Transportation Impact Assessment of Hazza Bin Zayed Mixed-Use Road Safety in Al-Ain City

Department of Architectural Engineering

ARCH 616 Impact Assessment for the Built Environment Instructor: Dr. Mahmoud Hagag Fall 2019 - 2020

Transportation Impact Assessment of Hazza Bin Zayed Mixed-Use Road Safety in Al Ain City

TIA of Hazza Bin Zayed Mixed-Use Development in Al Ain City

Fall 2019

ABSTRACT As Al Ain City is under the influence of rapidly developing and urban growth, a key task for local authorities, urban planners, and residents are to understand what makes a city environmentally sustainable. However, Over the last few years Al Ain City has experienced enormous growth in all aspects of urban life. As a result of the booming economy, the population in Al Ain increased and is expected to continue to expand at a high rate. This development is also responsible for a corresponding rise in the ownership of cars and traffic growth. This report aims to assess the environmental impacts of Hazza Bin Zayed Mixed-use Development that are located to the North of Al ain city in UAE, by identifying transportation, mobility, and road safety and proposes measures to avoid or mitigate any adverse impacts. As a result, the study will illustrate the different aspects of defining and reviewing the literature in transportation impact assessment (TIA) as part of the environmental impact assessment (EIA).

Therefore, EIA is a tool for mitigating or preventing adverse environmental impacts. Thus, maximizing the positive impacts of the project to attain a sustainable environment and socialeconomic development.

Keywords: transportation impact assessment, road safety, transportation planning, environmental assessment, sustainable development, environmental mitigation measures.

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TABLE OF CONTENTS ABSTRACT _________________________________________________________________ 2 TABLE OF CONTENTS ________________________________________________________ 3 LIST OF ABBREVIATION ______________________________________________________ 6 DEFINITION OF TERMS _______________________________________________________ 7 LIST OF TABLE ______________________________________________________________ 9 LIST OF FIGURE _____________________________________________________________ 9 CHAPTER 1: Introduction ____________________________________________________ 10 1.1 Background _________________________________________________________________10 1.2The Project __________________________________________________________________11 1.3 Objectives of the EIA Study_____________________________________________________13 1.4 Justification for the Development of the EIA _______________________________________13 1.5 Scope of the EIA Study ________________________________________________________14 1.6 Impact Assessment and Mitigation ______________________________________________15 1.7 Structure of EIA Report ________________________________________________________15

CHAPTER 2: Legal Framework and Standards ___________________________________ 16 2.1 Environmental Laws __________________________________________________________16 2.2 Executive Regulation __________________________________________________________17 2.3 Planning Stage Regulations_____________________________________________________17 2.4 Design Stage Regulation _______________________________________________________17

CHAPTER 3: Project Description ______________________________________________ 18 3.1 Project Description ___________________________________________________________18 3.2 Need of the Project ___________________________________________________________20 3.3 Land Use ___________________________________________________________________21

CHAPTER 4: Methodology ___________________________________________________ 21 4.1 Literature Review ____________________________________________________________22 4.1.1 Introduction ____________________________________________________________22 4.1.2 Transportation Impact Assessment Definition _________________________________22 4.1.3 Transportation Impact Assessment Scoping and Baseline Studies __________________23 4.1.4 Transportation Effects ____________________________________________________24 4.1.5. Road Safety

________________________________________________26

4.1.5.3 Transportation Factors Affecting Safety ______________________________26 4.1.5.2 Special Issues ___________________________________________________27 3

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4.1.5.3 Methods_______________________________________________________27 4.1.5.3 Measure (Baseline) ______________________________________________27 4.2 Data Collection ______________________________________________________________30 4.2.1 Local Road Network ____________________________________________________30 4.2.2 Parking areas _________________________________________________________31 4.2.3 Vehicles and public transportation access ___________________________________31 4.2.4 Existing traffic signal ____________________________________________________32 4.2.5 Pedestrian access ______________________________________________________33 4.3 Data Analysis ________________________________________________________________33 4.3.1Description of the baseline transportation ___________________________________34 4.3.2 Impact prediction________________________________________________________35

CHAPTER 5: Transportation Impact Assessment _________________________________ 36 5.1 Introduction ________________________________________________________________36 5.2 Road Safety Assessment _______________________________________________________36 5.2.1 Pedestrian______________________________________________________________________ 36 5.2.2 Cycling ______________________________________________________________________ 37 5.2.3 Public Transportati_______________________________________________________________ 38 5.2.4 Vehicles ______________________________________________________________________ 38 5.2.5 Public Transportation_____________________________________________________________ 41

5.3 Overall Assessment __________________________________________________________43 5.4 Mitigation Measures and Alternative ____________________________________________44 5.4.1 Pedestrian and Cycling ____________________________________________________________ 46 5.4.2 Public Transportation _____________________________________________________________ 48 5.4.3 Vehicles________________________________________________________________________ 49 5.4.4 Parking Facilities _________________________________________________________________ 50

CHAPTER 6: Environmental Monitoring ________________________________________ 52 6.1 Introduction ________________________________________________________________52 6.2 Operational Phase Monitoring __________________________________________________52 6.3 Case study that addresses transportation EIA Planners _______________________________52 6.3.1 Project Information and EIA _______________________________________________52

CHAPTER 7: Environmental Management Plan __________________________________ 53 7.1 Environmental Management Program Objectives ___________________________________53 7.2 Roles and Responsibilities______________________________________________________54 7.3 Training and Competence ______________________________________________________56 7.4 Communication______________________________________________________________56 7.5 Monitoring and Reporting _____________________________________________________56 7.6 Reporting __________________________________________________________________57 4

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7.7 Audit and Inspection __________________________________________________________58 7.8 Risk Assessment _____________________________________________________________58 7.9 Emergency Plan _____________________________________________________________60

CONCLUSION______________________________________________________________ 61 REFERENCES ______________________________________________________________ 63 APPENDIX ________________________________________________________________ 65 APPENDIX A: Project Detailed Review by UPC _________________________________________67 APPENDIX B: Estidama Pearl Rating System of HBZ Mixed-Use Development ________________70 APPENDIX C: Specification of the Land-use Plan of HBZ Mixed-Use Development _____________73 APPENDIX D: Site Design Regulations and Guidelines ___________________________________76 APPENDIX E: Terms of Reference ___________________________________________________81 APPENDIX F: Summary of Stakeholder Consultations (Scoping Outputs) ____________________85

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LIST OF ABBREVIATION AD EHS

Center Abu Dhabi Environment, Health, and Safety Center

DMP

Discharge Management Plan

EAD

Environment Agency–Abu Dhabi

EAP

Environmental Action Plan

EIA

Environment Impact Assessment

EMF

Environmental Management Framework

PER

Preliminary Environmental Review

SEA

Strategic Environmental Assessment

SRA

Sector Regulatory Authority

TOR

Terms of Reference

UAE

United Arab Emirates

EIA

Environmental Impact assessment

TIA/ TIS

Transportation Impact Assessment

RS

Road Safety

HBZMUPD

Hazza Bin Zayed Mixed-Used Development

CBD

Central Business District

UPC

Urban Planning Council

PRDM

Public Realm Design Manual

USDM

Urban Street Design Manual

GTP

Green Travel Plan

DEFINITION OF TERMS Area of Probable Impact—The extent of a physical area occupied by an environmental component that is likely to be impacted by at least one of the phases of the proposed project (i.e., construction, operation, and decommissioning activities and processes). The boundary of 6

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the area of probable impact is determined by measurements, previous studies, models, or best professional judgment and may vary by environmental component.

As Low as Reasonably Possible—To reduce risk to a level that is as low as reasonably possible and involves balancing reduction in risk against the time, trouble, difficulty, and cost of achieving it. This level represents the point (objectively assessed) at which the time, trouble, difficulty, and cost of further reduction measures become unreasonably disproportionate to the additional risk reduction obtained.

Assessment Area—The physical area that the consultant and proponent have identified for assessment of potential environmental impacts.

Environmental Component—Attribute or constituent of the environment (i.e., Air Quality; Marine Water; Waste Management; Geology, Seismicity, Soil, and Groundwater; Marine Ecology; Terrestrial Ecology; Noise; Traffic; Socio-economic) that may be impacted by the proposed project.

Environmental Hazard—Any substance, physical effect, or condition with the potential to harm people, property, or the environment.

Environmental Impact—Positive or negative impact that occurs to an environmental component as a result of the proposed project. This impact can be directly or indirectly caused by the project’s different phases (i.e., construction, operation, and decommissioning).

Hazardous Waste—Waste that poses potential harm to human health and the environment.

Project Area—The physical area within which all phases (i.e., construction, operation, and decommissioning), processes, and activities of the proposed project will take place (boundary of project area is defined by titled property boundary). The project area is equivalent to the project site.

Project Site—Same as Project Area.

Proponent—The developer, permit applicant, company, or agency associated with the proposed project.

Residual Impact—A potential environmental impact that is associated with the proposed project that is not addressed as part of the recommended mitigation measures (i.e., is not mitigated as part of the proposed project).

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LIST OF TABLE Table 1: Scoring Criteria for EIA Matrix ............................................................................................ 37 Table 2: Modefied matrix Showing Incorporating Road aspects with Project Activity of HBZ MixedUxed Development. ............................................................................................................................. 46 Table 3: Mitigation measures and alternative. ..................................................................................... 48 Table 4: Risk assessment of HZB Mixed-Used Development ............................................................ 61 Table 5: Findings of the working group no. I (Air Quality) ............................................................... 88 Table 6: Findings of the working group no. II (Public and Occupational Health) .............................. 89 Table 7: Findings of the working group no. V (Socioeconomics) ....................................................... 89

LIST OF FIGURE Figure 1: Al Ain Population History .................................................................................................. 11 Figure 2: Al Ain Population Development ......................................................................................... 11 Figure 3: Google Earth Map showing HBZ project in Al Ain City. ................................................. 12 Figure 4: Land-use plan of the proposed master plan......................................................................... 13 Figure 5: Development Detials, Land-use Plan.. ................................................................................ 13 Figure 6: EIA as suggested by Unite Nation Environment Program (UNEP) .................................... 16 Figure 7: Masterplan of HBZ Development. ...................................................................................... 20 Figure 8: Masterplan of HBZ Development – Plots Numder ............................................................. 21 Figure 9: Google map showing Al Ain – Dubai Highway. ................................................................ 22 Figure 10: Transportation Impact with interrelationship among social and economic effects.. .......... 26 Figure 11: Urban Street Design Manual for Complete Streets. ........................................................... 30 Figure 12: Existing Roads characters in HBZ ...................................................................................... 32 Figure 13: Parking areas of HZB.. ........................................................................................................ 32 Figure 14: Vehicles and public transportation access ........................................................................... 33 Figure 15: Existing traffic signals. ........................................................................................................ 34 Figure 16: Pedestrian access. ................................................................................................................ 34 Figure 18: pedestrian public realm in the commercial access lane with no Cycling lane. .................. 39 Figure 17: pedestrian public realm in the main road ........................................................................... 39 Figure 19: The Public Transportation Stop in the North from Hammdan Bin Zayed Street and in the East from Hammdan Bin Mohammed Street. ....................................................................................... 40 Figure 20: Traffic signal of Zayed Al Awwal Street and Hammdan Bin Mohammed Street. ............. 40 Figure 21: Cars access to the parking area. .......................................................................................... 41 Figure 22: Cars access to the parking area. .......................................................................................... 41 Figure 23: Hazza Bin Zayed Mixed-Used Development Street Access ............................................... 42 Figure 24: Traffic during Friday evening. ............................................................................................. 43 Figure 26: Traffic during evening time from 8:00 pm to 12:00 pm. ..................................................... 43 Figure 25: Traffic during daytime, ........................................................................................................ 43 Figure 27: Public open parking in HBZ Mixed-Used Development. ................................................... 44 Figure 29: Parking area in the North East side of the site. ................................................................... 44

