E1263 v 9 A New Highway Project of Ailing (Jiangxi and Fujian Border)-Ruijin Section of Xiamen-Chengdu Expressway in Jiangxi Province Environmental Impact Assessment Report first version Entrusted by Jiangxi Provincial Transportation Design Institute Compiled by Ministry of Communications Highway Research Institute Sept 2005 i Compiled by Ministry of Communications Highway Research Institute Director Yao Zhenzhong Chief engineer Zhang Yuanfang Head of environmental office Ye Huihai Head engineer of environmental office Wei Xianwei Responsible person of the project Dong Bochang Responsible person of topic Topic Responsible person of Certificate No of responsible topic person of topic Whole report,Alternative line Dong Bochang A10160004 comparison,Environmental management Zhu Yufeng A10160039 Acoustic environment and ambient air Zhao qin A10160033 Water and ecological environment Zhu Yufeng A10160039 Social environment, risk analysis, and public participation Piao Zhongxuan A10160016 Monitoring unit of current Jiangxi Provincial Ganzhou Prefecture Environmental environment Monitoring Station ii Environmental Assessment for Ailing-Ruijin Highway Forwards Forewords Xiamen-Chengdu Expressway is the 13th horizontal highway in the national key highway network of "13 vertical expressways and 15 horizontal expressways" under planning, which starts from Xiamen City of Fujian Province and ends at Chengdu City of Sichuan Province after passing through Jiangxi Province, Hunan Province, Guangxi Province, Guizhou Province. It will organically link the developed eastern China region with the middle China region which is under vigorous economic development as well as the west China region currently under the Great West development. Construction of this key highway will play a vital role in implementing the Great West development strategy, in forming national and Jiangxi highway network, in fostering fast regional economic development along the line, in promoting tour resource development and utilization, and in advancing the regional integration process of east, middle and west China. The proposed project is a section of the national key project Xiamen-Kunming Expressway in Jiangxi territory; it is a part of the 4th horizontal expressway in Jiangxi Province's key road network "three vertical expressways and four horizontal expressways". The proposed Ailing (Jiangxi and Fujian border)-Ruijin section of Xiamen-Chengdu Expressway is approximately 31 kilometers long, starting from Ailing (at the border between Jiangxi and Fujian provinces) where it links with the destination of Ruijin-Ganzhou section of Xiamen-Chengdu Expressway. The route is within the territory of Ruijin City and the areas passed by it belong to the jurisdiction of Ganzhou Prefecture. Entrusted by Jiangxi Provincial Communications Department, the Jiangxi Provincial Transportation Design Institute completed Two-Stage Preliminary Design Ailing (Jiangxi and Fujian Border)-Ruijin Section (Highway) of Xiamen-Chengdu National Key Expressway (K0+050~K27+550 with total length of 27.731 km). In Dec of 2004, entrusted by Jiangxi Provincial Transportation Design Institute, the Ministry of Communications Highway Research Institute undertook the environmental impact assessment for this project. Under great assistance from Jiangxi Provincial Transportation Design Institute and local governments along the route, the assessment unit has carried out field reconnaissance and investigation along he line on Dec 2004. Due to some changes in the engineering, this route section is lengthened to 31 km. The assessment unit, together with the Jiangxi Provincial Transportation Design Institute, has carried out field reconnaissance and investigation during which the route selections proposed in the Feasibility Study and Preliminary Design stages were surveyed and investigated at the same time. In April 2005, Ganzhou Prefectural Environmental Monitoring Station carried out the current environmental monitor along the project. On May and July of 2005, the Jiangxi Provincial Transportation Design Institute completed the compilation of Feasibility Study Report for Ailing (Jiangxi and Fujian Border)-Ruijin Section (Highway) of Xiamen-Chengdu Expressway (K0+000~K31+000 with total length of 31 km) and theTwo-Stage Preliminary Design for Ailing MOC Highway Research Institute Environmental Engineering Offic i Environmental Assessment for Ailing-Ruijin Highway Forwards (Jiangxi and Fujian Border)-Ruijin Section of Xiamen-Chengdu National Expressway (K0+050~K30+818.5 with total length of 31 km). On the basis of the preliminary design documents, the assessment unit completed the Environmental Impact Assessment Report for Ailing (Jiangxi and Fujian Border)-Ruijin Section of Xiamen-Chengdu National Expressway(first version). In the course of preparing this environmental assessment report, we have received great support from Jiangxi Provincial Communications Department, Ganzhou Prefecture government, Jiangxi Provincial Environmental Protection Agency, Jiangxi Provincial Transportation Design Institute and other departments. Hereby, we would like to express our deepest gratitude! ii MOC Highway Research Institute Environmental Engineering Offic Environmental Assessment for Ailing-Ruijin Highway Contents CONTENTS Chapter General Overview .......................................................................................................- 1 - 1.1 Assessment type.................................................................................................................- 1 - 1.2 Assessment principle and objectives..................................................................................- 1 - 1.3 Compilation basis...............................................................................................................- 2 - 1.4 Assessment scope and time duration..................................................................................- 4 - 1.5 Main contents of assessment..............................................................................................- 4 - 1.6 Assessment method and technical procedure.....................................................................- 5 - 1.7 Assessment grade and focal points.....................................................................................- 5 - 1.9 Assessment standard ........................................................................................................- 12 - Chapter Project Overview.......................................................................................................- 15 - 2.1 Project's geographical location and construction significance.........................................- 15 - 2.2 Route schemes .................................................................................................................- 15 - 2.3 Traffic volume estimate ...................................................................................................- 16 - 2.4 Description of recommended scheme..............................................................................- 16 - 2.5 Roadbuilding materials and transportation conditions.....................................................- 27 - 2.6 Schedule arrangement......................................................................................................- 28 - 2.7 Investment budget and capital raising..............................................................................- 28 - Chapter 3 Investigation and assessment of current environmental conditions ..............................- 29 - 3.1 Overview of natural environment ....................................................................................- 29 - 3.2 Assessment of current social environment.......................................................................- 30 - 3.3 Assessment of current ecological environment................................................................- 43 - 3.4 Assessment of current water environment .......................................................................- 48 - 3.5 Assessment of current acoustic environment ...................................................................- 52 - 3.6 Assessment of current ambient air ...................................................................................- 58 - Chapter 4 Environmental Impact Predication and Assessment .....................................................- 61 - 4.1 Assessment of ecological environmental impact .............................................................- 61 - 4.2 Impact on social environment..........................................................................................- 72 - 4.3 Environmental impact of roadbuilding material excavation and transportation ..............- 82 - 4.3 Prediction and assessment of water environmental impact..............................................- 83 - 4.4 Prediction and assessment of acoustic environmental impact .........................................- 88 - 4.5 Prediction and assessment of ambient air impact ..........................................................- 106 - 4.6 Hazardous cargo transportation risk analysis during operation stage ............................ - 117 - Chapter 5 Public Participation ............................................................................ 5.1 Public participation survey.................................................................... 5.2 Individual investigation and household interview............................. 5.3 Group interview .................................................................................... 5.4 Major problems and treatment opinions ............................................... 5.5 Information releasing and feedback...................................................... 5.6 Summary of public participation........................................................... Chapter 6 Comparison and Selection of Route Alternative Schemes............ 6.1 Overview of route schemes................................................................... 6.2 Scheme comparison .............................................................................. 6.3 Scheme comparison conclusion and problems to be solved at next stage Chapter 7 Environmental Protection Measures and Suggestions........................ 7.1 Mitigation measures for ecological environmental impact................... 7.2 Mitigation measures for water environmental impact........................... 7.3 Mitigation measures for acoustic environmental impact ...................... MOC Highway Research Institute Environmental Engineering Offic - 1 - Environmental Assessment for Ailing-Ruijin Highway Contents 7.4 Mitigation measures for ambient air impact ......................................... 7.5 Mitigation measures for social environmental impact.......................... 7.6 Hazardous cargo transportation management and prevention measures 7.7 Environmental protection measures for roadbuilding materials and transportation 7.8 Suggestions on landscape design.......................................................... 7.9 Environmental protection scheme for basic farmlands......................... Chapter 8 Environmental Protection Management Plan and Environmental Monitoring Plan 8.1 Environmental protection management plan ........................................ 9.2 Environmental monitoring plan ............................................................ 8.3 Environment supervision content and requirement .......................... 8.4 Training plan of environmental protection............................................ Chapter 9 Profit and Loss Analysis of Environmental Economy ....................... 9.1 Engineering economy analysis.............................................................. 9.2 Benefits produced from the project....................................................... 9.3 Environmental protection investment budget and benefit analysis....... 9.4 Profit/loss analysis of environmental impact........................................ Chapter 10 Assessment Conclusions .................................................................. 10.1 Ecological environment ...................................................................... 10.2 Water environment.............................................................................. 10.3 Acoustic environment ......................................................................... 10.4 Ambient air ......................................................................................... 10.5 Social environment ............................................................................. 10.6 Pollution risk of transportation ........................................................... 10.7 Alternative schemes ............................................................................ 10.8 Profit/loss analysis of environmental economy .................................. 10.9 Environmental protection, management and monitoring plans........... 10.10 Public participation........................................................................... 10.11 Comprehensive assessment conclusion............................................. Attachment 1Introduction to the assessment unit and staff Attachment 2References Attachment 3Public participation investigation form Attachment 4List of tables and figures -MOC 2 - Highway Research Institute Environmental Engineering Offic Environmental Assessment for Ailing-Ruijin Highway Chapter General Overview Chapter General Overview 1.1 Assessment type Construction of this project is a developmental activity which will produce profound influence on the society and on the regional economy along the route, its construction and operation will exert a very tremendous influence on the natural environment and social environment of the project directly influenced regions, thus the interrelation between project implementation and environmental protection must be properly handled. According to China National Environmental Protection Agency's requirement on environmental impact assessment classification for construction project, this project is a newly-built type A project passing sensitive locations such as residences, thus this project shall carry out a comprehensive environmental impact assessment. 1.2 Assessment principle and objectives 1.2.1 Assessment principle Adhering to the idea that environmental impact assessment serves for project construction, serves for environment management, and promotes a coordinated development between project construction and environmental protection. Fully investigating and making best use of available material, at the same time paying attention to conducting additional monitoring and using advanced computer module to carry out simulation forecast so as to guarantee a scientific and up-to-date environmental impact assessment conclusion. As the basis for project environmental protection management and important technical documentation, the environmental assessment and report compilation shall pay attention to systematicity, advancement, utility and feasibility. 1.2.2 Assessment objectives To carry out environmental impact assessment for this project along the route so as to justify the rationality of this project construction in terms of environmental protection, to comprehensively compare and select existing local alternative line schemes in terms of environmental protection, to provide necessary scientific basis for selecting project scheme. To carry out investigations on social and natural environment in the assessment scope along the route so as to predict the impacts on environment caused by the design, construction and operation for this project and to put forward corresponding feasible measures and countermeasures for environmental protection and optimization. To feedback environmental protective measure, suggestions and assessment conclusions to engineering design and construction so as to offer scientific basis for optimizing engineering design MOC Highway Research Institute Environmental Engineering Offic - 1 - Environmental Assessment for Ailing-Ruijin Highway Chapter General Overview and to reduce or mitigate the negative effects on surrounding environment caused by engineering construction. To provide information and scientific basis for decision-making in the environmental management during construction and operation stages as well as in the economic development, urban construction and environmental planning along the route. 1.3 Compilation basis 1.3.1 National laws, regulations and technical specifications (1) People's Republic of China Law on Environmental Protection (2) People's Republic of China Law on Environmental Impact Assessment (3) People's Republic of China Law on Prevention and Control of Ambient Noise Pollution (4) People's Republic of China Law on the Prevention and Treatment of Water Pollution (5) People's Republic of China Law on Air Pollution Prevention (6) People's Republic of China Law on Solid Waste Pollution Prevention (7) People's Republic of China Law on Water and Soil Conservation (8) People's Republic of China Law on Land Management (9) People's Republic of China Law on Flood Control (10) People's Republic of China Law on Fishery (11) People's Republic of China Law on Agriculture (12) People's Republic of China Law on Wild Animal Protection (13) People's Republic of China Law on Cultural Relics Protection (14) People's Republic of China Law on Road (15) Implementing Regulations of People's Republic of China Law on Land Management (16) Implementing Regulations of People's Republic of China Law on Water and Soil Conservation (17) Environmental Protection Management Rules of Construction ProjectState Council Ordinance No. 253 (18) Environmental Protection Classification Management Register for Construction Project (19) Regulations of Basic Farmland ProtectionState Council Ordinance No. 257 (20) Environmental Protection Management Method of Road Construction Project (21) Registar Namelist of Wildlife under Special State Protection (22) State Council Notice on Issuing National Ecological Environmental Protection -MOC 2 - Highway Research Institute Environmental Engineering Offic Environmental Assessment for Ailing-Ruijin Highway Chapter General Overview GuidelineState Council ordinance [2000]No. 38, 2000.11.26 (23) Urgent Notice on Forbidding Occupying Basic Farmland for Planting Issued by State Councilstate [2004]No 12004.3 (24) Notice on Most Rigid Implementing Cultivated Land Protection in Road Construction issued by the Ministry of Communications [2004]No. 1642004.4 (25) Notice on Strengthening Environmental Impact Assessment for Construction Project loaned by International Financial OrganizationNEPA1993No. 324 (26) Environmental Protection Management Regulations for Construction Project in Jiangxi Province[Jiangxi Provincial People's Congress Order No. 962001.6] (27) Environmental Pollution Prevention Regulations in Jiangxi Province [Jiangxi Provincial People's Congress Order No. 632000.12] 1.3.2 Relevant technical specifications (1) Technical Guidelines for Environmental Impact AssessmentHJ/T2.1 2.3-93HJ/T2.4-1995HJ/T19-1997, NEPA (2) Environmental Impact Assessment Specification for Road Construction Project (tentative)JTJ005-96, MOC (3) Environmental Protection Design Specification of RoadJTJ/T006-98, MOC (4) World Bank Operational Policies and Guidelines EnvironmentalAssessmentOP/BP/GP4.01 Involuntary ResettlementOP4.12 Culture PropertyOP4.11 Natural HabitatsOP/BP4.04 Indigenous PeoplesOD4.20 ForestryOP/GP4.36 Safety of DamsOP/BP4.37 Pest ManagementOP/4.09 Projects in Disputed Areas (OP/BP/GP7.60); Projects on International Waterways (OP/BP/GP7.50). (5) Notice about Ambient Noise in Environmental Impact Assessment in Construction Projects such as Highway, Railway (Including Light Railway)environment2003 No 942003.5.27. 1.3.3 Relevant documents in the project preliminary work Feasibility Study Report for Ailing (Jiangxi and Fujian Border)-Ruijin Section of Xiamen-Chengdu Expressway(K0+000~K31+000 with total length of 31 km), Jiangxi Provincial MOC Highway Research Institute Environmental Engineering Offic - 3 - Environmental Assessment for Ailing-Ruijin Highway Chapter General Overview Transportation Design Institute, May 2005. Two-Stage Preliminary Design for the New Project of Ailing (Jiangxi and Fujian Border)-Ruijin Section of Xiamen-Chengdu National Expressway(K0+050~K30+818.5 with total length of 31 km), Jiangxi Provincial Transportation Design Institute, July 2005. 1.4 Assessment scope and time duration 1.4.1 Assessment scope According to the environmental impact assessment characteristic and practical experience for road construction projects and by considering the natural environment characteristic of the proposed project, the scope of environmental impact assessment for this project is determined as shown in Table 1.4.1-1. Table 1.4.1-1 Scope of environmental impact assessment for this project No Environmental element Environmental investigation and assessment scope 1 Acoustic Area 200m from the highway center line at both sides, properly expanded environment to 300m when there are special sensitive locations (school and hospital). 2 Ambient air Area 200m from the highway center line at both sides, properly expanded to 300m when there are special sensitive locations (school and hospital). Area 200m from the highway center line at both sides, water area 200m 3 Water environment upstream from bridge location and 1000m downstream from bridge location. 4 Ecological Area 300m from the highway center line at both sides, and earth borrow environment and waste banks. 5 Social The directly-influenced areas by the proposed highway such as environment Ganzhou Prefecture and Ruijin City, particularly Ruijin city. 1.4.2 Assessment time duration The assessment is conducted in the construction stage and operation stage, of which the assessment duration in construction stage is the entire construction period of the project, and the assessment duration in operation stage selects 2009, 2015 and 2023 after operation as the short-term, mid-term and long-term operation stages for prediction and assessment according to the Environmental Impact Assessment Specification for Road Construction Project (tentative) . 1.5 Main contents of assessment The main contents of assessment work include: analysis of project environmental impact, assessment of social environmental impact, assessment of ecological environmental impact, assessment of acoustic environmental impact, assessment of water environmental impact, assessment of ambient air environmental impact, environmental risk analysis of pollution accident, assessment of solid waste environmental impact, public participation, alternative line scheme comparison and selection, environmental protection management and environmental monitoring, environmental protection countermeasures and their technical and economic justification, profit and loss analysis of -MOC 4 - Highway Research Institute Environmental Engineering Offic Environmental Assessment for Ailing-Ruijin Highway Chapter General Overview environmental impact, etc. 1.6 Assessment method and technical procedure 1.6.1 Assessment method This assessment adopts the method of "focusing on point and representative sections so as to combine point with section and to feedback the whole line". Sectional assessment Analysis and assessment are conducted according to the environmental characteristics of traffic volume, project, topography and meteorology predicted in the "Preliminary Design"; Assessment of acoustic environment and ambient air during operation stage mainly adopt mode predicting method to calculate and analyze; assessment of ecological environment, water environment and soil erosion adopts investigation, analogical analysis and mode prediction combined method; assessment of social environment, life quality and public participation adopts investigation and analytical method. Carrying out assessment on main environmental protection objectives one by one. 1.6.2 Assessment technical procedure The assessment technical procedure refers to Fig. 1.6.2-1. 1.7 Assessment grade and focal points 1.7.1 Assessment grade According to the Technical Guidelines for Environmental Impact Assessment (HJ/T2. 1-2.3-93, HJ/T2.4-1995, HJ/T19-1997), the assessment grade for each topic of this project is determined as shown in Table 1.7.1-1; the social environment assessment follows the Environmental Impact Assessment Specification for Road Construction Project (tentative) (JTJ005-96) . Table 1.7.1-1 Topic assessment grade and basis Topic Basis Grade Acoustic Noise level will increase significantly during and after the environments project is constructed II Relatively complicated landform, equiscalar discharge Ambient air amount Pi<2.5×108 III Ecological Impact scope>50km2 biological population environment reduction<50%, slight impact on specie diversity, regional III connectedness are worsening Water environment Small sewage discharge and simple composition, no water intake III 1.7.2 Assessment focal points The assessment focal points include assessment of ecological environmental impact (including soil erosion) during construction stage, assessment of acoustic environmental impact during MOC Highway Research Institute Environmental Engineering Offic - 5 - Environmental Assessment for Ailing-Ruijin Highway Chapter General Overview operation stage, alternative scheme comparison and selection, environmental protection management and environmental monitoring, and public participation, etc. -MOC 6 - Highway Research Institute Environmental Engineering Offic Environmental Assessment for Ailing-Ruijin Highway Chapter General Overview Assessment task Field reconnaissance Environmental impact factor identification and selection Environmental impact during planning stage Environmental impact during Environmental impact during construction stage operation stage Reduced farmland Removal and resettlement Soil erosion by fill and cut Flood prevention Changing hydrology Flood prevention Hazardous substance leakage Traffic noise Damaging agricultural environment Construction noise Ambient air pollution Damaging natural environment and adding new Leakage of hazardous substances Road or bridge floor runoff pollution landscape Waste and dust pollution Life quality change Land price fluctuation Hindering existing transportation Inconvenience to people's walking Identify environmental protection objectives Compile environmental assessment TOR Current environmental Current environmental investigation and Public participation monitoring assessment Enforced Water Water Ambient air Acoustic Social Ecological conservation environment meteorology environment environment environment Current soil erosion, Rivers along the route Ambient air quality Current environmental Economic Ecological erosion types Water functional Current pollution quality development planning environmental zoning Erosion modulus zoning source Current noise source Urban development Wildlife species, Current treatment Hydrology and current Ambient air sensitive distribution and type planning activity rules and protection grade measures water quality location distribution Noise sensitive Resource development Agricultural zoning Water conservation Water pollution source and type location distribution condition and vegetation planning and type Life quality Soil type Land use Environmental impact prediction and Prediction model and assessment Ecological Water Water Ambient air Acoustic Social environment conservation environment environment environment Ambient air quality Animal and plant Soil erosion area and Bridge and culvert TSP Ambient noise Labor employment damage size construction impact Construction noise Removal and Agricultural ecology New soil erosion Pavement runoff NO2 Traffic noise resettlement Land occupation Water conservation Irrigation pattern Economic development Restoration and effect Pollution risk analysis Resource development compensation Sewage from facilities Infrastructure Land use Public participation Environmental protection measures and suggestions Environmental countermeasures and profit/loss analysis Compile environmental impact assessment Compile environmental report management plan assessment Fig. 1.6.2-1 Assessment procedure diagram MOC Highway Research Institute Environmental Engineering Offic - 7 - Environmental Assessment for Ailing-Ruijin Highway Chapter 1 General Overview 1.8 Major environmental protection objectives The environmental protection objectives are identified as the surface water quality, basic farmland, vegetation, project earth borrow and waste banks, as well as village residential life quality, normal schooling, working conditions and development zone plan within the assessment scope. The concrete environmental protection objectives are listed in Table 1.8-1. Along the route the ambient air sensitive locations are listed in Table 1.8-2 ~ 1.8-3. Table 1.8-1 List of major environmental protection objectives along the route Environmental Environmental Environmental impact factor protection Stake No characteristics and Remarks objectives overview Taking up paddy fields of 515.68 mu (Chinese acre), Agricultural non-irrigated field of crops 173.73 mu, the farmlands Scheme II for K12+343.4 are mainly paddy field and comparison slope field. K24+929.61 section Taking up forestlands of recommended 491.26 mu, the forestry Vegetation layout is mainly loose, does not have large-scale centralized development. Taking up paddy fields of Agricultural 527.11 mu, non-irrigated field of 155.63 mu, the Ecological crops farmlands are mainly paddy Scheme I for environment K12+343.4 field and slope field. comparison K24+686.597 Taking up forestlands of section 497.25 mu, the forestry alternative Vegetation layout is mainly loose, does not have large-scale centralized development. Scheme II for Natural K17+725 comparison Ruijin tunnel vegetation and K18+300 section water recommended conservation in Scheme I for tunnel cut comparison sections No section alternative Water MianjiangRiversuper-large environment MianjiangRiver K6+270 bridgewithalengthof1087m. Two schemes Acoustic, ambient air and social For details see Table 1.8-21.8-3 environment -MOC 8 - Highway Research Institute Environmental Engineering Offic Environmental Assessment for Ailing-Ruijin Highway Chapter 1 General Overview Table 1.8-2 List of ambient air and acoustic sensitive locations along the recommended scheme Distance Height No StakeNo Name to road center line difference Environmentalfeatures (m) (m) A natural village in Yunji Village of Yeping Township, about K6+650 50 households within the assessment scope, about 4 1 Dongto Left 30 7 households to be removed, the village is located in the K7+080 uling joining place between a viaduct and filling section, the housesside-facetheproposedhighway. K7+075 Xiewu group of Xiewu village of Yeping Township with 2 Xiewu Right 50 5 about 56 households within the assessment scope, the houses K7+430 side-face the proposed highway, the village is located in a fillingsection. K7+150 Anatural village in Yunji Village of Yeping Township with 30 3 Pinghu Left 110 2 households,about18householdswithintheassessmentscope, K7+420 about 4 households to be removed, the houses side-face the proposedhighway,thevillageislocatedinafillingsection. K7+510 Anatural village in Yunji Village of Yeping Township with 42 4 Songw Left 50 3 households, all within the assessment scope, the houses K7+775 u back-face the proposed highway, the village is located in a fillingsection. A natural village in Yeping Township with 30 households, K10+93 Xinson Through about 20 households within the assessment scope, 3 5 0 households to be removed, the houses side-faces the proposed K11+06 gshanxi village, 6 highway, the village is located in a filling section. The 5 a right 40 proposed Xinsongshan grade separation is about 80m from thevillageandthehighwaypassesinthesouthofthevillage. K12+42 A natural village in Yeping Township of Ruijin City, the 6 5 K12+73 Tianwu Right 80 11 houses are clustered but relatively far away from the route 0 withonlyabout17householdswithintheassessmentscope. K12+77 A natural village in Yeping Township of Ruijin City with Through about 21 households within the assessment scope, 3 7 5 K13+00 Tianbei village, 6 households to be removed, the houses back-faces the 0 right 40 proposed highway, the village is located in a cutting section. Thehousesarecollectivelydistributedalongmountains. K15+67 A natural village in Huangbo Township with about 100 households and about 56 households within the assessment 8 5 K16+23 Hulipai Right 40 12 scope,17householdstoberemoved,thehousessouth-facethe 0 proposedhighway, thevillageislocatedinafilling andcutting alternatingsection,mainlywithfillingsection. K16+32 A natural village in Huangbo Township with about 20 9 0 Xinwuj households and about 10 households within the assessment K16+50 ia Right 90 10 scope,thehousesmostlysouth-facetheproposedhighway,the 0 villageislocatedinafillingsection. K19+37 Anatural village in Lianjiang Village of Shazhouba Township 10 5 Songsh of Ruijin City with about 20 households, all within the K19+64 anxia Right 110 16 assessment scope, the houses south-face the proposed 0 highway,thevillageislocatedinafillingsection. K19+71 A natural village in Lianjiang Village with 5 groups and 600 11 0 Jiantou households and about 65 households within the assessment K20+22 nao Right 50 14 scope, houses are relatively centered along 5 K19+750~K20+000 section, the houses south-face the MOC Highway Research Institute Environmental Engineering Offic - 9 - Environmental Assessment for Ailing-Ruijin Highway Chapter 1 General Overview proposed highway in an angle of 45degrees, the village is located in a filling and cutting alternating section, mainly with fillingsection.Thereliefslowsdownalongtheroaddirection. K20+98 A natural village in Lianjiang Village with about 47 Through households andabout6households tobe removed, thehouses 12 0 K21+17 Liaowu village, 4 south-face the proposed highway in an angle of 30 degrees, 5 right 30 the village is located in a filling and cutting alternating section, mainlywithfillingsection. K21+40 20 households within the assessment scope, about 2 13 0~K21+ Village1 Right 30 4 households to be removed, the houses are in parallel to the 750 proposedhighway,relativelysparselydistributed. K24+59 A natural village in Shazhouba Township with relatively less 14 0 Sangon K24+72 gwo Right 30 5 households, distributed sparsely, about 18 households are 0 withintheassessmentscope. K25+55 Anatural village in Yunshishan Township of Ruijin City with 15 0 Xin'ao about 28 households within the assessment scope, about 4 K25+74 xia Right 26 5 households to be removed, the houses mostly side-face the 0 proposedhighway,thevillageislocatedinafillingsection. K26+01 A natural village in Yunshishan Township with about 18 16 0 households,allwithintheassessmentscope,1householdtobe K26+16 Painao Right 30 7 removed, the houses south-face the proposed highway in an 0 angleof45degrees,thevillageislocatedinafillingsection. K26+48 A natural village in Yunshishan Township with about 68 17 5 Qiganxi households, all within the assessment scope, 11 households to K26+90 a Left 34 10 be removed, the houses back-faces the proposed highway, the 0 villageislocatedinafillingsection. K27+20 Anatural village in Yunshishan Township of Ruijin City with about 14 households within the assessment scope, the village 18 0 Dawanl K27+70 i Left 40 2 is parallel to the route and is located about 20m from the east 0 of Yunshishan interchange ramp in its shortest distance, the villageislocatedinafillingsection. K27+70 Anatural village in Yunshishan Township of Ruijin City with about 35 households within the assessment scope, the village 19 0 Xiasha K28+10 bei Left 60 4 is parallel to the route and is located about 10m from the west 0 of the interchange ramp in its shortest distance, the village is locatedinafillingsection. K28+10 Xiashe bei, Anatural village in Yunshishan Township of Ruijin City with 20 0 K28+50 Shangs Left 40 6 about 78 households within the assessment scope, the village 0 hebei, isparalleltotherouteandislocatedinafillingsection. Shaba K30+00 About 20 households within the assessment scope, the village 21 0~K30+ Village Right 52 6 is located in a filling section, the houses right-face and 200 2 side-facetheroute. K30+02 Anatural village in Yunshishan Township of Ruijin City with Through about 121 households within the assessment scope and about 22 5 Shixia K30+81 wan village, 6 18 households to be removed. the households are relatively 8.5 right 30 centered in K30+480K30+818.5 section and the village islocatedinafillingsection. NoteThe above villages have 1-storey houses and 2-storey houses, of which most are 1-storey houses. Same as below. -MOC- 10 Highway Research Institute Environmental Engineering Offic Environmental Assessment for Ailing-Ruijin Highway Chapter 1 General Overview Table 1.8-3 List of ambient air and acoustic sensitive locations along the alternative line schemefor comparison section Distance Height No StakeNo Name to road center difference Environmentalfeatures line (m) (m) The left tunnel passes 1 K12+825 About 25 households within theassessment scope, 1 K12+910 Tianbei through 2 the householdtoberemoved. village, right 30 A natural village in Ruilü Village of Huangbo Township with 50 households and about 20 households within the assessment scope, the houses 2 K14+200 south-face the proposed highway in an angle of K14+500 Egongkeng Right 100 0 45degrees, the village is located near the proposed Ruijin north interchange and in a filling and cutting alternate section, the ramp Ais about 40m from the villageinitsshortestdistance. A natural village in Ruilü Village with about 200 households and about 107 households within the Through assessment scope, 13 households to be removed, the 3 K15+000 houses mostly side-face the proposed highway, the K15+400 Hankengbei village, 8 right 33 village is located in a filling section close to G319 (Nanchang-Xiamen Road), the village is about 150m from the proposed grade separation of Nanchang-XiamenRoad. A school with 1-5 grades, 10 classes, 473 Ruilü students and 26 teachers, the teaching 4 K15+575 building is a flat house locating in a filling K15+630 primary Left 80 2 school section, the teaching building close to the proposed highway back and side-faces the highway. A natural village in Huangbo Township with 40 households and about 31 households within the 5 K16+180 assessment scope, the directions of the houses are K16+425 Tongluotang Left 30 1 irregular, the village is located in a filling and cutting alternate section, the relief is higher near the route withdifferenceofabout2m. A natural village in Xianghu Township of Ruijin City with about 58 households and about 48 6 K17+000 households within the assessment scope, the houses K17+210 Laliduxia Left 50 8 south-face the proposed highway in an angle of 45degrees, the village is located in a filling section, thereliefishigherneartheroute. Ruijin 7 K20+650 Locating in Shazhouba Township of Ruijin City K20+850 County Left 130 10 Wuqi Farm with16houseswithintheassessmentscope. 8 K21+080 909 Left 20 3 Locating in Shazhouba Township of Ruijin City, the MOC Highway Research Institute Environmental Engineering Offic - 11 - Environmental Assessment for Ailing-Ruijin Highway Chapter 1 General Overview K21+300 geological proposed highway runs closely along the wall of a prospecting geological prospecting team. The project needs to team remove 2 flat houses (villagers), the houses back-face the proposed highway in an angle of 45degrees. A natural village in Dabu Village of Shazhouba 9 K22+140 Township with about 15 all within the assessment K22+230 Guowuduan Right 60 1 scope, the houses mostly side-face the proposed highway,thevillageislocatedinafillingsection. A natural village in Dabu Village of Shazhouba 10 K22+200 Township with about 33 all within the assessment K22+375 Fengshuxia Left 60 1 scope, the houses mostly side-face the proposed highway,thevillageislocatedinafillingsection. A natural village in Dabu Village with about 14 all 11 K22+540 within the assessment scope, the houses mostly K22+600 Sangongpai Right 70 3 side-face the proposed highway, the village is locatedinafillingsection. Anaturalvillagein ShazhoubaTownship with about 20 all within the assessment scope, the houses 12 K23+880 K24+075 Yanzilong Left 20 4 mostlyside-facetheproposedhighway,thevillageis locatedinafillingsection.thereliefishighernearthe route. 1.9 Assessment standard According to the environmental survey along the route and to the requirements of Technical Guidelines for Environmental Impact Assessment, Technical Guidelines for Environmental Impact Assessment: Non-pollution Ecological Impact,Technical Guidelines for Environmental Impact Assessment: Acoustic Impact, Environmental Impact Assessment Specification for Road Construction Project (tentative)and World Bank Operational Policies and Guidelines OP/BP/GP 4.01, the following standards are applied for the assessment. 1.9.1 Assessment standard for water environment Surface water quality assessment along the route enforces the class III criteria of the Surface Water Environmental Quality Standard (GB3838-2002 )irrigation water enforces class 1 criteria of Farmland Irrigation Water Quality Standard (GB5084-92 )Sewage discharge enforces class 1 criteria of Sewage Comprehensive Discharge Standard (GB8978-1996). Specific indexes refer to Table 1.9.1-1. -MOC- 12 Highway Research Institute Environmental Engineering Offic Environmental Assessment for Ailing-Ruijin Highway Chapter 1 General Overview Table 1.9.1-1 Water quality assessment standards excerpt Ammonia Biochemical Chemical Petroleum oxygen oxygen Assessment standards pH nitrogen mg/L demand demand mg/L mg/L mg/L Surface Water Environmental Class Quality Standard III 69 0.05 1.0 4 20 GB3838-2002 Farmland Irrigation Water Class 5.5 Quality Standard I 5 -- 80 200 8.5 GB5084-92 Sewage Comprehensive Class Discharge Standard I 69 5 15.0 20 100 (GB89781996) 1.9.2 Assessment standard for acoustic environment According to investigation, the road mostly runs through rural areas without acoustic environmental functional zoning, the current acoustic environmental assessment enforces the class I criteria ofUrban Ambient Noise StandardGB3096-93It is to enforce the Construction Boundary Noise Level Limit (GB12523-90 ) during construction stage (see Table 1.9.2-1)during operation stage, it is to enforce theNotice about Ambient Noise in Environmental Impact Assessment in Construction Projects such as Highway, Railway (Including Light Railway) environment2003No 94, that is: urban areas that have been classified in acoustic environmental function zoning enforce GB3096-93; urban areas that have not been classified in acoustic environmental function zoning enforce appropriate standards confirmed by local governments above county levelvillage residential areas, schools and other sensitive buildings within assessment scope enforce class 2 criteria(those within class 1 criteria enforces class 1 criteria).for other sensitive locations, the following criteria will be enforcedareas 50m within the line of right-of-way enforce class 4 criteria, areas 50m from the line of right-of-way enforce class 1 criteriasee Table 1.9.2-2. MOC Highway Research Institute Environmental Engineering Offic - 13 - Environmental Assessment for Ailing-Ruijin Highway Chapter 1 General Overview Table 1.9.2-1 Construction Boundary Noise Level LimitGB12523-90(excerpt) unitdB Construction stage Main noise source Noise limit value Daytime Nighttime Earth/stone works Bulldozer, excavator, loader, etc 75 55 Piling Various pilers 85 Forbidden Structure Concrete mixer, vibrator and electric saw, etc 70 55 Decoration Crane and elevator, etc 65 55 Table 1.9.2-2 Acoustic environmental assessment standard value during operation stage unitdB Class or sensitive objective Daytime Nighttime GB3096-93 Class 1 55 45 Urban Ambient Noise Class 2 60 50 Standard Class 4 70 55 1.9.3 Assessment standard for ambient air Ambient air quality standard Ambient air quality enforces class 2 criteria of Ambient Air Quality Standard (GB3095-1996 ) (see Table 1. 8-6 in which NO2 value is modified according to Environmental Document [2000] No. 1). Pollutant discharge standard Bituminous smoke enforces Air Pollutant Comprehensive Discharge Standard (GB16297-1996 ), see Table 1.9.3-2. Table 1.9.3-1 Ambient Air Quality StandardGB3095-1996(excerpt) unit mg/m3 Pollutant name TSP NO2 CO Class 2 limit values of Daily GB3095-1996 average 0.12 0.30 4.0 Ambient Air Quality 1 hour 0.24 -- 10.0 Standard average Table 1.9.3-2 Bituminous smoke (new pollution source) discharge standard (excerpt) unitmg/m3 Pollutant name Standard value Air Pollutant Comprehensive Bituminous smoke maximal allowable discharge Discharge Standard concentration (GB16297-1996 ) Construction mixing75; melting, dipping40 -MOC- 14 Highway Research Institute Environmental Engineering Offic Environmental Assessment for Ailing-Ruijin Highway Chapter 2 Project Overview Chapter Project Overview 2.1 Project's geographical location and construction significance 2.1.1 Project's geographical location This project is located in the territory of Ruijin City, starting from the border between Changting old county town of Fujian Province and Shixialong village of Ruijin City of Jiangxi Province, and ending at Huangzhubie of Yunshishan Township after passing through Yeping Township, Huangbo Township, Xianghu Township, Shazhouba Township and Yunshishan Township. Situated in the southeastern edge of Jiangxi Province and in the upstream area of Gongjiang River-the east source of Ganjiang River, Ruijin City borders with Changting County of Fujian Province in the east, Huichang County in the south, Yudu County in the west and Shicheng County in the northeast. The total route length of the recommended scheme is 31.0km, passing through 5 townships including Yeping Township, Huangbo Township, Xianghu Township, Shazhouba Township and Yunshishan Township in Ruijin City. For details please see Fig. 2.1.1-1 and 2.1.1-2. 2.1.2 Project's construction significance Construction of this project is necessary to build the national expressway network and a road skeleton in Jiangxi. Construction of this project is necessary to the implementation of the West Development and to the promotion of regional economy. Construction of this project is necessary to the economic development in Jiangxi Province and the economic takeoff in the middle region. Construction of this project is necessary to speed up the tourism resources development and utilization. Construction of this project is necessary to improve traveling conditions and to adapt to the rapid traffic volume growth. 2.2 Route schemes 2.2.1 Recommended scheme Starting from Ailing of Wuyi Mount in the border between Jiangxi and Fujian provinces, the recommended route proposed in the preliminary design overpasses Nanchang-Xiamen Railway near Cikeng and passes through Shiyuanbei, Jiucaihu, and Shibei, then it overpasses Mianjiang River near Dongtouling; afterwards the recommended route passes through Xiewu, MOC Highway Research Institute Environmental Engineering Offic - 15 - Environmental Assessment for Ailing-Ruijin Highway Chapter 2 Project Overview Songwu, National Road 206, Bojiping, Xinsongshanxia, Tianwu, Zuoshuling, Nanchang-Xiamen roadNational Road 319, and Hulipai, and then the route passes through Ruijin tunnel to Songshanxia, Jiantounao, Liaowu, Yanzilong, and Sangongwo, again the route passes through Shashan, Xin'aoxia, Painao, Qiganxia, Xinwujia, Shabei, Ejing'ao, Shixiawan, and finally ends at its destination near Beixia village where the Yunshishan interchange is set up in 27+750 to link with National Road 323. The route is 31.0km long. 2.2.2 Alternative scheme The route has been designed with an alternative line from Tianwu, which passes through Tianbei and sets up Ruijin north interchange near Egongkeng to link with Nanchang-Xiamen roadNational Road 319; the alternative line passes through Hankengbei and overpasses Nanchang-Xiamen roadNational Road 319for the second time and then passes through Tongluotang, Laligaoxia, Wangxing, Wuqi Farms, Guowuduan and Yanzilong, finally the alternative line route converges to the recommended route in Sangongwo. The alternative line is 12.586km long. The setting-up of route schemes is shown in Table 2.2.2-2. Table 2.2.2-2 Setting-up of route schemes Name of scheme OD stake number Remarks Shared section I K0+050K12+343.4 Comparison section Recommended alternative line K12+343.4K24+686.597 Comparison section Alternative alternative line K12+343.4K24+929.61 Shared section II K24+686.597K30+818.5 Recommended schemeshared section Icomparison section alternative line shared section II. 2.3 Traffic volume estimate The traffic volume estimates for the whole line are listed in Table 2.3-1. Table 2.3-1 Traffic volume estimates Year Small buspcu/day Absolute valuevehicle/day 2009 7961 4796 2015 14463 8713 2023 25709 15488 2.4 Description of recommended scheme 2.4.1 Route alignment (strike) of recommended scheme 2.4.1.1 OD of recommended scheme Origin The originK0+050of this project is located in Ailing of Wuyi Mount range in the border -MOC- 16 Highway Research Institute Environmental Engineering Offic Environmental Assessment for Ailing-Ruijin Highway Chapter 2 Project Overview between Jiangxi and Fujian provinces, the route links in the Ailing separated tunnel. Destination The destinationK30+818.5of this project is located in Beixia village of Yunshishan Township of Ruijin City where it links with the origin of the proposed World Bank loan No. 3 project in Jiangxi (Ruijin-Ganzhou Highway)Huangzhubei of Yunshishan Township of Ruijin City. 2.4.1.2 Major controlling points Starting from Ailing K0050of Wuyi Mount in the border between Jiangxi and Fujian provinces, the recommended route overpasses Nanchang-Xiamen Railway near Cikeng and passes through Shiyuanbei, Jiucaihu, and Shibei, then it overpasses Mianjiang River near Dongtouling; then the recommended route passes through Xiewu, Songwu, National Road 206, Bojiping, Xinsongshanxia, Tianwu, Zuoshuling, Nanchang-Xiamen roadNational Road 319, and Hulipai, afterwards the route passes through Jiangwu tunnel to Songshanxia, Jiantounao, and Liaowu, again the route passes through Shashan, Xin'aoxia, Painao, Qiganxia, Xinwujia, Shabei, Ejing'ao, Shixiawan, and finally ends at its destination near Beixia villageK31 818.5. 2.4.2 Construction scale, standard and main technical indicators of the recommended scheme 2.4.2.1 Technical indicators The main technical indicators for the proposed project are listed in Table 2.4.2.1-1. Table 2.4.2.1-1 Main technical indicators Indicator name Unit Adopted indicator Road grade -- Expressway Design speed 80K0050K4500 km/h 100K4500K30818.5 Subgrade width 24.5K0050K4500 m 26.0K4500K30818.5 Carriageway width m 2*7.5 2.5K0050K4500 Hard shoulder width m 3.0K4500K30818.5 Automobile design loading -- road--class I Design flood frequency for super-large bridge -- 1/300 Design flood frequency for bridge and culvert and subgrade -- 1/100 Maximum longitudinal gradient % 3.5% Pavement form -- Bituminous concrete 2.4.2.3 Major technical and economic indicators The technical and economic indicators for the recommended scheme are listed in Table 2.4.2.2-1. MOC Highway Research Institute Environmental Engineering Offic - 17 - Environmental Assessment for Ailing-Ruijin Highway Chapter 2 Project Overview Table 2.4.2.2-1 List of major technical and economic indicators No Indicator name Unit Volume Remark 1 Road grade grade Expressway 2 Calculated driving speed km/h 10080 3 Design traffic volumesmall Vehicle/day vehicle and night 31169 2029 long-term traffic volume 4 Land occupation mu 3188.57 5 Building removal m2 59618 6 Total estimate 10,000 yuan 112929.5844 7 Cost/km 10,000 yuan 3642.8898 8 Total road length km 31.0 9 Route growth factor 1.15 10 Minimum radius of horizontal curve m/place 920.602 11 Straight line max length m 2170.374 Long tunnel section 12 Maximum longitudinal gradient %place 3.5% 13 Subgrade width m 2624.5 14 Subgrade earth/stone works volume 103m3 5517.269 15 Earth/stone works volume per km 103m3 177.98 16 Drainage and protection 103m2 755.92 Bituminous concrete 17 Pavement m/ place 1087.04/1 18 Super-large bridge m/ place 1977/6 19 Large bridge m/ place 472/8 20 Median bridge place 49 21 Culvert m 114.07 Including super-large bridge and grade separation 22 Large and median bridge Excluding those used for both length per km place 1.581 passageway and culvert 23 Culvert number per km m/ place 659.5/1 24 Integrated tunnel m/ place 575/1 25 Interchange place 2 26 Grade separation m/ place 788.91/13 27 Passageway place 48 used for both passageway and culvert, excluding interchange 28 Parking lot place 1 29 Tollgate place 3 30 Management station place 3 31 Maintenance division place 1 2.4.3 Project works of the recommended scheme 2.4.3.1 Subgrade Subgrade cross-sectional profile Integrated subgrade cross-section K0050K4500 section (24.5m) 0.75m (earth shoulder)+2.5m (hard shoulder)+7.5m (carriageway)+0.5m (marginal -MOC- 18 Highway Research Institute Environmental Engineering Offic Environmental Assessment for Ailing-Ruijin Highway Chapter 2 Project Overview strip)+2.0m (median separator)+0.5m (marginal strip)+7.5m (carriageway)+2.5m (hard shoulder)+0.75m (earth shoulder) K4500K31818.5 section (26m) 0.75m (earth shoulder)+3.0m (hard shoulder)+7.5m (carriageway)+0.75m (marginal strip)+2.0m (median separator)+0.75m (marginal strip)+7.5m (carriageway)+3.0m (hard shoulder)+0.75m (earth shoulder). Separated subgrade cross-section (K0050K2050.958 section) Separated cross-sectional width is 12.25m, its cross-section arrangement is0.75m (earth shoulder)+0.75m (left hard shoulder)+2×3.75m (carriageway)+2.5m (right hard shoulder)+0.75m (earth shoulder). Subgrade design principle The subgrade design elevation is determined in accordance with the requirements for bridge and subgrade flood frequency, grade-separated junction and passageway clearance as well as subgrade stability condition, and various factors such as terrain, geology, underground water level, surface ponding as well as climate. The slope ratio of fill slope generally adopts 1:1.5, when the filling height is higher than 8m but smaller than 12m, then the slope ratio adopts 1:1.5 for slope above 8m and 1:1.75 for slope below 8m in a form of polygonal line treatment; when the filling height is higher than 12m but smaller than 20m, a 2.0m wide treatment plain stage will be set up in 8m place with its slope ratio of 1:1.5 above the plain stage and of 1:1.75 below plain stage. For high filling subgrade larger than 20m, a 2.0m wide filling plain stage will be set up every 8m with its slope ratio of 1:1.5, 1:1.75 and 1:2.0 respectively by taking 8 meters as boundary limit, and outside the toe of slope, berm will be set up to prevent rain water scouring. The slope ratio of cut road section is determined according to the geological condition, stratum lithology, slope height and fill-cut balance by adopting slower slope ratio stipulated by subgrade design specifications, generally within 1:11:2. Outside the subgrade ditch, a 1.5m wide stage for heaping soil and broken rock will be set up. When the cut height is higher than 8m, generally bench slope will be adopted and a 2.0m wide plain stage will be set up, and on the plain stage, a berm ditch will be set up. Subgrade in pond, reservoir and canal sections According to water immersing situation, cofferdam is used to drain water and clear silt or stone is used to clear silt and to fill subgrade, the immersed subgrade slope below 0.5m above the water level uses mortar pitching protection. Unfavorable geological section The unfavorable geology of the entire route section is mainly soft soil foundation, high slope instability and high liquid limit soil. When the route passes reservoir, water pond and MOC Highway Research Institute Environmental Engineering Offic - 19 - Environmental Assessment for Ailing-Ruijin Highway Chapter 2 Project Overview swamp soft soil or when the underground water level is near the surface ground, such situations are treated as unfavorable geology section. When the soft layer thickness of unfavorable geology section is smaller than 3m, desilting and replacement methods are usually adopted. When there is soft soil subgrade with large thickness of weak layer, theTechnical Specifications for Road Soft Soil Embankment Design and Constructionwill be followed for treatment, generally by adopting geotextile grill reinforcement to solidify the subgrade. Subgrade compaction standard Subgrade should be filled in layers so as to ensure compaction. In zero filling and cutting, the compaction degree of the range between 080cm below pavement bottom should be96. In filling, the compaction degree of the range between 080cm below pavement bottom should be96, the compaction degree of the range between 80150cm should be94 and compaction degree of the range below 150cm should be93. When the water content in filling material exceeds the optimal water content by more than 2 percent, lime and solidifying materials should be added for sunning to increase its CBR value. Subgrade and pavement drainage Subgrade drainage Side ditch: subgrade cutting section generally sets up 0.7m (bottom width) ×1.2m (depth) rectangle cross-sectional concrete side ditch. Drainage ditch: in sections with relatively concentrated rainfall or in sections with long paddy fields, drainage ditches are considered to be set up for irrigation and floodwater drainage. Generally the main line adopts 0.6m (bottom width) ×0.8m (depth) rectangle mortar pitching drainage ditch. Pavement drainage Rain water from fill section pavement is drained to slope face and converge to the skeleton drainage channel in slope protection, water seepage from median separator is drained by water sealing layer, vertical drainage pipe and horizontal drainage pipe to side ditch. The pavement water in superelevated highway section is drained through collecting well and horizontal drainage pipe to ditch. Road boundary surface drainage Road boundary surface drainage has its own system, not shared with agricultural irrigation facilities. Protection works To prevent and cure subgrade disease, to guarantee subgrade stability and to improve environmental landscape, protection forms such as planting, crib, slope protection, retaining wall, and facing wall will be adopted according to different geological situation and slope height. When the filling side slope height is under 4.0m, seeding is adopted, when the slope height is greater than 4.0m, herringbone mortar pitching skeleton bank protection is adopted with seeding in -MOC- 20 Highway Research Institute Environmental Engineering Offic Environmental Assessment for Ailing-Ruijin Highway Chapter 2 Project Overview the skeleton; for immersing slopes, the slope face below 0.5m above the water level shall be protected by mortar pitching slope protection. Earth borrowing and waste disposal The allocation of earth and stone works shall adhere to the principle of "cut as fill so as to achieve a cut/fill balance", overall consideration shall be given to the earthworks of the main line, interchanges, road and canal relocating, tunnel mucking and earthwork leveling in management station and service area so as to fully utilize the cut works and reduce borrow works from long distance. The locations of earth borrow and waste banks shall follow the principle of proximity to construction site, and shall consider transportation condition and impact on environment, etc. Casual borrowing and disposal are forbidden; after the earth is borrowed, the fields shall be restored and reclaimed. Earth borrow pits and waste banks are designed with protection works and planting so as to conserve the soil and water, to restore vegetation and to reduce negative impact on environment. 2.4.3.2 Pavement This project intends to adopt bituminous concrete pavement. This route section's pavement structure is 4cm thick fine-grained bituminous concrete antiskid surface course +6cm median-grained bituminous concrete middle surface course +7cm coarse-grained bituminous concrete bottom surface course +7cm bituminous macadam20cm cement stabilizing macadam upper base course+16(18) cm cement stabilizing macadam lower base course+20cm graded macadam subbase course. The pavement structure for hard shoulder is the same as that for carriageway, the road shoulder in cut section adopts 5cm thick 25concrete hardening. Tollgate square adopts cement concrete pavement with plate thickness of 27cmpaved by 20cm thick cement stabilized macadam base course and 20cm graded macadam subbase course in the bottom. To reduce mud and dust pollution on the main line road, the carriageway lane at both sides of grade separation are paved by 3cm bituminous surface treatment with a length of 200m for each side. Generally, the pavement width of super-large, large and median bridges and culverts and passageways is same as that of subgrade, the bridge floor is paved by 4cm bituminous concrete anti-skid course6cm median grained bituminous concrete9(10)cm 40water-proofing concrete. 