E-425 VOL. 9 Project With Loans From the World Bank GHK2000-33 People's Republic of China World Bank Financed Jiangxi NO.2 Road Project Rural Roads Improvement Program ( RRIP ) TANGJIANG-DONGSHANZHEN ROAD (RRIP4) ENVIRONMENTAL IMPACT ASSESSMENT REPORT (SECOND EDITION) Jiangxi Provincial Environmental Protection Research Institute State Environmental Assessment Certificate Grade A No.2303 Entrusted by Jiangxi High-Speed Highway Investment & Development Company Ltd December, 2000 Project With Loans From the World Bank GHK2000-33 People's Republic of China World Bank Financed Jiangxi NO.2 Highway Project Rural Roads Improvement Program (RRIP) Tangjiang-Dongshan Road (RRIP 4) Environmental Impact Assessment Report (Second Edition) Jiangxi Provincial Environmental Protection Research Institute State Environmental Assessment Certificate Grade A No. 2303 Entrusted by Jiangxi High-Speed Highway Investment & Development Company Ltd December, 2000 People's Republic of China World Bank Financed Jiangxi NO.2 Highway Project Rural Roads Improvement Program (RRIP) Tangjiang-Dongshan Road (RRIP 4) Environmental Impact Assessment Report (Second Edition) Compiler: Jiangxi Provincial Environmental Protection Research Institute. Director: He Jili Senior Engineer Chief Engineer: Wan Liangbi Senior Researcher Technical Review: Cheng Longting Senior Engineer [(ES) Qualification Certificate No. 085031 Project Leader: He Jili Senior Engineer [(ES) Qualification Certificate No. 085001 Participants: Yang Jun Assistant Engineer [(ES)Qualification Certificate No. 112091 Chen Kai Engineer [(ES) Qualification Certificate No. 085011 Hu Xiaohua Senior Engineer [(ES) Qualification Certificate No. 087151 Huang Jingming Engineer [(ES) Qualification Certificate No. 084991 Xie Daomou Assistant Engineer [(ES) Qualification Certificate No. 112101 Implementer of Monitoring: Ganzhou Municipal Environmental Monitoring Station Entrusted by Jiangxi High-Speed Highway Investment & Development Company Ltd 2 CONTENT Preface Chapter One General Description 1.1 Purpose of Assessment ................................... 2 1.2 Bases for Compilation ................................... 2 1.3 Scope of Assessment & Assessment Factors ................................................... 3 1.4 Class of Assessment Work ................................... 4 1.5 Periods to Be Covered by This Assessment ................................... 4 1.6 Criteria of Assessment ................................... 4 1.7 Major Objectives Under Environmental Protection ........................................ 6 1.8 Methods of Assessment ........................................ 7 Chapter Two Project Description 2.1 Significance of the Project ........................................ 8 2.2 Run of the Route and Major Controlling Points ........................................ 8 2.3 Size of Construction, Major Technical-Economic Index, and Engineering Works ............8..................... 8 2.4 Description of Highway Engineering ........................................... 9 2.5 Projected Traffic Volume .................................................. 11 2.6 Construction Materials to Be Obtained Locally ............................................... 12 2.7 Estimates of Investment & Schedule of Construction Progress ............................. 12 2.8 Environmental Impact Analyses of Construction Work ...................................... 12 Chapter Three Environmental Survey & Assessment 3. 1 Natural Environment .............................................. 14 3.2 Survey & Assessment of Existing Ecological Environment ................................. 15 3.3 Investigation & Assessment of Existing Air Environment ................................... 17 3.4 Assessment of Existing Acoustic Environment ............................................... 17 3.5 Investigation & Review of Status Quo of Water & Soil Erosion ................. 19 3.6 Investigation and Comments on Current Social Environment .............................. 20 Chapter 4 Prediction &Assessment of Environmental Impact 4.1 Prediction & Assessment of the Impact on Ecological Environment ....................... 23 4.2 Prediction & Assessment of Acoustic Environmental Impact .............................. 24 4.3 Prediction & Assessment of Ambient Air .................................................... 29 4.4 Analyses of the Impact on Water Environment ............................................... 32 4.5 Prediction & Analysis of Impact of Water & Soil Erosion ................................. 34 4.6 Review of Impact on Social Environment ................................................. 36 4.7 Environmental Impact from Building Materials Excavation and Transport and Its Mitigation Measures ..........................3...............8....... 38 4.8 Environmental Impact Mitigation Measures ................................... 39 5 Chapter 5 Cost-Benefit Analysis of Environmental Impacts 5.1 Assessment of Project Benefit ............................................... 46 5.2 The Estimates of Environmental Protection Investment .................................... 46 5.3 Cost-Benefit Assessment of Environment Economy ......................................... 47 Chapter 6 Public Participation 6.1 Investigation of Public Participation ............................................... 49 6.2 Content & Result of Investigation ............................................... 52 6.3 Public Opinion & Suggestions ............................................... 52 6.4 Publication and Feedback of Information ............................................... 53 6.5 Conclusion of Public Participation ............................................... 53 Chapter 7 Environmental Management & Monitoring Plan 7.1 Environmental Management Plan ............................................... 55 7.2 Environmental Monitoring Plan ............................................... 56 Chapter 8 Conclusion of Assessment 8.1 Ecological Environment ............................................... 59 8.2 Water Environment ............................................... 59 8.3 Acoustic Environment ................... , , ,, 59 8.4 Environmental Air ................. 59 8.5 Social Environment ................. 59 Appendix Attaclhed Figurel. Geographical Position of Project Site Attached Figure 2.Route Run and Environmental Monitoring Spots Distribution Attached Figure3. Field Plan for Environmental Monitoring Spots Distribution Preface Jiangxi Province will construct Jiangxi No.2 Highway ( the Taihe-Ganzhou Section of Gan-Yue Expressway) with the loans from the World Bank. This will contribute to the completion of the major frame for the provincial highway network. In order to enhance the function of this major framework-, Tangjiang-Dongshan Road ( RRIP 4 ), as a component of the four Rural Roads Improvement Program ( RRIP), is also included in this project as a linking road upgrading subproject. The Research & Design Institute of Jiangxi Provincial Highway Administration finished the feasibility research report for this project in May, 2000. According to the requirements of Rtules Concerning Environmental Protection Management for Construction Projects (State Council Decree No. 253) and Methods Concerning Elnvironnmental Protection Managemenit for Traffic Construiction Projects , Jiangxi High-Speed Highway Investment & Development Company Ltd entrusted Jiangxi Provincial Environmental Protection Research Institute (JPEPRI)with the environmental impact assessment (EIA)work for the linking road subproject of Jiangxi No. 2 Highway Upgrading Project (JN2HUP) with loans from the World Bank in September, 2000. Accordingly, with the cooperation and support of the local governments along the route and other parts concerned as well as the designers, the EIA team from Jiangxi Provincial Environmental Protection Research Institute (JPEPRI) made detailed study on the project feasibility research report, and made field survey along the entire route. Based on the findings of careful field work on the environmental status quo and the major objectives of environmental protection along the route as well as other related data collected from a variety of sources, the EIA team has completed the compilation of the environmental impact assessment. Based on this EIA Outline, the EIA team made detailed investigation and arranged relevant environmental monitoring along the route, and made analyses and prediction of the environmental impacts arising from the highway both in construction and operation periods, upon which corresponding measures and schemes were set forward for the abatement of the unfavorable environmental impact and pollution. By the end of October, 2000, the first edition of the EIA report was completed., and reviewed by the Pre-Appraisal Mission for Jiangxi No. 2 Highway Project in Nanchang City from November 12 to November 18, 2000. According to the comments and requirements from the mission, the EIA team of JPEPRI has revised and supplemented the first edition of the EIA report and completed its second edition. l Chapter One General Description 1.1 Purpose of Assessment Highway construction is of developing activity which exerts far-reaching influence on society and economy. Since it will have strong impact on the natural and social environments both in the construction and operation periods, the interaction between the project implementation and environmental protection should be carefully handled. This EIA work is intended to have the following aims: 1. Analyses, predictions and assessments will be made both qualitatively and quantitatively of the social-economic and environmental status quo along the route and the scope and extent of future impact; the implementation of the highway construction and the selection of optimal route possible will be reviewed and examined in terms of environmental protection. 2. Feasible proposals for environmental protection or improvement measures and strategies will be made to the designers and constructors of this project so as to minimize the negative impact of this project on environment. 3. The implementation plan will be worked out for the environmental management both during the construction and operation periods, which can also serve as helpful information and scientific data for the economic development, urban development and environmental plans of the areas along the route. 1.2 Bases for Compilation 1. The Environnmental Protection Law of the People s Republic of China (December 26, 1989); 2. The Water & Soil Conservation Law of the People s Republic of China (June 29, 1991); 3. The LandAdministration Law of the People s Republic of China (August 29, 1998); 4. The Lawv Concerning the Prevention and Control of Environmental Noise Pollution, the People s Republic of China (October 29, 1996); 5. The Law Concerning the Prevention and Control of Water Pollution, the People s Republic of China (May 15,1995); 6. The Law Concerning the Prevention and Control of Atmospheric Pollution, the People s Republic of China (December 29, 1995); 7. The Law Concerning the Prevention and Control of Solid-Waste Pollution, the People s Republic of China (October 30, 1995); 8. The Cultural Relics Protection Law of People s Repuiblic of China (November, 19,1982) 9. The Highlvay Law of the People s Republic of China (July 3, 1997); 10. The Administrative Rules for the Environmental Protection of Construction Projects (The State Council Decree No. 253, November 18, 1998); 11 The Methods for Environmental Protection Management of Traffic Construction Projects (the Minister's Ordinance of the Ministry of Communication No. 17, 1990); 12. A Notice on Strengthening the EIA work for Construiction Project with Loans from International Financial Institutions, Document [1993] NO.324, Jointly issued by NEPA, the State Planning Commission, the Ministry of Finance and the People's Bank of China. 13. The World Bank Operation Manual (OP/BP/GB 4.01, March 1999) 2 14. The Technical Guicdelines for Environmental Impact Assessnment (The National Environmental Protection Agency, HJ/T2. 1-2.3 -1993, HJ/T2.4-1995, HJ/T 19-1997); 15. The Classified Managerial Items of Environmental Protection for Construction Projects (Provisional) [The National Environmental Protection Agency, Huanfa No. 99, 1999]; 16. The Guidelines of Environmental Impact Assessment for Highwvay Construction Projects (Provisional) [The Ministry of Communication, JT J005-96]; 17. The Rules of Environmental Protection for Construction Projects in Jiangxi Province (April 29,1995); 18. The Letter of A ttorney for Environmental Impact Assessment; 19. The Project Feasibility Research Report of the Rural Road Improvemenprogram (the upgrading of the road section from Tangjiang-Dongshan, a subproject of Jiangxi No. 2 Highway Project), compiled by Research & Design Institute of Gan Nan Highway Administration, in April, 2000.- 20. Outline of EIA of Tangjiang-Dongshan Rural Road Improvement Program- a linking road upgrading subproject of Jiangxi NO.2 Highway Project with Loans from the World Bank ( Jiangxi Provincial Environmental Protection Research Institute,Oct.,2000). 21.. The Letter on Approval of the Environmental Standards Implemented in the EIA of Tangjiang-Dongshan Highway Improvement Progran, Ganzhou-Fengzhou Highway of Jiangxi No. 2 Highway Projects. ( Gan Shi Huan Jian Bian Zi No. 7, 2000) 1.3. Scope of Assessment & Assessment Factors 1.3.1. Scope of Assessment In view of the features of EIA of highway construction project and practical experience as well as the natural environment characteristics of the areas along the projected route, the scope of this EIA is shown in Table 1.3-1. Table 1.3-1 Scope of EIA of Ganzhou-Fengzhou Highway Upgrading Project Code Envirornent Scope of Assessment Factor Acoustic The area within a 200m radium from the central line of the road and its Enviromnent sensitive spots(These limits can be appropriately extended at some major sensitive spots such as urban areas, schools and hospitals. 2 Ambient Air The area within a 200m radium from the central line of the road and its sensitive spots(These limits can be appropriately extended at some major sensitive spots such as urban areas, schools and hospitals. 