E-425 VOL. 8 Project With Loans From the World Bank GHK2000-32 People's Republic of China World Bank Financed Jiangxi NO.2 Road Project Rural Roads Improvement Program ( RRIP ) SHASHIBU-WANGMUDU ROAD (RRIP3) ENVIRONMENTAL IMPACT ASSESSMENT REPORT (SECOND EDITION) Jiangxi Provincial Environmental Protection Research Institute State Environmental Assessment Certificate Grade A No.2303 Entrusted by Jiangxi High-Speed Highway Investment & Development Company Ltd December, 2000 Project With Loans From the World Bank GHK2000-32 People's Republic of China World Bank Financed Jiangxi NO.2 Highway Project Rural Roads Improvement Program (RRIP) Shashibu-Wangmudu Road (RRIP 3) Environmental Impact Assessment Report (Second Edition) Jiangxi Provincial Environmental Protection Research Institute State Environmental Assessment Certificate Grade A No. 2303 Entrusted by Jiangxi High-Speed Highway Investment & Development Company Ltd December, 2000 People's Republic of China World Bank Financed Jiangxi NO.2 Highway Project Rural Roads Improvement Program (RRIP) Shashibu-Wangmudu Road (RRIP 3) Environmental Impact Assessment Report (Second Edition) Compiler: Jiangxi Provincial Environmental Protection Research Institute Director: He Jili Senior Engineer Chief Engineer: Wan Liangbi Senior Researcher Technical Review: Cheng Longting Senior Engineer I(ES) Qualification Certificate No. 08503] Project Leader: He Jili Senior Engineer [(ES) Qualification Certificate No. 08500] Participants: Xie Daomou Assistant Engineer [(ES) Qualification Certificate No. 11210] Chen Kai Engineer I(ES) Qualification Certificate No. 085011 Hu Xiaohua Senior Engineer ((ES) Qualification Certificate No. 08715] Huang Jingming Engineer I(ES) Qualification Certificate No. 08499] Yang Jun Assistant Engineer I(ES) Qualification Certificate No. 112091 Implementor of Monitoring: Gan Zhou Municipal Environmental Monitoring Station Entrusted by Jiangxi High-Speed Highway Investment & Development Company Ltd Contents Preface Chapter One General Description 1.1 Purpose of Assessment ......................2 1.2 B ases for C om pilation........................................................................... 2 1.3 Scope of A ssessm ent ............................................................................3 1.4 C lass of A ssessm ent W ork .........................................................................3 1.5 Periods to Be Covered by This Assessment.................................4 1.6 Criteria of Assessment.............................................................4 1.7 Major Objectives Under Environmental Protection.............................5 1.8 Methods of Assessment....................... ..................5 Chapter Two Project Description 2.1 Significance of the Project.......................................6 2.2 Alignment and Major Controlling Points ................6 2.3 Size of Construction, Major Technical-Economic Index, and Engineering Works ....................... 6 2.4 Description of Engineering Works ..................6 2.5 Projected Traffic Volume........................................ 8 2.6 Construction Materials to Be Obtained Locally.........................9 2.7 Estimates of Investment & Schedule of Construction Progress...... .............9 2.8 Environmental Impact Analyses of Construction Work... ................. 10 Chapter Three Environmental Survey 3.1 N atural E nvironm ent............. ...................................................... ..... 12 3.2 Assessm ent of Existing Air Quality......................................................... 12 3.3 Assessment of Existing Acoustic Environment...............3........13 3.4 Present State of Ecological Environment: Investigation and Commentary...........14 3.5 Investigation & Review of Status Quo of Water & Soil Erosion................16 3.6 Investigation and Comments on Current Social Environment ................17 Chapter Four Environmental Impact Prediction &Assessment 4.1 Acoustic Environmental Impact Prediction & Assessment...... .............20 4.2 Prediction & Assessment of Ambient Air..............................25 4.3 Analyses of the Impact on Water Environment............ ............27 4.4 Prediction &Assessment of Impacts on Ecological Environment......................29 4.5 Prediction & Analysis of Impact of Water & Soil Erosion ..................30 4.6 Review of Impact on Social Environment...... ....... ................32 4.7 Environmental Impact from Building Materials Excavation and Transport and Its Mitigation Measures...............................................34 4.8 Environmental Impact Mitigation Measures........................35 1 Chapter5 Cost-Benefit Analysis of Environmental Impacts 5,1 Assessment of Project Benefit.....................................42 5.2 The Estimates of Environmental Protection Investment............... .....42 5.3 Cost-Benefit Assessment of Environment Economy.............. ........43 Chapter 6 Public Participation 6.1 Investigation of Public Participation.........................45 6.2 Public Opinion & Suggestions............................49 6.3 Information Disclosures and Feedback..............................49 6.4 Conclusion of Public Participation......... ............ ............49 Chapter 7 Environmental Management & Monitoring Plan 7.1 Environm ental M anagem ent Plan......................................................... 51 7.2 Environm ental M onitoring Plan........................................................... 52 Chapter Eight Conclusion of Assessment 8.1 E cological E nvironm ent.........................................................................54 8.2 A coustic Environm ent.................................................... . . .............. 54 8 .3 A m b ient A ir................................................................ .............54 8.4 Social Environment Appendix ..................... ................55 Attached Figurel. Geographical Position of Project Site Attached Figure 2.Route Run and Environmental Monitoring Spots Distribution Attached Figure3. Field Plan for Environmental Monitoring Spots Distribution 2 Preface Jiangxi Province will construct Jiangxi No.2 Highway ( the Taihe-Ganzhou Section of Gan-Yue Expressway) with the loans from the World Bank. This will accelerate the pace of economic development , and reform and opening-up in the underdeveloped areas of this province, and will contribute to the completion of the major frame for the provincial highway network. In order to enhance the function of this major framework, Shashibu-Wangmudu Road ( RRIP 3 ), as a component of the four Rural Roads Improvement Program ( RRIP), is also included in this project. The Research & Design Institute of Jiangxi Provincial Highway Administration finished the feasibility research report for this project in April, 2000. According to the requirements of Rules Concerning Environmental Protection Management for Construction Projects (State Council Decree No. 253) and Methods Concerning Environmental Protection Management for Traffic Construction Projects , Jiangxi High-Speed Highway Investment & Development Company Ltd entrusted Jiangxi Provincial Environmental Protection Research Institute (JPEPRI)with the environmental impact assessment (EIA)work for the linking road subproject of Jiangxi No. 2 Highway Project (JN2HP) with loans from the World Bank in February, 2000. In September, the same year, with the cooperation and support of the local governments along the route and other parts concerned as well as the designers, the EIA team from Jiangxi Provincial Environmental Protection Research Institute (JPEPRI) made detailed study on the project feasibility research report, and made field survey along the entire route. Based on the findings of the careful field work on the environmental status quo and the major objectives of environmental protection along the route as well as other related data collected from a variety of sources, the EIA team has completed the compilation of the outline of environmental impact assessment. Based on this EIA Outline, the EIA team made detailed investigation and arranged relevant environmental monitoring along the route, and made analyses and prediction to the environmental impacts arising from the highway in construction and operation periods upon which the mitigation measures schemes were set forward ,and prepared the EIA Report( first edition) for Shashibu-Wangmudu Road in October,2000. From Novemberl2 to November 18 of 2000, the pre-appraisal mission for Jiangxi No. 2 Highway Project was held in Nanchang. According to the requirements of the meeting, the EIA team of JPEPRI has revised and supplemented the first edition of the EIA report and completed its second edition. Chapter One General Description 1.1 Purpose of Assessment Highway construction is of developing activity which exerts far-reaching influence on society and economy. Since it will have strong impact on the natural and social environments both in the construction and operation periods, the interaction between the project implementation and environmental protection should be carefully handled. In the light of the requirements of EIA classification for construction projects by the National Environmental Protection Agency(NEPA) and the World Bank, this project is a large-scale project entailing running through such environmental sensitive areas as residential districts . Therefore, it requires a full EIA work. This EIA work is intended to have the following aims: 1. Analyses, predictions and assessments will be made both qualitatively and quantitatively of the social-economic and environmental status quo along the route and tht scope and extent of future impact; the implementation of the highway construction and the selection of optimal route possible will be reviewed and examined in terms of environmental protection. 2. Feasible proposals for environmental protection or improvement measures and strategies will be made to the designers and constructors of this project so as to minimize the negative impact of this project on environment. 3. The implementation plan will be worked out for the environmental management both during the construction and operation periods, which can also serve as helpful information and scientific data for the economic development, urban development and environmental plans of the areas along the route. 1.2 Bases for Compilation 1. The Environmental Protection Law of the People ' Republic of China (December 26, 1989); 2. The Water & Soil Conservation Law of the People ' Republic of China (June 29, 1991); 3. The Land Administration Law of the People ' Republic of China (August 29, 1998); 4. The Law Concerning the Prevention and Control of Environmental Noise Pollution, the People 's Republic of China (October 29, 1996); 5. The Law Concerning the Prevention and Control of Water Pollution, the People's Republic of China (May 15,1995); 6. The Law Concerning the Prevention and Control of Atmospheric Pollution, the People : Republic of China (December 29, 1995); 7. The Law Concerning the Prevention and Control of Solid-Waste Pollution, the People's Republic of China (October 30, 1995); 8. The Highway Law of the People's Republic of China (July 3, 1997); 9. The Administrative Rules for the Environmental Protection of Construction Projects (The State Council Decree No. 253, November 18, 1998); 10. The Methods for Environmental Protection Management of Traffic Construction Projects (the Minister's Ordinance of the Ministry of Communication No. 17, 1990); 11. The Technical Guidelines for Environmental Impact Assessment (The National Environmental Protection Agency, HJ/T2.1-2.3 -1993, HJ/T2.4-1995, HJ/T 19-1997); 12. The Classified Managerial Items of Environmental Protection for Construction Projects 2 (Provisional) [The National Environmental Protection Agency, Huanfa No. 99, 1999]; 13. The Guidelines of Environmental Impact Assessment for Highway Construction Projects (Provisional) [The Ministry of Communication, JT J005-96]; 14. The Rules of Environmental Protection for Construction Projects in Jiangxi Province (April 29,1995); 15. The Letter ofAttorney for Environmental Impact Assessment; 16. The Project Feasibility Research Report of the Linking Road Upgrading Subproject (the upgrading of the road section from Shashibu to Wangmudu), compiled by Research & Design Institute of Gan Nan Highway Administration, in April, 2000.- 17. Outline of EIA of Shashibu ~ Wangmudu Road Upgrading Project- Jiangxi NO.2 Highway Project with Loans from the World Bank ( Jiangxi Provincial Environmental Protection Research Institute,Oct.,2000). 18. The Letter on Approval of the Environmental Standards Implemented in the EIA of Shashibu -Yuankeng Highway, Ganzhou-Fengzhou Highway Projects. 19. Notice on Strengthening the EIA work for Construction Project with Loans from International Financial Institutions, Document [1993] NO.324, Jointly issued by NEPA, the State Planning Commission, the Ministry of Finance and the People's Bank of China. 20. The World Bank Operation Manual (OP/BP/GB 4.01, March 1999) 1.3. Scope of Assessment In view of the features of EIA of highway construction project and practical experience as well the natural environment characteristics of the areas along the projected route, the scope of this EIA is shown in Table 1.3-1. Table 1.3-1 Scope of EIA of Shashibu-Wangmudu Road Upgrading Project Code Environment Scope of Assessment Factor Acoustic The area within a 200m radium from the central line of the road and its I Environment sensitive spots (These limits can be appropriately extended at some major sensitive spots such as urban areas, schools and hospitals). Ambient Air The area within a 200m radium from the central line of the road and its 2 sensitive spots (These limits can be appropriately extended at some major sensitive spots such as urban areas, schools and hospitals). Ecological The area within a 300m radium from the central line of the road ; earth 3 Environment borrowing & dumping sites and quarries concerned Social The sensitive spots within a 200m radium from the central line of the 4 Environment road such as residential areas, schools, hospitals and cultural remains; the area directly influenced by the highway as is defined in the report of the feasibility research 1.4. Class of Assessment Work In accordance with the Technical Guidelines for Environmental Impact Assessment (HJ/T2.1-2.3-93, HJ/T2.4-1995, HJ/T19-1997), the class of assessment determined for each item is shown in Tablel.4-1; the review of social environment will follow the requirements of Rules of EJA for Higinvay Construction Project (Provisional, JTJ005-96). 3 Table 1.4-1 Determination of Class for Particular Assessment Items e C i Class of Item Criteria Assessment Acoustic There is obvious increase in noise( Leq)after the Class 2 Environment construction( 3-5 dB) Ambient Air The terrace is comparatively simple; the equivalent emission Class 3 is comparatively small. Ecological The limits of influence are greater than 50k in'; the reduction Ecviooga of bio-mass is less than 50%; little influence on the Class 3 bio-diversity. 1.5. Periods to Be Covered by This Assessment The periods to be covered by this assessment include the design period, construction period, and operation period; as is shown in the Report of the Project Feasibility Research , the operation period is further divided into the initial period (2003) , the middle period (2017) and the long-term period (2022), which will also be respectively covered by this assessment. 