Tampere Tramway Evaluation of the Effects

Environmental Impacts

36

Environmental impacts Natural environmentIn the tramline option, the delicate environments are the surroundings of the Tampere University Hospital, the area of the future Kekkosentie tramline bridge, Iidesjärvi, Hallila, Hervanta canyon, Tohtorinpuisto park, the depot, Hervantajärvi and Pyhällönpuisto park. In the bus option, the most significant environmental impacts are directed at areas where additional lanes, new street connections and bridges are to be built, such as Teiskontie, Paasikiventie and Hervannan Valta-väylä. The most significant impacts in this option concern the habitats of the flying squirrel.

Energy and material efficiencyA tramline reduces the energy consumption and emissions of traffic. Taking into account the working life and capacity of the equipment, 225 buses are required for every 25 tram cars to achieve the same service level. A tramline entails more consumption of materials and a greater need to transport landmasses than the benchmark option.

Surface, ground and drainage waterThe tramway and the benchmark option will not have any significant impacts on waters in the area because the construction will mainly apply to the existing street structure. The early effects during construc-tion are controllable. Attention will be paid to the control of drainage water at the tramline depot.

Contaminated soilA heavily contaminated land area was found in the sphere of the first implementation phase in Korkinmäki. The area will be purified. There are 26 targets in need of further investigation in connection with the construction of the second implementation phase, i.e. the section from the Central Market Square to Lentävänniemi. The bus option also contains requirements to manage the quality of the soil.

Emissions and air qualityIn the tramline option, the particle, nitric oxide and carbon dioxide emissions are slightly smaller than those of the bus option. In the tramline option, air quality has been evaluated to improve in the main streets in the city centre and Hervanta. Due to dust and emissions from the machinery, air quality may be poor during construction.

Hiedanranta option: The environmental impacts of filling will be evaluated when the plans are specified.

Kuva: Tampereen kaupunki/Ramboll Finland Oy

37

Noise, vibration and structure-borne noiseThe options do not significantly affect the overall noise assessments in the city centre. Momentary, potentially disruptive noise is created in the tightest corners and switches of the tramline. Construction causes loud noise at times. The vicinity of the tramline does not contain subs-tantial vibration risk areas. Structure-borne noise insulation will be taken into account in the design.

Hiedanranta option: The environmental impacts of filling will be evaluated when the plans are specified.

NoiseThe impacts of the tramline on the overall noise level of traffic have been evaluated with noise modelling (Tampereen kaupunkiraitiotien meluvaikutusten arviointi 2016 noise impact assessment) on the basis of the traffic prognoses of the Tampere traffic model (Tampereen

raitiotien vaikutukset. Liikenteen verkolliset päästötarkastelut 2016 emission review). In most areas, the differences between the options (0+ and 1) in the overall noise levels are minor; the differences are in the region of +/- 1 dB.

Nearly the same number of residents are exposed to noise in both options. In the tramline option, the noise levels are lower than those of the bus option along Itsenäisyydenkatu and the east section of Hämeenkatu, where the tram traffic will replace some of the bus traffic. In the tramline option, the noise levels will increase in areas where no traffic is operated in the bus option. For instance, in the southern end of Insinöörinkatu in Hervanta, the noise level is higher in the tramline option than in the bus option. This is mainly due to increased bus traffic on Insinöörinkatu as a result of the new tramline traffic. According to the noise modelling, the options do not require noise protection.

According to the track noise survey (Noise survey, situation 17 May 2016), some rail squeal may be heard in the tightest corners of the track. Rail squeal is high-pitched, unlike normal track noise. All in all, the number of tight corners in this project is reasonable. Sources of noise during construction include large rail work machines, earthwork machines, bridge work, bedrock quarrying, crushing, and the construction of compensatory roads.

During the construction of the tramline, noise will be reduced by means of work planning, among other things, and official instructions will be complied with when controlling the noise. The quarrying and blasting work in the Hervanta depot will be a substantial source of noise during the construction.

Image: Average noise levels on Teiskontie during the day in 2040 in the tramline and bus option.

38

Vibration and structure-borne noiseThe vicinity of the tramline does not contain substantial vibration risk areas. (Tampereen raitiotie. KAS-vaihe. Runkomelu ja tärinämuistio 2016 structure-borne noise and vibration memo). However, atten-tion should be paid to the risk in the TAYS area, on Tekunkatu, and in the vicinity of Mutaoja. The north-west side of Tekunkatu contains a community garden built on fine-grain soil with no permanent resi-dents, and the south-east side features educational establishments. The vibration recommendations of residential buildings in the VTT fact sheet number 2278 are not usually applied to them. In this area, tram traffic vibration may slightly exceed the VTT-recommended values of residential buildings.

