E-255 VOL. 7 FNVTONMENTAL IMPACT STATEMENT OF -NATIONAL HIGHWAY-PROJECT WI .IN AUBEI PROVINCE. I SCAANE 1L aj~Izu~Pr *) LrC GBN ESW CeR Adw P-uc C 4- sc I Xian Highway Transportation University Feb. 1999 P. R. China A World Bank loan Application Project ENVIRONMENTAL IMPACT STATMENT OF NATIONAL HIGHWAY PROJECT IV IN HUBEI PROVINCE Xian Highway Transportation University Feb. 1999 P.R.China Statement-making Unit: Xian Highway Transportation University Legal Person: Chen Yiiasan (President) Chief Engineer: Zhang Yufen Person in Charge of the EIA Zhao Jianqiang Members of the EIA Team: Subject of Ecological Environmental Impact: Cao Shencun Associate Professor Subject of Social Economic Environmental Impact: Dong Xiaolin Associate Professor Subject of Acoustic Environmental Impact: Liu Shan Lecturer Subject of Atmospheric Environmental Impact: Den Shunxi Engineer Subject of Water Environmental Impact: Zhao Jianqiang Associate Professor Cooperation Unit: Communication Planning & Designing Institute of Hubei Province Members of the Cooperation Unit: Chen Jianyang Senior Engineer (Vice President) Peng Jinzhong Senior Engineer (Chief Engineer) Bai Shanyun Engineer Preface The Beijiag-Zhuhai National Trunk Highway ( mely Ihe Jingphu Line ) is an important part of the proposed Two Vertical National Trunk highways and Two Horizontal National Trunk highways. With the regression of Hongkong in 1997 and Macso in 1999 to their motherland, it will be one of the wain lines to the border ports of China. Situated in the central part of China, the Jingzhu line will cross Beijing city, Hebei Province, Emna Province, Bubei Province, Hunan Province and Guandong Province, connecting some iaportant cities, such as Beijing City, Shijiazhuang City, Zhenzhou City, Wuhan City, Changsha City ,Guangzhou City and Zhubai City. Also it will connect Shenshen, Rongkong and Macao . The area that the Line passes is one of the aost economically developed areas in China. The construction of the project is of great significance. to the national economy and social development. The National Highway Project IV in Hubei Province, namely the Southern Section in Eubei Province of the Jingzhu Line is one of the 4 high- class trunk highways in Hubei Province planned by the Provincial Government and the Provincial Department of Comunication. The proposed highway, referring to the recommended scheme of project IV (Zianning SchemeI), is about 109. 815Km long. The estimated investment is 3908. 015 million yuan (1MB) . This project belongs to category A and an EIA (Environmental Impact Assessment ) should be made according to the TOR of the project. Xian Highway Transportation University was entrusted by the BMCD ( Communications Department of Hubei Province ) in Apr. 1994 to undertake the EIA of the Southern Section Project in Hubei Province of Jingzhu Line. A team was formed in Apr. 1994 for making the EIA, and a field survey along the proposed highway was done in May,1994. A TOR for the ZIA had been compiled by Jun. 1994 and approved by NEPA (the National Environmental Protection Agency) in Jul. 1994. The first version of EIS ( Statement of the ZIA ) had been compiled by Apr. 1995 in the light of the TOR and the Feasibility Study Report of the project completed by CPDIHP Communication Planning and Designing Institute of Hubei Province) in Aug. 1994. In that EIS, the total length of the recommended scheme ( Xianning Scheme E1) is 112.73 k. In May 1996, a newer feasibility study report of the project was completed by CPDIHP based on the requirement for the loan project of World Bank, in which 4.498km road section used both by Jingzhu Line and Hurong Line was cut out and included in No. DI World Bank Loan Application Project. So , a newer EIS (The Second Version) was made in October 1996 according to the newer feasibility study report (May,1996) and the 'ZIA Pattern and Requirement for the Loan Project of the International Financial Organizations' (issued by NEPA). The second version of EIS (Oct. 1996) was based on Xianning Scheoell. In Mar. 1998, based on the suggestion of World Bank and the consideration of environmental problems, CPDIHP compiled another version of feasibility study report (Mar. 1998), in which the Xianning Scheme I was decided as the recommended scheme. The third version of EIS (Mar.1998) was compiled based on the feasibility study report (Mar.1998). Then, according to the suggestion of NB, the forth version of BIS (Jul.1998) was finished. Now, after the pre-assessment of the project by World Bank experts in Nov. 1998 and Jan. 1999, this newest version of ZIA report is compiled following the suggestions from World Bank experts and the newest feasibility study report ( revised version in June 1998 by CPDIHP). In this report of ZIA, the stations and names of sensitive locatios have been identified based an the latest 1: 2000 initial design drawings. The present onitring data used in the statemet is provided by hviroetal Mloitoring Station of liaming Prefecture, Hubei Province, Hubei Meteorological Bureau sad Comnication Planning & Desigping Institute of Hubei Province. CONTES I GDMERAL DESCRETION ............................................ (1) 1.1 The Source of the Project and Its Preliminary Work ................................. (1) 1.2 Purposes of lA ....................(2) 1.3 Bases of Statement................ : ....... (2) 1.4 Scope and Standards of EZI ......................... (2) 1.5 Contents of NIA .......................... (5) 1.6 Assessment Periods ......................... (6) 1.7 Assessment Methods .......................... (6) 1.B Work Procedure of Assessment .........................................................-(6) 1. 9 The Distribution of Major Environmental Sensitive Spots along the Proposed Highway... (6) II SURVEY OF THE PROPOSED PROJECT. .(10) 2.1 Geographical Location of the Project .(10) 2.2 Traffic Volume .(10) 2. 3 Construction Scale and Main Technical Indices .(10) 2.4 Main Work Quantity and Investment .(14) 2.5 Source of Investment and Project Schedule .(14) 2.6 Analysis on the Environmental Impact of Project .(15) JR GENERAL SITUATION OF ENVIRONMENT .(17) 3.1 Natural Environment .(17) 3. 2 Social Economic Environment .(26) 3. 3 The Present Ecological Environment .................................................. (31) 3 4 Water Environment Quality .......................................................... (33) 3. 5 Acoustic Environment Quality ....................................................... (34) 3.6 Atmospheric Environment Quality . .................................................... (35) Jv PREDICTION AmN AsSEssMENT OF ENVRONMENTAL IPACT ...................... (9) 4.1 Analysis of Impact on Social and Economic Environment ............................... (39) 4.2 Prediction and Assessment of Impact on Ecological Environment ....................... (43) 4. 3 Prediction and Assessment of Icpact on Water Environment ............................ (47) 4.4 Prediction and Assessment of Impact on Acoustic Environment ......................... (52) 4. 5 Prediction and Assessment of Impact on Atmospheric Environment ......... ............. (61) V Measures for Environmental Protection Engineering ......................................... (68) 5.1 nvironmental Protection Measures in Design ................................. ..... (68) 5.2 Environmental Protection Measures during Construction Period ........................ (68) 5.3 Environmental Protection Measures during Service Period ........ .................... (70) U .ALTZERN1'IAT1VE S CHE d ] ...............................................................( 7 6 ) 6.1 oute Alignment of the Comparative S c hme ..........................................m. (76) 6.2 Comp rison of the Alternative Scheme ............................................... (76) 6.3 Conclusion.(7) ........... M) VI LOSS AND BENEFIT ANALYSIS OF THE ENVIONMENT .....................(.1......... (81) 7.1 Investment Estimation of Environmental Protection ......... ......................... (81) 7.2 Analysis of Environmetal loss and Benefit .......................................... (81) n PLAN FOR EVIRONMR NT M[ANAGENMENT AND SUPERVION ... .................. (85) 8.1 Plan for Environment Management ..................................................... (81) 8.2 Environment Monitoring Plan ........................................................ (86) DX PUBLIC PARTICIPATION AND ITS ANALYSIS ................................................ (96) 9.1 Scope of and Method for Public Participation ....................................... (96) 9.2 Opinions and Requirements from the Impacted People and Social Organizations in the Affected Areas . ..................................... (96) 9.3 Analysis of Public Participation and Solutions to Problems .......................... (98) X Conclusion .......................................................... (100) 10.1 Assessment Conclusion of the Present Environment .................................... (100) 10. 2 Prediction and Assessment Conclusion of Environmental Impact ........................ (100) References ..................................................... (103) Appendix I Investigation Report of Historical Relics and Distribution Map ....................... (104) Appendix I The Other Environmental Sensitive Spots and Their Environmental Protection Measures along the Proposed Highway ................................................ (107) Appendix m Analytical Hierarchy Process for Scheme Comparison ................................. (111) Appendix IV Table of Public Participation .................................................. 1) Attached drawing Sketch Map of the Route Alignment of National Highway Project NV in Hubei Province and the Environmental Monitoring Spots I GENERAL DESCRPTION 1.1 The Source of the Project and Its Preliminary Work 1.1.1 Tne Source of the Project Being an artery of the national econOmy , transportation directly influences the development of economy in China. To meet the requirements of reform and opening to the outside world, the construction of traffic infrastructures is put above all other constructions by Chinese government. The Beijing-Zhuhai National Trunk Highway is the most important component part of two vertical national trunk highways and two horizontal national trunk highways in ChirnL The MOC (Ministry of Comunications) has classified it as a major project which will be open to traffic in 2002. The National Highway Project IV in Hubei Province, namely the Southern Section Project in Hubei Province of the Jingzhu Line is the most important component part of the Beijing- Zhuhai National Trunk Highway. According to the general arrangement made by the Ministry of Communications , the proposed project (the Southern Section Project in Hubei Province of the Jingzhu Line) was listed as one of the main constructive projects in the preliminary work plan for capital construction from 1993 to 1995 by the IPCD (the Comunications Department of Hubei Province). According to the task given by EPCD, the CPDIHP ( the Counications Planning and Designing Institute of Hubei Province) compiled the prefeasibility study report of the project in Aug. 1994 For keeping the harmonious development of economic construction and environment protection, Xian Highway Transportation University was entrusted by the HPCD in Apr. 1994 to undertake the HIA of the project. 1.1.2 Preliminary Work In Feb. 1994, the "Prefeasibility Study Report on The Southern Section Project in Hubei Province of the Jingzhu Line' was completed by the CPDIHP. In Apr. 1994, the 'Report on Construction of The Southern Section Project in Hubei Province of the Jingzhu Line I was submitted to the State Planning Committee and MOC by Hubei Planning Committee and IEPMD. In Aug. 1994, the CPDIHP finished the compiling work of feasibility study report on the project. The EIA started in Apr. 1994. In Jun. the same year, the TOR for the EIA was completed by Xian Highway Transportation University and reported to the higher authority by the EPOD. In Jul .1994, the Environment Protection Office of MOC asked some experts for advice about the TO. In July, the TOR was approved by the NEPA in the Document No. 184 (1994). Based on the TOR and the reply from the NEPA, the earliest version of ZIA was completed in Apr.1995 (The First Version). In May 1996, a newer feasibility study report of the project was completed by CPDIHP based on the requirement for the loan project of World Bank, in which 4.498km road section used both by Jingzhu Line and Burong Line was cut out and included in No. m World Bank Loan Application Project. So , a newer EIS (The Second Version) was made in October 1996 according to the newer feasibility study report (May 1996) and the 'ZIA Pattern and Requirement for the Loan Project of the International Financial Organizations' (issued by NEPA). The second version of EIS (Oct. 1996) was based on Xianning SchemelI. In Mar. 1998, based on 1 the suggestion of World Bank and the consideration of environmental problem, CPDIIP compiled another version of feasibility *tudy report (ar. 1998), in which the lianning Scheme I was decided as the recomended scheme The third version of 1IS (Mar. 1998) was compiled based on the feaibility study report (iar. 1998). Then, according to the uggestion of WB, the forth version of NIS (Jul. 1998) was finished. Now, after the pre-asseesment of the project by World lank experts in Nov. 1998 and Jan. 1999, this newest version of ZIA report is compiled following the suggestions from World Bank experts and the newest feasibility study report ( revised version in June 1998 by CPDIEP). In this report of IA, the stations and names of sensitive locations have been identified based on the latest 1: 2000 initial design drawings. 1.2 Purposes of ELA The purpose of the LIA on the southern section in Hubei province of the Jingzhu National Trunk Highway is to determine the feasibility of the project from the point of view of the protection of the natural and social environment, prove the favorable and unfavorable impact upon the surrounding environment caused by the project , put forward measures and methods for the environment protection so that the unfavorable impact could be controlled or decreased to the least degree, and make the harmonious development of economic construction and environmt protection, by way of investigation and assessment of the natural, social and economic environment along the proposed highway, and the forecast and assessment of the impact extent on the surrounding environment during the construction period and the service period of the highway. 1.1 Bases of Statement (1) * Managerial Methods for Environmental Protection about Constructive Projects, Document 003 (86)", issued by the National Enviromental Protection Agency. (2) "Managerial Methods for Environmental Protection about Construction Projects in Transportation, Document NO. 17(1990)", issued by the Ministry of Communications. (3) 'Technical Standards for EIA on the Constructive Projects of Highway'. issued by the Ministry of Communications, (1996). (4) "The TOR For the Southern Section in Hubei Province of the Jingzhu National Trunk Highway', compiled by Xian Highway Transportation University, Jun. 1994. (5) 'Feasibility Study Report on the Southern Section in Hubei Province of the Beijing -Zhuhai National Trunk Highway (Project IV)' prepared by the Comunications Planning and Designing Institute of Hubei Province in June, 1998. (6) An Official Letter about Entrusting to Compile an EIS on the Southern Section in Hubei Province of the Jingzhu National Trunk Highway, issued by the Communications Planning and Designing Institute of Hubei Province. (7) 'A Circular on Strengthening Management in EIA of the Projects Using Loans from the International Financial Organizations' issured by the State EP Agency, State Planning Commission, Finance Ministry and the People's Bank of China. No. 324 (1993); (8) World Bank 01D4.01, Oct. 1991; (9) Relevant Regulations and laws for Environment Protection: "Environmental Protection Laws of PRCO, (1989.12); 'Cultural Relics Protection Laws of PRCO, (1983. 5); 'Atmospheric Pollution Control Laws of PRC', (1995. 8); 'Water Pollution Control Laws of PRE', (1996.5);. 'Regulations Regarding Noise Pollution Control of PRCO, (1997. 3); 2 lAws legarding Land Administration of PIC', (1986. 6); 'Water and Soil Conservation Laws of PRC', (1997. 8); 1.4 Scope and Standards of EIA 1.4.1 Scope of EUI The Scope of hIA for this highway constructive project is shown in Table 1-1. Table 1-1 The EIA scopes for the Proposed Eighway Assessment contents Assessment scope Social economy The counties and cities that the project environment will pass through On both sides of the route within 500m Ecological environment away from the road center-line Water environment Waterbody on both sides of the rout within 1000 m away from the road center-line On both sides of the route within 200m Acoustic environment away from the road center-line and pay attention to a farther scope at the sensitive spot Ambient air On both sides of the route within 200m away from the road center-line and pay attention to a farther scope at the sensitive spot Cultural relics On both sides of the route within 200m away from the road center-line 1.4.2 Standards of EIA According to the Official Letter about the EIA Standards for the Southern Section in Hubei province of the Jingzhu National Trunk Highway issued by the Environmental Protection Bureau of Hubei Province, the EIA standards are as follows: (1) The acoustic environment quality is judged by 'Standard of Environmental Noise of Urban Area (GB3096-93)'. See Table 1-2. For schools, observe class 1. For villages, observe class 4. Table 1-2 Standard of Environmental Noise of Urban Area (GB3096-93) Classification Daytime dB (A) Nighttime dB(A) Applicable area 0 50 40 Special resident area 1 55 45 Resident, education and institution 2 60 50 Resident, commercial, industrial mixed area 3 65 55 Built-up industrial area 4 70 55 Both sides of trunk road (92) The ambient air quality is judged by class 2 in 'Ambient Air Quality Standards, ( GB3095 -1996)", see Table 1-3. 3 Table 1-3 Ambient Air quality standards (GB8095-1996) Limitation concentration mg/N.8 Pollutants Time Class 2 TSP Daily average 0.3 CO Daily average 4 One hour average 10 NQr Daily average 0.1 One hour average 0.15 Note: Standard Class 2 is suitable for the residential regions; comercial, comunicative and residential mixed regions; ordinary industrial and rural areas. (3) The surface water quality is judged by Class m in Surface Water Environment Quality Standards, (GB3838-88)'. See Table 1-4. The wastewater discharge is judged by GB5084- -92 and GB8978-1996, see Table 1-5 and Table 1-6. Table 1-4 Surface Water Environment Quality Standards (GB383888) Classif icati-on Pollutants I § ii m IIV - v PH 6.5 8. 5 6-9 CODm. (mgM/) < 2 4 6 8 10 Oil (mg/l) < 0. 05 0.05 0. 05 0. 5 1 0 Pb (mg/) 0. 01 0. 05 0.05 0.05 0.1 Note: Standard Class I is suitable for the sources of water and the natural protection regions Standard Class II is suitable for the Class 1 protection areas of sources of centralized drinking water; precious fish protection areas; fish and shrimp aquiculture areas; Standard Class m is suitable for the Class 2 protection areas of sources of centralized drinking water; ordinary fish protection areas; and swimming areas; Standard Class IV is suitable for the ordinary industrial area and indirectly contact amusement areas; Standard Class V is suitable for the agricultural areas and ordinary scenery areas; Table 1-5 Standards For Irrigation Water Quality (GB5084-92) crops classif ication Pollutants waterfarming dryfarming vegetable BOD. (mgI1) < 80 150 80 COD.. (mg/l) < 200 300 150 SS (mg/l) < 150 200 100 Oil (mg/l) < 5.0 10 1.0 PR 5. 5 8.5 Pb (mg/i) < 0.1 4 Table 1-6 Integrated Wasater Discharge Standard (GB8978-1996) Pollutants Scope of application Class 1 Class 2 Class 3 PR < Any construction project 6 - 9 6 - 9 6 * 9 SS (mgll) < Normal construction project 70 150 400 BOD,O (mg/1) < Normal construction project 20 30 S00 COD.W (mg/1) < Normal construction project 100 150 500 Oil (mg/i) < Any construction project 5 10 20 Pb (mg/I) < Any construction project 1.0 Note: Observed by construction projects after Jan. 1,1998. Standard Class 1 is suitable for the wastewater discharged into water areas observing GB3838-88M Standard; Standard Class 2 is suitable for the wastewater discharged into water areas observing GB3838-881V, V Standard; Standard Class 3 is suitable for the wastewater discharged into drainage system of cities or towns with sewage treatment plants observing GB3838-88 Standard. (4) For the aspect of ecological environment, lead ( Pb) in soil is judged by the " Environental Quality Standard for Soils (GBl5618-1995)' class 2, and crops quality is judged by the ' Hygienic Standards for Limitation of Pb in Food, (GB14935-94)', issued by NEPA. See Table 1-7 and Table 1-8. Table 1-7 Environmental quality standard for soils GB15618- 1995 Unit: mglkg class 1 class 2 class 3 Background PH PH PH PH Pollutants PH < 6.5 6.5-7.5 > 7.5 >6.5 Pb < D 35 250 300 350 500 Note: Standard Class 1 is suitable for the natural protection regions and the sources of centralized drinking water: Standard Class 2 is suitable for the ordinary farmlands, tea plantations, orchards and pastures; Standard Class 3 is suitable for the farmlands near forestlands and minerals. Table 1-S Hygienic Standards for Limitation of Pb in Food GB14935-94 Unit: mg/kg Crops Pollutants Grain Vegetable Pb < 0.4 0.2 1.5 Contents of EIA According to the TOR for the Southern Section in Hubei Province of the Jingzhu National Trunk Highway (Project IV) and comments on the TOR from the National Environmental Protection Agency, the contents of this EIA are determined as the following: (1) Impact assessment of the social economic environment (2) Impact assessment of the water environment 5 (3) Iopact assessment of the ecological environment (4) Iopact asmsment of the acoustic environment (5) Impact aBsessment of the atmospheric enviranment 1.6 Asseuoment Periods The environmental impact assessment periods of this project are specified as follows: (1) COnstruction phase; (2) Short operation phase: 2002 Yr. (3) Middle operation phase: 2012 Yr. (4) Long operation phase: 2022 Yr. 1.7 Asessament Methods 'Fanning out from points to lines and combining points and lines' method is used. Atmosphere, acoustics, ecology and water environmnt are predicted and assessed by means of modeling and analogous analysis, while social economy environment is assessed through investigation and analysis. 1.8 Work Procedure of Assesment See Figure 1-1. 1.9 The Major Environmental Sensitive Spots along the Highway The major sensitive spots of environoent along the proposed highway are shown in Table 1-9 to Table 1-11. The other sensitive spots along the proposed highway are shown in appendix E. All of these sensitive spots are determined based on the 1:2000 Map (Jun. 1998). 6 Study regul*tioiuetiag to Projct. rnvetiatipt ongC- thw-apot a W ~~~~~~Seject assessment subject. compile EIA. outline Handing bEAsi dat inestgton H Pf"t moiorn e.in" fatr ineteoralogy etc. about acoustics atmosphere. water etc EteneingUt Envirnmental present situ s and ysis ExaminatiOn E,wironinental impact assessment aeports E Fig. 1-1 Procedure oU asseit ment Wor t | Suy7glt ehi t rnmitn onte ot | Enirnental mekti nKn 0b a.a lys Benefit |sHndb4 Z ge _,- I B*rkhtr ine iation l PWn oioig niomn go Procdureof ssesmen Wotrknes l: L | Protecting rnure Table 1-9 ESverottal e Spot alng the Proposed Highway ( vmage ) No. Pile Nuber * NAe Belong to Distance from the road centre-line (a) 1 K191+300 louling Village Jiangxia district 100 2 [193+800 lujianiawn Village Jiangnia district 50 3 [195+000 Shulingihbo Village Jiangia district 130 4 [198+200 Pengjiawan Village Jiangsia district 60 5 [199+000 Qinglinn Village Jiangsia district 130 6 [204+700 Yeyijia Village Jiangpia district 160 7 [208+260 Liujiazhu Village Jiangsia district 130 8 [209+900 Xibiancai Village Jiangxia district 150 9 [216+550 linwuxia Village Jiangxia district 60 10 [217+100 lAowuxia Village Jiangsia district 100 11 1231+000 Luojiawan Village lianning City 50 12 [232+300 Datianpu Village Xianning City 30 13 1240+900 Zhunao Village Xianning City 130 14 1254+400 Fengjia Village Puqi City 100 15 2+200 Nanzhuangtianjia Village Puqi City 90 16 K271+200 Zhouzhuangxujia Village Puqi City 60 17 K271+800 Xuzhuangyujia Village Puqi City 30 18 K280+800 Dingjiashan Village Puqi City 30 19 1287+100 lucangling Village Puqi City 70 20 [295+900 Yiyangqiao No.2 Village Puqi City 80 21 1300+100 Tucheng Village Puqi City 30 22 la'anshan link road [0+200 Pu'an Village Jiangnia district 30 23 Zhanggong link road k2+500 Dawuli Village lianning City 50 24 Gantang link road k10+000 Dawupaijia Village Lianning City 50 25 Quankou link road k4+700 Quankou Township Puqi City 120 8 Table 1-10 Environmental Sensitive Spots aln"g the Proposed Highwray (schools )I No. Pile Number Name Belong to Distance from the road center-line(a) 1 1191+200 Laosi Primary School Jiangxia district 120 2 1193+600 Dongshan Primary School Jiangsia district 150 3 1219+700 Guanghui Primary School Jiangxia district 120 4 1223+000 Dazui Middle School Jiangsia district 150 5 1240+550 Zhunao Primary School lianning City 80 6 1268+600 Tandun Primary School Puqi City 160 7 1290+950 Qingshiqiao Primary School Puqi City 160 8 1295i400 Tiyangqiao Middle School Puqi City 150 Table 1-U Environmental Sendtive Spots along the Proposed Highway (Rivers and Irrigation ditchee ) No. Pile Number Name Belong to Distance from the road center-line(m) 1 K190+750 The Guanshanhe River Jiangxia district crossing over 2 201+500 The Chaimuohe River Jiangxia district crossing over -92020928 3 1223+675 The Futouhu Lake Xianning City crossing over - 1226+275 4 K234+420 Ganhe River hianning City crossing over .1237+620 5 1246+100 Tingsihe River Puqi City crossing over -1248+)00 6 1280+400 Lushuihe River Puqi City crossing over -K280+800 7 K301+640 Panhe River Puqi City crossing over 9 II SURVEY OF THE PROPOSED PROJECT 2.1 Geographical Location of the Project Situated in the southeastern part of Hubei Province, central of China, the Southern Section in Hubei Province of the Jingzhu National Trunk Highwy, referring to the recomended scheme (lianning Scheme I), starts from the Zhengdian interchange, goes through Jiangxia District of Wuhan City, lianning City and Puqi City of liaming Prefecture and then connects Hunan Province at Dagucheng (Tucheng). See Figure 2-1. 2.2 Traffic Volume According to the predicting result offered by the feasibility study report compiled by the Coumnications Planning and Designing Institute of Hubei Province in June 1998, the traffic volume of the proposed highway is shown in Table 2-1. The proportion of heavy, middle and light vehicles is 14. 0% 67. 8% and 18. 2% respectively. The traffic volume for these three types of vehicle were calculated and are shown in Table 2-2. Table 2-1 Traffic Volume Predicted for the Proposed Highway Unit: converted into small passenger car (veh./day) Road section 2002 2012 2022 Zhengdiang--a'anshan 16986 39029 62691 Ma'anshan--Zhanggong 16624 38174 61087 Zhanggong--Gantang 16052 36528 58003 Gantang--Quankou 15488 37350 57428 Quankou--Puqi 15902 38390 58804 Puqi--Xindian 13786 34190 54815 Xindian--Tucheng 13984 34522 55550 Ma'anshan link road 1551 3006 5079 Zhanggong link road 1 3664 7600 14728 Gantang link road 11115 20581 38301 Quankou link road 1518 3700 7898 2.8 Construction Scale and Main Technical Indices It will be built according to the standards set for 4 lane expressway The total length of the recomended line is 109.815 EKL The link road will be built according to the standards of class 2 highway . The length of Ma'anshan link road is 1. 