1.6. Criteria of Assessment Based on the investigation on the environmental functions along the route, the following standards will be adopted for this assessment. (These selected standards have been approved by Ganzhou Municipal Environmental Protection Bureau ). 1. Acoustic environment: The Noise Limits For Construction Site Border (GB12523-90, See Table 1.6-1) will be adopted for acoustic environment assessment of construction period; A Reply Concerning the Issues about the Standards of Environmental Noise Applied in EJA of Highway Construction (State Environmental Protection Bureau Document No.46,1999) will be adopted for the operation period; Class IV of Environmental Noise Standards for Urban Areas (GB3096-93) will be adopted for the assessment of the concentration of residential areas along either side of the route and the buildings directly facing the road; for schools and hospitals, Class I standard will be adopted ( see Table 1.6-2 ). Table 1.6-1 The Limits of Noise Value For Construction Site Border (GBI2523-90) Unit: Leq (dB) Limit of Noise value Construction Period Major Noise Sources Daytime Night Earth & Stone Work Bulldozer, excavator, loader, and so on 75 55 piling Pile driver of various kind 85 Forbidden construction Concrete mixer and vibrator, electric saw 70 55 decoration Crane, Lift 65 55 Table 1.6-2 The Limits of Noise Value For Operation Period(abstract) Unit: Leq(dB) Index Daytime Night Class IV of GB 3096-93 70 55 'lass I of GB 3096-93 55 45 2. Ambient Air: Grade II of the Standard for Ambient Air Quality (BG3095-1996, See Table 4 1.6- 3) is adopted for the assessment of air quality ; Comprehensive Standard for the Emission ofAlmospheric Pollutanis for the assessment of pitch smoke(See Table 1.6-4). Table 1.6-3 Assessment Standard for Air Quality( Abstract) Unit: mg/ m3 pollutant TSP NOx Concentration limits Day mean 0.30 0.10 In Grade II of GB Hour mean - 0.15 3095-1996 H Table 1.6-4 Emission Standard of Pitch Smoke(New Pollution Source) (Abstract) Upper limits of Limits of concentration for Pollutant Production technique emsinuogizdmsin I ~emission unorganized emission Pitch Smoke Melting and stirring pitch 40-75 mg/ m1 No obvious unorganized emission is allowed 1.7 Major Objectives Under Environmental Protection According to the field investigation on the environment along the route, the major objectives of environmental protection are determined as shown in Table 1.7-1. Table 1.7-1 Major Objectives under Environmental Protection Environ Objective of Stake No. Of Environmental Factor of Impact Factor protection Typical Section Feature Land requisitioned KO~K3 for road Crop K23+500~K26 Paddy field construction; excavation & filling Ecological of roadbed Continuing Environment Water & soil K7~K8+500 Comparatively Conservation KIO-Kl3+200 Large Filling work & K24+400~K25+800 Borrowing And excavation Dumping Section wetland Non-existent along the route wildlife conservation Non-existent along the route zone Acoustic Shashi Ambient air and Township,Wa acoustic Construction noise Anibient Air, ngmudu and sensitive spots &flying dust, traffic Ambia other 9 within 200m noise and waste tail Environment residential radium of the gas areas road central line 1.8. Methods of Assessment This project is a large-scale linear developing project, which involves many sensitive spots and a long run of route, and influences a large area. Based on field survey along the projected route, apart from a few environmental sensitive spots such as residential areas, the environmental conditions of most sections of this route are found to be similar. In view of this, the assessment work will be concentrated on some sensitive spots and typical sections so as to reflect the true condition of the route as a whole. 5 Chapter Two Project Description 2.1 Significance of the Project This project is the construction of linking road which is of critical importance to the provincial highway network. The main significance of it is stated below: 1. It is the need of the construction of Jiangxi provincial highway network. 2. It is the need of the regional social-economic development and the construction of national defense. 3. It is the need of the people in the underdeveloped areas who want to get rid of poverty and become rich. 4. It is the need of the development of tourism. 2.2 Alignment and Major Controlling Points The proposed road route starts from Shashibu (the location crisscrossing No.323 State Road K 150+220), the stake number being KO+000, via Longbu, Niu'edong and Fengshugang, ends at the bridge start on the side of Ganzhou within Wangmudu Town, In Niu'edong, the route began to run on the mountain land, the over-ridge elevation difference is 227m,the ridge elevation being 396m, the over-ridge route length 9.1km. The total running length of the highway is 26.251km (Detailed route is shown in Attached Figure 2). 2.3 Size of Construction, Major Technical-Economic Index, and Engineering Works The proposed highway will be constructed by the technical standard of running speed 40km/h, roadbed width 12.0m,Suface width 9.0m.The total length of the proposed highway is 26.251kilometers.The major technical-economic index and number of construction items are illustrated in Table 2.3-1. 2.4. Description of Engineering Works 2.4.1 Roadbed I.Width of Roadbed Roadbed width 12m, road surface width 9m,unsurfaced road shoulder width 1.5m; The transverse slope of road surface is 2%; that of unsurfaced road shoulder being 3%. 2. Designed elevation of roadbed : Subgrade design uses the pavement central height as the subgrade design height. For road sections along rivers and submerged sections, the elevation of roadbed should be 0.5m higher than the water level of designed flood frequency of 1/50. 3.Embankment side slope: Generally, the side slope of fill is 1:1.5; in case that the filling materials are viscous soil or gravel/crushed stone earth and the slope height ranges from 8 to 20m, the upper side slope within a range of 8m is 1:1.5, and the lower slope is 1:1.75, a slope platform of Im wide is set at every Sm in the middle . When the height of fill section is more than 20m, the stability coefficient should be tested and calculated and it can not be lower than 1.25. The side slope of earth excavation is designed according to the height of side slope, the earth texture, density and moisture, and the status of underground water and surface water; when the height is less than 20m, slope of 1: 0.3-1:1 is adopted; when the height is between 6 20-30m, 1:0.3-1 1 5 is adopted and a drainage trench platform is arranged in the middle of the side slope The side slope of stone excavation is designed according to the height of side slope, rock types and the weathering extent, and the status of underground water and surface water When the height of side slope is less than 20m,slope of 1:0.2-1 0.75 is adopted and when it is between 20-30m, 1:0.2-1 :1 is adopted and a drainage trench platform is arranged in the middle of the side slope. Table 2.3-1 Major Technical-Economic Index and Quantity of Construction Items ITEM OF INDEX UNIT INDEX/QUANTITY REMARKS 1. Basic Index Highway grade Grade II Designed Speed Km/hour 40 _ Designed Traffic Volume Vehicle/day 4703 Year 2022 Land to be requisitioned /.rented Mu 601.5 Estimated investment 10000 RMB Yuan 9906.9885 Average cost/km 10000 RMB Yuan/ km 365.96 2. Route Total mileage length Km_ 26.251 3 Roadbed & pavement Width of roadbed m 12.0 Earthwork/Stonework of roadbed 10000 m' 126.810 Roadbed dran& protection works m 10193.7 4. Bridge & Culvert Designed load Motorcar-20: trailer-100 Medium bridge m/place 107/2 Small bridge m/place 97.4/5 Culvert unit 153 5. Others Demolished buildings m 8379.6 Demolished electric and 5.03 telecommunication lines Side slope grass-plantingk 225 ritngkm 26.251 protection I 4 Roadbed protection and drainage of roadbed and road surface The fill side slope of submerged roadbed will be protected in the following way, retaining w,vall or grouted rubble is adopted for the slope protection of the part below the designed water level, sod pavement or other method is applied to the part above the designed water level Rubble grouted protection wall should be arranged in excavation sections of crushed stone surface, and in road sections of unstable mountain slope, cutting wall and mountain slope wall should be arranged. During the comprehensive design of the entire roadbed, a perfect drainage system should be designed and arranged, so as to remove the rainwater and underground water in roadbed and on road surface and ensure that the roadbed and road surface will not be damaged by water erosion Grouted rubble should be applied in the various drainage trenches in sections with heavy scouring and long -year immersion or street road sections, so as to make drainage easy and ensure that the drainage trenches will not be damaged. 2.4.2. Road surface 7 The road surface is designed with axle load of double-wheel single axle (IOOKN) as the standard axle load: (1) Running lane: Asphalt-grouted surface 4 cm thick; cement-stabilized bedding 18cm thick; bedding course of natural sand and gravel or stone dregs 16cm thick in dry surface, and 18cm thick in moderately -humid surface. (2) Unsurfaced road shoulder will be used so that the road shoulder will not be stiffened. 2.4.3. bridges and Culverts (1) Standard of design The designed maximum load:Motorcar-20; trailer-100. The width of the bridge surface: bridges and culverts are as wide as surface foundation. Designed frequency of flood: 1/100 for big and middle bridges, 1/50 for small bridges and culverts; . The whole route is located in the zone with earthquake intensity equal to or less than 6,thus no earthquake resistant measures are taken for bridges/culverts/structures along the route. (2) Form of structure and cross-section i. The width of middle/small bridges is the same as that of roadbed, and the outside edge should be consistent with the road edge. ii. The structure form should be determined based on the principle of "obtain raw materials on the spot, suit measures to local conditions". Steel concrete bridge or arch bridge are the better choices for middle/small bridges; and pipe culvert and steel and concrete covering-plate culvert being better choices for culverts. The stone arch culvert will be used where the stone materials are not far from. iii The design of the large and middle-sized bridges:.the rivers which the routes run through are middle and small branches of Tao River .The flowing volume is not big .Thus the designed water level is often controlled by flood frequency 1/100.There is no large bridge, but only 2 middle -sized bridges. 2.4.4. Road- Cross Work Except that the National No.323 is the Grade II highway ,the rest are under Gradelllhighway. The grade crossing is used for intersections. 2.4.5. Traffic Safety Management In order to guarantee the driving safety and traffic management in the operation period, complete and necessary safety and management facilities should be arranged along the route. (1)Traffic Security Facility The necessary protection pillars will be arranged in some route sections of the road, such as high embankment , the guiding route of the bridges, steep slopes. (2) Traffic Management Facility Necessary and complete signs and sign lines such as warning, prohibiting, instruction direction showing etc. should be arranged along the entire route. In addition, 2 maintaining centers will be built in the whole route. 2.5 Projected Traffic Volume The projected traffic volume for this project is shown in Table 2.5-1. 8 Table 2.5-1 Projected Traffic Volume Unit: Vehicle(Medium)/day Transportation volume Year Total Volume Passenger Car Van 2003 1456 442 1014 2017 3562 1111 2451 2022 4703 1500 3203 Table 2.5-2 The constitution ratio of vehicles (%) Mode of Vehicles Small Van Middle Van Large Van Trailer Small Bus Large Bus Total 2003 21.2 45.3 2.3 1.1 15.2 14.9 100 2017 21.2 42.9 2.2 1.0 16.5 16.2 100 2022 20.8 40.3 2.1 0.8 17.8 18.2 100 2.6 Construction Materials to Be Obtained Locally 1. Quarries The stones along the highway are mainly granite and diabase, which have high intensity and are good paving materials. There are quarries in Zhanggong District and Gan County, where the carrying distances are relatively short. (2) Sand and gravel The area along the proposed highway route is rich in sand and gravel, which are distributed in the river-beds of Zhang River and Tao River and are easy for collection. Besides, there are many sand and gravel sites along the route. (3) Earth Borrowing & Dumping Most sections of the proposed highway run on ground of hills and hillocks, with few sections on low land, therefore the occupancy of paddy land is little. There are many earth-borrowing pits along the route. 2.7 Estimates of Investment & Schedule of Construction Progress 2.7.1 Estimated total investment The estimated investment of this project is 96,069,885 RMB . 2,320,000 US dollars of the fund are loans from the World Bank, which are converted into 19,209,600RMB capital. The total investment is estimated to be 96,069,885 RMB yuan, among which the loan from the World Bank is 2,320,000 US Dollars (19,209,600 RMB); the counterpart fund for highway construction is 36,000,000 RMB yuan; the subsidy from local governments of Zhanggong District and Gan County is 40,860,285 RMB yuan. 2.7.2 Schedule of construction The construction work of this project is planned to start in 2001, be completed in 2002,and put into operation in 2003. The period of construction is 24 months. 9 2.8 Environmental Impact Analyses of Construction Work 2.8.1 Construction period I Sources of noise: During the construction period, the major noise sources are the construction machinery such as bulldozers, rollers, loaders, levelers, excavators, spreaders, generators, and mixers. While these machines are working, their noise can reach 90-98 dB at a distance of 5 meters. Such explosive noise sources will cause relatively serious unfavorable influence on the construction workers and local residents. 2. Sources of air pollution: During the construction period, dust pollution is the dominating air pollution. The transport, loading and unloading of construction materials and the process of mixing will cause large quantity of dust and fine powder to spread to the surrounding atmosphere; wind may cause dust pollution in the storing sites of construction materials In addition, as asphalt road surface is adopted in this project, the asphalt smoke arising of the process of asphalt melting and stirring will have a certain influence on the surrounding air. 3 Pollution of water environment: 1)Water pollution arising from leakage of oil from construction machinery and the oil of exposed construction machinery washed off by rain water; 2)Sewage and wastes from labor camp on the construction site ( especially on the construction sites of bridges will have a certain effect on the surrounding water body, 3)Pollutants arising out of the construction materials washed away by rains will pollute the surrounding water body.. 4. Impact on ecological environment 1)The excavation and filling of roadbed will cause damage to the vegetation, the appropriation of crop land, and the exposure of surface soil, so as to effect certain change in the local ecological structures. The exposed ground surface will be eroded by rains, which may lead to the deterioration of the soil fertility and affect the stability of local hydrology and land ecology. 