2.4.3.3 Bridge and culvert Design standard Design speed80 or 100km/hroadway 24.5 or 26m; Design load: Highway - Grade; Design flood frequency: 1/300 for super-large bridge, 1/100 for other bridge MOC Highway Research Institute Environmental Engineering Offic - 21 - Environmental Assessment for Ailing-Ruijin Highway Chapter 2 Project Overview For the bridge width of double roadway separated cross-section, each roadway is 10.75(11.5)m (carriageway) 2×0.5m (anti-collision guardrail) including median separator, the width of whole roadway is 24.5(26)m, the width of bridge and culvert is the same as that of subgrade. Design principle According to the geological conditions and distribution of roadbuilding materials along the route, and with regard to convenient construction, economical cost, safe and durable structure and use of local materials, the superstructure for middle and small bridges adopts 13m, 16m and 20m span prestressed concrete hollow slab structure; super-large and large bridges adopt 30m and 40m prestressed concrete continuous T beams (box beam), some adopt steel reinforced concrete continuous beam. The foundation adopts driven cast-in-place pile or open cut expanded foundation, the abutment generally adopts rib type abutment, U abutment or column abutment. See Table 2.4.3.3-1 for the quantity of bridges and culverts for the recommended scheme of this project. Table 2.4.3.3-1 List of bridges and culverts No Type Quantityplace Lengthm Remarks 1 Super-large and large bridge 7 3064.04 2 Median bridge 8 472 3 Small bridge 2 55 4 Total of bridges 17 3591.04 5 Culvert and Of which 48 passageways are passageway 97 4297.28 also used as culverts Design plan of super-large and large bridges This project's recommended scheme will set up 1 super-large bridge with a length of 1087.04m, and 6 large bridges with a total length of 1977m. See Table 2.4.3.3-2 for details. Table 2.4.3.3-2 List of super-large and large bridges Length No River or bridge name Central stake No m Structural form Cikeng viaductleft K1+523 757 30m prestressed concrete continuous T beam roadway 1 Cikeng viaductright K1+518 757 30m prestressed concrete continuous T beam roadway 2 Shiyuanbei bridge K2+528 367 30-40m prestressed concrete continuous T beam 3 Jiucaihu bridge K2+868 247 30-40m prestressed concrete continuous T beam 4 Shibei bridge K3+810 307 30m prestressed concrete continuous T beam 5 Mianjiang river super-large bridge K6+270 1087.04 40m prestressed concrete continuous T beam 6 Viaduct overcrossing National Road 206 K8+325.86 109 Steel reinforced concrete continuous box beam 7 Viaduct overcrossing Nanchang-Xiamen Road K15+150 190 Prestressed concrete continuous box beam -MOC- 22 Highway Research Institute Environmental Engineering Offic Environmental Assessment for Ailing-Ruijin Highway Chapter 2 Project Overview Design plan of median and small bridge This project's recommended scheme will set up 8 median bridges and 2 small bridges. See Table 2.4.3.3-3. Table 2.4.3.3-3 List of median bridges No Bridge name Central stake No Bridge floor widthm Bridge lengthm 1 Tianwu median bridge K12+596 26 65 2 Zuoshuling median bridge K13+380 26 65 3 Xinwujia median bridge K16+360 26 53 4 Songshanxia median bridge K19+616 26 53 5 Miaobeikeng median bridge K20+325 26 53 6 Chaishanling median bridge K22+430 26 65 7 Zhuyuanbei median bridge AK0+984 21.5 53 8 Shabei median bridge AK0+475 23 65 Culvert design This project's recommended scheme will set up 48 passageways (including those used for culvert either, of which 2 arch culverts ) and 49 culverts (of which 29 pipe culverts and 20 slab culverts). 2.4.3.4 Tunnel The whole route will set up 2 tunnels with a total length of 1325m (total length of right roadway within territory of Jiangxi Province), of which: 1 separated tunnel situating in the border between Jiangxi and Fujian provinces and its total length of single roadway in Jiangxi territory is 1319m, 1 multiple arch tunnel with total length of 575. For details, see Tale 2.4.3.4-1. Table 2.4.3.4-1 List of tunnels No Name of tunnel Type Stake No Lengthm Shared section I Ailing tunnel left line Separated tunnel K0+050K0+619 569 1 Ailing tunnel right line Separated tunnel K0+050K0+800 750 Recommended section scheme II 2 Ruijin tunnel Curved wall multiple arch tunnel K17+725K18+300 575 Total length of Total right roadway 1325 2.4.3.5 Intersection works The whole route will set up 2 interchanges and 13 grade separations. Interchange Interchanges all adopt single trumpet form, there are a total of 2 interchanges. The interchanges along the route are shown in Table 2.4.3.5-1. MOC Highway Research Institute Environmental Engineering Offic - 23 - Environmental Assessment for Ailing-Ruijin Highway Chapter 2 Project Overview Table 2.4.3.5-1 List of interchanges No Name Central stake No Corresponding main line stake No City or road linked 1 Ruijin north interchange K14+440 K13+900K14+900 Ruijin City 2 Yunshishan tunnel K27+750 K27+200K28+300 National Road 323 Grade separation Grade separations will be set up in places of the highway intersecting with classified roads, local roads and railways, there are a total of 13 grade separations with a total length of 788.91m, of which 9 grade separations are overpassed the main line and 2 are underpassed by the main line, and 2 grade separations whose A ramp overpass the main line. Passageway This section will set up 46 slab passageways with a total length of 1857.7m and 2 arch passageways with a total length of 189.88m, all are also used for culverts either (not including interchanges). 2.4.3.6 Service facilities along the route The whole route will set up 3 tollgates, 1 park lot, 3 management stations (one management station is built for the main line and tunnel) and 1 maintenance division. See Table 2.4.3.6-1 for the management and maintenance facilities. Table 2.4.3.6-1 List of traffic engineering and facilities along the route Item Name Location Remarks ITollgate 1 Main line tollgate K4+500 2 Ruijin north interchange tollgate K0+700 3 Yunshishan interchange tollgate K27+750 II. Management station 1 Main line management Co-built with Ailing tunnel station K4+500 management station 2 Ruijin north management Co-built with Ruijin station K14+246 maintenance division 3 Yunshishan management station K27+750 III. Maintenance division 1 Ruijin maintenance Co-built with Ruijin north division K14+246 management station IV. Parking lot 1 Ruijin parking lot K23+120 -MOC- 24 Highway Research Institute Environmental Engineering Offic Environmental Assessment for Ailing-Ruijin Highway Chapter 2 Project Overview 2.4.3.7 Earth/stone works volume The total subgrade cut volume for the recommended scheme of this project is 2.22× 106m3the total fill volume is 4.99×106m3of which borrow volume is 3.29×106m3, waste earth volume is 0.03×106m3, waste stone volume is 0.24×106m3, priced earth volume is 4.2× 106m3, priced stone volume is 1.31×106m3. See Table 2.4.3.7-1 for details. 2.4.3.8 Earth borrow pits and waste banks The recommended scheme will set up 5 earth borrow pits and 3 waste banks. For details see Table 2.4.3.8-1. Table 2.4.3.8-1 List of earth borrow pits and waste banks Location Name and Units the land Borrow Occupied Distance to Left and number belongs to To-road volume land size stake No center line right side (10,000m3) (mu) (m) of route No. 2 earth Yeping borrow pit Township of K7+960 600.0 Left 80.0 300 (ground) Ruijin City No. 3 earth Yeping borrow pit Township of K12+300 1500.0 Left 60.0 225 (ground) Ruijin City No. 4 earth Shazhouba In the borrow pit Township of K23+600 middle of 90.0 135 (ground) Ruijin City the road No. 5 earth Yeping borrow pit Township of K26+500 100.0 Right 100.0 99 (ground) Ruijin City No. 6 earth Yeping borrow pit Township of K0+050 900.0 Left 40.0 60.0 (ground) Ruijin City No. 1 waste Yeping bank Township of K1+800 50.0 Left 8.25 25 (ground) Ruijin City No. 2 waste Yeping bank Township of K4+250 60.0250 Left, 4.0+5.3 13 (ground) Ruijin City right No. 3 waste Yeping bank Township of K4+900 100.0 Right 11.0 17 (ground) Ruijin City 2.4.3.9 Road right-of-way The whole route will take up a land size of 3188.57 mu, the land occupation quantity of the recommended scheme of the proposed highway is listed in Table 2.4.3.9-1. MOC Highway Research Institute Environmental Engineering Offic - 25 - Environmental Assessment for Ailing-Ruijin Highway Chapter 2 Project Overview Table 2.4.3.7-1 List of earth/stone works volumes per km for subgrade unit: m3 OD stake No Cut works natural Fill workscompacted Waste workscompacted Priced workscompacted Total volume Total quantity Borrow (earth) Earthwork Stonework Earthwork Stonework K0+050K12+343.4 1030180 1849430 1168404 29469 242403 1473630 724954 K12+343.4K24+929.6 585829 1412072 888879 1132244 343451 K24+686.6K30+818.5 349316 718998 404251 590426 163137 K13+900K14+950 Ruijin north interchange 150537 529666 419688 531744 38481 K27+200K28+300 Yunshishan interchange 109538 483761 409664 475385 43817 Total 2225400 4993927 3290886 29469 242403 4203429 1313840 Table 2.4.3.9-1 List of land occupation unitmu Township belonged to Yeping Township Huangbo Township Xianghu Township Shazhouba Township Yunshishan Township Total Paddy field 636.89 247.99 7.8 212.28 316.81 1421.8 Non-irrigated field 153.56 97.51 31.44 43.78 44.11 370.4 Wasteland 152.9 6.2 4.92 0.3 33.32 197.64 Vegetable garden 0 0 0 0 3.42 3.42 Housing land 12.3 4.63 0.55 2.64 27.57 47.69 Forestland 194.64 145.94 99.49 279.65 277.46 997.18 Cash woodland 11.52 0 0 0 18.4 29.92 Fruit orchard 14.16 0 0 0 2.16 16.32 Tomb 0 0 0 0 1.43 1.43 Water pond 13.89 8.26 0 4.43 6.75 33.33 Water ditch 14.47 2.4 0 1.51 19.76 38.14 Road 4.24 0.38 0 1.91 14.93 21.46 Grain ground 0 0 0 0 4.3 4.3 Riverbed 4.51 0 0 0 0 4.51 Ground 1.06 0 0 0 0 1.06 Total 1214.14 513.31 144.2 546.5 770.42 3188.57 -- 26 -- MOC Highway Research Institute Environmental Engineering Office Environmental Assessment for Ailing-Ruijin Highway Chapter 2 Project Overview 2.5 Roadbuilding materials and transportation conditions 2.5.1 Roadbuilding materials and transportation conditions Stone quarry There are various stone quarries along the route. This project will choose 4 stone quarries, of which 1 quarry is for the pavement surface course. The stone quality from these quarries can meet the requirements of this project, and these quarries are distributed along the route with short hauling distance and convenient transportation. Sand and gravel quarries The sand and gravel from the quarries along the route are relatively easy to excavate and transport, able to be used in subgrade, bridge and culvert. This whole project will choose 2 sand and gravel quarries, located in Lecun and Biankou of Xiefang Township of Ruijin City respectively. 2.5.2 Distribution of quarries The distribution of major quarries along the route is shown in Table 2.5.2-1. Table 2.5.2-1 List of quarries for roadbuilding materials along the route To-road Reserve No Name of To-road distance 10,000 Covering Transportation quarry Location stake No km m3 layer means 1 Sand quarry Lecun village of Self-unloading in Ouwupai Xiefang Township K7+960 26 18 truck 2 Sand quarry Biankou village of Self-unloading in Biankou Xiefang Township K7+961 30 20 truck 3 Stone quarry Shibei village of Self-unloading in Huangjin Yunshishan Township K26+000 9 300 4m truck Huarong 4 stone quarry Bazi village of Yunshishan K26+000 7 100 1.5m Self-unloading in Township truck Jiulongmiao of Jiyuan 5 Shunli stone Self-unloading quarry in village of Shazhouba K20+100 4.5 50 Township truck Jingxing 6 stone quarry Bazi of Tianxin village K26+000 7 450 Self-unloading in truck 7 Yudu cement Self-unloading factory Yudu 67 30 t/a truck Huichangshan 8 cement Huichang 38 30 t/a Self-unloading factory truck MOC Highway Research Institute Environmental Engineering Office -- 27 -- Environmental Assessment for Ailing-Ruijin Highway Chapter 2 Project Overview 2.6 Schedule arrangement According to this project's works volume, fund raising, construction condition as well as highway network overall plan, it is preliminarily set to start construction of this project from Jan 2006 with a construction period from Jan 2006 to Nov 2008, and to complete the construction for traffic by Dec 2008. 2.7 Investment budget and capital raising 2.7.1 Investment budget According to the recommended route scheme, the construction standard and size, investment estimate is conducted. The total investment for the whole line is 1.03435 billion yuan, with an average of 33.366129 million yuan each kilometer. 2.7.2 Capital raising This project construction intends to raise capital from the following sources: Domestic bank loan of 667.78 million yuan accounting for 64.56% in the total investment Application of subsidy from Ministry of Communications of 155.67 million yuan accounting for 15.05% in the total investment Self-raised by the province of 210.90 million yuan accounting for 20.39% in the total investment. -- 28 -- MOC Highway Research Institute Environmental Engineering Office Environmental Assessment for Ailing-Ruijin Highway Chapter 3 Current Environment Chapter 3 Investigation and assessment of current environmental conditions 3.1 Overview of natural environment 3.1.1 Landform and topography This project is situated in the southeast part of Jiangxi Province where the transportation is relatively advanced with 23 national roads and developed county roads and rural roads. Within this area, three topographical types are developed, namely the low mountain and heavy hilly terrain in the east, hillock terrain in the middle and mould and rolling terrain in the west. The overall relief of the route area is high in the middle and low at two sides. 3.1.2 Climate and meteorology Climate The project area lies in the south edge of middle subtropical zone belonging to subtropical hilly moist monsoon climate. Monsoon is prevalent in summer and winter, rainfall is centered in spring and summer with clear distinction between the four seasons, and this area is characterized by mild climate, sufficient heat, plentiful rainfall, short extreme weather and long non-frost period. The temperature and rainfall along the route are listed in Table 3.1.2-1 and 3.1.2-2. Table 3.1.2-1 Temperature along the route Annual average Annual average max Annual average min Area temperature°C temperature°C temperature°C Ruijin City 18.9 24.1 15.0 Ganzhou City 18.8 24.0 15.1 Table 3.1.2-2 Rainfall and non-frost period Non-frost Annual average Annual average Area periodday rainfallmm raining daysday Raining month Ruijin City 274 1721.9 164.2 46 Ganzhou City 288 1605.4 162.2 46 According to road natural zoning, the area the route passes through belongs to south China rolling perhumid area, namely 5 zone. Evaporation capacity Ganzhou City's average evaporation capacity for many years is 1554.8mm, 50.6mm less than annual average rainfall. Along the proposed highway, Ruijin City's annual evaporation capacity is smaller than 1400 mm. In a year the evaporation capacity is relatively small from November to MOC Highway Research Institute Environmental Engineering Office -- 29 -- Environmental Assessment for Ailing-Ruijin Highway Chapter 3 Current Environment March, all smaller than 100mm each month; from April to October, the evaporation capacity of each month is above 110mm, and can reach 234.3mm in July, the largest in a whole year. Wind direction and wind speed The wind direction in the project region is mainly north wind or northerly wind, the period from October to March next year is winter wind time, from June to September is summer wind time; the winter wind is mostly north wind or northerly wind, while the summer wind is mostly southerly wind. The annual average wind speed is 1.8m/s, the average wind speed difference is not big in each month within a year, usually among 1.6- 2.0m/s. The average wind speed in four seasons is 2.0m/s in winter, 1.7m/s in summer, the average wind speed in spring and autumn is all 1.8m/s. 3.1.3 Hydrology The water system along the route belongs to Gongshui water system, the major rivers to be overpassed are Mianjiang river and its tributaries. Mianjiang River is a main river with permanent water flow flowing into Gongjiang River, the east tributary of Ganjiang River. In the low mountain and heavy hilly terrain the underground water system is relatively developed while the underground water system is relatively poor in hillock terrain, the water level is heavily influenced by seasons. So, the surface water and underground water in the whole route area are heavily influenced by seasonal factors.For water system detail plese see Fig. 3.1.3-1. 3.2 Assessment of current social environment 3.2.1 Overall description of social economic environment in the project influenced region 3.2.1.1 Ganzhou Prefecture The Ailing (Jiangxi and Fujian Border)-Ruijin Section of Xiamen-Chengdu Expressway is 31km long, all locating within the territory of Ruijin City of Ganzhou Prefecture, so the influenced area for social environment is identified to be Ganzhou Prefecture, of which mainly identified to be Ruijin City. Overview Ganzhou Prefecture governs 1 district, 2 cities and 15 counties, it is Jiangxi Province's biggest management area. Ganzhou Prefecture borders Sanyang City and Longyan prefecture of Fujian Province in the east, meets Meizhou City, Heyuan City and Shaoguan City of Guangdong Province in the south, links with Chenzhou prefecture of Hunan province in the west, and borders Ji'an and Fuzhou of this province in the north. It is an important transition zone connecting the inland to the southeast coastal areas, historically well known as "the throat of five mountain ranges and of Jianxi, Fujian, Guangdong and Hunan". The whole prefecture's landform is primarily dominated by hilly and mountainous regions, with basins dotted. The whole prefecture's land size accounts for 23.5% of the total in the whole province. Within the territory distributed with extending mountains and criss-crossed rivers, the topography is -- 30 -- MOC Highway Research Institute Environmental Engineering Office Environmental Assessment for Ailing-Ruijin Highway Chapter 3 Current Environment high in the periphery and low in the middle, and the south side is higher than north side with average elevation about 500 meters. Ganjiang River is the biggest river within the boundary with its catchment area of 3.43×104km2. The underground mineral resources in Ganzhou are abundant, the solid mineral products that have already been verified now are up to 64 kinds, particularly mostly nonferrous metals and rare-earth, renowned as "world tungsten mine" and "kingdom of rare-earth". Development status of national economy Total national economy output and industrial structure In 2003, Ganzhou Prefecture achieved a gross domestic product of 34,506 million yuan, increased by 12.5% compared with that of last year, the acceleration rate improves by 1.9 percentage points compared with that of last year, creating a new peak since 1997. Per capita gross domestic product reached 4293 yuan, 4.8 times of that of 1990. In 2003, Ganzhou's primary, secondary and tertiary industries maintained a stable and coordinated development with the total outputs of primary, secondary and tertiary industries of 10,065,190,000 yuan, 11,271,020,000 yuan and 13,169,740,000 yuan respectively, the industrial structure has been realized a great adjustment transforming from "three, two, one" into "three, one, two", the three-industry structure changes from 31.4: 30.5: 38.1 of last year into 29.2: 32.7: 38.1. Industry In 2003, the whole prefecture's above-the-scale industrial enterprises produced a total output above 10 billion yuan, achieving 11.541 billion yuan, increased by 27.3% compared to the last year, of which local industry output value was 9.672 billion yuan, increased by 32.2%. The industrial enterprises realized an added value of 3.067 billion yuan, increased by 23.8% compared to the last year, of which local industry realized an added value of 2.329 billion yuan, increased by 29.3%. Agriculture Since the Eighth Five-Year Plan Period, the whole prefecture has forcefully developed the "Three Highs" agriculture, promoted the agricultural industrialization process, developed traditional resources of agriculture with great effort, and fostered new economic growth sectors, attaining remarkable achievements. The prefecture realized an agricultural gross output value of 15,431,960,000 yuan in 2003, increased by 3.11% compared with that of last year. Commerce and trade Ganzhou City's economic form is transformed from "closed type" into "open-type", the city has established a commercial system of diversified economies, diversified management forms, diversified circulation channels, and diversified managements, has developed a number of specialized and comprehensive fairs, urban commercial centers, initially forming a commerce and trade market network centering on cities. In 2003, the whole city's total retail sales of social consumables amounted to 12.014 billion yuan, increased by 10.87%; the total import and export MOC Highway Research Institute Environmental Engineering Office -- 31 -- Environmental Assessment for Ailing-Ruijin Highway Chapter 3 Current Environment value amounted to 231.37 million US dollars, of which the total export value was 130.85 million US dollars, the total import value was 100.52 million US dollars. Contract foreign capital introduced was 515.75 million US dollars, foreign capital actually used was 476.26 million US dollars. People's life The living standard of urban and rural inhabitants is increasing steadily, the food and shelter problem of majority of people has basically been solved, part of people have approached the better-off level, and some people become wealthy. In 2003 the savings deposit of urban and rural inhabitants in the whole city amounted to 26.859 billion yuan with per capita annual disposable income of urban inhabitant amounting to 6,723 yuan and per capita annual net income of rural inhabitant amounting to 2,240 yuan. 3.2.1.2 Ruijin City Overview Ruijin is located in the southeast border region of Jiangxi Province. It is situated at the west of south Mt. Wuyi section and at the upstream Gongjiang River (a tributary to Ganjiang River) meeting Changting county of Fujian Province in the east, neighboring Huichang County in the south, Yudu County in the west, Ningdu County in the north, and Shicheng County in the northeast, it is the place connecting Jianxi, Fujian, Guangdong Provinces, named after "digs the gold (Jin), gold is prosperity (rui)". In 1994 the Ruijin County was elevated to a city, and in 1999 it was approved as a municipality in Jiangxi, governed by Ganzhou Prefecture. Currently Ruijin governs 7 towns, 10 townships, 237 village committees. Ruijin is located between north latitude 25°30' ~ 26°20' and east longitude 115°42' ~ 116°22', belonging to the subtropical monsoon moist climatic region. Within the boundaries there are distributed with extending mountains and peaks, and criss-crossed rivers, this area contains rich natural resources, diverse biological resources and live timber reserve volume of 384.6×104m3. There are 13 types and 26 kinds of identified mineral resources such as gold, tungsten, uranium, rare earth, coal, limestone, fluorspar, porcelain clay and so on, of which those with large reserves are mainly limestone (855 million ton), dolomite (450 million ton), fluorspar (1.93 million ton), kaoline (910,000 ton), coal (9.185million tons); within the boundaries of Yunshishan and Shazhouba, the calcium oxide content in limestone amounts to 50/60 percent, with promising prospect. The theoretical reserves of hydro-energy is 93,336 kilowatts, 40,000 kilowatts are available for power generation, the daily production of underground water is 447,000 tons. Development status of national economy Major economic indicators and industrial structure In 2003, Ruijin achieved a gross domestic product of 2.29762 billion yuan, increased by 12.9%, of which the primary industry grows by 2.6%, the second industry grows by 25.7%, and the tertiary industry grows by 13.4%. The economic structure continued to readjust with the percentages of the -- 32 -- MOC Highway Research Institute Environmental Engineering Office Environmental Assessment for Ailing-Ruijin Highway Chapter 3 Current Environment primary industry, second industry and tertiary industry shifting from 32.3: 23.6:44.1 in 2002 into 29.6: 25.8: 44.6 in 2003. Industry In 2003, the gross industrial output amounted to 1.401578 billion yuan, of which the secondary industry occupies 25.8%. Pillar industries such as foodstuff, building materials, pharmacy, needle production, minerals processing have been preliminarily established with some products enjoying market influence and remarkable competitiveness such as roasted eel, machine-made needle, Jiuhua acetate suppositories hemorrhoids, fluorspar fine powder, of which some products are exported overseas, becoming an important export base and foreign exchange earner in Jiangxi Province. Agriculture Ruijin is big producer of grain, cooking oil, sugar cane, tobacco, fruit, tea, vegetable, pig, cow, poultry, and fish. The specialized agriculture is prosperous and export agriculture is in the boom. Specialized breeding, mainly eel, is developing rapidly, it is Jiangxi Province's biggest eel breeding, processing, exporting base. The agricultural byproducts are extremely rich such as leaf tobacco, Chinese yam, ginger, water chestnut, auricularia auricula, sweet-scented osmanthus, Chinese chestnut, navel orange, green plum and so on, which enjoy special favor among consumers. The whole city's total agricultural output value amounted to 1.09397 billion yuan in 2003, increased by 4.0% compared to the last year. Commerce and trade Possessing various kinds of specialized and comprehensive wholesaling markets of 36×104m2, In 2003, the whole city's total retail sales of consumables amounted to 897.37 million yuan, increased by 7.06%. People's life In 2003 year end, the whole city's savings deposit amounted to 1.71723 billion yuan, the per capita annual salary of urban employees is 8,805 yuan, the per capita annual net income of rural inhabitant amounted to 2260.78 yuan, increased by 2.27% compared to the last year. 3.2.2 Major economic indicators within the project influenced areas The 2003 major national economic indicators of Ganzhou Prefecture (the proposed project region) are listed in Table 3.2.2-1 as compared to these of Jiangxi Province, the national economy and per capita indicators of the five counties (city or district) under Ganzhou Prefecture's jurisdiction are listed in Table 3.2.2-2. MOC Highway Research Institute Environmental Engineering Office -- 33 -- Environmental Assessment for Ailing-Ruijin Highway Chapter 3 Current Environment Table 3.2.2-1 Percentage of Ganzhou Prefecture 2003 major national economic indicators in Jiangxi Province Percentage of Ganzhou Prefecture in Indicators Unit Jiangxi Ganzhou Province Prefecture Jiangxi Province % Land size 10,000 km2 16.69 3.94 23.61 Total yearend population 10,000 persons 4254.23 831.20 19.54 GDP 100 million yuan 2830.00 345.06 12.19 Total agriculture output 100 million yuan 841.63 154.32 18.34 Grain production 10,000 tons 1450.30 199.07 13.73 Tea production 10,000 tons 0.24 0.04 16.67 Fruit production 10,000 tons 77.77 34.56 44.44 Aquatic production 10,000 tons 146.06 17.50 11.98 Fixed asset investment 100 million yuan 1379.97 155.49 11.27 Total retail sales of social consumables 100 million yuan 923.21 120.14 13.01 Total financial avenue 100 million yuan 285.80 31.40 10.99 University students 10,000 persons 36.43 3.59 9.85 High school students 10,000 persons 301.06 56.12 18.64 Medical personnel persons 117755 15088 12.81 #doctors persons 49289 8498 17.24 Patient bed number 10,000 beds 8.55 1.25 14.62 Average employee's salary yuan/person·year 10521 9312 88.5 Table 3.2.2-2 2003 national economy and per capita indicators of project regions Area Indicators Ganzhou City Ruijin City Land size km2 39379.64 2447.98 Total yearend population person 8311991 601265 Population densityperson/km2 211 246 Per capita farmlandmu 0.53 0.54 GDP10,000 yuan 3450600 229762 Per capita GDPyuan 4293 3952 Percentages of primary industry, second industry and tertiary industry% 31.4:30.5:38.1 29.3:24.8:45.9 Per capita industrial outputyuan 1388 2331 Per capita agricultural outputyuan 1857 1819 Rural labor percentage in rural population% 52.9 49.2 Per capita grain cultivation sizemu 0.8 0.8 Grain unit cultivation size and outputkg/mu) 317.7 301.8 -- 34 -- MOC Highway Research Institute Environmental Engineering Office Environmental Assessment for Ailing-Ruijin Highway Chapter 3 Current Environment Per capita grain productionkg 239.5 229.5 Per capita tee and fruit orchard sizemu 0.11 0.08 Per capita forestland sizemu 5.42 4.57 Forest coverage rate% 74.4 72.3 Per capita breeding sizemu 1.07 0.94 Per capita aquatic outputkg 21.1 20.3 Per capita fixed asset investmentyuan 1621 681 Per capita total retail sales of social consumablesyuan 1445 1492 Per capita import and export valueUS dollar 28 Per capita regional ordinary budgetary incomeyuan 57 Per capita financial revenue *yuan 237 191 Per capita savings deposit of urban and rural inhabitants yuan 3328 2867 Average employee's salaryyuan 9312 8805 Average per capita income for rural familiesyuan 2240 2261 Average housing size for rural familiesm2 116.5 116.4 High school teacher number per 10,000 persons person/10,000 yuan 35.2 37.0 Medical personnel number per 10,000 persons person/10,000 yuan 18.2 11.6 Patient bed number per 10,000 personsbed/10,000 yuan 15.1 7.5 note source from----2003 Ganzhou Prefecture and Ruijin City's statistical annals per capita total financial income contains central taxation. Analyzing Table 3.2.2-1 and 3.6.2-2 for the current national economic development in the areas of the proposed highway, the following conclusion can be drawn: Since the reform and open policy and in particular in recent years, the project region- Ganzhou Prefecture and its governed Ruijin City-witnessed big development in national economy and society. But still its economic output and the overall strength could not attain Jiangxi Province's average level. In 2003, Ganzhou Prefecture's percentages of GDP, total agricultural output, grain, tea, aquatic product output, fixed asset investment, total retail sales for social consumables, gross financial income, college and middle school student number, medical personnel number, hospital bed number and average employee's wage in Jiangxi provincial total are all smaller than those of its land size and year end total population in Jiangxi provincial total. The project region is an underdeveloped area in Chinese economy, people are not well-off. In the project's major influenced area-Ruijin City, its national economic per capita indicators such as per capital GDP, total agricultural output, financial revenue, and fixed asset investment could not achieve Ganzhou Prefecture's average level at present. Its agricultural economy occupies a greater proportion in the national economy while the industrial output is small. In general, the economic foundation is weak, the economic strength is weak too. The project regions' agricultural production is characterized by sufficient labor force, small MOC Highway Research Institute Environmental Engineering Office -- 35 -- Environmental Assessment for Ailing-Ruijin Highway Chapter 3 Current Environment per capita farming land size, large per capita forestland size, tea orchard size, and breeding size. In 2003 Ganzhou Prefecture's average per capita grain output and aquatic product output are 239.5kg and 21.1kg respectively. In 2003, the average per capita grain output and aquatic product output of the project's major influenced area Ruijin City cannot achieve Ganzhou Prefecture's average per capita level. The people's live standard and overall quality of the project's major influenced area Ruijin City could not achieve Ganzhou Prefecture's average level. Its average employee's wage, farmer's average net income, per capita savings account of urban and rural inhabitant, medical personnel number and hospital bed number and so on are all lower than Ganzhou Prefecture's average level at present. 3.2.3 Road transportation characteristics and road infrastructure within project influenced areas 3.2.3.1 Road transportation characteristics within project influenced areas Xiamen-Kunming Expressway runs through the Jiangxi Province from east to west, which connects the economically developed Guangdong Province, the Yangtze River delta area as well as Fujian, Jiangxi, Hunan, Guangxi, Guizhou, Chongqing and Sichuan provinces (municipality). This road is not only one of Jiangxi Province's most important transportation trunkways, but also an important economical trunkway for speeding up the development and opening of Jiangxi, especially the south Jiangxi revolutionary area. It has the following characteristics: (1) historically-formed convenient channel; (2) dominated by freight transportation; (3) large percentage of heavy load vehicles; (4) large through traffic volume. To sum up, Xiamen-Kunming Expressway is playing an extremely vital role in transportation, not only undertaking local massive transportation flow and serving for economical development along the route, but also undertaking the massive through traffic flow, thus playing a vital role of "linking the ups and downs, connecting east with west". 3.2.3.2 Overview of road infrastructure in Ruijin City Within the project influenced area Ruijin City, there are 10 trunk roads and 107 bypass roads with the mileage open to traffic of 751km, of which the mileage of class 2 roads is 205km and the mileage of class 3 roads is 204km. Within the city, the total mileage of the south-north National Road 206, east-west National Road 319 and 323 is 140.7km. 3.2.3.2 Current technical conditions of relevant roads and existing problems Current technical conditions of relevant roads National Road 319 National Road 319 within the territory of Jiangxi has two classes; its section within Ruijin is a part of Nanchang-Xiamen Road. Presently the Ruijin section of Nanchang-Xiamen Road is a class 2 road with subgrade width of 12m, pavement width of 9m and the pavement is cement concrete. According to the statistical data from National Road 319 Lucaohu observation station (about -- 36 -- MOC Highway Research Institute Environmental Engineering Office Environmental Assessment for Ailing-Ruijin Highway Chapter 3 Current Environment 6km away from Ruijin City), the 2003 mixed traffic volume of this road section was 6,993 vehicles/day. At present, this road section maintains a good condition, but the section approaching Ruijin urban district has been commercialized seriously, exerting big influence on traffic capability. National Road 206 A south-north direction road, the National Road 206 within the territory of Jiangxi is class II and III road, its Ruijin-Huichang section has been innovated into a class II road with subgrade width of 12m, pavement width of 9m and the pavement is cement concrete. According to the statistical data from National Road 206 Yunji observation station and Wuyang observation station, the 2003 mixed traffic volume of National Road 206 Ruijin section was 3,000 vehicles/day, which reduces slightly compared to past. The main reason was that in 2003 this road was under transformation and innovation, some traffic volume shifted to other roads. National Road 323 National Road 323 is an east-west road basically parallel to the proposed highway in alignment, its technical grade is class II with subgrade width of 12m, pavement width of 9m and the pavement is cement concrete. According to the statistical data from National Road 323's observation stations in Ruijin Chaotian, Huichang Shanshupai, Ganxian Jiangkou and Meilin, the 2003 mixed traffic volume of National Road 323 Ruijin-Ganzhou section was 8826 vehicles/day, of which the 2003 mixed traffic volume of Ganxian Meilin section was 15257 vehicles/day. The existing road cannot meet the traffic volume demand which grows day by day. Problems of existing roads The road commercialized mileage increases year by year. Along with economic development, the commercialized mileage of existing national roads increases every year, seriously affecting national road transportation and traffic safety. Along the route there is dense population with large volume of mixed traffic and the vehicles move very slowly, especially during the transportation period for spring festival, traffic jams are very common. The crowdedness increases and the service level drops. According to the statistical data from National Road 323's observation stations in Ruijin Chaotian, Huichang Shanshupai, Ganxian Jiangkou and Meilin, the 2003 mixed traffic volume of National Road 323 Ruijin-Ganzhou section was 8826 vehicles/day, of which the 2003 mixed traffic volume of Ganxian Meilin section was 15257 vehicles/day. The existing road cannot meet the traffic volume demand which grows day by day. Traffic accident is frequent. As a result of commercialized mileage increase, the townships that the road passes by have dense population, leading to frequent traffic accidents and large property damage. The whole line of Xiamen-Kunming Expressway in the Jiangxi Provincial road network has not designed yet, and the whole trunkway network has not been formed yet. Classified roads occupy a MOC Highway Research Institute Environmental Engineering Office -- 37 -- Environmental Assessment for Ailing-Ruijin Highway Chapter 3 Current Environment small proportion in the total traffic mileage. The traffic volumes of main trunkways are saturated, some road sections experience vehicle congestion many times than the standard, leading to frequent traffic jams, which, on the other hand, result in frequent traffic accidents on these trunkways and heavy economic loss. The road infrastructure in some impoverished areas is very backward with very low road density and grade, far from adapting to daily growth of social economy. 3.2.4 Land resource utilization in project region 3.2.4.1 Farmland size variation in project region The farmland size variation in project region is shown in Table 3.2.4.1-13.2.4.1-3. Table 3.2.4.1-1 lists the year-end farmland sizes and per capita sizes of Ganzhou Prefecture in each characteristics year from 1949 to 2003. Table 3.2.4.1-2 and 3.2.4.1-3 list the farmland variations in recent years of Ganzhou Prefecture and Ruijin City respectively. Table 3.2.4.1-1 Historical cultivated land size and per capita cultivated size in Ganzhou unithm2 Cultivated land Non-irrigated Per capita Year size Paddy field field cultivated land size 1949 368033 303913 64120 0.12 1965 386480 351987 34496 0.09 1978 364994 327592 37402 0.06 1985 358116 321080 37036 0.05 1996 347110 309649 37461 0.04 2003 295709 263989 31720 0.04 Table 3.2.4.1-2 Recent cultivated land size change in Ganzhou unithm2 Item 2003 2002 I. Actual cultivated land size in year beginning 310982 342333 1.paddy field 279298 303594 2.non-irrigated field 31684 38739 II. Added cultivated land size in that year 2043 693 New reclaiming 3 13 Orchards changed into cultivated lands 13 30 Other 2027 650 III. Reduced cultivated land size in that year 17316 32044 National capital construction land occupation 1879 3380 Other capital construction land occupation 689 3786 Re-afforestation from cultivated lands and re-planting of grass 12720 4644 Return cultivated lands into orchards 1200 1409 Other cultivated land reduction 828 18823 IV. Actual cultivated land size in yearend 295709 310982 1.paddy field 263989 279298 2.non-irrigated field 31720 31684 -- 38 -- MOC Highway Research Institute Environmental Engineering Office Environmental Assessment for Ailing-Ruijin Highway Chapter 3 Current Environment Table 3.2.4.1-3 2003 cultivated land sizes of the project influenced region unithm2 Actual Land Land Re-afforestation Countyor cultivated Reduction occupied by occupied by from cultivated city land size Paddy Non-irrigated within the national in year field field year capital other capital lands and end constructionconstruction re-planting of projects projects grass Ganzhou Prefecture 295709 263989 31720 17316 1879 689 12720 Ruijin City 21696 19359 2337 383 76 53 From Table 3.2.4.1-13.2.4.1-3, it can be seen that During 54 years from 1949 to 2003, the farmland size in the project influenced region Ganzhou Prefecture is taking on a reduction tendency every year, with a total size reduction of 72324m2, reduced by 19.7%, of which the sizes of paddy field and non-irrigated field reduced by 13.1% and 50.5% respectively, the non-irrigated field size reduction is far more higher than that of paddy field. During 54 years, the average per capita farmland reduction is remarkable in Ganzhou with its 2003 average per capita farmland size reduced by 66.7% compared to 1949, the main reason is the obvious population growth in addition to the yearly reduction of farmland size. In the recent 8 years from 1996 to 2003, the reduction rate of Ganzhou Prefecture's farmland size and per capita farmland size was not remarkable, which is due to the serious implementation by different counties of the 1997~2010 overall land utilization plan and the total farmland quantity control. Compared with 2002, in 2003, the total farmland sizes of the project influenced region Ganzhou Prefecture witnessed increase in one way and decrease in the other, but the reduced farmland size was still bigger than the increased size. In that year, the farmland size reduction is mainly due to re-afforestation from cultivated lands and re-planting of grass, land occupied by national capital construction projects and other capital construction projects, which account for 73.5%, 10.9% and 4.0% respectively in that year's farmland size reduction. In 2003, the reduction of cultivated fields in Ruijin City was relatively small, only 383hm2, of which the land occupation by national capital construction is 76hm2 and the land occupation by re-afforestation and re-planting of grass from cultivation is 53 mu, which account for 19.8% and 13.8% respectively in Ruijin City's cultivated field reduction in that year. MOC Highway Research Institute Environmental Engineering Office -- 39 -- Environmental Assessment for Ailing-Ruijin Highway Chapter 3 Current Environment 3.2.4.2 Current land utilization in counties (city, district) and townships along the route The 2003 year-end land utilization of each township along the route is shown in Table 3.2.4.2-1 and Fig. 3.2.4.2-1-land type distribution map along the project. Table 3.2.4.2-1 2003 land utilization of each township along the proposed project unit: mu Township Yeping Huangbo Shazhouba Yunshishan Xianghu Township Township Township Township Township Total land size 214653.5 164495.7 111165.6 171601.6 52711.8 Cultivated land 790.45 345.5 39.24 256.06 364.34 Agricultural Garden 14.16 0 0 0 2.16 land use Forestland 206.16 145.94 99.49 279.65 295.86 Meadow 0 0 0 0 0 Others 33.66 11.04 0 7.85 45.74 Land for housing, industryand Construction mining 12.3 4.63 0.55 2.64 29 land use Land useby transportation 0 0 0 0 0 Land useby water facility 0 0 0 0 0 Unusedland 152.9 6.2 4.92 0.3 33.32 Unusedland Others 4.51 0 0 0 0 Landuse rate% 87.04 98.79 96.59 99.95 95.68 Land cultivation rate% 0.37 0.21 0.07 0.23 0.21 Basic farmland protection size 40811.3 21250.5 17125 198806.6 0 Basic farmland protection rate % 0 19.01 12.92 32.49 178.84 From Table 3.2.4.2-1, it can be seen that The land utilization rate in the project influenced region Ruijin City is relatively high reaching 97.3%. The land cultivation rate is relatively low, only being 9.6%. The land double cropping coefficient is relatively high reaching 235.3%. Seeing from the current land utilization situations of the 5 townships passed by the project, the land utilization rates are between 91.4% (Yeping Township) ~98.4% (Shazhouba Township), the land cultivation rates are between 12.5% (Yunshishan Township) ~36.4% (Yeping Township) with the land cultivation rates in the 5 townships passed by the project all higher than the average in Ruijin City. The land double cropping coefficients are between 216.3% (Shazhouba Township) ~259.7% (Huangbo Township). The land utilization degrees in various townships along the route do not differ sharply. Generally, the various townships governed by Ruijin City have higher land -- 40 -- MOC Highway Research Institute Environmental Engineering Office Environmental Assessment for Ailing-Ruijin Highway Chapter 3 Current Environment utilization degree. Among Ruijin City and its governed 5 townships along the proposed project, there is still certain development potential for land utilization and development. 3.2.5 Overview of tourism and relics in project region 3.2.5.1 Ganzhou Prefecture Ganzhou Prefecture has beautiful mountains and rivers, glorious history, and unusual revolutionary historical sites, which enable it to possess unique humanity landscape and rich tourism resources. There is the Song City cultural zone represented by "ancient rock cave, ancient city wall, ancient bateau-bridge, and ancient chinaware kiln"; there is Meiguan Ancient Post Road tourism zone renowned as aquatic Silk Road; there are beautiful natural landscapes such as green hill peak, jade rock, Luotianyan Crag, Chinese immortal rock, Niedu limestone cave and rapid water lake; there are the picturesque Yangling natural park, Jiulianshan natural protection zone, and Sanbaishan mountains at the source of Dongjiang River (flowing to Hong Kong); also there are towering Bajingtai Platform and Yugutai Platform; there are the deep Tongtianyan Crag, the Meiling Mount in south Guangdong as well as well-preserved complete historical culture scenic spots such as Song Dynasty City Wall, Qili ancient kilns ruins, and the revolutionary historical community represented by "the red former capital"-Ruijin. There are famous mountains, beautiful waters, and splendid ancient historical sites. At present the whole prefecture has 4 national-preservation cultural relic units with 18 spots, 48 provincial-preservation cultural relic units, 94 county-preservation cultural relic units. Now Ganzhou Prefecture promotes three unique brand-new tour lines featuring "red former capital, South Song Dynasty city, Dongjiang river origin, and Hakka culture". 3.2.5.2 Ruijin City Red Former Capital----Ruijin Ruijin is the world-famous Red Capital. During the Second Revolutionary Civil War, Ruijin was the center of revolutionary base, and the starting place of the world famous Red Army Long March. As the Red Capital in Chinese revolution history, Ruijin preserved massive revolutionary historical relics. Within the boundaries of Ruijin City, the above-provincial-level key (revolutionary) cultural relic preservation units are listed in Table 3.2.5.2-1. Table 3.2.5.2-1 List of above-provincial-level key (revolutionary) cultural relic preservation units in Ruijin Name Location Age Protection level Former Site of CCP Central Committee Yeping 1931-1933 National-level Former Site of Chinese Soviet Republic Temporary Central Government Residence Yeping 1931-1933 National-level Former Site of Chinese Soviet Republic Standing Committee Shazhouba 1933-1934 National-level Former Site of Chinese Soviet Republic Committee Shazhouba 1933-1934 National-level Former Site of CCP Central Committee Shazhouba 1933-1934 National-level MOC Highway Research Institute Environmental Engineering Office -- 41 -- Environmental Assessment for Ailing-Ruijin Highway Chapter 3 Current Environment Xiaxiao Former Site of Chinese Soviet Republic Shazhouba Central Military Committee Wushilong 1933-1934 National-level Shazhouba Former Site of CYL Central Bureau Xiaxiao 1933-1934 National-level Former Site of China Labor Organization Shazhouba Central Standing Committee Zaozifei 1932-1934 National-level Former site of Chinese Soviet Republic Temporary Central Government (auditorium) Shazhouba 1934 National-level Former site of Chinese Soviet Republic Central Government Yunshishan 1934 National-level Red Army Reviewing Stand Yeping 1934 National-level Red Army Martyr Memorial Tower Yeping 1934 National-level Red Army Martyr Memorial Pavilion Yeping 1934 National-level Gonglue Pavilion Yeping 1934 National-level Bosheng Bastille Yeping 1934 National-level Red Well Shazhouba 1933 National-level Former Site of Chinese Soviet Republic Central Military Committee YepingYangxi 1931-1934 Provincial-level The temporary central government residence of Chinese Soviet Republic is located in Yeping, the temporary central government (auditorium) of Chinese Soviet Republic and the Hongjing national-preservation cultural relic unit located in Shazhouba, as well as the central government residence of Chinese Soviet Republic located in Yunshishan are all relatively close to the proposed highway, but all are 200m from the road center line. Within the boundaries of Ruijin City, there are 10 county-level key (history) cultural relic preservation units, see Table 3.2.5.2-2. Table 3.2.5.2-2 List of county-level key (revolutionary) cultural relic preservation units in Ruijin Name Location Dynasty Description Between Xianghu Township Youqing Bridge and Yeping Township Qing Rebuilt in 1984 autumn (Dongsheng) Longzhu Tower Ruijin Martyr Memorial Applied for provincial-level Museum Ming protection unit Longfeng Tower Xianghu Township Ming "Pen Riding Mountain"1 Pengtu Tower Xianghu Township Qing "Pen Riding Mountain"2 Fengming tower Guanghui village of Zetan Township Qing "Pen Riding Mountain"3 Mixi WoodenMemorial Mixi village of Jiubao Ming Archway Township Wenkui Attic Huangtianvillage of Wuyang Township Qing Also named Fuzhu Temple Qinglong Tang Dynasty Kiln Qinglong village of Rentian Tang Pottery kiln Ruins Township Jingqiao song Jingqiao village of Xiefang dynasty Kiln Township Song Ceramic kiln -- 42 -- MOC Highway Research Institute Environmental Engineering Office Environmental Assessment for Ailing-Ruijin Highway Chapter 3 Current Environment Ruins Beishangang East Han Ancient Tombs Rentian junior high school to Qing Cultural relics Ruijin has a long history of 1000 years since its establishment during the Five Dynasty with rich historical and cultural resources, it is also one of the important Hakka communities. In June 1983 Ruijin County people's government approved the first batch of 10 county-level key (history) cultural relic preservation units, of which there are the Shuangqing Bridge of Qing Dynasty located between Xianghu Township and Yepingzhang Township (Dongsheng), Pengtu Tower of Qing Dynasty and Longfeng Tower of Ming Dynasty located in Xianghu Township. They are all relatively near the proposed highway, but all are 200m from the road center line. Scenery spots Within the boundaries of Ruijin City, there is the Luohanyan crag provincial-level scenic spot located in south Chenshi mountain 20km from northeast Ruijin City. The spot size is 10km2 with grandiose, beautiful peaks and flying waterfalls. The main scenic spots include: Qingzhu Peak, Lion Peak, Qianwan Cliff, Mishai Waterfall and so on. The scenic spot is at least 5km from the proposed highway in shortest distance. 3.3 Assessment of current ecological environment 3.3.1 Soil environment Along the proposed project, the soil type is mostly red loam, paddy soil, cultivated fluviogenic soil, yellow soil, which are mainly acidic; the cultivating soil is mainly paddy soil and fluviogenic soil. In Ganzhou Prefecture, the total soil surface size is 55.280726 million mu (Chinese acre), of which farming soil size of 7.445376 million mu accounting for 13.47% in the total; mountainous soil size of 47.83535 million mu accounting for 86.53% in the total. In this prefecture, there are 9 soil types and 16 sub-types, the 9 soil types are: Paddy soil, cultivated fluviogenic soil, rendzina, purple ochre, thick bone earth, red loam, yellow soil, yellow brown earth, mountainous soil, respectively, of which the paddy soil size is 6.966764 million mu accounting for 12.6% in the total with above 90% of the existing farmlands being paddy soil distributed in each county; the cultivated fluviogenic soil size is 132,420 mu accounting for 0.24% in the total with about 10% of the existing farmlands being fluviogenic soil; the rendzina size is 136,152 mu accounting for 0.25% in the total; the red loam size is biggest, up to 44.318721 million mu accounting for 80.17% in the total; the yellow soil size 2.205648 million mu accounting for 3.99% in the total. Due to impacts from subtropical climatic conditions and human activity, the soil is distributed in the following rule: many valleys and basins are distributed between the mountains and hills, the largest basin is Ganzhou basin amounting to more than 1,500 square kilometers; in the low mountainous area there are yellow loam and yellow MOC Highway Research Institute Environmental Engineering Office -- 43 -- Environmental Assessment for Ailing-Ruijin Highway Chapter 3 Current Environment soil; among ravine valleys there are a few brown sand paddy soil fields and yellow sand paddy soil fields. From Ganjiang River to Yaolanzhai, the soil types tend to be consistent with the soil type of the previous area with only difference in distribution size; the other basins' soil distribution is basically the same, presenting a basin soil distribution regularity. The vertical distribution of soil is roughly: red loam - yellow loam - yellow soil -mountainous meadow soil. The soil in Ruijin City includes mainly rice paddy soil, dryland soil and mountainous soil, a total of 3 land types, 8 soil types, 14 subtypes, 29 soil families, 63 species, 122 variants. paddy soil is the major soil for farming in this county with a size of 337994 mu accounting for more than 90 in the total cultivated land size and 9.2 in the county's total size, which is divided into 5 subtypes, 13 families, 40 species, and 96 variants. 3.3.2 Assessment of current vegetation in project region According to field investigation and data analysis, it can be believed that the natural vegetation types within the assessment scope mainly include coniferous forest, evergreen broadleaf forest, shrub and bush, grass and so on. The cash forest size is small. During investigation, we found fragmentary and small-sized oil-tea camellia forest, sweet orange forest and so on. The agricultural vegetation is mainly paddy field with the staple crop being rice. Slope farmlands are non-irrigated fields where wheat, rapeseed, legumes and peanut grow. Below we present each main type of vegetation and their characteristics: Coniferous forestIt is the most widely distributed and the major vegetation type within the assessment scope. In the community the prominent tree species are masson pine and China fur, sometimes the two tree species mix together into a co-dominant community. In the assessment scope the coniferous forest is mostly formed by sowing seed from aircraft or artificial afforestation when the original vegetation was destructed. Because of different climate and soil conditions and different forest formation time, during the investigation, we discovered that the coniferous forest communities in each place assume different characteristics in their level, structure and appearance. Of which, the forest with best form and appearance is the masson pine and fur mixed forest distributed in the low mountain and hilly area in Ailing of Ruijin; in this forest the masson pines and furs are mostly middle-aged trees with quite reasonable community age structure and rich under-forest bush layer and thick covering. The community's overall environment is moist with green and luxuriant appearance. But in Chutan and Jiangkou of Ganxian County, the mason pine forests are basically sparse, most of the masson pines are young trees with poor under-forest bush layer and underdeveloped covering, the total covering rate of the community does not surpass 50%, soil erosion of varying degree occurs. Evergreen broadleaf forestWithin the assessment scope, zonal vegetation such as natural forests can rarely seen due to large-size reclaiming and deforestation. During the investigation, only near the villages we found natural secondary evergreen broadleaf forests with relatively good -- 44 -- MOC Highway Research Institute Environmental Engineering Office Environmental Assessment for Ailing-Ruijin Highway Chapter 3 Current Environment appearance, which are supposed to be geomancy forest, so well-preserved. In such forest the predominant tree species are Castanopsis, schima superba, associated oriental white oak, and camphor tree; under the forest the bushes are has Spine Aral, Alangium platanifolium, azalea, and multiflorarose and so on; the herb is mainly ferns. Shrub and grassDistributed in barren hills, city suburbs and village vicinities. Within the assessment scope, in the hilly area around Ruijin's Yunshishan and Shazhouba where the base rock is limestone, mostly exposed and with thin soil layer, the forest is not suitable to grow, and it is also not suitable to reclaim; on these hills mostly bushes and herbs grow. The investigation discovered that in these shrubs the community-building specie is caesalpina japonica, other common bushes are pepper mulberry, white sandal-wood, vitex cannabifolia, and wild Chinese red pepper; the herbs are chrysanthemum indicum, artemisiacapillaris as well as some gramineae weeds. In the assessment scope the bushes and grasses distributed in other places are acid soil bush and grass, mostly formed by human influence. The overall distribution of vegetation within the assessment scope is shown in Fig. 3.3.2-1. 3.3.3 Assessment of current wildlife animals and plants 3.3.3.1 Assessment of current wildlife plants Within the assessment scope, the common arbor plants include gymnosperm and angiosperm. The gymnosperm includes cycadaceae, gingkoaceae, pinaceae, taxodiaceae, cupressaceae, araucariaceae, podocarpaceae and so on, a total of 7 families with the common species shown in table 3.3.3.1-1. The angiosperm includes magnoliaceae, lauraceae, berberidaceae, juglandaceae, rosaceae, moraceae, ulmaceae, flacourtiaceae, pittosporaceae, proteaceae, guttiferae, tiliaceae, sterculiaceae, bombacaceae, papillionaceae, euphorbiaceae, malvaceae, caprifoliaceae, theaceae, aquifoliaceae, myrtaceae, vitaceae, celastraceae, rhamnaceae, simarubaceae, ebenaceae, sapindaceae, rutaceae, burseraceae, anacardiaceae, meliaceae, ericaceae, palmaceae, aceraceae, bignoniaceae, oleaceae, scrophulariaceae, gramineae, cesalpiniaceae, platanaceae, mimosaceae, hamamelideceae, salicaceae, fagaceae, bischofiaceae, buxaceae, and so on, a total of 48 families with common species shown in table 3.3.3.1-2. Table 3.3.3.1-1 List of common gymnosperm plants along the proposed highway Family Specie Family Specie Cycadaceae Cycas revoluta Araucariaceae Araucaria cunninghamia Gingkoaceae Gingko tree Podocarpaceae Yew podocarpus Pinaceae Masson pine, golden larch, Cypress, oriental arbor-vitae, pinus elliottii, pinus taeda Cupressaceae chamaecyperus pisifera, thousand cypress, thorn handkerchief, Taxodiaceae Pine, cryptomeria, common bald cypress, metasequoia Chinese juniper, dragon cypress MOC Highway Research Institute Environmental Engineering Office -- 45 -- Environmental Assessment for Ailing-Ruijin Highway Chapter 3 Current Environment Table 3.3.3.1-2 List of common angiosperm plants along the proposed highway Family Specie Family Specie Banana Shrubmichelia alba, Magnoliaceae Jujube, Raisin Tree, Thorny Lily magnolia, Zeyulan Rhamnaceae Wingnut magnolia, Chinese tulip tree Camphor tree, litsea cubeba, Lauraceae fragrant cruller, cinnamomum Simarubaceae Tree of heaven pedunculatum Berberidaceae Berberid, day moso bamboo Ebenaceae Persimmon, date plum Juglandaceae Chinese wing nut Sapindaceae Chinese soap berry, goldenrain tree Rosaceae Peach, pear, plum, cherry, Sweet orange, orange, pear, loquat, hypericum Rutaceae fragrant rafter, Bitter Orange Moraceae Mulberry tree, banyan fig, fig Burseraceae Chinese olive Ulmaceae Hackberry, betel siberian elm Anacardiaceae Chinese goldthread rhizome wood, Chinese date Flacourtiaceae Xylosma japonicum Meliaceae China tree, hemp melia japonica, Chinese toon Pittosporaceae Tobira Ericaceae Azalea, rhododendron Proteaceae Silk oak grevillea Palmaceae Palm Guttiferae Yellow Indian azalea Aceraceae Acer oliverianum Tiliaceae Grewia biloba Bignoniaceae Bean-tree Glossy Privet, small leaf Sterculiaceae Chinese parasol tree Oleaceae privet, sweet-scented osmanthus, small wax Bombacaceae Cotton tree Scrophulariaceae Pawlownia Black locust, Chinese scholar Yellow bamboo, bamboo, Papillionaceae tree, rose wood, Chrysanthemum Chinese Gramineae phyllostachys bambusoides, scholar tree, soybean sinocalamus Gleditsia, Caesalpinia Ten years tung oil tree, three decapetala, Butterfly tree Euphorbiaceae years tung oil tree, Chinese Cesalpiniaceae Bauhinia purpurea flame tallow tree, poinsettia, oil tung tree Malvaceae Hibiscus syriacus, cotton rose Platanaceae Plane-tree Caprifoliaceae Bigleaf hydrangea Mimosaceae Taiwan love tree, acacia farnesiana, wattle Theaceae Camellia, schima superba, tea-oil tree, Eurya Hamamelideceae Sweet Gum Weeping willow, river willow, Aquifoliaceae Chinese ilex Salicaceae dryland willow, poplar farm, Lombardy poplar Castanopsis sclerophylla, Myrtaceae Tuart, fragrant pomegranate, Castanopsis eyrei, hemp oak myrtle Fagaceae tree, Chinese chestnut,: Blue Japanese Oak Vitaceae Grape Bischofiaceae Bishopwood -- 46 -- MOC Highway Research Institute Environmental Engineering Office Environmental Assessment for Ailing-Ruijin Highway Chapter 3 Current Environment Family Specie Family Specie Celastraceae Bigleaf Chinese Box, silver Chinese box Buxaceae Chinese littleleaf box Within the assessment scope, the common bush plants include symplocos caudata, thymelaeaceae, Verbenaceae, lythraceae, ericaceae, papillionaceae, Rosaceae, rubiaceae, theaceae, Smilacaceae, and anacardiaceae and so on, the common species are listed in Table 3.3.3.1-3. Table 3.3.3.1-3 List of common bushes along the proposed highway Family Specie Family Specie Geum aleppicum, Japan Symplocos caudata Sandal-wood Rosaceae Rose, Juteleaf Raspberry, Rubus buergeri Thymelaeaceae Wikstroemia Rubiaceae Gardenia Jasminoides Verbenaceae Vitex Theaceae Eurya muricata, Adinandra filipes Chinaroot Greenbrier Lythraceae Common Carpemyrtle Smilacaceae Rhizome, Glabrous Greenbrier Rhizome Ericaceae Indian Azalea Anacardiaceae Wax Tree, China Sumac Papillionaceae Spiffy Bushclover Within the assessment scope, herbaceous plants are many, some of the common species are as follows: thorny awn, five awn, cogongrass and arundinella hirta of the Gramineae family; chrysanthemum, artemisiacapillaris of the Compositae family; prunella vulgaris and leonurus siribicus of the Orthodon family; cordate houttuynia of the Saururaceae family; Asiatic plantain of the Asiaticplantain family; Chinese star jasmine of the Apocynaceae family; honeysuckle of the Caprifoliaceae family. Also included are hard awn and chain fern of the fern family, and so on. 3.3.3.2 Assessment of current wildlife animals The insects within the assessment scope are mainly silkworm, bee (large variety, only bees are bred by human), cicadas, centipede, Chinese mole cricket, cricket, cantharides, gadfly, fly, mosquito, mantis, locust, kitchen bug, ant (yellow, black and white), phralidid caterpillar, fire fly, butterfly, dragonfly, aphid lion, night flying beetle, longhorn beetle, cockroach, assassin bug, etc. The birds within the assessment scope are mainly swallow, wild duck, spotted dove, grouse, Chinese bamboo partridge, sparrow, tit, cuckoo, crested myna, Hwa-Mei, Chinese bulbul, heron, common cormorant (raised by fishermen), common kingfisher, Oriolus chinensis, woodpecker, crow, magpie, cuckoo, eagle (there are northern goshawk, sparrow hawk, kite), owl, jungle nightjar, mandarin duck, partridge, quail, pigeon, etc. The beasts within the assessment scope are mainly wild boar, mountain ox, wolf, pangolin, muntjac, roe deer, leopard cat, fox, civet cat, bamboo dog, sand badger, rabbit, MOC Highway Research Institute Environmental Engineering Office -- 47 -- Environmental Assessment for Ailing-Ruijin Highway Chapter 3 Current Environment hedgehog, rat (brown home mouse, small home mouse, pallas, field rat), squirrel, ground squirrel, otter, bat. 3.3.4 Current agricultural ecological environment This project passes through Ruijin City, which is subordinate to Ganzhou Prefecture. The current population and land of each city and county along the route are listed in Table 3.3.4-1. Table 3.3.4-1 Current population and land of each city and county along the route2003 Name of Population Land size Population density Farming land size Basic city and 10,000 km2 farmland county person/km2 10,000 mu persons mu Ruijin City 60.13 2448 245 32.68 2080.8 Ganzhou 831.20 39390 211 466.48 33481.5 Prefecture The farming crops in Ruijin City are mostly paddy rice followed by sweet potato and legumes; the cash crops are sugar cane, peanut, rapeseed, tobacco, sesame seed, tea and so on. The lands along the route are mainly forestland, paddy field as well as non-irrigated field. The specialty agriculture is prosperous and export-oriented agriculture is booming. Specialty breeding industry centered on eel is rapidly developing, this area is Jiangxi Province's biggest eel breeding, processing and export base with maximal output of fresh eel 3,000 ton, dry eel 2,300 tons. The agricultural by-products are extremely rich, such as leaf tobacco, Chinese yam, ginger, water chestnut, auricularia auricula, sweet-scented osmanthus, Chinese chestnut, navel orange, green plum and so on, which are favored by consumers due to their superior quality. In 2003, Ruijin City's population was 601300 persons accounting for 7.23% in the total population of Ganzhou Prefecture; its population density was 245 persons/km2, higher than that of Ganzhou Prefecture; Ruijin City's land size was 2448 km2 accounting for 6.22% in the total population of Ganzhou Prefecture; its cultivated land size was 326800 mu accounting for 7% in the total population of Ganzhou Prefecture. The area that the route passes through has large population but small farmland size, in particular construction of railroad and G23 as well as the construction (innovation) of local roads have already taken up a large quantity of land, therefore, the farmlands are extremely precious. In the alignment of this project, full consideration has been given to farmland protection. 