t- RECEIVED 960CT 17 PH 4:41E National Road Project III in Hubei Province Statement of Environmental Impact Assessment Research Institute of Highways, Ministry of Communications September 1996 0 4 'i I Compiler Research Institute of Highway (RIOH) Director of RIOH if Liu Kuixiang Chief Engineer of RIOH Zhao Fengjuan Head of Environment Protection Division Piao Zhongxuan Chief Engineer of the Division Liu Shutao Technique Examiner Yang Xianhe Project Team Leader VWan Quanxi ' , ' " Member of Project Team : Song Guozhen, Li Guoxiang, Wan Quanxi, Yang Manhong, Piao Zhongxuan, Member of Project Team from Hubei Province Hubei Provincial Communications Planning and Design Institute Chen Jianyang, Peng Jinzhong, Zhou Anjun Source of Monitor Data Hubei Xiaogan Environmental Monitor Station List of Report Written by Examined by Final Report Wan Quanxi Yang Xianhe Social Environmental Impact Song Guozhen Piao Zhongxuan Ecological and Water Environment Impact VYang Manhong ' 4 72 Liu Shutao Air Environment impact t-Li Guoxiang j Li Xiyun Noise Environment Impact Wan Quanxi Ye Huihai f Contents CHAPTER 1 GENERAL INTRODUCTION 1 1. Background 1 2. Basic Materials and Documents for the EIA Report 1 3. Assessment Scope 2 4. Environmental Control and Protection Target 2 5. Assessment Method 3 6. Assessment Procedures 3 7. Brief Introduction to the Undertaker of the EIA Report 5 CHAPTER 2 ENGINEERING BRIEF 6 1. Construction Scale 6 2. Classification of the EIA 6 3. Geographical Position 7 4. Schedule of Construction 7 5. Traffic forecast 7 CHAPTER 3 CURRENT ENVIRONMENT CONDITION AND ASSESSMENT 8 1. Terrain and Landforms 8 2. Meteorology and Hydrology 8 3. Current Condition and Assessment of Ecology Environment 9 4. Current Status and Assessment of Acoustic Environment 14 5. Current Status and Assessment of Air Environment 1 6 6. Current Status and Assessment of Water Environment 22 7. Administrative Division and Population Distribution 24 8. Socio-economic Index 24 9. Current Status of Living Standard 25 10. Assessment Standard 27 CHAPTER 4 ENVIRONMENTAL IMPACT FORECAST AND PROTECTION MEASURES 29 1. Impact analysis on Agricultural Production 29 2. Impact analysis of Pavement Runoff on Subgrade and Farmland 30 3. Impact Analysis of Soil Erosion 30 4. Impact Analysis on Farmland Vegetation by Road Construction 32 5. Forecast of Lead Emission Impact on Farmland Soil and Crops 32 6. Impact Analysis on Water Environment 34 7. Forecast and Assessment of Acoustic Impact 36 8. Forecast and Assessment of Air Environment Impact 46 9. Social Environment Impact Assessment 61 10. Proposals and Measures for Environment Protection 67 CHAPTER 5 ANALYSIS OF THE ALTERNATIVES 71 1. Brief Introduction to the Alternatives 71 2. Comparisons in Terms of Environmental Benefit 74 3. Comprehensive Assessment and Recommendation 80 CHAPTER 6 BRIEF COST-BENEFIT ANALYSIS 81 1. Social Benefit 81 2. Economic Benefit 82 3. Investment Estimation of Environment Protection Measures 83 CHAPTER 7 ENVIRONMENT MANAGEMENT AND MONITOR PROGRAM 85 1. Organization and Personnel Requirements 85 2. Environmental Monitor Program 86 CHAPTER 8 PUBLIC PARTICIPATION 93 CHAPTER 9 CONCLUSIONS 96 1. Conclusions of EIA 96 2. Measures and Suggestions 98 List of tables Table 2-1 Traffic forecast for the proposed road (unit: converted PCU/day) Table 3-1 Current condition of land use along the proposed road Table 3-2 The agricultural soil survey items, analysis method and the results Table 3-3 Statistical analysis results of background Pb content in the soil (Unit: mg/kg) Table 3-4 Classification of Pb pollution in the soil Table 3-5 Current status of Pb content in the soil of the area Table 3-6 Survey results of current status at typical acoustic sensitive pints Table 3-7 Air pollution factors for the city of Dawu county in 1993 Table 3-8 Air pollution factors for the urban area of Xiaogan in 1993 Table 3-9 Air pollution factors the Caidian region (Hanyang county) in 1993 Table 3-10 Prevailing wind direction and average wind speed in each area Table 3-11 Occurrence frequency of air stability (Unit: %) Table 3-1 la Occurrence frequency of air stability for each season along the area Table 3-12 Summary of the current status survey of air environment quality Table 3-13 Analysis method for air environment survey Table 3-14 Measured results of CO concentration in the air (Unit: mg/Nm3) Table 3-15 Measured results of NOx concentration in the air (Unit: mg/Nm3) Table 3-16 Measured results of TSP concentration in the air (Unit: mg/Nm3) Table 3-17 Disposition of the water quality survey and monitoring section Table 3-18 Summary of the measured items and the analysis methods Table 3-19 Results of current surface water quality survey (Unit: mg/L, except for PH) Table 3-20 Water quality assessment standards and the parameters Table 3-21 The calculated standard index for PH Table 3-22 Main Socio-economic indexes of Hubei province & the areas directly affected by the proposed road project in 1992 Table 3-23 Socio-economic indexes for Wuhan and Xiaogan (taking the provincial average as 100, in 1992) Table 3-24 Urban Area Ambient Noise Standard (GB3096-93) Table 3-25 Air Quality Standard (GB3095-82) Table 3-26 Environmental Water Quality Standard (GB3095-82) Table 4-I Forecast of accumulated lead in soil (Unit: mg/kg) Table 4-2 Calculated soil environmental Pb capacity for each road section (g/mu) Table 4-3 Forecast of lead pollution index (P) Table 4-3-1 Pollutant concentration in pavement run-off (Unit: mg/kg) Table 4-3-2 Water pollutant maximum allowable emission concentration (Unit: mg/kg) Table 44 Measured noise level for road construction machines Table 4-5 Hygiene standard of industrial and enterprise noise Table 4-6 Classification of vehicles Table 4-7 Surface condition related constant K, Table 4-8 Headway related constant K Table 4-8 Headway related constant K Table 4-9 Traffic noise correction (ALpv) caused by road pavement Table 4-10 Noise forecast for different sections in the 3 operation periods Table 4-11 Noise sensitive spots along the assessed road area Table 4-12 Noise levels at the sensitive spots along the road section Unit: dB(A) Table 4-13 Noise level forecast at the sensitive spots along the road area Unit: dB(A) Table 4-14 TSP survey results under different pollution modes Table 4-15 Forecasted traffic volume proportions shared by the 3 vehicle types (%) Table 4-16 Traffic volume forecast for each road section Table 4-17 The emission intensities of CO and NOx by road section Unit: mg/m - s Table 4-18 Forecast of CO emission dispersion in year of 2000 over the road area (type D stability) Unit: mg/rn3 Table 4-19 Forecast of NOx emission dispersion in year of 2000 over the road area (type D stability) Unit: mg/rn3 Table 4-20 Forecast of CO emission dispersion in year of 2010 over the road area (type D stability) Unit: mg/m3 Table 4-21 Forecast of NOx emission dispersion in year of 2010 over the road area (type D stability) Unit: mg/m3 Table 4-22 Forecast of CO emission dispersion in year of 2020 over the road area (type D stability) Unit: mg/rn3 Table 4-23 Forecast of NOx emission dispersion in year of 2020 over the road area (type D stability) Unit: mg/m3 Table 4-24 Superposition of the pollutant CO concentration for major sensitive spots Unit: mg/m3 Table 4-25 Superposition of the pollutant NOx concentration for major sensitive spots Unit: mg/m3 Table 4-26 Superposition of the pollutant NOx concentration for major sensitive spots Unit: mg/m3 Table 4-27 Socio-economic indexes current status and forecast for Wuhan and Xiaogan Table 5-1 Comparison of altemative schemes Table 5-2 Comparison of altemative schemes Table 5-3 Comparison of alternative schemes Table 6-1 Economic benefits from the road project Table 6-2 Toll rate standard for different vehicles Unit: CNY/vehicle km Table 6-3 Road engineering economic sensitive analysis Table 6-4 Lump-sum investment estimation for environmental protection measures Table 7-1 Environmental supervision plan Table 7-2 Project environmental management program Table 7-3 Air Environmental Monitor Plan Table 7-4 Ambient Noise Monitor Plan Table 7-5 Water quality monitor plan Table 8-1 Inquiry form for sample investigation Table 8-2 Summary of social survey for the proposed road List of Figures Fig. 1 EIA Technique Procedure Fig. 2 Monitoring report system Attached Fig. I General alignment of the proposed road and disposition of the monitoring spot I Abbreviations ADB Asian Development Bank EAP Environmental Action Plan EIA Environmental Impact Assessment EPB Environmental Protection Bureau EPD Environmental Protection Division EPO Environmental Protection Office HPCPDI Hubei Provincial Communications Planning and Design Institute HPEPB Hubei Provincial Environmental Protection Bureau HPHHMB Hubei Provincial High-grade Highway Management Bureau MOC Ministry of Communications NEPA National Environmental Protection Agency PCRB Provincial Cultural Relics Bureau RIOH Research Institute of Highway 0 CHAPTER 1 GENERAL INTRODUCTION 1. Background National road project III in Hubei province is part of the "Two Longitudinal and Two Lateral" national trunk roads, which shall be built by the year of 2000 planned by the State Council. Hubei Provincial Communications Department commissioned the desk study on Hubei section of Beijing-Zhuhai national trunk road in December 1992. Therefore, in November 1993 Hubei Provincial Communications Planning and Design Institute (HPCPDI) completed the pre-feasibility study report of Hubei section of Beijing-Zhuhai national trunk road. In December 1993, Hubei Provincial Planning Commission and Hubei Provincial Communications Department submitted the proposal of the project to the State Planning Commission. In September 1995, additional report concerning with the two sections of the Shanhai-Chengdu national trunk road was submitted. Entrusted by Hubei Provincial High-grade Highway Management Bureau (HPHHMB) on March 8,1994, the HPCPDI asked the Research Institute of Highway (RIOH) of the Ministry of Communications (MOC) to undertake the environmental assessment study for this project on March 10, 1994. In March 1994, with the assistance from HPCPDI and Wuhan Municipal Highway Division, the engineers from RIOH conducted survey and investigation on the whole road section and solicit opinions from the commission unit, which forms the basis of the terms of reference for environmental impact assessment for this project. On October 7, 1994, the National Environmental Protection Agency (NEPA) gave an official reply on the Terms of Reference for Environmental Impact Assessment for Jiuliguan-Junshan Motorway, the Northem Section of Beijing-Zhuhai national trunk road in Hubei province after which the RIOH started the EIA work. Through analysis and assessment of the environmental impact of this engineering construction project, it is expected to achieve the following results: to approve the rationality of the route selection plan in terms of the environment protection; to propose reasonable measures for environmental protection and to feed back to the engineering design and construction in order to provide a scientific basis for optimization of engineering design; to provide scientific and technical consultant service for the environmental protection and management. 