3 Ecological The area within a 200m radium from the central line of the road; earth Environment borrowing & dumping sites and quarries concerned 4 Social The sensitive spots within a 200m radium from the central line of the Environment road such as residential areas, schools, hospitals and cultural remains; the area directly influenced by the highway as is defined in the report _ _____________ of the feasibility research 5 Water Environment Water bodies within a 200 radium from the central line of the road. 1.3.2. Assessment Factors In accordance with The Guidelines of Environmental Impact Assessment for Highway Constr uction Projects and the analyses of the pollution sources in this project, the following factors are selectedfor this assessment: 1. Social Environment: traffic & transport, socioeconomic development, land use; 3 2. Ecological Environment: land occupancy, damage to crop and vegetation; 3. Water & soil Preservation: borrowing and dumping of earth & stonework, amount of soil erosion; 4. Acoustic Environment: traffic noise Laeq, environmental noise Laeq. 5.. Ambient Air: dust, TSP, pitch smoke. 1.4. Class of Assessment Work In accordance with the Technical Guidelines for Environmental Impact Assessment (HJ/T2.1-2.3-93, HJ/T2.4-1995, HJ/T19-1997), the class of assessment determined for each item is shown in Table 1.4-1; the review of social environment will follow the requirements of Rules of EIA for Highway Construction Project (Provisional, JTJ005-96). Table 1.4-1 Determination of Class for ParticularAssessment Items Item Criteria Class of Assessment Acoustic There is obvious increase in noise( Lacq)after the construction Class 2 Envirounuent Ambient Air The landform is comparatively simple; the equivalent Class 3 discharge is comparatively small. Ecological The limits of influence are smaller than 50k in2; the reduction Class 3 Environment of biomass is less than 50%; little influence on the I bio-diversity. 1.5. Periods to Be Covered by This Assessment The periods to be covered by this assessment include the construction period, and operation period; according to forecast year limit of traffic volume in the Report of the Project Feasibility Research, the operation period is further divided into the initial period (2003) , the middle period (2016) and the long-term period (2022), which will also be respectively covered by this assessment. 1.6. Criteria of Assessment Based on the The Letter on Approval of the Environmental Standards Implemented in the EIA of Tangjiang-Dongshan Highway Improvement Program, Ganizhou-Fengzhou Highway of Jiangxi No. 2 Highway Projects. ( Gan Shi Huan Jian Bian Zi No. 7, 2000), the following standard will be followed for this assessment: I. Water Environment: the main surface water system in the project-affected area is Shangyou River. Based on the quality of the surface water bodies along the projected route and their functional requirements, Grade III of the Environmental Quality Standard for Surface Water(GHZB 1-1999) will be adopted for the assessment of surface water quality, except for the assessment of SS, which will apply Grade I of the Water Quality Standardfor Cropland Irrigation (GB5084-92). (See Table 1.6-1) 4 Table 1.6-1 Criteria for the Assessment of Water Environment Unit: mg/L (except for the assessment of pH) Item pH CODCr Oil SS Note GHZB 1-1999 Grade I of the Water Grade 1-1999 Limi6.5-8.5 < 20 <0.05 <150 2uality Standard for Grade III Limits 'ropland Imgation GB5084-92) will be GB 8978-1999 6-9 100 5 70 dopted for the assessment Grade I Limits FSS. 2. Acoustic environment: The Noise Limits For Construction Site Border (GB12523-90, See Table 1.6-2) will be adopted for acoustic environment assessment of construction period; A Reply Concerning the Issues about the Standards of Environmental Noise Applied in EJA of Highway Construction (State Environmental Protectioni Bureau HuanHan No.46,1999) will be adopted for the operation period; Grade IV of En7vironmmental Noise Standards for Urban Areas (GB3096-93) will be adopted for the assessment of the concentration of residential areas along either side of the route and the buildings directly facing the rdad; in accordance with the requirements from the expert from the World bank, Grade I of GB3096-93 will be adopted for the environmental noise outside the classroom ( See Table 1.6-3). 3. Ambient Air: Grade II of the Standardfor Ambient Air Quality (BG3095-1996, See Table 1.6-4) is adopted for the assessment of air quality; Comprehensive Standardfor the Emission of Atmospheric Pollutants for the assessment of pitch smoke(See Table 1.6-4). Table 1.6-2 The Limits of Noise Value For Construction Site Border (GB12523-90) Unit: Leq (dB) Limit of Noise value Construction Period Major Noise Sources Dayime Night earth & stone workL Bulldozer, excavator, loader, 75 55 l __________________________ and so on piling Pile driver of various kind 85 Forbidden structure Concrete mixer and vibrator, 70 55 electric saw | decoration Crane, Lift 65 55 Table 1.6-3 The Limits of Noise Value For Operation Period(abstract) Unit: Leq(dB) Index Daytime Night Grade I of GB 3096-93 55 45 Grade IV of GB 3096-93 60 50 Table 1.6-4 Assessment Standard forAir Quality( Abstract) Unit: mg/ ml pollutant TSP NOx Concentration limits Day mean 0.30 0.10 In Grade II of GB Hour mean 0.15 3095-1996 5 Table 1.6-5 Emission Standard of Pitch Smoke(New Pollution Source) (Abstract) Poll.tan Productio tecUpper limits of Limits of concentration for emission mg/ m3 unorganized emission Pitch Smoke Melting and stirring pitch 40-75 No obvious unorganized mission is allowed 1.7 Major Objectives Under Environmental Protection According to the field investigation on the environment along the route, the major objectives of environmental protection are determined as shown in Table 1.7-1. Sensitive spots of environmental protection are shown in table 1.7-2. Table 1.7-1 Major Objectives under Environmental Protection Environ Factor Objective of Stake No. Of typical Environmental Factor of Impact protection Section Feature Crop K22+600-K24+000 Paddy field Land requisitioned for K27+700-K29+500 road construction, Ecological Woods K43-K46 Pine, fir excavation & filling of Environment roadbed Water & soil K35+50-K41+500 Hilly land Filling work & Conservation K43+450-K46+000 excavation Earth borrowing & Hill and hilly Earth borrowing & dumping sites land dumping Wetland Non-existent Wildlife Non-existent conservation zone Rivers, channels, k35-k41 The Shangyou Construction of Water irrigation River, bridge foundation, Environment systems, ponds Ponds, and Surface runoffs in irrigation operation period; systems Earthwork filling & excavation Acoustic & social 2 primary schools Detailed in Ambient air and Construction noise Environments, and 20 residential Table 1.7-2 acoustic &flying dust, traffic Ambient Air areas sensitive spots noise and waste gas within 2U0m of exhaust pipes radium of the road central line Table 1.7-2 Environmental Sensitive pots along the Route Distance from the Families to be No. Stake No. Village Central line of the affected Road (m) 1 K18+100-K19+100 Pingtian Through 50 2 K20+800-K21+700 Batou At the left side 30. 3 K22+400-K22+500 Qiuwu,Tangshan Through 43 4 K23+800-K24+600 Luowu Through 47 5 K25+000-k}25+400 Shhibigiu At the right side 30 6 K25+600-K26+100 Laowuchang Through 45 7 K26+700 Tuwu At the left side 8 8 K27+300-K27+650 Wuwu Through 21 9 K28+800-k29+850 Hewu At the left side 36 10 K30+000-K30+600 Xiaping Through 59 11 K30+600-K30+800 Xiaping Through 45 12 K31+600-K32+100 Duanshang At the right side 44 13 K32+400-K32+800 Changtangmian Through 22 6 14 K33+1006-k33+200 Tiantou Through 30 15 K34+300-K35+100 Laoshuzui Through 67 16 K37+000-K37+200 Xinhualuobian Through 12 17 K39+000-K39+300 Dahui Through 17 18 K40+200-K40+600 Dabu Through 19 19 K42+000-K42+800 Huangbu Through 300 20 K42+800 Huangsha Middle By the left 15 8 classes,27 teachers,440 chool students 21 K45+080-K46+900 Beitian Through 100 22 K46+900 3eitian Primary By the right 20 5 classes,8 teachers, _____ ____ ichool 150 students Notes: Whether it is left or right is determined by the direction from Tangjiang to Dongshan Town. 1.8. Methods of Assessment This project is a large-scale linear developing project , which involves many sensitive spots and a long run of route, and influences a large area.. In view of this, the assessment work will be concentrated on some sensitive spots and typical sections so as to reflect the true condition of the route as a whole. 1. Section assessment: According to the information provided by the Report of the Project Feasibility Research about the environmental features such as the predicted traffic volume, the engineering works, the topography, and the meteorology, analyses and assessments will be made correspondingly. 2. Modulus-prediction methods will be employed to analyze and estimate the acoustic environment in the operation period, while a combination of investigation, analogy and model-prediction will be used to assess the ecological , air and water environment and the condition of soil erosion.; investigation and analyses will be used to assess aquatic environment, social environment, quality of life and public participation. 3. The major objectives of environmental protection will be assessed individually. 7 Chapter Two Project Description 2.1 Significance of the Project The Ganzhou-Fengzhou Highway (NO.339 Provincial Highway) is both the main channel leading from Ganzhou, Jiangxi province to Rucheng County of Hunan Province, and the main channel by which the south underdeveloped region of Jiangxi Province gets economic connections with the outside. The existing road is of low grade and bad road surface, which greatly limits the economic development in areas along the road. At the same time, the radiating role of highway cannot be brought into full play. Therefore, the upgrading of old road or construction of linking road is quite necessary. The proposed highway construction is significant in the following aspects. 1. It will further improve the communication conditions and investment environment of the south region of Jiangxi Province, so as to accelerate the economic construction of the underdeveloped region along the route. 2. It will fit in with the needs of highway network construction of Jiangxi Province and increase traffic volume, so as to greatly raise the passing capacity of vehicles. At the same time. it will meet the needs of national defense. 3. It will accelerate the development of tourism resources. 2.2 Run of the Route and Major Controlling Points The proposed highway starts at Gan-feng Road (K17+800), Where Cixikou, Tangjiang Town of Nankang City is located, the start point of Ganzhou Linking Road of Gan-Yue Expressway (KO+000), via Tangjiang Town, Longhua Township and Huangbu Township of Shangyou County, finally ends at Ganzhou end (K46+517.57) of Shuinan Bridge of Dongshan Town, Shangyou County. The total length is 28.71757km. (Detailed route is shown in Attached Figure 2). 2.3 Size of Construction, Major Technical-Economic Index, and Engineering Works The proposed highway will be constructed according to the following standard; the horizontal and longitudinal lines will be shaped according to Grade II highway standard; the designed speed is 80km/h; roadbed and road surface will be designed and reconstructed according to Grade II highway standard, roadbed width 12m, road surface width 9m; asphalt/crushed stone road surface; width of bridges and culverts is the same as that of roadbed. The major technical-economic index and construction items are illustrated in Table 2.3-1. 8 Table 2.3-1 Major Technical-Economic Index and Quantity of Construction Items ITEM OF INDEX UNIT INDEX/QUANTIT REMARKS V 1. Basic Index Highway Grade Grade Grade 11 Designed Speed Km/hour 80 Designed Traffic Volume Vehicle/day 3937 Year 2016 Land to be occupied mu 461.76 Estimated investment 10000 RMB 8149.49 Yuan Average costAkm 10000 RMB 283.78 Yuan/ km 2. Route Total mileage length km 28.71757 3. Roadbed & pavement Width of roadbed . m 12 Earth & stone work of 1000 m3 509.901 roadbed Average earth & stone works 1000 ml 17.756 per km Roadbed drainage m3 40645 & protection works 4. Bridge & Culvert _ Designed load Motorcar-20; trailer- 100 Nct widtli of bridge surface m 12 Large bridge m/place 206.5/1 Medium bridge mn/place 35/1 Small bridge rn/place 135/6 Culvert unit 172 l 5. cross of route Plane intersection unit 9 Notes: These data are derived from the Project Feasibility Research Report by Jiangxi Gannan Highway Survey & Design Instituite, April, 2000. 2.4. Description of Highway Engineering 2.4.1 Roadbed 2.4.1.1 Roadbed Scheme I. Width of Roadbed Class II highway standard will be adopted for the project. Roadbed width is 12m, road surface width 9m and road shoulder 1.5m. 2. Designed elevation of roadbed: the elevation of roadbed central line before upgrading will be adopted for the elevation of the project, along the flooded section it should be 0.5m higher than the water level of designed flood frequency of 1/50 +0.5m safe height + lifting value of road arch. 3. Road horizontal slope: 1.5% for vehicle lane; 3% for earth shoulder; 4. Embankment side slope: Generally, the side slope of fill is 1:1.5; when the height of fill section is more than 20m, side slope within 8.0 m from the top shall be designed 1:1.5 and the 9 side slope at the bottom shall be 1: 1.75, and 1.Orm wide berm shall be built in the middle of slope at the interval of 8m. for the height of embankment is above 20m , the stability coefficient for the side slope should be tested and calculated and it can not be lower than 1 .25m. 5. Cutting side slope: The side slope of earth excavation is designed according to the height of side slope, the earth texture, density and moisture, and the status of underground water and surface water; when the height is less than 20m, slope of 1: 0.3-1:1 is adopted; when the height is between 20-30m, 1:0.2-1:1.5 is adopted. The side slope of stone excavation is designed according to the height of side slope, rock types and the weathering extent, and the status of underground water and surface water. When the height of side slope is less than 20m, slope of 1:0.1-1:1.25 is adopted and when it is between 20-30m, 1:0.2-1:5 is adopted and a drainage trench platform is arranged in the middle of the side slope at 8m interval. 