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Figure 28: Parking area in the East side of the site. ............................................................................. 44 Figure 31: Parking area in the North East side of the site. ................................................................... 45 Figure 30: Parking area in the South side of the site. ........................................................................... 45 Figure 32: Proposed Pedestrian Crossing Bridge connecting the north, south and east side of HBZ with surroundings. ................................................................................................................................. 48 Figure 33: cross section showing the function of the pedestrian realm zones...................................... 49 Figure 34: Floating Bus Stop ................................................................................................................ 50 Figure 35: Vegetated Bus Stop – cross section .................................................................................... 50 Figure 36: Vegetated Bus Stop – 3D view. .......................................................................................... 50 Figure 37: Mini-Roundabout design ..................................................................................................... 52 Figure 38: Acceptable Parking Configurations for “Too Much Right-of-Way” Scenarios ................. 52 Figure 39: Hydro Boulevard LED Light .............................................................................................. 53 Figure 40: Double Hydrobook Pole-Top Maxi LED Light .................................................................. 53 Figure 41: Project Management organization ...................................................................................... 58 Figure 42: Estidama Pearl Rating System of HBZ Mixed-Use Development...................................... 72 Figure 42: Estidama Pearl Rating System of HBZ Mixed-Use Development...................................... 73 Figure 42: Estidama Pearl Rating System of HBZ Mixed-Use Development...................................... 74 Figure 43: Specification of the masterplan of HZB Development ....................................................... 75 Figure 43: Specification of the masterplan of HZB Development ....................................................... 76 Figure 43: Specification of the masterplan of HZB Development ....................................................... 77 Figure 44: Site Design Regulations and Guideline ............................................................................... 78 Figure 44: Site Design Regulations and Guideline ............................................................................... 79 Figure 44: Site Design Regulations and Guideline ............................................................................... 80 Figure 44: Site Design Regulations and Guideline ............................................................................... 81 Figure 44: Site Design Regulations and Guideline ............................................................................... 82

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CHAPTER 1: Introduction 1.1 Background Al-Ain Population is increasing as illustrating in the following graph (1 & 2) from 2010 until 2017 and Expecting by 2030 increasing in population about 1 million (Plan Al Ain 2030, 2009) which will lead to a growing demand for retail spaces, hotels, offices, an increase in public open spaces, parking, mobility modes as well. Additionally, the sports infrastructure facilities used for hosting regional and national games. This report, aims to assess the environmental impacts of HBZ mixed-use road safety, where the project is located in close to the north-west of the Al Ain Central Business District (CBD) area in Al Ain City by identifying outdoor thermal level, connectivity, access, traffic, mobility, and evaluating the significance of such impacts on the users and proposes measures to avoid or mitigate any adverse impacts.

Moreover, this study addresses the potential environmental issues associated with the developed project. EIA is “the systematic examination of unintended consequences of a development project or program, with the view to reduce or mitigate negative impacts and maximize on positive ones” (EEAA 1996; El Haggar and El-Azizy 2003).

Figure 1: Al Ain Population History, Source: Statistics Centre - Abu Dhabi

2005

2017

•338,970

•750,000

2009

2030

•374,000

•1 million

Figure 2: Al Ain Population Development, Source: Plan Al Ain 2030, 2009

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1.2The Project Hazza Bin Zayed Mixed-use Project is located in Al Towayya approximity to the North of Al Ain City, the site coordinates is 24°14′44.14″N 55°42′59.7″E; the site is located in a very dense residential community. (Al Jimi from East, Al Khabisi from South-East and Al Amriya from North-East) as showing in figure 4. The Project site comprises of an area of 50 hectares and lies in close proximity to the north-west of the Al Ain Central Business District (CBD) area of 15 hectares (ha) circumnavigates the site and comprises a safeguarded utility corridor. As illustrating in figure 4 The site is located to the west of Zayed Al Awal Street and to the north of Hamdan Bin Mohammed Street - both of which are major transport corridors between the city and the wider region. Additionally as explaining in figure 5 the development it consist of residential buildings, commercial building, restaurants, cafes, food track, hotel, car parking, public realm areas, local parks, Gym and Stadium. Where the stadium hosted the 2017 and 2018 FIFA Club World Cups, as well as the 2019 AFC Asian Cup.

Figure 3: Google Earth Map showing HBZ project in Al Ain City.

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Site Boundaries

Figure 4: Land-use plan of the proposed master plan. Source: Abu Dhabi Urban Planning Council.

Figure 5: Development Detials, Land-use Plan. Source: Abu Dhabi Urban Planning Council.

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1.3 Objectives of the EIA Study In the report, the main aim is to identify, evaluate, and develop measures and alternatives to avoid or mitigates potential adverse effects and enhance potential benefits for identified receptor and resource reception based on established evaluation criteria. The objectives of the EIA report are: •

To describe the project and associated works together with the requirements and environmental benefits for carrying out the project.

•

Defining and explaining aspects that influenced by the project in community

and

environment.

•

Propose measures to mitigate the adverse impacts by identifying and evaluating any potential landscape, transportation, air quality, infrastructures, and modes of mobility impacts.

•

Provide information on the consideration of alternative project options, including alter natives such as location, scale / size, length, layout, configuration / orientation, design, transport connection, to minimize adverse impacts.

•

Tool for the developer to negotiate to find the solution of negative impact o Identify the suitable mitigations management measurement of solution o Solve and incorporate them

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Shaping the development activities of study area by regulation and policy rule o Smother planning process

•

Preliminary or initial assessment

1.4 Justification for the Development of the EIA The requirement for an EIA was determined by examining the most recent legislation pertaining to Environmental Impact assessment guidelines by the Environment Department, Abu Dhabi. The Guideline is issued in accordance to the provisions of Federal Law No. 24 of 1999 for the Protection and Development of the Environment, and its implementing rules and regulations and Local Order No. 61 of 1991 on the Environment Protection Regulations in the Emirate of Abu Dhabi. According to the guidelines, certain development projects require an EIA report and certain others require EIA summary. According to the guidelines EIA report for Hazza Bin Zayed (HBZ) of capacity above a stadium of 25,000 seats will be determined on a case by case basis. Owing to the scale of the plant it was decided that an Environmental

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Impact Assessment Report will be required to evaluate the impacts during construction, and implementation of the project.

This EIA report addresses the environmental impacts of HBZ Development in Abu Dhabi, by identifying landscape, infrastructure, air quality, and transportation impacts of the project, and evaluating the significance of such impacts on sensitive receivers. Then it introduces measures to avoid or mitigate some of the road users, including on-road public transport, pedestrians, cyclists, and heavy vehicles. The report is assessing the environmental impacts of existing and proposed projects, by conducting environmental studies and direct the associated adverse impacts prior to making decisions and commitments.

1.5 Scope of the EIA Study This EIA report addresses the environmental impacts of HBZ Mixed-Used development in Al Ain City. We decided that the mainline of approach in the report was to focus on the environmental impact generated by transport, including mobility modes and accessibility, etc. and the effects resulting from such as traffic flow effects. We restricted ourselves to four main areas of pedestrian, cycling, public transportation, and vehicles. The influence transport has in relation to these four main areas is described below.

The goal of the TIS/TIA for the study area is to assess the status quo position of transportation and traffic related matters in context to the present extend of core activities. This is used as a norm to determine the traffic impact of the future extended activities. Based on this determination applicable mitigation measures that recommended. The following specific objectives in goal realization are applicable: •

Scope 1: Analysis of the status quo transportation and traffic reality applicable to the site.

•

Scope 2: Quantification of the traffic flow and facility impacts based on the proposed extended core activities.

•

Scope 3: Optimization of land use, traffic and environmental relationships and impacts.

•

Scope 4: Inter- and Intra-traffic movement integration and optimization.

•

Scope 5: Formulation of transportation and traffic mitigation measures based on goal achievement through specific related projects.

•

Scope 6: Implementation planning.

1.6 Impact Assessment and Mitigation The impact evaluation process had three steps: 14

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1. Identification of impacts, this includes identifying and defining environmental factors and aspects as well as identifying activities, interactions between activities and environmental factors and differentiating between direct and indirect impacts.

2. Prediction of impacts, this involves classifying impacts by assigning values, justification, and elaboration of an impact/activities matrix.

3. Evaluation of impacts, a matrix of importance is developed and a general analysis of results from the environmental evaluation.

1.7 Structure of EIA Report

Figure 6: EIA as suggested by Unite Nation Environment Program (UNEP). Source: UNEP EIA Training Resource Manual.

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The EIA report of the “Hazza Bin Zayed Mixed-Use Development” in Al Ain includes the following chapters: Ch. 1 Introduction Ch. 2 Project description Ch. 3 Methodology Ch. 4 Transportation Impact Assessment Ch. 5 Environmental monitoring and audit requirements Ch. 6 Implementation schedule of mitigation measures Ch. 7 Environmental outcomes Ch. 8 Conclusion

CHAPTER 2: Legal Framework and Standards Overview The masterplan complies with all relevant local and international standards. In addition, the current legislative framework includes standards and regulations from the following jurisdictions: •

UAE (federal);

•

Abu Dhabi (municipal);

•

Abu Dhabi Urban Planning Council (UPC); (Appendix C)

•

Department of Transport (DOF)

•

EAD (ministry)

Environmental Laws The principal law covering environmental protection in the UAE is Federal Law No. 24 (1999) Protection and Development of the Environment. This law, which establishes the framework for environmental protection in the UAE, has the following objectives. The quality and natural balance of the environment are secured and maintained.

•

Monitor all emissions sources to avoid any harmful effects in the immediate and long term.

•

Protection of society, human health and health of other living creatures.

• •

Natural resource development and biodiversity conservation.

Protection from the harmful effects of activities undertaken outside the state or region of the State environment.

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Compliance with international and regional conventions ratified or approved by the State regarding environmental protection, control of pollution and conservation of natural resources.

Executive Regulation The application should be made to the UPC and include the following regulations, which included in detail in Appendix A: •

The Detailed Project Review Manual must be referred to in its entirety as it contains requirements and involves: o detailed site and building review focusing on exterior building form (e.g massing, character); o site treatment (e.g public realm, circulation routes, landscaping, shading and lighting); o signage and infrastructure and utilities;

•

Regulation for the Public Realm;

•

Regulation for the Street Scape;

•

Regulation for Environment for Estidama (Ensures that projects comply with necessary environmental assessment requirements).

Planning Stage Regulations •

Calculation of required Public Open Space Standards for new developments.

•

Selection of appropriate public realm types and hierarchies to be provided.

•

Ensure Estidama compliance of public realm planning.

Design Stage Regulation •

Design of public open space and streetscape based on standards, guidelines and public realm design elements;

•

Ensure Estidama compliance of public realm design.