2. Basic Materials and Documents for the EIA Report (1) "Measures Concerning with the Environmental Protection and Management of Capital Construction Project" issued by NEPA (2) "Measures Concerning with the Environmental Protection and Management for Communications Construction Project" issued by the Ministry of Communications I (3) "Notice to Strengthen the Environmental Impact Assessment and Management of Construction Project Financed by Loan from International Financial Organizations" jointly issued by NEPA, State Planning Commission, the Ministry of Finance and People's Bank of China in 1993; (4) Proxy Statement Concerning with EIA Work for the Northern Section of Beijing-Zhuhai National Trunk Road in Hubei Province Written by HPHHMB and HPCPDI; (5) "Pre-feasibility Study Report on the Project of Northern Section of Beijing- Zhuhai National Trunk Road in Hubei Province", and the supplementary report; (6) "Proposals on the Project of Northern Section of Beijing-Zhuhai National Trunk Road in Hubei Province" and the supplementary report submitted to the State Planning Commission by Hubei Provincial Planning Commission and Hubei Provincial Communications Department; (7) "A Letter in Reply Concerned with the Comment on the Terms of Reference for Environmental Impact Assessment for Jiuliguan-Junshan Motorway, the Northern Section of Beijing-Zhuhai national trunk road in Hubei province", issued by NEPA; (8) "Feasibility Study Report on the Project of Northern Section of Beijing- Zhuhai National Trunk Road in Hubei Province"; (9) Comments on the Assessment Standard for this project issued by the Hubei Provincial Environmental Protection Bureau (HPEPB); (10) "Specifications for Highway Construction Environmental Impact Assessment (Draft)"; (I1) "Monitor and Measurement Report on the Environmental Quality Condition of the Northern Section of Beijing-Zhuhai National Trunk Road in Hubei Province", made by Xiaogan Environmental Monitor Station of Hubei Province. 3. Assessment Scope The assessment scope of the project is within the area of 200 meters from both sides along the central line of the proposed road. The assessment scope of the social economic development, living standard, ecology environment and the pollutant source shall be in a properly extended areas, up to 500 meters. 4. Environmental Control and Protection Target 4.1 Protection of ecological environment along the road area Through assessment of such environmental impact as soil erosion, vegetation destruction, flying dust caused by earth cutting, recommendations optimized road design; reasonable engineering construction and land occupation, feasible prevention and mitigation measures as well as vegetation recovery and remedy measures shall be proposed to materialize the target. 4.2 Protection of local residents' health and sustain normal everyday life The target shall be realized through management and control of the traffic noise and vehicle emissions, well arranged resettlement and relocation compensation, 2 5. Assessment Method Road construction project is a kind of linear development project. On-site investigation shows that the environmental conditions of most road sections along the proposed route are similar, except for a few areas being more environmentally sensitive. Therefore, the EIA method adopted is based on typical sensitive points representing one road section, combining points with lines to get the whole picture of the assessment area. According to the forecast of the environmental impact on the sensitive points or sections, correspondent mitigation measures are proposed to control the negative impact to the minimum possible. Theoretical models shall be used to calculate the traffic noise, air pollution, vibration impact in the assessment. Socio-economic and aquatic ecological assessment shall be made mainly through investigations and analyses. 6. Assessment Procedures Figure 1 shows the assessment procedures. 3 -- Se7ot I ask ||o-iesry||determine environment protection target| | analysis of impact factors Impact caused by land occupation Impact during construction period Impact during operation period * reduce farmland - soil erosion due to filling/cutting * traffic noise and vibration population migration construction accident air pollution land price fluctuation human health & disease infection pavement runoff change of hydrologic condition wastes and dust pollution * traffic accident destroy original natural environment obstruct existing traffic dangerous goods detrimental to wild animals & plants construction noise and vibration flood prevention * newly added artificial landscape hazardous materials partition * destroy original farm environment * shipping safety/order change of living standard * reduce soil fertility flood prevention shipping safety | compi le terms of reference of EIA| .| curentcondition investigation and assessment | I socio-economic ecology environment air environment acoustic environment - urban planning - type, quantity, activity law, - meteorological features -current quality - area function distribution living environment, wild animal - current air quality -existing noise sources - human health protection classification, - existing pollutant distribution and - resettlement - farm land quality, sources classification - tourist resource - vegetation coverage status, -distribution and -noise sensitive point - living standard - soil erosion, classification of air distribution and - land use pollution sensitive classification - industry structure point alternatives F impact fcrecst | forecast model | natural environment social economy - air - population distribution - noise - land use - eco-system - living standard - infrastructure facility - resettlement - tourist lenvironment standard environmental impact assessment protection & mitigation measures and cost-benefit analysis EIA report action plan Fig. 1 EIA Technique Procedure 4 7. Brief Introduction to the Undertaker of the EIA Report The Research Institute of Highway of the Ministry of Communications is the undertaker of the EIA work. The RIOH founded in 1956, is the largest comprehensive science and technology research center in road and road transport field in China directly under the Ministry of Communications, holding first class certificate for EIA issued by NEPA. In the institute there are engineers and researchers of road engineering, environmental engineering, chemical analysis, biological engineering, traffic engineering, road construction machinery, bridge engineering, transport economy, etc.. In the recent years the institute undertook EIA work, environmental engineering design, and relative basic research study for over 50 high grade road and individual bridge engineering projects; sponsored the ministerial document of "Specifications for Highway Construction Environmental Impact Assessment" commissioned by the MOC; with practical experiences of undertaking the EIA work for the World Bank and ADB loan projects. s I CHAPTER 2 ENGINEERING BRIEF 1. Construction Scale The main part of this project is composed of two components: (1) Dawu- Shenshan Section (not including Junshan Yangtze River Bridge) of Beijing-Zhuhai national trunk road; (2) Wuhan East Section and Wuhan West Section of Shanghai- Chengdu national trunk road, which are motorways with total mileage of 200.408 km The auxiliary project includes three connection roads: Dawu connection road, Huayuan connection road and Xiaogan connection road, which are second class roads, with total mileage of 39.7 km. Dawu-Shenshan Section is 143.365 km, with 12 interchanges, 53 separate grade crossings, 265 underpasses, 5 extra-large bridges, 5 large bridges with total length of 5978.3 m, with total investment about CNY 3856.6 million. Wuhan East Section (from Shenshan to Baoxie) is 44.526 km, with 4 interchanges, 43 separate grade crossings, 49 underpasses, with total investment about CNY 860 million. Wuhan West Section (from Zhushan to Yongan) is 12.517 km, with I interchange, 7 separate grade crossings, 26 underpasses, with total investment about CNY 248 million. Dawu connection road, linking the Dawu interchange with national road 107, is of second class road, 9.1 km long, with one large bridge of 286.4 m and one medium bridge of 42.9 m, with total investment about CNY 38.498 million. Huayuan connection road, linking the Huayuan interchange with national road 107, is of second class road, 11.5 km long, with one large bridge of 162.5 m and one medium bridge of 43 m, with total investment about CNY 39.668 million. Xiaogan connection road, linking the Sancha interchange with national road 107, is a reconstructed second class road, 12.2 km long, with one large bridge of 59.16 m, with total investment about CNY 30.434 million. 2. Classification of the EIA Since this is the project trying to get loan from international financial organizations, EIA work has been conducted as required by NEPA for projects with loan from intemational financial organizations. According to the classification of EIA for construction projects in China, this project belongs to class A, known as :large scale new road construction project", for which it is necessary to carry out overall environmental impact assessment study. 