E-425 VOL. 6 Project With Loans From the World Bank GHK2000-30 People's Republic of China World Bank Financed Jiangxi NO.2 Road Project Rural Roads Improvement Program ( RRIP) SUICHUAN-CHEZIAO ROAD (RRIPI) ENVIRONMENTAL IMPACT ASSESSMENT REPORT (FIRST 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 GHK2000-30 People's Republic of China World Bank Financed Jiangxi NO.2 Highway Project Rural Roads Improvement Program (RRIP) Suichuan-Chezhiao Road (RRIP 1) Environmental Impact Assessment Report (First 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 November, 2000 People's Republic of China World Bank Financed Jiangxi NO.2 Highway Project Rural Roads Improvement Program (RRIP) Suichuan-Chezhiao Road (RRIP 1) Environmental Impact Assessment Report (First 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 [(ES) Qualification Certificate No. 085031 Project Leader: He Jili Senior Engineer [(ES) Qualification Certificate No. 085001 Participants: Chen Kai Engineer [(ES) Qualification Certificate No. 085011 Huang Jingming Engineer [(ES) Qualification Certificate No. 084991 Hu Xiaohua Senior Engineer [(ES) Qualification Certificate No. 087151 Xie Daomou Assistant Engineer [(ES) Qualification Certificate No. 112101 Yang Jun Assistant Engineer [(ES) Qualification Certificate No. 112091 Implementor of Monitoring: Ji-an 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 Bases for Compilation ............................................................ 2 1.3 Scope of Assessment, Assessment Factors ............................................I ... 3 1.4 Class of Assessment Work ............................................. 4 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 ............................................. 7 Chapter Two Project Description 2.1 Significance of the Project ............................................. 8 2.2 Alignment and Major Controlling Points ............................................. 8 2.3 Size of Construction, Major Technical-Economic Index, and Engineering Works ............................................................ 8 2.4 Description of Engineering Works ............................................................ 9 2.5 Projected Traffic Volume ............................................................ 11 2.6 Construction Materials to Be Obtained Locally ............................................... 12 2.7 Estimates of Investment & Schedule of Construction Progress ............................. 12 2.8 Environmental Impact Analyses of Construction Work ...................................... 12 Chapter Three Environmental Survey 3.1 Natural Environment ............................................................ 14 3.2 The present state of the ecological environment: investigation and commentary ........ 14 3.3 Assessment of Existing Air Quality ............................................................ 17 3.4 Assessment of Existing Acoustic Environment ............................. ........ 17 3,5 Investigation & Review of Status Quo of Water & Soil Erosion ........................... 19 3.6 Investigation and Comments on Current Social Environment .............................. 19 Chapter Four Environmental Impact Prediction &Assessment 4.1 Estimation on the effects on the ecological environment ............................. I ...... 22 4.2 Acoustic Environmental Impact Prediction & Assessment ............................. .... 23 4.3 Prediction & Assessment of Ambient Air .............. ................................... 28 4.4 Analyses of the Impact on Water Environment ............................................... 32 4.5 Prediction & Analysis of Impact of Water & Soil Erosion .............................. . . 34 4.6 Review of Impact on Social Environment ..................................................... 36 4.7 Environmental Impact from Building Materials Excavation and Transport and Its Mitigation Measures. ............................................................ 38 4.8 Environmental Impact Mitigation Measures ................................................. 39 1 Chapter Five Cost-Benefit Analysis of Environmental Impacts 5.1 Assessment of Project Benefit ................................................. 46 5.2 The Estimates of Environmental Protection Investment ...................................... 46 5.3 Cost-Benefit Assessment of Environment Economy ......................................... 47 Chapter Six Public Participation 6.1 Investigation of Public Participation ................................................. 49 6.2 Public Opinion & Suggestions ................................................. 53 6.3 Information Disclosures and Feedback .. ............................................... 53 6.4 Conclusion of Public Participation ................................................. 53 Chapter Seven Environmental Management & Monitoring Plan 7.1 Environmental Management Plan ................................................. 55 7.2 Environmental Monitoring Plan ................................................. 56 Chapter Eight Conclusion of Assessment 8.1 Ecological Environment ................................................. 58 8.2 Acoustic Environment ................................................. 58 8.3 Environmental Atmosphere ................................................. 58 8.4 Social Environment ................................................. 59 Appendix Attached Figurel. Geographical Position of Project Site Attached Figure 2. Route Run and Environmental Monitoring Spots Distribution Attached Figure3. Field Plane for Distribution of Environmental Monitoring Spots 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, Suichuan-Chezhiao Road ( RRIP I ), 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 November, 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 November, 2000. In November, 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 finally finished this EIA Report (first edition). l 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 ciassification 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 the 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 s Republic of China (December 26, 1989); 2. The Water & Soil Conservation Law of the People 'sRepublic of China (June 29, 1991); 3. The Land Administration Law of the People 's 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 s 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 Highwa>y 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 ( NEPA, 2 HJ/T2.1-2.3-1993, HJ/T2.4-1995, HJ/T19-1997); 12. The Classified Managerial Items of Environmental Protection for Construction Projects (Provisional) [ NEPA, 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 Conistruction Projects in Jiangxi Province (April 29,1995); 15. The Letter of Attorney for Environmental lmpactAssessment; 16. The Project Feasibility Research Report of Suichan-Chezhiao Raod (RRIP 1) Upgrading Project, compiled by Research & Design Institute of Jiangxi Provincial Highway Administration, in November, 2000. 17. Outline of EIA of Suichuan - Chezhiao Road (RRIP1) Upgrading Project- Jiangxi NO.2 Highway Project with Loans from the World Bank ( Jiangxi Provincial Environmental Protection Research Institute, November 2000). 18. The Letter on Approval of the Environmental Standards Implemented in the EIA of Suichuan - Chezhiao, Yutian-Xinjiang 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, Assessment Factors 1.3.1.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 Suichuan-Chezhiao 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 1 Acoustic sensitive spots (These limits can be appropriately extended at some major sensitive spots such as urban areas, schools and hospitals). The area within a 200m radium from the central line of the road and its 2 Ambient Air sensitive spots(These limits can be appropriately extended at some major sensitive spots such as urban areas, schools and hospitals. 3 Ecological The area within a 300m radium from the central line of the foad; earth Environment borrowing & dumping sites and quarries concerned The sensitive spots within a 200m radium from the central line of the 4 Social road such as residential areas, schools, hospitals and cultural remains; Enviromnent the area directly influenced by the highway as is defined in the report of the feasibility research Water 5 WEnvironent Water bodies within a 200 radium from the central line of the road. 1.3.2. Assessment Factors 1.Social Environment: traffic & transport, social development, land use; 3 2.Ecological Environment: land occupancy, damage to crop and vegetation; 3.Acoustic Environment: traffic noise Laeq, environmental noise Laeq . 