•

Review and apply the PRDM Vision, Principles and Policies: o Livability: The public realm and streetscape should be safe, comfortable and engaging space, where diverse activities can be experienced by all, contributing to people’s physical and mental wellbeing, therefore providing a high quality of life.

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o Identity: The public realm incorporates the expression of Arab culture, heritage, values and traditions in the development of streets and spaces that reflect their local environment. o Connectivity: The public realm is interconnected and enhances the mobility of people by providing comfortable, continuous access for walking, cycling and other modes of transport. o Place making & Design Excellence: The public realm is made up of high quality, human scale and visually interesting places. It includes multifunctional, flexible and climate responsive design solutions. o Inclusivity: The public realm provides safe, comfortable, and diverse POS, for the enjoyment of all people, and helps to promote community cohesion. o Environmental Stewardship: The public realm is responsibly designed to achieve water and energy efficiency and help in the preservation of important ecological areas and native habitat.

CHAPTER 3: Project Description 3.1 Project Description The project is a commercial, residential and leisure project. The project purpose is to enhance the mixed-use development and sports facilities in the region (Figure 7) that followed Estidama Regulations and the Design Pearl Rating earned 2 points as included in Appendix B. The development master plan consists of residential plots with a central courtyard and private parking for the residences (plot num. 14, 15, 16 and 17 - as showing in figure 8), additional to that it consists of commercial and offices plots with courtyard and plaza ( plot num. 7, 8, 9, 10, 11 and 13 - as showing in figure 8). Moreover, multi-storey car park with five-storey its close proximity to the stadium, which used for the stadium visitors on Game day and will support the surrounding different land uses.

In addition, it consists of tourism and leisure spaces such as a hotel (plot num. 14), family entertainment center (plot num. 15) and restaurants (plot num. 16). Furthermore, it consists of sport spaces such as stadium, public football playground and gym (plot num. 17) as illustrating in Figures 7 and 8. While from the East-direction of the site, which is still until now under, construction consists of residential community with distributed Public Park. In the project, the parking for residences and visitors, divided into two parts, one for the residential plots and the other for the users and visitors that are distributed around the site and another one located in the north of the site serve the stadium while soccer game.

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Figure 7: Masterplan of HBZ Development. Source: Abu Dhabi Urban Planning Council.

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Figure 8: Masterplan of HBZ Development – Plots Numder. Source: Abu Dhabi Urban Planning Council.

3.2 Need of the Project Al Ain development is set to be a landmark development following Al Ain Plan 2030 that provides the basis for the majority of the future development in Al Ain. Due to the growth of the population of the region, UPC has decided to develop the project of Hazza Bin Zayed Stadium Mixed-Use Development; that reflect the vision of 2030 Plan, which concentrates on attracting tourists as well as provide services and suitable facilities for the community.

Urban Planning Council applies this project since they have a shortage of sport and leisure facilities such as: 1. Residential and commercial buildings, because the population increased in the region.

2. Stadium and Gym, because they need more sports facilities, and to encourage social interaction and a healthy lifestyle (more walkability in outdoor spaces).

3. Stadium: that accommodates 25,000 Spectators (now home to the region’s team – Al Ain Football Club)

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4. Provide a qualitative leap in the level of apartments in the city in terms of luxury and attractive designs 5. Providing commercial buildings for the government sector and other businesses and services.

6. In addition to that, the project would create job opportunities for several people.

3.3 Land Use As shown in figure 3 the project site is in Al Ain City in Al Towayya. The development of the project is proximity is about 50 hectares; the residential community area in the west direction is under construction. However, the east direction of the site completed between 2009 and 2016, which contain of several activities and included in Appendix C. As shown in Figure 4 the site surrounded by residential neighborhood and retail areas and it is located near to Al Ain - Dubai Highway by Hamdan Bin Mohammed Street as showing in Figure 9. The development of the masterplan of HBZ Mixed-Use for each plot included At Appendix D.

Figure 9: Google map showing Al Ain – Dubai Highway.

Al Ain – Dubai Highway

CHAPTER 4: Methodology The research methodology applied includes the following focuses: policy, legislation and literature considerations; case study content, approach and application; reporting on case study

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main results from a TIS/TIA perspective and EIA and TIS/TIA mitigation measures, recommendations and implementation.

4.1 Literature Review 4.1.1 Introduction EIA can be defined as “a process by which information about the environmental effects of a project is collected, both by the developer and from other sources, and taken into account by the relevant decision-making body before a decision is given on whether the development should go ahead” (). The aim of EIA is to find ways and means to reduce adverse impacts, shape projects to suit the local environment and present the predictions and options to decisionmakers. Additionally, EIAs involve individual assessments of aspects of the environment (e.g. population, landscape, heritage, air, climate, soil, water, fauna, flora) likely to be significantly affected by a proposed project. These aspects considered as Environmental Components such as social-economic, landscape, transportation etc. in this report would focus on the transportation impact assessment (TIA).

4.1.2 Transportation Impact Assessment Definition There are several modes of transport, including vehicular traffic, heavy and light rail, cycling and walking, which are of significance to new developments. Vehicular traffic can be further subdivided into private cars and taxis, vans, goods vehicles, buses, motorcycles and pedal cycles. The exact nature of the impact of traffic on the network depends on a number of factors, including the relative composition of the categories outlined above, the nature and makeup of the road network and the surrounding land use.

As mentioned by Peter Morris and Riki Therivel, 2001 in their book about Methods of Environmental Impact Assessment that the ‘Transport Assessment evaluates the impacts of a proposed development on the transport network. Transport impacts may take account of the numbers of cars, buses, bicycles, trains; the frequency and reliability of service; and the origins and destination of travelers’ (P. Morris; R. Therivel, 2001). Moreover, they stated another definition ‘Transport Impact Assessment (TIA) is a process of compiling and analyzing information on the impacts that a specific development proposal is likely to have on the operation of roads and transport networks. The assessment not only includes general impacts relating to transport management (road efficiency and safety) but should also consider specific

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impacts on all road users, including on-road public transport, pedestrians, cyclists and heavy vehicles’ (P. Morris; R. Therivel, 2001).

Additionally, as stated by Austin Texas Government a Transportation Impact Assessment (TIA) is a study to estimate and assess the effects of proposed development and redevelopment on the transportation network. In addition, the study identifies infrastructure needs to ensure that the transportation network will remain:  

At acceptable levels of service, Be well connected and safe for all modes of travel



Support the long-term needs of the community.

4.1.3 Transportation Impact Assessment Scoping and Baseline Studies As stated by the Guidelines on Traffic Impact Assessment that if the development is likely to result in an increase in traffic by 10%, or by 5% in congested or sensitive areas, a Traffic Impact Assessment (TIA) should be produced. Additionally, the Institute of Environmental Assessment guidelines mentioned that environmental impacts from traffic are likely to be significant if there is a predicted increase in traffic flow or number of heavy goods vehicles, of 30% or more, or within a sensitive area where traffic flows will increase by 10%.

In order to develop the scoping study into a full TA, a certain amount of baseline data will be required. This information can be summarized as follows: • Vehicle flows: Baseline of traffic flow data are required for links and turning movements at junctions over a peak hour, 12-h or 24-h period. These baseline surveys will need to take account of variations in traffic flows and will be used to establish existing peak flows and where these will correspond with the predicted peak hour flow of the development proposal.

• Information on curent public transport usage : Will also need to be assessed in the area of development sites. This will relate to service frequency, reliability, boarding and alighting information, origin and destination of customers, location of routes and number of seats on buses and trains, as well as information on journey reliability.

•

Cycle facilities will need to be assessed in the vicinity of the development site, together with current flows and potential for mode shift towards cycling. A number of improvements may then be incorporated into developments, including: 23

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cycle paths in order to segregate cyclists from other road users, thus increasing safety; secure and sheltered locking facilities at interchanges and other end destinations; traffic management measures to create a safe feeling for cyclists by reducing traffic speeds and improving crossing facilities.

Pedestrian flows:

Need to be analyzed in the context of the location of major generators. These flows will relate to major attractors for pedestrians such as shops, schools and public transport facilities. Development proposals should encourage more people to walk and there are a number of measures available to achieve this: • •

Environmental and public realm improvements; Traffic management and calming schemes;

•

Improved security and safety,

•

Road safety:

Is important in determining the location and number of accidents on the surrounding network. Historical accident data will establish trends and groupings of accidents and will lead to the potential development of traffic management measures aimed at mitigating these accidents. This can be developed in association with measures to improve facilities for cyclists and pedestrians.

4.1.4 Transportation Effects To complete a radical analysis of the probably effects of a planned transportation project, many various kinds of impacts ought to be thought of. Associate degree assessment of probable social and economic effects could be a key element in assessing the complete vary of effects; however, it is only one of many efforts that require to be allotted.

We begin in a broader context of impact analysis by placeing the analysis of social and econo mic effects. In Figure 10 presents the general types of social and economic effects that stated

by David J. Forkenbrock and Glen E. Weisbrod in their guidebook.

Therefore, the key point is that a thorough evaluation is necessary to evaluate the possible economic and social consequences of the proposed transportation plan. The authors believe that reforming the transport systems is largely aimed at improving quality of life.

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Figure 10: Transportation Impact with interrelationship among social and economic effects. Source: David J. Forkenbrock and Glen E. Weisbrod, 2001.

Naturally, a very common term is quality of life, which can mean different things for different people. For quality of life, the effects shown in the figure are tied to be important. The way they interpret "quality of life" means that we can get about easily and safely, have a choice of way to travel, visit major destinations or live in an enjoyable, cohesive community with a strong economy. In brief, David J. Forkenbrock and Glen E. Weisbrod explained that the transportation effects pertain to changes in however well the transportation serves its users.

Social and economic effects usually relate to however a transportation project affects users in the community aside from those really using the transportation.

Moreover, David J. Forkenbrock and Glen E. Weisbrod (2001) mentioned three traditional systems performance effects: (1) changes in travel time, (2) changes in safety, and (3) changes in vehicle operating costs. Although, as stated by Peter Morris and Riki Therivel (2001) that ‘A wide range of potential transport and environmental impacts are associated with a new development, including noise and vibration, air quality, biodiversity, community severance, visual intrusion, traffic generation, and economic regeneration’ (P. Morris; R. Therivel, 2001).

Additionally, J. Forkenbrock and E. Weisbrod (2001) explained that the changes in travel time, 25

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health, operating costs of vehicles and choice of transport affect accessibility. In order to change the usability of several destinations in a group, the previous users connect and merge.

A basic aspect of quality of life is the availability of working places, schools, public services, friends and family, homes of worship and entertainment.

In this report will focus only on road safety effects of Hazza Bin Zayed Mixed-Use Development, which discussed more in the following paragraphs.

4.1.5 Road Safety J.

Forkenbrock

and

E.

Weisbrod

(2001)

stated

that

Enhancing safety is an important way for users to benefit from the transportation system chan ges. These benefits take the form of reductions in the rate of fatal, injury, and propertydamageonly (PDO) crashes. Crashes occur for a combination of reasons, together with overcrowded and over-burdened roadways. As congestion will increase, the driving surroundings becomes more stressful, and it conjointly permits less space for error. Varied transportation projects have the potential to scale back the quantity of crashes by making less trying driving environments or by rising conditions for cyclists or pedestrians. Often, upgrading a road to a higher useful category can produce these results. Additionally, J. Forkenbrock and E. Weisbrod (2001) mentioned in their guidebook for Assessing the Social and Economic Effects of Transportation Projects (2001) ‘Depending on a roadway’s functional class, as well as on whether it traverses an urban or rural area, certain types of crashes are more likely to occur.