2.4.1.2 Roadbed protection and drainage The fill side slope of submerged roadbed will be protected in the following way; retaining wall or grouted rubble is adopted for the slope protection of the part below the designed water level, sod pavement or other method is applied to the part above the designed water level. Rubble grouted protection wall should be arranged in excavation sections of crushed stone surface, and in road sections of unstable mountain slope, cutting wall and mountainous slope wall should be arranged. In order to keep the stability of the roadbed and road surface and prevent the water ponds on the surface from influencing the vehicle driving, relatively complete drainage system shall be adopted for the project. Side ditches, berms, chutes shall be designed for the filling section, cut-off ditches, side ditches, drop well and chutes shall be built for the section where underground water is exposed. Underground ditches, blind ditches and seepage ditches shall be designed for the section where water level is high. All these form a drainage system to let all kind of water in the project or near the project to the natural rivers. Mortared rubble protection will be designed for the section that is often flooded in a year or the erosion is very serious. 2.4.2. Road surface The road surface is designed with axle load of double-wheel single axle (IOOKN) as the standard axle load: (1) Running lane: Asphalt-grouted surface 4 cm thick; cement-stabilized bedding 1 8 cm thick; bedding course of natural sand and gravel or stone dregs 20 cm thick (2) road shoulder: earth shoulder shall be adopted for the project. 2.4.3. Bridges and Culverts (1) Standard of design Designed load: Motorcar-20, trailer-100, Width of large and medium bridges: net-9+2 X 1.5m(sidewalk), small bridge and culvert same as the width of the roadbed; Designed frequency of flood: 1/100 for big and medium bridges, 1/50 for small bridges and culverts; The whole route is located in the zone with earthquake intensity equal to or less than 6 10 ,thus no earthquake resistant measures are taken for bridges/culverts/structures along the route. (2) Form of structure and cross-section 1) The width of middle/small bridges is the same as that of roadbed, and the outside edge should be consistent with the road edge. 2)The structure form should be determined according to the principle of "obtain raw materials on the spot, suitable measures to local conditions". Pre-stressing concrete hollow slab bridge or reinforced concrete bridge are the better choices for middle/small bridges; and stone arch culvert, pipe culvert and steel and concrete slab culvert being better choices for culverts. 2.4.4. Road- Cross Work The grade crossing is used for intersections of the projected highway ( Grade II highway) with other provincial and county roads. The methods of grade crossing are to be used, and corner lane ,divergent turning lane ,and safety islands will be adopted according to grade, traffic volume of the roads to be intersected.. 2.4.5. Traffic Safety Management In order to guarantee the driving safety and traffic management in the operation period, complete and necessary safety and management facilities should be arranged along the route. (1) Traffic Safety Facility:Protective fence will be installed where the road bank is high, and bridge lead, sharp curves and steep slopes occur. Warning signs and reflective facilities will be arranged along where visibility is low and crosses occur at sharp curves. (2) Traffic management facilities: Necessary and complete signs and sign lines such as warning, prohibiting, instruction ,direction showing etc. should be arranged along the entire route, for which luminous signs and sign lines are adopted. (3) Management Lodging: Improve the existing crossing keeper' houses. In 2 locations of Nankang and Shangyou, keeper's house will be built or upgraded. 2.4.6 Plan for resettlement This project involves resettlement of local residents and the first draft of the corresponding plan has been worked out. 2.5 Projected Traffic Volume The projected traffic volume for this project is shown in Table 2.5-1. Table 2.5-1 Projected Traffic Volume Unit: Vehicle(Medium)/day (Converted into medium-size vehicles) Unit: vehicle/day Year Traffic Volume Total Passenger car Freight car 2003 1333 533 800 2016 3937 2362 1575 2022 5882 4117 1765 Notes: These data are derived from the Project Feasibility Research Report by Jiangxi Gannan Highway Survey & Design Institute, April, 2000. 11 2.6 Construction Materials to Be Obtained Locally The stones along the route are mainly red sandstone, bibley-rock and aleutite. Quarries are available in villages and towns along the route, and the stones are easy to be explored and collected. As the route is running along. Shangyou River, middle-size and big-size sand can be procured directly from sand sites along the route. The transportation is very convenient. 2.7 Estimates of Investment & Schedule of Construction Progregs 2.7.1 Estimate of investment and raising of funds The total investment is 8149.49X 104 RMByuan, among which 1897.5 X 104yuan are prepared by local governments for house demolition, resettlement and earthwork/stonework, domestic loan is 4620.OX 104 yuan, loan from the World Bank is 1632.0X 104 yuan. 2.7.2 Schedule of construction progress The construction work of this project is planned to start in January 2001 and be completed by the end of 2002, the period of construction is 2 years. 2.8 Environmental Impact Analyses of Construction Work 2.8.1 Construction period 1. Sources of noise: During the construction period, the major noise sources are the construction machinery such as bulldozers, rollers, loaders, levelers, excavators, spreaders, generators, and mixers. While these machines are working, their noise can reach 90-98 dB at a distance of 5 meters. Such explosive noise sources will cause relatively serious unfavorable influence on the construction workers and local residents. 2. Sources of air pollution: During the construction period, dust pollution is the dominating air pollution. The transport, loading and unloading of construction materials and the process of mixing will cause large quantity of dust and fine powder to spread to the surrounding atmosphere; wind may cause dust pollution in the storing sites of construction materials. In addition, as asphalt road surface is adopted in this project, the asphalt smoke arising of the process of asphalt melting and stirring will have a certain influence on the surrounding air. 3. Pollution of water environment: I) Water pollution arising from leakage of oil from construction machinery and the oil of exposed construction machinery washed off by rain water; 2) Sewage and wastes from labor camp on the construction site ,especially on the construction sites of bridges, will have a certain effect on the surrounding water body; 3) Pollutants arising out of the construction materials washed away by rains will pollute the surrounding water body.. 4. Impact on ecological environment 1) The excavation and filling of roadbed will cause damage to the vegetation, the appropriation of crop land, and the exposure of surface soil will affect partial local ecological streucture. The exposed ground surface will be eroded by rains, which may lead to the deterioration of the soil fertility and affect the stability of local hydrology and land ecology. 2) The change , removal or fill of existing irrigation trenches entailed by the project will 12 Chapter Three Environmental Survey & Assessment 3.1 Natural Environment 3.1.1 Geographical position The road section of Tanjiang-Dongshan Town is situated in the middle and low hilly area within Gannan. The geographical coordinate is 1140 31'-114° 45'E and 25° 46'-25° 54 'N(See Attached Fig. I Geographical Position of The Project Site). 3.1.2 Topographical & geological features The area along the proposed highway belongs to the hilly land in the middle of Luoxiao Mountain range. The highway route is arranged along river valley, the terrain is flat, with elevation difference of less than 50m. This area belongs to Huanan fold system, the fault bundle system of Dahu Mountain-Fulong Mountain in the bending fold of the middle south of Jiangxi Province. The emerged stratum of Cambrian system is thick, about 8000-10000m. The foundation fold is developed, while there are no large-scale developed fold and fault. There are many small developed folds, which have impact on the stability of the strata along the route. From Tangiang to K35+000, the area belongs to fault basin of late Cretaceous period, where the structural movement is relatively simple. 3.1.3 Earthquake According to the Map of Earthquake Zones in China, the areas along the route are not up to Magnitude VI Zones. In view of this, bridges and culverts as well as other constructions are not necessarily earthquake-resistant. 3.1.4 Hydrology and Climate (I) Hydrology The water system in the area along the proposed highway belongs to Gan River water system.. Shangyou River is a branch of Zhang River of Gan River water system. The drainage area is 4585km2, length of main river is 198km. In this area, the water resource is abundant and characteristic of abundant runoff, many rivers and big drop. The area is also rich in shallow underground water.. The major types are: crevice-water mainly distributed in rocky road section and the aquifer of the Quaternary system stratum, mainly distributed in river valley plain, shallow and abundant. sunshine time is 1756.2 hours. (2) Climate The areas along the route are of sub-tropic wet climate. The climate is mild with abundant sunshine and precipitation ,and distinct 4 seasons. The annual mean temperature is 12.1- 18.8 0 C; the absolute minimum is -5 0 C , the absolute maximum being 39.5° C; the annual mean precipitation is 1375-1999 mm, mainly concentrated in April-June; the annual mean frost-free days are 289 . 3.1.5 Engineering geological conditions Half of the proposed highway route runs on the Ganzhou basin of the Creiaceous system, the terrain is relatively flat. Another half runs on mountain land, where the surface covering layer is thin, rock formation is broken and the structural joint is developed. In some local sections, 14 the rock weathering is severe, which is unfavorable to the slopes needing deep cutting. 3.2. Survey & Assessment of Existing Ecological Environment 3.2.1 The types of soil in the along-the-line area and their distribution The natural soil in the area along the highway to be renovated is mainly red soil, which generally reaches considerable depth. It's acid and lacking in humus and calcium, with its main origins being the red clay of the Quaternary Period and the red sandstone of the Tertiary Period. The cultivated soil is mostly rice-soil, which is also the most widely distributed agricultural soil. Most of this takes the form of yellow mud field or damp mud field. The soil of dry land is mainly of two types: damp soil which has come from the alluvium of lakes and rivers, and yellow mud which has come from red soil and yellow soil being cultivated. The distribution of the main types of soil in the area along the line is shown in Table 3.2-1. Table 3.2-1 The Distribution of the Main types of Soil in the Areas Concerned Types of Soil Nankang City Shangyou County Area (10,000 mu) 61.99 17.25 Rice Soil Percentage in the 22.4 7.45 total area Area (10,000 mu) 0.046 Damp soil Percentage in the 0.016. total area Area (10.000 mu) 104.03 162.57 Red soil Percentage in the 37.59 70.19 total area Area (10,000 mu) 33.65 9.15 Purple soil Percentage in the 12.16 3.95 total area . Area (10,000 mu) 15.23 Yellow Mountain soil Percentage in the 6.57 total area Area (10,000 mu) 0.29 5.53 mounetain soil Percentage in the 0.1 2.38 total area 3.2.2 Biological resources 3.2.2.1 Flora The main vegetation in the belt along the upgrading highway is coniferous forest. In most sections, where it has been long exposed to the interference of human activity, especially on both sides of the road where population is dense and transportation is convenient, the primeval vegetation has been destroyed to different degrees, so that the composition and structure of the forest cover, far from being natural, do not show the regular pattern of a natural forest. The types of vegetation still remaining in this region are mainly those half-natural forests of second growth, or artificial coniferous forests. Cultivated vegetation consists mainly of timber forests of masson pines, China firs, and mao bamboo, economical forests of tangerine and tea trees, and fruit trees, rice, tea plantations and medicinal herb gardens. Investigation shows that along the road there are no rare species of plant. Rice is the main type of grain crop, with wheat, sweet potato, and soybean as secondary types. Economical 15 crops include cotton, rape, peanut, tobacco, tangerine, tea-oil tree, tea, white lotus and sesame. Timbre products include pine wood, fir wood, and bamboo. The colonies of aquatic plants are spread in lakes, rivers, ponds and paddy fields. The types are lotus, wild waternut, Gorgon fruit, hornwert, liverwort, and duckweed, of which the wild lotus is plentiful in the watery regions but has not been fully made use of. The other water plants are all important fodder crops, which also provide places of rest and spawning for fishes. Agricultural vegetation is mainly rice. Dry land crops include sweet potato, corn, peanut, tea-oil tree, and others. Fruit trees are mainly tangerine, but also planted are peach, plum, chestnut, pear, persimmon and pomelo. 3.2.2.2 Fauna Livestock husbandry in the belt along the line occupies a certain percentage in the national economy, while the topography, the landform and the climate provide a favorable environment for the growth and reproduction of wild animals comparatively large in number. However, the population of the area to be assessed have greatly increased in the past decades, so have human activities and the use of chemical pesticide. Consequently, the majority of these wildlife species have disappeared.