In the first implementation phase, there are areas of structure-borne noise risk in Hämeenkatu and Hervanta. The total combined length of these is approximately three kilometres. Insulation solutions will be adjusted to the street structure plans in cooperation with the street designers. According to the structure-borne noise surveys, no special soundproofing solutions are needed. The sufficient level of soundproofing will be achieved with the combined effect of track attachments and frost sheet in the slab track sections.

In terms of the western branch (Pyynikintori¬–Lentävänniemi), there are areas of structure-borne noise along Lielahdenkatu. In the west, areas of vibration risk are Enqvistinkatu, the south-west end of Lielah-denkatu, and Federleynkatu. The extent of risk areas can be specified when there is more experience regarding the levels of structure-borne noise and vibration caused by tramline traffic in comparable condi-tions. (Tampereen raitiotie. Läntinen haara Pyynikintori–Lentävän-niemi 2016 report)

Emissions and air quality

The impacts of the tramline on air quality have been evaluated on the basis of the traffic prognoses of the Tampere traffic model (Tampe-reen raitiotien vaikutukset. Liikenteen verkolliset päästötarkastelut 2016 emission review). The total emission quantities from traffic in the Tampere region (Tampere, Pirkkala, Lempäälä, Kangasala, Ylöjärvi, Nokia, Vesilahti, Akaa, Valkeakoski, Orivesi, Pälkäne and Hämeen-kyrö) in terms of nitrogen oxides (NOx), particles (PM2.5 and PM10) and carbon dioxide (CO2) in the tramline and bus options have been evaluated using traffic prognoses and emission factors.

By the year 2040, the particle emissions in the entire region will reduce from the current situation by about 70% and the NOx emissions by about 30%, whereas the carbon dioxide emissions will increase by about 20%. The largest impact on the development of emission quan-tities comes from the renewal of vehicle stock and the development of vehicle technology. The particle emissions of the tramline option were 0.6% lower in 2040 than those of the bus option, nitrogen oxide emis-sions were 1.3% lower and carbon dioxide emissions were 1.4% lower.

According to the modelling of air quality profile contents in the streets (Ilmanlaadun pitoisuusprofiilit Tampereen raitiotien vaikutusten arvi-ointia varten 2016 report), the tramline option does not substan-tially differ from the bus option in terms of air quality. Overall, the differences in the impact on the air quality of Tampere were minor between the options. However, some changes may occur locally in air quality, depending on the street. In future, if the number of tram-lines in Tampere increases, their impact on air quality (especially the impact of reducing street dust) may be larger.

Image: Content profile of nitrogen dioxide in Sammonkatu (Ilmanlaadun pitoisuusprofiilit Tampereen raitiotien vaiku-tusten arviointia varten 2016 report).

39

Surface, ground and drainage water

The most significant impacts of the tramline project on surface, ground and drainage water will be incurred in the construction phase.

The impacts of the tramline option by 2025Raitiotien ensimmäisen toteuttamisvaiheen merkittävimmät pinta- The most significant surface and drainage water impacts of the first implementation phase of the tramline will be directed at the depot area. The construction of the depot will require Tauskonoja to be moved and partially tubed. The drainage water in the exten-

sive upstream drainage basin will be controlled by delaying it on the east side of the depot and on the north side of Kauhakorvenkatu. In addition to delay structures, the construction in the drainage basin requires the flow of Tauskonoja to be improved. The implementation of the planned drainage water control measures will significantly reduce the impacts in the depot area.

The tramline will mainly be constructed on existing streets, and the subsurface drainage water will primarily be led to the current drai-nage water network. That is why the use of the tramline will only have

minor impacts on surface waters. During use, the largest changes of constructing the tramline are directed at the crossing sections of the river. The tramline will run over Vuohenoja and Mutaoja so that the current drum structures need to be extended. Damming and flooding damage will be prevented with a drum that must be at least as large as the one currently in place and so that the channelling capacity of the drum is not weakened.

The distance between the tramline and Iidesjärvi will be 300–500 m. The use of the tramline will have a slight impact on the flow rates and water quality of Iidesjärvi Only a very minor share of the drainage water that flows into Iidesjärvi will consist of drainage from the tram-line. In addition, the track will be ballasted in the vicinity of Iidesjärvi; the water will run through it and any flow will not have the chance to grow larger.

In the current situation, the station tunnel of Itsenäisyydenkatu sees some flooding of drainage water during heavy rain. Floodwater also flows from the station tunnel to the intersection of Rongankatu and Ojakatu, which is one of the most significant risk areas of drainage water flooding in the city. The flood risk of the station tunnel will be prevented by delaying the water in a flood pool to be built under Posteljooninpuisto park.