2)The change , removal or fill of existing irrigation trenches entailed by the project will have a certain influence on the local agriculture . 3)The total land occupancy entailed by this project is 601.5mu. As the land is permanently occupied, the local arable land ,forest land and vegetation will be reduced accordingly. The types and areas of occupied land are shown in Table 2.8-1. Table 2.8-1 Types and Areas of Occupied Land of the Project Unit: mu Type Total Paddy Field Dry Land Forest Land Pond Built Area Others Area 601.5 301 07 / 299.86 / 8.45 1.1 2.8.2 Operation period . 2.8.2.1 Sources of traffic noise: ])The noise source generated from travelling vehicle is an unstable source. During the operation period, the vehicle engines, cooling systems, and transmission systems, all will produce noise. In addition, the jetting air from travelling vehicle, emission systems, and the friction between the tires and the ground surface can also produce noise. 2)Due to factors such as unevenness of the road surface, vehicle travelling at high speed can also produce overall noise. 10 2.2.8.2 Sources of air pollution The gaseous pollutants of the vehicle mainly come from the leakage of crankcases, the evaporation of burning system, and the discharge from the exhaust pipes. However, the major source of CH, NOx, and CO is the exhaust pipe. The NOx is produced from the excess air (oxygen and hydrogen) in the high temperature and high pressure cylinder. Since lead-free gasoline is being recommended in China, the influence of lead will become less. 2.8.2.3 Sources of Water Pollution The main sources of water pollution are the road maintaining centers, where a certain amount of sewage will be discharged. 11 Chapter Three Environmental Survey 3.1 Natural Environment 3.1.1 Geographical position The proposed project is situated in the south of Jiangxi Province, The geographical coordinates of the whole route are between 114042'~115022' N and 25026'~226017' E, as shown in Attached Figure 1. Geographical Position of the Project Site. 3.1.2 Topographical & geological features The area along the proposed highway is low-mountain hilly land, which is low in the north and south, high in the middle, inclining in the north and south, with low mountains running through the middle section of the route. The elevation difference is about 300m. The areas at the start and end of the route are hilly land, which are relatively flat, covered with well-growing vegetation mainly of pine and fir. The plain of the river valley is reclaimed into paddy land for paddy rice plantation. Based on the data of regional geology and the geological survey. The strata mainly distributed and emerged within this area are Holocene alluvium of the Quaternary system, the upper series of the Cretaceous system, the middle series of the Cambrian system and the middle Jurassic period granite of Yenshan Period. 3.1.3 Earthquake According to the Map of Earthquake Zones in China, the areas along the route are not up to Magnitude VI Zones. In view of this, bridges and culverts as well as other constructions are not necessarily earthquake-resistant. 3.1.4 Climate The area along the highway route is of the wet monsoon climate of sub-tropic zone. The climate is mild with distinct seasons, abundant sunshine and rainfall. The yearly precipitation is 1466.4-1476.7mm, which are mainly concentrated in May and June. The frost-free period is 15-20 days. 3.1.5 Hydrology The area along the route is within Gan River valley. The route runs along the south bank of Zhang River and the north of Tao River. Flood often occurs in this area in May and June, the flood period is usually 15-20 days. 3.2. Assessment of Existing Air Quality 3.2.1 Arrangement of Air Monitoring Spots 1 monitoring spot is arranged along the projected route for this assessment .The monitoring spot is located in Shashi Town of Zhanggong District, as shown in Attached Figure3. 3.2.2. Monitoring Items: TSP, NOx. 3.2.3. Time of Monitoring The monitoring was carried out on 5th-7th October. The sampling and analytical methods are in accordance with the specifications of the National Environmental Protection Agency. 3.2.4 Monitored Data and Assessment 12 Single index method is adopted for the assessment. The statistics of monitored data and assessment results are shown in Table 3.2-1. Table 3.2-1 The Statistics of Monitored Data and Assessment Results Monitoring Items Nox TSP Concentration 1 -hour Mean Daily Mean Daily Mean Spots Limits(mg/m3) 0.10 0.15 0.30 Range(mg/m') 0.014-0.017 0.015-0.016 0.2014.212 Shashi Town Mean(mg/m') 0.015 0.015 0.206 Exceeding Rate(%) 0 0 0 Index 0.15 0.10 0.69 It can be seen from Table 3.2-1 that the concentrations of TSP , NOx are all within the concentration limits of Class il of GB3095-1996, which shows that the existing air quality is good. 3.3 Assessment of Existing Acoustic Environment 3.3.1 Monitoring of Acoustic Environment 3.3.1.1 Arrangement of Monitoring Spots In order to master the status of the acoustic environment quality in areas along the projected highway, some representative noise-sensitive areas are selected as the monitoring spots. On-the- spot investigation and monitoring were carried out The monitoring spots are shown in Table 3.3-1 and Attached Figure3. Table3.3-1 Distribution of Monitoring Spots for Existing Acoustic Environment Distance from Major Environ. Position of Co. Stake No. Village the Central line Features/ number Of Monitoring I _ _ Of the road (in) family to be affected I KO+000~kl1+174 Shashi Town Through 120 household 600 persons 2 K5+300-k6+300 Longbu Through 50 household Village 200 persons 1 nm fr om the 3 K12+800-k13+700 Niuedong At the left side 29 household front 120persons building 4 K16+500-Kl7+800 Xinxingyu At the right side 25household facing the II Opersons S3oseodroad 5 K19+600-k20+100 Fengshupu At left side 53household -200persons 6 K25+300-k26+250 Wangmudu Through 60household I 250persons 3.3.1.2 Monitoring Time and Monitoring Method The methods and frequencies of monitoring will be based on the requirements of Measuring Methods for Environmental Noise in Urban Areas (GB/T14623-93).. 3.3.2 Assessment Result of the Existing Acoustic Environment The statistics of monitored data is shown in Table 3.3-2. 13 Table 3.3-2 The Statistics of Monitored Data and the Assessment Result Monitoring Leq dB(A) Leq dB(A) Exceeding Limits or Co. (Monitored data) (Standard Value) Not (Yes/No) Spots Daytime Night Daytime Night Daytime Night I Shashi Town 60.1 59.1 60 50 Yes Yes 2 Longbu Village 51.7 46.1 60 50 No No 3 Niuedong 53.3 43.6 60 50 No No 4 Xinxingwei 62.0 45.8 60 50 Yes No 5 Fengshupu 47.6 47.5 60 50 No No 6 Wangmudu 60.7 54.9 60 50 Yes Yes It can be seen from Table3.3-2 that: as Shashi Town and Wangmudu are the biggest towns along the road and the traffic volume in existing road is big, the day and night sound values in Shashi Town and Wangmudu exceed the limits of Class2 of GB 3096-93; sound levels in other sensitive spots are basically within the standard limits, which shows that the acoustic environment along the route is good. 3.4 Present State of Ecological Environment: Investigation and Commentary 3.4.1 The types of soil in the along-the-line area and their distribution The projected area is situated in the central part of South Jiangxi, falling into the inland hilly and mountainous district typical of wet subtropical mason zone. Under the influence of the biological environment of the subtropical zone, the soil along the route is mainly red soil, which generally reaches considerable depth. It's acid and lacking in humus and calcium, with its main origins being the red clay of the Quaternary period and the red sandstone of the Tertiary period. The cultivated soil is mostly rice-soil, which is also the most widely distributed agricultural soil. Most of this takes the form of yellow mud field or damp mud field. The soil of dry land is mainly of two types: damp soil which has come from the alluvium of lakes and rivers, and yellow mud which has come from red soil and yellow soil being cultivated. The distribution of the main types of soil in the area along the line is shown in Table 3.4.1. Table 3.4.1 The Distribution of the Main types of Soil in the Areas Concerned Types of Soil Distribution Rice soil Area (10,000 mu) 37.8 Percentage in the total area 8.3 Meadow soil Area (10,000 mu) 1.3 Percentage in the total area 0.4 Red soil Area (10,000 mu) 333.11 Percentage in the total area 74.34 Area (10,000 mu) 19.99' Percentage in the total area 4.46 Yellow Area (10,000 mu) 2.91 Mountain soil Percentage in the total area 0.89 Mountain Area (10,000 mu) 0.13 Meadow soil Percentage in the total area 0.04 3.4.2 Biological resources 14 3.4.2.1 Flora The main vegetation in the belt along the road to be upgraded is evergreen broadleaved forest. This area has been long exposed to the interference of human activity, especially on both sides of the road where population is dense and transportation is convenient, the primeval vegetation has been destroyed to different degrees, so that the composition and structure of the forest cover, far from being natural, do not show the regular pattern of a natural forest. The types of vegetation still remaining are mainly evergreen broadleaf forests of second growth distributed in the south mountainous region. Cultivated vegetation consists mainly of timber forests of mason pines, China firs, and mao bamboo, economical forests of tangerine and tea trees, and fruit trees, rice, tea plantations and medicinal herb gardens. In the belt along the road and the vast areas of hills and basins are spread large stretches of economic and fruit trees. Investigation shows that along the road there are no rare species of plan except that there are some in the mountains quite a distance from the road. Rice is the main type of grain crop, with wheat, sweet potato, and soybean as secondary types. Economical crops include cotton, rape, peanut, tobacco, tangerine, tea-oil tree, tea, white lotus and sesame. Timbre products include pine wood, fir wood, and bamboo. Agricultural vegetation is mainly rice. Dry land crops include sweet potato, corn, peanut, tea-oil tree, and others. Fruit trees are mainly tangerine, but also planted are peach, plum, chestnut, pear, persimmon and pomelo. The distribution of vegetation along the project road is shown in Figure 3.4.1. 3.4.2.2 Fauna Livestock husbandry in the belt along the line occupies a certain percentage in the national economy, while the typography, the landform and the climate provide a favorable environment for the growth and reproduction of wild animals. .The distribution of animal species are shown in Table 3.4.2. 3.4.3 Ecological investigation and assessment of current agriculture At the end of 1999, the cultivated area in Gan County was 371,300 mu, of which there were 981817 mu of grain crops, 107262 mu of oil-producing plants, 1043 mu of hemp, 153865 mu of cane, 10076 mu of tobacco, 125032 mu of vegetable and fruit, and 10999 mu of other crops... According to the investigation about the belt along the line, of the farmland to be taken up by the road there are no zones designated as to be protected as basic farmlands. The gross yield of each crop in the areas concerned is shown in Table 3.4-3. 15 Table 3.4-2 The Distribution of Animal Species in the Along-the-Line Belt Classification Species Domestic Beasts Mainly pig, cow, sheep, rabbit, dog, and cat animals Fowls Mainly chicken, duck, goose, dove, quail, and egret. Fishes Mainly black carp, grass carp, variegated carp (big head), silver carp, carp, finless eel, and loach. Insects Mainly silkworm, bee, and earthworm. and worms Wild Reptiles Mainly cobra, banded adder, Pallas pit viper, rat snake, water animals snake, long-nodded pit viper and some other species of snake, centipede, scorpion, leech, house lizard, toad, and lizard. Birds Turtledove, partridge, pheasant, wild duck, thrush, owl, cuckoo, magpie, woodpecker, swallow, bamboo partridge, wild quail, sparrow, lark, raven, Chinese bulbul, wild goose, eagle, oriole, mandarin duck, and so on. Fishes Carp, eel, catfish, crucian carp, variegated carp, silver carp, bream, grass carp, mandarin fish, finless eel, loach, freshwater shrimp, snail, clam, crab, soft-shelled turtle, and so on. Beasts Wolf, muntjac, wild boar, wild ox, wild goat, fox, hedgehog, pangolin, river deer, squirrel, yellow weasel, wildcat, monkey, badger, and so on. Amphibi Turtle, and many species of frog. ans Table 3.4-3 The Total yield of Agricultural Crops in the Along-the-Line Belt in 1999 Types of Crop Output (ton) Grain crops 199643 Oil 9400 Cotton 4 Hemp and flax 360 Cane 3397 Tobacco 944 Vegetable, fruit and melon 271577 3.5 Investigation & Review of Status Quo of Water & Soil Erosion Because of the deforestation done in the areas along the route in past decades, some parts of the land or hills were exposed, showing lateritic soil. But recently, Gan County has adopted, in addition to new biological and farming techniques, a new policy involving a comprehensive control of the mount, water, field, forest and road, so as to improve and preserve the ecological environment. This measure has in some degree alleviated the erosion of water and soil. Consequently, the existing water and soil erosion is of slight extent. 3.5.1 Causal analysis of water & soil erosion 16 The causes for water and soil erosion mainly fall into two kinds: the natural and artificial causes. The former includes the climate, topography, soil geology, and vegetation; the latter include excessive human economic activities such as uncontrolled tree cutting, deforestation for cropland, irrational cutting of hill body and thoughtless removal of vegetation. 3.5.2 Review of existing water & soil erosion Due to the complexity of geological structure, the nature of rock and meteorological features, and due to the interaction between inner and external forces, the topography in the projected area demonstrates a variety of terrace and landforms, consisting mainly of mount, hill, undulating plain, and water surface. The mount and hill areas are dominant, accounting for more than 90% of the total area of the project area. Between the mount and hilly areas , there are some low-lying basins. Such features of landforms tend to cause water and soil erosion. The annual mean precipitation is about 1500mm in the project area, this amount of precipitation is not evenly distributed in all seasons: that in the period from April to June accounts for 44.9 % of the annual total, and usually comes in the form of heavy or torrential rains. This presents powerful erosion of the surface soil, accounting for more than 75% of the total amount of erosion. So erosion is comparatively serious in this period. Erosion of different degree has been observed in the areas along the route. Based on the findings of a remote sensor survey on the existing water and soil erosion in Jiangxi Province, the erosion area of the projected areas in Gan County is up to 1.469 million mu, accounting for 32.72%;244,600 mu is Zhanggong District of Ganzhou City-34.06% of its total area. The distribution of water and soil erosion in the project area is shown in Figure3.5-1 and Table 3.5-1. Table 3.5-1 Distribution of Water and Soil Erosion in the Project Area Total Eroded Percent- Proportion of erosion in different degree (1 0000mou) Area Area of Area age of Land (10000 eroded slight nedium intense very xtremely Above other (km2) mu) area % intense intense ntense Gan County 2993.09 146.9 32.72 49.74 53.87 24.34 8.47 10.48 43.29 302.06 hanggo 478.78 24.46 34.06 1.93 8.73 12.48 1.32 0 13.8 47.36 g District Total 3471.87 171.36 32.9 51.67 62.6 36.82 9.79 10.48 57.09 349.42 Jiangxi 166943.6 5283.20 21.10 1842.388 1566.54 1260.43 354.18 259.67 1874.2 19758.38 Province 3.6 Investigation and Comments on Current Social Environment 3.6.1 Survey of the Area Concerned The area influenced by the project includes the Zhanggong District and Gan County of Ganzhou City. Ganzhou City is situated in the south of Jiangxi Province.It includes I district, 2 cities of county level ,15 counties, 361 townships. It covers an area of 39379.64 square kilometers. By the end of 1998,the total population of the county was 7,906,800 and the population density is 201 per square kilometer. 