E- 304 BZ21VK, 4X=VOL. 8 CLASS OF EM CERTIFICATE CLASS,A EIA CERTIFICATE NO A0948 HNNHG lGWfAY PROJECTUM INITIAL ENVIRONMENTAL EXAMINATION ENVIRONMENTAL ACTION PLAN AccE (CO/ SCNNE IECP FL C/Ih/Pr hl%e or #) LaNCr GtR'T ESW Co~'Pg Aon i'wC HENAN INSTITUTE OF ENVIRONMENT PROTECTION November, 1999 l CLASS OF EIA CERTIFICATE: CLASS A EIA CERTIFICATE NO.: A 0948 HENAN HIGHWAY PROJECT ITI I HIGIWAY NETWORK UPGRADING PROECT INITIAL ENVIRONMENTAL EXAMINATION AND ENVIRONMENTAL ACTION PLAN HENAN INSTITUTE OF ENVIRONMENT PROTECTION November, 1999 HENAN HIGHWAY PROJECT HI HIGHWAY NETWORK UPGRADING PROJECT INITIAL ENVIRONMENTAL EXAMINATION AND ENVIRONMENTAL ACTION PLAN I Prepared by: Henan Institute of Environment Protection Director: Meng Xilin Executive Vice Director: Shi Wei (Senior Engineer) J Executive Vice Chief Engineer: Huang Yuan (Senior Engineer) EIA Team Leader: HuangYuan (EIA License No. 006) Principal Engineer: Shao Fengshou (EIA License NO. 007) EIA Team Vice Leader: Zhong Songlin (EIA License No. 03509) Task Manager: Yi Jun (EIA License No. 050) Participants: Yi Jun (EIA License No. 050 Wang Pinlei (EIA License No. 03511) Fan Dongxiao (Engineer) IJ TABLE OF CONTENTS 1. PROJECT BRIEF .........................................................1 1.1 Project Components and Descriptions ..................................................1 1.2 Project Features .........................................................3 1.3 Project Schedule .........................................................3 2. ENVIRONMENTAL SETTING .......................................................5 2.1 Physio-Environmental Description .......................................................5 2.2 Eco-Environmental Description .........................................................6 2.3 Socioeconomic Description ......................................................... 7 2.4 Highway Communication in Project Area ...........................................9 3. ENVIRONMENTAL IMPACT CLASSIFICATION AND RESULTS ... 10 1 3.1 Applicable Standards ........................................................ 1Q 3.2 Classification Results ........................................................ 10 4. POTENTIAL ENVIRONMENTAL IMPACTS . ............................................. 11 4.1 Standards Utilized ............................ 11 4.2 Project Component No. 1-1 ............................ 11 4.3 Project Component No. 2-1 ............................ 15 4.4 Project Component No. 3-1 ................... 18 4.5 Project Component No. 4-1 .22 4.6 Project Component No. 5-1 .25 4.7 Project Component No. 5-2 .28 4.8 Project Component No. 6-1 .32 4.9 Project Component No. 7-1 .35 4.10 Project Component No. 8-1 .39 4.11 Project Component No. 9-1 .42 4.12 Conclusions .45 5. ENVIRONMENTAL ACTION PLAN ............................... 47 5.1 Environmental Management Program .47 5.2 Environmental Supervision Program .50 5.3 Environmental Monitoring Program .50 5.4 Environmental Cost Estimate .54 5.5 Personnel Training .55 6. PUBLIC PARTICIPATION .................... 55 INITIAL ENVIRONMENTAL EXAMINATION (IEE) 1. PROJECT BRIEF 1.1 Project Components and Descriptions This report is oriented to the road upgrading project under the World Bank-financed Henan Highway Project III in the poor parts of Henan Province. The project consists of 10 components, which are separately described, by code and name, as follows: 1-1 Xiangcheng-Shangcai road from Shangcai County seat to the boundary of Zhumadian and Zhoukou 2-1 Pingyu segment of Zhumadian-Xincai road 1 3-1 Shilihe-Zhangjiatucheng segment of G312 road 4-1 Guanji-Huabu bridge segment of G106 road 5-1 Zhaowanq bridge-Luoshan County seat segment of Kai-Gong road 5-2 Luoshan County seat-Gongjiapeng segment of Kai-Gong road 6-1 Guangshan-Mafan road 7-1 Shangcheng-Changzhuyuan road 8-1 Xinxian County seat-Hepu road 9-1 Dongjiahe-Tanjiahe road The following is a brief of the above mentioned 10 road upgrading components. (I) Xiangcheng-Shangcai road upgrading from Shangcai County seat to the boundary of Zhumadian and Zhoukou: This component, located in Shangcai County, Zhumadian Prefecture, is kO+000-k43+200 segment of Xiangcheng-Shangcai road, covering a total length of 43.2 km, including the existing 14.4 km Grade III road with a subgrade width of 12 m and a surface width of 6-7 m, and the existing 28.8 km Grade IV road with a subgrade width of 12 m and a surface width of 5-6 m. The This segment will be upgraded to be a Grade II road with a subgrade width of 12 m and a surface width of 9 m. it (2) Pingyu segment upgrading of Zhumadian-Xincai road: This component is located in Pingyu County, Zhumadian Prefecture, covering a total length of 31 km. The existing road is at Grade II, with a subgrade width of 16-23 m and a surface width of 7-12 m. The upgrading will result in Grade II road with a subgrade width of 15 m and a surface width of 12 m. (3) Shilihe-Zhangjiatucheng segment upgrading of G312 road: This segment is between k881+230 and k913+502 of G312 road in the northeast part of Xinyang City. There exists a Grade III road with subgrade width of 16 m and a surface width of 7 m, covering a total length of 32.272 km. When upgrading is completed by curve cut-off, which will shorten the length to 31.27 km, there will be a Grade II road with a subgrade width of 16 m and a surface width of 12 m. l (4) Guanjin-Huabu bridge segment upgrading of G106 road: This segments at k944+368- k986+343 saddles Xixian and Hengchuan Counties, Xinyang City. The existing 41.975 km segment is at Grade III with a subgrade width of 16 m and a surface width of 9. As proposed, it will be upgraded to Grade II, with a subgrade width of 16 m and a surface width of 12 m. (5) Zhaowan bridge-Luoshan County seat segment upgrading of Kai-Gong road: This .1 segment at k292+198-k304+300 of Kai-Gong road in Luoshan County, Xinyang City, is at Grade IV with a total length of 16 m, a subgrade width of 16 m and a surface width of 7 m. The upgrading will provide a Grade II road with a subgrade width of 16 m and a surface width of 9 m. (6) Luoshan County seat-Gongjiapeng segment upgrading of Kai-Gong road: This segment is at k304+300-k353+322 of Kai-Gong road in Luoshan County, Xinyang City. The existing road is at Grade 4 road with a subgrade width of 16 m and a surface width of 7 m, covering a total length of 49.022 km. The upgrading will provide a Grade II road with a subgrade width of 16 m and a surface width of 7 m. (7) Guangshan-Mafan road upgrading: This component is in Guangshan County, Xinyang City. The existing road is 12 m wide in subgrade and 6 m wide in surface, with a total length of 32 km. The upgrading will result in a Grade III road with a subgrade width of 12 m and a surface width of 7 m. (8) Shangcheng-Changzhuyuan road upgrading: This component of the project is located in deep mountains in the south part of Shangcheng County, Xinyang City. The existing road is unclassified, with a subgrade width of 9 m, a surface width of 6-9 m, and a total length of 45 km. Grade IV technical standards will be applied to the upgrading component, which will result in a subgrade width of 6 m and a surface width of 6 m. (9) Xinxian County seat-Hepu road upgrading: This component is in ridge and heavy hillyland parts of Xinxian County, Xinyang City. The existing road has a total length of 48 km, with a subgrade width of 8 m and a surface width of 3.5 m, but without surface at some locations. The upgrading will result in an unclassified asphalt road with a subgrade width of 8 m and a surface width f 6 m. (lO)Dongjiahe-Yanjiahe road upgrading: This component is located in ridge and heavy hillyland parts of Shihe District, Xinyang City. Most parts of the existing road has a subgrade width of about 9 m, but without surface in most cases. The total length is 36 km. The upgrading will provide an unclassified asphalt road with a subgrade width of 9 m and a surface width of 6 m. Technical grades and cost estimates of these road segments are shown in Table 1-1. 2 I The geographic locations of these roads are illustrated in the Map attached hereto. 1.2 Project Features The project involves the upgrading of 10 components in rural parts of China. Upgrading will be achieved by widening subgrades and improving surfaces, which I will increase the technical grade and capacity of existing roads without additional land use and large financial requirements. Therefore, additional land acquisition and resettlement will not be involved in any of the 10 upgrading components. 1.3 Project Schedule All of the 10 components are scheduled to be commenced in 2000, and completed and ! put into operation before or after 2003, i.e. a construction period of 1-2.5 years. 3 Table 1-1 Summary of Road Upgrading Components No. Name Length Existing Road Upgrading Standard Total Cost Construction Notes (km) Grade Traffic Subgrade Surface Degree of Grade Subgrade Surface Type of (0000 Period ______________________ ______ Volume Width (m) Width (m) Congestion Width (m) Width (m) Surface RM13) I Xiangcheng-Shangcai Road 43.2 )II, IV 4317 12 6-7 1.46 II 12 9 Asphalt 4500 2000-2002 Present traffic volume refers to from Shangcai to Bloundary standard moderate vehicies in of Zhumadian and Zhoukou 1997. 2 I'ingyu Segment of 31.0 Ii 2912 16 7 1.38 11 15 12 Asphalt 4500 2000-2002 Present traflic volume refers to Zhumadian-Xincai Road daily mixed traffic volume in I I I1_ 1998. 3 Shilihe-Zhangjiatucheng 13.27 III 2297 16 7 1.33 il 16 12 Asphalt 5040 2000-2002 Present traffic volume refers to Segment of G312 Road standard moderate vehicles in ______________________ ______ __________ _______ _______ 1997.~~~~~~~~~~~~1997 4 Guanji-Huabu Bridge 41.98 III 1342 16 9 1.19 il 16 12 Asphalt 5400 2000-2001 Present traffic volume refers to Segment of G 106 Road standard moderate vehicles in _______________________ ___________ __________ ~~~~~~~~~~~~~~~~~~~~~1997. 5 Zhaowanq l1ridge-Luoshan 11.32 IV 1669 16 7 1.30 II 16 9 Asphalt 1650 2000-2001 Present traffic volume refers to County Seat Segment of standard moderate vehicles in Kai-Gong Road ________________1997. 6 Luoshan County Seat- 49.02 IV 1699 16 7 1.30 It 16 7 Asphalt 1960 2000-2001 Present traffic volume refers to Gongjiapeng Segment of standard moderate vehicles in Kai-Gong Road _1997. 7 Guangshan-Mafan Road 32.0 Unclassified 330 12 6 1.10 Il1 12 7 Asphalt 960 2000-2001 Present traffic volume refers to standard moderate vehicles in __________________ _I__ . 1997. 8 Shangcheng-Changzhuyuan 45.0 Unclassified 265 9 5-6 1.02 IV 9 6 Asphalt g00 2000-2000 Present traffic volume refers to Road standard moderate vehicles in I ~ ~ ~ ~ _ _ _ _ _1995. 9 Xinxian County Seat-Hepu 48.0 Unclassified 487 8 3.5 1.22 Unclassified 8 6 Asphalt 2300 2000-2002 Present traffic volume refers to Road standard moderate vehicles in 1 995. _ ~ ~ ~ ~ ~ ___ _____ ____ _____ ____ 95 10 Dongjiahe-lanjiahe Road 36.0 Unclassified 350 9 None 1.01 Unclassified 9 6 Asphalt 2860 2000-2001 Present traffic volume refers to standard moderate vehicles in _______________________ ______ ___________ ~~~~~~~~~~~~~~~~~~~~~~~1995. = _____________________ 350.79 _ . -30070 Note: Al I of the 10 segments will be upgraded on the basis of existing roads, not involving any new road. 4 r +tA *o;s(~~~, i( < *t t~~~~~~~~~~.... :'11ci/ / \ ,TE..,PLE.S..,THE4PE;S XL + % A ~~~~~~~~~~~~J!j w 1% '' S B At Ad p I Ga Lo o_ .. _, ._.. Attached Map I Geographical Location of HIenan Province Attacked Map-2 Geographical Location of Henan Highway Network Upgrading Project Project 2. ENVIRONMENTAL SETTING 2.1 Physio-Environmental Description 2.1.1 Geography and Topography Among the 1O road upgrading components of the project, Xiangcheng-Shangcai road from Shangcai County seat to the boundary of Zhumadian and Zhoukou, and Pingyu segment of Zhumadian-Xincai road are located in Zhumadian Prefecture in the flat and open south part of Huang-Huai plain. All of the others are distributed in Xinyang City, including Shilihe-Zhangjiatucheng segment of G312 road, Guanjin-Huabu bridge segment of GI 06 road, Zhaowan bridge-Luoshan County seat segment of Kai- Gong road, Luoshan County seat-Gongjiapeng segment of Kai-Gong road, and | Guangshan-Mafan road located in the transition zone from the Dabie Mountain to the Huai River alluvial plain, where the hilly piedmont is relatively flat and waves to a less extent. The rest 3 components, namely, Shangcheng-Changzhuyuan road, Xinxian County seat-Hepu road, and Dongjiahe-Tanjiahe road, are located in the depths of the Dabie Mountain, where ridges and heavy hilly lands wave to a great extent. 2.1.2 Climate All of the upgrading components are located in Zhumadian prefecture and Xinyang City, on the south and north banks of the Huai River in the subtropical-temperate transition zone. There are 4 distinct seasons, including hot summer and cold winter, with the rainy season coinciding with the hot, one. According to the long-term meteorological data from Zhumadian and Xinyang, the climatic parameters in the project area include: annual average temperature of 14-16°C (with the maximum in July and the minimum in January), annual average frost-free period of 210-230 days, annual sunshine duration of 1,850-2,200 h, and annual precipitation of 900-1,350 mm, which concentrates in the June-September period and increases from north and south. Due to the effect of air circulation, winds by north prevail in winter, whereas winds by south prevail in summer. The annual average wind speed is 2-3 mrs. 2.1.3 Surface Water System The project involves Shangcai, Pingyu, Luoshan, Guanshan, Shangcheng, Xinxian, Xixian, and Shihe Counties/Districts in Zhumadian Prefecture and Xinyang City. Major rivers in association with the project include Hong, Ru, Huai, Shi, Zhugan and Shiguan Rivers, and Suyahu reservoir. They are separately briefed as follows: Hong River: This river has its rise in Wuyang County and Wuyang Iron and Steel Works in Henan Province. It flows through Xiping, Shangcai, Pingyu and Xincai Counties, where it meets the Ru River in Xincai County before finally pouring into the Huai River in Anhui Province. Some sections of the upgrading component No. 1 -I are in parallel to this river. Ru River: This river rises in the western mountainous part of Zhumadian Prefecture, and passes through Miyang, Suiping, Zhumadian City, Runan, Pingyu and Xincai in 5 Zhumadian Prefecture. This catchment area is the largest in Zhumadian Prefecture. Upgrading component No. 2-1 extends eastward on the north bank, vwith a shortest distance of about 10 km in between. Huai River: Originating in the Tongbai mountainous area in the southwest part of Henan Province, and flowing through Henan, Anhui, Jiangsu and Shandong, this is i the third largest rivers in China in respect of mainstem length and drainage area. The entirety of Xinyang City and more than 80% of Zhumadian Prefecture fall within the Huai basin. The endpoint of upgrading component No. 4-2 and the startpoint of component No. 5-3 are close to the main stem of the River, while the rest components are relatively far away. Shi River: This river has its rise in the Dabie Mountain in the southwest part of Xinyang City, and flows through Pingqiao District and Luoshan County where pours into the main stream of the Huai River. The upgrading components are all relatively far from this river. Shiguan River: This river also rises in the Dabie Mountain. It passes through Shangcheng and Gushi Counties, where it meets the Quan River in the north before joining the main stream of the Huai River at the boundary between Henan and Anhui. This river is also relative far from the upgrading components. Suyahu reservoir: This reservoir is located in the middle reaches of the Ru River. With a total storage capacity of 1 billion m3 approximrately, it is the largest artificial plain reservoir in China. Zhumadian to Runan segment of Zhumadian-Xincai road goes across the south main canal, while Runan-Pingyu segment is about 20 km away from the reservoir. There is no requirement for navigation in these major rivers. The project will be focused on widening of subgrades and improving of road surfaces, so as to have a larger capacity of the existing roads. Not involving any bridge across the above mentioned rivers, the project will not cause any impact on the surface water in these rivers. 2.2 Eco-Environmental Description Upgrading component Nos. 1-1, 2-1, 3-1, 4-1, 5-1, 5-2, and 6-1 are all located in plain rural areas, where the agricultural ecosystem predominates in the regional ecological structure. Surface vegetation is mainly artificial, crops are common species, and natural vegetation is mostly grass. Biological variety in the project area is average, and the ecosystem composition is relatively simple. The rest 3 components, i.e. component Nos. 7-1, 8-1 and 9-1, are in ridge and heavy hillyland areas, where large areas of natural vegetation are found in addition to farmland (rice field in most cases). Most of mountainous forests are artificial, without 6 any continuous original forest. Large wildlife has never been found over the recent 20 years. There is higher biological variety and more complicated ecological structure. The vegetation covering is generally higher than 40%. According to investigation results, natural reserves in Zhumadian Prefecture and Xinyang City include Suya Lake wetland protection area in Runan, Tianmushan natural reserve in Xinyang, Huaibin-Huainan wetland bird protection zone, Huangyuan-Hegui natural reserve in Xinxian and Huangbaishan natural reserve in Shangcheng, which are at provincial level; and also Jingjusi natural reserve in Guangshan, and Nianyushan natural reserve in Shangcheng, which are at municipal/prefecture level. Fortunately, all of the upgrading components are at a distance of more than 20 km, so they will not constitute any impacts on these natural reserves. Investigation results suggest that both fauna and flora in the range of 10 km on both sides of the 10 roads are common species, which generally do not require demanding eco-environmental conditions. Neither rare and endangered species nor national protection species is ever found in the project area. 2.3 Socioeconomic Description The project involves Shangcai and Pingyu Counties in Zhumadian Prefecture, Shihe, Luoshan, Shangcheng, Guanshan, Xinxian and Xixian Counties (district) in Xinyang City, which are almost all property counties at the national level. As shown in Table 2- 1, the regional socioeconomic development is at a low level. Table 2-1 Summary of Counties (District) Involved in the Project Component Code Geomorphology Count 1-1 Plain & micro hillyland Shangcai 2-1 Plain & micro hillyland Pingyu 3-1 Plain & micro hillyland Shihe 4-1 Plain & micro hillyland Xixian 5-1 Plain & micro hillyland Luoshan 5-2 Plain & micro hillyland Luoshan 6-1 Plain & micro hillyland Guangshan 7-1 Ridge & heavy hillyland Shangcheng 8-1 Ridge & heavy hillyland Xinxian 9-1 Ridge & heavy hillyland Shihe The regional socioeconomy by counties is addressed in the following paragraphs. 