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52042-001: Central Asia Regional Economic Cooperation Corridors

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52042-001: Central Asia Regional Economic Cooperation Corridors Environmental Impact Assessment July 2019 AZE: Central Asia Regional Economic Cooperation Corridors 2, 3, and 5 (Obigarm–Nurobod) Road Project Volume 2 (Draft) – Annexes (Part 2) Prepared by the Ministry of Transport for the Asian Development Bank. This environmental impact assessment is a document of the borrower. The views expressed herein do not necessarily represent those of ADB's Board of Directors, Management, or staff, and may be preliminary in nature. Your attention is directed to the “terms of use” section on ADB’s website. In preparing any country program or strategy, financing any project, or by making any designation of or reference to a particular territory or geographic area in this document, the Asian Development Bank does not intend to make any judgments as to the legal or other status of any territory or area. Ministry of Transport of the Republic of Tajikistan OBIGARM – NUROBOD ROAD PROJECT (ROGUN BYPASS) TRAFFIC NOISE ASSESSMENT REPORT Version 3.0 July 2019 Kocks Consult GmbH Stegemannstrasse Koblenz, Germany Obigarm – Nurobod Road Project (Rogun Bypass) Traffic Noise Assessment Table of Contents 1. Introduction 1 2. Purpose 1 3. Project Description 1 4. Fundamentals of Traffic Noise 3 5. Traffic Noise Criteria 5 6. Receptor Selection 5 7. Noise Baseline 5 8. Road Traffic Noise Calculation and Prediction Model 6 8.1 Road Traffic Data 7 8.2 Vehicle Speed 8 8.3 Road Surface 8 8.4 Road Alignments and Terrain Elevation 8 8.5 Limitation 9 9. Results and Conclusion of Traffic Noise Predictions 9 Tables Table 1 Cross Section Elements for the Project Road 1 Table 2 Change in Decibel Level and Perceived Changes in Loudness 5 Table 3 Noise Level Guidelines 5 Table 4 Ambient Noise Monitoring Locations and Levels 6 Table 5 Traffic Forecasts in AADT 7 Table 6 Traffic Data 2018 7 Table 7 Traffic Data 2025 7 Table 8 Traffic Data 2033 8 Table 9 Vehicle speed 8 Table 10 Noise emission correction values for different road surface types 8 Table 11 Results of Noise Modelling 10 Figures Figure 1 Typical Road Cross-Section 2 Figure 2 Project Location Map 2 Figure 3 Decibel levels of Common Noise Sources 4 Figure 4 Methodology Adopted for Traffic Noise Prediction 7 Appendicies Appendix 1 Glossary 12 - i - Obigarm – Nurobod Road Project (Rogun Bypass) Traffic Noise Assessment 1. Introduction This noise impact assessment was prepared for the construction of the Obigarm – Nurobod road section, so-called Rogun Bypass, which will branch from the M-41 at Obigarm and connects to the A-372 at Nurobod. The noise study will be part of the overall impact assessment process and supplements the IEE (Initial Environmental Examination). Some of the most pervasive sources of noise in the environment come from transportation systems. Traffic noise is a dominant noise source in urban and rural environments accounting for about 80 % of total noise pollution. Traffic noise has a variety of adverse impacts on human health. Community noise, including traffic noise, is already recognised as a serious public health problem by the World Health Organization, WHO. An increase in traffic volumes, vehicle speeds, or the amount of heavy trucks will increase traffic noise levels. Therefore, an assessment has been undertaken to determine future traffic noise levels at sensitive receptors located adjacent to the project roads. 2. Purpose The purpose of the project noise assessment was to assess potential changes in noise levels due to the Project and to determine if the Project meets relevant noise regulations. The approach for the Project noise assessment was to: ▪ determine the relevant assessment criteria for road traffic noise along project road corridor ▪ predict road traffic noise levels for the Year 2018, 2025 and 2033 at existing noise sensitive receptor locations in the study area ▪ identify the need to provide noise attenuation strategies for existing noise sensitive receptor locations within the study area as part of the project ▪ recommend practical noise attenuation strategies (if required). 