | | |one-storey house, |
| | | | | | | | |concrete-timber |
| | | | | | | | |structure, |
| | | | | | | | |resettlement |
| | | | | | | | |concerned |
|40 |Laojiu road |E er dun town |20 |60 |1 |60 |120 |7m tar road with |
| | |hua guo shan | | | | | |width of |
| | |village | | | | | |25，one-storey house |
| | | | | | | | |，face project |
| | | | | | | | |directly |
|41 |Laoyi road |kebokeyu town |30 |45 |1 |45 |90 |Subgrade 7m， west |
| | |tuanjie village| | | | | |side 3 rows of |
| | | | | | | | |poplar，east side 2 |
| | | | | | | | |rows of |
| | | | | | | | |poplar，concrete-timb|
| | | | | | | | |er structure, |
| | | | | | | | |resettlement |
| | | | | | | | |concerned |
|42 | |Yili |30 |25 |1 |25 |50 |Subgrade 7m， west |
| | |agricultural | | | | | |side 3 rows of |
| | |science | | | | | |poplar，east side 2 |
| | |institution | | | | | |rows of |
| | | | | | | | |poplar，concrete-timb|
| | | | | | | | |er structure, |
| | | | | | | | |resettlement co |
| | | | | | | | |concerned |
|43 |Xincun road |bayan daichun |30 |40 |1 |40 |80 |6m，forest belt on |
| | |No.5 team | | | | | |both side of village |
| | | | | | | | |houses，side towards,|
| | | | | | | | |resettlement |
| | | | | | | | |concerned |
|44 | |bayandai |70 |2 |1 | |30 |95 teachers, 1192 |
| | |central | | | | | |students, surround |
| | |elementary | | | | | |wall and forest belt |
| | |school | | | | | |，new building |
|47 | |Bayandai new |30 |50 |1 |50 |100 | Three rows of |
| | |village | | | | | |single-storey houses |
| | | | | | | | |on both sides, the |
| | | | | | | | |road width 5m. the |
| | | | | | | | |resettlement |
| | | | | | | | |concerned |
|48 | |Bayandai new |40 |1 |1 |- |18 face |15 classes，35 |
| | |village | | | | |directly |teachers，350 |
| | |elementary | | | | | |students |
| | |school | | | | | | |
| | | |10 |2 |1 |- |Side | |
| | | | | | | |towards24 | |
|49 |Wuhan road |Bayandai |23 |80 |1 |80 |160 |Single-storey on both|
| | |village No.1 | | | | | |side, with forest |
| | |team | | | | | |belt, the |
| | | | | | | | |resettlement |
| | | | | | | | |concerned |
|50 |Xihuanbei |Wulasitai |35 |5 |1 |5 |10 |Single-storey house, |
| |road‘s |village | | | | | |forest belt, |
| |extension | | | | | | |resettlement |
| | | | | | | | |concerned |
|51 | |Wulasitai |35 |5 |1 |5 |10 |single-storey house, |
| | |village No.4 | | | | | |with forest belt,no |
| | |team | | | | | |road resettlement |
| | | | | | | | |concerned |
|52 | |Wulasitai |35 |10 |1 |10 |20 |single-storey house, |
| | |village No.6 | | | | | |with forest belt,no |
| | |team | | | | | |road resettlement |
| | | | | | | | |concerned |
|53 |Daobeiwei No.1 |Wulasitai |21 |5 |1 |5 |10 |single-storey house, |
| |Road |village No.4 | | | | | |with forest belt,no |
| | |team | | | | | |road resettlement |
| | | | | | | | |concerned |
|54 |Daobeiwei No.2 |Wulasitai |25 |5 |1 |5 |10 |single-storey house, |
| |Road |village | | | | | |with forest belt,no |
| | | | | | | | |road resettlement |
| | | | | | | | |concerned |
|55 |Daobeiwei No.3 |Wulasitai |30 |15 |1 |15 |30 |single-storey house, |
| |Road |village No. 5 | | | | | |with forest belt,no |
| | |team | | | | | |road resettlement |
| | | | | | | | |concerned |
|56 |Guangdong Road |Hanbin village |28 |40 |1 |40 |80 |single-storey house, |
| | |No.6 team | | | | | |with forest |
| | | | | | | | |belt,rural earth |
| | | | | | | | |road, resettlement |
| | | | | | | | |concerned |
|57 |Xinhua west |Dunmaili |70 |1 |2 |- |30 |6 classes，200 |
| |road extension |elementary | | | | | |students, 35 |
| | |school | | | | | |teachers，plan to |
| | | | | | | | |resettle |
|58 | |Dunmaili |35 |90 |1 |90 |180 |road width 9m, |
| | |village | | | | | |single-storey house, |
| | | | | | | | |resettlement |
| | | | | | | | |concerned |
The component 2, that is public transport improvement, lie in the suburb of city, so except the integrated public transportation facility station in the west of city there are no environmental sensibility point.
Traffic Management and Road Safety as Component 3 of the project main focuses on the construction of Jiefang Road and Ahemaitijiang Road and Airport Road. 13 environmental sensitivity points can be referred to Table 1.6-2.
Table 1.6-2 The list of ambient air and acoustic environmental sensitivity points in Component 3 -Traffic Management and Road Safety
|No. |Road |Name of points |Distance from |No. of |storey |households |Windows’ number |Detailed |
| | | |the central |houses | | |along the street |information |
| | | |line（unit:m） |along the | | | | |
| | | | |street | | | | |
|1 |Jiefang west Road |Yajunyuan apartment|40 |1 |6 |36 |36 |Six-storey house,|
| | | | | | | | |face directly, |
| | | | | | | | |shops along the |
| | | | | | | | |street |
|2 | |Shanghaicheng |55 |6 |6 |320 |600 |Six-storey |
| | |apartment | | | | | |house,side |
| | | | | | | | |towards，six |
| | | | | | | | |houses along the |
| | | | | | | | |street |
|3 | |Chenshi huayuan |70 |- |6 |92 |- |Six-storey house,|
| | |apartment | | | | | |face |
| | | | | | | | |directly，shops |
| | | | | | | | |along the street |
|4 | |Yili urban women’s |40 |1 |3 |- |20 |Three-storey |
| | |hospital | | | | | |house, no ward |
|5 | |bashikuleke Housing|40 |1 |6 |36 |36 |Six-storey house,|
| | |Project for low | | | | | |shops along the |
| | |income families | | | | | |street |
|6 | |The hospital of |35 |1 |5 |- |30 |Five-storey |
| | |Yili teacher’s | | | | | |house,，shops |
| | |training college | | | | | |along the street |
| | |Yili teacher’s |220 |- |- |- |- |Six-storey |
| | |training college | | | | | |teaching |
|7 | | | | | | | |building, with |
| | | | | | | | |gate and forest |
| | | | | | | | |belt |
|8 | |Wangjing huating |40 |1 |24 |60 |40 |24th-storey，from|
| | |apartment | | | | | |1st to 4th storey|
| | | | | | | | |are shops |
|9 | |Xinjiang Jiayin |35 |1 |5 |- |20 |Five-storey |
| | |hospital | | | | | |house, |
|10 | |Yili dong fang |35 |1 |3 |- |15 |Three-storey |
| | |hospital | | | | | |house, |
|11 | |Yining city No.2 |60 |1 |5 |- |36 |20 classes；about|
| | |junior high school | | | | | |1000 |
| | | | | | | | |students；120 |
| | | | | | | | |teachers；2 |
| | | | | | | | |teaching |
| | | | | | | | |buildings, one is|
| | | | | | | | |four-storey, the |
| | | | | | | | |other is |
| | | | | | | | |five-storey |
|12 |Airport Road |Yili youyi hospital|40 |1 |6 |- |50 |620 wards， 1093 |
| | | | | | | | |staff，three |
| | | | | | | | |buildings |
|13 |Ahemaitijiang Road|Jiangnan community |25 |3 |6 |120 |160 |Six-storey house,|
| | | | | | | | |side towards |
1.6.2.2 The target of social environment protection
The social economic environmental sensitivity points include the community, culture, education and medical care. The points can be seen in Table 1.6-1~1.6-2. The cultural heritage as the main target of social environment protection is shown in Table 1.6-3.
Table 1.6-3 Ethical Culture and Cultural Heritages related with the project
|No. |Name |Road |Distance from the |Classification |Type of agency |
| | | |central line of the |of protection | |
| | | |road （unit: m） | | |
|1 |Dunmaili mosque |The extension of |North 30 |General |National cultural |
| | |Xinhua west road | |protection |institutions |
|2 |Bayandai Hui nationality |Xin Cun Road |East 25 |General |National cultural |
| |mosque | | |protection |institutions |
|3 |Bayadai Uygur mosque |Xin Cun Road |East 30 |General |National cultural |
| | | | |protection |institutions |
|4 |Bayikule village mosque |The extension of |West 30 |General |National cultural |
| | |shengli street | |protection |institutions |
|5 |The graveyard of Tatar |No.11 community’s road|East 15 |General |National cultural |
| |nationality | | |protection |institutions |
|6 |The graveyard of |Lao yi road |East 15 |General |National cultural |
| |kebokeyuzi village | | |protection |institutions |
Four mosques existed along the project site, which include one Hui nationality mosque, three Uyghur nationality mosques, at the same time there are two local tombs located in the project site. The project construction has no direct disturbance of these sites.
1.6.2.3 The target of surface water environmental protection
The project will not go through any river or stream, which belongs to environmentally sensitive points with high level. The nearby rivers’ details can be referred to Table 1.6-4.
Table 1.6-4 The target of water environmental protection
|No.|Type |Water body |Functional|Actual |Classificati|The relationship with and the distance away from |
| | | |zoning |function of |on of water |project site |
| | | | |water body | | |
|1 |River |Yili river |Done |Industrial |IV |The Riverside road makes use of the existed river |
| | | | |water | |bank for construction, which close to the water body |
| | | | | | |with the shortest distance of 10m. |
|2 | |Piliqing river (from|Done |Scattered |Ⅲ |Daobeiwei 1st road, Daobeiwei 2nd |
| | |the boundary between| |drinking | |road, Daobeiwei 3rd road’s west end is close to the |
| | |city and county to | | | |Piliqing River, the distance is about 200m. |
| | |the entrance of Yili| | | | |
| | |river） | | | | |
1.6.2.4 The target of ecological environment protection
Urban Road Improvement and Construction, the components 1 include 25 roads’ improvement or new construction. Some road projects will be close with or occupy the farmland, forest or agricultural irrigation facilities.
Traffic Management and Road Safety, the project content 3 of Traffic Management and Road Safety mainly concerns Jiefang Road, Ahemaitijiang Road and airport road. The main objectives for environmental protection are trees along roads. For component 2, Public Transport Improvement, the main objective for environmental protection is the farmland.
The main targets of ecological environment protection are shown in Table 1.6-5.
Table 1.6-5 The main targets of ecological environment protection for Traffic Management and Road Safety
|Protection object|Protection items |Related roads |
|Farmland along |Farmland and crops |laosan road, north part of s220, laoer road, laosi road, laowu road, |
|the project | |laoliu road, daobeiwei No.1 road, daobeiwei No.2 road, daobeiwei No.3 |
| | |road, extension of hebei road, extension of Guangdong road, extension of |
| | |xinhuaxi road |
|vegetation |agricultural protection |25 roads in Urban Road Improvement and Construction. |
| |forest、street tree | |
1.7 EIA standard
1.7.1 Environmental quality standard
（1）Acoustic environment
For the objective of environmental protection within 35m on both sides of arterial line, the Type 4a standard will be adopted. For others, Type 2 will be adopted. The details can refer to Table 1.7-1.
Table 1.7-1 Acoustic environment standard（GB 3096-2008）（extract） unit：dB(A)
|Type |Day |Night |Application scope |
|2类 |60 |50 |For the region’s function zoning that need to maintain residential quiet, such region |
| | | |include: commerce, finance or trade, or the combination of residence, commerce and |
| | | |industry. |
|4a类 |70 |55 |Freeway, first-class highway, second-class highway, city express way, arterial |
| | | |road，secondary trunk road，urban rail transit(on the ground), the region on both sides|
| | | |of inland river channel. |
（2）Ambient air environment quality standard
For the region that project located, the（GB3095-1996）and the secondary standard of its modification should be carried out. The index is as Table 1.7-2.
Table 1.7-2 Ambient Air Environmental Quality Standard（Extract） Unit：mg /m3
|Contaminant |hourly average |Daily average |Yearly average |
|TSP |- |0.30 |0.20 |
|NO2 |0.24 |0.12 |0.08 |
|SO2 |0.50 |0.15 |0.06 |
|CO |10.00 |4.00 |- |
（3）water environment
The project is close to Yili River, Piliqing River and pass the Renmin channel. For the surface water of Yili River pass by Yining city, the Type Ⅳ water quality standard in Surface Water Environment Quality Standard （GB3838-2002）should be followed. For the surface water of Pliliqing River pass by Yining city, the Type Ⅲ water quality standard in Surface Water Environment Quality Standard （GB3838-2002）should be followed, the SS index should follow dry farming section in Standards（GB5084-2005） for irrigation water quality. The details can be seen in Table 1.7-3.
Table 1.7-3 Surface Water Environment Quality Standard Unit：mg/L
|Index |Limit value for Type Ⅲ |Limit value for Type Ⅳ |Standards refer to |
|pH（dimensionless） |6-9 |6-9 |Surface Water Environment Quality |
| | | |Standard（GB3838-2002） |
|COD≤ |20 |30 | |
|BOD5≤ |4 |6 | |
|Petro type≤ |0.05 |0.5 | |
|ammonia nitrogen≤ |1.0 |1.5 | |
|permanganate≤ |6 |10 | |
|SS≤ |100 |100 |Dry farming section in Standards |
| | | |for irrigation water |
| | | |quality（GB5084-2005） |
1.7.2 Pollution emission standard
（1）Noise
During the construction period, the Limit Value Standard For The Boundary Of Building Construction （GB12523-1990）, refer to Table 1.7-4.
Table 1.7-4 Limit Value Standard For The Boundary Of Building Construction（extract） unit：dB（A）
|Section of |Noise resources |Limit value of noise |
|construction | | |
| | |Day |Night |
|Earthwork |Bulldozer, excavator, loading machine, etc. |75 |55 |
|Piling |All kinds of pile engine, etc |85 |Construction forbidden |
|Structure |Concrete-mixer, vibrator, sawing machine, etc |70 |55 |
|building | | | |
|Decoration |hoist, lift, etc |65 |55 |
The public transportation station will adopt the TypeⅡlimit standard in Emission limit standard of environmental noise within the boundary of industrial enterprise and factory（GB12349-2008）
（2）vibration standard
The vibration impact will be produced during construction, the regions impacted by vibration mainly locate within the urban area. So the Standard of environmental vibration in urban area （GB10070-88）should be adopted. See Table 1.7-5.
Table 1.7-5 Vertical vibration regional lead Z standard values in city unit：dB
|No. |Application area |Day |Night |
|1 |Special residence |65 |65 |
|2 |Residence, District of culture |70 |67 |
| |and education | | |
|3 |Mixed zone, Shopping center |75 |72 |
|4 |Industrial clusters |75 |72 |
|5 |Both sides of arterial road |75 |72 |
|6 |Both sides of railway |80 |80 |
（3）waste gas
The Asphalt gas’s emission will follow the Grade 2 standard in Integrated Emission Standard of Air Pollutants. See Table 1.7-6.
Table 1.7-6 Asphalt gas emission standard（extract）
|The highest value of Emission|The highest emission speed ratio permitted,|Limit the no organized emissions |
|concentration permitted |unit: kg/h | |
|Unit: mg/m3 | | |
| |stack height |Grade 2 | |
| |Unit: m | | |
|40（smelting, dip-coating） |15 |0.18 |The obvious of no organized emissions is forbidden.|
| | | | |
| |20 |0.30 | |
| |30 |1.3 | |
| |40 |2.3 | |
|75（mixing during |50 |3.6 | |
|contraction） | | | |
| |60 |5.6 | |
| |70 |7.4 | |
（3）waste water
The waste water is forbidden to discharge into the main channel and river along the project site. The Grade 2 standard in Integrated Wastewater Discharge Standard（GB8978-1996）(modified in some parts in 1999) will be adopted. See Table 1.7-7.
Table 1.7-7 Wastewater Discharge Standard unit：mg/L
|Pollutant |Limit value of Grade 2 |Remark |
| |standard | |
|pH |6-9 |Integrated Wastewater Discharge Standard（GB8978-1996） |
| | |（modified in some parts in 1999） |
|COD |150 | |
|BOD5 |30 | |
|SS |150 | |
|ammonia nitrogen |25 | |
|Animal and vegetable |15 | |
|oils | | |
|petroleum |10 | |
1.8 EIA period
In consideration of construction and operation period of the project, the construction period that EIA covered is from 2012 to 2016, the operation period that EIA covered is Year 2017, Year 2024 and Year 2032 individually as the EA recently, EA middle-term and EA long-term.
1.9 EIA guidance and method
（1）Comply with the “Law of the People's Republic of China on Environmental Impact Assessment”, the “Ordinance on Administration for Environmental Protection of Construction Projects”, “Circular about Strengthening the Management of Environmental Impact Assessment for Construction Projects Funded by the International Financial Organizations” and the World Bank Safeguard Policies as well as the procedures of domestic EIA and the World Bank’s EIA
（2）The project aims to improve the urban transport with the aid of IBRD loan. There are four components of the project that is Urban Road Improvement and Construction, Public Transport Improvement, Traffic Management and Road Safety and Institutional Capacity Building. Base on those, the project has such features as covering wide scope, the long extension of construction route and integrated benefit on many aspects. So the emphasis for this EIA is on the regional impacts during the traffic infrastructure‘s construction period, and highlight the positive environmental impacts aroused by the project.
（3）The EIA approach should combine the analogy survey, data collection, analysis and handing out the public opinion questionnaire together, and make enough use of existed data material.
（4）Putting the environmental protection first, make the conclusion in the practicable and scientific way for the feasibility of the project. The EIA will be the basis for decision-making of the government and the environmental management agency, and also be the environmental protection guide during the project design, construction and operation period.