2.3.1 Shangcai County Shangcai County, located in the northeast part of Zhumadian Prefecture, has a total land area of 1,529 km2 and a total population of 1.2626 million in 25 townships. It is one of the few large counties with a population of more than I million. In 1997, the GDP was 1.77205 billion RMB, i.e. 1,421 RMB per capita. This is a large agricultural 7 county, where agriculture plays an important role in national economy. Grain crops are mainly wheat, soybean, corn and Chinese sorghum, while cash crops mainly include rape, peanut and sesame, etc. There is a vegetation percentage of 8.4% in the whole county. 2.3.2 Pingyu County Pingyu County is in the east part of Zhumadian Prefecture. It governs a total land area of 1,281 km2 and a total population of 885,400 in a total number of 18 townships. The GDP in 1997 was 1.3061 billion RMB, or 1,481 RMB per capita. This is also an agricultural county, where grain crops are mainly wheat, corn and soybean, whereas cash crops include cotton, rape and sesame. The vegetation percentage is 9.7%. 2.3.3 Xinyang City Area The city area involved in the project includes Shihe and Pingqiao Districts, with a total land area of 3,072 km2 and a total population of 1.008 million distributed in 26 townships. The GDP in 1997 was 2.14289 billion RMB, i.e. 2,136 RMB per capita. Many industrial enterprises are distributed in this city area, and industry contributes more and more to regional national economy. There is a considerable progress in third industrial development. Agriculture is of crucial importance to national economy. Main grain crops include rice, wheat and soybean, while cash crops are mainly cotton, flax and rape. The overall vegetation percentage is 25.3%. 2.3.4 Xixian County Xixian is located in the north part of Xinyang City. The total land is 1,895 km2, which includes mountainous areas south of the Huai River and plain areas (about 60%) south of the River. The total population is 870,400 in a total number of 22 townships. In 1997, the GDP was 1.34481 billion RMB, i.e. 1,555 RMB per capita. Agriculture predominates in the regional national economy. Grain crops are mainly rice and wheat, while cash crops include cotton, rape and bluish dogbane, etc. The overall vegetation coverage is 20.8%. 2.3.5 Luoshan County Luoshan County is in the middle of Xinyang City, east of the city proper and adjacent to Xinyang City. The southern part is in the Dabie Mountain, while the northern part is in plains. This county governs a total land area of 2,077 km2 and a total population of 691,000. The GDP in 1997 was 1.41107 billion RMB, i.e. 2,035 RMB per capita. This is also an agricultural county. Main grain crops are rice and wheat, while cash crops include cotton and rape. The overall vegetation coverage is 21.3%. 2.3.6 Guanshan County Guanshan County is also in the middle of Xinyang City, with the southern part in the Dabie Mountain, the middle part in low hills and the north part in hilly lands. There is a total land area of 1,835 km2 and a total population of 749,500 in a total number of 25 townships. In 1997, the GDP was 1.32128 billion RMB, i.e. 1,774 RMB per capita. Main grain crops include rice and wheat, while cash crops are mainly Boehmeria vivea, jute, bluish dogbane and peanut. The overall vegetation coverage is 18%. 8 2.3.7 Shangcheng County Shangcheng County is in the southeast part of Xinyang City, adjacent to Anhui in the southeast. The total land area of 2,117 km2, more than 70% of which is distributed in mountainous areas. There is a total population of 670,800, which is contributed in a total number of 22 townships. The GDP is 1997 was 920.29 million RMB, i.e. 1,380 RMB per capita. There exists 471,000 mu farmland. Main grain crops are rice and L wheat, and cash crops are mainly cotton, rape, bluish dogbane and tea. The overall vegetation coverage is 23%. [ 2.3.8 Xinxian County Xinxian County, in the south part of Xinyang City and adjacent to Hubei Province, is located in the hinterland of the Dabie Mountain with a main peak elevation over 1,000 m. It governs a total number of 17 townships, with a total land area of 1,546 km2 and a total population of 321,700. The GDP in 1997 was 17.05 million RMB, i.e. 1,705 RMB per capita. Rice is the predominant grain crop planted in the county. Cash crops include rape and peanut. There is a considerable vegetation coverage, which is as high as 45.9%. There is a weak industrial ground and less developed economy in the above counties except in the city area of Xinyang. The per capita GDP is comparatively low in the context of Henan Province, so are the overall living standard and quality of life. 2.4 Highway Communication in Project Area The status of highway communication in the project area is as summarized in Table 2- 2 below. Table 2-2 Summary of Highway Communication by County County Total Length Road Density National/Provincial County-Township (District) (km) (km/I 00 km2) Road (km) Road (km) Shangcai 396 25.9 0/90 306 Pingyu 277 21.6 8/58 211 Xinyang 701 22.8 114/96 461 Xixian 480 25.3 41/81 358 Luoshan 527 25.4 35/124 368 Guanshan 409 22.3 47/47 315 Shangeheng 494 23.3 0/100 391 Xinxian 393 25.4 14/100 267 Total 3677 24.0 259/696 2677 9 l 3. ENVIRONMENTAL IMPACT CLASSIFICATION AND RESULTS 3.1 Applicable Standards Project components in Highway Network Improvement Program in Poverty Area can be grouped into the following 2 categories according to their environmental impacts: Category A: This category covers projects that do not cause any significant adverse environmental impacts, including subgrade widening, surface improving and road upgrading schemes. This category does not call for considerable land acquisition and nearly does not involve new bridge/culvert construction. As stated in the World Bank EIA guidelines, it is only required to have environmental action plans (EPA) for this category. Category B: This category refers to projects that may result in significant potential adverse environmental impacts, including new highway projects, road widening and upgrading projects which calls for considerable land acquisition, or environmental improving projects intended to improve sensitive sites along highways. According to relevant classification provisions, detailed EIA together is EAP is required for this category. 3.2 Classification Results All of the 10 project components are located in rural areas, not involving any special environmental sensitive sites. These road segments will be all widened on the basis of existing roads, and main works will go to surface improvement, not involving any additional land acquisition. Better road conditions will result in reduction of traffic noise and exhaust impacts. Adverse environmental impacts will only be encountered during construction. According to the aforesaid classification standards, all of the 10 components are classified into Category A, for which EAP is required. i. 10 4. POTENTIAL ENVIRONMENTAL IMPACTS The 10 project components are all oriented to subgrade upgrading, surface widening and improving, without any additional land use, so there will not be any obvious biomass reduction along the roads. Moreover, both fauna and flora in the project area are common species, which do not require any demanding ecological conditions. The project will not cause any loss of species. Therefore, it is believed that the project will |1 not represent any significant ecosystem impacts. Not involving any resettlement, none of the components will cause by resettlement- I related environmental impacts. Upon completion of the project, the road surface will be considerably bettered, which will lead to lower dust content and higher driving speed. As a result, ambient noise and air impacts by traffic noise and exhaust in the operation stage will be considerably mitigated in comparison with the situation before the project implementation. As investigated, there is no scenic spot, natural reserve, historical site, sanitarium or any other special environmental sensitive site in the range of 20 m on the roadside. There will be no environmental impacts on such in the construction and operation stages. On the basis of what is described above, our environmental impact analysis is herein focused on the environmental elements of acoustic environment and ambient air in the construction stage. 4.1 Standards Utilized The following environmental standards are herein applied to environmental impact analysis: Acoustic environment: "Standard for Ambient Noise Levels in Urban Areas" (GB3096-93), 7OdB(A) for villages in the range of 200 m on roadside in day time and 55dB(A) in night time,55dB(A) for hospitals and schools in day and 45dB(A) in night time in this range; Ambient air: Class II standard as defined in "Standard for Ambient Air Quality" (GB3095-1996). 4.2 Project Component No. 1-1 4.2.1 Environmental Impacts in Construction Stage The existing road has a subgrade width of 12 m and a surface width of 6-7 m. Due to long-time disrepair, there are many pits in the surface, which considerably reduces the capacity of the road. The upgrading project is to repair the surface and widen it to a width of 9 m, which will achieve a better surface and a larger capacity. Without any II additional land acquisition, possible environmental impacts in the construction stage will be mainly encountered in the following aspects. 4.2.1.1 Noise Impacts Additional acoustic environmental elements due to the construction of this project component includes: a. Traffic noise during construction: Many trucks will be engaged in transporting sand, stone, asphalt and cement among other building materials, which will result in larger traffic volumes and higher traffic noise levels. b. Construction equipment noise: Noise to be caused by asphalt concrete batching l plants, generators, spreaders and rollers among other construction equipment will also pose some environmental impacts in the construction stage. According to available analogue monitoring and forecast results, such construction equipment will cause equivalent ambient noise levels higher than 7OdB(A) within 50 m around the construction site, though the impacts beyond this range will be less. c. Road surface construction will undoubtedly interfere with traffic and reduce driving speed, and even cause traffic jam. Also, traffic noise impacts along the alignment will be increased to some extent. This road segment, just like rural roads in other parts of China, is in a serious situation of mixed traffic. The road passes through Qihai, Caiji, Taqiao, Lintang, Caigou, Langpogou and Yangji villages and townships, which are already fairs of different sizes: Among these, Qihai, Taqiao, Caigou and Yangji are the places of township governments. Houses in the first row on both sides of the road have been converted to shops and restaurants, few of them are resided. These shops and restaurants will act as construction noise and traffic noise barriers. Construction activities, if suspended in night time, are expected to only cause minor impacts, if any, on the local residents living behind. There are hospitals and schools at Qihai, Taqiao, Caigou and Tangji where township governments are located. However, these hospitals and schools are all 200 m beyond the road, so they will be practically free from construction noise impacts. 4.2.1.2 Ambient Air Impacts Ambient air pollution subsequent to subgrade upgrading and surface widening will be mainly in the following aspects: a. Fugitive dust arising out of lime-soil mixing: In light of the available conditions along the road, decentral lime-soil mixing (i.e. roadside mixing) will be employed for subbase upgrading purposes. Such fugitive dust is not large in amount, but it causes air impacts at many points at a long distance. Therefore, ambient air in the immediate vicinity may be susceptible to such fugitive dust impacts. According to 12 monitoring results from elsewhere, fugitive dust from lime-soil mixing activities affects the range 100 m leeward of mixing sites, especially the range 50 m leeward, and TSP in ambient air is subsequently higher than the standard. As the construction period of lime-soil mixing activities is generally short, their dust impacts disappear as lime-soil mixing and subbase upgrading activities are completed. b. Dust from vehicles: During the road construction period, many specially-designed machines will be engaged (e.g. roller and spreader). Also, higher dust contents will result from road construction. Construction equipment will add to the content of road dust due to normal traffic, which will worsen the ambient air impacts along the road. According to previous monitoring data, the range of traffic dust impacts during construction of roads is generally not farther than 100 m leeward. Such air impacts can be effectively controlled by road watering. c. Dust and asphalt smoke from asphalt batching plant: The road will be paved with asphalt to be mixed at central batching plants. As the road is proposed to be divided into two lots, at least 2 batching plants will be provided in the construction stage. A certain amount of dust will be produced by material hauling and asphalt concrete mixing equipment. This part of dust will be collected and discharged through air conduits, representing point-source pollution discharge. Additionally, the existing asphalt concrete mixing equipment at these two sites is equipped with any dust removing facilities, so there will not be any major dust impacts in the leeward. Another characteristic pollutant from asphalt concrete batching plants is asphalt smoke, which mainly stems from the asphalt melting process and represents central point-source pollution discharge. As asphalt melting is mostly carried out by low-temperature melting technologies, the amount of resultant smoke is not large, and the concentration and rate of smoke discharge meet Class II standard of "Comprehensive Standard for Air Pollutant Discharge" (GB16297-1996). According to previous monitoring results, asphalt smoke from asphalt concrete batching plants affects the area 50 m leeward, but such impacts beyond 50 m are minor. 4.2.1.3 Other Environmental Impacts As this segment will be upgraded on the basis of the existing road, without additional land acquisition, it will not cause any further farmland damage or ecosystem impact along the alignment. Since bridges and culverts involved in the road are not many in number, and all of them will be consolidated or widened on the basis of existing ones, without any new bridge and culvert, there will not be any obvious impacts on surface runoff systems and irrigation facilities during the construction stage. The proposed road is located in plain areas with a small number of slopes, there is thus less soil erosion. With a low subgrade structure and less slopes, soil erosion will not be further aggravated in the construction stage. 13 4.2.2 Environmental Impacts in Operation Stage Environmental impacts in the operation stage of this road will be mainly in the aspect of traffic noise and vehicle exhaust. The wider and better road surface free from pits will greatly reduce traffic noise. Assuming an equal traffic volume, traffic noise impacts on both sides of the road will be significantly less in comparison with the situation without the project. At the same time, higher speed will enable vehicles to go at economical speed, low speed and even idling will be considerably reduced. As a result, CO and other polluting materials contained in vehicle exhaust will be cut down to some extent, and ambient air impacts will be subsequently reduced. The improved l1 road surface will result in less dust on the road, and air impacts by fugitive dust will be also reduced. 4.2.2.1 Traffic Noise Impacts With the road upgraded, the induced traffic volume increase, plus the original traffic volume increase due to economic growth, will be considerably lager than the present volume. According to relevant studies and also forecast results of other Grades II and III roads, when traffic volumes are larger than 4,000 vehicles/d (converted to standard moderate vehicles), equivalent traffic noise levels in the immediate range on the roadside (generally 50 m) during day peak traffic volumes and in night time may exceed the standard, i.e. higher than 7OdB(A) and 55dB(A) respectively. The traffic volume on this road will be increased to more than 4,000 vehicles/d from 2008, so traffic noise levels exceeding the standard will not be encountered until that year. As above mentioned, this is a township-village road subject to serious mixed traffic where it passes through villages and townships, and buildings on both sides of the road are used as shops and restaurants, which act as effective traffic noise barriers. As a result, traffic noise levels are cut down by about I OdB(A), and ambient noise levels at the houses behind do not exceed the standard values. Most of the traffic volume on this township-village road happens in night time, so equivalent ambient noise levels at the houses in night time will not exceed the standard, either. Hospitals and schools are all 200 m beyond the road, so they will be essentially free from traffic noise impacts in the operation stage. 4.2.2.2 Ambient Air Impacts Exhaust from vehicles will be the major air pollution source in the operation stage. The improved surface will result in lower dust contents, so fugitive dust arising out of vehicles and subsequent dust pollution will not be significant. Based on ambient air impact forecasts from other highways in plain areas, CO hourly and daily average concentrations under general diffusion conditions do not exceed the standard. When the traffic volume is larger than 5,000 vehicles/d, excess of NO, hourly average concentrations are sometimes found in the immediate range on both 14 sides of the road during day peak traffic volumes, but the range is generally not larger than 50 m on both sides. The traffic volume on the proposed road will not be so large until 2013, so NO,, hourly average concentrations during day peak traffic volumes in the range of 50 m will not exceed the standard until that year. 4.2.2.3 Other Environmental Impacts With a low subgrade structure adopted, the upgraded road will cause neither adverse impacts on the normal conmmunication of the local residents, nor significant social segregation. With the road improved, the local communication will be more convenient, which will be helpful for promoting the regional socioeconomic development and improving the people's livelihood. 4.3 Project Component No. 2-1 4.3.1 Environmental Impacts in Construction Stage The existing road has a subgrade width of 16 m and a surface width of 7 m. It is an important access between Zhumadian City, Runan, Pingyu, Xincai and Anhui Province. This road in the present conditions does not meet the ever-increase traffic volume. For this component, the subgrade will not be widened, but it will be partly upgraded while the surface is repaired and widened to a width of 12 m. Improved surface will provide a large capacity. Without any additional land acquisition, possible environmental impacts in the construction stage will be mainly encountered in the following aspects. 