(See Table 3.2-2). Table 3.2-2 The Distribution of Animal Species in the Along-the-Line Belt Classification Species Beasts Mainly pig, cow, sheep, rabbit, dog, and cat Domestic Fowls Mainly chicken, duck, goose, dove, quail, and egret. animals Fishes Mainly black carp, grass carp, variegated carp (bighead), silver carp, carp, finless eel, and loach. Insects and Mainly silk-worm, bee, and earthworm. worms Reptiles Mainly cobra, banded adder, Pallas pit viper, rat snake, water snake, long-nodded pit viper and some other species of snake, centipede, scorpion, leechi, house lizard, toad, and lizard. Birds Turtledove, partridge, pheasant, wild duck, thrush, owl, cuckoo, magpie, Wild woodpecker, swallow, bamboo partridge, wild quail, sparrow, lark, raven, animals Chinese bulbul, wild goose, eagle, oriole, mandarin duck, and so on. Fishes Carp, eel, catfish, crucian carp, variegated carp, silver carp, bream, grass carp, mandarin fish, finless eel, loach, freshwater shrimp, snail, clam, crab, soft-shelled turtle, and so on. Beasts Wolf, muntjac, wild boar, wild ox, wild goat, fox, hedgehog, pangolin, river deer, squirrel, yellow weasel, wildcat, monkey, badger, and so on. Amplibians Turtle, and many species of frog 3.2.3 Survey & assessment of existing agricultural ecology At the end of 1999, the cultivated area in Nankang City was 29640 mui, of which there was 358755 mu of paddy field and 85830 mu of dry field. The total area of agricultural crops in the city was 1120170 mu, of which there was 622740 mu of grain crops, 94260 mu of oil crops, 30435 mu of cane, 1605 mu of tobacco, 115665 mu of vegetable, fruit and melon, and 160485 mu of other agricultural crops. At the end of 1999, the cultivated area in Shangyou County was 170748 mu, of which there was161348 mu of paddy field and9400 mu of dry field. The total area of agricultural crops in the city was 122790 mu, of which there was 73,230 mu of grain crops, 33887 mu of oil crops, 169 mu of cane, 342 mu of medicinal herb, 67132 mu of vegetable, fruit and melon, and 5685 mu of other agricultural crops. The gross yield of 16 each crop in the areas concemed is shonm in Table 3.2-3. Table 3.2-3 The Total yield of Agricultural Crops in the Two Regions in 1999 Unit: ton Nank}ang City Shangyou Cownty Grain crops 222310 104619 Oil 15924 2940 Cotton 4 Hemp and flax 69 4 Cane 100011 767 Tobacco 135 221 Medicinal herb 342 Vegetable, fruit, and melon. 192803 62812 3.3 Investigation & Assessment of Existing Air Environment 3.3.1 Arrangement of Air Monitoring Spots One monitoring spot is situated at Huangsha Middle School (K42) of Huangpu Township, which has a total area of 4000 square meters, 34 classrooms, 52 teacher and other staff and 719 students( The detailed arrangement is shown in Attached Fig.3) 3.3.2. Monitoring Items: TSP, NOx. 3.3.3. Time, frequency, and method of monitoring Time and frequency of sampling: The monitoring was carried out in the period 11-13 ,October. The sampling and analytical methods are in accordance with the specifications of the State Bureau of Environmental Protection. 3.3.4 Standard & Method of Assessment Single index method is adopted for the assessment. The statistics of monitored data and assessment results are shown in Table 3.3-1. Table 3.3-1 The Statistics of Monitored Data and Assessment Results Monitoring Spot Items NOx TSP Concentration 1-hour Mean Daily Mean Daily Mean Limits(mg/m3) 0.10 0.15 0.30 Huangsha (mg/ ) 0.012-0.016 0.012-0.014 0.294-0.3 18 middle school (mg/mr) 0.014 0.013 0.306 Exceeding 0 0 66.7 Rate(%) Index 0.14 0.09 1.02 It can be seen from Table 3.2-2 that the concentration of NOx is within the concentration limits of Class 11 of GB3095-1996, TSP concentration is slightly higher than the limits; the maximum concentration observed is 0.318 mg/mi3 showing an excess of 0.06. 3.4 Assessment of Existing Acoustic Environment 3.4.1 Investigation of Existing Acoustic Environment 3.4. 1.1 Arrangement of Monitoring Spots In order to learn the status of the acoustic environment quality in areas along the projected highway, some representative noise-sensitive areas such as schools, villages hospitals and towns are selected as the monitoring spots. On-the- spot investigation and monitoring were carried out The monitoring spots are shown in Table 3.4-1 and Attached Figure3. 17 Table3.4-1 Distribution of Monitoring Spots for Existing Acoustic Environment Distance from Major Environ. P o Co. Stake No. Village the Central Features/ number Positloin of line Of the Of family to be Moilioring road (m) affected 1 K18+000-kl9+100 Pingtian Through residential area/50 I m from the 2 K22+400-k122+500 Tangjiang Tow Through residential area/43 front building 3 K25+600-k;26+100 Laowuchang Through residential area/45 facing the road 4 K30+600.K30+800 Shangping Through residential area/45 5 K33+1004k33+200 Tiantou Through residential area! /30 6 K34+300-k35+100 Laoshuzui Through residential area/67 7 K42+800 Huangsha At the left side School/71 0 students I m from the Middle School classroom 8 K46+900 Beitian Primary At the right School/150 students School ide 3.4.1.2 Monitoring Time and Monitoring Method The methods and frequencies of monitoring will be based on the requirements of Measuring Methods for Environmental Noise in Urban Areas (GB/Ti4623-93).. Monitoring will be made at each monitoring site for one day (daytime period and night period); the conditions at each sensitive spot will be recorded such as size of population, direction of buildings, major noise sources, features of surrounding environment, volume of traffic. 3.4.2 Assessment of the Existing Acoustic Environment The statistics of monitored data is shown in Table 3.4-2. Table 3.4-2 The Statistics of Monitored Data and the Assessment Result Leq dB(A) Leq dB(A) Exceeding Limits or Not Monitoring (Monitored data) (Standard Value) (Yes/No) Co. (e/o Spots Daytime Night Daytime Night Daytime Night I___ Pingtian 57.0 42.6 60 50 No No 2 Tangjiang Town 66.8 60.0 60 50 Excess of Excess of 10 _______________ ~~~~~~~~~~6.8 dB(A) dB(A) Ex cess of Excess of 2.3 3 Laowuchang 71.2 52.3 60 50 11.2 dB(A) dB(A) 4 Shangping 67.8 57.5 60 50 Excess of Excess of 7.5 7.8 dB(A) dB(A) 5 Tiantou 74.2 50.9 60 50 Excess of Excess of ____ ~~~~~~~~~~~~~~~~~14.2 dB(A) 0.9dB(A) 6 Laoshuzui 70.3 49.1 60 50 Excess of No _____ ________ ________ ________ ~~10.3 dB(A ) N 7 Huangsha 47.8 35.9 55 45 No Middle School S Beitian Primary 62.3 58.8 55 45 Excess of / 8Schiool __ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ 7.3 dB(A) _ _ _ _ _ _ It can be seen from Table3.4-2 that assessed with single index method(Leq), sound environment along the projected areas is rather serious. There are excesses over the limits at 6 of the 8 monitoring spots. The maximum excess in daytime is 14.2dB, the night maximum 18 being 10dB, the excess at Beitian Primary School being 7.3dB. Such situation can be ascribed to the poor road condition of the existing road, which is of inferior road grade and overloaded with increasing traffic volume. What makes thing worse is that many sections of the road is turned into street in build-up areas. As a result, it is necessary to accelerate the construction of new road and upgrading of the existing ones so as to improve the sound environment there. 3.5 Investigation & Review of Status Quo of Water & Soil Erosion Because of the deforestation done in the areas along the route in past decades, some parts of the land or hills were exposed, showing lateritic soil. But recently, the local government of this area has adopted, in addition to new biological and farming techniques, a new policy involving a comprehensive control of the mount, water, field, forest and road, so as to improve and preserve the ecological environment. This measure has in some degree alleviated the erosion of water and soil. Consequently, the existing water and soil erosion is of slight extent. 3.5.1 Causal analysis of water & soil erosion The causes for water and soil erosion mainly fall into two kinds: the natural and artificial causes. The former includes the climate, topography, soil geology, and vegetation; the latter include excessive human economic activities such as uncontrolled tree cutting, deforestation for cropland, irrational cutting of hill body and thoughtless removal of vegetation. 3.5.2 Review of existing water & soil erosion Due to the complexity of geological structure, the nature of rock and meteorological features, and due to the interaction between inner and external forces, the topography in the projected area demonstrates a variety of terrace and landforms, consisting mainly of mount, hill, undulating plain, and water surface. The mount and hill areas are dominant, accounting for more than 70% of the total area of the project area. Between the mount and hilly areas , there are some low-lying basins. Such features of landforms tend to cause water and soil erosion. The annual mean precipitation is about 1500mm in the project area, this amount of precipitation is not evenly distributed in all seasons: that in the period from April to June accounts for 45.4% of the annual total, and usually comes in the form of heavy or torrential rains. This presents powerful erosion of the surface soil, accounting for more than 75% of the total amount of erosion. So erosion is comparatively serious in this period. Erosion of different degree has been observed in. the areas along the route. Based on the findings of a remote sensor survey on the existing water and soil erosion in Jiangxi Province, the total erosion area of Nankang and Shangyou is up to 178 1000mu, of which 1152400 mu is in Nankang City---41.64% of its total area; 628700 mu is in Shangyou County-27.15% of its total area. The distribution of water and soil erosion in the project area is shown in Figure 3.5-1 and Table 3.5-1. 19 Table 3.5-1 Distribution of Water and Soil Erosion in the Project Area Total Eroded Percent- Proportion of erosion in different degree (1OOOOmou) Area Area of Area age of Land (]0000 eroded slight nedium intense ."y xtemely Above other (km')..... mou area % intense intense intense Nanktang 1844.96 115.24 1 41.64 20.69 331.70 42.68 15.37 44.80 62.85 161.50 City hangyou 2196.66 37.49 11.38 17.86 9.36 6.08 1.83 2.36 10.27 292.01 County Total 4041.62 152.73 53.02 38.55 41.06 48.76 17.2 7.16 73.12 453.51 Jiangxi 842.3856.4204 35.8 296 18.8 97.8 Province 166943.6 5283.20 21.10 8 1566.5 126043 354.18 259.67 1874.28 19758.38 3.6 Investigation and Comments on Current Social Environment 3.6.1 Survey of the Area Concerned The area influenced by the project includes Shangyou County and Nankang City. Shangyou County is situated in the southwest of Jiangxi Province. It includes 4 towns ,14 townships and 186 village administration committees .It covers an area of 1544 square kilometers. . By the end of 1998, the total population of the county was 270000. Nankang City is located in the middle of Ganzhou City. It covers an area of 1845 square kilometers with 450000 mu of arable land and 1690000 mu of mountainous forest land. It includes 24 townships, 6 towns, 37 village committees and 5104 village groups. The total population is 746000, of which 644,000 are rural residents. The total number of families is 189,335. 3.6.2 Situation of economic development According to statistics, the major economic indexes of 1998 of Ganzhou City, Nankang City and Shangyou County are shown in Table 3.6-1. Table 3.5-1 Major Economic Indexes of the Area Influenced by the Project (1998) Gross Gross GDP Industrial Comprising Percentages Gross Product of Product of Product of Index (billion lndustry&Agriculture Industry Agriculture RMB yuan) First Second . (billion RN1B yuan) (billion (billion Industry Industry Tertiary RhB yuaii) RM1 yuan) Ganzhou 23.97 43.16 27.40 29.44 31.17 17.22 13.95 C ity__ _ _ _ __ _ _ _ _ _ _ Nankang 1.81 39.2 25.60 35.20 3.05 1.91 1.14 City__ _ _ _ Shangyou 0.78 50.60 28.00 21.40 . 1.15 0.57 0.58 County I_____I__ I_________________ I____ Note: 1. Data adopted from the respective Statistics Bureau of Ganzhou City, Nankang City and Shangyou County. 20 3.6.3 Investigation of Current Regional Transportation Condition With the rapid growth of national economy and development of market economy, the demand of transport is increasing radically . Through construction of new roads and upgrading of existing roads, the regional traffic and transport gets improved to a certain extent.. In 1998, the roads in total were 6263.5 kilometers in this area. The density of highways was 0.38km/km2 , which is very low as compared with other developed regions. Moreover, the distribution of the existing roads is not a balanced one and the structure of their grades is far from optimized: the state highway and provincial highway are mainly in the central areas, while those in the peripheral areas are usually poor in traffic capacity and road condition, low in grade and density, and characteristic of mixed traffic condition. In 1998, the road passenger transport is 17.91 milliom persons; the cargo trasnport is 9.98 million ton; the passenger turnover rate is 10.2202 billion person/kmi the cargo turnover rate is 550.13 million person/km. The existing section of Tangshan-Dongshan Town of Gan-Feng highway is poor in line shape, with many sharp curves and narrow road surface. Particularly, in sections near villages and towns, the traffic is crowded, the existing road can't meet the demand of local economic development. 3.6.4 Regional Resources Advantage 1. Nankang City, with fertile soil and mild climate, is favorable for the growth of crops. It is the production bases of cane, orange ,tangerine, pig and fish in the south of Jiangxi Province, with sugarcane output ranked NO. I in the Province. It is also one of the 100 food bases in China. Tangjiang Town is the sugar production centre in south Jiangxi, where trade and commerce is well developed. The major mineral resources in this region are tungsten, gold, iron, copper, zinc, rare earth, pottery clay and so on, among which the deposits of tungsten, are in large amount. 2. Shangyou County is rich in hydroelectric resources, 5 large hydroelectric power stations have been built here, of which the Shangyoujiang Hydraulic Power Station is the largest one with an installed capacity of 60000kw. This county is also rich in forest resources; the rate of coverage is 44%. The main forests include mason pine ,China fir and bamboo, with 3 million m3 live reserve of timber and q yearly output of timber 40000 m3 The major mineral resources in this region are tungsten, iron, copper, aluminium, coal, limestone, and so on, among which the deposits of tungsten are in large amount and widely dsitributed. 3.6.5 Economic Development Plans and Objectives In accordance with the provincial developmental plan for the next decade, Ganzhou City, Nankang City and Shangyou County have set their respective objectives for economic development. The long-term national economy indexes plan and growth rate are listed in Table 3.6-2. 