2. Project description
2.1 Project Basic Information
2.1.1 Project Name, Type and Location
Project name：Xinjiang Yining Urban Transport Improvement Project that apply for IBRD Flexible Loan (IFL)
Project type：Municipal infrastructure construction
Construction unit：PMO (Project Management Office) of Xinjiang Yining Urban Transport Improvement Project that apply for IBRD Flexible Loan (IFL)
Project location：Yining city of Yili Kazakh Autonomous Prefecture, Xinjiang Uygur Autonomous Region, North latitude 43°43′21.54′′~43°45′25.18′′, East longitude 88°29′31.69′′~87°34′40.55′′. The details can refer to Figure2.1-1.
2.1.2 Construction scale
The project will include the following four components. As to the project scope will include the following four components, please refer to Table 2.1-1.
Table2.1-1 The construction scale for each project component
|No. |Component |Construction contents |
|1 |Urban Road Improvement |Build 25 roads with totaling 72.39km, include the improvement of selected urban roads in |
| |and Construction |the existing road network, totaling 30.38 km; and construction of 15 new urban roads, |
| | |totaling 42.01 km, and the auxiliary drainage, greening and lighting works,etc; and |
| | |procurement of 68 units of road maintenance machinery, 4800 units of garbage collection |
| | |bins. |
| | |; |
|2 |Public Transport |construction of 7 public transportation service facility stations, including 2 bus |
| |Improvement |depots, 3 public transport hubs, 2 bus terminals; procurement of 250 new buses. |
|3 |Traffic Management and |traffic monitoring system, traffic lights with the regional signal control system, |
| |Road Safety |introducing an integrated corridor improvement approach on the construction of Jiefang |
| | |Road and Ahemaitijiang Road and Airport Road |
|4 |Institutional Capacity |Consulting, training, thematic studies and auxiliary equipments |
| |Building | |
2.1.3 Project Cycle
The length of maturity plan to be 25 years (include grace period). The construction period is from 2012 to 2016 that can be divided into tow phases. The first phase is one year project preparation period from 2011 to 2012. The second phase is 4 years project implementation period from 2012 to 2016. In 2016 the project can be completely put into operation.
2.1.4 Project total investment
The project total investment is 1,327,760,500 RMB. The details are as Table2.1-2.
[pic]
Table2.1-2 Investment estimation
|No. |Item |investment（104 RMB） |remark |
|Ⅰ |Engineering direct costs |99011.00 | |
| |1 |Urban Road Improvement and Construction |70729.46 | |
| |2 |Public Transport Improvement |15868.91 | |
| |3 |Traffic Management and Road Safety |10590.64 | |
| |4 |Institutional Capacity Building |1822.00 | |
|Ⅱ |Other cost |18712.35 | |
|Ⅲ |Preparation costs |11772.34 | |
|Ⅳ |Front-end fee |158.75 | |
|V |Interest during construction - IDC |3061.61 | |
|Ⅳ |Total investment |132776.05 | |
The project total investment is 1,327,760,500 RMB. The capital comes from the IBRD flexible loan and local governmental supporting fund.
（1）Yining governmental supporting fund is 692,160,000 RMB, which is 52% of total investment.
（2）The IBRD loan applying for is 635,000,000RMB(amounts to one hundred million US dollars, according to 1：6.35 exchange rate between RMB and US$ ), which is 48% of total investment.
2. 2 Urban Road Improvement and Construction
2.2.1 Summary of Urban Road Improvement and Construction
2.2.1.1 Project contents
Build 25 roads with totaling 72.39 km, include 12 arterial roads with total length of 40.97km, 10 secondary trunk roads with total length of 24.63km and 3 branch roads with total length of 6.79km.
In old city area 6 roads will be built with the total length of 14.75 km, include Xinhuadong Road, west ring, riverside avenue, extension of guangming street, airport road and No. 11 community’s road.
The dongcheng district will have 10 new-built roads with the total length of 24.98 km, include the extension of shengli street, laosan road, the north section of S220 line, laoer road, laosi road, laowu road, laoliu road, extension of Dongliang street, laojiu road and laoyi road.
In economic cooperation zone 9 roads with the total length of 32.66km, include xincun road, Wuhan road, extension of xihuanbei road, daobeiwei No. 1 road, daobeiwei No.2 road, extension of hebei road, Guangdong road, extension of xinhuaxi road and daobeiwei No.3 road.
The details of project contents can refer to Table 2.2-1 and Figure 2.2-1 that is General layout of project.
[pic]
Table2.2-1 Main urban road improvement project list
|District |No. |Road |Type of |Road |Width of |carriage|
| | | |road |length |road |way |
| | | | |（m） |（m） |width（m|
| | | | | | |） |
2.2.1.2 Technical standard
（1）Road class: Ⅱ。
（2）design speed:
Arterial road：50 km/h
Secondary trunk road：40 km/h
Branch road：30 km/h
（3）design service life
Arterial road：15 years（Pavement structure to achieve critical state）
Branch road：10 years（Pavement structure to achieve critical state）
（4）carriage way width: 3.5m
（5）alignment standard
The alignment standard for arterial road and secondary trunk road can be seen in Table2.2-2。
Table2.2-2 Main alignment standard
|Items |unit |Arterial road |secondary trunk |Branch |
| | | |road |road |
|Design speed |km/h |50 |40 |30 |
|the minimum radius of horizontal curve without set of super elevation |m |400 |300 |150 |
|the suggested minimum radius of horizontal curve when super elevation |m |200 |150 |85 |
|set. | | | | |
|the minimum radius of horizontal curve without set of transition curve |m |700 |500 |500 |
|the minimum length of horizontal curve |m |85 |70 |50 |
|the minimum length of transition curve |m |40 |35 |25 |
|maximum longitudinal gradient |% |5.5 |6 |7 |
|minimum length of longitudinal gradient |m |140 |110 |85 |
|maximum of super elevation gradient |% |4 |2 |2 |
|stopping sight distance |m |60 |40 |30 |
（6）Basic earthquake intensity is 7 degree.
（7）Other technical index should fulfill the requirements of the relevant regulations in City road design standard（GJJ37-90）.
2.2.1.3 Current conditions of roads on the plan of project construction
Current conditions of roads on the plan of project construction can refer to Table2.2-3。
Table2.2-3. Current conditions of roads unit：m
|No. |Name of road |Current |Pavement |Subgrade |Describe the |Road width |Project |
| | |condition of |width |width |objects on both |planned in |type |
| | |pavement | | |sides of roads |construction| |
|1 |Xinhuadong road |bitumen |7 |12 |shop, residence |36 |Reconstruct |
|2 |Xihuan road |bitumen |24 |45 |shop, residence |50 |reconstruct |
|3 |Riverside avenue |gravel |8 |8 |Yili River bank |8 |newly-built |
|4 |Extension of guangming |bitumen |4 |8 |shop, residence |16 |reconstruct |
| |street | | | | | | |
|5 |No.11 community’s road |bitumen |6 |12 |shop, residence |20 |reconstruct |
|6 |Airport branch road |bitumen |8.5 |12 |residence, school |20 |reconstruct |
|7 |Extension of shengli |bitumen |8~12 |30 |residence, barren |50 |reconstruct |
| |road | | | |land | | |
|8 |Laosan road |- |0 |0 |farmland, |40 |newly-built |
| | | | | |residence | | |
|9 |North part of S220 line|gravel |6 |10 |shop, residence |40 |newly-built |
|10 |Laoer road |- |0 |0 |farmland, |40 |newly-built |
| | | | | |residence | | |
|11 |Laosi road |- |0 |0 |farmland, |36 |newly-built |
| | | | | |residence | | |
|12 |Laowu road |- |0 |0 |farmland, |36 |newly-built |
| | | | | |residence | | |
|13 |Laoliu road |- |0 |0 |farmland |40 |newly-built |
|14 |Extension of dongliang |bitumen |7.5 |16 |residence |36 |newly-built |
| |street | | | | | | |
|15 |Laojiu road |bitumen |6 |15 |residence, company|30 |reconstruct |
|16 |Laoyi road |bitumen |6 |20 |farmland, |50 |reconstruct |
| | | | | |residence | | |
|17 |Xincun road |bitumen |5 |16 |farmland, |16 |reconstruct |
| | | | | |residence | | |
|18 |Wuhan road |- |0 |0 |farmland, |36 |reconstruct |
| | | | | |residence | | |
|19 |Extension of xihuanbei |- |0 |0 |farmland, |60 |newly-built |
| |road | | | |residence | | |
|20 |Daobeiwei No.1 road |- |0 |0 |farmland, |32 |newly-built |
| | | | | |residence | | |
|21 |Daobeiwei No.2 road |- |0 |0 |farmland, |40 |newly-built |
| | | | | |residence | | |
|22 |Daobeiwei No. 3 road |- |0 |0 |farmland, |50 |newly-built |
| | | | | |residence | | |
|23 |Extension of hebei road|- |0 |0 |farmland, |36 |newly-built |
| | | | | |residence | | |
|24 |Extension of Guangdong |- |0 |0 |farmland, |46 |newly-built |
| |road | | | |residence | | |
|25 |Extension of xinhuaxi |bitumen |7~12 |30 |residence, barren |60 |newly-built |
| |road | | | |land | | |
2.2.2 Subgrade and pavement project
2.2.2.1 Structure of Subgrade and pavement
The Structure of Subgrade and pavement is as following: Top layer is made by medium particle bituminous concrete；The bottom layer is made by coarse particle bituminous concrete; The stabilized cement gravel base; The bottom base of natural gravel.
2.2.2.2 Earthwork
The planned excavation is 564680 m³, and the fill is 988868m³. All fill come from borrow earth.
2.2.2.3 Main material of pavement
The gravel yard is a commercial yard named Wangdengshe Gravel Yard, which 4～5 km north-east away from dadamutu town of Yining city. The gravel yard details are as follows: the exploit history is 4～5 years; the yearly productivity is 5×104m³; 3km length, 1.5km width, the available exploit areas is more than 4.5km2, the yard’s landform is wide and a little fluctuate. It is a wide gravel cobble Gobi desert land made by alluvial influence. No vegetation on the surface. The stratum distribute stably, with 25～40m thickness. The groundwater level is 30~35m. The gravel is round and slightly humid and the gravel’s mud content is less than 5%. So the gravel can fulfill the engineering requirements of subgrade, pavement, bridge culvert, safeguard, drainage project, etc. There is simplest type of road for convenient transportation of gravel with short transport distance.
All bitumen, wood, steel and cement for the project come from the Procurement from market. Within the Autonomous Region that project located, Bayi Steel Group has sufficient capacity and can supply all kinds of steel for the project construction. The cement will be supplied by the local plant. The bitumen comes from Karamay. The wood will be procured by local agency.
The project locates in the nearby area of existed district. The current existed road can lead to all the sites of the project. And the construction material also can be transported to the project site by existed road in urban area.
After confirmation with the Yining municipal environmental protection bureau, the gravel yard has gained the EIA approval and related permission.
2.2.2.4 Land occupation of project
The land occupation can be divided into 2 types: The permanent land occupation and temporary land occupation.
（1）The permanent land occupation
The permanent land occupation concern 279.17hm2 land, include: 78.89 hm2 old existed roads, 155.21hm2 urbanization constructions land, 43.4 hm2 cultivated land, 0.54 hm2forest land and 1.13 hm2 gardens. The details can refer to Table2.2-4.
Table2.2-4 land occupation
|No. |Name of road |Road type |Project |Land |cultiva|gardens |forest |
| | | |type |occupation|ted | | |
| | | | |unit: hm2 |land | | |
（2）Temporary land occupation.
According the figure of project general layout, the temporary land occupation is the land occupied outside of scope that the red line indicated. That maybe include construction camps, construction material storage yard, construction road, earth borrow (dump) area, preprocessed plant, mixing place for bitumen.
For this project, the construction content is urban transportation road’s construction. So the preprocessed unit and the mix process of bitumen can both procured outside. There is no need to add preprocessed plant, mixing place for bitumen or other related auxiliary facilities and no need to prepare free land space for that. So there is no temporary land occupation for this project aroused by those.
As to the project construction activities are all limited in the project site within the scope of red line. So for above elements, so there is no temporary land occupation for this project aroused by camps
For the pipe work, the surface earth will be excavated temporarily. After pipe laying, the refill and recover of original function of land will be done. There is no temporary land occupation for this project aroused by pipeline work.
The subgrade filling material will be procured outside, and the transportation will utilize the existed road. So there is no temporary land occupation for this project aroused by this part.
2.2.2.5 Remove due to land occupation
There are 648 households that need to remove due to land occupation of this project. The area concerned remove is 94964.74㎡. The details can refer to Table 2.2-5.
There are 130 shops that need to remove due to land occupation of this project. The area concerned remove is 15475.43㎡. The details can refer to Table 2.2-6.
The removal also concerned 15047m surround wall, 10875㎡vegetable greenhouse, 29619 trees. The details can refer to Table 2.2-7.
Table2.2-5 House for removal
|Town |Village |Houses（㎡） |Number of people |
| | |砖混 |砖木 |
| |Brick, concrete |Brick, wood |wood |Simple |
|1 |loader-digger |2 |set | |
|2 |autodumper |5 |set | |
|3 |overhead working truck |1 |set | |
|4 |Straight arm truck mounted crane |1 |set | |
|5 |pesticide spray truck |2 |set | |
|6 |sprinkling car |2 |set | |
|7 |motor sweeper |2 |set | |
|8 |Vacuum truck |2 |set | |
|9 |Internal combustion battering ram |2 |set | |
|10 |Plate vibro-rammer |2 |set | |
|11 |Road cutting machine |2 |set | |
|12 |vibroroller |1 |set | |
| |（12 tons） | | | |
|13 |Pneumatic tired Rollers（rubber tires） |1 |set | |
|14 |vibroroller |1 |set | |
| |（6 tons） | | | |
|15 |Multi function Paving Equipment |1 |set | |
|16 |TPDLC |2 |set | |
|17 |land leveller |1 |set | |
|18 |ruling engine |2 |set | |
|19 |Waste line remover |2 |set | |
|20 |diesel generator set |2 |set | |
|21 |Road maintenance lighting vehicle |2 |set | |
|22 |universal instrument |1 |set | |
|23 |RTK（dynamic GPS） |1 |set | |
|24 |brush cutter |4 |set | |
|25 |Pruning machine for hedgerow |2 |set | |
|26 |Chain saw |2 |set | |
|27 |Lawn car |1 |set | |
|28 |Multifunctional lawn clip car |1 |set | |
|29 |Branch Crusher |1 |set | |
|30 |pericarp box |2000 |set | |
|31 |snow removal Shovel |4 |set | |
|32 |Trash can |2000 |set |HDPE 200L |
| | |800 |set | International |
| | | | |standard iron 240L |
|33 |Road maintenance patrol car |1 |set | |
|34 |Extra Sanitation inspection car |1 |set | |
|35 |Greening work inspection car |1 |set | |
|36 |office equipment |4 |set | |
2.2.5 The estimation of project contents
The project contents of Urban Road Improvement and Construction can refer to Table2.2-9。
Table2.2-9 Main contents of Urban Road Improvement and Construction
|No. |Road |Project type |length（m） |
|public transport|Hubs in railway |West of square of railway|Hubs for buses of No.201,No.401,No.10,No.12,No.17 |
|hubs |station |station | |
| |Hubs in eerdun town |right in front of the |Terminal of No.1and No.101 bus; hubs of No. |
| | |eerdun town government |5,No.501,No.9,No.10 and No.12 bus |
|Public terminal |Terminal of zhongyuan|The park in zhongyuan |Terminal of No. 3 bus |
| | |series house | |
| |Terminal of dongyuan |The wetland park near |Terminal of No. 501, No.10, No.17 bus |
| | |dongyuan series house | |
| |Terminal of eerdun |The southwest of crossing|Terminal of No. 4, No.5, No.9, No.12 bus |
| |town |between nanhuan road and | |
| | |Xinhua road. | |
|Bus integrated |Bus integrated depots|The northwest of |A) The intelligent dispatching center, IC card service |
|depots |on the west of city |crossings between |center, the training center. Totaling 20mu area. |
| | |xinhuaxi road and xincun |b) One parking and maintaining area with 15Mu area for the |
| | |road. |maintenance of Bus 1,101,4,401,10,12, and 17. |
| | | |c) One CNG station of area of 10 Mu for the maintenance of |
| | | |Bus1,101,4,401,9,10,12,17 |
| | | |d) One terminal with area of 15Mu for No.5 and No.9 buses. |
| |Bus integrated depots|The north of No. 1 road |a. One parking and maintaining area with 15Mu area for the |
| |on the southeast of |in southeast of city. |2nd and 3rd level of maintenance of Bus2,201,3,301,5,8,and |
| |city | |9. |
| | | |b. One CNG station with area of 10Mu, for Bus2, 201, 3, 301,|
| | | |5,501and 8 refilling the natural gas. |
| | | |3. One terminal with area of 15Mu for No.9 bus. |
[pic]
2.3.1Bus hubs
Two bus hubs with the area of 10000m2 will be provided for parking, dispatching, maintenance and the bus stop use. See Figure 2.3-2.
[pic]
Figure 2.3-2 Bus hubs plan
The bus terminal’s area is 10000 m2, which can park 55 buses.
There is one entrance and one exit for buses, and one entrance and one exit for people. All the entrances and exits are along the road.
The vertical parking arrangement is adopted. Each parking unit is 4.0m x 12m. This design for each parking unit’s length has taken consideration the sufficient green belt that the bus trail can faces after parking.
The area of structure is 200m2 with single-storey and 7 rooms, which is include 4 dispatch offices, 1 office, 1 repairing room and 1 guards' room.
Two open pits for bus repair use will be built with the area of 96 m2.
2.3.2 Bus terminals
3 bus terminals will be built with the function of the parking, dispatching and repairing, as well as the bus stop. Each terminal’s area is about 10000m2. See figure 2.3-3.
[pic]
Figure 2.3-3 bus terminal plan
The bus terminals’ area is 10000m2 with 60 parking units.
One entrance and one exit.
The vertical parking arrangement is adopted. Each parking unit is 4.0m x 12m. This design for each parking unit’s length has taken consideration the sufficient green belt that the bus trail can faces after parking.
The area of structure is 100m2 with single-storey and 4 rooms, which is include 2 dispatch offices, 1 repairing room and 1 guards' room.
One open pit for bus repair use will be built with the area of 48 m2.
2.3.3 Integrated bus depots
2.3.3.1 Integrated bus depots in the west of city
The bus depot in the west city mainly includes the intelligent dispatching center, bus parking and maintaining area, CNG station and terminals. The area is 40000m2(60Mu). See figure 2.3-4.