4.3.1.1 Noise Impacts Additional acoustic environmental elements due to the construction of this project component includes: a. Traffic noise during construction: Many trucks will be engaged in transporting sand, stone, asphalt and cement among other building materials, which will result in larger traffic volumes and higher traffic noise levels. b. Construction equipment noise: Noise to be caused by asphalt concrete batching plants, generators, spreaders and rollers among other construction equipment will also pose some environmental impacts in the construction stage. According to available analogue monitoring and forecast results, such construction equipment wNill cause equivalent ambient noise levels higher than 7OdB(A) within 50 m around the construction site, though the impacts beyond this range wvill be less. c. Road surface construction will undoubtedly interfere with traffic and reduce driving speed, and even cause traffic jam. Also, traffic noise impacts along the alignment wvill be increased to some extent. 15 This road segment, just like rural roads in other parts of China, is in a serious situation of mixed traffic. The road passes through Zhengzhuang, Guolou, Dafeng, Ciyuan and Wanjindian villages/townships, which are already fairs of different sizes. Among these, Guolou and Wanjindian are the places of township governments. Houses in the first row on both sides of the road have been converted to shops and restaurants, few of them are resided. These shops and restaurants will act as construction noise and traffic noise barriers. Construction activities, if suspended in night times, are expected to only cause minor impacts, if any, on the local residents living behind. There are hospitals and schools at Guolou and Wanjindian where township governments are located. However, these hospitals and schools are all 200 m beyond the road, so they will be practically free from construction noise impacts. 4.3.1.2 Ambient Air Impacts Ambient air pollution subsequent to subgrade upgrading and surface widening will be mainly in the following aspects: a. Fugitive dust arising out of lime-soil mixing: In light of the available conditions along the road, decentral lime-soil mixing (i.e. roadside mixing) will be employed for subbase upgrading purposes. Such fugitive dust is not large in amount, but it causes air impacts at many points at a long distance. Therefore, ambient air in the immediate vicinity may be exposed to such fugitive dust impacts. According to monitoring results from elsewhere, fugitive dust from lime-soil mixing activities affects the range 100 m leeward of mixing sites, especially the range 50 m leeward, and TSP concentrations in ambient air are subsequently higher than the standard. As the construction period of lime-soil mixing activities is generally short, dust impacts generally disappear as lime-soil mixing and subbase upgrading activities are completed. b. Dust from vehicles: During the road construction period, many specially-designed machines will be engaged (e.g. roller and spreader). Also, higher dust contents will result from road construction. Construction equipment will add to the content of road dust due to normal traffic, which will worsen the ambient air impacts along the road. According to previous monitoring data, the range of traffic dust impacts during construction of roads is generally not farther than 100 m leeward. Air impacts by vehicles can be effectively controlled by watering roads. c. Dust and asphalt smoke from asphalt batching plant: The road will be paved with asphalt to be mixed at central batching plants. As the road is proposed to be divided into two lots, at least 2 batching plants will be provided in the construction stage. A certain amount of dust w,ill be produced by material hauling and asphalt concrete mixing equipment. This part of dust will be collected and discharged through air conduits, representing point-source pollution discharge. Additionally, the existing asphalt concrete mixing equipment at these two sites is equipped with any dust removing facilities, so there will not be any major dust impacts in the leeward. Another characteristic pollutant from asphalt concrete 16 batching plants is asphalt smoke, which mainly stems from the asphalt melting process and represents central point-source pollution discharge. As asphalt melting is mostly carried out by low-temperature melting technologies, the amount of resultant smoke is not large, and the concentration and rate of smoke discharge meet Class II standard of "Comprehensive Standard for Air Pollutant Discharge" (GB16297-1996). According to previous monitoring results, asphalt smoke from asphalt concrete batching plants slightly affects the area 50 m leeward, but such impacts beyond 50 m are minor. 4.3.1.3 Other Environmental Impacts .| As this segment will be upgraded on the basis of the existing road, without additional land acquisition, it wsill not cause any further farmland damage or ecosystem impact along the alignment. Since bridges and culverts involved in the road are not many in number, and all of them will be consolidated or widened on the basis of existing ones, without any new bridge and culvert, there will not be any obvious impacts on surface runoff systems and irrigation facilities during the construction stage. The proposed road is located in plain areas with a small number of slopes, there is thus less soil erosion. With a low subgrade structure and a small number of slopes, soil erosion will not be further aggravated in the construction stage. 4.3.2 Environmental Impacts in Operation Stage * Environmental impacts in the operation stage of this road will be mainly in the aspect of traffic noise and vehicle exhaust. The wider and better road surface free from pits will greatly reduce traffic noise. Assuming an equal traffic volume, traffic noise impacts on both sides of the road will be significantly less in comparison with the situation without the project. At the same time, higher speed will enable vehicles to go at economical speed, low speed and even idling will be considerably reduced. As a result, CO and other polluting materials contained in vehicle exhaust will be cut down to some extent, and ambient air impacts will be subsequently reduced. The improved road surface will result in less dust on the road, and air impacts by fugitive dust will be also reduced. 4.3.2.1 Traffic Noise Impacts With the road upgraded, the induced traffic volume increase, plus the original traffic volume increase due to economic growth, will be considerably lager than the present volume. According to relevant studies and forecast results of other Grades II and III roads, with a traffic volume of larger than 4,000 vehicles/d (converted to standard moderate vehicles), equivalent traffic noise levels in the immediate range on the roadside (generally 50 m) during day peak traffic volumes and in night time may exceed the standard, i.e. higher than 70dB(A) and 55dB(A) respectively. The traffic volume on this road wvill be increased to more than 4,000 vehicles/d from 2006, so traffic noise levels above the standard will not be encountered until that year. 17 As above mentioned, this is a township-village road subject to serious mixed traffic where it passes through villages and townships, and buildings on both sides of the road are used as shops and restaurants, which act as effective traffic noise barriers. As a result, traffic noise levels are cut down by about 1OdB(A), and ambient noise levels at the houses behind do not exceed the standard values. Most of the traffic volume on this township-village road happens in night times, so equivalent ambient noise levels at the houses in night times will not exceed the standard, either. ~1 Hospitals and schools are all 200 m beyond the road, so they will be essentially free from traffic noise impacts in the operation stage. 4.3.2.2 Ambient Air Impacts Exhaust from vehicles will be the major air pollution source in the operation stage. The improved surface will result in lower dust contents, so fugitive dust arising out of vehicles and subsequent dust pollution will not be significant. Based on ambient air impact forecasts from other highways in plain areas, CO hourly and daily average concentrations under general diffusion conditions do not exceed the standard. When the traffic volume is larger than 5,000 vehicles/d, excess of NO, hourly average concentrations are sometimes found in the immediate range on both sides of the road during day peak traffic volumes, but the range is generally not larger than 50 m on both sides. The traffic volume on the proposed road will not be so large until 2009, so NO. hourly average concentrations during day peak traffic volumes in the range of 50 m will not exceed the standard until that year. 4.3.2.3 Other Environmental Impacts With a low subgrade structure adopted, the upgraded road will cause neither adverse impacts on the normal communication of the local residents, nor significant social J segregation. With the road improved, the local communication will be more convenient, which will be helpful for promoting the regional socioeconomic development and improving the people's livelihood. 4.4 Project Component No. 3-1 4.4.1 Environmental Impacts in Construction Stage The existing road has a subgrade width of 16 m and a surface width of 7 m. This project component is to upgrade the subgrade and to repair and widen the surface to a wvidth of 12 m. Improved surface will provide a large capacity. Without any additional land acquisition, possible environmental impacts in the construction stage will be mainly encountered in the following aspects. 4.4.1.1 Noise Impacts Additional acoustic environmental elements due to the construction of this project component includes: lS a. Traffic noise during construction: Many trucks will be engaged in transporting sand, stone, asphalt and cement among other building materials, which will result in larger traffic volumes and higher traffic noise levels. b. Construction equipment noise: Noise to be caused by asphalt concrete batching plants, generators, spreaders and rollers anong other construction equipment will also pose some environmental impacts in the construction stage. According to available analogue monitoring and forecast results, such construction equipment will cause equivalent ambient noise levels higher than 7OdB(A) within 50 m around the construction site, though the impacts beyond this range will be less. c. Road surface construction will undoubtedly interfere with traffic and reduce driving speed, and even cause traffic jam. Also, traffic noise impacts along the alignment will be increased to some extent. Road G312 is an important national road from east to west. Most of the segment in Xinyang and Nanyang, Henan Province has been upgraded as per Grade II standards. Buildings on both sides have been moved 25 m away, but the subgrade, surface and facilities from Shiliehe to Zhangjiatucheng still fail to meet the standard, which is the focus of the project component. Mixed traffic also troubles Wudian and Youhe where township governments are located. Houses in the first row on both sides of the road have been converted to shops and restaurants, few of them are resided. These shops and restaurants will act as construction noise and traffic noise barriers. Construction activities, if suspended in night times, are expected to only cause minor impacts, if any, on the local residents living behind. There are hospitals and schools at Wudian and Youhe where township governments are located. However, these hospitals and schools are all 200 m beyond the road, so they will be practically free from construction noise impacts. 4.4.1.2 Ambient Air Impacts Ambient air pollution subsequent to subgrade upgrading and surface widening will be mainly in the following aspects: a. Fugitive dust arising out of lime-soil mixing: In light of the available conditions along the road, central lime-soil mixing (i.e. roadside mixing) will be employed i for subbase upgrading purposes. Characteristics of this practice include large dust discharges, concentrated dust discharge points, and higher degrees and small ranges of air pollution According to monitoring results from elsewhere, fugitive dust from lime-soil mixing activities affects the range 200 m leeward of mixing sites, especially the range 100 m leeward, and TSP concentrations in ambient air are subsequently higher than the standard. As the construction period of lime-soil mixing activities is generally short, dust impacts generally disappear as lime-soil mixing and subbase upgrading activities are completed. 19 b. Dust from vehicles: During the road construction period, many specially-designed machines will be engaged (e.g. roller and spreader). Also, higher dust contents will result from road construction. Construction equipment will add to the content of road dust due to normal traffic, which will worsen the ambient air impacts along the road. According to previous monitoring data, the range of traffic dust impacts during construction of roads is generally not farther than 100 m leeward. Air impacts by vehicles can be effectively controlled by watering roads. c. Dust and asphalt smoke from asphalt batching plant: The road will be paved with asphalt to be mixed at central batching plants. As the road is proposed to be divided into two lots, at least 2 batching plants will be provided in the construction stage. A certain amount of dust will be produced by material hauling and asphalt concrete mixing equipment. This part of dust will be collected and I discharged through air conduits, representing point-source pollution discharge. Additionally, the existing asphalt concrete mixing equipment at these two sites is equipped with any dust removing facilities, so there will not be any major dust impacts in the leeward. Another characteristic pollutant from asphalt concrete batching plants is asphalt smoke, which mainly stems from the asphalt melting process and represents central point-source pollution discharge. As asphalt melting is mostly carried out by low-temperature melting technologies, the amount of resultant smoke is not large, and the concentration and rate of smoke discharge meet Class II standard of "Comprehensive Standard for Air Pollutant Discharge" (GB16297-1996). According to previous monitoring results, asphalt smoke from asphalt concrete batching plants slightly affects the area 50 m leeward, but such impacts beyond 50 m are minor. 4.4.1.3 Other Environmental Impacts As this segment will be upgraded on the basis of the existing road, without additional land acquisition, it will not cause any further farmland damage or ecosystem impact along the alignment. Since bridges and culverts involved in the road are not many in number, and all of them will be consolidated or widened on the basis of existing ones, without any new bridge and culvert, there will not be any obvious impacts on surface runoff systems and irrigation facilities during the construction stage. The proposed road is located in plain and microhilly areas with a small number of slopes, there is thus less soil erosion. With a low subgrade structure and a small number of slopes, soil erosion will not be further aggravated in the construction stage. 4.4.2 Environmental Impacts in Operation Stage Environmental impacts in the operation stage of this road 'will be mainly in the aspect of traffic noise and vehicle exhaust. The wider and better road surface free from pits wvill greatl) reduce traffic noise. Assuming an equal traffic volume, traffic noise impacts on both sides of the road will be significantly less in comparison with the situation wvithout the project. At the same time, higher speed will enable vehicles to go 20 1 at economical speed, low speed and even idling will be considerably reduced. As a result, CO and other polluting materials contained in vehicle exhaust will be cut down to some extent, and ambient air impacts will be subsequently reduced. The improved road surface will result in less dust on the road, and air impacts by fugitive dust will be also reduced. 4.4.2.1 Traffic Noise Impacts With the road upgraded, the induced traffic volume increase, plus the original traffic volume increase due to economic growth, will be considerably lager than the present volume. According to relevant studies and forecast results of other Grades II and III roads, with a traffic volume of larger than 4,000 vehicles/d (converted to standard moderate vehicles), equivalent traffic noise levels in the immediate range on the roadside (generally 50 m) during day peak traffic volumes and in night time may exceed the standard, i.e. higher than 7OdB(A) and 55dB(A) respectively. The traffm volume on this road will be increased to more than 4,000 vehicles/d from 2007, so traffic noise levels above the standard will not be encountered until that year. As above mentioned, this road is also subject to mixed traffic where it passes through villages and townships among other sensitive sites, and buildings on both sides of the road are used as shops and restaurants, which act as effective traffic noise barriers. As a result, traffic noise levels are cut down by about lOdB(A), and ambient noise levels at the houses behind do not exceed the standard values. Most of the traffic volume on this township-village road happens in night times, so equivalent ambient noise levels at the houses in night times will not exceed the standard, either. Hospitals and schools are all 200 m beyond the road, so they will be essentially free from traffic noise impacts in the operation stage. 4.4.2.2 Ambient Air Impacts Exhaust from vehicles will be the major air pollution source in the operation stage. The improved surface will result in lower dust contents, so fugitive dust arising out of vehicles and subsequent dust pollution will not be significant. Based on ambient air impact forecasts from other highways in plain areas, CO hourly and daily average concentrations under general diffusion conditions do not exceed the standard. When the traffic volume is larger than 5,000 vehicles/d, excess of NO, hourly average concentrations are sometimes found in the immediate range on both sides of the road during day peak traffic volumes, but the range is generally not larger than 50 m on both sides. The traffic volume on the proposed road will not be so large until 2010, so NO, hourly average concentrations during day peak traffic volumes in the range of 50 m will not exceed the standard until that year. 4.4.2.3 Other Environmental Impacts With a low subgrade structure adopted, the upgraded road will cause neither adverse impacts on the normal communication of the local residents, nor significant social segregation. 21 With the road improved, the local communication will be more convenient, which will be helpful for promoting the regional socioeconomic development and improving the people's livelihood. 