21 Table 3.6-2 Long-term National Economy Indexes Plan and Growth Rate 2000 2010 Growlh Rate(%) Index (billion) (billion) 1996-2000 2000-2010 GDP 29.0 90.0 14 12 Gross Product of 45.4 141.8 15.3 12.1 Agriculture And Industry Ganzhou City Gross Product of Industry 26.8 108.5 20 15 Gross Product of 18.6 33.3 9.4 8.9 Agriculture GDP 1.91 4.47 9.4 8.9 Gross Product of 3.54 8.34 12.7 8.9 Nankang Agriculture And Industry City Gross Product of Industry 2.40 6.26 25.5 10.1 Gross Product of 1.15 2.08 6.5 6.1 Agriculture GDP 1.52 8.16 16.4 18.3 Gross Product of Agriculture 1.52 8.16 16.4 18.3 Shangyou And Industry County Gross Product of 0.76 6.85 23.8 24.6 Industry Gross Product of 0.76 1.31 11.1 5.6 Agriculture 22 Chapter 4 Prediction &Assessment of Environmental Impact 4.1 Prediction & Assessment of the Impact on Ecological Environment 4.1.1 Estimation on the effects of land to be taken on the agriculture From Table 2.8-1, it could be seen that the renovation of the road, because it made most use of the old road, does not take up much land. The type of land taken up most is paddy field altogether 140.02 mu, 30.3% of the total area taken up by the road. The type that comes second is waste land, altogether88.39mu, 19.1% of the total. The area to be taken up by the renovation is 0.01% of the total area of the regrons concerned, which is a rather small percentage. But this occupation is going to be permanent, and the occupied land will forever lose all its agricultural functions. This will no doubt have some impact on the agriculture and forestry. Therefore, in improving the design, adequate attention should be paid to the maximum use of wasteland and hill slopes of low productivity so as to avoid as much as possible taking up paddy fields of high productivity, and to reduce the loss in agriculture that this will bring. In addition, in the process of the project, the fetching and dumping of earth will also result in the destruction of the surface layer of the soil as well as the vegetation of a small area, in the pollution or loss of the cultivated surface, in the deterioration of its quality or in lowering its capability of keeping water and fertilizer. The total area of cultivated land to be taken up by the renovation is218.5mu, and its effects are mainly on the production of rice. If calculated according to the unit yield of 300 kilograms per mu and two crops a year in the area, the occupation of 140.02mu of paddy field by the renovation means an annual loss of rice yield of 84.1tons, which is 0.03% of the total rice output of the belt area. For dry land crops (sweet potato, wheat, soybean and other beans, corn), if calculated according to the unit yield of 120 kilograms per mu, the total loss will be 1.7 tons, 0.015% of the total output of dry land crops in the area. This negative effect, in view of the production of the whole region along the line, is very small. 4.1.2 Comments on the effects on plants and animals 4.1.2.1 Analysis of the effects on plants 1. Analysis on the effects on wild plants The renovation of the road will take over 40.07 mu of forest, most of which is artificial, the main species being masson pine and fir. Most places along the road are-highly developed where few wild plants are found, so it does not impose any significant consequence on the wild plants in the regions along the line. 2. Analysis on the effects on the vegetation The greatest effects on the vegetation along the line will take place during the process of the renovation. First, the taking over of land means that the green cover will be destroyed. Then, in the process of construction, the vegetation of 20 meters within both sides of the road will be destroyed by the constructors and the construction machines. The degrees of destruction are different because the different terrains of the places where the road goes through will decide whether earth is to be filled in or dug away, and because different methods of 23 construction will be adopted for bridges and for the road base. The earth and gravel needed for the construction will come mainly from that dug from the old road where it changes its course, while the rest will be supplied by the local material providers. Where the road requires filling, the vegetation will be destroyed by the construction machines and vehicles as well as by the constructors while working. Generally speaking, this kind of destruction is completely thorough-going. But when the extraneous destruction stops, the vegetation on both sides of the road will begin to grow and develop in the direction of its previous state. The speed of recovery depends on both the strength and the length of the extraneous destruction. At the usual rate, vegetation will be largely recovered two or three years after the completion of the construction. 4.1.2.2 Analysis of the effects on wild animals The road follows largely its old line, in the nearby areas of which there is not much wildlife. The species such as there are have already become accustomed to this kind of environment. Therefore, the renovation of the road has almost no effects on the number and genus of animals in this area. 4.2 Prediction & Assessment of Acoustic Environmental Impact 4.2.1 Assessment of noise impact during construction period 4.2.1.1 Prediction of construction noise The construction noise can be treated as point of sound source, the attenuation model of which is expressed as follows: Lp = Lpo - 201 g(r/ro) Of which Lp --- predicted value (dB) of construction noise r meters from the noise source; Lpo --- applied Leq (dB) at ro meters from the noise source; ro --- distance from the monitoring spot to Lpo noise (5 or 1 meters). The main noise sources during road construction are such construction machinery as hauling vehicles, road making machines and road-mixer, and construction activities such as hole boring etc. Though the noise impact during construction period is temporary, the noise produced by machinery is characteristic of high sound intensity and irregularity, if not controlled, the machinery noise would have impact on the surrounding acoustic environment along the route. According to the attenuating model of point source noise, the estimated results of machine noise attenuating with distance are shown in Table 4.2-1. Table 4.2-1 Estimated Noise Value of Construction Machinery Machinery Estimated Noise value dB(A) description 5m lOni 20m 40m 50m 60m 80m lOOm 150m 300m Loader 90 84 78 72 70 69 66 64 52 54 Grader 90 84 78 72 70 69 66 64 52 54 Roller 86 80 74 68 66 65 62 60 57 49 Excavator 84 78 72 66 64 63 60 5 8 5 5 47 Paver 85 79 73 67 65 64 61 59 56 48 Mixer 87 81 75 69 67 66 63 61 58 5(0 bulldozer 86 80 74 68 66 65 62 60 57 49 4.2.1.2 Analysis of noise impact in the construction period 24 The volume of work in road construction is substantial and is of high level of machinery application. Consequently, the noise produced will have certain effect or} the surrounding areas This analysis is based on GB12523-90 Noise Limit at Constructionl Site, i.e, 70-75dB(A) in day time, 55dB(A) at night. Based on what is shown in Table 4.2-1, it is known that: 1) the daytime noise produced by loaders and levelers is within the noise limits of GB 12523-90 at locations 40m from the construction site, while that of night is within the noise limits at locations 300m from the construction site. The noise produced by other construction machinery fall within the limits at a distance 20m from the construction sites in daytime and 200m at night. 2) At night, the impact of construction machinery noise is serious. Therefore it is suggested that night construction needing machinery of high sound power should be prohibited in locations where there are residential areas, and should avoid night construction as far as possible. The construction machinery operation site of fixed locations should be located in places where there are no schools or large residential areas within 300m from the operation site. Otherwise, temporary attenuating measures ,such as the installation of temporary noise buffers, should be taken. 4.2.2 Prediction and assessment of traffic noise impact during operation period 4.1.2.1 Model for traffic noise prediction The related model in Environment Impacts Assessment Specifications for Road Construction Project is used for this prediction, i.e.: (LA,q)i= Lw.,j+llg01 N'_) ALd,J + ALon,gtudra + ALrd face - 13 in which 4 ,-average radiating sound level of type i vehicle, dB(A) Ni-day/night average traffic volume of type i vehicle, vehicle/hour Vi average speed of type i vehicle, km/h T (LAeq )Prediction time, I hour AL,,,, -running noise of type i vehicle (attenuation of day/night spacing at r from noise equivalent driving line),dB A Lvert,gra correction of traffic noise caused by road vertical grade,dB A Lrd.fae -correction of traffic noise caused by road face,dB The total value of day/night noise at the predicted point is calculate by: (LQeq )rf = lOlg oll ILeq)' + I O. l(Leq)' Jl A - AL, (dB) in which (LQq ),,f - value of day/night traffic noise at predicted point, dB(A) AL, -correction of traffic noise caused by road curved line of limited long road section AL, -correction of traffic noise caused by barrier between road and predicted point 4.2.2.2 Determination of some parameters in model 25 According to this model, it is shown that the traffic noise during operation is dependent on traffic volume, vehicle type ration, running speed, vehicle sound power, road vertical grade and road face roughness etc. 1) Traffic volume The factor for daytime (16 hours) is 84.7%. 2) Vehicle type ratio The ration of small/middle/large vehicles is 50.0%, 48.4% and 1.6% respectively. 3) Running speed According to Environment Impacts Assessment Specifications for Highway Construction Project, the running speed is calculated by: Small Vehicle V=237 X N-0 1602 Middle Vehicle V=212 X N-0 747 Large Vehicle V=(212 X N' 1747)80% in which V calculated running speed N hour traffic volume, Corrected by: 1) When the designed running speed is less than 120 km/h; the running speed calculated by the model is decreased in proportion. 2) When the traffic volume of small vehicle is less than 50% of total traffic volume, its average running speed is decreased in proportion of 30%, if every 100 vehicle runs is reduced. 3) The model above is suitable for day time, and the calculated value discounted by 20% is used as night average running speed. 4) Single vehicle noise emission source intensity (Lw,l) The average radiating sound level (Lw,l) for all types of vehicles is calculated by: Large Vehicle LwI=77.2+0. 1 8VL Middle Vehicle Lw,M62.6+0.32Vm Small Vehicle Lw,=59.3+0.23Vs in which L,M,S-means large (L)/middle (M)/small (S) type vehicle V average running speed of vehicle, km/h 5) Spacing attenuation ( A Ldis) 01 The day/night spacing (di) of Type i vehicle is calculated by: d, = 1000 x V; (ni) Nj in which N, day/night average traffic volume per hour of Type I vehicle, vehicle/hour V1 average traffic volume per hour of Type I vehicle, km/h (Distance of predicted point from noise equivalent drivig line (r2) = -DNDF in which DN distance of predicted point from near lane, m DF distance of predicted point from far lane, m 26 Calculation of Ld&s When rSdi/2, A Ld,=Kl X K2 X 201g(r2/7.5) When r>di/2, A Ldi,=20Kl[K2X lg(d1/7)+1g Cr, /0.5d] in which K,-constant of land surface condition between predicted point and highway determined according to Appendix El of JTJoo5-96; K2 constant related to spacing, shown in table 4-2-2 Table 4.2-2 constant Related to Spacing D,(m) 20 25 30 140 50 60 70 80 100 140 160 250 300 K(2 0.17 0.5 0.617 0.716 0.78 |0.806 0.833 0.84 0.855 0.88 0.885 0.89 0.908 6) A Lvert.gra Large Vehicle A Lv,,.gra=98 X D Middle Vehicle A Lv,z.tgra=73 X 3 Small Vehicle A Lvertgra=5O X D in which: . means the vertical grade of highway, and the maximum of j3 is 3.9% in this prediction. 7) Correction of traffic noise caused by road surface ( A Lrd.face) The asphalt paving is used for this road making, and the noise value of A Lrd.fac, is taken as 0 dB. 8) correction of traffic noise caused by road curved line or limited long road section ( A LI) A L,=-lOlg( 0 /1800) in which 0 included angle (degree) of sight at predicted point toward the two ends of road. 9) Correction of traffic noise caused by barrier between road and predicted point ( A L2) A L2= A L2...&+ A L2buidings+ A L2s.s.z EID A L2,0od, implies the equivalent noise level (A) attenuation caused by woods barrier. When the depth of woods is 30m, A L2w00d,=5 dB; when the depth of woods is 60m, A L2Q..d.0=1 0 dB. The maximal correction is 10 dB. (©) A L2buAldings means the equivalent noise level (A) attenuation caused by buildings barrier. When the first row of buildings occupies 70%-90% of area between predicted point ant road central-line, A L2buildings=5dB; When increase a row of buildings, A L2S.S.z value increases 1.5dB, whose maximal value is I OdB(A). (v) A L2S.s.z denotes the equivalent noise level (A) attenuation measured in the predicted point located in the sound shadow zone on the two sides of high embankment or low through cut. If then the predicted point is located in the sound contrast zone, and A L2ss.z=O; if H + (hi - h,) D <2 d, then the predicted point is located in the sound contrast zone, and the H value of it is dependent on the difference of sound interval (s). The noise attenuation is derived from Fresnel curve. 4.2.2.3 Predicted Results and Assessment of Traffic Noise Based on the prediction model and selected parameters, the calculated results of traffic noise prediction of the projected highway are shown in Table 4.2.3. According to Class IV standard 27 in GB3096-93 (i.e. 70dB in daytime, 55 dB in night time), the distance at which the traffic noise on the two sides of road conforms to the standard is shown in Table 4.2.4. It can be seen from Table 4.2.4 that 1) In day time , the distance at which the traffic noise on the two sides of the whole route is within the limits of Class IV of GB3096-93 is less than 20 m; 2) At night, the distance is also less than 20m all through the time. Table 4.2-3 Forecast Results of Highway Traffic Noise During Operation Period - Roadbed Noise value at places of different plane distance paralleling .2 width(u) Operatio pi to the central line of h ighway: dB(A) speed period pro (kin/h) 2fln 3(0n 4W 50) 6Mm 80 loo(m 15Q 20Qn 0 2003 day 57.2 58.1 55.5 53.6 52.0 49. 5. 47.5 43.9 41.4 night 49.1 50.0 47.5 45.5 44.0 41.4 39.5 36.0 33.5 o 2016 day 58.8 59.7 57. 1 55.2 53.6 51.0 49.0 45.4 42.7 1 niglht 51.6 52.5 49.9 48.0 46.4 43.9 42.0 38.4 35.9 e: 80 2m/h day 59.4 61. 1 58.8 57.0 55.5 53.3 51.5 48.3 46.1 :0 2022 es ~~~~~~~~night 52.7 53.5 51. 0 49. 1 47.5 45.0 43.0 39.5 37. 0 Table 4.2-4 Distance Approaching to Class IV Standard of Traffic Noise Unit: m Distance Approaching to Distance Approaching to Distance Approaching to Road Section Standard in 2003 Standard in 2016 Standard in 2022 day time night time day time night time day time | night time Tangiang-Dongshan <20 <20 <20 20 <20 <20 4.2.3 Prediction and Assessment of Environmental Noise At Sensitive Locations 1) Prediction method The predicted value of noise at point P is as follows (LAeq)p= ioig[1o0 I(LA4), +lo".lLuOb in which (LAeq)p the predicted value of noise at predicted point during day and night (LAeq)b-the background sound value when the prediction is carried out According to individual acoustic environmental standard, the formula above is used to calculate the environmental noise and its excess over the limits at each sensitive location. The calculated results are shown in Table 4.2-5. 