About 600 metres of the tramline will run in the groundwater area of Aakkulanharju. The structures will be placed above the surface of the groundwater. In the groundwater area, the tramline will be set on layers that allow water to flow through. From the foundation, the water will flow into the drainage system, and subsurface drainage water is not led to the groundwater area.

The impacts of constructing the western branch on surface, ground and drainage waters are minor as, according to the general plan, the tramline will use existing streets, and the subsurface drainage water of the structures will be led to the current drainage water network. Pyhällönpuisto park will act as the leading and infiltration area for drainage water, which means that the track must be planned to preserve as much of the current park area as possible or to ensure the structures allow the flow of water. The open trench next to Enqvis-tinkatu is a significant control structure of drainage water floods in the area. The tramline should be aligned so that the trench can be retained or, alternatively, the trench can be replaced with a similar structure with at least as large a capacity.

Image: In the tramline option, the line is cut by streams and trenches.

40

About 400 metres of the second section of the tramline will be located in a groundwater area. The flow direction from the ground-water area is towards Hyhky waterworks. The waterworks is situated about 500 metres from the tramline. If the tramline is constructed with a grass surface in the groundwater area, the risk is that some of the pesticides end up in the groundwater if the grass is treated with pesticides. The risk can be avoided by making sure no pesticides are used. The benefit of grass-surface sections is the properties of vegeta-tion: it binds street dust, reduces noise and produces oxygen.

The impacts of the tramline option by 2040The eastern branch of the tramline towards Koilliskeskus would likely run alongside the current Teiskontie, and the subsurface drainage of the tramline would be designed on the basis of the current drainage water network. The drainage water delay area of Kauppi campus currently being planned for the area north of Teiskontie and north-east of Ali-Huikkaantie must be taken into consideration in further plans.

It is assumed that the tramline from the city centre south to Pirk-kala via Hatanpää will use the current road network, whereupon the impacts on the control of drainage water are evaluated to be minor. There are no groundwater areas in the vicinity of the tramline in the municipal area of Pirkkala.

According to the current estimate, the tramline will run in the vicinity of the Ylöjärvenharju groundwater area in the Ylöjärvi region. The tramline will also be situated quite close to Saurio waterworks. During the use of the tramline, no pesticides should be used to ensure they do not end up in drainage water and, later, in the groundwater. The effects on drainage water in the Ylöjärvu region are estimated to be minor as the construction of the tramline will not include extensive waterproof surfaces.

The impacts of the bus option in 2025 and 2040The bus option requires improvements to the intersections in the vicinity of Enqvistinkatu. If the trench used to level out the drainage water floods in Enqvistinkatu is replaced with a traffic area, the risk of drainage water floods is major. The damage can be prevented by retai-ning the trench structure or by replacing the trench with a drainage water structure that has at least as large a capacity. The additional lanes to be built on Paasikiventie will increase the amount of paved surface and, moderately, the formation of drainage water.

If the option requires additional lanes to be built along Teiskontie to guarantee smooth public transport, the drainage water delay area of Kauppi campus currently being planned for the area north of Teis-kontie and north-east of Ali-Huikkaantie must be taken into particular consideration in the planning.

Automobile traffic requires paved lanes. Asphalt does not allow the penetration of water,which means that new paved areas will increase the flow of drainage water.

Nature sites and ecological connections

The impacts of the tramline option by 2025The tramway construction will have some impacts on plants, animals and nature sites. The impacts are usually minor as the tramline is mostly situated in a constructed environment. The most significant impacts of the tramline will occur during the construction phase. In addition, indirect impacts may occur from runoff water, noise and dust.

Image: Sensitive natural areas and the most significant ecological connections in the tramline option.

41

The significant impacts on natural environment in the first implemen-tation phase of the tramline will be directed at Vackerinpuisto park in Hallila and in the depot area of Rusko. Both areas are the habitat of the flying squirrel, a species included in Annex IV(a) of the Habi-tats Directive. The destruction and weakening of the flying squirrel's areas of rest and reproduction is forbidden under the Finnish Nature Conservation Act. In spring 2016, permission to diverge from the Nature Conservation Act was sought for Vackerinpuisto park. The habitat of the flying squirrel in the park would be discontinued. The significance of the habitat in Vackerinpuisto has been evaluated to be minor for the network of flying squirrels in the city centre of Tampere.