4.Ambient Air: dust, TSP, bitumen smoke. 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 EIA for Highway Construction Project (Provisional, JTJO05-96). Table 1.4-1 Determination of Class for Particular Assessment Items Item Criteria Class of Assessment Acoustic There is obvious increase in noise after the construction Class 2 Envirornent Ambient Air The terrace is comparatively simple; the equivalent discharge Class 3 is comparatively small. Ecological The limits of influence are greater than 50k in2; the reduction Class 3 Environment of biomass is less than 50%; little influence on the biodiversity. 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 (2008) and the long-term period (2018), 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 Jian Municipal Environmental Protection Bureau .) 1. Water Environment: Based on the quality of the surface water bodies along the projected route and their functional requirements, Grade III of the Environmental Quality Standardfor Surface Water(GHZB 1-1999) will be adopted for the assessment of surface water quality, except for the assessment of SS, which will apply Grade I of the Water Quality Standardfor Cropland Irrigation (GB5084-92). (See Table 1.6-1) Table 1.6-1 Criteria for the Assessment of Water Environment Unit: mg/L (except for the assessment of pH) Item pH CODCr Oil SS Note GHZB 1-1999 6.5-8.5 <20 <0.05 <155 Grade I of the Warer Grade III Limits ?ualily Standard for _ropland Irrigation GB 8978-1999 6-9 100 5 70 GB5084-92) will be Grade I Limits ldopted for the ssessment of SS. 4 2. Acoustic environment: The Noise Limits For Construction Site Border (GB12523-90, See Table 1.6-2) will be adopted for acoustic environment assessment of construction period, A Reply Concerning the Issues about the Standards of Environmental Noise Applied in FJA of Highway Construction (State Environmental Protection Bureau HuanHan 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 1.6-3 ). 3. Ambient Air: Grade II of the Standardfor Anmbient Air Quality (BG3095-1996, See Table 1.6-4) is adopted for the assessment of air quality ; Comprehensive Slandardfor the Emission ofAtmospheric Pollutants for the assessment of bitumen smoke(See Table 1.6-4). Table 1.6-2 The Limits of Noise Value For Construction Site Border (GB12523-90) Unit: Leq (dB) Limit of Noise value Construction Period Major Noise Sources Daytime Night Earth & Stone Work Bulldozer, excavator, loader, 75 55 and so on ______ piling Pile driver of various kind 85 Forbidden construction Concrete mixer and vibrator, 70 55 electric saw decoration Crane, Lift 65 55 Table 1.6-3 The Limits of Noise For Operation Period(abstract) 'Unit: Leq(dB) Index Daytime Night Class IV of GB 3096-93 70 55 Class I of GB 3096-93 55 45 Table 1.6-4 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 Table 1.6-5 Emission Standard of Bitumen Smoke(New Pollution Source) (Abstract) Pollutant Production technique Upper limits of Limits of concentration for emission unorganized emission Bitumen Melting and stirring 40-75 mg/ ml No unorganized emission is ;moke )itumen allowed 1.7 Major Objectives Under Environmental Protection According to the field investigation on the environment along the route, the major objectives 5 of environmental protection are determined as shown in Table 1.7-1. The environmental sensitive spots are listed in Table 1. 7-2. Table 1.7-1 Major Objectives under Environmental Protection Environ Factor Objective of Stake No. Of Environmental Factor of Impact protection Typical Feature Section Crop K16-K23 Paddy field Land requisitioned for K30-K37 road construction; Ecological excavation & filling of Environment Forest K6-K16 Pine, fir roadbed K59-K77 Water & soil K6-K16 Hilly land Filling work & Conservation K59-K77 excavation Earth Hill and hilly Earth borrowing & borrowing & land dumqping dumping sites Wetland Non-existent Wildlife Non-existent conservation zone Rivers, channels, Large, medium Construction of Water irrigation and small bridge foundation, Environment systems, ponds bridges, nearby Surface runoffs in river, channel, operation period; Ponds, and Earthwork filling & irrigation excavation systems Acoustic 7 primary schools Ambient air and Construction noise Environment, and 60 residential acoustic sensitive &flying dust, traffic Ambient Air, areas spots within noise and waste tail Social 200m radium of gas Environment the road central __________________ ________________ line Table 1.7-2 Environmental Sensitive spots along the Projected Road No. Stake No. Village/Units CenD ine of the Road (m No. of Impacted households/persons I KI+100-KI+200 Jianshang By the right 10-110 8 2 Kl+500-K1+700 Zhuzitouxia By the left 10-140 19 3 KI+100-KI+850 Xitou By the right 10-200 34 4 K2+000-K2+500 Xizhuang At the left side 23 5 K3+800 Zhutian Hospital At the left side 12 doctors, 10 beds 6 K3+900-K5+100 Xiaoxi Through 50 7 K4+900-K5+100 Jiabili At the right side 18 8 K5+900-K6+100 Shankou Through 60 9 K6+800 Nachun Prim. School At the right side 6 classes, 12 teachers, 230 students 10 K7+50-K7+200 Sibixia Through 12 11 K7+400-K7+600 Shangchun By the left 40-80 8 12 K9+700-K9+800 Kangkou By the right 50-180 12 13 18+100-K18+800 Youfu At the left side so 14 K18+300 ~Shanghai Youdian 14 K18+300_Hope Prim. School By the right 60 20 teachers, 400 students 15 K19+100-K19+900 Wanggang Through 15 16 K20+200-K21+400 Chaoling At the right side 60 17 K22+550-K22+800 Jingzinao At the right side 16 18 K23+700-K23+800 Jiaoli At the right side 3 19 K24+00-K24+450 Yuankankou By the right 80-190 6 20 K24+250 Gaoaoxia By the right 100-120 5 21 K25+50-K25+300 Hengdian Through 16 6 22 K29+900-K30+600 Gaopai Through 12 23 K31+950-K32+50 Aoshang Through 6 24 K33+900-K34+50 Shuiping At the right side 5 25 K35+650 Nanjiang Hospital At the right side 8 doctoTs, 10 beds 26 K35+600-K36+200 Nanjiang Throueh 20 27 K37+500-K37+900 Youdu Through 7 28 K38+200--500 Zhipengbei At the right side 14 29 K41+700-K40+500 Paichun Through 17 30 K4] +760-K42+300 Hebei At the right side 12 31 K42+800-K43+000 Taoijingping At the right side . 11 32 K44+700 Chongxi Prnnaly By the right 20 5 classes, 12 teachers, 200 students 33 K44+700+800 Chongxi At the right side 5 34 K48+100-K50+800 Zuoan Town Through 60. 35 K50+1 50-350 Zuoan Middle School At the left side 16classes, 50 teachers, 580 students 36 K51+400-+800 Liduan At the left side 12 37 K50+900-K52+250 Lianhe At the left side 7 38 K54+400-+800 Fengshuwo At the left side 7 39 K58+450-+500 Xiawan Through 8 40 K60+100-K61+150 Tanehu Through 60 41 K62+000-+800 Tangjia Through 15 42 K63+50--300 Shanxia Through 11 43 K63+100 Shanxia Hope School By the right 20 5 classes, 1O teachers, 150 students 44 K67+150 Baitu Village Hope By the left 20 3 classes, 5 teachers, 90 students 45 K69+850 Zhong Village By the right 30 5 classes, 12 teachers, 180 students . _______________ rimary School 46 K69+800-K70+100 Zhong By the right 30-90 8 47 K7]+750-K72+300 Duizigian Through 25 Note: Whether it is left or right is determined by the direction from Suichan to Chezhiao. 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, schools, and natural preservation zones, 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. 7 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 connection between State Highway No. 319 and No. 105. The main significance of it is stated below: 1. It is the need of the construction of Jiangxi provincial highway network: The construction of Jiangxi No. 2 Highway entails the perfection of the network of linking roads so as to rectify the unbalanced development of regional economy and increase connection rate of the sub-areas, and contribute to the even coverage of highway network over the overall national territory. 