7 Km , Zhanggong link road is 9.95 Km, Gantang link road is 7.1 Km and Quankou link road is 9.4 KmL For the main technical index, see Table 2-3 to Table2-4. 10 lEOEND e A >Figure 2-1 LOCATION OF THE NATIONAL HIGHWAY IV PROJECT IN HUBEI PROVINCE OF THE BEJING-ZRIU NATIONAXL TRUNK HIGHWAY Provincial Capital NA IN LTtU*HGI A hl Cit(11760000) Prefectural City (1+ '75OOOO County Towinship__ _ _ _ _ _ _ _ _ _ _ _ The Location of Hubel Province co Hen Provirre ilny R,a _ incal Nldwaw 1 _ > r t_ J 9) l~~~~~~~~~~~~~~~~~~~~~~~~~N-tional Hii Project M.i. liubsi Pi-ihee| Lowl H;XtWtlghv&Y Prilnil£ -o2 g 4 YS u Nbe Provinr,ince 2n Siha rovn 7la/~j lrztP°i \ | > > eIg y a U h Si H l F |~Tf w Table 2-2 Predicted Traffic Volume for Various Types of Vehicle Unit-veh./day Section Year Tine Heavy Middle Light Total Zhengdian 2002 Day 65 313 84 462 Night 23 110 30 163 2012 Day 148 718 193 1059 Night 52 254 68 374 2022 Day 238 1153 310 1701 Ma'anshan Night 84 407 109 600 Ya'anshan 2002 Day 63 306 82 451 Night 22 108 29 159 2012 Day 145 702 189 1036 Night 51 248 67 365 2022 Day 232 1124 302 1658 Zhan ggong Night 82 396 106 584 Zhanggong 2002 Day 61 295 79 435 Night 22 104 28 154 2012 Day 138 672 180 990 Night 49 237 64 350 2022 Day 220 1067 286 1573 Gant!ang Night 77 377 101 555 Gantang 2002 Day 59 285 76 420 Night 21 101 27 149 2012 Day 142 687 184 1013 Night 50 242 65 358 2022 Day 218 1056 284 1558 Quankou Night 77 373 100 550 Quankou 2002 Day 60 293 79 432 Night 21 103 28 152 2012 Day 146 707 190 1043 Night 52 249 67 368 2022 Day 223 1081 291 1595 Puqi Night 78 381 102 561 Puqi 2002 Day 53 253 68 374 Night 18 892 24 131 2012 Day 130 629 169 928 Night 46 222 59 327 Xindian 2022 Day 208 1009 271 1488 Night 73 356 95 524 Xindian 2002 Day 53 257 69 379 Night 18 91 25 134 2012 Day 131 635 170 936 Night 47 224 60 331 Tucheng 2022 Day 211 1021 274 1506 Night 74 360 97 531 12 Continuation of Table 2-2 Prodiced Traffic Volume for Various Tyes of Vebicl Unit.veh./day Section Year Time Heavy Middle Light Total 2002 Day 6 28 8 43 Night 3 10 3 16 Na'anshan ____ link road 2012 Day 12 56 15 83 Night 4 20 5 29 2022 Day 19 93 25 137 Night 6 33 9 49 2002 Day 13 67 18 98 Night 4 24 6 34 link roadg 2012 Day 29 140 37 207 Night 10 49 13 73 2022 Day 56 270 72 398 Night 19 96 26 141 2012 Day 42 205 55 302 Gantang ________ Night 16 73 19 108 link road 2012 Day 78 379 102 559 Night 27 133 36 196 2022 Day 145 705 189 1039 Night 52 249 66 367 2002 Day 6 28 8 42 Quankou _______ Night 2 10 3 15 link road 2012 Day 14 68 18 100 Night 5 24 7 36 2022 Day 30 146 39 215 Night 10 51 14 75 Table2-8 Main Technical Index for the Proposed EHghway Item Indices Remarks Highway classification Expressway Designed speed (kmlh) 120 Minimum radius of horizontal curve (m) 650 Max. longitudinal (%) 3 Width of subgrade(m) 28 Width of lane (m) 2x 7.5 Truck super- 20, Designed load for bridge trailer -120 Sight stopping distance(m) 210 Net width of bridge (m) 2x11.00 13 Tabk2-4 MAin Teheial Tde for the Lik Road Item Indices Remarks Bighway classification Class-two highway Designed speed (km/h) 80 Minimum radius of horizontal curve (a) 400 Max. longitudinal (X) 5 Width of subgrade(o) 12 t Width of lane (n) 8 2 4 Main Work Quantity and investment 2.4.1 Main Work Quantity For the main work quantity of reco_mmded scheme, see Table 2-5. 2.4.2 Invesment The estimated total cost is 3908.0715 0illion yuan (RMB). 2.5 Source of Invesment and Project Schedule 2.5.1 Source of Investment For the source of the investment, see Table 2-6. Table 2-5 Main Work Quantity of the Recommended Scheme ( Xianning Scheme I ) Item Unit Amount Length of the route Km 109. 815 Earth and rock work ma 12781246 Drainage & protection Km 436876 proj ect Pavement 1000 2 2292. 902 Culverts No 251 Small bridge n/No 709/28 Medium & Large Bridge n/No 127216 Specific large bridge mINo 9627/6 Interchange No 6 Separate crossing No 15 Passage way No 190 Service zone No 2 Rest zone No 2 Toll Bstation No 6 Management zone No 1 Maintenance zone No 1 14 Table 2-6 Table of Funds Source Source of Funds Amount (10000 Yuan 1MB) Proportion 1. Loans from WB * 123150.00 31.51% 2. Loans from Domestic Bank 130000.00 38.26% 3. Allowance from MOC 90000.00 23.03% 4. Self-raised in Bubei Prov. 47657.15 12.20% Total 390807.15 2.5.2 Construction Working Schedule The construction of the proposed project is supposed to start in Sep. 1999,and end in Feb. 2003. The construction period is 3.5 years. 2.6 Analysis on the Environmental Inpact of Projtc Through analysis of the characteristics of the proposed project and that of the environment, the major unfavorable impacts from the project are shown in table 2-7. Table 2-7 Major Unfavorable Impacts on Environment Possible environmental Impact category Project action impact Land requisition Loss of cultivated land Social economy, Ecological environment and building removal Removal of houses and & Public participation public facilities Earth and rock work loss of water and soil Ecological environment Damage of vegetation cover Subgrade work and Capacity of floodwater Water environment store & detention basin pavement work Atmospheric & Dust, waste gas Ecological environment Construct ion Noise Acoustic environment period Bridge work Water quality, water Water environment amount Transportation of Dust Atmospheric materials Goods scatter & disappear environment Waste gas Noise Acoustic environment Traffic accident Social environment Traffic jam Construction camp Waste water from living Water environment Garbage from living 15 Continuation of Table 2-7 Major Unfavorable Impacts on Environment Possible environmental Impact category Project action impact Noise Acoustic environment Running of vehicles Waste gas, dust Atmospheric environment Operation Period Quality of soil & crops Ecological environment Runoff from road surface later environment Risk from the transport- ation of dangerous goods Alignment Separation of villages, Social environment Blocking the traffic Service zone and Wastewater and garbage Water environment rest zone Toll station and Wastewater and garbage Water environment management zone 16 m CURRENT SITUATION OF THE ENVIRONMENT L.2 Natural Environment 8.1.1 Geographical Location and Terrain Geographically, the proposed Jing-Zhu National Trunk Line in Hubei Province is located on the south bank of the Changjiang River of its middle reaches. The terrain through which the projected highway passes is described as one with raised lands on the edge of the Jianghan Plain with hills and low mountains. The terrain in this area rises from northwest to southeast with its western part terminating at the edge of Jianghan Plain. The geographical structure is mainly of alluvial plain with an elevation of less than 500 meters above sea level. The terrain is gentle with many lakes. Its central part belongs to hilly structure with an elevation under 50 meters above seal level where there are broad alluvial flats. Its southeastern part ends at the north slope of Mufu Mountain falling into medium-low mountainous terrain with faulty basins between valleys under 500 meters above sea level. 3.1.2 Meteorology and Water Regimes (1) Climate The planned project is located in the medium and low latitude belonging to the tropical continental monsoon climate with four clearly-divided seasons, long frost-free periods, plenty of sunshine and abundant rainfall, The climate along the proposed route is peculiar because of different topography, lake regimes, cold lakes in the low lands and mountain effect. The features of the climate are: in the spring, the weather is changeable and the temperature rises up sharply with lots of cold rainy days; in the summer, however, it is temperate with increasing amount of rainfall. The so-called 'plum rains' take place very often, which,sometimes leads to floods; in summer, it is scorchingly hot with dry winds; in the autumn, the temperature goes down quickly. It is often clear without much rain, in the winter, it is cold with strong winds and snowstorms resulting in freeze injuries. (2) Temperature The annual average temperature in the study section is 15 C- 1 C with January being the coldest with the temperature of 2 C-5 6C). The extreme low temperature was -18.1 «C (Feb. 1 1977). The frost-free period amounts to 230- 260 days. There have been records that the Hanjiang River and The Changjiang River were frozen. July and August are the two hottest months with an average monthly temperature being 29 C. During this period it is hot 17 with a relative hmidity of 80%. In the midsumer, the highest temperature may reach as high as 41.3 SC (in 1934). Therefore, it got the nane of 'heating stove". (3) Precipitation The rainfall in this area is plentiful with a precipitation of 1100- 145m mainly concentrated in April - October taking up about 84%-88% of the annual amount. The maximum hourly rainfall r'ecorded was 413.4m (Xingou Hydrolic Station'data, June 9, 1959). Subsequently, it sometimes causes flood. Generally, it rains more in the south than in the north as the Iatitude decreases with the isolate of the precipitation distributed latitudinal. The rainfall, however, varies in different areas and in different years with a maximum rainfall of 2262. 0m and the minimum of 657.1m , which shows great annual rainfall difference. The seasonal rainfall is uneven too. The rainfall in the sumer runs into as great as 430-530mm making up 36%-45% of the whole year's; the rainfall in the spring is 330-490m making up 29%.36% of the total; in the fall, however, it rains not very often with a rainfall of 180-240mm making up 17%. 19% of the total; in the winter it rains seldom, making up 8%-11% of the whole year's amount. (4) Wind The greatest recorded velocity in the study area was 29.6./s (January 27, 1967) . The wind direction is mainly northwest, and the greatest wind force was 6. Strong winds, in most cases, in April, but in September and October there are much less strong winds. The south wind dominates in June and July with the other seasons dominated by the north one. Every year in June and July there is always a period of Nanyang wind (the wind from the south coast) which lasts as long as more than 10 days. The recorded meteorological data and 'wind rose' from Jiangxia, Xianning and Puqi involved in the project are shown in Fig. 1. It is seen that in Jiangsia, Xianning and Puqi north wind is dominant with the frequency of southeast wind, northeast wind and other leading wind direction accounting for 11,. 10%, and 10% respectively. The frequency of calm wind in these three areas is 23%, 20% and 32% individually. Fig. 3 shows noticeable seasonal wind directions in these weather stations. Fig. 3 is the 5- year average wind rose of the three stations. On the basis of the data recorded in recent 32 years about the surface wind at Jiangxia, Xianning and Puqi, the mean wind velocity at these stations measured are 2.6mls, 2.2m/s and 1 .Smls. (5) Atmospheric Stability Table 3 shows the atmospheric stability frequency in the study area based on the data collected about surface wind and cloud amount by using Pasquil Stability Method ( P. O) . The average annual stability frequency is seen in Table 3. It is apparent that the neutral weather (D type stability) appears the most (41-54%) followed by the frequency of the stable weather ( E -F types) which appears 17. 0-27. 5'% While the frequency of the unstable weather (A-B and C types) appears much less (16.0-18.1 and 12.6% respectively). 18 N ~~~~~~~~N NWrv) NE NW . TNE W E W E E SW ,'' SE SW i SE S S frequency of calm windr26% frequency of calm wind=20% Jan. (Winter) Apr. (Spring) N N 15T7 15 NW NE NW NE 10 - w E w~~~~~~~~~~~~~~~~~ I -~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ SW S<;E S ; E S S frequency of calm wind=15% frequency of calm windz28% Jul. (Summer) Oct. (AtUMn) Fig. 3-Ia The meaonal wind rose of Jiang=la District 19 N N NW NEN EW E w ~~ ~~E wE oWk , ES @ I . S -/ L \ )w -.4 1 S * . S frequency of calm vind=13 frequency of calm wind=I1X Jan. (Winter) Amr. (Sprihn) N N 15T- 15T _ NW. NE NW .NE W I I E W E SW ' SW SE S S frequency of calm wind=134 frequency of calm vind&24Z JulI. (Simme) Oct. (Autuun) Fig. 8-lb The weasonal wind rwr of Xming ity N N 15-i-~~~~~~~~~~~1 NW NENW, NE w w~ SW S S fr-equency of calm wind=34% frequency of calm wind=28% Jan. (Winter) Apr. (Spring) 20 N N 15- ' NE w J NE15 NW 0NE NW A NE 10 0~~~~~~~~~~~~- W E w E SW SE SW SE A: - * '__ frequencyr of calm wind=21% freqec of calm wind=40 -,Jul. (Sseri) Oct. (Autumn) Fig. 3-le The mnawid rao Puqi Ct N N5 1r 5 T > ! * , 1~~ ~~03 ) xinzhop . \ . ( ( ~~~~~~~~12 Anhiui Province I r~~~~~~~~~~~~~~~~~~~~~~~ ) I 5 ., /z! lo / T he Southwest Area 7 .bchCiy\ of Hubei Provinoe N.j 58 _lagh Ci X tlg ly " -_. j 2,< CitY l\ \\63, 0 * lortg~vshang \C:~_ i%~. I- , I. Convene 20. Jiangxi Provinoe (4~~ - *1 i J A 18 NuangpL egcnd Hunan Province L Other ProvinclJ 1? / The influenced arevs or Cities to the South of Runan Przvinoe > ~~~~~~~~~~~The proposed highway igure 8-4 MlAP OF TIE INFLUENCED AREAS OF THlE SOUNM SECTION PROJECT IN HUBEI PROVINCE OF TIE BEIJING-ZHUHAI NATIONAL TRIR HIGHWAY 27 T1ble W The Main Index of Social Economy of Cities and District along the Route'TE'l (1396) Name aJiangsia lianning Puqi Hubei District City City Provice Population by the 63.46 52.45 50.13 5825.43 end of 1996 GDP 47.28 23.71 31.34 2970.20 TVIAO 77.07 30.95 45.01 6218.93 GDP per capita 7451 4521 6252 5099 Note: C) GDP=Gross Doiestic Product TVIAO= Total Value of Industrial and Agricultural output CD Unit: Except for population (10 thousand ), for GDP per capita (Yuan), the others are 100 million yun. CD The data are the current year's price in 1996. 3.2.8 Traffic and Transportation State (1) Railway, Waterway, Airline There is only one railway passing through the project area, that is the Jing- Guang Railway Built in 1957, this railway is an important trunk line from south to north in China. The waterway transportation in Hubei Province relies on the Changjiang River mainly. The natural condition for development of waterway traffic is good, but at present the raising rate of waterway transportation is a negative value. The air transportation in Hubei Province is undertook by 2 airports , namely the Tianhe Airport and the Wangjiatun Airport. No airport has been built in other counties and cities (2) Highway Highway transportation plays an important role in the comprehensive transportation network At present, there are 16 highways passing through Wuhan city, of which two are national highways namely No 107 and No 316 and the others are provincial highways. In the Prefecture of Xianning there are 37 provincial highways existed, except for the No. 107 National Highway and No. 316 National Highway. The major highways in the impact area are lower-class highway. In the impact area, the No. 107 National Highway is the major highway located near the proposed highway. These two highways run almost parallel to each other. The length of No. 107 paralleling to the proposed highway is about 169 km . See Fig. 3-5. (3) The Status Quo of Traffic Accidents The status quo of traffic accidents on the main highways in the impacted area is shown in Table 3-4. The economic loss caused by traffic accidents in 1996 is 551 thousands yuan in Jangxia District of Wuhan City, 1989.2 thousands yuan from Xianning City section of No 107 National Highway,* and 787.600 thousands yuan from Puqi City section of No. 107 National Highway . 28 nS~~~~~~~u 0 _ /~~~~~~~ H/ it- Ga g~~ ~~~ lin Xinning city T ational high No. Xindian/ < \ ( ; } \~~~Lgen planned highwy - mDeorai y >. < j~~~~~~~~~~~~~The national highway No. 106 r highw J"LJ plannedyhighway -_____ *A~ doublmonoline railway - $,:|1:.+*,highway E:tkA- route - 4 .* double fine railway s 3-5 &$4* Fig.3-5 Actuality and plan in the future of road-net in the area 29 Table S-4 Statistics of Highway Traffic Accidents in the Impacted Area Jiangxia District National Highway 107 National Highway 107 Year of Wuhan City in Xianning City in Puqi City Times of Casualties Times of Casualties Times of Casualties accident accident accident (time) (person) (time) (person) (time) (person) 1983 37 36 46 30 60 49 1984 55 56 52 37 33 Ss 1985 79 61 76 86 87 138 1986 105 107 48 54 84 63 1987 111 76 56 40 77 71 1988 154 110 68 35 86 83 1989 105 80 76 45 89 99 1990 121 94 13 13 94 106 1991 132 91 16 22 87 121 1992 169 107 36 91 100 168 1993 177 160 37 31 87 83 1994 206 134 45 34 75 96 1995 266 165 122 38 77 120 1996 267 131 355 260 78 153 Note: Information from the feasibility study report of the proposed highway (June,1998). (4) Kinds of Cargo of Present Highway Transportation The major cargoes transported by highways in the impact area are minals, iron and steel, oil, etc. (see table 3-5) Table 3-5 Kinds of Cargo of Present Highway Transportation Kind Coal Petroleum Metallic Steel Building Cement Wood Nmetallic Fertilizer Salt Grain Others mineral & irca oaterial mineral & pesticide Ratia 10 4 3 40 9.20 11.0 12.50 3.70 1.60 3.40 4 20 2 20 4 70 33.70 Note: Information from the feasibility study report of the proposed highway (June,1998). 8.2.5 Tourisn Resources and Historical relics Based on the information of on-the-spot survey and investigation, there are many historic relics and scenic spots, among which the most famous is the ancient battle field at Chibi, which is 38 km northwest of Puqi City, while it is 30 km away from the proposed alignment. Also another Chibi battle field in the Three States is located at Chifanshan of Jinkou in Jiangxia 30 District, which is about 10 km away from the proposed highway. the ancient street constructed in Ming Dynasty at lindian Township, where is 28 km southwest from Puqi City, is paved by sliced stone, about 700k long, 65 wide, 4 km away from the proposed highway. All these are famous tourist cenic spots. According to the investigation report (see appendix I) from Hubei Provincial Archaeology Research Institute , therekare two relics on the assessment scope of proposed highway, for the specific distribution of them see the appendix map I 3.1 The Presuet Ecological Environment 8.3.1 Investigation of Ecological Environment Quality (1) Factors of Assessment The Pb was selected as factors of soil quality assessment, and Pb in vegetable was selected as the factor of crop quality assessment. (2) Monitoring Time and Spots The monitoring work of soil and vegetables (rape) along the alignment of Xianning Scheme E comparative scheme) were undertaken by the Environmental Monitoring Station of Xianning Prefecture in Apr. 1995. In Dec. 1997, the monitoring work of soil and vegetables ( pakchoi and Chinese cabbage ) were amended along the alignment of Xianning Scheme I (recommended scheme) The sampling spots are shown in table 3-6 and the appendix map II. Table 8- Sampling Spots and Monitoring Results of Soil and Vegetables Spots of Soil Vegetables sampling Piles Soil type PH Pb Organic Pb l___ |__ Xmg(kg matter (%) mglkg Maowuling Village k191+300 Yellow Brown Earth 7.5 27.50 1.62 0.04 () linwuxia Village 1216+550 Yellow Brown Earth 7.2 29.10 1.52 0.02 a) Luojiawan Village K231+000 Yellow Brown Earth 7.1 28,43 1.60 0.03 0D Zhouzhuangxujiachun E271+300 led Earth 6.3 29.42 1.71 0. 04 O Village Tucheng Village M300+100 Moisture Soil 5.8 25. 01 1.42 0. m Note: a) stands for Chinese cabbage () stands for pakchoi 31 Table 5-7 Samping Spots and Monitoring Results of Soil and Vegetables boeide the Existed National Highway No 107 Spots of Distance Soil Vegetable 0 sampling from the roadside PR Organic Pb Pb ( ) matter % (mg/kg) (mg/kg) 5m 6.0 1.30 30.50 0.072 Anshan lOm 6.0 1.35 29.32 0.065 15. 6. 0 1.50 28.10 0.050 Note: 0) stands for Chinese cabbage (3) Monitoring Method and results The methods of sampling and analysis and the equipment used were determined according to the "Environmental Monitoring and Analysis Methods' , issued by the NEPA and published by China Enviromental Science Publishing House. The monitoring results are shown in Table 3-6 and Table 3-7. 8.8.2 Assesment of Soil Quality and Crop Quality (1) Soil comparing the monitoring results as shown in Table 3-6 and Table 3- 7 with the assessment standard - the Class 2 of 'Environmental Quality Standard for Soils (GB15618-1995)f( see Table 1-7), we know that the monitoring result is far below the limitation of Class 2, and it is lower than the limitation of Class 1 ( 35mglkg). The facts show that soil of sampling spots along the highway is not polluted by lead. The soil quality along the proposed alignment is good. (2) Vegetable Based on the "Hygienic Standards for Limitation of Pb in Food, (GB14935-94)", see Table 1-8, the assessment standard for vegetables quality was determined as Pb<0. 2 mg/kg . The monitoring results of Pb levels of vegetables along the route (see Table 34 and Table 3-7) are in the range from 0. 01 to 0. 072mg/kg, which are less than the value of assessment standard. This indicts that the vegetables quality along the route has not been polluted. 32 3.4 Water Environmet QuaHty 3.4.1 Inveetgation of.Water Environment Quait;y (1) Monitoring Spots The sampling spots are shown in table 38 and the appendix map I (2) Monitoring Time The sampling time is in Dec. 1997. The monitoring work was done by the hIvironmental Monitoring Station of lianning Prefecture. (3) Factors of Assessment Factors of assessment are Pa OD,D,mOil and Pb. (4) Monitoring Method From 3 points of left, middle and right of a river, water samples were taken and mixed as one sample of the river. All of the water samples were taken from the water surface layer. The methods of sampling, sample transport and sample reserving, analysis and the equipment used were determined according to the 'Monitoring and Analysis Yethods for later and Wastewater"(3rd edition), compiled by National Environment Protection Agency. Table 88 Water Sampling Spots and Monitoring Factors No. Pile No. Name of waterbody Monitoring factors 1 K201+800 Caimuo River PR, COD,. 2 [236+000 Ganhe River Oil - Pb 3 [247+100 Tingsi River 4 [280+600 Lushui River i 5 [ 1301+640 Panhe River (4) Monitoring Result The monitoring results of surface water quality along the proposed highway are shown in table 3-9. Table 3-9 Monitoring Results of Water Quality Sampler PH CODm, Oil Pb (mg/L) (mg/L) (mg/L) Caimuo River 6.70 3.56 0.025 0.005 Ganhe River 7.50 4.74 0.025 0.005 Tingsi River 6.80 2.25 0.025 0.005 Lushui River 7.40 2.50 0.025 0.005 Panhe River 6.90 4.47 0.025 0.005 33 8.4.2 Watwr Quality AnUkent (0) Asement standard According to the reply of Hubei Provincial P Bureau, the standard for assessment of surface water is determined as 'Stawdard of Environmental Quality of Surface Water' GE3838-88, Class m. ee table 1-4. (2) Asessment Method Standard Classification Method of Water Quality is used in the assessment of water environmental quality, later quality can be decided as Class I when all the factor values are below the limitation of Class I. can be decided as Class w When one or more than one factor values is beyond Class I. but below Class II. Then, Class m . W or V can be dqcided also by this method. (3) Assessment result C) Caimuo liver, Tingsi liver, Lushui liver. As table 3-10 shown, water quality of Cainwo liver, Tingsi liver and Lushui liver is analogous. According to the surface water quality staudard, CODu. is Class II, other factors belong to Class I, thus, the water quality is Class II, which is better than demanding level of functional region (Class El) lWater quality of these river sections is quite good. ) Gsnhe liver & Panhe River Among the four factors of assessment, except COD,. (belong to Class M), the other factors have reached Class I, then, water quality can be decided as Class m. which has satisfied the demand of functional region (Class I). lWater quality of these river sections is good. Table 3-10 Assessment Results of Water Quality Name of waterbody PH CODr. Oil Pb Caimuo liver I II I I Ganhe liver I m I I Tingsi River I II I I Lushui liver I I I I Panhe Rivere I m I I 3.5 Acoustic Environmental Quality 8.5.1 Investigation of Acoustic Environmental Quality (1) Sensitive spots in Assessment Scope According to the information of on-the -spot survey and the road alignment nap on the scale of 1:2000, acoustic sensitive spots are mainly villages and schools. There are about 138 villages and 8 schools, see table 1-9 and 1- 10 and Appendix II 34 ( Mnitoring of Acoutic Iavironmt in Aesmsnt Scope The source of noise are life noise of villagers and traffic noise of existing highway. The ambient noise levels were onitored by the Navironmental monitoring Station of li ing Prefecture in Dec. 1997. The traffic noise level of the existing National Highway No. 107 was mnmitored also. See table- 3-11 and 3-12. (3) Method of ionitoring The monitoring method of noise level and the equipment used were determined according to the 'Measuring Methods of Favironmtal Noise of Urban Area * (GBIT14623-93), issued by the NEP. Table S 11 Monitoring ReultB of -Ambient Noise along the Proposed Highway No. Monitoring Spots & Piles (A) Nighttime 1 Maowuling Village(K191+300) 48.6 34.3 2 Liujiazui Village(1208+260) 43.2 35.2 3 Dazui middle school (K223+000) 49.5 34.0 4 Zhunao Primary School (K240+550) 51.6 33.8 5 Xuzhuangyujia Village(K271+800) 48.8 39.6 6 Dingjiashan Village(K280+800) 49.3 37.7 7 Yiyangqiao No.2 Village(K295+900) 49.1 35.2 Table 3-12 Monitoring Results of Traffic Noise by the Side of Existing Highway dB(A) Name of Distance from the road side (m) Traffic Monitoring existing Time volume spot highway 0 25 50 100 200 (veh. Id) Anshan National Daytime 69.6 64.0 57.9 52.5 50.7 Highway 5130 No 107 Nighttime 54.5 47.5 41.7 39. 0 38.3 3.5.2 Assessment of Acoustic Environmental Quality (1) The acoustic environmental quality of villages and school From the monitoring results as shown in Table 3-11 and 3-12. It can be seen that the vast rural areas, including the villages and schools located on a village , are very quiet, with the ambient noise level within 43.2.51.6 dB(A) in daytime and 33.8 -39.6 dB(A) in nighttime. Which are lower than the limiting value in Class 2 of the I Standard of Environmental Noise of Urban Area (OB3096-93). The acoustic quality is good. (2)Two sides on the existing highway The noise level of the areas on two sides of the existing highway is 69.6 dB(A) in daytime and 54. 5 dB (A) in nighttime, which satisfy the assessment standard, 4th Class in GB3096-93. 35 3.6 Atmophee Envmmment Quality 8.6.1 Investgation of Ambient Air Quality (1) Monitoring Spots and factors For the monitoring spots, see table 3-13 and the appendix ap I[. The monitoring factors are OD. NOx A TSP (2) Monitoring Time The monitoring work was undertaken by the Environmental Monitoring Station of lianning Prefecture in Dec 1997. Table 3-13 Monitoring Spots and Items of Ambient Air Quality No. Sampling spots Piles No. Monitoring factors 1 Maowuling Village 1191+300 CO, NOx & TSP 2 Laowuxia Village K217+000 3 Zhunao Primary School K240+550 4 Xuzhuangyujia Village 1271+800 5 Yiyangqiao No. 2 Village 1295+900 (3) Monitoring Method The methods of sampling and analysis and the equipment used were determined according to the 'Technical Regulation of Monitoring for Ambient Air Quality, which was compiled by the National Environmental Protection Agency. The monitoring results of the factors, CO, NO. and TSP were shown in table 3-14, table 3- 15 and table 3-16 respectively. Table 3-14 Monitoring Results of CO Unit: mg/Nm' One hour average value Daily average value No. Sampling spots No. of Scope of Exceed No. of Scope of Exceed sample concentra. standard sample concentra. standard 1 Maowuling Village 20 0.50-0.99 0 5 0.53.0. 