6 3. Geographical Position The area along the proposed road is situated in the eastern part of Hubei province and in the middle reaches of the Yangtze river near the eastern border of Jianghan plain, with Huanggang area adjacent to its east, Jingzhou and Xiangfan bordering on its west, Xinyang region Henan province on its north. In the south across the Yangtze river it is connected with Xiangning region, which is the "joint area" linking not only the south and the north, but also the east and the west of Hubei province. The terrain of this area is higher in the north than that in the south, with Dabie and Tongbai Mountain in the north, connecting with Damnufu Mountain in the south. Wuhan city and part of Xiaogan are located in Hanjiang plain area, with altitude generally less than 50 m. The hilly areas are mainly in Dawu county. Most of Xiaogan region are situated between the hills and the plain with altitude being generally less than 200 m. The alignment of the road is principally along the roof of high ground and plain platform with high altitude and little longitudinal fluctuations, while in alluvial plain area the alignment is smooth. 4. Schedule of Construction The construction period of this project is 3,5 years, i.e. from July 1997 to December 2000. 5. Traffic forecast Table 2-1 Traffic forecast for the proposed road (unit: converted PCU/day) Road section 2000 2010 2020 Dawu interchange - Hanlao interchange 11551 24881 43913 Hanlao interchange - Sancha interchange 13374 29374 49476 Sancha interchange - Quanli interchange 14867 26338 45794 Quanli interchange - Zhushan interchange 16579 34062 49619 Zhushan interchange - Shenshan interchange 18379 37732 59927 Shenshan interchange - Baoxie interchange 13369 23111 34695 Zhushan interchange - Yongan interchange 12745 24120 34592 Dawu connection 13185 6790 10937 Huayuan connection 2697 4184 8826 Xiaogan connection 6275 9528 14450 2 ' --z 't ) 7 CHAPTER 3 CURRENT ENVIRONMENT CONDITION AND ASSESSMENT 1. Terrain and Landforms The area, the proposed road passes through, is very vast with great terrain variation. From Jiuliguan to Xiaohe village of Xiaochang is heavy hilly area; from Fuhe to Junshan is plain lake area; with other areas being plain and light hilly. There are_soft soils in this area, therefore 22.7 km of road section need to be treated artificially. Meanwhile, the ground surface is characteristic of long time temporary water accumulation with higher water table. The soil quality is poor with higher water content. Therefore, soils for subgrade and pavement have to be transported far away from other places, which makes the engineering construction difficult and increases the cost. The geologic condition of the road section in the north of Fuhe is quite good, and so far no landslide, rock cracking and soft soil ground have been found in the area. 6". The stratum from Jiuliguan to Huayuan is ancient with bedrock along this route being shallowly buried, with outcropping rock seen everywhere. The stratum from Huayuan to the north of Fuhe is dominated by middle and ancient time Pleistocene series with hard soil texture. Along the route, the slope of the irrigation canals and ditches is not only steep, but also stable with higher loading capacity. The good geologic conditions provide reliable subgrade for the engineering work. As for the road section from the south of Fuhe to Junshan, the low-lying land is characteristic of short term deposit, soaked with surface water and underground water for many years, so that the soil is soft with low bearing capacity; except for the highland of Dushan, Hengshan, Zhashan, Junshan, etc. within Hanyang area being in good geologic condition. Most soft soil are in the East-west lake area, where the soft soil layer is thick and deep, and where the subgrade and bridge structure for the road section have to be properly treated, or appropriate support structure selected. The areas from Zhushan to Yongan and from Jinkou to Baoxie belong to denudation depositional high plain area. Due to the action of surface laminar flow, the area is characteristic of hilltops alternating with depressed ditches and branching streams. So the average filling height of the subgrade will be 3.5 m - 4 m. The area along the proposed road is in good geologic conditions, dominated by soil ground with few stony section. 2. Meteorology and Hydrology The affected area of this project is of middle and low latitude, belonging to the tropical continental monsoon humid climate characteristic of clear four seasons, long frost-free period, with plentiful heat and abundant water resources, warm and shiny as 8 well as rainy and hot season. The local climate in different areas, however, has its own characteristics due to different terrain effect, such as lake water body effect, depression and cool lake effect, mountain and slope effect and etc.. In spring the weather changes easily, the temperature tends to go up rapidly with more rains, sometimes it is cloudy and raining with very low temperature. The warm and cool air replace each other alternatively, which causes more raining in spring. In surnmer, the weather is warrm with plentiful rain and plum rains season so that the flood is easy to happen. In midsummer, it is usually clear and hot, with hot and dry wind from south occurring before or after slight Heat. In the fall, the temperature drops down quickly with more clear weather and less raining, meanwhile, dry weather easily occurs. In winter, it is very cold with few raining and often freeze with heavy wind and snow. The annual average temperature is 15 IC - 17C. Normally January is the coldest with average temperature being 2 C to 4.1 IC, the lowest - 13 C and the extremely lowest -18 'C. Historical record shows that the Hanjiang river and the Yangtze river froze several times. Particularly in Wuhan urban area, it is very hot in summer, with atmospheric pressure of 751.43 mm Hg and the highest relative humidity up to 80% and the highest temperature up to 41.3 'C; therefore Wuhan is known as one of the three "stoves" beside the Yangtze river. The area abounds with rain, with annual rainfall of 1100 - 1450 mm. In terms of rainfall distribution, it is increasing southwards, with rainfall isopleth distributed latitudinally and the annual rainfall varies greatly from year to year, with record high up to 2262 mm and record low down to 657.1 mm. Rainfall variation between seasons is also great, with summer rainfall accounting for 36% - 45% over 430 - 530 mm, spring rainfall accounting for 29% - 36% over 330 -490 mm, autumn rainfall accounting for 17.% - 19% over 100 - 240 mm, winter rainfall accounting for 8% - i i% over 90 - 160 mm. According to the statistics, the highest wind speed in the area is 29.6 m/s (January 27, 1976), from the north-west with strongest wind force up to 4th scale, and with most heavy wind in April, least in September and October. North wind prevails across the year, except in June and July with wind from south sea, which is characteristic of high speed and lasting with longest duration up to 16 days. The area is abundant in surface water, with crisscross rivers and lakes, reservoirs and ponds spread all over the area, with much run-off and transit flow. The Yangtze river passes through the area from the south-west to the north-east, the Hanjiang river converges into the Yangtze from the north-west to the south-east. There are branch rivers of Dongjin river, Huanshui river, Fuhe river, Lunhe river, converging into the Yangtze river and the Hanjiang river. The rivers and lakes for the proposed road passing through and by include Huanshui river, Fuhe river, Lunhe river, Wild Pig lake, Wangmu lake, Hanjiang river, Tongsum river, Yangtze river, etc.. 9 The area for the proposed road passing through is located in the east of Hubei province and Jianghan plain characteristic of heavy rainfall and serious flood in some heavy hilly areas. Drainage and protection measures have been considered in subgrade and pavement design and construction. 3 Current Condition and Assessment of Ecology Environment 3.1 Current condition of land use investigation The current condition of land use along the proposed road is shown in Table 3-1. Table 3-1 Current condition of land use along the proposed road Land use BJ-ZH BJ-ZH BJ-ZH BJ-ZH BJ-ZH BJ-ZH BJ-ZH SH-CH SH-CH Total Dawu Xiaocha. Xiaonan EW lake CDHJB Caidian Jiangxia Wuhan E WuhanW Permen. 1673.1 3134.9 2747.5 1415.1 71.0 2634.8 726.4 3564.1 1036.6 17003.3 Paddy F. 762.0 1998.6 1754.4 842.5 0.0 1496.8 372.3 1800.4 720.3 9747.2 Dry F. 526.8 805.0 610.9 225.2 33.6 614.0 320.2 1393.2 107.9 4636.9 Fish po. 64.4 42.7 244.7 132.0 20.9 119.1 0.0 19.1 73.9 716.8 Lotus po. 0.0 0.0 0.0 0.0 9.0 77.8 0.0 19.8 0.0 106.5 Fruit 0.0 0.0 0.0 0.0 0.0 14.6 0.0 101.4 0.0 116.0 Vegetable 4.6 52.0 83.0 184.7 0.0 88.9 0.0 0.0 10.1 423.3 Resident 85.2 139.0 22.3 0.0 0.0 64.4 0.0 0.0 103.4 414.3 Forest 230.2 97.5 32.3 30.5 7.5 159.2 22.5 103.7 21.0 704.5 Other use 0.0 0.0 0.0 0.0 0.0 0.0 11.4 126.5 0.0 137.9 Tempor. 231.0 2026.7 1931.2 3141.3 114.3 542.3 148.2 867.9 268.2 9271.2 Paddy F. 161.7 1418.7 1351.8 2198.9 80.0 379.6 103.8 607.6 187.8 6489.8 Dry F. 69.3 608.0 579.4 942.4 34.3 162.7 44.5 260.4 80.5 2781.3 BJ-ZH: Beijing-Zhuhai; SH-CH: Shanghai-Chengdu; Xiaocha.: Xiaochang; EW lake: East-West lake; CDHJB: Caidian Hanjiang Bridge; Wuhan E.: Wuhan East section; Wuhan W.: Wuhan West section F.: field; po: pond; Tempor.: Temporary use Source: Feasibility Study Report for National Trunk Road Project III in Hubei Province (revised edition), HPCPDI, August 1996 3.2 Current vegetation status investigation and assessment Grain crops in the area along the proposed road mainly are rice, wheat, barley, beans and the others; cash crops mainly are cotton, rape, sesame, peanut and tobacco. In addition there are certain amount of tea, mulberry, fruit and vegetable along the area. On the whole the area has rich plant resources, but differences do exist between areas along different road sections, i.e. some areas with well grown vegetation, some bad. 3.3 Agricultural soil pollution investigation and assessment 3.3.1 Principles of agricultural soil pollution survey point disposition Since in the area along the proposed road most lands have been cultivated for 10 agricultural use for a long time. The proposed road is a new road, which shall occupy farm land definitely. Therefore, only farmland soil is considered while soil condition survey points being disposed. First, the representativeness of the soil samnpling should be considered; secondary, scattered distribution of sampling should be considered; in addition, terrain features have to be considered in sampling. 