2) Assessment Result It can be seen from Table 4.2-5 that (1) the predicted traffic noise in the initial and future period of operation is within the standard limits because of the small traffic volume, (2) Since the background noise is high, the added value of the predicted noise at 6 sensitive spots will exceed the standard limits. 28 Table 4.2-5 Predicted and Exceeding Data of Environmental Noise at Sensitive Locations Along the Projected Highway Unit: dB(A) Distance Enviroiunental Noise Excess No from the Noise Noise Prediction Locations Stak-e NO. road central limit line 2003 2016 2022 2003 2016 2022 _ Pingtian K18+00G-k 9+100 20 through da' 70 60.1 61.0 61.5 I _mta lS00k9+0 0thog iht 55 50.0 52.1 53.1 2 Tangn K22+400-k22+500 20 through day 70 67.3 67.4 67.6 5 Town night 55 60.3 60.6 60.7 5.3 5.6 5.7 3 Laowuchang K25+600-k26+100 20 through day 70 71.4 71.4 71.5 1.4 1.4 1.5 night 55 54.5 55.7 55.5 0.5 4 Shangping K30+800 20through ni ht 70 68.2 68.3 68.4 3.1 3.5 3.7 5 Tiantou K33+100-k33+200 20 through dih 70 74.3 74.3 74.3 4.3 4.3 4.3 _____ _____ _____ _____ _____ night 55 53.1 54.3 54.9 6 Laoshuzui K34+300-k35+l00 20 through day 70 70.5 70.6 70.7 0.5 0.6 0.7 ________________ ~night 55 52.1 53.5 54.2 Huangsha day 55 57.7 59.1 59.8 2.7 4.1 4.8 7 Middle K42+800 20 left night School _ _ _ _ _ _ _ _ _ Beitiaii day 55 63.5 63.9 64.2 8.5 8.9 9.2 8 Primary K46+900 20 right night School I__ _ _ _ _ _ _ _ _ _ _ _ _ _ I_ _ _ _ _ _ _ _ __ _ _ Note: According to the regulation concerned, residential houses should be built more than 1Om away from the road side, this distance in addition to the width of roadbed, side slope and ditch makes the sensitive spots at least 20m away from the road central line 4.3 Prediction & Assessment of Ambient Air 4.3.1 Analyses of impact on the ambient air in the construction period The major air pollutant in the construction period is the raised dust caused from lime-clay mixing, earth and stone work excavation, refilling , and by the construction vehicle and machinery. Therefore, the factor to be assessed for the construction period is TSP. 1. Dust pollution of lime-clay mixing: Station mixing will be adopted for the construction work of this project. According to the on -the -spot monitoring carried out by the Highway Research Institute of the Ministry of Communication at the Bazhou stable-clay mixing plant of the Jin-Bao Highway in August, 1999, the concentration of TSP can reach 1.367mg/ m3 at the spot 50m leeward from the mixing plant, showing excess over Grade II standard; at the spot 100m leeward from the plant, the concentration of TSP is 0.619 mg/ m3, showing no excess over Grade II Standard. Therefore, it can be derived through analogy that as long as the mixing plants are positioned at places lOOm away from the sensitive spots and water is sprayed at the construction sites and surrounding areas, the flying dust can be controlled and no excess over the required standard will be caused . 2.Dust pollution caused by transport vehicle: During the construction period, the loading,unloading, and transport of construction materials will cause TSP pollution along the route. Based on the monitoring findings of similar conditions in construction sites, the concentration of TSP caused by transporting vehicle can exceed the Grade HI standard by 10 time at a distance 50m leeward from the road side; the excess can be 4 times that of the required standard even at a distance 150m from the road side. This suggests that the flying-dust pollution caused by transport vehicle along the route is relatively'serious in the 29 construction period. 3. Dust pollution caused by the excavation and -refilling of earth & stonework: TSP pollution caused by the excavation and filling operations is closely related to the weather: the pollution is comparatively severe at the areas leeward to the construction sites in windy weather, or the state standards can be normally maintained at the distances 100-500m from the construction sites. I 4. The air pollution caused by bitumen pavement construction: Bitumen pavement will be constructed for the proposed road. Bitumen smoke will be produced by bitumen melting and mixing, which will have certain impact on the ambient air quality. According to the on-the-spot monitoring of the bitumen smoke at the Dayangfang bitumen mixing plant in Beijing by the Research Institute of Highway of the Ministry of Communication, if advanced mixing plant such as the Italy made MV2A is used, the bitumen smoke concentration at place lOOm leeward away from the mixing plant will be within the limits of GB16297-96, Conmprehensive Air Pollutants Emission Standard. If ordinary bitumen melting and mixing equipment are used on the construction site, the bitumen smoke concentration will greatly exceed the standard limits. Therefore, it is necessary to locate the mixing plant properly in a way to make sure that there are no sensitive spots such as schools , hospitals and residences within 300m leeward away from the mixing plant. According to the forgoing analyses, the TSP pollution caused by mixing and transportation processes cannot be neglected in the construction period and corresponding measures, such as spraying water, should be taken to abate the pollution. 4.3.2 Prediction & assessment of impact on ambient air in the operation period 4.3.2.1 Calculation of Discharging Source Intensity of Vehicle Tail Gas Pollutant. After the proposed road is put into operation, vehicle tail gas will be the main air polluting source. The air pollutant emission will increase in proportion with the traffic volume and is also related to the operation status of vehicles. The calculation formula of gaseous pollutants is 3 Qj = Aj .Ey .3600' of which: (), type j pollutant emission intensity mg/s m; A, traffic volume/hour of type i vehicles in the forecasting year, vehicles/h; E,U-under a motorway condition, the emission element of type j pollutant of type i vehicles (use the recommended figure in Environmental Impact Assessment Code for Road Construction (tentative)), mg * vehicle/m. The peak hourly source intensity calculation formula is: QLG=QL* Ac, of which: AG is the traffic hour factor, set to be 6.5%. The daily average source intensity calculation formula is: A R 30 of which: Ar is the daytime traffic volume factor, set to be 85.3 %. R is the hour number in a day, set to be 16. The driving speeds of vehicles refer to the ((Environmental Impact Assessment Code for Road Construction(tentative))) . 4.2.2.2 Ambient Air Pollution Dispersion Model TWhen the angle between wind direction and the source is 0< 0 <900C, the dispersion mode is CPR = Qi | exp -- I ) ]exp I z-j + +exp --) I 7Ihdl y y of which: CPR pollutant concentration produced by the road line source AB section to forecasting point R, mg/m3. U-average wind speed at the effective discharging source height of forecasting road section, rmis; Q- emission source intensity of gaseous type j Pollutant mg/vehicle * m; 07y, a-horizontal wind direction and vertical dispersion parameter, m; Z height from the forecasting point to the ground, m; h- effective height of emission source, m; A,B origin and destination of line source. ®When the wind direction is vertical to the line source (Q=90°C), the mode is: (2 2Q, [C )When the wind direction is parallel to the line source (Q=0°C), the mode is: (! < ) Ua, (r) r = V2 + (Z2 le2)], e = a, lay of which: r equivalent distance from the microelement to the measurement point, m; e customary dispersion parameter ratio The project region mainly has an atmospheric stability of D. In calculation, the dispersion parameters are to be set in accordance with the ((Technical Guidelines for Environmental Impact Assessment))HJYT203-93 Appendix B. The wind speed is set to be 2.0m/s ( Zhanggong District), subgrade width 12 m, average earth-filling height 3.81m. 4.3.2.2 Prediction & assessment of impact on ambient air in the operation period The concentration of NOx of the project in each forecasting year is in Table 4.3-1. From it, it can be inferred that with the growth of traffic volume, the impact of NOx will also increase. Compared with Class II air quality standard, the NOx concentration at road sides lOm 31 beyond the road center line under stability D does not exceed their corresponding limits, since the sensitive spots are all 10m beyond the road center line, which shows that the impact of vehicle exhaust gas on the ambient air will be quite small in the operation period. Table 4.3-1 Forecasting of Vehicle Exhaust Gas Impact During Operation period Stability D unit: mg/mr3 Section Pollutant Operation Traffic Distance from the Central Line of the Road (mn) penod condition 10 20 50 100 200 2003 Daily mean 0.017-0.019 0.016-0.019 0.015-0.017 0.014-0.016 0.014-0.014 Peak 0.018-0.020 0.017-0.020 0.016-0.018 0.015-0.016 0.014-0.015 Tangjiang Daily mean 0.025-0.031 0.023-0.030 0.020-0.025 0.017-0.020 0.015-0.017 -Dongshan N _x2016_ Peak 0.027-0.035 0.025-0.033 0.021-0.027 0.018 0.021 0.016-0.018 2022 Daily mean 0.031-0.040 0.028-0.038 0.023-0.031 0.019-0.024 0.016-0.019 .___ _ _ _ Peak- 0.034-0.045 0.032-0.043 0.025-0.035 0.020-0.026 0.017-0.020 4.4 Analyses of the Impact on Water Environment 4.4.1 Analyses of impact in the construction period 4.4.1.1 Discharge of waste water in the construction period In the peak of construction, there will be about 200 workers/day at the Longhua Bridge construction site. The discharge of the life sewage is estimated according to the following formula: Qs = ( kqlvl)/1000 Of which Qs --- volume of the dischargd life sewage(t/d), q I---daily discharge of sewage per person (Based on the Appendix Table C- C2,JT005-96), L/Person-d; vl --- number of workers; k --- discharging coefficient of service quarters, the normal value 0.6-0.9, 0.85 is adopted for this assessment. The volume of life sewage produced in the bridge construction sites is shown in Table 4.4- . Table 4.4-1 Estimated Volumes of Life Sewage From Bridge Construction Sites Construction Site Longhua Bridge Volume of wastewater(t/d) 17.0 Major pollutant SS BOD5 CODcr Concentration (mg/1) 100 110 250 4.4.1.2 Analyses of impact on the water environment 1. Impact of bridge construction on water environment The impact of highway construction on water environment is mainly brought about in the process of bridge construction. Based on relevant analogical analyses, within 200m downstream from the pile construction site, SS concentration will increase to over 50 mg/I, and beyond 200m decrease gradually with increasing distance, which will have little impact on the water quality. Furthermore, after the construction is finished, this kind of pollution disappears. However, the construction of bridge usually involves the movement of large 32 quantity of dregs and mud cleaning in the river bed. Consequently, the cdregs and mud are liable to scatter during the process of transport and thus cause some pollution to the water bodies. In view of this, the disposal of such dregs and mud will be handled in strict conformation with the regulations issued by the Ministry of Communication and State Agency of Environmental Protection: such waste should be transported and stored out of the river area, and controlling measures should be taken so as to minimize the impact of the dregs and mud on the water quality and flood control. 2.The Impact of waste oil from transport and construction machinery The construction material need by this project is mainly transported to the construction sites by motor vehicle. Both the maintenance of the transport vehicle and the process of transport may cause leakage of waste oil, and therefore, cause some oil pollution to part of the water bodies. In order to reduce such pollution, the waste oil coming from maintenance should be disposed in concentration; the solid waste with oil should not be cast about at random, but land-filled in certain place. 3.Impact of life sewage on the water environment: The life sewage generated from the construction sites of the Longhua Bridge will be 17.0t/d, the concentration of BODs is 1.87kg/d ; that of CODcr is 4.25kg/d. When the life sewage of Longhua Bridge construction site is discharged into the Longhua River whose annual mean runoff is 7.12 m3 /s, the additional net value of pollutants will be respectively about 0;003mg/I for BODs, 0.007mg/I for CODcr. In view of this, the life sewage generated in the construction period will not cause significant pollution to the water bodies. 4.4.2 Assessment of impact on water environment in the operation period 4.4.2.1 The impact of road surface runoffs on the surrounding water bodies The runoff produced from the road surface of Tangjiang- Dongshan Road is calculated according tOo the following formula: Q= wh 1°3 Of which Q---runoff on road surface of unit length (m3/m.d) w---width of road surface(m) h---intensity of precipitation mm/d. It can be learnt that the volume of the road surface runoff is dependent on the volume of precipitation. Based on the analysis on statistics of many years, the characteristics of precipitation in the area concerned is shown in Table 4.4-2 Table 4.4-2 Characteristics of Precipitation in Area Around Longhua Bridge Site Name of Bridge Longhua Bridge Location of Bridge Nankang City Annual mean precipitation (mm) 1443.2 Maximiun daily precipitation of many years (mm) 120.5 According to the data provided in Table 4.4-2, the road surface runoff of the bridge in operation period can be derived as shown in Table 4.4-3 33 Table 4.4-3 Estimation of Road Surface Runoff of Longhua Bridge in Rain Name of the Bridge Longhua Bridge Length of the bridge (m) 206.5 Width of the Bridge Road Surface (m) 12 Annual mean Runoff (m3/a 3576.25 Maximum Daily Runoff (m3/d) 298.60 During the raining seasons, the pollutants contained in the road surface runoffs are mainly SS and oils in slight quantity, and such condition occurs mostly at the initial stage of a raining. The route of this highway will cross the Longhua River ,which is quite capable of diluting. Moreover, there is no concentrated water extraction spot downstream. It can concluded that the road surface runoffs will cause little pollution to the quality of the water bodies nearby. 