4.5 Project Component No. 4-1 4.5.1 Environmnental Impacts in Construction Stage The existing road has a subgrade width of 16 m and a surface width of 9 m. This project component is to upgrade the subgrade and to repair and widen the surface to a width of 12 m. Improved surface will provide a large capacity. Without any additional -| land acquisition, possible environmental impacts in the construction stage will be mainly encountered in the following aspects. 4.5.1.1 Noise Impacts Additional acoustic environmental elements due to the construction of this projet component includes: a. Traffic noise during construction: Many trucks will be engaged in transporting sand, stone, asphalt and cement among other building materials, which will result in larger traffic volumes and higher traffic noise levels. b. Construction equipment noise: Noise to be caused by asphalt concrete batching plants, generators, spreaders and rollers among other construction equipment will also pose some environmental impacts in the construction stage. According to available analogue monitoring and forecast results, such construction equipment will cause equivalent ambient noise levels higher than 7OdB(A) within 50 m around the construction site, though the impacts beyond this range will be less. c. Road surface construction will undoubtedly interfere with traffic and reduce driving speed, and even cause traffic jam. Also, traffic noise impacts along the alignment will be increased to some extent. Road G106 is an important national road from south to north. Most of the segment in Henan Province has been upgraded as per Grade II standards. Buildings on both sides have been moved 25 m away, but the subgrade, surface and facilities from Guanjin to Huabu bridge still fail to meet the standard, which is the focus of the project i component. This road passes through Ganglidian, Baoxin, Zoulou, Shilimiao, .* Xiaohuidian, Yaoweizhi, Chenwuzhuang, Xiaozhuang, Dongmazhai, Chenpeng and Yanwan Villages/Townships. Mixed traffic also troubles Ganglidian, Baoxin, Xiaohuidian, Xiaozhuang and Chenpeng where township governments are located. Houses in the first row on both sides of the road have been converted to shops and restaurants, few of them are resided. These shops and restaurants will act as construction noise and traffic noise barriers. Construction activities, if suspended in night times, are expected to only cause minor impacts, if any, on the local residents living behind. 22 There are hospitals and schools at Ganglidian, Baoxin, Xiaohuidian, Xiazhuang and Chenpeng where township governments are located. However, these hospitals and schools are all 200 m beyond the road, so they will be practically free from construction noise impacts. 4.5.1.2 Ambient Air Impacts Ambient air pollution subsequent to subgrade upgrading and surface widening will be mainly in the following aspects: a. Fugitive dust arising out of lime-soil mixing: In light of the available conditions between Guanjin and Huabu bridge, decentral lime-soil mixing (i.e. roadside mixing) will be employed for subbase upgrading purposes. Characteristics of this i practice include large dust discharges, concentrated dust discharge points, and higher degrees and small ranges of air pollution According to monitoring resuls from elsewhere, fugitive dust from lime-soil mixing activities affects the range I 200 m leeward of mixing sites, especially the range 100 m leeward, and TSP concentrations in ambient air are subsequently higher than the standard. As the construction period of lime-soil mixing activities is generally short, dust impacts generally disappear as lime-soil mixing and subbase upgrading activities are completed. b. Dust from vehicles: During the road construction period, many specially-designed machines will be engaged (e.g. roller and spreader). Also, higher dust contents will result from road construction. Construction equipment will add to the content of road dust due to normal traffic, which will worsen the ambient air impacts along the road. According to previous monitoring data, the range of traffic dust impacts during construction of roads is generally not farther than 1 00 m leeward. Air impacts by vehicles can be effectively controlled by watering roads. c. Dust and asphalt smoke from asphalt batching plant: The road will be paved with asphalt to be mixed at central batching plants. As the road is proposed to be divided into two lots, at least 2 batching plants will be provided in the construction stage. A certain amount of dust will be produced by material hauling and asphalt concrete mixing equipment. This part of dust will be collected and discharged through air conduits, representing point-source pollution discharge. Additionally, the existing asphalt concrete mixing equipment at these two sites is equipped with any dust removing facilities, so there will not be any major dust impacts in the leeward. Another characteristic pollutant from asphalt concrete batching plants is asphalt smoke, which mainly stems from the asphalt melting process and represents central point-source pollution discharge. As asphalt melting is mostly carried out by low-temperature melting technologies, the amount of resultant smoke is not large, and the concentration and rate of smoke discharge meet Class II standard of "Comprehensive Standard for Air Pollutant Discharge" (GB16297-1996). According to previous monitoring results, asphalt smoke from asphalt concrete batching plants slightly affects the area 50 m leeward, but such impacts beyond 50 m are minor. 23 4.5.1.3 Other Environmental Impacts As this segment will be upgraded on the basis of the existing road, without additional land acquisition, it will not cause any further farmland damage or ecosystem impact along the alignment. Since bridges and culverts involved in the road are not many in number, and all of them will be consolidated or widened on the basis of existing ones, without any new bridge and culvert, there will not be any obvious impacts on surface runoff systems and irrigation facilities during the construction stage. The proposed road is located in plain and microhilly areas with a small number of slopes, there is thus less soil erosion. With a low subgrade structure and a small number of slopes, soil erosion will not be further aggravated in the construction stage. 4.5.2 Environmental Impacts in Operation Stage Environmental impacts in the operation stage of this road will be mainly in the aspect of traffic noise and vehicle exhaust. The wider and better road surface free from pits will greatly reduce traffic noise. Assuming an equal traffic volume, traffic noise impacts on both sides of the road will be significantly less in comparison with the situation without the project. At the same time, higher speed will enable vehicles to go at economical speed, low speed and even idling will be considerably reduced. As a result, CO and other polluting materials contained in vehicle exhaust will be cut down to some extent, and ambient air impacts will be subsequently reduced. The improved road surface will result in less dust on the road, and air impacts by fugitive dust will be also reduced. 4.5.2.1 Traffic Noise Impacts With the road upgraded, the induced traffic volume increase, plus the original traffic volume increase due to economic growth, will be considerably lager than the present volume. According to relevant studies and forecast results of other Grades II and III roads, with a traffic volume of larger than 4,000 vehicles/d (converted to standard moderate vehicles), equivalent traffic noise levels in the immediate range on the roadside (generally 50 m) during day peak traffic volumes and in night time may exceed the standard, i.e. higher than 7OdB(A) and 55dB(A) respectively. The traffic 4' volume on this road will be increased to more than 4,000 vehicles/d from 2007, so traffic noise levels above the standard will not be encountered until that year. As above mentioned, this road is also subject to mixed traffic where it passes through villages and townships among other sensitive sites, and buildings on both sides of the road are used as shops and restaurants, which act as effective traffic noise barriers. As a result, traffic noise levels are cut down by about I OdB(A), and ambient noise levels at the houses behind do not exceed the standard values. Most of the traffic volume on this township-village road happens in night times, so equivalent ambient noise levels at the houses in night times will not exceed the standard, either. Hospitals and schools are all 200 m beyond the road, so they will be essentially free from traffic noise impacts in the operation stage. 24 4.5.2.2 Ambient Air Impacts Exhaust from vehicles will be the major air pollution source in the operation stage. The improved surface will result in lower dust contents, so fugitive dust arising out of vehicles and subsequent dust pollution will not be significant. Based on ambient air impact forecasts from other highways in plain areas, CO hourly and daily average concentrations under general diffusion conditions do not exceed the standard. When the traffic volume is larger than 5,000 vehicles/d, excess of NO,, hourly average concentrations are sometimes found in the immediate range on both sides of the road during day peak traffic volumes, but the range is generally not larger than 50 m on both sides. The traffic volume on the proposed road will not be so large until 2010, so NO, hourly average concentrations during day peak traffic volumes in I the range of 50 m will not exceed the standard until that year. 4.5.2.3 Other Environmental Impacts With a low subgrade structure adopted, the upgraded road will cause neither adverse impacts on the norrnal communication of the local residents, nor significant social segregation. With the road improved, the local communication will be more convenient, which will be helpful for promoting the regional socioeconomic development and improving the people's livelihood. 4.6 Project Component No. 5-1 4.6.1 Environmental Impacts in Construction Stage The existing road has a subgrade width of 16 m and a surface width of 7 m. This project component is to upgrade the subgrade and to repair and widen the surface to a width of 9 m according to Grade 2 standards for plain and microhilly areas. Improved surface will provide a large capacity. Without any additional land acquisition, possible environmental impacts in the construction stage will be mainly encountered in the following aspects. 4.6.1.1 Noise Impacts Additional acoustic environmental elements due to the construction of this project component includes: a. Traffic noise during construction: Many trucks will be engaged in transporting sand, stone, asphalt and cement among other building materials, which will result in larger traffic volumes and higher traffic noise levels. b. Construction equipment noise: Noise to be caused by asphalt concrete batching plants, generators, spreaders and rollers among other construction equipment will also pose some environmental impacts in the construction stage. According to available analogue monitoring and forecast results, such construction equipment 25 1 will cause equivalent ambient noise levels higher than 7OdB(A) within 50 m around the construction site, though the impacts beyond this range will be less. c. Road surface construction will undoubtedly interfere with traffic and reduce 1 driving speed, and even cause traffic jam. Also, traffic noise impacts along the alignment will be increased to some extent. This road is an important national access between the east part of Zhumadian and the east part of Xinyang. The existing road at a low grade can hardly meet the ever- increasing traffic volume. The segment to be upgraded is short in length, only 11 km, and there is only one village (Shenwan) along the road, wvithout any township government. A small number of shops are found on both sides of the road from south to north. All houses face north, with vertical walls built on the side facing the road but without any windows. Construction activities, if suspended in night times, are expected to only cause minor impacts, if any, on the local residents living behind. There is no hospital or school in the range of 200 m, there will not be any noise impacts in this respect. 4.6.1.2 Ambient Air Impacts Ambient air pollution subsequent to subgrade upgrading and surface widening will be mainly in the following aspects: a. Fugitive dust arising out of lime-soil mixing: Considering the short length, only about 11 km, there will be only one lot, and decentral lime-soil mixing will be employed. Such fugitive dust is not large in amount, but it causes air impacts at many points at a long distance. Therefore, ambient air in the immediate vicinity may be exposed to such fugitive dust impacts. According to monitoring results from elsewhere, fugitive dust from lime-soil mixing activities affects the range 100 m leeward of mixing sites, especially the range 50 m leeward, and TSP concentrations in ambient air are subsequently higher than the standard. As the construction period of lime-soil mixing activities is generally short, dust impacts generally disappear as lime-soil mixing and subbase upgrading activities are completed. b. Dust from vehicles: During the road construction period, many specially-designed machines will be engaged (e.g. roller and spreader). Also, higher dust contents will result from road construction. Construction equipment will add to the content of road dust due to normal traffic, which will worsen the ambient air impacts along the road. According to previous monitoring data, the range of traffic dust impacts during construction of roads is generally not farther than 100 m leeward. Air impacts by vehicles can be effectively controlled by watering roads. c. Dust and asphalt smoke from asphalt batching plant: The road will be paved with asphalt to be mixed at central batching plants. With only one lot, it is proposed to 26 have one batching plant in the construction stage. A certain amount of dust will be produced by material hauling and asphalt concrete mixing equipment. This part of dust will be collected and discharged through air conduits, representing point- source pollution discharge. Additionally, the existing asphalt concrete mixing equipment at these two sites is equipped with any dust removing facilities, so there will not be any major dust impacts in the leeward. Another characteristic pollutant from asphalt concrete batching plants is asphalt smoke, which mainly stems from the asphalt melting process and represents central point-source pollution discharge. As asphalt melting is mostly carried out by low-temperature melting technologies, the amount of resultant smoke is not large, and the concentration and rate of smoke discharge meet Class II standard of "Comprehensive Standard for Air Pollutant Discharge" (GB16297-1996). According to previous monitoring results, asphalt smoke from asphalt concrete batching plants slightly affects the area 50 m leeward, but such impacts beyond 5,r m are minor. 4.6.1.3 Other Environmental Impacts As this segment will be upgraded on the basis of the existing road, without additional land acquisition, it will not cause any further farmland damage or ecosystem impact along the alignment. Since bridges and culverts involved in the road are not many in number, and all of them will be consolidated or widened on the basis of existing ones, without any new bridge and culvert, there will not be any obvious impacts on surface runoff systems and irrigation facilities during the construction stage. The proposed road is located in plain and microhilly areas with a small number of slopes, there is thus less soil erosion. With a low subgrade structure and a small number of slopes, soil erosion will not be further aggravated in the construction stage. 4.6.2 Environmental Impacts in Operation Stage Environmental impacts in the operation stage of this road will be mainly in the aspect I of traffic noise and vehicle exhaust. The wider and better road surface free from pits will greatly reduce traffic noise. Assuming an equal traffic volume, traffic noise impacts on both sides of the road will be significantly less in comparison with the situation without the project. At the same time, higher speed will enable vehicles to go at economical speed, low speed and even idling will be considerably reduced. As a result, CO and other polluting materials contained in vehicle exhaust will be cut down to some extent, and ambient air impacts will be subsequently reduced. The improved road surface will result in less dust on the road, and air impacts by fugitive dust will be also reduced. 4.6.2.1 Traffic Noise Impacts With the road upgraded, the induced traffic volume increase, plus the original traffic volume increase due to economic growth, will be considerably lager than the present volume. According to relevant studies and forecast results of other Grades II and III roads, with a traffic volume of larger than 4,000 vehicles/d (converted to standard 27 moderate vehicles), equivalent traffic noise levels in the immediate range on the roadside (generally 50 m) during day peak traffic volumes and in night time may exceed the standard, i.e. higher than 7OdB(A) and 55dB(A) respectively. The traffic volume on this road will be increased to more than 4,000 vehicles/d from 2016, so traffic noise levels above the standard will not be encountered until that year. As above mentioned, this road stretches from south to north, and houses at Shenwan all face south, without any window in the vertical walls on both east and west sides, so traffic noise impacts will not affect the residents. Without any hospital and school along the road, there will not be any traffic noise impact in this respect. 4.6.2.2 Ambient Air Impacts Exhaust from vehicles will be the major air pollution source in the operation stage. The improved surface will result in lower dust contents, so fugitive dust arising out of vehicles and subsequent dust pollution will not be significant. Based on ambient air impact forecasts from other highways in plain areas, CO hourly and daily average concentrations under general diffusion conditions do not exceed the standard. When the traffic volume is larger than 5,000 vehicles/d, excess of NO, hourly average concentrations are sometimes found in the immediate range on both sides of the road during day peak traffic volumes, but the range is generally not larger than 50 m on both sides. The traffic volume on the proposed road will not be so large until 2021, so NO, hourly average concentrations during day peak traffic volumes in the range of 50 m will not exceed the standard until that year. 4.6.2.3 Other Environmental Impacts With a low subgrade structure adopted, the upgraded road will cause neither adverse impacts on the normal communication of the local residents, nor significant social segregation. With the road improved, the local communication will be more convenient, which will be helpful for promoting the regional socioeconomic development and improving the people's livelihood. 