3.3.2 Survey results of agricultural condition Farmland soil survey items analysis method and results are shown in Table 3-2. Table 3-2 The agricultural soil survey items, analysis method and the results Location PH Pb(mg/kg) Organic matter (%) Analysis method Daxindian 7.52 25.1 1.49 PH: Glass electrode method; Dawu city 7.12 25.5 1.25 Pb: Atomic absorb spectrophoto Sancha 7.28 19.9 1.96 method; Dabati 7.22 27.8 1.56 Organic matter: Dingiiatai 6.85 28.3 1.87 Potassium dichromate method Shenshan 7.50 22.6 1.60 Baoxie 7.27 20.1 1.48 Source: Xiaogan Municipal Environmental Monitoring Station, Hubei Province 3.3.3 Current condition assessment of agricultural soil T he background value of organic matter in the cultivated soil in Hubei province is 0.37 - 12.33%, with its geometric average being 2.3%. In the light of the survey, the content of organic matter in farmland soil along the proposed road is slightly less than the provincial average in Hubei. Only in terms of content of organic matter, the fertility of soil is at the mid lower level. Therefore, attention should be paid to using more organic fertilizer. The measured PH of the soil is over 6.85 - 7.52, which is neutral suitable for the crop growing. The measured Pb content in the soil is close to the provincial geometric average in Hubei province. Table 3-3 shows the statistical analysis results of the background Pb content in the soil. Table 3-3 Statistical analysis results of background Pb content in the soil (Unit: mg/kg) Minimum Maximum Geometric average Geometric standard deviation State 0.68 1143.0 23.6 1.54 Hubei province 14.1 97.4 25.7 1.30 Source: Chinese Soil Element Background Value, China Environmental Science Publishing House, 1991 Single index method is used for the current condition assessment of lead content in the soil, with formula as follows: P=C/S where: P - pollution assessment index; C - actual measured content (mg/kg); S - selected standard content for assessment (mg/kg); II Since no assessment standard content for heavy metal in soil has been issued in China, the standard content recommended by the "Specifications for Road Construction Environmental Impact Assessment (Draft)" is adopted, i.e. the geometric average of the background content of Pb in the A layer soil in Hubei province multiplied by the geometric standard deviation, with formula as follows. B = MD2 where: B - assessment standard content; M - geometric average content of Pb in the A layer soil in Hubei province (mg/kg); D - standard deviation for geometric average content of Pb in the A layer soil in Hubei province. The calculated assessment standard Pb content in the soil is 43.43 mg/kg. The soil environmental Pb content depends on PH value of the soil. 200 mg/kg is taken as the critical Pb content when the PH value is less than 6.5; and 300 mg/kg is taken as the critical content when the PH value is greater than 6.5. The current condition survey shows that the PH value of the soil along the proposed road is i greater than 6.5, therefore, the critical Pb content taken is 300 mg/kg. The classification of Pb pollution in the soil is shown in Table 3-4. Table 34 Classification of Pb pollution in the soil Classification Non-pollution | Slight pollution Medium pollution Serious pollution Index P 51.0 1.0- 2.5 1 2.5 -7.0 7.0 Source: Specifications for Highway Construction Environmental Impact Assessment (Draft) The assessment of current status of Pb content in the soil of the area is summarized in Table 3-5. Table 3-5 Current status of Pb content in the soil of the area Place sampled Daxindian | Dawu | Sancha | Dabati Dingiatai Shenshan Baoxie Index P 0.58 0.59 0.46 0.64 0.65 0.52 0.46 It can be seen from Table 3-5 that Pb pollution index P is less than 1.0 for all the places sampled. Comparison of the index P with that in Table 3-4 shows that the Pb pollution in the soil along the proposed road is of "non-pollution" class. The lead content in the soil is ten times less than the critical content of 300 mg/kg. 3.4 Current condition investigation and assessment of crops Due to great differences in terrain and climate conditions from the north to the south along the proposed road area, the agricultural resources from the north to the south are different accordingly. The resources, however, are very rich with all the varieties. Comparing with that of the southern area of the province with better conditions for agriculture, the output the crops in the north are obviously lower, especially in the hilly dry area. Another problem in the north area about agricultural 12 production is the low efficient of the land use with high cost, e.g. in Dawu some farmlands have not been fully developed and utilized yet. 3.5 Current condition investigation and assessment of soil erosion On-the-spot investigation shows that soil erosion is very serious in Dawu area, with soil erosion module being about 5500 ton/(km2-year), comparing the acceptable module over 2500 - 5000 ton/(km2-year) and with area of soil erosion accounting for about 25% of the total. The major reasons are: firstly, the terrain of this area is dominated by hilly areas, most of which are in the form of short strip ridges vulnerable to water flow action, especially after the vegetation having been destroyed; secondly, due to great proportions of loose soft parent materials most in yellow-brown vulnerable to erosion; thirdly, the area saw more and more cultivated and reclaimed land, particularly at mountain slopes and in the forest by labour intensive farming easy to cause soil erosion. By comparison, in areas of Caidian, Jiangxia and East-West lake along the proposed road, the soil erosion is less serious, with average erosion module about 1000 ton/(kin2-year), and the erosion area accounting for about 5% of the total, the terrain of which is a kind of transition area from alluvial and deposit plain to hilly lake plain area. In the area, the soil erosion mainly happens in the mature soil zone formed through cultivation on alluvial deposit and deposit parent materials with features of strong acidity, high viscidity, thick -soil layer, dense texture, poor pervious function and poor anti-erosion capability, suitable for such trees as tea-oil tree and pine tree. In this region, formed by modem time river alluvial materials and lake deposit the soil is vulnerable to erosion, but the soil is fertile with well grown vegetation and less soil erosion. 3.6 Current status investigation of rare animals plants and nature reserve area The area along the proposed road is rich in animal and plant resources. Investigation shows that the animals frequently seen include mountain badger, yellow weasel, wolf, raccoon dog, fox, deer, squirrel, hedgehog, wild pig, owl, kite, ring- necked pheasant, turtledove, woodpecker, big cuckoo, cuckoo with four tones, myna, magpie, gray magpie, crow, wild duck, swallow, and parietal duck etc.. There are pigs, cows, sheep, rabbits and Equus animals as well as chickens, ducks, gooses along the road area. The coverage rate of forest along the proposed road area is very high; the grain crops mainly are rice and wheat, the cash crops mainly are peanut, sesame, rape, cotton and etc.. The area along the proposed road, is also rich in herbal medicine resources, such as, the root of ballon flower, Chinese atractylodes, fuling and etc. The mature timber along the proposed road is dominated by masson pine and China fur. There are rich grassland resources mainly with arbor family as well as the composite family and the pulse family herbage. The proposed road shall not pass through any natural preservation area of the state and the Hubei provincial level. No precious wild animals and plants of the state conservative species have been found within the areas of 500 m from both sides of the proposed road. 13 4. Current status and assessment of acoustic environment 4.1 Distribution of noise sensitive points within the assessment area In Dawu county the villages passed through by the proposed road include Liujiawan, Xujiawan, Shangtianwan, Liujiachong, Wangjiawan, Sitangwan, Yangpingzhen, Wangjiadun, Yanjiaqiao, Guanyinyan, Lilindian, Zhaojiahe, Lijiaxiang and etc.. The city of Dawu county is a densely populated area passed by the road, with middle schools and primary schools, of which the Liuwan primary school is only_j mLawayfothe proposed ro1ad, and the Erlang middle school 600 m from the interchange. The heavy hilly features of the Dawu county area make the cutting and filling greatly affected by the terrain conditions as well as by that of the buildings. So the road alignment is finalized in such a way that the minimum height of cutting and filling for the subgrade near buildings being limited at about 3 m. The Xiaogan city (including Xiaochang county and Xiaonan district) has a total area of 2216 Ian2 and population 1.3346 million. The v of Xiaowu and Xiaoheguan In Xiaochang are densely populated, being abou. l00m 'away from the proposed road. The Xiaochang county area is hilly with moderate undulation and relatively balanced cutting and filling of average filling height for the subgrade at about3 -4.5m. In Xiaonan, the road passes through the mountain area between the Wangmu lake and the Wild Pig lake via Yangdian, Chanchuanpu and Sanchazhen; across the Fuhe river at Beijinzui via Yutan; then across the Lunhe river; entering into the East-West lake area of Wuhan at the brickyard. The Pyzh n an village at Sanchazhen is a densely populated area, being about 10Onim away from the proposed road, where near the Sanchazhen a separate highway-railway grade crossing shall be built. The Xiaonan district is an area of plain hilly, with average height of the subgrade for the road being about 3.65 m. In the East-West lake area, the road passes through the Zoumalin farm, crossing with the national road 107 at Dabati, across the Hanjiang river at Dingjiatai, then entering into Caidian area. The Jianguo village and Dingjiatai near Dabati are resident area, only 50 m away from the proposed road. In Caidian area the road passes through the resident areas of Hongguang village, Quanli and Xiaojialing near the Dongjing river after across the Hanjiang river. Hongguan population over 300. Quanli is also densely populated only 50 m away from the proposed road with interchange. The Zhushan-Yongan connection road starts from Zhusiian~ and ends at Yongan, via Zhangwan, Bianjiang Primary j | 5c School, Liuhuan Primary School, and Xiaguancun village. The Bianjiang Primary School