3.4 Assessment of current water environment 3.4.1 Investigation of current water environment 3.4.1.1 Water environment functional zoning in project region According to Surface water Environment Functional zoning in Jiangxi Province, the Mianjiang river water function at Mianjiang River bridge site is classified as class III. The water quality functions are listed in Table 3.4.1-1. -- 48 -- MOC Highway Research Institute Environmental Engineering Office Environmental Assessment for Ailing-Ruijin Highway Chapter 3 Current Environment Table 3.3.1-1 Water functional zoning of related river sections along the proposed highway Current Water Control Length Current water Planned Water body Water area city or main quality town (km) use quality class function goal Ridong reservoir mouthZhenbei For Mianjiang Yeping landscape For landscape River Mianjiang River Township 10.1km and III and III super-large bridge is agriculture entertainment located in this section 3.4.1.2 Relation between drinking water source along the route and the road location The drinking water for Ruijin urban district comes from Nanhua reservoir located in Zetan Township in the south of the city with a water catchment size of 152km2 and the intake 3km from the south of the city, but the proposed highway will pass in the north of the city. Chenshi reservoir water is planned for drinking which is located within Rentian Township about 10km from Ridong reservoir in the north of the city, which is about 3km from the north of the proposed highway. While people in the above city drink river water, people living along the proposed highway mostly drink underground water. 3.4.2 Monitoring of current water quality Below is the monitored results of water quality in Mianjiang River provided by Ruijin City Environmental Monitoring Team in 2004, see Table 3.4.2-1. Table 3.4.2-1 Monitored results of water quality in Mianjiang River in 2004 Ammonia Dissolved Biochemical Chemical No Monitoring Sampling pH Petroleum oxygen oxygen cross-section date value (mg/L) nitrogen oxygen (mg/L) (mg/L) demand demand (mg/L) (mg/L) 2.10 7.51 0.05 0.610 10.0 8.3 4.6 8.1 0.07 0.014 7.5 1.0 1 Ruijin 6.8 7.47 0.06 0.004 7.6 2.0 airport 8.10 7.23 0.08 0.010 6.2 2.0 10.9 8.29 0.031 0.005 9./ 2.0 12.7 7.77 0.05 0.002 9.5 2.0 2.10 7.52 0.25 1.572 161 4.6 8.09 0.15 0.068 20.8 2 Taxia 6.8 7.23 0.07 0.002 14 Temple 8.10 7.13 0.05 0.020 19 10.9 7.32 0.035 0.008 61 12.7 6.93 0.05 0.003 107 3 Qingshui of 2.10 7.5 0.22 1.476 161 Ruijin 4.6 8.17 0.06 0.051 20.6 MOC Highway Research Institute Environmental Engineering Office -- 49 -- Environmental Assessment for Ailing-Ruijin Highway Chapter 3 Current Environment 6.8 7.49 0.06 0.007 19 8.10 7.33 0.07 0.020 17 10.9 7.33 0.057 0.008 52 12.7 6.84 0.05 0.003 80 3.4.3 Assessment of current water quality Assessment method According to the Surface Water Environmental Quality Standard (GB3838-2002 ) issued by the State Environmental Protection Bureau and National Quality Inspection and Quarantine Bureau, water quality assessment adopts the single factor index method. Calculation formula Pi = Ci Bi in whichPi----ambient quality index of factor i; Ci----actually measured value of factor i;mg/l Bi----assessment criterion of factor i. pH value assessment formula: Pi=7.0Ci/7.0Csdwhen Ci7.0 Pi=Ci7.0/Csu7.0when Ci>7.0 in whichPi----ambient quality index of factor i; Csd----lower limit value specified by assessment standard; Csu----upper limit value specified by assessment standard. Single factor index of water quality parameter is >1, which indicates that the water quality parameter exceeds specified standard, unable to meet use requirement. Assessment enforcement standard According to the functional zoning of river sections, assessment of the current water quality in Mianjiang river bridge applies class III standard of the GB3838-2002Surface Water Environmental Quality Standard. Assessment results The water quality assessment results refer to Table 3.4.3-1 -- 50 -- MOC Highway Research Institute Environmental Engineering Office Environmental Assessment for Ailing-Ruijin Highway Chapter 3 Current Environment Table 3.4.3-1 Current water quality assessment results Monitoring Monitoring Average value Class Single item cross-section mg/L III factor Excess (mg/L) standard index Ruijin 0.37 airport 7.73 pH value Taxia 69 0.19 Temple 7.37 Qingshui of 0.22 Ruijin 7.44 Ruijin 1.2 airport 0.06 0.01 Petroleum Taxia 0.05 2 Temple 0.10 0.05 Qingshui of 1.8 Ruijin 0.09 0.04 Ruijin airport 0.13 0.13 Ammonia Taxia nitrogen 1.0 Temple 0.28 0.28 Qingshui of Ruijin 0.26 0.26 Ruijin 2.89 0.73 Biochemical airport oxygen Taxia -- 4 -- -- demand Temple Qingshui of -- Ruijin -- -- Ruijin -- -- -- Chemical airport oxygen Taxia 63.80 20 3.19 43.80 demand Temple Qingshui of 2.91 Ruijin 58.27 38.27 Note""means non-excessive"--"means no data. The assessment results indicate that: in the three customary monitoring cross-sections of Mianjiang river, the pH value, ammonia nitrogen and biochemical oxygen demand meet class III criteria ofSurface Water Environmental Quality StandardGB3838-2002while the petroleum and chemical oxygen demand exceed class III criteria ofSurface Water Environmental Quality StandardGB3838-2002, of which the COD excess is relatively large. The proposed Mianjiang River super-large bridge is located about 5km upstream the Ruijin MOC Highway Research Institute Environmental Engineering Office -- 51 -- Environmental Assessment for Ailing-Ruijin Highway Chapter 3 Current Environment Airport monitoring cross-section with relatively similar water quality. 3.5 Assessment of current acoustic environment 3.5.1 Current acoustic environment and survey of sensitive locations Acoustic function zoning within assessment scope According to survey, the area passed by the road is mostly rural area without acoustic function zoning. Major noise pollution source along the proposed highway Within the assessment scope of the highway, the main noise pollution sources come from traffic noise of existing roads, production and living noise from residents, of which traffic noise is the major polluting source impacting the acoustic environment along the route, but only limited to some sections with highly commercialized streets on both sides. Within the assessment scope, there is basically no large-scale industrial and mining enterprises, thus the acoustic environment is good. Survey of acoustically sensitive locations within the assessment scope According to field investigation, the protection targets for acoustic environment within the assessment scope are mainly the villages and schools along the proposed highway. Within the assessment scope of the recommended line there are 22 acoustic environment sensitive locations involving about 840 householdswithin assessment scopeand about 3000 people. Within the assessment scope of the alternative line scheme I, there are 12 acoustic environment sensitive locations including 1 school, involving about 500 people, 473 students and 26 teachers. For details see Table 1.8.2~1.8-3 of Chapter 1. 3.5.2 Current acoustic environment quality monitoring Monitoring point arrangement6 monitoring points for current acoustic environmental quality, of which one point is for cross-sectional monitoring in National Road 319 (Nanchang-Xiamen Road), one point is for 24 hour continuous monitoring. For details see Table 3.5.2-1, the distribution of monitoring points see attached figure 2. Monitoring items: each monitoring point will monitored for L10, L50, L90, LAeq, SD value in day and night. Monitoring frequency: Each monitoring point is monitored for two days in daytime (06:00-22:00) and nighttime (22:00-06:00). Each acoustic environmental monitoring time is 20 minutes. 5 points for traffic noise monitoring cross-section will be monitored synchronically. Monitoring method: Ambient Noise Measurement Method in Urban Area GB/T14623-93. Other requirements: Monitoring shall record at the same time the surrounding environment characteristics, main noise sources, traffic flow, etc. -- 52 -- MOC Highway Research Institute Environmental Engineering Office Environmental Assessment for Ailing-Ruijin Highway Chapter 3 Current Environment Monitored results: See Table 3.5.2-23.5.2-43. Table 3.5.2-1 List of monitoring points for current acoustic environmental quality No Monitoring point name Stake no Type of sensitive location Monitoring point location 1 Songwu K7+500-800 Residence 1m in front of the first row of houses close to road Scheme I for 2 Hankengbei comparison Residence 24 hour continuous sectionK15+000-390 monitoring Scheme II for Monitoring cross-section5 3 Hankengbei comparison G319 traffic noise K15+400 north open monitoring cross-sectional monitoring place points 4 Hulipai K15+750-K16+100 Residence 1m in front of the first row of houses close to road 5 Jiantounao K19+700-K20+200 Residence 1m in front of the first row of houses close to road 6 Qiganxia K26+500-960 Residence 1m in front of the first row of houses close to road Table 3.5.2-2 Monitored results for current acoustic environmental quality in sensitive locations No Monitoring Date Time Monitoring items and factors Main noise point LAeq L10 L50 L90 SD source 2005.4.26 Day 47.2 48.9 43.3 39.4 4.3 Life noise 1 Songwu Night 39.6 43.3 37.1 35.5 3.6 Life noise 2005.4.27 Day 51.3 53.9 46.8 44.3 4.1 Life noise Night 41.5 45.8 39.4 37.1 3.8 Life noise Day 49.1 50.1 45.5 43.6 3.3 Life noise Hulipai 2005.4.26 2 Night 44.9 50.4 39.0 37.9 9.9 Life noise 2005.4.27 Day 48.4 53.9 42.9 37.3 3.6 Life noise Night 45.4 50.7 39.2 38.7 3.7 Life noise 2005.4.28 Day 44.3 47.7 39.7 38.3 3.8 Life noise 3 Jiantounao Night 41.4 46.5 38.8 37.1 4.1 Life noise 2005.4.29 Day 44.5 47.6 40.0 38.5 3.7 Life noise Night 41.1 46.4 38.9 37.0 4.0 Life noise 2005.4.28 Day 60.5 61.7 49.5 45.0 7.2 Life noise 4 Qiganxia Night 45.6 52.6 41.8 40.9 8.9 Life noise 2005.4.29 Day 52.2 54.6 45.3 40.0 6.7 Life noise Night 45.4 52.5 41.9 40.7 8.8 Life noise MOC Highway Research Institute Environmental Engineering Office -- 53 -- Environmental Assessment for Ailing-Ruijin Highway Chapter 3 Current Environment Table 3.5.2-3 Results of 24 hour continuous monitoring in Hankengbei Monitored noise value (dB) Major Traffic volumevehicle / 20min date time noise Leq L10 L50 L90 SD Large Median Small Agricultural source vehicle vehicle vehicle vehicle 6:30 05.4.27 68 71.4 57.4 45.5 9.5 Traffic 22 7 6 650 noise 7:30 72.4 73.4 61.3 51.5 8.5 Traffic 25 25 13 750 noise 8:30 70.4 73.5 63.0 52.3 8.1 Traffic 21 22 8 850 noise 9:30 72 73.0 60.5 48.8 9.3 Traffic 37 24 21 950 noise 10:30 72.5 73.8 64.2 53.3 9 Traffic 41 20 35 1050 noise 11:30 68.9 71.2 58.9 47.8 9.3 Traffic 46 28 35 1150 noise 12:30 67.6 69.3 54.8 43.5 9.8 Traffic 23 15 6 1250 noise 13:30 70.1 72.3 62.3 49.8 9.1 Traffic 32 18 27 1350 noise 14:30 68.7 70.7 60.6 53.8 8.9 Traffic 36 24 5 1450 noise 15:30 72.2 73.6 61.8 55.6 9.2 Traffic 30 29 9 1550 noise 16:30 68.6 70.5 57.8 46.6 9.1 Traffic 21 11 31 1650 noise 17:30 66.3 69.0 58.8 49.5 7.5 Traffic 19 13 38 1750 noise 18:30 69.3 70.8 54.6 51.2 8.2 Traffic 28 18 26 1850 noise 19:30 66.4 69.6 55.0 46.6 8.7 Traffic 23 12 11 1950 noise 20:30 64.9 69.3 56.4 47.5 7.9 Traffic 21 8 13 2050 noise 21:30 63.4 66.8 49.9 42.4 9.4 Traffic 15 4 8 2150 noise 22:30 65.1 68.8 47.6 39.9 10.9 Traffic 17 2 3 2250 noise 23:30 64.1 68.0 46.6 39.0 10.3 Traffic 15 1 2 2350 noise -- 54 -- MOC Highway Research Institute Environmental Engineering Office Environmental Assessment for Ailing-Ruijin Highway Chapter 3 Current Environment 0:30 05.4.28 56.3 59.5 54.5 50.0 3.7 Traffic 8 050 noise 1:30 56.8 60.1 55.0 50.7 4.1 Traffic 12 2 150 noise 2:30 58.3 61.2 56.4 51.2 4.7 Traffic 14 1 250 noise 3:30 56.1 58.9 54.2 49.8 3.5 Traffic 7 1 350 noise 4:30 55.7 58.2 54.0 49.2 3.3 Traffic 5 2 450 noise 5:30 61.7 63.3 57.2 49.9 4.9 Traffic 18 550 noise 6:30 05.4.29 71.3 74.2 58.3 46.7 9.4 Traffic 27 10 4 650 noise 7:30 68.7 71.8 56.7 45.6 8.9 Traffic 23 18 6 750 noise 8:30 72.1 73.3 59.8 49.7 9.1 Traffic 33 25 10 850 noise 9:30 71.8 72.1 58.7 48.1 9.0 Traffic 36 23 8 950 noise 10:30 69.8 73.5 61.3 50.4 9.3 Traffic 43 18 25 1050 noise 11:30 70.5 71.7 59.3 48.8 8.6 Traffic 27 26 30 1150 noise 12:30 68.5 70.4 57.6 47.9 9.2 Traffic 25 28 23 1250 noise 13:30 69.7 71.2 61.6 49.8 9.3 Traffic 35 12 30 1350 noise 14:30 71.3 73.2 62.3 53.2 8.8 Traffic 33 11 18 1450 noise 15:30 70.5 71.8 60.8 52.1 9.6 Traffic 29 17 23 1550 noise 16:30 72.1 73.4 64.3 56.3 8.5 Traffic 31 19 38 1650 noise 17:30 71.7 72.3 62.1 55.4 9.1 Traffic 28 23 40 1750 noise 18:30 68.9 70.5 59.8 51.3 8.4 Traffic 29 29 27 1850 noise 19:30 69.3 71.3 62.1 50.5 9.2 Traffic 32 15 19 1950 noise 20:30 68.7 69.9 59.6 49.7 9.7 Traffic 27 15 31 2050 noise 21:30 70.0 71.0 60.3 49.9 8.9 Traffic 19 12 28 2150 noise 22:30 66.7 69.2 48.3 41.2 10.3 Traffic 20 3 5 2250 noise 23:30 66.1 68.3 50.2 41.4 9.7 Traffic 17 4 6 MOC Highway Research Institute Environmental Engineering Office -- 55 -- Environmental Assessment for Ailing-Ruijin Highway Chapter 3 Current Environment 2350 noise 0:30 05.4.30 57.2 60.2 49.1 47.2 5.6 Traffic 12 1 050 noise 1:30 58.1 61.3 52.3 48.7 5.9 Traffic 15 1 150 noise 2:30 57.3 59.9 53.5 50.2 4.2 Traffic 6 250 noise 3:30 57.5 61.2 49.2 47.3 5.3 Traffic 7 350 noise 4:30 59.2 62.1 51.3 48.2 4.8 Traffic 10 1 450 noise 5:30 60.1 63.3 54.2 51.3 4.7 Traffic 12 2 550 noise Table 3.5.2-4 Results of cross-sectional monitoring for traffic noise in G319 Distance Monitored noise valuedB Traffic volumevehicle/hour Monitoring to road time center LAeq L10 L50 L90 SD Large Median Small Agricultural line (m) vehicle vehicle vehicle vehicle 20 69.2 71 59.6 51.4 7.7 40 65.5 68 55.3 49.3 7.3 Day 60 59.3 65.4 52.4 49 8.4 44 16 16 12 80 53.5 55.1 51 48.5 2.7 April 28 120 51.2 54 49.7 46.6 3.4 2005 20 66.2 70.3 55.5 51.6 7.5 40 63.0 68.1 53.9 51.4 6.3 Night 60 57.8 64.3 51.5 48.8 7.1 16 4 8 3 80 52.7 53.8 51.1 47.6 5.5 120 50.4 52.2 49.8 45.7 4.9 20 70.1 72.3 60.3 53.5 7.8 40 65.8 69.4 56.4 50.5 7.4 Day 60 59.6 66.1 53.1 50.2 6.3 46 18 34 13 80 54.9 56.2 52 48.8 3.1 April 29 120 52.3 54.5 50.2 47 3.5 2005 20 66.5 70.6 55.6 51.8 7.4 40 63.2 68.3 54.3 50.9 6.6 Night 60 57.9 64.1 51.7 48.8 7.1 17 5 5 2 80 52.8 56 51.3 47.7 6.0 120 51.5 54.2 51 46.1 5.1 3.5.3 Assessment of current acoustic environmental quality Because the proposed highway mostly runs through rural areas without detailed acoustic environmental functional zoning, the sensitive locations along the route enforces the class 1, 2 and 4 criteria ofUrban Ambient Noise StandardGB3096-93. The noise standard-satisfying analysis of each monitoring point and G319's cross-section is shown in Table 3.5.3-1. The results of 24h continuous monitoring in Hankengbei are listed in Fig. 3.5.3-1. -- 56 -- MOC Highway Research Institute Environmental Engineering Office Environmental Assessment for Ailing-Ruijin Highway Chapter 3 Current Environment Table 3.5.3-1 Current acoustic environmental monitoring and assessment results No Monitoring point name Monitored noise value Leq dBA Current condition Daytime First time 47.2 Satisfying class 1 1 Songwu Second time 51.3 acoustic quality Nighttime First time 39.6 standard Second time 41.5 Daytime First time 69.2 20m Second time 70.1 Nighttime First time 66.2 Second time 66.5 Daytime First time 65.5 Satisfying class 4 40m Second time 65.8 acoustic quality Nighttime First time 63.0 standard Second time 63.2 First time 59.3 National road 319 Daytime 2 Second time 59.6 Hankengbei 60m Nighttime First time 57.8 Second time 57.9 Daytime First time 53.5 80m Second time 54.9 Nighttime First time 52.7 Second time 52.8 Satisfying class 4 acoustic quality Daytime First time 51.2 standard 120m Second time 52.3 Nighttime First time 50.4 Second time 51.5 Daytime First time 49.1 Satisfying class 2 3 Hulipai Second time 48.4 acoustic quality Nighttime First time 44.9 standard Second time 45.4 Daytime First time 44.3 Satisfying class 1 4 Jiantounao Second time 44.5 acoustic quality Nighttime First time 41.4 standard Second time 41.1 Daytime First time 60.5 Satisfying class 2 5 Qiganxia Second time 52.2 acoustic quality Nighttime First time 45.6 standard Second time 45.4 MOC Highway Research Institute Environmental Engineering Office -- 57 -- Environmental Assessment for Ailing-Ruijin Highway Chapter 3 Current Environment 75 70 65 Leq(dB) 60 Leq1 Leq2 55 0 0 0:30 2:3 4:3 6:30 8:30 0: 2: 4:3 6:3 8:30 0:30 2:3 30 30 0 0 0 1 1 1 1 1 2 2 Fig. 3.5.3-1 Results of 24h continuous monitoring of acoustic environment in Hankengbei As the monitored results and standard-satisfying conditions in each point shown in Table 3.5.3-1 indicate that along the 4 noise monitoring points laid out along the route, except Qiganxia which exceeds class 1 criteria by a large degree and Hulipai which exceeds class 1 criteria by 0.4dB, the other two points all meet class 1 criteria, the main reason for noise excess is due to impact of traffic noise and social noise in the villages. The results of 24h continuous monitoring in Hankengbei indicate that the ambient noise monitored value in Hankengbei in most time durations exceeds class 4 criteria ofUrban Ambient Noise Standardwith obviously more excess during daytime than during nighttime. Calculating by 16 hours in daytime and 8 hours at nighttime, the equivalent sound level in daytime in Hankengbei is 72.6dB and 73.5dB respectively, and the equivalent sound level at nighttime is 60.8dB and 62.1dB respectively, exceeding class 4 criteria. The reason for noise excess is due to that this village is close to National Road 319Nanchang-Xiamen Roadand is influenced by the traffic noise. It can be seen from the monitored results of Table 3.5.2-3 that in rural roads the vehicles horn more and traffic value in daytime is obviously larger than traffic volume at nighttime with more large vehicles and larger difference in composition ratio of large, median and small vehicles in each time duration; meanwhile rural roads are influenced by social noise, under situation of similar traffic volume, the monitored results will have some fluctuation. 3.6 Assessment of current ambient air 3.6.1 Status-quo investigation The proposed highway runs mostly in the countryside and field, the ambient air quality in the open field keeps its natural state. Within the assessment scope, there is no large-scale pollution source with the existing pollutant mainly being automobile tail gas, secondary flying dust, carbon monoxide and total suspended particles produced from human life and production, etc. but the -- 58 -- MOC Highway Research Institute Environmental Engineering Office Environmental Assessment for Ailing-Ruijin Highway Chapter 3 Current Environment emission is relatively small. The route selection has taken into full consideration city and town planning along the route so as to avoid intensive buildings; but influenced by topography, surface culture and geological condition, the route will still unavoidably influence some areas. The ambient air sensitive locations along the recommended route proposal refer to Table 1.8-21.8-3. 3.6.2 Status-quo monitoring (1) Monitoring itemsTSP, NO2 (2) Monitoring point: to adopt the principle of "substituting the line with point", to choose representative sensitive locations to monitor the current situation of ambient air, the monitoring point layout sees Table 3.6.2-1. Table 3.6.2-1 Monitoring points for current ambient air quality No Name of monitoring point Stake No Type of sensitive location 1 Songwu K7+500-800 Residence (3) Time, frequency: to monitor for 5 days in succession, of which NO2 daily average value is monitored for 24 hours every day to guarantees data valid for 18 hours, the hourly average value adopts four duration method; TSP is monitored once every day with sampling time no less than 12 hours each time. (4) Sampling and analytical method: monitoring shall be carried out according to relevant regulations of Technical Specification of Environmental Monitoring, Standard Manual of Atmospheric Environment Analytical MethodandAir and Waste Gas Monitoring Analytical Method issued by National Environmental Protection Bureau, during monitoring, such meteorological conditions as temperature, atmospheric pressure, wind direction, wind speed, etc., will be recorded at the same time. See Table 3.6.2-2. (5) The status-quo monitoring results see Table 3.6.2-3. Table 3.6.2-2 Air pollutant monitoring and analytical methods Monitoring Analytical Sampling Standard and items Analytical method instrument instrument specification TSP Weight method TD12 analytical TH-1000C11 TSP balance sampler GB9802-86 Naphthylamine TH-3000A air NO2 diaminoethane 722 automatic GB/T15435-1995 spectrophotometry spectrophotometer sampler Table 3.6.2-3 Ambient air quality monitored results unitmg/m3 Sampling NO2 TSP position Statistics index Hourly average Daily average value value Monitored value scope Songwu (mg/m3) 0.0050.031 0.0150.018 0.080.10 Average value (mg/m3) 0.016 0.016 0.09 MOC Highway Research Institute Environmental Engineering Office -- 59 -- Environmental Assessment for Ailing-Ruijin Highway Chapter 3 Current Environment 3.6.3 Status-quo assessment Assessment method Current ambient air quality assessment adopts single factor index method, the single factor calculation formula for each pollutant is: Pi = Ci Si in which i -- a certain pollutant Pi -- single factor of pollutant i Ci -- actually measured value for pollutant Si -- assessment criterion for pollutant i. Assessment enforcement standard TSP and NO2 in the ambient air adopt corresponding environmental standards of the monitoring district, according to relevant regulations in Ambient Air Quality Standard (GB3095-96), class II district standard is applied. Assessment results The assessment results refer to Table 3.6.3-1. Table 3.6.3-1 Single factor index for ambient air pollutants Statistics index NO2 TSP Sampling Hourly average Daily average Daily average position Standard value (mg/l) value value value 0.24 0.12 0.30 Standard excess rate 0 0 0 Songwu % standard indexPi 0.07 0.13 0.30 Table 3.6.3-1 indicates that in the two sensitive locations, each concentration index for ambient air assessment does not exceed standard with the pollutant standard index less than 1, thus complying with the enforced environmental standard and with 100% standard satisfaction. According to the assessment principle of substituting point with line, the ambient air quality within the assessment scope is relatively good. -- 60 -- MOC Highway Research Institute Environmental Engineering Office Environmental Assessment for Ailing-Ruijin Highway Chapter 4 Prediction and Assessment Chapter 4 Environmental Impact Predication and Assessment 4.1 Assessment of ecological environmental impact 4.1.1 Impact on land utilization by land occupation 4.1.1.1 Road land occupation's impact on land size of each type This project will permanently take up a land size of 3188.57 mu, of which cultivated land size is 1795.59 mu (1421.77 mu for paddy fields, 370.4 mu for non-irrigated fields), orchard fields of 16.32 mu, forestlands of 1027.1 mu, other farming lands of 98.29 mu (mainly the breeding surface area of reservoir and water pond) and lands for housing, industry and mining (mainly for housing) of 49.12 mu, and unutilized lands of 202.15 mu (mainly waste hill and waste lands). The permanent land occupation sizes of Ruijin City and its governed townships along the proposed highway and the percentages in their respective total land sizes of various types are listed in Table 4.1.1.1-1. Table 4.1.1.1-1 Relation between road right-of-way with existing land unit: mu Land type Township Existing Road Percentage of road right-of-way in belonged to land right-of-way existing land) Ruijin City 352976.2 1795.59 0.51 Yeping Township 44904.8 790.45 1.76 Huangbo 25000.6 1.38 Cultivated Township 345.5 land Xianghu Township 12230.9 39.24 0.32 Shazhouba Township 18517.3 256.06 1.38 Yunshishan Township 21404.1 364.34 1.70 Ruijin City 40301.9 16.32 0.04 Yeping Township 4863.3 14.16 0.29 Huangbo 0 Township 6357.4 0.00 Garden land Xianghu 0 Township 1364.9 0.00 Shazhouba Township 5927.2 0 0.00 Yunshishan Township 1315.4 2.16 0.16 Forestland Ruijin City 2895211.2 1027.1 0.04 Yeping Township 118684.7 206.16 0.17 Huangbo Township 99877.9 145.94 0.15 Xianghu Township 25010.3 99.49 0.40 MOC Highway Research Institute Environmental Engineering Office -- 61 -- Environmental Assessment for Ailing-Ruijin Highway Chapter 4 Prediction and Assessment Shazhouba Township 73861.9 279.65 0.38 Yunshishan Township 122401.6 295.86 0.24 Ruijin City 140892.9 98.29 0.07 Yeping Township 13263.3 33.66 0.25 Huangbo Other Township 7784.7 11.04 0.14 cultivated Xianghu land Township 2654.5 0 0.00 Shazhouba Township 3845.0 7.85 0.20 Yunshishan Township 4913.7 45.74 0.93 Ruijin City 119125.3 49.12 0.04 Yeping Township 12777.2 12.3 0.10 Land for Huangbo 8032.7 4.63 0.06 housing, Township industry and Xianghu 6377.5 0.55 0.01 mining Township Shazhouba Township 5947.7 2.64 0.04 Yunshishan Township 7296.9 29 0.40 Ruijin City 61385.4 202.15 0.33 Yeping Township 14970.3 157.41 1.05 Huangbo 7728.4 6.2 0.08 Unutilized Township land Xianghu Township 1677.0 4.92 0.29 Shazhouba Township 931.7 0.3 0.03 Yunshishan Township 11905.3 33.32 0.28 note(1) The existing land in the table refers to the land size in 2003 (2) Road land acquisition includes permanent land acquisition for the main road, interchange, service facility and projects outside the road such as road realignment and canal relocation. From Table 4.1.1.1-1, it can been seen that 1Among the project's permanent land occupation, the percentage of cultivated fields occupied is the largest (56.31%), followed by forestland (32.21%); the percentages of orchards, other farming lands, lands for housing, industry and mining, and unutilized lands to be occupied are 0.51%, 3.08%, 1.54% and 6.34%, respectively. 2In terms of the percentages of different land types to be occupied in the project influenced Ruijin City's respective land types, occupation of cultivated land is largest (0.51%), followed by unutilized lands (0.33%) and other farming lands (0.07%) while occupation of other types of lands is -- 62 -- MOC Highway Research Institute Environmental Engineering Office Environmental Assessment for Ailing-Ruijin Highway Chapter 4 Prediction and Assessment small. Thus, this project's permanent land acquisition will exert some impact on the land utilization in Ruijin City, especially on the utilization of cultivated lands. 3In terms of the percentages of different land types to be occupied in the townships along the highway in their respective land types, occupation of cultivated land is relatively large in Yunshishan Township and Yeping Township (1.70% and 1.76%), followed by Huangbo Township and Shazhouba Township (1.38%) while occupation of cultivated land is relatively small in Xianghu Township; occupation of orchards is largest in Yeping Township (0.29%) followed by Yunshishan Township (0.16%) while there is no impact in the other three townships; occupation of forestlands is largest in Xianghu Township (0.40%) followed by Shazhouba Township and Yunshishan Township (0.38% and 0.24%) while such impact is relatively small in Huangbo Township and Yeping Township; occupation of other farming lands is largest in Yunshishan Township (0.93%) followed by Yeping Township and Shazhouba Township (0.25% and 0.20% respectively) while there is very little or no impact on Huangbo Township and Xianghu Township. It can be seen that this project's permanent land acquisition will exert impacts of varying degrees on the land utilization in the above-mentioned 5 townships along the project, of which its impacts on Yeping Township and Yunshishan Township will be relatively large while the impacts on the other three townships will be relatively small. 4.1.1.2 Road land occupation impact on land utilization: analysis and suggestions Land utilization rate in the project influenced region Ruijin City is relatively high (97.3%), and the land utilization rates in the above-mentioned townships along the route are also relatively high where the contradiction between agricultural and non-agricultural land uses is relatively tense. Construction of this project will undoubtedly produce some adverse impacts on land utilization along the route, and especially on local agricultural production due to size reduction of cultivated lands, orchards and forestlands. (1) In order to reduce the adverse impacts on local land utilization along the route and to mitigate the contradiction between agricultural and non-agricultural land uses, this project's construction unit will follow relevant regulations and procedures to go through land use report, which will be included in the land use plan. (2) According to relevant land management regulations of the country and Jiangxi Province and overall land utilization requirement of Ruijin City and each township along the route, in order to fully utilize land resource, farmland occupation will be coordinated with reclaiming, that is to develop and reclaim new land so as to increase the effective cultivated size and to guarantee a dynamic equilibrium of cultivated land size. Because of the enormous social and economic benefits of this project, the highway's land use will realize special transformation of their values. In addition, because construction of this project will lead to emergence of new industrial zone and commercial network along the route, so, the land use pattern on both sides of the highway will occur great change with land used for industry, commerce and transportation increasing to some extent. In order MOC Highway Research Institute Environmental Engineering Office -- 63 -- Environmental Assessment for Ailing-Ruijin Highway Chapter 4 Prediction and Assessment to avoid occupying excessive valuable cultivated land resources, it is proposed that land administrative department strengthen the approval and management on different construction land uses along the highway. 4.1.2 Impact on animals and plants along the route Vegetation destroyed by this highway construction is mostly forestlands and farming lands, among them the total size of forestlands is 1027.1 mu (32.21%), the total size of farmland is 1795.59mu (56.31%). The forestlands within the assessment scope along the route are mostly cash forest, so the road construction will not produce long-term destructive influence on the vegetation along the route, in addition, the trees and young crops that this project will destroy in land acquisition will be compensated for. Permanent land occupation of this project will produce irrecoverable destruction on original vegetation, perturbation on the soil, and interference on the biological habitats of wild animal and the soil within the land acquisition scope; the natural environment, especially the original vegetation will be greatly impacted. Temporary projects during construction (such as detour roads, prefabricating grounds, mixing plants and construction campsites, etc.) will destroy the original vegetation, which, can be resumed gradually after taking certain recovery measure. In addition, machinery transportation, rolling and construction workers' trampling during construction will also produce some perturbation to a certain extent to the vegetation in operation areas and peripheral places. The vegetation types in the land occupied by the project are mainly cash forest and farmland, so during construction stage the destruction to artificial vegetation and agricultural vegetation of areas along the route is relatively obvious, but in the late construction stage, planting on the main road and land reclaiming on temporary land use such as earth borrow pits and waste banks can effectively solve the problems of ecological recovery of regional vegetation or ecological compensation along the route. The construction unit of the proposed highway will implement highway planting and beautification in strict accordance with relevant requirements of the Ministry of Communications. This can not only compensate for and restore some original vegetation destroyed during construction of the highway to a certain extent, but also can play a role in protecting subgrade, reducing soil erosion, reducing traffic fling dust and noise etc. Within the assessment scope for this highway, the animal species are mostly domestic animals, poultry and some common little wild animals that are few in population, which are not very demanding for living environment and are adaptable to human activity. This road construction will not cause and change their habitant environment greatly, will not interfere their normal life, which can still continue surviving in the areas along the route. 4.1.3 Impact on ecological environment by earth borrowing and waste disposal This project will set up a total of 5 earth borrow pits and 3 waste banks. The land occupied by -- 64 -- MOC Highway Research Institute Environmental Engineering Office Environmental Assessment for Ailing-Ruijin Highway Chapter 4 Prediction and Assessment earth borrow pits and waste banks in the recommended scheme is 874 mu with earth borrowing volume of 3.7 million m3, earth waste volume of 232,500 m3. See Table 2.4.3.8-1 and 4.1.3-1 for details of earth borrow pits and waste banks along the whole line. Table 4.1.3-1 Environmental overview of earth borrow pits and waste banks along the route Scope of land Distance Earth borrow acquisition Name and To-road Size of land to route volume length Surrounding number stake no acquisition m 10,000m3 (mu) width environment height (m ) No. 2 Xinhechua Left 500400 Located in a hill ngbei earth K7+960 600.0 80.0 300 slope, it is a 4 borrow pit forestland. No. 3 Located in a hill, it is Zhongwan Left 500300 a forestland. In the zi earth K12+300 1500.0 60.0 225 north there is a 4 borrow pit village called Jiantouwo. Located in two No. 4 Daba 300300 hilltops, it is a earth K23+600 Road 90.0 135 forestland. This place borrow pit middle 10 is a filling subgrade about 4m high. Located in a hill No. 5 slope right to the Qiganxia Right 550120 highway, it is a earth K26+500 100.0 100.0 99 15 forestland. This place borrow pit is a filling subgrade about 6m high. Located in a hill No. 6 slope, it is a cash Hezibei Left 200200 forestland. In 200m earth K0+050 900.0 40.0 60.0 15 from the west there is borrow pit Lannilong Forest Farm. No. 1 150110 Located in a col, Huangsha K1+800 Left 8.25 25 beside there is a waste bank 50.0 05 gulch. Left No. 2 18020 The two waste banks Shibei K4+250 60.0 4.0 13 11160 are located in two waste bank right T-shaped cols, below 250 3011 there is rice fields. No. 3 Located in a T-shaped Shibei K4+900 Right 11.0 17 46024 col, below there is waste bank 100.0 10 rice fields. 4.1.3.1 Environmental impact analysis of earth borrow pits Earth is widely distributed along this project route whose quality can satisfy the design MOC Highway Research Institute Environmental Engineering Office -- 65 -- Environmental Assessment for Ailing-Ruijin Highway Chapter 4 Prediction and Assessment requirement. The project route mainly passes through hills and hillocks but relatively rarely passes through mountains and low-lying lands, therefore earth borrowing is relatively convenient along the entire route. Location of earth borrow pits is mainly selected to be in drylands or forestlands along the route with earth to be borrowed locally and from the two sides of the highway. According to the demand of earth and stone works, earth borrow pits are mainly located in higher grass and shrub lands and drylands along the two sides of the route for collective earth borrowing. Earth borrowing should consider the possibility of land reclamation after earth borrowing, that is, to borrow earth collectively along the two sides of the route and to restore into drylands after earth borrowing in rolling and drylands and to build ponds after earth borrowing in plains so as to increase the land utilization value as much as possible, which can not only satisfy highway construction's demand of earth works but also can minimize occupation of and destruction to land. In summary, location selection of earth borrow pits for this project has followed the principle of minimizing adverse impacts on the environment, has well solved the contradiction between earth borrowing and land use. The grounds after earth borrowing have been designed with measures such as reclaiming and fishery according to the land use planning and actual circumstances, the temporary farmlands where earth is borrowed can be basically restored for reclaiming and breeding. In terms of environmental protection, selection of the earth borrow pits is relatively reasonable. 4.1.3.2 Impact analysis of waste bank Analyzing the locations of waste banks along the whole route, the waste banks for this project are located in natural gulches without occupying farmlands with basic protection, thus reducing temporary projects' occupation quantity of cultivated lands and reducing the project's impact on nearby farmers. Moreover, after leveling of waste banks, the waste dregs contain waste earth, which can be used to cover the top of waste bank, which, after covered by earth, shall be cultivated along with its surrounding slope so as to innovate the waste slope into good farmland, thus increasing local farmers' lands and compensating for some land reduction caused by permanent land occupation by the project. Waste banks for this project are mainly located in the heads or sides of troughes. Because this area belongs to low mountain and hilly terrain with criss-crossed gullies, the water catchment size of ditch head is generally very small and the flood flow is very small too, and flood factor has already been considered in designing the waste banks. Through analyzing, the waste banks for this project will not influence the flood discharge of natural ditches. Because under the hills where No.2 and No. 3 waste banks are located in, there are all rice fields, so retaining and arresting work must be well done. -- 66 -- MOC Highway Research Institute Environmental Engineering Office Environmental Assessment for Ailing-Ruijin Highway Chapter 4 Prediction and Assessment 4.1.4 Impact analysis of solid waste 4.1.4.1 Impact analysis of solid waste during construction stage Production and living garbage's impact on environment during construction stage Construction workers will unavoidably produce some solid waste in working and constructing. Solid waste is the final shape of many kinds of pollutants with very complicated compositions. Solid waste's impact on surrounding environment is manifested at first in land occupation, topography and vegetation destruction. If solid waste is not handled and utilized, they must be put in a certain place, which will take up certain amounts of land. The larger the quantity needs to be stored, the larger the size of land to be occupied. Lands that can be used for planting grains and trees are no longer available for such purposes because a large amount of solid waste are placed there, which is a kind of resource waste from the point of view of resource protection. Secondly such impact is manifested in polluting soil and underground water. Because the solid waste is piled up in the open for a long time, some harmful substances among them will be filtrated and soaked out with oozing to permeate into the underground, making the soil and underground water polluted. If poisonous and harmful solid waste is piled in a certain place, it will influence the normal reproduction and growth of local microorganism and animals and plants, constituting a threat to local ecological balance. Thirdly, the impact is manifested in polluting surface water, once solid waste and harmful substance enter the rivers and lakes, it can cause the river to deposit and block as well as underground water pollution, the consequence is also very serious. Fourthly, the impact is manifested in polluting the atmosphere. Solid waste contains a large amount of dust and other tiny particles, which not only contain elements harmful to human body, but also large amount of pathogenic germs. Under the blowing of wind, the harmful substance and pathogenic germ can fly everywhere, polluting the air and then endangering people's health. Fifthly, the impact is manifested in interfering the landscape of residential areas where the construction campsites are located in. So, it can be found out from the above analysis that if corresponding protective measures are not adopted, solid waste and living garbage will produce adverse influence on natural environment and people's health. Impact on surrounding environment by construction site's garbage Construction garbage in road construction site mainly refer to the remaining roadbuilding materials, including stones, sands, limes, bitumen, cement, steel, timber, prefabricated components, etc. The aforesaid roadbuilding materials are purchased in a planned way according to the construction progress, but due to the huge consumption of earth and stone works in highway engineering, there will always be some inevitable small volume of roadbuilding materials left unused, which are put and piled up in a disorderly manner in shed or in the open, contrasting very incongruously with surrounding environment, causing visual pollution. If lime or cement permeates into the underground with water, which will make the soil hardening and pH value rising, and at the same time, polluting the underground water, thus depriving this land of production capacity, wasting MOC Highway Research Institute Environmental Engineering Office -- 67 -- Environmental Assessment for Ailing-Ruijin Highway Chapter 4 Prediction and Assessment the precious land resource. The bitumen mixture is even more harmful. In order to reduce and eliminate the above-mentioned solid waste impact on environment, first the plan and operational procedure shall be followed to control strictly and to reduce remaining supplies. Once there are remaining materials, they shall be preserved well in an orderly manner and kept properly so as to be used for repairing rural roads or construction in surrounding areas, thus alleviating construction garbage's impact on environment. 4.1.4.2 Impact analysis of solid waste during operation stage Solid wastes during operation stage mainly come from the garbage in parking area, such as waste paper, life garbage, plastic product and so on, whose harm to environment is mainly the destruction of landform and vegetation beauty, thus causing visual pollution to the people. Moreover drivers and passengers may throw wastes out of window at will in the journey, which also can cause environmental pollution. In order to protect natural environment along the highway, first publicity must be strengthened so as to make drivers, conductors and passengers aware of environmental protection and to make them protect environment involuntarily. At the same time, garbage cans shall be installed in service areas, which shall be cleared properly and regularly. After the proposed highway is completed and open to traffic, the parking areas will have many personnel passing and resting every day, plus their own service personnel, therefore in each day massive life sewage and garbage will be produced. The average garbage output of each person each day is set to be 2 /d·person, and the parking area can accommodate 40 people each day. It is estimated preliminarily that this project's parking areas, management stations and maintenance divisions will produce life garbage of 80 /d each day. Garbage produced from parking areas, management stations and maintenance divisions mainly comes from public toilets. In summary, because this operation of this project will produce relatively high output of daily garbage, and its ingredient is mostly easily perishable matters, therefore if handled improperly, these garbage will bring adverse impact to the environment, especially will cause the pollution to periphery water body. Therefore, garbage produced from parking area, management station and maintenance division where population is centralized must be handled properly so as to avoid or reduces its negative impact on environment. 4.1.5 Impact on basic farmlands by project construction In designing, this project has carried out comparisons of various alternative line schemes so as to reduce occupation on cultivated land as much as possible. For road sections passing farmland and cultivated land, necessary engineering measures have already been taken, for instance: shrinking fill subgrade slope, or reducing embankment filling height under the prerequisite of being permitted by route longitudinal gradient in order to reduce occupation of farmland and cultivated land. In the course of construction, the arable topsoil of farmland and cultivated land to be occupied is used in reclaiming earth borrow pis and waste banks and in soil amelioration of inferior land or other cultivated land. In addition, the cultivated land taken up by the project will be compensated for in -- 68 -- MOC Highway Research Institute Environmental Engineering Office Environmental Assessment for Ailing-Ruijin Highway Chapter 4 Prediction and Assessment strict accordance with the policy of compensation for land acquisition. So, this project's adverse impact on basic farmland along the route is short-termed, after implementing the environmental protection proposal for the basic farmland, this adverse effect on farmland and cultivated land by the project can be alleviated effectively. Impact analysis on basic farmland quantity along the route The project construction will not reduce the total amount of basic farmland along the route. The construction unit will enforce conscientiously thePeople's Republic of China Law on Land ManagementandRegulations on Basic Farmland Protection to pay in due time the land compensation, allowance for removal and resettlement and compensation for young crops, as well as farmland reclaiming fee if required according to relevant regulations so as to ensure that the quantity of local basic farmland will not be reduced. Route design will follow the principle of reducing farmland occupation as much as possible and will reclaim new cultivated land according to the dynamic equilibrium of general cultivated land quantity in the province and prefecture, especially for the reclaiming of temporary land occupation such as earth borrow pits and waste banks and construction sites, with consideration given to basic farmland construction plan, rational utilization, and land resource development at the same time. Construction will be accompanied by protection to combine temporary and permanent protection measures together and to plant arbors, bushes, turf and climbing plants within the road right-of-way so as to strengthen ecological protection, to reduce soil erosion, and to maintain dynamic equilibrium of ecological environment. Project construction's impact analysis on basic farmland quality along the route The engineering construction's impact on basic farmland quality along the route is slight with the main reason analyzed as follows: Environmental protection function possessed by road project Route design and selection have already been carried out in accordance with the standards of the Ministry of Communications such asRoad Route Design Specification, Road Subgrade Design Specification, andEnvironmental Protection Design Specification of Road Project, etc. As long as construction is undertaken and each environmental protection measure specified in the environmental impact assessment report is strictly implemented according to design documents, the newly built highway's impact on environment along the route will be reduced to a minimum. In the road pavement and subgrade works, specific requirements have been made on subgrade earth and stone works including earth borrow pits, cut slope, fill slope, etc. Earth is forbidden to be taken away and waste earth is forbidden to be dumped in the range of basic farmlands, land acquisition shall not exceed the scope specified in design documents, at the same time the earth borrow pits and subgrade slopes are protected by various forms of protection measures, drainage systems and planting works so as to prevent new soil erosion from occurring and prevent pressing and covering the farmland. Being part of the highway engineering, these works can not only protect the highway project itself, MOC Highway Research Institute Environmental Engineering Office -- 69 -- Environmental Assessment for Ailing-Ruijin Highway Chapter 4 Prediction and Assessment but also can mitigate the negative impacts on natural environment caused road construction, and besides can protect the functions of basic farmland along the route too. For example, protection works, drainage systems and planting works can reduce soil erosion, thus would not erode and cover the basic farmland along the route; construction of drainage system will make road runoff produced in rainy season enter into local rivers along side ditches and drainage ditches, thus will not erode or pollute the basic farmland along the route; after the afforestation (planting) project is implemented, not only vegetation can be restored but also soil erosion can be reduced, thus beautifying the road and preventing wind and sandstorm and indirectly protecting the function of basic farmland along the route; bridge and culvert works can guarantee the noncongestion of local river system, and do not influence the irrigation system of basic farmland along the route, thus ensuring the irrigation water for basic farmland, and water is the lifeblood of agriculture; if basic farmland cannot obtain water irrigation, their output of grain, oil and vegetables will be influenced. Environmental protection function possessed by facilities along the route The establishment of traffic safety facilities can not only guarantee the security of vehicles running on the highway, but also can protect the function of basic farmland. Safety facilities of highway can prevent running vehicles from breaking into farmland due to accident, which can exert an influence on basic farmland along the route. Highway construction will separate the growers of basic farmland and their basic farmland apart between both sides of the highway, but the road has designed corresponding number of passageways and skywalk bridges so as to be beneficial to the effective management of basic farmland by local farmers along the route in order to prevent the quality of basic farmland from reducing. Environmental protection measures of the road This highway project has put forward corresponding environmental protection measures in this report concerning ecological environment, water and soil conservation, water environment, acoustic and air environments, etc. of which vegetation recovery, water and soil conservation, covering soil to reclaiming fields etc. all have something to do with protection of basic farmland along the route directly. Implementation of the above-mentioned proposal can control soil erosion caused from road construction or initial operation from eroding and covering the basic farmland along the route. Highway afforestation can play a role in preventing wind and sandstorm, the topsoil of earth borrow pits can be used to reclaim new fields. In terms of social environment, road construction can forcefully improve local transportation conditions and raise transportation efficiency, thus sharply promoting local economic development and also benefiting the exchange and promotion of agricultural technology as well as transportation of fertilizers and pesticides. Implementation of the above-mentioned measures will help to further increase the farmland quality along the route. To sum up, construction of this project will not reduce the total amount of the basic farmlands -- 70 -- MOC Highway Research Institute Environmental Engineering Office Environmental Assessment for Ailing-Ruijin Highway Chapter 4 Prediction and Assessment along the route; its impact on the quality of basic farmlands along the route is slight. 4.1.6 Impact on ecological environment during operation stage Impact on natural ecological environment Direct impact As a corridor connecting intra-regional economies, this project, because of frequent human activity, will inevitably exert an impact on the wild animal habitant environment of areas along the route, especially on those animals with little population and community, resulting in reduced individual contact of animals, obstructed gene flows, reduced species variability, reduced individual competitiveness and adaptability, reduced individual quantity and quality and final impact on the whole animal community. In addition, in highway section with heavy traffic, when amphibious or other slowly-moving animals pass through the highway, their death rate will increase too. This project will set up 49 culverts, 1 super-large bridge, 6 large bridges, 8 medium bridges, and 48 passageways, with an average of 114.07m per each kilometer for large and median bridges, and an average of 1.58 culverts per each kilometers. This project will set up 13 grade separations and 2 tunnels. These bridges, passageways, culverts, grade separations and tunnels can alleviate the segregation impact caused by the highway to a great extent, in addition, within the assessment scope, no wild animal species that are protected by the country are found, so impact of segregation and direct injury is very small. Indirect impact The animals and plants are influenced by surface rivers and underground water level, the quantity and species in individual location will change to some degree, but as far as this highway is concerned, such change is extremely small. This is because the proposed highway is an expressway, a large number of bridges and culverts are set up in order to meet the basic engineering requirements of highway. Therefore, bridges and culverts to be set up can indirectly protect vegetation along the highway and hydrology or river system. After this project is put into operation, automobile tail gas will produce a certain impact on animals and plants in both sides of the highway, traffic noise will also exert an impact on some animals; generally most species can adapt to this and some sensitive species will migrate to other places. With the widespread use of gas without lead and environmental protection fuel, this kind of impact will be reduced gradually. In addition, highway operation will make people's contacts swifter and more convenient, but the garbage which passengers discard during travel will produce an unfavorable impact on natural environment. Impact on agricultural ecological environment The areas along the project are dominated mostly by agricultural economy with inconvenient traffic conditions such as low road grade, very bad rural road state, mostly being earth or grit roads, which has been restricting to a great extent the further development of local agriculture, for instance MOC Highway Research Institute Environmental Engineering Office -- 71 -- Environmental Assessment for Ailing-Ruijin Highway Chapter 4 Prediction and Assessment long-distance transport of agricultural products such as fresh fruit and vegetables, etc. are influenced. After this project is completed, most detour roads can be undergone simple transformation, which can meet local people's life and agricultural production requirement. And after the proposed highway is put into operation, it can directly promote the utilization and development of local lands, speed up the introduction of advanced agricultural technology, further improve agricultural ecological environment, optimize the pattern of farmland cultivation, improve the per unit yield of crops, and realize transformation in land resource utilization. 4.2 Impact on social environment 4.2.1 Coordination analysis between the proposed highway and relevant planning 4.2.1.1 Coordination with national and Jiangxi provincial highway planning On December 17, 2004, the National Highway Network Plan was approved by the State Council. TheNational Highway Network Plan specifies that China national highway network adopts a radiating and criss-crossing layout pattern, constituting a transportation system centering from central cities and radiating to outside in every directions, which comprises 7 trunkways radiating from Beijing, 9 north-south trunkways and 18 east-west trunkways, abbreviated as "7918 road net" with overall scale of probably 85,000 kilometers. After the national highway network plan is completed, a highway network will emerge which will "link the national capital to provincial capitals, provincial capitals to other provincial capitals and cover important counties and cities". Xiamen-Chengdu Expressway is one of the east-west projects in the national highway plan "7918 road net" which originates from Xiamen city of Fujian, runs by Longyan of Fujian, Ruijin and Ganzhou of Jiangxi, Chenzhou of Hunan, Guilin of Guangxi, Guiyang of Guizhou, and finally ends at Chengdu of Sichuan with a total length of 2631km approximately. It connects the developed eastern China with central China which is vigorously developing its economy as well as western China which is undergoing the Great West Development, it is an important link for the economy and transportation in east, central and west China, construction of this highway will reduce the distance between the east, central south and southwest regions, will effectively adjust the road network architecture of east, central and west regions, will urge the unbalanced regional economic development to gradually turning into balanced development. This project, being a part of the national highway within Jiangxi Province, is without doubt a constituent belonging to national highway network, whose construction will have more practical promoting function in forming the national highway network as soon as possible and in exploiting road network effect. According to Jiangxi Provincial highway plan, up to 2015, the highway traffic developmental strategy of Jiangxi Province should adapt to the provincial economic and social development with moderate development in advance, forming a road skeleton of "three vertical expressways and four horizontal expressways" in the entire province, and the important economical cities in the province shall be linked by expressways. Xiamen-Chengdu Expressway Jiangxi section is the fourth -- 72 -- MOC Highway Research Institute Environmental Engineering Office Environmental Assessment for Ailing-Ruijin Highway Chapter 4 Prediction and Assessment horizontal expressway and is one of Jiangxi Province's main trunkways. This project is one section of Xiamen-Chengdu Expressway within Jiangxi Province, which intersects with the planned Jinan-Guangzhou Highway nearby Yeping at Ruijin City. This project is not only a big east-west channel within Jiangxi Province, but also a section of the best channel in Ganzhou connecting two north-south highways in Jiangxi Province, therefore this project construction will greatly promote the formation of highway skeleton in Jiangxi Province, will reduce the distance with Fujian, Guangdong, Hunan and other peripheral provinces, thus fully exploiting highway network effect. 