4.4.2.2 Impact on the existing agricultural irrigation Along the projected route, there is a comparatively complete irrigation system, which is quite adequate. The crossing of the highway and the irrigation channels will usually take the form of small bridges and culverts. According to the recommended scheme, thete will be 6 bridges( 135m in total length) and 172 culverts. The structures of these bridges and culverts are comparatively simple; the designs of them have fully covered the needs for flood relieves and irrigation as well as the convenience of the living ,production and communication of the local residents. Improvement, shift, connection and clearance will be made on or between the malfunctioned channels and river sections in the process of the road construction, so as to recover their function of irrigation and flood relief. Accordingly, the construction of the highway will not cause unfavorable influence on the agricultural irrigation. 4.5 Prediction & Analysis of Impact of Water & Soil Erosion The construction of highway will involve substantial earth & stonework. The earth borrowing and the treatment of some sections with vicious geology will cause changes in the terrace and landform, and will probably do damage to the surface vegetation, and thus lead to the deterioration of the erosion-resistance in the surface layer . In addition, in those sections involving substantial excavation, the surplus earth and stone may not be able to be transported to the filling sections in time due to the limitation of topography or condition of transport. In this case, substantial waste earth will appear. Since the soil structure tends to be loose and porous, it is liable to erosion, especially in the initial period of construction when the original vegetation cannot be timely recovered. So it can be concluded that due to the construction of this project, the aggravation of water and soil erosion is inevitable in the areas along the projected route in a short period, which will make the existing erosion even more serious. 4.5.1 Impact on water & soil erosion The areas along the route are of sub-tropic wet climate, where the weather is mild, sunshine is abundant, and precipitation is ample; the seasons are distinct. The annual tnean precipitation is about 1500mm in the project area, this amount of precipitation is not evenly distributed in all seasons: that in the period from march to July accounts for 45.4% of the annual total, and usually comes in the form of heavy or torrential rains. In addition, the duration of the construction work will last for two years and substantial earth and stone will be involved. So certain amount of erosion is bound to occur in the raining seasons. 34 4.5.2 Prediction of the intensity of erosion in the construction period The intensity of soil erosion is determined by a variety of factors such as precipitation, surface coverage, slope and so on. The prediction of the intensity of erosion will be based on the estimation modulus provided by the Soil Conservation Bureau of U.S. Ministry of Agriculture. It is now known that the intensity of erosion in the construction period will be 6.39 times that before the construction. 4.5.3 Impact of subgrade construction on erosion Based on the data provided by Water & Soil Conservation Departments, the modulus of water & soil erosion is 2500t/km2.a for K17-K35 and 500t/km2.a for K35-K46. The construction of subgrade will involve the requisition of 461 .76mu of land: 231.2 mu for K17-K35, 230.56 mu for K35-K46. The sections to be upgraded will cause a total of 669.6t/a in erosion. According -o data comparable, the amount of erosion caused by highway construction will be 6.39 times .hat before the construction. So the potential intensity of erosion may reach the level of very ntense. The duration of construction work will be two years, which suggests that the zonstruction will survive several rain seasons and water and soil erosion will be inevitable. In )rder to prevent the impact of erosion on the surrounding environment, measures should be aken such as a combination of the protection provided by vegetation and that by protection vorks, so as to minimize the actual appearance of erosion. 1.5.4 Impact of earth borrowing and dumping on erosion -his road improvement involves no earth borrowing site. The sites and area of dumping are .hown in Table 4.5-1. This highway construction will involve earth dump 1,772,000 m3 on a otal area of 274.6 mu. Cable 4.5-1 Distribution of Earth Dumping Modulus for Quantity of Area of Amount of Acrsount of Existing Dumpn land to be Erso erosion in the Code No. Of Stake Erosion p in0000 ml) involved (t/a) ConstructioE (t/kM2.a.) (mu) Period (t/a) I C35+000-K36+000 3.5 6.6 2.2 14.1 2 '36+000-K37+000 4.2 7.9 2.6 16.6 3 437+000-K38+000 8.6 16.1 5.4 34.5 4 C38+000-K39+000 500 3 5.6 1.9 12.1 5 (39+000-K40+000 0.5 1 0.3 1.9 6 44+000-K45+000 5 9.4 3.1 19.8 7 '45+700-K46+000 152.4 228 76 485.6 total 177.2 274.6 91.5 584.6 iie amount of earth dumping is comparatively small for this project, adding up to 1772,000 3, which will not cause significant influence on the local life. It is necessary to build taining bank around the earth dumping sites and drains at the border of them, so as to event erosion. ised on the data for condition before earth dumping, the amount of erosion in the involved ea is584.6t/a in the construction period. 35 4.6 Review of Impact on Social Environment 4.6.1 Impact on social development 1.Promotion of local economic developmenit and -structuring of industry: After the completion of the project, the road condition will be greatly improved: the traffic capacity and volume will be remarkably increased, which will contribute not only to the reduction of traffic congestion and accidents, but also to the development of tourism and the improvement of local environment of investment. All these are necessary for the attraction of investment and development of economy. With the improvement of traffic condition after the completion of this project, the construction and exploitation of local areas along the route will be activated, so will the reformation and rationalization of industrial structure there: the industrial enterprises will move from the urban areas to the suburb areas; various form of industries such as commerce, catering industry, tourism, transport, processing , animal farming and special agriculture will soon be developed in the areas to be influenced by this project. Accordingly, more opportunities of employment will be available locally and the economic and social benefits will grow. 2.Acceleration of the process of eliminating poverty and getting rich : Based on the data available, there are 18 counties in Jiangxi Province ranked among the poverty-stricken counties of China; three of them are located in the areas along the projected route, that is, Nankang Cify,Chongyi County, and Dayu County. The implementation of this project will create favorable conditions for the local people to enjoy more opportunities of employment and to get rid of poverty. 4.6.2 Impact on the quality of local life & resettlement With the completion of this project, the local economy will be developed faster than ever before, and the prosperity of economy will bring about the improvement of the quality of local environment and thus the local life. The demolition and resettlement involved in this project will be carefully considered so as to minimize the amount of demolition and resettlement. In the case the demolition and resettlement is inevitable, it should be done in the light of local plan of urban development. It is estimated that the total area of demolition of buildings involved in this project is 21294 m2. The demolition and resettlement works of this project is shown in Table 4.6-1. Table 4.6-1 Review of Demolition and Resettlement Involved in this Project Type of Brick-concrete Brick-tile Earth -brick-tilc Simple Total demolition Stnicture Structure structure structure Area(m2) 3915 6391.5 4325 6662.5 21294 4.6.3 Impact on infrastructure This project will not cause major damage to the existing works of water conservancy along the route, but will involve substantial shift and resettlement of power lines, transmission lines and communication lines and facilities concerned, which is shown in Table 4.6-2. Therefore, it is necessary to make a thorough investigation of the existing equipment and facilities of power, telecommunication, and other public works before the construction starts. And 36 consultation cooperation with the local government departments should be sought in matters of the protection removal and resettlement of these facilities. Since the upgrading works are done on the existing road, traffic congestion and blockages are bound to occur at some places in the construction period. . So it is advisable to stagger the time periods and construction sites and to effect timely traffic management wherever it is needed. Table 4.6-2 The Power ,Telecommunication and other Facilities Involved in Removal Type of Power Line Tele-com Optical Power Post Tele-com Removal (km) Line (km) Cable(km) Power Post Quantity 5.0 9.2 0.8 58 118 4.6-4 Impact on the utilization resources 1. Impact on tourism resources: In the surrounding areas of the route, tourism resources are abundant, the construction of the highway will have no unfavorable impact. On the contrary, the implementation of this project will provide favorable condition for the development of local tourism. 2. Impact on the utilization of land resources: This project entails the appropriation of 808.9mu land, of which 252.4 mu is paddy field, 111.4 mni dry land, 11.1 mu pond, 331.7 mu mountain land; the cropland accounts for 31.2% of the total area to be appropriated. Since the requisition of land for highway construction is permanent, it will reduce the total area of local cropland, wood land and vegetation coverage. 3. Impact on the exploitation of mineral resources: The mineral resources are abundant in the areas along the route. Among them, there are tungsten, petroleum, rare earth, guimaraesite, and earthenware clay. The reserves of minerals are substantial and have been partially exploited. But limited by the existing condition of transport, more mineral resources are waiting for exploitation. In view of this, the implementation of this project is conducive to the development of mineral resources there. 4.6.5 Impact on the Cultural Relics According to the field survey made by Jiangxi Provincial Cultural Relics & A~rchaeological Research Institute (JPCRARI) ,there are no obvious ancient cultural relics or ancient architectures in the construction area of this project However, as ancient relics are deeply buried, most of them are not found and need further identification. In order to lessen the possibility of impact on the cultural relics to a minimum extent,the following measures will be taken: (1) If necessary, Jiangxi Provincial Cultural Relics Bureau (JPCRB ) and JPCRARI will reconnoiter along the partial changed route section. (2) Education and publicity of cultural relics protection should be conducted for the construction contractors and workers. (3) During the construction period, JPCRB and JPCRARI will send for patrolling the construction field. If there is any cultural relics discovered, the construction work should be stopped immediately and shall not proceed until the appropriate protection and treatment measures for the discovered cultural relics have been taken by the relics administration departments. 37 4.7 Environmental Impact from Building Materials Excavation and Transport and Its Mitigation Measures 4.7.1 Impact on existing road transportation The sand and gravel required by this project will be self-excavated along the road or purchased from outside, generally be transpoited by rural roads or access roads to the construction site. However, some construction materials such as cement, timber, steel and bitumen have to be transported by existing road under upgrading, which may lead to traffic jams and affect traffic safety to the existing road. 4.7.2 Ecological damage Stone is mainly cut by boring and explosion. Large stone mine is exploded, crushed, classified and finally sent to the construction site. New construction of detour roads and stone excavation will damage the existing surface vegetation and will change partial landform, resulting in new soil erosion and disharmony with surrounding landscape. 4.7.3 Impact on residents' living quality Excavation and transportation of stone will produce flying dust. noise, shock, explosive danger and traffic jam, etc. The stone quarries for this project are all located in waste hills with large stone reserve and far from towns, village, schools. The flying dust, noise, shock and explosive danger produced from stone excavation will not impact residents' living, but attention must be paid to the health and safety of the operators. When transporting on existing roads, the building materials may exert some impact on local residents' living and schooling along the roads. Road flying dust and material spill due to bad covering will have some adverse impact on people's living environment, esp. in dry seasons. In addition, transportation of building materials may aggravate the traffic pressure on existing roads, resulting in traffic jams, which can make people inconvenient to travel and increase traffic accidents. 4.7.4 Mitigation Measures To mitigate these impacts, the following measures will be taken: (1) Quarry contractors must adhere to the safety regulations concerning outdoors explosion. Explosion must adhere to relevant labor protection regulations to provide helmets and earplugs to workers and provide periodic physical examination to them. (2) Soil erosion and vegetation loss caused by quarry can be minimized by enhancing management and by stipulating excavation plan. (3) Transporting vehicles should adhere to local traffic rules, overloading is forbidden so as not to cause spill of bulky stone or other materials and not to cause traffic jams. (4) Construction access roads should be sprayed water periodically. Vehicles hauling bulky building materials shall be covered by cloth. (5) Contractors shall prepare a good transportation plan to avoid peak hours. (6) Routes for transporting stones shall be reasonably selected so as to avoid dense residences and schools as far as possible. If large residence exists 50m within the route, then the transportation should be not allowed at night (22:00-6:00). Also explosion is forbidden at night. (7) In daytime, if transportation causes noise interference to schools and residences near the access roads, then mobile sound barriers can be used to mitigate the noise impact. (8) Transportation management over the existing roads should be enhanced. Contractors are 38 required to well maintain their vehicles so to make their noise level to a minimum. (9) Supervisory engineer is required to enhance noise monitoring. If the transportation of building materials does make the acoustic environment of residences along the existing road deteriorating, the route may be considered for a change or some economic compensation may be made to local residents. 