Most of the vegetation in the plot of Hervanta tramline depot will be cleared. Trees will be planted on the borders of the green areas to act as travel routes for the flying squirrel. The key areas of the flying squirrel are outside the depot plot. The area has been granted permis-sion to diverge from the Nature Conservation Act. Constructing the depot area in accordance with the terms and conditions of the permit and the presented compensatory measures will not weaken the prote-ction of the flying squirrel regionally or nationally.

The construction of the Kekkosentie-Teiskontie public transport bridge will weaken the growth area of the protected Epipactis helle-

borine. Iidesjärvi is a valuable area of birds, insects and vegetation, acting as a habitat for species included in Annex IV(a) of the EU Habi-tats Directive, such as the large white-faced darter, the moor frog, and several species of bats. The destruction and weakening of their areas of rest and reproduction is forbidden. The construction of the tram-line will not have direct impacts on the nature sites of Iidesjärvi. The quality of the water running into the lake is taken into account in the construction, and it is ensured that no large amounts of fine aggregate end up in the lake.

The weak ecological connections between Kalevanharju–Aarikkala and Iidesjärvi–Kirkkosuonnotko can be developed with planting during the tramline project.

According to the current plan, the tramline of the second implemen-tation phase will use the current road network, which means that the impacts on the natural environment will be minor.

The impacts of the tramline option by 2040The eastbound route of the tramline towards Koilliskeskus will run along the southern edge of Kauppi–Niihama, the most significant nature site in the city centre. The travel routes of the flying squirrel

Image: Sensitive natural areas and the most significant ecological connections in the bus option.Image: The location of the Hervanta canyon in an aerial photograph 2016.

42

from the Kauppi–Niihama area south to the chain of green areas in the rift valley of Iidesjärvi–Kaukajärvi must be secured. The tramline from the city centre south to Pirkkala via Hatanpää would use the current road network, whereupon the direct impacts on the natural environment are minor. The line would cut Vihioja, one of the most significant green connections running from east to west in the city centre. According to current information, the Lielahti–Ylöjärvi line does not feature significant nature sites.I

The impacts of the bus option in 2025 and 2040In the bus option, the construction of the road network will have some impacts on plants, animals and nature sites. The most significant impacts will occur during the construction phase. In addition, indi-rect impacts may occur from runoff water, noise and dust. The lines of the bus option follow the route of the tramline, utilising the current road network as much as possible. The most significant environme-ntal impacts are directed at areas where additional lanes, new street connections and bridges are to be built.

The impacts of the bus option on the Hervanta canyon area and Paasi-kiventie are greater than those of the tramline option. The tramline depot would not be implemented but more depot space is required for buses, including diesel stores and, later, charging points for electric buses. Depot solutions are unknown at the time of writing. No construction is planned in Tohtoripuisto and Ramppipuisto in the bus option, which means that the option would not affect nature in these areas.

Contaminated soil

A number of properties with potentially contaminated soil or waste in the ground are situated on the tramline or in its vicinity. The targets have been mapped using geographic equipment on the route in accor-dance with the general plan of the tramline. Contaminated soil has been studied in further detail in the soil surveys of the first imple-mentation phase. This will also be carried out in connection with the second implementation phase and other tramline routes.

Korkinmäki, the south bank of Vihioja, contains about 1,000–2,000 square metres of soil that has been strongly contaminated with heavy metals. In addition, the area has been found to contain petroleum hydrocarbons and mixed waste fill. The City of Tampere will renovate the area in the autumn of 2016.

The contaminated soil on the tramline and in its vicinity will be purified as required by environmental authorities. Therefore, the construction of the tramline will reduce the adverse effects of contaminated soil.

Energy and material efficiency

The material and eco-efficiency of the options and the preparations for the changes and impacts created by climate change were investi-gated in a separate survey. The overall lifespan of the project, i.e. the planning, construction, operation and maintenance, was examined. The survey covered land use, street and bridge structures, soil and rock as well as equipment procurements. Recommendations were given on the basis of the survey to improve material and energy effi-ciency in the further planning and implementation of the project.

Image: Comparison of the options on the basis of working life and capacity (Tampereen raitiotiehankkeen materiaali- ja energiatehokkuus sekä ilmastomuutoksen vaikutukset 2016 report).

The land use changes of constructing the tramline will reduce the carbon stock of the vegetation and soil, and the project requires more new bridge and embankment structures. The carbon balance effect of land use in the tramline project and the emissions caused by tran-sporting soil and rock will be compensated as early as in the first year of operation with the reduction of emissions from traffic. The capa-city of a tram is about triple that of bus equipment. On the basis of the working life and capacity of the equipment, about 225 buses are required to achieve the service level of 25 trams. From the perspective of energy efficiency in traffic, the implementation of a tramline will support the strategic environmental goals of the city, i.e. reduce the energy consumption and emissions of traffic.