17 Zhanggong District (the former Ganzhou City),located in the northwest in the Ganzhou City, is the place of Ganzhou Municipal Government. It is the center of politics, economy, culture ,information and commerce of the whole city. The total district covers an area of 478.78km2. It borders the Gan County in the east, north, south, and Nan kang City in the west. It administers 9 towns and townships, 3 street offices.By the end of 1998, the total population of the district is 434,340. Gan County lies in the middle of the Ganzhou City and covers an area of 2993 km2 ,of which arable land account for 370,000mu and 3.59million mu of mountain forests.It governs 16 townships ,8 towns and the total population is 514,000(including 434,430 rural residents),the total households are 125489. 3.6.2 Economic Development Situation According to statistics, the major economic indexes of 1998 of Ganzhou City , Zhang gong District and Gan County are shown in Table3.6-1. Table 3.4-1 Major Economic Indexes of the Area Influenced by the Project (1998) GDP The Proportion of The Total The Output The Output Ind (billion Industries(%) Output Value Value of2nd Value of I ex RMB The It The 2nd The 3rd Of ls and 2nd Industry Industry yuan) Industry Industry Industry (Billion yuan) (Billion yuan) (Billion yuan) Ganzhou City 23.97 43.16 27.40 29.44 31.17 17.22 13.95 Zhanggong 4.05 6.5 52.7 40.8 5.96 5.58 0.38 District Gan County 1.230 38.0 40.0 22.0 1 0.45 0.55 Note: 1. Data adopted from The Statistics Bureau of Ganzhou City,Zhanggong District and Gan County. 3.6.3 Investigation of Current Regional Transportation Condition There are 4 National Highways (No.105,No.206,No.323,No.319)in the whole areas, amounting to 964.75km.By 1998,the roads in total were 6263.5 kilometers . The density of highways was 0.38km/km2 .In 1998, the passenger volume was 17,910,000, the cargo volume was 9,980,000 tons. 3.6.4 Regional Resources Advantages I.Zhanggong District Zhanggong District (former Ganzhou City),is the hub of transportation in water and in land, and the center of cargo collection and distribution. Now it has become an advanced industrial city, playing an important role in industry in the south of Jiangxi.,even in the whole province.29 industry categories have been established, such as metallurgy, electronic machinery, building materials, food-industry, paper, costume, medicine. The major mineral resources in the district are rare earth , gold, silver, copper, tungsten, limestone, fluorite, pottery clay, barite and adelforsite. The tourism resources are rich. It possesses many places of interest, which are most represented by Yugu Platform,Bajing Platform and Tongtian Cave. 2.Gan County It is abundant in forestry, covering an area of 1,430,000mu.Seed oil is the main forestry 18 by-product So it is one of major seed oil producing counties. In addition, sugar cane plantation is in a large amount, accounting for the large proportion of sugar cane produce in the south of Jiangxi.. In the recent years, the government has paid attention to paddy field on the basis of harnessing water & upgrading lands. Many water conservancy projects have been set up and improved. In the whole region, the irrigating area reaches 287,000mu. The mineral deposits are in abundance, including some non- ferrous minerals. Gan County has a very long history, with various culture heritages, including 11 historical relics,6 ancient precious architectures and 14 scenic spots. 3.6.5 Economic Development Plans and Objectives The long-term national economy indexes plan and growth rate of Ganzhou City ,Zhanggong District and Gan County are listed in Table 3.6-2. Table 3.6-2 Long-term National Economy Indexes Plan and Growth Rate 2010 2020 Growth Rate(%) Index (billion) (billion) 2000-2010 2010-2020 Ganzhou GDP 29 90 14 12 City The output value of Ist 45.4 141.8 15.3 12.1 and 2 industry Zhanggong GDP 7 30 24.9 15.6 District The output value of Ist 8.4 36.8 17.1 15.9 and 2nd industry GDP 1.31 '4.61 13.5 13.4 Gan County sII The output value of Ist and 2industry 1.99 6.7 23.4 12.9 19 Chapter Four Environmental Impact Prediction &Assessment 4.1 Acoustic Environmental Impact Prediction & Assessment 4.1.1 Analysis of noise impact during construction The main noise sources during road construction are such construction machinery as hauling vehicles, road making machines and road-mixer etc. Though the noise impact during construction period is temporary, the noise produced by machinery is characteristic of high sound intensity and irregularity, if not controlled, the machinery noise would impact the surrounding acoustic environment along the route. According to the attenuating model of point source noise, the estimated results of machine noise attenuating with distance are shown in Table 4.1-1. Table 4.1-1 Estimated Noise Value of Construction Machinery Machinery Estimated Noise value dB(A) description 5m lOm 20m 40m 50m 60m 80m 100m 150m 300m Loader 90 84 78 72 70 69 66 64 52 54 Grader 90 84 78 72 70 69 66 64 52 54 Roller 86 80 74 68 66 65 62 60 57 49 Excavator 84 78 72 66 64 63 60 58 55 47 Paver 85 79 73 67 65 64 61 59 56 48 Mixer 87 81 75 69 67 66 63 61 58 50 bulldozer 86 80 74 68 66 65 62 60 57 49 Generating set 84 78 72 66 64 63 58 58 55 47 This analysis is based on GB12523-90 Noise Limits at construction site, i.e, 70-75dB(A) in day time, 55dB(A) at night. 1) For construction machineries of loaders and graders, the day time sound level is within the noise limits of GB l2523-90 at locations with distance greater than 40m from the construction site, while the night sound level is within the noise limits at locations with distance greater than 300m from the construction site. For other construction machineries, the day time sound level is within the noise limits of GB12523-90 at locations with distance greater than 20m from the construction site, while the night sound level is within the noise limits at locations with distance greater than 200m from the construction site 2) At night, the impact of construction machinery noise is serious. Therefore it is suggested that night construction needing machinery of high sound power should be prohibited in locations where there are residential areas, and should avoid night construction as far as possible. The construction machinery operation site of fixed locations should be located in places where there are no schools or large residential areas within 300m from the operation site. In case that night construction cannot be avoided, appropriate temporary noise mitigation measures such as temporary noise isolation barriers must be adopted. 4.1.2 Prediction and assessment of traffic noise impact during operation 4.1.2.1 Model for traffic noise prediction The related model in Environment Impacts Assessment Specifications for Highway Construction Project is used for this prediction, i.e.: (LA,q) = lW,j +101g N -ALds + ''Ingauda+l ALrd face -13 20 in which: , - average radiating sound level of type i vehicle, dB(A) Ni day/night average traffic volume of type i vehicle, vehicle/hour Vi- average speed of type i vehicle, km/h T-(L,q )Prediction time, I hour AL,, - running noise of type i vehicle (attenuation of day/night spacing at r from noise equivalent driving line),dB A Lve,gra- correction of traffic noise caused by road vertical grade,dB A Lrd.face- correction of traffic noise caused by road face,dB The total value of day/night noise at the predicted point is calculate by: Llj og[100-1(Leq)' +100.1(Leq)' AL -AL, (dB) in which (L1, - value of day/night traffic noise at predicted point, dB(A) AL,-correction of traffic noise caused by road curved line of limited long road section AL, -correction of traffic noise caused by barrier between road and predicted point 4.1.2.2 Determination of some parameters in model According to this model, it is shown that the traffic noise during operation is dependent on traffic volume, vehicle type ration, running speed, vehicle sound power, road vertical grade and road face roughness etc. 1) Traffic volume The predicted annual traffic volume is shown in Table 2.5-1,and the factor for day time (16 hours) is 85.3%. 2) Vehicle type ratio The ratio of small/middle/large vehicles is in table 2.5-2. 3) Running speed According to Environment Impacts Assessment Specifications for Highway Construction Project, the running speed is calculated by: Small Vehicle V=237 X N-o-1602 Middle Vehicle V=212 X N-1747 Large Vehicle V=(212 X N-0'1747)80% in which V- calculated running speed N-hour traffic volume, corrected by: 1) When the designed running speed is less than 120 km/h; the running speed calculated by the model is decreased in proportion. 2) When the traffic volume of small vehicle is less than 50% of total traffic volume, its average running speed is decreased in proportion of 30%, if every 100 vehicle runs is reduced. 3) The model above is suitable for day time, and the calculated value discounted by 20% is 21 used as night average running speed. 4) Single vehicle noise emission source intensity (Lw,j) The average radiating sound level (Lw,) for all types of vehicles is calculated by: Large Vehicle Lw,=77.2+0.18VL Middle Vehicle Lw,m=62.6+0.32Vm Small Vehicle Lw,,=59.3+0.23V, in which L,M,S- means large (L)/middle (M)/small (S) type vehicle V-average running speed of vehicle, km/h 5) Spacing attenuation ( A Ldis) (The day/night spacing (di) of Type i vehicle is calculated by: d, = 1000 x L (m) in which Ni-day/night average traffic volume per hour of Type I vehicle, vehicle/hour Vi-average traffic volume per hour of Type I vehicle, km/h ODistance of predicted point from noise equivalent drivig line (r2) r2 = VD7* DF in which DN-distance of predicted point from near lane, m Dr-distance of predicted point from far lane, m Calculation of L. When rdi/2, A Ldis=20Ki[K2 X Ig(di/7)+1g r2 /0.5d] in which KI--constant of land surface condition between predicted point and highway determined according to Appendix El of JTJoo5-96; K2-constant related to spacing, shown in table 4.1-2 Table 4.1-2 constant Related to Spacing D,(m) 2 25 30 40 150 60 70 80 100 140 160 250 300 K, 0.17 0.5 0.617 0.716 0.78 0.806 0.833 0.84 0.855 0.88 0.885 0.89 0.908 6) A Lvert.gra Large Vehicle A Lven.gra=98 X B Middle Vehicle A Lvet.gra=73 X P Small Vehicle A Lve.gra=50X in which: 0 means the vertical grade of highway, and the maximum of 0 is 7% in mountain land, in this prediction. 7) Correction of traffic noise caused by road surface ( A Ltd.face) The asphalt paving is used for this road making, and the noise value of A Lrd.face is taken as 0 dB. 8) correction of traffic noise caused by road curved line or limited long road section ( A LI) 22 A Ll=-101g( 0 /1800) in which 0 - included angle (degree) of sight at predicted point toward the fwo ends of road. 9) Correction of traffic noise caused by barrier between road and predicted point ( A L2) A L2= A L2wods+ A L2buidings+ A L2S.S.Z (I) A L2woods implies the equivalent noise level (A) attenuation caused by woods barrier. When the depth of woods is 30m, A L2woods=5 dB; when the depth of woods is 60m, A L2wood= 10 dB. The maximal correction is 10 dB. (Z A L2building means the equivalent noise level (A) attenuation caused by buildings barrier. When the first row of buildings occupies 70%-90% of area between predicted point ant road central-line, A L2buildings=5dB; When increase a row of buildings, A L2S.S.Zvalue increases 1.5dB, whose maximal value is 10dB. 9 A L2s.s.z denotes the equivalent noise level (A) attenuation measured in the predicted point located in the sound shadow zone on the two sides of high embankment or low through cut. If then the predicted point is located in the sound contrast zone, and A L2s.s.z=0; if D < H+(h, -h,) d, then the predicted point is located in the sound contrast zone, and the H value of is dependent on the difference of sound interval ( 6 ). The noise attenuation is derived from Fresnel curve. 4.1.2.3 Predicted Results and Assessment of Traffic Noise Based on the prediction model and selected parameters, the calculated results of traffic noise prediction of the projected highway are shown in Table 4.1-3. According to Class IV standard in GB3096-93 (i.e. 70dB in day time, 55dB in night time), the distance at whiph the traffic noise on the two sides of road conforms to the standard is shown in Table 4.1-4. It can be seen from Table 4.1-4 that 1) In day time, the distance at which the traffic noise on the two sides of the whole route is within the limits of Class IV of GB3096-93 is less than 20 m; 2) At night, the distance at which the traffic noise on the two sides of the whole route is within the limits of Class IV of GB3096-93 is less than 20 m. Table 4.1-3 Predicted Results ofTrallic Noise Along the Pmiected Highway in the Operation Period Roadbed Predicted Results of Traffic Noise at Various Horizontal Road Width(m) Operation Duration Distance from the Central Line of the Road dB (A) Section And Vehicle Year 3m 40m 0in60m_0m_00m _50m200 peed(km/h) 20m 30m 40m 50m 60m 80m 100m 150m 200m day time 50.4 52.1 49.8 48.1 46.6 44.3 42.5 39.3 37.0 2003 night 44.9 46.6 44.3 42.5 41.1 38.8 37.1 33.9 31.6 time Shashibu day time 53.6 55.4 53.1 51.3 49.8 47.5 45.7 42.1 40.3 ~ 12m 2017 - Wangmu 40km/h night 48.4 50.1 47.8 46.1 44.6 42.3 40.6 37.4 35.1 du time______ day time 54.8 56.5 54.2 52.5 51.0 48.7 46.9 44.0 42.2 2022 -g ___ imght 49.5 51.3 49.0 47.2 45.7 43.5 41.7 38.5 36.2 3time 23 Table 4.1-4 Distance Approaching to Class IV Standard of Traffic Noise Distance Distance Distance Approaching Approaching to Approaching to to Standard in 2022 Road Section Standard in 2003 Standard in 2017 day time night time day time Night day time night time time Shashibu-Wangmudu <20 <20 <20 <20 <20 <20 4.1.3 Prediction and Assessment of Environmental Noise At Sensitive Locations 1) Prediction method The predicted value of noise at point P is as follows (L Aq)p= 101g 10 . +100AA1b in which (L&q),-the predicted value of noise at predicted point during day and night (LA)b- the background sound value when the prediction is carried out According to individual acoustic environmental standard, the formula above is used to calculate the environmental noise and its excess over the limits at each sensitive location. The calculated results are shown in Table4.1-5. 