For example, higher rates of injury crashes occur in urban areas than in rural areas on the basis of VMT’ (David J. Forkenbrock and Glen E. Weisbrod, 2001).

4.1.5.1 Transportation Factors Affecting Safety Transportation projects can directly affect safety in the following ways: •

Projects that expand road system capacity and reduce congestion will likely reduce

•

Incidents that might lead to a crash, such as a stalled vehicle blocking the roadway.

•

Changes in signalization, turning lanes, and passing restrictions can reduce the number of

• •

Potential opportunities for conflict between vehicles.

Improvements to the condition of a roadway, such as resurfacing to remove potholes, create a safer driving environment and thereby reduce the number of crashes.

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4.1.5.2 Special Issues •

Changes in the infrastructure network;

•

Introduction or changes to pedestrian or cyclist desire lines increases in the posted speed limit;

•

Changes in site operations that may have an external influence;

•

Increases in traffic volumes;

•

Adding traffic to intersections to a level that turn pockets or short lanes fill up and queues spill into adjacent traffic lanes;

•

Introduction or increases in over-dimension or heavy vehicles;

•

Decreases in intersection performance due to increased delays and queues;

•

Wrong intersections and congestions in the traffic signal;

•

High speed in the main roads, secondary roads and tertiary streets.

4.1.5.3 Methods •

Method 1. Analysis of national data: o Information collection. To compare an existing road with a proposed upgrade using national data on crashes, o Analysis. The analysis of project impacts involves estimating the number of crashes that are likely to occur o Assessment: Despite the concerns associated with using aggregate national data, this computation of safety benefits from roadway conversions is an easily implemented method that does not require significant technical skills.

•

Method 2. Bicycle, Pedestrian and user’s safety index: o Information collection. To compare an existing public realm with Abu Dhabi Street Design Manual. o Analysis of the safety and security through SSPM (speed limits in the main roads of 80 km/h, and internal streets 40 km/h). o Assessment. Discusses the current condition through site visit, site plan and bicycle and pedestrian access masterplan.

4.1.5.4 Measure (Baseline) •

Green Travel Plan: Is a report containing a package of measures tailored to the transport needs of the development aimed at increasing travel choices and reducing reliance on the private cars.

The National Plan of Planning Framework recently published in July 2018 states that, in 27

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conjunction with the report on the transport assessment or the transport statement,' All developments that generate significant quantities of movements should be needed to provide a voyage plan.' These were incorporated within the context of the policy proposals and lay down the steps intended to facilitate sustainable transport. The main aims of green travel plan are as follows as stated by the Transport-assessment.com: •

Achieve the minimum number of additional single occupancy car traffic;

•

Reduce the need for travel;

•

Improved road safety and personal security for pedestrians and cyclists;

•

Reducing pressure on highway capacity, particularly at peak times;

•

Creating more attractive and loveable neighborhoods;

•

Cutting carbon emissions and their contribution to climate change;

•

Reducing road danger and protecting vulnerable road users;

•

Reducing the cost of works on the highway or other transport infrastructure;

•

Encouraging more active travel with gains for health;

•

Enabling children to travel independently;

•

Improving local air quality;

•

Reducing noise pollution;

•

Reducing parking/fleet management costs; and

•

Improving staff morale.

• Abu Dhabi Street Design Manual Represents excellence in the planning and design of urban streets. Aligned with Abu Dhabi Vision 2030’s overarching principles. As stated by Abu Dhabi Urban Planning Council the USDM design priorities emphasize the need to create a pleasant, safe environment for pedestrians and cyclists, the most vulnerable users on urban streets, thereby improving walkability, sustainability and public health. Moreover, The USDM introduces a new holistic multi-modal design process to generate high-quality urban design outcomes. New concepts such as ‘Context Sensitive Solutions’ and ‘Complete Streets’, together with new design standards to reduce vehicular speeds to create a safer environment for the most vulnerable road users, are introduced. A new Online Design Tool has also been developed to provide a simplified, complimentary resource for designers to quickly make design decisions about the composition of typical street plans and cross sections.

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Additionally, The USDM guides designers to design ‘Complete Streets’ and to ensure that all the street elements from plot to plot are in the right place and are the right size for the context. Unobstructed pedestrian walkways are required and the proper placement of streetlights, traffic sign poles, utility boxes, benches and plantings will now be mandatory for new or redesigned streets.

Figure 11: Urban Street Design Manual for Complete Streets. Source: Abu Dhabi Urban Planning Council-Abu Dhabi USDM.

The main objectives of USDM published by Abu Dhabi Urban Planning Council are as follows: •

Promote walkable neighborhoods;

•

Enhance connectivity;

•

And create a sustainable urban environment;

•

The reduction in total crashes, injuries, and fatalities by targeting speed, network design, and prioritization of vulnerable users;

•

Increase in person capacity of transport networks through investment in transit, bicycling, and walking;

•

Contribute toward meeting Estidama principles, as well as achieving thriving natural/environmental, economic, and social systems;

•

Support economic development. High quality provisions for all modes to attract investment and tourism; 29

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4.2 Data Collection 4.2.1 Local Road Network Existing road characteristics As illustrating in Figure 12 In this project there were four street hierarchy identified which was been identified regard Abu Dhabi Urban Street: •

Design Manual Highway: highways are roads connecting the main centers of population and activities and are designated under the Road Traffic Ordinance Industrial

•

Boulevard: a high vehicle priority 3+3 street (three lanes in each direction). Industrial (AD council, 2015) Street Name: Zayed Al Awaal St, Hamdan Bin Mohammed St. and Hamdan Bin Zayed Al Awal St. (Main Roads)

•

Avenue: a medium vehicle priority 2+2 street (two lanes in each direction). (AD council, 2015)

•

Street: a low vehicle priority 1+1 street (one lane in each direction). (AD council, 2015)

E E E

E

Section E-E

Section D-D Figure 12: Existing Roads characters in HBZ. Source: UPC

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4.2.2 Parking areas Parking is a key safety and security concern, particularly on match days, which will see a major increase in visitor numbers to development. In order to cater for this, a three-tier parking strategy has been developed for the site. Which are distributed around the site and consists of more than 1000 parking.

Figure 13: Parking areas of HZB. Source: UPC.

4.2.3 Vehicles and public transportation access The residential areas are not affected by the stadium operations on events days, the North and west access points will be controlled by low profile security and manned security operation, restricting vehicle access to residents only.

The Eastern access points are likely to form a major design feature and prevention of unauthorized access is likely to be achieved operationally, as a site management issue. The significant vehicle access control measures planned for the stadium will not impact on the residential areas of development, who will have dedicated access.

The public realm design for the development is split into two areas. The public realm space within the residential compound will incorporate the principles of crime prevention through environmental design, it will serve the residential community and therefore the requirement for safety and security elements is reduced.

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VEHICLES

Figure 14: Vehicles and public transportation access. Source: UPC

4.2.4 Existing traffic signal The traffic signal is spread all over the stadium, and it is locating specifically on the main roads and primary roads this results in more organizes vehicle especially because the population increased on the lst decades.There are a totally four traffic signals in the area, the first traffic signal in Hamdan Bin Zayed Al Awaal street, and second is in Zayed Al Awal street, and the third Hamdan bin Mohammed street and the fourth signal between Hamdan bin Zayed and Hamdan bin Mohammed street.

Figure 15: Existing traffic signals. Source: UPC

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4.2.5 Pedestrian access Pedestrian circulation must tie in closely with the parking strategy and the vehicular access strategy. The primary requirement's is to enable direct entry for spectators to all areas of the stadium. In an ideal situation, pedestrian routes should be provided from all directions. Due to the risks associated with large football crowds, many cities/football associations prefer to facilitate separate access and egress for two teams.

Figure 16: Pedestrian access. Source: UPC

4.3 Data Analysis In this chapter, the data analysis conducting a comprehensive systematic process that sets out transport issues relating to HBZ development. Baseline transport data estimates of various parameters at the baseline for the impact assessment study for the Transport Improvement Project. A detailed data analysis required for HBZ development is likely to have significant transportation and associated environmental impacts. The study area for a proposed development should be determined in discussion between the developer and the Department of Transport (DOT). It usually depends on the character and scale of the project, and early consultations with the relevant experts will assist in defining its extent. A description of the study area will include a reference to the site location, the local transport network, and relevant transport features. Therefore, the sides of the transportation to be analyzed, the proposed project of HBZ need to be identified first such as land use, built environment, ambient air quality, 33

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biological environment, and socioeconomic factors. Maps and site visits are main source in narrow the broad to more defined field of Visual Intrusion impact.

The standard of Technical Guidance Document for Environmental Impact Assessment (Benchmark) are designed as the baseline of the proposed project in coordination with the Federal Environmental Agency. Therefore, using accepted standards to cover the transportation system, monitoring with the activities related to area and the impacts related to the pedestrians, bicyclists, transit users and motor vehicles of the treatment plant, including the following: -

The air pollution from the transportation contributed more than half of the carbon monoxide and nitrogen oxides

-

Parking facilities available in the vicinity of the site;

-

Existing pedestrian and cycle facilities in the vicinity of the site;

-

Pedestrian and cyclists' movements in the vicinity of the site;

-

Description and functional classification of the road network in the vicinity of the site; and

-

Current traffic flows on links and at junctions within the study area.

-

potential emergencies and project failures, the regular occurrence, and expected issues of such emergencies.

4.3.1 Description of the baseline transportation Basic framework for this study includes a clear statement of purpose, inclusive and build a digestible report of the field and project concerned and highlight specific details that will require later investigation.

The initial consideration of the full range of transportation elements and meanings involved application of a comprehensive and tested methodology based on the environmental risk assessment and impact prediction scoring, in terms which can be understood and discussed by the wider community in accordance with EAD guidelines.

The boundaries of the transportation to be analyzed, the proposed project of HBZ need to be identified first. Maps and site visits are main source in narrow the broad to more defined area of Visual Intrusion.

The desktop studies can provide starting point of an impact or condition and inexpensively dig out data from a wide variety of detail include: -

Maps of land use, 34

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-

Baseline road network, and bus stops,

-

Historical maps and other data on archaeology, buildings, past uses of the site, etc.

-

Local authority transportation characterization exercises or assessments, guidelines, plans and GIS data that show transportation designations

Much of the evidence derived from the transportation description can be synthesized into series of visual representation that illustrate mobility character areas, indicative and significant views, and evidence of special features. Method for impact identification include -

It is necessary to evaluate the risk and its relationship with the road safety performance indicators.

-

The assessment is necessary for road safety performance analysis.

-

Handling the multiple variables remained a problem

-

The area characterizes by unsafe operating conditions in the road traffic system, the method is used in order to indicate safety performance or understand the processes that lead to accidents

The results of the evaluation set as series of management guidelines that any new development in HBZ area need to take into account. These procedures will provide a non-confrontational way of involving local residents, workers and visitors in the project process and traffic impact mitigation.