[pic]
Figure 2.3-4 Plan of Integrated bus depots in the west city
The area of structure is 11572.4 m2 with 140 parking units(114 parking units for big buses and 26 units for smaller one).
Three entrances will be built in depot, which include the bus entrance in the west of depot, the bus exit in the west of depot, and the middle one for the people or small cars. The vertical parking arrangement is adopted. Each parking unit is 4.0m x 12m. This design for each parking unit’s length has taken consideration the sufficient green belt that the bus trail can faces after parking.
2.3.3.2 Integrated bus depots in the southeast of city
The bus depot in the west city mainly includes bus parking and maintaining area, CNG station and terminals. The area is 23329.5m2(35Mu). See figure 2.3-5.
[pic]
Figure 2.3-5 Plan of Integrated bus depots in the southeast of city
The area of structure is 5858.0 m2 with 68 parking units (60 parking units for big buses and 8 units for smaller ones).
Three entrances and exits will be built in depot, which include the bus entrance in the west of depot, the bus exit in the west of depot, and the middle entrance and exit for the people or small cars. The vertical parking arrangement is adopted. Each parking unit is 4.0m x 12m. This design for each parking unit’s length has taken consideration the sufficient green belt that the bus trail can faces after parking.
2.3.4 Procurement of new buses
250 new buses will be procured, include 50 buses with 12m height for each one, and 200 buses with 10m height for each one. Within five years, the existed buses will be replaced by those new buses.
2.3.5 The land occupation and removal
For component of Public Transport Improvement, 7 public transportation service facility stations will be built with the area of 11.33hm2. The details can refer to Table2.3-2。
Table2.3-2 Bus depots list
|No. |Name |Floor Area |Area of |Greening area |Remark |
| | |（㎡） |structure（㎡） |（㎡） | |
|1 |Hubs in railway station |10000 |296 |3012 |Reserved land |
|2 |Hubs in eerdun town |10000 |296 |3012 |Urban Constructive |
| | | | | |Land |
|3 |Terminal of zhongyuan |10000 |148 |3530 |Reserved land |
|4 |Terminal of dongyuan |10000 |148 |3530 |Reserved land |
|5 |Terminal of eerdun town |10000 |148 |3530 |Farmland |
|6 |Integrated bus depots in the west of city |40000 |11572.4 |9663.6 |Farmland |
|7 |Integrated bus depots in the southeast of |23329.5 |5858 |7139.5 |Farmland |
| |city | | | | |
| |total |113329.5 |18466.4 |33417.1 | |
2.4 Traffic Management and Road Safety
Based on the analysis the existed issues in traffic management and safety, with the application of traffic engineering theory, the related improvement plan have been made in this project. That mainly includes three parts as traffic monitoring system, traffic lights with the regional signal control system, introducing an integrated corridor improvement approach on traffic safety. The details can refer to Table2.4-1.
Table2.4-1 Traffic Management and Road Safety
|No. |Part |Remark |
|1 |traffic monitoring system |one set of traffic control system in command center, DID LCD equipment, |
| | |one set of camera system for traffic violation of running red light, one |
| | |set of high definition device for monitoring the over speed in freeway |
|2 |traffic lights with the regional signal |New-built 16 sets of traffic light upgrade 15 sets of existed traffic |
| |control system |lights, 7 sets of single point lights; equip 1 set of the regional traffic|
| | |signal control system terminal. |
|3 |integrated traffic safety corridor |7.2km concerning Jiefang Road and Ahemaitijiang Road and Airport Road |
| |improvement | |
2.4.1 Traffic control system
One set of traffic control system in command center, DID LCD equipment, one set of camera system for traffic violation of running red light, one set of high definition device for monitoring the over speed in freeway
2.4.2 Regional traffic signal control system（ATC）
New-built 16 sets of traffic lights, and upgrade 15 sets of existed traffic lights, 7 sets of single point lights; Equip one set of the regional traffic signal control system terminal.
2.4.3 Integrated traffic safety corridor improvement on the construction of Jiefang Road and Ahemaitijiang Road and Airport Road
2.4.3.1 The upgrade and modification works on main parts of road
The upgrade and modification works can refer to Table2.4-2。
Table2.4-2 Integrated traffic safety corridor improvement project
|Road |The upgrade and modification works on the following objects: |
|Jiefangxi road |the pavement of carriage way, sidewalk |
| |regulate the cross-section of road |
| |regulate the turning radius of curb in the crossings, and road alignment; |
| |construction of refuge island in the section of slow-moving traffic, and channelization island in the |
| |scope of crossings |
| |the consideration of widening design for crossings |
|Ahemaitijiang road |the pavement of carriage way, sidewalk; |
| |regulate the cross-section of road |
| |regulate the turning radius of curb in the crossings, and road alignment; |
| |construction of refuge island in the section of slow-moving traffic; |
|Airport road |the pavement of carriage way, sidewalk; |
| |regulate the cross-section of road |
| |regulate the turning radius of curb in the crossings, and road alignment; |
| |construction of refuge island in the section of slow-moving traffic; |
The cross-section design guarantees the smooth and safe traffic. The greening belt is for the purpose of environmental protection, and creates beautiful view in the roads can city, as well as the flexible part in the project. The project coordinates between different buildings and public facilities, save both capitals and lands in the city.
（1） Jiefangxi Road
The cross-section modification works for Jiefang road is as follows: making use of the existed cross-section arrangement, remaining the current carriage way’s arrangement, modifying the green belt and sidewalk on both sides. According to the site survey, with the consideration on buildings along the road, the allocation of green belt and construction conditions, the cross section design for this project will adopt two forms as following Table2.4-3 and Figure 2.4-1.
[pic]
From airport road to xihuan road
[pic]
From xihuan road to G218 highway
Figure 2.4-1The cross-section design of Jiefangxi Road
Table2.4-3 The cross-section of Jiefangxi Road
|Road |Carriage way |Width of green |Sidewalk width |remark |
| |width |belt |（m） | |
| |（m） |（m） | | |
|Jiefangxi road |32.0 |2×3.0 |Extend to | |
|（From airport road to xihuan | | |building’s edge | |
|road） | | | | |
|Jiefangxi road |35.0 |2×2.0 |2×2.0 |The near side of sidewalk can be |
|（From xihuan road to G218 line | | | |developed to be greenbelt or hardened |
|） | | | |road for pedestrian waking or parking.|
（2）Ahemaitijiang road
The cross-section modification works for Ahamaitijiang road is as follows: making use of the existed cross-section arrangement, remaining the current arrangement of carriage way, bicycle way and green belt, overall modifying sidewalk on both sides. According to the site survey, with the consideration on buildings along the road and road construction conditions, the cross section design for this project will adopt two forms as follows, see Table2.4-4 and Figure 2.4-2.
[pic]
Figure 2.4-2 The cross-section design for Ahamaitijiang road（from xinhuaxi road to jiefangxi road）
Table2.4-4 The cross-section of Ahamaitijiang road
|Road |Carriage way width |Bicycle way width |Sidewalk width |Width of green belt |
| |（m） |（m） |（m） |（m） |
|Ahamaitijiang road |18.0 |2×3.0 |2×1.0 |Extend to building’s edge |
③ Airport road
The cross-section modification works for airport road is as follows: redesign the existed cross-section, widening the carriage way, overall modifying sidewalk on both sides. According to the site survey, with the consideration on buildings along the road channel, tree species and road construction conditions, the cross section design for this project will as follows, see Table2.4-5 and Figure 2.4-3.
[pic]
Figure 2.4-3 The cross-section design for airport road（from sidalinxi road to jiefangxi road）
Table2.4-5 The cross-section of airport road
|Road |Carriage way width |Width of green belt |Sidewalk width |remark |
| |（m） |（m） |（m） | |
|Airport road |18.0 |2×3.0 |Extend to building’s | |
| | | |edge | |
2.4.3.2 Other issues of Integrated traffic safety corridor improvement works
Green belt, bus lane, carriage way, bus bay, crossing channelization and traffic corridor parking management should be built in above roads, for the purpose of traffic safety and reducing the interference the bicycle upon the motor vehicle.
2.5 Institutional Capacity Building
In order to guarantee the good implementation of the project construction and good operation afterwards, as well as the application of IBRD loan, the related training process will be made for improving the management skill, technique level and application skills on particular equipments among staffs.
3. Project analysis
The project aims for improving unban transportation and the traffic management, discovering the potential capacity of current road network and completely change the current traffic condition in Yining city. The project’s implementation can mitigate the tight traffic and protect the cultural heritage and relic. The project also has some negative impacts on the regional ecology, relic, and social environment during the construction, and some solid waste, sewage, waste gas and noise can be aroused by project operation. But through some certain environmental protection measures, the pollutants’ negative impacts can be mitigated or eliminated and fulfill the requirement of domestic emission standards completely. So the project analysis will be done on two aspects: the positive impacts and negative impacts of project on the natural and social environment.
Institutional Capacity Building has no negative impacts because it mainly include consulting, training, monographic study or related auxiliary devices. So the EIA has no assessment on it.
3.1 Positive impacts
The project aims for improving unban transportation. After the implementation of the project, its positive impacts on the environment are much more than its negative impacts. The positive impacts include the solving of traffic jam, reduction of tail gas pollution, the optimization of trip mode. The details can refer to following Table 3.1-1.
Table3.1-1 Positive impacts of Yining urban transportation improvement project
|No. |Components |Project contents |Positive impacts |
|1 |Urban Road Improvement|Build 25 roads with totaling 72.39km, include the |Reduce the traffic pressure, increase |
| |and Construction |improvement of selected urban roads in the existing|the development capacity of Yining |
| | |road network, totaling 30.38 km; and construction |city, and improve the investment |
| | |of 15 new urban roads, totaling 42.01 km, and the |environment. |
| | |auxiliary drainage, greening and lighting | |
| | |works,etc; and procurement of 68 units of road | |
| | |maintenance machinery, 4800 units of garbage | |
| | |collection bins. | |
|2 |Public Transport |construction of 7 bus service facility stations, |Increase the public transportation |
| |Improvement |including 3 bus depots, 2 public transport hubs, 3 |service level; Accelerate the problem |
| | |bus terminals; procurement of 250 new buses. |solving process on inconvenience of |
| | | |public transport; Provide the |
| | | |designated area for bus maintenance, |
| | | |and realize the public transport |
| | | |priority. |
|3 |Traffic Management and|traffic monitoring system, traffic lights with the |With the scientific management |
| |Road Safety |regional signal control system, introducing an |approach and advanced technique, the |
| | |integrated corridor improvement approach on the |potential capacity of public transport|
| | |construction of Jiefang Road and Ahemaitijiang Road|can be discovered and the current |
| | |and Airport Road |traffic condition can be improved |
| | | |efficiently. |
3.2 Negative impacts and pollution intensity
Traffic Management and Road Safety mainly include traffic monitoring system, traffic lights with the regional signal control system, introducing an integrated traffic safety improvement corridor on the construction of Jiefang Road and Ahemaitijiang Road and Airport Road. The EIA’s focus for this part will be mainly put on the construction period. As to the operation, the EIA will not concern.
3.2.1 The negative impacts during construction
Due to the periodically construction and span by span construction, the construction site will be scattered and widespread. So the regional ecological environment, such as the soil and vegetation, will be impacted during construction. The noise, dust, abandoned earth and dreg aroused by the removal, excavation and refill works in the construction also have negative impacts on the surroundings. So the Analogy survey method will be adopted and provide the prevention measures in the EIA process. It is important to strengthen the protection for the vulnerable group impacted by the project, and adopt the mitigation measures to reduce the negative impacts. The resettlement must be made properly.
（1）Social environment
①The project construction will create the inconvenience of inhabitants’ trip mode, which live along the project sites, as well as the commercial activities.
②The removal of water supply, water drainage, and communication and power supply facility during construction has the temporary impact.
③The temporary negative impacts will also be made on the current traffic during construction;
④The inhabitants that face the removal have to accept the resettlement due to the project construction.
（2）Noise
The noise aroused by project construction mainly comes from the construction machinery, such as roller, loader, excavator or mixer, etc.
（3）waste gas
①The dust will be aroused during the process of transportation, load, unload and house demolition. Especially during the process of transportation, load, unload and mixing process of construction material, amount of dust can be scattered in the ambient air environment.
②Asphalt smoke produced in the mixing process of bitumen and concrete;
③The tail gas produced in the transportation
（4）waste water
①The oil that runs, spilled, dropped or leaked from the construction machinery or the outdoor machines are flushed by rain water, all those can make the oil water pollution.
②The rainwater is mixed with grout, domestic sewage under the effect of surface runoff.
③The construction waste, abandoned earth and dreg contain large amount of pollutant and suspended particles, which will flow into the nearby water body under the effect of storm flushing or normal drainage of waster water during construction.
（5）solid waste
The solid waste mainly comes from the earthwork, housing demolition, abandoned earth and domestic waste during construction.
（6）Ecological environment impacts
The vegetation along the project site will be destructed by the refilling and exaction works on subgrade. In addition, the farmland will be occupied. All those have negative impacts on the regional ecological environment. The exposed ground surface suffers the flush of rainwater, and then the Soil Erosion will happen in the certain area and the soil fertility will decrease. All those will influence the stability of regional terrestrial ecological environment.
3.2.2 Negative impacts and pollution intensity during operation
After the project put into operation, the main negative impacts on environment come from tail gas and traffic noise, as well as the waste water and solid waste produced in bus terminals, hubs or depots.
3.2.2.1 Urban Road Improvement and Construction
After the urban road of this project put into operation, the main negative impacts on environment come from tail gas and traffic noise.
（1）Traffic noise source
The traffic noise is made by all kind of vehicles, and is an integrated noise source that combines different types of noise from vehicle together, such as the noise from engines, exhaust pipe, car body vibration, and transmission device and brake system. Among those types of noise, the noise from the engine is the main traffic noise source. The intensity of engine noise has something to do with the engine speed and speed of a motor vehicle.
In addition, the intensity of traffic that affected not only by speed, but also by traffic volume, motor type, road type, the covering on pavement, etc. The traffic vibration aroused by the vehicle’s body’s vibration can cause the vibration of building along road through the vibration transmission. The traffic vibration has something to do with the motor vehicle type, road structure and other factors.
（2）Ambient air pollution sources
The tail gas is the main ambient air pollution source after the implementation of project construction. Other pollutant emission has relevance with traffic volume, motor vehicle type and motor vehicle’s running condition.
The gas pollutant from motor vehicle mainly comes from the evaporation of fuel or the emission of exhaust gas, which include the CO, oxynitride and NMHC.
（3）Impacts on traffic safety
①Whether or not the design of road, construction quality, road classification, traffic signal, slogan and road marking line, etc comply with the related standards, will directly influence the traffic safety.
②The inadaptability between road network condition and high speed performance of motor vehicle will produce negative impacts.
③Comparing with the quick development of traffic volume day by day, the road construction’s development is slow. So the two developments are not in consistent with each other.
3.2.2.2 Public Transport Improvement
All the water supply, sewage drainage and heat supply in terminals, hubs and depots planned in the project depends on the existed pipeline and centralized heating system. During the operation period, the pollutants come from the emission of waste gas in CNG station, and the waste water discharge in terminals, depots, and bus maintenance area.
（1）Noise
① Noise of motor vehicle
The lorry, bus or other heavy vehicles’ exhaust noise intensity can reach 80-85dB(A) outside of one meter of the noise source when those vehicles are on the mode normal driving or engine idle.
②Noise from CNG station
The main noise in CNG station comes from the natural gas compressor. The intensity can reach 80～90dB(A) outside one meter of noise source.
（2）waste gas
Basically there has no waste gas emission during operation period. Very little natural gas will emitted into the air through gas emission pipe under the unnormal working conditions of compressor. Due to the density of natural gas is less than the air, the quick diffuse of natural gas can be realized with very small amount and impacts. There is also little leakage of natural gas when taking down the gas filling hose with less impact on environment.
There no new increase on heating boiler in all stations. The heating supply of CNG stations in winter will be provided by the urban centralized heating system.
（2）waste water
① Bus repair
The waste water produced by the bus repair work contains suspended material and petroleum content, etc. In addition, some waste liquid can be produced in the process of bus repair, such as used oil, petroleum. All those need the proper treatment.
The waste water productivity from the bus repair is 200m³/a, according the estimation that the unit productivity of 10m³/a in bus terminal, 20m³/a in hubs, and 50 m³/a in depots.
② domestic sewage
The domestic sewage’s productivity is 1.46×104m³/a, according the estimation that the unit productivity of 10m³/a in bus terminal, 20m³/a in hubs, and 50 m³/a in depots.
（3）solid waste
①Bus repair
After the evaporation and drying, the waste water from bus repair become the solid waste that contains mineral oil. So this solid waste belongs to the harzards waste. The related collection, storage and dispose of the solid waste should comply with the national regulations, and forbid this solid waste to be mixed with the domestic waste and construction waste.
The productivity of solid waste is estimated to be 20t/a, include unit productivity of 1t/a in bus terminal, 2t/a in hubs, and 5t/a in depots.
The machine processing waste, waste oil and waste mountings will be sold for recycle once produced.
②Domestic waste
The domestic waste mainly comes from the staff and drivers concerned the bus service. According to the unit productivity estimation of 20kg/d in bus terminal, 40kg/d in hubs, and 100kg/d in depots, the total waste water in this part is 146t/a.
（4）The environmental risk of CNG station
The CNG station is the place that has the risk on natural gas leakage if the emergency or accidents happened (not include the emergency by man-made intentionally damage or natural disaster). So the potential impacts on human safety and environment should be assessed, at the same time provide the practical prevention measure, emergency management approach and the mitigation measures for that and finally reduce and mitigate the environmental impacts to an acceptable level.
3.3 Environmental impact factors’ identification and assessment factors’ selection
3.3.1 Identification of impacts factors
According to the project type and characteristics of pollutant emission, the environmental elements impacted by project will be identified and be assessed on the impact’s intensity and features. The related identification table is as following Table3.3-1 and Table3.3-2.