3. Project Description The Obigarm–Nurobod road section is located on the CAREC corridors 2, 3, and 5 will be inundated once the HPP reservoir has filled to operating levels. The realignment of this road section through the river valley is not part of the Rogun HPP project, but a bypass road must be completed and opened to traffic by latest November 2023, the date by which the rising water in the hydropower project reservoir will have inundated several critical sections of the existing M41 highway. No other part of Tajikistan’s national highway network can provide for this traffic, and the only alternative route would represent a deviation of about 500 kilometer. The proposed project will restore and improve connectivity between Dushanbe, the northeast region of Tajikistan and the Kyrgyz Republic via the M41 highway. The new bypass pass through mountainous terrain will be implemented as 2-lane, one carriageway road with asphalt pavement. The length of the Rogun Bypass is approximately 76 km. Implementation of the Rogun Bypass will comprise the construction of 3 tunnels and 13 major bridges with a total length of 1,057 m. The cross-section elements are shown in Table 1 below. Table 1 Cross Section Elements for the Project Road Traffic lane width: 3.50 m Carriageway width: 7.00 m - 1 - Obigarm – Nurobod Road Project (Rogun Bypass) Traffic Noise Assessment Paved shoulder width 0.50 m Unpaved shoulder width 2.00 m Total road width 12.00 m Figure 1 Typical Road Cross-Section In settled areas an additional parking lane of 3.50 m width and sidewals of 2.00 m width at both sides will be added. The below map provides an overview of the Project location. Figure 2 Project Location Map For the design of the road the project was divided into 7 design road sections • Design Section 1, Javoni – Kandak, incl. Kandak Tunnel), km 0 – km 12.9 • Design Section 2, Gazakiyon – Sebnok (Lugur) incl.Karagach Tunnel, km 12.9 – km 22.9 • Design Section 3, Hakimi – Siyohgulak incl. Tagikamar Tunnel, km 22.9 - 33.1 • Design Section 4, Mujiharf – Alikhoja, km 33.1 – km 42.5 • Design Section 5, Alikhoja - Tutkhor, km 42.5 – km 52.4 - 2 - Obigarm – Nurobod Road Project (Rogun Bypass) Traffic Noise Assessment • Design Section 6, Tutkhor - Kabudiyon, km 52.4 – km 67.7 • Design Section 7, Kabudiyon - Khumdon, km 67.7 – km 75.9 which are combined into three civil work contract packages: ➢ Package 1 (ADB financed) runs from km 0 to km 30.217 (start of Tunnel 3 Portal) ➢ Package 2 (EBRD financed) runs from Km 30.217 to km 75.600 (Nurobod Intersection with A372), with the exception of Package 3 chainagaes ➢ Package 3 (AIIB financed) - Long Bridge runs from Km 72.900 - Km 74.303 (includes some short length of approach roads). 4. Fundamentals of Traffic Noise Traffic noise is usually a composite of noises from engine exhaust and tire-road surface interaction. Noise is defined as sound that is loud, unpleasant, unexpected, or undesired. Noise levels near roads depend mainly on following main variables: 1. Traffic volume 2. Traffic speed 3. Amount of heavy trucks (as a percent of total trucks) 4. Distance from the roadway 5. Intervening topography Generally, traffic noise increases with higher traffic volumes (more vehicles means more noise), higher speeds (faster vehicles makes more noise, and more heavy trucks (trucks makes more noise than passenger vehicles). Sound is the sensation produced in the ear as a result of fluctuations in air pressure, superimposed on the steady atmospheric pressure. The ear responds to these much smaller fluctuations with great sensitivity. The magnitude of noise is usually described by a ratio of its sound pressure to a reference sound pressure, which is usually twenty micro-Pascals (20 µPa). Since the range of sound pressure ratios varies greatly over many orders of magnitude, a base-10 logarithmic scale is used to express sound levels in dimensionless units of decibels (dB). The commonly accepted limits of detectable human hearing sound magnitudes is between the threshold of hearing at 0 decibels and the threshold of pain at 140 decibels. Sound frequencies are represented in units of Hertz (Hz), which correspond to the number of vibrations per second of a given tone. A cumulative ‘sound level’ is equivalent to ten times the base-10 logarithm of the ratio of the sum of the sound pressures of all frequencies to the reference sound pressure. To simplify the mathematical process of determining sound levels, sound frequencies are grouped into ranges, or ‘bands.’ Sound levels are then calculated by adding the cumulative sound pressure levels within each band, which are typically defined as one ‘octave’ or ‘1/3 octave’ of the sound frequency spectrum. The commonly accepted limitation of human hearing to detect sound frequencies is between 20 Hz and 20,000 Hz, and human hearing is most sensitive to the frequencies between 1,000 Hz – 6,000 Hz. Although people are generally not as sensitive to lower-frequency sounds as they are to higher frequencies, most people lose the ability to hear high frequency sounds as they age. To accommodate varying receptor sensitivities, frequency sound levels are commonly adjusted, or ‘filtered’, before being logarithmically added and reported as a single ‘sound level’ magnitude of that filtering scale. The ‘A-weighted’ decibel filtering scale applies numerical adjustments to sound frequencies to emphasize the frequencies at which human hearing is sensitive, and to minimize the frequencies to which human hearing is not as sensitive. When people make judgments of the relative loudness or annoyance of a sound, their judgments correlate well with the A-scale sound levels of those sounds.
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