4.2.1.2 Coordination with Ruijin urban development and planning According to the Ruijin overall urban plan (2003~2020)(submitted for provincial approval, same as below), its relevant contents are extracted as below Guided by the Jiangxi Provincial City and Town System Plan, the Ruijin overall urban plan considers the Ruijin City as a city of prefectural administrative level. Ruijin City has been the former capital of the Red Revolutionary Period and is an emerging central city in the southeast of Jiangxi Province and in the border between Jiangxi and Fujian. Ruijin urban development direction is to extend mainly into the east and north and marginally into the west but to restrict its development into the south. The current city distribution is mainly divided into the north and south parts divided by the Hongdu Avenue; in the future, with the city center shifting to the north and east, the city distribution will assume a pattern of "one city and four districts" which are connected by city arterial roads and periphery transportation trunk roads, forming a distributional pattern of multi-centers. The "Four Districts" refer to the central district, east district, west district and south district formed by urban function and natural boundary lines, which are the central core urban area composed of Xianghu Township, Shazhouba Township and Yeping Township. The central urban population will be 150,000 persons in the near future (2005), 190,000 persons in the intermediate future (2010) and 290,000 persons in the far future (2000). During the planning period, Ruijin urban space structure is a pattern of one center and three axis. "One center" refers to the central city; "three axis" refer to the primary urban development axis along National Road 323 connecting Yunshishan and Shazhouba and other townships, forming the secondary axis of urban development, the urban development axis along National Road 319 connecting Yeping, Huangbo and Dabodi and other townships, which is the primary axis of urban development in Ruijin city territory, and the primary urban development axis along National Road 206 connecting townships along the road, forming the key primary axis of southern and northern urban development in county territory. Included in the city expressway planning is the planning of two expressways: Ganzhou-Longyan-Xiamen Expressway and Nancheng-Ruijin Expressway (namely the Jinan-Guangzhou arterial trunkway). The relative locational relationship between the proposed highway and Ruijin central urban planning scope is shown in Fig. 4.2.1.21. From Fig. 4.2.1.2-1, it is seen that this project will produce different impacts on the MOC Highway Research Institute Environmental Engineering Office -- 73 -- Environmental Assessment for Ailing-Ruijin Highway Chapter 4 Prediction and Assessment implementation of Ruijin overall urban planning and its urban development according to Ruijin overall urban planning scope and according to the route schemes designed by other conditions such as landform. The recommended route scheme II passes in the north of Ruijin central city, about 2km from the north edge of the planned urban area in its shortest distance, thus reserving relatively big space for Ruijin City's long-term development and well coordinating with Ruijin overall urban planning. The alternative route scheme I also passes in the north of Ruijin city, about 3km from the south edge of the planned urban area in its shortest distance, thus it passes along the edge of the planned area, basically satisfying the requirement for Ruijin urban planning and construction, but it reserves relatively little space for Ruijin City's long-term development, relatively badly coordinating with Ruijin overall urban planning. Therefore, analyzing from the coordination and compatibility between this project and Ruijin overall urban plan, the recommended route scheme is the preferred one. According to Ruijin urban overall plan, Xianghu Township (the city residence) and Shazhouba Township and Yeping Township are incorporated into the planned central urban area, therefore according to the above analysis this project's recommended route scheme can well coordinate with the planning of Yeping and Shazhouba by reserving relatively large space for the long-term development of the two townships. As for Huangbo Township that the route passes through, it will be one of the key townships connected by the urban development axis of National Road 319 in Ruijin overall urban planning, and it is at least more than 10km away from the this project's recommended route scheme, therefore this project will not produce any interference to Huangbo Township's town development and construction. In brief, this project has been included into the Ganzhou-Longyan-Xiamen Expressway construction planning of Ruijin overall urban plan and construction land space has been reserved for this project. The recommended route scheme reserves enough space for Ruijin urban development, and implementation of this project will certainly speed up the construction and development of Ruijin city and towns along the route. Therefore, the proposed project well coordinates with the overall urban planning of Ruijin City. 4.2.2 Positive impacts on local economic development and industrial sector adjustment Construction of the proposed highway will produce an enormous impetus to local economic development and will exert some influence on local labor force composition and industrial sector structure. With the construction and operation of the proposed highway, it will greatly improve local transportation condition, and will connect with several local trunkways, which will certainly accelerate commodity exchange with outside and will promote local social and economic development. Jiangxi Province is the only region adjoining the Pearl delta area, Changjiang River delta area and south Fujian economic zone at the same time. For Jiangxi to take off in central China, it is -- 74 -- MOC Highway Research Institute Environmental Engineering Office Environmental Assessment for Ailing-Ruijin Highway Chapter 4 Prediction and Assessment essential to establish a port system for the open-type economical development, which must be preceded by transportation construction so as to consummate the port infrastructure and to build good environment for open-type economy. According to relevant data, although Xiamen is the deepwater port estuary with shortest distance to Nanchang, but presently only 2% of cargo from Nanchang is actually exported through Xiamen port, while the majority of cargo exportation has chosen some more distant ports, for example, 40% of the cargo chooses Shanghai port, 37% chooses Shenzhen port, and others by Ningbo port. The important reason for this is the bad road transportation conditions in Jiangxi and Fujian provinces, which is the "the bottleneck" hindering cargo flow. The proposed project is a main thoroughfare for Jiangxi (particularly Ganzhou Prefecture) to connect Fujian, it is an important channel for Jiangxi to be open to the ocean. Construction of this road will certainly speed up Jiangxi's export-oriented economy and economic take-off in southern Jiangxi Province. After completion, this project will greatly improve the road condition in Ganzhou and even in Jiangxi, will remarkably increase traveling capability, which will not only solve the traffic jam problem, reduce traffic accident, moreover will accelerate exchange between Ganzhou City and Ruijin City with various big cities in the nation, thus providing necessary conditions for improving Ganzhou City and Ruijin City's investment environment, further attracting investments, and invigorating the economy. After completion of this project, improved transportation condition will foster along-the-route regional construction and development, will guide the industrial structure layout to become more rational, will promote rapid development of trade, tourism, architecture, transportation, processing, breeding and specialty agriculture within influenced areas. Newly emerged industries and their development will provide more employment opportunities to society, and will exploit a bigger economic and social benefits. Steadily increased transportation benefit Construction and development of the highway will greatly enhance the overall traffic capability of the road network, raise vehicles' average speed by a large margin, greatly raise the transportation benefit and social benefit. Highways can promote change in transport equipment, transport structure and travel ideology. As an important sign of modern traffic, highways will present higher and newer demands on transportation vehicles, transportation quality and people's concept. After operation of highways, low-grade automobiles are restrained from running on highways, which will compel transport enterprises to upgrade vehicles and improve services. Highways can change people's idea that automobile transportation is only suitable for median and short-distance transport. With increase of highway mileage and improvement of the whole road network, the distance of automobile transportation extends constantly. Valuable goods, high value-added products and fresh goods can adopt convenient and flexible door-to-door automobile transportation which can deliver them to all parts of the country rapidly. Passenger transportation also takes on a trend of median and long-distance transportation too. MOC Highway Research Institute Environmental Engineering Office -- 75 -- Environmental Assessment for Ailing-Ruijin Highway Chapter 4 Prediction and Assessment Road construction can expand domestic demand, push economic growth and absorb work force, with the project region being the first beneficiary A latest sampling statistical report on road construction projects conducted by the Ministry of Communications shows that a great development of road construction can greatly promote workforce employment, increase farmers' income, and promote the development of relevant industries such as steelmaking and energy, etc., thus playing an important role in economic development. This report indicates that in January ­ September of last year, road construction has provided 3,510,000 jobs altogether, of which, 890,000 jobs in road projects, 890,000 jobs in other industries, and 1,390,000 jobs to farmers. Road construction has consumed 4,500,000 tons of steel, 31,600,000 tons of cement, 1,900,000 cubic meters of timber, 1,920,000 tons of asphalt, 516,900,000 cubic meters of grit materials, 7,640,000 tons of petrol and diesel oil. The above-mentioned data of road construction's promotion of economic growth in our country indicates that construction of the highway can drive the development of relevant industries such as building materials and steel in the area along the highway, can offer some employments and spur the local economic growth. Forming a highway economic belt Operation of this highway will play a positive role to the development of resources, industrial structure adjustment, and horizontal economic contact along the route. In addition to promoting the overall economic growth in Ruijin City, the proposed highway will provide special favorable transportation conditions for the economic development of township economy and enterprises along the route, can drive the construction of country fairs and accelerate commodity circulation. Construction of this project can shorten the temporal and spatial distance of cities and counties in the project region, can further enhance the economic link among cities and counties in the project region, making them into an organic integrity with own characteristics and complementary advantages, thus improving investment climate, strengthening efforts in soliciting and attracting outside investment, promoting opening to the outside world. Construction and development of highways will accelerate passenger and commodity movement; a fast, noncongested transportation will play increasingly important role in breaking market segmentation, developing big commerce and big circulation, and in setting up and developing socialist market economy system. The region where this highway runs possesses abundant tourism resources, while operation of this highway will shorten travel time, raise tour comfort, convenience and continuity, shift the tourism from go-and-see to stay-and-see, thus promoting development of tourism service trade. Because of the highway, the abundant agricultural and mineral resources in remote areas can be developed and utilized more. Highway development make industrial sector more rational Relevant statistical data indicates that construction of highway will bring 8 new changes to enterprises along the project: the first is that 77.6% of the enterprises will have wider contacts and extensive, swifter information source; the second is that 77.1% of the enterprises will improve their -- 76 -- MOC Highway Research Institute Environmental Engineering Office Environmental Assessment for Ailing-Ruijin Highway Chapter 4 Prediction and Assessment competition consciousness and competitiveness; the third is that 83.1% of enterprises will strengthen their opening consciousness; the fourth is that 63.4% of the enterprises will improve investment environment; the fifth is that 79.0% of enterprises will strengthen market ideology; the sixth is that 89.3% of the enterprises will improve freight transportation validity; the seventh is that 66.8% of the enterprises will strengthen innovative consciousness; the eighth is that 83.4% of the enterprises will think their development prospect is better. Construction and development of the expressway will not only effectively promote economic development along the route and surrounding areas, but also will play a positive role to social development of this area. Firstly, population and workforce of other areas can be attracted to gather in these economic belts, promoting population and workforce moving from countryside to cities and towns, from agriculture to non-agriculture, from primary industry to secondary and tertiary industry; secondly, it will closely connect several big cities, thus promoting town construction and development along the route and accelerating the integration of urban and rural areas; thirdly, it will influence people's social consciousness, change people's ideology, strengthen the opening concept, pioneering ideas, competition, and efficiency consciousness of cadres and masses along the route; fourthly, it will shorten the temporal and spatial distance between enterprises and areas, and will compel leaders at all levels to jump out of the narrow circle into wider perspective for designing future development blueprint. 4.2.3 Impact analysis of interference with local infrastructure The proposed highway will have some interference with existing infrastructure along it during construction. In the project preliminary stage, the designing unit has consulted fully with local governments concerning interference with infrastructure along the route and has designed interchanges, grade separations, viaducts, bridges and culverts, has designed measures to realign individual river and road so as to fully guarantee noncongestion of existing roads and non-destruction of water conservancy, electricity and telecom facilities. Interference with classified roads The proposed highway's intersections with along-the-route classified roads will be solved mainly by establishing 2 interchanges and some grade separations. The whole route will establish 2 interchanges, namely K14+440 Ruijin north interchange which intersects with Nanchang~Xiamen Road, and K27+750 Yunshishan interchange which intersects with G323. Moreover, 13 grade separations are designed to intersect with 13 unclassified roads such as the old G206. The 2 interchanges and 13 grade separations set up for this project can solve the interference with existing classified roads with which the proposed highway will intersect. Interference with rural roads and tractor roads This project's intersection with tractor roads and rural paths is solved by setting up 48 passageways (all are also used as culverts, not including interchange). The 48 passageways to be set up can satisfy the need of inhabitants living at both sides of the highway for normal movement. The MOC Highway Research Institute Environmental Engineering Office -- 77 -- Environmental Assessment for Ailing-Ruijin Highway Chapter 4 Prediction and Assessment route designing unit aligned the route in harmony with tractor roads intersected for the convenience of the inhabitants' normal movement and agricultural production. Interference with rivers (canals) along the route Setting up of large/median bridges and culverts can prevent the original surface water system and farmland irrigating facility from being destroyed. This project will set up a super-large bridge to overpass the Mianjiang River in K6+270, will set up Shiyuanbei bridge to overpass a river flowing in hillocks in K2+528. In addition, the proposed highway will set up 8 median and small bridges, and 49 culverts on small rivers and canals intersected by this project, and will set up 48 passageways which are also used as culverts. The above bridges and culverts set up for this project can guarantee that the river system intersected by the road is unimpeded and they can meet the demand for agricultural irrigation and drainage purposes along the route. The setting up of river-overpassing large bridges has also considered flood prevention requirement. Interference with power and telecom facilities along the route For important electricity and telecommunication lines, the principle of "least relocation with the prerequisite of not deviating from the route" is followed to avert them in the course of route selection. If due to landform constraints, some electricity and telecommunication lines must be relocated, crossed or lifted, relevant departments are consulted for relocation arrangements, the cost required is made into budget. The electricity and telecommunication lines to be relocated by each scheme of this project are listed in Table 4.2.3-1. Table 4.2.3-1 Quantity of relocated electricity and telecommunication facilities City and township Line lengthpole meter Pole numberpole belonged to Electric power line Telecom line Electric power line Telecom line Ruijin City 12890 5190 227 122 Yeping Township 3050 3080 54 85 Huangbo Township 3250 1080 57 19 Shazhouba Township 4460 360 78 6 Yunshishan Township 2130 670 38 12 By Table 4.2.3-1, it is obvious that because this project needs to remove some intersected electric power lines, transmission lines, and power poles, some electric power and transmission lines need to be relocated or elevated. It is suggested to take effective measures to reduce and control this adverse impact as far as possible, and to guarantee that removal is preceded first by construction. 4.2.4 Impact analysis on tourism and mineral resource development and utilization Tourism resource -- 78 -- MOC Highway Research Institute Environmental Engineering Office Environmental Assessment for Ailing-Ruijin Highway Chapter 4 Prediction and Assessment The proposed project region Ganzhou Prefecture is situated at the origin of Ganjiang River, it has a history of more than 2100 years, and it is the country's historical and cultural city with green waters and green hills dotted there. It is a landscape tour city featuring history and culture with very rich tour resources. The whole prefecture possesses 4 national-level cultural relic preservation units (18 spots), 2 national forest parks, 9 provincial-level scenic spots, 49 provincial-level cultural relic preservation units and 94 county-level cultural relic preservation units. Ganzhou City is the nation's unique Song city possessing cultural relics inherited from Song Dynasty in best preservation, largest quantity and highest status, renowned as "the Song City Museum". Ganzhou also features the rich Hakkas culture, it is Hakkas centered community, and also the birthplace for Hakkas culture, it is the biggest city in Hakkas region. Ganzhou also has rich Red Tourism resources, for it is the central revolutionary base during the Second Revolutionary Civil War, the Chinese soviet temporary central government is located in Ruijin of Ganzhou Prefecture, the Long March also started from there. At present, the National Tourism Bureau and other concerned departments have officially initiated the "red travel 121 project" with a plan to construct, within 5 years, 10 "red tour bases", 20 "red tour famous cities", 100 "red tour classical scenic spots", thus forming "the red tour" backbone system in the country, of which the "republic cradle - central Soviet region red tour base" containing scenic spots within Jinggangshan City, Ruijin City, Yongxing County, Xingguo County, and Yudu County is listed in the top of the "ten big bases". Construction of the proposed project will promote formation of express channels along the route, will satisfy tourism's requirements for speed and comfort, will be advantageous to make more tourists lengthening their staying time, and will promote the reputation and brand image of tour spots. Therefore, construction of the proposed project will certainly speed up local tour resource development along the route, and will foster economical development in the project region and areas along the route. According to investigation, among the 17 provincial-level key (revolutionary) cultural relic preservation units within the territory of Ruijin City listed in the table 3.2.5.2-1 above, except the Former Site of Chinese Soviet Republic Central Government Residence located in Yunshan Temple of Yunshishan village of Yunshishan Township, the other 16 key cultural relic preservation units are not in the scope along the route. Of which, 8 key cultural relic preservation units located in Yeping (Laocun and Yangxi) of Yeping Township are about 3km south from section K10K13 of the shared route (I) of scheme I and II for the proposed highway; 8 key cultural relic preservation units located in Shazhouba and Zaozipai villages of Shazhouba township are about 300m south away from K18 ~ K19 section of the proposed highway (scheme II), of which the most closed to the highway is the "former site of Chinese Soviet Republic Temporary Government Hall", which is located about 300m south from the K18+500 road section of the proposed highway (scheme I), at least 200m or more to the north boundary line of the Hall's stipulated protection scope (starting from the center point of the Hall, 145m to east, 66m to south, 68m to west, and 67m to north). The 10 county-level cultural relic MOC Highway Research Institute Environmental Engineering Office -- 79 -- Environmental Assessment for Ailing-Ruijin Highway Chapter 4 Prediction and Assessment preservation units listed in the above-mentioned table are more distant to the proposed highway (schemes I and II). In brief, this project route has avoided many key cultural relic preservation units along the route, the project construction does not have disturbance on each key cultural relic preservation unit along the route, therefore does not have any adverse impact on them. As for the Luohanyan provincial-level scenic spot area located in the south of Chenshi mountain 20km northeast from Ruijin City, construction of this project will not have any adverse impact on it. But because Ganzhou City and areas along the project have a long history, underground relics of different dynasties have been discovered and excavated since the founding of the nation (particularly in recent years). Therefore, in order to protect cultural relics, during the route location of preliminary design stage, relevant laws and regulations should be adhered to contact with local cultural relic departments as soon as possible to arrange necessary cultural relic survey so as to promptly protect and excavate precious historical relics. During project construction, if underground cultural relic vestige is discovered, the construction unit and project owner must promptly contact with local cultural relic department to prevent important cultural relics from missing and being damaged, the cultural relic department must positively coordinate so as to promptly conduct necessary rescue work. Mineral resources As mentioned above, the project influenced area Ruijin City boasts of rich mineral resources with large mineral reserves in cement limestone, fluorspar, gold, silver, etc, which are of promising development prospect. At present, the mineral production output in Ruijin City accounts for more than 16.7% in the gross industrial output, and the mining industry plays a pivotal role in the economic development in Ruijin City with very big potential. Construction and operation of Ailing (Jiangxi and Fujian border)-Ruijin section of Xiamen-Chengdu Expressway will enormously promote the development of non-metallic mineral resources in Ruijin City; the cement production based on calcareous limestone as the raw material is enjoying enormous prospects for development in scale, technology and quality; improved transportation condition and good market demand will certainly bring extremely good development opportunity to the deep processing of mineral ores dominated by fluorspar in Ruijin City, forming a new mining industry chain and economical growth sector; construction of this infrastructure and improvement of urbanization along the route will certainly foster the simultaneous and rapid development of common building material industry dominated by brick and tile clay, sand and stone materials for construction; Among the flow of main minerals in Ruijin City, the fluorspar fine powder (exported to US), and massive coal for living are purchased from Fujian province and other places, large amount of cement and lime are sold to other counties and cities in Ganzhou Prefecture and adjacent counties and cities, thus operation of this proposed highway will without doubt fully exploit the advantage of short-distance transportation. In brief, construction and operation of this project will play a positive role in promoting further -- 80 -- MOC Highway Research Institute Environmental Engineering Office Environmental Assessment for Ailing-Ruijin Highway Chapter 4 Prediction and Assessment development and utilization of mineral resources in Ruijin and in promoting the economic development of Ruijin City, the major project influenced area. 4.2.5 Impact analysis of land acquisition and removal To acquire responsibility-contracted fields This project will permanently take up a land size of 3188.57 mu, of which farmlands of 1795.59 mu (1421.77 mu for paddy fields and 370.4 mu for non-irrigated fields), orchard fields of 16.32 mu, and forestlands of 1027.1 mu. This project will take up 790.45 mu, 345.5 mu, 39.24 mu, 256.06 and 364.34 mu for farmlands in Yeping Township, Huangbo Township, Xianghu Township, Shazhouba Township and Yunshishan Township in Ruijin City respectively. This project will take up 14.16 mu and 2.16 mu for orchard fields in Yeping Township and Yunshishan Township respectively. The project will take up 206.16 mu, 145.94 mu, 99.49 mu, 279.65 mu and 295.86 mu for forestlands in the five townships respectively. Thus it is clear that this project's land occupation will produce impacts of varying degrees on the responsibility-contracted fields of the 5 townships along the route, of which the largest impacts will be on Yeping Township and Yunshishan Township. After farmers' lands are acquired for use, their responsibility-contracted fields will be readjusted by local township government. Extra labor force resulting from land acquisition and reduction are generally settled locally. Because every village and group that the route passes are varied in their acquired land size, so their impacts will be also different. Villages and groups that have more acquired land size will encounter more problems in land adjustment and workforce resettlement, the families with land acquired will have greater impact too. But because in places the highway passes, floating population is usually large, commodity flow is active, new industry will rise too. So, although some lands are lost due to acquisition, but people's life can be improved progressively through adjusting industrial structure and employment arrangement. Removal of civilian houses The removal of civilian houses by this project is shown in Table 4.2.5-1. Table 4.2.5-1 Civilian house removal quantity by the proposed highway City and township Brick concrete Brick and tile Earth and tile Total of civilian belonged to house (m2) house (m2) house (m2) housesm2 Ruijin Citytotal of 32661 2640 8517 43818 the whole route Yeping Township 11659 478 1469 13606 Huangbo Township 3521 216 200 3937 Shazhouba Township 5891 1341 136 7368 Yunshishan Township 11590 605 6712 18907 This project needs to remove civilian houses with a total floor size of 43818m2; calculated at the floor surface area of brick/concrete and brick/tilt houses, it is estimated that about 300 MOC Highway Research Institute Environmental Engineering Office -- 81 -- Environmental Assessment for Ailing-Ruijin Highway Chapter 4 Prediction and Assessment households will be involved with about 1320 people influenced. Of which, the townships with the largest impact of civilian house removal are Yunshishan and Yeping with the number of impacted households about 105 each, while the impacts on Huangbo Township and Shazhouba Township are relatively small, and Xianghu Township does not have such impact of removal. On the premise of not influencing town development planning, the resettlement of these households to be relocated will be organized to settle locally by local township government so as to take environmental planning into account and not to disrupt the original institutional system. Among the removed families, because their housing conditions and population composition differ, so the impact degree produced from removing and resettlement is not the same. So local governments at each level should carry out good resettlement work for removed families and people according to local actual conditions. Mainly the following jobs shall be well done: Road administrations shall utilize effective publicity means to forcefully release relevant policies of economic compensation under assistance from local people's congress, political consultancy and other grassroots organization along the route. The construction unit should pay in due time every subsidy for land acquisition and removal and resettlement to concerned local government according to the agreement signed. Subsidy expenses must be allocated for its specified purpose, and distributed to concerned groups and individuals in time according to regulations, citizen's fundamental right and democracy shall be respected to make sure that each subsidy money is distributed and used correctly. The cultivated lands shall be reasonably allocated and labor should be settled to implement various policies such as agricultural tax policy. It is required to carry out investigation of households whose lands are to be acquired or houses to be removed, according to village construction planning, housing land bases shall be assigned to them in time, the land acquisition, removal and resettlement compensation money shall be paid to them in time so as to guarantee that their living standard is not reduced. 4.3 Environmental impact of roadbuilding material excavation and transportation The roadbuilding materials along the route are mainly transported by automobiles. Impact on existing road transportation Sand and gravel materials necessary for this project construction are self-excavated along the route or purchased outside, generally not transported by major roads (such as National Road 323) rather they are hauled by existing county or rural road or detour roads to construction site. But there is some volume of stone that needs to be transported through National Road 323. In addition, the transportation of cement, timber, steel and asphalt will be transported through G323 and Nanchang-Xiamen Road. Because the major roads in this region (such as G323) has a busy and heavy traffic already exceeding its design traffic capacity, so roadbuilding material transportation may cause traffic jam on the existing road thus influencing traffic safety. Therefore, during construction stage, traffic administration must be enhanced over existing roads, for example to -- 82 -- MOC Highway Research Institute Environmental Engineering Office Environmental Assessment for Ailing-Ruijin Highway Chapter 4 Prediction and Assessment transport materials at night and in leisure season. Contractors shall formulate transportation management plan so as to guarantee transportation requirements for construction materials. Ecological destruction Stone excavation mainly adopts boring and blasting method to explode the large-scale quarry, to crush and assort the stone, which is finally delivered to highway construction site. The newly-built construction detour roads and stone excavation will destroy the existing surface vegetation, will change terrain and landform in partial places, will form new soil erosion, thus creating environment landscape imbalance Impact on inhabitants'quality of life Stone excavation and transportation can produce flying dust, noise, vibration, blasting hidden danger, and traffic jam and so on. Stone quarries for this project are all located in hillocks and waste slopes with rich stone reserves, far away from towns, villages, schools and other sensitive locations. The flying dust, noise, vibration and blasting danger produced from stone excavation will not exert impact on the inhabitants, but attention must be paid to stone workers' health care and personal safety. Transportation of roadbuilding materials on existing road may produce some impact on the inhabitants' life and rest and on the schooling along two sides. The road flying dust and material spillage due to improper coverage will produce certain adverse impact on the periphery and people's living conditions, particularly in arid season. Moreover, the transportation of roadbuilding materials may intensify the traffic pressure on the existing road, thus causing traffic jams and making the inhabitants inconvenient to make trips, also increasing the possibility of hidden traffic accidents. 4.3 Prediction and assessment of water environmental impact 4.3.1 Impact analysis during construction stage 4.3.1.1 Impact analysis on surface water environment by bridge construction During the initial bridge pier construction stage, cofferdam or island building can produce some perturbation on riverbed bottom, therefore increasing the suspension matters such as silt in partial water body. The bridge pier construction uses driven cast-in-place pile with the driving taking place in the cofferdam, the water within the cofferdam well is separated from the river, thus driving will not affect the river water quality. The foundation construction's biggest potential pollutant to water body is driving dregs, which are great in volume for large bridge construction. If discharged at will, they may block downstream river and reduce water quality, therefore it is required to strictly follow related stipulations of the Ministry of Communications to haul the driving dregs out of river and to deposit somewhere with certain protective measures. The depositing place shall be consulted and agreed with concerned environmental protection bureau and water conservancy bureau. Hauling and depositing process must be supervised by MOC Highway Research Institute Environmental Engineering Office -- 83 -- Environmental Assessment for Ailing-Ruijin Highway Chapter 4 Prediction and Assessment environmental protection personnel, casual discarding of dregs is not allowed in order to minimize the adverse impacts of dregs on river water quality and flood prevention. 4.3.1.2 Impact of construction campsite's sanitary sewage on water body Sanitary sewage of the proposed project mainly comes from each construction campsite, mostly in the form of sewage and excrement sewage produced from construction workers and dining and washing, which contains fat, detergent and other kinds of organic matters. The major ingredients of sewage are shown in Table 4.3.1.2-1, from which it can be seen that the pollutant concentration seriously exceeds the allowed figure. Table 4.3.1.2-1 Life sewage composition of construction workers Animal Major Ammonia pollutant BOD5 COD SS Petroleum and plant nitrogen oil Concentration 200 (mg/L) 100150 200300 2070 210 1020 300 The sewage emission in construction campsite is calculated by: Qs=K·qi·Vi/1000 whereQs----sewage emission of facilities along the route, t/d; qi----water consumption quota for each person each day, L/ (person · d ) Vi----number of service people; K----sewage discharging coefficient, generally 0.6- 0.9, it is 0.8 for this project. During highway construction, the engineering construction is divided into bid sections, each bid section is also divided into many construction divisions, and each construction division has a management and construction staff of about 50-100 people. Construction worker's water consumption is 80L every day for each worker, and about 3.2- 6.4 tons of sanitary sewage will be produced. If the above-mentioned sewage directly enters into nearby water body without treatment, it will adversely impact the water function. So sanitary sewage must be treated. Generally speaking, the sanitary sewage in construction site is only limited to construction stage, and is short-termed. For the whole line, sewage discharge is scattered with small volume. So as long as properly treated they will not produce heavy impact to nearby water body, for example to set up septic tank; the sewage is discharged after precipitating, the mud after precipitating is regularly cleared up and used in fertilizing farmland, and the precipitating tank is buried after construction. 4.3.2 Impact analysis during operation stage After the highway is constructed and put into operation, with yearly increase of traffic volume, the vehicle's tail gas, oil and other harmful substances fallen on road surface will increase year by year. Once the above pollutants enter into water body along with rainfall runoff, they will exert a certain influence on the water quality. In addition, the production and life sewage discharge -- 84 -- MOC Highway Research Institute Environmental Engineering Office Environmental Assessment for Ailing-Ruijin Highway Chapter 4 Prediction and Assessment produced from parking lots, tollgate stations, and maintenance divisions along the route can also cause pollution to water body in partial manner. 4.3.2.1 Pavement runoff's impact on water quality of nearby water body The proposed highway pavement is mainly bituminous concrete with subgrade width of 26m or 24.5m, locating in waterproof area with fast runoff production and convergence. Pavement runoff amount during rainfall is calculated by: W=A×L×h×10-3 In whichW--pavement runoff volume in unit length(m3/d) A--subgrade width(m) Lroad lengthm h--rainfall intensity(mm/d). It can be seen from the above formula that pavement runoff flow is decided by the precipitation. Along the route, the annual average precipitation is 1710.0mm. Runoff volumes of major bridges of the proposed highway during rainfall are estimated as listed in Table 4.3.2.1-1. Table 4.3.2.1-1 Estimated pavement runoff volumes during operation stage Length Annual average pavement Road section Stake No (m) runoff volume (m3/a) Pavement K0+050K30818.5 29912.96 1318516 Mianjiang river bridge K6+270 1087.04 48329 It can be seen from the above table that the Mianjiang river bridge will have large floor runoff, but this is the total sum of many rainfalls during a year. The pollutants brought by floor runoff during rainfall are mostly suspended substances and a few amount of petroleum, mostly occurring in the initial raining period. The flow volume and speed of the rivers overpassed by the road are relatively stable with great dilution ability. Within the assessment scope of downstream section of bridge location there is no centralized drinking water intake. So, it can be concluded that the impact on water quality from bridge floor runoff is very small. 4.3.2.2 Sewage impact on water body produced from facilities along the route The land occupation and staffing of facilities along the route are listed in Table 4.3.2.2-1. MOC Highway Research Institute Environmental Engineering Office -- 85 -- Environmental Assessment for Ailing-Ruijin Highway Chapter 4 Prediction and Assessment Table 4.3.2.2-1 List of transportation facilities along the route Land occupied Item Name Central stake No mu Staffing Main line tollgate K4+500 30 Ruijin north Tollgate interchange tollgate K0+700 15 Yunshishan interchange tollgate K27+750 15 Main line management station K4+500 50 25 Management Ruijin north station and management station K14+246 35 maintenance 30 Ruijin maintenance division division K14+246 25 Yunshishan management station K27+750 30 25 Parking lot Ruijin parking lot K23+120 15 15 The major pollutant contents in life sewage produced from each service facility are listed in Table 4.3.2.2-2. Table 4.3.2.2-2 Major pollutant contents in unprocessed life sewage produced from along-the-line facilities Item Grease Petroleum SS Waste water pH CODCr BOD5 type mg/L mg/L mg/L mg/L mg/L Sewage -- 500 220 50 -- 220 Sewage discharge volume calculation Sewage discharge volume in facilities along the proposed highway is estimated by the following formula Qs=K·qi·Vi/1000 In whichQs----sewage discharge volume in facilities along the proposed highway (t/d) qi----water quota of every person each day(L/person·d) Vi----The number of service people K----sewage discharge coefficient in service area The parameters in the formula are determined by qi is determined according to the concrete work habit, life characteristic and regional environmental characteristic in Jiangxi Province, and each person's daily water use quota, it can adopt the common figure 80L/d. The staff number Vi of tollgate station, maintenance division and management subcenter can be calculated by designed staffing, that is, by the staffing number listed in Table 4.2.2.2-1. The sewage discharge coefficient in life and service facility K is generally 0.6-0.9, this -- 86 -- MOC Highway Research Institute Environmental Engineering Office Environmental Assessment for Ailing-Ruijin Highway Chapter 4 Prediction and Assessment project adopts 0.8. According to the above formula and parameters, the sanitary sewage discharge situations in transportation engineering facilities along the highway can be estimated out, see Table 4.3.2.2-3. Table 4.3.2.2-3 Estimated sewage discharge volumes in service facilities along the highway Sewage Item Name Central stake No Staffing amountt/d Tollgate Main line tollgate K4+500 30 2.0 Ruijin north interchange tollgate K0+700 15 1.0 Yunshishan interchange tollgate K27+750 15 1.0 Management station and Main line management maintenance station K4+500 25 1.6 division Ruijin north management station K14+246 30 2.0 Ruijin maintenance division K14+246 Yunshishan management station K27+750 25 1.6 Parking lot Ruijin parking lot K23+120 15 1.0 4.3.2.3 Feasibility study of pollution prevention measures and standard-satisfying discharge In summary, the daily sewage discharge volume of various transportation management facilities along the proposed highway is up to 10.2t, if discharged without any treatment measures, it will produce obvious influence on the nearby environment, in particular on the water body. Therefore sewage treatment measures need to be taken so as to prevent sanitary sewage from directly discharging into rivers and canals, and polluting the water quality. Sewage treatment in management facilities along the proposed highway should be treated according to class 1 standard. Because the main pollutants in sewage of service area are BOD5, CODCr, etc. biochemical treatment can make their water quality up to standard. Concrete sewage disposal technological process can be considered according to the actual conditions, but outlet water quality needs to meet class 1 limits ofSewage Comprehensive Discharge StandardGB8978-1996. The treatment process is shown in Fig. 4.3.2.3-1. After treated in oil-separating tank, the dining sewage is discharged into the regulating tank with life sewage where the water volume and quality are regulated, then the sewage enters into the primary sediment tank to remove suspended substances of larger particles, again it enters into contact oxidation tank for oxygen treatment, then enters into secondary sediment tank to separate the solid from liquid; after the secondary sediment tank, the sewage is disinfected and can be discharged up to standard. MOC Highway Research Institute Environmental Engineering Office -- 87 -- Environmental Assessment for Ailing-Ruijin Highway Chapter 4 Prediction and Assessment Life sewage Re gula ting Primary Contact oxidation tank Dining sewage Oil-sepa i Water outlet Disinfection tank Secondar Fig. 4.3.2.3-1 Sewage treatment procedure diagram Biochemical method is a traditional technique to process sewage, the outlet water quality depends on the properties of activated sludge. The activated sludge is very sensitive to greasy dirt, if a large amount of greasy dirt enters and contacts with the oxidization tank, the activated sludge will result in necrosis and outlet water quality worsens. So if biochemical method is adopted to treat sewage, the sewage disposal equipment needs special maintenance. Water produced from dining is forbidden to directly enter into disposal equipment if not treated in oil separation tank. After sewage treatment facilities are implemented, the sewage discharged from tollgate stations, management stations, parking lots and maintenance divisions set up for this project should be permitted to enter into nearby irrigation canals or side ditches only after treated to meet the standard. 4.3.2.4 Impact on existing farmland irrigation pattern Along the proposed highway, there has been established a comparatively perfect water conservancy and irrigation system with good irrigation and water conservancy conditions. The highway and water canals intersect in the form of culvert. Design of all bridges and culverts has considered flood discharge, irrigation requirement and convenience to local people's production and life. During design, for head-cut ditches and disabled ditches due to road construction, and ditches that can be resumed their irrigation function, appropriate realignment, merging and linking have been designed by considering route vertical plane design. Therefore, the road construction will not cause large adverse impact on field irrigation. 4.4 Prediction and assessment of acoustic environmental impact 4.4.1 Prediction and assessment of acoustic environmental impact during construction stage 4.4.1.1 Noise pollution sources and characteristics during construction stage This project is large in size with construction period lasting for 3 years. Construction technique is complicated for this project involving many kinds of large and middle-sized machinery -- 88 -- MOC Highway Research Institute Environmental Engineering Office Environmental Assessment for Ailing-Ruijin Highway Chapter 4 Prediction and Assessment and equipment carrying out mechanized construction. The characteristic of construction machinery noise is its high noise level and irregularity, which will often exert a great impact on acoustically sensitive locations such as villages, small towns and schools near construction site, so great importance must be attached to construction machinery noises produced from highway construction. The acoustic environmental impact prediction during construction stage is carried out mainly based on analogy analysis of relevant data. Machinery frequently used in road construction includes hauling vehicles, road graders, large-scale mixers, pile drivers, excavators, etc. as well as other construction machinery such as air compressors, steam hammers, etc., but only for use in a short time. The analogical and monitored noise results of major highway construction machinery see Table 4.4.1.1-1. Table 4.4.1.1-1 Measured sound value of highway construction machinery Machinery and Measurement equipment distance (m) Sound level (dB) Remarks Pile driver 15 95105 Different types of driver have different noise level Excavator 5 84 Pneumatic type Bulldozer 5 86 Loader 5 90 Wheel type Mixer 2 90 Spreader 5 87 Scraper 5 93 Grader 5 90 Roller 5 86 Vibrating type Truck 7.5 89 The heavier its load, the louder the noise Vibrator 15 81 Tamper 15 90 Self-discharging truck 5 82 Mobile crane 7.5 89 Road construction noise has its own characteristics, manifested in The construction machinery is various in type, there are different construction machinery at different construction stages, even in the same construction stage, construction machinery put into operation is varied in number too, which show the randomness of construction noise and irregularity. Noise source of different equipment is different, some equipment noise takes on the form of vibrative, acute and pulse characteristics, thus exerting a great impact on people; some equipment's noise frequency (such as the mixer) is low, difficult to attenuate, thus making people feel frustrated; The noise of construction machinery is relatively big, and their difference in sound level is very great with some equipment producing operation noise up to about 110dB. Noise source of construction is different from general fixed noise source and moving noise source, construction machinery are generally exposed in outdoors and they will move within a small MOC Highway Research Institute Environmental Engineering Office -- 89 -- Environmental Assessment for Ailing-Ruijin Highway Chapter 4 Prediction and Assessment circle in a certain time, which can increase noise pollution range in this period of time compared with fixed noise source, but still limited within local range compared to moving noise source. The noise of construction machinery can be regarded as point sound source. 4.4.1.2 Predicting method and mode of construction noise In view of the complexity of construction noise, and the regionality and phase nature of construction noise, this report calculates out the noise pollution range of different construction equipment at different construction stage according to the national Construction Boundary Noise Level Limit (GB12523-90) so that construction units can take proper noise pollution prevention and control measures according to actual conditions. Construction noise can be regarded approximately as point sound source, point sound source attenuation mode can be used to estimate noise values at different distance from noise source, and the predicting mode is as follows: Li = L0 - 20lg Ri - L R0 in which Li -- predicted construction noise value Ri m from the sound source, dB; Lo -- construction noise level R0 m from the sound source, dB; L -- additional attenuation produced from barrier, vegetation, air, etc. Impact on a certain predicting point with several construction machinery in operation can be predicted by superimposing the sound level according to the following formula. n L = 10lg 10 0.1×Li i=1 4.4.1.3 Calculation and impact analysis of construction noise coverage Construction noise impact coverage calculation The above-mentioned predicting method and mode are used to calculate the noise coverage of various kinds of equipment during construction; the results are listed in Table 4.4.1.3-1. -- 90 -- MOC Highway Research Institute Environmental Engineering Office Environmental Assessment for Ailing-Ruijin Highway Chapter 4 Prediction and Assessment Table 4.4.1.3-1 Construction equipment's noise impact coverage Construction Construction Standard limit (dB) Impact coverage (m) stage machinery Daytime Nighttime Daytime Nighttime Loader 28.1 210.8 Earth and Grader 28.1 210.8 stone works 75 55 Scraper 39.7 281.2 Excavator 14.1 118.6 Piling Pile driver 85 Forbidden 126.2 / Mixer 20.0 100.2 Vibrator 53.2 224.4 Tamper 126.2 474.3 Structure Mobile crane 70 55 66.8 266.1 Truck 66.8 266.1 Spreader 35.4 167.5 Grader 50.0 210.8 Impact analysis of construction noise From Table 4.4.1.3-1, the following conclusions can be drawn In the course of actual construction, many sets of machinery may at work at the same time in one place, then the noise impacted coverage will be larger than the predicted value, considering that the actual conditions are comparatively complicated, it is very difficult to make use of sound level superimposition formula for calculation. Construction noise will have a certain impact on the acoustic environmental quality along the route, this kind of noise impact mainly appears in a range 130m from construction site in daytime and 480m from construction site in nighttime. According to investigation of current status, among the sensitive locations within the assessment scope there are 22 residential quarters involving 840 households and about 3000 people. Heavy-duty equipment and high-noise power generating house will cause serious damage to construction operators. With growth of construction operators' working age, various kinds of injuries, especially hearing damage, will be displayed, and some damages are not recoverable. Relevant data prove that noise deafness is not only related to sound level, but also to exposure time. The danger of noise will also bring about many kinds of diseases in human body. It is obvious that heavy-duty equipment noise will exert big impact on construction staff member and residents around. In highway section near schools, the heavy-duty construction equipment with high noise should be used in limited time and construction shall avoid schooling time. The acoustic sensitive locations along this project are mainly residential areas and schools, construction noise may affect theirs normal life and study, especially large-scale equipment's noise will produce big impact on inhabitants. In road sections nearby school, high-noise heavy construction equipment should be used in limited time to avoid construction in schooling hours. In road sections nearby residential areas, high-noise heavy construction MOC Highway Research Institute Environmental Engineering Office -- 91 -- Environmental Assessment for Ailing-Ruijin Highway Chapter 4 Prediction and Assessment equipment should be used in limited time to avoid construction at night. Regarding residential areas and schools near construction sites, noise sampling and monitoring shall be conducted. If the monitored value exceeds the allowed figure, construction units must be obliged to take noise reduction measures. Construction noise pollution is short-termed. In order to protect inhabitants' normal life and rest, the construction units are required to strengthen the environmental protection consciousness and good-mannered construction so as to reduce construction noise impact on environment as much as possible. 