Table 3.3-1 Identification for the environmental elements under the impact of project
|Environment |Natural environment |Ecologi|Social environment |Quality of life |
| | |cal | | |
| | |resourc| | |
| | |e | | |
|Project development period |Surface water quality |Air quality |
| |Long term |Short term |
|Ambient air |CO、NO2、PM10、SO2、 |CO、NO2、PM10、SO2、Dust |
|Acoustic |equivalent A sound level Leq |equivalent A sound level, vibration |
|environment | | |
|Ecological |soil, vegetation and soil erosion |soil, vegetation and soil erosion |
|environment | | |
|Social |Transportation, landscape and quality of life |
|environment | |
4. .Project plans comparison and selection
4.1. Project plans comparison and selection
The analysis with and without project is the environment devoloping treand analysis that focus on the current regional environmental condition, and industrial environmental condition.
4.1.1Urban Road Improvement and Construction
Now the district road network in Yining city has basically formed to be the combination of ring road with radiation road. The structure of road network system has been basically formed, but the system is not complete that result in the big traffic pressure from trip and freight transport on the G 218 provincial road, and the serious traffic jam of Jiefang Road and Ahemaitijiang Road in urban area.
That is due to the infrastructure can not match the quick development and demand of economic cooperation zone and continuously enlarged urbanization. Now the district road network is not systematic.
In Dongcheng district the educational base of Yining city are on construction, but the related infrastructure construction are totally lacked now. Now there is the conflicts between the old infrastructures and the social development of Yining city. The real action must be take to solve the problem and promote the local sustainable development on economy, society and environment. The Urban Road Improvement and Construction become the urgent task for that.
4.1.2Public Transport Improvement
The Public Transportation system in Yining also can not satisfy the local development demand, for example, very decrepit buses, unreasonable distribution of bus station, no priority or bus lane on the road, too long time for passenger to go to station and wait for bus. Most local inhabitants’ trip distance to bus station is unreasonable. All these result in the low level service of Public Transportation, and unwillingness for public to take bus, the dull traffic management methods and lack of modern traffic management facilities. Now the developing Yining city needs the high efficient, safe and reliable traffic management system to match its ongoing quick development.
Following the execution of the Yining city’s layout and construction objective, the improvement of road network, public transportation system and traffic management, etc become the urgent task to be carried out. Under the guidance of The Overall Urban Development Strategy, the task should be carried out for the purpose of building the continuously developing Urban Traffic System, enhancing the efficiency of traffic system to match the further development in urban area, the economic cooperation zone and Dongcheng district of Yining city.
4.1.3Traffic Management and Road Safety
Based on the analysis the existed issues in traffic management and safety, with the application of traffic engineering theory, the related improvement plan have been made in this project.
4.1.3.1 Traffic monitoring system and regional traffic signal control system
Following the improvement of facilities on traffic safety management, such as traffic light, traffic sign and line, refuse island, the delay in the crossings can be reduced an the pedestrian’s safety can be guaranteed. At the same time, the change of crossings layout can reduce the conflict of different traffic flow and widen the view of drivers in the crossings. The traffic sign and lines, as well as the increase of Channelization Island can separate the person from motor vehicle, lead a smooth traffic, reduce the total accidents, and improve the efficiency, safety and capacity of road. The road service level also will be highly enhanced.
4.1.3.2 Integrated traffic safety corridor improvement in jiefangxi road, ahemaitijiang road and airport road.
The current condition in jiefangxi road, ahemaitijiang road and airport road is like following: Intensive company branches, residences and shops locate along the road; the traffic management and auxiliary facilities are not sufficient, which often result in the traffic chaos and many problems, such as the combination of bicycle and motor vehicles , breach of traffic regulation frequently, excessive width of sidewalk, the lack of refuse island, no separate facilities between sidewalk and carriage way. The lack of separate facilities brings the risk for the pedestrian’s safety on the road. along the roads, there already existed the overhead power transmission line and road lighting system. In the green belt along the road, there distribute elm and pine tree, etc.
Integrated traffic safety corridor improvement construction works include the pavement of carriage way, sidewalk, regulating the cross-section of road, regulating the turning radius of curb in the crossings and road alignment, construction of Refuge Island in the section of slow-moving traffic, and green belt. After the implementation of construction, the guarantee for the traffic’s smooth and safety can be achieved. The greening belt is for the purpose of environmental protection, and creates beautiful view in the roads can city, as well as the flexible part in the project.
4.2 Comparisons of urban road improvement and construction plans
4.2.1 Road alignment selection
Most roads in the project belong to the new construction. The design of road alignment will comply with the Yining city overall layout and take consideration of the existed earth roads’ condition. So it has no necessity to make comparison among different horizontal alignment plans. The horizontal alignment will adopt the linear type or linear connecting with circular curve for new road construction. For the road that is modified in the project, the alternative plans’ comparison will only performed for the xinhuadong road, extension of xinhuaxi road and branch of airport road according to the results of route location survey in project site.
4.2.1.1 Xinhuadong road
（1）Introduction of road alignment alternative plans
Base on the current condition that many curves existed in xinhuadong road, two alignment plans has been provided in the FSR of project. The details can refer to Figure 4.2-1.
No.1 road alignment design plan: The new road will start from the current xinhuadong road, and end in the current nanhuan road. The plan basically follows the route of current road. Three curves have been eliminated in the design. The maximum deviation of new road central line from original one will be 18m. The road end with 1km newly-built part will pass through the residence area and farmland southwards. The total length of road is 3110.11m.
No.2 road alignment design plan: The new road will start from the current xinhuadong road, and end in No.37 alley in current nanhuan road with total length of 200.42m. The plan basically follows the route of current road.
[pic]
Figure 4.2-1 Xinhuadong road alignment alternative plans
（2）The environmental comparisons between the plans
The environmental comparisons between the road alignment plans is as Table4.2-1。
Table4.2-1 Environmental comparisons
|Contents for comparison |No.1 plan |No. 2 plan |Better plan |
|Road length (m) |3110.11 |3200.42 |No.1 |
|Designed curve（place） |3 |6 |No.1 |
|Building removal(m2) |95169.37 |70769.63 |No.2 |
|ecology |Vegetation and animals |The species of the animals and vegetation in the two plans are |- |
| | |basically the same. There are no endangered animals and plants in| |
| | |project scope. | |
| |Land occupation (hectare) |11.28 |7.68 |No.2 |
| |Farmland occupation |0.68 |0 |No.2 |
| |(hectare) | | | |
| |Earthwork (104 m3) |8.3 |6.3 |No.2 |
|Water environment |The water environment in tow routes are basically the same. No |- |
| |sensible water body is concerned in this project. | |
|Ambient air and acoustic environment |The environment sensible points and scale are basically the same.|- |
|Social environment |Large scale of land |Small scale of land acquisition |No.2 |
| |acquisition | | |
|Suggestion | From the aspect of environmental protection, the No.2 route is recommended in EIA. |
The No.1 route is a bit shorter and less curve than No.2 route. The No. 2 route needs less land acquisition and housing removal than No.1 plan. So the No. 2 plan benefit for the environmental protection. The EIA recommend the No.2 road alignment plan for the project that is in consistent with FSR.
4.2.1.2 The extension of xinhuaxi road
（1）Introduction of road alignment alternative plans
The extension of xinhuaxi road’s pavement is bitumen type with the width 7~12m. Along part of the road there are residential houses. A small number of trees locate on both sides of road. Two road alignment alternative plans have been put forward for comparison in FSR. See Figure 4.2-2.
[pic]
Figure 4.2-2 The extension of xinhuaxi road alignment plans
No.1 road alignment design plan: The new road will start from planned xincun road, and end in the planned xihuan road. The plan basically follows the route of current road. The total length of road is 5500m.
No.2 road alignment design plan: The new road will start from planned xincun road, and end in the planned xihuan road. The plan basically follows the route of current road. This design reduces two places with curve and makes the route smooth. The total length of road is 5504.36m.
（2）The environmental comparisons between the plans
The environmental comparison between the road alignment plans for xinhuaxi road is as Table4.2-3.
Table4.2-2 Environmental comparisons
|Contents for comparison |No.1 plan |No. 2 plan |Better plan |
|Road length (m) |5500 |5504.36 |- |
|Designed curve（place） |4 |2 |No.2 |
|Building removal(m2) |11410.2 |11410.2 |- |
|ecology |Vegetation and animals |The species of the animals and vegetation in the two plans are |- |
| | |basically the same. There are no endangered animals and plants in| |
| | |project scope. | |
| |Land occupation (hectare) |16.52 |16.52 |- |
| |Farmland occupation |8.22 |8.22 |- |
| |(hectare) | | | |
| |Earthwork (104 m3) |18.1 |18.1 |- |
|Water environment |The water environment in tow routes are basically the same. No |- |
| |sensible water body is concerned in this project. | |
|Ambient air and acoustic environment |2 |1 |No. 2 |
|sensible points | | | |
|Social environment |Land acquisition is basically same. |- |
|Suggestion |From the aspect of environmental protection, the No.2 route is recommended in EIA. |
The comparison result shows that two plans’ impacts on environment are basically the same. Due to No. 2 plan make the projects not pass though the residence area of Xincun No. team, the EIA recommend the No.2 road alignment plan for the project that is in consistent with FSR.
The No. 2 adopts the planning alignment after adjustment, which the planning version is just on the revising period.
4.2.1.3 Airport branch road
（1）Introduction of road alignment alternative plans
No.1 road alignment design plan: The new road will start from current airport road, and end in the planned extension of Shengli Street. The total length of road is 1938.83m.
No.2 road alignment design plan: The new road will start from current airport road, and end in the planned extension of Shengli Street. The total length of road is 2012.73m. See Figure4.2-3。
[pic]
Figure 4.2-3 Road alignment design plans for airport branch road
（2）The environmental comparisons between the plans
The environmental comparisons between the plans can refer to Table4.2-3。
Table4.2-3 Environmental comparisons between airport branch road alignment plans
|Contents for comparison |No.1 plan |No. 2 plan |Better plan |
|Road length (m) |1938.83 |2012.73 |No.1 |
|Designed curve（place） |3 |4 |No.1 |
|Building removal(m2) |2000 |0 |No.2 |
|ecology |Vegetation and animals |The species of the animals and vegetation in the two plans are |- |
| | |basically the same. There are no endangered animals and plants in| |
| | |project scope. | |
| |Land occupation (hectare) |1.63 |1.61 |No.2 |
| |Farmland occupation |0 |0 |- |
| |(hectare) | | | |
| |Earthwork (104 m3) |2.48 |2.48 |- |
|Water environment |The water environment in tow routes are basically the same. No |- |
| |sensible water body is concerned in this project. | |
|Ambient air and acoustic environment |Environment sensible points and scale are basically the same. |No.2 |
|sensible points | | |
|Social environment |A small amount of housing |No housing removal |No.2 |
| |removal | | |
|Suggestion |From the aspect of environmental protection, the No.2 route is recommended in EIA. |
The comparison result shows that two plans’ impacts on environment are basically the same. Due to No. 2 plan’s road reconstruction is based on the existed road and has no housing removal impacts, the EIA recommend the No.2 road alignment plan for the project that is in consistent with FSR.
4.2.2 The road cross-section plans comparison
The roads planned in this project are in the scope of Yining municipal road network plan, which is relatively scientific according to the location and function among the road network. So it is no necessary to make the further comparison. The chapter herein just makes the comparison on the design of subgrade cross-section concerning xinhuadong road, xinhuan road, extension of guangming street, No.11commnity’s road, airport branch, extension of shengli street, and xincun road.
4.2.2.1Xinhuadong Road
No.1 plan：The existed cross-section plan in the municipal overall plan on road network
According to the municipal overall plan on road, the red line’s width of Xinhuadong Road is 50.0m. The cross-section is made up by the carriage way with 24.0m width, sidewalk with 8.0m width and green belt with 36% percentage. See Figure 4.2-4.
[pic]
Figure 4.2-4 The No.1 cross-section plan of xinhuadong road
No.2 plan：The recommended plan on cross-section in this project
The red line’s width of Xinhuadong Road is 50.0m. For this project the width is planned to be 36.0m. The cross-section is made up by the carriage way with 15.0m width, sidewalk with 9.0m width and green belt with 12.0m width. See Figure 4.2-5.
[pic]
Figure 4.2-5 The No.2 cross-section plan of xinhuadong road
Xinhuadong road is an arterial road in old urban area with the function of transportation terminal and serving the inhabitants. If No.1 plan in municipal road network overall plan is adopted; the project will increase the households of resettlement. So the No.2 cross-section plan of xinhuadong road is selected with the 36.0m road width and scientific allocation of carriage way, sidewalk and green belt.
4.2.2.2 Xihuan Road
No.1 plan：The existed cross-section plan in the municipal overall plan on road network
According to the municipal overall plan on road, the red line’s width of Xihuan Road is 50.0m. The cross-section is made up by the carriage way with 24.0m width, sidewalk with 8.0m width and green belt with 18.0m width. The greening rate is 36%. See Figure 4.2-6.
[pic]
Figure 4.2-6 The No.1 cross-section plan of xinhuadong road
No.2 plan：The recommended plan on cross-section in this project
The Road red line’s width is 50.0m. For this project the width is planned to be 50.0m. The cross-section is made up by the carriage way with 24.0m width, sidewalk(with tree grate) of 8.0m width, bicycle lane with 8.0m width and green belt with 10.0m width. See Figure 4.2-7.
[pic]
Figure 4.2-7 The No.2 cross-section plan of xinhuadong road
Xihuan road is an arterial road in old urban area with the function of transportation terminal and serving the inhabitants. According to the function and location xinhuan road in the road network of old urban area, the motor vehicle, bicycle and pedestrian are the main objects on the regional traffic, which has been taken into consideration in the No. 2 plan for Xihuan road route design. And the percentage in project construction area is reasonable, as well as the proper green belt. So the No.2 cross-section plan of xinhuadong road is proposed in this EIA.
4.2.2.3 Extension of Guangming Street
No.1 plan：The existed cross-section plan in the municipal overall plan on road network
According to the municipal overall plan on road, the red line’s width of Xihuan Road is 30.0m. For this project the width is planned to be 30.0m The cross-section is made up by the carriage way with 15.0m width, sidewalk with 8.0m width and green belt with 7.0m width. The greening rate is 23.3%. See Figure 4.2-7.
[pic]
Figure 4.2-7 The No.1 cross-section plan on extension of guangming road
No.2 plan：The recommended plan on cross-section in this project
According to the municipal overall plan on road, the red line’s width of Xihuan Road is 30.0m. For this project the width is planned to be 16.0m, include only the carriage way with 16.0m width. See Figure 4.2-8.
[pic]
Figure 4.2-8 The No.2 cross-section plan on extension of guangming road
Extension of guangming road is an arterial road in old urban area with the function of transportation terminal and serving the inhabitants. If No.1 plan in municipal road network overall plan is adopted; the project will increase the households of resettlement. So the No.2 cross-section plan of xinhuadong road is selected with only 16.0m width carriage way, which can satisfy the short term development need. The sidewalk is on the long term development plan.
4.2.2.4 No.11 community’s road
No.1 plan：The existed cross-section plan in the municipal overall plan on road network
According to the municipal overall plan on road, the red line’s width of No.11 community’s Road is 24.0m. For this project the width is planned to be 24.0m The cross-section is made up by the carriage way with 12.0m width, and sidewalk with 6.0m width. The greening rate is 25%. See Figure 4.2-9.
[pic]
Figure 4.2-9 The No.1 cross-section plan on No.11 community’s road
No.2 plan：The recommended plan on cross-section in this project
According to the municipal overall plan on road, the red line’s width of No.11 community’s Road is 24.0m. For this project the width is planned to be 20.0m. The cross-section is made up by the carriage way with 12.0m width, sidewalk (with tree grate) of 8.0m width. See Figure 4.2-10.
[pic]
Figure 4.2-10 The No.2 cross-section plan on No.11 community’s road
No.11 community’s road is a branch road in old urban area, with the function of undertaken the traffic pressure for arterial road and providing convenient for inhabitants walk out. If the red line’s 24.0m width of No.11 community’s Road is adopted in the project, the housing removal should be dealed with properly in the construction of this road. If the 20.0m width of No. 2 plan can be adopted, there is no housing removal in this part of project. In light of this, so the No.2 cross-section plan is proposed in this EIA.
4.2.2.5 Airport branch road
No.1 plan：The existed cross-section plan in the municipal overall plan on road network
According to the municipal overall plan on road, the red line’s width of Airport branch road is 36.0m. For this project the width is planned to be 36.0m The cross-section is made up by the carriage way with 15.0m width, green belt with 12.0m width and sidewalk with 9.0m width. The greening rate is 33.3%. See Figure 4.2-11.
[pic]
Figure 4.2-11 The No.1 cross-section plan on Airport branch road
No.2 plan：The recommended plan on cross-section in this project
According to the municipal overall plan on road, the red line’s width of Airport branch road is 36.0m. For this project the width is planned to be 20.0m, include the carriage way with 16.0m width and sidewalk with 4.0m width. See Figure 4.2-12.
[pic]
Figure 4.2-12 The No.2 cross-section plan on Airport branch road
Airport branch road is a branch road lead to the Yining city airport. In consideration of the larger housing removal scale that can be aroused by the project once adopting the No. 1 plan, the No.2 cross-section plan with 20m road width is proposed in this EIA.
4.2.2.6 Extension of shengli street
No.1 plan：The existed cross-section plan in the municipal overall plan on road network
According to the municipal overall plan on road, the red line’s width of extension of shengli road is 50.0m. For this project the width is planned to be 50.0m The cross-section is made up by the carriage way with 24.0m width, green belt with 18.0m width and sidewalk with 8.0m width. The greening rate is 36%. See Figure 4.2-13.
[pic]
Figure 4.2-13 The No.1 cross-section plan on extension of shengli road
No.2 plan：The recommended plan on cross-section in this project
According to the municipal overall plan on road, the red line’s width of extension of shengli road is 50.0m. For this project the width is planned to be 50.0m The cross-section is made up by the carriage way with 23.0m width, green belt with 21.0m width(include 4m dividing strip) and sidewalk with 6.0m width. The greening rate is 42%. See Figure 4.2-14.
[pic]
Figure 4.2-14 The No.2 cross-section plan on extension of shengli road
The extension of shengli road is the main road in connecting the cultural and educational area with the economically affordable housing, which is the main frame in the road network of dongcheng district with the function of transportation terminal and serving the inhabitants. According to the function and location of the road in the road network, the green belt among the carriage ways is added to improve the traffic safety. The percentage that green belt and sidewalk’s area occupied in overall road area is quite reasonable. In light of this, the No. 2 plan for this part of project is proposed in EIA.