4.3.2 Impact prediction The project effectively communicated predictions of visible emissions, access routes, traffic volumes and development plan and significance of changes that occur as result of them. Impact prediction begins with an understanding of the development, that structured correlation between the descriptions will underline the magnitude and significance of the transportation and visible impact.

The scoring criteria for EIA matrix is an evaluation of safety risks of future road or traffics project or within project and the identification of the measures to manage or control these risks.

The environmental changes may result from the proposed activities and assess the severity of such changes. Therefore, these two interactions described in Table 1 in terms of magnitude (M) in the upper part and importance (I) in the lower part. The first part (M) was defined by indicating values scoring from 1 to 10 (small to large magnitude).

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Criteria

Scale

Description

Magnitude of Change

1

Negative change within project site

2

Significant negative effect

3

Major negative effect of change

1

No change/ Not applicable

2

Temporary

3

Permanent

1

No change/ Not applicable

2

Irreversible

3

Irreversible

1

No change/ Not applicable

2

Non- Cumulative/ Single

3

Cumulative / Synergistic

Permanence

Reversibility

Cumulative

Table 1: Scoring Criteria for EIA Matrix (Source EAD, 2002)

CHAPTER 5: Transportation Impact Assessment 5.1 Introduction As discussed in chapter 3 in section 3.1 the report will concern on the road safety assessment within the project of Hazza Bin Zayed Mixed-Used Development. In this section will explain in detail the assessment of safety, provide risk assessment and followed by analyzing the mitigation measure and alternative to decrease or avoid the impact of transportation.

5.2 Road Safety Assessment 5.2.1 Pedestrian The pedestrian access in the site distriputed in several points in HZB Mixed-Used Development. However, there is currently no official secure and safe pedestrian access to the subject location from the East and North side; where the site located between two main roads as signal intersection, which explore during the soccer games traffic and crowds in the traffic signal.

In addition, it offers a 2-meter-wide concrete pavement corridor located on the sides of the main road and does not follow the Streetscape Design Manal as showing in figure 12. In the 36

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event of matches in the stadium, the proportion of visitors to the area will increase, causing an increase in congestion in the pedestrian corridors, leading to unsafe gatherings on the sides of the main streets. In addition, the likelihood of accidents will be high and these risks can affect the proportion of visitors who wish to attend the game and visit the site to enjoy the sevices and lesure facilites within HBZ. HBZ Mixed-Used Developemnt explores the followings: •

Crowds in the intersection of the main roads of the site;

•

No segrogation between the main roads and the pedestrian lane. (see figure 12)

•

all visitors gathered in the parking point in a not well-arranged way;

•

No lighting in the parking areas;

•

The site explores not safe pedestrian path in the parking area. (Which are not well defined between the car lanes and pedestrian lane).

These issues can cause the following: •

experiencing not safe space for the users,

•

affect the pedestrian crossing, and difficulties in wayfinding to enter or exit from the area.

•

Decrease in the use of pedestrians

5.2.2 Cycling The cycling lane within and sorrounding the site is neglected. Therfore, lack of provision of accessible cycling within the mixed-used area in connection with the sorrounding can couse the following: •

decrease the connectivity around and within the site by cycling.

•

Decrease the use of cycling.

•

Difficulties in wayfinding for the cyclists.

Figure 17: pedestrian public realm in the main road Figure 18: pedestrian public realm in the commercial access lane with no Cycling lane.

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5.2.3 Public Transportation The site provide two access for the buses that are located from the North and from the East side of HBZ Mixed-Used Development as illustrating in figure 14. And it explores the following: •

The bus stop of the site located in the south east of the site, where the gathering point of the cars.

•

The development does not consist of bus stop in the main road (Zayed Al Awal Street).

•

No shading

•

No sitting

•

And no signage Figure 19: The Public Transportation Stop in the North from Hammdan Bin Zayed Street and in the East from Hammdan Bin Mohammed Street.

These issues of can cause the following: •

Decrease the use of Public transportation

•

Difficulty to find ways of the bus stop;

5.2.4 Vehicles •

The site surrounded by two main roads from east side Zayed Al Awwal Street and from south side Hammdan Bin Mohammed Street. As showing in Figure 4;

•

The intersection of theses streets designed as signal intersection (see Figure 20)

•

There is no speed limits camera in the main roads;

•

It’s not controlled by the DT.

•

Vehicles access to the parking are not well designed and no access signage. (see Figure 21 & 22) Figure 20: Traffic signal of Zayed Al Awwal Street and Hammdan Bin Mohammed Street.

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•

Turnning point of the east side of the site is not well designed for the vehicles and buses. (see Figure 21 & 22)

Figure 21: Cars access to the parking area.

Figure 22: Cars access to the parking area.

The dependence on cars for transport continues to cause congestion and delays on some of the key road corridors in the site, as demand for travel increases driven by our growing population.

A traffic management strategy, covering issues such as congestion, access, noise, car parking, and waiting areas may need to be developed.

These issues can cause the following: •

Road traffic deaths occur every year.

•

Decrease the safety of pedestrian crossing during the soccer game and during normal day.

•

Pedestrian Crowds in the pedestrian crossing

•

Decrease of the users to HBZ Mixed-Use Development.

•

Damage of the infrastructure of the roads and facilities because of the accidences.

•

Traffic congestion on key corridors.

The location of the stadium is very close to the residential buildings and neighborhoods. This causes a lot of disturbance and noise; it makes the residents feel uncomfortable and not safe because of the traffic distributed in the main roads of HBZ Mixed-Used Development, which these roads connect the site with surrounding.

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Main roads Primary Streets Tertiary Streets

Figure 23: Hazza Bin Zayed Mixed-Used Development Street Access

In the short term the impact will have a natural because the area still not well known and crowded. While for medium term will have a negative impact because will be much crowded during days and night in the gathering areas and during football match.

Indirect impacts created by the edge effects of the surrounding neighborhoods. However, in the long term, lead to crowded traffic in Zayed Al Awaal Street and Hamdan bin Mohamad Street and even to exposed areas. In addition, have an impact on the air quality as well as on the climate condition. The following graphs (24, 25 & 26) showing the traffic jam on Friday evening and events. Long queues of cars, buses and other vehicles on almost all streets in the downtown area have become a regular feature. During much of the day, when sun blazes, streets remain deserted. However, at around 8.30pm traffic starts picking up, peaking between 9pm and midnight.

In addition, there is a light traffic in the morning on weekdays and intensifies at noon and in the evening, but in the days of the Weekend it is strong in the evening after 7 pm.

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Figure 24: Traffic during Friday evening, Source: Google Map.

Figure 25: Traffic during daytime, Figure 26: Traffic during evening time from 8:00 Source: Google Map. pm to 12:00 pm, Source: Google Map.

Additionally, the building of additional roads attracts more traffic, slower bus journey times may result in lower ridership and, Reinforced driving behaviors. Environmental effects, such as air quality, caused by congestion from idle or slow-moving vehicles. Finally Influences community wellbeing because of stress caused by congestion.

5.2.5 Parking facilities As showing in figure 27 the public parking is distributed in the site in three areas in HBZ Mixed-Used Project from south and east side. However, the site provides a specific parking for bus that is located in the south east of the site as illustrated in figure 27.

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Figure 27: Public open parking in HBZ Mixed-Used Development, Source: Google Earth.

The aim of parking is to ensure the provision of appropriate parking facilities, in a way that does not hinder movement or visually detract from the enjoyment of the public realm. The site explores in this factor the following: •

The site consists of more than 1000 distributed parking areas for vehicles;

•

The parking not well arranged and not well defined in the site;

•

The access to the parking areas are designed with no specified access line and safety regulations;

•

No lighting in the parking areas

•

No appropriate lane for the vehicles and for pedestrians.

Figure 28: Parking area in the East side of the site. Figure 29: Parking area in the North East side of the site.

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Figure 30: Parking area in the South side of the site.

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Figure 31: Parking area in the North East side of the site.

The explianed issues can cause the following in the site: •

traffic in the parking areas.

•

Decrease the safety of car crossing during the soccer game and during normal day.

•

Damage of the infrastructure of the roads and facilities because of the accidences in the parking areas.

•

Affect on the pedestrians using the area.

•

Will increase the noise in the area.

5.3 Overall Assessment The below table 2 is presenting the overall result of assessing the road safety impact of Hazza Bin Zayed Mixed-Used Development; which shows that a poor safety condition exists there for the pedestrians especially in the main roads of the site (from the north Hamdan Bin Zayed Al Awal Street; from Eastside Zayed Al Awwal Street and from Southside Hamdan Bin Mohammed Street), which the intersection of theses streets designed as signal intersection. in addition, as discussed in the previous section the safety of these streets is very low which influences the pedestrian crossing and traffic flow of these main roads during normal dayes and matches events. The achievement of each of the four main factors of the road aspects was assessed through the implementation of the four previously mentioned tools. The evaluation was based on the following qualitative scale, which expresses the degree of achievement of each aspect.

4

Fully Achieved

1

Poorly Achieved

3

Significantly Achieved 2

Partially Achieved

0 Not Achieved 43

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Table 3: Modefied matrix Showing Incorporating Road aspects with Project Activity of HBZ Mixed-Uxed Development.

5.4 Mitigation Measures and Alternative In the light of current government and local policies and depending on the GTP and USDM by ADUPC the mitigation measures relating to developments have become more focused on providing transportation alternatives and addressing environmental issues. Mitigation measures for the transport improvements, reductions in car parking, green travel plans, the promotion of pedestrian and cycling facilities, servicing, and traffic management measures together with compliance with more strategic transport measures.

As an outcome of the assessment and discussion all suggested Mitigation measures for the environmental impacts of transport infrastructure in the HBZ project relate primarily to reducing noise, air and water pollution and visual intrusion; improving lighting; enhancing wildlife and ecology, amenity and recreation; and promoting the sustainable use of natural resources. As a result, 44

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of the assessment of the transportation of HBZ Mixed-Used Development that influences its safety, below table 3 is created to determine the mitigation measures according to which the (re)design phase of this project is going to be conducted. Although there is fine main design priority that divided into (pedestrian, cycling, public transportation, parking facilities, vehicles and traffic management).

Accordingly, a set of mitigations suggested for every main factor that needs to be taken in order to achieve a safe sustainable environment in the area. As the development is already developed and occupied by residents and users, the actions suggested under each factor are tried to be as much attention to the existing constraints as possible, in order to have the least possible impact on the developed properties. As the factors followed by the mitigations, especially in defining the street designs, mostly inspired by Abu Dhabi Urban Street Design Manual published by the Abu Dhabi Urban Planning Council.

Main Factors Car parking

Vehicles

Public transportation

Traffic management

Mitigation Issues Reduce Parking; Provide more lighting; Provide shading; Modified car park layout in arranged way; Parking restriction within the not allowed areas.

Reduce trips; Traffic calming; Speed monitors; Speed limits signage; Modified car access into the parking areas. Corner Design Bus priority; Real-time information; Upgrading of facilities; Diversion of bus routes; Parkand-ride.

Floating bus stop Traffic calming.