80 0 2 Laowuxia Village 20 0.41-0.55 0 5 0.42-0.53 0 3 Zhunao Primary School 20 0.42-0.58 0 5 0.43-0.57 0 4 Xuzhuangyujia Village 20 0.50-0.99 0 5 0.57-0.87 0 5 Yiyangqiao No.2 Village 20 0.41.1.12 0 5 0.56.0.78 0 36 Table -1 Mon Results of NOv UnitangiNm3 __. Sampling spots One hour average value Daily average value o. SmlgNo. of Scope of con- Exceed No. of Scope of con- lEceed sample centration standard sample centration standard 1 Maowuling Village 20 0. 015-0.058 0 5 0.034-0.042 0 2 Laowuxia Village 20 0.025-0.042 0 5 0.027-0.032 0 3 Zhunao Priary School 20 0.030-0.060 0 5 0.043-0.058 0 4 Zuzhuangyujia Village 20 0.030-0.047 0 5 0.036-0.042 0 5 Yiyangqiao No. 2 Village 20 0. 003-0. 014 0 5 0.004-0.009 0 Table 3-16 Monitoring Result of TSP Unit:mg/Nm Daily average value No. of Scope of Exceed sample concentra. standard 1 Maowuling Village 5 0. 100. 23 0 2 Laowuxia Village 5 0.15-0.20 0 3 Zhunao Primary School 5 0. 150. 30 0 4 Xuzhuangyujia Village 5 0.20-0.30 0 5_ Yiyangqiao No.2 Village 5 0.07-0.25 0 1.6.2 Ambient Air Quality Assessment By comparing the monitoring results of C0, NOx and ISP with the related assessment standards the ratios of monitoring values to standards were shown in table 3- 14, 3- 15 and 3- 16 respectively in terms of "Eceed Standardt. From table 3-14 to table 3- 16, the following assessment results can be gotten. (1) One-hour average concentrations of 00 about the ambient air of the monitoring spots range from 0. 41 to 1. 12 mg/Nma, and daily average values of CO range from 0. 42 to 0. 87 cg/NH. Both of the one-hour average values and daily average values of CO tested did not exceed the class 2 standards in GB3095-1996, that is one-hour average concentration of 10. 00mg/NmP and daily average concentration of 4. OOmg/Nm respectively. (2) One-hour average concentrations of NO. about the ambient air of the monitoring spots range from 0. 003 to 0. 060 mg/Nm3, and daily average concentrations range from 0. 004 to 0. 058 mg/NmW Both of the one-hour average concentrations and daily average concentrations of NO. tested were not excessive the class 2 standards in GB3095- 1996 of one- hour average concentration being 0.15mg/Nl3 and daily average concentration being 0.10mg/NmJ respectively. 37 (3) Daily average concentrations of TSP about the ambient air of the monitoring spots range from 0.(07 to 0. 0 ag/IN, which is not greater than the limiting value of the class 2 standards in G13095-1996 (0.30 vgl'). From above , it can be seen that the ambient air quality along the proposed highway is good in general except the ISP, which is close to the standards of 0.30 glNIz. 38 IV PREDICTION AND ASSESSMENT OF ENVIRONMENTAL IMPACT 4.1 Analysis of the Impact on Social and Economic Environment 4.1.1 Analyss of the Impact on Economic Environment (1) Analysis of BEonomic Benefit After the completion of the project IV, its economic benefits should include all the benefits got by those who use it, that are: 'highway rise in class, reduction in traffic jams, shortened journeys, tine- saving in transport of cargoes and passengers, accident reduction , the reduction of cargo loss and the saving of n great quantity of gasoline. For the year from 2002 to 2022, the total benefit value is calculated and shown in Table 4-1. Table 4-1 Economic Benefit for the Proposed Project Unit:lOOOOYuan Nme of Highway Reductio Siortend Time-savini Tize-saving Reduction Reduction Benefit Rise in of Distance for (ugo for of of Total Class lhffic aanssort ssenger Traffic Cergo Jam Tanport Accidents ID86 Total from 2002 to 202 102905 14745 78795 1223 8390 3813 9424 219296 Ratio 46.93 6.72 35.93 0.56 3.82 1.74 4.30 10 (2) Economic Assessment Index The economic assessment indexes of the project are shown in Table 4-2. Table 4-2 Index Value of Economic Assessment for the Proposed Highway Index RNPV EIRR Scheme ( 10000 Yuan ) Xianning Scheme I 251156 22.23 Note: ENPV= Economic Net Present Value. EIRR= Economic Inner Rate of Return As shown in table 4-2, all the national economic assessment indexes of the project meet requirements. The comprehensive index of the recommended scheme (Xianning Scheme I ) is good and its benefit is superior. (3) Analysis of Economic Sensitivity A sensitivity analysis of the project is made using investment and traffic volume, the two variable factors, with benefit ratio as the index for sensitivity analysis. Prom the analysis it is shown that when the investment is increased 20% or the traffic volume is reduced 20X, the EIRR is 19.66% or 18.99%, more than the social discount ratio( 12%) . This shows that the economics of the project is acceptable and provides better protection against risks, so the investment is feasible. 39 4.12 Effects on Regional Zecnomic Development Brought about by the Proposed Hghway When the construction of the proposed highway is completed, it will become another important traffic artery nd a corridor of economic developmnt in Hubei Province, laying a solid foundation for the smooth fulfillment of the planning of the national economy and social development of the prefectures, cities and counties along the route. Being connected with some important cities, economic centers, hubs of comunications and ports of exit, the Jingzhu National Trunk Highway will accelerate economic contact and transport of mterials, and speed up the development of the national economy of the country, especial that of Hubei Province. 4.1.8 Analysi of Coordination for the Proposed Highway and the Planing of Cities and Towns When determining the route alignment, the designing unit actively solicited suggestions from local governments, tried to and avoid cities and towns along the route. It can reduce the impact on residents caused by vehicle exhausts and noise, improving the quality of the living environment of the residents. In addition it can reduce the work of removal of houses and the unfavorable impact on the social environment caused by the project. The recommended scheme (Zianning Scheme I) basically has no detrimental effect on city and town planning. In distance between highway and cites, the route alignment meet the requirement of MOC. 4.1.4 Analysis of Coordination of the Proposed Highway and the Existing Traffic System As far as the distribution of highways is concerned , the proposed highway is in parallel with National Highway NO.107 and the distance between them is 1.5-9km. National Highway NO. 107 can be used as a service carriage way and the Changjang liver is near, Which is the secondary development axes of China, thus the vast areas south and north of the Changjiang River can be connected as one through harbous, docks and boats. This is helpful for the improvement and development of the traffic system. When the construction of the southern section in Hubei Province of the Jingzhu National Trunk Highway is finished, it will remarkably alleviate the seriousness of congestion and improve traffic conditions in the affected area. Being a line project on the ground, the proposed highway will make it inconvenient for villagers in some villages to communicate, such as farming in the fields, visiting relatives and going shopping. To solve this problem, it is planned to build 190 passageways which can basically meet the requirements of the people along the route. It is recommended that the construction of passageways and the main part of the project should be completed at the same time, opinions from the people along the route should be solicited in time. Passageways should be constructed to accommodate agricultural machinery. Also since this area has a plentiful supply of rain, this should be considered thoroughly when designing the underpasses. 4.1.5 Analysis of Impact on Scenic Spots and Historical Relics Caused by the Proposed Highway The construction of highway has both positive and negative effects on scenic spots and 40 historical relices: On the one hand, the ease of transport cao speed up the development of tourist industry and on the other hard, the building of the highway will damage cultural relics and historical sites along the route. The area that the proposed highway runs through has a long history. In this area, the mountains and rivers are beautiful, and there are many scenic spots and historical relices, among them the most famous is the ancient Chibi battlefield, which is 38km northwest of Puqi City proper and at the side of Chandjiang River and about 30km from the proposed highway. The Chibi battlefield of the Three Kingdoms, in Jinkouchijishan in Jiangxia District is 10km away from the proposed highway. The ancient street in lindian Township, which is 28km to the southwest of Puqi City, is 4km away from the proposed highway. The completion and service of the proposed highway will promote the development of the local tourist industry and explore more tourist resources and attract more tourist from home and abroad. Through the investigation of culture department of Hubei Province, there are two cultural relics within the assessment scope along the route in recommended scheme (Xianning Scheme I ) of the proposed highway. Based on the investigation report of Hubei cultural department (shown in Appendix I), the two cultural relics will be protected from digging before the construction. Except this, no signs indicating important cultural relics had been found. So the construction of the proposed highway will not have a damaging affect on cultural relics and historical sites. During the period of the design and construction of the highway, if new cultural relics, especially those underground, were discovered, the construction unit should execute protective measures and make a timely report to cultural department. According to the Protection Law for Cultural Relics of the State, make solving program. 4.1.6 Analysis of Impact on Landscape Caused by the Proposed Highway The construction of the proposed highway will certainly damage some natural landscapes which have good covering of vegetation. Especially the Puqi section, as it is located in an area of hills and where the filling and cutting of earthworks for subgrade is greater. Practical measures should be taken to restore the damaged vegetation. As to the bareness of slopes because of earth cutting, trees and grass should be planted to restore the natural landscape. Afforestation is one of the indispensable measures for environmental protection for highway construction. In addition to the restoration of damaged vegetation and natural landscape, it is necessary to increase afforestation along the highway, which can improve the landscape and provide facilities for highway rest areas. This will make the highway blend into the natural environment and protect and beautify it. Therefore, the land used for highway and highway facilities should be afforested as far as possible, shrubs, such as coronilla may be planted on the bare slope of earth-cuttings, grass may be planted on the side slope of subgrade. In administrative and service and rest zones, trees and grass should be planted according to the terrain, distribution of buildings and the design of gardens to beautify the environment. Apart from the land used for the highway, greenbelts should be set up, to protect the environment and prevent pollution In planning the route alignment, apart from being in accordance with the Technical Standards for Highway Design, the Design Unit for the highway should try to make the route alignment as beautiful as possible from the point of view of aesthetics, to make the natural landscape and the man-made engineering works coordinate and be in perfect harmony. 41 4.1.7 Analyss of Removal and Reiettlement (1) Amount of eoval and Resettlement According to the recomended scheme (Kianning Scheme I ), the amount of buildings needed to be removed along the route, is 122286.12 e, and the population needed to be resettled is 3050 as shown _n Table 4-3. Table4-3 Statstics of Removed Buildings load Section Cement Brick Wooden Simply-built Resettlement building building building building population (9) (P) () (m) (i) Jiangsia 8712. 56 656. 62 610. 75 1451. 70 630 lianning 11873.81 1461.13 54.00 697.65 625 Puqi 38526. 50 45566.30 9255.70 3419. 40 1805 total 59112. 87 47684. 05 9920. 45 5568. 75 3050 Data source: feasibility study report of the project (June, 1998) Based on investigation, the removal and resettlement in recommended scheme ( Xianning Scheme I) of the Southern Section in Hubei Province of the Jingzhu National Trunk Highway involve 3 citiesldistrict, 16 towns, 66 villages and affect 1745 families, and 9 enterprises. Among them, the number of families which are affected only by land taking is 1522, making up 75.9% of the total affecting families, the number of families which are affected only by removal is 71, making up 3.5% of the total affecting families, the number of families which are affected by both land taking and removal are 414, making up 20. 6% of the total affecting families. The population affected by the project is 8402, among them, only affected by acquisition is 77. 5%, only affected by removal is 3. 6%, affected by both removal and requisition is 18.9%. As far as city concerned, in Puqi city, the families affected is most, accounting for 47.2% of the total. (2) Impact of Removal and Resettlement and its leasures Negative effects are mainly the following: 0D Most of the houses and buildings to be removed along the route are residential houses or buildings. The residents have been living there for a long time. In resettlement, they must leave their home and, even though they can be resettled at places not far away, their surroundings will be changed, for instance, neighbouring contacts, the supply of water and shopping facilities, etc. they can not become accustomed to these changes in their lives in a short time. 2 If those people whose houses or buildings have to be removes and who have to be resettled can't get the amount of compensation they had expected or were not satisfied with the new houses or buildings, social instability would increase. (3) Recommendations for Removal and Resettlement As to the various types of houses or buildings to be removed along the route as shown in 42 Table 4-3, they should be built in principle 200m any from the both sides of the highway in their own villages. In order to comply with the planing of land used for houses or buildings, the families ready to move with their house or apartmt to be dismantled should be resettled and their houses or apartments be relocated under the guidance of the local governent, which should be in keeping with the standards for planning of towns and villages and the families should be compensated. The problem of removal and resettleomnt caused by the project's development could be solved nicely by the common efforts of the Construction Unit and the local governments based on public participation and the investiption carried out. (4) Resettlement Action Plan The Resettleoent Action Plan has been compiled by the Land Acquisition and Building Removal Office of Jing-Zhu Expressway under the lB Project Office of IPCD. 4.1.8 Summary All in all, the construction of the highway project has good ocial environment benefits as well as economic benefits. As to negative effects on the social and economic environwents brought about by the highway construction, namely land acquisition; the interaction of the exusting highway; removal and resettlement; damage of vegetation and landscape; obstruction of residents' contacts etc. the Construction Unit should negotiate with the local governments in the preliminary work for highway construction and execute the Resettlement Action Plan strictly . In the process of the highway design, it is necessary to fully consider the negative effects, such as the disruption to the comumity, obstruction of transport, etc. and leave underpasses or overhead bridges and take measures to restore the damaged vegetation and landscape to reduce the local negative effects on the social environment as much as possible. 4.2 Prediction and Assessment of the Impact on Ecological Environment 4.2.1 Prediction and Asessment of Pb Impact on Soil Quality (1) The calculation of annual emission intensity'/of Pb The formula is: 365 ,7P F = 3637 F_Ni Pbi J where: Ji-the average amount of consuming gasoline for type i vehicles per km, heavy vehicle 0.41L/ke middle vehicle 0.27LIkm, small vehicle 0.115L/km; ]Pbi-the Pb content of gasoline used by type i vehicle, (the average value is 140mg/L); q -the emission ratio in exhaust pipe , generally 75%; Ni- the daily traffic volume of type i vehicle (not including diesel oil vehicles); F- the precipitation of Pb within the assessment extent on both sides of the proposed highway, generally is 60%P; 0--the mass of soil a kilometer long of cultivated layer on both sides of highway, is 8.96 x 43 10'k; i-symbolizing heavy, middle and *uall vehicle. (2) The prediction of lead content in soil For predicting of the soil quality, the follow forecasting formula for lead (Pb) is used: W. - B + KI21 *l- i-1 Where: 1.- Accumulated amount of lead in the A layer of the soil in the a year, (oflkg); K - Residual percentage of lead in the soil , (); B - Background value of lead in the A layer of the soil , (mg/kg); ,- Annual input amount of lead in the soil, (qg/kg.year); a - Years of forecasting, (year). The results are shown in table 4-4. From table 4-4, we can learn that the lead content in soil along the route can't exceed the standard of soil environmental quality after 10 or 20 years during service time. Namely, the accumulation of lead can't have a damaged effect on soil. Table 4-4 Prediction result of Lead amount in soil along the proposed ighvway Unit: mg/kg Prediction point Items Maowuling Xinwuxia Luoiiawan Zhaozhanrujia Tucheng Village Village Vill age Village Village Background value of lead in soil 27.50 29.10 28.43 29.42 25.01 Traffic volume 39029 38174 38174 38390 34522 in 2012 Yr. Traffic valume 62691 61087 61087 58804 55500 in 2022 Yr. Lead content in 33.95 35.58 34. 91 35.46 30.74 soil in 2012 Yr. Lead content in 46.67 48.02 47.35 47.97 41.99 soil in 2022 Yr. 4.2.2 Prediction and Assessment of Loss of Soil due to Water (1) Prediction Model of Loss of Soil due to Water The proposed highway lies to the south of Changjiang River, according to the Environment Assessment Regulations for Highway, the loss of soil due to water during construction use the Universal Formula provided by document 21, the model is as follows. A = R .K -L.C .P Where: A - Erosion strength , (t/ha.year); R - Erosion factor of average precipitation; 44 1 - Soil erodible factor; L- Topography factor, (slope le4gth and slope degree); C - Vegetation cover factor; P - Soil conervation factor. (2) Determination of Factors in Model and Prediction Results The value of the factors are calculated according to formula provided by document 12] and [7]. The value of the factors and the prediction results are shon in Table 4-5. Table 4-S Prediction result of soil erosion rosion Erosion Increasing Values of factors intensity during intensity before multiple Sections - _ coistruction construction R K La C P (t/ha yr) (t/ha yr) Jiangxia District 120. 83 0. 35 1. 80 1. 0 0. 9 68. 51 10. 00 6. 85 lianning City 152. 27 0. 38 2. 20 1.0 0.9 114.57 23.54 4. 87 Puqi City 149.21 0.38 2.70 1. 0 0.9 137.78 43.00 3.20 (3) Assessment of Impact on Loss of Soil due to Water The results of table 4-5 show that, the loss of soil due to water caused by construction will be 3. 20-6. 85 times of that before construction, the potential erosion intensity in Jiangxia section will arrive the level of strong erosion (50-80t/ha.a), the other sections will arrive the level of serious erosion (80-150tfha.a). Without taking protection measures, the loss of soil due to water all line in recommend scheme (Xianning SchemejI) will arrive 5.92x0l' tol. The construction of the proposed highway will last 3.5 years and go through several rain seasons. In constructing roadbed, 12781.246xlOe earth and rock work will be used,' . damaging the vegetation on surface, changing the original land slope, interfering with the original stable land surface, so the loss of soil due to water is unavoidable. Further more, in initial service time, the vegetation can't restore to.its original state at once. Therefore, the prevention and cure for the loss of soil due to water during construction can not be neglected. The construction units should emphasize the vegetation restore work, such as found protection dam, drainage ditches, retaining walls to stop earth etc. at the same time building road in accordance with the requirement of {later and Soil Conversation Act in PIC )> to control the loss of soil caused by construction as early as possible. The special facilities of protection measures are shown in chapter V. After 3 to 5 years of operation, the loss of soil due to water which is serious in construction should recover to the level of pre- construction, thanks to the drainage facilities' improvement and vegetation's restore, also the improvement of road state and afforestation of road-sides, the loss of soil due to water along the route will be alleviated. 4.2.8 Analysis of impact on Agricultural Production caused by Land Acquisition The effect on agricultural production caused by construction is occupation the cultivated land permanently, the occupied cultivated land will lose the output ability and bring some effect to agriculture production. In the recommended scheme, the total land occupied 45 pemmmently is 10486.9 amu Asmog thoo, the cultivated land is 7688. 8 u, account for 73. 3% the non-cultivated land is 2800. Ou, accounting for 26.7% Por families, the occupied land mostly (92 8%) is cultivated land, of vhich 98X is paddy field and 26.7% is dry farm, (see in table 4 --.4 The ratio of the total occupied cultivated land permanently and the present cultivated land on all villages along the road is 4. 8% on average. It hows that the ratio of the occupied cultivated land %y the proposed highway is low. In addition, in the villages where the road pass through, the cultivated land per capital is 2. 30 mu/person , so the agricultural planting structure is not affected distinctly in this area. In order to reduce the effect on agricultural production as such as possible; in highway design, should execute the papers of [19971, No 11 ( The information of Enforcing the Ltnd Management and Protecting Cultivated Land Practically)>. In highway design stage, optimize the road alignment and occupy the land as few as possible. For the cultivated land occupied temporarily in the construction time, the surface layer soil should be piled up on side and recover it to the land for cultivation after completion. Table 4-6 Amount of Land Requisition by the Project Unit: Mu | Tpe of land Paddy Dry farm Vegetable Pond Fishpond Lotus pond Nursery Total iI f ieldtd field garden Amount 3988. 0 2803.5 246.2 155.3 461.6 24.1 1.2 7688.8 4.2.4 Analysis of the Impact on Irrigation Ditch of Farmland In Jiangxia and Xianning area where the proposed highway pass through, the terrain along the route is low and the majority of farmland is paddy field and irrigated land. The irrigation system for farmland is perfect. The route cross some drainage ditches and irrigating channels. In order to guarantee the farmland irrigation system to work normally, many bridges will be constructed according to design plan. According to the report of project feasibility study, 28 small bridges and 251 culverts are planed, which can basically satisfy the farmland irrigation and drainage. In addition the proposed highway lie to the south of the Changjiang Biver, so, there are plenty of lakes and streams, the independent irrigation water source is abundant. Therefore the highway construction have a slight influence on the irrigation systea 4.2.5 Environmental Impact Analysis on Borrow Sites The subgrade height of the proposed highway in the area of plains and hills is controlled by the net height of passageway. The average height of the whole subgrade is 3. 8m, the total earth and stone volume amounts to 12781.246 thousand i8. There are three ways to get earth for the subgrade: (1) Use the earth of excavation section for the fill section as much as possible along the route . (2) Combine the work of excavation and the future production sites of provision. For instance, the borrow pits in the area of plains and lakes can be used to build fish farms or shrimp farms. And combine the work of excavation of earth on mountain slopes in hilly areas with the work of building up fields and leveling land. (3) For the sections where earth is difficult to get, it is necessary to choose proper borrow areas to buy it. 46 As a result of investiption, for the section from the starting point in Jiangxia District to liming section, earth can be got from upland and the area on both sides of the - subgrade; after Quankou, the route enter into hilly area basically, the earth for oubgrade mainly come from the transportation of excavating sections. Excavating for earth for the highway construction will have the following negative impacts on the surrounding ecological environment: (1) The great quantity of earth and stone needed for the construction and the construction of three years will damage the vegetation and landscape and the vegetation will not recover to its original state in a short time. Thus, sufficient attention should be paid to the unavoidable soil erosion during the construction of the highway. (2) Some stone and earth will need to be transported from material sites at some distance during highway construction and the vehicles transporting them will damage the surrounding vegetation. Because of the poor conditions of makeshift roads, the raised dust will have an adverse impact on the neighbouring environment and crops. (3) Excavating for earth damage the natural land surface and make it not coordinating with surroundings. As we can see from above, great attention will have to be paid to, and practical measures should be taken for environmental protection. 4.8 Prediction and Analysis of Impact on the Water Environment The pollution of the water environment during the service period of the proposed highway mainly comes from rainwater runoff from the road surface, domestic waste water from the service zone, rest zone, toll station and nanagement zone. The pollution of the water environment during construction period mainly comes from the domestic waste arising from the constructors, oil -containing wastewater from machinery operation and construction material such as oil, cement etc. during flood. 4.3;1 Prediction and Analysis of Pollution from Road Surface Runoff (1) Analysis of Pollution Source of Road Surface Runoff Q) Concentration of Pollutants of the Road Surface Rainwater The factors that effect the pollution intensity of road surface runoff include rainfall, rainfall time, the amount of pollutants on road surface related to traffic volume, the level of atmospheric pollution, the rainfall frequency, the width of road surface, the length of the section, etc. Based on the results of the investigation and reference books 1lO0, the concentration of pollutants of the road surface is determined and shown in Table 4-7. Table 4-7 Pollutant Concentration in Initial Runoff on Road Surface Index PR CODCr Oils Pb (mg/l) (mg/,) (mg/l) Average Value in Ini- 7.4 107 7.0 0.19 tial 120min. 's Runoff G) Rainwater Runoff Volume from the Road Surface The data in Table 4-7 are determined in the light of the average annual precipitation According to the data provided by the Meteorological Bureau of Xianning Prefecture, Hubei Province, the average annual precipitation of the project area is 1100-1450mm. According to the route alignment, the characteristics of topography and the relative location of rivers and lakes, the rainwater runoff volume of the road surface are determined and shown in Table 4-8. 