4.2.2.7 Xincun road
No.1 plan：The existed cross-section plan in the municipal overall plan on road network
According to the municipal overall plan on road, the red line’s width of extension of xincun road is 50.0m. For this project the width is planned to be 50.0m. The cross-section is made up by the carriage way with 20.0m width, bicycle lane with 11.0m width, green belt with 11.0m width and sidewalk with 8.0m width. The greening rate is 22%. See Figure 4.2-15.
[pic]
Figure 4.2-15 The No.1 cross-section plan on extension of xincun road
No.2 plan：The recommended plan on cross-section in this project
According to the municipal overall plan on road, the red line’s width of extension of xincun road is 50.0m. For this project the width is planned to be 16.0m, which only include 16.0m carriage way’s construction. See Figure 4.2-16.
[pic]
Figure 4.2-16 The No.2 cross-section plan on extension of xincun road
Xincun road is an important road in Yining economic cooperation zone and specially used for coal transportation. In consideration of the current road condition, the short term and long term combination of development, the project for this part only concerned the 16m width carriage way’s construction. As to the bicycle lane and sidewalk, etc, the related construction will be listed in long term plan.
4.2.2.8 The comparison conclusion for cross-section plans
In the feasibility study report of this project, the comparison has been made on several kinds of cross-sections. The final selection of cross-section alternatives is based on the principle of reducing the land acquisition to the biggest extent and meeting the requirements of municipal overall plan. The conclusion is like the following Table4.2-4.
Table4.2-4 Road cross-section layout
|No. |Name of road |Road type |
|1 |bus maintenance area |2，Floor area of 1 hm2 for each |
|2 |Bus hubs |2，Floor area of 1 hm2 for each |
|3 |CNG station |2，Floor area of 0.67hm2 for each |
|4 |intelligent bus dispatching and control center |1，Floor area of 1 .33hm2 |
|5 |Bus terminal |7，Floor area of 1 hm2 for each |
Table4.3-2 The service stations after merge
|No. |Type |Contents(quantity and area) |
|1 |Integrated bus service facility |2 integrated service stations with individual floor area of 4 hm2 and |
| |station |2.33 hm2 , include 2 bus maintenance area, 2 CNG station,2 Bus |
| | |terminal, 1 dispatching and control center. |
|2 |Bus hubs |2，Floor area of 1 hm2 for each |
|3 |Bus terminal |3，Floor area of 1 hm2 for each |
The combination construction reduce the number of public transportation service stations, and the related environmental impacts arosed by these stations. The future maintenance and management during operaton is also benefit from that.
4.3.2 Rationality analysis of site selection
Upon the analysis on the service requirements and environmental featue of project site, the following 7 sites are proposed as the rational sites for project component as Public Transport Improvement. See Table4.3-3.
Table4.3-3 Site selection analysis for Public Transport Improvement
|No. |stations |sites |Rationality of site |Photos |
| | | |selection | |
|1 |Bus integrated |The northwest of |Neighboring the |[pic] |
| |depots on the |crossings between|Bayandai new | |
| |west of city |xinhuaxi road and|village, fulfill the| |
| | |xincun road. |requirements on CNG | |
| | | |refill and bus | |
| | | |maintenance in new | |
| | | |west district of | |
| | | |city. The current | |
| | | |condition is | |
| | | |farmland, without | |
| | | |need of housing | |
| | | |removal. Site | |
| | | |selection is | |
| | | |reasonable. | |
|2 |Bus integrated |Tashikuleke town |Neighboring the |[pic] |
| |depots on the |（north of |nanhuan road, | |
| |southeast of |nanhuan road） |fulfill the | |
| |city | |requirements on CNG | |
| | | |refill and bus | |
| | | |maintenance in | |
| | | |dongcheng district | |
| | | |and urban area. The | |
| | | |current condition is| |
| | | |farmland, without | |
| | | |need of housing | |
| | | |removal. Site | |
| | | |selection is | |
| | | |reasonable. | |
|3 |Hubs in railway |West of square of|Locate on the west |[pic] |
| |station |railway station |of railway station | |
| | | |square, governmental| |
| | | |reserved land, | |
| | | |realize the traffic | |
| | | |connection of rail | |
| | | |and bus. No housing | |
| | | |removal. Site | |
| | | |selection is | |
| | | |reasonable | |
|4 |Hubs in eerdun |right in front of|Right in front of |[pic] |
| |town |the eerdun town |the eerdun town | |
| | |government |government, and the | |
| | | |west of donghuan | |
| | | |road, the north of | |
| | | |laojiu road. It is | |
| | | |the reserved land in| |
| | | |the east of | |
| | | |dongsanhuan No. 1 | |
| | | |road. The key public| |
| | | |facility in CBD, | |
| | | |form the internal | |
| | | |transportation | |
| | | |connecting with | |
| | | |external bus hub in | |
| | | |railway station. No | |
| | | |housing removal. | |
| | | |Site selection is | |
| | | |reasonable | |
|5 |Terminal of |The park in |The 100,000 |[pic] |
| |zhongyuan |zhongyuan series |inhabitants lived in| |
| | |house |Zhongyuan series | |
| | | |house. So the | |
| | | |terminal can serve | |
| | | |the regional public | |
| | | |transportation and | |
| | | |change the regional | |
| | | |condition. No | |
| | | |housing removal. | |
| | | |Site selection is | |
| | | |rational | |
|6 |Terminal of |The wetland park |The 150,000 |[pic] |
| |dongyuan |near dongyuan |inhabitants lived in| |
| | |series house |Zhongyuan series | |
| | | |house. So the | |
| | | |terminal can serve | |
| | | |the regional public | |
| | | |transportation and | |
| | | |change the regional | |
| | | |condition. The | |
| | | |governmental | |
| | | |reserved land. No | |
| | | |housing removal. | |
| | | |Site selection is | |
| | | |rational | |
|7 |Terminal of |The southwest of |Serve the regional |[pic] |
| |eerdun town |crossing between |public | |
| | |nanhuan road and |transportation, | |
| | |Xinhua road. |change the regional | |
| | | |condition. The | |
| | | |current site is | |
| | | |farmland, no housing| |
| | | |removal need. Site | |
| | | |selection is | |
| | | |rational | |
5. Overview Environment in project site
5.1 Natural environment
5.1.1. Geographic location
The proposed project located in Yining city, Yili Ili Kazakh Autonomous Prefecture of Xinjiang Uygur Autonomous Region. Yining city is in the northwest of Xinjiang Urgur Autonomous Region and the central part of Yili River Valley, Yining city is the capital of the Yili Kazak Autonomous Prefecture, as well as the center of economy, politics, culture and traffic of the Yili Kazak Autonomous Prefecture.
Yining city is 697km away from Urumchi. Korgas, China’s largest land port in the northwestern region is located 88 km west to Yining, and 466km away from Alma-Ata, which is the capital of The Republic of Kazakhstan.Yining is China’s historical gateway to Central Asia and Europe and an important goods distribution center of the ancient “Silk Road”.
With a total area of 675.5 km2, there are 1 town, 8 villages, 1 farm and 8 street offices under the control of Yining city. The CBD locate in the southeast of Yining city and the north of Yili River. The planning urban area in Yining city is 57.7km2, with the implementation of 45km2. Following the development of urbanization, part of hanbin village, dashikuleke village, eerdun village and bayandai town has been occupied or surrounded by urban construction.
5.1.2 Landform and terrain
The north part of Yining city is higher than the south part, leaning from the northeast to southwest. The low mountain, alluvial-proluvialfan and valley terrace are three main landforms in Yining. The 61% of Yining city is low mountain with the elevation 700～2300m, which mainly located in the north of city. The 39% of Yining city is the alluvial-proluvialfan and valley terrace with the elevation 580～750m, which belong to the agricultural district with ideal climate, plain, fertilized soil and natural irritation condition. The average elevation of Yining city is 1083m, for urban area is 620m
Now the most urban area of Yining city mainly locates in the Second terrace of north bank of Yili River. The terrain is relative flat. To the south of urban area there is the Yili river with big riverbed width and swing range. Due to the erosion suffered, there appears obvious terrace. The north of urban area has been the Third terrace with complicated terrain. The East area is Micro mnadnock, with the broken of Micro landform, and developing flood trench. The west area has flat terrain.
The project site locates in the north and the west of Yining city, which individual belongs to the old urban area and new developing zone. The site is between the terraceⅠandⅡin the right bank of Yili river, with the 45 altitude difference from north to south. From north to south for a tilt and the average slope is 6.5/1000. The attachments of road surface are farmland, trees, houses and channels, etc. After years of human activities influence, the terrain and landform has been changed to big extent.
5.1.3 Climate
Yining Municipality falls within the mid-temperate zone arid continental climate zone. Due to surrounded by mountains from the east, south and north, the wide west area and the elevating effect of landform, the rainfall can be formed when the stream from west passing through Yining. The climate features include: warm but not stable spring; Hot summer with less rainfall; Cool autumn with usual sunny weather; severe cold winder with heavy snow and shallow frozen earth. The yearly prevailing wind is valley breeze, with less gale. The details of climate index can refer to Table5.1-1.
Table5.1-1 Main Meteorological Parameters in Yining
| Items |Index |
|Annual average temperature (℃) |8.4 |
|Extreme maximum temperature (℃) |38.7 |
|Extreme minimum temperature (℃) |-40.4 |
|Rainfall capacity（mm） |264 |
|evaporation capacity（mm） |1631 |
|The biggest permafrost thickness（m） |0.62 |
|Biggest snow depth（m） |0.89 |
|Annual mean wind speed（m/s） |2.3 |
|predominant wind direction |E、W |
1 5.1.4 water system
The water system is mainly made by the Yili river, Beishangou water system, spring and urban canal system.
Yili river is the biggest continental river in the world, rooted from tianshan mountain and flow out of national boundary in west direction, finally into the kapuqiaka reservoir in The Republic of Kazakhstan. The Yili River is formed by the afflux of Tekesi River, Gongnaisi River and Kasi River in the location that is 45m to southeast of Yining. Yili River’s total length is 601km, with 56,100 km2 river basin, 116×108m3 mean runoff and 367m3/s mean flow. The river is wide and river bank is flat. The flow is smooth with tributary. There are shoals allocated in the river. The river basin that pass through the Yining is 35km with watershed area of 49186m2. The riverside avenue for this project will be based on the current riverbank of Yili River, which is 10m away from the water body.
From the east to west, the Beishangou water system includes Piliqing River, nuoaitu canal, tiechang canal, yu canal, nantaizi canal and jieliangzi canal. Piliqing rive never dry for whole year with the 794km2 river basin, 16.3km length, 5.52m3/s mean flow for years. Piliqing River sources from middle mountain area of the Keguqin Mountain with the elevation of 2600m. The Yearly water distribution is from March to May, and more in spring and less in summer, lack in autumn and surplus in winter. Daobeiwei No.1, No.2 and No3 road’s west end are close to Pilijing River, with about 200 m distance.
There are more than 10 spring canals in Yining. All sources are located in the south of Renmin canal. The form is made by the afflux of spring on both sides of canal. The average yearly flow is 6.587m3/s and the yearly runoff is 2.16 million thousand cubic meters.
Within the project scope, part of Renmin canal will go through Daobeiwei No. 1 road and Xinhuanbei road with the length of 13m. for that, each bridge for Daobeiwei No. 1 road and Xinhuanbei road meeting Renmin canal have been designed with the 1-16m range of length. So the project has no impacts on this part of Renmin canal.
2 5.1.5 Geology
Yining locate in the middle of Yili depression, covered by Quaternary system except the bed rock of Mesozoic and upper palaeozoic discovered in the north. The thickness of Quaternary system is increased from east to west. The Quaternary system’s thickness is more than 350mm in the area to the west of Yining. The lower layer is claypan, waterproof, and hard after dry process with the color of greyish-green and dark grey. The middle layer is gravel, with water content. The top layer is loess like light loam.
3 5.1.6 Earthquake
According to the China the ground motion parameter zoning map（GB18306-2001）, the peak acceleration for project location is 0.15g. The Design earthquake group is the second group. Characteristic period of the seismic response spectrum is 0.4s, the corresponding earthquake basic intensity is Grade Ⅶ. The seismic fortification intensity is Grade Ⅶ.
5.2 Social and Economic Status and Assessment
The project of Xinxiang Yining urban transport improvement with IBRD loan support includes the following four components: Component 1: Urban Road Improvement and Construction; Component 2: Public Transport Improvement; Component 3: Traffic Management and Road Safety; Component 4: Institutional Capacity Building.
The related impacts are limited within the scope of dongcheng district, developing zone 5 villages and 5 street offices of old urban area. The details can refer to Table5.2-1.
Table5.2-1 The impacted scope of project covered
|Administrative divisions |New roads or recontruction of existed roads in project constuction |
|Dongche|Handerdun town |Bayikule village |Laosan road，Laosi road，Laowu road，extension of shengli |
|ng | | |street,north part of S220 line |
|distric| | | |
|t | | | |
| | |Yingayati village |Laoyi road, laoer road,laoliu road, north part of s220 line |
| | |Dongliang village |Laoyi road, laoer road and extension of dongliang street. |
| | |Huaguoshan village |laoyi road, laoer road,laojiu road |
| | |Jiergelang village |laojiu road, xinhuadong road |
| |Kebokeyuzi town |Tuanjie village |laoyi road, laosi road, and S220 line |
| | |Kebokeyuzi village |Laoyi road, Laowu road |
|Develop|Dadamutu town |Wulasitai village |Extension of xinhuanbei road, Daobeiwei No.1 road, Daobeiwei No.2 |
|ing | | |road, Daobeiwei No.3 road |
|distric| | | |
|t | | | |
| |Bayandai town |Baiyandai village |Xincun road |
| | |Bayadaixin village |Xincun road, extension of xinhuaxi road |
| |Hanbin town |Hanbin village |Guangdong road, extenision of hebei road, extension of xinhuaxi |
| | |Dunmaili village |road, extension of xihuanbei road |
|Old |Street office of |Nageerqi community |Extension of guangming street |
|urban |yilihe road | | |
|area | | | |
| | |Bayikuoqia community | |
| | |Humudanmaili community | |
| | |Shayikuyouluxi community | |
| |ailaimubage street office |No.11 community’s road, airport road |
| |street office dunmaili road |Ahamaitijiang road |
| |street office of jiefangxi road |Jiefangxi road |
5.2.1 Social economy
5.2.1.1 The current economic condition of main villages and towns along project
The economic index (2010) can refer to Table5.2-2.
Table5.2-2 The economic index of towns along project
|Index |Agricultural acreage|Population at end of|Yearly GDP |Total agricultural |人均纯收入 |
| |（mu） |year |（108 RMB） |output（104 RMB） |（RMB） |
| | |（104 persons） | | | |
|Yining |241400 |45.92 |79.02 |66996 |6290 |
|Eerdun town |18280 |1.13 |2.08 |8694 |6935 |
|Hanbin town |10077 |1.3 |2.39 |3345 |6388 |
|Kebokeyuzi town |17457 |0.64 |1.30 |3940 |5765 |
|Bayadai town |34004 |2.01 |3.05 |10700 |6556 |
|Panjin town |42618 |2.11 |1.78 |7275 |5689 |
|Dadamutu town |44079 |2.81 |2.96 |11565 |6603 |
|Garden spot |3900 |1.68 |- |2045 |7500 |
5.2.1.2 The current economic condition of main villages along project
The following villages is vulnerably impacted by the project, include yingaliti village, huaguoshan village, dongliang village, bayikule village, jiergelang village, bayadai village, Bayandai new village, tuanjie village, kebokeyuzi village, etc. The economic index of those villages can refer to Table5.2-3.