2. It is the need of the regional socio-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 recommended alignment this project is arranged basically along the south bank of Zuoxi River . It begins at the entrance point of State Highway No. 105 to Yaoxia of Suichuan County , via Xizhuang, Zhutian and Kangkou, runs over mountain in Daouli to Chaoling Town, where it runs across Zuoxi River( Chaoxi Bridge k22+200) from south to north, then, turns left to Nanjiang at the road-cross in Hengdian, runs across Zuoxi River( Tangbei Bridge k49+050 ) from north to south in the southwest of Zuoan, reaches Tanghu (Tanghu Bridge K58+200 ) where it turns back to the north bank of Zuoxi River, then, reaches Gaoping ( Gaoping Bridge K72+050) where it turns back to south bank of Zuoxi River, and finally terminates at Chezhiao, the bordering location of Jiangxi Province and Hunan Province.(Detailed route is shown in Attached Figure 2). The run of the route basically follows the existing roads, which will be upgraded and straightened at some of their curves. The major controlling points along the route are the densely-populated residential areas in Xizhuang, Chaoling, Nanjiang, Zuoan and Tanghu; Zuoxi River and its branches along the route; the road-crosses in the start and end of the route, Hengdian and Kangkou. The whole route runs 79.0 km, of which 18.3 km is Grade II standard highway of plain and low-hill area, 7.7 km is Grade II standard highway of hill and mountain area and 53km is Grade III standard highway; one new bridge is needed, whose total length is 1 90m. 2.3 Size of Construction, Major Technical-Economic Index, and Engineering Works This project involves the upgrading of Section KO-K26+000 , Section K26+000-K60+000 and Section K60+000-K79+500; according to the complexity of terrain and landform, the first will be upgraded to the technical standard of Grade 2 highway, the second will be upgraded to the technical standard of Grade 3 highway by improving the bitumen pavement, while the latter will be upgraded to the technical standard of Grade 3 highway. 8 The major technical-economic index and number of construction items are illustrated in Table 2. 3-1. Table 2.3-1 Major Technical-Economic Index and Quantity of Construction Items ITEM OF INDEX UNIT Plain &d HILLY &MOUNTAIN TOTAL Low-Mount Area AREA 1. Basic Index GRADE 2 GRADE 2 GRADE 3 I Designed Speed Km/hour 80 40 30 Designed Traffic Volume Vehicle/ 4798 day _Land to be requisitioned imu 765.97 l Estimated investnent 10000 RYM 9986.07 Yuan ~ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ |2. Route Total mileage length km 18.3 77 53 79.00 3. Sub-grade & pavement l Width of roadbed m 12 8.5 8.5/7.5 Type of pavement bitunen concrete Earthwork/Stonework of 1000 m3 192.75 115.69 419.24 727.68 lroadbed Rubblework I000m3 11.32 8.9 27.3 475.58 4. Bridge & Culvert Designied load Motorcar-20 trailer-I 00 Large & medium bridge rn/place 241.4/2 67.72/1 304/3 Small bridge m/place 114.9/5 27.6/1 34.5/2 177/8 Culvert unit 94 24 71 189 5. Minimum radius of horizontal m/place 250/1 30/1 25/9 curve 6. Minimum radius of vertical curve Convex n/place I 1000/1 1000/2 400/l Concave n/place 3000/1 800/1 400/1 2.4. Description of Engineering Works 2.4.1 Roadbed I .Width of Roadbed Section of kOO+000-kO9+000 roadbed width 12m, road surface width 9m,unsurfaced road shoulder width 1.5m, Section of k09+000-kl5+500: roadbed width 8.5m, road surface width7m,unsurfaced road shoulder width 0.75m, Section of kl5+500-k26+000: roadbed width 12m, road surface width 9m, unsurfaced road shoulder width 1.5m. Section of k26+000-k79+000: roadbed width 8.5m, road surface width 7m, unsurfaced road 9 shoulder width 0.75m ( in some local difficult road sections, roadbed width 7.5m, road surface width 6m). The transverse slope of road surface is 2%; that of unsurfaced road shoulder being 3%. 2. Designed elevation of roadbed : elevation of roadbed edge, which should be OSm 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; 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. 4. Cutting side slope: 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 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 a drainage trench platform is arranged in the middle of the side slope. 5. Roadbed protection The fill side slope of submerged roadbed will be protected in the following way; retaining wall 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. 6.Drainage of roadbed and road surface 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. (I) The design of roadbed drainage should be combined with the existing farmland conservancy facilities and plan; (2) It should be in coordination with the existing facilities for water supply and drainage in locations where the proposed highway runs through villages and residential areas of towns. (3) In road sections where drainage is difficult, the roadbed should be kept in dry and middle-moist state by such measures as raising the height of the roadbed, lowering underground water level, or arrangement of isolation layer etc.. (4) 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 The road surface is designed with axle load of double-wheel single axle (IOOKN) as the standard axle load: 10 (1) Running lane: Asphalt-grouted surface 6 cm thick; cement-stabilized bedding 20 cm thick; bedding course of natural sand and gravel or stone dregs 20 cm thick (2) Unsurfaced road shoulder: Arranged according to the requirement of GBM. 2.4.3. bridges and Culverts (1) Standard of design Width of middle and small bridges: net-9+2 X 1.5m, net-7+2 X 0.75m; width of big bridge: net-7.5+2 X 0.5m; 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 plate bridge or T-beam bridge are the better choices for middle/small bridges; and stone arch culvert, pipe culvert and steel and concrete covering-plate culvert being better choices for culverts. 2.4.4. Road- Cross Work The grade crossing is used for intersections of the projected highway ( Grade II highway) with other provincial and county roads. The methods of grade crossing are to pave the corner lane or divergent turning lane. 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 Safety Facility Necessary and complete signs and sign lines such as warning, prohibiting, instruction ,direction showing etc. should be arranged along the entire route, for which luminous signs and sign lines are adopted. (2) Management Facilities Improve the existing crossing keeper' houses 2.5 Projected Traffic Volume The projected traffic volume for this project is shown in Table 2.5-1. Table 2.5-1 Projected Traffic Volume Unit: Vehicle(Medium)/day Year Suichuan-Hengdian Hengdian-Chezhiao 2000 2247 1535 2003 2799 1962 2005 3166 2246 2008 3716 2587 2018 5543 3834 11 2.6 Construction Materials to Be Obtained Locally 1. Quarries: In the area along the route, the stones are mainly bibbley-rock and sandstone, and have to be obtained from relatively far places from the projected route. 2. Sand & Gravel: Since the run of the route is basically along Zuo River, the sand and gravel to be needed can be directly collected from the riverbed, but the carrying distance is comparatively far as the sand and gravel are distributed loosely. 3. Earth borrowing & dumping: There many places along the route that can be used as the earth borrowing and dumping sites. 2.7 Estimates of Investment & Schedule of Construction Progress 2.7.1 Estimated total investment The estimated investment of this project is 99.8607 million RMvIB yuan, of which 1/5 is loans from the World Bank, and 4/5 is from domestic loans. 2.7.2 Schedule of construction The construction work of this project is planned to start in October,2003 and be completed at the end of 2005; the period of construction is 3 years. 2.8 Environmental Impact Analyses of Construction Work 2.8.1 Construction period 1. 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 12 mav 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 765.97mu 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 Tvpes and Areas of Occupied Land of the Project Unit: mu Built Area Others Type Total Drv Land Paddy Field Forest Land Pond l ~~~~~~~~~~~35.49 59.29 Area 765.97 33.67 566.17 70.05 2.3 2.8.2 Operation period 2.8.2.1 Sources of traffic noise: 1) The noise source generated from running 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 running 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 running at high speed can also produce overall noise. 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 Since no new service district is established, the main source of water pollution is the existing crossing keeper's house, where a certain amount of sewage is emitted. 