47 Table 4-8 Road surface runoff flow Caimuo Ganhe Dingshi Lushui Panhe liver liver River River - River length of rain cat- 600 700 1200 800 500 chment road (a) Width of rain catch- 28 28 28 28 28 sent road (a) Area of rain catch- 16800 19600 33600 22400 14000 ment road (.2), Rainfall 8. 3 9. 7 9.7 9. 7 9. 7 (mm/d) Surface runoff coef- 0. 9 0. 9 0. 9 0. 9 0. 9 ficient Surface runoff flow 5.2 7.1 12.2 8.2 5. 1 (m/h) (2) Pollution prediction of road surface runoff Because most of the initial rainwater runoff from the bridge surface flows down into the water body directly and some of it flows downwards both ends of the bridge and then discharges into water body. The pollutants in rainwater on road surface have small biological degradability Therefore, the Completely Mixed Model is used to predict the effect on surface water quality caused by the rainwater runoff from the bridge surface. The model is as follows: C3Q3+C.Q C=- QB + Q Where: C- Concentration of the pollutants at the predicting section where the waste water has become mixed with the river water , (mg/L); Ca-Background concentration of the pollutant in the river, (mgfL); Qa-River flow , (mels); C.--Concentration of rain water, on road surface runoff (mg/L); Q-Discharge of waste water, (m3fs). The calculation results are shown in Table 4-9: 48 TableS4 Prediction Reslt of Rivers Impacted by Initial Runoff Unit: mg/l FPactors CODMa Pb Oil Rivers (mg/L) (mg(L) (mg/L) Chai_ uo Background Value 3. 56 0. 005 0. 025 ChaiXmuo liver Prediction Value 3. 61 0.0052 0.033 Increased Amount 0. 05 0. 0002 0. 008 Background Value 4. 74 0. 005 0. 025 Ganhe Prediction Value 4. 76 0. 0051 0. 028 liver Increased Amount 0. 02 0. 0001 0. 003 Background Value 2. 25 0. 005 0. 025 Tingsi Prediction/*alue 2. 40 0. 0056 0. 048 River Increased Amount 0. 15 0. 0006 0. 023 Background Value 2. 50 0. 005 0. 025 Lushui Prediction Value 2.57 0. 0053 0.036 River Increased Amount 0. 07 0. 0003 0. 011 Background Value 4. 47 0. 005 0. 025 Panhe Prediction Value 4.62 0. 0057 0.05 River Increased Amount 0. 15 0. 0007 0. 025 Note: The flow of Chaimuo River in dry season is 1. 2m/s. The flow of Jinshui River in dry season is 5.1m3/s. The flow of Tingsi River in dry season is 1. mls. The flow of Lushui River in dry season is 1.4m3Is. The flow of Panhe River in dry season is 0.4mP/s. CODD.: COD,=1: 0. 6. From the results of prediction, it is clear that the initial rainwater runoff from the bridge surface during the service time of the highway will have little impact on the water quality of the rivers and will not change the original Class of water quality ( Class II and Class m respectively). The impacts on the quality of rivers' water are only for a short period and then intermittently. It often occurs in the early hours of a rainfall and will reduce with the prolongation of rainfall time or reduce gradually with the self-purification of the river water. 4.1.2 Impact Analysis of Wastewater in the Service Zones, Rest Zones. Toil Stations and Management Zones Based on the Feasibility Study Report two service zones are planned along the whole route. They are located on aggong section and Puqi section respectively. The wastewater discharge rate from these two zones are estimated as follows. (1) In the service zone there is a service building including a market, a hotel and a dining hall with 35 administrators, 25 staff of a parking lot, a repair workshop and a filling station 49 a nd 280 pasing travelers. ( In fact, out of the people comiog and going usually stay for a short time, ha"e meals or refuel their vehicles). Suppoe the amount of waste water per person per day is 200 1, then the total daily waste water volume will be 58W, including the waste water from the dining hall, offices And toilets, then the concentration of domestic aste water is calculated in the light of OOD concentration being 500ng/l, E09 concentration being 200.g/l and oil concentration being 100mg/l, the discharge rate of pollutants in the waste water will be: COD-29kg/d, EOD5-12. 8g/d and oils-5. 8kg/i (2) The waste water from washing vehicles in parking lots is estimated based on the traffic volume in 2020. In 2020, the traffic volume of the Zhanggong section will be 57428 veh. /d and the traffic volume of the Puqi section will be 58804 veh. /d. then the ratio of vehicles being washed is 2% of the daytime traffic volume; the average draining water from washing vehicles will be 40011veh(2t, and the recycling ratio of water used for washing vehicles is 70%. the drainage volume for the car wash per day in Zhanggong service zone will be 1lilmd and in Puqi service zone will be 113m/d. The rate of wastewater discharge in the car wash is: in Zhanggong service zone, COD,, 22. 1kg/d, 10D) 5. lkg/d, oil 3. 3kg/d, in Puqi service zone, COD, 22. 5g/d, BDkD 5. 2kg/d and oil 3.4kg/d (3) In normal conditions, if the filling station and the repair workshop are washed once each day, OD1 will be 9kg/d, 101) will be 2kg/d and oil will be 3 kg/d in the drainage water. All in All, the amounts of water pollutants arising from the service zone is In the Zhanggong service zone, ODD 60. 1kg/d, B01 19. 9kg/d and oil 12. lkg/d, In the Puqi service zone, COD is 70. 5kg/d, BOD. is 20. Okg/d, and oil is 12.2kg/d. Therefore, the drainage from the service zone must be treated before being discharged. It is suggested that a comprehensive sewage treatment station be set up to treat the domestic sewage and oil-containing wastewater in the two service zones. For the 2 rest zones that will be built along the highway, because their function is similar to the service zones, similar sewage treatment station should be set up too. For the 6 toll stations and 2 management zones, domestic wastewater from the staff of toll stations or management zones should be treated by septic tank and oil wastewater should be treated by oil separating tank before discharge. 4.3 analysis of Water Pollution during Construction Period The following factors are the sources that may pollute the water body during the construction period: (1) In the process of building large bridges, the digging out of mud from the river or lake and washing of building materials, such as sand and stones, will muddy the water and thus affect the water quality of the rivers or lakes. (2) In the process of building large bridges, ships and a large amount of construction machinery will be used. If the oil-containing drainage from these ships and machinery flow into the water body it may cause the oil concentration of the water body to exceed the standard. (3) During the period of construction, if domestic sewage and garbage from builders are not controlled, then they will be discharged or thrown into the river or the lake and thus pollute the water body. (4) The leakage of oils from construction machinery or ships and the dumping of waste oils into the water body may pollute the water. This should be strictly prevented. 50 t6) If the building materials, such as asphalt, oils and other chemical substances are not carefully stored, they might be washed away into the water body in a storm All the above factors my affect the quality of the water body during the construction period. As it is difficult to make a quantitative prediction of the human factors, it is necessary to strengthen administration. take measures to prevent, cure and reduce the impact of accidents on the pollution of the vater body. 4.584 Risk Analysis of the Transportation of Dangerous Goods The proposed highway is a component part of the four national trunk lines of China. When it is open to traffic, the transportation of poisonous and harmful chemicals will be unavoidable (as shown in Table 3-8). The proposed highway will go along and cross some rivers and lakes. In order to ensure the protection of the water body during the transportation of dangerous goods, an analysis was made of the risks. For the numbers of traffic accidents in the transportation of dangerous chemicals, use the following formula: n P = 1I Q = 4xQ2 xQ. xQ xQ5 xQa i4 Where: P-nusbers of accident involving chemical dangerous cargoes occurred on road sections near water body in the predicting year; Q4-The frequency of serious traffic accident occurred presently on the district that the proposed highway passes through, (time/nillion veh.km); Q2-Traffic volume in the predicting year, (million veh./year); Qs-Decrease in traffic accident rate caused by the use of expressway, (%); Q.-Truck percentage, (%); Qs-Chemical dangerous material percentage, (%); Qe-The length of road section near and over water body, (km). The value of each factor was determined as follows: Q,.--Reference to the traffic accident rate in 1994 in Xianning Prefecture, QL-0. 25; Q2---According to the traffic volume prediction , in 2002, Q(=2. 98, in 2012, Q2'7.0B , in 2022, Q,.11. 00. Qs- Reference to the Traffic Safty Report of America (1974), Qs=25%; Q. - According to the feasibility study report on the proposed highway, Q4=76%; Qc-According to the feasibility study report, Q5=7.6%; Qe-Determined based on the road section length that pass over rivers or lakes or fishing ponds, Q.= 4.6km. The prediction results are shown in table 4-10. 51 Table 4-10 Risk Analysis of Dangeos Goods Transportation Tear Number of Traffic Accidents on the load Number of Traffic Accidents on the near Water bodies (time/year) Whole road (timelyear) 2002 0. 049 1. 181 2012 0.117 2. 802 2022 0.183 4.357 As shown in Table 4-10, the possibility of major traffic accidents that may pollute the water body during the transportation of dangerous chmeicals in the service period of the highway is sall. In 2002 it is 0. 060 times per year, while in 2012 it is 0. 117 times per year and it is 0.183 times per year in 2022. But even though the possibility is small, accidents may happen. Therefore, during the transportation of dangerous goods in the service period of the proposd highway, it is necessary to execute certain administrative measures to prevent thea For specific easures and recomendations, see chapter V and VI. 4.8.6 Analyis of the Impact of floods an the Proposed Hghway during Service Time The road surface elevation of the highway section in Futou lake area is great than 30. 5., but lower than the highest water level(31. 16.) of flood diversion in 1954. Therefore, if a catastrophic flood like that in 1954 occurred, it would be difficult to ensure the normal operation of the Jighzhu Highway. The explanation for this which had been made in the Feasibility Study Report for this project was as follows: It would be uneconomic and impractical to build the depth of fill about 6-7m and the highest depth of fill 9-10m so that transportation could not be interrupted when a catastrophic flood like that in 1954 occurred. 4.4 Acoustic Environment 4.4.1 Predicting of Traffic Noise in the Service Time (1) Prediction Model (0) Daytime (6:00-22:00) Because of the heavy traffic during daytime, a discontinuous linear model is used. 3 Leq - lOlg -10 o 1qi 1=1 N1 ro Leq,j L^, + 10 Ig- + 10 lg(- )1 + AS -13 TV, r Where: Leq- total equivalent sound level A at the predicting spot; Leq,- Hourly equivalent sound level (dB) of type i vehicle flow at predicting point i- Vehicle type, usually it can be classified into heavy, middle and light vehicles; 52 Ai- Average radiate sound level A (dB) tested at reference point when type i vehicle running at a speed of V,; T - Testing time, T-1 hour; N,- Traffic volume of the ith vehicle, (No. /hour); V,- Speed of the ith vehicle, (km/hour); r.,- Distance betweein the reference spot and the lane, r-7. 5m; r - Distance between the predicting spot and the lane, (m); a- The attenuation factors of sound waves related to the absorptive characteristics of ground covering; as The attenuation amount of sound level caused by objects like embankment, excavation etc. and the revised value concerned with the characteristics of the highway, (dB). 0 Nighttime (22:00-06: 00) Because the traffic volume per hour at night(20: 20 - 6:00) is small, the model for nighttime is used as follows: N, ro ro Leqi - LAi + 101g- + 151g- +lOlg(-) - +AS -13 TV, r r The meaning of the symbols in this formula is the same as above. (2) Determination of Parameters in the Model 5D Traffic Volume, Speed of Vehicles, Radiant Noise Level and Its Correction For the traffic volume of heavy vehicles, middle vehicles and light vehicles on the proposed highway, see Table 2-3. For classification method of vehicle types see reference book 121. The limit speed designed for the expressway is 120km/h. The limit speed designed for the link road is 80km/h. According to the reference book I21, determine the practical speed ( Vi) of vehicles in accordance with the following formulas. light type: V. = 237 N. - " middle type: V. = 212 N.-° 174 heary type: VD = 0.8 V. Where: N. is the traffic volume of light vehicles, time/h; N. is the traffic volume of middle vehicles, time/h. According to the practical traffic speed (Vi)and the road surface materials ( asphalt concrete pavement ) recommended by the project feasibility study report as well as Regulations of Environmental Impact Assessment For Highway Project. Calculate the radiant noise level (LAi) of different vehicles on asphalt concrete pavement in accordance with following formulas: heavy vehicles: LA = 77. 2 + 0. 18 Vh middle vehicles: LA = 62. 6 + 0. 32 V. light vehicles: LA = 59.3 + 0.23 V. 53 Where Vh. v.. v. is the speed of eah vehicle respectively. The road vertical slope correction is calculated in accordance with the practical vertical slope of road section relative the sensitive spots, the anxmum correction is + 2dB( A) for heavy and middle vehicle. The correction of road surface is calculated according to table 4-11. Table 4-1 Correction of road surface Type of pavement Correction of road surface dB(A) Asphalt concrete 0 Cement concrete 1.2 * * For the ratio of light vehicle more than 60%. adopt the higher value, otherwise, the lower value. CD Ground Attenuation Factor The areas on both sides of the proposed highway are farmlands on the whole. The sound propagation attenuation factor(z) of ground covering is 0.5. G AS For the attenuation amount of sound level (AS) caused by objects like different heights of embankments, or high-level bridges and the different depths of excavation, use the following formula: N= 6 x f 1 170 Where: -Difference of sound propagation length, (m); f -Noise frequency, as for highway traffic , f--55OHz; N-Fresnel Number. The attenuation amount of sound level (AS) can be figured out from the Fresnel Curve by referring to the Fresnel number calculated. (3) Prediction Results of Traffic Noise of Different Road Sections According to the traffic volume at different periods of service and the average height of embankments, the traffic noise levels of different road sections are shown in Table 4-12. 4.4.2 Environmental Impact Assessnent of Traffic Noise (1) Critical line of traffic noise According to the prediction results of tiaffic noise of different road sections , we can figure out the distance from the road center-line to the point where the traffic noise level equals to the limiting value of the 4 class standard of GB3096-93 ( daytime 70 dB(A), at night 55 dB(A)). The distance are shown is table 4-13. 54 Table 4-1 Predilction Results of Traffic Noie of Different Road Setions IAeq:dB(A) - - I Distance from the road center-line (a) ection Pile Year Time - 20 40 60 80 100 150 200 Zheng- 1190t000 202 D Wy 76.0 71.6 68.8 66.0 65.5 62.9 61.0 tian Night 66.3 60.3 56.8 54.3 52.3 48.8 46.3 2012 Day 77.1 72.6 70.0 68.-1 66.6 69.0 62.1 Night 68.3 62.3 5& 8 56.3 54.3 50.8 48.1 Yb'an- 2022 Day 78 4 73.4 71.2 69.4 67.9 65.3 63.4 Shan 1207+447 Night 69.6 63.9 60.3 57.9 55.9 52.4 49.9 Ma'an- 12074447 2002 Day 76.0 71.4 68.8 66.9 65.5 62.8 61.0 shan Night 66.2 60.2 56.7 54.2 52.2 48.7 46.2 202 Day 77.1 72.6 69.9 68.1 66.6 64.0 62.1 Night 68.2 62.2 5& 7 56.2 54 2 50.7 48.2 Zhamg- 2022 Day 78.3 73.8 71.2 69.3 67.8 65.2 63.3 gong 1228+880 Night 69.8 63.8 60.3 57.8 55.8 52.3 49.8 Mhang- K228+880 2002 Day 75.9 71.4 68.8 66.9 65.4 62.8 60.9 gODg Night 66.2 60.2 56.7 54.2 52.2 48.7 46.2 2012 Day 77.0 72.5 69.8 68. 0 66.5 63.9 62.0 Night 68.1 62.1 58.6 56.1 54.1 50.6 48.1 Ga2- 2022 Day 78.2 73.7 71.1 69.2 67.7 65.1 63.2 tang K241+700 Night 69.6 63.6 60.1 57.6 55.6 52.1 49.6 Gan K241+700 2002 Day 75.9 71.3 68.7 66.8 65.4 62.7 60.9 tang Night 66.1 60.1 56.6 54.1 52.1 48 6 46.1 2012 Day 77.0 72.5 69.9 68 0 66.6 63.9 62.0 Night 68.2 62.2 58.6 56.1 54.2 50.7 48.2 2022 Day 78.2 73.7 71.0 69.2 67.7 65.1 63.2 Quankou 1250+350 Night 69.6 63.6 60.1 57.6 55.6 52.1 49.6 Quankou _250+350 2002 Day 75.9 71.4 68.7 66.9 65.4 62.8 60.9 Night 66.1 60.1 56.6 54.1 52.1 48.6 46.1 2012 Day 77.4 72.8 70.2 68.3 66.9 64.2 62.4 Night 68.4 62.4 58.4 56.4 54.5 50.9 48.4 2022 Day 78.2 73.7 71.1 69.2 67.8 65.1 63.2 Puqi K282+217 Night 69.7 63.7 60.1 57. 5 55. 7 52. 2 49.7 Puqi K282+217 2002 Day 75.7 71.2 68.5 66.7 65.2 62.6 60.4 Night 65.8 59.8 56.3 53.8 51.8 48.3 45.8 2012 Day 77.2 72.7 70.0 68.1 66.7 64.1 62.2 Night 68.1 62.1 58.6 56.1 54.2 50.6 48.1 Xi n- 2022 Day 78.1 73.6 71.0 69.1 67.6 65.0 63.1 dian 1300+580 Night 69.5 63.5 59.9 57.4 55 5 52.0 49.5 Xin- [300+580 2002 Day 75.7 71.2 68.6 66.7 65.2 62.6 60.7 dian Night 65.8 59.8 56.3 53.8 51.8 48.3 45.8 2012 Day 77.2 72.7 70.0 68.2 66.7 64.1 62.2 Night 68.2 62.2 5& 7 56.2 54 2 50 7 48 2 lu- 2022 Day 78.2 73.6 71.0 69.1 67.7 65.0 63.2 Cheng [301+689 Night 69.5 63.5 60. 0 57.5 55.5 52.0 49.5 55 Coamtlnuato of TMle 4-12 Pedictn Remults of Traffic Noie of Different Road Sction Iaq:dB(A) lad Distne from the rood enter-line (s) sction Length Year Time- 20 40 60 8D 100 150 200 Na'aa 2002 Day 66.3 61.8 59.1 57.3 55.8 53.2 51.3 shan Night 563 50.2 46.7 44 2 42.3 38.8 36.3 link 1.7 in road 2012 Day 67. 0 62.4 59.8 57.9 56.5 53.8 52. 0 Night 57.5 51.5 48. 0 45.5 43.5 40.0 37.5 2022 Day 67.8 63.3 60.6 8. 8 57.3 54.7 52.8 Night 58. 8 52. 8 49.3 46.8 44.8 41.3 38. 8 Zhang- 2002 Day 67.6 63.1 60.5 58. 6 57.1 54.5 52.6 gong 9.95 kmNight 57.9 51.9 48.4 45.9 44.0 40.4 37.9 road 2012 Day 68.4 63.8 61.2 59.3 57.9 55.2 53.4 Night 59.9 53.9 50.4 47.9 46.0 42.4 39.9 2022 Day 71.0 66.5 63.9 62.0 60.5 57.9 56.0 Night 62.6 56.6 53.1 50.6 48.6 45.1 42.6 2002 Day 69.9 65.4 62.7 60.9 59.4 56.8 54.9 Gan- 7.1 km Night 61.2 55.2 51.7 49.2 47.3 43.7 41. 2 tang link 2012 Day 71.4 66.9 64.2 62.3 60.9 58.3 56.4 road Night 63.4 57.4 53.9 51.4 49.4 45.9 43.4 2022 Day 73.3 68. 8 66.1 64.2 62.8 60.1 58.3 Night 65.7 59.7 56.1 53.6 51.7 48.2 45.7 2002 Day 65.6 61.1 58.4 56.6 55.1 52.5 50.6 quan- 9.4 km Night 55.4 49.4 45.9 43.4 41.4 37.9 35.4 kou link 2012 Day 66.7 62.2 59.5 57.6 56.2 53.5 51. 7 road Night 57.8 51. 8 48.3 45.8 43.8 40. 3 37.8 2022 Day 69.1 64.6 62.0 60.1 58.6 56.0 54.1 Night 60.4 54.4 50.9 48.4 46.4 42.9 40.4 Table 4-13 The Predicted Distance from the Road Center to the Point Where the Traffic Noise Level Equals to the Standard Distance in 2002 (m) Distance in 2012 (m) Distance in 2022 (c) Road section Day Night Day Night Day Night 70dB (A) 55dB (A) 70dB (A) 55dB (A) 70dB (A) 55dB (A) Zhengdian-la'anshan 50 74 60 92 74 111 Ma'anshan.Zhanggong 50 73 60 91 72 109 Zhanggong-Gantang 50 73 59 90 70 107 Gantang-Quankou 49 72 59 91 71 108 Quankou-Puqi 49 72 62 95 71 108 Puqi-Xindian 47 70 60 91 70 106 Xindian-Tucheng 48 70 60 91 70 106 Na'anshan link road < 20 25 < 20 27 < 20 30 Zhanggong link road < 20 30 < 20 35 23 48 Gantang link road < 20 46 28 53 34 67 Quankou link road < 20 21 < 20 28 < 20 38 56 Table 4-14 Prediction Reult of Ambient Ncd Level in Sensitive Spots Leq dB(A) Name of Distauce | ight of Noise | xceeded | No Pile No. Sensitive to Center Su graae Tear level Standard Spots -line (') (a) Day Nigh Day Nigh 1 [191+300 Maowuling 100 +2.0 2002 66 52 - - Village 2012 67 55 - - 2022 68 56 - 1 2 [193+800 1ujiaxiawu 50 +4.0 2002 70 58 - 3 Village 2012 72 61 2 6 2022 73 62 3 7 3 [198+200 Peng jiawan 60 +1.0 2002 69 67 - 2 Village 2012 71 59 1 4 2022 72 61 2 6 4 [216+550 linwuxia 60 -3.0 2002 62 49 - - Village 2012 64 52 - - 2022 65 53 _ _ 5 K217+100 Laowuxia 100 +5.0 2002 65 52 _ Village 2012 67 55 _ _ _ 2022 68 56 - 1 6 [231+000 Luo iawan 50 0 2002 70 58 - 3 Vililage 2012 72 61 2 6 2022 73 62 3 7 7 [232+300 Datianpu 30 +7.0 2002 69 56 - 1 Village (60) 2012 70 59 - 4 2022 71 60 1 5 8 K254+400 Fengjia 100 +1.0 2002 65 52 - - Village 2012 67 55 - - 2022 68 56 _ 1 9 [262+200 Nanzhuang- 90 +2.0 2002 66 52 - _ tianjia 2012 68 55 Village 2022 69 56 _ 1 10 [271+200 Zhouzhuang- 60 -3.0 2002 61 48 - _ xujia 2012 62 51 _ _ Village 2022 63 52 - _ 11 [271+800 Xuzhuang- 30 -2.0 2002 73 63 3 8 vuJia 2012 75 65 5 10 _ _ Village 2022 76 66 6 11 12 [280+800 Dingjiashan 30 +4.0 2002 73 63 3 8 Vil lage 2012 75 65 5 10 2022 76 66 6 11 13 K287+100 Yucangling 70 0 2002 68 55 - - Village 2012 69 58 - 3 2022 70 59 - 4 14 [295+900 Yiyangqiao 80 +2.0 2002 66 54 - - No.2 2012 68 56 - 1 Village 2022 69 58 - 3 15 [300+100 Tucheng 30 +3.0 2002 73 62 3 7 Village 2012 75 64 5 9 _ 1 1 2022 76 66 6 11 Notes: (1)For villages, execute the GB3096-93 standard for Class 4 (daytime 70dB, night- time 55dB). For schools, execute the GB3096-93 Standard for Class 1 (daytime 55 dB, night-time 45dB). (2)Except Datianpu village, the data in the above table is ambient noise levels predicted for the front line of residential quarters. The data for Datianpu Village is of the places at which the noise level is highest in the area. The datum in parentheses shows the distance from the highest noise level point to the road center-line. 57 ContilnuLtion of Table 4-14 Predictiom lesult of Ambient Noise Ievel In SEn"i"ive Spots Leq dB(A) Name of Distance Height af Noise Exceeded No Pile No. Sensitive to Center Subgrade Tear level Standard Spots -line (i) (i) Day Night Day Night 16 1191+200 Laosi 120 -2.0 2002 57 2 Primary 2012 59 4 School 2022 60 5 17 1193+600 Dongahan 150 -2.0 2002 55 - Primary 2012 57 2 School 2022 58 3 18 1219+700 Guanghui 120 +5.0 2002 64 9 Primary 2012 66 11 School 2022 67 12 19 1223+000 Dazui 50 -1.0 2002 63 8 Middle 2012 65 10 School 2022 66 11 20 K240+550 Zhunao 80 +1.0 2002 66 11 Primary 2012 68 13 School 2022 69 14 21 1268+600 Tandun 160 -2.0 2002 54 - Primary 2012 56 1 School 2022 58 3 22 1290+950 Qingshiqiao 160 -3.0 2002 54 - Primary 2012 56 1 School 2022 57 2 23 E295+400 Yiyangqiao 150 -4.0 2002 53 - Middle 2012 54 - School 2022 55 - 24 Ma'anshan Pu'an 30 +1.0 2002 64 53 - _ link road Village 2012 65 54 - _ kO+200 2022 66 56 - 1 25 Zhanggong Dawuli 50 -1.0 2002 62 50 - _ link road Village . 2012 63 52 - _ k2+500 J 2022 65 55 - _ 26 Gantang T Dawupanjia 50 +2.0 2002 63 53 - _ link road Village 2012 65 55 - _ i10+000 J _ 2022 68 57 - 2 27 Quankou Quankou 120 0 2002 54 40 - - link road township 2012 55 42 - - k4+700 I 2022 57 45 - - Notes: For villages, execute the GB3096-93 standard for Class 4(daytime 70dB, 55dB) . For schools, execute the GB3096-93 Standard for Class 1 (daytime 55 dB, night 45dB). (2) The impact of traffic noise on sensitive spots From table 4-13,.we know that in 2012 year the traffic noise level at the areas more than 95 c away from the road center-line can satisfy the category 4 of the assessment standard, and in 2022 year the traffic noise level of the areas more than 111 away from the road center-line can satisfy the category 4 of the assessment standard. From the design unit of the project, we know that the buildings located within 30m away from the road centerline will be removed and relocated at the process of land acquisition. So, the objects that will suffer from the traffic noise pollution are manily the residents living in the front line of the residence quarter 58 located at the area from 34 to 1113 away from the road center-lirne The ambient noise level at the front line of the residence quarter was obtained by adding the traffic noise to the background noise of the area, then calculating, the noise attenuation caused by objects like excavations, embankments, etc. were considered. The ambient noise level in 2002, 2012 and 2022 year for the sensitive spots (villages) within 111 meter away from the road center-line and all the schools are shown in table 4-1I We can ee from Table 4-14 that, compred to the eorresponding limiting value in GB 3096-93 standard, the ambient noise at some sensitive spots along the highway will exceed the standard. There are some sensitive spots whose noise level during the long service period will exceed the standard by more than 14dB(A). Therefore, reasonable measures should be taken to reduce the noise for the protection of the acoustic enviroment at sensitive spots. The mitigation measures of environmental protection for the 27 sensitive locations are listed in Table 5-1. For the mitigative measures of environmental protection for other sensitive locations, please refer to Annex II. 4.4.3 Analysi of Impact on Acoustic Environment during Clonstruction (1) Environmental Impact Analysis on Transportation Highways Used for Construction The engineering of the highway will need 65791 tons of steel,1216& lumber, 431207 tons of cement, 70662 tons of asphalt and 11378402e earth and 1402844 e stone for the subgrade. If 10 local transportation highways are going to be used, there will be about 230 additional vehicles running on each of them every day during the 3. 5 years of the construction period On the light of the data of feasibility study report of the project, the existing traffic volume of the major highways in this area(National Highway No.107) is 5130 veh. /day, so, the traffic volume during the construction period will amount to 5360 veh. /day. The traffic noise in day time along major transportation highways during the construction period is shown in Table 4-15. Trable4-15 Prediction Result of Traffic Noise of the Transportation Road during Construction (Leq:dB(A)) YearFTime Distance from Prediction Point to Roadside (X) Y ear TimDe 0 20 40 60 80 100 1120 160 200 1999.9-2003.2 Day 75. 5 65.5 61. 7 59. 3 57.6 56. 2 55.1 53.3 51. 9 Note: As the construction is not done at night, there is no prediction of traffic noise at night in the above table. The table 4-15 shows that the distance to roadside at which the traffic noise of the WV- transportation road'can meet standard during construction is 12. That is to say that the (lNtc traffic noise have a slight influence on acoustic environment quality on both sides of transportation roads. (2) Environmental Impact Analysis of Construction Sites The noise of construction sites along the proposed highway mainly comes from construction vehicles and equipment. For noise levels and their attenuation, see Table 4-16. 