4.4.2 Prediction and assessment of acoustic environmental impact during operation stage 4.4.2.1 Noise predicting mode Traffic noise predicting mode The calculation formula of hourly traffic noise value received by predicting point when model i vehicles go in daytime or nighttime is as follows: (L ) eq -L +L +L -16 h = Lw,i +10lgvi N T in which: Leq(h) ---- vehicle's hourly equivalent sound level, dB Lw,i ---- vehicle's average radiation noise level interference point, dB N ---- hourly traffic volume, vehicle/h; i ---- large, median and small vehicles vi ---- average speed of Model i vehicles, km/h; T ---- predicting time of LAeq, set at 1h Ldistance ---- distance attenuation of predicting point r from noise equivalent lane, dB; Lground ---- noise attenuation due to ground of predicting point r from noise equivalent lane, dB; Lbarrier ---- barrier additional attenuation in noise transmission, dB(A). Traffic noise level received by predicting point of each type of vehicles in daytime or nighttime is calculated by the following formula: LAeq) =10lg100 .1 LAeq ( ) ( ) ( ) +100.1 LAeq +100 .1 LAeq - L1 in which (LAeq)(LAeq)(LAeq) ---- traffic noise level received by predicting point of large , medium, small-sized vehicles in daytime or nighttimedB (LAeq) ---- traffic noise level received by predicting point in daytime or nighttimedB L1 ---- traffic noise correction caused by highway curve or limited length section, dB(A). The ambient noise predicting formula of predicting point in daytime or nighttime is: -- 92 -- MOC Highway Research Institute Environmental Engineering Office Environmental Assessment for Ailing-Ruijin Highway Chapter 4 Prediction and Assessment (LAeq) =10lg100 .1 LAeq ( ) ( ) +100.1 LAeq in which (LAeq) in ---- ambient noise predicted value of predicting point in daytime advance or nighttime, dB; (LAeq) ---- ambient noise background value in predicting point, dB. background Other symbols same as above. Determination of mode parameters Vehicle speed vi = k1 u + k2 + 1 k3 u + k4 ui = N [i + m (1-i )] in which vi----predicting speed of model i vehicle, k1, k2, k3, k4 and m are factors set from Table 4.3.2.1-1. Table 4.3.2.1-1 Common factors for predicting vehicle speed Vehicle k1 k2 k3 k4 m type Large vehicle -0.061748 149.65 -0.000023696 -0.02099 1.2102 Median -0.057537 149.38 -0.000016390 -0.01245 0.8044 vehicle Small -0.051900 149.39 -0.000014202 -0.01254 0.70957 vehicle ui ---- equivalent number of this type of vehicles NSingle-lane ---- single-lane hourly traffic volume hourly i ---- vehicle composition ratio m ---- weighted factor of other types of vehicle Lw,i Average radiating sound level of each vehicle type is calculated by large vehicleLw,l =22.0+36.32 lgVl median vehicleLw,m =8.8+40.48 lgVm small vehicleLw,s =12.6+34.73 lgVs In whichLw,lLw,mLw,s are the average radiating sound level of large, median and small vehicles. Distance attenuationLdistance calculation MOC Highway Research Institute Environmental Engineering Office -- 93 -- Environmental Assessment for Ailing-Ruijin Highway Chapter 4 Prediction and Assessment A. When hourly traffic volume in carriageway is larger than 300 vehicles/h L=10lg r0 r B. When hourly traffic volume in carriageway is less than 300 vehicles/h L=15lg r0 r where r ---- distance from carriageway center line to predicting point, m r0 ---- distance from carriageway center line to reference point, r0=7.5m Ground attenuationLground L =10×lg(rr ) o In whichis a constant from 0.30.7 according to the different sound absorption nature by groundfor soft ground with good sound absorption, is larger, or vice versa. Llongitudinalgradient large vehicleLlongitudinal gradient =98× median vehicleLlongitudinal gradient =73 × small vehicleLlongitudinal gradient =50 × Lpavement Bituminous concrete pavement's Lpavement is set to be 0dB. Traffic noise correction L1 caused by road curving or limited-length section is calculated by: L1=-10lg/180 In which­­­angle from predicting point to two road ends(degree). Lbarrier L = L + L + L i Lwood is the additional attenuation caused by wood strip. Lwood is the additional attenuation caused by wood strip, calculated by L = k b In which k: average attenuation caused by wood stripusually k=1.0dB/10m b: wood strip width the noise passes10m The additional attenuation caused by wood strip varies in different regions, for example, -- 94 -- MOC Highway Research Institute Environmental Engineering Office Environmental Assessment for Ailing-Ruijin Highway Chapter 4 Prediction and Assessment the wood strip in north China is of small density, so the attenuation shall be reduced suitably. ii Lrural house Lrural house is the additional attenuation caused by rural houses, calculated by Table 4.4.2.1-2, refer to Fig. 4.4.2.1-1. Table 4.4.2.1-2 Estimates of attenuation caused by rural houses S/S0 AttenuationL First row of houses40%60% 3dB First row of houses70%90% 5dB Every addition row of houses 1.5dB max. attenuation10dB S0 road driving line house noise predicting point S is the sum of the surface size of first row of housesS0 is the size of the oblique partincluding houses Fig. 4.4.2.1-1 Noise reduction calculation by rural house iii L sound shadow zone L sound shadow zone is the attenuation caused by predicting point locating in the sound shadow zone of high embankment or low cutting. To calculate from Fig. 4.3.2.1-2, when the predicting point is within the sound shadow zone,c-a-bwhen the predicting point is within the sound shadow zone,a+b-c Da1 D Db2 1.0 1.2 noise source MOC Highway Research Institute Environmental Engineering Office -- 95 -- Environmental Assessment for Ailing-Ruijin Highway Chapter 4 Prediction and Assessment subgrade recipient point sound shadow zone noise source 1.0m from pavement recipient point 1.2m from ground noise source in road center Fig. 4.4.2.1-2 Calculation illustration of sound path difference In calculating attenuation, Fresnel figure N is adopted, which is defined as Nmax = 2 In whichis sound wave length(m)set at 500Hz during predictionis sound path difference of direct sound and diffract soundm. Attenuation calculation module is for point source L =10×lg3+10× Nmax for line source 10×lg( 3× × (1- t2) ) (t 1) 4 × a tan (1- t) L = (1+ t) 10×lg( 3× × (t2 -1) ) (t > 1) 2 × ln(t + (t2 -1)) In which t=20×Nmax/1.02 4.4.2.2 Traffic noise prediction and assessment in each section According to the above-mentioned calculation formulae and parameter setting, the predicted traffic noise values of each section during operation stage are calculated as shown in Table 4.4.2.2-1. The data in the table are the predicted traffic noise values 200 m from road center line under circumstances of no sound shadow attenuation and background noise. According to class 1 standard (namely 55dB in daytime, 45dB in nighttime), class 2 standard (namely 60dB in daytime, 50dB in nighttime) and class 4 standard (namely 70dB in daytime, 55dB in nighttime) specified in GB3096-93, the standard-satisfying distances of traffic noise at both sides see Table 4.4.2.2-2. -- 96 -- MOC Highway Research Institute Environmental Engineering Office Environmental Assessment for Ailing-Ruijin Highway Chapter 4 Prediction and Assessment Table 4.4.2.2-1 Traffic noise predicted values of each section during operation stage Predicted traffic noise values at difference horizontal distance from Section Assessment Assessment year time road center linedB 20m 30m 40m 50m 60m 80m 100m 120m 150m 180m 200m Short-term Daytime 61.9 57.9 55.2 53 51.3 48.5 46.3 44.4 42 40.1 38.9 stage Nighttime 59.7 55.7 52.9 50.8 49.1 46.3 44 42.2 39.8 37.8 36.7 K0+050 Mid-term Daytime 66.5 63.4 61.3 59.7 58.3 56.1 54.3 52.8 50.9 49.3 48.4 K4+500 stage Nighttime 62.4 58.4 55.7 53.5 51.8 49 46.8 44.9 42.5 40.6 39.4 Long-term Daytime 69.3 66.3 64.2 62.6 61.2 59 57.3 55.8 54 52.4 51.4 stage Nighttime 67 64 61.9 60.3 58.9 56.8 55 53.6 51.7 50.1 49.2 Short-term Daytime 64.6 60.6 57.9 55.7 54 51.2 49 47.2 44.8 42.9 41.7 stage K4+500 Nighttime 62.4 58.4 55.6 53.5 51.8 49 46.8 44.9 42.6 40.6 39.5 Mid-term Daytime 69.2 66.1 64 62.4 61 58.8 57.1 55.6 53.7 52.2 51.2 stage K30+818.5 Nighttime 65.1 61.1 58.4 56.2 54.5 51.7 49.5 47.7 45.3 43.4 42.2 Long-term Daytime 72 69 66.9 65.3 63.9 61.8 60.1 58.6 56.8 55.2 54.3 stage Nighttime 69.7 66.7 64.6 63 61.7 59.5 57.8 56.3 54.5 52.9 52 Table 4.4.2.2-2 Standard-satisfying distances of each road section in assessment year Section Assessment Assessment Standard-satisfying distances (m) year time Class 1 (m) Class 2 (m) Class 4 (m) Short-term Daytime 41 25 < 20.0 stage Nighttime 91 55 32 K0+050 Mid-term Daytime 92 48 < 20.0 K4+500 stage Nighttime 119 73 43 Long-term Daytime 134 71 < 20.0 stage Nighttime 237 182 100 Short-term Daytime 54 32 < 20.0 stage Nighttime 119 73 43 K4+500 Mid-term Daytime 130 69 < 20.0 K30+818.5 stage Nighttime 155 96 57 Long-term Daytime 185 101 27 stage Nighttime 332 191 142 From Table 4.4.2.2-1 and 4.4.2.2-2, it can be seen that Assessing by class 1 standard limit in GB3096-93, the farthest standard-satisfying distances in daytime along the two sides of the highway in short-term stage, mid-term stage and long-term stage are 54m, 130m and 185m respectively from road center line; the farthest standard-satisfying distances in nighttime along the two sides of the highway in short-term stage, mid-term stage and long-term stage are 119m, 155m and 332m respectively from road center line. Assessing by class 2 standard limit in GB3096-93, the farthest standard-satisfying distances in daytime along the two sides of the highway in short-term stage, mid-term stage and long-term stage are 32m, 69m and 101m respectively from road center line; the farthest standard-satisfying distances in nighttime along the two sides of the highway in short-term stage, mid-term stage and MOC Highway Research Institute Environmental Engineering Office -- 97 -- Environmental Assessment for Ailing-Ruijin Highway Chapter 4 Prediction and Assessment long-term stage are 73m, 96m and 191m respectively from road center line. Assessing by class 4 standard limit in GB3096-93, the farthest standard-satisfying distances in daytime along the two sides of the highway in short-term stage, mid-term stage and long-term stage are 20m, 20m and 27m respectively from road center line; the farthest standard-satisfying distances in nighttime along the two sides of the highway in short-term stage, mid-term stage and long-term stage are 43m, 57m and 142m respectively from road center line. 4.4.2.3 Ambient noise prediction and assessment in sensitive locations Ambient noise prediction in sensitive locations should consider highway sections where they are located and their corresponding ground covering, road structure, height of embankment or cutting, limited-length sound source of highway, topography and culture, etc. by superimposing the predicted traffic noise values and corresponding acoustic environment background values. Selection of acoustic background value shall adhere to the following principle: to select from section 3.4-"monitored results of current acoustic environment" in Chapter 3, smaller villages select natural source noise background value and larger villages select life source noise background value, villages with trunkway nearby select traffic source noise background value. Table 4.4.2.3-14.4.2.3-2 are the predicted ambient noise results during operation stage at sensitive locations along the recommended scheme and comparison alternative schemes for the proposed highway respectively. Table 4.4.2.3-34.4.2.3-4 are the noise impact analysis during operation stage at sensitive locations along the recommended scheme and comparison alternative schemes for the proposed highway respectively. -- 98 -- MOC Highway Research Institute Environmental Engineering Office Environmental Assessment for Ailing-Ruijin Highway Chapter 4 Prediction and Assessment Table 4.4.2.3-1 Predicted ambient noise results at sensitive locations for the proposed highway (the recommended scheme) Distance Predicted valuedB Noise excessdB Name of Background from Short-term Long-term Short-term No sensitive noisedB Assessment road stage Mid-term stage stage stage Mid-term stage Long-term stage locations standard center (m) Day Night Day Night Day Night Day Night Day Night Day Night Day Night 30 54.0 49.2 57.5 51.6 59.8 57.0 2 51.3 41.5 4 1 Dongtouling 80 52.0 44.3 54.2 45.9 55.8 52.1 0.9 0.8 7.1 51.3 41.5 1 50 54.1 49.3 58.4 51.7 60.8 58.1 3.1 51.3 41.5 4 2 Xiewu 76 52.7 46.4 56.2 48.5 58.4 55.3 1.4 1.2 3.5 3.4 10.3 51.3 41.5 1 3 Pinghu 110 47.4 44.8 53.6 46.4 56.3 54.0 1.4 1.3 9 44.5 41.4 1 50 54.2 49.6 58.6 52.0 61.1 58.5 3.5 51.3 41.5 4 4 Songwu 73 52.9 47.0 56.7 49.1 59.0 56.1 2 1.7 4.1 4 11.1 51.3 41.5 1 40 52.3 50.0 57.8 52.4 60.5 58.2 3.2 44.5 41.4 4 5 Xinsongshanxia 76 48.9 46.4 54.9 48.4 57.6 55.3 1.4 3.4 2.6 10.3 44.5 41.4 1 6 Tianwu 80 48.0 45.4 53.5 47.3 56.2 53.9 0.4 2.3 1.2 8.9 44.5 41.4 1 40 52.3 50.0 57.8 52.4 60.5 58.2 3.2 44.5 41.4 4 7 Tianbei 85 48.2 45.7 54.1 47.6 56.8 54.5 0.7 2.6 1.8 9.5 44.5 41.4 1 40 52.4 45.8 55.1 47.8 57.0 53.6 51.3 41.5 4 8 Hulipai 88 51.7 43.6 53.4 44.8 54.8 50.5 5.5 51.3 41.5 1 9 Xinwujia 90 47.7 45.1 53.3 46.9 56.0 53.7 0.1 1.9 1 8.7 44.5 41.4 1 10 Songshanxia 110 46.5 43.7 51.2 45.1 53.8 51.4 0.1 6.4 44.5 41.4 1 50 52.2 45.1 54.6 46.9 56.4 52.8 51.3 41.5 4 11 Jiantounao 86 52.0 44.6 54.5 46.3 56.2 52.6 1.3 1.2 7.6 51.3 41.5 1 30 56.4 52.9 60.7 55.5 63.3 60.8 0.5 5.8 51.3 41.5 4 12 Liaowu 73 52.8 46.8 56.5 48.9 58.8 55.8 1.8 1.5 3.9 3.8 10.8 51.3 41.5 1 13 Village 1 30 55.2 52.9 60.3 55.5 63.1 60.8 0.2 7.9 5.3 10.5 8.1 15.8 44.5 41.4 1 14 Sangongwo 30 54.0 51.6 59.0 54.2 61.7 59.4 4.4 44.5 41.4 4 MOC Highway Research Institute Environmental Engineering Office -- 99 -- Environmental Assessment for Ailing-Ruijin Highway Chapter 4 Prediction and Assessment Distance Predicted valuedB Noise excessdB Name of Background from Short-term Long-term Short-term No sensitive noisedB Assessment road stage Mid-term stage stage stage Mid-term stage Long-term stage locations standard center (m) Day Night Day Night Day Night Day Night Day Night Day Night Day Night 80 46.4 43.7 50.8 45.0 53.2 50.8 5.8 44.5 41.4 1 26 53.2 50.9 57.9 53.4 60.6 58.3 3.3 44.5 41.4 4 15 Xin'aoxia 76 46.6 43.9 51.1 45.3 53.5 51.1 0.3 6.1 44.5 41.4 1 30 51.6 49.2 56.6 51.6 59.3 57.0 2 44.5 41.4 4 16 Painao 79 48.6 46.1 54.5 48.1 57.3 55.0 1.1 3.1 2.3 10 44.5 41.4 1 34 52.8 46.8 55.8 48.9 57.8 54.6 44.5 41.4 4 17 Qiganxia 76 51.7 43.6 53.3 44.8 54.7 50.3 5.3 44.5 41.4 1 40 53.9 51.6 59.8 54.2 62.6 60.3 5.3 44.5 41.4 4 18 Dawanli 80 49.1 46.6 55.6 48.7 58.4 56.1 1.6 0.6 3.7 3.4 11.1 44.5 41.4 1 60 53.4 48.1 57.5 50.4 59.9 57.0 2 51.3 41.5 4 19 Xiashabei 80 52.0 44.5 54.3 46.0 56.1 52.4 1 1.1 7.4 51.3 41.5 1 Xiashebei, 40 54.4 50.0 58.5 52.4 60.9 58.2 3.2 51.3 41.5 4 20 Shangshebei, Shaba 100 51.6 43.0 52.9 44.0 54.1 49.4 4.4 51.3 41.5 1 52 51.2 48.8 57.0 51.1 59.8 57.5 2.5 44.5 41.4 21 Village 2 83 48.4 45.8 54.3 47.7 57.0 54.7 44.5 41.4 30 54.7 50.4 58.5 52.8 60.9 58.2 3.2 51.3 41.5 4 22 Shixiawan 84 52.4 45.8 55.7 47.7 57.8 54.6 0.8 0.7 2.7 2.8 9.6 51.3 41.5 1 Note1.""means not excessiveengineering factor change will influence the precision of noise predictionsame below -- 100 -- MOC Highway Research Institute Environmental Engineering Office Environmental Assessment for Ailing-Ruijin Highway Chapter 4 Prediction and Assessment Table 4.4.2.3-2 Predicted ambient noise results at sensitive locations for the proposed highway (alternative scheme I for comparison section) Distance Predicted valuedB Noise excessdB Background No Name of sensitive from road Short-term Mid-term Long-term Short-term Mid-term Long-term noisedB Assessment locations center stage stage stage stage stage stage standard (m) Day Night Day Night Day Night Day Night Day Night Day Night Day Night 30 56.2 53.9 61.6 56.6 64.4 62.1 1.6 7.1 44.5 41.4 4 1 Tianbei 76 49.4 47.0 55.9 49.1 58.7 56.4 2 0.9 4.1 3.7 11.4 44.5 41.4 1 2 Egongkeng 100 53.3 47.9 58.1 50.2 60.6 57.9 2.9 3.1 5.2 5.6 12.9 51.3 41.5 1 33 53.5 48.2 56.8 50.5 59.0 56.0 1 51.3 41.5 4 3 Hankengbei 83 52.4 45.8 55.6 47.7 57.7 54.5 0.8 0.6 2.7 2.7 9.5 51.3 41.5 1 4 Ruilü primary school 80 52.8 46.7 56.7 48.7 59.0 56.1 1.7 1.7 3.7 4 11.1 51.3 41.5 1 30 58.1 55.0 63.4 57.6 66.1 63.7 2.6 8.7 51.3 41.5 4 5 Tongluotang 70 53.4 48.0 58.2 50.2 60.7 57.9 3 3.2 5.2 5.7 12.9 51.3 41.5 1 50 53.4 48.0 57.0 50.3 59.3 56.4 1.4 51.3 41.5 4 6 Laliduxia 75 52.6 46.3 56.0 48.3 58.2 55.1 1.3 1 3.3 3.2 10.1 51.3 41.5 1 7 RuijinCounty57 Farm 130 46.3 43.5 51.2 44.7 53.7 51.4 6.4 44.5 41.4 1 8 909 Geological Prospecting Team 20 58.5 55.5 62.4 58.1 65.0 62.5 0.5 3.1 7.5 51.3 41.5 4 60 51.5 49.1 58.5 51.5 61.3 59.0 4 44.5 41.4 4 9 Guowuduan 71 50.3 47.9 57.3 50.1 60.1 57.8 2.9 2.3 5.1 5.1 12.8 44.5 41.4 1 60 54.0 49.2 59.1 51.5 61.6 59.0 4 51.3 41.5 4 10 Fengshuxia 71 53.3 47.9 58.1 50.1 60.6 57.8 2.9 3.1 5.1 5.6 12.8 51.3 41.5 1 11 Sangongpai 70 49.7 47.2 55.9 49.4 58.7 56.4 2.2 0.9 4.4 3.7 11.4 44.5 41.4 1 20 55.2 53.0 59.7 55.5 62.5 60.2 0.5 5.2 44.5 41.4 4 12 Yanzilong 72 47.6 44.9 52.7 46.6 55.4 53.0 1.6 0.4 8 44.5 41.4 1 MOC Highway Research Institute Environmental Engineering Office -- 101 -- Environmental Assessment for Ailing-Ruijin Highway Chapter 4 Prediction and Assessment Table 4.4.2.3-3 Impact analysis of acoustically sensitive locations during operation stagerecommended scheme Predicting No Name of sensitive Distance from road center Subgrade Assessment locations (m) height (m) point height standard Noise excess (m) 30 7 1.2 4 Noise excess by 2 dB in long-term operation 1 Dongtouling stage 80 7 1.2 1 Noise excess by 0.9~7.1 dB in mid/long-term operation stage 50 5 1.2 4 Noise excess by 3.1 dB in long-term operation 2 Xiewu stage 76 5 1.2 1 Noise excess by 1.4~10.3 dB in short/mid/long-term operation stage 3 Pinghu 110 2 1.2 1 Noise excess by 1.4~9 dB in mid/long-term operation stage 50 3 1.2 4 Noise excess by 3.5 dB in long-term operation 4 Songwu stage 73 3 1.2 1 Noise excess by 2~11.1 dB in short/mid/long-term operation stage 40 6 1.2 4 Noise excess by 3.2 dB in long-term operation 5 Xinsongshanxia stage 76 6 1.2 1 Noise excess by 1.4~10.3 dB in short/mid/long-term operation stage 6 Tianwu 80 11 1.2 1 Noise excess by 0.4~8.9 dB in short/mid/long-term operation stage 40 6 1.2 4 Noise excess by 3.2 dB in long-term operation 7 Tianbei stage 85 6 1.2 1 Noise excess by 0.7~9.5 dB in short/mid/long-term operation stage 8 40 12 1.2 4 Standard satisfaction -- 102 -- MOC Highway Research Institute Environmental Engineering Office Environmental Assessment for Ailing-Ruijin Highway Chapter 4 Prediction and Assessment Hulipai 88 12 1.2 1 Noise excess by 5.5 dB in long-term operation stage 9 Xinwujia 90 10 1.2 1 Noise excess by 0.1~8.7 dB in short/mid/long-term operation stage 10 Songshanxia 110 16 1.2 1 Noise excess by 0.1~6.4 dB in mid/long-term operation stage 50 14 1.2 4 Standard satisfaction 11 Jiantounao 86 14 1.2 1 Noise excess by 1.3~7.6 dB in mid/long-term operation stage 30 4 1.2 4 Noise excess by 0.5~5.8 dB in mid/long-term 12 Liaowu operation stage 73 4 1.2 1 Noise excess by 1.8~10.8 dB in short/mid/long-term operation stage 13 Village 1 30 4 1.2 1 Noise excess by 0.2~15.8 dB in short/mid/long-term operation stage 30 5 1.2 4 Noise excess by 4.4 dB in long-term operation 14 Sangongwo stage 80 5 1.2 1 Noise excess by 5.8 dB in long-term operation stage 20 5 1.2 4 Noise excess by 3.3 dB in long-term operation 15 Xin'aoxia stage 76 5 1.2 1 Noise excess by 0.3~6.1 dB in mid/long-term operation stage 30 7 1.2 4 Noise excess by 2 dB in long-term operation 16 Painao stage 79 7 1.2 1 Noise excess by 1.1~10 dB in short/mid/long-term operation stage 34 10 1.2 4 Standard satisfaction 17 Qiganxia 76 10 1.2 1 Noise excess by 5.3 dB in long-term operation stage 18 Dawanli 40 2 1.2 4 Noise excess by 5.3 dB in long-term operation stage MOC Highway Research Institute Environmental Engineering Office -- 103 -- Environmental Assessment for Ailing-Ruijin Highway Chapter 4 Prediction and Assessment 80 2 1.2 1 Noise excess by 1.6~11.1 dB in short/mid/long-term operation stage 60 4 1.2 4 Noise excess by 2 dB in long-term operation 19 Xiashabei stage 80 4 1.2 1 Noise excess by 1~7.4 dB in mid/long-term operation stage 40 6 1.2 4 Noise excess by 3.2 dB in long-term operation 20 Xiashebei, stage Shangshebei, Shaba 100 6 1.2 1 Noise excess by 4.4 dB in long-term operation stage Noise excess by 2.5 dB in long-term operation 21 Village 2 52 6 1.2 4 stage 83 6 1.2 1 Standard satisfaction 30 6 1.2 4 Noise excess by 3.2 dB in long-term operation 22 Shixiawan stage 84 6 1.2 1 Noise excess by 0.8~9.6dB in short/mid/long-term operation stage Table 4.4.2.3-4 Impact analysis of acoustically sensitive locations during operation stagealternative scheme I for comparison section No Name of sensitive Distance from road Subgrade height Predicting point height Assessment locations center (m) (m) (m) standard Noise excess 30 2 1.2 4 Noise excess by 1.6~7.1dB in mid/long-term 1 Tianbei operation stage 76 2 1.2 1 Noise excess by 2~11.4 dB in short/mid/long-term operation stage 2 Egongkeng 100 0 1.2 1 Noise excess by 2.9~12.9 dB in short/mid/long-term operation stage 3 Hankengbei 30 8 1.2 4 Noise excess by 1 dB in long-term operation stage -- 104 -- MOC Highway Research Institute Environmental Engineering Office Environmental Assessment for Ailing-Ruijin Highway Chapter 4 Prediction and Assessment 83 8 1.2 1 Noise excess by 0.8~9.5 dB in short/mid/long-term operation stage 4 Ruilü primary school 80 2 1.2 1 Noise excess by 1.7~11.1 dB in short/mid/long-term operation stage 30 1 1.2 4 Noise excess by 2.6~8.7 dB in mid/long-term 5 Tongluotang operation stage 70 1 1.2 1 Noise excess by 3~12.9 dB in short/mid/long-term operation stage 50 8 1.2 4 Noise excess by 1.4 dB in long-term operation 6 Laliduxia stage 75 8 1.2 1 Noise excess by 1.3~10.1 dB in short/mid/long-term operation stage 7 RuijinCounty57 Farm 130 10 1.2 1 Noise excess by 6.4 dB in long-term operation stage 8 909 Geological Noise excess by 0.5~7.5 dB in ProspectingTeam 20 3 1.2 4 short/mid/long-term operation stage 60 1 1.2 4 Noise excess by 4 dB in long-term operation 9 Guowuduan stage 71 1 1.2 1 Noise excess by 2.9~12.8 dB in short/mid/long-term operation stage 60 1 1.2 4 Noise excess by 4 dB in long-term operation 10 Fengshuxia stage 71 1 1.2 1 Noise excess by 2.9~12.8 dB in short/mid/long-term operation stage 11 Sangongpai 70 3 1.2 1 Noise excess by 2.2~11.4 dB in short/mid/long-term operation stage 20 4 1.2 4 Noise excess by 0.5~5.2 dB in mid/long-term 12 Yanzilong operation stage 72 4 1.2 1 Noise excess by 1.6~8 dB in short/mid/long-term operation stage MOC Highway Research Institute Environmental Engineering Office -- 105 -- Environmental Assessment for Ailing-Ruijin Highway Chapter 4 Prediction and Assessment From the predicted results of sensitive locations, it can been seen that Prediction and calculation of 22 sensitive locations in the recommended scheme indicate that all of them are excessive in noise accounting for 100% in the total number of sensitive locations. Prediction and calculation of 12 sensitive locations in the alternative line scheme I indicate that all of them are excessive in noise accounting for 100% in the total number of sensitive locations. The main reasons for noise excess in sensitive locations are: Traffic volume in the proposed highway is big (particularly in long-term operation stage); Sensitive locations are close to the highway, or sensitive locations are located within an acoustic assessment scope with higher acoustic requirement such as class 1. 4.5 Prediction and assessment of ambient air impact 4.5.1 Prediction and assessment of ambient air impact during construction stage The major ambient air pollution in road construction stage is flying dust produced from mixing lime and soil, from material stock grounds and from leakage/spillover of material transportation, as well as dust from temporary roads and unpaved road surface. The assessment factor during construction stage is total suspension particle (TSP). Dust pollution from mixing lime and soil Base course construction needs to set up pavement base course mixing station, whose location will be determined during construction stage. According to relevant testing results, the TSP concentration in the air is 8.849mg/m3 in 50m leeward wind direction of mixing station, 1.703mg/m3 in 100m leeward wind direction of mixing station, and 0.483mg/m3 in 150m leeward wind direction of mixing station; class 2 standard requirement of national environmental air quality can be basically satisfied outside 300m. Assessing by the above-mentioned monitored data and surrounding air quality standard and considering the prevailing wind direction throughout the year along the route during construction stage, the above mixing stations should be set up 300m away from the leeward wind direction in sensitive village. Stock grounds for bulk materials Lime, cement and other bulk materials are apt to fly dust under wind force, the flying dust is basically concentrated on the scope 50m in leeward wind direction, considering its harmful effect to human body and plant, protection work should be well done during storage. Measures such as sprinkling water and covering cloth can effectively prevent the wind from blowing dust. Transportation of bulk materials Lime, gravel, sand and other bulk materials are very likely to cause dust pollution during their -- 106 -- MOC Highway Research Institute Environmental Engineering Office Environmental Assessment for Ailing-Ruijin Highway Chapter 4 Prediction and Assessment transportation whose impact coverage can reach 150m leeward wind direction (on 150m leeward wind direction, TSP pollution may still exceed class 2 air quality standard by 4 times), so vehicles transporting bulk materials must be managed strictly, prevention measures such as sprinkling water and covering cloth can be taken. Detour roads If detour roads have pavement or adopt gravel/sand to pave, then their transport flying dust is relatively light. If the builder's detour roads are only earth road surface, the dust pollution caused by vehicle transport will be more serious, and the impact coverage will be relatively large. According to relevant data, wind-borne flying dust belongs to falling dust with small particle diameter (10-20m), in unpaved road surface (earth), dust with particle diameter smaller than 5m accounts for 8%, dust with particle diameter 5-10m accounts for 24%, dust with particle diameter greater than 30m accounts for 68%, so temporary roads, unpaved detour roads and roads under construction are extremely likely to produce flying dust. But compared to dust pollution caused by mixing station, hazard from wind-borne flying dust is relatively small with shorter impacting cycle. In order to reduce dust amount and to effectively reduce its adverse effect on resident's normal life, it is proposed to frequently sprinkle water in populous residences. Sprinkling water can effectively reduce dust according to relevant data (reduces 70% of dust amount). Bituminous pavement construction's impact on ambient air along the route According to tested data of relevant bitumen mixing equipment, if advanced bituminous concrete mixing equipment (Italian MV2A) is adopted, then in normal running of the equipment, its bituminous smoke discharge concentration is 22.7mg/m3, complying with bituminous smoke discharges limit in GB16297-1996 Comprehensive Discharge Standard of Air Pollutant. This project intends to build bituminous structural surface course, the bituminous smoke produced from asphalt boiling and stirring will produce certain impact on this region's ambient air. According to our institute's measurement on Beijing Dayangfang asphalt mixing station, if advanced bituminous concrete mixing equipment (Italian MV2A) is adopted, then at 100m leeward, the bituminous smoke discharge concentration can meet with requirement of GB16297-1996 Comprehensive Discharge Standard of Air Pollutant. If field boiling and mixing equipment is adopted, then the bituminous smoke discharge concentration will greatly surpass the discharge standard. Therefore, mixing stations shall not be set up in places 300m leeward of which there are sensitive locations (hospitals, schools or large residences). 4.5.2 Prediction and assessment of ambient air impact during operation stage 4.5.2.1 Meteorological analysis of pollution Surface wind Wind direction The wind direction in the project region is mainly north wind or northerly wind, the MOC Highway Research Institute Environmental Engineering Office -- 107 -- Environmental Assessment for Ailing-Ruijin Highway Chapter 4 Prediction and Assessment period from October to March next year is winter wind time, from June to September is summer wind time; the winter wind is mostly north wind or northerly wind, while the summer wind is mostly southerly wind. The annual average wind speed in the project region is 1.8 meter/second with small wind speed difference in each month, generally within 1.6~2.0 meter/second. The average wind speed is 2.0 meter/second in winter, 1.7 meter/second in summer, and 1.8 meter/second in spring and fall. According to the routine meteorological statistics of the latest 3 years provided by National Meteorological Center, the annual prevailing wind direction in Ruijin City is the NNE wind with frequency of 13.7%. The statistics of wind direction, frequency, average wind speed, and pollution coefficients are shown in Table 4.5.2.1-1, the rose maps of wind direction and frequency see Fig. 4.5.2.1-1. Static wind Wind with speed smaller than 1. 0m/s is static wind, which is unfavorable to diffusion of air pollutants, especially when the static wind and inverse temperature appear at the same time, it is apt to cause serious ambient air pollution. The annual static wind frequency in Ruijin City is 36.7%. Wind speed Wind speed is an important factor determining ambient air's dilution ability to pollutant diffusion. The seasonal and annual wind speeds of each direction in Ruijin City are listed in Table 4. 5. 2. 1-1. The many years' average wind speeds in Ruijin City is 1.6m/s. Pollution coefficient Considering pollution degree in some direction, it is required to comprehensively consider the impact from wind direction frequency and average wind speed, so pollution coefficient needs to be calculated by the following formula: CpVi fi in whichCp ­­­average pollution coefficient fi ­­­frequency of certain wind direction VI ­­­average speed of certain wind direction. The calculation results see Table 4.5.2. 1-1. The pollution coefficient of certain position is large, indicating that the leeward pollution degree of that wind direction is high. Calculation results show that the direction with largest pollution coefficient in a year in Ruijin City is NNE, its rose maps of pollution coefficient in accumulated years are illustrated in Fig. 4.5.2.1-2. -- 108 -- MOC Highway Research Institute Environmental Engineering Office Environmental Assessment for Ailing-Ruijin Highway Chapter 4 Prediction and Assessment Table 4.5.2.1-1 Wind direction frequency, average wind speed, and pollution coefficient20012003 Place Statistics name Month item N NNE NE ENE E ESE SE SSE S SSW SW WSW W WNW NW NNW C Wind direction 5.7 19.3 5.7 5.0 1.7 3.3 0.7 1.0 1.0 1.3 2.0 4.3 1.7 1.3 1.3 2.3 38.3 Jan Average 2.2 2.2 1.7 1.7 0.9 0.8 0.3 1.0 1.2 1.5 1.1 1.1 0.9 0.7 0.9 1.8 Pollution 2.6 8.7 3.4 3.0 1.9 4.3 2.0 1.0 0.9 0.9 1.8 3.9 1.9 2.0 1.4 1.3 Wind 5.0 13.3 4.0 2.3 0.7 0.8 0.7 1.0 2.3 7.3 11.7 4.7 1.3 1.0 2.0 4.0 37.0 April Average 6.0 2.3 1.4 1.6 1.7 0.5 1.0 1.8 1.4 2.1 1.9 2.0 1.6 1.3 1.3 1.7 Pollution 0.8 5.8 2.8 1.5 0.4 1.6 0.7 0.5 1.7 3.4 6.0 2.4 0.8 0.8 1.5 2.4 Wind 2.7 4.3 4.3 5.3 1.0 2.0 3.7 4.7 8.0 14.3 10.0 8.7 1.7 1.0 1.0 1.0 20.3 Ruijin City July Average 1.7 2.1 1.5 1.2 1.0 1.1 1.3 1.7 1.5 2.0 1.8 1.6 2.1 1.5 1.2 1.0 Pollution 1.6 2.1 2.9 4.4 1.0 1.8 2.8 2.8 5.5 7.2 5.7 5.3 0.8 0.7 0.9 1.0 Wind 12.0 14.3 4.7 4.7 3.3 2.3 2.3 0.7 1.0 1.3 2.3 3.3 0.7 0.3 1.3 3.7 43.0 Oct Average 7.3 2.1 1.8 1.5 1.1 1.2 0.8 0.5 1.2 0.8 1.6 1.4 0.7 0.3 1.3 2.0 Pollution 1.6 6.8 2.6 3.0 3.1 2.0 3.0 1.3 0.9 1.6 1.5 2.3 1.0 1.0 1.0 1.9 Wind 8.3 13.7 5.7 4.7 1.3 2.0 1.7 1.7 2.7 4.7 5.7 4.7 1.3 1.0 1.0 3.0 36.7 Year Average 2.3 2.1 1.7 1.5 1.4 1.3 1.4 1.6 1.6 2.0 2.0 1.6 1.4 1.5 1.7 1.9 Pollution 3.6 6.5 3.4 3.1 1.0 1.5 1.2 1.0 1.6 2.3 2.9 2.9 1.0 0.7 0.6 1.6 noteSource from National Meteorological Center MOC Highway Research Institute Environmental Engineering Office -- 109 -- Environmental Assessment for Ailing-Ruijin Highway Chapter 4 Prediction and Assessment Fig. 4.5.2.1-1 Rose maps of wind direction and frequency Fig. 4.5.2.1-2 Rose maps of pollution coefficient -- 110 -- MOC Highway Research Institute Environmental Engineering Office Environmental Assessment for Ailing-Ruijin Highway Chapter 4 Prediction and Assessment Air stability determination Air stability is a basic parameter indicating atmospheric dilution ability and turbulence intensity. According to the observed data of surface wind direction, wind speed, and cloud amount, Pasquale's stability classification is adopted. According to the observed data by meteorological department, the atmospheric stability degree of areas along the project mostly takes on neutral D degree. The atmospheric stability classification in the assessment area is shown in Table 4.5.2.1-2. Table 4.5.2.1-2 Atmospheric stability classification Season Unstable Neutral Stable A B C D E F Spring 2.7 9.5 3.8 16.0 66.6 7.9 9.5 17.4 Summer 1.9 14.7 8.2 24.8 54.3 13.6 7.3 20.9 Autumn 3.8 15.9 5.5 25.2 45.3 11.8 17.6 29.6 Winter 1.1 11.7 6.1 18.9 47.5 13.3 20.3 33.6 Whole year 2.4 12.9 5.9 21.2 53.5 11.6 13.6 25.2 From Table 4.5.2.1-2, it can be seen that the neutral stability D occurs the most frequently in a year, about 53.5%, followed by stability E and F, about 25.2%; the unstable A, B and C have the least frequency, about 21.2%. The stability in a year assumes neutral to stable condition. 4.5.2.2 Pollutant discharge source intensity calculation of automobile tail gas After this project is put into operation, the automobile tail gas (exhaust) is the main source of ambient air pollutant, the size of pollutant emission is proportional to traffic volume, and is also related to vehicle composition and operating condition. Traffic volume estimate Traffic volume estimate and vehicle composition are same as above. Calculation of automobile pollutant discharge source intensity Calculation of gaseous pollutant discharge source intensity follows the formula of: 3 Qj = A iEij 3600-1 i=1 in which Qj ­­­discharge intensity of type j gaseous pollutantmg/s·m Ai ­­­hour traffic volume model i vehiclesvehicle/h Eij ­­­under the operation condition of automobile special road, single vehicle's discharge factor of model i vehicle and pollutant j in predicting year (adopt the recommended values of Environmental Impact Assessment Specifications for Road Construction (tentative) , mg/vehicle·m. Peak hour source intensity calculation formula: QLG =QL AG MOC Highway Research Institute Environmental Engineering Office -- 111 -- Environmental Assessment for Ailing-Ruijin Highway Chapter 4 Prediction and Assessment In whichAG is peak hour coefficient, set at 0.0611; Daily average source intensity calculation formula QLr = QL · Ar R In which Ar is traffic volume coefficient in daytime, set at 76.6%. R is hour number of a day, set at 16. The above source intensity calculation formula can be used to calculate the ambient air pollutant source intensity of the proposed highway. The prediction and assessment factor chosen for this project is NO2 and CO, the pollutant single-vehicle discharge factor adopts the recommended figures in Environmental Impact Assessment Specification for Road Construction Project (tentative), the conversion coefficient for NOX and NO2 is 0.8. Pollutant source intensity values are listed in Table 4. 5. 2. 2-1. Table 4.5.2.2-1 NO2 and CO discharge source intensity in each section of the proposed highway unitmg/(m·s) SHORT-TERM MID-TERM LONG-TERM Pollutant Road section name OPERATION OPERATION OPERATION STAGE STAGE STAGE Daytime Peak Daytime Peak Daytime Peak K0+050K4+500 0.408 0.521 0.741 0.946 1.318 1.682 NO2 K4+500K30+818.5 0.474 0.605 0.861 1.099 1.530 1.953 K0+050K4+500 1.110 1.417 2.493 2.932 4.432 5.212 CO K4+500K30+818.5 1.231 1.571 3.505 4.121 5.398 6.348 4.5.2.3 Ambient air pollutant diffusion mode Because the proposed highway is located in various kinds of topographical features, so the diffusion mode adopts the discharge pollutant diffusion mode in each topography recommended inEnvironmental Impact Assessment Specifications for Road Construction Project. If the road is close to cliff, the following formula is adhered to -- 112 -- MOC Highway Research Institute Environmental Engineering Office Environmental Assessment for Ailing-Ruijin Highway Chapter 4 Prediction and Assessment 2 CPR } 2 exp 12yy 2 - y + exp- 1 2L0 - y 2 y = Qj 2 U z(r) r = y2 + 2 12 (ze) e = z y In whichCPRpollutant concentration of predicting point R at discharge height of valid source, mg/m3; L0 distance from cliff to center line of line source, m. When the road passes through valleys, the following formula is adhered to: 2 CPR 1 2R0y } 2 exp 122Ly 2 - 0 y y +exp- 2 y In whichL0distance from road centre line to left valley wall, m; R0distance from road centre line to right valley wall, m; If the road is located in plain or rolling terrain, the following formula is adhered to When the angle between wind direction and linear source is 0°<< 90°, the diffusion mode is 2 2 1 z - h 2 CPR = Qj B 1 1 y - + exp- dl U A2 y z exp- 2 y exp 2 z 1 z + h 2 z In which: CPR pollutant concentration produced by road linear source section AB on predicting point R, mg/m3 U average wind speed of predicting section at effective discharge source height, m/s; Qj model j gaseous pollutant discharge source intensity, mg/vehicle·m; y,z horizontal and transverse wind direction and vertical diffusion parameter, m; x distance of leeward wind direction from linear source infinitesimal middle point to predicting point, m; y distance of transverse wind direction from linear source infinitesimal middle point to predicting point, m; Z height from predicting point to ground, m; MOC Highway Research Institute Environmental Engineering Office -- 113 -- Environmental Assessment for Ailing-Ruijin Highway Chapter 4 Prediction and Assessment h effective discharge source height, m; AB Linear source starting and terminal points. When wind direction is vertical to linear source(90°)the diffusion mode is C 2 1 / 2 Qj 2 z h2 U z exp- 2 When wind direction is parallel to linear source(0°)the diffusion mode is C 1 / 2 Qj 2 1 Uz(r) r = y2 + z2 1 / 2 e2 e = z / y In which: r equivalent distance from infinitesimal to predicting pointm e conventional diffusion parameter ratio The meanings of other notations are the same as above. The diffusion parameters are determined according to Environmental Impact Assessment Specifications for Road Construction Project. 4.5.2.4 Ambient air impact prediction and assessment Automobile exhaust diffusion prediction at both sides along the route Under D stability degree, the NO2 and CO diffusion predicted results in each section of the proposed highway in each predicting year are listed in Table 4.5.2.4-14.5.2.4-3 and Table 4.5.2.4-44.5.2.4-6. K0+050K4+500 The NO2 peak hour max concentration and daily max concentration in this section is 0.113mg/m3 and 0.089mg/m3 respectively occurring in long-term operation stage, accounting for 47.1% and 74.2% in assessment criterion value respectively; The CO peak hour max concentration and daily max concentration in this section is 0.349/m3 and 0.297mg/m3 respectively occurring in long-term operation stage, accounting for 3.49% and 7.43% in assessment criterion value respectively. K4+500K30+818.5 The NO2 peak hour max concentration and daily max concentration in this section is 0.131mg/m3 and 0.103mg/m3 respectively occurring in long-term operation stage, accounting for -- 114 -- MOC Highway Research Institute Environmental Engineering Office Environmental Assessment for Ailing-Ruijin Highway Chapter 4 Prediction and Assessment 54.6% and 85.8% in assessment criterion value respectively; The CO peak hour max concentration and daily max concentration in this section is 0.425mg/m3 and 0.362 mg/m3 respectively occurring in long-term operation stage, accounting for 4.25% and 9.05% in assessment criterion value respectively. Table 4.5.2.4-1 NO2 diffusion prediction during short-term operation stage (stability D) unitmg/m3 Name of road Traffic Angle between Distance to road center linem section condition wind direction and road 20 30 40 50 60 80 100 150 200 90° 0.027 0.027 0.026 0.024 0.023 0.019 0.017 0.013 0.010 K0+050 Daily average 0° 0.018 0.016 0.014 0.012 0.011 0.009 0.007 0.005 0.004 K4+500 90° Peak hour 0.035 0.034 0.033 0.031 0.029 0.025 0.022 0.016 0.013 0° 0.022 0.020 0.017 0.015 0.014 0.011 0.009 0.007 0.005 90° 0.032 0.031 0.030 0.028 0.026 0.023 0.020 0.015 0.012 K4+500 Daily average 0° 0.020 0.018 0.016 0.014 0.012 0.010 0.009 0.006 0.005 K30+818.5 90° Peak hour 0.041 0.040 0.038 0.036 0.033 0.029 0.025 0.019 0.015 0° 0.026 0.023 0.020 0.018 0.016 0.013 0.011 0.008 0.006 Table 4.5.2.4-2 NO2 diffusion prediction during mid-term operation stage (stability D) unitmg/m3 Angle Distance to road center linem Name of Traffic between road section condition wind direction 20 30 40 50 60 80 100 150 200 and road Daily 90° 0.050 0.049 0.047 0.044 0.041 0.035 0.031 0.023 0.018 K0+050 average 0° 0.032 0.028 0.025 0.022 0.020 0.016 0.013 0.010 0.007 K4+500 90° 0.064 0.062 0.060 0.056 0.052 0.045 0.039 0.029 0.023 Peak hour 0° 0.041 0.036 0.032 0.028 0.025 0.020 0.017 0.012 0.009 Daily 90° 0.058 0.057 0.054 0.051 0.047 0.041 0.036 0.027 0.021 K4+500 average 0° 0.037 0.033 0.029 0.025 0.023 0.018 0.016 0.011 0.009 K30+818.5 90° 0.074 0.072 0.069 0.065 0.061 0.052 0.046 0.034 0.027 Peak hour 0° 0.047 0.042 0.037 0.032 0.029 0.024 0.020 0.014 0.011 Table 4.5.2.4-3 NO2 diffusion prediction during long-term operation stage (stability D) unitmg/m3 Angle Distance to road center linem Name of road Traffic between wind section condition direction and 20 30 40 50 60 80 100 150 200 road 90° 0.089 0.087 0.083 0.078 0.073 0.063 0.055 0.041 0.032 K0+050 Daily average 0° 0.057 0.050 0.044 0.039 0.035 0.028 0.024 0.017 0.013 K4+500 90° 0.113 0.111 0.106 0.099 0.093 0.080 0.070 0.052 0.041 Peak hour 0° 0.072 0.064 0.056 0.050 0.044 0.036 0.030 0.022 0.017 90° 0.103 0.101 0.096 0.091 0.084 0.073 0.063 0.047 0.037 K4+500 Daily average 0° 0.066 0.058 0.051 0.045 0.040 0.033 0.028 0.020 0.015 90° 0.131 0.129 0.123 0.116 0.108 0.093 0.081 0.060 0.048 K30+818.5 Peak hour 0° 0.084 0.074 0.065 0.058 0.051 0.042 0.035 0.025 0.020 MOC Highway Research Institute Environmental Engineering Office -- 115 -- Environmental Assessment for Ailing-Ruijin Highway Chapter 4 Prediction and Assessment Table 4.5.2.4-4 CO diffusion prediction during short-term operation stage (stability D) unitmg/m3 Angle Distance to road center linem Name of Traffic between road section condition wind direction 20 30 40 50 60 80 100 150 200 and road K0+050 Daily average 90° 0.075 0.073 0.070 0.066 0.061 0.053 0.046 0.034 0.027 0° 0.048 0.042 0.037 0.033 0.029 0.024 0.020 0.014 0.011 K4+500 Peak hour 90° 0.095 0.093 0.089 0.084 0.078 0.068 0.059 0.044 0.034 0° 0.061 0.054 0.047 0.042 0.037 0.030 0.026 0.018 0.014 K4+500 Daily average 90° 0.083 0.081 0.077 0.073 0.068 0.059 0.051 0.038 0.030 0° 0.053 0.047 0.041 0.036 0.032 0.026 0.022 0.016 0.012 K30+818.5 Peak hour 90° 0.106 0.103 0.099 0.093 0.087 0.075 0.065 0.048 0.038 0° 0.068 0.060 0.053 0.046 0.041 0.034 0.028 0.020 0.016 Table 4.5.2.4-5 CO diffusion prediction during mid-term operation stage (stability D) unitmg/m3 Angle Distance to road center linem Name of road Traffic between wind section condition direction and 20 30 40 50 60 80 100 150 200 road Daily 90° 0.167 0.162 0.152 0.141 0.130 0.110 0.095 0.069 0.054 K0+050 average 0° 0.104 0.090 0.078 0.068 0.060 0.048 0.040 0.029 0.022 K4+500 90° Peak hour 0.196 0.190 0.179 0.166 0.152 0.129 0.111 0.081 0.064 0° 0.122 0.106 0.092 0.080 0.071 0.057 0.048 0.034 0.026 Daily 90° 0.235 0.227 0.214 0.198 0.182 0.155 0.133 0.097 0.076 K4+500 average 0° 0.146 0.127 0.110 0.096 0.085 0.068 0.057 0.040 0.031 K30+818.5 90° Peak hour 0.276 0.267 0.251 0.233 0.214 0.182 0.156 0.114 0.090 0° 0.172 0.149 0.129 0.112 0.099 0.080 0.067 0.047 0.037 Table 4.5.2.4-6 CO diffusion prediction during long-term operation stage (stability D) unitmg/m3 Angle Distance to road center linem Name of road Traffic between wind section condition direction and 20 30 40 50 60 80 100 150 200 road K0+050 Daily average 90° 0.297 0.287 0.270 0.250 0.230 0.195 0.168 0.123 0.096 0° 0.185 0.160 0.138 0.121 0.107 0.086 0.072 0.051 0.039 K4+500 Peak hour 90° 0.349 0.338 0.318 0.294 0.271 0.230 0.198 0.144 0.113 0° 0.217 0.188 0.163 0.142 0.126 0.101 0.085 0.060 0.046 K4+500 Daily average 90° 0.362 0.350 0.329 0.305 0.281 0.238 0.205 0.149 0.117 0° 0.225 0.195 0.169 0.147 0.130 0.105 0.088 0.062 0.048 K30+818.5 Peak hour 90° 0.425 0.411 0.387 0.358 0.330 0.280 0.241 0.176 0.138 0° 0.265 0.229 0.198 0.173 0.153 0.123 0.103 0.073 0.056 Impact assessment on ambient air along the proposed highway Linear superimposition of predicted diffusion concentration and background concentration is the predicted value of ambient air quality. Background value is calculated as the average daily NO2 concentration value of monitoring points; the background value chooses the maximum 0.018 mg/m3 in 5 days' current situation monitoring. The peak value and daily average value and their pollution conditions in each assessment year are listed in Table 4.5.2.4-7. -- 116 -- MOC Highway Research Institute Environmental Engineering Office Environmental Assessment for Ailing-Ruijin Highway Chapter 4 Prediction and Assessment From Table 4.5.2.4-7, the following conclusions can be arrived The NO2 peak hour max concentration in 20m is 0.059mg/m3, the daily average max concentration is 0.050mg/m3 during the short-term operation stage; The NO2 peak hour max concentration in 20m is 0.092mg/m3, the daily average max concentration is 0.076mg/m3 during the median operating stage; the NO2 peak hour max concentration in 20m is 0.149mg/m3, the daily average max concentration is 0.121mg/m3 during the long-term operating stage. The NO2 peak hour concentrations in 20m from road center line of each section of the proposed highway can meet the class 2 limits for ambient air quality standard during the short, mid and long-term operation stages; The NO2 daily average concentrations in 20m from road center line of each section of the proposed highway can meet the class 2 limits for ambient air quality standard during the short and mid-term operation stages; The NO2 daily average concentration standard-satisfying distance of each section of the proposed highway during long-term operation stage are: 20m for K0+050~K4+500 section, 30m for K4+500~K30+818.5 section. Table 4.5.2.4-7 NO2 concentration prediction of each section during operation stage (stability D) unitmg/m3 Standard- Operation Name of Distance to road center linem Traffic satisfying stage road section condition 20 30 40 50 60 80 100 150 200 distance (m) K0+050 Daily average 0.045 0.045 0.044 0.042 0.041 0.037 0.035 0.031 0.028 20 Short-term K4+500 Peak hour operation 0.053 0.052 0.051 0.049 0.047 0.043 0.040 0.034 0.031 20 stage K4+500 Daily average 0.050 0.049 0.048 0.046 0.044 0.041 0.038 0.033 0.030 20 K30+818.5 Peak hour 0.059 0.058 0.056 0.054 0.051 0.047 0.043 0.037 0.033 20 K0+050 Daily average 0.068 0.067 0.065 0.062 0.059 0.053 0.049 0.041 0.036 20 Mid-term K4+500 Peak hour operation 0.082 0.080 0.078 0.074 0.070 0.063 0.057 0.047 0.041 20 stage K4+500 Daily average 0.076 0.075 0.072 0.069 0.065 0.059 0.054 0.045 0.039 20 K30+818.5 Peak hour 0.092 0.090 0.087 0.083 0.079 0.070 0.064 0.052 0.045 20 K0+050 Daily average 0.107 0.105 0.101 0.096 0.091 0.081 0.073 0.059 0.050 20 Long-term K4+500 Peak hour operation 0.131 0.129 0.124 0.117 0.111 0.098 0.088 0.070 0.059 20 stage K4+500 Daily average 0.121 0.119 0.114 0.109 0.102 0.091 0.081 0.065 0.055 30 K30+818.5 Peak hour 0.149 0.147 0.141 0.134 0.126 0.111 0.099 0.078 0.066 20 4.6 Hazardous cargo transportation risk analysis during operation stage The proposed Ailing (Jiangxi and Fujian border)-Ruijin Highway in Jiangxi Province of national key Xiamen-Chengdu Expressway basically aligns in parallel to the existing National Road 323 in Ruijin territory and intersects with G323 in Yunshishan interchange. After completion and operation of this highway, certainly it will attract traffic from National Road 323, so hazardous chemical cargo transportation risk analysis for the proposed highway will be based on the MOC Highway Research Institute Environmental Engineering Office -- 117 -- Environmental Assessment for Ailing-Ruijin Highway Chapter 4 Prediction and Assessment investigation data on hazardous cargo transportation risk analysis and traffic accident of National Road 323 to predict the traffic accident probability of hazardous cargo transportation on the proposed highway through computational analysis, especially the traffic accident probability on bridge sections overpassing rivers and sections passing tunnels. Their danger will be briefly analyzed and relevant precaution and emergency measures will be suggested. This risk analysis is mainly to analyze traffic accident probability and to propose prevention measures. 4.6.1 Chemical hazardous substance production and transportation in project region According to the statistical data, in 2003 the variety and output of chemical hazardous substances in the project-influenced Ganzhou Prefecture are listed in Table 4.6.1-1. Table 4.6.1-1 2003 chemical hazardous substance production in Ganzhou Prefecture Sulphuric Sodium-hydroxide Coal gas acid caustic soda Chemical 10,000 converted pesticide Rosin Explosive Detonator Match 103 100% converted 100% ton ton ton 10,000 case ton ton 1656 5331.8 9314 551 1480 7898 3256 151082 According to investigation, the major varieties of chemical hazardous substances transported on G323 in the project region include gasoline, liquid gas, liquid ammonia, sulfuric acid, hydrochloric acid, matches, fireworks, firecracker and explosive device(detonator, blasting explosive). Of which, the transportation volume of gasoline and liquid gas accounts for the majority of hazardous substances transportation quantity, approximately 70~80%. 4.6.2 Traffic accident probability calculation of hazardous cargo vehicles Calculation formula After the proposed highway is put into operation, the traffic accident probability estimation of hazardous cargo vehicles in each section and Mianjiang River bridge section is calculated mainly on the basis of G323's traffic accident rate in Huichang and Yudu counties (Ruijin City is adjacent to Huichang County and Yudu County, the traffic and transportation conditions of G323 in the above 1 city and 2 counties are very similar), and on the basis of the traffic volume of each predicting year and length of highway section under estimation of the proposed highway. In the proposed highway, the traffic accident probability of hazardous cargo vehicles in the whole section or in its large bridge sections in a given predicting year can be calculated by the following formula: Pij = A BC D E F In which Pij----in the proposed highway, the traffic accident probability of hazardous cargo vehicles in the whole section or its specific section in a given predicting year, times/year. -- 118 -- MOC Highway Research Institute Environmental Engineering Office Environmental Assessment for Ailing-Ruijin Highway Chapter 4 Prediction and Assessment A----traffic accident rate in a certain section of National Road 323 in a certain base year, time/a million trucks·Kilometer. B----the percentage of vehicles transporting hazardous cargo in National Road 323, %; C----average annual traffic volume of the whole proposed highway in a predicting year, million vehicles/year; D----length of highway section to be examined(the whole highway section or the bridge, tunnel section), km; E----under comparable condition, because highway operation, percentage of possible traffic accident reduction, %; F----safety coefficient of vehicle transporting hazardous cargoes. Determination of each parameter Traffic accident rate in National Road 323 in Huichang and Yudu sections The sections of G323 in Huichang and Yudu are 27.3km and 61.2km long respectively with road grade of 2 for both. From 2001 to 2003, the traffic accidents of G323 in the two county sections are listed in Table 4.6.2-1. The traffic volumes of G323 in the two county sections in 2002 and 2003 are listed in Table 4.6.2-2. Table 4.6.2-1 Traffic accidents of G323 in Huichang and Yudu sections in recent years Accident times Area Year Of which number of grave and extra-grave times/year accidents 2001 161 Grave and extra-grave accidents 27 times accounting for 26% Huichang Grave and extra-grave accidents 25 times County 2002 153 accounting for 16% 2003 150 Grave and extra-grave accidents 19 times accounting for 12% 2001 -- -- Grave accidents 34 timesextra-grave accidents Yudu 2002 195 1 timesaccounting for 18% County Grave accidents 24 timesno extra-grave 2003 148 accidentsaccounting for 16.2% Table 4.6.2-2 Traffic volumes of G323 in Huichang and Yudu sectionsabsolute value, vehicle/day Year Huichang section Yudu section 2002 3653 4457 2003 4014 5006 Based on G323's annual average traffic accidents in Huichang and Yudu sections in 2001 MOC Highway Research Institute Environmental Engineering Office -- 119 -- Environmental Assessment for Ailing-Ruijin Highway Chapter 4 Prediction and Assessment 2003 and its traffic volumes in 2002 and 2003, the average traffic accident rate of G323 in Huichang and Yudu sections in recent years is calculated at 2.832×10-6times/km, that is A=2.832times/million vehicle·km. Percentage of vehicles transporting hazardous cargoes Among G323 traffic volume, the percentage of hazardous cargo transportation vehicles is about 0.5% in the total vehicle number, that is B=0.5%. Traffic volume in each characteristic year The annual traffic volumes of each predicting year are listed in Table 4.6.2-3. Table 4.6.2-3 Annual traffic volumes of each predicting year unit106pcu/year Short-term operation Mid-term operation Long-term operation Predicting year Road section stage2009 stage2015 stage2023 Whole road section 2.643330 4.869465 9.001995 Length of highway section to be examined In addition to the whole road section of the proposed highway, the section to be examined is mainly Mianjiang River bridge section and tunnel section, see Table 4.6.2-4 for details. Table 4.6.2-4 Length of highway section to be examined unitkm Total length of Bridge section Total length of Of which Ailing road section overcrossing river (Mianjiang River) tunnel section tunnel section 31.0 1.087 1.175 0.60 Reduced traffic accident percentage by highway Under comparable conditions, the reduced traffic accident percentage by highway operation is set at 50%, namely E is 0.5. Transportation safety coefficient of hazardous cargo vehicle This coefficient means that vehicles engaged in hazardous cargo transportation, no matter from the driver's security consciousness, or its special sign of the vehicle itself, will generally have less traffic accident possibilities than ordinary vehicles. Generally the coefficient F is set at 1.5. Traffic accident probability of hazardous cargo vehicles The traffic accident probabilities of hazardous cargo vehicles in predicting year in each examined section are listed in Table 4.6.2-5 -- 120 -- MOC Highway Research Institute Environmental Engineering Office Environmental Assessment for Ailing-Ruijin Highway Chapter 4 Prediction and Assessment Table 4.6.2-5 Traffic accident probabilities of hazardous cargo vehicles in predicting year in each examined section unittimes/year Highway section to be examined Whole section Bridgesection Tunnel section Of which Ailing Predicting year tunnel section Short-termoperation stage 0.387 0.014 0.016 0.008 Mid-termoperation stage 0.713 0.025 0.031 0.017 Long-termoperation stage 1.317 0.046 0.057 0.032 4.6.3 Brief analysis of hazardous cargo transportation risk It can be seen by the calculation data in Table 4.6.2-5 that after the proposed highway is put into operation, the traffic accident probability of hazardous cargo vehicles in each predicting year on whole highway section is very small, and even less on river-overcrossing bridge sections and tunnel sections. Besides, the danger and graveness of traffic accidents vary greatly. According to the data provided from Huichang and Yudu County traffic police, during 20012003 there occurred 807 accidents, of which 130 grave and fatal accidents, others are ordinary and slight accidents. The percentage of grave and fatal accidents accounts for 16% in the total accidents. So in the above traffic accident probability, the possibly influencingacceptableprobability is 16%. So, as far as hazardous cargo transportation traffic accidents are concerned, accidents such as explosion and fire caused by traffic accidents are very rare, the possibility of vehicle breaking away from the road is extremely rarer. In summary, after the proposed highway is open to traffic, the possible traffic accident probability of hazardous cargo vehicles on the whole road in each forecasting year is approximately 0.060.21 times/year, and smaller in bridge and tunnel sections, and even smaller in sensitive road sections at Mianjiang River bridge and Ailing tunnel. That is, the acute accident risk probability of hazardous cargo vehicles in this highway is minimal. However, statistics indicates that the traffic accident probability of hazardous cargo transportation vehicle is not zero, so the emergence of grave traffic accidents can't be eliminated. There is still possibility that hazardous cargo transportation vehicle may occur traffic accident in the proposed highway and may seriously pollute the environment such as diffusion of poisonous gas or harmful liquid flow into river system. And probability of such accident occurring within tunnels still exists. So, in order to prevent pollution risk of hazardous cargo transportation, effective precaution and emergency measures must be taken. MOC Highway Research Institute Environmental Engineering Office -- 121 -- Chapter 5 Public Participation Environmental Assessment for Ailing-Ruijin Highway Chapter 5 Public Participation 5.1 Public participation survey Under the energetic cooperation of the construction unit and local government along the route, the assessment unit has carried out the public participation survey in March of 2005 in two forms: filling in family investigation form and group interview. The former is targeted at individual villagers along the proposed highway, and the latter was undertaken in Yeping Township and Yunshishan Township of Ruijin City. Before investigation, the public participation investigation form was printed with contents to be investigated. A sample investigation form is shown in Attachment 3. On the basis of filling in two types of investigation forms, this public participation investigation made a statistics and summary on the investigated information, which was finally summarized into the public participation investigation results for this project and corresponding opinions and suggestions are proposed. 5.2 Individual investigation and household interview 5.2.1 Goal and method Individual investigation and household interview is to comprehend the basic attitude to this engineering construction, familiarity with policies on land acquisition of aquatic production fields, removal and resettlement for road project, and understanding degree to possible environmental impact, of people along the project, especially those people who may be subject to land acquisition, removal and resettlement, and to solicit their suggestions for adopting measures to mitigate these adverse effects. Meanwhile, the survey result is fedback to the construction unit and designing unit for adoption or proper solution at the time of design and construction. In conducting individual investigation and household interview, the investigation table is directly sent to each subject and the content, requirement and goal of the investigation are explained to them, then the investigated subjects fill in the table. 5.2.2 Investigated subjects and number This investigation scope covers 2 townships: Yeping Township and Yunshishan Township of Ruijin City. The administrative villages and units involved are: Yanba, Chaotian, Yunshishan, Tiancun, Xiacun, Gaoyu, Beixia and farming machinery station of Yunshishan Township, and Xiepai, Yunji, Huangsha, Shiyuan, Xialuo, Songping, Tianwu and Zhufang of Yeping Township. This investigation recovered 92 household interview questionnares and investigated 92 people, of which 80 farmers, accounting for 87.0% in the total subject number for household interview. Among those subjects for household interview, no one has college and above education, 43 people have high school and specialized technical school education, 43 people have junior - 122 - Environmental Assessment for Ailing-Ruijin Highway Chapter 5 Public Participation school education, 6 people have education elementary school education. For details see Fig. 5.2.2-1. 47% 47% 0% 6% 0% Fig. 5.2.2-1a Educational composition of subjects in household interview 8% 1% 8% 33% 50% 10000 1000030000 3000050000 50000 Fig. 5.2.2-1b Annual income of household in household interview - 123 - Chapter 5 Public Participation Environmental Assessment for Ailing-Ruijin Highway 5.2.3 Results of individual investigation and household interview The results of individual investigation and household interview are shown in Table 5.2.3-1. Table 5.2.3-1 Result summary of household interview Type Person number Percentage% Remark Total number of investigated subjects 92 100.00 Do you agree with Yes 85 92.4 2 subjects did not fill in construction of this No 1 1.1 this column, accounting highway? Whatever 4 4.4 for 2.1% Land acquisition 30 32.6 Removal 7 7.6 Direct impact on 12 subjects did not fill Land acquisition your family by in this column, and removal 8 8.7 construction of this accounting for 13.0% No land highway some filled in more than acquisition and one item no removal 27 29.4 Other 9 9.8 Whether Serious impact 0 0.0 construction of this Some impact 32 34.8 18 subjects did not fill highway will Slight impact 11 12.0 in this column, produce impact on accounting for 19.5% your family No impact 31 33.7 Economic income 19 20.7 Positive Life quality 16 17.4 impac Production and On t labor 16 17.4 which Daily movement 20 21.7 27 subjects did not fill aspect in this column, the Others 5 5.4 accounting for 29.4% impact Economic some filled in more than will be income 12 13.0 one item exerting Life quality 10 10.9 Negative impact Production and labor 11 12.0 Daily movement 11 12.0 Others 9 9.8 If your family is Yes 6 6.5 subject to land No 70 76.1 11 subjects did not fill acquisition, removal in this column, and resettlement, do Whatever accounting for 12.0% you have objection? 5 5.4 Do you understand Yes 1 1.1 the compensation Some 30 32.6 27 subjects did not fill policies on land in this column, acquisition, removal No accounting for 29.4% and resettlement? 34 37.0 Are you satisfied Yes 7 7.6 with the Basically yes 16 17.4 60 subjects did not fill compensation in this column, No 4 4.4 policies? accounting for 65.2% Whatever 5 5.4 What kind of Noise 35 38.0 23 subjects did not fill environmental Flying dust 50 54.4 in this column, - 124 - Environmental Assessment for Ailing-Ruijin Highway Chapter 5 Public Participation pollution do you Water pollution 16 17.4 accounting for 25.0% think will exert some filled in more than relatively big impact one item on you during Other construction stage? 9 9.8 What kind of Noise 40 43.5 environmental Flying dust 30 32.6 32 subjects did not fill pollution do you Automobile in this column, think will exert exhaust 11 12.0 accounting for 34.8% relatively big impact some filled in more than on you during Other one item operation stage? 4 4.4 Road planting 64 69.6 21 subjects did not fill What kind of in this column, measures do you Sound barrier 30 32.6 propose to eliminate Route adjustment 2 2.2 accounting for 22.8% such impacts? Other some filled in more than 2 2.2 one item 1. Construction of this highway is good to the country and the people, can promote regional economic growth and can produce economic income, so support construction of thisprojectandhopetostartitassoonaspossible. 2.Duringconstruction,itisrequiredtoperfectwaterfacility,passagewayandsurrounding environment,andtobuildanenvironmentally-friendlyhighway. 3. To avoid farmlands and houses, the route should align preferably close to mountain terrain, it is suggested to align the Yunshishan village section of the route along Do you have any other suggestions? Tiancun-Beixia-Gaowei (Yu)Yunshishan villagers, and to align the Yeping section along Xiashengtan-G206 by a viaductSongping villagersfor the sake of daily movementandfewestfarmlandoccupation. 4. Each compensation fee must be handled according to relevant regulations specified by higher governments, more benefits should be given to the people by considering local circumstances, the compensation criteria should be raised to be same as that for railway construction. 5.Householdstoberemovedshouldbegivennewlandsforhousinghousingland. 5.3 Group interview 5.3.1 Theme of group interview The theme of group interview is as follows: positive impact of construction of the proposed highway to local social economic development; which kinds of adverse impact caused by construction of this project, any mitigation measures and suggestions. 5.3.2 Group interview subjects The Project convened 2 group interviews with their subjects and number shown in Table 5.3.2-1. - 125 - Chapter 5 Public Participation Environmental Assessment for Ailing-Ruijin Highway Table 5.3.2-1 Group interview subjects Place Interviewed subjects and number 9 persons from the township governmentvice mayor, vice chairman of people's congress, director of land management, director of water conservation, director of Yeping water technology, director of management, director of forestry, chairman of women's Township association, and 1 person from the youth League; the director or secretary of Xialuo, Xiepai, Yunji, Shiyuan, Songping, Zhufang and Huangsha villages, a total of 16 persons. 6 persons from the township governmentvice mayor, chairman of people's congress, Yunshishan 1 person from land management station, 1 person from forestry station, 1 person from Township water conservancy station, 1 person from township Party office; the director or secretary of Yanba, Chaotian, Yunshishan, Xiacun, and Beixia, a total of 13 persons. There are 29 participants in the above 2 group interviews. 