is 150 m away from the proposed road; and the Liuhuan Primary School a two story building, with over 400 students and 15 staffs, is only 60 m from the road. The proposed road shall pass right through Xiaguangcun village with over 100 families and population of 400. The East-West lake area and Caidian area are plain with low 14 terrain, and the average height of filling for the subgrade is about 4.75 m. In Jiangxia area, the road passes through Jinkou, Shenshan, Yaojiazui, Zengjiawan, Shenglicun, Xingfu Primary School, Xinwanli, Limiaocun, Xinwu, Yangqiao, Sunluowan, Siwangcun, Zhaowangshan and Guijiawan then enters into Biaoxie. The relatively densely populated area includes: Yaojiazui and Shenglicun with farnilies over 30 - 50; the Xinfu Primary School a two story building with 300 more students in 9 classes, about 40 - 50 m away from the proposed road. 4.2 Current status investigation and m6nt6iting of the acoustic environmental sensitive points in the assessment ar AeO( > (b( Investigation shows that with the er.s 500 m away from both sides of the i 9 , proposed road there are a total of villages in different sizes, 10 middle and primary schools, 14 of which are selected as typical acoustic environmental sensitive points to be monitored, based on the investigation and the information provided by the local environmental protection departrnent. The disposition of these points is shown in Fig, 1. The Environmental Survey Station of Xiaogan of Hubei province undertakes the survey and monitoring in the day time and at night. Table 3-6 shows the survey results. Table 3-6 Survey results of current status at typical acoustic sensitive pints Measured results dB(A) Distanc No. Monitoring spots Day time Night time from R. Leq L,O L50 L, Leq L1o L50 L, (m) I Dawu 37.9 40 37 34 32.8 34 30 30 100 2 Xiaowu Liuwan Primary School 48.5 50 41 36 33.8 36 33 31 100 3 Sancha Dazhangguancun 46.6 49 45 42 36.7 38 36 34 100 Railway side (1) 79.8 83 59 42 75.5 72 62 52 100 Railway side (2) 43.4 46 42 38 37.2 39 36 34 100 4 Dabati Jianguocun 48.5 53 43 38 37.0 40 35 33 50 National road 107 27 (94 90 65 81.7 86 65 57 50 5 Dingjiatai '. 48 46 44 36.1 36 36 35 50 6 Hoangguangcun 47.7 52 43 38 35.3 36 34 33 100 7 Quanlicun 45.1 47 44 43 37.0 38 36 35 50 S Xiaojialing 49.0 54 46 41 35.1 36 35 33 50 9 Pengjiayuan (Xiaguangcun) 45.0 49 43 40 37.8 39 38 37 40 10 Liuhuan Primary School 43.9 46 42 40 37.1 38 37 36 60 11 Zhangwan 41.8 44 41 38 35.1 36 35 34 40 12 Yaojiazui 48.3 51 44 42 34.2 35 34 33 80 13 Xinfu Primary School 40.4 42 40 39 36.4 37 36 35 40 14 Baoxie 56.6 60 55 48 42.2 44 41 39 200 (1) with vehicle; (2) without vehicle 15 4.3 Current status assessment of noise environment along the proposed road The proposed road is away from cities, and most of the areas passed through by the road are the suburbs and villages, with more than 170 villages, and only a few large scale resident areas with typical rural area features. 14 monitoring spots were established along the road. The survey results show that all the spots surveyed are up to the acoustic environmental quality standard, except for some spots in the non- resident areas of the Dabati interchange and the separate highway-railway grade crossing, with noise level over the standard limit (Dabati 91.2 dB(A) in the day time, 81.7 dB(A) at night; Sancha 79.8 dB(A) in the day time, 75.5 dB(A) at night). The proposed road crosses with the national road 107 at Dabati, where the traffic volume reached 480 - 1200 pcu/day during the survey, so this is the main reason why the noise level exceeding the standard limit. The proposed road crosses with the railway at Sancha, which is the main reason why the noise level exceeding the standard limit. It is, however, below the standard limit when there is no train passing by. To sum up, the acoustic environment along the proposed road area are in good condition, except for the two crossings with the national road 107 and the railway, where the noise level is over the standard limit caused by the road and railway traffic. Therefore, proper measures should be taken to keep the noise level as low as possible to make the socio-economic development sustainable. 5. Current Status and Assessment of Air Environment 5.1 Current environment status investigation Most areas along the proposed road are far away from air environment sensitive areas, only a few places in Dawu being passed by and close to some road sections, such as part of the county township area, Liuhuan Primary school, Xinfu Primary School. Although the road passes through Wuhan city area, it is 18 km away from the downtown area. There are by passed densely populated large areas, including the city of Dawu county, Xiaohe township, Sancha township, etc., where no obvious industrial pollution sources has been found during the on-the-spot investigation. The air pollution factors (daily average) got from air environment survey for the city of Dawu county in 1993 are shown in Table 3-7. Table 3-7 Air pollution factors for the city of Dawu county in 1993 Air pollutant Daily average density (mg/Nm3) NOx 0.019 TSP 0.340 SO2 0.031 Source: Dawu County Environment Protection Monitoring Station The air pollution factors (daily average) got from air environment survey for the 16 urban area of Xiaogan in 1993 are shown in Table 3-8. Table 3-8 Air pollution factors for the urban area of Xiaogan in 1993 Air pollutant Daily average density (mg/Nm3) CO 2.01 NOx 0.024 TSP 0.317 S02 0.033 Dust 9.29 (ton/km2 month) Source: Xiaogan Municipal Environmental Monitoring Station The air pollution factors (daily average) got from air environment survey for Caidian region (Hanyang county) in 1993 are shown in Table 3-9. Table 3-9 Air pollution factors the Caidian region (Hanyang county) in 1993 Air pollutant Daily average (.g/Nm3) NOx 3.3 - 55.1 TSP -- - 0.36 ~~~~~so, 3.00 - 23.32 Source: Caidian Regional Environment Protection Bureau Table 3-7, Table 3-8 and Table 3-9 show that the air pollution factors in Dawu, Xiaogan and Caidian are all up to the state air environment quality standard of class II. According to the meteorological information provided by each meteorological observatory in Dawu, Xiaogan and Caidian, the prevailing wind direction and average wind speed in each area are shown in Table 3-10. The occurrence frequency of air stability are shown in Table 3-1 1. Table 3-10 Prevailing wind direction and average wind speed in each area Area Prevailing wind direction Average wind speed (m/s) Dawu county NNE 23%, NE. 19% 2 Xiaogan city N 25% 2.6 Caidian region N and by N 33.38% 2.7 Jiangxia region N 11% 2.6 Table 3-11 Occurrence frequency of air stability (Unit: %) Area B C C-D D E F Dawu county 8.1 10.1 0.9 52.5 15.7 8.8 Xiaogan city 6.1 7.9 0.3 *49.8 19.5 13.6 Caidian region 11.6 7.9 - 36.4 25.2 16.1 It can be seen from the table that the occurrence frequency of the air stability is dominated by type D (neutral). 17 According to the observation of the ground wind direction and the cloud in Jiangxia area over 1989 - 1993, occurrence frequency of air stability for each season along the proposed road section from Shenshan to Baoxie can be calculated, shown in Table 3-1 la. Table 3-lla Occurrence frequency of air stability for each season along the area Area Season Air stability A B C D E F Winter 0.0 8.3 5.7 52.3 20.8 12.9 Jiansxia region Spring 0.7 15.5 14.1 48.1 9.6 11.9 Summer 3.6 13.3 21.1 41.6 9.7 10.8 Autumn 4.3 26.5 9.3 27.6 16.5 18.5 Whole year 2.9 15.9 12.6 42.4 14.2 13.5 It can be seen from Table 3-11 a that the neutral weather (Type D stability) has the maximum occurrence frequency of 42.4% in Jiangxia region. 5.2 Current status survey of air environment quality Table. 3-12 shows the summary of the current status survey of air environment quality. And the analysis method used in the air environment survey is listed in Table 3-13. Table 3-12 Summary of the current status survey of air environment quality Survey section Environment feature Measured Measured Point disposition pollutant point K32 + 700 Typical interchange, residential area NOx, CO, 3 Each I spot inside, outside Dawu city cultural & education area TSP school & residential area K59 + 200 Large densely populated area ditto 2 Each I spot inside and Xiaohe outside school K104 t 200 Separate grade crossing with dito 2 Each I spot inside and Sancha railway, densely populated area outside school K 140 + 100 Separate grade crossing with existing ditto 2 Based on actual condition Dabati road, average plain light hilly area properly distributed K150 + 500 Separate grade crossing with existing ditto 2 In residential area Hongguangcun road, residential area (Caidian) K156 + 500 Interchange with new national road ditto 2 Based on actual condition Quanli (Caidian) 318 properly distributed K2 + 930 Pengjiayuan Residential area ditto K5 + 920 Liuhuan P.S. School, culture & education area ditto I K13 + 290 Zhangwan Main route crossing with ditto I KI + 000 Jinkou M.P. Medicinal Plant ditto I KI 8 Xinfu P.S. School, culture & education area ditto I K40 + 500 Baoxie Interchange with Yihuang road ditto I 18 Table 3-13 Analysis method for air environment survey Pollutant Sampling method Analysis method CO On-the -spot air extracting Non-dispersive ultra-red absorption method NOx Oxidation pipe absorbent liquid method Chlorhydric acid naphthalene ethylenediamine colourimetric method TSP Filter film sampling Gravity method 5.3 Assessment of the current air environment quality The analysis results of the concentration of CO, NOx and TSP measured along the motorway of the national road project III in Hubei province are shown in Table 3- 14, 3-15, and 3-16 respectively. From Table 3-14, 3-15 and 3-16 it can be seen that the measured concentration of CO along the road is 0.17 - 2.35 mg/Nm3, and the daily average is 0.27 - 1.92 mg/Nm3, which are less than the limits specified in the class II standard of GB3095-82 for the anytime measured CO concentration and the daily average. Table 3-14 Measured results of CO concentration in the air (Unit: mg/Nm3) Anytime measured concentration Daily average concentration Five day No. Sampled location No. of Range Overage over No. of Range Overage over average sample the standard sample the standard I K32 + 700 Liuwan 20 0.2 - 0.3 0 5 0.5 - 0.86 0 0.62 Primary School (in.) 2 K32 + 700 Liuwan 20 0.3 - 0.9 0 5 0.5 - 0.80 0 0.65 Primary School (out.) I_I 3 Dawu villages 20 0.2 - 1.0 0 5 0.33 - 0.70 0 