2) Assessment Result It can be seen from Table 4.1-5 that the noise in day time in the whole road will be within the standard limits, but at night the noise at some sensitive spots will exceed the limits slightly due to the high background sound level at these spots. Table 4.1-5 Predicted Noise at Sensitive Locations Along the Project Route Unit: dB(A) . Environmental Distance Noise EvrnetlNoise Excess No. Locations StakeNO. Dtn se Noise Prediction 2003 2017 2022 2003 2017 2022 Bushang KO+000- day 70 60.5 61.0 61.2 I Village ,Sha K1+174 Through 20 shi Town night 55 59.3 59.5 59.6 4.3 4.5 4.6 Longbu K5+30(- Through 20 day 70 54.1 55.8 56.5 K6+300 night 55 48.6 50.4 51.2 K12+80(- At the left day 70 55.1 56.5 57.1 K13+700 side 20 night 55 47.3 49.7 50.5 XKi16+500 Attheright day 70 62.3 62.6 62.7 4 Xmxingwel k17+800 side 20 night 55 48.4 50.3 51.1 night 55 50.2 52.1 52.8 day 70 52.3 54.6 55.5 Kl9+60(H At the left 5 Fengshu K side 20 night 55 49.4 51.0 51.7 night 55 49.4 51.6 52.4 6 Wangd K25+3( Thro day 70 61.1 61.5 61.7 6_Wangmudu k26+2501 rugh 20 night 55 55.3 55.8 56.0 0.3 0.8 1.0 24 4.2 Prediction & Assessment of Ambient Air 4.2.1 Analyses of impact on the ambient air in the construction period The major air pollutant in the construction period is the raised dust caused from lime-clay mixing, earth and stone work excavation, refilling , and by the construction vehicle and machinery. Therefore, the factor to be assessed for the construction period is TSP. Dust pollution of lime-clay mixing: Station mixing will be adopted for the construction work of this project. According to the on -the -spot monitoring carried out by the Highway Research Institute of the Ministry of Communication at the Bazhou stable-clay mixing plant of the Jin-Bao Highway in August, 1999, the concentration of TSP can reach .1.367mg/ ml at the spot 50m leeward from the mixing plant, showing excess over Grade II standard; at the spot 100m leeward from the plant, the concentration of TSP is 0.619 mg/ M3, showing no excess over Grade II Standard. Therefore, it can be derived through analogy that as long as the mixing plants are positioned at places 100m away from the sensitive spots and water is sprayed at the construction sites and surrounding areas, the flying dust can be controlled and no excess over the required standard will be caused . Dust pollution caused by the excavation and refilling of earth & stonework: TSP pollution caused by the excavation and filling operations is closely related to the weather: the pollution is comparatively severe at the areas leeward to the construction sites in windy weather, or the state standards can be normally maintained at the distances 100-500m from the construction sites. Dust pollution caused by transport vehicle: During the construction period, the loading, unloading, and transport of construction materials will cause TSP pollution along the route. Based on the monitoring findings of similar conditions in construction sites, the concentration of TSP caused by transporting vehicle can exceed the Grade II standard by 10 time at a distance 50m leeward from the road side; the excess can be 4 times that of the required standard even at a distance 150m from the road side. This suggests that the flying-dust pollution caused by transport vehicle along the route is relatively serious in the construction period. According to the forgoing analyses, the TSP pollution caused by mixing and transportation processes cannot be neglected in the construction period and corresponding measures, such as spraying water, should be taken to abate the pollution. The air pollution caused by bitumen pavement construction : Bitumen pavement will be constructed for the proposed road. Bitumen smoke will be produced by bitumen melting and mixing, which will have certain impact on the ambient air quality. According to the on-the-spot monitoring of the bitumen smoke at the Dayangfang bitumen mixing plant in Beijing by the Research Institute of Highway of the Ministry of Communication, if advanced mixing plant such as the Italy made MV2A is used, the bitumen smoke concentration at place 100m leeward away from the mixing plant will be within the limits of GB16297-96, Comprehensive Air Pollutants Emission Standard. If ordinary bitumen melting and mixing equipment are used on the construction site, the bitumen smoke concentration will greatly exceed the standard limits. Therefore, it is necessary to locate the mixing plant properly in a way to make sure that there are no sensitive spots such as schools , hospitals and residences 25 within 300m leeward away from the mixing plant. 4.2.2 Prediction & assessment of impact on ambient air in the operation period 4.2.2.1 Calculation of Discharging Source Intensity of Vehicle Tail Gas Pollutant. After the proposed road is put into operation, vehicle tail gas will be the main air polluting source. The air pollutant emission will increase in proportion with the traffic volume and is also related to the operation status of vehicles. The calculation formula of gaseous pollutants is 3 Q= Aj- E,3 .3600' of which: Qj -type j pollutant emission intensity mg/s* m; Aj traffic volume/hour of type i vehicles in the forecasting year, vehicles/h; E ----under a motorway condition, the emission element of type j pollutant of type i vehicles (use the recommended figure in Environmental Impact Assessment Code for Road Construction (tentative)), ng * vehicle/m. The peak hourly source intensity calculation formula is: QLG=QL AG of which: AG is the traffic hour factor, set to be 6.5%. The daily average source intensity calculation formula is: QLr =L Ar R of which: A, is the daytime traffic volume factor, set to be 85.3 %. R is the hour number in a day, set to be 16. The driving speeds of vehicles refer to the (Environmental Impact Assessment Code for Road Construction(tentative))) . 4.2.2.2 Ambient Air Pollution Dispersion Model (When the angle between wind direction and the source is O< 0 <900C, the dispersion mode is: CPR = 1 4 1 exp [I[-L ]exp + (z-h] exp[_j{z+h2] di U 27rury *o, 2 ay 2 or, 2 o, of which: CpR--pollutant concentration produced by the road line source AB section to forecasting point R, mg/M3. U-average wind speed at the effective discharging source height of forecasting road section, mi/s; Qi-emission source intensity of gaseous type j Pollutant mg/vehicle * m; cr , a. -horizontal wind direction and vertical dispersion parameter, m; Z-height frum the forecasting point to the ground, m; 26 h- effective height of emission source, m; A,B-origin and destination of line source. (DWhen the wind direction is vertical to the line source (Q=900C), the mode is: 2 2 U, Cy' (5When the wind direction is parallel to the line source (Q=00C), the mode is 1cr. pFarallell = T 2 +(Z2 2 e =cr, /cry of which: r-equivalent distance from the microelement to the measurement point, m; e-customary dispersion parameter ratio The project region mainly has an atmospheric stability of D. In calculation, the dispersion parameters are to be set in accordance with the (Technical Guidelines for Environmental Impact Assessment)) HJ/T2. 3-93 Appendix B. The wind speed is set to be 2.0m/s ( Zhanggong District), subgrade width 12 m, average earth-filling height 3.8 Im. 4.2.2.3 Prediction & assessment of impact on ambient air in the operation period The concentration of NOx of the project in each forecasting year is in Table 4.2-1. From it, it can be inferred that with the growth of traffic volume, the impact of NOx will also increase. Compared with Class II air quality standard, the NOx concentration at road sides 10m beyond the road center line under stability D does not exceed their corresponding limits, since the sensitive spots are all.1 Om beyond the road center line, which shows that the impact of vehicle tail gas on the ambient air will be quite small in the operation period. Table 4.2-1 Forecasting of Vehicle Tail Gas Impact During Operation Stage, Stability D unit:mg/M3 Section Pollutant Operation Traffic Distance from the Central Line of the Road (m) stage condition 10 20 50 100 200 Peak 0.021-0.024 0.020-0.023 0.018-0.021 0.017-4.019 0.016--0.017 2003 Daily 0.020-0.022 0.019-0.021 0.017-0.020 0.016-0.018 0.016-0.017 average Peak 0.029--0.037 0.027-0.035 0.023-0.029 0.020-0.024 0.018-0.020 angiudu NOx 20]7 Daily 0.026-0.031 0.021--0.026 0.023-0.030 0.019-0.022 0.017--0.019 average Peak 0.034--0.043 0.031-0.041 0.025-0.034 0.021--0.027 0.018-0.021 2022 Daily 0.029-0.036 0.027-0.035 0.023-0.029 0.020-0.024 0.017-0.020 average 4.3 Analyses of the Impact on Water Environment 4.3.1 Analyses of impact in the construction period 1. Impact of bridge construction on water environment The impact of highway construction on water environment is mainly brought about in the process of bridge construction. The sites of 2 medium bridges along the route are both in the 27 functional area of Grade III surface water. The technique of casting-in-place pile will be adopted for the construction of under water piles in either case, thus comparatively less disturbance will be caused of the river beds . Based on relevant analogical analyses, within 200m downstream from the pile construction site, SS concentration will increase to over 50 mg/I, and beyond 200m decrease gradually with increasing distance, which will have little impact on the water quality. Furthermore, after the construction is finished, this kind of pollution disappear. However, the construction of bridge usually involves the movement of large quantity of dregs and mud cleaning in the river bed. Consequently, the dregs and mud are liable to scatter during the process of transport and thus cause some pollution to the water bodies. In view of this, the disposal of such dregs and mud will be. handled in strict conformation with the regulations issued by the Ministry of Communication and State Agency of Environmental Protection: such waste should be transported and stored out of the river area, and controlling measures should be taken so as to minimize the impact of the dregs and mud on the water quality and flood control. 2. The Impact of waste oil from transport and construction machinery The construction material need by this project is mainly transported to the construction sites by motor vehicle. Both the maintenance of the transport vehicle and the process of transport may cause leakage of waste oil, and therefore, cause some oil pollution to part of the water bodies. In order to reduce such pollution, the waste oil coming from maintenance should be disposed in concentration; the solid waste with oil should not be cast about at random, but land-filled in certain place. 3. Impact of life sewage on the water environment The life sewage generated from the construction sites of the bridges should be properly treated before running into the water. Due to the small amount of the life sewage, the proportion of polluted water to the river water is small, the life sewage generated in the construction period will not cause significant pollution to the water bodies. 4.3.2 Assessment of impact on water environment in the operation period 4.3.2.1 The impact of road surface runoffs on the surrounding water bodies During the raining seasons, the pollutants contained in the road surface runoffs are mainly SS and oils in slight quantity, and such condition occurs mostly at the initial stage of a raining. The route of this highway will cross rivers , they are quite capable of diluting. Moreover, there is no concentrated water extraction spot downstream. It can concluded that the road surface runoffs will cause little pollution to the quality of the water bodies nearby. 4.3.2.2 Impact on the existing agricultural irrigation Along the projected route, there is a comparatively complete irrigation system, which is quite adequate. The crossing of the highway and the irrigation channels will usually take the form of small bridges and culverts. According to the recommended scheme, there will be 5 bridges( 97.4m in total length) and 153 culverts. The structures of these bridges and culverts are comparatively simple; the designs of them have fully covered the needs for flood relieves and irrigation as well as the convenience of the living ,production and communication of the local residents. Improvement, shift, connection and clearance will be made on or between the malfunctioned channels and river sections in the process of the road construction, so as to recover their function of irrigation and flood relief. Accordingly, the construction of the highway will not cause unfavorable influence on the agricultural irrigation. 28 4.4 Prediction &Assessment of Impacts on Ecological Environment 4.4.1 Estimation on the impacts of land to be taken on the agriculture The actual area and types of land taken up by the project of road upgrading is shown in Table2 8-1. From Table 2.8-1, it could be seen that the upgrading of the road, because it made most use of the old road, does not take up much land The type of land taken up most is paddy field ,altogether about 301.07mu, 50% of the total area taken up by the road. The type that comes second is forest land, altogether 299.86mu, 49.85% of the total. The area to be taken up by the upgrading is 0.02% of the total area of the regions concerned, which is a rather small percentage and largely wasteland. But this occupation is going to be permanent, and the occupied land will forever lose all its agricultural functions. This will no doubt have some impact on the agriculture and forestry. Therefore, in improving the design, adequate attention should be paid to the maximum use of wasteland and hill slopes of low productivity so as to avoid as much as possible taking up paddy fields of high productivity, and to reduce the loss in agriculture that this will bring. In addition, in the process of the project, the fetching and dumping of earth will also result in the destruction of the surface layer of the soil as well as the vegetation of a small area, in the pollution or loss of the cultivated surface, in the deterioration of its quality or in lowering its capability of keeping water and fertilizer. The total area of cultivated land to be taken up by the upgrading is 301.07mu, and its effects are mainly on the production of rice. If calculated according to the unit yield of 300 kilograms per mu and two crops a year in the area, the occupation of 301.07mu of paddy field by the renovation means an annual loss of rice yield of 180.6tons, which is 0 1% of the total rice output of the belt area. This negative effect, in view of the production of the whole region along, the line, is very small. 4.4.2 Comments on the effects on plants and animals 4.4.2.1 Analysis of the effects on plants 1. Analysis on the effects on wild plants The upgrading of the road will not take over forests, most of which is artificial, the main species being mason pine and fir. Most places along the road are highly developed where few wild plants are found. So that it does not impose any significant consequence on the wild plants in the regions along the line. 2. Analysis on the effects on the vegetation The greatest effects on the vegetation along the line will take place during the process of the upgrading. First, the taking over of land means that the green cover will be destroyed. Then, in the process of construction, the vegetation 20m within both sides of the road will be destroyed by the constructors and the construction machines The degrees of destruction are different because the different terrains of the places where the road goes through will decide whether earth is to be filled in or dug away, and because different methods of construction will be adopted for bridges and for the road base. The earth and gravel needed for the construction will come mainly from that dug from the old 29 road where it changes its course, while the rest will be supplied by the local material providers. Where the road requires filling, the vegetation will be destroyed by the construction machines and vehicles as well as by the constructors while working. Generally speaking, this kind of destruction is completely thorough-going. But when the extraneous destruction stops, the vegetation on both sides of the road will begin to grow and develop in the direction of its previous state. The speed of recovery depends on both the strength and the length of the extraneous destruction. At the usual rate, vegetation will be largely recovered two or three years after the completion of the construction. 