5.3.3 Summary of group interview memorandum Positive impacts of construction of this proposed highway on local social development Both the cadre and the people in each township and village support the construction of this project and hope an earlier start, believing that this road construction is beneficial to the country, the people, the city, and the township. Negative impacts of construction of this proposed highway on local area and mitigation measures and suggestions To give full consideration to drainage, flood prevention and culvert design, and the route should be aligned in harmony with existing canals and roads. To pay attention to the protection and restoration of local water facilities and irrigation system. To consider people's actual living standard in revolutionary area and to raise the compensation criteria to those people who are to be removed and resettled. To give humanity care in design, for example to build toilets and shops in entrance and exit sections. 5.4 Major problems and treatment opinions Through comprehensive analysis, opinion proposed by the inhabitants and government along the route on this highway construction is mainly embodied in the following several aspects: Along the proposed highway, the local governments of villages and townships all support construction of this road very much, most inhabitants support construction of this road, approximately 92.4% of the investigated subjects support this engineering construction, believing that construction and operation of this road can promote local economic development, can raise their living standard, they indicated that they agree, or conditionally agree to the land acquisition, removal and resettlement. 4.4% of the investigated subjects thought that construction of this road does not concern them very much, and 1.1% of them worried that the road construction may bring inconvenience to their life, therefore do not approve construction of this road very much. - 126 - Environmental Assessment for Ailing-Ruijin Highway Chapter 5 Public Participation Approximately 49% of households involved in this public participation and investigation may be removed and resettled. About 47% of the households thought that the road construction would influence their lives. Approximately 22% are satisfied and basically satisfied with the compensation policy of the government and most of them poorly understand the compensation policy. The investigation indicated that about 21% and 17% of the subjects thought that this highway construction can increase their income and bring convenience to their production respectively; about 17% and 22% of the subjects thought that the road can improve their quality of life and access conditions respectively; still there are 12% of the subjects who pointed out that the highway construction may possibly reduce the income and living standard of some people along the route and can affect their movement and production activities, they suggested to raise compensation standard for land acquisition if possible. The local governments and people along the route are very concerned with the flying dust, noise, and water pollution problems caused by this project during construction stage. About 54.4% of the subjects thought that the road construction would produce flying dust; about 38% thought that the construction might produce noise pollution; about 17.4% pointed out that the water pollution during construction stage could also impact their life. Therefore, supervision and management should be strengthened over the construction; emphasis shall be given to provide a normal production and living condition to people along the route. After construction and operation of the proposed highway, people are all concerned with the pollution problems such as traffic noise, road dust and automobile exhaust discharge. 69.6% of the subjects suggested to adopt highway planting to mitigate the adverse impacts, moreover, about 32.6% of the subjects suggested to adopt "sound-proofing wall" to reduce traffic noise. Therefore, in addition to earnestly adopting the environmental protection measures proposed in this report, this project must also conduct construction of highway planting belt, must control the traffic noise, automobile exhaust and road surface dust pollution produced from this project in a permissible scope. Selection of highway route alignment can have certain influence on the inhabitants along the route. Some individual subjects proposed to adjust the route so as to reduce adverse impacts on the people, and they proposed an adjustment plan that they believe to be more appropriate. This assessment will truthfully feedback the actual circumstances proposed from people along the route to the design unit and the owner, who should fully consider the inhabitant's actual interests, and if permitted by the project, satisfy local people's demands as much as possible. 5.5 Information releasing and feedback In the next stage, it is to use television, broadcast, publication, and bulletin to release information to the public on such questions as the significance of the project, route alignment, immigration resettlement and environment. - 127 - Chapter 5 Public Participation Environmental Assessment for Ailing-Ruijin Highway All environmental documents such as the environmental impact report, the environmental management plan, and the environmental assessment summary will be open to the public. The construction unit will put all environmental documents related to this project in concerned reference offices and resettlement offices of Ruijin City, and at the same time will announce the storing places for the environmental documents in newspapers. In this situation, the public can access to the related information without going to the governmental department. The construction unit will set up environmental protection complaint telephone in the immigrant resettlement organizations of all levels so as to collect and record the public's suit and complaint on environmental protection aspect of highway construction. After receiving such suit and complaint, the construction unit will go to the site for a solution jointly with local environmental protection department within 48 hours. According to the various environmental protection measures put forward in this assessment report, Jiangxi Provincial Expressway Administration will carry out trace investigation during the design, construction, and operation stages, for example, to investigate people along the route who are subject to environmental impact or to collect public's opinion. Jiangxi Provincial Environmental Protection Agency will carry on sampling inspection to the implementation of the environmental protection measures. 5.6 Summary of public participation Regarding the public's opinion, the construction unit and designing unit have paid great attention and will take into consideration during route design. For the possible environmental problems caused by this project, the environment assessment unit and the design unit have proposed corresponding environmental protection measures, and will obtain agreement from the affected people. In the preliminary preparation and design stage, this project designers have conducted full consultation and exchange with local governments, social organizations, and the public from all walks of life, as a result, the route selection, setting-up of interchange. Linking-up roads, environmental protection, immigrant resettlement and so on have all reflected the public's opinion. Therefore, this project has won the public's support. - 128 - Environmental Assessment for Ailing-Ruijin Highway Chapter 6 Alternative Lines Chapter 6 Comparison and Selection of Route Alternative Schemes 6.1 Overview of route schemes 6.1.1 Introduction to the scheme Starting from AilingK0050of Wuyi Mount in the border between Jiangxi and Fujian provinces and overcrossing Nanchang-Xiamen Railway near Cikeng, the route passes through Shiyuanbei, Jiucaihu, and Shibei, and overcrosses Mianjiang River near Dongtouling; then the route passes through Xiewu, Songwu, National Road 206, Bojiping, Xinsongshanxia, and Tianwu where the route divides into two schemes: scheme I and scheme II. Scheme II passes through Zuoshuling, Nanchang-Xiamen road (National Road 319), and Hulipai, afterwards the route passes through Jiangwu tunnel to Songshanxia, Jiantounao, Liaowu to meet the joining point of scheme I and II. Scheme I passes through Tianbei, and sets up Ruijin north interchange near Egongkeng to connect with Nanchang-Xiamen road(National Road 319); then forwards the route passes through Hankengbei and overcrosses Nanchang-Xiamen road (National Road 319) for the second time, then it passes by Tongluotang, Laligaoxia, Wangxing, Wuqi Farm, Guowuduan and Yanzilong, and joins into scheme II in Sangongwo; again the route passes through Shashan, Xin'aoxia, Painao, Qiganxia, Xinwujia, Shabei, Ejing'ao, Shixiawan, and finally ends at its destination near Beixia village )K31 818.5). For details see Table 6.1.1-1and the attached figure 1. Recommended schemeshared section Ialternative schemeof comparison section shared section II. Table 6.1.1-1 Setting-up of route schemes Name of scheme OD stake No Remarks Shared section I K0+050K12+343.4 Alternative scheme I Recommended of comparison K12+343.4K24+686.597 section Alternative scheme Alternative II of comparison K12+343.4K24+929.61 section Shared section II K24+686.597K30+818.5 6.2.2 Works volume of each scheme The works volumes of alternative line scheme II and alternative line scheme I are listed in Table 6.2.2-1. - 129 - Chapter 6 Alternative Line Environmental Assessment for Ailing-Ruijin Highway Table 6.2.2-1 Works volumes of two alternative line schemes No Technical and Alternative line scheme Alternative line scheme economic indicator Unit I II 1 OD stake No K12+343.4 K12+343.4 K24+686.597 K24+929.61 2 Road length km 12.343 12.586 3 Subgrade earth/stone works volume 104m3 233.7085 204.5920 4 Drainage and protection 104m3 1.3177 1.8410 5 Bituminous concrete pavement 103m2 323.670 315.550 6 Large bridge m/place 190/1 7 Median and small bridge m/ place 590.66/10 462/9 8 Multiple arch tunnel m/ place 575/1 9 Interchange place 1 1 10 Grade separation m/ place 355/5 278.08/4 11 Culvert m/ place 954.23/20 1026.47/22 12 Passageway m/ place 1026.66/23 998.2/23 13 Land occupied mu 1305.61 1220.75 14 Estimated cost 10,000 yuan 32047.4645 36735.8131 6.2 Scheme comparison The environmental impact comparison between alternative scheme I and II during the preliminary design stage is shown in Table 6.2-1. Table 6.2 -1 Environmental indicator comparison between alternative line scheme I and II No Comparison content Alternative line scheme I Alternative line scheme II Vegetation The environmental conditions of the two schemes are basically similar, and animals there is no wildlife animals found which are protected by the country or the province. Permanent land occupation of Permanent land occupation of 1220.75 Ecology Land occupation 1305.61mu, of which farmlands of mu, of which farmlands of 689.41 mu, 682.74 mu, notunnel tunnel length 575mlong. Subgrade earth/stone 2.337 million m3 2.046 million m3 works Society Removed buildings 16278m2 15087m2 The project will remove brick/concrete The project will remove brick/concrete Impact on local houses and brick /tile houses up to houses and brick /tile houses up to people 9623m2 in size with impacted 12721m2 in size with impacted households about 83. households about 109. - 130 - Environmental Assessment for Ailing-Ruijin Highway Chapter 6 Alternative Lines The route passes in the north of Ruijin City, basically along the edge of its The route passes in the north of Ruijin Coordination planned area, thus there is no intersection City, about 2km from the edge of its with planning and interference with the planned area, planned area in its shortest distance, but it reserves a small space for the city's thus reserving a large space for the long-termdevelopment. city's long-termdevelopment. Constituting a transportation network in Choosing a new corridor belt, and Selection of Ruijin with G323 in the south of Ruijin Constituting a transportation network in corridor belt and Gan-Long Railway with relatively Ruijin with G323 in the south of Ruijin reasonable roadfunctional distribution. and Gan-Long Railway with relatively reasonable roadfunctional distribution. Impact on Close to Shazhouba and China Far away from Shazhouba and cultural relics Soviet Government, large impact China Soviet Government, small impact Attitude of local government Oppose to Support for along the route Number of Noise sensitive 8 12 locations Through comparison, scheme II is recommended in terms of environmental protection. The reason is that compared to scheme I, scheme II: occupies less lands, involves less subgrade earth and stone works, removes fewer buildings and impacts fewer people. relatively far away from Ruijin City, thus not impacting the city's urban planning and development. sets up Ruijin multiple arch tunnel thus producing relatively small impact on local ecology. 6.3 Scheme comparison conclusion and problems to be solved at next stage After the scheme comparison and optimization atPreliminary Designstage, the determined recommended scheme is basically the best scheme for environmental protection. In order to conscientiously do good work in environmental protection for this project, it is advised that the designing unit pay attention to solving the following problems at the next stage: (1) Route longitudinal and horizontal design shall be coordinated with geological conditions. (2) In high-fill and deep-cut sections, it is required to further study the design scheme for slope protection at the next stage. (3) At the time of design at the next stage, attention should be paid to environmental protection and water conservation for the highway itself, earth borrow pits and waste banks. - 131 - Chapter 6 Alternative Line Environmental Assessment for Ailing-Ruijin Highway (4) It is required to conscientiously implement environmental protection design and main road engineering design simultaneously. - 132 - Environmental Assessment for Ailing-Ruijin Highway Chapter 7 Measures and Suggestions Chapter 7 Environmental Protection Measures and Suggestions 7.1 Mitigation measures for ecological environmental impact 7.1.1 Design stage (1) To further optimize and adjust the alignment, to reduce occupation of cultivated lands, to balance cut/fill volumes and to reduce waste volume and the number of earth borrow pits and waste banks. (2) Site selection for construction campsite shall avoid farmland or shall occupy as little farmland as possible. To rationally arrange construction plan, to reduce the time for temporary land occupation. (3) When the highway passes through high mountains and natural forestlands, it shall pass mainly in the form of tunnel and bridge so as to reduce the mileage of cut/fill works, thus reducing destruction on vegetation and plant as much as possible. The present design scheme basically adopts tunnels and bridges to pass the natural forestlands. (4) To design subgrade water drainage and protection works, such as cutoff trench, side ditch, facing wall, slope protection, retaining wall, crib protection etc., which can not only stabilize the subgrade but also can prevent and control soil erosion. (5) The original appearance of rivers and valleys should be maintained as much as possible so as to reduce river course realignment and to reduce the clearance of grass and trees in the rivers and valleys. (6) The guardrail in bridges should choose material with high strength. (7) Selection of earth borrow pits and waste banks: earth borrow pits and waste banks are forbidden to locate in basic farmland protection zone, instead they should be preferably located in secondary vegetation land with grass and wastelands, thus not directly influencing the primary vegetation. In addition, in rainy season the intensity of rainstorm is relatively large and duration is relatively long, so construction stage should choose dry season, thus helpful to construction. Before rainy season comes, good preparations must be taken to prevent soil erosion, concretely by piling waste earth neatly, excavating drainage ditches and building retaining walls so as to reduce soil erosion's destruction to natural vegetation and to maintain local rivers in their normal conditions too. Waste earth banks shall not be located in river course and along rivers so as to avoid water pollution and to avoid mud-rock flow destroying downstream river. (8) For earth borrow pits and waste banks, environmental protection design shall be carried out, and the following principles shall be followed to formulate tunnel waste dreg utilization plan. The tunnel waste dreg is used as filling materials for subgrade outside tunnel and for - 133 - Chapter 7 Measures and Suggestions Environmental Assessment for Ailing-Ruijin Highway bridge embankment, while the transport distance is not too far; The tunnel waste dreg is used to fill hillside wasteland to turn into construction site so that they are unlikely to be destroyed by flood when mountain torrent comes and endanger downstream farmlands; When the tunnel portal area is good farmland and there is wasteland in distance, they shall be delivered to the waste land in long-distance; When near the tunnel site there is cultivated land and waste slags must take up farmland, the topsoil should be first shoveled away, after the project is finished, the original topsoil shall be covered on waste banks so as to restore cultivation. (9) To rationally arrange construction season and time: to rationally arrange construction in dry season so as to reduce destruction on river and water quality; blasting and construction are forbidden at night in order to reduce impact on local wild animals. (10) Propagation (wildlife and environmental protection propagation, and manufacturing propagation boards) should be conducted and supervisory organization should be set up before construction. (11) The afforestation design of the highway shall be in pace with the engineering design of the main project, priority shall be given to adopting local arbor, shrub, and grass in the design in order to restore and compensate for the vegetation. 7.1.2 Construction stage (1) Education for environmental protection shall be strengthened to construction workers so that they will observe national and regional laws and relevant regulations so as to protect natural resources, not to injure wild animals, not to cut down trees arbitrarily, and to consciously protect various kinds of animals, plants and natural landscapes in natural forestlands along the route. (2) The tunnel (entrance and exit) will be the place needing special monitoring during construction. Because in road construction the tunnel is always a controlled project with long construction time, large volume of waste earthwork disposal, thus during tunnel construction, it is required to strictly control the piling of materials and the collecting/disposing of waste earthwork. (3) Construction of pier in bridge construction will inevitably exert an influence on the vegetation, so it is required to strictly control the size of vegetation occupation and impact on peripheral vegetation. Relevant national laws and regulations shall be strictly followed to go through the formalities in acquiring forestland and vegetation, casual tree cutting and surface vegetation clearing are forbidden. (4) Construction time in the natural forestlands shall be shortened as much as possible, and construction at night is forbidden. (5) Life garbage and sewage produced from construction campsites shall be disposed of collectively or be made into fertilizers. (6) For temporary land occupation by detour roads and working sheds, their destruction on - 134 - Environmental Assessment for Ailing-Ruijin Highway Chapter 7 Measures and Suggestions vegetation shall be reduced to a minimum. If detour roads pass through wooded section with big trees, the detour roads shall pass around it, the trees around working sheds should be kept to a maximum extent. The establishment of detour road shall not destroy natural landscape, shall not move excessive earthwork, and shall not cause collapse. (7) Attention shall be paid to the protection of river course during construction, construction shall be mainly in dry season, before rainy season comes it is required to dredge the river course and to excavate drainage canals in construction site, and to guarantee unobstructed river flow and clean water quality in the river. As far as drinking water is concerned, it is required to solve the water problem for residents before the project construction begins, and to consider the influence on construction stage and in the future. (8) Various kinds of construction behaviors such as earth borrowing and waste disposal shall be carried out strictly according to the designing requirement, ecological restoration shall be timely undertaken in earth borrow pits and waste banks. When excavating the acquired cultivated land, the topsoil30cmshould be kept in order for use in reclaiming and compensating for cultivated land. (9) Construction vehicles shall run on temporary roads, shall not run into farmlands and forestlands. (10) To reduce the quantity and size of construction site: Construction shall be carried out in designed construction site, earth borrow pits and waste banks shall not be enlarged at will so as to reduce excavation surface. If construction can't be conducted at once, don't enter the construction site too early. (11) Each protection measure shall be implemented along with the main project in order to prevent pavement runoff in rainy season from directly eroding slope and leading to soil erosion. (12) Management of solid waste during construction stage Solid wastes shall not be thrown or spilled over along the route during transportation. Greasy dirt of construction machinery shall be treated collectively, solid wastes with greasy dirt can't be thrown casually on ground, rather they shall be treated collectively. Construction campsite shall set up septic tank and dustbin, the contractor shall remove the garbage and clear up the septic tank on time. The driving mud from bridge construction shall be transported outside river district and be piled in favorable terrain place. The waste mud piling shall be protected mainly by blocking and arresting; after the place is chosen, mud arresting dam shall be first built in downstream place of waste mud, drainage ditches shall be built in surrounding place according to water catchment, which connect with the original drainage system, then waste mud can be piled up. After waste mud piling, vegetation shall be restored as much as possible. The planning and the operational procedure of construction shall be followed to strictly control and to reduce the remaining supplies. In case of remaining materials, they shall be preserved well in an orderly manner, and be kept properly as for use in repairing rural roads or buildings in - 135 - Chapter 7 Measures and Suggestions Environmental Assessment for Ailing-Ruijin Highway surrounding area. Facilities, equipment and places that collect, store, transport and handle the solid wastes should be strengthened in management and maintenance so as to guarantee their normal running and use. 7.1.3 Operation stage (1) According to road afforestation design requirement, it is suggested to continue tree planting and grassing in slopes, median separators, interchanges and parking areas of the proposed highway in order to achieve the purposes of restoring vegetation, protecting subgrade and reducing soil erosion. (2) For slopes, earth borrow pits and waste banks, detour roads, tunnel mouths where their vegetation is damaged, measures should be taken as soon as possible so as to restore the vegetation. (3) In restoring vegetation, only local indigenous plants can be used, any exotic plant species are forbidden. (4) It is to further perfect each engineering measure, planting measure and land reclamation measure for water and soil conservation according to the designing requirements, to scientifically and rationally implement a three-dimensional plantation pattern which combines grass, flower, bush and arbor. Especially for earth slopes, afforestation can be carried out in later construction stage in order to protect subgrade slope stability and reduce soil erosion. (5) Silt in overflow culverts should be cleared in time in order to ensure unobstructed irrigate river system. (6) Carrying out maintenance for protection works and afforestation project. (7) Solid waste management during operation stage Through formulating and propagating regulations, it is forbidden that passengers casually throw out garbage such as beverage bags, easy-open cans, etc. on the highway so as to ensure traffic safety and sanitation/hygiene along both sides of the highway. The sewage and garbage in parking areas and management stations should be cleared periodically, delivered to and disposed of collectively in garbage disposal grounds along the highway, casual throwing-away is forbidden. 7.2 Mitigation measures for water environmental impact 7.2.1 Design stage (1) To optimize and perfect the small bridge and culvert design; for each canal and pond occupied or cut off by the subgrade, remedial measures shall be taken by relocating them under the prerequisite of not compressing the water-discharge cross-section of original river and canal and not influencing the function of original canal and ditch. It should also guarantee that new opening precedes relocating. (2) Water drainage ditches in large bridge floor should be designed strictly according to - 136 - Environmental Assessment for Ailing-Ruijin Highway Chapter 7 Measures and Suggestions design specification, with the drainage ditch cross-section be calculated based on the bridge floor runoff produced by the maximum rainfall over the years so as to guarantee that the runoff of bridge floor is discharged in time. (3) In the next design stage, full emphasis should be paid to protect surface water body. During bridge substructure design, related regulations should be followed to explicitly stipulate that the wastes such as driving slags shall not be discharged into surface water body directly; local water conservation and environmental protection departments and other concerned departments shall be consulted to reasonably locate the positions of borrow pits, driving slags shall be used as much as possible in paving subgrade so as to prevent soil erosion from polluting farmland and river system. (4) For the tollgate stations, management stations, parking lots, and maintenance divisions, necessary sewage disposal equipment shall be designed and installed according to their functions, staffing and mobile population so as to ensure that the treated sewage can reach class I criteria of GB8978-1996 Sewage Comprehensive Discharge Standardbefore discharge. (5) In order to prevent vehicles, especially the hazardous cargo vehicles, from being fallen into river and reservoir along the route thus polluting water quality, bridge guardrail designing should be strengthened for bridges overcrossing Mianjiang River. 7.2.2 Construction stage (1) Prevention and control measures for construction waste water pollution The project contract should clearly specify provisions for preventing sprinkle and leakage during transportation of roadbuilding materials (for example asphalt, fuel oil, chemical, pulverized coalash, cement, sand, and stone), their piling locations shall not be near water body or breeding pond in order to avoid being washed away by rain water into water body, thus causing pollution. Deleterious construction materials such as asphalt, fuel oils, and chemical substances shall be covered when piled in stock ground so as to reduce pollution caused by rain wash. Within 100m from riverbank, it is prohibited to set up stock grounds (materials yard), waste banks, and construction campsites. Construction waste water cannot be discharged into rivers and reservoirs directly. The construction waste water shall be circulated and recycled as much as possible so as to effectively control the construction waste water's pollution on local water quality due to its discharge with exceeded standard. (2) Control measures for oil-containing wastewater Oil-containing wastewater shall be controlled by adopting controlled construction process and clean production plan. Advanced equipment and machinery shall be selected as much as possible so as to effectively reduce the quantity of oil leakage, bleeding, drop and spillage, and machinery repair - 137 - Chapter 7 Measures and Suggestions Environmental Assessment for Ailing-Ruijin Highway times, thus reducing the production quantity of oil-containing wastewater. During construction process involving inevitable oil leakage, bleeding, drop and spillage, solid oil-absorption materials shall be used as many as possible (for example cotton yarn, saw dust and so on) to collect the oil and transform them into solid substance thus avoiding producing excessive oil-containing waste water. For oil dirts that are seeped into the ground, they should be scraped promptly for collection and sealing, and shall be hauled to garbage ground for processing. Repair and maintenance of machinery, equipment and transportation vehicles shall be conducted in the repair zone of various road section as much as possible to facilitate collection of oil-containing waste; in case that concentrated repair cannot be made because the production quantity of oil-containing wastewater is generally smaller than 0.5m3/d, then all can be absorbed by solid oil-absorption materials for collection, sealing and delivery to outside. In construction site and machinery repair ground, horizontal flow precipitation tank shall be set up, the oil-containing waste water is collected by the precipitation tank, after simple treatments such as acid and alkali neutralization, precipitation, oil separating and dreg removing, the concentrations of oil and other pollutants will reduce. After construction, the precipitation tank will be buried by earth. Collected oil-soaking waste shall be packaged, sealed and hauled to outside along with other solid wastes produced from construction site, the destination of hauling shall select towns with garbage burying or treatment ability. (3) Control measures for life sewage Dining and laundry of construction workers will be managed in a unified way such as concentrated dining and laundry in fixed place and time so as to reduce life sewage production volume as much as possible. During laundry, the detergent amount shall be controlled, hot water or other means can be substituted for so as to reduce the detergent content in sewage. Septic tanks will be set up in construction campsites so as to collect excrement and dining/laundry sewage, the excrement can be used for fertilizing the soil, the dining/laundry sewage can be used in agricultural irrigation after being precipitated. After construction, septic tanks will be buried by earth. Life garbage will be loaded into garbage can, which will be cleaned and hauled out periodically, or a garbage pit can be set up to ferment them so as to be used in fertilizing the soil. After construction, the garbage pit will be buried by earth, if surface vegetation is damaged, vegetation shall be restored. (4) Protection measures for bridge construction For bridge foundation and pile locating in river course, its boring dregs from foundation excavation shall not be discharged into water body directly, the boring dregs must be transported to nearby planned waste bank. During construction, the bridge construction site shall set up simple - 138 - Environmental Assessment for Ailing-Ruijin Highway Chapter 7 Measures and Suggestions sedimentation tank in which the boring dregs and mud are precipitated and dried, then hauled to the waste bank. For other bridges overcrossing canals, the bridge pile foundation construction shall be conducted in dry season as preferably as possible, and shall avoid construction in flood season and high water period, the earth and stone works excavated from foundation and pile construction shall be used as much as possible, those that cannot be used will be hauled to nearby waste bank. During bridge construction, maintenance and repair of construction machinery shall be well conducted so as to prevent the fuel oil from leaking and polluting the water body. 7.2.3 Operation stage (1) Sewage disposal equipment in parking lots, management stations and maintenance divisions shall be repaired and maintained periodically to ensure that the treated sewage can reach class I criteria of GB8978-1996 Sewage Comprehensive Discharge Standard. (2) Water quality monitoring plan shall be carried out, supplementary environmental protection measures shall be taken according to the water quality monitored results. (3) Vehicles that leak or overload bulk goods are forbidden to run on the highway in order to prevent the bulky goods from spillover and causing water pollution along the route. (4) Water pollution risk prevention measures for river-crossing bridges are presented in section 7.6. 7.3 Mitigation measures for acoustic environmental impact 7.3.1 Design stage (1) It is required to design the material transportation route rationally to keep distant from residential areas so as to avoid impact of wind-borne flying dust and noise on residents. (2) It is suggested to further optimize and adjust design plan of some local route through dodging and relocating etc. so as to make the route keeping away from acoustically sensitive locations. (3) If constrained by local conditions, the route alignment cannot dodge or feasibly impossible to dodge in terms of technical and economic justification, noise-reduction measures shall be considered for the influenced sensitive locations in acoustic environment from road design, at the same time the funds for implementing these measures shall be budgeted. (4) Environmental protection measures that need engineering design proposed in the environmental impact report should be designed for environmental protection simultaneously during the preliminary stage. (5) According to prediction, different sensitive locations shall adopt different noise-reduction measures such as removal and installing noise-reduction windows, etc. which will be included in the design and bidding documents. - 139 - Chapter 7 Measures and Suggestions Environmental Assessment for Ailing-Ruijin Highway 7.3.2 Construction stage (1) To strengthen construction management. When the construction site lies near schools, the construction unit is required to know the schooling schedule, strong-noise construction machinery is forbidden to operate at schooling time during the day; in construction site 150m within which there is dense residential area, high-noise construction machinery is forbidden to operate at night (22:00 - 06:00). If required by production techniques, successive construction must proceed at night, the construction unit must obtain approval from local people's government above county-level or responsible authority, and should also do good propaganda in advance and shall utilize portable or temporary sound barrier as noise-reduction measure. (2) Construction unit must select construction machines and transportation vehicle complying with relevant national standards, shall select preferably low-noise construction machinery and techniques, for example substituting hydraulic tool for atmospheric pressure tool, substituting low-noise drive cast-in-place piling for impact or vibration type piling. Fixed mechanical equipment with large vibration should be installed with vibration-reducing base, at the same time attention should be given to their maintenance and correct operation so as to maintain the noise of roadbuilding machinery to the lowest level. Construction machinery with high noise shall adopt provisional noise-isolating measures. Material stock grounds and mixing stations should be located 300m away from acoustically sensitive locations. (3) Noise of roadbuilding machinery is characterized by abruptness, irregularity, discontinuity and high strength, etc. According to investigation, noise at the construction site sometimes goes beyond class 4 noise standard, which can be generally alleviated by changing construction method. For example high-noise operation can be carried out during daytime (06:00-22:00), or the operation time of each construction machinery can be adjusted. Noises produced from material transport, shocking and people's shouting during construction period can be alleviated through contractor's good-mannered construction activity and effective management. (4) Detour roads shall be far away from schools, hospitals, and residences, and shall not cross acoustic sensitive locations. When there are large residences 50m within both sides of detour road, hauling of building materials is forbidden in this detour road at night. (5) In order to supervise and protect residents' production and life, and school environment, acoustic environmental monitoring will be carried out in construction stage. The supervising engineer is required to sample-monitor construction site within 100m of which there are larger residential areas or schools during construction stage. Based on monitored results, corresponding noise prevention measures shall be adopted, for instance: limit working time, change hauling route, adopt temporary sound barrier, etc. (6) The work health standard shall be followed to control construction workers' working hours, personnel protective measures shall be provided to mechanical operators and concerned personnel, such as wearing ear plug and helmet, and so on. - 140 - Environmental Assessment for Ailing-Ruijin Highway Chapter 7 Measures and Suggestions (7) Hauling roadbuilding materials in the National Road 323 and other roads may deteriorate the acoustic environmental quality in sensitive locations along the route; in order to accurately and timely grasp the acoustic environmental quality in sensitive locations along the construction road (including detours), during construction stage, the supervising engineer is required to monitor the noise in sensitive locations along two sides of G323. According to the monitored results, if necessary the material hauling route can be considered to change, if unable to avert, temporary sound barriers can be built or some economic compensation can be made with agreement from local residents. 7.3.3 Operation stage (1) It is suggested that planning department not to approve to build schools and hospitals that have high acoustic quality demand within 332m from both sides of the highway, and to build houses within 142m, otherwise the acoustic environment protective measures should be solved by the construction units themselves. (2) Acoustic environmental protection measures for sensitive locations with predicted noise excess In order to ensure a quiet working, studying and living environment for residents along the proposed highway, corresponding noise prevention measures are taken according to the predicted noise excess, positions, scale, local conditions and project characteristics of sensitive locations. Generally speaking, the protective measures available for acoustic environment include: adjust the highway alignment, build sound barrier, remove resident's houses, install sound-proofing windows and build wall enclosures, etc. See Table 7.3.3-1 for the comparison of each measure and their noise reduction effects. Table 7.3.3-1 List of commonly used noise-reduction measures No Measure Noise-reduction index Cost Applicable conditions Sound boarding 68dB 2500 yuan/ Sensitive building50m from linear meter road center line 1 Sound barrier Sound boarding Relatively centralized residence 3200 yuan / + noise barrier 810dB linear meter subgrade height parallel toot higher than house floor height Remove resident's houses 30000 2 for environmental Distinct from New housing land available to 50000 yuan protection noise source sparse families each house Sensitive building50m from Build noise-proofing 3 walls for residents' 46dB 500 yuan / road center line houses linear meter House floor height parallel toot higher than subgrade height Install ventilation 4 sound-proofing 1520dB 3000 yuan Wide application, especially windows each suitable to high-rise building - 141 - Chapter 7 Measures and Suggestions Environmental Assessment for Ailing-Ruijin Highway Because this project is still in its feasibility study stage, and the preliminary design has not finished yet, the recommended acoustic protection measures are subject to further refinement in the next stage. The available measures that can be used are mainly to remove the households. The removal and resettlement cost for each household is 30000 yuan; the cost for sound barrier along the highway is 2500-3200 yuan/linear meter; the cost for installing ventilation sound-proofing window is 10000 yuan per each household. Comparing the above-mentioned measures, sound barrier is better in noise reduction effects, which needs no lands for new residence houses and takes up little land, but which also involves large investment, uneconomical to sensitive locations with scattered households. The advantage of household removal is that it can solve the noise pollution problem in one single step with moderate investment, but needs lands for new residence houses. Installing ventilation sound-proofing windows has remarkable effect, but needs forced ventilation. See Table 7.3.3-2 for the acoustic environmental protection measures of sensitive locations. Before the measures are implemented, opinions shall be solicited from concerned households, if disagreed with the recommended measures, other alternative measures should be considered. For sensitive locations with small predicted excess, mid-term monitoring will be taken, and according to the monitored results, further measures will be adopted such as house removal or installing sound-proofing facility. Table 7.3.3-2 Acoustic environmental protection measures of sensitive locations in the recommended scheme of the proposed highway Name of Recom Noise-red Implemen No sensitive Noise excess and environmental mended uction Invest tation locations protection measure comparison measure effect ment time Predicated noise excess Noise excess by 0.9~7.1 dB in mid/long-term operation stage Short-term monitoring will be taken and measures will be determined Require according to the monitored results. acoustic Short-ter Dongtouling sound barrier to build sound design, 1.25 1 K6+650 barrier 500m long and 2.5 m high with Sound noise million m K7+080 an investment of 1.25 million barrier operation yuan(2500 yuan/linear meter), centered reduction yuan residence, good effect. by more stage EP removalwithin the assessment than 8dB scope there are 50 households, to remove 40 households with a cost of 1.2 million yuan (30,000 yuan/household). Predicated noise excess Noise excess by 1.4~10.3 dB in short/mid/long-term operation stage sound-proofing window: 56 Noise Xiewu households with a cost of 560,000 Sound-p reduction 0.56 2 K7+075 yuan (10,000 yuan/household). roofing by more million Construct K7+430 EP removalwithin the assessment window than yuan ion stage scope there are 56 households, to 15dB remove 56 households with a cost of 1.68 million yuan (30,000 yuan/household). - 142 - Environmental Assessment for Ailing-Ruijin Highway Chapter 7 Measures and Suggestions Predicated noise excess Noise excess by 1.4~9 dB in mid/long-term operation stage Short-term monitoring will be taken and measures will be determined Noise Short-ter Pinghu according to the monitored results. Sound-p reduction 0.18 3 K7+150 sound-proofing window: 18 roofing by more million m K7+420 households with a cost of 180,000 yuan operation (10,000 yuan/household). window than yuan EP removalwithin the assessment 15dB stage scope there are 18 households, to remove 18 households with a cost of 0.54 million yuan (30,000 yuan/household). Predicated noise excess Noise excess by 2~11.1 dB in short/mid/long-term operation stage sound-proofing window: 42 Noise Songwu households with a cost of 420,000 yuan Sound-p reduction 0.42 4 K7+510 (10,000 yuan/household). roofing by more million Construct K7+775 EP removalwithin the assessment window than yuan ion stage scope there are 42 households, to 15dB remove 42 households with a cost of 1.26 million yuan (30,000 yuan/household). Predicated noise excess Noise excess by 1.4~10.3 dB in short/mid/long-term operation stage Xinsongsha sound-proofing window: 20 Noise households with a cost of 200,000 yuan Sound-p reduction 0.20 5 nxia Construct K10+930 (10,000 yuan/household). roofing by more million ion stage K11+065 EP removalwithin the assessment window than yuan scope there are 20 households, to 15dB remove 20 households with a cost of 0.6 million yuan (30,000 yuan/household). Predicated noise excess Noise excess by 0.4~8.9 dB in short/mid/long-term operation stage sound-proofing window: 17 Noise Tianwu households with a cost of 170,000 yuan Sound-p reduction 0.17 6 K12+425 (10,000 yuan/household). roofing by more million Construct K12+730 EP removalwithin the assessment window than yuan ion stage scope there are 17 households, to 15dB remove 17 households with a cost of 0.51 million yuan (30,000 yuan/household). Predicated noise excess Noise excess by 0.7~9.5 dB in short/mid/long-term operation stage sound-proofing window: 21 Noise Tianbei households with a cost of 210,000 yuan Sound-p reduction 0.21 7 K12+775 (10,000 yuan/household). roofing by more million Construct K13+000 EP removalwithin the assessment window than yuan ion stage scope there are 21 households, to 15dB remove 21 households with a cost of 0.63 million yuan (30,000 yuan/household). Predicated noise excess Require Noise excess by 5.5 dB in long-term acoustic Hulipai operation stage design, 1.15 Mid-term 8 K15+675 Mid-term monitoring will be taken and Sound noise million operation K16+230 measures will be determined according barrier to the monitored results. reduction yuan stage sound barrier to build sound by more barrier 460m long and 2.5 m high with than 6dB - 143 - Chapter 7 Measures and Suggestions Environmental Assessment for Ailing-Ruijin Highway an investment of 1.15 million yuan(2500 yuan/linear meter), centered residence, good effect, and modest investment. EP removalwithin the assessment scope there are 56 households, to remove 56 households with a cost of 1.68 million yuan (30,000 yuan/household). Predicated noise excess Noise excess by 0.1~8.7 dB in short/mid/long-term operation stage sound-proofing window: 10 Noise Xinwujia households with a cost of 100,000 yuan Sound-p reduction 0.10 9 K16+320 (10,000 yuan/household). roofing by more million Construct K16+500 EP removalwithin the assessment window than yuan ion stage scope there are 10 households, to 15dB remove 10 households with a cost of 0.3 million yuan (30,000 yuan/household). Predicated noise excess Noise excess by 0.1~6.4 dB in mid/long-term operation stage Short-term periodic monitoring will be taken and measures will be determined Songshanxi according to the monitored results. Noise Short-ter Sound-p reduction 0.20 10 a sound-proofing window: 20 m K19+375 households with a cost of 200,000 yuan roofing by more million operation K19+640 (10,000 yuan/household). window than yuan EP removalwithin the assessment 15dB stage scope there are 20 households, to remove 20 households with a cost of 0.6 million yuan (30,000 yuan/household). Predicated noise excess Noise excess by 1.3~7.6 dB in mid/long-term operation stage Short-term monitoring will be taken and measures will be determined according to the monitored results. Require sound barrier to build sound acoustic Short-ter Jiantounao barrier 600m long and 2.5 m high with design, 1.50 11 K19+710 an investment of 1.50 million Sound noise million m K20+225 yuan(2500 yuan/linear meter), centered barrier reduction yuan operation residence, good effect, and modest stage investment. by more EP removalwithin the assessment than 8dB scope there are 65 households, to remove 65 households with a cost of 1.95 million yuan (30,000 yuan/household). Predicated noise excess Noise excess by 1.8~10.8 dB in short/mid/long-term operation stage sound-proofing window: 47 Noise Liaowu households with a cost of 470,000 yuan Sound-p reduction 0.47 12 K20+980 (10,000 yuan/household). roofing by more million Construct K21+175 EP removalwithin the assessment window than yuan ion stage scope there are 47 households, to 15dB remove 47 households with a cost of 1.41 million yuan (30,000 yuan/household). Village 1 Predicated noise excess Sound-p Noise 0.20 Short-ter 13 K21+400~ Noise excess by 0.2~15.8 dB in roofing reduction million m K21+750 short/mid/long-term operation stage by more Short-term periodic monitoring will be window than yuan operation - 144 - Environmental Assessment for Ailing-Ruijin Highway Chapter 7 Measures and Suggestions taken and measures will be determined 15dB stage according to the monitored results. sound-proofing window: 20 households with a cost of 200,000 yuan (10,000 yuan/household). EP removalwithin the assessment scope there are 20 households, to remove 20 households with a cost of 0.6 million yuan (30,000 yuan/household). Predicated noise excess Noise excess by 5.8 dB in long-term operation stage Mid-term monitoring will be taken and measures will be determined according to the monitored results. Require sound barrier to build sound acoustic Sangongwo barrier 220m long and 2.5 m high with design, 0.55 Mid-term 14 K24+590 an investment of 0.55 million Sound noise million operation K24+720 yuan(2500 yuan/linear meter), centered barrier reduction yuan stage residence, good effect, and modest investment. by more EP removalwithin the assessment than 6dB scope there are 18 households, to remove 65 households with a cost of 1.5 million yuan (30,000 yuan/household). Predicated noise excess Noise excess by 0.3~6.1 dB in mid/long-term operation stage Short-term monitoring will be taken and measures will be determined according to the monitored results. Require sound barrier to build sound acoustic Short-ter Xin'aoxia barrier 260m long and 2.5 m high with design, 0.65 15 K25+550 an investment of 0.65 million Sound noise million m K25+740 yuan(2500 yuan/linear meter), centered barrier reduction yuan operation residence, good effect, and modest stage investment. by more EP removalwithin the assessment than 7dB scope there are 28 households, to remove 28 households with a cost of 0.84 million yuan (30,000 yuan/household). Predicated noise excess Noise excess by 1.1~10 dB in short/mid/long-term operation stage sound-proofing window: 18 Noise Painao households with a cost of 180,000 yuan Sound-p reduction 0.18 16 K26+010 (10,000 yuan/household). roofing by more million Construct K26+160 EP removalwithin the assessment window than yuan ion stage scope there are 18 households, to 15dB remove 18 households with a cost of 0.54 million yuan (30,000 yuan/household). Predicated noise excess Noise excess by 5.3 dB in long-term operation stage Require Mid-term monitoring will be taken and acoustic Qiganxia measures will be determined according design, 1.25 Mid-term 17 K26+485 to the monitored results. Sound noise million operation K26+900 sound barrier to build sound barrier reduction yuan stage barrier 500m long and 2.5 m high with an investment of 1.25 million by more yuan(2500 yuan/linear meter), centered than 6dB residence, good effect, and modest - 145 - Chapter 7 Measures and Suggestions Environmental Assessment for Ailing-Ruijin Highway investment. EP removalwithin the assessment scope there are 68 households, to remove 68 households with a cost of 2.04 million yuan (30,000 yuan/household). Predicated noise excess Noise excess by 1.6~11.1 dB in short/mid/long-term operation stage sound-proofing window: 14 Noise Sawanli households with a cost of 140,000 yuan Sound-p reduction 0.14 18 K27+200 (10,000 yuan/household). roofing by more million Construct K27+700 EP removalwithin the assessment window than yuan ion stage scope there are 14 households, to 15dB remove 14 households with a cost of 0.42 million yuan (30,000 yuan/household). Predicated noise excess Noise excess by 1~7.4 dB in mid/long-term operation stage Short-term monitoring will be taken and measures will be determined Noise Short-ter Xiashabei according to the monitored results. Sound-p reduction 0.35 19 K27+700 sound-proofing window: 35 roofing by more million m K28+100 households with a cost of 350,000 yuan operation (10,000 yuan/household). window than yuan EP removalwithin the assessment 15dB stage scope there are 35 households, to remove 35 households with a cost of 1.05 million yuan (30,000 yuan/household). Predicated noise excess Noise excess by 4.4 dB in long-term operation stage Mid-term monitoring will be taken and measures will be determined according to the monitored results. Require Xiashebei, sound barrier to build sound acoustic Shangshebe barrier 540m long and 2.5 m high with design, 1.35 Mid-term 20 i, Shaba an investment of 1.35 million Sound noise million operation K28+100 yuan(2500 yuan/linear meter), centered barrier reduction yuan stage K28+500 residence, good effect, and modest investment. by more EP removalwithin the assessment than 5dB scope there are 78 households, to remove 70 households with a cost of 2.1 million yuan (30,000 yuan/household). Predicated noise excess Noise excess by 2.5 dB in long-term operation stage Mid-term monitoring will be taken and measures will be determined according to the monitored results. Require sound barrier to build sound acoustic Village 2 barrier 280m long and 2.5 m high with design, 0.70 Mid-term 21 K30+000~ an investment of 0.70 million Sound noise million operation K30+200 yuan(2500 yuan/linear meter), centered barrier reduction yuan stage residence, good effect, and modest investment. by more EP removalwithin the assessment than 3dB scope there are 20 households, to remove 20 households with a cost of 0.6 million yuan (30,000 yuan/household). 22 Shixiawan Predicated noise excess Sound Require 2.00 Construct - 146 - Environmental Assessment for Ailing-Ruijin Highway Chapter 7 Measures and Suggestions K30+025 Noise excess by 0.8~9.6dB in barrier acoustic million ion stage K30+818.5 short/mid/long-term operation stage yuan sound barrier to build sound design, barrier 800m long (400m for each side) noise and 2.5 m high with an investment of reduction 2.0 million yuan(2500 yuan/linear by more meter), centered residence, good effect, than and modest investment. EP removalwithin the assessment 10dB scope there are 121 households, to remove 80 households with a cost of 2.4 million yuan (30,000 yuan/household). To install sound-proofing windows: 338 households with investment of 3.38 million yuan. To build sound barriers: 4160 linear meters with investment of 10.40 million yuan. Total investment of 13.78 million yuan. Note for sensitive locations during operation stage, the environmental protection measures can be properly adjusted according to monitored results. before implementing the measures, the protected subjects' opinions shall be solicited, if the recommended measures are not agreed, then alternative measures can be considered. (3) Implementing noise monitoring plansee Table 8.1.3-1and according to the monitored results it is to determine whether to adopt supplementary acoustic environmental protection measures. Representative school and residential areas are chosen to conduct noise monitoring during the operation stage, and the monitored results shall be used to determine whether to take noise reduction measures or not. The monitoring points are: Dongtouling, Pinghu, Hulipai, Songshanxia, Jiantounao, village 1, Sangongwo, Xinaoxia, Qiganxia, Xiashabei, (Xiashebei, Shangshebei, Shaba), and village 2, a total of 12 points. (4) Strengthening traffic administration can effectively control traffic noise pollution. Vehicle of bad performance are restrained from running on the highway. When passing around towns and schools or other sensitive locations, the vehicles are forbidden to horn. The highway pavement shall be maintained regularly to guarantee evenness. 7.4 Mitigation measures for ambient air impact 7.4.1 Design stage (1) Stone quarries, earth borrow pits, waste banks and mixing stations shall be located far away from residential areas and shall be in 300m away from leeward wind direction. (2) It is required to design the material hauling route rationally to keep distant from residential areas so as to avoid influences of wind-borne flying dust and noise on residents. 7.4.2 Construction stage (1) Stock grounds, stabilized soil and cement concrete mixing stations for highway construction shall be located in such places within 300m leeward of which there are no residences, hospitals, and schools. Mixing machines shall be well sealed and shall be installed with shock absorber and dust remover. Operators shall be provided with labor protection devices such as eyeshield and mask. - 147 - Chapter 7 Measures and Suggestions Environmental Assessment for Ailing-Ruijin Highway (2) Roadbuilding materials that are easy to spill should adopt wet method to transport, covered by tarpaulin to prevent flying dust pollution on atmosphere. (3) Roads for hauling materials and construction site, especially stabilized soil mixing station, shall have necessary water sprinkling to prevent wind-borne flying dust. Water shall be sprinkled in dry weather, twice every day in the morning and afternoon respectively. (4) In filled subgrade, water shall be sprinkled correspondingly according to material compaction requirement. The contractor must also often sprinkle water after material compaction so as to ensure that materials do not fly dust. (5) Construction roads, construction sites and mixing stations shall be sprinkled by water to prevent dust flying. (6) Management on materials which are apt to cause flying dust must be strengthened, which shall not be piled up in the open ground. The stock grounds shall be at least 300m away from sensitive locations such as school and village. 7.4.3 Operation stage (1) To strengthen road management and pavement maintenance, to keep the road in good operation state, to reduce traffic congestion and jam. (2) To strengthen management of vehicles hauling bulky materials such as coal, cement, grit material and simple packaged chemical fertilizer and agricultural chemical, etc., and geotextile shall be covered when transporting the above-mentioned articles. These vehicles shall be inspected in the entrance of highway. (3) To design afforestation and beautification project on highway boundary limits, to choose tree species that can purify the air, and to do good implementation of afforestation project and maintenance. (4) To maintain tunnel air blowers and to guarantee good ventilation in the tunnel. (5) To enforce ambient air monitoring plan, and to take supplementary environmental protection measures according to the monitored results. 7.5 Mitigation measures for social environmental impact 7.5.1 Design stage (1) In route selection, interchange setting-up, environmental protection, removal and resettlement, consultations have been made with along-the-route governments, related departments, NGOs, villagers' committees, collective units and even individuals for soliciting their suggestions and for gaining public support to this project implementation. (2) It is suggested that during the construction drawing design stage, suggestions from local governments at all levels along the route are further solicited with attention paid to public participation. On the basis of full justification of reclaiming earth borrow pits and waste banks, their locations, quantity and borrowing and disposal methods shall be determined rationally. - 148 - Environmental Assessment for Ailing-Ruijin Highway Chapter 7 Measures and Suggestions (3) It is suggested to further optimize alignment design, to determine rational earth borrowing and waste volumes by earth/stone works balance calculation, and to optimize afforestation design so as to make it in close harmony with peripheral natural and human landscape and to highlight local characteristics. (4) The contract signed between the owner and contractors should define contractor's responsibility and obligation to protect the environment. The contractor shall set up complaint telephone for environmental protection in construction site. For complaints the owner should contact local environmental protection department in time in order to deal with various kinds of environmental disputes promptly. (5) It is to entrust Jiangxi Provincial Cultural Relic Bureau and Jiangxi Provincial Cultural Relic Institute to carry out cultural relic reconnaissance along the route and to submit cultural relic investigation report. For details see the cultural relic investigation report of this project. (6) The design for this project has always emphasized a principle of averting villages and small towns with least farmland occupation and removal. Immigrant resettlement offices are established in each level, theResettlement Action Plan (RAP) was formulated, and independent supervising organization was hired. For concrete contents, see theResettlement Action Plan(RAP). 