-

Further Measures - Green Travel Plan - UPSDM

-

Green Travel Plan UPSDM

-

Bus lanes Green Travel Plans Guided bus

-

Encourage walking Improve local areas Improve safety Reduce traffic speeds Improve public transport access

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Pedestrians

Cycling

-

Traffic calming Pedestrianization Signing Environmental improvements Wider pavements Improved crossing facilities Bridge crossing Traffic calming Cycling lane Signing Environmental improvements Improved crossing facilities

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-

Improve lighting CCTV USDM Green Travel Plan

-

Segregation of cyclists from road traffic; Improve lighting CCTV USDM Green Travel Plan

-

Table 4: Mitigation measures and alternative.

5.4.1 Pedestrian and Cycling - Crossing Bridge As shown in Figure 32 Providing pedestrian private access would reduce conflicts and crashes which enhance the pedestrian safety such as bridges connecting Hazza Bin Zayed Mixed-Used Development with the surrounding, which located in the signal intersection that will help in providing private access for the pedestrian to reduce the traffic flows in the signal intersection during matches.

Figure 32: Proposed Pedestrian Crossing Bridge connecting the north, south and east side of HBZ with surroundings.

-

Edge zone and cycling lane

Additionally, according to ADSDM the pedestrian public realm should provide an edge zone and cycling lane as illustrating in the cross section in Figure 33 to increase the safety for the users. The edge zone is adjacent to on-street parking or motor vehicle lanes. The edge zone provides space to 46

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open a car door. It is where pedestrians wait for taxis or buses. This zone is often where streetlights, signals, traffic signs, parking meters, electric car recharge stations, and other street-related infrastructure are placed. These elements may also be placed in the furnishings zone, particularly on narrower streets, or on the side median where there is a frontage lane. •

Provide 4.5 m vertical clearance in the edge zone for tall vehicles.

•

Combine furnishings zone and edge zone where necessary for transit stops and taxi laybys.

If this is not possible, provide a minimum of 1.5 m horizontal clearance where pedestrians are likely to wait for taxis or buses.

Figure 33: cross section showing the function of the pedestrian realm zones. Source: ADSDM by UPC.

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5.4.2 Public Transportation -

Floating bus stop

The proposed floating bus stop as showing in Figure 34 is located in the main roads of HBZ in Hamdan Bin Zayed Al Awal Street and Hamdan Bin Mohammed Street. The following figure illustrate separated bus stop from the main road and from the cycling lane,provision of suitable environment for the users (shading, sitting and signage)

which will help to increase thesafety zone for the bus and for the pedestrians and will encourage people to use the public transportation to decrease the use of private cars.

-

Vegetated bus stop

Provide vegetated bus stop in the east side of the site to encourage people to use public tr

ansportation. As

mentioned by the GTP and ADSDM, t he design of the bus stop should include

shading, siting and signage

(Figure 35 & 36). The bus or tramway shelter is an emblematical urban furniture of reducing the place of vehicles in the cities and limit

greenhouse effect gas

emissions. Here it shelters, permits the waiting and the stopping while proposing a landscape environment. It salvages rainwater and becomes autonomous; also, lowconsuming lights are used.

Figure 34: Floating Bus Stop. Source: https://streets.mn/

Figure

35:

Vegetated

Bus

Stop

–

cross

section,

https://www.designboom.com/project/vegetal-bus-stop/

Source:

Figure 36: Vegetated Bus Stop – 3D view.

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5.4.3 Vehicles -

Radar and CCTV

At the signal intersection in the main roads of HBZ Mixed-Used Development should provide Radars within a speed limits of not more than 80 km/h and provision of CCTV by the UPC and DT to monitors the signal traffic and reduces as much as possible the accidence. However, will help also to increase the safety for pedestrian crossing as well as to give the priority for the cycling the pedestrians.

-

Corner Design

According to Abu Dhabi Street Design Manual, corner design deserves special consideration as it directly affects pedestrian crossing distances and vehicle turning speeds. Corner radius is the actual dimension of the curb, while turning radius is the effective dimension of the motor vehicle turn (see Figure 34).

•

A recommended maximum corner radius of 5 m should be used for urban junctions.

•

Design actual corner with a 2-5 m radius, or 0.5 m where there are no turns.

•

Design turns so that vehicles may not turn faster than 15 km/h

•

A recommended for 1 lane street within a project 3.5-5.5 to prevent any crashes and Conflicts.

-

Mini Roundabout

Roundabouts of the HBZ should follow the roundabout design guidelines include as stated by ADSDM: •

One-lane roundabouts shall have raised, marked crossings. Refer to Figure 37 for design guidance related to one-lane roundabouts.

•

Splitter islands serve as pedestrian refuges, and a minimum width of 3.0 m is required at pedestrian crossing locations.

•

Pedestrian crossing distances shall be as short as possible, with a maximum of two lanes to cross;

•

Bicycle lanes are not striped within a roundabout. Lanes should end a minimum of 20 meters ahead of the roundabout pedestrian crossing. A bicycle ramp should be provided to allow bicyclists to ride up onto the pedestrian realm and either travel through or dismount to cross.

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Figure 37: Mini-Roundabout design. Source: ADSDM by UPC.

5.4.4 Parking Facilities -

Perpendicular parking The standard dimensions and cross sections provided in ADSDM provide guidance for the width and location of on-street parking. General objectives include the following: • Provide 0.5 m horizontal clearance in the edge zone where there is parallel on-street parking and 0.7 m clearance where there is angled parking.

• Include curb extensions wherever possible at crossings, transit stops, and junctions • Angled and perpendicular parking should be avoided except in retrofit cases and on streets where there is ground-floor retail and additional front-door parking is needed.

Details of acceptable parking configurations for too much right-of-way scenarios are shown in Figure 38.

Figure 38: Acceptable Parking Configurations for “Too Much Right-of-Way” Scenarios. Source: ADSDM by UPC.

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- Lighting Overall lighting design are carefully considering a reasonable level of functional and thematic lighting with due consideration of possible light pollution and night-time glare to the surroundings. Consideration is made in the lighting design alternatives to the following measures: •

Lighting is designed with due consideration of mounting height and direction of light fixtures so as not to point directly towards any sensitive receiver.

•

Lighting is arranged with due consideration of reflectance so as to avoid glare effect.

•

Lighting shall be regularly monitored during operation.

•

Paving materials should be selected as necessary to reduce potential glare from surface reflectance.

•

Particular attention should is paid to the use of lighting having a high intensity or harsher tone (e.g. metal halide lamps).

The light fixtures are chosen according to the Pearl rating system for Estidama in UAE, the maximum luminaire source intensity (kcd) is 10, and the suggested new lights have a lower glare impact comparing with the used ones. The suggested fixtures as illustrated in Figure 39 and 40 below with their intensities.

1. Hydro Boulevard LED: 1.5 Kcd

Figure 39: Hydro Boulevard LED Light. Source: http://www.puk.it

2. Double Hydrobook Pole-Top Maxi LED: 3.2 Kcd

Figure 40: Double Hydrobook Pole-Top Maxi LED Light. Source: http://www.puk.it

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CHAPTER 6: Environmental Monitoring 6.1 Introduction Environmental monitoring involves the determination of the effectiveness of the suggested actions to improve the quality and sustainability of the environment. During the monitoring process sustainable mitigation measures to the impacts are stated, roles are defined, and the cost is estimated for the same. The monitoring which will be done is the impact/effect monitoring, mitigation monitoring and compliance monitoring. The monitoring will also be done at the operation phase. The suggested parameters are • Transportation 6.2 Operational Phase Monitoring •

The noise monitoring should be conducted either semi-annually or annually. It should be conducted by a qualified person from the ministry of environment and water. No additional cost is expected for the exercise.

•

The air quality should be monitored monthly. This is to determine the presence of pollutants in the site and neighborhood areas. It should be conducted by an air specialist.

The measurement should be compared to the standard ones proposed by the ministry of environment and water. This can result in an additional cost of approximately Dh50, 000. If the data collected shows the stabilization of the quality of air the frequency of measuring the air component can be reduced, added or stopped.

•

The effects of the glare can also be determined annually. Light can have some effects on people’s body depending on the quality and quantity. There is no additional cost for the exercise.

•

The building skin monitoring should be monitored every three months. This is to determine whether the site dust and other pollution have had any effect on them. This should also be done by a qualified person and no anticipated additional costs.

6.3 Case study that addresses transportation EIA Planners tries to promote the community’s best use of the available resources. Environmental Impact assessment is a process which is conducted to determine the potential environmental effects of a particular proposed project to the environment. Sustainable mitigation measures are also suggested to reduce/stop the potential effects on the environment. Transportation projects affect the environment near the site. They also affect the economy of a country. Transportation EIA utilizes a lot of tools and equipment. The use of geographic information systems (GIS), 52

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remote sensing technology and spatial modeling helps in the achievement of the objectives of the EIA. The GIS is used to determine the land use in the area where the transportation network will pass and also monitor the changes in land use during and after the project. “A major goal in using GIS for transportation data management, analysis, and display is to provide transportation planners, policymakers, decision-makers, citizen groups, and the general public with easier access t information about important geographic concerns” (Hanson & Giuliano, (Eds.). 2004).

6.3.1 Project Information and EIA •

The project information should be provided on the report. This should be inclusive of the name and the project area.

•

The screening and scooping processes should also be included in the report.

•

The impact assessment should then be conducted where potential environmental effects are determined, and mitigation measures proposed.

•

The effects of the project on the landscape should also be assessed and mitigation measured suggested.

•

Project alternatives can also be developed. This is to enable the planners to understand whether there are better projects which can have fewer environmental effects compared to the proposed one.

•

The environment management plan should also be developed. The plan should have specific measures for the project to the flora and fauna, social and the landscape.

•

The monitoring is also conducted. The process determines the effectiveness of the suggested mitigation measures. Sustainability is also put into consideration.

•

The compensation plan should become up. This is to compensate vegetation cover removal and the people and property affected.

•

After the compensation, decommissioning is done. This is to rehabilitate the areas affected by the proposed transportation project.

•

The EIA report of the above is then written following the specific guidelines.

CHAPTER 7: Environmental Management Plan 7.1 Environmental Management Program Objectives The main objective of the Environmental Management Plan (EMP) is to identify mechanisms to implement the environmental mitigation measures discussed in sections mitigation. It is the 53

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fundamental tool that ensures that all mitigation measures are consolidated, their implementation responsibilities identified, and the resources required to implement the measures are provided.

Further, the EMP includes monitoring measures as a feedback

mechanism on implementation and effectiveness of the mitigation measures.

Environmental Management Plan (EMP) is prepared for all the identified environmental impacts during design, construction, and O&M stages due to implementation of various Project activities. The methodology followed for preparing the EMP consists of the following steps: •

Deriving mitigation/protection measures for identified impacts,

•

Recommend mitigation, compensation and enhancement measures for each identified impacts and risks,

•

Developing a mechanism for monitoring the proposed mitigation measures,

•

Estimating budget requirements for implementation mitigation and monitoring measures, and

•

Identifying responsibilities of various agencies involved in the Project for implementation and monitoring of mitigation measures.

7.2 Roles and Responsibilities Institutions responsible for executing and monitoring the environmental aspects of this Project are: Project Management Unit (PMU) at the Department infrastructure and Networks under the Abu Dhabi Municipality and Roads & Transport Authority and, Project Implementation Unit (PIU) at Alain HBZ. Project Management Unit (PMU) and, Project Implementation Unit (PIU) will ensure that the mitigation and management measures proposed in the EIA are properly implemented. For this purpose, the PMU and the PIU will develop internal institutional capacity for environmental management.