59 Table 4-16 Noie Level of Major Comutruclog machanla Equipmet Unit:dB(A) Noise Level Distance from the equipment (a) Equipments 5 10 20 40 60 80 100 150 Loader 90 84 78 72 68.5 66 64 61.6 load Grader 90 84 78 72 68.5 66 64 61.6 Roller 86 80 74 68 64.5 62 60 56.5 Scraper 84 78 72 66 62.5 60 58 54.5 Paver * 85 79 73 67 63.6 61 59 55.6 Mixer 87 81 75 69 65.5 63 61 57.5 Bul ldozer 86 80 74 68 64.5 62 60 56.5 In the Noise Standards for Construction Sites 0B12523-90, the limiting noise value is 75dB during the daytime and 55 dB at night. It is shown from the noise level in Table 4-16 that the standard distance for the noise of construction machinery at daytime is about 40m, and about 150. at night. The noise of construction machinery in the daytime will not affect the environment greatly, but at night it will. So, it is suggested that the construction should be stopped from 20:00 to 6: 00. If there is a school within 150m of a construction site, it is necessary to negotiate with the school and adjust the working hours so that teaching activity will not be greatly affected. It is shown in Table 4-16 that the noise of construction machinery, generally speaking, exceeds 80dB(A), some even exceeds 90dB(A). This noise will affect constructors, especally the operators of construction machinery. The Noise Health Standards for Industrial Enterprises issued by the Minitry of Public Health of Chnia and the General Bureau of Labour are shown in Table 4-17. It is suggested that the Construction Unit should reasonably arrange for constructors and their work to protect their health and pay attention to the maintenance of machinery used for construction so that the noise levels could be reduced to the lowest. As for those workers who work longer hours near the source of noise, some easures should be taken to protect their health, such as ear plugs, helmets, etc.. Table 4-17 Noise Health Standard for Industrial Enterprises (Jan.1,N980) Time of continuously being with noise Allowed noise level (_Hour ) dB(A) 8 - 85 s 4 88 91 1 94 60 4.4.4 Swumary (1) During the servioe period, the proposed highway will have an obvious negative impact On the acoustic environment at sensitive spots along the route. Therefore, practical oasures for prevention nd control of noise should be taken at sEnitive spots where the sound level peatly exceeds the standard. (2) The construction work should be arranged at daytime from 6:00 to 22 00, so that it will not affect the sleep of residents at sensitive spots along the route. (3) The trasportation of building materials is basically a daytime activity. The calculated results in Table 4-13 sho that the places more than 120 away from the roadside can satisfy the standard for Class 4 in 03096-93. Therefore, the transportation of building materials will not greatly affect the acoustic eanvironment of sensitive spots along the route. (4) The noise level of construction mchinery at places which are about 40. away from the construction site can satisfy the standard for Class 4 in GB3096-93. Most of the villages and towns along the proposed highway are O0 away from the centre-line of the highway. Thus, the noise level of construction machinery in the daytime will not distinctly affect the life of people living in the towns and villages more than 50 m away from the highway. For the villages within 50 o from the proposed highway, sound insulation window with a scavenger should be installed to the windows of bedroom of the front line residences before construction ( in 1999, see Table 5-1 ). (5) The eight schools along the proposed highway are less than 160. away from the route center-line. The construction noise on these highway sections will greatly affect the teaching activity of these schools. Thus, it is suggested that the construction unit should negotiate with the schools and adjust the time of construction to reduce the disturbances to teaching activity as far as it possibly can during the construction period. In addation, sound insulation window with a scavenger fan should be installed to the windows of schoolroom toward the road, and high enclosing wall for school should be built at the side toward the road before construction ( in 1999, see Table 5-1 ). Besides, during construction at school sections some temporary noise-reduction measures such as wooden sound insulating boards should be taken. (6) The temporary construction detours should be far away from schools. When the construction operations have to carry out at night, some noise-reduction measures should be taken like to slow down the speed and/or forbid to blow horns. 4,5 Prediction and Assesment of Impact on Atmospheric Environment 4.5.1 Prediction of Impact on Ambient Air Quality (1) Prediction lodel For predicting and assessment of the impact upon the ambient air quality during the service period , The Gauss linear source diffusion model was used. The moodel is: L/2 , q1 K 2 C (Z,y) J expt- (- + )) dl -Lw2 / r C. a. us 2 e22 2 v there: c (x, y)- Pollutant concentration at prediction point (x, y), (mg/m); q,-Emission intensity of line-source, (mglm.s); qldl-Emission intensity of length dl of line-source, namely equivalent point- source emission intensity, ( mg/s); U,,-Find velocity at the effective emission height of vehicles on the highway; (mIs); 61 or, u.- The revised horimontal standard deviation of the atmospheric diffusion and the vertical standard deviation of the atmospheric diffusion respectively, (a); L---4Legth of line-source, (a); H-The efficient emission height of line-source, (i). (2) Determination of Parameters in the Predicting Model a) Eission intensity of linear source Aecording to the emission intensity tested by Xian Highway Transportation University and the traffic volume as shown in table 2-2,the pollutant mission intensity for different prediction spots are shovn in table 4-18. Table 4-18 Emission Intensity of Vehiceso Unit: nig/m.a Name for 2002 daily average 2012 daily average 2022 daily average No. prediction Pile No - - spots OD NOx OD NDx OD) NOn 1 Maowuling Village k191+300 3.20 0.19 7.34 0Q44 11 80 0.70 2 Laowuxia Village k217+100 3.13 0. 18 7.18 0 43 11 49 0.69 3 Zhunao Primay k240+550 2.91 0. 18 7. 03 042 1120 0.67 4 Xuzhuangyujia k271+800 2.99 0. 1 7.22 0.43 11. 06 0.66 VillageII 5 Yiyangqiao No.2 k995+900 2 59 0.16 6.42 0.38 10.32 0.62 VillageI CD The Impact of Highway Structure When using the predicting model to calculate , the subgrade structure which affects the dispersion of vehicle exhausts should be taken into account. The parameters used in the prediction are shown in Table 4-19. Table 4-19 Road Structure Corresponding to Predicting Point No. Pile number Name of predicting spot Height of Half width of subgrade (n) subgrade (m) 1 k191+300 Maowuling Village +2.0 14 2 k217+100 Laowuxia Village +5.0 14 3 k240+550 Zhunao Primary school +1. 0 14 4 k271+800 Xuzhuangyujia Village -2.0 14 5 k295+900 Yiyangqiao No.2 Village +2.0 14 (3) Prediction Results of Carbon Monoxide Concentration and Nitrogen Oxide Concentration 0D Daily average concentration of 00 and NO. for some typical cross-sections According to the traffic volume, the daily average concentration of carbon monoxide and nitrogen oxide on both sides of the highway in 2002, 2012 and 2022 for some typical cross -sections are shown in Figure 4 -1 and Figure 4-2. (2 Daily average concentration of CO and NO. at sensitive spots For the prediction result of daily average concentration of 03 and NO. of some typical sensitive spots in 2022 during the service period, see Table 4-20. 62 Computed 24 hr average conc. of Co 1.000 d , ....... . o s S - -- L e3~~~~~~~~2002 'D' E E08 0.400 200 l 16 120 120 88 S 40 20 10 3.0 so5b0 so 10 130 I- TO 1gj j1t9C . 'SC i3o 1 TO i-7 C 40 st5 30 tO Ue T Ci Distance from two sides of highway,m Fig.4-la Daily Average Concentration of Co at Maowuling Cros-section (K91+1900) Computed 24 hr average conc. of CO k217+100 (ZiENW ' .~~~~~il ~~ _0.820 bwj 02-22 r L <.-3--A ti1 i I 2012 0420 :-; -ie3 140 1_: 1O30 e£ e0 40 20 10 ji 50 70 90. 1:t 13: 150 170 1! >:9-C 5 tt'3.w " 9C 70 5. ' 30 10 204 60 30 iCO 120 14016C-0 18 Distance from two sides of highway,m Fig.4-lc Daily Average Co3ncentration of CO at Zhowunao Primary ScholnCross-sectio (K240+550)t) E;' a; i _ t3 2o12 il 0.420 Jfl7 *9 --r t *0 *'CI el .0S010X Z 0 60 v I( 1Cg t20 ITO16 1809C Distance from htw sides of highway,m Fig.4-1b Daily Average Co3ncentration of CO at Laouxia CrimarySctiool Cro,ssectio3 (liC mutd24h;aeag5on.ofC K240+563 Computed 24 hr average conc. of CO c2n1+Woo (a f "t) 3 0.700 79017C13011C 70603010 0 40 CO S .1001 201O160 2MC. Distance from tm sides of highwaym Fig.4-ld Daily Average Concentration of 00 at Xuzhuangyujia Cros-section (K271+800) Computed 24 hr average cone. of CO 129+900(IWT 4.500 .: ...:2002 022 3o500 *' '012 2.500 0 u 1 500 Distance from two sides of highway,m Fig.4-le Daily Average Concentration of C0 at Yiyangqiao Cross-section (1295+900i) Computed 24 hr average conc. of Nox _ g~~~~~k9100 (CZ*bE)8 _04100 -- 2002 MI-D- 9350.0 - - - - - - - - - 0.00 __. i001601Li080&i4020 10 30'.. ' ' -110 150 170 Distance from two sides of highway,m Fig.4-2a Daily Average Concentration of NO. at Maowuling Cross-section (K191+800) 64 Computed 24 hr average conc. of Nox k217+100 (ZERV) z 0.100 '-'' 'st1 'a 0.080 . E _ 0.060 , V 0.040 200 10 160v '0 120 100 80 60 40 20 10 30 50 7TO 0 110 130 15v 170 190 190 1?' 7150 130 '10 90 70 30 3 10 2040 EC 80 100 '20 140 16C 1D 200 Distance from two sides of highway,m Fig.-2b Daily Average Concentration of NO. at Laowuxia Cros6-ection (K217+100) Computed 24 hr average conc. of NOx KUO550 (EtJ'I') 0 iio 2002 2022 _ 2012 E 5 070 I. )00.050 0 030 '6 14. 10. 00 80 60 4v u 1. -v uT 70 2 'in 12: 150 13 19 '-: '- 'J "0, 3a- 5 . 'v X 0 e;- v' 10 IOC i<:C4 -e:C 1 .: Distance from two sides of highway,m Fig.4-2c Daily Average Concentration of NO. at Zhunao Primary School Cross-section (K240+550) Computed 24 hr average conc. of NOx 1 1u~~K71+800W S3it __ 0100 K?71+8I02002 2022 S . Cf EEa 00> 2012 *o 0803 E 0 00040 020 201 180 10 140 120 10 V0 V40 20 10t 3 50 70 90 110 130 150 170 190 19tC 170 150 130 110 90 70 f3 30 10 20 40 G0 80 100 1:0 140 160 180 20t Distance from two sides of highway,m Fig.4-2d Daily Average Concentration of NO. at Xuzhuangyujia Cross-ection (K271+800) 65 Computed 24 hr average conc. of NOx i9+900 (#PO*=*) 2002 11111 2022 jo 008 --f 2012 E o.ow8 i 0.048E 0.028 Q_ _20 IL8 160 140 120 100 80 60 420 1X 30 50 70 90 110 130 1SD 170 190 M~~~~~9 1t" 1'S 1 30 'tQ Sri ID' . C e , tiQ °D ') 120~ e4 'Zc 'Sc' 2- e . Distance trom two sides of highway,m Fig.4-2e Daily Average Con¢etration of NO. at Yiyangqiao Village Crow-section (129+900) Table 4-20 Prediction Result of Daily Average Concentrations of CO and NO. for Some Typical sensitive spots in 2022 Distance Concentration Limit Above or Name for sensitive spot Pile NO. to road value in below center-line (mg/N' ) standard standard (i) COD NO.1 _ NO. 0, NO. laowuling Village 1191+300 100 0.679 0.034 4. 00 0.10 - Pongjiawan Village K198+200 60 0.778 0.041 4.00 0.10 _ Laowuxia Village 1217+100 100 0.508 0.031 4.00 0.10 - _ Datianpu Village 1232+300 30 0.680 0.045 4.00 0.10 _ Zhunao Primary School 1240+550 80 0.602 0. 047 4.00 0.10 _ Xuzhuangyujia Village K271+800 3 1.020 0.051 4.0 0.10 - - Yiyangqiao NO.2 Village 1295+900 80 0. 807 0. 016 4.00 0.10 _ Note: - stands for below the standard. 4.5.2 Asseasment of Impact on Ambient Air Quality The daily average concentration of carbon monoxide on both sides of the proposed highway of the predicting cross-section in 2002,2012 and 2022 is shown in Figure 4- la to Figure 4- le respectively. As shown in the above figures, the daily average concentration of carbon monoxide at places near the roadside is 0. 54-1. 35mglNme in 2022. The concentration of carbon monoxide at every prediction cross- section does not exceed the limiting value for daily average concentration of carbon monoxide (4. 00cg/Nm) in Class 2 of the Ambient Air Quality Standards (GB3095-1996). But the concentration increasing caused by traffic is distinct. The daily average concentrations of nitrogen oxide of the 6 cross-sections in 2002,2012 and 2022 are shown in Figure 4-2a to Figure 4-2e respectively. The daily average concentration of nitrogen oxide on both sides of the highway in 2022 is 0. 03 -0. 08 mg1Nc, and does not exceed the corresponding standard for ambient air quality. As the cross- section in Xuzhuangyujia 66 Village is affected by the structure of a through cut, the daily average concentration of nitrogen oxide within an area 20. on both sides of the highay approaches the standard, the lisiting value of standard being 0.10 g/bNO. The daily average concentrations of nitrogen oxide of all the other cross-sections do not exceed the standard. As shown in Table 4-20, the daily average concentrations of CO and NO. at some typical ensitive spots during ervice period (in 2022) do not exceed the standard for Class 2 in G03095-1996. Briefly, during the service time, with the increase in traffic volume, the concentration of carbon monoxide and nitrogen oxide on sides of the proposed highway will be increased. Assuming that the existing environment is not changed, the concentration of carbon monoxide in the middle part of the service time (in 2012) and in the late part (in 2022) will not exceed the standard. But in the late part of the service time, as several cross-sections will be affected by the structure of though cuts, the concentrations of nitrogen oxide in places near the roadside will be increased distinctly to approach the standard. The daily average concentrations of CO and N0, at typical sensitive spots in 2022 do not exceed the standard. But because the increase in pollutant concentration caused by traffic is obvious, some easures for protecting the ambient air quality should be taken to reduce the air pollution as possible as they could. 4.5.3 Analysis of Impact on Ambient Air QuaHity during Construction (1) Major Air Pollution Sources during Construction The impact on the ambient air quality during the period of construction is mainly from raised dust or total suspended particles (TSP) and asphalt smog. There are 3 sources of raised dust. The first one is from the mixing and paving of lime and soil on the proposed highway during the construction of the subgrade. The second one is from the mixing plants of lime and soil. The third one is from vehicles and equipment used for construction or transportation on construction sites. (2) Analysis of Impact on Ambient Air 0) Reducing the dust According to the analogical results, sprinkling water at the construction site can reduce 70% of the dust and obtain a good effect. So, it is suggested here, during the period of construction, the work of sprinkling water to the construction sits should be done timely in order to prevent the dust pollution. CD Controlling the asphalt smog Because of the asphalt concrete used for pavement will be supplied by asphalt concrete mixing plants set up temporarily with fully-closed equipment, the asphalt smog will not bring an obvious pollution to the ambient air of the construction sites. An attention should be paid to the location of the plants, which should be chosen in light of the requirement of Distance Classification for Protection of Hygiene. The plants should be located at least 300c away from the sensitive spots such as residential quarters and schools and should be downwind of the nearest sensitive spot. It is also necessary to point out that open or half-close equipment for asphalt boiling cannot be used. 67 V MEASURES FOR ENVIRONMENTAL PROTECTION ENGINEERING 5.1 Envrnmental Protetion Measu in Dedg (1) Alignment schece should be perfected for being away from villages & schools or less farmland occupation (2) Afforestation at road side and side slope protection by mortar slab stone should be considered in design, to prevent soil erosion and beautify highway landscape. High precipitation of the area along the highway may cause collapse and slope slide directly, therefore, at sections of large area side slope protection, collecting pipes should be constructed for drainage to prevent from erosion in flood seasonL (3) The highway design based on landform, should occupy less farmland as much as possible. (4) Rational selection for the position of earth borrowing sites and spoil areas should be considered Pay attention to vater and soil conservation of earth borrowing sites, the impacts of dusting and other problems caused to environmental sensitive area (for example, residential regions). (5) Design of crash barrier should be strengthened on bridges to prevent from vehicles dropping into the rivers in accidents of dangerous transportation. (6) Mitigation measures should be adopted to the sensitive spots beyond noise standard. (7) Waste water treatment processes should be designed in service zones, rest zones and toll stations and mnagement zones. (8) Landscape design should be done at interchange bridges. (9) Rational action plan should be made for land acquisition and resettlement. (10) Protective measures for the two historical sites along the proposed project should be taken prior to the commencement of the construction. 5.2 Environmental Protection Measures During Construction 5.2.1 Measures for Ecological Environmental Protection (1) During construction, it is necessary to build temporary settling basins to allow mud and sand to settle at places where rainwater runoff occurs during digging of the subgrade. The average depth of the settling basin is 0.5m, its scale is determined in terms of the size' of catchment area and its location in terms of the topography. Earth and cloth fences are placed when necessary near the outlet of the settling basin. When the highway construction is finished and the culvert pipes laid don, either trees should be planted on the sites of the settling basins or the area should be reverted to farmland. (2) Afforestation and slope protection of cut slopes should be pay attention to when the route is cutting in rolling hills. (3) During construction of Jiangxia section, earth will be borrowed from upland areas. So, it is recoemended to limit the working area, to prohibit workers cutting trees out of borrow site It is necessary to plant trees in the borrow area as soon as possible after the excavation has been completed. When excavating on both sides of the proposed highway in the area of plains 68 and lakes, it is recomemded that building shrimp farms and fish farm be considered. Before excavation, it will be necesoary to negotiate with local people for a suitable design and at a reasonable distance from the subgrade It is strictly prohibited to excavate on the sides of the propoed highway at random. (4) No earth borrow site in forest land. -(5) Plant grass on the side slopes of subgrade in three amoths after construction, Shrubs which can be easily grown such as coronilla should be planted on the excavated slope. ,(6) The retaining walls, the drainage ditches, and the work of planting trees and grass should be constructed and checked simultaneously. (7)Education and training of the workers to protect the wild animals & plants, hunting is prohibited strictly. (8) During construction, while the land is temporarily using, it will be necessary to remove the fertile surface soil and stack it nearby. Then after the construction is finished, restore the land to its previous condition. 5.2.2 Measures for Prevention and Control of Noise (1) It is recommended that the construction unit should arrange for the workers to operate the machines in turn for reducing the time of bering excessive noise, pay attention to the maintenance of the machinery and to keep the noise level of the machinery as low as possible. For the workers working a longer time near the sound source, ear plugs should be provided for them to protect their hearing. (2) When the distance between the residential quarters and the construction site is less than 150m, it is recommended that work be suspended from 20: 00 to 06: 00 in order to ensure that the residents have an undisturbed night rest. (3) Mitigation measures should be adopted for residential regions within 50m to the constructed sections. (4) For the section where any school is located, the construction unit should negotiate with the teachers about the time of construction to reduce the disturbance to teaching caused by noise. Besides, during construction at school sections some temporary noise- reduction measures such as wooden sound insulating boards should be taken. (5) Carefully maintain the normal operation of machines to eliminate mechanical noise to the lowest level. (6) The temporary construction detours should be far away from schools. When the construction operations have to carry out at night, some noise-reduction measures should be taken like to slow down the speed and/or forbid to blow horns. 5.2.3 Measures for Prevention and Control of Atmospheric Pollution during Construction (1) It is recommended that bedding plants and lime-soil mixing plants should be set up in open areas, at least 200. away from residential quarters or schools. Water should be sprinkled on the transport and construction sections to minimize rising dust. (2) Prevention and Control of Asphalt Smog The pavement of the proposed highway is asphalt concrete. Therefore, it is necessary to choose a proper location for a asphalt concrete mixing plant when using asphalt concrete, so 69 that asphalt smog pollution can be prevented. Meanwhile, the selected location should be convenient and oet the dmand of distane of protection regulated in the Distance Classification for Protection of ygiene. the asphlt concrete mixing plant sold be located at leat 3 away froa the anvironental s itive spots suh as residential quarters and scbools and should be down ind of the neart sensitive spot. It is also necessary to point out that open or half-close techniques for asphalt boiling cannot be used. (3) Material piling areas hould be covered up or sprinkling to prevent from pollution of dwt. Material transportation trucks should be covered by mufflers. (4) Space of mixers should be separated to prevent air pollution. Pay attention to the health protection of workers. 5.2.4 Environmental Protection Measures for Water Pollution and Water Conservancy Projects. (1) The domestic sewage, garbage and excrement of workers at construction site should be eoncentrated and treated, and cannot be discharged directly into the water body. If domestic sewage in the areas of construction cannot be connected with the mnicipal drainage system, it will be necessary to build dry toilet and septic tanks. (2) During the construction of bridges, the machinery and ships used should be strictly checked to prevent the leakage of oil. The waste oil and garbage from construction are not allowed to discharge into the water body. (3) Pollution of river water from bridge construction can be prevented by innovation of construction procedures. For examples when the flow of a river is rather large, not cofferdam method but drop shoft sinking should be used in the bridge construction to mitigate the pollution to river. (4) It is not proper to pile up construction materials such as asphalt, oil and chemicals at places near wells for public use, rivers and lakes in order to prevent them from entering into the water body when it rains. (5) For small-sized irrigation and drainage ditches for farmland, it is necessary to lay down culverts in advance during construction The area of cross- section of culvert is not allowed less than that of the original ditches, and the level of the culvert bottom should be a little lower than the original level of the ditch bottom, such as 2 cm. (6) Temporary substitute drainage system should be constructed during construction of permanent drainage system. (7) Mitigation measures should be adopted for earth and stone blockage of irrigation and drainage system. 5.2.5 Historical Relics Excavation should be stopped immediately when a historical relic site is found, and domestic historical relic management agencies should be informed simultaneously. Excavation is prohibited before appraisal of the relic site and adoption of protection measures. 5.3 Environmental Protecdon Measures during the Service Period 70 5.8.1 Plan for Armas on Both Sides of the Route (1) The predicted results of traffic noise shoed that during the long-term service period of the proposed highway, the noise level in the areas more than 1113 away from the highway cgnter-liie is lower than the limiting value of Class 4 in GB3096-93. Therefore, from a long -term point of view, it is reooimended in planning for the areas on both sides of the highway that buildings and units such as residential quarters not be built within 130 m away from the road center-line. As for schools and hospitals that have a higher demand for acoustic environment quality, it is recommended that schools and hospitals not be built within 50m away from the road center-line. (2) Set up traffic sigps prohibiting the use of horns on the sections where schools are near. (3) Strengthen traffic mnagement by setting up traffic environmental monitoring stations at the entrance and exit to the highway and prohibiting old vehicles with higher noise levels to run on the highway. The concrete operation is described as follows: One person specialized in environmental protection is assigned at a tolling station Meters in hand, they examine the passing vehicles on an ad hoc basis through experience. (4) For engineering measures for prevention and control of traffic noise and executing time, see Table 5-1 and Appendix II. The effect of noise-reduction of varied mitigption measures is shown in Table 5-2. (5) For the scattered residences as not shown in Table 5-1 and Appendix 2 but may be found during the design or construction stage, if the residence is less than 111 a away from the road center-line, a sound proof windows should be installed for every residence (400 yuan per window). 5.3.2 Measures for Prevention and Control of Ambient Air PoUution during Service Time (1) Planting Trees by the Roadside It was reported that the planting of trees can purify and absorb the pollutants from the exhaust of vehicles. As for 00, the conclusion is"": A single row of trees and shrubs with a width of 3-40 can give a purification rate of 7-25%; Double rows of trees and shrmbs with a width of 10-12, can give a purification rate of 40 .50%, T'he area along the proposed highway is fairly suitable for the growth of trees and shrubs. Therefore, it is recommended that trees and shrubs be planted in the area near the roadside, especially in sensitive areas ,so that the air pollutants from the exhaust of vehicles can be absorbed , the TSP can be purified, the environment can be beautified and the landscape along the route can be improved As the atmospheric sensitive spots are basically the same as that for acoustic sensitive spots, the measures for planting trees in these places can produce 'effects in both two aspects. For the spacing in the rows when planting trees, reference the 'Technical Regulations for Environoental Protection Designing of Highway Constructive Projects". (2) Strictly examine vehicle exhausts by selectively sampling at toll stations and vehicles with exhausts exceeding the standard are not be allowed to run on the highway. 71 Table 6-1 Msurm for Prevention of Traffic Noise Nane of Distance Tear Exceeded Protection Ex.cu- No Pile No. Environment From load Standard dB(A) ting Senasitive Center Measures Time Spots (a) Day Night 1 1191+300 Iaowulimg 100 2002 - a * 8 1999 Village 2012 - _ 2022 - 1 2 [193+700 Puliaxiawu 50 2002 1 3 * 1 1999 Village 2012 2 6 **10 2022 3 7 *****150 x40 2002 3 [198+200 Pengjiawan 60 2002 - 2 *.6 1999 Vil age 2012 1 4 2022 2 6 150 x 30 4 [216+550 Xinwuxia 60 2002 - - Village 2012 - - 2022 - - 5 [217+100 Laowuxia 100 2002 - _ *. 2 1999 Village 2012 - - 2022 - 1 6 [231+000 Luojiawan 50 2002 - 3 ** 2002 Village 2012 2 6 160 x 3 2022 3 7 7 [232+300 Datianpu 30 2002 - 1 ** 2002 Village (60) 2012 - 4 150x3 20221 1 5 8 K254+400 Fengjia 100 2002 - - *.e 2002 Village 2012 - - 200 x 30 2022 - 1 9 K262+200 Nanzhuang- 90 2002 - - . 3 1999 tianjia 2012 - - Village 2022 - I 10 [271+200 Zouzhuang- 60 2002 - - *e*** 2002 Xujia 2012 - - 300 x 30 Village 2022 - - 11 [271+800 Xuzhuang- 30 2002 3 8 * 9 1999 yujia 2012 5 10 * 23 Village 2022 6 11 12 K280+800 Ding jiashan 30 2002 3 8 * 9 1999 Vil age 2012 5 10 2022 6 11 13 K287+100 Mucangling 70 2002 - - * 2 1999 Village 2012 - 3 _ 2022 - 4 14 [295+900 Yiyangqiao 80 2002 - - * 5 1999 No.2 2012 - 1 Village 2022 - 3 Notes: (a) For villages, execute the GB3096-93 standard for Class 4 (daytime 70dB night 55dB). For schools, execute the GB3096-93 Standard for Class 1 (daytime 55 dB, night 45dB). (b)* stands for the amount of families that should be resettled before construction due to the prediction traffic noise level will greatly surpass the limiting level of standard. (c)}* stands for the amount of families which sound insulation window should be installed to the windows of residences toward the proposed highwa. (d)--* stands for sound insulation wall which should be built on the road side. (e)--** stands for enclosing wall for schools or residences which should be built at the side toward the road, (f)*..