7.5.2 Construction stage (1) Effective means shall be used to further publicize the importance of this project and relevant policies and regulations concerning removal and resettlement issues so that local people support the construction of this project. (2) Rely on local governments to do good job in land acquisition. Compensation fee shall be paid rationally so as to safeguard the people's legitimate interests and to guarantee that the number of households whose lands are to be acquired and who are to be removed and resettled is a minimum, and to guarantee that their living standard is not lower than the level before this project construction. (3) Septic tank and dustbin shall be set up in construction campsite and construction unit is responsible for removing and clearing the garbage and septic tank on time to prevent disease from breakout; epidemic prevention shall be well carried out by regularly killing harmful organisms such as the mouse, fly, mosquito, cockroach, etc. (4) Contractors must provide workers with helmets and earplugs according to labor protection regulations, and must check workers' health condition; construction sites must be staffed with professional medical worker to provide medical service to the workers, and the medical workers must educate the construction workers on hygiene knowledge periodically. The drinking water in construction site should meet the national sanitary standard for drinking water. Personnel engaged in catering must obtain the hygiene license, and shall receive physical - 149 - Chapter 7 Measures and Suggestions Environmental Assessment for Ailing-Ruijin Highway examination regularly; (5) Construction sign boards shall be hung at construction site, indicating the project name, project responsible person name, builder's license and complaint telephone number, etc., so as to receive supervision from various circles of society and the local people; the construction unit should assign 1-2 full-time environmental protection personnel to be responsible for environmental management. (6) In order to restore the natural landscape along the route and to highlight the view sight of modernized highway, when the proposed project is completed, all unnecessary and temporary works influencing the landscape should be removed in time, the material stock grounds and mixing stations shall be cleared up, the construction waste materials and sewage garbage shall be handled properly, the vegetation destroyed by the temporary works should be restored as much as possible. If the detour roads have value of utilization, local government can be consulted to clear and repair them before put into operation, at the same time the roadside shall be afforested and planted with trees to restore the landscape environment. (7) Local public security department and transportation management department shall be coordinated and cooperated with so as to mobilize traffic jam in time, to deal with traffic accident, and to ensure unblocked transportation. (8) In order to guarantee noncongestion of the original roads, in intersection points of the highway with these roads, detour roads need to be set up. Such detours roads must be located in one side of the original road, and after the intersection bridge is open to traffic, the detour road will be built into highway subgrade. (9) In conspicuous place of construction site, telephone number for environmental complaint will be posted for complaint; the owner and contractors must immediately contact with local environmental protection department and solve the dispute within 48 hours. (10) During construction, if unexplored underground historical relics are found, then construction shall stop immediately, supervising engineer shall protect the site, local historical relic department shall be notified to deal with. 7.5.3 Operation stage (1) The management organization of this proposed highway should conduct good transportation safety precaution and publicity works so as to ensure smooth highway operation and people's life ad property safety. (2) To do good work in environmental construction and maintenance so as to keep the highway in harmony with surrounding environment and to eliminate people's psychological pressure imposed by the segregation and operation of the highway. (3) To enhance management over the main line so as to ensure smooth operation and to provide convenience to people's journey and work. (4) Because construction and operation of the proposed highway will make the value of land - 150 - Environmental Assessment for Ailing-Ruijin Highway Chapter 7 Measures and Suggestions along it appreciating which will result in emergence of new industrial belt and commercial belt, the non-agricultural lands such as lands for industry, commerce and transportation will increase, in order not to lose too many precious cultivating resource, land management department should enhance the approval and management on lands along the route used for various kinds of construction purposes. 7.6 Hazardous cargo transportation management and prevention measures 7.6.1 Design stage (1) To design closed perfect drainage system which lead the bridge runoff into subgrade drainage ditch so as to prevent hazardous substances on bridge from leaking into the rivers. (2) In the entrances and exits of super-large bridges, large bridges and long tunnels, to set up warning signs "Cautious Drive"(yellow) and "Speed limit 60km for hazardous cargo vehicles (red)" respectively so as to remind the drivers to be careful of safety and speed control. (3) At 100m in front of each tollgate station, to set up "Attention Sign" (blue) to remind the drivers of hazardous cargo vehicles to drive aside, to declare and to wait for inspection voluntarily. (1) Tunnel safety design To set up management facilities for tunnel operation and to install relevant equipment Tunnel operation management facilities is composed of 8 systems such as ventilating system, power supply and illumination system, fire-fighting system, traffic control system, urgent telephone system, closed-circuit TV system, fire warning system and central control system. Among them, the ventilating system is composed of boaster air blower, air blower driving cabin, carbon monoxide monitor and visibility monitor; the fire-fighting system is composed of fire hydrant case and chemical fire extinguisher; the fire warning system sets up alarm button. Tunnel ventilation adopts vertical ventilation method by boaster air blower with two boaster air blowers in one group, each equipped with a control device. Fire fighting water adopts underground water, lifted to impounding pond by deep-water pump and supplied by fire fighting pump at the time of fire. Tunnels should set up an emergency parking strip in the middle with good surrounding rock condition, and correspondingly one transverse gallery for cars and two transverse galleries for pedestrians in interval. To set up special-purpose signs to remind the drivers to pay attention to safe driving. 7.6.2 Hazardous substance transportation management measures during operation stage In order to guarantee transportation security of hazardous cargo, the country and related departments have already formulated relevant regulations as follows, mainly they are: (1) Safe Management Regulation for Chemical Hazardous Cargo. State Council; (2) Automobile Transportation Regulations for Hazardous CargoJT617-2004 (3) Operational Procedure for Hazardous Cargo Automobile Transportation and - 151 - Chapter 7 Measures and Suggestions Environmental Assessment for Ailing-Ruijin Highway Loading/unloadingJT618-2004 (4) People's Republic of China Law on Gun Management (5) People's Republic of China Regulations on Civil Explosive Management (6) People's Republic of China Regulations on Radio Isotope and Radioactive Device Management (7) Regulation on Hazardous Cargo TransportationMinistry of Railways (8) Jiangxi Province Highway Administration Management Method on Hazardous Cargo Transport According to the above relevant regulations, the current Chinese hazardous cargo transportation management mode is as follows: (1) The prefectural and municipal transportation bureaus set up dispatch and shipping agency network for chemical hazardous cargo transport in respective areas. (2) Local transportation bureaus issue qualificational authentication to the shipping agencies and carrier units. Each shipping agency and carrier unit engaged in the production, sale, storage, and foreign trade of hazardous chemical goods should submit transport plan and relevant report forms to the local transportation bureaus. (3) Chemical hazardous cargo transportation implements the system of "cargo license", "driver license" and "guardian license". All vehicles engaged in hazardous chemical cargo transportation should use unified special-purpose sign and shall be inspected regularly in fixed places, relevant personnel shall be trained and certified. (4) Public security, transportation management and fire fighting departments shall designate driving route to vehicles transporting hazardous cargo. The vehicles transporting chemical hazardous cargo must be parked in designated parking lot. (5) Vehicles engaged in long-distance hazardous cargo transportation must use unified waybill with special mark. Each public security and traffic inspection station are responsible for supervising and inspecting. As far as this project is concerned, the following management measures for hazardous substance transportation are enforced (1) Declare management system is enforced for vehicles transporting hazardous cargo. The driver (owner) needs to fill in a declaration form indicating the hazardous cargo license number, goods variety/grade/serial number, names of receiver and dispatcher, loading/unloading place, and cargo characteristic, etc. (2) In ultra-wide lane of highway entrance and exit, the three licenses shall be checked for completeness, after proved to be satisfactory, vehicles are allowed to go. (3) Generally vehicles transporting hazardous cargo shall be arranged to pass through in a period with less traffic volume (such as 12:30 - 15:00). Under bad climate condition, they are - 152 - Environmental Assessment for Ailing-Ruijin Highway Chapter 7 Measures and Suggestions forbidden to go on the highway. (4) On highway entrance and exit, drivers are distributed with theSafe Driving Guide for Ailing - Ruijin Highway which will be compiled by transportation security experts and which will contain accident emergency treatment method, contact telephone number and mailing address of safety commission, etc. (5) Declaration and checking of hazardous cargo transporting vehicles on highway entrance and exit will be carried out by fee-collectors in tollgates. Relevant staff members shall be trained on hazardous cargo vehicle management method, declaration, safety inspection, workflow and fire fighting, which will be included in the training plan of the project. (6) When hazardous cargo vehicles loading detonator and explosive need to pass tunnels, the staff members of tollgate stations shall notify tunnel management staff in time who will send special personnel to escort the vehicles to pass the tunnel. 7.6.3 Possibility analysis of inspecting hazardous cargo vehicle in tollgate The hazardous cargo automobile transportation in China strictly observes the Automobile Transportation Regulations for Hazardous Cargo (JT617-2004) and the Operational Procedure for Hazardous Cargo Automobile Transportation and Loading/unloading (JT618-2004) issued by Ministry of Communications of the People's Republic of China, which stipulate detailed regulations on hazardous cargo classification, packaging and sign, vehicle and equipment, consignment and documentation, shipping and receipt, transporting and loading/unloading, custody and fire fighting, supervising and management, etc. Vehicles transporting hazardous cargo need to register with transportation authority and to receive supervision and management from the transportation authorities of all levels. The vehicles need to stop and pay for toll while entering the expressway. In 100 m in front of tollgate there is an indication board (blue) reminding hazardous cargo vehicle' driver to step aside and to voluntarily declare and receive inspection. In the outmost side of tollgate there is ultra-wide lane for ultra-wide vehicle and hazardous cargo vehicle to use. In addition, the hazardous cargo vehicle shall hang a signal flag with black word "hazardous cargo" in yellow background in the left front, also the driver can remind the fee-collector to inspect the hazardous cargo vehicle. 7.6.4 Tunnel pollution risk prevention Tunnel management station is in charge of the daily maintenance, repair and emergency rescue so as to guarantee the normal work of ventilating, lighting, fire reporting, fire control, closed-circuit TV, emergency call, signal lamp, etc., and to control them. Tunnel management staff shall be trained, which will be incorporated into the training plan so as to improve their ability and management level to handle accident. Air quality in the tunnel shall be monitored, which will be included in the environmental monitoring plan and the monitoring data will be reported in time. - 153 - Chapter 7 Measures and Suggestions Environmental Assessment for Ailing-Ruijin Highway To strengthen management over hazardous cargo transportation To enforce declaration system; To enforce sample-check system; Under unfavorable climatic conditions, hazardous cargo transportation vehicles are forbidden to enter tunnel. The above-mentioned two activities and are implemented by tunnel management staff. 7.6.5 Hazardous substance traffic accident emergency plan (1) In case accident happens, any person who discovers should immediately report to the central control room through roadside emergency call or other communication means. (2) After receiving the accident report, the central control room should immediately notify nearby highway policemen to go to the accident site to control the site; meanwhile, local fire department shall be notified who shall send fire-fighting vehicles and firemen to rescue. (3) If the hazardous cargo is solid, they can be cleaned and handled, and the accident shall be recorded in file. (4) If the hazardous cargo is gaseous and highly toxic, firemen should wear gas mask to deal with; In case that the hazardous cargo will leak unavoidably, local environmental protection department and public security department shall be notified immediately, and when necessary, people in the pollution range along the route shall be evacuated to avoid poisoning, injuries and deaths. (5) If the hazardous cargo is of liquid state, and has already entered public water body, local environmental protection department should be notified immediately. The environmental protection department should immediately notify downstream units to stop fetching water, and at the same time shall send environmental experts and monitoring personnel to monitor the site and to salvage in time the hazardous cargo container which falls into the water body. 7.6.6 Analysis of accident emergency ability (1) In order to guarantee traffic safety in tunnels under daily normal and emergency conditions, in order to react promptly and handle fires and other emergency accidents, in order to eliminate or reduce accident pollution risk and danger, the tunnels, in addition to be installed with necessary ventilation and lighting facilities, shall also be set up with closed-circuit TV monitor, fire reporting and emergency calling, fire control facilities, etc. The monitoring system of tunnel management station is made up of computer network, closed-circuit TV monitoring system and comprehensive control panel. (2) The tunnel monitoring scheme covers three cases: normal, fire and traffic accident, according to which, programs on ventilation control, illumination control and traffic control are formulated. (3) The operation of the expressway (including the tunnels) is under monitor all the time. In - 154 - Environmental Assessment for Ailing-Ruijin Highway Chapter 7 Measures and Suggestions case of accident, it can be known at first time, and the first-aid rescue organization, fire control department, environmental protection department, and traffic police, etc., can be notified in time for rescue, fire fighting, traffic evacuation and environmental monitoring. Fire fighting and injury/death first-aid will be handled by nearby departments. The highway management department needs to establish connection with fire fighting and medical organizations along the route and shall provide telecommunication means. (4) In order to strengthen the ability to deal with hazardous cargo traffic accident, it is suggested that the Jiangxi Provincial Communications Department Project Office convene meetings, share experience and carry out training so as to improve the ability to deal with similar accidents. Equipment damaged in accident shall be maintained, repaired, installed and calibrated in time so as to put into operation as soon as possible. In sum, it can be thought that this project has relatively strong emergency ability handling traffic accidents. 7.7 Environmental protection measures for roadbuilding materials and transportation (1) The quarry contractors must observe the security regulations on outdoor blasting to confirm ignite time which should avoid work peak hour; the contractors must conscientiously protect worker's personal security, must provide helmet, earplug, etc., to workers according to relevant labor protection regulations, and provide regular physical examination to them. (2) For the soil erosion caused by stone quarries, management must be strengthened to formulate excavation plan so as to control the vegetation damage and soil erosion in stone quarries to the minimum. (3) Transport vehicle should observe local traffic regulations, overloading is forbidden to prevent bulk stones or other roadbuilding materials from falling and halting the traffic. Transportation department is responsible for such inspection. (4) Detour roads should be sprinkled by water regularly. Vehicles hauling roadbuilding materials which are easy to lose shall be covered by fluffy cloth. (5) The contractors shall well prepare transportation plan so as to avoid hauling materials in peak hours. (6) It is required to rationally choose roads for transporting stones so as to avoid dense residences and schools as much as possible. When there is residential area 50 meters within the transporting road, such stone transportation is forbidden at night (22: 00- 6. 00 next day). Meanwhile, blasting is forbidden at night. (7) In daytime, if noise interference is produced in schools and residential areas near detour road, movable sound barriers can be set up to mitigate the noise impact. (8) To strengthen transportation management of National Road 323. The contractor is required to do a good job in vehicle maintenance so as to make the noise level of the vehicles at a - 155 - Chapter 7 Measures and Suggestions Environmental Assessment for Ailing-Ruijin Highway minimum level. (9) The supervising engineer is required to strengthen noise monitoring. If materials transportation makes the acoustic environmental quality of residential areas along National Road 323 worsening, the hauling route can be considered to change, or some economic compensation can be made with agreement from local residents. 7.8 Suggestions on landscape design In order to build an ecological highway with sustainable development, a beautiful, harmonious and safe scenery, and in order to reduce destruction to natural environment, careful, systematic and scientific landscape design will be carried out by using rational and economic engineering and biological measures that are in harmony with the nature to improve the view aesthetics and ecology of the highway, to fully exploit and demonstrate the aesthetic effect of road transportation, to better incorporate the highway into the nature, and to add a new landscape to this area. 7.8.1 Design principle (1) Principle of respecting regional characteristic. Ganzhou Prefecture possesses its unique geographical location, landform and topography characteristics, meteorological characteristics, and social environment characteristics, all these form peculiar highway landscape for the highway, so they shall be fully manifested and reflected in the design. (2) Principle of overall harmony. The highway alignment, subgrade, pavement, bridge and tunnel intersection, along-the-route facility, etc., shall be considered as an organic integrity with the landform, topography, and local cultural traditions. (3) Principle of naturalness. With consciousness of "no destruction is the largest protection", it is required to reflect the protection, utilization and development of Ganzhou Prefecture's unique natural and humanity landscape resources and to integrate the highway as a resource into the natural and humanity environment. (4) In a situation that alignment index and geological condition are satisfied, the landform should be adapted to prevent heavy fill and cut; it is required to strictly follow the principle of "fill is preferred to cut, tunnel is preferred to excavation, and bridge is preferred to filling" so as to reduce fill/cut volume and their destruction to vegetation. (5) It is required to integrate naturally the highway into peripheral landscape, measures shall be taken to restore its natural appearance. (6) Structures such as bridges, culverts, retaining walls, guardrails and sign boards shall be made as conspicuous as possible and shall be properly treated in an artistic way. (7) Existing vegetation within the range of road land use should be protected as much as possible, plants shall be properly laid-out in both sides of the highway, which is helpful to integrate roadside with surrounding environment. (8) In a condition that the slope stability is guaranteed, the slope top and toe shall be - 156 - Environmental Assessment for Ailing-Ruijin Highway Chapter 7 Measures and Suggestions arc-chamfered so as to make them and the surrounding area forming a natural transition. 7.8.2 Major contents of design 7.8.2.1 Landscape for slope Slope design The slope gradient should be flexible and natural and adapting to local conditions so as to reduce artificial elements. In designing, different slope gradient and subgrade heights should be adopted to overcome unified slope gradient and subgrade height design method, for example, according to different landforms, excavation heights and geological conditions, different forms can be built such as natural shape, curved shape (concave, convex), steep in bottom and slow in top, steep in top and slow in bottom, and even mansard shape, etc. Slope top and toe shall adopt circular transition. For excavating slope it is forbidden to truncate mountain skin; but low embankment and shallow-cutting highway sections should be slowed down in slopeness so as to integrate with original topography, forming a buffer zone. Slope protection design It is required to minimize concrete pitching such as facing walls and mortar pitching slope protection, rather to use local plant protection. In case of necessity to build concrete pitching, the cross-sectional profiles and sizes should be flexible, shall be dynamic and natural, for example in the form of subgrade type, transition type, arch type, dry pitching, mortar pitching etc. The appearance shall avoid artificial elements so as to make them appropriate and invisible. Landscape retaining walls can be set up in the form of natural type, small cobble embedded type, and subgrade grassing type, etc. 7.8.2.2 Landscape for intersection project Intersection laying-out can be made asymmetric, and can be linked by flexible ramps and auxiliary roads. Local culture symbols can be used, landscaping can utilize arbor, bush and grass combined method. Indigenous tree species shall be used as many as possible as the background tree with some introduced ornamental varieties of leaf and flower so as to build an ornamental ecological community, to rationally divide visual space, to incorporate into nature, to increase landscaping effect, and to make a comfortable and safe driving. The shape of visual over-crossing bridge shall be designed in accordance with local humanity and cultural landscape and minority architecture characteristics, and shall be decorated properly in case of necessity in such a manner that the tone is harmonious with peripheral scenery, and shall be lucid and lively. 7.8.2.3 Landscape for earth borrow pits and waste banks Design shall still follow the principle of simplicity and easy maintenance, planted by arbor, bush and grass combined form, forming a plant community landscape so as to restore the natural ecology of earth borrow pits and waste banks and to reduce soil erosion. - 157 - Chapter 7 Measures and Suggestions Environmental Assessment for Ailing-Ruijin Highway 7.8.2.4 Landscape for super-large and large bridges The landscape design for super-large and large bridges shall highlight the following aspects: (1) To highlight the shaping characteristic and magnificence of large bridges; (2) To beautify the large bridges, to build them into excellent projects; (3) To develop tourism function, to turn the bridges into new humanity and cultural scenery; (4) To be economically feasible and practicable; (5) To utilize the maximum potential of landscape and ecology, to protect and rebuild landscape environment. 7.8.2.5 Landscape for tunnel Shaping design for tunnel portal To choose tunnel portal shape that suits surrounding environment, design shall be succinct and elegant. Decoration design for tunnel portal To decorate tunnel portal artistically and to demonstrate local culture. Greening design for tunnel portal Considering tunnel portal shape and surrounding environment, to set up planting landscape and miniature sculpture in heading slope of tunnel mouth and front. Decoration design within tunnel According to change of driving visual perception, to carry out color design and internal decoration design within tunnel so as to improve the environment of driving a vehicle in the tunnel. 7.8.2.6 Landscape for dry bridge Shaping design for dry bridges To select dry bridge shape suitable to the bridge site environment, the bridge shape shall be simple, slim and graceful; the position, size, number and shape of the piers shall be controlled strictly to try to avoid building column in road median separator. Visual appearance design for dry bridges To select coating color suitable to bridge shape such as the color for the pier, beam and pavement guardrail, etc., to investigate and analyze the coloring from regional color, cultural habits, and custom characteristic, then to simulate different coloring schemes and to determine the final appearance and color of the bridge so as to highlight the characteristic of bridge. 7.9 Environmental protection scheme for basic farmlands 7.9.1 Laws and regulations According to article 24 of Regulations of Basic Farmlands Protection released in Order No. 257 of the State Council on December 27, 1998, which stipulates that "in the environmental impact report of construction project, there should be environmental protection scheme for basic - 158 - Environmental Assessment for Ailing-Ruijin Highway Chapter 7 Measures and Suggestions farmland", and according to the order [2004] 1Urgent Notice on Forbidding Occupying Basic Farmland for Planting issued by State Council on March 20 2004, and according to theNotice on Most Rigid Implementing Cultivated Land Protection in Road Constructionissued by the Ministry of Communications in its ordinance [2004 ] No. 164 on April 6 2004, strict protection system for cultivated lands and basic farmlands shall be enforced. 7.9.2 Environmental protection scheme for basic farmlands The highway construction unit should enforce thePeople's Republic of China Law on Land Management and Regulations of Basic Farmlands Protection, change of the use of basic farmlands is firmly forbidden. Basic farmland protection shall be well done at each stage of road construction. The following works shall be well done during highway design stage: (1) The design plan should be optimized to reduce occupation of cultivated land. Route schemes should be compared, justified and selected by considering land use and farmland occupation to determine the rational route scheme. In situation of not increasing project works volume, preference shall be given to such scheme that can maximally economize the lands and protect the cultivated lands, it is required to utilize deserted mountains and hillsides, discarded lands and low-yield lands. (2) If permitted by environmental and technological conditions, it is advisable to adopt low-embankment and shallow-cutting scheme so as to reduce high-fill and deep-cut. In high-fill and deep-cut sections passing through basic farmlands and cash crops lands, protection measures shall be considered as many as possible such as retaining walls, slope protections and toe protection on the basis of technological and economic comparison so as to shorten slope length and to economize the land use. (3) To reconnoiter conscientiously, to calculate carefully and to allocate the earth/stone works rationally so as to fully utilize the cut as fill within an economical distance and so as to strictly control the project earth/stone works volume. It is required to rationally set up earth borrow pits and waste banks and not to occupy farmlands as preferably as possible by combing earth borrow, waste disposal, field improvement and reclaiming. If conditions permit, industrial waste materials, building waste residues which accord with the technical standard should be adopted to fill subgrade so as to reduce earth borrow. (4) It is suggested to utilize as much as possible the discarded wastelands, deserted hillsides, or to build along with waste banks. Farmland can't be taken up in principle. (5) The pipelines for highway engineering telecommunication, monitoring and controlling, power supply, etc. shall be laid-out in same tube if permitted by technological, economical and security requirements, and shall be laid-out within road right-of-way as much as possible. (6) For construction land use for the highway, formalities for approval should be gone - 159 - Chapter 7 Measures and Suggestions Environmental Assessment for Ailing-Ruijin Highway through strictly according to relevant regulations, if cultivated land occupation is involved, compensation must be made available to account for the balance. Cultivated lands approved to be occupied shall be conscientiously compensated for according to the principle of "how much is occupied, how much shall be reclaimed". The following works shall be well done during project implementation stage (1) In the tendering for the project construction, relevant clauses of cultivated land protection should be listed in the tendering documents and shall be carried out strictly. The contracting section should be divided in such a manner as to rationally allocate earth/stone works and to reduce earth borrow and waste volumes and quantity of temporary land use; the project implementation shall rationally utilize the arable layer in the cultivated lands, which shall be used in reclaiming; it is required to rationally set up earth borrow pits and waste banks, whose construction protection shall fulfill requirements so as to prevent soil erosion. (2) The construction unit should strengthen cultivated land protection consciousness, shall coordinate the project's temporary land use, and shall strengthen scientific guidance; the supervising unit should strengthen supervision over land occupation during the construction stage, shall urge the construction unit to implement land protection measures. In handing over the project for acceptance, it is required to comprehensively inspect the land utilization and restoration. (3) The construction unit should strictly control the quantity of temporary land use; the detour roads, various kinds of stock grounds and prefabricating grounds shall be coordinated according to the project progress, which shall be located within the range of highway right-of-way or shall be located in barren hillsides and discarded wastelands, farmland can't be taken up. In the construction stage, effective measures should be taken to prevent farmland pollution; the temporary land use should be restored conscientiously according to the contract term requirements after the project is completed. (4) Afforestation on the highway shall be carried out in accordance with the relevant requirements of the [2004] 1 ordinance Urgent Notice on Forbidding Occupying Basic Farmland for Planting issued by State Council. If there are cultivated lands along the highway, the width of greenbelt shall be controlled strictly. While in well afforesting the highway right-of-way, it is required to carry out the construction of landscaped highway under the leadership of local people's government and with cooperation from concerned departments. If the width of greenbelt does not meet the regulations, policy support shall not be granted such as seedling subsidy. (5) Old roads that are discarded during the highway construction shall be reclaimed as much as possible; if can't be reclaimed, then afforestation shall be made so as to avoid resource idling and unused. It is an important responsibility of transportation administrations at all levels to implement the strictest protection system for cultivated land in road construction, which is rewarding at present and in the long-term. The construction unit must raise the awareness, strengthen organizational - 160 - Environmental Assessment for Ailing-Ruijin Highway Chapter 7 Measures and Suggestions leadership, and enhance supervision and inspection so as to regulate land use in a rational, economical and scientific manner for the purpose of promoting an overall, coordinative, and sustainable development of highway transportation. - 161 - Chapter 8 Management and Monitoring Environmental Assessment for Ailing-Ruijin Highway Chapter 8 Environmental Protection Management Plan and Environmental Monitoring Plan 8.1 Environmental protection management plan 8.1.1 Implementing organization The environmental management of the proposed project is in the charge of Jiangxi Provincial Communication Department for organization and implementation, the Jiangxi Provincial Communication Department World Bank Loan Project Office is responsible for the environmental management for this project. The environmental management organizations for this project during construction and operation stages are shown in Fig. 8.1.1-1 and Fig. 8.1.1-2. Jiangxi Provincial Communication Department Planning Office (1 persons) Jiangxi Provincial Communication Department World Bank Loan Project Office Jiangxi Provincial Communication Department World Bank Loan Project Office environmental section 1 person Designers Environmental protection supervising Contractors (more than 1) Jiangxi Provincial Environmental engineer (2 persons)9 persons Monitoring Station Ruijin Municipal Environmental Ganzhou Municipal Monitoring Station Environmental Monitoring Fig. 8.1.1-1 Environmental management organization during construction stage Jiangxi Provincial Communication Department Planning Office (1 persons) Jiangxi Provincial Expressways Administration Jiangxi Provincial Expressways Administration Environmental Protection Department1 person Huichang Management Station EP Yudu Management Station EP personnel Ganxian Management Station EP personnel personnel (1 person) (1 person) (1 person) Fig. 9.1.1-2 Environmental management organization during operation stage The environmental protection office of Ministry of Communications is responsible for - 162 - Environmental Assessment for Ailing-Ruijin Highway Chapter 8 Management and Monitoring coordinating the environmental protection work of the transportation sector in unison. The Jiangxi Provincial Communication Department Planning Office is also responsible for environmental management function for transportation circle in the entire province, by formulating environmental protection management method and regulation, compiling environmental protection plan and supervising its implementation in this province. 8.1.2 Environmental management plan In order to ensure the environmental concerns of this project be implemented in time, the following environmental management plan is formulated (Table 8.1.2-1). - 163 - Chapter 8 Management and Monitoring Environmental Assessment for Ailing-Ruijin Highway Table 8.1.2-1 Environmental management plan for this project Potential environmental impact Mitigation measures Implementing organization Responsible organization IPlanning and designing stage 1. Reduced floodwater discharge ability 1. To design meticulously Design unit 2. Migration and forced resettlement of residents in 2. To formulate and carry out just and proper Local road right-of-way resettlement plan and to compensate for government 3. Loss of land resource 3. To occupy as few lands(good farmland ) as Design unit Jiangxi Provincial 4. Loss of environmental beautification possible Design unit Communication Department 5. Blocked way from house to farmland, increased 4. To meticulously design so as to make it in harmony Design unit Jiangxi Provincial walking time with landform (landscape) Design unit Expressways Administration 6. Soil erosion caused by open or blind drainage 5. To provide suitable number of passageways in Design unit ditches on the soil lower than subgrade suitable locations Local government 7. Road runoff pollution 6. To increase number of water outlet, to set up good outlet in order to avoid cascade effects 7. To make the road runoff not enter into water source/farmland irrigation directly IIConstruction stage 1.Increased river sediment due to erosion in 1.To use coverings or fiber to protect sensitive construction site, road cutting and waste disposal surface, to plant reliable plants as soon as possible. 2. Oil/engine oil/fuel and paint's pollution to soil and 2. To collect recycled lubricant, to prevent accidental water produced in equipment ground and bituminous spillover by good operation. mixing station 3. To install and open air pollution control devices, to 3. Ambient air pollution in bituminous mixing choose suitable place Jiangxi Provincial station/stabilizing soil mixing station 4. To regularly sprinkle water on temporary road, to Communication Department 4. Dust, noise and air pollution in construction site install silencer on equipment and to maintain in time. Jiangxi Provincial 5. Unexplored underground historical relics found 5. To stop construction and to notify historical relics Contractors Expressways Administration during construction administrative department for protection 6. Landform disruption produced from 6. To make it integrated into landform (landscape) World Bank Loan Project embankment/fill and stone production through design, to repair the broken earth surface Office 7. Interference to facilities along the highway 7. To sign agreement with related departments, to (electricity/ telecommunication, etc.) relocate after being first open so as to reduce impacts 8. Existing road driving conditions impacted during 8. To strengthen traffic administration in possible construction. traffic conflict points. 9. Formidable sewage facilities and solid waste in 9. To provide suitable lavatory and dustbin, to construction site strengthen environmental management. - 164 - Environmental Assessment for Ailing-Ruijin Highway Chapter 8 Management and Monitoring 10. Possible infectious disease dissemination among 10. To regularly examine workers' health, to handle workers and local people. when needed 11.Temporary germ (mosquito) breeding habitat 11. To adopt necessary measures to avoid producing produced such as stagnant pool on sunny side. reproducible place 12. Influence to land yield produced by large earth 12. To keep the topsoil and to pile collectively, to borrowing level land as soon as possible after construction, and to recover the topsoil so as to shorten temporary land use time IIIOperation stage 1. Ambient air pollution and noise pollution produced 1. To install soundproofing window or other by vehicle driving. noise-prevention measures, to control the technological state of vehicles running in the 2. Persistent soil erosion highway, to reduce air pollution, and to strengthen Jiangxi Provincial 3. Highway runoff pollution public transportation and traffic managerial ability Communication Department 4. Sewage and oil-containing waste water pollution 2. To meticulously maintain/ afforest/add protection Jiangxi in parking lots and management stations works Provincial Jiangxi Provincial 5. Disorderly roadside 3. To make the road runoff not enter into farmland Expressways Expressways Administration 6. Toxicant spillover/injury or death caused by irrigation system/ water source directly Administration accident of vehicle traffic and transportation 4. To use sewage treatment facilities. Ganzhou Prefecture and 5. To provide treatment equipment, to formulate Ruijin City environmental regulation forbidding throwing out waste monitoring stations 6. To formulate and enforce emergency accident handling plan, to set up necessary organizations and management procedures to inhibit dangers caused by accidents 8.1.3 Key EMP factors of the proposed highway Table 8.1.3-1 presents the Key EMP factors of the proposed highway. Table 9.1.3-1 Key EMP factors of the proposed highway Environmental Implementin Responsible problem Actions taken or to be taken g organization organization A Design stage 1.Rout From 2 alternative schemes, the recommended alignment scheme was determined, and in next stage Design unit Jiangxi Provincial - 165 - Chapter 8 Management and Monitoring Environmental Assessment for Ailing-Ruijin Highway Environmental Implementin Responsible problem Actions taken or to be taken g organization organization selection some partial route schemes will be further optimized and compared so as to minimize adverse impacts Communication on environment and society, and similarly also to avoid unfavorable geological conditions and Department cultural relic sites. 2.Disturb Designed 48 passageways to satisfy traffic demand of inhabitant and vehicles. Jiangxi Provincial people Design unit Communication Department ·In side slopes and appropriate roadside places, it is to plant bush, grass as well as to set up retaining walls, catch drains, mortar pitching to prevent soil erosion. Jiangxi Provincial 3.Soil erosion ·Designed temporary and permanent drainage system, affected irrigation ponds will be dug again to Design unit Communication keep soil erosion and influence on water conservation dam to smallest. Department ·Designed protection works for 5 earth borrow pits and 3 waste banks. 4.Dust/air Except for the actions in item "1", earth borrow pits, material yards, waste banks, stabilizing earth Jiangxi Provincial pollution mixing station and asphalt mixing station have been identified the necessity to consider dust pollution Design unit Communication on residences and educational and cultural units. Department 5.Water The tollgates and parking lot and other facilities have designed sewage treatment facility to make the Jiangxi Provincial pollution waste water discharged into public water body after satisfying designated standard. Design unit Communication Department Except for the actions in item "1", sufficient measures such as removal and sound barrier have been Jiangxi Provincial 6.Noise confirmed and incorporated into the design and tender documents. Design unit Communication Department Carried out cultural relic investigation, under progress now. Jiangxi 7.Cultural Provincial Jiangxi Provincial relics Archaeologic cultural Relics al Institute Administration Bridge and culvert have undertaken sufficient design so as to satisfy flood discharge requirement Jiangxi Provincial 8.Flood (1/300 years for large bridge, 1/100 years for others). Design unit Communication Department 9.Hazardouas Drainage system has been designed, contingency plan has been formulated so as to prevent impact on Jiangxi Provincial cargo water body because of hazardous cargo transportation accident. Design unit Communication transport Department BConstructi on stage - 166 - Environmental Assessment for Ailing-Ruijin Highway Chapter 8 Management and Monitoring Environmental Implementin Responsible problem Actions taken or to be taken g organization organization ·During construction period water will be sprayed, especially on stabilizing earth mixing station and asphalt concrete mixing station and detour road. When filling subgrade, water will be sprayed to compact the material, after material compaction, water will be sprayed regularly to prevent dusting. Jiangxi Provincial ·Warehouses and stock grounds will be covered, unless the material is used immediately. Expressways 1.Dust/air Administration pollution ·Vehicles transporting roadbuilding materials must also be covered to reduce spillage and fall. Contractor ·Stabilizing earth mixing station and asphalt concrete mixing station must be at least 300m leeward World Bank Loan from residences. Project Office ·Mixing equipment must have good sealing and the vibrators must be installed with dust removal device, the workers shall pay attention to labor protection. ·In suitable places such as side slope and roadside, trees and grass will be planted, especially on high-fill and deep=cut section, stone walls will be covered and grass will be planted. ·If existing irrigation, drainage system or pond is damaged, they will be rebuilt or reconstructed. ·When lime and other easily flying materials are piled together, they will be fenced by brick or earth Jiangxi Provincial 2.Soil walls and be kept from water body. Expressways erosion/water Administration ·In constructing permanent drainage system, temporary canals and culverts will be constructed for Contractor pollution irrigation and drainage. World Bank Loan ·All necessary measures will be taken to prevent the earth ad stone from blocking river and canal Project Office course or current irrigation and drainage system. ·All reasonable measures will be taken to prevent the waste water produced in construction from entering into river courses and irrigation canals directly. ·Garbage can and sanitary disposal facility will be provided in construction campsites, and will be Jiangxi Provincial cleaned up regularly. Expressways 3.Constructon ·The drinking water will satisfy Chinese national drinking water standard. Administration campsite Contractor ·Hygienic propaganda and education will be regularly educated to the construction workers. World Bank Loan Project Office ·It is to strictly enforce industrial enterprise noise standard so as to prevent workers from noise Jiangxi Provincial damage, the workers close to strong acoustic source will wear ear plug and helmet, and their working Expressways duration will be limited. 4.Noise ·When there are large residences 150m within construction site, noisy construction shall not Contractor Administration undertake at night (22:00 ~ 6:00). ·Machinery and vehicle maintenance will be strengthened to keep their noise to a minimum. World Bank Loan ·If construction machinery noise produces disturbance on schools, mobile sound barrier should be Project Office - 167 - Chapter 8 Management and Monitoring Environmental Assessment for Ailing-Ruijin Highway Environmental Implementin Responsible problem Actions taken or to be taken g organization organization established. ·When there are large-sized residences50mwithin detour roads, transportation of construction materials should be forbidden at night on the detour roads. ·In G323 on which construction materials are transported and on residences near detour roads, monitoring points will be set up, and corresponding measures will be taken according to monitored results. ·In order to protect forestland from damaged, earth shall not be borrowed from forestland, and materials shall not be piled and temporary campsite shall not be built in forestland. Jiangxi Provincial Expressways 5.Protection of ·Farmland shall not be used as earth borrowing pits as much as possible, if inevitable, the topsoil ecological (30cm) will be retained, and promptly backfilled. Contractor Administration resource ·Education on construction workers will be strengthened to protect natural resources and wildlife animals and plants, hunting is strictly forbidden. World Bank Loan ·Construction vehicles will run on temporary detour roads so as not to damage farmland and vegetation. Project Office ·In order to guarantee construction security, on temporary roads, effective lighting devices and safety signals will be installed, and at the same time full traffic regulations will be adopted and enforced. ·During construction stage, the blasting time, signal and security guard will be regulated; vehicles in Jiangxi Provincial dangerous areas will be immediately dispersed. Expressways 6.Accident ·Before blasting, careful and thorough inspection must be taken. Administration risk ·Safety watchout post will be set up so as to prevent people and vehicles from passing before Contractor blasting; during rush peak hours, blasting will not be conducted so as to avoid traffic jam and World Bank Loan personnel casualty. ·Blasting material management and use will strictly follow public security department's safety Project Office requirements. Jiangxi Provincial cultural Relics Administration ·If there discovered any fossil, ancient coin, architecture or other remains of archaeological and Contractor Jiangxi Provincial 7.Cultural geological value, construction should stop immediately, and such discovery shall be reported to local Jiangxi relics cultural relic department immediately until authorized protection department completes the cultural Provincial Expressways relic confirmation. Archaeologic Administration al Institute World Bank Loan Project Office ·Local construction materials shall be used as much as possible so as to avoid long-distance transport Jiangxi Provincial 8.Traffic and of construction materials, especially the earth and stone works. Expressways transportation ·When there is traffic jam during construction stage, enough traffic mobilizing measures shall be Contractor taken with coordination from transportation and public security departments. Administration ·In the interchange places of the proposed highway with other roads, temporary access roads will be - 168 - Environmental Assessment for Ailing-Ruijin Highway Chapter 8 Management and Monitoring Environmental Implementin Responsible problem Actions taken or to be taken g organization organization built. World Bank Loan ·Materials can be considered to prepare in advance in seasons with fewer traffic jams (Jan/Feb and Project Office Sept/Oct). ·A construction material transportation plan will be formulated to avoid transportation in rush hour, especially on existing roads. C Operation stage ·Prefectural or municipal transportation departments will set up respective coordinating organizations for chemical hazardous cargo transportation. Local ·Chemical hazardous cargo transportation implements the system of "cargo license" , "driver license" transportation and "guardian license" issued by transportation department. All vehicles engaged in hazardous Jiangxi bureau, public 1.Hazardous chemical freight transportation should use unified special-purpose sign. Provincial security and fire cargo ·Public security, transportation management and fire fighting departments shall designate driving Expressways bureau, leakage risk route to vehicles transporting hazardous cargo. The vehicles transporting chemical hazardous cargo environmental must be parked in designated parking lot. Administrati protection bureau, ·Regarding this project's hazardous cargo transportation management, the highway administration on Jiangxi Provincial department will manage through registration system. Expressways ·In case hazardous cargo leaks, such accident must be reported to concerned departments Administration immediately, and must be handled according to formulated emergency plan. ·It is to strengthen inspection on vehicles noise and exhaust tail gas. If the vehicles noise exceeds the allowed standard or does not comply with discharge standard, they are not allowed to run on the highway. Jiangxi 2.Vehicle ·Announcement and education will be strengthened to the people on relevant laws and regulation Provincial Jiangxi Provincial management concerning vehicle air pollution and noise. Expressways Expressways ·Massive cargo transportation of coal, cement, sand and simply packaged chemical fertilizer and Administrati Administration others may possibly spill along the route and pollute the road. Entrance inspection will be on strengthened, vehicles that do not have enough measures to prevent such spillage will not be allowed to run on this highway. Jiangxi Provincial Jiangxi Provincial 3.Noise According to monitored results, sound barriers and other noise-reducing measures will be taken in places with serious noise interference. Expressways Expressways Administrati Administration on Jiangxi 4.Maintenance Provincial Jiangxi Provincial of drainage Drainage system will be desilted periodically so as to ensure a smooth operation. Expressways Expressways system Administrati Administration on - 169 - Chapter 8 Management and Monitoring Environmental Assessment for Ailing-Ruijin Highway Environmental Implementin Responsible problem Actions taken or to be taken g organization organization Land Land management 5.Other Civilian houses are forbidden to build 142m within two sides of the road center line, and schools and hospitals are forbidden to build 332m within two sides of the road center line. management department department DEnvironm ental monitoring Construction stage a. Monitoring itemTSP, bituminous smoke b. Monitoring frequencyonce/weekrandom monitoring c. Monitoring time1 day d. Monitoring pointstabilizing earth mixing station, large residence and school near unpaved Supervising Local company 1. Ambient air construction road and bitumen concrete mixing station monitoring Jiangxi Provincial Operation stage station Expressways a. Monitoring itemNO2 Administration b. Monitoring frequency1 time/yearwinter c. Monitoring time12 dayscontinuous monitoring in 24 hours d. Monitoring pointAiling tunnel Monitoring frequency a. Construction stageonce/monthrandom monitoring if needed b. Operation stage4 times/year EP Supervising c. Monitoring time2 times in a day supervising company 2.Noise Monitoring point engineer or Project Office a. Construction stage Local Jiangxi Provincial monitoring Expressways Main line of the proposed highway, construction sites 100m within which there are station Administration residences or sensitive units b. Operation stage Residences: Dongtouling, Pinghu, Hulipai, Songshanxia, Jiantounao, village 1, Sangongwo, Xinaoxia, Qiganxia, Xiashabei, (Xiashebei, Shangshebei, Shaba), and village 2 - 170 - Environmental Assessment for Ailing-Ruijin Highway Chapter 8 Management and Monitoring Environmental Implementin Responsible problem Actions taken or to be taken g organization organization Construction stage a. Monitoring itempH, CODCr, SS, petroleum 3.Water b. Monitoring frequencydepends on actual needs of construction quality c. Monitoring time1 day Supervising d. Monitoring point 100m upstream and 200m downstream the bridge site of Mianjiang river company super-large bridge (K6270) Local monitoring Project Office Operation stage station Jiangxi Provincial a. Monitoring itempH, CODCr, SS, petroleum, grease, TP, TN, BOD5 Expressways Administration b. Monitoring frequency2 times/year c. Monitoring time2 days d. Monitoring pointRuijin parking lot, 50m downstream Mianjiang river super-large bridge K132+165 - 171 - Chapter 8 Management and Monitoring Environmental Assessment for Ailing-Ruijin Highwa 8.1.4 Supervising organization The Jiangxi Provincial Environmental Protection Agency is the environmental protection administrative organization of Jiangxi provincial government responsible for unified supervision and management of environmental protection works in this province. The municipal (Prefecture) Environmental Protection Agency is the environmental protection administrative organization of local government responsible for unified supervision and management of environmental protection works in this prefecture. The City (County) environmental protection agencies are responsible for environmental quality of their jurisdictions. The Jiangxi Provincial Environmental Protection Agency sets up an Environmental Monitoring Central Station, and the municipal (Prefecture) Environmental Protection Agency sets up an Environmental Monitoring Station, responsible for the environmental monitoring of the prefecture. The environmental protection works of this project are subject to supervision from local environmental protection departments along the route. This project's environmental management and supervision plans are shown in Table 8.1.4-1. Table 8.1.4-1 Environmental management and supervision plan of this project Stage Organization Supervision contents Supervision purposes China National 1. To guarantee that the EIA Environmental contents are complete, topic Protection 1. To review EIA report identification is appropriate, the key Feasibility Agency 2. To review EMP points are highlighted. study Jiangxi (Environmental Management 2. To guarantee that the great Provincial Plan) draft. potential problems produced by this Environmental project have been already reflected. Protection 3. To guarantee that the mitigation Agency measures are specific and feasible. World Bank China National Environmental Design and Protection 1.To review preliminary design 1. To strictly enforce "Three construction Agency for environmental protection and simultaneousness" and the stage Jiangxi EMP environmental protection measures Provincial promised in EMP. Environmental Protection Agency World Bank China National 2.To make sure whether the 2. To guarantee the environmental Environmental environmental protection protection investment is available in Protection investment is finalized full sum Agency - 172 - Environmental Assessment for Ailing-Ruijin Highway Chapter 8 Management and Monitoring 3. To inspect whether the locations of stock grounds, concrete mixing station, 3. To guarantee these stations meet stabilizing soil mixing station environmental protection and bituminous mixing station requirements are reasonable 4. To reduce impacts on surrounding Jiangxi 4. To inspect dust and noise environment caused by engineering Provincial pollution, to determine construction, to enforce relevant Environmental construction time laws, regulations and standards of Protection environmental protection Agency 5. To inspect whether the Prefectural, management methods and municipal and measures for loading/unloading 5. To reduce impacts on surrounding county and piling poisonous, harmful environment caused by engineering environmental substances are applicable or not, construction, to enforce relevant protection to inspect whether the air laws, regulations and standards of bureaus pollutant discharge satisfies the environmental protection corresponding discharge standard 6. To inspect whether the discharge and treatment method of sewage and engine oil in the 6. To guarantee surface water not construction site are suitable or contaminated not 7.To restore and handle earth 7.To guarantee that the landscape Jiangxi borrow pits and waste banks and land resources are restored as Provincial soon as possible Environmental 8.To inspect the "Three Protection simultaneousness" of 8. To guarantee the "Three Agency environmental protection simultaneousness" of environmental facilities, to determine final protection facilities completion time China 9.To inspect whether the National environmental protection 9.To accept environmental Environmental facilities meet design standard protection facilities Protection Agency Jiangxi Provincial Environmental Protection 10.To inspect whether there are 10.To guarantee that relics are not Agency underground relics damaged Jiangxi Provincial Relics Administration - 173 - Chapter 8 Management and Monitoring Environmental Assessment for Ailing-Ruijin Highwa 1. To inspect the implementation of EMP (environmental management plan) during 1. To finalize the environmental operation stage. requirements proposed in EMP. Jiangxi 2. To inspect the implementation 2. To finalize the implement Provincial of environmental monitoring contents of the environmental Environmental plan. monitoring plan. Protection 3 To inspect whether it is 3. To protect the environment Agency necessary to take further conscientiously so as to minimize environmental protection the impacts on environment caused measures (environmental by the project construction and problems not estimated operation. originally may occur) Jiangxi 4. To inspect whether the Provincial environmental quality of Environmental environmental sensitive 4. To strengthen environmental Operation Protection locations meets theirmanagement, to protect people's life stage Agency corresponding quality quality conscientiously Prefectural, requirement. 5 To guarantee the sewage discharge municipal and 5. To inspect whether the meet standard requirement county sewage disposal of parking lot is 6. To guarantee drinking water environmental up to discharge standard source not polluted protection 6. To inspect whether the road bureaus surface water is entered into drinking water source Jiangxi Provincial 7. To strengthen supervision to Environmental prevent emergency accident, to Protection eliminate accident-hidden Agency danger. To formulate in advance 7. To eliminate accident hidden Public security urgent accident handling plan so danger to avoid fatal pollution department as to eliminate dangers in time accident. and in case of accident and to ensure fire-fighting hypertoxic material is not leaked department in the accident. 