4.7 Project Component No. 5-2 4.7.1 Environmental Impacts in Construction Stage The existing road at Grade IV has a subgrade width of 16 m and a surface width of 7 m. This project component is to upgrade the subgrade and to repair the surface according to standards for plain areas. Improved surface will provide a large capacity. Without any additional land acquisition, possible environmental impacts in the construction stage will be mainly encountered in the following aspects. 4.7.1.1 Noise Impacts Additional acoustic environmental elements due to the construction of this project component includes: 28 a. Traffic noise during construction: Many trucks will be engaged in transporting sand, stone, asphalt and cement among other building materials, which will result in larger traffic volumes and higher traffic noise levels. b. Construction equipment noise: Noise to be caused by asphalt concrete batching plants, generators, spreaders and rollers among other construction equipment will also pose some environmental impacts in the construction stage. According to available analogue monitoring and forecast results, such construction equipment will cause equivalent ambient noise levels higher than 7OdB(A) within 50 m around the construction site, though the impacts beyond this range will be less. c. Road surface construction will undoubtedly interfere with traffic and reduce driving speed, and even cause traffic jam. Also, traffic noise impacts along the- alignment will be increased to some extent. This road is an important access between the east parts of Zhumadian and Xinyang, but most parts of it are presently at such a low grade that the requirement for the ever- increasing traffic volume can hardly satisfied. The segment to be upgraded has a total length of about 49 kin, the longest among the project components. With upgrading completed, the segment in Xinyang will reach Grade II standards. Villages/townships along the road include Shilitang, Huidian, Pangzhang, Zhoudang and Dingyuan, the latter 3 are places of township governnents. The road goes from plain and microhilly areas north of Zhoudang Township to the Dabie mountainous area north of the township. Shops are also found on both sides of the road. All houses face north, with vertical walls built on the side facing the road, but without any windows. Construction activities, if suspended in night times, are expected to only cause minor impacts, if any, on the local residents living behind. There is one school (Zhoudang middle school) in the range 200 m. It is located on the east side, at a distance of about 50 m away. The teaching building is a 2-story structure facing south, with 2 m high fence in between, which acts as barrier of noise transmission. However, the fence height is inadequate, so the 2nd floor of the building !- remains in the noise coverage. To mitigate noise interference with teaching activities, it is required to raise the fence from a height of 2 m to 3 m. 4.7.1.2 Ambient Air Impacts Ambient air pollution subsequent to subgrade upgrading and surface widening will be mainly in the following aspects: a. Fugitive dust arising out of lime-soil mixing: This component is proposed to be divided into 2 lots, with decentral lime-soil mixing (i.e. roadside mixing) applied for subbase upgrading purposes. Fugitive dust arising out of this practice is not large in amount, but it causes air impacts at many points at a long distance. Therefore, ambient air in the immediate vicinity may be exposed to such fugitive 29 dust impacts. According to monitoring results from elsewhere, fugitive dust from lime-soil mixing activities affects the range 200 m leeward of mixing sites, especially the range 100 m leeward, and TSP concentrations in ambient air are subsequently higher than the standard. As the construction period of lime-soil mixing activities is generally short, dust impacts generally disappear as lime-soil mixing and subbase upgrading activities are completed. b. Dust from vehicles: During the road construction period, many specially-designed machines will be engaged (e.g. roller and spreader). Also, higher dust contents will result from road construction. Construction equipment will add to the content of road dust due to normal traffic, which will worsen the ambient air impacts along the road. According to previous monitoring data, the range of traffic dust impacts during construction of roads is generally not farther than 100 m leeward. Air impacts by vehicles can be effectively controlled by watering roads. c. Dust and asphalt smoke from asphalt batching plant: The road will be paved with asphalt to be mixed at central batching plants. As the road is proposed to be divided into two lots, at least 2 batching plants will be provided in the construction stage. A certain amount of dust will be produced by material hauling and asphalt concrete mixing equipment. This part of dust will be collected and discharged through air conduits, representing point-source pollution discharge. Additionally, the existing asphalt concrete mixing equipment at these two sites is equipped with any dust removing facilities, so there will not be any major dust impacts in the leeward. Another characteristic pollutant from asphalt concrete batching plants is asphalt smoke, which mainly stems from the asphalt melting process and represents central point-source pollution discharge. As asphalt melting is mostly carried out by low-temperature melting technologies, the amount of resultant smoke is not large, and the concentration and rate of smoke discharge meet Class II standard of "Comprehensive Standard for Air Pollutant t Discharge" (GB16297-1996). According to previous monitoring results, asphalt smoke from asphalt concrete batching plants slightly affects the area 50 m leeward, but such impacts beyond 50 m are minor. 4.7.1.3 Other Environmental Impacts As this segment will be upgraded on the basis of the existing road, without additional land acquisition, it will not cause any further farmland damage or ecosystem impact along the alignment. Since bridges and culverts involved in the road are not many in number, and all of them will be consolidated or widened on the basis of existing ones, without any new bridge and culvert, there will not be any obvious impacts on surface runoff systems and irrigation facilities during the construction stage. The proposed road is located in plain and microhilly areas with a small number of slopes, there is thus less soil erosion. With a low subgrade structure and a small number of slopes, soil erosion will not be further aggravated in the construction stage. 30 With more slopes, however, there is moderate erosion along the south half of the segment (about 15 km) in the Dabie mountainous area. Subgrade upgrading in the construction stage will certainly disturb the ground surface and expose the soil surface of subgrade, which will in turn aggravate soil erosion. As the construction period will only last one year, slope protection works will be completed as the construction of main works comes to the end, and soil erosion from the subgrade will be effectively controlled at the previous level. 4.7.2 Environmental Impacts in Operation Stage Environmental impacts in the operation stage of this road will be mainly in the aspect of traffic noise and vehicle exhaust. The wider and better road surface free from pits will greatly reduce traffic noise. Assuming an equal traffic volume, traffic noise impacts on both sides of the road will be significantly less in comparison with the situation without the project. At the same time, higher speed will enable vehicles to gM at economical speed, low speed and even idling will be considerably reduced. As a result, CO and other polluting materials contained in vehicle exhaust will be cut down to some extent, and ambient air impacts will be subsequently reduced. The improved road surface will result in less dust on the road, and air impacts by fugitive dust will be also reduced. 4.7.2.1 Traffic Noise Impacts With the road upgraded, the induced traffic volume increase, plus the original traffic volume increase due to economic growth, will be considerably lager than the present volume. According to relevant studies and forecast results of other Grades II and III roads, with a traffic volume of larger than 4,000 vehicles/d (converted to standard moderate vehicles), equivalent traffic noise levels in the immediate range on the roadside (generally 50 m) during day peak traffic volumes and in night time may exceed the standard, i.e. higher than 7OdB(A) and 55dB(A) respectively. The traffic volume on this road will be increased to more than 4,000 vehicles/d from 2018, so traffic noise levels above the standard will not be encountered until that year. As above mentioned, this road stretches from south to north, and houses along the i alignment all face south, without any window in the vertical walls on both east and west sides, so traffic noise impacts will not affect the residents. To mitigate traffic noise impacts on Zhoudang middle school, the fence on the west side will be raised to a height of 3 m. 4.7.2.2 Ambient Air Impacts Exhaust from vehicles will be the major air pollution source in the operation stage. The improved surface will result in lower dust contents, so fugitive dust arising out of vehicles and subsequent dust pollution will not be significant. Based on ambient air impact forecasts from other highways in plain areas, CO hourly and daily average concentrations under general diffusion conditions do not exceed the standard. When the traffic volume is larger than 5,000 vehicles/d, excess of NO, hourly average concentrations are sometimes found in the immediate range on both 31 1 sides of the road during day peak traffic volumes, but the range is generally not larger l than 50 m on both sides. The traffic volume on the proposed road will not be so large until 2020, so NO, hourly average concentrations during day peak traffic volumes in the range of 50 m will not exceed the standard until that year. 4.7.2.3 Other Environmental Impacts With a low subgrade structure adopted, the upgraded road will cause neither adverse -| impacts on the normal conmnunication of the local residents, nor significant social segregation. With the road improved, the local communication will be more convenient, which will be helpful for promoting the regional socioeconomic development and improving the people's livelihood. 4.8 Project Component No. 6-1 1 4.8.1 Environmental Impacts in Construction Stage The existing road is unclassified, with a subgrade width of 16 m and a surface width of 6 m. Due to long-time disrepair, there are many pits in the extremely poor surface, which seriously deteriorates the capacity of the road. This project component is to upgrade the subgrade and to repair and widen the surface to a width of 7 m according to Grade III standards for plain and microhilly areas, so as to provide a large capacity. Without any additional land acquisition, possible environmental impacts in the construction stage will be mainly encountered in the following aspects. 4.8. 1.1 Noise Impacts Additional acoustic environmental elements due to the construction of this project component includes: a. Traffic noise during construction: Many trucks will be engaged in transporting sand, stone, asphalt and cement among other building materials, which will result in larger traffic volumes and higher traffic noise levels. b. Construction equipment noise: Noise to be caused by asphalt concrete batching plants, generators, spreaders and rollers among other construction equipment will also pose some environmental impacts in the construction stage. According to available analogue monitoring and forecast results, such construction equipment will cause equivalent ambient noise levels higher than 7OdB(A) within 50 m around the construction site, though the impacts beyond this range will be less. c. Road surface construction will undoubtedly interfere with traffic and reduce driving speed, and even cause traffic jam. Also, traffic noise impacts along the alignment will be increased to some extent. This road segment, just like rural roads in other parts of China, is in a serious situation of mixed traffic. The road passes through Chengwa, Yangdun, Zhangsongdian, 32 I Beixiangdian, Xizhanglou, Luochendian, Chuaw and Mafan Villages/Townships, which are already fairs of different sizes. Among these, Yangdun, Beixiangdian, Luochendian and Mafan are the places of township governments. Houses in the first 1 row on both sides of the road have been converted to shops and restaurants, few of them are resided. These shops and restaurants will act as construction noise and traffic noise barriers. Construction activities, if suspended in night time, are expected to only cause minor impacts, if any, on the local residents living behind. There are hospitals and schools at Yangdun, Beixiangdian, Luochendian and Mafan -| where township governments are located. However, these hospitals and schools except for Beixiangdian middle school are all 200 m beyond the road, so they will be practically free from construction noise impacts. The said middle school is on the i south side, at a distance of only 30 m from the road. There is a 2-story teaching building, which is separated from the road by 2 m high fence in the north. This fence acts as noise barrier, but the 2nd floor of the building is still in the noise coverage and will be susceptible to construction noise impacts. For the purpose of noise control, the north fence will be raised from 2 m to 3 m. 4.8.1.2 Ambient Air Impacts Ambient air pollution subsequent to subgrade upgrading and surface widening will be mainly in the following aspects: a. Fugitive dust arising out of lime-soil mixing: In light of the available conditions along the road, decentral lime-soil mixing (i.e. roadside mixing) will be employed for subbase upgrading purposes. Such fugitive dust is not large in amount, but it causes air impacts at many points at a long distance. Therefore, ambient air in the immediate vicinity may be susceptible to such fugitive dust impacts. According to monitoring results from elsewhere, fugitive dust from lime-soil mixing activities affects the range 100 m leeward of mixing sites, especially the range 50 m leeward, and TSP in ambient air is subsequently higher than the standard. As the construction period of lime-soil mixing activities is generally short, their dust impacts disappear as lime-soil mixing and subbase upgrading activities are completed. b. Dust from vehicles: During the road construction period, many specially-designed machines will be engaged (e.g. roller and spreader). Also, higher dust contents will result from road construction. Construction equipment will add to the content of road dust due to normal traffic, which will worsen the ambient air impacts along the road. According to previous monitoring data, the range of traffic dust impacts during construction of roads is generally not farther than 100 m leeward. Such air impacts can be effectively controlled by road watering. c. Dust and asphalt smoke from asphalt batching plant: The road will be paved with asphalt to be mixed at central batching plants. As the road is proposed to be divided into two lots, at least 2 batching plants will be provided in the 33 construction stage. A certain amount of dust will be produced by material hauling and asphalt concrete mixing equipment. This part of dust will be collected and discharged through air conduits, representing point-source pollution discharge. Additionally, the existing asphalt concrete mixing equipment at these two sites is equipped with any dust removing facilities, so there will not be any major dust impacts in the leeward. Another characteristic pollutant from asphalt concrete batching plants is asphalt smoke, which mainly stems from the asphalt melting process and represents central point-source pollution discharge. As asphalt melting is mostly carried out by low-temperature melting technologies, the amount of resultant smoke is not large, and the concentration and rate of smoke discharge meet Class II standard of "Comprehensive Standard for Air Pollutant Discharge" (GBI6297-1996). According to previous monitoring results, asphalt smoke from asphalt concrete batching plants affects the area 50 m leeward, but such impacts beyond 50 m are minor. 4.8.1.3 Other Environmental Impacts As this segment will be upgraded on the basis of the existing road, without additional land acquisition, it will not cause any firther farmland damage or ecosystem impact along the alignment. Since bridges and culverts involved in the road are not many in number, and all of them will be consolidated or widened on the basis of existing ones, without any new bridge and culvert, there will not be any obvious impacts on surface runoff systems and irrigation facilities during the construction stage. The proposed road is located in plain areas with a small number of slopes, there is thus less soil erosion. With a low subgrade structure and a small number of slopes, soil erosion will not be further aggravated in the construction stage. 4.8.2 Environmental Impacts in Operation Stage Environmental impacts in the operation stage of this road will be mainly in the aspect of traffic noise and vehicle exhaust. The wider and better road surface free from pits will greatly reduce traffic noise. Assuming an equal traffic volume, traffic noise impacts on both sides of the road will be significantly less in comparison with the situation without the project. At the same time, higher speed will enable vehicles to go at economical speed, low speed and even idling will be considerably reduced. As a result, CO and other polluting materials contained in vehicle exhaust will be cut down to some extent, and ambient air impacts will be subsequently reduced. The improved road surface will result in less dust on the road, and air impacts by fugitive dust will be also reduced. 4.8.2.1 Traffic Noise Impacts With the road upgraded, the induced traffic volume increase, plus the original traffic volume increase due to economic growth, will be considerably lager than the present volume. According to relevant studies and forecast results of other Grades II and III roads, with a traffic volume of larger than 4,000 vehicles/d (converted to standard moderate vehicles), equivalent traffic noise levels in the immediate range on the 34 roadside (generally 50 m) during day peak traffic volumes and in night time may exceed the standard, i.e. higher than 7OdB(A) and 55dB(A) respectively. According to the traffic volume forecasts as included in the feasibility study report, the traffic volume on this road is not expected to be higher than 4,000 vehicles/d in the service life (prior to 2010), so traffic noise levels above the standard will not be encountered until that year. As above mentioned, this is a township-village road subject to serious mixed traffic where it passes through villages and townships, and buildings on both sides of the road are used as shops and restaurants, which act as effective traffic noise barriers. As a result, traffic noise levels are cut down by about lOdB(A), and ambient noise levels at the houses behind do not exceed the standard values. Most of the traffic volume on | this township-village road happens in night time, so equivalent ambient noise levels at the houses in night time will not exceed the standard, either. Hospitals and schools are all 200 m beyond the road, so they will be essentially free from traffic noise impacts in the operation stage. 