Table5.2-3 The economic index of villages along project
| |villagers groups |Floor area |
| | | |
|Village | | |
|Xinhuadong road |A branch road in old urban area of Yining. Both sides are shops, residences, No. |[pic] |
|(from extension of Nanhuan Road, till the |22 elementary school and No. 29 elementary school,etc. 7m road width with gravel | |
|current Xinhuadong Road) |pavement or bitumen pavement. No greenbelt and sidewalk. Traffic chaos happened | |
| |due to no separation for pedestrian, motor vehicles, and bicycle. The vehicles | |
| |park the road casually. The building is old and shabby. The street is not clean | |
| |without order. The road’s age is too long to fulfill local traffic development | |
| |requirements with severe damage on pavement and inferior evenness. | |
|Xihuan road |The road width is 24m, allocated shops, residences, Sihuan road maintenance |[pic] |
|(from current Xihuan Road to current Jiefang |company, transport group and other companies on both sides. There is a irrigation |Buidings’base along Xihuan road is lower than pavement |
|Road ) |channel between road section of K1+200 and K3+900 in the west of this road. 2m | |
| |width for the top of channel. At that time the pavement’s height has been enhanced| |
| |about 1m to 2m, which is higher than the buildings along it. So road and building | |
| |are not match with each other. There is no vertical curb on both sides of road. | |
| |when it is raining, the rainfall will reverse flow into the crossing with xinhuan | |
| |road. Especially, in the alley with no hardened road, the road become muddy and | |
| |inconvenient for vehicle and pedestrian passing. In the location o f K0+500, a | |
| |wide range of waterlogged depression with the maximum depth of 50cm to 60cm in | |
| |storm weather, which result in traffic jam and high traffic pressure. | |
|Riverside avenue |The avenue locates in the landscape avenue along Yili River, which is a branch |[pic] |
|(Yili river No. 2 bridge to current road) |road with 8m width. The pavement is gravel. Along the road, there are the | |
| |entertainment places. The project’s design for this road is landscape road too, | |
| |and the construction is only on the pavement. | |
|Extension of Guangming Street |The road is the alley in old urban area of Yining,, with shops, orchard, |[pic] |
|（current road~current guangming street ） |residences and Yijian mechanical leasing Group,etc. The road width is 4m, without | |
| |greenbelt and sidewalk. The traffic volume and pressure on this road is big. Now | |
| |the road can not fulfill local traffic development requirements. | |
|No. 11 community’s road |The old name for this road is Tianshanhoujieyi alley. The road is the alley in old|[pic] |
|（current tianshanhou street ~current beihuan |urban area of Yining,, with Yining food plant, yifu elementary school, Yili Kazakh| |
|road） |Autonomous Prefecture Party school, petroleum and coal company, hongji cement plan| |
| |and market etc on both sides. The road width is 6m, without greenbelt and | |
| |sidewalk. Due to the severe damage on pavement, long serving period and increased | |
| |traffic volume, now the road can not fulfill local traffic development | |
| |requirements. | |
|Airport branch road |The road is a branch road that leads to the airport, with 8.5m width. On both |[pic] |
|（current Airport branch road |sides of the road, there locate the Yili No. 2 teaching college, Yining technician| |
|~planned extension of shengli street ） |training school, Yining bus company, Yining ken district procuratorate, etc. No | |
| |sidewalk. The greenbelt locates on both sides of road. Following the development | |
| |of local economy, population and traffic flow, the road can not fulfill local | |
| |traffic development requirements. | |
|Extension of shengli street |The road is 4 class highway, with the width of 8~12m. On both sides of the road, |[pic] |
|（current beihuan road~planned laosi road） |there locate residences, wasteland, Yining yuying private school, nail production | |
| |plant, mosque of shengli street, etc. The pavement elevation is higher than the | |
| |ground elevation. There is no greenbelt and sidewalk. The traffic chaos is aroused| |
| |by none separation among pedestrians, vehicles and bicycles. The road can not | |
| |fulfill local traffic development requirements. | |
|Laosan road（current road~planned laosi road） |The road is a planned road on dongcheng district, with few residences and ordinary|[pic] |
| |farmland on both sides. | |
|North Part of S220 Line |The road is a planned road on dongcheng district, with residences, shops and |[pic] |
|（current beihuandong road~planned laosi road）|ordinary farmland on both sides of K section. | |
|Laoer road |The laoer road’s construction can be divided into two parts: north part of Laoer |[pic] |
| |road and south part of Laoer road. | |
| |For the north part, it is a planned road on dongcheng district, with ordinary | |
| |farmland on both sides. Several water system go through this part. | |
| |For the south part, it is a planned road on dongcheng district, with ordinary | |
| |farmland and vegetable greenhouse on both sides. | |
|Laosi road |The road is a planned road on dongcheng district, with few residences and ordinary|[pic] |
|（planned extension of shengli street~planned |farmland on both sides. | |
|laoyi road） | | |
|Laowu road |The road is a planned road on dongcheng district, with few residences and ordinary|[pic] |
|（planned extension of shengli street~planned |farmland on both sides of part of road. Part of road is earth road with 4m width. | |
|laoyi road） |Part of road is farmland currently. | |
|Laoliu road（plannednorth part of S220 |The road is a planned road on dongcheng district, with few residences and ordinary|[pic] |
|line~planned laoyi road） |farmland on both sides. | |
|Extension of dongliang street（current donghuan|The road is an arterial road in dongcheng district, with residences on both sides.|[pic] |
|road~planned laoyi road） |The current road pavement is bitumen. The road width is 7.5m, without greenbelt | |
| |and sidewalk. The traffic chaos is aroused by none separation among pedestrians, | |
| |vehicles and bicycles, which has potential threaten on the traffic safety. Due to | |
| |the severe damage on pavement, long serving period, and inferior flat, now the | |
| |road can not fulfill local traffic development requirements. | |
|Laojiu road |The old name for this road is Huadong road No.23 alley. The road is the alley in |[pic] |
|（planned xinhuadong road~planned laoyi road） |dongcheng district of Yining,, with residences, Delong livestock raising company | |
| |and huashen wood plant,etc on both sides. The road width is 6m, with greenbelt on | |
| |both sides. Due to the severe damage on pavement, long serving period and | |
| |increased traffic volume, now the road can not fulfill local traffic development | |
| |requirements. | |
|Laoyi road |The road is a planned road in dongcheng district, with few residences on both |[pic] |
|（planned extension of dongliang street |sides. Part of the road is simple bitumen pavement, part of the road is earth | |
|~planned laosi road） |pavement and other part of road is farmland currently. | |
|Xincun road |The road is the main road in economic cooperation zone of Yining, with residences,|[pic] |
|（planned extension of xinhuaxi road~jiefang |orchard and vegetable greenhouse, etc on both sides. The simple bitumen pavement | |
|road） |with 5m width. Following the development of urbanization, Xincun road will become | |
| |an arterial road, so the road can not fulfill local traffic development | |
| |requirements. | |
|Wuhan road |Current wuhan road is a planned road in economic cooperation zone of Yining, with |[pic] |
|（planned extension of xinhuaxi road ~zhejiang |residences on both sides. The earth road distributed sporadically. Other part of | |
|road） |road is ordinary farmland. | |
|Extension of xihuanbei road（planned xinjiang |None currently exist on the place of extension of xihuanbei road. There only |[pic] |
|road~planned xincunbei road） |distributed sporadically some earth road. The starting place of Extension of | |
| |xihuanbei road goes through the Jingyihuo Rail. The Beneath Roads design will be | |
| |adopted for this. During the route, there is a water system named Renmin channel | |
| |that go through the current road, with 13m top width and 16m long of small bridge.| |
| |Few residences and vegetable greenhouse are on both sides. Other parts of current | |
| |road are farmland. | |
|Daobeiwei No. 1 road, Daobeiwei No. 2 road, |There currently distributed sporadically some earth road. Most parts have no road.|[pic] |
|Daobeiwei No. 13road,（planned xincunbei road |Few residences on both sides. Other parts of current road are farmland. | |
|~planned extension of xihuanbei road） | | |
|Extension of hebei road（planned xincun |No road currently. Few residences, trees and vegetable greenhouses are on both |[pic] |
|road~planned shanghai road） |sides. | |
|Extension of Guangdong road（planned xincun |There currently distributed sporadically some earth road. Most parts have no road.|[pic] |
|road ~planned Chongqing road） |Few residences, trees and vegetable greenhouses are on both sides. | |
|Extension of xinhuaxi road（planned xincun |There currently are bitumen pavement road, with 7~12m width. In part of current |[pic] |
|road~planned xihuan road） |road, some residences locate on both sides. Few trees are on both sides of the | |
| |road. | |
5.3 Cultural relics along project site
Yining has lots of cultural resources, include Liuxing street, Yili street, Ayidun street, and Qianjin street. The four streets are the historical culture street in Yining. In July, 2009, Yining was approved to be Autonomous regions historic cultural city. According to the third time Cultural relics survey results, there are 46 cultural relics on the list of protection, which include 1 relics under national protection, 5 relics under regional protection, 9 relics under autonomous prefecture’s protection, 34 relics under municipal protection. There are 9 Immovable Cultural Relics, 44 historical buildings and 107 ancient&rare trees.
After the initial survey, the project’s routes are not concerned with above cultural relics. The project only related with 4 mosques and 2 local graveyards, which belong to cultural resources.
5.4 Urban master planning of Yining city
According to Urban master planning of Yining city(2008 -2030), Yining is the capital of the Yili Kazak Autonomous Prefecture, The open city in xinjiang western border, the central Municipality of Yili River Valley, and the famous historic and cultural city.
The modern municipal traffic system should be built according to the municipal traffic development plan, for matching with the development of economy and society of Yining and fulfill multi-level demands. Till 2030, the urban national trunk highway and provincial trunk highway should meet the first-class road standard, and the county road should meet the third-class standard. All the towns should be open to bus.
The objectives of highway construction are as follows: Form the “one horizonal and two vertical” road frame in urban area. The “one horizonal” means G218 highway, and “two vertical” means highway of S220 and S313. The highway of G218, S220 and S313 will meet. The outer ring in the central area of Yining will be built according to the first-class road standard. The outside ring is made up by parts of G218, S220 and S313. Two individual entrances and exits of Yihuo freeway will be placed on the urban area, and one entrance and exit for the same freeway will be place in Yining county. The relationships of these plans with the urban master planning of Yining can refer to Figure 5.4-1.
The project’s implemention can enhance the current class level of highway, improve the municipal overall roadnet, pomote the construction of traffic facilities, quicken the extension towards town area, share the traffci resouces and provide the convenient traffic for inhabitants. all these are in consistency with the goal of Urban master planning of Yining city(2008 -2030).
[pic]
5.5 Environmental function zoning
According to Yining municipal function zoning report(2005 revision) and China's xinjiang water environment function zoning, as well as the Xinjiang ecological function zoning. The environmental function zoning is made like follows:
（1）Ambient air function zoning
Light industry is the main indusry and no heavy industry exists in Yining. Yining belong to Category 2 air quality functional area. See Figure 5.5-1 Yining Ambient air function zoning map.
（2）Water environment function zoning
In the document of Water environmental function zoning of Xinjiang, the water quaity belong to Category Ⅳ for segment of Yili river that pass by the Yining city. There are two control sections. One is Yili River Bridge, the other is Tianxiju fishery. The water quality for segment of Piliqing river that pass by the Yining city is Category Ⅲ.
（3）Acoustic environmental function zoning
According to Yining municipal function zoning report, the Acoustic environmental function zoning for this project are focued on the Type 2 area and Type 4 area that regulated in the Environmental quality standards for noise（GB3096-2008）. The details can refer to Figure 5.5.2.
（4）Ecological environmental function zoning
Accordng to Ecological environmental function zoning of Xinjiang, the project site belong to Tianshan mountian region warm grassland, forest ecological zone, western Tianshan mountain grassland animal husbandry, coniferous forest water conservation and Agricultural ecological subregions in river valley and oasis, Yili Agricultural ecological functional zones in river valley, oasis and plain.
According to the notification of key prevention control zone, key supervision zone, key treatment zone for soil erosion issued in the Xinjiang Uygur Autonomous Region, Yining belong to the key supervision zone for soil erosion.
[pic]
[pic]
6. Current Environmental Quality Survey and Assessment
6.1 Present situation of air environmental quality
6.1.1 Monitoring points
The routine monitoring data of Yining municipal environmental protection bureau (EPB) in 2010 has been introduced for this project’s EIA. The monitoring points are youyi hotel and Yining municipal environmental protection bureau. See Figure1.2-1.
6.1.2 Monitoring result
The monitoring result for the ambient air quality along the project site is shown in Table6.1-1.
Table6.1-1 2010 Yining routine air quality monitoring data statistics and assessment unit：mg/m3
|Time |Youyi hotel |Yining EPB |
| |PM10 |SO2 |NO2 |PM10 |SO2 |NO2 |
|January |0.089 |0.057 |0.002 |0.088 |0.023 |0.044 |
|February |0.108 |0.055 |0.036 |0.091 |0.019 |0.041 |
|March |0.06 |0.025 |0.025 |0.075 |0.013 |0.029 |
|average value in first |0.085 |0.046 |0.02 |0.084 |0.018 |0.038 |
|quarter | | | | | | |
|April |0.074 |0.028 |0.023 |0.085 |0.008 |0.03 |
|May |0.066 |0.027 |0.012 |0.073 |0.008 |0.037 |
| June |0.066 |0.039 |0.028 |0.069 |0.033 |0.046 |
|average value in second |0.068 |0.031 |0.021 |0.075 |0.016 |0.038 |
|quarter | | | | | | |
|July |0.07 |0.042 |0.016 |0.076 |0.036 |0.045 |
|August |0.072 |0.051 |0.04 |0.087 |0.031 |0 |
|September |0.069 |0.054 |0.043 |0.089 |0.025 |0 |
|average value in third |0.07 |0.049 |0.033 |0.084 |0.031 |0.045 |
|quarter | | | | | | |
|October |0.076 |0.054 |0.021 |0.106 |0.013 |0.028 |
|November |0.055 |0.06 |0.048 |0.123 |0.015 |0.059 |
|December |0.07 |0.055 |0.06 |0.087 |0.024 |0.086 |
|average value in fourth |0.068 |0.056 |0.043 |0.104 |0.017 |0.072 |
|quarter | | | | | | |
|Yearly average value |0.073 |0.046 |0.029 |0.087 |0.021 |0.046 |
It can be judged from Table6.1-1 that all the indexes meet the requirements for type 2 area in Ambient air quality standard.
6.2 The surface water environment quality status and assessment
The surface water in project site mainly comes from Yili River and Piliqing River. The monitoring data sources from the List of Yining Urban Environment Comprehensive Improvement Assessment (Year 2010), which set the Yili River Bridge and Tianxiju wood plant as the routine control section for environmental monitoring. Yili River Bridge locates in the upstream of project, and the fishery locates in the downstream of the project. In other EIA report for Yining Sulagong Indusial Park overall Plan, the Hong Bridge in Nuogaitu village along the Pilingqing River has been set as the control section, the related assessment for the data collected has been made. The monitoring points can refer to Figure 1.2-1.
6.2.1 Monitoring date
The monitoring date in two control sections of Yili River is 3rd, Nov. 2010.
The monitoring date for Piliqing river surface water quality is 8th Jun. 2011.
6.2.2 Monitoring items and analysis
For the Yili River, the monitoring items include five indexes as PH, COD, DO, permanganate Index, NH3-N.
For the Piliqing River, the monitoring items include 11 indexes as PH, COD, DO, permanganate Index, NH3-N, BODS, TN(total nitrogen), TP(total phosphorus), cyanide, Volatile phenol, and petroleum.
The sampling and analysis approach should follow two standards that issued by the National EPB, which are the water quality monitoring environment quality assurance manual, and water and wastewater monitoring method.
6.2.3 Assessment of current surface water environment quality
6.2.3.1Yili River
The Yili river’s water quality assessment result can refer to Table6.3-1.
Table 6.3-1 Yili river’s water quality assessment result （unit：mg/L except pH）
|Items |Type IV limit value as |Yili river bridge |Tianxiju wood plan |
| |reference | | |
| | |Monitoring |Pi value |Monitoring |Pi value |
| | |data | |data | |
|pH |6~9 |8.26 |0.63 |8.24 |0.62 |
|DO≥ |3 |8.73 |0.31 |8.52 |0.33 |
|Permanganate Index≤ |10 |1.58 |0.16 |1.75 |0.18 |
|CODcr≤ |30 |2.26 |0.08 |2.26 |0.08 |
|NH3-N≤ |1.5 |0.13 |0.09 |0.14 |0.09 |
It can be judged from above Table6.3-1 that five indexes monitoring in two control section meet the requirements for Type IV in Surface water environment quality standard. The water quality is good.
6.2.3.2 Piliqing River
The assessment result for Piliqing River’s water quality can refer to Table6.3-2.
Table6.3-2 Pliliqing river’s water quality assessment result （unit：mg/L except pH）
|No. |Items |Type III limit value |Monitoring value |Pi value |
|1 |pH value (dimensionless) |6-9 |8.48 |0.74 |
|2 |DO≥ |5 |8.21 |0.49 |
|3 |Permanganate Index≤ |6 |6.48 |1.08 |
|4 |COD≤ |20 |13 |0.65 |
|5 |BODS≤ |4 |3.12 |0.78 |
|6 |NH3-N≤ |1.0 |0.135 |0.135 |
|7 |TN |1 |4.51 |4.51 |
|8 |TP≤ |0.2 |0.11 |0.55 |
|9 |cyanide≤ |0.20 |0.004 |0.02 |
|10 |Volatile phenol≤ |0.005 |0.002 |0.40 |
|11 |Petroleum≤ |0.05 |0.02 |0.4 |
It can be conclude from Table6.3-2, except the TN and Permanganate Index, other indexes meet the standard of Type Ⅲ Surface water environment quality standard（GB3838-2002）. The reason for TN and Permanganate Index not meet the standard is due to the discharge of nearby village’s domestic sewage into the river.
6.3 Acoustic environmental quality’s present situation investigation and assessment
6.3.1 Current monitoring points
24 acoustic environment sensitive points along the project site has been monitored in this EIA. See Figure 1.6-1.
6.3.2 Monitoring approach and date
Comply with the Environmental quality standards for noise（GB3096-2008）, the monitoring at the acoustic environmental sensitive points has been made in Jul. 2011.
The monitoring requirements include: ：①equivalent continuous A sound level LAeq；②Monitoring last two days，once in day and once at night，the monitoring should be not less than 20min every time；③The outdoors monitoring points in village residence should be set 1m away the window of bedroom with the height about 1.2m.
6.3.3 Monitoring result
The acoustic environment monitoring results can refer to Table6.3-1 and Table6.3-2.
Table6.3-1 Urban Road Improvement and Construction acoustic environment quality monitoring results unit：dB(A)
|No. |Acoustic |Distance |Road type |Elevation |Monitoring position|Monitoring result |EIA assessment |
| |environment |away from | |difference | | | |
| |sensitive points |the central | |(m) | | | |
| | |line of road| | | | | |
| | |(m) | | | | | |
| |
|1 |
|1 |
|1 |
|1 |
|1 |
|1 |
|1 |
|1 |
|1 |
|1 |
|1 |
|1 |
|1 |
|1 |Dunmaili village |90 |subgrade |1 |
| | | |1st day |2nd day | |
| | | |day |night |day |night | |
|1 |No.9 bus stop |Background value |49.0 |43.4 |48.7 |46.6 |Meet Type 2 standard|
|2 |Bus hub 2 |Background value |51.4 |50.9 |50.6 |47.7 |Meet Type 2 standard|
|3 |Garden spot bus |Background value |50.2 |48.2 |47.0 |46.5 |Meet Type 2 standard|
| |stop of No. 401bus| | | | | | |
|4 |Dadamutu town bus |East boundary |54.0 |61.0 |52.1 |40.3 |Meet Type 2 standard|
| |terminal | | | | | | |
| | |South boundary |62.7 |42.0 |63.0 |57.9 | |
| | |West boundary |57.0 |52.2 |53.6 |51.4 |Daytime meet Type 2 |
| | | | | | | |standard, at night |
| | | | | | | |surpass the limit |
| | | | | | | |value |
| | |North boundary |53.5 |51.4 |49.6 |55.4 |Daytime meet Type 2 |
| | | | | | | |standard, at night |
| | | | | | | |surpass the limit |
| | | | | | | |value |
|5 |Bayandaixin bus |Background value |48.6 |42.8 |50.3 |42.5 |Meet Type 2 standard|
| |terminal | | | | | | |
6.3.4 EA for current Acoustic environment quality
Based on the table6.3-1and Table6.3-2, the environmental assessment is as follows:
For current acoustic environment, the sensitive points’ monitoring result show the acoustic environment along the roads planned under the reconstruction can not meet the related standard due to the impacts of current traffic noise, the acoustic environment along the roads planned under the new construction can meet the related standard.
For the project of Public Transport Improvement, except the bus terminal in dadamutu tow, other current acoustic environment quality can meet the related standard.
6.4 The ecological environment Present situation’s investigation and assessment
6.4.1 Ecological functional zoning
The four components of this project are all located in the urban area and suburb of Yining. So the ecological environment for this project includes urban ecological system, and oasis ecological system.