13 Chapter Three Environmental Survey 3.1 Natural Environment 3.1.1 Geographical position The site of this project is situated in the southwest part of Jiangxi Province , at 25 28'-26 ° 42'N and 113' 56'.114° 45'E. The route runs along and against Zuoxi River, via Zhutian, Chaoling, Hengdian, Nanjiang, Zuoan, Tanghu and Gaoping, and finally ends at Chezhiao. (See Attached Figure 1 Geographical Position of The Project Site) 3.1.2 Topographical & geological features The route of this project runs through the southeast end of the Luoxiao Mountain Range, and the linking area between Wanyang Mountain and Zhuguang Mountain, with landform of hill and low mountains. The topography dips northeastward with mountain areas in the northwest, west and south, where hill and mountain peaks are overlapping and valleys intercrossing. Most peaks are higher than 1200m above sea level. The topography is quite complicated. The main geological feature is a north-south running structure composed mainly of uplifting mountain masses which are characteristic of folds and faults; the bed-rock is often exposed and often of arch pattern. In this area, the strata of rocks mainly belong to the Cambrian system, Ordovician system, Devonian system, Carboniferous system, Cretaceous system ,and Quaternary system. 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 areas along the route are of sub-tropic wet climate. Within the territory of Suichuan County, the climate is mild and the precipitation is abundant. The annual mean temperature is 18.06 ° C; the absolute minimum is -6.60 C , the absolute maximum being 39.70 C; the annual mean precipitation is 1437 mm; the annual mean frost-free days are 287 . 3.1.5 Hydrology The route is arranged along the two sides of Zuoxi River and its branches, and will cross the Zuoxi River in several locations. There are many V-shape peak valleys distributed in the catchment of Zuoxi River, the width difference and drop of river valleys are quite big, so in flood seasons, water level rises and falls rapidly. Subject to the influence of seasonal rainfall distribution, the river water is moderate in spring and summer, while little in fall and winter, in which drought occurs from time to time, 3.2 The present state of the ecological environment: investigation and commentary 3.2.1 The types of soil in the along-the-line area and their distribution The natural soil in the area 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 Fourth Period and the red sandstone of the Third Period. The cultivated soil is mostly rice-soil, which is also the most widely distributed agricultural soil. Most of this 14 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 3.2-1. Table 3.2-1 The Distribution of the Main types of Soil in the Area along the Route .Types of Soil Suichuan County Rice soil Area (10,000 mu) 46.10 Percentage in the total area 9.78 Damp soil Area (10,000 mu) 0.82 Percentage in the total area 0.17 Area (10.000 mu) 315.23 Red soil Percentage in the total area 66.84 Purple soil Area (10,000 mu) 11.26 Percentage in the total area 2.4 Yellow Area (10,000 mu) 33.52 Mountain soil Percentage in the total area 7.53 Dark yellow Area (10,000 mu) / brown mountain soil Percentage in the total area / 3.2.2 Biological resources 3.2.2.1 Flora The main vegetation in the belt along the road to be upgraded is evergreen broadleaved forest. The 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. Natural or half-natural forests are few, scattered in places near a few villages. The types of vegetation still remaining in this region are mainly those half-natural forests of second growth, or artificial coniferous forests. 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 fruit trees. Investigation shows that along the road there are no rare species of plant. 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. The colonies of aquatic plants are spread in lakes, rivers, ponds and paddy fields. The types are lotus, wild waternut, Gorgon fruit, hornwert, liverwort, and duckweed, of which the wild lotus is plentiful in the watery regions but has not been fully made use of The other water plants are all important fodder crops, which also provide places of rest and spawning for fishes. 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, 15 chestnut, pear, persimmon and pomelo. 3.2.2.2 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 species of animals found in the belt along the line are many, the distribution of which is shown in Table 3.2-2. The investigation shows that there are no habitats of wild animals within 200m from two sides of the upgrading road. Table 3.2-2 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, tariegated carp (bighead), silver carp, carp, fmless eel, and loach. Insects and Mainly silkworm, bee, and earthworm. worms Wild Reptiles Mainly cobra, banded adder, Pallas pit viper, rat snake, water snake, animals 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, craucian 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. Amphibians Turtle, and many species of frog. 3.2.3 Ecological investigation and commentary on the agricultural state At the end of 1999, the cultivated area in Suichuan County was 414,375 mu, of which there was 370,980 mu of paddy field and 43,395 mu of dry field. The total area of agricultural crops in th county was 886,845 mu, of which there was 594,450 mu of grain crops, 106,770 mu of oil crops, 60 mu of hemp and flax, 285 mu of cane, 510 mu of tobacco, 2,640 of medicinal herb, 115,665 mu of vegetable, fruit and melon, and 66,465 mu of other agricultural 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 Table3.2-3. Table 3.2-3 The Total yield of Agricultural Crops in Suichuan County in 1999 Unit: ton Item Suichuan County Grain crops 188625 Oil 4740 Cotton / Hemp and flax 7 Cane 421 Tobacco 80 Medicinal herb 284 i Vegetable, fruit, and melon 78154 16 3.3. Assessment of Existing Air Quality 3.3.1 Arrangement of Air Monitoring Spots I monitoring spot is arranged along the projected route for this assessment, the location and surrounding environmental traits are detailed in Table 3.3-1. Table 3.3-1 Air Monitoring Spot and Surrounding Environmental Traits Major Series NO. Stake NO. Name of Spot Environmental Remarks Traits Chaoling Extra-big See Attached I ~~~k20±200 TownSuichma Count residential Fig.3 Town,Suichan Count area,60 families Fig_._3 3.3.2. Monitoring Items: TSP, NOx. 3.3.3. Time of Monitoring 1) 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. 3.3.4 Monitored Data and Assessment Single index method is adopted for the assessment. The statistics of monitored data and assessment results are shown in Table 3.3-2. Table 3.3-2 The Statistics of Monitored Data and Assessment Results Items NOx TSP Monitoring Spots Concentration 1-hour Mean Daily Mean Daily Mean Limits(m glm3) 0.10 0.15 0.30 Range(mg/g" 0.001-0.002 0.001 0.028-0.098 Chaoing own Mean(mg/Ilm) 0.001 0.001 0.073 Chaoling Town Exceeding 0 00 Rate(%) J Index 0.01 0.01 0.24 _ It can be seen from Table 3.3-2 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. 3.4 Assessment of Existing Acoustic Environment 3.4.1 Monitoring of Acoustic Environment 3.4.1.1 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 such as schools, villages hospitals and towns are selected as the monitoring spots. On-the- spot investigation and monitoring were carried out .The monitoring spots are shown in Table 3,4-1 and Attached Figure3. 17 Table3.4-1 Distribution of Monitoring Spots for Existing Acoustic Environment istance from Major Environ. No. Stake No. Village the Central Features! number Position of line Of the Of family to be Monitoring road (m) affected I K2+000-500 Xizhuang At the left Large residential 1 m from the tront side Area/23 building facing the road At the left 12 doctors/lO I m from the in-ward 2 K3+800 Zhutian Hospital side wards section Shanghai By the right 20 teachers, lm from the 3 K18+.300 Youdian Hope 60 400 pupils classroom Pnrmary School 4 K20+200~K21+400 Chaolingzhen Through Large residential buildings facing the road Area/60 buligfaigterd 5 . . At the right 8doctors/lO wards Im from the in-ward 5 K35+650 oTanjiang Hospital side 16 section Zuoan Middle At the left 1 6 classes, 5 0 6 K50+150-350 School side teachers, 580 Im from the School side pupils classroom 7 K60+100-K61By the right Large residential Im from the K6+0-K1l0 agu100 Area/60 front buildings 8 K70+750(K72+300 Gaoping By the left Large residential facing the road ____ ____ ___ ___ ___ ____ ___ 60 Area/25 3.4.1.2 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/TI 4623-93).. 