0.51 4 K59+200Xiaohe 20 0.2 - 1.1 0 5 0.62 - 0.93 0 0.50 5 K76 + 200 20 0.2 - 0.7 0 5 0.35 - 0.53 0 0.44 Guanshancun _ 6 K 104 + 200 Sancha 20 0.2 - 0.9 0 5 0.36 - 0.62 0 0.41 7 K103 + 700 20 0.2 - 0.9 0 5 0.30 - 0.80 0 0.55 Zhangwancun 8 1140+ 100 Dabati 20 0.3 - 1.9 0 5 0.87 - 1.30 0 1.15 9 K 143 + 200 National 20 0.6 - 2.1 0 5 1.00 - 1.45 0 1.17 road 107 interchange _ 10 KI150+ 500 20 0.2 - 1.1 0 5 0.56 - 0.86 0 0.70 Hongguangcun I I K 159 + 365 Separate grade crossing with 20 0.2 - 2.0 0 5 0.65 - 1.62 0 0.97 existing Hansha road 12 Quanli 20 0.2 - 1.1 0 5 0.40 - 0.70 0 0.56 13 K168+546Shiwan 20 0.3 - 1.4 0 5 0.70 - 0.95 0 0.85 in Caidian 14 K2 + 930 20 0.49 - 2.01 0 5 0.97 - 1.48 0 1.17 Pengiayuan _ 15 K5 + 920 Liuhuan 20 0.17 - 1.12 0 5 0.32 - 0.50 0 0.40 Primary School 16 K13 + 290 Zhangwan 20 0.25 - 1.01 0 5 0.35 - 0.73 0 0.54 17 KlI + 000 Jinkou 20 0.42 - 1.41 0 5 0.51 - 1.02 0 0.73 Medicinal Plant _ 18 K18XinfuPrimary 20 0.19 - 0.90 0 5 0.27 - 0.61 0 0.42 School 19 K40+500Baoxie 20 0.35 - 2.35 0 5 1.14 - 1.92 0 1.48 19 Table 3-15 Measured results of NOx concentration in the air (Unit: mg/Nm3) Anytime measured concentration Daily average concentration Five day No. Sampled location No. of Range Overage over No. of Range Overage over average sample the standard sample the standard I K32 + 700 Liuwan 20 0.010 0 5 0.028 0 0.03 Primary School (in.) - 0.046 _ _ 0.033 2 K32+700 Liuwan 20 0.007 0 5 0.012 0 0.02 Primary School (out.) - 0.048 - 0.023 3 Dawu villages 20 0.006 0 5 0.017 0 0.02 - 0.049 - 0.033 4 K59 + 200 Xiaohe 20 0.005 0 5 0.009 0 0.01 - 0.020 - 0.018 5 K76+200 20 0.017 0 5 0.021 0 0.03 ____ Guanshancun - 0.074 - 0.034 6 K104+ 200 Sancha 20 0.008 0 5 0.012 0 0.01 - 0.021 - 0.017 7 K103+700 20 0.010 0 5 0.017 0 0.02 Zhangwancun - 0.027 - 0.022 8 K140+ 100 Dabati 20 0.014 0 5 0.018 0 0.02 - 0.033 - 0.030 9 K143 + 200 National 20 0.009 0 5 0.012 0 0.02 road 107 interchange - 0.027 - 0.019 10 K150+ 500 20 0.006 0 5 0.008 0 0.02 Hongguangcun - 0.029 - 0.019 II K159 + 365 Separate 0.012 0.016 0.02 grade crossing with 20 - 0.040 0 5 - 0.028 0 =_existing Hansha road 12 Quanli 20 0.010 0 5 0.025 0 0.03 - 0.043 - 0.035 13 K168+546Shiwan 20 0.017 0 5 0.033 0 0.05 in Caidian - 0.096 - 0.065 14 K2+ 930 20 0.010 0 5 0.018 0 0.023 Pengjiayuan - 0.037 - 0.029 15 KS + 920 Liuhuan 20 0.011 0 5 0.016 0 0.022 Primary School - 0.047 - 0.034 16 K13+290Zhangwan 20 0.006 0 5 0.012 0 0.017 - 0.047 - 0.024 17 KI +000 Jinkou 20 0.002 0 5 0.005 0 0.016 Medicinal Plant - 0.089 - 0.051 18 K18XinfuPrimary 20 0.007 0 5 0.015 0 0.022 School - 0.043 - 0.031 19 K40+500 Baoxie 20 0.006 0 5 0.012 0 0.021 _- -A - 0.079 _ - 0.043 20 Table 3-16 Measured results of TSP concentration in the air (Unit: mg/Nm3) Anytime measured concentration Daily average concentration Five day No. Sampled location No. of Range Overage over No. of Range Overage over average sample the standard sample the standard I K32 + 700 Liuwan 20 0.093 0 5 0.108 0 0.218 Primary School (in.) - 0.0356 - 0.304 2 K32 + 700 Liuwan 20 0.076 0 5 0.129 0 0.255 Primary School (out.) - 0.444 - 0.425 3 Dawu villages 20 0.128 0 5 0.181 0 0.192 - 0.239 - 0.211 4 K59 + 200 Xiaohe 20 0.114 0 5 0.121 0 0.143 - 0.167 - 0.157 5 K76 + 200 20 0.118 0 5 0.179 0 0.200 Guanshancun - 0.333 - 0.236 6 K104 + 200 Sancha 20 0.124 0 5 0.131 0 0.157 - 0.196 - 0.177 7 K103 + 700 20 0.108 0 5 0.116 0 0.187 Zhangwancun - 0.240 - 0.233 8 K140 + 100 Dabati 20 0.147 0 5 0.148 0 0.203 - 0.267 - 0.230 9 K143+200National 20 0.147 0 5 0.178 0 0.221 road 107 interchange - 0.303 - 0.248 10 K150 + 500 20 0.149 0 5 0.153 0 0.213 Hongguangcun - 0.339 - 0.278 11 K 159 + 365 Separate 0.088 0.131 0.168 grade crossing with 20 - 0.284 0 5 - 0.207 0 existing Hansha road 12 Quanli 20 0.110 0 5 0.139 0 0.152 - 0.167 - 0.162 13 K168 + 546 Shiwan 20 0.085 0 5 0.094 0 0.188 in Caidian - 0.422 - 0.254 14 K2 + 930 20 0.158 0 5 0.191 0 0.218 Pengjiayuan - 0.313 - 0.245 15 K5 + 920 Liuhuan 20 0.142 0 5 0.166 0 0.195 Primary School - 0.285 - 0.235 16 K13 +290Zhangwan 20 0.100 0 5 0.134 0 0.143 - 0.174 - 0.168 17 K I + 000 linkou 20 0 5 0.100 0 0.190 Medicinal Plant - 0.240 18 K18 Xinfu Primary 20 0.094 0 5 0.109 0 0.198 School - 0.283 - 0.251 19 K40 + 500 Baoxie 20 0.127 0 5 0.175 0 0.214 - 0.305 - 0.293 21 The anytime measured concentrations of NOx from 19 monitoring spots along the proposed road are in the range of 0.002 - 0.096 mg/Nm3; and those of the daily average in the range of 0.005 - 0.065 mg/Nm3, all of which are below the standard limits. The anytime measured concentrations of TSP from each monitoring spot along the proposed road are in the'range of 0.076 - 0.444 mg/Nm3; which are less than the limit specified in the class II standard of GB3095-82 for the anytime measured TSP concentration and the daily average in the range of 0.094 - 0.425 mg/Nm3, which are below the standard limit except for the No. I spot (inside Liuwan Primary School) and the No.2 spot (outside Liuwan Primary School) with some overage. As mentioned above, the concentrations of CO and NOx measured at the monitoring spots along the proposed motorway of the national road project III in Hubei province are below the assessment standard limits; and the daily average TSP concentration is below the stattdard limit, except for few monitoring spots with a little overage, due to the unpaved exercising ground in the Liuwan Primary School. Therefore air environment along the proposed road is good. 5.4 The background of the air environment quality The five-day average is taken as the background for the daily average concentration forecast. 6. Current Status and Assessment of Water Environment 6.1 Disposition of monitoring section The disposition of water quality survey and monitoring section is shown in Table 3-17. Table 3-17 Disposition of the water quality survey and monitoring section No. Section Attributable water system Environment features I Chenjiawan in Dawu Huanshui river Drinking water source, the road parallel with the river 2 Wild Pig lake Wild Pig lake Aquatics breeding water source, 3 Wangmu lake Wangmu lake the road through the hillock between the two lakes 4 Zaoshuwan Tongshun river Aquatics breeding water source, crossed over by the road 5 Tingjiatai Hanjiang river Aquatics breeding water source, crossed over by the road 6 Xiaozha lake Xiaozha lake Aquatics breeding water source 7 Liangzihouhu lake Liangzihouhu lake Aquatics breeding water source 6.2 The measured items and the analysis method Four items are monitored and measured in the water quality survey, i.e. PH, PB, BOD5 and oil materials; and the analysis methods adopted are those in the "Analysis Method for Environmental Survey" as recommended by NEPA. Table 3-18 shows the summary of the measured items and the analysis methods. 22 Table 3-18 Summary of the measured items and the analysis methods Survey item Analysis method PH Glass electrode method BOD5 Dilute and inoculation method Oil materials Ultra-violet photometric method Pb Atomic absorption photometric method 6.3 The results of current surface water quality survey The results of current surface water quality survey are shown in Table 3-19. Table 3-19 Results of current surface water quality survey (Unit: mgtL, except for PH) Water area PH BOD Oil Pb Huanshui river 7.67 2.24 0.04 0.003 Wild Pig lake 7.75 2.21 0.1-1 0.006 Wangmu lake 7.34 1.48 0.08 0.000 Tongshunhe river 7.40 0.91 0.03 0.005 Hanjiang river 7.80 3.21 0.03 0.003 Xiaozha lake 7.40 0.95 0.02 0 Liangzihouhu lake 7.67 2.30 0.03 0.003 Source: Xiaogan Municipal Environmental Monitoring Station 6.4 Current status assessment of surface water quality Based on the function of the water sources in the assessment area, correspondent water quality standard is used for the assessment of each of the measured items. The standards and the parameters are listed in Table 3-20. Table 3-20 Water quality assessment standards and the parameters Item GB3838-88, Type 11 of the GB5749-95, Drinking Watcr GBI 1607-89, Fishery Water Surface Water Quality Standard Hygienic Standard Quality Standard PH 6.5 - 8.5 6.5 - 8.5 Fresh water 6.5 - 8.5 Pb S 0.05 0.05 0.05 Oil S 0.05 0.05 BOD5S 3 5 Single index method is used for the surface water quality assessment. The formula is as follows. P=C/S where: P - pollution assessment index; C - actual measured value (mg/kg); S - adopted standard limit (mg/kg); 23 The formula to calculate the assessment index for PH is as follows. PHj - 7.0 SPHJ= (when PHI > 7.0) PHSU - 7.0 where: PH, - PH value at spot j; PH,, - the upper limit of PH value in water quality standard. The calculated standard index for PH by using the formulas are shown in Table 3- 21. Table 3-21 The calculated standard index for PH Index Huanshui Wild Pig lake Wangmuhu Tongshunhe Hanjiang Xiaozhahu Liangzihouhu river lake lake river lake lake SPHM 0.45 0.50 0.23 0.27 0.55 0.27 0.45 It can be seen from Table 3-21 that all the standard indexes for PH calculated on the basis of on-the-spot sampling are less than 1.0, which shows that the current status of the water quality in these places up to the standard. Comparisons between Table 3-19 and Table 3-20 show that the indexes for Pb and BOD are all below the correspondent standard upper limit. In terms of the index for oil materials, except those from the Wild Pig lake and the Wangmuhu lake, which are a little over the standard upper limit, those from all the other places are below the correpondent standard upper limit. The reason for the overage of oil in the Wild Pig lake and the Wangmuhu lake is due to the oil leakage and waste oil from the motorships. In addition, the sampling time is in the end of October, i.e. the dry season with lower water level, and there is no connections with any river for the lake. What is more, contingency might occur for anytime sampling. Generally, the surface water quality along the proposed road is fine. 7. Administrative Division and Population Distribution Along the proposed road area, there are Dawu county, Xiaochang county and Xiaonan district, originally under the jurisdiction of Xiaogan prefecture, and the East- West lake district, Caidian district and Jiangxia district under the jurisdiction of Wuhan municipality. According to statistics, total area of Xiaogan prefecture and Wuhan municipality were 20024.11 km2 in 1992, accounting for 10.7% of the provincial total, with population of 12.3869 million, accounting for 22.5% of the provincial total, and the population density of 619 person/km2. 