This region that project locate belong to the agricultural function zone in Yili river valley, plain and oasis, the regional service function are husbandry, residence, soil conservation. The environmental sensitivity in a middle level is on the biodiversity and habitat, as well as the soil erosion. The protection objectives include the farmland, grassland, river valley forest, water quality in river. The protection measures include the proper irritation, Increasing Soil Fertility by planting leguminous forage; improve the farmland irrigation and draining facilities, domestic sewage qualified discharging, river pollution treatment. The development trend is the base for grain production, edible oil production, husbandry and gardening with the utilization of the Land and Water Resource in this region.
6.4.1.1 Urban ecological system
The urban ecological system is formed to be a functional net structure, under the interaction of surrounding creatures and a biotic environment. It is also an artificial system, due to the human beings keep changing and adapting the natural environment. So the ecological system is made up by natural system, economic system and social system. In the region that project locate, there are less wild animals due to the activities of human beings. So the pollution is easy to be produced due to the weakness of automatically adjusting capacity in natural system.
The xinhuadong road, Xihuan road, Riverside Avenue, extension of Guangming Street, No.11commnuity’s road, airport road within the project scope of Urban Road Improvement and Construction belong to the typical urban ecological system.
The integrated traffic safety corridor concerning the jiefangxi road, ahemaitijiang road, airport road will be built in the region, which is typical urban ecological system too.
6.4.1.2 Oasis ecological system
The oasis ecological system for the project is mainly the farmland ecological system, which is an artificial ecological system. The human beings actively interferes the natural system according their willingness and demands for crops, forests, livestock or husbandry. The artificial ecological system is made by those production activities. There are less species and simple trophic level and self-adjusting capacity in this system. So the open system is vulnerable under the negative impacts. In addition, much output and input exists in this system, such as the irrigation, fertilization, livestock’s production and timber production, etc. The system has big dependence on the natural system. Currently there are wheat, grape, tomato, vegetable and alfafa in this region. In system the dominant species is commercial crop, and the accompanying species is the weeds.
The scope of oasis ecological system include the extension of shengli street, Laosan road、north part of S220 line, laoer road, laosi road, laowu road, laoliu road, extension of dongliang street, laojiu road, laoyi road, xincun road, wuhan road, extension of xihuanbei road, daoweibei No.2 road, daoweibei No.1 road, daoweibei No.3 road, extension of hebei road, Guangdong road and extension of xinhuaxi road, which all located in the suburb.
The 10 bus service facility stations in the project component of Public Transport Improvement locate in the suburb of Yining, which belong to the oasis ecological system.
6.4.2 Soil environmental survey and assessment
The soil in the project site are mainly irrigated desert soils, sierozem and moisture soil. The distribution for different type of soil can refer to Figure 6.4-1. The irrigated desert soil is an artificial soil under the effects of human cultivation and irrigation on the Steppe, ariddesert and Desert Steppe. The soil is formed under the natural and artificial conditions, which include the natural flat and deep base soil with good hydrogeologic condition, less sand content, irrigation water source with low mineralization, and the long history of cultivation, long term fertilization or other persons intervene activities. The two conditions interacted with each other. Altogether the human beings activities play the dominant role for the form of the soil. The sierozem’s parent soil material is the loess shape sediments of quaternary; the lower layer in some parts is bed rock (in mountain) or gravel(alluvial fan). The sierozem covers most of area in this region
6.4.3 The current land utilization
The most roads concerned in the Urban Road Improvement and Construction belong to the new road construction, which mainly is farmland currently. The land acquisitions that go through the farmland extend for 40km that is 63.8% of total road length in this project. As to another 36.2% road construction are mainly built on the existed old road and governmental reserved land. The details can refer to Table6.4-1. The most roads concerned in the Public Transport Improvement belong to the new road construction, which mainly are farmland and governmental reserved land currently. The related details can refer to Table6.4-2. The details of project regional land use can refer to Figure 6.4-2.
Table e 6.4-1 Land types for Urban Road Improvement and Construction
|No. |Name of road |Road type |Project |Land |cultivated |Old roads |
| | | |type |occupation |land | |
| | | | |unit: hm2 | | |
Table 6.4-2 Land types for Public Transport Improvement
|No. |Name |Floor Area (m2) | Land type |
|1 |Hubs in railway station |10000 |Reserved land |
|2 |Hubs in eerdun town |10000 |Urban Constructive Land |
|3 |Terminal of garden spot |10000 |Reserved land |
|4 |Terminal of panjin town |10000 |Farmland |
|5 |Terminal of dadamutu town |10000 |Existed terminal |
|6 |Terminal of zhongyuan |10000 |Reserved land |
|7 |Terminal of dongyuan |10000 |Reserved land |
|8 |Terminal of eerdun town |10000 |Farmland |
|9 |Integrated bus depots in the west of city |40000 |Farmland |
|10 |Integrated bus depots in the southeast of city |23329.5 |Farmland |
| |total |143329.5 | |
The integrated traffic safety corridor concerning the jiefangxi road, ahemaitijiang road, airport road will be built in the region that already has existed developed land for construction. So new land occupation will occur in this project component.
[pic]
[pic]
6.4.4 The vegetation environment survey and assessment
6.4.4.1 Natural vegetation
The vegetation type in Yili River Valley has be defined as xinjiang desert region, beijiang desert subregion, Zungaria desert province, tacheng-Yili desert subregion, and Yili Prefecture. Most of the natural vegetation in the project area are the accompanying vegetation of crops. According to the site survey of EA, the vegetation are all the ordinary species in Xinjiang province, such as xylophyta and herbaceous plant. The xylophyta include elm, poplar, willow and ash,etc; The herbaceous plants exist as the weed among crops, including the bulrush, annual bluegrass and green bristlegrass, etc. There are no endangered or rare species discovered in this region.
6.4.4.2 Artificial vegetation
The artificial vegetation existing in the project area are mainly the crops, agricultural protection forest and green belt.
The crops mainly include wheat, corn, and vegetation for edible oil, beet and other vegetables. The details can refer to Table6.4-3.
The trees in green belt are mainly elm and poplar with dense distribution. There are 2240 trees with DBH (trunk diameter) less than 20cm. There are 3360 trees with DBH (trunk diameter) more than 20cm. The tree sapling’s area is 3000m2
Table6.4-3 Current farmland in planned project area
|Wheat land |Corn land |
|[pic] |[pic] |
6.4.5 Wild animals in project area
According to China animal geographical divisions, Yili River valley belong to the palaearctic, central Asia, Kazakhstan region, Ita subregion, Barr kashgar small region.
Based on site survey and data collection, the region has large population, long history of cultivation and urbanization with high intensity and severe intervene of human activities. So there is less big animals in this region, only some birds and small animals living there. In farmland area, there are mainly rodents and ordinary birds, such as cuckoo, magpie, starling and barn swallow, etc. The reptile in the region include Eremias arguta, lizard, Vipera ursinii, etc. The batrachians animals in the region include Bufo viridis. Within the region, there are no endangered wild animal or rare species that listed in the CITIES.
6.4.6 The urban ecological environment and landscape
6.4.6.1 The urban ecological environment and landscape within the project area
（1）The proposed project locates in the urban area and urban fringe. After many years endeavor construction, the city has already formed the structure of ecological environment and landscape with the urban and rural combination feature.
（2）Within the scope of project, it is generally the farmland and green belt, which give the project a good landscape base as ecological background.
（3）The green field and nursery garden distribute orderly with scientific arrangement. The green strips in suburb has joint with each other. The green corridor was formed in this region and connected with the external environment.
6.4.6.2 Both advantages and defects exist in the current ecological and landscape structure. Due to the lack of overall plan on the ecological environment and landscape, the related defects exist as follows:
（1）On the urban fringe, the internal and external landscape is not continuous. The urban landscape and regional landscape are not combined to be an overall one. The natural landscape and ecological environment can not be cherished to the due extent.
（2）Some natural process and the connections between landscapes can not be maintained and utilized.
So the proposed project plans to strengthen the continuity of ecological landscape process and structure.
7. Environmental impact prediction and mitigation measures during construction period
7.1 The impact of Land acquisition and houses removal, the related mitigation measures
Based on the experiences of the domestic and foreign similar projects, the Resettlement affairs office will be set up for this project, which takes charge all the issues concerning the land acquisition, housing removal and resettlement. Xinjiang Social Science Academy Institute has been assigned for making the project’s social impacts assessment (SIA), making the resettlement plan and policies, publicizing and mobilizing works for this project, as well as dealing with the issues concerning land acquisition, housing removal and resettlement to guarantee the smooth development of project construction.
(Sources from the Resettlement action plan (RAP) of Xinjiang Yining Urban Transport Improvement Project.)
7.1.1 Resettlement action plan (RAP)
Only project component of Urban Road Improvement and Construction is concerning the RAP. The houses for resettlement and the related plan are listed in Table7.1-1.
The cost for land acquisition and resettlement is included in the project budget. Based on the price of first half of 2011, the total resettlement cost is 123,155,700RMB.
In terms of category of impact, cost for permanent acquisition of collective land is 34.33 million RMB (27.88% of total); resettlement of residents 31 million RMB (25.17%), resettlement of shops 4.15 million RMB (3.38%); compensation for entities relocation 12.34 million RMB (10.02%); compensation for land attached property 4.14 million (3.37%); others fees and tax 24.86 million RMB (20.19%), and contingence 12.31 million (10%).
Table 7.1-1 Budget for Land Acquisition and Resettlemtn
|No |Cost Category |Unit |Compensation（Yuan/uni|Road |
| | | |t） | |
|1 |wheel loader |ZL40type |5 |90 |
|2 |land leveller |PY160Atype |5 |90 |
|3 |vibrating roller |YZJ10Btype |5 |86 |
|4 |The double vibration roller |CC21type |5 |81 |
|5 |three wheeled roller | |5 |81 |
|6 |rubber-tyred roller |ZL16type |5 |76 |
|7 |Bulldozer |T140type |5 |86 |
|8 |hydraulic wheel excavator |W4-60Ctype |5 |84 |
|9 |paver（made in Britain） |Fifond311 ABG CO |5 |82 |
|10 |paver（made in Germany） |VOGELE |5 |87 |
|11 |Power engine（2 sets） |FKV-75 |1 |98 |
|12 |Impact drilling |22type |1 |87 |
|13 |conical drum reversing |JZC350type |1 |79 |
| |Concrete-mixer, | | | |
Note: The monitoring data is collected on site during the construction machinery running with full load. Data from the Highway construction environment impact assessment standard
7.4.2 Analysis and prediction of noise impacts during construction
According the analogy comparison, the noise intensity of domestic usual machineries for road construction, which is tested from different distance during the machineries running with full capacity, is as following Table 7.4-2.
Table 7.4-2 Noise intensity of main construction machineries tested in different distance unit：dB(A)
|Machinery |measured value |10m |20m |30m |40m |50m |
|wheel loader |90 |84 |78 |72 |70 |64 |
|land leveller |90 |84 |78 |72 |70 |64 |
|vibrating roller |86 |80 |74 |68 |66 |60 |
|The double vibration roller |81 |75 |69 |63 |61 |55 |
|three wheeled roller |81 |75 |69 |63 |61 |55 |
|rubber-tyred roller |76 |70 |64 |58 |56 |50 |
|Bulldozer |86 |80 |74 |68 |66 |60 |
|hydraulic wheel excavator |84 |78 |72 |66 |64 |58 |
|paver（made in Britain） |87 |81 |75 |69 |67 |61 |
|Power engine |98 |92 |86 |80 |78 |72 |
|Impact drilling |87 |81 |75 |69 |67 |61 |
|truck |92 |86 |80 |74 |72 |66 |
|Concrete-mixer |91 |85 |79 |73 |71 |65 |
|concrete pump |85 |76 |70 |64 |62 |56 |
|vibrator |84 |78 |72 |66 |64 |58 |
The noise intensity will be different among different machineries and different construction work. In the actual construction, the possible situation of many machineries working the same location can happen. The noise impact scope will be bigger than normal in such situation. There are acoustic environmental sensitive points within the 200m scope on both sides of road, such as schools, hospitals and residences, etc. Altogether the construction noise has negative impacts on the ambient environment.
It can be judged from Table 7.4-2 that the noise can meet Noise limits for construction site at day time in the location that is 40m distance away from the construction site, and that is 200m distance way from the construction site at night.
There are 39 acoustic environment sensitive points that is 40m away from the road. The details can refer to Table 7.4-3. The construction at day time has great impacts on these sensitive points. And the construction noise equivalent continuous A sound level surpass the standard value to a large extent, which create much interruption impacts on residents rest.
Table 7.4-3 The objects under acoustic environment protection within 40m scope on both sides of road
|No. |Road or street |village |The distance away from |No. of house along the |
| | | |the central line （m） |road |
|Vibratory Hammer |75 |67 |48 |44 |
|Roller |58 |53 |50 |48 |
|Diesel fuel vehicle |62 |58 |54 |51 |
For the Component 2 Public Transport Improvement, the related construction works is small with less number of machineries. So there will no intense vibration for nearby inhabitants. For Component 1 Urban Road Improvement and Construction, the intensity of vibration from above machineries can meet the limit value for education and culture zone’s requirements in 10m away from the vibration sources, which regulated in Standard of environmental vibration in urban area. They can also meet the standard for ambient environment on both sides of road.
7.8.2 Mitigation measure for vibration impacts
The part who takes charge the construction should get to know the vibration impacts from this project, and choose the machineries or manual operation approaches with low-level vibration intensity. At the same time take consideration on the adoption of vibration isolation device. Train the working staffs on the vibration and shorten the working time of construction machineries. Make the proper schedule for running the machineries.
8. Environmental impact prediction and mitigation measures during operation period
8.1 Social impact assessment and mitigation measures
8.1.1 Positive impacts
8.1.1.1 Social benefits enhanced
（1）Promote the economic development in Yining
In recent years, the development of road network is not complete with low road classification. Following the development of economy in Yining, the urban area is enlarged continuously. Now part of the hanbin town, tashikuleke town, eerdun town and bayandai town are all surrounded or occupied for the purpose of urban construction reserved land. So the infrastructure should be developed as the base for other career’s development in Yining. The xinjiang Yining urban transport improvement project is to promote the further economic development of Yining with the support of World Bank’s IBRD loan. The project can enhance Yining’s urban competitive ability, and environment for attracting more foreign investment.
（2）Saving the travel time and promote the urban economic development
After the implementation of the project, the traffic efficiency can be largely enhanced in Yining and save the travel time for Yining people. The more social output can be created during the time saved by the project.
（3）Following the development of public transport, more and more people will choose the bus at their taffic approach. Due to less ratio of bicycle and walking as traffic apporach, more spaces can be saved on road for further plan or development. The whole efficiency of urban logistics can be enhanced for the promotion of urban economic development of Yining.
8.1.1.2 Improvement on life of quality
For the inhabitants who live along the project in the future, their traffic efficiency, safety, sanitation, shopping or others can all benefit from the project. The students go to school in a wider road with more safety than before. And the extension of bus route can give more convenience for students. The drivers or working staffs in the bus has a better working environment and safetyguard benefit from the project. The life of quality of inhabitants will be enhanced.
At the same time, the real estate can benefit from the project. Generally the more convenient of traffic condition for a district, the more value of houses in this district will be realized. So after the implementation of project, the existed house along the project will be increased on the value. On this aspect, the quality of life of the inhabitants along the project has been enhanced too.
8.1.1.3 The improvement of traffic transport with less noise and tail gas.
Due to the widening and reconstruction of road, the average speed of motor vehicles can be enhanced accordingly. The less tail gas emission can be realized in the process of driving motor vehicles with uniform speed. Then under the same condition of fuel consumption and motor vehicle type, etc, the tail gas and noise emission level can both be reduced due to the traffic transport’s improvement. All these improvements play a significant role in improving the air quality and acoustic environment in urban area.
8.1.2 Negative impacts
There are 94964.74㎡ residential houses, 15475.43㎡stores and 778households involved in the housing removal for this project. The 778 households include 648 residential house owners and 130stores owners.
The housing impacts intensity is related with the RAP, resettlment lccation and compensation sum. Based on the principle of conveniet daily work and covenient daily life, the resettlment locaiton should be selected in the villages that removed inhabitants lived currently and give the special care for the special districts. Due to the differentces among the house structure, yard struction or living standards, the related house value will be different accordingly. So during the resettlment arrangement, the proper compensation and the detailed survey should be made to satisy the requirements of displaced inhabitants as great as possible.
The floor area of Component 2 Public Transport Improvement is 11.33hm2 with 7 public transport serving stations. Due to the less land acquisition and replanting measures for trees, this component will have no related negative impacts.
8.1.3 Measures
（1）Increase the traffic signal control points in crosswalk and road safety sign to reduce the potential traffic accidents.
（2）Make sufficient use of spaces in separation belt and both sides of the road to plant the trees and lawn, for the purpose of supplementing the green land occupation during construction.
8.2 The noise impacts analysis and mitigation measures
During the operation period, the noise for Component 1 Urban Road Improvement and Construction mainly come from the vehicles’ moving on the road and the noise for Component 2 Public Transport Improvement mainly come from CNG compressor and vehicles’’ moving.
8.2.1 The noise impacts analysis during operation period
Based on the Environmental impact assessment technical guideline for acoustic environment（HJ 2.4-2009）, the prediction and assessment of the noise impacts on acoustic environment sensitive points will be made in this EIA for recent period, middle term and long term. So as to propose the proper measures for reducing the noise and provide the scientific proof as the reference for regional development plan.
8.2.1.1 The traffic volume prediction and comparison, motor vehicle type
（1）Traffic volume prediction of EA
According to the Highway construction projects environmental impact assessment standard, the assessment for noise impacts should be performed in the 1st year, 7th year and 15th year during operation period.