3.4.2 Assessment Result of the Existing Acoustic Environment Class 2 limits of GB3096-93 are applied for the assessment of the residential areas, Class I limits are applied for the assessment of schools and hospitals.The statistics of monitored data is shown in Table 3.4-2. Table 3.4-2 The Statistics of Monitored Data and the Assessment Result Monitoring Leq dB(A) Lei dB(A) Exceeding Limits or . CO. Spots (Monitor ed data) (Standar Value) Not (Yes/No) Daytime Night Daytime Night Daytime Night 1 Xizhuang 49.5 42.2 60 50 No No 2 Hospital 49.7 44.7 55 45 No No Shanghai Youdian Hope 41.1 37.5 55 45 No No Primary School 4 Chaolingzhen 55.6 46.4 60 50 No No [~5 Nanjiang 48.6 39.8 55 45 No No Hospital______ __ ___ Zuoan Zuoan ~~~~~~~~~~~~Excess of 6 Middle 57.3 42.6 55 45 2.3 dB No School 2.3_dB 7 Tanghu 51.2 45.6 60 50 No No 8 Gaoping 52.6 46.3 60 50 No No 18 It can be seen from Table3.4-2 that the day and night sound values in most of the monitoring sports are within the limits of GB 3096-93, except that the daytime sound level in Zuoan Middle School exceed the limit by 2.3 dB . This shows that the acoustic environment is good. 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, Suichuan 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 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 Suichan County is well-known for its "high mountain and clean water", there appears middle mountain, low mountain, hill and river plain in turn from the southwestern to northeastern.The mount and hill areas are dominant, with an area of 3826600mu, accounting for 81.14% 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 1400-2000mm in the project area, this amount of precipitation is not evenly distributed in all seasons, concentrated in the period from April to July , 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 total erosion area of Suichan County is up to 697.5000mu---14.99% of its total area. The distribution of water and soil erosion in the project area is shown in Figure 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 (I OOOOmou) Ara Area of Area age of Land (10000 eroded slight nedium intense Vey xtremely Above other (km'2) mou) irea % .intense intense ntense ichuan 3101.89 69.75 1 14.99 32.52 18.89 7.92 3.47 6.95 18.34 395.53 hifl&~ 166943.6 5283.20 21.10 842.388 1566.54 260.43 354.18 259.67 874.28 19758.38 3.6 Investigation and Comments on Current Social Environment 3.6.1 Survey of the Area Concerned The whole line of the upgrading road lies inside the territory of Suichuan County. 19 Suichuan County, one of the counties in Ji'an Prefecture ,is situated in the southwest of Jiangxi Province.It includes 8 counties ,21 townships, 2 state-owned forest farms.It covers an area of 3144.7 square kilometers. Mountain is the major terrain in the county, with 78% land for forest use and 8.3% arable land. By the end of 1998,the total population of the county was 500,660 and the population density is 160 per square kilometer. 3.6.2 Economic Development Situation According to statistics, the major economic indexes of 1998 of Jian Prefecture, Suichuan County County are shown in Table3.6-1. Table 3.6-1 Major Economic Indexes of the Area Influenced by the Project (1998) GDP The I st The 2nd The 3rd GDP Income of Net Income (billion Industry Industry Industry P Urban Of Peasant Index RMB (billion RMB (billion (billion Per capita Resident Per yuan) yuan) RMB yuan) RMB yuan) (yuan) (yuan) capita( yuan) Suichuan 1.136 0.448 0.318 0.370 2249 4961 1922 JianPrefecture 13.584 5.702 4.030 3.852 2956 4748 2116 Note: 1. Data adopted from "Glorious 50 Years in Jian Prefecture", compiled by The Statistics Bureau of Jian Prefercture. 2. GDP in the table is based on the price of 1998. 3.6.3 Investigation of Current Regional Transportation Condition The Jingjiu Railway runs along the boundary this area, so the transportation mostly depends on highway networks. In 1998,the roads in total were 7830 kilometers in Jian Prefecture. The density of highways was 0.31km/km2 .In this prefecture , there are 2 national highways(G105,.G319), 6 provincial highways, which amount to 474kms. The roads in counties and townships are 1029 km, the density of which is 0.25km/km2 .According to the analysis of the data above, the density of highways is relatively low. The total highway mileage in Suichan County is 1284km, among which that of NO.105 State Highway is 47.5km and that of the two provincial highways of Hengdian-Suichuan, Suichan-Chezhiao is 97.4km. In addition, the investigation findings show that the number of vehicles in the prefecture has a tendency to gradually rise. With the upgrading of the highways, the cost of highway transportation has been decreased and the condition of the transportation has been improved, thus will stimulate the exploration of the economic developments along the sides and the rapid growth of means of transportation. 3.6.4 Regional Resources Advantages Suichuan County has favorable natural conditions and is rich in natural resources. First, it has abundant resources and is the main original place of forestry. The forest coverage is 73.3%.The commercial forest includes pine, China fir , sasaafras, camphor tree, devilpepperand so on. The precious plants are podocarpus macrophylla, ginkgo biloba, cypress. Second, it is rich in water resources, with Suichuan River and Shu River as main rivers .The drop of river bed is large and water runs fast, so the water energy resources is rich. The major mineral resources in this region are tungsten, iron, copper, germanium, zinc, crystal, 20 potassium, mica, limestone, pottery clay and so on, among which the deposits of tungsten, potassium, pottery clay are in large amount. Suichuan County ,in possession of many natural scenery with particular characters, is rich in tourist resources, Shuixian-Quanjiang Scenic Spot has ranked among the provincial key scenic spots. 3.6.5 Economic Development Plans and Objectives The long-term development plan is to build two key areas, seize four economical zones, open three industrial regions. After completing this plan, it will take lead in economical development of other sections of this county and speed the process of agriculture and industry development. By the end of 2010,the GDP will realize 4.628 billion RMByuans, and the farmer's per capita income will come up to 3485 RMByuan. The long-term national economy indexes plan and growth rate are listed in Table3.6-2. Table 3.6-2 Long-term National Economy Indexes Plan and Growth Rate 2010 2020 Growth Rate(%) (billion) (billion) 2000-2010 2010-2020 GDP 465.8 494.5 0.08 0.06 Jiangxi Total Output Province of Agriculture 377.6 742.7 0.98 0.70 And Industry GDP 51. 54.2 0.075 0.06 Ji an The Output of Prefecture Agriculture 30.33 65.49 1.00 0.80 And Industry GDP 5.804 6.242 0.097 0.072 The Output of Suichuan Agriculture 4.179 8.142 1.039 0.690 Suchuan And Industry county The Output of Agriculture 1.361 2.804 1.156 0.750 _ _ And Industry 21 Chapter Four Environmental Impact Prediction &Assessment 4.1 Estimation on the effects on the ecological environment 4.1.1 Estimation on the effects 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 Table 4.1-l1. Table 4.1-1 Area Taken Up by the Road P dry PondstBuilt Type of land Paddy Diy land Forest Pond ar Others Total ____ __ .__ .___ field __ _ _ _ land area _ _ _ _ AreaTakenup 566.17 33.67 70.05 2.3 35.49 58.29 765.97 (mu)__ _ _ _ _ _ _ _ Percentage in the total area taken up 73.92 4.40 9.14 0.3 4.63 7.61 100 From Table 4. 1-1, 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 566.17 mu, 73.92% of the total area taken up by the road. The area to be taken up by the renovation is 0.051 % of the total area of the regions concerned, which is a rather small percentage. 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 renovation is 602.14 mu, and its effects are mainly on the production of rice. If calculated according to the unit yield of 300 kilograms per mu for one crop a year and 600 kg for two crops a year in the area, the occupation of 566.17mu of paddy field by the upgrading means an annual loss of rice yield of 339.7 tons, which is 0. 