*. stands for planting trees at the side toward the road. (g) # stands for doing monitoring regularly in the operation time. 72 onxtinuation of Table 6-1 IMesurea for Preention of Traffic Noise Name of Distance Year Exceeded Protection Execu- No Pile No. Environment Prom load Standard dOMA) ting Sensitive Center Measures Time Spots (a) Day Night 15 [300+100 Tucheng 30 2002 3 7 . .5 1999 Village 2012 5 9 *- 15 2022 6 11 16 [191+200 Laosi 120 2002 2 *.... 2002 Primary 2012 4 300 x 40 School 2022 5 17 K193+600 Dongshan 150 2002 0 .*.* 2002 Primary 2012 2 300 x 30 School 2022 3 18 1219+700 Guanghui 120 2002 9 * 1999 Primary 2012 11 160x4 School 2022 12 19 [223+000 Dazui 50 2002 8 *. 2002 middle 2012 10 300 x 2.5 School 2022 11 20 [240+550 Zhunao 80 2002 12 ****170 x 4 1999 Primary 2012 13 ***.*200x30 2002 School 2022 14 *1 21 1268+600 Yandun 160 2002 - ** 1999 Primary 2012 1 80 x 3 School 2022 3 22 [290+950 Qingshiqiao 160 2002 - . ... 1999 Primary 2012 1 60 x 2.5 School 2022 2 23 1295+400 Yiyangqiao 150 2002 - M iddle 2012 - School 2022 - 24 Ma'anshan Pu'an 30 2002 - - link road Village 2012 - - kO+200 1 2022 - 1 25 Zhanggong Dawuli 50 2002 - - link road Village 2012 - - k2+500 2022 - - 26 Gantang Dawupanjia 50 2002 - - link road Village 2012 - - - k10+000 1 2022 - 2 27 Quankou I Quankou 120 2002 - - link road township 2012 - - k4+700 2022 - - Notes: (a) For villages, execute the GB3096-93 standard for Class 4 (daytime 70dB,night 55dB). For schools, execute the GB3096-93 Standard for Class 1 (daytime 55 dB, night 45dB). (b) * stands for the amount of families that should resettled before construction due to the prediction traffic noise level will surpass the limiting level of standard. (c) * stands for the amount of families which sound insulation window should be installed to the windows of residences toward the proposed highway. (d)*** stands for sound insulation wall which should be built on the road side. (e)**** stands for enclosing wall for schools or residences which should be built at the side toward the road. (f)***** stands for planting trees at the side toward the road. (g) # stands for doing monitoring regularly in the operation time. 73 Table 5-2 The effect of noise-reduction of varied mitigation imesmLures"3 -393 Ilures Noise reduction dB(A) Sound insulated windows 15-20 9bund insulation wall 10-16 Enclosing wall 7 -12 Afforestation The first 30O make a 5dB(A) reduction. The second 30c mae another 5dB (A) reduction. The samam reduction is 1OdB (A). 5.3.2 Water Pollution and Potential Risk during Sbervice (1) Sewage form the 6 toll stations, which enclose 1 management zone and 1 maintenance zone (located on the same place of 2 of the 6 toll stations) should be treated by septic tanks, then used for irrigation and fertilization, oil wastewater should be treated with oil separating tank and garbage should be assembled and treated. (2)Sewage treatment station must be set up in Zhanggong & Puqi service zones and two rest zones. All kinds of waste water in service zones and rest zones should be treated before discharging. Garbage should be assembled & treated. Oil Wastewater Oil Separator Domestic Sewage - I I = Septic aerobic biological settle discharge tank reactor to (3) For preventing the pollution of aquatic- product from initial roadway runoff, the rainwater ditches on both sides of the proposed highway are not allowed to be connected with the fish pond. (4) Cargo vehicles which leak and overloaded vehicles are not allowed to run on the highway to prevent them from polluting the water body. (5) An emergency leading group consisted by the High- Class Highway Management Bureau of Hubei Province and EP Bureau of Hubei Province has been organized in project m which is for dealing with the leakage accidants of dangerous article specially. Now, this group is in charge of the management of dangerous article transportation on this proposed expressway simultaneously. (6) Vehicles which carry dangerous goods cannot run on the highway until they are examined and approved by the Management Zone of Southern Section in Hubei Province of Jingzhu Line. The Management Zone will strictly oDnitor and control them in order to prevent accidents. (7) When dangerous article leaking accident brings about, concerning agencies should be 74 inform inediately, emergency actions sbould be promoted at the sam time. 658.4 Obxtruction of Traffic Being a linaer construction project on the ground, the proposed highway will make it inconvenient for villagers in ome villages to coemnicate, such as farming in the fields, visiting relatives and going shopping. To solve this problew it is planned to build 190 p asgeways which can basically meet the requirement for normal comunication and work of the people along the route It is recanemded that the cOnStrUction of passages and the ain part of the project should be completed at the ame time and opinions from the people along the route should be solicited in good time. Passageways should ensure the ease of passage of agricultural machinery and the fact that there is a plentiful supply of rain in this area should be thoroughly considered when designing the underpasses. 5.8.6 Afforestation (1) Besides planting trees on the roadside near sensitive areas, such as villages and schools, trees, shrubs and grass should be planted in the rest areas along the highway, so that the plantation- belt will be formed. (2) Trees and grass should be planted in the service zones and management zones and at interchanges to improve the eavironment. 75 VI ALTERNATIVE SCHEMES 6.1 Route Alignment of the CoNmpratiVe Schene In the determination procedure of alignment scheme, consultations and discussions are made ay times among designing unit (Hubei Provincial Comunication Planning and Designing Institute) ZIA unit( lian Highway Transportation University) , government agencies, environmental protection departments, city planning departments, deputies to the National People's Congress, and affected masses along the proposed highway. To eliinate the unfavorable impacts by the highway construction, the route makes detour to avoid big villages, schools, military installations, etc. I the man time, the route avoids lakes as far away as possible to eliminate the impacts on water bodies. Upon the synthetic consideration of engineering, economic, environmental and resettlement elements, 4 alternative schemes are put forward, which are Xianning Scheme I, Xianning Scheme II, ianning Scheme m and Jiayu Scheme. In the feasibility study report compiled before Oct. 1996, the lianuing Scheme II was the recommended scheme, while the other three schemes (lianning Scheme I, ianning Scheme EJ, and Jiayu Scheme) were all comparative schemes. After Oct. 1996, a long time of study had been done by the CPDIHP following the suggestions of world Bank esperts and taking into considerations of environmental impacts. As a result, the Xianning Scheme j is determined as the recomended scheme in Mar.1998, while the other three scbemes are all comparative schemes. Among the three comparative schemes, the lianning Scheme nI is determined as the main comparative scheme. The route alignment of the comparative schemes are as follows: The start point of the main comparative scheme ( lianning Scheme II is at Shenshan, extending southward, the route passes the highland between Xiliang lake and Futou lake- - - -4antang, getting to Quankou of Puqi City, where connecting to the recommended scheme ( Xianning scheme I). The connecting point is K272+962.463 which is K260+DOO of comparative line. The total length of the main comparative scheme ( Xisning Schemell)is 102. 831km, while the total length of the recommended scheme is 109. 815km. The alignments of the other two comparative scheme (Xianning Scheme m and Jiayu Scheme) are shown in Figure 6-1. 6.2 Comparison of the Alternative Schemes 6. 2.1 Comparison of the Four Schemes The synthetic comparison among the four schemes (hianning Scheme I Xianning Scheme II. lianning Scheme m and Jiayu Scheme) is listed in Table 6- 1. Analysis of advantages and disadvantages is listed in Table 6-2. From Table 6-1 and Table 6- 2, we can see that the investment payoff period of Xianning Scheme m and Jiayu Scheme will be longer than 23.5 years, thus from the point view of economic, the construction of this project will have no realistic meaning. In these two schemes, the route lengths involved in the Xiliang LAke flood storage and detention area are all rather long, and the potential impacts on the water environment is rather serious. Therefore Xiaming Scheme m and Jiayu Scheme are all voted down. The further specific comparison are made mainly between Xianning SchemeI and Xianning Scheme nI. 6.2.2 Comparison of Xianning SchemeI and Xianning Scheme H The comparisons of the lianning Scheme I and lianning Scheme II from the specific environmental impact elements as atmosphere, acoustic, waters, ecology, etc. are shown in Table 6-3. In table 6-3, risk of flood refers to the length of road section of alternative schemes passing Xiliang Lake flood storage and detention area, where the terrain is rather low, so 76 *r .- - -F~~~~~~~ L - X~~~~~~i iamliDg Scheme HI & Jiayu Schem) large Bridge Interchange Sketch Map of Alignment Schemes of National enin pi tHighway Project IV in Hubei Province this section easily influenced by flood. later environmental impact refers to the impact of risks in dangerous article transport during operation and the impact of bridge construction on the river water quality along the expresmy. These impacts have a direct relationship with the total widthes of river and lakes that the proposed highvay will pass over. That is to say, from the amount of widthes of rivers and lakes we can *ee the impacted scope. Public opinion refers to the opinions from government agencies along the route. Generally speaking, it is said that lianning SchemeI has a reasonable alignme¢t, which is *ore favorable for domestic comzunication than the lianning Schemell, and can greatly promote the development of ocial oconomy. Soil erosion refers to the yearly erosion volume during construction stage. From Table 6-3, we can see that the number of acoustic and air sensitive spots and voluve of water loss and soil erosion of the two schemes are similar, however, by the impact on surface water quality, historical relics and flood risk we can find liaming Scheme I is slightly better than liaming Scheme fl. Besides above factors, lianning Scheme I is welcomed much more than Xianning Scheme E[ by the local governments. Therefore, from the environmental point of view, Liaming Scheme I is superior to limanng Scheme . 658 Conclusion For synthetic comparing from engineering, economic, environmental and resettlement elements of the two alternative schemes ( lianming Scheme I and lianning Scheme Ei ) , the Analytical Hierarchy Process of systems engineering is adopted in the calculation to make distinction between the good and the bad. See Appendix 3 for the specific calculation process. According to the result of the calculation, the comparison conclusion can be reached that lianning Scheme I is superior to lianning Scheme II. 77 Table 6-1 Table of 4 Alignment Schemes Comparison Xianning liamng liaming Jiayu Item Unit Scheme I Scheme II Scheme m Scheme Notes mileage in 109.815 102.831 100.647 96.878 9ubgrade soil & stone or} 1000.' 12781.25 10544L 594 9550.589 1036i4 987 Subgrade soil & stone Bridge length work per Im 1000.' 129.2 131.5 128.6 149.269 is deducted Prevention 100.' 4368.76 3774.373 3428.62 4090.55 Length to be Soft subgrade length . Km 2.9 7.178 9.36 10.5 treated Pavement engineering 1000.' 2292.9 1844 247 1623.944 1577.485 Culvert No. 251 2 204 186 Small, medium bridge u/No. 877131 807/33 338/34 364/25 Special large, large bridge n/No. 10730.768/10 21809/7 26036/11 2727076/9 Bridge length per Km r/Km 97.86 219.934 262.04 283.242 Design flood frequency 1/100 1/100 1/100 - 1/100 Road length in Xiliang Area KM 20.78 31.5 37 44 Interchange No. 6 6 6 6 Separate grade crossing No. 15 7 6 11 Passageway & pedestrian crossing No. 900 158 136 117 Service & rest area No. 4 4 4 4 Land occupied mu 9188.09 8472.82 8326.72 8191.8 Structures dismantled & removed mz 122286.12 106378 80980 48154 Cost 10,000 (including interest) Yuan 376942.97 476257.73 545859.23 544703.95 Cost per Km 10,000 (including interest) Yuan 3432.523 4631.461 5423.569 5622.57 National Net present 10,000 economic value Yuan 251156 202230 165544 202671 appraisal Internal return rate % 22.23 19.22 17.83 18.15 Financial Net present 10,000 appraisal value Yuan 256457 102862 -53575 -90672 Internal return rate X 12.3 9.43 6.29 6.88 Basic dis- count rate 6.12 7.08 7.56 7.55 Investment including payoff year 13.7 20.03 >23. 5 >23.5 construction period period 78 Table 6-2 AdvantagesfDisadvantages Coamparisotn of 4 Alignment Schemes ianning Schem I liaming S9hee fl limning Bche el Ji V Scheme 1. Shortest mileage 1. Favorable for 1. Favorable for 1.Shortest aileage; in liliang Areia rational highway highway network 29Small amount of 2. Favorable ;eolot setwork layout; layout- dismantling and gical conditions; 2 Nearer to lianning 2. earer to lianning reoval. Advan- 3.Nearest to lian- Prefecture Government Prefecture Government, tages ning Prefecture the principle that the principle that Government, well Ilianning should be a lian3ing should be a care about Xianning control point is control point is City; satisfied. basically satisfied; 4.Lower investment 3.Shorter main line . Shorter main line 5.Far from flood operation mileage; operation mileage, discharge gate, 4. Local government basically avoid snd inhabitants mutual influences agree with this between the Project scheme. and lilianghu Flood Diversion X Detention Area; 6.Local government & inhabitants support this scheme; 7. Short investment payoff period. ___ 1.Construction & 1.Mileage in flood 1.Mileage in flood 1.Most far away from operation mileage diversion area is diversion area is Xianning Prefecture of main line is relatively longer; relatively longer; Government, which is longer. 2.Length of soft 2.Length of soft a main control point Diladv- ground is longer ground is longer of the Highway. Disadv2 with poor hydrologi- with poor hydrologi- 2. Mileage in flood antages cal and geological cal and geological diversion aera is conditions; conditions; the longest; 3.Subgrade soil in 3.Subgrade soil in 3.Length of soft some road sections some road sections ground is the long- in the lake area in the lake area est with poorest should be borrowed should be borrowed hydrological and from far away. from far away. geological conditions, Filling is high.soft 4.Route crosses water there exist no sand/stone ground treatment is area such as Mashi pits near the alignment; difficult, soil Lake, Kongjiachi,Dong- 4. Restricted by the resources are lack, chitang etc., it is Changjiang River and there are mbny unfavorable for water influenced by Honghu difficulties in environmental Flood Detention Area on construction. protection; the northern bank, its 4.Nearer to flood 5.Filling in Xilianghu radiation functions are discharge gate, Area is high, soft restricted, mutual influence ground treatment is 5.Filling in lake area between the Project difficult, soil is higher, soft ground and lilianghu Flood resources are lack, treatment is difficult, Diversion and Deten- there are many soil resources are lack, tion Area is great; difficulties in there are many difficul- 5.Higher investment; construction; ties in construction; 6. Longer investment 6.Nearer to flood 6. Have great impact payoff period. discharge gate, on surface water quality mutual influence 7.Local government does between the Project not agree with this and Xilianghu Flood scheme; Diversion & Detention 8.Nearer to flood Area is great; discharge gate, mutual 5. High investment; influence between the 6. Lon investment Project and Xilianghu payoff period. Flood Diversion & Detention Area is great; 9.High investment; 10. long investment payoff period. 79 Table 6 Comp6ri f oflnnn Seme I and MXnni_ Scheme II Factors Items Unit lianning Scheme XiaDning Scheme I _ 1. Length Km 109. 815 102. 831 Engineeer- ing 2. Subgrade earth 1000m, 12781. 246 10544. 594 & stone work factors 3. Subgrade Drainage 100 ml 4368. 760 3774. 373 protection 4. Culvert No. 251 221 5. Small and mid. Bridg4 m INo. 877131 807/33 6. Large and especially m /No. 10730110 2180917 large bridge 7. Interchange No. 6 6 8. Toll station No. 6 6 9. Management zone No. 2 2 10. Service zone No. 2 2 11. Rest zone No. 2 2 12. Passage No. 190 158 1. Total cost yuan 3, 769, 429, 97 4, 762, 577, 300 Economic factors 2. Cost per Km Yuan/KIR 34, 325, 230 46, 314, 610 3. Payoff period Year 13. 7 20. 03 of investment 4. FNPV Yuan 2, 564, 570. 00 1. 028, 620, 000 1. Sensitive spots No. 115 103 Environ- beyond noise standard mental 2. Sensitive spots No. 0 0 beyond air standard factors 3. Rivers affected m 11607 22616 4. Risk of flood Km 20. 78 31. 5 5. Volume of erosion 104 tla 5. 92 5. 13 6. Number of relics No. 2 6 7. Public opinion Agree do not agree Resettle- 1. Demolished building m2 122286. 12 106378. 0 ment _____ 2. Population person 3050 2660 Note: FNPV= Financial Net Present Value. 80 I AOSS AND BENEFTr ANALYSIS OF THE ENVIRONMENT 7.1 Investment Fadtiration of Environraental Protection 7.1.1 avestment for Environmrental Protection Engineering Based on the environmental protection easures suggested in this assessment, the lump- sum cost of environmental protection engineering needed for this project is estimated and shown in Table 7-1. Total lump-sum investment for environmnmtal protection is 29,092,000 yuan 7.1.2 Yearly Operational Cost of Environmental Protection Facilities See table 7-2 for the yearly operational cost of environmental protection facilities. Thtal operation cost in the 20 years long operation stage is 20 year x705, 000 yuan - 14,100,000 yuan. 7. 1. 3 Comparison of Environmental Protection Costs and Project Costs The estimated total cost of the project- the Southern Section in Hubei Province of the Jingzhu National Trunk Highway is 3908. 0715 million yuan. The cost of environmental protection is 43.1920 million yuan, taking up 1.11% of the total investmcent in this project. This shows that the cost of environmental protection is not a major part in the total investment of this project, and the environmental pollution of this project is not serious. 7.2 Analysis of Environmental L-oss and Benefit 7.2.1 Analysis of the Environmental Benefit of the Project (1) Reduction of Exhausts from Vehicles and the Related Pollution of Surface Water, Soil and Crops Prom the point of view of the quality of the natural environment, the exhaust gas per vehicle per mileage on the future expressway will be reduced compared with that on the second -class, third-class and fourth-class highways. As the pollution of surface water, soil, crops and atmosphere is related directly to vehicle exhausts during the service period, the construction of the expressway will greatly reduce vehicle exhausts. As a result, every kinds of pollution caused by traffic will be reduced also. As shown in some data"21, for the same running distance vehicle exhausts on the expressway is greatly reduced compared with that on a Class-Two highway. For vehicles running on an expressway reductions of 47% in CO, 48% in RC and 35% in NOX are obtained compared with that on Class-Two,highways, which indicates the evident beneficial effect of the expressway. (29) Reduction of Noise pollution More and more buildings are being built near the roadsides because of the low awareness of the harm of environment pollution of the existing Class-Two or Class-Three highways. Therefore, the residents near the roadsides of the highway will be more and more seriously affected by traffic noise and vehicle exhausts with the increase in traffic volume. With the opening of the expressway to traffic, scientific planning and reasonable environmental protection measures, there won't be any street-like sections of expressway and the effect of pollution on the people living on both sides of the highway can be reduced by way of diverting the traffic from existing highways. 81 Table 7-1 Investnent Fatimation of Envlromital Protection Measures Ordinal Meaures for Bnvironmental Methods for Estimation Amount (ten Numbers Protection thousand yuan) The work of ZIA 43 The work of designing of EP The cost of desiRing of PI ( environmental protection is estimated :cording to 2% 16 engineering ) of the investment of EFL Plantation ( Plant grass on the 50,000 yuan xllO In for main 2 suhgrade slope of road and cutting line and 20,000 yuan x22 Km 594 slopes of mountain and trees on for linking road. the center separation strip) 3 Plantation needed for landscape Analogical estimation 770 (at interchanges, service zonces, rest zones and toll stations etc.) 4 Engineering cost for the Relocation, insulted windows 910- prevention and control of noise noise insulation wall enclosing wall & afforeea4li3p See Table 5-1 & Appendi4 IV./ _ _X 5 Sprinklers for the prevention of Analogical estimation 36 dust during construction 6 Wastewater treatment in the For each wastewater treatment 220 service zones and rest zones station, the cost is estimated at 550,000 yuan 7 Wastewater treatment facilities One septic tank for each toll 54 in toll stations and management station. One oil separating zones tank for each -anagement zone. 8 EP facilities for toll stations Air condition,sound insulation 30 etc. Monitoring equipments for toll Sound level meter 6 x20000Yuan 17 stations 00 analyzer 2 x25000Yuan 9 For the prevention and control of Estimation by analogical 55 soil erosion,place earth and cloth analysis fences and build settling ponds 10 Protection of historical relics Estimation by administrative 26 department of culture relics 11 Deal with the emergency accidents Estimation by analogical 30 involving chemical material analysis '12 Staff training See Table 8-4 49 '12 Monitoring expenses of EP during 40,000 yuan x3. 5 years 14 construction stage (The monitoring equipment of Project m can be used ) 13 Environmental protection staff's Ten staff will be needed. Eve- 45.20 wages & supervision expenses ryone will be paid 1000 yuan per month. There are 6 envir- onmental supervisors. The length of construction stage is 3.5 years. F Total 2909.20 Note: * include 4800,000 Yuan resulting from housing demolition due to noise. 82 Table 7-2 Yearly Operational Cot of EualPronmemtml Protdction Faciliies No. Item Cost (xlO,000 Yuan) 1 Yearly maintenance cost of 8P facilities 40.0 2 Cost for energy, power, chemicals etc. 15.0 3 Wage and other working pay 12.0 4 Staff training cost (yearly average during operation stage) 0.5 5 Yearly monitoring cost S. 0 Total 70.5 7.2.2 Analysis of the Environmental Benefit of Environmental Protection Costs (1) Direct Benefit As the traffic volume of Jingzhu National Trunk Highway is large, vehicle exhausts will pollute the atmospheric and water environment, dust and noise will impact on the environmental quality in residential areas; the health of people living on both sides of the highway will be affected to some extent and the normal life and work of these people will be affected as well. Therefore, practical environmental protection measures must be taken, such as sound proofing measures and plantation on road section near sensitive spots to reduce the negative effects on the environment along the route caused by traffic. After taking environmental protection measures, the economic loss that can be retrieved each year or the direct economic benefit of environmental protection will be about 2.5 million yua which includes the net output value lost because of workers illness caused by traffic noise and atmospheric pollution; the medical expenditure on illness caused by pollution; the expenditure from social welfare funds on illness and death caused by pollution; the devaluation in real estate in polluted sections; the loss of means of production and livelihood, etc, when environmental protection measures are not takenL The calculation is based on an analogical analysis of EIS of the Pekai Expressway and the Tulufan-Urumqi-Dahuanshan Expressway, when considering the factors such as population density and the economic level along the proposed highway. (2) Indirect Benefit If no effective environmental protection measures were taken along the proposed highway, there would be some indirect negative effects, such as the reduction of the quality of teaching and the quality of life, the agitation of people and social instability factors, etc.. in the affected areas. Therefore, after some environmental protection measures are taken, the above entioned negative effects will not arise and be replaced by positive benefits as a result of this environmental protection investment. 7.2.8 Analysis of Environmental LIogs and Benefit The following formula is used to analyze the economic loss and benefit of the environmental protection measures. 83 n B- ( :81) / E i-l Ihere Bj- economic benefit of environmental protection expenditure S8- economic loss that can be retrieved each year after environmental protection measmres are taken E - expenditure of environmental protection investment per year By analogical estimation mentioned above, after effective environmental protection measures are taken, the economic loss that can be retrieved per year will be 2.6 million yuan and there will be numerous uncountable indirect economic and social benefits. The expenditure used for environment protection is on the yearly average 2 1596 million yuan and the economic benefit for environment protection each year is Em1. 16>1. This value of Ej illustrates that the investment of environment protection is reasonable. Thus, it is of great importance to execute the environmental protection measures suggested in the BlA when building the highway. The construction unit should take environmental protection measures step by step as suggested in the assessment to ensure the coordinate and sustainable development of construction and environmental protection. 84 1l PLAN FOR ENVIRONMENT MANAGEMENT AND SUPERVISION 8.1 Plan for Environment Management 8.1.1 Environment Management Agencies and Reisponsibilities Agencies for Environmental protection of this project can be divided into two part, management agencies and supervision agencies. See Fig. 8-1. (1) Management Agencies The Environmental Protection Office of the Ministry of Coomunications: Be in charge of coordinating the management of environmental protection work in the transportation field. Responsible for pre-examination of TOR and EIA Report. Hubei Provincial Communication Department (HPCD): General responsible for EP management of the project environmental protection. Environmental Office of EPCD ( has been organized already by 3 EP specialist): responsible for the organizing of EIA work, making EP working plan of the project. -B Loan Project Office of HPCD- In charge of EP management in design and construction stage. High-Class Highway Administrative Bureau of HPCD Be in charge of the execution of environmental protection measures and the checking and accepting of their construction. There are 2 specialists responsible for EP management of the proposed highway Highway Environmental Monitoring Unit: has been organized in project m . Environmental monitoring work during construction & operation stage can be undertaken by the provincial highway monitoring unit, or be entrusted to environmental monitoring station of prefecture or cities. During construction stage of this project, 6 environmental supervising engineers will be sent by WB Loan Project Office of HPCD to supervise execution of EAP and EP measures regulated in contract. (2) Supervision Agencies NEPA: the summit authority at the central government for administration of national environmental protection, including overall in charge of the environmental projection management of projects, examining and approval the terms of reference of EIA, examining and 85 approwal of KIA report, directing the provincial onvironmental protecting bureaus to implement various lams and regulations. PEMI- Be in charge of project EP supervision and administration, organization and coordinating of project environental protection service provided by different departments, exaining EIA report, or entrusted by the NEPA examining & approval of term of refereace of ZIA and EIA report; supervision of implementation of environmental protection action plan; check and acceptance of project environmental protection facilities; identifying applicable laws, regulations and standards for project environmental protection, directing environmental protection departments or divisions at municipal or district level for project enviromental protection maDagement during project construction and operation periods. Prefecture, Cities *or District EPE: receive instruction from EPEPB; supervising execution of P by construction units; administration of the EP management laws & regulations; coordinating HP works of concerning agencies, supervision of project EP facility construction, check and acceptance, operation, within their jurisdiction areas. 