4.4.2.2 Analysis of the effects on wild animals The road follows largely its old line, in the nearby areas of which there is not much wildlife. The species such as there are have already become accustomed to this kind of environment. Therefore, the renovation of the road has almost no effects on the number and genus of animals in this area. 4.5 Prediction & Analysis of Impact of Water & Soil Erosion The construction of highway will involve substantial earth & stonework.. The earth borrowing and the treatment of some sections with vicious geology will cause changes in the terrace and landform, and will probably do damage to the surface vegetation, and thus lead to the deterioration of the erosion-resistance in the surface layer . In addition, in those sections involving substantial excavation, the surplus earth and stone may not be able to be transported to the filling sections in time due to the limitation of topography or condition of transport. In this case, substantial waste earth will appear. Since the soil structure tends to be loose and porous , it is liable to erosion, especially in the initial period of construction when the original vegetation cannot be timely recovered. So it can be concluded that due to the construction of this project, the aggravation of water and soil erosion is inevitable in the areas along the projected route in a short period, which will make the existing erosion even more serious. 4.5.1 Impact on water & soil erosion The areas along the route are of sub-tropic wet climate, where the weather is mild, sunshine is abundant, and precipitation is ample; the seasons are distinct. The annual mean precipitation is about 1500mm in the project area, this amount of precipitation is not evenly distributed in all seasons: that in the period from march to July accounts for 44.9% of the annual total, and usually comes in the form of heavy or torrential rains. In addition, the duration of the construction work will last for two years and substantial earth and stone will be involved. So certain amount of erosion is bound to occur in the raining seasons. 4.5.2 Prediction of the intensity of erosion in the construction period The intensity of soil erosion is determined by a variety of factors such as precipitation, surface coverage, slope and so on. The prediction of the intensity of erosion will be based on the estimation modulus provided by the Soil Conservation Bureau of U.S. Ministry of Agriculture. It is now known that the intensity of erosion in the construction period will be 6.39 times that before the construction. 4.5.3 Impact of subgrade construction on erosion Based on the data provided by Water & Soil Conservation Departments, the modulus of water & soil erosion is 1500t/km2.a . The construction of subgrade will involve the requisition of 30 601.5mu of land. The sections to be upgraded will cause a total of 601.5t/a in erosion. According to data comparable, the amount of erosion caused by highway construction will be 6 39 times that before the construction. So the potential intensity of erosion may reach the level of very intense. The duration of construction work will be two years, which suggests that the construction will survive several rain seasons and water and soil erosion will be inevitable, In order to prevent the impact of erosion on the surrounding environment, measures should be taken such as a combination of the protection provided by vegetation and that by protection works, so as to minimize the actual appearance of erosion. 4.5.4 Impact of earth borrowing and dumping on erosion The amount of earth borrowing and dumping involved in this project is shown in Table 4.5-1. The area of dumping sites is shown in Table 4.5-2. This highway construction will involve earth-borrowing 98,000 m3 from a total area of 14.7mu, and earth dump 14,000 m3 on a total area of 23.4mu, Table 4.5-1 Number of Earth-Borrowing Sites and Their Area Modulus for Area of Amount of erosion Existing Quantity of land to be Amount of in the Code No. Of Stake Borrowing Erosion Construction Erosion (10000 m3) involved (tla) Period (L/kml.a.) (mu) (t/a) I K24+600-K24+700 6.7 10 10 63.9 1500 2 K26+700-K28+700 3 1 4.7 4.7 30.03 Total 9 8 14.7 14.7 93.93 Table 4.5-2 Distribution of Earth Dumping Modulus AAmount of for Amount of erosion in the fr Quantity of land to be Existing Q t . Erosion Construction Code No. Of Stake Erosion dumping involved Perod (t/kml.a.) (10000 in,) (mu) (t/a) I K4+500--K4+800 0.6 1.4 1 4 8.95 2 K9+100k10-000 3 5 5 31.95 1500 3 K14+600k15+200 6.6 9.2 9.2 58.79 4 Kl9+000-kl9+600 2.7 5.1 5.1 32.59 5 K20+500~k21+000 1.1 2.7 2.7 17.25 Total 14 23.4 23.4 149.53 The amount of erosion to be caused by earth borrowing in the construction period is 93.93t/a, so this project will cause comparatively small amount of erosion in the construction sites . The earth borrowing will be concentrated in certain sites so as to reduce the area of exposure and erosion. The earth borrowing sites will be close to the construction sites so as to shorten the length of temporary paths and avoid unnecessary appropriation of land and damage to 31 vegetation. One more advantage of concentrated earth-borrowing is that it will be easier to restore the borrowing sites to their original states. In view of these, the scheme recommended by the designer for earth borrowing is advisable. In order to minimize the impact of earth borrowing on the environment, the operation of earth borrowing should be done according to plans, and timely clearing and recovery of the crop field should be done immediately after the borrowing is finished. It is advisable to plant trees or other vegetation over these sites after earth borrowing operations, and to pave the drains with mortared gravel so as to prevent erosion. The amount of earth dumping is comparatively small for this project, adding up to 140,000 M3, which will not cause significant influence on the local life. It is necessary.to build holding bank around the earth dumping sites and drains at the border of them, so as to prevent erosion. Based on the data for condition before earth dumping, the amount of erosion in the involved area is 149.53t/a in the construction period. The structure of dumping earth is loose and the capacity of anti-washing & anti-erosion is limited. Thus it is likely to cause soil erosion. So the relevant measures should be adopted to avoid such problems. 4.6 Review of Impact on Social Environment 4.6.1 Impact on social development 1. Promotion of local economic development and structuring of industry: After the completion of the project, the road condition will be greatly improved: the traffic capacity and volume will be remarkably increased, which will contribute not only to the reduction of traffic congestion and accidents, but also to the development of tourism and the improvement of local environment of investment. All these are necessary for the attraction of investment and development of economy. With the improvement of traffic condition after the completion of this project, the construction and exploitation of local areas along the route will be activated, so will the reformation and rationalization of industrial structure there: the industrial enterprises will move from the urban areas to the suburb areas; various form of industries such as commerce, catering industry, tourism, transport, processing, animal farming and special agriculture will soon be developed in the areas to be influenced by this project. Accordingly, more opportunities of employment will be available locally and the economic and social benefits will grow. 2. Acceleration of the process of eliminating poverty and getting rich : Based on the data available, there are 18 counties in Jiangxi Province ranked among the poverty-stricken counties of China; 4 of them are located in the areas along the projected route, those are, Gan County,Yudu County, Xingguo County and Anyuan County. The implementation of this project will create favorable conditions for the local people to enjoy more opportunities of employment and to get rid of poverty. 4.6.2 Impact on the quality of local life & resettlement With the completion of this project, the local economy will be developed faster than ever before, and the prosperity of economy will bring about the improvement of the quality of local environment and thus the local life. The demolition and resettlement involved in this project will be carefully considered so as to minimize the amount of demolition and resettlement. In the case the demolition and resettlement is inevitable, it should be done in the light of local plan of urban development. It 32 is estimated that the total area of demolition of buildings involved in this project is 8379.6 in. The demolition and resettlement works of this project is shown in Table 4.6-1. Table 4.6-1 Review of Demolition and Resettlement Involved in this Project Type of Brick-concrete Brick-tile Earth -brick-tile Simple Total demolition Structure Structure structure structure Area(mf) 1310.4 45 6766.8 257.4 8379.6 4.6.3 Impact on infrastructure This project will not cause major damage to the existing works of water conservancy along the route, but will involve substantial shift and resettlement of power lines, transmission lines and communication lines and facilities concerned, which is shown in Table 4.6-2. Therefore, it is necessary to make a thorough investigation of the existing equipment and facilities of power, telecommunication, and other public works before the construction starts. And consultation cooperation with the local government departments should be sought in matters of the protection removal and resettlement of these facilities. Since the upgrading works are done on the existing road, traffic congestion and blockages are bound to occur at some places in the construction period. . So it is advisable to stagger the time periods and construction sites and to effect timely traffic management wherever it is needed. Table 4.6-2 The Power ,Telecommunication and other Facilities Involved in Removal Type of Power Line Tele-com Concrete Wooden Optical Cable Removal (km) Line (km) Power Post Power Post Quantity 3.6 1.43 1.42 81 2 4.6.4 Impact on the utilization resources 1. Impact on the tourism resources: In the surrounding areas of the route, there are many famous landscapes, the construction of the proposed road will have no adverse effects on these landscapes. On the contrary, the implementation of this project will provide favorable condition for the development of local tourism. 2. Impact on the utilization of land resources: This project entails the appropriation of 1302.12 mu land, of which 345.97 mu is paddy field, 185.08mu dry land, 771.1 mu woods land, the cropland account for 40.8% of the total area to be appropriated. Since the requisition of land for highway construction is permanent, it will reduce the total area of local cropland, wood land and vegetation coverage. 3. Impact on the exploitation of mineral resources: The mineral resources are abundant in the areas along the route. Among them, there are tungsten, porcelain clay ,uranium, thulium and so on. But limited by the existing condition of transportation, more mineral resources are waiting for exploitation. In view of this, the implementation of this project is conducive to the development of mineral resources there. 4.6.5 Impact on the Cultural Relics According to the field survey made by Jiangxi Provincial Cultural Relics & Archaeological Research Institute (JPCRARI) ,there are no obvious ancient cultural relics or ancient architectures in the construction area of this project However, as ancient relics are deeply buried, most of them are not found and need further identification. In order to lessen the possibility of impact on the cultural relics to a minimum extent,the following measures will 33 be taken : (1) If necessary, Jiangxi Provincial Cultural Relics Bureau (JPCRB ) and JPCRARI will reconnoiter along the partial changed route section. (2) Education and publicity of cultural relics protection should be conducted for the construction contractors and workers. (3) During the construction period, JPCRB and JPCRARI will send for patrolling the construction field. If there is any cultural relics discovered, the construction work should be stopped immediately and shall not proceed until the appropriate protection and treatment measures for the discovered cultural relics have been taken by the relics administration departments. 4.7 Environmental Impact from Building Materials Excavation and Transport and Its Mitigation Measures (1) Impact on existing road transportation The sand and gravel required by this project will be self-excavated along the road or purchased from outside, generally be transported by rural roads or access roads to the construction site. However, some construction materials such as cement, timber, steel and bitumen have to be transported by existing road under upgrading, which may lead to traffic jams and affect traffic safety to the existing road (2) Ecological damage Earth-borrowing and stone excavation will damage the existing surface vegetation and will change partial landform, resulting in new soil erosion and disharmony with surrounding landscape. (3) Impact on residents' living quality Excavation and transportation of stone will produce flying dust. noise, shock, explosive danger and traffic jam, etc. The stone quarries for this project are all located in waste hills with large stone reserve and far from towns, village, schools. The flying dust, noise, shock and explosive danger produced from stone excavation will not impact residents' living, but attention must be paid to the health and safety of the operators. When transporting on existing roads, the building materials may exert some impact on local residents' living and schooling along the roads. Road flying dust and material spill due to bad covering will have some adverse impact on people's living environment, esp. in dry seasons. In addition, transportation of building materials may aggravate the traffic pressure on existing roads, resulting in traffic jams, which can make people inconvenient to travel and increase traffic accidents. 