188% of the total rice output of the belt area. For dry land crops (sweet potato, wheat, soybean and other beans, corn), if calculated according to the unit yield of 120 kilograms per mu, the occupation of 33.67mu of dry land by the upgrading means an annual loss of dry land crops of 4.04 tons, 0.043% of the total output of dry land crops in the area. This negative effect, in view of the production of the whole region along the line, is very small. 4.1.2 Comments on the effects on plants and animals 4.1.2.1 Analysis of the effects on plants I Analysis on the effects on wild plants The renovation of the road will take over 70.05 mu of forest, most of which is artificial, the 22 main species being masson pine and fir, Most places along the road are highly developed where few wild plants are found. Therefore, 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 renovation. First, the taking over of land means that the green cover will be destroyed. Then, in the process of construction, the vegetation 20 meters within both sides of the road will be destroyed by the construction workers 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 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 vears after the completion of the construction. 4.1.2.2 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. 4.2 Acoustic Environmental Impact Prediction & Assessment 4.2.1 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 intensitv 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 4.2-1. Table 4.2-1 Estimated Noise Value of Construction Machinery Machinerv Estimated Noise value dB(A) l description 5m lOm 20m 40m 50m 60m 80m IOOm 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 | 60 157 A49 23 This analysis is based on GB12523-90 Noise Limit at construction site, i.e., 70-75dB(A) in day time, 55dB(A) at night. It can be seen from Table 4.2-1 that: 1) For construction machineries of loaders and graders, the day time sound level is within the noise limits of GB 12523 -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 cons,truction 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. 4.2.2 Prediction and assessment of traffic noise impact during operation 4.2.2.1 Model for traffic noise prediction The related model in Environment Impacts Assessment Specifications for Highway Construction Project is used for this prediction, i.e.: (LA6gq)i = V +1w ]lg N -AL,, +ALIongIZud1 + ALd.face - 13 in which L,, -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-(LAeq )Prediction time, I hour ALdIs running noise of type i vehicle (attenuation of day/night spacing at r from noise equivalent driving line),dB A Lven,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: (LQeq),rf =lOlg[10OILeZq) +100.1(Leq)' J-AL, - AL2 (dB) in which (LJeq ,)f -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 AL2 -correction of traffic noise caused by barrier between road and predicted point 4.1.2.2 Determination of some parameters in model 24 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 84.3 %. 2) Vehicle type ratio The ration of small/middle/large vehicles is 46.55%, 48.37% and 5.07% respectively. 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-0 1602 Middle Vehicle V=212 X N°'747 Large Vehicle V=(212 X N-° 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 used as night average running speed. 4) Single vehicle noise emission source intensity (Lw,i) The average radiating sound level (Lw,l) for all types of vehicles is calculated by: Large Vehicle Lw,.=77.2+0. 1 8VL Middle Vehicle Lwm,n=62.6+0.32Vm Small Vehicle LW'S=59.3+0.23V5 in which L,M,S nmeans large (L)/middle (M)/small (S) type vehicle V-average running speed of vehicle, kmn/h 5) Spacing attenuation (A Ldi,) DThe day/night spacing (di) of Type i vehicle is calculated by: d, = 1000 x KV () N, in which N;- 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 (g)Distance of predicted point from noise equivalent drivig line (r2) r, = AIDNO*DF in which DN-distance of predicted point from near lane, m DF-distance of predicted point from far lane, m 25 Calculation of Ldis When rSdi/2, A Ldj,=K1 X K2 X 20I g(r2/7.5) When r>di12, A Ld,=20Kl [K2 X 1g(dj/7)+1g r, / 0.5d] in which K,--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 4.2-2 Table 4.2-2 constant Related to Spacing D,(m) | 20 25 30 40 50 60 70 80 100 140 160 250 300 K2 0.17 1 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 Le,rtgra=98 X D Middle Vehicle A Lvertgra=73 X 13 Small Vehicle A Lvengra=SO X 13 in which: 13 means the vertical grade of highway, and the maximum of 13 is 5.2% in plain and hilly area, 9.1% in mountain land, in this prediction. 7) Correction of traffic noise caused by road surface (A Lrd.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) A Ll=-lOlg( 0 /1800) in which 0 -included angle (degree) of sight at predicted point toward the two ends of road. 9) Correction of traffic noise caused by barrier between road and predicted point ( A L2) A L2= A L2w00..+ A L2buidings+ A L2s.s.z (G) A L2wo00s implies the equivalent noise level (A) attenuation caused by woods barrier. When the depth of woods is 30m, A L2w00d,=5 dB; when the depth of woods is 60m, A L2,00,1&= 1O dB. The maximal correction is 10 dB. (~ A L2buildings 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=50; When increase a row of buildings, A L2s.s.zvalue increases 1.5dB, whose maximal value is lOdB. 3 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=O; if D s (H 2) 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 ( 8 ). The noise attenuation is derived from Fresnel curve. 26 4.2.2.3 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 4.2-3. According to Class IV standard in GB3096-93 (i.e. 70dB in day time, 55dB in night time), the distance at which the traffic noise on the two sides of road conforms to the standard is shown in Table 4.2-4. It can be seen from Table 4.2-4 that Both in day time and 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 4.2.3 Predicted Results of Traffic Noise Along the Upgrading Road in the Operation Period Roadbed Predicted Results of Traffic Noise at Various Horizontal Road width(m) Operation Distnece Section and Vehicle Year Duration from the Central Line of the Roa dB () Speed(km/h) 20m 30m 40m 50m 60m 80m 100 150 200 1 1 ~ml m m 2005 day time 58.0 60.2 58.3 56.9 55.4 53.1 51.3 48.0 45.6 Sui KO+000- night time 51.2 53.3 51.4 50.0 48.6 46.3 44.5 41.3 39.0 Sua K9+000- 2008 day time 58.4 60.5 58.6 57.2 55.7 53.4 51.6 48.3 45.9 _ 12m night time 51.6 53.7 51.8 50.4 49.0 46.7 45.0 41.8 39.5 Kangkou 80km/h 2018 day time 59.2 61.3 59.4 58.0 56.6 54.2 52.4 49.0 46.5 night time 52.8 54.9 53.0 51.6 50.1 47.9 46.1 42.9 40.6 dav time 55.5 54.7 52.8 51.5 50.0 47.7 45.9 42.6 40.2 2005 nighttime 50.7 49.9 48.0 46.6 45.2 42.9 41.2 38.0 35.7 Kangkou K9+000- 2008 day time 56.1 55.3 53.4 52.1 50.6 48.3 46.5 43.1 40.8 -Shijiaoli K15+500 nighttime 51.4 50.5 48.7 47.3 45.9 43.6 41.8 38.6 36.4 day time 57.8 57.0 55.1 53.8 52.3 50.0 48.2 45.1 43.3 2018 night time 53.0 52.2 50.3 49.0 47.5 45.3 43.5 40.3 38.0 daytime 58.0 60.2 58.3 56.9 55.4 53.1 51.3 48.0 45.1 2005 nighttime 51.2 53.3 51.4 50.0 48.6 46.3 44.5 41.3 39.1 Shijiaoli-Hen K12+5000 day time 58.4 60.5 58.6 57.2 55.7 53.4 51.6 48.3 45.7 K26+000 2008 nighttime 51.6 53.7 51.8 50.4 49.0 46.7 45.0 41.8 40.0 dian 80km/h - - day time 59.2 61.3 59.4 58.0 56.6 54.2 52.4 49.0 46.3 2018 - _ nighttime 52.8 54.9 53.0 51.6 50.1 47.9 46.1 42.9 41.1 day time 55.5 52.7 50.8 49.4 48.0 45.7 43.9 40.6 38.3 2005 night time 51.0 48.2 46.3 45.0 43.5 41.3 39.5 36.3 34.0 Heng K26+000- day time 56.1 53.3 51.4 50.0 48.6 46.3 44.5 41.2 38.7 dian K7795+7m° 2008 night time 51.6 48.8 47.0 45.6 44.2 41.9 40.1 36.9 34.7 Chezhiao 30km/Jh - _ __ - - _ Chezhia 30day time 57.8 55.0 53.1 51.8 50.3 48.0 46.2 42.9 41.0 2018 night time 53.4 50.6 48.7 47.3 45.9 43.6 41.8 38.7 36.4 Table 4.2-4 Distance Approaching to Class IV Standard of Traffic Noise Distance Approaching to Distance Approaching to Distance Approaching to Road Section Standard in 2005 Standard in 2008 Standard in 2018 day time night time day time night time day time night time Suichuan-Kangkou <20 <20 <20 <20 <20 <20 Kangkou -Shijiaoli <20 <20 <20 <20 <20 <20 Shijiaoli-Hengdian <20 <20 <20 <20 <20 <20 Hengdian-Chezhiao <20 <20 <20 <20 <20 <20 27 4.2.3 Prediction and Assessment of Environmental Noise At Sensitive Locations 1) Prediction method The predicted value of noise at point P is as follows (L,eq) p= I Qig[ i0 .1(LMA1)1 + 10 0 l(LM)b] in which (LArq)p-the predicted value of noise at predicted point during day and night (LAeq)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 Table 4.2-5. 