8.1.2 Plan of Environmental Management and Environmental Supervision The plans for environmental management and supervision are shown in Table 8-1 & 8-2. 8.2 Environmental Monitoring Plan 8.2.1 Monitoring Purpose The environmental impact during construction stage mainly includes river water pollution caLused by construction of bridge; noise from construction machines, soil erosion caused by earth and stone cutting & filling, flying dust and asphalt smoke from the mixing plants, and other pollution. During operation stage, the impact on environment is mainly by traffic exhausting gas, flying dust, and noise, serious pollution caused by emergent accident Therefore, it is necessary to understand the environmental situations and development trend to improve environmental management service in implementation of monitoring plan. 8.2.2 Monitoring Agencies Environmental monitoring work in construction & operation is in charged by Hubei Provincial Highway Environmental Monitoring Unit. This agency has been organized in project mI[ already. The monitoring work of proposed expressway is also taken care by it. 8.2.3 Monitoring Plan The routine monitoring work is undertaken by the Hubei Provincial Highway Environmental Monitoring Unit. See (1) * (3) in monitoring plan of table 8-3. The key points in monitoring is air, water and noise. According to the requirement of environmental monitoring, on-the-spot or mobile monitoring, fixed time or random time sampling methods are all be arranged in the work. 86 - l 8o~~~~~~~~~~~~~~~~~Smmit BP Office of the Milltry BP Office NXIPA Supervitlon of Commnunications l of WB Agencies | EP Office of| _Hubei Routine HPCD Provincial Supervision BP specialists) R .P Bureau Agencie (S EP Specialiltu) | Hubei Provincia-l Hlgh- | | WU Projec=t| EP Bureaul Routn class Highway l of HPCD lof Supervision Adsineistrative Bureau Prefecture Agencies (2 EP Speclalists) (3 BP specialists) r1 I $ ~~r - EP Bureau II = Management Manageme t Design Assessanen of City or Divliions Divisions Unit Unit IDisrict along the along the I Highway ot Highway o Project ]II Project Iv L _ - I Contractor Environmental Environ- (6 EP Persons) Supervision mental Engineer Monitoring Environmental Unit Monitoring Unit ( P Persons) I I Management & Execution Agenclea Management & Execution Agencies in Operation Stage in Design & Construction Stage Supervision Agencies I I Figure 8-1 Environinental Protection Organisations of the Project, 'able S a Pl lfr?ix tal pjmblm litiation Menu" Action unit t wes in A. Dsin ___ _ L Pardls oocystim Oqre alterte schemss to elect a Desip & IB Project reo_mwd wcme for bei'g far y frm aues_t units Office of lRC) village aol sebools, lees farus uoooupatio, 2I Soil erosion Afforestatieu aln plantation o side sloe Desig& lB Project alog the y,truction of soil a t umits Office of gm retaining w11, interatditch ad water & Noise Adopt mitigatio sres at sesitive Desip & iB Project sPts beyrax stauiard. ses units Office of ElD 4 Air pollution Ptaper selection of quary or earth boTo- Design & B Project *ing aite, spoil area, location of mixg assesameot units Office of EMM) plant, taking into account of sasitive receivem 6.5istorical relics Invstipgation and rumve for the Provincial IB Project historical relics along the proposed Historical lelics Office of gPC) expressa. bReusarch Institute 6. Ioe acquisition & Action plan oast be made for proper land BRsettlaunt WB Project resettleant acquisition and resettlaet. Office of mmO) Office of gPCD 7. Accident caused by Collide-proof banisters will be strengthe Design & B Project dangerous articles ed on bridges to prevent from vehicles asesament units Office of HPCD leakage in dropping into the rivers in accidents of transportation dangerous article transportationm L Construction stage i1.Ecological resource .N earth borrow site in forest lain. COntractor lB Project Avoid earth borrowing from farm lanl As Office of HPCD to the temporarily occupied lands, the surface layer soil will be preserved and put bick after construction for relucing the impact as mch as possible *iEducation and training of the workers to protect the wild anim-ls & plants, hunting is prohibited strictly. .Earth borrowing site will be better chesen at the location of future fish poxl. .Disposal of engineering earth and rock will made witbout damage to the farm lani ana other facilities or blockinj rivers, disposal sites will be decided m csoul- tion with local EVi-ru `ental Protection 2 Soil erosion and .Tree or grass plantation on side slope Contractor B Project irrigation will be done in three months after cn- Office of EPCD struction of subgrpsde and also rehabil- itation or reconstructicn of daomged irrigation or drainage facilities. .Neoessary measures will be adopted to prevent the river, water cdannel or exist- ing irrigation & drainage spstem from being bloced by soil & stmn .hile permanent drainage system being built, substitute ditch or pipeline will be built for irrigation & drainage * Reasocable ensures will be takmn to pre- vent direct discharge of waste water into the river & irrigation systex 8S Coanuatl ef Ta-le STa 1a i2tal anaganet Plan hvirtul probl - mitipti m e ktim mit 4 ies in I Water pollutim Rleamble procedue will be tak as Cmtractor 1B Project cofferd etbd or drop shaft siki1 Office of gmt an bridge a urution to prevent wter rivers.nte ollutiz~ ~~co wilri Lge,grbwe ofowitroctiona vill Dry toilets amn septic tanks umt be built for sewage disposal. Garbage will be ecmentrated in the garmbge hemp- irg plants bvirocmnt nwasent aul protection education to workers will be atrentbend for strictly checking the mrhims ani ships to preenvt oil leakage Dbp of waste oil into water bodies will be banned Cstructiom _ terials as aupiilt, oil & cbemical articles will not be allowea pilirW up near wells or rives, andm ffl- ea will be prepared for covering these aterials from being washed into water bodies in windy or raining days_ 4 Noise .Strictly iopleentation of industrial Contractor WB Project noise stanaard to protect the orkers from Office of HPCD being hurt by nDise Usizg ear plig & helmet, ana strictly limiting working time swledile. .No night tie work 2Z 00-6: OD) whe there is residential areas within 150b .onstruction unit will negotiate with the teachers about the working schedle to reduce the noisy disturbance to routine teaching of sdebols. *ieticulous mointenance of the machine to mitigate the noise iqact. 5. Air pollution .AlI reasonable measures including sprink- Cbntractor YB Project ing (especially in dry season)to reduce air Office of NMI) pollution of ecostruction, pay attention to the impact on nearby residential sites Materials yards and concrete mixing plants will be at least 20hi away from residential regions. The bulk eaterials will be covered either in storaege or transportatim. .Mixing plant of aspbalt will be at least 300s any from & downwind of the nesrest sensitive spot. .Space of mixers will be separated to pre- vent air pollution Pay attention to the health of workers. 6. istorical lelics Excavation will be stopped imsediately when Cbntractor YB Project a historical relic site is fouml, and dbce- Office of gm) stic historical relic management agencies will be infoaued simultaneously.Excavation ant be prohibited before apraisaI of the site and adoption of protection masures. 89 Continuation of Table 8-1 Enonvemel Management Plan hvirinmtal pmblm Mitigption meures Actio mit 4 i in 7. lapmrtatim .teful rote selectio for amatrutin wB Project snagmt eterials traspart, avoidig ltg distam Office of BD taprt aul impat mi eSiSting hi f cilities litipte pollution off traffic dust ani traffic wim. I .llatima scme sd waures will be eaie- fully eon idered Om teyomzy rood for ocastructio cerosses ezistiig role .Cbnotruction *sterial tanportaticc will be planed to avoid traffic peak bkr of existing rfiL I. Quatruction .Lighting and afety signps and srks will nitractor lB Project safety be providea on teq oramy road, raticial Office of WMI) traffic regulation will be adkopted . Effective safely and arni siguals will be adopted during CmatrctwOn stim ag such as careful checking and thoughtful arrau ent in explosion work to prevont any accideat *trict sanage rt of aiplo- sive saterials b follcen afety requn- mnta set by tbe piblic 8ecitb --_________ _ z _depLrtamt ' CCeortion stage 1.Nbise asd air .Set horning bsnnna frks at sections br Highway Hubei Provincial pollution schols . bb.geeeit High-Class .In regional planmix, units as residential Division Highway sites are avoided within 13or ui sdbwol Administrative or hospital are avoided within 5ohm a*loug Govermmeats of Bureau the expresgnwy, which should bave a cities or better envirmnaut. district Insulated windb=s and other wise proof measn-es will be adopted at sites beygd standard. See table 5-1 & Appmdix II .Afforestation and plantation at both sides of the road to mitigate air pollution 2. Water pollution .In toll stations & mnageantal MM, Highway Hubei Provincial septic tank will be built to treat sage. Msnagamg t High-Class Cbly after treatment, can it be used in Division Eighmay irrigation or fertilizatia% oil easte ADministrative water sbould be treated by oil searating B3reau tanb Garbage will be collected then dispose& .9all style vaste water treatasat station will be set up in service & rest zmes along the espressway. After treatmant, the waste vater can be discharged or used for irrigatioL Garbage will be collected for disposal. M.angement of 9trenthen vehicle mointenance & _a t Highway Ebbei Provincial vehicles to inure road Wortbneas of the vehicles, Mnagenent High-Class strenthen vehicle emission inspection & Division Highway implementation of the wise and emission Pblice and Administrative standards, no permission or certificate cbnm"icatin BEbreau issued for unqualified vehicles ageicies 90 CoatInuatla .of Table 8-1 ma anagem t Plan hwir_tal oblem Mitiptici .mem Action unit gewis in a Ricl tr dansport le" Va 1 cmisit by Iiglw lbsi Poincial artile t oryt tbe e aze in Bigh1r king- -Wmt Hi_h-cl _dt .him asl FP Ihre of Hubsi P Divm igi moe in poject EL ihich is for delig Adinistrative with the leskage accidents of dmgmu"n articles specially. 4W this POW is in blice and cbdrge of tbe mmgint of dpreraoi conmicatior article tranportation on this juopsl agenmiec .expesamy tocw .hree certificate Aar requred for dsze- rous article tn tion transportatior permisics driver'8 lime mud safety escoort certificste lki2geous sarb mist be set on the ehicles . 9ecial reute aud prin dbg spots will be specified ly' the public securib tarea . . In case of the accidort caused b,g sawe ous articelogais nl bnformed imeitely, ieargu actiQos will be followed based or tbe plan n1 kvirwmmtal Iopleoet uxvirtal wmitoring sor Imtoring unite Lhbei Provincial Miiitoring accodix¶ to the seceifications issued by belo.g to liNt HighClass N13A n of xmitoriig staxad mimi ~ Hilry 8.24 Monlitoring Equipment, Cost and Report lnstltutfonal Arrangemet Monitoring equipment in project m can be uset in this project too, no acquisition for new equipment. Because the utilization ratio of the environoental monitoriyg equipment in Project mI is only 25%.b so it is possible tbat the environmntal monitoring equipment in Project m can be shared with Project N-. Monitoring cost during construction: 40, OOOyuanlyear x 8. Syear- 140, 000 yuan; During operation: 30, OOOyuanlyear x20year= 600, 000 yuan; Contingent accident monitoring cost (unforeseen): 50,000 yun Monitoring report institutional arrangement is shown in Pig 82. 8.2.5 Environmental Protection Staff Training Four persons are selected to visit and study abroad for one month ( cost: 300, 000 yuan). Staff training in our countryr includes environmental maagecent, environmntal supervision eDgineers and emergency dealing experts. The planning national training of environmental protection experts are: 16 environmental mnagemental experts, 6 environmental supervision engineers, 6 emergency dealing experts (toll stations' environmental monitoring experts are the same as emergency dealing experts) . altogether 38 person-times. The total cost of this part is 190, 000 yun The total cost for training is 490, 000 yuan. See table 8-4 W1 Table 8-2 Znwiromenta1 P4.tetton Superviosi PIa F1asibility tWA 1. tI e tbo Ttl of ELk L To wm the UA cntet hs a tudy mI bine the MA rqpot fully ared topic a,_ stgop &B koin te EP actim pla withk ts iwlgt p ~ ~ 2T h m ts possible serious FI of the projet to be sd -. ofrl Sh es fer sibility o ctio pian. Design & tWA 1. &Eaine preliimy design for 1. To cury out the 're Simultan- costrne- MM eavixmt ptection & WP. sounu" policy ad W. tim stage FB of 2 To ei the relizatim of cost for 2 To mu inmstit for enviro- cities or envirctal protection - tal protectioa district & To check eterial baulhirg a, ult & To makse the work site net and ammrete maiz plants amiWet. the requireats of eaviraectal 4 To check dust & noise omtrol meure protectio & work tim schbedule 4 To reduce the ispct. To ensure 5. To check te storage & emissio of the imlemtation of regulations poismu or hbzrful eterial. 5. To reduce the iapct m the suro- 6. To chck dischrge & disposal of wate l & to ialmt tbe regulation water or nte oil. 6. To ke we surface water nt to 7. Catting & borrowing site, spoils. dis- be pollutedL powal, soil erosion, blockLig of dra- 7. To wke sure the laniscape & the inageeyste2 & rivesm land reeswres being preserved & & To check the ioplntation of 'irgeo reamed siniltaneus" policy & EPA ,to perfect & To swae we the iplemntation of the iq leaentatjon workL IPMpoIicies. 9. To examine the eronvixruital protection 9. TDo we ewe the envircmntal facilities. protectiom facilities meet the Iacreptance level. Hubei 10. TD check if there are ny historical 10. To protect historical relics. Provincial relics. Historical itelics Bureau Operation M 1. Oieck the iqplemntation of EPA 1. To ensure rwlization of EU stage EI of I tbeck the oIMMtation Of M:itoring I To enure realizatica of ;nmitoring cities or plaL plan district 3 Inspect the semsitive spots to find 3. To ensure msideration of various enviranmtal problem. eaviruental probls 4 Inspect the eavirment of seitive 4 Strathen envirountal nuge- regios based on the staniard mt, to protect helth of people 6. Oe waste water aol garbage disposal 5. TD enre wate water aiscbargea in service zms, rest zmes, toll meet the discharge stadard. I stations and wnagental zo 6. To eliminate the cu of accident 6. 9tren accident _ nt aed 6. T eliminate the cuses of accident mmiitaring systaa, set iqp e8nDq in traffic to avoid pollution action plan for merencie' a ?'t accident. prevent pollution frcal spreading once accidient bwais. 92 Table 8-() Air En VI tal Momlog Pan ktion Uiit in raew Incatin Ito 1zrqmq DTmtim wlirq unit dhe OCtrwmtit ing atP, mrt timi litarilg B Project paioa plant aslt per week 1 day time, nit ander Office inke twiceldg lEPt of DP( Coarete am, 2 Ihspect plant, uni randomly 1 day Ditto Ditto Ditto rood mctic. (peraticn howuling Villap N(k twice/yer 7:00 lhibei period Uiajim Village D (1 e in r dips 10 00 Ditto Ptovincial laoIuia Village in Ja & 1400 H s ousgi PPM S July) 17:00 igD Zbao Pm SC A dinistr- =sui lid. 9bd. ative Ikulce Village l Yiyagi Villag Datianjm Village Nte: Prequency of uitorirg can be increased as reqired during ecostrwtiau Table 8-8(2) Ambient Noise Monitoring Plan Action Unit in Pbse focation Item Frequency Duration Sampling mnit cbage Cbmstruction Meowuling Village NDise once omstruction M2iitoring period Chenjiawan Village per week 1 day time, mit under YB Project Dezui mitt Scb. twice/day MO) Office Zbmmo PM Sckh (am &PM.) of RPMD Xuzhuynnujia Village Dizgjiashan Village Yiyangqieo Village Guyghwi PiL Sch. DItianpu Village Operation Maowuliig Village Noise 4 ti'es One in day- Hubei period CQaijiawun Village per year 1 day time, another Ditto Provincial Dzai Mid. ScL in night HigClas 2bu Pm ScL Highay uhLmnujia Aministr- Village ative Dirgjiasban Village Bureu Tianqiao Villae O.ngei PmL6E Dlktiaxp Villare Ikupniia Vil age PLun Village_____ ____ Note Frequenq of uitoring cn be increased as required during cnstrction 93 Tabe 8" ) Water qualt mdso@ng plan _~ - - - - - . k~~~~~~~~~~~~tiai WJt in Pae Ioatiai Its hequm Daaticn 9"luig unit drp O.strcticm Caiz liver t'iric/dy bCIitor U Project priod Gabe jtivjr * M. pr "A alit wr Office ThgshRiiwer one dq on & LP) IUD of UK! ui iver Pwube liver _ ~~~~. Oil ckeration Highiwy sevice Mob, Wicelyear cotiue ce a fdy Ditto HLbei period zou a rest usn E 9 rwal 3 dayp Povincial *nt enag ie tal Oil later High-Class M20es level Highbwy Rivers are N as and Adrinistr- tructiro lov ative period level) hbYMu Note Prequeyq of omitorirg con be izacre as required during cowstructio. NHPA EP Office of YOC | l S~~~~P OfficeofEC Provincial EPB ( 3 BP specialists WB Project Office of HPCD (Construction stage, two EP specialists ) Hubei Provincial High-Class Highway Administra- tive Bureau (Operation stage, 2 MP specialists) Kianning City, Puqi Highway Managemental Division along the City or Jiangxia route ( 2 HP specialists per division, District EPB operation stage) Yonitringunit ohaB been organized in project No. M) Fig.8-2 Monitoring Report Procedure 94 Table 84 EP Staff Training Plan Type stge Pecis1ty Peremel migp t 9 Dura- out totwl tia Abroad Coatructin IP WB Office of EIPIX, Hubei Province 4 Persn 1999. 300, 000 trainimg & Operation imagaet IHigh-Cle Higbuy AMuinistra- 4 leeks 2002 yuan expert tive Im and Plannir & Dsip Institute of Hubei Piow. we per for every sgecy. National Coastruction EP Jiar xia district, liing 8 Perso 1999 40,000 training amnageasut City and Puqi City 2 perscns 2 Weeks yuan expert for every regions; 2 persons from WB Office of HRM F? JiangKia District, Xianning 6 person 1999 30, 000 Supervision City & Pugi City 2 persos for 2 Week yuan engineer every rgioms. Emergency Jiangsia District, lianning 6 person 1999 50,000 dealimg City & Puqi City 2 persnms for 2 leek yuan expert every regions. Operation EP 4 persons for each highway MaYr- 14 permon 2000- 70,000 mnaagement gement Division along the route 2 Week 2002 yuan espert (sawm as the construction staff) azi 2 persoms fron figh-Class Highway Administrative Dbireu of Hubei Pov. Tutal 38 person 490,000 j yuan 95 IX PUBLIC PARTICIPATION AND ITS ANALYSIS 9.1 Scope of and Method for Pubic Participation In Dec.1997, the ZIA group of this project made public surveys in the areas that will be affected by the proposed highway in Jiangxia district, Xianning City and Puqi City. We held meetings and delivered questionnaires to collect opinions fromD representatives of NPC ( National People's Congress) , people's governments at different levels, social organizations along the route, and especally the people in the affected area on both sides of the route. 'We also consulted environmental protection organizations, agricultural organizations, forestry organizations and transportation organizations about environmental protection along the route. 250 peoples from 30 villages took part in the meetings and consultations, and 76 questionnaires were collected. See appendix 4. 9.2 Opinions and Requirements from the impacted people and Social Organizations in the Affected Areas 9.2.1 On-the-Spot Survey and Public Opinions Along the Lianning Scheme I, the hearings were carried out in Dec. 1997. The 30 villages related and the names of some participants were shown in appendix IV. The hearings along the connecting roads were also carried out in Dec. 1997 . The issues discussed (e. g. the impact of noise and air pollution, social disruption caused by the Expressway, restricted access to the highway. etc.) with the villagers and the opinions from the participants ( the impacted people , social organizations and peoples governments along the proposed highway ) are summarized as follows. (1) The impacted people along the proposed highway are concerned at compensation of land acquisition and resettlement. They asked that compensation should be executed according to the requirements of state policies. (2) 92.8% people in the affected area along the proposed highway asked to be resettled in their own villages when they have to move. (3) Most of the impacted people worries about the inconvenience in future visiting and shopping caused by the separation of the proposed expressway. It is asked that fly over bridges and passage ways be built near these villages. (4) When we talking about the impact problems of noise and exhausting gas with villagers, they asked that protection measures be adopted or moving to a suitable place far away from the expressway but still in their own village. (5) Teachers of the impacted schools ask for construction of surrounding walls to minimize noise and protect safety of their students. (6) Villagers in the area passed by linking roads shown a much warmer attitude to the construction of the proposed project than the villagers in the area passed by expressway, we found almost no complain from the former. (7) All the governments at city or county level welcomed the highway sections to pass 96 through the area under their own administration, especially the goverment, NPC ( National People's Congre) and highwy transportation organization of lianning City. They sincerely expressed that limaing Scheme I will benefit the economic development of liming prefecture. (8) It is ase that at leant 1 interchange be built in each city and district and passages be built for vehicles or the public at places where the proposed highay crosses over the existing highways and places ner any big villages in all the cities and district that the route passes thromugh Table 9-1 Stastics of Public Suggestions about the Proposed Project Content of Investigation Number ofPercentage of People People (%) Much 135 53.9 Understanding extent of the highway A little 92 36.8 No 23 9.3 quite satisfied 20 7.9 Sat isf act ion degree of the present traffic Basically satisfied 89 35.6 situat ion Not satisfied 141 56.6 Great 16 6.6 Unfavorable impact on residential, living Slight 214 85.5 environment No idea 20 7. 9 Expect to be resettled 232 92. 8 Attitude to removal in their own village & resettlement Expect to be resettled 18 in the other village 7.2 Favorable 238 95.1 Relation between the highway construction Unfavorable 9 3.6 and local economic development No idea 3 1.3 Yes 168 67.1 Whether agree to the route alignment No 7 2.6 No idea 75 30.3 Start as soon as 239 96. 1 Attitude to this possible project Postpone the work 7 2. 5 Cancel 4 1.4 Tine of Investigation December 14-26, 1997 Site of Investigation Jiangxia District, lianning City and Puqi City. For more detail, see Appendix IV. Number of Investigation 250 97 9.2.2 Statistical Reult of Public Participation The statistical results of public participation are shown in Table 9-1 and discussed as the following. (1) The Public's Un4erstanding of the Project Amog the investigated people, 53. 9% understood the highway very well, 36. 8% understood a little. On the item of whether agree to the route alignment, 30. 3% knew nothing of it. Therefore, it is necessary to increase publicity about the construction of the highway. (2) Attitude towards the Highway Construction It is shown in table 9-1 that 56.6% of the public were not satisfied with the existing traffic situation, 35. 5% of the public were basically satisfied and 7. 9% were quite satisfied. Concerning the public attitude towards the construction of the highway as shown in Table 9- 1, 96. 1% of the public hoped that it would be built as soon as possible. It can be see that, the public hope the construction of this project would greatly change the present poor transport situation. (3) Understanding of the Environmental Impact of the Project In the investigation, most of the people (85. 5%) thought that the proposed highway would slightly affect the residential and the living enviromtent and 98.7% of them believed that the construction of the highway would be favorable for local economic development. (4) Requirement about Removal and Resettlement 92. 8; people hoped that they be resettled in their own village. 9.3 Analysi of Public Participation and Solutions to Problems (1) It is shown in the above investigation result that the governments, representatives of NPC, social organizations and the public living in the affected areas along the route all warmly welcome the proposed highway and hope that it could be open to traffic as soon as possible. In terms of removal and resettlement, 92. 8% of the people required that they be resettled in their own village and expressed that they would comply with the plans of the state if there were some contradictions. During the construction of the proposed highway, the Construction unit of the Southern Section in Hubei Province of the Jingzhu National Trunk Highway should act in close coordination with the local governments and National People's Congress at different Levels, collect opinions and requirements from the public in time and strictly executes state rules and regulations about land acquisition, removal and resettlement and compensation. Resettlements of the families should be arranged in their own villages as far as possible. (2) As to the 'exits and entrancesf of the proposed highway required by governments along the route, it had been considered thoroughly in the Feasibility Study Report on this project. Ensure 1 to 2 interchanges set for every City or District. Average distance between interchanges is 18. 5km, which can meet the demand for connection between the existing highways and the proposed highway. (3) Because most of the impacted people worries about the inconvenience in future visiting and shopping caused by the separation of the proposed expressway, the designing unit plans to set 190 passage ways along the line to satisfy the requirements of local residents. As for the total 109. 815km long expressway, the average distance between passage ways is 0. 