4.8 Environmental Impact Mitigation Measures 4.8.1 Design stage 4.8.1.1 Ecological impact (1) To further optimize and adjust the alignment, to reduce occupation of cultivated fields, to reduce the volume of earth disposal and the number of earth borrowing and waste areas. (2) The construction camp shall be located away from agricultural fields as far as possible. Construction scheme shall be reasonably arranged so to reduce the time of temporary land occupation. (3) The greening engineering and the main body of the road should be carried out synchronically. Priority should be given to local species of arbor, bush and grass so as to restore and compensate for the vegetation. (4) Drainage and protection engineering should be designed for the subgrade, including intercepting ditch, side ditch, protection wall, side slope, retaining wall, protection gird, which can not only stabilize subgrade, but also prevent soil erosion. 4.8.1.2 Water pollution (l) Drainage engineering will be designed so that the pavement run-off will not directly discharge into sensitive water body. (2) Water canals or ponds occupied or separated by subgrade will be re-built or newly built. (3) Sewage treatment is designed for labour camps so that the sewage can meet national standard before discharged into near water bodies. 4.8.1.3 Noise impact and ambient air pollution According to forecasting, during the construction stage, sound barriers, relocation, installation of soundproof windows be carried out for different sensitive locations, which will be included into the design and tendering documents. Stone quarry, earth borrowing and waste area, and mixing plant will be located 300m away from residences. The hauling route for building materials will be rationally designed so to avoid residences as far away as possible and to avoid flying dust and noise. 4.8.1.4 Cultural protection Jiangxi Provincial Cultural Relics Bureau and Jiangxi Provincial Cultural Relics Protection Institute are entrusted to make surveillance along the road. They have submitted the report, see the Report of Cultural Surveillance. 4.8.1.5 Resettlement The design for this project has always emphasized to avoid towns, to avoid rermoval and land occupation. A hierarchy of resettlement offices will be set up to formulate the Resettlement Action Plan( RAP). The Institute of City and Population of Jiangxi Normal University is employed as an independent supervisor. Details refer to the RAP. 39 4.8.1.6 Public participation In the alignment of the road, setting of interchanges, environmental protection,' resettlement, we have consulted with along-the-road governments, concerned departments, non-governmental organizations, rural committees, collectives and even individuals to solicit their opinions so as to gain support from the public. 4.8.2 Mitigation measures for construction period 4.8.2.1 measures for noise pollution (l) When the construction site is close to school, no construction work with heavy noise machines should be arranged at school time; when the construction site is close to densely populated residence, construction work with strong noise machines should not be arranged at nighttime. In case that the above construction work has to be proceeded, consultation must be made with the residents who may be impacted, or proper compensation must be paid. To reduce the noise pollution of construction machineries, mobile noise isolation can be used. (2) To use construction machines with low noise level as much as possible. For construction machines with high noise level, temporary sound barrier should be adopted to mitigate the noise impact. The construction materials storage site and the mixing plant should be set at places over300m away from the acoustic sensitive locations. (3) The construction operator's work time should be arranged in accordance with the labor hygiene standard, and personal protection measures such as wearing ear-plugs and helmets, etc. should be provided to the operators. (4) The access roads for the highway construction should be selected away from such sensitive locations as schools, residences and hospitals. When dense residences exist SOm within access road, night transportation of building materials is forbidden. For lorries transporting construction materials by the existing roads, the contractor should pay attention to the maintenance of the lorries and keep the noise produced at a minimum level. 4.8.2.2 Water pollution (I) Septic tank and garbage tank should be provided at temporary construction camps for timely cleaning of the wastes; Temporary collection pond and sand sediment tank shall be set up in centralized labour camp to treat the sewage up to national standards before discharged into into water body. (2) The construction materials containing hazardous substances ,such as cement, should be kept far away from water wells or other water sources; rain-proof means should be adopted for all kinds of construction materials. The cement residual should not be dumped onto the ground; it should be collected and transported to proper places with other construction wastes. (3) In order to prevent the unfavorable influence of bridge construction on water quality, the construction procedure and machinery should be optimally organized. Waste dregs arising out of the pier construction should be transported to designated places and cannot be thrown into water at random. Sand sediment tank should be arranged to treat the waste water from the construction sites near water bodies. ( 4 )Strict control of the machinery for bridge construction and the transport vehicle will be applied ; leakage of oil and dumping of waste oil should be entirely forbidden. The wastewater produced by vehicle and machinery was*hing should be collected and treated up to national standards before discharged into water. The oil dregs should be land-filled in 40 designated places instead of being dumped or thrown at random. 4.8.2.3 Measures for ambient air pollution (1) The stabilized soil and bitumen mixing plants should be set up at the leeward side and 300m away from the sensitive locations of residences, hospitals and schools. The mixing plant should be equipped with sealing device, shock absorber and dust remover. Labour protection measures should be provided to the operators of the construction machine such as eye mask and mouth mask. (2) Bulk construction materials transported by truck should be covered to prevent spillage as much as possible. The storage of the bulk construction materials should be covered and kept over 300m away from the school and village sensitive locations. (3) Hauling roads and construction site, particularly the stabilized soil mixing plant, should be sprayed from time to time to prevent secondary dust flying. (4) In the process of subgrade filling, spraying should be made according to the need of compaction. After the compaction the contractor should spray the compacted ground from time to time to prevent flying dust. 4.8.2.4 Measures for solid waste Rubbish bins should be arranged in construction camps and solid waste should be sent to urban dump sites for concentrated trteatment. 4.8.2.5 Measures for protection of ecological resources (1) To enhance workers' awareness of environmental protection of natural resources and not to damage wild life and not to cut trees. (2) Contractors should reasonably arrange occupied land, reduce temporary land occupation, shorten the use time, and reclaim the land timely. (3) Earth borrowing and waste disposal shall be conducted in strict accordance with design requirements so to well protect and restore the surrounding environment. The top soil (30cm) of the acquired land shall be kept for reclaiming and compensation. (4) Construction vehicles shall run in access roads, not in agricultural fields and woodlands. 4.8.2.6 Measures for water and soil conservation 1. Engineering measures (OTo reduce the area and number of construction sites as much as possible; construction should be made in designed site and the earth borrowing and waste area should not be made in designed site and the earth borrowing and waste area should not be enlarged casually so to reduce the exposed area of cutting. Don't enter to the site so earlier if construction is not ready. 4)The various protection engineering works should be built concurrently with the major works (as seen in the design drawing of subgrade protection and greening design) so as to prevent side slope soil erosion caused by pavement run-off. When it is raining, sand bag or straw mat may be used to cover the slope surface to reduce soil erosion; and cutting should be avoided in rainy season. (®)Water drainage ditch and intercepting ditch should be built for the earth borrowing sites to reduce rainfall eroding force; the surface of the earth borrowing site should be flat as much as possible after the borrowing. If the borrowing is to be made from a site with big slope. check dam and sediment control dam should be built together with proper drainage system. 41 2. Planting Measures Planting should be carried out in accordance with the design requirements. The turf selected for the slope when planting and covering in a lump sum should have the following features: fast growing and fully covering the ground surface; strong bonding force with the soil to prevent surface soil erosion; perennial plant in harmony with the environment. To get the best effect, the side slope plantation should be completed one month in advance to the rainy season. 3. Land Reclaiming (DReclaiming and planting measures should be taken after completion of the borrowing and disposal sites to prevent soil erosion by rainfall. The deep cutting areas may be built into reservoir or fish pond; and some waste sites may be used as for resettlement building or industrial building area. (©For the waste bank in hilly areas, forestation is the major means. Grass, bush and arbor with deep and flourishing roots capable of withstand harsh conditions should be selected for the forestation so to ensure the plantation coverage rate up to 50% in the second year. For the waste bank nearby the farmland, agricultural reclaiming should be considered. It may be planted with herb after first being leveled and soil improved; and agricultural crops may be planted when the soil is fertile. 4.8.2.7 Measures for maintaining traffic and transportation (1) The construction of road sections should be reasonably organized. A on duty system should be established to guarantee the smooth operation of traffic and traffic safety. Transportation of construction materials at rush hours should be avoided, the contractor is required to make a reasonable transportation plan. (2) Local public security and transportation management departments shall be well coordinated with to mobilize traffic jam and to handle traffic accident so as to ensure a smooth running. (3) Materials will be prepared in advance. Sand and stone will be stored at relatively leisure time. 4.8.2.8 Measure for cultural relics protection During construction, if underground cultural relics are found, then construction should stop and the supervisory engineer will protect the site, and concerned department will be notified to handle it. 4.8.2.9 Measures for worker's health (1) Septic tank and garbage tank shall be set up at construction camp, which are to be cleared by the contractor periodically so to prevent outbreak of disease. Drinking water that complies with hygiene standard shall be provided at the site. (2) Contractors must adhere to labor protection regulations to provide helmets, earplugs and periodic physical examination to workers. (3) Full-time health worker should be arranged by the contractor to provide medical guaranteeing for the construction workers, free condom should be available in each labour camp. the health worker should periodically deliver hygienic knowledge and education to the construction workers. 4.8.2.10 Public participation Complaint telephone number for environmental complain should be conspicuously marked at 42 the construction camp. For complaint problems, the local environmental department shall be contacted and such problem should be settled within 48 hours. 4.8.2.11 Implementation of "Three Simultaneousness" Contractor at the bid section shall implement facilities such as the sound barrier and sewage treatment simultaneously with the main body engineering according to design requirements. 4.8.3 Mitigation measures for operation period 4.8.3.1 Noise pollution It is suggested that no new schools, hospitals be built within 50m from the proposed road, no new residential districts be built within 20m from the road. (1) Traffic noise control Adhered to the "Regulations Concerning Ambient Noise Pollution Prevention and Control of the People's Republic of China", strengthen the road traffic management and road maintenance. Motor vehicles with high noise level exceeding standard limit should be banned to drive on the road. Table 4.8-1 shows the allowable noise level for motor vehicJes. Table 4.8-1 The allowable noise level for motor vehicles. Vehicle type Standard noise limit (dBA) 8t-truck<15t 89 Truck 3.5tAtruck<8t 86 truck<3.5t 84 Light off-road vehicle 84 Bus 4t-gross weight ~~~~Anhui province HuV i tn. ,; uianpovince -tRIP NoS4 < ) Tbe proposed Gani-Yue Expr-esswvay >. T~~~cU. roadpoemnPrgamRP I soooooo > Guangdong;,Fuian rovince RPo4saiiai-oislnra E L _ 1 | \ . . ji!f ~~~~~ S 111 e m~l - : P A Rfefi a T * 9#%% ;~rk I M( R I P4 *LfA 3: - A M g)l Attached Fig2: Route Alignment and Environmental Monitoring Spots Distribution (RIP4 Tangliahen-'DongshanzEen) Q~~~ | 7. 0 -F _ Nosel _e odn gspots S ,X, _ _ZX~~~~~~~~~~~~~~~~~~~~~ Appendix 3: Field Plan for Distribtution of Environmental Morntoring Spots RIP4 A Noise Monitoring Sites * Air Monitoring Sites Run of the Projected Highway Tangjiang--* Dongjangzhen Pingtiancun (Ki 8+000-KI9+100) Tangjiangzlien ( K22+400-K22+500) D Laowuchang (K25+600-K26+100) Shangping (K30+600-K30+800) z j1 AA L: C Il Tiantou (K33+100-K33+200) Laoshuzhui (K34+300-K35+100) Huangsha middle school (K42+800) Beitian primary school (K46+900)