Project Implementation Consultant (PIC) will be primarily responsible for the implementation of the EMP and the corrective action plan for the existing development and will report to the Municipality. The PIC will be engaged in early 2014 at the start of the Project and will remain engaged through the construction and commissioning of the Project ending in 2019. The PIU will supervise, while PMU will monitor the implementation of the EMP. EPC contractors will come onboard in 2017 and will be working simultaneously for timely and speedy implementation of the project. The PIC will also be responsible to update or make necessary changes to the EMP if required based on the revised designs and locations.

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Each EPC contractor engaged for this project will be responsible for implementation of the EMP to the extent that it applies to the contractor’s area of work. Each contractor will be recommended to have an environmental management system compliant with Environmental Management System (EMS) certification.

Contractors will support AAFAQ environmental commitments via the implementation and responsible for monitoring of environmental conditions at the plant. A full-fledged Health, Safety and Environment (HSE) Department will be established as part of this project. This department will be responsible for environmental management of the entire plant during construction, operation and maintenance.

The HSE department will be headed by an EHS Manager. The proposed mitigation measures and monitoring activities against all residual impacts, unexpected releases, and anything that compromises worker safety. Figure 41 presents the structure of the project organization.

Ministry

3rd party audit

Dubai Municipality

PMU

Reporting

Supervision PIC

Reporting

Supervise and Monitor PIU

Monitor Reporting EPC Contractors Figure 41: Project Management organization

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7.3 Training and Competence An elaborate training program is planned for the various departments and personnel. Each training session will be a full day (8Hour) sessions, which will be done before stating of the project activities for all sections of workers and staff. In addition, EHS staff, responsible supervisory staff and management will be given training every 3 months. Moreover, the EHS manager will give training on occupational health and safety training to the staff and workers before and during the project activities.

7.4 Communication The goal of the communication is to guarantee that all internal and external stakeholders are properly informed to ensure that your EMS is compliant, and that quality improvement can be found. Simple, descriptive and reliable interaction is a key component of this and should be viewed as such. So long so communication problems are managed by the responsible person and properly reported on the EMS, the top management team may make decisions on the frequency and content of such communications. This will ensure that the organization is seen to take its contact duties seriously. If the nominated person will ensure that this happens, all stakeholders can be well informed, well trained and satisfied with the flow of information. That situation will benefit all parties, and ultimately the environment.

For internal communication, a nominated person will be appointed to deal with the subject of communication, for the avoidance of doubt, even though it is not mandatory. This nominated person will be responsible for managing, delivering and logging communications with respect to the EMS. Great care will still be taken over decisions regarding who delivers what internally and externally. It is critical that stakeholder continue to understand the importance of compliance and improvement over standards, and the leadership of the organization will demonstrate that leadership by setting an example and playing a key role in decision-making and strategic planning. Equally important is the delivery of vital internal communications; therefore, if this task is shared internally between the nominated person and the top management, a proper balance between functionality and leadership can be established.

External communication will be handled by the top management.

7.5 Monitoring and Reporting Monitoring of environmental elements and mitigation strategies during the implementation and operation processes is a crucial part of the EMP to protect the environment. The objectives of 56

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the monitoring are to monitor environmental changes during the different phases of the project life cycle in relation to the base conditions; and to handle environmental issues emerging from construction work through close monitoring of environmental conformance. A monitoring mechanism is developed for each identified impact and it includes: •

Location of the monitoring (near the Project activity, sensitive receptors or within the Project influence area)

•

Means of monitoring, i.e. parameters of monitoring and methods of monitoring (visual inspection, consultations, interviews, surveys, field measurements, or internal and external sampling and analysis)

•

Frequency of monitoring will be (daily, weekly, monthly, seasonally, annually or during implementation of a particular activity).

The monitoring program will also include periodic monitoring of building and commissioning activities in order to comply with environmental regulations as per the specific standards, specifications and EMP. During construction, environmental monitoring will ensure the control of air and noise pollution, community relations, and safety provisions. Post monitoring evaluation, inspection and audit will be carried to evaluate the impacts of the Project during first 3 years of operation of the Project. During operation, emissions, air, noise, and wastewater quality monitoring and greenbelt development around the plant will be important parameter of the monitoring program.

7.6 Reporting The Contractor will prepare a ' Construction Environmental Action Plan ' (CEAP) to demonstrate how they will comply with the mitigation measures requirements proposed in the EIA Report of the EMP. CEAP will form part of the contract documentation and will be used as a compliance monitoring tool. Contractor, along with the environmental specialist on the team, will prepare monthly status reports on the EMP implementation. Contractor’s monthly status reports shall be submitted to the PIC, HBZ. Then prepare monthly reports on the status of EMP implementation and environmental performance of the contractor. These reports will be based on the contractor’s reports and their supervision. PIC will assess how accurate is the factual information provided in the contractor’s reports, fill any gaps identified in them, and evaluate adequacy of mitigation measures applied by contractor. After project completion, Roads & Transport Department of HBZ will be responsible for compliance with the monitoring plan during process.

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7.7 Audit and Inspection The objective of this audit and inspection is to assess the adequacy and effectiveness of the controls in place to support the delivery and monitoring of the Al Ain Stadium & Mixed-Use Development.

The audit scope includes an assessment of the following: •

The effectiveness of the regional and Program management and governance controls for the monitoring and reporting of the HBZ and,

•

Compliance with relevant requirements of the Department of Environment, Abu Dhabi Municipality.

The principal audit techniques that will be used: •

Interviews with key management and staff personnel;

•

Reviews of all the relevant documentation related to management and operation of transportation system.

•

Evaluation of the system of internal controls over governance, stewardship (planning and budgeting), results and performance, inspections and information management for processes within the audit scope.

7.8 Risk Assessment Risk Assessment is done using the Risk Matrix as the systematic examination of the safety in the development area; the outcomes achieved from this hazard estimate are the 10 inherent risks existing in the HBZ transportation system, which described in detail in table 4. The existing risk matrix categories of extreme risk, high risk, medium risk, and low risk then the findings are grouped into each risk category.

Extreme levels that occur in the risk assessment are exposure to air pollution and road light not perform safely.

Table 5: Risk assessment of HZB Mixed-Used Development

No.

Issues

Potential Risk

Consequence

Risk Assessment Matrix

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L

1

Collapse of the supporting Injury and fracture structure

3

Uncontrolled or unexpected movement of the traffic or its load

Double parking, narrowing down, electrical shock

2

Electrical hazards (shock hazard risk/flash hazard risk)

Dangerous electrical short Electrocutions, Cause of 3 circuit death

1

Poor road traffic signals

High vehicle speeds

Car crush, fatality accident

2

4

Road light not perform safely at night when it is wet, or there is fog

Disorderly flow, unsafe Increased crime, road, Pedestrian crossings fracture, accident line

2

Lack of proper work platform

2

3

4

5

6

7

8

S

road Injury and fracture

2

Risk Value

6 (Medium Risk)

4

8 (High Risk)

7 (high Risk)

9 (High Risk)

3

12 (Extreme Risk)

Damaged or poorly overloaded sockets, cables Serious injuries, 3 maintained installed in a possibly electrocutions, roadway electrical leads & dangerous position closed and death cables

5

Inadequate or poorly placed traffic light

Increasing mobility problems, particularly during the off-peak

Traffic crashes, property 3 damage

1

Air pollution exposure

Particulate matter (PM), nitrogen oxides (NOx), carbon monoxide (CO), Sulfur dioxide (SO2)

Cardiovascular disease, 3 genetic damage, environmental problems, and asthma

4

12 (high Risk)

7 (high Risk) 15 (Medium Risk)

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Design deficiency causing psychological stress

10

uncomforted streets

slips, stumbling, personal security

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5

1

2 (Low Risk)

Legend 15-25 Extreme Risk 8-12 4-6

High Risk Medium Risk

Immediate Action Required

Red

Needs Urgent Management Attention

Orange

Appropriate scrutiny and management attention

Yellow

Green

1-3

Low Risk

No Action Required

9

Poor car parking space

Double parking, blocking Obstruct pedestrian, sidewalk opportunity cost

3

3

6 (Medium Risk)

7.9 Emergency Plan The EIA include an assessment of possible risks and external emergencies (extensive damage to people and physical infrastructure disasters) relevant to the proposed project activities.

Typical types of incident for different levels of severity such as minor traffic incidents with injuries, major truck accidents, vehicle fire or explosion, major bridge closure, and infrastructure collapse.

The outline of suitable objectives of to the transport emergency plan is key to the development and assessment of any planning proposals. The transportation emergency plan can: •

Minimize adverse effects on residents and the environment, damage to property,

•

Facilitate a rapid an effective response and recovery from an emergency and

•

Provide assistance to emergency services

Moreover, an efficient response to a road transport emergency is essential to eliminate the hazards and lessen their impact if an incident occurs. The emergency plan is expected to meet the requirements of the road transport regulation.

Emergency of transpiration can loss of life and damage to the environment and people, that brings together different stakeholders to respond to, and manage, emergency events. Emergency 60

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can be handled by local resources such as those of the local police, local hospitals and ambulance service, and fire stations.

This plan needs to be developed in collaboration with the local police and integrate certain measures into the planned project activities and present indicators to monitor the impacts.

The action plan of planning for major emergencies events can be propose into different stages: •

relocation of persons threatened by or displaced by the incident,

•

a temporary shelter or facility if needed,

•

provides information on the existing situation of types of disruptions and situations likely to deteriorate into a crisis,

•

provides safety and security for public and amenities, as well as emergency support to affected areas,

•

centralization and control of communications with road user (always a key factor in crisis management)

•

design of the decision-making team, consistent with the institutional framework and designation of an Emergency Coordination Centre, and

•

exercises to test the organizational arrangements and procedures, to support the proposed actions.

CONCLUSION Environmental impact assessment is a tool for evaluating the built environment. It promotes sustainable development by identifying environmentally sound practice and mitigation measures. It consists of several variables that can be used to assess the environment. This report aimed to assess the environmental impacts of Hazaa Bin Zayed Mixed-Used Development that is located in Al Ain City, by identifying the landscape impact of the project, and evaluating the significance of such impacts on the pedestrian, cycling, public transportation, and vehicles and proposes measures to avoid or mitigate any adverse impacts. Thus, improving the quality of life, and making sure that the development proceeds in an acceptable way. The methodology applied in the study described the process used to assess the impacts of the proposed project.

The evaluation depended on the guideline of the Environmental Agency – Abu Dhabi that helps to achieve consistency, credibility, and effectiveness in the assessment.

This report was conducted to investigate the transportation impact on HZB Development. It is considered a mixed-use project that developed to facilitate the area with several services. As 61

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the results derived from the transportation impact assessment revealed, safety is a key role player and a prerequisite to redevelopment –or development– of any commercial, residential, private project. The reason behind the importance of this aspect is that obviously there is a direct relationship between safety and the social-economic; while transportation components are the key factors behind the viability of establishing businesses and services. Therefore, when the road safety increases, establishing pedestrian and cycling facilities, and the public transportation facilities can survive; and when the safety of these main factors is getting even higher, the visitors and users would also increase and therefore they can take actions for enhancing the quality of their services in a competitive context in order to keep maintaining the satisfaction of their customers.

Hence, it can be said that this is a two-way road through which the safety is supporting the viability and quality of services, while viability and quality of the road facilities would contribute to enhancement of the resident’s life quality.