Table 8.2-1 traffic volume prediction Unit：vehicles/d（passenger car）
|No. |Road |1st year |7th year |15th year |
|1 |Xinhuadong road |5035 |7758 |13853 |
|2 |Xihuan road |7659 |11802 |21075 |
|3 |Riverside avenue |1625 |2504 |4472 |
|4 |Extension of guangming street |2226 |3430 |6125 |
|5 |No.11 community’s road |2434 |3750 |6697 |
|6 |Airport branch road |2746 |4232 |7557 |
|7 |Extension of shengli road |4687 |7222 |12897 |
|8 |Laosan road |2742 |4225 |7545 |
|9 |North part of S220 line |4357 |6713 |11988 |
|10 |Laoer road |3361 |5179 |9249 |
|11 |Laosi road |2539 |3913 |6987 |
|12 |Laowu road |3449 |5314 |9489 |
|13 |Laoliu road |2979 |4590 |8197 |
|14 |Extension of dongliang street |3843 |5921 |10574 |
|15 |Laojiu road |2611 |4023 |7184 |
|16 |Laoyi road |4350 |6702 |11968 |
|17 |Xincun road |3383 |5213 |9309 |
|18 |Wuhan road |2804 |4321 |7716 |
|19 |Extension of xihuanbei road |4656 |7174 |12811 |
|20 |Daobeiwei No.1 road |2982 |4595 |8206 |
|21 |Daobeiwei No.2 road |3285 |5062 |9039 |
|22 |Daobeiwei No. 3 road |3920 |6039 |10785 |
|23 |Extension of hebei road |2874 |4429 |7909 |
|24 |Extension of Guangdong road |4069 |6270 |11197 |
|25 |Extension of xinhuaxi road |4233 |6522 |11646 |
（2）Motor vehicle type
Based on the survey of OD, large vehicle occupy 10%, middle vehicle occupy 20% and small vehicle occupy 70% in the total vehicles’.
（3）Daytime traffic volume ratio
Based on the survey of OD, the traffic volume at daytime is predicted to be 88% of total traffic volume in whole day.
（4）Hourly traffic volume
The hourly traffic volume is predicted based on the above table8.2-1. And then the hourly traffic volume based on yearly traffic volume statistics is calculated and listed in the following Table 8.2-2.
Table 8.2-2 Hourly traffic volume in different section of project unit：vehicles/hour
|Road |Term |Daily |Day/H |Night /H |Day |Night |
| | |traffic | | | | |
| | |volume | | | | |
| | |
|Small vehicle(s) |≤3.5t |
|Middle vehicle (m) |3.5t～12t |
|Large vehicle (L) |＞12t |
Note： Small vehicle generally include small van, car, station wagon for 7 passengers.
Large vehicle generally include container truck, tow truck, machineshop car; motor bus with more than 40 seats and heavy truck etc.
Middle vehicle generally include middle van, middle bus(7seats~40seats), agricultural three wheel transporter or four wheels and other vehicles out the scope of small and large vehicle, etc.
③single vehicle radiation noise level [pic]
The radiation noise level for vehicle with 7.5m distance away from lane is calculated as follows:
Small vehicle L0s=12.6+34.73lgVs
Middle vehicle L0m=8.8+40.48lgVm
Large vehicle L0L=22+36.32lgVl
④correction caused by routes（△L1）
a）correction caused by longitudinal gradient（△L gradient）
correction caused by longitudinal gradient △L gradient can be calculated as follows：
Large vehicle：△L坡度=98×β dB（A）
Middle vehicle：△L坡度=73×β dB（A）
Small vehicle：△L坡度=50×β dB（A）
Among the equation：β——longitudinal gradient，℅。
b）correction of pavement（△L路面）
For different road pavement, the correction is as Table8.2-4。
Table8.2-4 Normal noise correction on road surface
|Pavement |Correction under different motor speed km/h |
| |30 |40 |≥50 |
|Bitumen concrete |0 |0 |0 |
|Cement concrete |1.0 |1.5 |2.0 |
⑤the reduction during the sound wave transmission（△L2）
a）the sound level reduction in acoustic shadows on both sides of high embankment or low cutting
The Abar is the sound level reduction in acoustic shadows on both sides of high embankment or low cutting that is the additional reduction caused by predicting point in acoustic shadows.
when predicting points in insonified zone，Abar=0；
when predicting points in acoustic shadow，Abar is determined by δ, that is the acoustic path difference.
Make a calculation δ from Figure A.2 asδ=a+b+c, and look up the attached Figure A.5 in guide for Abar.
[pic]
Figure A.2 Acoustic path difference δ calculation indication
b）Addition sound level reduction estimation for village house
Addition sound level reduction estimation for village house can be calculated according to annex A of GB/T17247.2. within the scope of acoustic shadows in the first row of house along the highway, the approximate calculation can refer to Figure A.3 and Table8.2-5.
[pic]
Figure A.3 Sound level reduction estimated calculation for village house
Table8.2-5 Addition sound level reduction estimation for village house
|S/S0 |Abar |
|40～60% |3 dB |
|70～90% |5 dB |
|Every increase of a row of house |1.5 dB, maximum reduction≤10dB |
（3）environmental noise calculation model
[pic]
Among the equation：LAeq环——Ambient noise value of prediction point，dB（A）；
LAeq交——Highway traffic noise value of prediction point，dB（A）；
LAeq背——Background noise value of prediction point，dB（A）。
8.2.1.3 Noise prediction in acoustic environment sensitive points
Noise prediction value in acoustic environment sensitive points along the project sites is shown in Table8.2-6。
Table8.2-6 Noise prediction value in acoustic environment sensitive points along the project unit：dB(A)
|No. |Name |Road |
|Bayiku commnity in 14th alley of shengli |2010-8-16 |0.18 |
|street | | |
| |2010-8-17 |0.21 |
| |2010-8-18 |0.21 |
| No. 152, 14th alley of shengli street |2010-8-16 |0.25 |
| |2010-8-17 |0.22 |
| |2010-8-18 |0.17 |
|No. 206, 14th alley of shengli street |2010-8-16 |0.20 |
| |2010-8-17 |0.20 |
| |2010-8-18 |0.17 |
|No. 30, 14th alley of shengli street |2010-8-16 |0.17 |
| |2010-8-17 |0.21 |
| |2010-8-18 |0.21 |
The monitoring results in Table8.3-1 shows that the TSP value in air environmental sensitive points along the Shengli street, which has put into use, meet the Grade 2 standard of Ambient air quality standard（GB3095-1996）. Then make the analogy for this project, the TSP valued can also meet the Grade 2 standard of Ambient air quality standard（GB3095-1996）.
8.3.4 Impacts analysis for tail gas
In August 2010, the monitoring station of Yining make the site monitoring for the NO2 intensity along Shengli street, which is one component of ADB funded Yining road and infrastructure improvement project and has already put into use. The monitoring result can refer to Table8.3-2。
Table8.3-2 NO2 intensity monitoring result along ADB funded Yining road and infrastructure improvement project unit: mg/m3
|Monitoring place |Monitoring date Y-M-D |NO2 value |
|Bayiku commnity in 14th alley of shengli |2010-8-16 |0.098 |
|street | | |
| |2010-8-17 |0.113 |
| |2010-8-18 |0.092 |
| No. 152, 14th alley of shengli street |2010-8-16 |0.106 |
| |2010-8-17 |0.108 |
| |2010-8-18 |0.087 |
|No. 206, 14th alley of shengli street |2010-8-16 |0.111 |
| |2010-8-17 |0.103 |
| |2010-8-18 |0.090 |
|No. 30, 14th alley of shengli street |2010-8-16 |0.098 |
| |2010-8-17 |0.108 |
| |2010-8-18 |0.092 |
The monitoring results in Table8.3-1 shows that the daily average NO2 intensity in air environmental sensitive points along the Shengli street, which has put into use, meet the Grade 2 standard of Ambient air quality standard（GB3095-1996）. Then make the analogy for this project, the daily average NO2 density can also meet the Grade 2 standard of Ambient air quality standard（GB3095-1996）.
8.3.5 Disposal measures for current tail gas emission in Yining
Following the economic development and the increase of motor vehicles, the tail gas pollution has become the key factors to influence the air environmental quality of Yining.
The Yili EPB and Yili public safety bureau issued the document of the monitoring and disposal of motor vehicle pollutant emission in Yili Kazak Autonomous Prefecture 【2011】No.36. During the process of checking technical safety of motor vehicles, the related pollutant emission detection should also be done. The related works include three parts as follows:
（1）Simplified loaded mode car testing
Now there are two testing places with four car testing lines. The testing method is Double idle state method. It is predicted that the new car testing line will be put into use at the end of 2011. The double idle state method will be adopted in the testing procedure. The inspection on the pollutant of tail gas should be performed annually for both new vehicles or used motor vehicles. The qualified tail gas detection agency is Yili motor vehicle test center, which is assigned by the competent department of environmental protection. The detection fees will be charged according to NDRC standards. The Quality and technology supervision department and environmental protection department will issued the certification for the vehicle with certified pollutant emission standard. The Public security traffic management department will not issue the vehicle number plate or certification to the vehicles that can not meet the pollutant emission standard during the annual vehicle inspection.
（2）National Ⅲ emission standard
According to the related national regulations, the new motor vehicles in Yili should meet National Ⅲ emission standard for the light-duty vehicles.
（3）Environmental signs and ban on the road
Categorize the environmental sign for vehicles, for the vehicle with certified pollutant emission standard of nationalⅠor above in Yili, the green sign will be issued. For the vehicle without certified pollutant emission standard of nationalⅠ, the yellow sign will be issued.
Put into practice the regulation of vehicle banning on road at proper time. The regulation will be first carried out in Yili scenic spot area or part of road section in main urban area. At that time, the vehicles without the green sign can not move on above road sections. The purpose of that is to quicken the obsolete of old vehicles on the road and improve the urban air quality, as well as the reduction of traffic pressure on arterial roads in urban area.
Yili Motor vehicle environmental test center will make the Environmental protection inspection report for vehicles. The green sign will be issued by the Environmental protection departments. The Public security traffic management department will take charge the supervision of vehicle with or without green sign.
8.3.6 Air pollution prevention and control measures during operation period
（1）For the different types of vehicles, the traffic diverging and the different routine limit can guarantee the smooth traffic and road’s pavement free from damage, as well as for the inhabitants free from related traffic interruption.
（2）Strengthen the roads’maitenance works and keep the good running condition of road for reducing the traffic jam.
（3）Strengthen the vehicle’s testing and maintenance to ensure the certified tail gas pollutant emission. Practice shows that amount of exhaust emission have relationship with the motor engine’s running condition. Especially once the unleaded gasoline or exhaust purifier is adopted by motor vehicle, the testing work become more necessary. Therefore the vehicle’s testing and maintenance must be strengthened to keep the good running condition of motor vehicles and reduce the exhaust gas pollutant emission.
（4）Carrying out the new emission standard for vehicles, which are Light car emissions limits and measurement methods（1）（GB18352.1-2001）and Vehicle compression ignition engine exhaust emission limits and measurement methods （GB17691-2001）for diesel vehicles and light cars. The pollutant emission of vehicle exhaust gas can be controlled from the sources.
（5）Strengthen the execution of vehicle annual inspection, road inspection and sampling testing. The traffic management for vehicles should also be stricter in order to control the exhaust emission and eliminate the obsolete vehicles without certified emission on the road.
（6）Strengthen the sampling test among households for vehicle.
（7）Make the traffic scientific management. Keep using single direction road and accommodation lane. At the same time, strengthen the control on the overall traffic volume and further improve the traffic scientific management. The traffic signals should be controlled coordinately. Enhance the reporting capacity for vehicle speed and road, to reduce the exhaust gas in a maximum level.
（8）The actual greening works should be done on both sides of roads. Make the supplement for the occupied forest and vegetation in project construction. The low shrubs and high broad-leaved trees form the main forest belt, which will be the most important road with the landscape background. The related acoustic noise isolation and reduction can be realized at the same time.
8.4 Urban landscape impacts analysis and mitigation measures
8.4.1 Impacts analysis on landscape during operation period
The urban landscape is the combination of natural landscape, building landscape and cultural landscape. The coordination among the natural landscape, building, resources exploitation, economic development and ecological environment protection should be made for the orderly urban development. Then ecological system can be recycled in good manner. The soil erosion, traffic dust and noise can be reduced. After the implementation of the project, the related greening ratio along the bus depots and roads will be increased, and properly arranged. The greening work can improve the landscape along the project, and create a beautiful road appearance for public.
（1）People always judge a city’s appearance from the fist sight of the view along the road. Due to this project mainly concern the construction of arterial road and secondary trunk road, and all those roads mainly locate in the urban area. On both sides of road, there are cold high buildings and the street looked like narrowly under such background. People will feel depressed when walking on the seemed like narrow street surrounded by so many high buildings. The green belt or vegetation can reduce such potential depression for the people. The green color with the blue sky as the background can make people have a good mood. So it is important for the greening works to improve views and the feelings of local inhabitants.
（2）The vegetation is the key factor for good appearance of the city. A good landscape can be made by different color, shape and species of trees matching with the road lights, flower beds and garbage bins.
（3）The green land in the city is a perfect decoration for the building along the road and the whole cities as well. At the same time, it fulfill the eager of the inhabitants on the demanding of green land.
In generalized, the proper allocation of green works after the implementation of the project will improve the appearance and beauty of city, as well as the good feelings for citizens.
8.4.2 Mitigation meaures for impacts on landscape during operation period
（1）The green belt and lawn should be planted on both side of road. The sculptures and small area of artistic vegetation shape can be placed in crossing or the extra space between buildings properly for improving the city’s quality and appetency
（2）Prevent the pollution on crops. Do not plant the vegetables on both sides of road with a close distance.
8.5 Water impacts analysis and mitigation measures
The impacts on water environment from this project mainly due to the sewage discharge of Component 2 Public Transport Improvement, and there are some indirectly impacts from the enlarged scope of urban area after the public transport is improved.
8.5.1Analysis of impacts aroused by Public Transport Improvement on water environment
After the implementation of the project, the main waste water come from the bus terminals, bus hubs, and bus depots. The waste water are mainly the domestic waste water or produced during the process of bus repairing or maintenance.
8.5.1.1Waste water produced during the process of bus repairing or maintenance
The waste water produce in such process mainly contain some suspended matter or petroleum, etc. In addition, the waste engine oil or gasoline should be treated properly.
The productivity of solid waste is estimated to be 200m³/a, include unit productivity of 10m³/a in bus terminal, 20m³/a in hubs, and 50 m³/a in depots.
The waste water in the process of bus repairing or maintenance always contain high content of petroleum substances. This kind of is forbidden to be discharged into the municipal drainage pipeline or spilled in casual manner. In this EIA, it is suggested to increase drying tanks with individual volume of 5m³, 10m³ and 20 m³ in bus terminal, hub and depot. After the evaporation and drying, the waste water from bus repair becomes the solid waste that contains mineral oil. So this solid waste belongs to the hazards waste. The related collection, storage and dispose of the solid waste should comply with the national regulations, and forbid this solid waste to be mixed with the domestic waste and construction waste.
8.5.1.2 Domestic sewage
The productivity of domestic sewage mainly come from the working staffs and driver’s daily domestic waste water and is estimated to be 1.46×104m³/a, including unit productivity of 2m³/a in bus terminal, 4m³/a in hubs, and 10m³/a in depots.
Due to the small productivity of domestic sewage for this component of project, the related emission can meet the Grade 3 limit of Integrated Wastewater Discharge Standard GB8978-1996. The domestic sewage will be discharged into the nearby municipal drainage pipeline and finally for the further treatment in Yining east district waste water treatment plant.
8.5.2 Mitigation measure for water environment during operation period
During the operation period, the waste water discharge mainly comes from the bus depots. The irregular discharge of waste water is forbidden to avoid the environmental pollution. The detailed measures should be adopted like follows:
（1）The waste water in the process of bus repairing or maintenance always contain high content of petroleum substances. This kind of is forbidden to be discharged into the municipal drainage pipeline or spilled in casual manner. In this EIA, it is suggested to increase drying tanks with individual volume of 5m³, 10m³ and 20 m³ in bus terminal, hub and depot. After the evaporation and drying, the waste water from bus repair become the solid waste that contains mineral oil. So this solid waste belongs to the hazards waste. The related collection, storage and dispose of the solid waste should comply with the national regulations, and forbid this solid waste to be mixed with the domestic waste and construction waste.
（2）Due to the small productivity of domestic sewage for this component of project, the related emission can meet the Grade 3 limit of Integrated Wastewater Discharge Standard GB8978-1996. The domestic sewage will be discharged into the nearby municipal drainage pipeline and finally for the further treatment in Yining east district waste water treatment plant.
（3）The shortest distance from Integrated bus depot in the southeast of city to Yili River is 100m. The sewage discharging capacity is 10 m³/d for this depot. So the sewage produced in this depot should be discharged into nearby municipal drainage pipeline and be prevented from flowing into Yili River.
8.5.3 Water environment monitoring during operation period
During operation period, the monitoring at the domestic waste water discharging points of bus hubs and bus maintenance area should be performed annually; the monitoring indexes include PH, BOD5, COD, suspended matter, NH3-N and petroleum.
The Grade 3 limit in Integrated Wastewater Discharge Standard（GB8978-1996）will be adopted as the assessment referential standard for above monitoring indexes.
8.6 Vibration impacts analysis and mitigation measures
8.6.1 Vibration impacts analysis during operation period
The intensity of vibration aroused by road traffic has relationship with motor vehicle’s structure, traffic condition, road pavement condition, road structure and subgrade conditions.
According statistic data from Japan's environment impact assessment manual, the vibration impacts on environment has following characteristics:
（1）There are no relevance between vibration intensity and traffic volume, but has certain relevance with moving speed of motor vehicles. According the testing result, every increase of 10km moving speed of motor vehicle, every increase of 2.5dB vibration intensity can be realized.
（2）The vibration intensity of subgrade has relevance with the longitudinal smoothness of road and vertical slab staggerting. After the improvement of road pavement, the vibration intensity can be reduced by 5～10dB.
（3）The road structure includes the plane structure, viaduct, backfill, excavation and tunnel, etc. The testing result indicate that vibration intensity reduce gradually in the sequence of backfill, viaduct, plane structure.
The zoo road section of internal ring in Guangzhou city is chosed to be object for analogy in this EIA. It can be judged from the analogy that vibration in all road sections of internal ring of Guangzhou city can meet the standard during the daytime, night or traffic peak time during operation period. And the vibration has no obvious negative impacts on the acoustic environmental sensitive points. After the quarterly motoring during the 1.5 years construction period and 2 years operation period, the vibration monitoring results statistic in Guangzhou zoo road section are as following Table8.6-1.
Table 8.6-1 Vibration monitoring results statistic in Guangzhou zoo road section（analogy）
|Period |Before road put into use, |After road put into use, |
| |from Jan.1999 to 27th Jan.2000. |from 28th Jan.2000 to Jun.2002 |
|Vibration intensity | ................
................
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