4.8.2.2 Ambient Air Impacts Exhaust from vehicles will be the major air pollution source in the operation stage. The improved surface will result in lower dust contents, so fugitive dust arising out of vehicles and subsequent dust pollution will not be significant. Based on ambient air impact forecasts from other highways in plain areas, CO hourly and daily average concentrations under general diffusion conditions do not exceed the standard. When the traffic volume is larger than 5,000 vehicles/d, excess of NO. hourly average concentrations are sometimes found in the immediate range on both sides of the road during day peak traffic volumes, but the range is generally not larger than 50 m on both sides. As the traffic volume on the proposed road is not likely to be so large in the service life, NO, hourly average concentrations during day peak traffic volumes in the range of 50 m will not exceed the standard in the service life. 4.8.2.3 Other Environmental Impacts With a low subgrade structure adopted, the upgraded road will cause neither adverse impacts on the normal comnmunication of the local residents, nor significant social segregation. With the road improved, the local communication will be more convenient, which will be helpful for promoting the regional socioeconomic development and improving the people's livelihood. 4.9 Project Component No. 7-1 4.9.1 Environmental Impacts in Construction Stage This is an unclassified road in the deep Dabie mountainous area, with a subgrade width of 9 m and a surface width of 5-6 m. This project component is to upgrade the 35 subgrade and to repair the surface according to Grade IV standards for mountainous and heavy hillyland areas, for the capacity to be enlarged under the condition that both subgrade and surface are not to be widened. Without any additional land acquisition, possible environmental impacts in the construction stage will be mainly encountered in the following aspects. 4.9.1.1 Noise Impacts Additional acoustic environmental elements due to the construction of this project component includes: a. Traffic noise during construction: Many trucks will be engaged in transporting sand, stone, asphalt and cement among other building materials, which will result in larger traffic volumes and higher traffic noise levels. b. Construction equipment noise: Noise to be caused by asphalt concrete batching plants, generators, spreaders and rollers among other construction equipment will also pose some environmental impacts in the construction stage. According to available analogue monitoring and forecast results, such construction equipment will cause equivalent ambient noise levels higher than 7OdB(A) within 50 m around the construction site, though the impacts beyond this range will be less. c. Road surface construction will undoubtedly interfere with traffic and reduce driving speed, and even cause traffic jam. Also, traffic noise impacts along the alignrment will be increased to some extent. This road is an important access from the southern Dabie mountainous area to the county sea and the Huai River plain, with most parts distributed in hills. Villages and townships along the road include Fenbidu, Shichuan, Daquandian, Tangfan, Xindian and Changzhuyuan. Among these, Daquandian and Changzhuyuan the places of township governments. Villages are not many in number, but they are densely populated. Some shops are also distributed along the road. All houses face north, with vertical walls built on the side facing the road, but without any windows. Construction activities, if suspended in night times, are expected to only cause minor impacts, if any, on the local residents living behind. Special sensitive sites in the range of 200 m include Daquandian middle school, Daquandian hospital and Changzhuyuan middle school. Both schools are at a distance of about 20 away, and teaching buildings are 2-story structures facing south, with 1.5 m high fences between the buildings and the road. These fence act as noise barriers, but the 2nd floor of the building is still in the noise coverage. To mitigate possible noise disturbance to teaching activities, the fences will be raised to a height of about 2 m. Daquandian hospital, approximately 50 m away from the road, is surrounded by complete fences with a height of about 2 m. As buildings in the fence are all one-story structures, the fence is high enough to put these buildings in the acoustic shallow, which will reduce construction noise impacts on the hospital to a great extent. 36 4.9.1.2 Ambient Air Impacts Ambient air pollution subsequent to subgrade upgrading and surface widening will be mainly in the following aspects: a. Fugitive dust arising out of lime-soil mixing: In light of the available conditions along the road, decentral lime-soil mixing (i.e. roadside mixing) will be employed for subbase upgrading purposes. Fugitive dust from this practice is not large in amount, but it causes air impacts at many points at a long distance. Therefore, ambient air in the immediate vicinity may be susceptible to such fugitive dust | I impacts. According to monitoring results from elsewhere, fugitive dust from lime- soil mixing activities affects the range 100 m leeward of mixing sites, especially the range 50 m leeward, and TSP in ambient air is subsequently higher than the I standard. As the construction period of lime-soil mixing activities is generally short, their dust impacts disappear as lime-soil mixing and subbase upgrading activities are completed. b. Dust from vehicles: During the road construction period, many specially-designed machines will be engaged (e.g. roller and spreader). Also, higher dust contents will result from road construction. Construction equipment will add to the content of road dust due to normal traffic, which will worsen the ambient air impacts along the road. According to previous monitoring data, the range of traffic dust impacts during construction of roads is generally not farther than 100 m leeward. Such air impacts can be effectively controlled by road watering. c. Dust and asphalt smoke from asphalt batching plant: The road will be paved with asphalt to be mixed at central batching plants. As the road is proposed to be divided into two lots, at least 2 batching plants will be provided in the construction stage. A certain amount of dust will be produced by material hauling and asphalt concrete mixing equipment. This part of dust will be collected and discharged through air conduits, representing point-source pollution discharge. Additionally, the existing asphalt concrete mixing equipment at these two sites is equipped with any dust removing facilities, so there will not be any major dust impacts in the leeward. Another characteristic pollutant from asphalt concrete batching plants is asphalt smoke, which mainly stems from the asphalt melting process and represents central point-source pollution discharge. As asphalt melting is mostly carried out by low-temperature melting technologies, the amount of resultant smoke is not large, and the concentration and rate of smoke discharge meet Class II standard of "Comprehensive Standard for Air Pollutant Discharge" (GB16297-1996). According to previous monitoring results, asphalt smoke from asphalt concrete batching plants affects the area 50 m leeward, but such impacts beyond 50 m are minor. 4.9.1.3 Other Environmental Impacts As this segment will be upgraded on the basis of the existing road, without additional land acquisition, it will not cause any further farrmland damage or ecosystem impact along the alignment. 37 Since bridges and culverts involved in the road are not many in number, and all of them will be consolidated or widened on the basis of existing ones, without any new bridge and culvert, there will not be any obvious impacts on surface runoff systems and irrigation facilities during the construction stage. The proposed road is located in the Dabie mountainous area with a considerable number of slopes, there is thus a moderate degree of soil erosion. Subgrade upgrading in the construction stage will certainly disturb the ground surface and expose the soil surface of subgrade, which will in turn aggravate soil erosion. As the construction period will only last one year, slope protection works will be completed as the construction of main works comes to the end, and soil erosion from the subgrade will be effectively controlled at the previous level. 4.9.2 Environrnental Impacts in Operation Stage Environmental impacts in the operation stage of this road will be mainly in the aspect of traffic noise and vehicle exhaust. The considerably better road surface free from pits will greatly reduce traffic noise. Assuming an equal traffic volume, traffic noise impacts on both sides of the road will be significantly less in comparison with the situation without the project. At the same time, higher speed will enable vehicles to go at economical speed, low speed and even idling will be considerably reduced. As a result, CO and other polluting materials contained in vehicle exhaust will be cut down to some extent, and ambient air impacts will be subsequently reduced. The improved road surface will result in less dust on the road, and air impacts by fugitive dust will be also reduced. 4.9.2.1 Traffic Noise Impacts As this road is located in undeveloped mountainous areas, the vehicle holding is limited and subsequently the traffic volume is relatively small. As forecast in the feasibility report, the traffic volume will not be larger than 1,000 vehicles/d by 2010 I and 4,000 vehicles/d by 2020. With the road surface upgraded, traffic noise impacts will be limited, and as expected, will not exceed the standard. Further to this, the road gores from south to north, whereas houses all face south, without any window reserved in the vertical walls on both east and west sides, traffic noise impacts are not expected to significantly disturb the local residents. With the fences of Daquandian and Changzhuyuan middle schools raised from 1.5 m to 3 m in the construction stage, traffic noise impacts in the operation stage will be effectively mitigated, which will ensure normal teaching activities against traffic noise disturbance. The existing fence around Daquan hospital will only be capable of traffic noise mitigation in the short and middle operation period, so it will be raised from 2 m to 3 m in 2020 when the traffic volume reaches 4,000 vehicles/d in the late operation stage. Hospitals and schools are all 200 m beyond the road, so they will be essentially free from traffic noise impacts in the operation stage. 38 4.9.2.2 Ambient Air Impacts Exhaust from vehicles will be the major air pollution source in the operation stage. The improved surface will result in lower dust contents, so fugitive dust arising out of -I vehicles and subsequent dust pollution will not be significant. With a small traffic volume on the road, NO, hourly average concentrations are not expected to exceed the standard in the service life of the road. 4.9.2.3 Other Environmental Impacts | With a low subgrade structure adopted, the upgraded road will cause neither adverse impacts on the normal communication of the local residents, nor significant social 1 segregation. With the road improved, the local communication will be more convenient, which wiT be helpful for promoting the regional socioeconomic development and improving the I people's livelihood. 4.10 Project Component No. 8-1 4.10.1 Environmental Impacts in Construction Stage This is an unclassified road in the deep Dabie mountainous area, with a subgrade width of 8 m and a surface width of 3.5 m. This project component is to upgrade the subgrade and to repair and widen the surface to a width of 6 m according to standards I for unclassified asphalt roads in mountainous and heavy hillyland areas, to have a better surface and a larger capacity. Without any additional land acquisition, possible environmental impacts in the construction stage will be mainly encountered in the following aspects. 4.10.1.1 Noise Impacts Additional acoustic environmental elements due to the construction of this project component includes: j a. Traffic noise during construction: Many trucks will be engaged in transporting sand, stone, asphalt and cement among other building materials, which will result in larger traffic volumes and higher traffic noise levels. b. Construction equipment noise: Noise to be caused by asphalt concrete batching plants, generators, spreaders and rollers among other construction equipment will also pose some environmental impacts in the construction stage. According to available analogue monitoring and forecast results, such construction equipment will cause equivalent ambient noise levels higher than 7OdB(A) within 50 m around the construction site, though the impacts beyond this range will be less. c. Road surface construction will undoubtedly interfere with traffic and reduce driving speed, and even cause traffic jam. Also, traffic noise impacts along the alignment will be increased to some extent. 39 This road is located in the hinterland of the Dabie Mountain, with hills distributed at the full length. Villages and townships along the road include Dongdian, Sidian, Yuhe, Dafan, Tianpu and Hepu. Among these, Sidian, Tianpu and Hepu are the places of township governments. Villages are not many in number, but they are densely populated. Some shops are also distributed along the road. All houses face north, with vertical walls built on the side facing the road, but without any windows therein. Construction activities, if suspended in night times, are expected to only cause minor impacts, if any, on the local residents living behind. .| There are hospitals and schools at Sidian, Tianpu and Hepu, but they are all 200 m beyond the road, so they will be essentially free from any major construction noise impacts. 4.10.1.2 Ambient Air Impacts Ambient air pollution subsequent to subgrade upgrading and surface widening will be mainly in the following aspects: a. Fugitive dust arising out of lime-soil mixing: In light of the available conditions along the road, decentral lime-soil mixing (i.e. roadside mixing) will be employed for subbase upgrading purposes. Fugitive dust from this practice is not large in amount, but it causes air impacts at many points at a long distance. Therefore, ambient air in the immediate vicinity may be susceptible to such fugitive dust impacts. According to monitoring results from elsewhere, fugitive dust from lime- soil mixing activities affects the range 100 m leeward of mixing sites, especially the range 50 m leeward, and TSP in ambient air is subsequently higher than the standard. As the construction period of lime-soil mixing activities is generally short, their dust impacts disappear as lime-soil mixing and subbase upgrading activities are completed. b. Dust from vehicles: During the road construction period, many specially-designed machines will be engaged (e.g. roller and spreader). Also, higher dust contents will result from road construction. Construction equipment will add to the content of road dust due to normal traffic, which will worsen the ambient air impacts along the road. According to previous monitoring data, the range of traffic dust impacts during construction of roads is generally not farther than 100 m leeward. Such air impacts can be effectively controlled by road watering. c. Dust and asphalt smoke from asphalt batching plant: The road will be paved with asphalt to be mixed at central batching plants. At least 2 batching plants will be provided in the construction stage. A certain amount of dust will be produced by material hauling and asphalt concrete mixing equipment. This part of dust will be collected and discharged through air conduits, representing point-source pollution discharge. Additionally, the existing asphalt concrete mixing equipment at these two sites is equipped with any dust removing facilities, so there will not be any major dust impacts in the leeward. Another characteristic pollutant from asphalt concrete batching plants is asphalt smoke, which mainly stems from the asphalt 40 melting process and represents central point-source pollution discharge. As asphalt melting is mostly carried out by low-temperature melting technologies, the amount of resultant smoke is not large, and the concentration and rate of smoke discharge meet Class II standard of "Comprehensive Standard for Air Pollutant Discharge" (GB16297-1996). According to previous monitoring results, asphalt smoke from asphalt concrete batching plants affects the area 50 m leeward, but ] such impacts beyond 50 m are minor. 4.10.1.3 Other Environmental Impacts As this segment will be upgraded on the basis of the existing road, without additional land acquisition, it will not cause any further farmland damage or ecosystem impact along the alignment. Since bridges and culverts involved in the road are not many in number, and all of them will be consolidated or widened on the basis of existing ones, without any new bridge and culvert, there will not be any obvious impacts on surface runoff systems and irrigation facilities during the construction stage. The proposed road is located in the Dabie mountainous area with a considerable number of slopes, there is thus a moderate degree of soil erosion. Subgrade upgrading in the construction stage will certainly disturb the ground surface and expose the soil surface of subgrade, which will in turn aggravate soil erosion. As the construction period will only last one year, slope protection works will be completed as the construction of main works comes to the end, and soil erosion from the subgrade will be effectively controlled at the previous level. 4.10.2 Environmental Impacts in Operation Stage Environmental impacts in the operation stage of this road will be mainly in the aspect of traffic noise and vehicle exhaust. The considerably better road surface free from pits will greatly reduce traffic noise. Assuming an equal traffic volume, traffic noise impacts on both sides of the road will be significantly less in comparison with the situation without the project. At the same time, higher speed will enable vehicles to go at economical speed, low speed and even idling will be considerably reduced. As a result, CO and other polluting materials contained in vehicle exhaust will be cut down to some extent, and ambient air impacts will be subsequently reduced. The improved road surface will result in less dust on the road, and air impacts by fugitive dust will be also reduced. 