4.7.2 Mitigation Measures To mitigate these impacts, the following measures will be taken: (1) Quarry contractors must adhere to the safety regulations concerning outdoors explosion. Explosion must adhere to relevant labor protection regulations to provide helmets and earplugs to workers and provide periodic physical examination to them. (2) Soil erosion and vegetation loss caused by quarry can be minimized by enhancing management and by stipulating excavation plan. (3) Contractors shall prepare a good transportation plan, strengthen the traffic management of existing road in construction stage and ensure that transportation of building materials will avoid peak hours. Transporting vehicles should adhere to local traffic rules, overloading is forbidden so as not to cause spill of bulky stone or other materials and not to cause traffic 34 jams. Construction access roads should be sprayed water periodically. Vehicles hauling bulky building materials shall be covered by cloth. (4) Routes for transporting stones shall be reasonably selected so as to avoid dense residences and schools as far as possible. If large residence exists 50m within the route, then the transportation should be not allowed at night (22:00-6:00). Also explosion is forbidden at night. In daytime, if transportation causes noise interference to schools and residences near the access roads, then mobile sound barriers can be used to mitigate the noise impact. (5) Transportation management over the existing roads should be enhanced. Contractors are required to well maintain their vehicles so to make their noise level to a minimum. Supervisory engineer is required to enhance noise monitoring. If the transportation of building materials does make the acoustic environment of residences along the existing road deteriorating, the route may be considered for a change or some economic compensation may be made to local residents 4.8 Environmental Impact Mitigation Measures 4.8.1 Design stage 4.8.1.1 Ecological impact (1) To further optimize and adjust the alignment, to reduce occupation of cultivated fields, to reduce the volume of earth disposal and the number of earth borrowing and waste areas. (2) The construction camp shall be located away from agricultural fields as far as possible. Construction scheme shall be reasonably arranged so to reduce the time of temporary land occupation. (3) The greening engineering and the main body of the road should be carried out synchronically. Priority should be given to local species of arbor, bush and grass so as to restore and compensate for the vegetation. (4) Drainage and protection engineering should be designed for the subgrade, including intercepting ditch, side ditch, protection wall, side slope, retaining wall, protection gird, which can not only stabilize subgrade, but also prevent soil erosion. 4.1.8.2 Water pollution (1) Drainage engineering will be designed so that the pavement run-off will not directly discharge into sensitive water body. (2) Water canals or ponds occupied or separated by subgrade will be re-built or newly built. (3) Sewage treatment is designed for labour camps so that the sewage can meet national standard before discharged into near water bodies. 4.1.8.3 Noise impact and ambient air pollution According to forecasting, during the construction stage, sound barriers, relocation, installation of soundproof windows be carried out for different sensitive locations, which will be included into the design and tendering documents. Stone quarry, earth borrowing and waste area, and mixing plant will be located 300m away from residences. The hauling route for building materials will be rationally designed so to avoid residences as far away as possible and to avoid flying dust and noise. 4.8.1.4 Cultural protection Jiangxi Provincial Cultural Relics Bureau and Jiangxi Provincial Cultural Relics Protection Institute are entrusted to make surveillance along the road. They have submitted the report, 35 see the Report of Cultural Surveillance. 4.8.1.6 Resettlement The design for this project has always emphasized to avoid towns, to avoid removal and land occupation. A hierarchy of resettlement offices will be set up to formulate the Resettlement Action Plan( RAP). The Institute of City and Population of Jiangxi Normal University is employed as an independent supervisor. Details refer to the RAP. 4.8.1.7 Public participation In the alignment of the road, setting of interchanges, environmental protection, resettlement, we have consulted with along-the-road governments, concerned departments, non-governmental organizations, rural committees, collectives and even individuals to solicit their opinions so as to gain support from the public. 4.8.2 Construction stage 4.8.2.1 Ecological impact (1) To enhance workers' awareness of environmental protection of natural resources and not to damage wild life and not to cut trees. (2) Contractors should reasonably arrange occupied land, reduce temporary land occupation, shorten the use time, and reclaim the land timely. (3) Earth borrowing and waste disposal shall be conducted in strict accordance with design requirements so to well protect and restore the surrounding environment. The top soil (30cm) of the acquired land shall be kept for reclaiming and compensation. (4) Construction vehicles shall run in access roads, not in agricultural fields and woodlands. 4.8.2.2 Water and soil conservation (1) Engineering measures (To reduce the area and number of construction sites as much as possible; construction should be made in designed site and the earth borrowing and waste area should not be made in designed site and the earth borrowing and waste area should not be enlarged casually so to reduce the exposed area of cutting. Don't enter to the site so earlier if construction is not ready. (The various protection engineering works should be built concurrently with the major works (as seen in the design drawing of subgrade protection and greening design) so as to prevent side slope soil erosion caused by pavement run-off. When it is raining, sand bag or straw mat may be used to cover the slope surface to reduce soil erosion; and cutting should be avoided in rainy season. ®Water drainage ditch and intercepting ditch should be built for the earth borrowing sites to reduce rainfall eroding force; the surface of the earth borrowing site should be flat as much as possible after the borrowing. If the borrowing is to be made from a site with big slope. check dam and sediment control dam should be built together with proper drainage system. (2) Planting Measures Planting should be carried out in accordance with the design requirements. The turf selected for the slope when planting and covering in a lump sum should have the following features: fast growing and fully covering the ground surface; strong bonding force with the soil to prevent surface soil erosion; perennial plant in harmony with the environment. To get the best effect, the side slope plantation should be completed one month in advance to the rainy season. 36 (3) Land Reclaiming (iReclaiming and planting measures should be taken after completion of the borrowing and disposal sites to prevent soil erosion by rainfall. The deep cutting areas may be built into reservoir or fish pond; and some waste sites may be used as for resettlement building or industrial building area. (For the waste bank in hilly areas, forestation is the major means. Grags, bush and arbor with deep and flourishing roots capable of withstand harsh conditions should be selected for the forestation so to ensure the plantation coverage rate up to 50% in the second year. For the waste bank nearby the farmland, agricultural reclaiming should be considered. It may be planted with herb after first being leveled and soil improved; and agricultural crops may be planted when the soil is fertile. 4.8.2.3 Water pollution (1) Septic tank and garbage tank should be provided at temporary construction camps for timely cleaning of the wastes; Temporary collection pond and sand sediment tank shall be set up in centralized labour camp to treat the sewage up to national standards before discharged into into water body. (2) The construction materials containing hazardous substances ,such as cement, should be kept far away from water wells or other water sources; rain-proof means should be adopted for all kinds of construction materials. The cement residual should not be dumped onto the ground; it should be collected and transported to proper places with other construction wastes. (3) In order to prevent the unfavorable influence of bridge construction on water quality, the construction procedure and machinery should be optimally organized. Waste dregs arising out of the pier construction should be transported to designated places and cannot be thrown into water at random. Sand sediment tank should be arranged to treat the waste water from the construction sites near water bodies. ( 4 )Strict control of the machinery for bridge construction and the transport vehicle will be applied ; leakage of oil and dumping of waste oil should be entirely forbidden. The wastewater produced by vehicle and machinery washing should be collected and treated up to national standards before discharged into water. The oil dregs should be land-filled in designated places instead of being dumped or thrown at random. 4.8.2.4 Noise pollution (1) When the construction site is close to school, no construction work with heavy noise machines should be arranged at school time; when the construction site is close to densely populated residence, construction work with strong noise machines should not be arranged at nighttime. In case that the above construction work has to be proceeded, consultation must be made with the residents who may be impacted, or proper compensation must be paid. To reduce the noise pollution of construction machineries, mobile noise isolation can be used. (2) To use construction machines with low noise level as much as possible. For construction machines with high noise level, temporary sound barrier should be adopted to mitigate the noise impact. The construction materials storage site and the mixing plant should be set at places over300m away from the acoustic sensitive locations. (3) The construction operator's work time should be arranged in accordance with the labor hygiene standard, and personal protection measures such as wearing ear-plugs and helmets, etc. should be provided to the operators. 37 (4) The access roads for the highway construction should be selected away from such sensitive locations as schools, residences and hospitals. When dense residences exist 50m within access road, night transportation of building materials is forbidden. For lorries transporting construction materials by the existing roads, the contractor should pay attention to the maintenance of the lorries and keep the noise produced at a minimum level. 4.8.2.5 Ambient Air Pollution (1) The stabilized soil and bitumen mixing plants should be set up at the leeward side and 300m away from the sensitive locations of residences, hospitals and schools. The mixing plant should be equipped with sealing device, shock absorber and dust remover. Labour protection measures should be provided to the operators of the construction machine such as eye mask and mouth mask. (2) Bulk construction materials transported by truck should be covered to prevent spillage as much as possible. The storage of the bulk construction materials should be covered and kept over 300m away from the school and village sensitive locations. (3) Hauling roads and construction site, particularly the stabilized soil mixing plant, should be sprayed from time to time to prevent secondary dust flying. (4) In the process of subgrade filling, spraying should be made according to the need of compaction. After the compaction the contractor should spray the compacted ground from time to time to prevent flying dust. 4.8.2.6 Traffic and transportation (1) The construction of road sections should be reasonably organized. A on duty system should be established to guarantee the smooth operation of traffic and traffic safety. Transportation of construction materials at rush hqurs should be avoided, the contractor is required to make a reasonable transportation plan. (2) Local public security and transportation management departments shall be well coordinated with to mobilize traffic jam and to handle traffic accident so as to ensure a smooth running. (3) Materials will be prepared in advance. Sand and stone will be stored at relatively leisure time. 4.8.2.7 Cultural relics protection During construction, if underground cultural relics are found, then construction should stop and the supervisory engineer will protect the site, and concerned department will be notified to handle it. 4.8.2.8 Worker's health (1) Septic tank and garbage tank shall be set up at construction camp, which are to be cleared by the contractor periodically so to prevent outbreak of disease. Drinking water that complies with hygiene standard shall be provided at the site. (2) Contractors must adhere to labor protection regulations to provide helmets, earplugs and periodic physical examination to workers. (3) Full-time health worker should be arranged by the contractor to provide medical guaranteeing for the construction workers, free condom should be available in each labour camp. the health worker should periodically deliver hygienic knowledge and education to the construction workers. 4.8.2.9 Public participation 38 Complaint telephone number for environmental complain should be conspicuously marked at the construction camp. For complaint problems, the local environmental department shall be contacted and such problem should be settled within 48 hours. 4.8.2.10 Implementation of "Three Simultaneousness" Contractor at the bid section shall implement facilities such as the sound barrier and sewage treatment simultaneously with the main body engineering according to design requirements. 4.8.3 Operation stage 4.8.3.1 Ecological impact (1) In order to maintain the dynamic balance of cultivated land, the project proponent should reclaim waste lands coordinating with the local administration departments for national land to compensate the lost cultivated land . (2) To recover the damaged vegetation and ecology in time so to prevent denuded surface. A greening belt of some width should be set up at the two sides of the road. (3) The culverts should be cleared in time to ensure a smooth running of water in the irrigation system. 4.8.3.2 Soil erosion Further improve the soil & water conservation works, planting works, and land reclaiming works according to design requirements. A combination of grass, flowers, bushes, arbors may be used to form a stereo planting pattern. In the later operation stage, greening should be prompt so as to protect the subgrade stability and to reduce soil erosion. 4.8.3.3 Water pollution The dust and sand on the side slope of subgrade and pavement, when rushed by rain water, will be carried into the drainage system and deposited , leading to blocking up of the drainage system. Therefore, periodical clearing of drainage system and side ditches will be quite necessary to ensure the smooth running . 4.8.3.4 Noise pollution It is suggested that no new schools, hospitals be built within 50m from the proposed road, no new residential districts be built within 20m from the road. (1) Traffic noise control Adhered to the "Regulations Concerning Ambient Noise Pollution Prevention and Control of the People's Republic of China", strengthen the road traffic management and road maintenance. Motor vehicles with high noise level exceeding standard limit should be banned to drive on the road. Table 4.8-1 shows the allowable noise level for motor vehicles. Table 4.8-1 The allowable noise level for motor vehicles. Vehicle type Standard noise limit (dBA) 8t,roject? Community 86.7 ;election are Individual 86.7 illowed. 3 Are you opposed to the Yes 6.67 requisition of No 83.3 and ,demolition No opinion 10 and resettlement involved n this project ? 4 Have you learnt the Yes 13.3 ompensation policies Yes, but 6.6 oncerning the requisition of 3artially and, demolition and No 80 esettlement? 5 Do you accept the Yes 66.7 rrangement for the Yes with some 33.3 equisition of land, -onditions emolition and resettlement? No 0 6 Which kind of Noise 26.7 Vore than one nvironmental pollution Exhaust gas of 6.7 election are rom this project affects you vehicle illowed. - nost? Dust 60 other 0 7 What suggestion for the Greening of 56.7 iore than one Ileviation of the impact he highway ;election are ould you like to make? ides illowed. Separation 6.7 valls Kept away from 3.3 villages other 0 48 6. 