9.2 Environmental monitoring plan Formulation purpose and principle The purpose to formulate environmental monitoring plan is to supervise the implementation of each measure in order to adjust the environmental action plan in good time according to the result of monitoring and to provide the basis for the implementation time and scheme of environmental protection measures. The principle is to follow the anticipated main environmental impacts of each period (construction or operation stage). Monitoring items According to the anticipated environmental impact analysis and assessment results, the monitoring items during construction stage are identified as TSP, bituminous smoke, construction noise and water quality; the monitoring items during operation stage are identified as traffic noise, - 174 - Environmental Assessment for Ailing-Ruijin Highway Chapter 8 Management and Monitoring ambient air, water environment. Environmental monitoring organization It is more convenient for the noise monitoring during construction stage to be carried out by supervising engineer. Other monitoring can be entrusted to local environmental monitoring stations. The construction unit should sign monitoring contract during construction stage with the monitoring stations before constructing, and sign monitoring contract during operation stage with the monitoring stations before the project is made available to the users. Environmental monitoring plan The environmental monitoring plan for this project is shown in Table 8.1.3-1. Monitoring equipment purchase and monitoring cost This project intends to purchase 2 noise measuring meters with estimated cost of about 40,000 yuan. The monitor cost during construction stage for this project is estimated to be 225,000 yuan, that of during operation stage is 180,000 yuan (see Table 8. 2-1). The total monitoring cost for this project is 405,000 yuan. Monitoring report system The monitoring report system is illustrated in Fig. 8.2-1. After each monitoring, the monitoring unit should submit a monitoring report to higher organizations in a hierarchical manner. Jiangxi Provincial Expressways Administration should submit environmental monitoring plan to Jiangxi Provincial Environmental Protection Agency once in every quarter during construction stage and once every half year during operation stage. - 175 - Chapter 8 Management and Monitoring Environmental Assessment for Ailing-Ruijin Highwa China National Environmental Environmental Protection Agency protection office of World Bank Ministry of Jiangxi Provincial Jiangxi Provincial Environmental Communication Protection Agency Department Ganzhou Jiangxi Provincial Expressways Environmental Entrusted unit Administration Protection Bureau Environmental monitoring unit Fig. 8.2-1 Illustration of monitoring report system Table 8.2-1 List of monitoring cost Stage Construction stage Operation stage Remark Item Unit price Cost Unit price Cost Noise 15,000 45,000 35,000 105,000 yuan/year yuan/year yuan/year yuan/year Construction stage is set to be 4 Ambient air 40,000 120,000 10,000 30,000 yuan/year yuan/year yuan/year yuan/year years and mid-term Water 20,000 60,000 15,000 45,000 operation stage quality yuan/year yuan/year yuan/year yuan/year calculates the first 3 years Total 225,000 yuan/year 180,000 yuan/year 8.3 Environment supervision content and requirement 8.3.1 Environment supervision scope and method According to the Ministry of Communications document [2004] No. 314 Notice on Environmental Supervision for Transportation Project, environmental supervision work is required for this project during construction stage, which is considered as an important part of the project supervision and shall be integrated into the project supervision management system so as to exercise Total Quality Management over the project according to the dual requirements of project quality and environmental protection quality. The project environmental supervision scope is the highway construction area and the project directly-influenced region, including construction sites, construction detour roads, earth - 176 - Environmental Assessment for Ailing-Ruijin Highway Chapter 8 Management and Monitoring borrow pits and waste banks, sand and stone quarries, various mixing stations for the main road project and temporary project, as well as local existing roads (national road and provincial road) that undertake the massive transportation work. The supervision content includes ecological protection, water conservation, geological disaster prevention and control, afforestation, pollutant prevention and control and so on. Environmental supervision is an important part of engineering supervision, and is integrated into the engineering supervision system. This project's environmental supervision is in the charge of chief supervision office (also works as the environmental supervision office) for organization and implementation, the chief supervision office's representative office (also works as the environmental supervision office's representative office) and local representative officealso works as the local representative environmental supervision officeare responsible for undertaking the supervision. The field environmental supervising engineer is held by the engineering supervising engineer of the local representative office, who will be qualified to post by environmental supervising engineer training organized by the development company. 8.3.2 Work content of environmental supervision The project environmental supervision includes standard-satisfying supervision and environmental protection. Namely: Environmental standard- satisfying supervision is to supervise whether the construction of the main project conforms to environmental protection requirement, such as that the noise, the discharge of waste gas and sewage should meet the related standard; is to supervise whether the construction creates soil erosion and destroys the ecological environment, whether it conforms to related environmental protection laws, and regulations; Environmental project supervision is to supervise various environmental protection facilities (including temporary facilities) built for protecting environment during construction and operation stages, such as sewage treatment facility, sound barrier, afforestation works, land reclamation (including waste compaction, retaining works, drainage works) in earth borrow pits and waste banks, etc. 8.3.2.1 Environmental standard-satisfying supervision According to this project's main environmental impacts and the environmental protection objectives identified in this environmental report, the key point of environmental standard-satisfying supervision is the ecological environmental protection and water environmental protection. At the same time, the acoustic environment, social environment and ambient air quality protection are also the works of environmental standard- satisfying supervision. The main work contents of environmental standard- satisfying supervision are listed in Table 8.3.2.1-1. - 177 - Chapter 8 Management and Monitoring Environmental Assessment for Ailing-Ruijin Highwa Table 8.3.2.1-1 Supervision contents for EP standard-satisfying of the proposed highway Item Sub-item Supervising contents Whether earth borrow pit selection is reasonable; whether Earth borrow pit topsoil in earth borrow pits is suitably preserved; whether earth borrow depth coordinates with its habitat: whether earth borrow pits are fully restored. Whether waste bank selection is reasonable; whether the waste is disposed of in designated pits; whether topsoil in waste Waste bank banks is suitably preserved; whether the waste disposal height is appropriate; whether the waste banks are fully restored; whether the waste is fully disposed in waste banks. Construction Whether construction detour selection is reasonable; whether detour they are built by construction drawing; whether they are restored after completion. Whether the topsoil clearing and earth/stone cut enter into waste banks according to requirement; whether slope Subgrade protection is prompt; whether slope afforestation complies with design requirement; whether the highway subgrade cuts off the habitats in its sides; construction and establishment of temporary water conservation facility. Whether the number and location of bridge and culvert Ecological guarantee the local habitat connectivity; whether the environment Bridge and culvert construction waste material enter into waste banks; whether bridge foundation construction and time conform to water conservation and flood prevention requirement. Whether the transport roads pass some protected sections; Transport road whether there is dust prevention measures; how about the implementation of dust prevention measures. Whether the species selection conforms to corresponding habitat; whether the project progress strictly conform to the Afforestation season; whether construction strictly follow design requirement; afforestation quantity and survival rate should conform to requirement. Stock ground, Whether adopt measures to arrest wind and prevent rainstorm prefabrication corrosion; whether the project waste material enters into ground waste banks. Construction Whether the life and production garbage are properly treated; campsite whether the white garbage is under control; whether the construction is good-mannered and civilized. Tunnel Whether the waste is disposed of in designated waste banks; whether tunnel excavation working face is strictly controlled. Acoustic Whether the construction noise conforms to corresponding environment Village ambient noise standard; whether measures are taken when construction vehicles run in sensitive locations. Whether unobstructed water flow is guaranteed; preventing Water water pollution during construction stage; whether sewage environment Mianjiang River and life garbage from management area and parking lot are processed reasonably. Ambient air Village Conforming to corresponding ambient air quality standard during construction stage. To guarantee unobstructed traffic flow in construction road Social sections; whether the village road sections have security environment Traffic safety hidden danger; whether impact of transportation vehicles on existing roads reduces to minimum; whether the passageways are gathering water, so inconvenient to people's movement. - 178 - Environmental Assessment for Ailing-Ruijin Highway Chapter 8 Management and Monitoring 8.3.2.2 Environmental protection supervision Environmental protection supervision usually includes: Ecological protection supervision: ecosystem protection of rivers along the route, afforestation of earth borrow pits, waste banks, subgrade side slopes, medial separators, interchange and house construction area. Noise protection supervision: to adopt sound barrier, soundproofing window and other noise reduction measures in Dongtouling, Jiantounao, Hulipai, Songshanxia, and Painao, etc. Water pollution prevention supervision: to adopt sewage treatment facility on tollgate stations, management areas and parking areas. Water conservation supervision: Subgrade side slope protection works, drainage works; temporary water conservation facilities in civil engineering construction such as retaining and arresting works, and drainage works for earth borrow and waste banks. Supervision over implementing environmental protection design: to supervise environmental protection engineering design. 8.4 Training plan of environmental protection In order to strengthen the project organization's environmental managerial ability, it is planned to train relevant personnel with environmental protection, the following environmental protection training plan for the project is formulated (See Table 8.4-1) - 179 - Chapter 8 Management and Monitoring Environmental Assessment for Ailing-Ruijin Highwa Table 8.4-1 Environmental protection training plan No Trainee Training content Time Place Size Cost (yuan) National environmental Environmental protection regulations protect and standards, this Within 2 ion project's main months 1 supervi environmental before Nanchang 5 persons, 25000 sing questions, project 15 days engine environmental construction er protection supervising engineer's duty, use of noise monitoring instrument, etc. Study the advanced environmental From half Project management experience of foreign year to 12 2 environmental months Foreign 2 persons, management countries, and apply after project country half month 63000 personnel the knowledge learnt to the environmental starts management of the construction project. National environmental protection regulations, standards and this project's main Contractors' environmental Within 1 questions, month 3 environmenta 5 persons, l protection environmental before Nanchang 25000 personnel protection precautions project 15 days and environmental construction measures during construction, duty of environmental protection staff member. Relevant national regulations and management rules on hazardous cargo All Inspection transportation, Within 2 management personnel for rudimentary months station staff 4 hazardous knowledge of before Nanchang and tunnel 18000 cargo hazardous cargo, project management transportation vehicle declaration operation station staff, and inspection 15 days program, emergency plan, fire fighting knowledge. - 180 - Environmental Assessment for Ailing-Ruijin Highway Chapter 9 Economic Analysis Chapter 9 Profit and Loss Analysis of Environmental Economy 9.1 Engineering economy analysis The engineering economic assessment of the project includes assessment of national economy, financial assessment and sensitivity analysis. The results of each indicators are shown in Table 9.1-19.1-3 Table 9.1-1 List of indicators for national economic assessment unit: 10,000 yuan Benefit Benefit Benefit Year Construction costMaintenance costRepair costOverheadreducedreduced from from from reduced Net cash flow cost time accidents 2005 19900 0 0 0 0 0 0 -19900 2010 0 437 0 44 8846 4197 606 12769 2015 0 532 0 488 12346 6543 810 18680 2020 0 647 0 539 16047 9134 1085 25107 2025 0 787 0 595 20476 11993 1451 32539 EIRR=14.52% ENPV=402.648 million yuan EBCR=1.476 EN=15.37yearsincluding construction stage Table 9.1-2 Economic sensitivity analysis EIRR% Investment variation 0.85 0.9 1 1.1 1.15 1.15 18.72 17.84 16.37 15.09 14.52 Traffic volume 1.1 18.04 17.32 15.77 14.52 13.96 variation 1.0 16.71 15.91 14.52 13.34 12.80 0.9 15.28 14.52 13.21 12.09 11.57 0.85 14.52 13.81 12.53 11.54 10.94 Table 9.1-3 Financial sensitivity analysis FIRR% Investment variation 0.85 0.9 1 1.1 1.15 1.15 11.96 11.24 9.88 8.67 8.09 Traffic volume 1.1 11.38 10.68 9.26 8.09 7.52 variation 1.0 10.17 9.45 8.09 6.85 6.27 0.9 8.84 8.09 6.72 5.46 4.84 0.85 8.09 7.34 5.96 4.67 4.05 From Table 9.1-19.1-3 it can be seen that the national economic benefit of the proposed highway is very significant, with its net economic value in 23 years of assessment being 402.648 million yuan, economic benefit/cost ratio being 1.476, economic internal return rate being 14.52% and investment recovery period being 17.44 years. All these indicate that this project has good benefit and strong anti-risk ability. - 181 - Chapter 9 Economic Analysis Environmental Assessment for Ailing-Ruijin Highway 9.2 Benefits produced from the project 9.2.1 Direct economic benefits The national economic benefits of this project are mainly as follows: Benefit produced from improved road grade and reduced transportation cost by the newly-built highway; Benefit produced from shortened transportation mileage and reduced transportation cost by the newly-built highway; Benefit produced from reduced traffic congestion in original old roads and reduced transportation cost by the newly-built highway; Benefit produced from improved original road network transportation condition and reduced traffic accidents cost by the newly-built highway; Benefit produced from raised driving speed and reduced transportation time of passengers and freight on road by the newly-built highway. 9.2.2 Indirect social benefits The indirect social benefits produced from the project are various, including improvement of people's living standard, improvement of social economic environment and natural environment, increase of employment opportunity, and promotion of urbanization development, etc., which are difficult to measure and assess in quantitative and monetary terms. 9.3 Environmental protection investment budget and benefit analysis 9.3.1 Investment budget of environmental protection measures The environmental protection investment budget estimates for the environmental protection measures proposed in this assessment are listed in Table 9.3.1-1. The environmental protection investment needed by the proposed highway is about 20.852 million yuan, accounting for 2.02% of the total investment for the project. - 182 - Environmental Assessment for Ailing-Ruijin Highway Chapter 9 Economic Analysis Table 9.3.1-1 Investment budget of environmental protection measures Environmental Amount No protection Measure description Quantity Unit cost (10,000 Remarks measures yuan) Planning cost for side Planting and Planting in 5 slopes, 1 vegetation earth borrow pits, 3 8 places 100,000 yuan 80.0 separators and restoration waste banks interchanges is included into the total project cost Acoustic 4160 2500 Sound barrier environmental protection in linear yuan/linear 1040 meters meter 2 Dongtouling, etc Acoustic Sound-proofing environmental 338 10,000 window protection in Xiewu, households yuan/household 338 etc. Construction Environmental campsite will set up protection and septic tank, garbage 300,000 Preliminarily 3 management pit to clear and 3 bid during deliver the garbage; sections yuan/bid 90.0 calculated at 3 construction labor protection for section bid sections stage workers and water sprinkling Sewage Sewage treatment in 4 treatment tollgate station, 7 places 350,000 245.0 facility parking lot and yuan/place management station Cultural relics 5 Cultural relics reconnaissance, protection excavation and 30.0 tracing Including the Complete the monitoring 6 Environmental cost for G323 monitoring environmental 33.5 monitoring planning and construction detour roads Environmental See environmental 7 protection protection training 13.1 training planning Hand automatic noise measuring 2 20,000 yuan 4.0 8 Equipment each purchase meter Water sprinkling 200,000 yuan vehicles 1 each vehicle 20.0 - 183 - Chapter 9 Economic Analysis Environmental Assessment for Ailing-Ruijin Highway Careful Driving yellow, Hazardous Cargo 9 Sign board Speed Limitredand 20 1000 yuan each 2.0 reminding board blue 10 Contingency 10% in the above total sum 189.6 As listed inWater 11 Water conservation conservation scheme 12 Total 2085.2 9.3.2 Benefit analysis of environmental protection investment Direct benefit Construction and operation of this project will produce various environmental problems in areas along the route. So, after taking operative, feasible and applicable environmental protection measures, the economic losses retrieved in every year, namely the direct benefits of environmental protection investment, are obvious, but very difficult to estimate in concrete monetary terms at present. Only brief calculation or qualitative analysis can be made on the economic losses in people's health, life quality and agricultural production along the route caused by changes in ecological environment, water environment, acoustic environment and ambient air quality when no measures are taken, so as to feedback the direct economic benefits of environmental protection investment. Indirect benefit After implementing effective environmental protection measures, the following indirect benefits will be produced: guaranteeing life quality and normal life order of residents along the route, maintaining residents' environmental psychological health and reducing the agitated mood of residents, reducing the unstable risk factor in society, etc. At present all these indirect benefits are very difficult to measure in monetary terms, but one thing is certain that they will be the main component of social benefit produced from environmental protection investment. Considering that the direct benefits and indirect benefits of environmental protection investment are difficult to quantize, so brief qualitative analysis will be conducted on the environmental, social economic and comprehensive benefits produced from environmental protection investment of this project (see Table 9. 3. 2-1) - 184 - Environmental Assessment for Ailing-Ruijin Highway Chapter 9 Economic Analysis Table 9.3.2-1 Analysis of environmental and economic benefits produced from environmental protection investment Environmental protection Environmental benefits Social economic benefits Comprehensive benefits investment type 1. Prevent noise from disturbing people 2. Prevent water pollution 1. Protect people's living Environmental 3. Prevent air pollution and working environment 1. Minimize adverse protection 4. Protect farmland 2. Protect land, impact on environment measures during 5. Protect animals and agriculture, forestry and during construction stage construction plants vegetation 2. Gain social support for stage 6. Innovate wastelands 3. Protect national 7. Protect public security property and people's the highway construction and easy access personal safety 8. Repair and innovate local roads 1. Innovate overall 1. Road landscaping environment 2. Water conservation 2. Prevent furthering soil 1. Improve regional Road land use, 3. Restore or compensate erosion ecological environment greening and vegetation 3. Subgrade stability 2. Assure road wasteland 4. Wasteland innovation 4. Protect land resource transportation safety reclaiming and ecological and farmlands dynamic 3. Increase travel safety improvement balance and comfort 5. Farmland compensation 5. Raise land utilization value 1. Protect residents' living Noise-prevention Prevent traffic noise's environment of townships Protect people's living and works pollution on areas along working environment the route and villages 2. Land value-assurance and health Sewage 1. Protect water quality of treatment, water Protect water quality of rivers and canals drainage and rivers and canals along 2. Protect water resource Protect water resource protection works the route 3. Water conservation Environmental 1. Monitor environmental monitoring quality along the route Protect survival Sustainable development Environmental 2. Protect environmental environment of human of economy and management quality along the route and biology environment 9.4 Profit/loss analysis of environmental impact For the main environmental factors influenced by this project, the profit/loss of environmental impact for the proposed highway will be analyzed quantitatively or qualitatively by compensation method or expert scoring method, see Table 9.4-1 for the results. - 185 - Chapter 9 Economic Analysis Environmental Assessment for Ailing-Ruijin Highway Table 9.4-1 Profit/loss analysis of environmental impact for the proposed highway No Environmental factors Impact, measure and investment Benefit Ambient air and Acoustic and air environmental quality along the route 1 acoustic reduces (-2) 0 environment Acoustic and air environmental quality in towns and along existing road improves (+2) 2 Water quality Negative impact on water environment along the route -2 during construction stage 3 Human health No significant adverse impact, transportation helpful to go +1 to hospital 4 Plant No significant adverse impact 0 5 Tourism resource No significant adverse impact, helpful to resource +3 development 6 Flood prevention No impact 0 7 Agriculture Land occupation influences agricultural production -2 8 Fishery Pond occupation influences fishery production -1 9 Town planning No significant adverse impact, helpful to town and social +2 development 10 Landscaping and To increase environmental protection investment and to +2 beautification improve environmental quality along the route 11 Removal and Monetary compensation for removal, No significant 0 resettlement adverse impact 12 Land value Land for housing along the route depreciates, land for +1 industry and commerce appreciates 13 Highway's direct To shorten mileage, save time, reduce transportation cost, +3 social benefit reduce oil consumption, improve safety. To improve investment climate, promote economic 14 Highway's indirect +3 social benefit development and to strengthen environmental awareness 15 Environmental -1 protection measures To increase project investment Positive benefit(+15)negative benefit(-6)positive Total +9 benefit/negative benefit2.50 note 1.scoring 1, 2 and 3 from small to large according to impact degree 2."+"means positive benefit, "-" negative benefit. The environmental profit/loss analysis indicates that the environmental positive benefit/negative benefit ratio of the proposed highway is 2.5, which shows that the positive benefit of environmental economy produced by the proposed highway occupy a leading position. This project is feasible from the point of view of environmental protection. - 186 - Environmental Assessment for Ailing-Ruijin Highway Chapter 10 Assessment Conclusions Chapter 10 Assessment Conclusions 10.1 Ecological environment (1) The current ecological environment in the assessment scope of the proposed highway is good. The highway will take up a permanent land size of about 3188.57 mu. The land occupation type includes forestland, paddy field, non-irrigated field, wasteland, etc. The construction of the highway will cause certain agricultural economic losses, but will not produce remarkable influence on the distribution pattern of the land and vegetation. (2) Subgrade excavation and earth/stone filling of the proposed highway construction will change the landform and topography in some areas to a certain extent. But corresponding engineering protection measures taken during the design, construction and operation stages of the highway can minimize such adverse effects on vegetation, land utilization and farmland change. (3) Within the assessment scope of the proposed highway there is no natural reserve, no rare and endangered animals and plants distributed there. The engineering construction's impact on vegetation is mainly the cutting, rooting, burying and trampling of trees, fruit trees, flowers and plants, bush and farmland crops in the acquired lands during construction stage. Some small animals living there will be threatened to some degree during the whole construction stage of the highway. The above impact can be compensated for to a certain degree through the greening and planting measures. (4) Within the assessment scope for this highway, the animal species are mostly domestic animals, poultry and some common little wild animals that are few in population and are not very demanding for living environment and are adaptable to human activity. This road construction has not caused and changed their habitat environment greatly, will not interfere their normal life, which can still continue surviving in the areas along the route. 10.2 Water environment (1) The assessment results indicate that: in the three customary monitoring cross-sections of Mianjiang river, the pH value, ammonia nitrogen and biochemical oxygen demand meet class III - 187 - Chapter 10 Assessment Conclusions Environmental Assessment for Ailing-Ruijin Highway criteria of Surface Water Environmental Quality StandardGB3838-2002while the petroleum and chemical oxygen demand exceed class III criteria of Surface Water Environmental Quality StandardGB3838-2002, of which the COD excess is relatively large. The proposed Mianjiang river super-large bridge site is located about 5km upstream the monitoring cross-section of Ruijin Airport with relatively similar water quality. (2) During the construction stage, because earth borrowing and filling may cause silt of certain volume to enter into water bodies along the route, which will produce certain influence to the water quality of some rivers and canals. In building subgrade at the two banks of river-crossing bridges, measures shall be taken to reduce and avoid the impact on water body, which can be resumed after construction is finished. (3) The bridge substructure construction is separated from road section construction campsite, and the sanitary sewage emission of each campsite is only 3.2- 6.4 tons, discharged in a dispersed and temporary manner. Through setting up septic tank and effective management, the influence of sanitary sewage during construction stage can be acceptable. So the bridge substructure construction for the proposed highway will only have a slight negative effect on water environment. In addition during construction stage the construction waste oil will be collected, deposited and transported to designated places for treatment, thus will not exert an unfavorable influence on the surrounding environment either. The boring dregs of bridge construction are required to be transported out of river district and be piled up, and corresponding environmental protection measures shall be taken to prevent water body pollution. (4) The water pollution sources during operation stage are mainly sewage from tollgates, management stations, parking lots, and maintenance divisions. The sewage must be treated to meet national class 1 discharge standard before discharging. Because the above-mentioned facilities only produce small amount of emission, the total pollutant emission is not big, and the treated sewage will be discharged up to standard into the side ditches of drainage system of the highway; after flowing through brooks at a long distance, it flows into the nearby river with very low concentration. So, a small amount of sewage water discharged up to standard from the above-mentioned service facilities has a little effect on local water environment. (5) During the operation stage, pavement runoff is not allowed to enter into rivers and canals - 188 - Environmental Assessment for Ailing-Ruijin Highway Chapter 10 Assessment Conclusions directly. Automobile pollutants' influence on water quality is very small, and will not influence the agricultural irrigation water either. The flow and velocity of Mianjiang River which the proposed highway overcrosses are relatively stable with greater dilution ability. Within the assessment scope of downstream bridge site, there is no centralized type drinking water intake. So, it can be concluded that bridge floor runoff's impact on water quality is very small. (6) This project will not cause great adverse effect on farmland irrigation along the route. Water conservancy projects such as river and channel that are intruded will be reconstructed according to their existing capability. (7) In the next stage design it is suggested to optimize bridge and culvert design. Farmland irrigation system and water supply/drainage facilities that are intruded and separated by subgrade shall be restored. 10.3 Acoustic environment (1) Within the assessment scope there is no large-scale industrial and mining enterprises, the traffic noise of existing railways, national roads, provincial roads, county roads are the main sources of noise pollution, followed by the living and production noise of residents in most monitoring points, the applicable noise criteria are not exceeded. The major noise source is traffic noise on existing roads; the acoustic quality along the route is basically good. (2) Construction noise will have a certain impact on the acoustic environmental quality along the route, this kind of noise impact mainly appears in a range 130m from construction site in daytime and 480m from construction site in nighttime. (3) In 100m beyond construction site and its construction/transportation roads (detour roads) the acoustic impact is relatively small, but will still exert a relatively great influence on people within 50m, especially construction noise at night will influence their rest and sleep. (4) It is required to carry out environmental monitoring on sensitive locations, to supervise and promote good-mannered construction, to regulate construction, and to guarantee residents' normal life and study. (5) Assessing by class 1 standard limit in GB3096-93, the farthest standard-satisfying distances in daytime along the two sides of the highway in short-term stage, mid-term stage and long-term stage are 54m, 130m and 185m respectively from road center line; the farthest standard-satisfying distances in nighttime along the two sides of the highway in short-term stage, mid-term stage and long-term stage are 119m, 155m and 332m respectively from road center line. - 189 - Chapter 10 Assessment Conclusions Environmental Assessment for Ailing-Ruijin Highway Assessing by class 2 standard limit in GB3096-93, the farthest standard-satisfying distances in daytime along the two sides of the highway in short-term stage, mid-term stage and long-term stage are 32m, 69m and 101m respectively from road center line; the farthest standard-satisfying distances in nighttime along the two sides of the highway in short-term stage, mid-term stage and long-term stage are 73m, 96m and 191m respectively from road center line. Assessing by class 4 standard limit in GB3096-93, the farthest standard-satisfying distances in daytime along the two sides of the highway in short-term stage, mid-term stage and long-term stage are 20m, 20m and 27m respectively from road center line; the farthest standard-satisfying distances in nighttime along the two sides of the highway in short-term stage, mid-term stage and long-term stage are 43m, 57m and 142m respectively from road center line. It is suggested that planning department not to approve building schools and hospitals that have high acoustic quality demand within 332m from both sides of the highway, and building civilian houses within 142m. (6) Prediction and calculation conducted for the 22 sensitive locations of the recommended scheme show that all sensitive locations are excessive in standard. (7) Prediction and calculation conducted for the 12 sensitive locations of the alternative scheme I for the comparison section show that all sensitive locations are excessive in standard. (8) For the standard-exceeding sensitive locations during operation stage, it is recommended to build sound barrier and to install sound-proofing windows with an investment of 13.78 million yuan. (9) The monitoring points are Dongtouling, Pinghu, Hulipai, Songshanxia, Jiantounao, village 1, Sangongwo, Xinaoxia, Qiganxia, Xiashabei, (Xiashebei, Shangshebei, Shaba), and village 2, a total of 12 points. 10.4 Ambient air (1) The areas the highway runs by are mostly rural areas with the outdoor ambient air kept in natural condition. There is no large-scale pollution source in the assessment scope along the route, and the existing pollutants are automobile tail gas, pollutants produced by people's life and production, etc. But the emission is relatively small. (2) The NO2 and TSP average daily concentrations along the highway all comply with class II air quality standard of GB3095-1996, the monitored results indicate that the environmental air quality is good along the route. (3) The main environmental problem is TSP and bituminous smoke pollution during highway construction stage. Stabilized soil mixing station shall be far away from sensitive locations, attention shall be given to workers' labor protection. Construction roads and material transportation - 190 - Environmental Assessment for Ailing-Ruijin Highway Chapter 10 Assessment Conclusions roads shall be sprinkled with water and road surface shall be cleaned, roadbuilding material transporting vehicles shall be covered with geotextile. Stock grounds shall be far away from residential areas and shall be covered. In filling subgrade water shall be sprinkled in time; the bituminous concrete mixing station should be located 100m away from leeward wind direction of sensitive locations. (4) The distance in which the NO2 peak hour concentrations of the proposed highway during the short, mid and long-term operation stages can meet class 2 limits for ambient air quality standard is 20m from road center line; the distance in which the NO2 daily average concentrations during the short-term and mid-term stages can meet class 2 limits for ambient air quality standard is 20m from road center line; the distance in which the NO2 daily average concentrations during the long-term stages can meet class 2 limits for ambient air quality standard is 30m from road center line. 10.5 Social environment (1) Construction of the proposed highway will exert a positive influence in promoting social and economic development, in promoting rational adjustment of industrial sectors in areas along the route, in fostering the social and economic development and tourist resource development in areas along the route and in the whole Jiangxi Province, in improving the local investment environment, and in promoting structural adjustment of three major industries. (2) Construction of the proposed highway will unavoidably take up some lands and cultivated lands, but the overall influence is not big in general. Land allocation and use value transformation can mitigate land occupation's impact on agricultural economy. (3) It is required to do good removal and resettlement work, to conscientiously enforce local government's removal and resettlement policy. Because reasonable number of overpasses and passageways will be set up, impact on life convenience of residents along the route is not big. (4) Operation of the proposed highway will alleviate the traffic pressure imposing on original existing roads, will improve traffic environment, and will reduce traffic accidents. (5) The construction unit will strengthen publicity on historical relic protection, protective measures shall be made available to underground historical relic being found during construction, which shall be traced and monitored. - 191 - Chapter 10 Assessment Conclusions Environmental Assessment for Ailing-Ruijin Highway 10.6 Pollution risk of transportation (1) Though accident probability of hazardous cargo transportation is extremely small, but once the accident takes place, the consequence will be very serious. The construction department will formulate emergency plan, shall enhance training and management and shall strengthen emergency handling ability so as to reduce pollution risk to a minimum. (2) Analyses conclude that this project has a relatively strong emergency ability to handle traffic accident. 10.7 Alternative schemes After route comparison in the Preliminary Designstage, the recommended scheme is the best scheme in environmental protection. In order to do good environmental protection work for this project conscientiously, it is advised that the designing unit pay attention to solving the following problems at next stage: In high-fill and deep-cut sections, it is required to further study the design plan for slope protection. At the design of next stage, attention should be paid to the environmental protection and water and soil conservation of the highway itself and the earth borrow and waste banks. It is required to conscientiously implement simultaneous design between the environmental protection project and main project works. 10.8 Profit/loss analysis of environmental economy National economic evaluation and financial evaluation of this project indicate that it has certain anti-risk ability. The environmental protection investment needed by the proposed highway is about 20.852 million yuan, accounting for 2.02% in the total investment for the project. 10.9 Environmental protection, management and monitoring plans (1) The environmental protection management during construction and operation stage for this project are executed by Jiangxi Provincial Communication Department planning office, Jiangxi Provincial Communication Department World Bank loan project office, and Jiangxi Provincial - 192 - Environmental Assessment for Ailing-Ruijin Highway Chapter 10 Assessment Conclusions Expressway Administration. (2) The monitoring cost for this project during construction stage is 225,000 yuan, and the monitoring cost during operation stage is 180,000 yuan. (3) The construction unit has already established a removal and resettlement office and a coordinating group for design, resettlement and environmental protection, responsible for the environmental management and removal/resettlement of this project. (4) Detailed environmental management plan (EMP) has already been formulated so as to finalize the environmental mitigation measures and implementation of environmental monitoring plan. 10.10 Public participation (1) Construction of the proposed highway is a rare good chance to the areas along the route, especially to the development of county towns where the route passes. Local government and residents along the route spare no effort to support this highway to pass in front of their "own doors". (2) Because people along the project, especially those who may be subject to land occupation, removal and resettlement do not still know compensation policies about land occupation, removal and resettlement in road construction, it is suggested that during the land occupation, removal and resettlement for this project, such policies and compensation standard shall be publicized to concerned people along the route through local government so as to make this project familiar to and welcomed by the people. (3) For possible environmental problems brought out by this project, the environmental assessment unit and design unit have already put forward corresponding environmental protection measures such as sound-proofing window, sound barrier, and environmental management in construction stage, etc. (4) At next stage various kinds of media such as broadcast, TV, newspaper, etc., will be utilized to release information to the public, to offer unobstructed access to environmental file inquiry and environmental complaint telephone. (5) It is required to cooperate with environmental protection department to solve and deal - 193 - Chapter 10 Assessment Conclusions Environmental Assessment for Ailing-Ruijin Highway with public appeal and complaint in time. (6) According to various environmental protection measures put forward in the assessment report, Jiangxi Provincial Expressway Administration will carry out follow-up investigations in all period during the design, construction and operation stage. 10.11 Comprehensive assessment conclusion In sum, the development, construction and operation of this project will produce certain adverse impacts on the ecological environment, resident's life and production activity along the route, but so long as the mitigation measures proposed by this report are conscientiously implemented, such adverse impacts produced can be effectively controlled and can be reduced to a minimum acceptable to the environment. The route alignment is basically rational; the social and economic benefits of the project are remarkable. This assessment concludes that in terms of environmental protection, construction of this proposed highway is feasible. - 194 - Attachment 1 Introduction to the assessment unit and staff The Ministry of Communications Highway Research Institute is a scientific research institution directly subordinate to the Ministry of Communications. It is a comprehensive, multi-disciplinary and largest scientific organization in China engaging in road transportation research, experimentation and technical development, qualified with a class A environmental impact assessment certificate issued by China National Environmental Protection Agency. The environmental engineering office of the Ministry of Communications Highway Research Institute is mainly engaged in environmental impact assessment, of water and soil conservation, environmental protection approval and acceptance, and related basic research on transportation environmental protection for road engineering, independent bridge and others, staffed by 32 personnel specializing in road engineering, automotive engineering, environmental engineering, chemical analysis, landscape afforestation, and bio-engineering, of whom there are 8 persons holding senior professional title, 5 persons holding intermediate professional title. This office has successively undertaken environmental impact assessment for nearly 300 high grade roads and independent bridges, has chaired the compilation for Environmental Impact Assessment code for Road Construction Projectissued by the Ministry of Communications, this office possesses environmental impact assessment experience for projects loaned by the World Bank and the Asia Development Bank and possesses good theoretical foundation and practical experience. The environmental impact assessment staff for this project are: Dong Bochang, male, born in 1974, associate researcher, graduated with MA degree from Northeast Normal University majoring in environmental science; responsible for this project, responsible for the alternative scheme comparison and selection, and environmental management plan. Zhu Yufeng, male, born in 1979, interim researcher, graduated with a MA degree from Beijing University of Science and Technology majoring in environment engineering, responsible for water environment, and ecological environment. Piao Zhongxuan, male, born in 1938, professor-level senior engineer, graduated from Jilin University majoring in automobile engineering; responsible for social environment, hazardous cargo risk analysis, and public participation. Zhao Qin,female,born in 1978, interim researcher,graduated with a MA degree frim Chang'an University majoring in environment engineering; responsible for acoustic environment and ambient air. Attachment 2 References (1) World Bank Operational Policies and Guidelines OP/BP/GP 4.01 (2) Technical Guidelines for Environmental Impact Assessment HJ/T2.1 2.3-93 HJ/T2.4-1995HJ/T19-1997, NEPA (3) Environmental Impact Assessment Specification for Road Construction Project (tentative) JTJ005-96, MOC (4) Li, Zongkai, et. Air Pollution Meteorological Principle and ApplicationMeteorological Press1985 (5) Ren, Wentang. Traffic Noise and Control. People's Transportation Press, 1985; (6) Ganzhou Prefecture AnnalsJiangxi Ganzhou Prefecture Annals Compiling Commission (7) Ganzhou City AnnalsJiangxi Ganzhou City Annals OfficeJune 1998 (8) Ganzhou Prefecture Statistical Yearbook1999Ganzhou Prefecture Statistical Bureau (9) Ruijin City AnnalsJiangxi Ruijin City Annals Compiling commission (10)Ganzhou Prefecture Statistical Yearbook2004Jiangxi Ganzhou Prefecture Statistical Bureau (11)Ruijin City National Economic Statistical Data2003Jiangxi Ruijin City Statistical Bureau (12)Environmental Protection Management Regulations for Construction Project in Jiangxi Province (13)Environmental Pollution Prevention Regulations in Jiangxi Province (14)Ganzhou Prefecture Water Environmental Functional Zoning: Analytical Report (15)Ganzhou City Overall Planning (16)Typical Emergency Plan for Hazardous Cargo Transportation in Ganzhou Prefecture (17)Jiangxi Provincial Old Tree Namelist (18)Jiangxi Provincial Ganzhou City Tourism Development Overall Planning (19)Jiangxi Provincial MapsJiangxi Province Survey ServiceMarch 1998 (20) Two-Stage Preliminary Design for the New Project of Ailing (Jiangxi and Fujian Border)-Ruijin Highway of Xiamen-Chengdu National Expressway(K0+050~K30+818.5 with total length of 31 km), Jiangxi Provincial Transportation Design Institute, July 2005. Attachment 3Sample of public participation form Attachment 4 List of tables and figures Fig. 2.1.1-1 Geographical location of Jiangxi Province in China Fig. 2.1.1-2 Geographical location of the proposed project Fig. 3.1.3-1 Sketch of map water system along the line Fig. 3.2.2-1 Vegetation type in assessment scope Fig. 3.6.5.2-1 Land utilization type and distribution along the route Fig. 4.2.1.2-1 Relation between the proposed highway with Ruijin urban planning Attached Fig. 1 Route alignment (strike) of Ruijin-Ganzhou Highway of Xiamen-Chengdu Expressway and monitoring point laying-out Attached Fig. 2 Monitoring point laying-out for current environment of the proposed highway Attached Fig. 3 Photo of sensitive locations of the proposed highway Fig. 1.6.2-1 Assessment procedure diagram Table 1.4.1-1 Scope of environmental impact assessment for this project............................... Table 1.7.1-1 Topic assessment grade and basis ...................................................................... Table 1.8-1 List of major environmental protection objectives along the route....................... Table 1.8-2 List of ambient air and acoustic sensitive locations along the recommended scheme Table 1.8-3 List of ambient air and acoustic sensitive locations along the alternative line schemefor comparison section .................................................................................................................. Table 1.9.1-1 Water quality assessment standards excerpt........................................... Table 1.9.2-1 Construction Boundary Noise Level LimitGB12523-90(excerpt)...... Table 1.9.2-2 Acoustic environmental assessment standard value during operation stage.... Table 1.9.3-1 Ambient Air Quality StandardGB3095-1996(excerpt) ........................ Table 1.9.3-2 Bituminous smoke (new pollution source) discharge standard (excerpt) ........ Table 2.2.2-2 Setting-up of route schemes............................................................................... Table 2.3-1 Traffic volume estimates....................................................................................... Table 2.4.2.1-1 Main technical indicators................................................................................ Table 2.4.2.2-1 List of major technical and economic indicators............................................. Table 2.4.3.3-1 List of bridges and culverts............................................................................. Table 2.4.3.3-2 List of super-large and large bridges............................................................... Table 2.4.3.3-3 List of median bridges..................................................................................... Table 2.4.3.4-1 List of tunnels ................................................................................................. Table 2.4.3.5-1 List of interchanges......................................................................................... Table 2.4.3.6-1 List of traffic engineering and facilities along the route.................................. Table 2.4.3.8-1 List of earth borrow pits and waste banks....................................................... Table 2.4.3.7-1 List of earth/stone works volumes per km for subgrade unit: m3 ............. Table 2.4.3.9-1 List of land occupation unitmu......................................................... Table 2.5.2-1 List of quarries for roadbuilding materials along the route ........................... Table 3.1.2-1 Temperature along the route............................................................................... Table 3.1.2-2 Rainfall and non-frost period ............................................................................. Table 3.2.2-1 Percentage of Ganzhou Prefecture 2003 major national economic indicators in Jiangxi Province.... Table 3.2.2-2 2003 national economy and per capita indicators of project regions............... Table 3.2.4.1-1 Historical cultivated land size and per capita cultivated size in Ganzhou.... Table 3.2.4.1-2 Recent cultivated land size change in Ganzhou ......................................... Table 3.2.4.1-3 2003 cultivated land sizes of the project influenced region............................. Table 3.2.5.2-1 List of above-provincial-level key (revolutionary) cultural relic preservation units in Ruijin Table 3.2.5.2-2 List of county-level key (revolutionary) cultural relic preservation units in Ruijin Table 3.3.3.1-1 List of common gymnosperm plants along the proposed highway ................. Table 3.3.3.1-2 List of common angiosperm plants along the proposed highway.................... Table 3.3.3.1-3 List of common bushes along the proposed highway...................................... Table 3.3.4-1 Current population and land of each city and county along the route2003 Table 3.3.1-1 Water functional zoning of related river sections along the proposed highway . Table 3.4.2-1 Monitored results of water quality in Mianjiang River in 2004 ......................... Table 3.4.3-1 Current water quality assessment results............................................................ Table 3.5.2-1 List of monitoring points for current acoustic environmental quality ................ Table 3.5.2-2 Monitored results for current acoustic environmental quality in sensitive locations Table 3.5.2-3 Results of 24 hour continuous monitoring in Hankengbei ................................. Table 3.5.2-4 Results of cross-sectional monitoring for traffic noise in G319......................... Table 3.5.3-1 Current acoustic environmental monitoring and assessment results .................. Fig. 3.5.3-1 Results of 24h continuous monitoring of acoustic environment in Hankengbei Table 3.6.2-1 Monitoring points for current ambient air quality.............................................. Table 3.6.2-2 Air pollutant monitoring and analytical methods ............................................... Table 3.6.2-3 Ambient air quality monitored results................................................................ Table 3.6.3-1 Single factor index for ambient air pollutants .................................................... Table 4.1.1.1-1 Relation between road right-of-way with existing land .................................. Table 4.1.3-1 Environmental overview of earth borrow pits and waste banks along the route Table 4.2.3-1 Quantity of relocated electricity and telecommunication facilities .................... Table 4.2.5-1 Civilian house removal quantity by the proposed highway................................ Table 4.3.1.2-1 Life sewage composition of construction workers.......................................... Table 4.3.2.1-1 Estimated pavement runoff volumes during operation stage........................... Table 4.3.2.2-1 List of transportation facilities along the route................................................ Table 4.3.2.2-2 Major pollutant contents in unprocessed life sewage produced from along-the-line facilities Table 4.3.2.2-3 Estimated sewage discharge volumes in service facilities along the highway. Fig. 4.3.2.3-1 Sewage treatment procedure diagram................................................................ Table 4.4.1.1-1 Measured sound value of highway construction machinery............................ Table 4.4.1.3-1 Construction equipment's noise impact coverage ........................................... Table 4.3.2.1-1 Common factors for predicting vehicle speed................................................. Table 4.4.2.1-2 Estimates of attenuation caused by rural houses ............................................. Fig. 4.4.2.1-1 Noise reduction calculation by rural house ...................................................... Fig. 4.4.2.1-2 Calculation illustration of sound path difference............................................... Table 4.4.2.2-1 Traffic noise predicted values of each section during operation stage............. Table 4.4.2.2-2 Standard-satisfying distances of each road section in assessment year........... Table 4.4.2.3-1 Predicted ambient noise results at sensitive locations for the proposed highway (the recommended scheme).................................................................................................................................... Table 4.4.2.3-2 Predicted ambient noise results at sensitive locations for the proposed highway (alternative scheme I for comparison section) ......................................................................................................... Table 4.4.2.3-3 Impact analysis of acoustically sensitive locations during operation stagerecommended scheme ................................................................................................................................................. Table 4.4.2.3-4 Impact analysis of acoustically sensitive locations during operation stagealternative scheme I for comparison section............................................................................................................... Table 4.5.2.1-1 Wind direction frequency, average wind speed, and pollution coefficient20012003 Fig. 4.5.2.1-1 Rose maps of wind direction and frequency...................................................... Fig. 4.5.2.1-2 Rose maps of pollution coefficient .................................................................... Table 4.5.2.1-2 Atmospheric stability classification................................................................. Table 4.5.2.2-1 NO2 and CO discharge source intensity in each section of the proposed highway Table 4.5.2.4-1 NO2 diffusion prediction during short-term operation stage (stability D) ....... Table 4.5.2.4-2 NO2 diffusion prediction during mid-term operation stage (stability D)......... Table 4.5.2.4-3 NO2 diffusion prediction during long-term operation stage (stability D)........ Table 4.5.2.4-4 CO diffusion prediction during short-term operation stage (stability D)......... Table 4.5.2.4-5 CO diffusion prediction during mid-term operation stage (stability D) .......... Table 4.5.2.4-6 CO diffusion prediction during long-term operation stage (stability D).......... Table 4.5.2.4-7 NO2 concentration prediction of each section during operation stage (stability D) Table 4.6.1-1 2003 chemical hazardous substance production in Ganzhou Prefecture ............ Table 4.6.2-1 Traffic accidents of G323 in Huichang and Yudu sections in recent years......... Table 4.6.2-2 Traffic volumes of G323 in Huichang and Yudu sectionsabsolute value, vehicle/day Table 4.6.2-3 Annual traffic volumes of each predicting year.................................................. Table 4.6.2-4 Length of highway section to be examined........................................................ Table 5.2.3-1 Result summary of household interview................................................................................... - 124 - Table 5.3.2-1 Group interview subjects ............................................................................................................ - 126 - Table 6.1.1-1 Setting-up of route schemes........................................................................................................ - 129 - Table 6.2.2-1 Works volumes of two alternative line schemes.......................................................................... - 130 - Table 6.2 -1 Environmental indicator comparison between alternative line scheme I and II ............................ - 130 - Table 7.3.3-1 List of commonly used noise-reduction measures ...................................................................... - 141 - Table 7.3.3-2 Acoustic environmental protection measures of sensitive locations in the recommended scheme of the proposed highway ....................................................................................................................................... - 142 - Fig. 9.1.1-2 Environmental management organization during operation stage................................................. - 162 - Table 8.1.2-1 Environmental management plan for this project........................................................................ - 164 - Table 9.1.3-1 Key EMP factors of the proposed highway................................................................................. - 165 - Table 8.1.4-1 Environmental management and supervision plan of this project............................................... - 172 - Table 8.2-1 List of monitoring cost................................................................................................................... - 176 - Table 8.3.2.1-1 Supervision contents for EP standard-satisfying of the proposed highway.............................. - 178 - Table 8.4-1 Environmental protection training plan.......................................................................................... - 180 - Table 9.1-1 List of indicators for national economic assessment unit: 10,000 yuan ...................................... - 181 - Table 9.1-2 Economic sensitivity analysis ........................................................................................................ - 181 - Table 9.1-3 Financial sensitivity analysis.......................................................................................................... - 181 - Table 9.3.1-1 Investment budget of environmental protection measures .......................................................... - 183 - Table 9.3.2-1 Analysis of environmental and economic benefits produced from environmental protection investment......................................................................................................................................................... - 185 - For the main environmental factors influenced by this project, the profit/loss of environmental impact for the proposed highway will be analyzed quantitatively or qualitatively by compensation method or expert scoring method, see Table 9.4-1 for the results.............................................................................................................. - 185 - Table 9.4-1 Profit/loss analysis of environmental impact for the proposed highway........................................ - 186 -