58km, 98 which can basically meet the needs of the local people for comunication and farming. lhen designing and constructing passages, it is suggested tbat drainag measures to be given special attention and ensure that mechinery used for agriculture can pass under them to reduce the negative effects of the highway construction upon the local people as far as possible. (4) To the noise poklution problems ooncerning by the impacted people and teachers of the impacted schools, specific analysis and studies with concrete measures have been made already in this assessment report. AmOng the 146 impact villages and schcols, there are 115 ensitive spots whose noise situation for long operation period my surpas the standard. Suitable aitigption measures will adopted for all of these spots. In the execution procession of the measures, more consultations will be done for the impacted people. Satisfaction of the impacted people will be achieved in the end. From the above analysis, it can be seen clearly that the suggestions and requirements arising from public participation have been given a thorough consideration at the preparation stage of the highway, and a few unreasonable suggestions such as the coment of not enclosing the expressway, which are against the state plans, were not adopted. In order to know the coments about the construction of the project and the attitude of the public toward the mitigative measures in the EZA, public hearings were held by the Environmental Assessment Panel of Xian Highway University and the designers of Communication Planning and Design Institute of Hubei Province among the moasses concerned in Jan. 1999. In short words, the public likely to be affected by the project is in favor of the mitigation measures in the report of EIA, expressing very high enthusiasm in construction of the highway as one of the state key projects. They express their genuine thanks to the World Bank and the Chinese Government for concerns about the issues of environmental protection in the highway construction. The major schools and villages investigated are: Laosi Primary School, Maowuling Village, Guanghui Primary School, Zhunao Primary School, Xinwuxia Village, Leowuxia Villge and Tucheng Village etc. 89 X CONSLUSION The following conclusions can be made on the basis of the assessment results of the environmental impact: 10.1 Assessment Conclusion of the Present Environment (1) Farm crops (vegetables) and soil environmental quality along the route have not polluted by Pb yet. Organic matters content of soil has met the average level of Hubei Province. (2) Altogether 7 monitoring spots (villages or schools ) along the route of noise all satisfied class 1, GB3096-93 noise standard. (3) Among the 5 rivers monitoried, water quality of 3 rivers are Class II, other two rivers are Class m, all reached or better than the demand of Class m in GB3838-88. (4) Ambient air quality along the route is quite good. 5 air monitoring spots distributed in town, village or school all satisfied class 2 in Ambient Air Quality Standard ( GB3095-1996). Prom above conditions of specific aspects, we can see that the ambient air is fresh and pure the surface water is clean, the surroundings are quiet and secluded and the quality of crops and soil are good, so the present state of quality of the environment is good in the areas along the route of National Highway Project IV in Hubei Province. The quality of ambient air, surface water and acoustic environment satisfies the corresponding environmental quality standards determined by Hubei Provincial Environmental Protection Bureau. 10.2 Prediction and Assessment Conclusion of Environmental Impact 10.2.1 Stages of Design and Construction (1) The scheme of the proposed highway is supported by the local governments and most of the people along the route, therefore, the work of land acquisition and removal and resettlement can be done properly if it is administered methodically. (2) From the environmental point of view, the recommended scheme is considered slightly superior to the comparative scheme. (3) The impacts upon the ecological environment during highway construction are the occupation of farmland; damage to vegetation; and loss of water and soil. They can be alleviated if environmental protection measures are undertaken, such as the reasonable selection of route alignment, the timely recovery of farmland and the building of intercepting ditches, retaining walls and settling basins. (4) As to the impact upon the surface water environment during construction, if the administration are strengthened and suggestions are carried out , the quality of surface water will not be obviously polluted. (5) The impacts upon acoustic and air environmental quality during construction are mainly 100 the noise of construction machinery, dust and asphalt smog pollution. The environmental quality of life and teaching in sensitive spots, such as villages and schools along the route will not be affected to a great extent if the measures such as reasonable construction schedule, proper sites of asphalt concrete mixing plants and lime soil mixers, sprinkling at proper time and covering with canvas, etc. are implemented. (6) There is no distribution of rare animals and plants in the assessment area along the proposed highway, therefore, the construction of it will h.tve no effect on them. (7) The construction of the proposed highway shouldn't be started until the two sits with cultural relics have been excavated and protected. During the period of the design and construction of the highway, if new cultural relics, especially those underground were discovered, the construction unit should execute protective measures and make a timely report to cultural relics department. Make solving program according to the Protection Law for Cultural Relics of the State. 10.2.2 Operation Stage (1) Lead content in traffic dust and exhaust gas are the primary reasons caused the impact on ecological environment during operation stage. However, because of the little amount of dust worn on the surface of plants, and the abundant precipitation, influence of traffic is relatively light. According to the prognosis of lead content in soil, in the end of year 2022 ,it will still remain a large range between the lead content in soil and the limitation of standard (calculated by vehicle exhausted lead). (2) Culverts and pipes will be built to mitigate the infavorable impact on the farmland drainage system by the passing expressway. (3) The road surface runoff will have little impact on water quality of the rivers. But, some measures should be taken to prevent the fish-ponds from pollution. The administration of the transport of dangerous and poisonous cargoes should be enhanced in order to prevent water pollution caused by traffic accidents. (4) Sewage of toll station and managemental zones will be treated by septic tank before using in irrigation, which can solve the pollution problem of surface water by waste water utilization Sewage of service zones and rest zones will be treated by small style waste water treatment station to attain standard before discharging (5) During the service time of the highway, the traffic noise may affect the acoustic quality to a certain extent, especially near residential quarters and schools. When environmental protection measures are taken, the reasonable teaching and living conditions can be assured. (6) During the long operation stage (in year 2022), the exhausts from vehicles will reduce the ambient air quality along the route , but the affected area is not large. When environmental protection measures are taken, ambient air pollution can be alleviated. (7) It is shown in the analysis of the environmental economic loss and benefit that the social and economic benefit is remarkable to carry on these environmental protection measures suggested in this EIS. With the development of the local economy and the increase in traffic volume, the traffic noise, exhausts from vehicles and pollutants from roadway runoff would seriously affect the acoustic, air and water environmental quality along the existing highways if the proposed highway were not built. Therefore, the construction of the proposed highway with reasonable planning and proper environmental protection measures being carried on will greatly improve the quality of the local environment. In brief, the constructive project- the Southern Section in Hubei Province of Jingzhu 101 National Trunk Highway (roject IV)- will be of great significance in accelerating regional economic developuent; improving the present state of transportation; improving the uZdiL ion for investment and prooting the developeent of the tourist industry. The construction of the project will result in some negative environmental effects along the route, such as losS of land resources, damage to vegetation and the reduction of environmental quality, etc. But when corresponding measuresr are taken, the negative effects upon the environment can be alleviated or eliminated. The negative effects can be allowed by the environment. Therefore, this assessment believes that the construction of the Southern Section in Hubei Province of Jingzhu National Trunk Highway is feasible. 102 References 1. lianyg Environmental Science Society, et al., A Guild to Environmental Impact Assessment, Vol. I & Vol. I. Tianze Publishing House, 1989. 2. MOC, Regulations for Environntal Impact Assessment of Development Projects, 1994, Beijing. 3. J. G. Law and D.C. Wood. A Handbook of Environmental Impact Analysis, Beijing Science and Technology Publishing House, 1986, Beijing. 4. Jing Qiting, Zhang Qinling, et al, A practical Handbook of Environmental Impact Assessment, Shaanxi Science and Technology Publishing House, 1989, Xian. 5. Li Gueifei, et al, Environmental Quality Assessment, China Environmental Science Publishing House, 1989, Beijing. 6. NEPA, The Soil Element Background Value of China, China Environmental Science Publishing House, 1989. 7. 1. J. Cokabye and R. P. C. Mougen, Earth Erosion, Hydroelectric Publishing House, 1987, Beijing. 8. Xian Highway Transportation University, A study Report of Traffic Noise and It's Control Equipment for High-class Highways, 1993, Xian. 9. Xian Highway Transportation University, A Study Report of Technological Regulations for the Impact Assessment of Highway Traffic Noise , 1989, Xian. 10. Xian Highway Transportation University, A study Report on Pollution by Road Surface Runoff and It's Prediction Model, 1995, Xian. 11. Wan Yangshan, The Application of the Soil Loss Equation in EIA, Study on Environment Science, NO.5, 1991. 12 Research Institute of Highway Science of MOC, A Statement of EI for the Baodi- Shanhaiguan Section of Jing-Shen Expressway, 1995, Beijing. 13. Research Institute of Highway Science of MOC, A Statement of EI for the Northern Section in Hubei Province of Jing-Zhu National Truck Highway (Project m), 1995, Beijing. 14. Xian Highway Transportation University, A Statement of EI on the lotor-only Highway of Shan -Chao-Fen, 1994, Xian. 15. Xian Highway Transportation University, Research Institute of Environmental Protection Science of Fujian Province, A Statement of EI for the Fuzhou- Quanzhou Section of Fu- Xia Expressway, 1994. 16. Office of General Soil Survey of Vuchang, Soil Annals of Wuchang County, 1984. 17. Statistic Bureau of Xianning Prefecture, An Outline of National Enconomic Statistical Data of Xianning Prefecture in 1996, 1997. 18. Statistic Bureau of Puqi City, An Outline of National Enconomic Statistical Data of Puqi City in 1996, 1997. 19. Local History Annals Compiling Committee of Wuchang County, Annals of the History of luchang County, Wuhan University Publishing House, 1989. 20. Local History Annals Compiling Committee of Xianning City, Annals of the History of Xianning City, China City Publishing House, 1992. 21. Local History Annals Compiling Committee of Puqi City, Annals of the History of Puqi City. China Haitian Publishing House, 1992. 103 Appendix I Investigation Report of Historical Relics and Distribution Map A CULTURAL HERITAGE SURVEY AND RECONNAISSANCE REPORT THE SOUTH SECTION OF JING-ZHU HIGHWAY IN HUBEI PROVINCE AS THE NATIONAL TRUNK LINE (PROJECT IV) The south section of Jing-Zhu Highway in Hubei Province (Highway Project IV) with a total length of 111 km passes through Jiangxia District of the City of Wuhan and the Cities of Xianning and Puqi of Xianning Prefecture the topography of which is characterized with low hills and plains with lakes and low lands. To respond to the 17th and 18th articles of " Cultural Heritage Act of China " and the document on enhancing cultural heritage protection in Hubei Province, Hubei Cultural Heritage and Archaeology Institute, entrusted by the Hubei Transportation Planning and Design Institute, has conducted a cultural heritage survey and reconnaissance concerning the south section of Jing-Zhu Highway (Project I V). The report of the findings is as follows: 1. Location of the Cultural Relics On the basis of the sufficient survey and reconnaissance, 8 cultural relics sites have been identified, 2 of which are involved in the recommended scheme (Xianning East Line Scheme) with the other 6 sites involved in the alternative scheme (Xianning Scheme). Considering the heritage protection, we suggest that the highway be constructed using the recommended scheme (Xianning East Line Scheme). The brief introduction to the two sites is as follows: A. Lubiangao Site Being located in Lubiangaowan, Xianglin Village, Henao Township, Jiangxia District, Wuhan, it is placed on a terrace with an area of about 10.000 square meters and a deposit thickness of 1.5-2.0 meters. Pottery cooking vessels, pottery cooking pots and pottery basins have been found. The research shows that these relics belong to the New Stone Age--Shang and Zhou Periods. The area involved covers 240 square meters. B. Tucheng Site Being located south of Tucheng Village, Xindian Town, Puqi in Xianning 104 Prefecture. It is placed on a terrace with an area of about 30.000 square meters and a deposit thickness of 1.2-1.5 meters. Pottery stemmed cups, pottery pots, pottery bowls and earthenware pipes have been found. The research shows that these relics belong to Shang ind Zhou Periods-West and East Han Periods. The area involved covers about 480 square meters. 2. The Plan for Protection and Excavation of the Relics A. The two remains sites on the recommended line needs archaeological excavation. Based on the 20th article in "Cultural Heritage Protection Act of the P.R.C.", the cost for excavation will be included in the budget of the project cost . It is our plan that as soon as the fund is ready, the excavation will commence. It is estimated that the excavation will need 30-35 days. B. The excavation activities will strictly follow "Regulations for the Field Archaeology Activities" to guarantee scientific excavation and to obtain detailed and true data. The cultural data got in the field excavation will be kept properly and safely for use of scientific research. C. The highway construction activities on the two sites mentioned above are not permitted until the excavation is finished. If any other cultural heritage sites are found in the construction of the project, the cultural authorities will be informed of and proper protection measures will be taken. D. In the excavation, the site will be guarded by the construction agencies and the workers will be told to protect the relics. 3. Estimated Cost for Excavation On the basis of the "Budget Quota Management for Archaeology Survey, Reconnaissance and Excavation" issued by the State Culture Heritage Administrative Bureau, the cost for the excavation of the two sites is estimated as 60.000 yuan ,with 20.000 for Lubiangao Sites and 40.000 for Tucheng Site. Hubei Provincial Archaeology Research Institute February, 1998 Note: Q) Xianning East Line Scheme is the Xianning Scheme I. a Both of the two historical sites are located in the right-of-way. 105 r~~Ate < 1. VelC Xitiul ~ %i d I tny v PuqicitY tv' j~~~t ,,tt,sC,ed dra'win3t 1.0 Appendix I The Other Environoental Senstive Spots and their EZnvironmental Protection Measures along the Proposed Highway No. Pile Naoe of Distance Number of Insulated Sound enclosing Affores- Number Village from the relocation windows insulation wall tation road center caused by wall line (a) noise LxH LxH LxB (family) (family) (Dxm) (DxX) (mxm) 1 K190+700 Maowuling 110 2 K191+900 Xinqiaohe 100 2 3 K193+000 Xiaowumao 30 1 200x4.5 4 1194+300 liajiawan 80 2 5 K199+800 Qinglian'an 90 as 6 1200+800 sunli 60 12 7 K206+800 Shanmaojiao 100 2 8 K207+200 Hanjiawan 140 9 K209+400 Ma'anshanqiaotu 80 4 10 1212+300 Dawuqiu 50 210 x2.5 11 1214+900 Sugongling 50 1 60 x3.5 12 K217+700 Songpoxia 100 3 13 K219+800 Shangwuhu 50 12 14 K221+150 Lijiabian 40 2 9 170 x30 15 K221+500 Xubohai 50 3 170 x4.0 170 x20 16 1222+500 Shangfangwan 80 6 17 K222+900 Liujiawan 40 150 x4.5 18 K223+500 Wujiaxie 60 19 K223+700 Yaojiawan 30 550 x2.5 20 K223+800 Laowuzeng 40 300 x2.5 21 K226+600 niefan 60 10 22 1227+100 Yujiawan 60 5 5 23 1227+900 Wangbaijiao 60 3 24 K228+500 Tangtie 50 300x2.5 25 1229+600 Zhouzhuangyujia 110 1 26 1231+450 Wujiawan 100 5 27 1231+600 Liujiawan 40 2 28 1233+800 Shibanzui 100 4 29 1235+000 Yangzhichang 40 10 30 1237+000 Dongjiazui 30 2 31 1237+900 Chenjiawan 30 500 x3.0 329 238+400 Fujiawan 40 2 2 Note: *. stands for fruit trees have been planted 107 The Other hnvironmental Sensitive Spots and their fIvironmental Protection Mehaures along the Proposed Highway. No. Pile Name of Distance Number of Insulated Sound enclosing Affores- Number Village from the relocation windows insulation wall tation road center caused by wall line (a) noise LxH LxH LxB (family) (family) (a x) (mxe) (ax) 33 k238+700 Tanglinzui 40 4 34 K239+500 Dawulong 60 1 4 35 1240+100 Zhujiawan 50 11 36 1242+400 Sunjiawan 80 28 37 k242+950 ianyizhao 140 1 38 k243+900 Xinwuweng 50 1 5 39 K246+100 fuchang 50 1 6 40 K247+600 Yaojia 30 7 .41 k247+800 Pengjia 110 5 42 k248+300 Shujialong 40 7 43 k250+500 Xiedanfang 100 4 44 K251+300 Shanqixian 70 45 k252+550 Qianjiawan 120 1 46 1253+800 Nanxiqiao 30 5 150 x30 47 K253+900 Fangjiawan 30 250 x3. 0 48 k256+800 Zhang j iawan 120 49 K257+300 Shanwangjia 30 3 4 50 k257+850 2englijiawan 50 2 51 K259+100 Fengjiawan 80 '52 1259+500 Shangpenpengwan 40 300 x3. 0 53 k259+800 Zhnngmenpengwan 100 '54 1260+400 Leij'iawan 60 2 55 1260+800 Lizhuang 80 1 7 56 261+800 Luoj iazhuang 60 4 7 57 1263+200 Meijiawan 40 5 2 58 1263+900 Shanggaoqiaotianqiao40 5 59 1264+200 Xinzhuangtianjia 30 2 1 60 E264+500 Huangjiawan 30 2 80x3.5 61 1264+800 Fujiawan 30 4 3 62 1265+100 zhujiawan 80 12 63 K266+100 Qiamiantianjia 100 3 64 k266t600 Shongtangwangjia 30 230x2. 5 65 K268+850 Houdizhuang 50 12 108 TMe Other Environmental Sensuitive, Spots and their Environmenta Proteetion Measures along the Proposed Highway No. Pile Name of Distance Number of Insulated Sound enclosing Affores- Number Village from the relocation windows insulation wall tation road center caused by wall line (n) noise LxE LxH LxB (family) (family) (Xmx) (a XO) (a X) 66 1269+200 Huangjiawan 40 3 10 67 L269+600 Shibitianjia 90 6 68 270+500 Panshanyujia 30 4 69 1270+600 Weijiawan 30 6 9 70 B272+900 Chenzhuangyujia 120 1 3 71 K274+250 Fengshugongjia 40 200 x3 B274+750 Fengshugongjia 30 3 72 1275+200 Iangjia 80 7 73 1276+500 Zhengshuipo 50 1 4 74 1277+500 Liuxingwan 110 75 1277+950 Baishutang 110 76 1278+500 Qianjiawan 30 10 5 77 1278+900 Xiangjiawan 30 7 9 78 K279+800 Qifangdun 30 8 8 79 B280+400 Leeijia 30 9 360 x 2.5 80 B281+100 Wujiawan 40 3 80 x 2, 5 81 1281+500 Xujiawan 40 3 17 270x3. 0 82 1282+700 Wangshancun 30 6 1 83 K283+200 Songshuzui 90 2 84 B284+400 Jintancun 30 3 6 85 1285+000 Shizuicun 60 2 2 86 1286+700 Mucangling No.3 60 5 87 1287+500 Fengshupo 60 15 88 K288+150 langjiawan 40 3 7 89 1288+800 Wanneishijia 30 2 3 90 1289+700 Shijiawan 40 5 7 91 1290+900 Qingshiqiao 70 6 92 B291+500 Qingshiqiao 30 5 93 '12+700 Chenjiafancun 30 8 10 94 1296+600 Yiyangqiao No. 3 40 5 8 95 1297+300 Zhangjia 30 1 96 9297+800 Yiyangqiao No. 6 90 97 1298+100 Jiangjiachong 50 3 109 The Other Environmental Sensitive Spots and their Evironmental Potecidon Measures along the Proposed Highway Nom Pile Nam of Distance Number of Insulated Sound enclosing Affores- Number Village from the relocation windows insulation wall tation road center caused by wall line (a) noise LxE LxH LxB (family) (family) ( xm) ( xm) (axm) 98 [298+800 Datangzhengjia 30 8 10 99 [299+100 Zhengjiawan 80 4 100 K299+800 Tucbang No2 30 6 7 101 K3014000 Yanheshang 40 1 9 100 x30 Ma'anshan linking road 102 K1+200 Caojiawan 20 2 3 Zhanggong linking road 103 12+000 Yubawan 90 104 [3+000 Zhanggonguiao 180 105 K5+700 Caijiawan 100 106 [7+100 Yujiawan 60 2 107 [8+150 Wangbatou S0 Gantang linking road 108 B11+000 Zhujiawan 30 1 3 109 [13+200 Shangurahuang 20 3 3 110 K14+100 LAowupeng 100 Quankou linking road 111 B0+300 HuayuanZhang 180 112 [24400 Wujia 150 113 K9+000 Tingsiqiao 100 'in Appendix m Analytical Hierarchy Process for Scheme Comparison 1. Establishment of Hierarchy Structure Model To aim at the optimum scheme for highway construction, analyticalcomparison between two alternative schemes is made according to the criterions from engineering, economic, environmental and resettlement elements. There are three hierarchies. The first one is aim hierarchy A; while the second is criterion hierarchy C, including four items of criterions as C, Ca, C., C4; and the third is the plan(or scheme) hierarchy P, including two plans (or schemes) as P., P2. The ladder style Hierarchy Structure 15odel is shown in Fig. 1 A HEighway Construction| C Engineering Ecoom Cironmetal Resettlement P lmet ScheetsElmeteElmet Figl. Hierarchy Structure Model 2. Formation of the diagnostic matrix Based on the Hierarchy Structure Model, the diagnostic matrix A-C is formed as follows: A C, C2 C3 C4 G. C .__ C G.L C2 C21 C= C23 C24 Ca Ca, C82 Cas Ca. C4 C41 C4.2 C. C.. According to the informations in table 1 and the 1-9 standardization method in table 2, 111 values of the coefficients Ci in the diagpostic m_trix A- C are determined considering the following aspects: (1) The purpose of highway construction is to achieve a relatively high economic benefit with a rather low investment, so engineering elements are considered to be inferior to economic elements. (2) Sustainable development of environmental protection with economy is the fundamental development policy of our country, then economic elements are as the same importance as the environmental elements. (3) From (1)(2), we know that environmental elements are superior to engineering elements. (4) Comparing engineering elements with resettlement elements, the resettlement problem lasts a relatively short period of time, and the economic lost for resettlement can be compensated by the benefit of the project. However, engineering elements lasts a very long period of time during construction and operation phases. Therefore, engineering elements are slightly superior to resettlement elements. (5) From(2)(4), we know economic and environmental elements are rather superior to resettlement elements, Then the diagnostic matrix A-C is determined as: A C. C2 CS C. C, 1 1/5 1/5 3 C, 5 1 1 7 Co 5 1 1 7 C. 1/3 1/7 1/7 1 Table 2 1-9 Standardization Method for Determination of Co, Compare Ci with Cj The advantage level of C, and Cj is equal 1 C, is slightly superior to Cj 3 Ci is superior to Cj 5 C, is rather superior to Cj 7 C, is much more superior to Cj 9 C, is slightly inferior to C, 1/3 C, is inferior to Cj 1/5 C, is rather inferior to C, 1/7 C, is much more inferior to Cj 1/9 Note: 'superior' and I inferior" here refer to 'importance' The diagnostic matrices C1-P, C,-P, C6-P and C4-P are also determined identically- 112 C1 P1 Ps C. PL Ps P1 1 1/3 .P1 1 5 P2 3 1 P2 1/51 Ca Pi P2 C4 P1 P2 P1 1 3 P1 1 5 P2. 1/3 1 P: 1/5 1 8. EHerarchy Individual Arrangement Characteristic vector and characteristic root of the matrices above are calculated. The largest characteristic vector of the diagnostic matrices A-C is: W - (11, W2,. W,) = (0.103, 0.424, 0.4424, 0. 050) In which, the four components of the vector are the weights of the four items of criterions as C,, C2, Ca, C. in criterion hierarchy C. Characteristic root 1A, is 4 (CW0),i =4. 072 i=l n W The identical index CI for test of the diagnostic matrix A-C is: A -n 4.072-4 CI = = - = 0. 024 n-i 4-1 The average random identical index RI for test of the diagnostic four rank matrix A-C is: RI=0.90 Therefore, the random identical index CR for test of the diagnostic matrix A-C is: CI 0.0924 CR = - = - = 0. 027 RI 0.9 Obviously, matrix A-C has satisfactory identity, which is CR=O.0027< 0.1, so the values of weight in W can be used. Identically, the calculation result of diagnostic matrix Cl-P is: W - (0. 25, 0. 75), A max=2, CI-0, CR=0. 113 The calculation result of diagnostic matrix Ca-P is: I - (0. 83, 0. 17), la max-2, CI-0, Cl0 The calculation result of diagnostic mtrix Ca-P is:W - (0. 75,0.25). Amx-2, CI-0, C-a The calculation result of diagnostic matrix CQ-P is: I - (0. 83, 0.17), A masx2, CI0, CR4 All mtrices have satisfactory identity, then all the values of weight in W can be used. 4. Hierarchy TotalArrangement Fill the data from hierarchy individual arrangement in the table of hierarchy total arrangecent (table 3). The values of the four items of criterions C1, Ca, Cs, C. in criterion hierarchy C are 0. 103, 0.424, 0. 424, 0. 050, which are filled into the second line of the table; The values of the hierarchy P corresponding to C1, C., Ca. C. are filled into the second, third fourth, fifth column respectively in the table. As to the total object, values of weight in the two schemes are: P. = 0. 103xO 25+0.424xO 83+0. 424xO 75+0. 050xO 83 = 0.738 P2 - 0.103x0. 75+0.4Ax0. 17+0424x0. 25+0 050x0. 17 - 0.262 From the analysis above, we know that Scheme I is superior to SchemeIl. Table S Table of Hierarchy Total Arrangement Hierarchy C C. Ca Ca, C. P Resnlt of the Hierarchy Total Hierarchy P 0.103 0.424 0.424 0.050 Arrangement P, 0.95 0.83 0.75 0.83 0.738 P2 075 0.17 0.25 0.17 0.262 114 Appendix IV Table of PubHl Participation Dlto Time lction Nuiber of Name of the main Partici- Participants pants Dec. 19, 1997 am Miowuling Village, Jiangsia district 8 Leixiantai, langdaorong 19 am Laosi Primary School, Jiangxia district 12 Leiqianyin, Zhangxiaowen 19 Pa Xujiaxiawn Village, Jiangxia district 7 lucaiwu, Suxianyang 19 i. Pengjiawan Village, Jiangxia district 9 Pengyuzbang, Chencongqi 20 m Shugongling Village, Jiangxia district 8 Aizuejian, Aiqiming 20 am Zinwuxia Village, Jiangsia district 13 Xiaxiuqing, Xiaxiaoqin 20 pa Laowuxia Village, Jiangxia district 11 liadonghai, Xiaguangwen 20 p. Shongposia Village, Jiangxia district 6 Licunsheng, Liyuanbao 20 pa Guanghui Primary School, Jiangxia district 5 Iuhongyun, Xudaobin 21 am Laowuzeng Village, Jiangxia district 9 Liuxinqiang, Yaojiayan 21 am Datianpu Village, Xianning City 10 Chendal in, Liuchang 21 pm Zhunao Primary School, lianning City 10 Yudengchai, Zhoujiazhi 21 p. Xinwuwong Village, Xianning City 8 Wongmuxin, Gaozhangfu 22 pa Yubawan Village, Xianning City 7 Fanhoujun,Fanhouqun 22 pa Xiedanfang Village, Puqi City 7 1anniangyang, Wanxiangmin 22 pm Tingsiqiao TownBhip, Puqi City 12 Hujumei, Wangcunsheng 23 pm Quankou Township, Puqi City 11 Fanglicun, Fangxiaohong 23 pm Shangmenpengwan Village, Puqi City 8 Pengzuewu, Pengyihui 23 pm ieijiawan Village, Puqi City .6 Luruqin, Meiqigui 23 pm Luojiazhuang Village, Puqi City 5 Luosijing,Luoxiangfu 24 am Xinzhuangtianjia Village, Puqi City 4 T.ianjianping, Tianhonggao 24 am Huangjiawan Village, Puqi City 7 Iuangcuanjia,Huangjinshan 24 pm Panshanyujia Village, Puqi City 7 Yushongbai,Yuxinjian 24 p. Weijiawan Village, Puqi City 6 leiheping,leijiali 24 pm Dingjiashan Village, Puqi City 7 Dingwei, Wangxiaosan 25 pm Xujiawan Village, Puqi City 8 Liujun, Xiefangyi 25 pm Mucangling Village, Puqi City 11 Chenhaiwei,Zhuchunhu 25 pm Wangjiawan Village, Puqi City 9 Wangshen, angcaowen 26 am Yiyangqiao No. 2 Village, Puqi City 8 Zhaoxinyun,lWangyifu 26 am Tucheng Village, Puqi City 11 Machangmen, Dengsunliu Total 30 250 115