8. Socio-economic Index The main social economic indexes of the Hubei province and the areas directly affected by the proposed road project in 1992 are shown in Table 3-22. 24 Table 3-22 Main Socio-economic indexes of Hubei province & the areas directly affected by the proposed road project in 1992 Index Provincial Areas directly affected by the project total Area total Share (%) Xiaogan Wuhan Population (1000) 55136.5 12386.9 22.46 5542.3 6844.6 GNP (CNY million) 100357 31642 31.53 7634 24008 National income (CNY million) 82334 25200 30.60 6575 18625 Gross social output (CNY million) 214319 Gross output of industry & agriculture (CNY million) 180908 55693 30.78 11909 43784 Gross output of industry (CNY million) 137366 47214 34.37 7540 39674 Gross output of agriculture (CNY million) 43542 8479 19.47 4369 4110 9. Current Status of Living Standard 9.1 Analysis of current living standard The main statistical socio-economic indexes concerned with the living standard of the affected area by the proposed road project are shown in Table 3-23. Since 1987, along with the development of opening and reform policy, the national economy of Hubei province has been increasing continuously and steadily, and the people's living standard has been improving greatly, with paralleled increasing of income level and consumption level. The per capita income for the urban resident of Hubei province reached CNY 2453 in 1993, the average salary per employee CNY 2933, per capita consumption CNY 2098 and per capita living area 10.5 m2. There are, however, still 1.6 %o of the families lack of house to live in and 2.6 %o of the families living in privately leased houses. The balance of the bank deposit in 1993 is 68 times as much as that in 1987. In Dawu county along the proposed road area is the poor mountain area of the Hubei province, with per capita income for the farmer only CNY 625.27 in 1993. Although the basic living conditions for food and accommodation have been solved, further improvement of living standard is needed. Of the areas directly affected by the proposed road project, Caidian district is relatively better in terms of per capita cash income for peasant family, which was CNY 1106 in 1993, CNY 376 more than the provincial average, with commercial monetary income accounting for 73.05% of the annual total, 8.76% more than the provincial average. The living standard, however, in most of the areas is still below the provincial average and the national average, and shall have to be improved further. The proposed road project shall be an impetus to enhance the living standard of the local people as well as the local economy. 25 Table 3-23 Socio-economic indexes for Wuhan and Xiaogan (taking the provincial average as 100, in 1992) Directly Index Wuhan Xiaogan affected area Comprehensive average 164.1 85.0 126.3 1. Social structure average 152.9 78.2 119.8 (1) Average gross output per farmer 126.8 80.3 97.6 (2) Industry share of industry & agricultural gross output 119.8 83.4 111.7 (3) Tertiary industry share of GDP 135.8 93.9 125.7 (4) Export share of GDP 142.5 60.3 122.7 (5) Natural population growth rate 136.9 76.8 106.9 (6) Share of Non-agricultural population 242.5 59.3 160.5 (7) Share of agricultural population 167.1 82.1 113.5 2. Economic efficiency 166.3 83.2 119.8 (8) Per capita GNP 191.9 73.3 139.5 (9) Industrial enterprise profit to tax ratio 149,5 112.0 130.8 (10) Average purchased farm produce & sideline products per farmer 216.8 60.6 117.1 (I 1) Average index for agricultural labour 106.5 86.9 91.7 3. Average population quality index 106.9 80.4 98.1 (12) Proportion of educated people through second school and the above 110.2 83.7 89.8 (13) Professional technicians' share of the total staff 111.1 41.3 100.0 (14) Number of doctor per 10000 people 109.8 85.4 98.8 (15) Share of government expenditure on science, education, technology, 96.3 111.1 103.7 public health, 4. Average living standard index 132.1 88.9 164.7 (16) Average gross salary 114.2 82.4 109.5 (17) Farmer's per capita income 128.6 95.9 108.6 (18) Average urban resident's income for living 100.8 75.1 96.5 (19) Per eapita living area: rural area 78.3 104.4 95.7 urban area 70.0 120.0 78.0 (20) Per capita bank deposit balance: 337.6 59.9 213.3 rural area 121.8 90.9 522.4 urban area 105.8 82.5 93.8 5. Social stability and order index 262.5 94.4 129.2 (2 1) Average social security welfare per employee 141.9 72.1 130.8 (22) Per capita welfare of relief facilities 60.0 120.0 86.0 (23) Proportion of poor population 585.7 91.1 170.8 Note: The directly affected area refers to the area directly affected by the proposed road project. 26 9.2 Tourism resources and cultural and historical relics Hubei province is very rich in its tourist resources. Along the proposed road project area there are many green hills, beautiful water areas and famous historical sites, particularly in those places in conjunction with the mountains and lakes in the Wuhan municipal areas. The tourism resources in Xiaogan area is unique in its natural beauty and there are 24 minority nationalities with variety of local conditions and customs. The Double-peak mountain is located in the north-east of Xiaogan 45 km away from the city and in the north of Jiuzongshan mountain. The name of "Double- peak" comes from the natural scenic spot of the two peaks standing face to face, with waterfalls hanging in the air; where a bird's-eye view of the Jianghan plain is magnificent, when it is clear. The tomb of Dongyong, a character in a famous fairy 'V tale in China, is beside the Dongjia lake, 6 km away from the south-east of the urban area, with 2 stone tables in front of the tomb. There are Dongyong Park, Jiuzong Mountain, Yellow Grass Mountain, Cemetery of Revolutionary Martyrs, historical site of the Soviet Government buildings and many ancient cultural relics. In brief, the areas directly affected by the proposed road project, are rich in tourist resources with prosperous development prospects. According to the initial investigation, no important cultural relics have been found along the road area assessed. 9.3 Current status of local diseases Investigation shows that , there is no class I infectious disease reported in Hubei province. There are 17 kinds of class II infectious diseases, with total incidence of a disease being 260.41/100000 person in 1993, of which the incidence of 9 kinds of infectious diseases, such as diphtheria, dysentery, scarlet fever, anthrax, poliomyelitis have dropped down considerably. Hubei province is the area with high occurrence of snail fever, which has also been found in the East-West lake area and Caidian area. For many years great efforts have been put to wipe out the snail, fighting against the disease, therefore the incidence of snail fever has been greatly come down. The incidence of local hyperthyroidism has been decreased substantially by effective dissemination of the knowledge of the local disease and by using iodine salt. To guarantee healthy growth of children, preventive inoculation has been conducted in the area, with accomplished preventive inoculation rate of 98.52%, the CG vaccine inoculation rate of 96.1%, measles vaccine inoculation rate of 91.64%, poliomyelitis vaccine inoculation rate of 92.35%. The survey shows that the ratio of underweight children has reduced down to 2.7%; that of the people with rickets reduced to 3.1%, that of the avitaminosis reduced to 0.05%, that of the anaemia lack of iron reduced to 30.8%, which basically reach the target set in the village development program. 10. Assessment Standard In accordance with the official reply given by on the HPEPB on the assessment 27 standard for the project, the following standards shall be adopted. 10.1 GB3096-93 "Urban Area Environment Noise Standard", show in Table 3-24. 10.2 GB3095-82, the class II standard of the "Air Quality Standard", shown in Table 3-25. 10.3 GB3838-88, the type II standard of the "Surface Water Quality Standard", GB5749-89, "Fishery Water Quality Standard", and GB5749-85 "Daily Life Drinking Water Sanitation Standard", shown in Table 3- 26. Table 3-24 Urban Area Ambient Noise Standard (GB3096-93) Classification Day time Night time Applicable area 0 50 40 Special residential area I 55 45 Residential, culture & education area 2 60 50 Mixed residential, commercial, industrial area 3 65 55 Built-up industrial area 4 70 55 Both sides of trunk road Table 3-25 Air Quality Standard (GB3095-82) Concentration limits (mg/m3) Sampling time Class I Class 2 Class 3 TSP daily average 0.15 0.30 0.50 any time 0.30 1.00 1.50 NOx daily average 0.05 0.10 0.15 any time 0.10 0.15 0.30 CO daily average 4.00 4.00 6.00 any time 10.00 10.00 20.00 Asphalt smoke 150 200 / Table 3-26 Environmental Water Quality Standard (GB3095-82) GB3838-88 Class ll of Surface GB5749-85 GBI1607-89 Water Quality Standard Drinking Water Standard Fishery Water Quality Standard PH 6.5 - 8.5 6.5 - 8.5 Fresh water 6.5 - 8.5 Pb < 0.05 0.05 0.05 Oil S 0.05 0.05 BOD5S 3 5 28 I I CHAPTER 4 ENVIRONMENTAL IMPACT FORECAST AND PROTECTION MEASURES 1. Analysis of Impact on Agricultural Production Caused by the Proposed Road Total land occupation by the proposed road is about 18009 mu. In some areas the I C land occupation may make the current condition of more hands than needed on farm lands more serious. For some areas the reduction of the economic forest land will t s - reduce the income of the local farmers in short term. The impact for different areas seems different, such as in the area of Caidian, Jiangxia, East-West area there are more paddy fields loss; most of the dry land occupied by the road are in Dawu county; but the total dry land area taken is less than that of the paddy field; and the impact caused by lost of dry land is much less due to its low output value. However road is a kind of linear type building, with land occupation only accounting for a very small part of the whole directly affected area. The great impact to some of the local area can be compensated by proper land acquisition and resettlement program and by taking the advantage of the new development opportunity brought over by the road project. In the hilly area, borrowing earth from hillslope during the road construction might be good for reformation of useful farm land, so as to enhance land use efficiency. After completion of the road, improvement of the transport condition can be a good advantage