2 Public Opinion & Suggestions Based on the findings of the investigation, the opinions of the local people concerned a re summarized as follows: 1. They hope that this road project can be constructed soon; 2. The local residents to be affected by this projects are mainly rural residents, who require that adjustment of land re-allocation be made immediately after their land is requisitioned by this project; the compensation for the requisitioned land should be delivered to the villages and individuals concerned without delay and interception. 3. The demolition of private buildings should be properly compensated according to the policy concerned and the concrete conditions of each family; resettlement should be timely carried out; the land for resettlement should be made no problem to those involved, and should not be smaller than the area of the original house; 4. The construction and operation of the road will cause some unfavorable factors such as dust, vehicle tail gas, and traffic noise. They hope that measures such as greening and noise buffers should be taken to alleviate the unfavorable influences. The above opinions and suggestions have been reflected in the design, resettlement and EIA documents. 6.3 Information Disclosures and Feedback (1) Television, broadcasting, newspaper and bulletin should be used to release information to the public regarding the significance, alignment, resettlement and environmental issues for this project. the project proponent has agreed to release related information on Gannan Daily; (2) All the environmental documents such as EIA report, EAP and El Summary will be disclosed to the public. The project proponent has agreed to store the above environmental documents in the libraries of each city and town along the route. The library address and complaint telephone number will be exposed in Gannan Daily. (3) The project proponent will set up environmental protection complaint telephone in each level of resettlement office, collecting and recording the public's complaints on the environmental protection for the road construction. Upon receiving complaints, the project proponent will go to the problem site to solve the problem coordinating with the local environmental department within 48 hours. 6.4 Conclusion of Public Participation The designer and constructor have laid importance to the public opinions and have integrated them into the design of the project. In view of the environmental issues to be brought about by this project, the assessor and designer have worked out corresponding measures of environmental protection, such as raising the height of the surrounding walls and monitoring in the operation period. More suggestions are stated as follows: 1. In the periods of design and construction, consultations should be frequently made with the local governments along the route so as to adopt the feasible advice and suggestions provided by them. 2. With the help of the governmental and communal agencies in the areas to be influenced by 49 this project and mass media, effort should be made to publicize the governmental compensation policies concerning resettlement as well as to implement them. 3. The governments along the route should conform to the state policies, and carry out investigation on the families involved in requisition of land or demolition and resettlement. The land for resettlement should be timely appropriated to those involved so should the compensations for demolition and resettlement. so as to avoid lowering their living standard. 4.The measures for environmental protection presented in EIA should be seriously implemented to minimize the unfavorable impact of highway construction on the environment. 50 Chapter 7 Environmental Management & Monitoring Plan 7.1 Environmental Management Plan The environment management system in the construction and operation periods of the project consists of environmental management organization and environmental supervising organization. The organization chart is shown in Fig 7.1-1, 7.1-2, 7.1-3. Plan Division of Jiangxi Provincial Communications Department (JPCD)(6 persons) Jiangxi Provincial Expressway Administration Bureau (JPEAB) Project Office and Ganzhou Municipal Highway Administration Bureau ( 3-6 persons) Design unit Contractor Environmental Jagi Provincial Environmental Construction Mnito-ring Central Station (JPEMCS) Inspectors (ECI) Ganzhou Municipal Environmental Monitoring Station (GMEMS) Fig 7.1-1 Organization of Environmental Management in Construction Stage Plan Division of Jiangxi Provincial Communications Department (JPCD)(6 persons) Jiangxi Provincial Expressway Administration Bureau (JPEAB) Jiangxi Provincial Expressway Development , Co., Ltd.(JPEDC) ( 3 persons) Ganzhou Municipal Highway Administration Bureau (GMHAB)( 1 person) Fig 7.1-2 Organization of Environmental Management in Operation Stage 51 Jiangxi Provincial Environmental Protection Bureau (JPEPB) Ganzhou Municipal Environmental Protection Bureau (GMEPB) Zhang Gong District Gan county Environmental Protection Bureau Environmental Protection Bureau Fig7.1-3 Organization of Environmental Supervision The Plan Division of JPCD is responsible for the environmental management within the communication industry in the province, including the formulation of environmental protection measures and rules, the provincial environmental protection plan and the supervision of the implementation of it. The Expressway Project Office of JPCD, together with JPEDC (3 persons) ,the Project Office of this project and GMHAB (3-6 persons including one environmental expert) is the executive organization of this project. Its main duties are to solve the environmental issues brought about by the project in construction and operation stages such as the environmental management and the resettlement work , the supervision of the implementation of the environmental protection measures and the coordination of the contract signing between ECI and the local environmental monitoring units, the supervision and inspection of the implementation of the environmental monitoring plan, and the reporting of the monitoring reports and implementation status. JPEPB is responsible for the environmental management and supervision in the whole province, and JMEPB is responsible for the environmental protection work of this project. 7.2 Environmental Monitoring Plan 7.2.1 Environmental Monitoring The objective of formulating environmental monitoring plan is to supervise the implementation of all mitigation measures, to modify the EAP appropriately according to monitored results, to justify the implementation time and implementation proposal of environmental protection measures. The formulating philosophy is that monitoring is conducted according to predicted major environmental impacts at different periods. 7.2.2 Monitoring Implementer According to the jurisdiction zoning of the area along the highway, it is suggested that Ganzhou Municipal Monitoring Station be entrusted the monitoring task. Based on the analyses and prediction, the monitoring items are: determined as follows: 1) The monitoring items during construction stage (0)Air monitoring item: TSP 52 (-)Acoustic environment monitoring item: construction noise 2) The monitoring items during operation stage (i)Air monitoring item : NOx (©)Acoustic environment monitoring item : traffic noise; 7.2.4 Environmental Monitoring Plan According to the predicted results, the following monitoring plan is developed as shown in Table 7.2-1, Table 7.2-2 and Table 7.2-3. Table 7.2-1 Air Monitoring Plan Stage Monitoring Monitoring Monitoring Monitoring Implementer Departments Supervisory site Item Frequency Duration in charge Department construction earth/ash mixing TSP 2 1 day GMEMS Engineering GMEPB stage site; times/month Construction borrowing/dumpin or random Supervision(ECS g sites: residential inspection ) Corp. or Project areas and sensitive monitoring Proponent spots along temporary road I Operation Shashibu NOx 2 5day GMHAB stage times/year * Table 7.2-2 Noise Monitoring Plan Stage Monitoring Site Monitoring Monitoring Monitoring Sampling Implementer Departments Supervisory Item Frequency Duration Time in charge Department Construction Construction Noise once/month 1 day Once/Day, GMEMS Engineering GMEPB stage site with Once/night Construction large residential area or Supervision(E school within 150m CS) Corp.or Project I_ W_Proponent Operation Shashizhen,Longbu,Niued 4 times/year I day Once/day GMHAB stage ong,Xinxingwei,Fengshub Once/night lu,Wangmudu I _ 7.2.4 Monitoring Budget and Monitoring Report System The total monitoring cost is about 1,2000 RMB yuan/year, among which the monitoring cost in operation period is 6000 RMB yuan/year. Upon the fulfillment of monitoring task each time, the monitoring implementer should prepare the Monitoring Report, which should be submitted to the related administration departments from bottom to top. 53 Chapter Eight Conclusion of Assessment 8.1 Ecological Environment 1. The impacts of highway construction on the ecological environment are mainly the reduction of cropland, damage to vegetation, and water and soil erosion. By means of forestation and construction of green space, restoration of cropland, construction of water-holding ditches and slope protection, the damage to the ecological environment can be reduced. 2. The upgrading project will involve the requisition of 601.5 mu land, including paddy field, woods land and wild land, accounting for 0.02% of the total area of the project area. So the land to be requisitioned is comparatively small in area. However, the appropriation of the land is permanent, and thus, deprived of its agricultural function, the requisition will cause certain influence on the local agricultural and forestry production. Such influence, nevertheless, can be alleviated through adjustment of the utilization value of the land. 8.2 Acoustic Environment 1. the acoustic environment along the route is good. 2. The major noise source in the construction period is that produced by the construction machinery and transport vehicle, and it is generally of high dB and irregularity. Such noise sources will cause certain impact on the acoustic environment along the highway. However, the noise produced by construction machinery in daytime falls within the limits required by The Limits of Noise at the Borders of Construction Sites (Gb]2523-90) at the distance 40m from the construction site; so does that produced at night at a distance of 300m from the site. 3. The traffic noise monitored at each section of the highway is assessed in terms of Grade IV Criteria of The Standard for Environmental Noise in Urban Areas It is found out that the average distance required for the satisfaction of the standard is <20m from the central line of the road in daytime for the whole length of the highway, while that at night is <20m. 4. Since the traffic volume and traveling speed are comparatively low either in short-term operation period or long-term operation period, the predicted traffic noise of daytime presents no excess at the sensitive spots of residential areas in the whole route ; that of night shows excess only at close distance 8.3 Ambient Air I The quality of environmental atmosphere in the areas along the route can meet the Grade II requirements of The Standard for the Quality of Ambient Air (GB3095-1996), which shows the existing quality of environmental atmosphere is good. 2 The air pollutants in the construction period mainly come from the mixing of lime or cement, the excavation of earthwork and stone work, the refilling of earth, construction vehicle, and the floating dust caused by the operation of construction machinery. In view of this, corresponding measures should be taken such as spraying to reduce the pollution. The spots of pitch melting and mixing plants had better be placed more than 300m away from the sensitive spots so as to protect the health of the people concerned. 54 3 Upon the completion of this project, the major air pollutant will be the exhaust gas emitted from traveling vehicle By way of model calculation, it is known that the concentration of NOx is comparatively small and will not cause significant impact on the environment along either side of the route 8.4 Social Environment 1 With the completion of this project, the road condition will be greatly improved, which will promote the development of local tourism, improve the local environment of investment, and provide necessary conditions for rapid development of local economy. Consequently, more industries will be gradually developed, more opportunities of employment will be available. and more local people will get rid of poverty. 2. According to statistics, the total area of the buildings involved in demolition and resettlement is 8379.6m2. It is necessary to avoid any unnecessary demolition and resettlement, so effort will be made to minimize the demolition and resettlement. Meanwhile, it is advisable to carry out the demolition and resettlement in the light of the local plan for urban development. In view of the forgoing statements, it can be concluded that this Road Upgrading Project is of importance to the connection between the State Highway No. 319 and No 105 The implementation of this project will perfect the construction of Jiangxi provincial highway network, accelerate the socio-economic development of the areas concerned, promote local tourism, and help the local people to get rid of poverty. In view of these great benefits, this project is supported by governments of each level and people from all walks. Although certain unfavorable influences will be caused on the local environment during either construction or operation period, such influence can be effectively controlled as long as a comprehensive policy is wisely made and carried out and the protective measures recommended in this EIA are sincerely adopted. Therefore, it is concluded that this project is feasible in terms of environmental protection. 55 Attached Fig 1. Geographical posit ion of Linking Road Improvement Program (RIP) of Jiangxi No. 2 Highway Project with Loans from the WorlId Bank Anhui province Hubei province Hu' 9nan, pro \mnr Gan-Yue Expressway RIP Nol2n Wan'an connection road Taihe Fujian province igangshan an'an |Xng Guc an zo conecton road J ;0. ..... . . .... e g4 end RIP No.4 nl Thte proposed Gan-Yuc expressway RIP No.3 Road Improvement Progr-amo(RIP) Note: RIP No. 1 is Suichuan-ChiezCao road - RIP No.2 is Yutian-Xinijianig road RIP No.3 is Shashi-Wangmiudu road 1:300ooo0 Guangdong province t;f~E4t 8n 30 z0 s002 RIP No.4 is Tanlgjiang-Dongshan road FIf~ C .~ :5 R j9 itJ 3ý :J ä YI 3Ci A% * ftJE (R IP 3 t if E4f Attached Fig2: Route Alignment and Environmental Monitoring Spots Distribution (RIP3 Shashibu-Wangmudu) N - ORA End go - fto-K26+251.42 0E --Taojiang Wangmudu ~ ~' 10+000li Lgn -Reconstruction highway 00 S n Enironmental air momtonng spots ~ 0 0 - K A oooe Stort s! t - Nos moniorin so s pt Appendix 3: Field Plan for Distribution of Environmental Monitoring Spots RIP3 A Noise Monitoring Sites 0 Air Monitoring Sites Run of the Projected Highway Shashizhen-+ Wangmudu Shashizhen (KO+000~K1+174) Longbucun (K5+300-K6+300) Fengshubu (Kl9+600~K20+100) Wangmudu (K25+300-K26+250) Niuedong (K12+800-K13+700) LE( 0 Xinxingwei (K16+500~K17+800)