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REFERENCES Methods of Environmental Impact Assessment, 2nd Edition, Peter Morris and Riki Therivel Introduction to Environmental Impact Assessment, 2nd Edition.

Abu Dhabi Public Realm Design Manual. (2017). Abu Dhabi: Abu Dhabi Urban Planning Council.

Abu Dhbai Urban Planning Council. (2010). Abu Dhabi Urban Street Design Manual.

Abu Dhabi: www.upc.gov.ae.

AASHTO. (2004). Guide for the Planning, Design, and Operation of Pedestrian Facilities.

Washington, D.C: Officials, American Association of State Highway and Transportation.

Chapter 3: EIA process. (2018). Fao.org. Retrieved 1 December 2019, from http://www.fao.org/docrep/V8350E/v8350e06.htm Council, A. D. (2011). Abu Dhabi Urban Street Design Manual. Abu Dhabi: Abu Dhabi Urban plannning council.

Council, A. D. (2015). Abu Dhabi Urban Street Design Manual. Abu Dhabi: Abu Dhabi urban planning council.

David Bennett, R. T. (2009). Part 3: Traffic Studies and Analysis. Sydney: Austroads.

Ruairi Revell (2011). From Footprints to Actions: a case study of community sustainability in SaltaireAbu Dhabi Vision 2030 Planning Complete Sustainable Communities. 2013. Abu Dhabi urban planning council.

GUIDELINES FOR CONDUCTING ENVIRONMENTAL IMPACT ASSESSMENTS. (2007).

Nepa.gov.jm.

Retrieved

19

March

2018,

from

http://nepa.gov.jm/new/services_products/ guidelines/docs/EIA-Guidelines-andPublic-presentation-2007.pdf Angell, W. (2015). MassDOT’s New Bikeway Guide is the Beginning of Good Things. https://streets.mn/.

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DAVID J. FORKENBROCK; GLEN E. WEISBROD. (2001). Guidebook for Assessing the Social and Economic Effects of Transportation Projects. WASHINGTON, D.C.: TRANSPORTATION RESEARCH BOARD — NATIONAL RESEARCH COUNCIL. Technical Guidance Document for Environmental Impact Assessment (EIA). (2010).

Environment Agency - Abu Dhabi, 1 - 27. transport-assessment. (2019, December 10). Retrieved from transport Assessment Wed site: https://www.transport-assessment.com/travel_plan.htm

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APPENDIX

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APPENDIX A: Project Detailed Review by UPC

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APPENDIX B: Estidama Pearl Rating System of HBZ Mixed-Use Development

Figure 42 : Estidama Pearl Rating System of HBZ Mixed-Use Development . Source: UPC

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Figure 42: Estidama Pearl Rating System of HBZ Mixed-Use Development. Source: UPC

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Figure 42: Estidama Pearl Rating System of HBZ Mixed-Use Development. Source: UPC

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Appendix C: Specification of the Land-use Plan of HBZ Mixed-Use Development

Figure 43: Specification of the masterplan of HZB Development. Source: UPC

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Appendix C: Specification of the Land-use Plan of HBZ Mixed-Use Development

Figure 43: Specification of the masterplan of HZB Development. Source: UPC

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Appendix C: Specification of the Land-use Plan of HBZ Mixed-Use Development

Figure 43: Specification of the masterplan of HZB Development. Source: UPC

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APPENDIX D: Site Design Regulations and Guidelines

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APPENDIX E: Terms of Reference The Terms of Reference for the Environmental Impact Assessment are provided below. These have been adapted from Abu Dhabi Environmental Agency guidelines and take account of Dubai Government guidelines for EIA clearance. The terms of reference are as follows.

1. Introduction - Define the development project to be assessed and describe the implementation plans for the environmental assessment.

2. Background Information - Explain briefly the main components of the proposed project, the implementing personnel, and include a brief overview of the project and its present status.

3. Study Area - Define the boundaries of the study area for assessment, as well as any adjoining or remote areas within the area of influence of the project.

4. EIA Team – Identify the persons responsible for collecting the data and conducting the impact assessment and their respective skills.

5. Scope of Work - The following tasks will be undertaken Task 1. Description of the Proposed Project - Provide a full description of the overall project and its existing setting using plans, maps and graphic aids at appropriate scales. These include location; general design (size, capacity, etc.); development, pre-construction and construction areas; construction methods (earthworks, stonework, etc.), site administration, operation and maintenance activities; project life span; electricity and water supply plans; and employment.

Close attention will be paid to the transportation system, the rate of treatment and the disposal of effluent. In addition, the management and disposal of grease and sludge will be addressed.

The management of trucked septage will be addressed.

Task 2. Description of the Environment - Describe the physical, ecological, demographic, sociocultural and institutional setting of the project. Review and present information that provides an insight into previously existing conditions of the site and the influences of past development initiatives. Assemble, evaluate and present baseline data on the relevant environmental characteristics of the study area, including the following: a)

Physical environment: coastal mainland and riverine features; topography; geology;

soils; climate and meteorology; ambient noise (at site and in area of influence); hydrology; drainage and storm water runoff; and Jebel Ali ground water quality. Any existing sources of 81

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pollution and the extent of contamination relevant to the project area will be identified. The natural hazard vulnerability of the site will also be considered, particularly with respect to potential storm surge. A stand-alone geotechnical report, detailed drainage maps and a hydrological analysis will be carried out. b)

Biological environment: The flora and fauna of the desert and wetland habitats on and

adjacent to the project site and the ecology of Hazza Bin Zayed mixed-use development and surrounding areas. Specify rare or endangered species, species of economic importance, and species that may become vectors or contaminants. c)

Socio-cultural environment: Current and expected population size, land usage,

community structure, issues related to squatting and resettlement, current development plans, recreation and public health, public and local views and attitudes about the proposed project, and any historic sites impacted by the project. Identify the mixed-use activities to be used in the project and evaluate the public perception of the proposed development. The population of the catchment area to be represented shall be included.

Task 3. Legislative and Regulatory Considerations -Describes applicable environmental laws, regulations and standards regulating land use management, environmental quality, health and safety, urban street design, and other sensitive areas.

Task 4. Determination of Potential Impacts – Identify the major issues of environmental concern and show their relative importance in the development of the plan. Distinguish longterm and short-term impacts, impacts on construction and post-construction stages, positive and negative impacts, and direct and indirect impacts. Identify the significant impacts and those that are cumulative, inevitable or irreversible.

Special attention must be paid to the following issues: •

Vegetation removal, in particular wetland habitat disruption, related to site clearing, development of wetlands, location of buildings and installation of services.

•

Modification

of

existing

transportation

patterns

during

construction

and

postconstruction phases.

•

Potable water supply, demand and resource exhaustion.

•

Solid waste management during construction and post-construction phases.

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Socioeconomic conditions, effects on existing users of the community involvement, and public perceptions of the project.

•

Natural hazard vulnerability.

•

Construction impacts, including community severance, transport and storage; methods for street design; air quality, biodiversity; vehicles and traffic growth; visual intrusion; traffic obstruction; and employment.

•

Reference should be made to the degree and reliability of the available data and any information limitations and uncertainties associated with the impact prediction should be clearly identified.

Task 5- Mitigation and Management of Negative Impacts -Recommend practical and economic measures to prevent or reduce significant negative impacts to acceptable levels.

Task 6- Development of an Environmental Management and Monitoring Plan - Prepare the outline of a plan for monitoring the impacts of the project and the implementation of mitigating measures during construction. This plan is to be detailed after the permit for the project is granted and the construction plans for the project have been finalized at which time the plan is to be submitted to EAD for approval.

Task 7- Determination of Project Alternatives – Examine alternatives to the plan, including the no-action choice and alternative treatment methods and location of the facility. The proposed alternative discussed in the context of the EIA should be properly defended in the review of alternatives.

Task 8- Prepare Statement of commitments.

Task 9- Assist in Inter-Agency Coordination and Public/NGO Participation - Assist in organizing the environmental assessment with the government agencies and in obtaining the opinions of local non-governmental organizations and affected groups. Manage and coordinate the public hearing on the EIA findings as required by the EAD permit approval process.

The Report - The environmental assessment report will be concise and limited to significant environmental concerns. The main text will focus on findings, conclusions and recommended actions supported by summaries of the data collected and citations for any references used in

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interpreting those data. The environmental assessment report will be organized according to the outline below.

1.

Executive Summary

2.

Introduction

3.

Legal frameworks and standards

4.

Project description

5.

Description of the Environment, Significant Environmental Impacts, Impact Mitigation Measures and Monitoring Plan

6.

Project Alternatives

7.

Statement of commitments

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APPENDIX F: Summary of Stakeholder Consultations (Scoping Outputs) Environmental Issues and Concerns: Scoping Session Findings Minutes of the Scoping Sessions The scoping workshop was held in the presence Sheikh Nahyan bin Mubarak Al Nahyan, Minister of Culture, Youth and Community Development, witnessed the President of the General Authority for Youth and Sports Welfare, in 2014. Forty participants have joined the workshop. They represent the Governmental institutions, non-government organization and academia. The workshop program included –in addition to the opening session- two main sessions; the first was assigned to brief the attendees on the scope of the project while the other session assigned for working groups to review, discuss and comment on the draft TOR. The following is brief summary of the event.

Opening Session At the opening session, speeches were delivered by Saeed Saif Rashid Hamranin Al Muhairi, member of the Board of Directors of Al Ain Club for Investment, project Manager, Eng. Nasser Al Aryani, Director of Internal Roads and Infrastructure Department at AlAin City Municipality. Thani Ahmed Alzeyoudi, representative of Minister of environment. Speakers welcomed the participants and stressed the importance of scoping exercise to ensure that a wider consultation with all relevant stakeholders on the issues that should be covered in the EIA and to what level of details. They requested the participants to make a contribution and give their feedback on issues that should be taken into consideration in the next step of the study. The objectives, methodology and the expected outputs of the scoping session were all explained before switching to the working sessions I and II. -

Session I

In session I, a presentation was made first on the project; Roads and Infrastructure Department and Abu Dhabi Department of Transport (DoT) followed by details on the scope of the proposed project (i.e. HBZ miexed-use). The focus was made on the description of core elements of a road safety plan which will be used at the proposed site. The study team presented a comparison between this procedures and other different decentralized systems in terms of the economic efficiency, cost, impact on the environment/environmental concerns, etc.

-

Session II

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Session II assigned to the working groups that discussed the draft TOR and made some input and modifications. According to the discussions made in the earlier session, the five groups selected covered the following themes:

Group I: Air Quality Group II: Public Health Group III: Traffic Generation Group IV: Biodiversity Group V: Socioeconomics

The findings of all of these five groups as well as the VECs identified based on these findings are listed and summarized in the following matrices.

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Potential impacts

Project phases

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Significance *

Impacts of gases emissions

x

x

Noise level

x

x

Accidents

x

Dust

x

Solid wastes/ construction wastes (Occupational impact)

x

Odors Safety kits

x

x x

x x

x

x

x

x

Table 7: Findings of the working group no. II (Public and Occupational Health)

Potential impacts

Project phases

Job opportunities

x

Generate income / avoid payments

x

Significance *

x

x

Attracting tourists

x Table 8: Findings of the working group no. V (Socioeconomics)

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