4.10.2.1 Traffic Noise Impacts As this road is located in undeveloped mountainous areas, the vehicle holding is limited and subsequently the traffic volume is relatively small. As forecast in the feasibility report, the traffic volume will not be larger than 1,000 vehicles/d by 2010 and 2,000 vehicles/d by 2020. With the road surface upgraded, traffic noise impacts will be limited, and as expected, will not exceed the standard. Further to this, the road gores from south to north, whereas houses all face south, without any window reserved in the vertical walls on both east and west sides, traffic noise impacts are not expected to significantly disturb the local residents. 41 The hospitals and schools at Sidian, Tianpu and Hepu, as being 200 m beyond the road, will be almost free from traffic noise disturbance. 4.10.2.2 Ambient Air Impacts Exhaust from vehicles will be the major air pollution source in the operation stage. The improved surface will result in lower dust contents, so fugitive dust arising out of vehicles and subsequent dust pollution will not be significant. With a small traffic volume on the road, NO, hourly average concentrations are not expected to exceed the standard in the service life of the road. 4.10.2.3 Other Environmental Impacts With a low subgrade structure adopted, the upgraded road will cause neither adverse impacts on the normal communication of the local residents, nor significant socalt segregation. With the road improved, the local communication will be more convenient, which will be helpful for promoting the regional socioeconomic development and improving the people's livelihood. 4.11 Project Component No. 9-1 4.1 1.1 Environmental Impacts in Construction Stage This is an unclassified road in the deep Dabie mountainous area, with a subgrade width of 9 m. Much dust arises out of the earth and stone surface when it is fine, and it is very difficult to drive when it rains. This project component is to repair the subgrade and to provide a 6 m asphalt surface according to standards for unclassified asphalt roads in mountainous and heavy hillyland areas, to have a better surface and a greatly larger capacity. Since additional land acquisition will not be required, possible environmental impacts in the construction stage will be mainly encountered in the following aspects. 4.1 1.1.1 Noise Impacts Additional acoustic environmental elements due to the construction of this project component includes: a. Traffic noise during construction: Many trucks will be engaged in transporting sand, stone, asphalt and cement among other building materials, which will result in larger traffic volumes and higher traffic noise levels. b. Construction equipment noise: Noise to be caused by asphalt concrete batching plants, generators, spreaders and rollers among other construction equipment will also pose some environmental impacts in the construction stage. According to available analogue monitoring and forecast results, such construction equipment will cause equivalent ambient noise levels higher than 7OdB(A) within 50 m around the construction site, though the impacts beyond this range will be less. 42 c. Road surface construction will undoubtedly interfere with traffic and reduce driving speed, and even cause traffic jam. Also, traffic noise impacts along the alignment will be increased to some extent. This road is located in the hinterland of the Dabie Mountainous, with hills distributed at the full length. Villages and townships along the road include Taoyuan, Shihegang, Longtan, Majiafan, Linggang and Nanwan. Shihegang is the place of a township government. Villages are not many in number, but they are densely populated. Some shops are also distributed along the road. All houses face north, with vertical walls built on the side facing the road, but without any windows. Construction activities, if suspended in night times, are expected to only cause minor impacts, if any, on the local residents living behind. Schools and hospitals are provided at Sihhegang, but they are all 200 m beyond the road, and thus will be essentially free from construction noise disturbance. 4.11.1.2 Ambient Air Impacts Ambient air pollution subsequent to subgrade upgrading and surface widening will be mainly in the following aspects: a. Fugitive dust arising out of lime-soil mixing: The component will be constructed in 2 lots. In light of the available conditions along the road, decentral lime-soil mixing will be employed for subbase upgrading purposes. Fugitive dust from this practice is not large in amount, but it causes air impacts at many points at a long distance. Therefore, ambient air in the immediate vicinity may be susceptible to such fugitive dust impacts. According to monitoring results from elsewhere, fugitive dust from lime-soil mixing activities affects the range 100 m leeward of mixing sites, especially the range 50 m leeward, and TSP in ambient air is subsequently higher than the standard. As the construction period of lime-soil mixing activities is generally short, their dust impacts disappear as lime-soil mixing and subbase upgrading activities are completed. b. Dust from vehicles: During the road construction period, many specially-designed machines will be engaged (e.g. roller and spreader). Also, higher dust contents will result from road construction. Construction equipment will add to the content of road dust due to normal traffic, which will worsen the ambient air impacts along the road. According to previous monitoring data, the range of traffic dust impacts during construction of roads is generally not farther than 100 m leeward. Such air impacts can be effectively controlled by road watering. c. Dust and asphalt smoke from asphalt batching plant: The road will be paved with asphalt to be mixed at central batching plants. As the road is proposed to be divided into two lots, at least 2 batching plants will be provided in the construction stage. A certain arnount of dust will be produced by material hauling and asphalt concrete mixing equipment. This part of dust will be collected and 43 discharged through air conduits, representing point-source pollution discharge. Additionally, the existing asphalt concrete mixing equipment at these two sites is equipped with any dust removing facilities, so there will not be any major dust impacts in the leeward. Another characteristic pollutant from asphalt concrete batching plants is asphalt smoke, which mainly stems from the asphalt melting process and represents central point-source pollution discharge. As asphalt melting is mostly carried out by low-temperature melting technologies, the amount of resultant smoke is not large, and the concentration and rate of smoke discharge meet Class II standard of "Comprehensive Standard for Air Pollutant Discharge" (GB16297-1996). According to previous monitoring results, asphalt smoke from asphalt concrete batching plants affects the area 50 m leeward, but such impacts beyond 50 m are minor. 4.11.1.3 Other Environmental Impacts As this segment will be upgraded on the basis of the existing road, without additional land acquisition, it will not cause any further farmland damage or ecosystem impact along the alignment. Since bridges and culverts involved in the road are not many in number, and all of them will be consolidated or widened on the basis of existing ones, without any new bridge and culvert, there will not be any obvious impacts on surface runoff systems and irrigation facilities during the construction stage. The proposed road is located in the Dabie mountainous area with a considerable number of slopes, there is thus a moderate degree of soil erosion. Subgrade upgrading in the construction stage will certainly disturb the ground surface and expose the soil surface of subgrade, which will in turn aggravate soil erosion. As the construction period will only last one year, slope protection works will be completed as the construction of main works comes to the end, and soil erosion from the subgrade will be effectively controlled at the previous level. 4.11.2 Environmental Impacts in Operation Stage Environmental impacts in the operation stage of this road will be mainly in the aspect of traffic noise and vehicle exhaust. The considerably better road surface free from pits will greatly reduce traffic noise. Assuming an equal traffic volume, traffic noise impacts on both sides of the road will be significantly less in comparison with the situation without the project. At the same time, higher speed will enable vehicles to go at economical speed, low speed and even idling will be considerably reduced. As a result, CO and other polluting materials contained in vehicle exhaust will be cut down to some extent, and ambient air impacts will be subsequently reduced. The improved road surface will result in less dust on the road, and air impacts by fugitive dust will be also reduced. 4.11.2.1 Traffic Noise Impacts As this road is located in undeveloped mountainous areas, the vehicle holding is limited and subsequently the traffic volume is relatively small. As forecast in the feasibility report, the traffic volume will not be larger than 1,000 vehicles/d by 2015 44 and 1,500 vehicles/d by 2020. With the road surface upgraded, traffic noise impacts will be limited, and as expected, will not exceed the standard. Further to this, the road gores from south to north, whereas houses all face south, without any window reserved in the vertical walls on both east and west sides, traffic noise impacts are not expected to significantly disturb the local residents. The hospitals and schools at Shihegang, as being 200 m beyond the road, will be nearly free from any traffic noise impacts. 4.11.2.2 Ambient Air Impacts I Exhaust from vehicles will be the major air pollution source in the operation stage. The improved surface will result in lower dust contents, so fugitive dust arising out of vehicles and subsequent dust pollution will not be significant. With a small traffic volume on the road, NO. hourly average concentrations are not expected to exceed the standard in the service life of the road. 4.11.2.3 Other Environmental Impacts With a low subgrade structure adopted, the upgraded road will cause neither adverse impacts on the norrnal communication of the local residents, nor significant social segregation. With the road improved, the local communication will be more convenient, which will be helpful for promoting the regional socioeconomic development and improving the people's livelihood. 4.12 Conclusions 4.12.1 Construction Stage The 10 project components will be all upgraded on the basis of existing roads. Main works will be mainly in the field of subgrade/surface upgrading and widening for the purpose of a larger capacity, without any additional land acquisition and resettlement. Thus, the environmental impacts in the construction stage will be mostly encountered in the following aspects. a. The vicinity of construction sites will be affected by noise from construction equipment and hauling trucks. With half of the width remaining open to traffic while construction proceeds on the other half, normal traffic noise on the road will also cause some environmental impacts. b. Due to the air impacts by fugitive dust and asphalt smoke arising out of lime-soil mixing, building material hauling and asphalt concrete mixing activities, TSP contained in the ambient air close to construction sites may exceed the standard. c. Investigation suggests that there is neither scenic spot and natural reserve among other special sensitive sites, nor rare and endangered species in the range 1 0 km. 45 d. Since bridges and culverts involved in the road are not many in number, and all of them will be consolidated or widened on the basis of existing ones, without any new bridge and culvert, there will not be any obvious impacts on surface runoff l ~ systems and ecosystems during the construction stage. Components 1-1, 2-1, 3-1, 4-1, 5-1 and 5-2, as being located in plain and microhilly areas, will not cause any considerable increase of soil erosion in the construction stage, but the rest 4 components (i.e. 6-1, 7-1, 8-1 and 9-1) located in mountainous and heavy hillyland areas may lead to aggravation of soil erosion. Fortunately, with slope protection works completed together with construction activities, soil erosion along the roads will be controlled at the previous level. ] 4.12.2 Operation Stage a. When the roads are completed and put into service, the considerably better roat surface free from pits will greatly reduce traffic noise. Assuming an equal traffic I volume, traffic noise impacts on both sides of the road will be significantly less in comparison with the situation without the project. At the same time, higher speed will enable the reduction of pollutants contained in vehicle exhaust, which will mitigate exhaust pollution to some extent. b. Due to the normal growth and induced growth, the traffic volume on improved roads will be larger and larger from year to year, subsequently traffic noise impacts on both sides of the roads will be more and more serious. In this case, equivalent traffic noise levels above the standards will be sometimes encountered during day peak traffic volumes in the early and middle operation periods. c. In the middle and late operation periods, NO, hourly average concentrations will be found above the standard in some cases, but the duration will not be long, and ambient air quality will not be obviously deteriorated. d. These project components, when completed, will do good to promoting the i regional socioeconomic progress and improving the people's living standard and quality of life. 46 ENVIRONMENTAL ACTION PLAN 5. ENVIRONMENTAL ACTION PLAN * Basis of Preparation a. State Council Order No. 253 "Regulations for Environmental Management of Construction Projects" b. "Circular Letter on Enhancement of EIA Management under International - I Financing Organization-Financed Construction Projects" issued by the State Planning Commission, State Economic and Trade Commission, People's Bank of China and National Environment Project Agency in letter No. 324 (1993) c. World Bank Operational Manual, OP, BP, GP4.01, January, 1999 * Organization of EAP a. Environmental management program: develop environmental impact mitigation/ offsetting measures b. Environmental supervision program: prepare action plans for the implementation of various environmental impact mitigation/offsetting measures c. Environmental monitoring program: prepare environmental monitoring programs for both construction and operation stages d. Environment protection cost estimate: prepare cost estimates required for the various environmental impact mitigation/offsetting measures 5.1 Environmental Management Program 5.1.1 Environmental Management Laws and Regulations a. Law of Environment Protection, PRC b. Law of Air Pollution Control, PRC c. Law of Water Pollution Control, PRC d. Regulations for Noise Pollution Control, PRC e. Law of Soil Conservation, PRC f. Tentative Regulations for Water Pollution Management in Huai Basin g. Regulations for Environmental Management under Construction Projects 5.1.2 Applicable Standards a. Standard of Ambient Air Quality (GB3095-1996) b. Standard of Ambient Noise in Urban Areas (GB3096-93) c. Noise Limits for Boundary of Construction Sites (GB12523-90) d. Comprehensive Standard of Sewage Discharge (GB8978-1996) e. Comprehensive Standard of Air Pollutant Discharge (GB16297-1996) 5.1.3 Environment Protection Action Plan for Feasibility Study State Environment protection action plans for the feasibility stage mainly include IEE and EAP. This task is undertaken by Henan Institute of Environment Protection as commnissioned by Henan Department of Transportation. 5.1.4 Environment Protection Action Plan for Design Stage As prove by many facts, adequate attention to various adverse impacts in construction 47 and operation stages and provision of corresponding mitigation/offsetting measures in the design stage is an economical, efficient and reasonable way to avoid or mitigate the possible adverse environrmental impacts subsequent to the construction of projects. The following engineering measures are required to be incorporated into the design stage of the project for which is report is prepared: a. Longitudinal allocation of soil works will be properly arranged, in light of the project features, to minimize borrow area operations. Where large quantities of soil are required for subgrade upgrading purposes, soil materials will be taken from side ditches, wherever possible, so as to minimize farmland damages. b. Adequate attention will be given to surface drainage in the project design, with side ditches improved together roads to ensure smooth drainage and avoid surface drainage directly flowing into farmland. c. For the roads in mountainous and heavy hillyland areas, slope protection of road embankments will be properly handled and retailing walls will be considered for road segments with large excavations, such that soil erosion will be reduced. d. Afforestation for slopes and both sides will be designed together with the main works, with plant species properly selected and afforestation costs ensured. e. The designer will conduct detailed investigation of environmental features along the alignment, with asphalt concrete batching plants properly selected (or lime- soil mixers where central lime-soil mixing will be applied) and located far from any residential site, hospital and school among other sensitive sites, at a distance of more than 200 m on the leeward of such. f. The annual precipitation in Xinyang is over 1,000 mnm, so construction activities will be arranged to escape the rainy season from June to September, whenever possible. 5.1.5 Environment Protection Action Plan for Construction Stage According to the mentioned environmental impact analysis as previous stated in this document, environmental impacts in the construction stage will be mainly in the field of noise and dust resulting from construction activities, so environment protection measures will be accordingly as follows: a. Any land for the use of camps and other temporary works will be identified in wasteland or less cultivable land, wherever possible, so as to minimize the use of farmland. b. Construction schedules will be properly arranged to avoid construction activities from 22:00 pm to 6:00 am where any residential site, hospital or school is at a distance of less than 200 m, thus avoiding construction noise impacts on such sensitive sites. 