2) Assessment Result It can be seen from Table 4.2-5 that (1) the noise in day/night time at schools and hospitals will exceed the standard limits by 0.6-6.6 dB(A); (2) the noise in day/night time at villages is all within the limits. Table 4.2-5 Predicted and Exceeding Data of Environmental Noise at Sensitive Locations Along the Upgrading Road Unit: dB(A) Noise Environmental NieEcs No. Locations Stake NO. Distance(m) Noise Noise Prediction Noise Excess standard 2005 2008 2018 2005 2008 2018 I Xizhang K2+000 20 dav 70 58.6 58.9 59.7 ____ ___________ -500 night 55 51.7 52.1 53.1 Zhutian day 55 58.6 58.9 59.7 3.6 3.9 4.7 2 HosUpitaanl K3+800 20 night 45 52.1 52.4 53.4 7.1 7.4 8.4 Shanghai day 55 55.6 55.9 56.7 0.6 0.9 1.7 3 Hope K18+300 60-- - Primarynih School night 4 Caoling K20+20- 20 day 70 60.0 60.2 60.8 _ Town K2]-400 night 55 52.4 52.8 53.7 5 Nanjian K35+650 20 day 55 56.3 56.8 58.3 1.3 1.8 3.3 Hospital night 45 51.4 51:9 53.6 6.4 6.9 86 Zuoain K010 day 55 59.5 59.7 60.5 14.5 4.7 5 5- 6 MdSchdool 350 20 night 45 51.6 52.2 53.7 6.6 7.2 8.7 7 Tanghu K60+100- day 70 51.9 52.0 52.4 7 Tanighu K61-350 _______ night 55 46.6 46.7 47.1 8 Gaopng K70+75 60 day 70 53.9 54.0 54.6 8 K72-300 0 night 55 48.1 48.4 49.1 4.3 Prediction & Assessment of Ambient Air 4.3.1 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 28 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/ m3 at the spot 50m leeward from the mixing plant, showing excess over Grade II standard; at the spot lOOm 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 1OOm 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 lOOm 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 within 300m leeward away from the mixing plant. 4.3.2 Prediction & assessment of impact on ambient air in the operation period 4.3.2.1 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 Qj =ZAj .EJ .3600-' a=1 29 of which: Q, type j pollutant emission intensity mg/s m; Ai 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)), mg * 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: QL, = QL R of which: A, is the daytime traffic volume factor, set to be 84.3 %. R is the hour number in a day, set to be 16. The driving speeds of vehicles refer to the specifications in JTJQ05-96. 4.3.2.2 Ambient Air Pollution Dispersion Model (?DWhen the angle between wind direction and the source is O< 0 <900C, the dispersion mode CPRUJ 1 exp 1 - ]]expr-2= a ) 1+exp[!--h)1}dl is: 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, m/s; Q emission source intensity of gaseous type j Pollutant mg/vehicle * m; Cy, a, -horizontal wind direction and vertical dispersion parameter, mi; Z-height from the forecasting point to the ground, m; h effective height of emission source, m; A,B origin and destination of line source. &When the wind direction is vertical to the line source (Q=900C), the mode is: 1~~~ =I- -*exp - yj Uu2, 2o ) 3 30 )When the wind direction is parallel to the line source (Q=00C), the mode is of which: r- equivalent distance from the microelement to the measurement point, m; e- customary dispersion parameter ratio Cparaiieii tJR ) U, Z(r) r = y 2le')F e=CalC 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)) HT/T2.3-93 Appendix B. The wind speed is set to be 2.3m/s ( Suichan County), subgrade width 12 m, 8.5m and 7.5m respectively for different sections, average earth-filling height 3m. 4.3.2.3 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 4.3- 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 10m 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 4.3-1 Forecasting of NOx Concentration During Operation Stage, Stability D unit:mg/m3 Section Operation Traffic Distance from the Central Line of.the Road (m) stage condition IOm 20m 5Om lOOm 200m Daily 0.013-0.021 0.011-0.019 0.007-0.012 0.004-0.008 0.003-0.005 2005 average Peak 0.016-0.026 0.01340.023 0.008-0.015 0.00540.009 0.003-0.005 Daily 0.01540.025 0.01340.022 0.008-0.014 0.005-0.009 0.003-{0.005 Suichuan-.Kangkou 2008 average ______ ____________ Peak 0.018-0.030 0.01540.026 0.010-0.017 0.006-0.011 0.004-0.006 Daily 0.022-0.036 0.019-0.032 0.011-0.021 0.007)0.013 0.004-0.007 2018 average _ _ _ _ _ _ _ _ _ _ _ __ _ _ _ _ _ Peak 0.027-0.043 0.021-0.039 0.014-0.025 0.008-0.015 0.005-0.009 Daily 0.010-0.017 0.009-0.015 0.006-0.010 0.004-0.006 0.002-0.004 2005 average _______ __ _____ Peak 0.012-0.020 0.011-0.017 0.006-0.011 0.004-0.007 0.003)0.004 Daily 0.012-0.019 0.010-0.017 0.006-0.011 0.00440.007 0.003-0.004 Kangkou -Shijiaoli 2008 average ______ Peak 0.014-0,024 0.01240.021 0.008-0.014 0.005)0.008 0.003-0.005 Daily 0.018-0.029 0.015-0.025 0.00940.017 0.006-0.010 0.004-0.006 2018 average Peak 0.021-0.035 0.018-0.031 0.011-0.020 0.007-0.012 0.004-0.007 Daily 0.013-0.021 0.011-0.019 0.00740.012 0.004-0.008 0.003-0.005 2005 average__ _____ Peak 0.016-0.026 0.01340.023 0.008-0.015 0.005-0.009 0.003-0.005 Daily 0.015-0.025 0.013-0.022 0.00840.014 0.005-0.009 0.003-0.005 Shijiaoli-.Hengdian 2008 average I______ Peak 0.018-0.030 0.015-0.026 0.010-0.017 0.0064)011 0.004-0.006 Daily 0.022-0.036 0.019-0.032 0.01140.021 0.007-0.013 0.004-0.007 2018 average__ _ _ _ _ _ _ _ _ _ _ _ Peak 0.027-0.043 0.021-0.039 0.014-0.025 0.008-0.015 0.005-0.009 31 Daily 0.007-0.012 0.006-0.010 0.004-0.007 0.003-0.005 0.002-0.003 2005 average ____. Peak 0.009-0.014 0.007-0.012 0.005-0.008 0.003-0.005 0.002-0.003 Daily 0.008-0.013 0.007-0.012 0.005-0.008 0.001-0.005 0.002-0.003 Hengdian-Chezhiao 2008 average Peak 0.010-0.016 0.008-0.014 0.005-0.009 0.003-0.006 0.002-0.004 Daily 0.012-0.019 0.010-0.017 0.006-0.011 0.004-0.007 0.003-0.004 2018 average I__ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ Peak 0.014-0.023 0.012-0.020 0.007-0.013 0.005-0.008 0.003-0.005 4.4 Analyses of the Impact on Water Environment 4.4.1 Analyses of impact in the construction period 4.4.1.1 Discharge of waste water in the construction period According to the features of highway construction, the major sources of wastewater come from the following circumstances: 1. The waste water from the sewage of the living quarters at construction sites; 2. The leakage of oily water from the construction machinery while they are under repair or working, 3. The deposited substances of the river bed stirred up by the construction processes of bridge piers. In comparison, the construction of bridges tend to cause major pollution of water , for it requires relatively big and stable concentration of construction personnel, and the period of construction tends to last long. In addition, it is easy to discharge the life sewage to the water bodies. Based on the principle of representative spots, the focus of this assessment is placed on the impact of bridge construction, especially the impact from the construction of Chaoling Bridge on the water bodies concerned. The volume of life sewage produced in the bridge construction site is shown in Table 4.4-1. Table 4.4-1 Estimated Volumes of Life Sewage From Bridge Construction Sites Construction Site Chaoling Bridge Volume of wastewater(t/d) 17.0 Major pollutant Ss BOD5 CODer Concentration (mg/I) 100 110 250 4.4.1.2 Analyses of impact on the water environment 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. 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 disappears. 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 32 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 site of the Chaoling Bridge will be 17.0t/d the corresponding concentration of BODs is 1.87kg/d ; that of CODcr is 4.25kg/d . When the life sewage of Chaoling Bridge construction site is discharged into the Zuoxi River whose annual mean runoff is 29.4 m3 /s, the additional net value of pollutants will be respectively about 0.0007mg/I for BODs, 0.00 I7mg/l for CODcr. In view of this, the life sewage generated in the construction period will not cause significant pollution to the water bodies. 