48 l c. To minimize construction noise impacts on any hospital and school close to a road segment, the fence on the side facing the road will be raised, as appropriate, prior to the start of any construction activities. d. The contractor for each lot will be obliged to carry out adequate education among his personnel, and require them not to step on farmland and avoid vegetation damage. During construction of the roads in mountainous and heavy hillyland - I areas, the construction works will be ensured against hunting. -) e. House refuse from camps will be gathered delivered to designated places for proper disposal on a regular basis. Sanitary sewage from camps will be simply treated before discharged,,rather than directly led to surface waters. f. Subgrades under construction, or earth roads for hauling trucks, or any other sites giving rise to dust will be watered at least twice a day, once in the morning and once in the aftemoon, or more frequently in the dry season. g. Bulk material hauling trucks will be covered, and stockpile areas will be located adequately far from any residential site, hospital and school, or on the leeward of such sensitive sites, with a distance of more than 200 m kept in between. Materials will be covered in the event of rainy, snowy and windy days. h. Lime-soil and asphalt concrete mixing will be performed in enclosed equipment, whenever possible, and low-temperature melting technologies will be applied to asphalt melting. i. Close cooperation will be sought from highway administration and traffic police departments, to facilitate normal traffic management, traffic accident prevention and traffic jam reduction in the construction stage. This will mitigate traffic noise and exhaust impacts along the roads. j. Afforestation will be completed simultaneously with the main works. 5.1.6 Environment Protection Action Plan for Operation Stage 1. Vehicle management will be strengthened, and any vehicle failing to meet the national traffic noise and exhaust standards will not be allowed onto the road. 2. Horning will be forbidden in night times, with marks to this effect provided 100 m in front of residential sites, hospitals and schools. Lamps instead of horns will be used for overtaking purposes in night times. Driving speed will be limited, as necessary, at the above mentioned sensitive sites. 3. Separating facilities will be provided at residential sites, hospitals and schools where there are frequent human activities, and pedestrian crossings will be provided for the purpose of personal safety. 49 4. Trucks carrying any toxic, harmful and dangerous matters will be accompanied by permits issued by public security and highway administration authorities, and every possible measure will be taken for the avoidance of traffic accidents. 5. The provision of residential sites, hospitals and schools arnong other facilities requiring high environmental quality will not be allowed in the range of 100 m on both sides. 6. The fence of Daquandian hospital on the roadside of Shangcheng-Changzhuyuan road will be raised from 2 m to 3 m in the late operation stage of 2020. The sensitive sites where fences will be raised in the construction and operation stages, | together with the time for action, are summarized in Table 5-1. Table 5-1 Summary of Sensitive Sites for Fence Raising Component Sensitive Distance from Measure Time for No. Site Road (m) Action 5-1 Zhoudang 50 Raising 75 m fence on 2000 middle school roadside from 2 m to 3 m and 6-1 Beixiangdian 30 Raising 90 mn fence on 2000 middle school roadside from 2 m to 3 m Daquandian 20 Raising 80 m fence on 2000 middle school roadside from 2 m to 3 m 7-1 Daquandian 50 Raising 85 m fence on 2020 hospital roadside from 2 m to 3 m Changzhuyuan 20 Raising 100 m fence on 2000 ___________ middle school roadside from 2 m to 3 m The above listed fences will be raised by 365 m, totaling 430 m2. Assuming a unit cost of 70 RMB/m2, the financial requirement is estimated at 30,100 RMB. 5.2 Environmental Supervision Program To guarantee the earnest implementation of various environment protection measures as proposed in the environmental management program, an environmental supervision program is herein developed as shown in Table 5-2. 5.3 Environmental Monitoring Program 5.3.1 Objective The objective of environmental monitoring is to keep informed of the environmental quality in the construction and operation stages, especially the environmental quality at sensitive sites, such that control and mitigating/offsetting measures will be taken, against the environmental problems revealed by monitoring results, to ensure against any obvious environmental quality deterioration due to the construction and operation of roads. 50 Table 5-2 Environmental Supervision Program Interval Responsibility Task Target Feasibility World Bank Completion of IEE and EAP 1. IEE is required to reflect the Study Stage Henan Department present environmental of Transportation features and potential environmental impacts in the project area; 2. Environmental impact i mitigating/offsetting measures will be proposed, with adequate schemes II developed to ensure their -implementation. Design & Project office, 1. Review of environment protection 1. Environmental facilities will Construction environment design and cost estimate included in be designed, constructed and Stages protection agency preliminary design; operated simultaneously 2. Review of asphalt concrete batching with main works; plants (and also lime-soil mixers for 2. Full-scale implementation of some roads), bulk material stockpile EAP will be ensured; areas and camps; 3. Construction dust and noise 3. Review of various construction noise impacts on villages, and dust control and mitigation hospitals, schools and any measures proposed in EAP; other sensitive sites will be 4. Check and supervision of sewage and minimized; solid wastes discharge from camps; 4. Sewage discharge from 5. Inspection and supervision of camps will be ensured environmental monitoring program against major environmental implementation for construction stage; impacts. 6. Investigation and treatment of any environmental accidents during _ ________________ construction. Operation Transportation I. Review of EAP implementation during I. Earnest implementation of Stage agency, construction; EAP will be ensured; environment 2. Review of environmental monitoring 2. Environmental monitoring protection agency program in operation stage; program will be guaranteed; 3. Review of environmental-quality at 3. Villages, schools and villages, hospitals, schools and other hospitals among other sensitive sites; sensitive sites will be 4. Cooperation in respect of ensured of good investigation and treatment of environmental quality and environmental accidents. human health; 4. Possible adverse impacts by traffic accidents will be i___________ _____________________________________________________ mitigated and prevented. 5.3.2 Responsibilities In consideration of the project features and the capabilities of the local environmental monitoring agencies, environmental monitoring under components 1-1 and 2-1 in both construction and operation stages will be commissioned to Zhumadian Prefecture Environmental Monitoring Station, while that under the rest 8 components is assigned to Xinyang City Environmental Monitoring Station. The responsibility for environmental supervision will be with the local highway administration, transportation and environment protection agencies involved in the project. 51 I 5.3.3 Tasks Environmental monitoring tasks to be accomplished in construction and operation stages are separately given in Tables 5-3 through 5-6. Table 5-3 Environmental Monitoring Program for Construction Stage Environmental Component Monitoring Point Monitoring Frequency Element No. Construction 2 points on each road Irregular spot check, not less than site and 4 times a year, 2 consecutive days *1 boundary each time, once in the moming and once in the afternoon 1-1 2 points, one at Not less than 4 times a year, in the l Qiaogou and another middle of January, April, July and at Caigou October respectively, 2 2-1 2 points, one at consecutive days each time, once Guolou and another at in the moming and once in the Wanjindian afternoon 3-1 I point at Wudian 4-1 2 points, one at Baoxin and another at Xiaohuidian 5-1 I point at Shenwan Ambient Noise 5-2 3 points, one at Ambient Noise Huidian, one inside and another outside Zhoudang middle school 6-2 2 points, one inside and another outside Beixiangdian middle school 7-1 3 points, one at Daquandian middle school, one inside and another outside Daquandian hospital 8-1 2 points, one at Sidian and another at Tianpu 9-1 2 points, one at Shihegang and another at Nanwan ditto The same as above, Measurement of dust in and on but only I point at leeward of each construction site, Ambient Air each sensitive site with dust catchers replaced on a monthly basis; twice a year elsewhere (in January and July), consecutive 5 days each time 52 Table 5-4 Environmental Monitoring Factors in Construction Stage Environmental Element Monitoring Factor Ambient Noise Equivalent ambient noise levels day and time Ambient Air Asphalt smoke (only applicable to asphalt concrete batching plant), TSP, dust (in construction site and leeward) Table 5-5 Environmental Monitoring Program for Operation Stage Environmental Component Monitoring Point Monitoring Frequency Elem ent No. _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ 1-1 2 points, one at Qiaogou and 4 times a year, in the another at Caigou middle of January, 2-1 2 points, one at Guolou and April, July and October another at Wanjindian respectively, 2 3-1 1 point at Wudian consecutive days each 4-1 2 points, one at Baoxin and time, once in the l_________ another at Xiaohuidian morning and once in the 5-1 I point at Shenwan afternoon 5-2 3 points, one at Huidian, one inside and another outside Ambient Noise Zhoudang middle school 6-2 2 points, one inside and another outside Beixiangdian middle school 7-1 3 points, one at Daquandian middle school, one inside and another outside Daquandian hospital 8-1 2 points, one at Sidian and another at Tianpu 9-1 2 points, one at Shihegang and l_______________ another at Nanwan ditto The same as above, but only I Twice a year (in January Ambient Air point at each sensitive site and July), consecutive 5 -_________________________________ _(outside school or inside hospital) days each time Table 5-6 Environmental Monitoring Factor in Operation Stage Environmental Element Monitoring Factor Ambient Noise Equivalent ambient noise levels day and time Ambient Air NO , CO, TSP 53 5.3.4 Process for Submission of Environmental Monitoring Data Environmental monitoring data to be obtained in both construction and operation stages will be submitted in the process as shown below. Figure 5-1 Process for Environmental Monitoring Data Submission .i | ~~~~~~World Bankc | t | ~~~~~~~~~~~~~~Henan Department of Transportation| *1 T Henan Environmental Monitoring Center Henan Highway Administration Local Environment Protection Agency Local Transportation Bureau Environmental Monitoring Agency for Each Road 5.4 Environmental Cost Estimate The cost estimate for the project is as shown in Table 5-7. Table 5-7 Environmental Cost Estimate Item Cost ('0000 RMB) Environmental Benefit Raising of hospital/school 3.01 Reduction of noise impacts in fence on roadside construction and operation stages Provision of watering car 102 Mitigation of dust pollution in construction stage Road afforestation 80 Mitigation of noise and exhaust impacts in operation stage Personnel training 25 Improvement of environmental knowledge Environmental monitoring 75 Understanding of environmental in construction stage quality, technical support for Environmental monitoring 245 pollution control measures in operation stage (20-year service life) Total 530.01 54 1 5.5 Personnel Training Altogether 8 counties in Zhumadian Prefecture and Xinyang City are involved in the project. Full-time environmental managers of the county highway administration agencies and part-time environmental managers of the contractors, 25 in total, will be trained together with those responsible for Zhumadian expressway including its connecting roads. As tentatively arranged, the place of training will be Zhengzhou, and the duration will be one month, but the specific time is to be determined under the 'I expressway. Training services will not be arranged for the personnel of Zhumadian/Xinyang Environmental Monitoring Station as they have already received strict technical | training. 6. PUBLIC PARTICIPATION Public participation was conducted by the IEE team during the investigation of environmental status. This was mainly carried out by means of interviews, which involved a total number 158 people in different trades, including 15 county/city NPC/CPPCC (National People's Congress/Chinese People's Political Consultative Conference) members, 150 farmers (95%) and 8 people 58%) in other trades. According to the consultation results, as the project will neither require any additional land acquisition and resettlement, nor involve the immediate interests of the local people while greatly benefiting the local communications and people's livelihood, the public is all for the construction of the project and willing to render active support and corporation such that the project will be started as soon as possible. i 55 Subtable Summary of Environment Protection Measures by Stages Environmental Environment Protection Measure Implementation Supervision Issue _ Responsibility Responsibility Design Stage Soil Works Longitudinal allocation of soil works will be properly handled to minimize borrow area operations. Where large quantities of soil are required for subgrade upgrading purposes, soil materials will be taken from side _ditcies, wherever possible, so as to minimize farmland damages. Soil Erosion 1. Embankment slope protection will be properly designed, with retaining walls provided for deep Designer Henan Department of excavations; Transport, Henan 2. Attention will be attached to slope and roadside afforestation, with plant species carefully selected; Highway Administration 3. Construction schedules for the 8 roads in Xinyang, especially for those in mountainous and heavy Agency, World Bank hillyland areas, will be carefully arranged to avoid the rainy season from July to September, wherever possible. Noise Disturbance I. Low-noise construction equipment will be selected; 2. Trucks in good conditions will be used for transporting of building materials. Air Pollution I. Asphalt concrete batching plants (lime-soil mixers) will be properly selected and located on the leeward of any environmental sensitive sites, with a distance of at least 200 m in between; 2. Enclosed equipment will be selected for asphalt concrete batching plants (or lime-soil mixers), with dust removers provided to reduce dust discharges. Water Pollution Adequate attention will be given to road surface drainage, with side ditches improved at the same time of subgrade upgrading. Surface drainage will be directly discharged into farmiand. Construction Stage Land Use Land use for temporary purposes will be located in wasteland or less cultivable land, wherever possible, to Contractor Henan Department of minimize the use of farmnland. Where it does be necessary to use any farmland, adequate compensation will be Transport, Henan made according to the time of occupation and restoration. Highway Administration Construction Noise 1. Schoolhospital fences within 200 on the roadside will be raised prior to the start of construction; Agency, local transport, 2. Construction will be suspended from 22:00 pm to 6:00 am; highway and 3. Normal traffic management will be strengthened to avoid/mitigate traffic accidents and jams. environment protection agencies 56 # ~~~~~~-- e- I _ - Environmental Environment Protection Measure Implementation Supervision Issue Responsibility Responsibility Construction Dust 1. Construction sites, or earth roads for hauling trucks, or any road segments giving rise to dust will be watered at least twice a day, once in the moming and once in the afternoon, or more frequently in the dry season; 2. Bulk material hauling trucks will be covered, and stockpile areas will be also covered in the event o rainy, snowy and windy days; 3. Lime-soil and asphalt concrete mixing will be carefully located on the leeward of sensitive sites, with a distance of at least 200 m kept in between; 4. Bulk material stockpile areas will be properly identified on the leeward of sensitive sites, with a distance over 200 m kept in between. Ecological Impact 1. Any surface vegetation damaged as a result of temporary land use will be recovered as soon as construction is completed; 2. During construction of roads in mountainous and heavy hillyland areas, construction workers will be ensured against hunting; 3. Afforestation will be completed simultaneously with the main works. Camp Sanitary sewage from camps will be simply treated before discharged. House refuse will be gathered and delivered to designated places for regular disposal. Operation Stage Trafric Noise I. Hlorning will be forbidden in sensitive sites, with marks to this effect provided 100 m in front of such County highway County transport, public sites; administration security and 2. Lamps instead of horns will be used for overtaking purposes in night times; and traffic police environment protection 3. Driving speed will be limited, as necessary, at sensitive sites; authorities authorities 4. Daauandian hospital fence on the roadside will be raised to 3 m by 2020. Vehicle Exhaust 1. Exhaust discharge monitoring will be strengthened, and any vehicle failing the applicable national standard will not be allowed on the road; 2. It is inadvisable for any new residential site, school, hospital and any other sensitive site to be built in the range of 200 m on both sides. Traffic Safety I. Separating facilities will be provided at residential sites, hospitals and schools where there are frequent human activities, and pedestrian crossings will be provided for the purpose of personal safety; 2. Enhanced education in traffic safety will be carried out; 3. Trucks carrying any toxic, harmful and dangerous matters will be accompanied by permits issued by public security and highway administration authorities, and every possible measure will be taken for the avoidance of traffic accidents. 57 W~~~~~~~~~~~~~~~~~~~~~ zl b~~~0;A C PoE d lI!§l W P k U ~~~~~~~~~~~~~~~~~O; 1 1~~~~~~~~~~~~~~~~~ MAP-I~~ ~ ~~~~~0~V RodOinetadSniieS t Dsrbtin-oe opnetN.- , ;t _s ^ ? _ _, 0 ~ ~ ~ 00 kI~~~~i ia w Ti M1ap-2 Road Aligment and Senasitive Sit Distribution --Project Component No.2-1 14 00 0 OR7 t it iff M it -3 ow 0 la ai ID vo t, I A-0,  -MK WC) Ir 4+ ID E X ol OW Map-3 Road Alignment and Sensitive S'lt Distribution --Shilihe-Zhangjiatucheng Road H ti~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~t Map-4 Road Alignent and Sensitiv Si itrbto --uni-0 rdeRa Ma- odAinen n estv itDsrbto hownbig-usa G3 2~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ AIN Gdsngsban, Ko 6 Om 0Co- tgo Leo K H ofv wo 0 0 91 4) Q OR f oiz H- o LHo) 0 t- LH o Iwo RZ vg O-B 0 ft on 14 tD PF, CD Pt Map-6 Road Alignment and Sensitive Sit Distribution --Luoshan-Gongjiapeng Road 0~~~~~~~~~~ 0~~~~~f~~~~~J0 Map-7 Road Alignment and SensitVe Si itiuio -AnsanMfnR 0 49 -'A or C).A. pe Proi A10 iD 0 0 MO ng Q! 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