4.4.2 Assessment of impact on water environment in the operation period 4.4.2.1 The impact of road surface runoffs on the surrounding water bodies The pavement of the upgrading road will be bitumen-concrete surface, which is impermeable characteristic of rapid production and collection of runoffs. When raining , the road surface runoff is calculated by the following formula: Q=w X h X I 0 where Q -----------Road surface runoff (m3/m * d) w-----------width of road surface (m) h------------intensity of rainfall (mm/d). According to the analyses and statistics of meteorological data for many years, the precipitation in the area where Chaoling Bridge is located is listed in Table 4.4-2. Table 4.4-2 Precipitation in the area where Chaoling Bridge is located Name of bridge Chaoling Bridge Location Suichan County Yearly mean precipitation 142.2 Maximum daily precipitation 158.8 The calculated runoff is shown in Table 4.4-3. Table 4.4-3. The Bridge Road Surface Runoff in Operation Stage Name of bridge Chaoling Bridge Length of bridge 216 width of bridge 12 Yearlv mean runoff 3683.75 Maximum daily runoff 411.61 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 the Zuoxi River and the Xianshui River, both of which 33 are quite capable of diluting. Moreover, there is no concentrated water extraction spot downstream. It can be concluded that the road surface runoffs will cause little pollution to the quality of the water bodies nearby. 4.4.2.2 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 30 bridges( 608m in total length) and 468 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 upgrading road will not cause unfavorable influence on the agricultural irrigation. 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 55% 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 along the upgrading road is 1500t/km2.a . The construction of subgrade will 34 involve the requisition of 765.97 mu of land, and the sections to be upgraded will cause a total amount of 765.97t/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 28980 m3 from a total area of 4.97mu, and earth dump 121500 m3 on a total area of I0 mu. Table 4.5-1 Number of Earth-Borrowing Sites and Their Area Amount of Modulus for Qtity of Area of Amount of erosion in the Code No. Of Stake Existing B Xmutiofland to be Erosion Construction Erosion inolved (t/an. .) (10000 in3) (mvu (t/a) Period (t/krn2 a.) (mou)I (t/) K9+200 0.5 0.8 0.8 5.11 2 K17+000 1.55 2.4 2.4 15.3 3 K21+900 0.49 0.75 0.75 4.79 4 60+000-K60+072 0.05 0.2 0.2 1.28 5 ,60+545-K60+651 1500 0.03 0.1 0.11 0.64 6 C62+000-K62+030 0.016 0.01 0.01 0.06 7 (63+500-K63+532 0.23 0.6 0.6 3.8 8 K65+000-K65+039 0 015 0.05 0.05 0.32 9 K65+189-K65-220 __________ 0.017 0.06 0.06 0.38 Total ______________ _________ 2.898 4.97 4.97 31.68 Table 4.5-2 Distribution of Earth Dumping Modulus for Area of Amount of . Quantitv of Amount of erosion in the Code No. Of Stake Exst dumping land to be Erosion Construction Erosion (10000 i3) involved (t/a) Period (t/km'. a.) V(mou) (t/a) I K65+185 0.5 0.5 3.19 2 K66+650 1500 1 1 6.39 3 K67+600 0.5 0.5 3.19 4 K68+385 1 1 6.39 _ K69+220 I 1 6.39 6 K69+520 1 0.5 0.5 3.19 7 K72+350 | 3 3 19.17 K74+410 1 0.5 0.5 3.19 9 K74+670 _ 0.5 0.5 3.19 10 K76+216 l 0.5 0.5 3.19 11 K77+150 _ 0.5 0.5 3.19 12 K77+590 l l _ E 0.5 0.5 3.19 Total_ _ 1 12.15 10 10 63.9 35 The amount of erosion to be caused by earth borrowing in the construction period is 31.68 t/a.. 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 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 121500 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 63.9 t/a in the construction period. 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 developmiXent 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: 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 36 resettlement is inevitable, it should be done in the light of local plan of urban development. It is estimated that the total area of demolition of buildings involved in this project is 27086 88 m2. 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-tile Brick-concrete Earth -brick-tile Simple structure Total demoliton Structure Structure structure Area(m2) 5411.4 11248.5 10372.02 54.96 27086.88 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 Optical Power Post Tranformer Removal (km) Line (km) Cable(km) Quantity 5.35 7.75 6.25 550 1 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. As these landscapes are relatively far from the route, the upgrading project will not produce adverse impact on them. 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 765.97 mnu land, of which 566.17 mu is paddy field, 33.67 mu dry land, 70.05 mu woods land; pond 2.3mu, built area 35.49mu, and other land 58.29mu. The cropland account for 78.6% 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 gold sand, iron, germanium earth, zinc, rock crystal, mica, lime, syderolite, potassium, tungsten, copper, coal and sulfur. The reserves of tungsten, potassium and limestone are comparatively substantial and have been partially exploited. But limited by the existing condition of transport, 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 37 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 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 albng 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. 38 (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 the existing roads, and ensure that the construction materials transportation 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 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. 4.8.1.2 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. 4.8.1.3 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 39 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, see the Report of Cultural Surveillance. 4.8. 1.5 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. 4.8.1.6 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 (I) 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 ()DTo 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. 40 (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. (3) Land Reclaiming (IDReclaiming 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. Grass, 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. 41 (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. (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 cove,red 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 (I) The construction of road sections should be reasonably organized. On duty system should be established to guarantee the smooth operation of traffic and traffic safety. Transportation of construction materials at rush hours 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. 42 (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 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 yoad. (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 sho4ld be banned to drive on the road. Table 4.8-1 shows the allowable noise level for motor vehicles. 43 Table 4.8-1 The allowable noise level for motor vehicles. Vehicle type Standard noise limit (dBA) X ~~~8t 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. 59 |Attached Fig 1. Geographical position of Linking Road Improvement Program| | (RIP) of Jiangxi No.2 Highway Project with Loans from the World Bank| 2 P ~~~~Anhui province H> ubeia province Xsllall ) 1.,'' -jg' . ''<,'YS, / '' ^3tYS4 srR2No./avj ¢ f/ % The poposedGan-Yue Expr-e s vay| l 300000 >Guandong;rovine RlNo,4 sTFujian provncea ra _ __ iaii Ie~~O _t :- ra A tR AM 5F 4 lt 94 4 A ;4 A (R I P I1 Attached Fig2: Route Alignnment and Environmental Monitoring Spots Distribution (RIP1 Suichuan-Chezi'ao) -~~~~ 3 -~~~~~~ -' d~~~~~~~; ~~~~3~~~~~j~~~Stn~~~rt (~~~~~~~~~~~~~~~~~~~~~~~~~~~00 / ,~~~~~~~~~~~~km . .~~~A w~~~~~~~~~~~~~~ 11 . .. ,. - tI F 9* -lltX u s ;J3^ ,* * t % \.!|..t . -7;. Zospit g~~~~~~~~~~~~~~~~~~~~~~~~~~Nnin C.'4d#t L?M$MA 4-. ~~~~~~~~~~~~~Zuo'an School o ~~~~~~~~~~~~~~ End~~~~~~~~~~~~~~eed L~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~i 0/ * ~~~~~~~~~~~~~~~~~~~1 vu.. ooniucinhiha Appendix 3: Field Plan for Distribution of Environmental Monitoring Spots RIPI A Noise Monitoring Sites 0 Air Monitoring Sites Run of the Projected Highway Suichuan-* Cheziao Ak XiZhuan (K2+000-500) hosptialD Zliutian hosptial (K3+800) field A r Shanghai Youdian Hope Primary School (KI8+300) O O F II A- A Caoi JeI , Z1 Caohinzhen (K20+200-K21+400) field Nanjiang hosptial (K35+650) =A F~ I :4s 1 Zuoan middle school (K50+ 150) Tanhu (K60+500) Gaoping (K70750IK72+300 Gaoping (K70+750-'K72+3 00)