to develop the unused land. Road infrastructure development is a great impetus to the economic development of the whole area, by providing more opportunities for employment, easier access to market for local industrial and agricultural products, and more value the land. On the whole the land occupation of tea plantation, fruit gardens, fish ponds, and etc. is small in scattered places, with little social economic impact. In addition to the permanent land occupation, there are some lands have to be occupied temporarily during the road construction period, which is going to have impact on the local farm production. The temporary use of land including the bypass or detour road, work sheds, road construction plant sites, etc., can be rehabilitated and used again. Compensation is available for temporary land occupation, therefore the impact for temporary use of land is also limited. In the operation period of the road negative impact arising from the road can be summarized as follows. (1) Flying dust caused by road traffic has negative impact on vegetation in terms of photosynthesis and respiration. (2) Motor vehicle emissions are detrimental to the growth of agricultural crops. (3) Lead pollutant from motor vehicle emission is poisonous to the crops. Of the above mentioned impacts, the flying dust has the least impact, since the 29 proposed road area is situated in the south with abundant rains and less wind. The main pollutant in vehicle emission is NOx, the concentration of which is not exceeding the threshold to be detrimental to the crops under normal condition. Lead emission from the traffic seems one of the major concern for the agricultural crops during the road operation period. 2. Impact analysis of Pavement Runoff on Subgrade and Farmland The road pavement runoff is dependent on such factors as precipitation, precipitation intensity and time. Due to geographical position of the proposed road, it is warm and rainy in the road area with annual precipitation over 1100 - 1450 mm, the impact of pavement runoff on the subgrade and the farmland have to be considered in the road design. Drainage systems for the pavement, dividing area, and the subgrade etc., are going to be constructed. To prevent the side slope from being eroded by catch water, catchment well, catch water drain, culvert and ditch drainage are to be built, so that the rainfall runoff on the pavement and the adjacent areas can be discharged away from the drainage systems, without damage to the subgrade. The side ditch and catchment channel provide protection for the farmland from being eroded by the pavement runoff. Therefore, the impact of pavement runoff on the subgrade and the farmland is very small. 3. Impact Analysis of Soil Erosion -Soil erosion is a king of geological disaster of great loss of land surface soil and weathered rock fragments caused by running water. Soil erosion may damage the water and land resources eventually, by blocking river, causing flood and draught disasters, deteriorating geological and ecological environment. The factors attributable to soil erosion include complicated natural environment and geological conditions, as well as long time abuse of land resources in the history. At present the acceleration of the soil erosion mainly caused by such human activities as unplanned reclamation, open up wasteland at steep hillslope, denudation of forest and grassland, engineering work ignoring the geological law. Within the assessment area, the precipitation and wind are two main factors to cause soil erosion. It is because that precipitation is the resource of surface runoff and the permeating water in the soil, the motive forces causing soil erosion; and the wind is the motive force causing the soil wind erosion and sand migration. In addition the vegetation coverage and the growth condition of the soil can also be important affecting soil erosion. According the analysis of the precipitation condition and other factors within the proposed road areas, the time for soil erosion most likely to happen is in July, August and September, followed by May, June and October. Therefore, the l impact on the ecological environment along the road area during construction period can not be ignored, especially it is necessary to reduce the soil erosion during road construction period. 30 During the construction period and the beginning of operation period of the proposed road, since the road construction will last 4.5 years and go through several rainy seasons. The surface vegetation might be destroyed and the original terrain changed due to earth borrowing, slope cutting, and treatment of speciallgeological conditions for some road sections. It is estimated that some 21,464,yOOI?earth and stone works will be needed, which indicates that in short term, soil erosiaan not be avoided and the total increased area of the soil erosion will be up to about 10.3 kr2-" along the proposed road area. The most serious soil erosion happens along the- Jiuliguan-Xiaochang road section area with total increased erosion area of 2.5 km2?the soil erosion module about 5500 ton/(km2fk year), and the annual growth of soil erosion volume about 14000 ton. The soil erosion along the road section area from Xiaochang Xiaohe to the final destination, is less serious, with total increased erosion area of 7.8 kmrthe soil erosion module about 1000 ton/(kmlu year), and the annual growth of soil erosion volume about 7800 ton. However, some measures are going to be adopted in engineering construction, such as motar paving or dry pitching for abrupt slope, cut-off drain on the top of the slope of the road section with cutting. At the end of the construction period and the operation period, the slope, the borrowing and cutting area shall be recovered by vegetation. So, despite the increase of erosion L:. ll area in the short term, it is limited eventually. The measures to reduce the soil erosion during the construction period can be as follows. 6 411) (( (1) The construction of road section with large scale cut-fill work should be arranged to avoid the rainy season, especially to avoid the heavy stormn season. i & e (2) The construction method of stepwise platformn earth borrowing should be adopted and the discretional earth borrowing should be forbidden along the slope. (3) During the cutting and filling work, it is better to keep the vegetation untouched as much as possible, and any destroyed vegetation should be recovered as soon as possible. (4) Proper earth and stone work should be arranged, giving priority to highland and waste land to be selected as borrow pit. To plant vegetation timely or take other measures to recover the borrow pit and the waste land. (5) At road section with deep cut, necessary platform should be built by the side ditch and the catch ditch be built at the top of the slope. For large area soil side slope, slab stones, retaining wall or turf should be used for protection. & (i) ; (6) During road construction period, it is better to built retaining wall first then to \ start subgrade filling, or cut-and-fill, cut-and -transport, spread-and-compaction should be adopted as much as possible so as to reduce soil erosion during construction period. Meanwhile during the design stage, design of comprehensive drainage system should be conducted, with side ditch, catch channel, drainage trench for the subgrade, and drop water or swift running water trench built when necessary, so that to channel the surface run-off into the natural drainage ditch or directly into the inlet or outlet of Thi . 9 lQc the culvert. In the design stage greening design should also be included, to reduce the soil erosion as far as possible. 4. Impact Analysis on Farmland Vegetation by Road Construction Land occupation is necessary for road construction, including the land for subgrade, borrowing pit, waste area and other temporary land occupation. Therefore road construction affects the farmland vegetation to some extent. The land occupation for subgrade use is permanent and the farmland thus occupied will be lost, usually loss of land for grain crops. But after completion of the proposed road, more cash crops will be planted instead of grain crops, due to the improvement of transport condition. The changed land use pattern. will bring more income for the farmers. In addition, there are some waste land in the area need to be developed with great potentials. So the impact caused by occupation of land by subgrade can be reduced to the minimum. As for the temporary land occupation for earth borrowing, the surface soil of the cultivated land should be put aside to be preserved, and at the end of the temporary land use, the surface soil will be put back for farm use. In this way the surface soil may be preserved, but some impact still may have in terms of soil nutrition loss. The content of organic matters in the soil is related to the soil depth. In general, the depth of cultivated soil is about 15 - 17 cm, where the soil nutrient and 50 - 60% of the roots of wheat, maize and cotton etc. are distributed. Therefore, it is better to borrow earth from the depth 20 cm down below the surface for the subgrade construction. It usually takes at least 3 - 4 years for the organic fertilizer of the soil to be recovered to original level by intensive and meticulous farming. So the farmland vegetation will be affected in the road construction period, but the impact can be reduced to the minimum through proper treatment and preservation of the surface cultivated soil for temporarily occupied land. 5. Forecast of Lead Emission Impact on Farmland Soil and Crops 5.1 Analysis of lead emission impact on farmland soil The migration and accumulation of heavy metal in the soil can be described by the following equation. W=K(B + R) where W - accumulated lead in the soil; K - residual rate of lead in the soil; B - actual measured lead in the soil; R - annual input lead in the soil. For accumulated lead after n years in the soil we have the formula: W.= K. {K. -, L.. K2(B +RI) +R2) +R3) + . +Rn - 1] +R. =BKn = (K nRI) + (K n - IR2) + . + KRn n i.e. Wn BKn+KERF-- j=l where: j - year 32 -ei7, Based on the given lead emission from vehicle and the traffic volume, the lead content in the soil affected by the traffic can be forecasted, as shown in Table 4-1. Table 4-1 Forecast of accumulated lead in soil (Unit: mg/kg) Sectio Dawu - Hanlao - Sancha - Quanli - Zhushan - Junshan - Zhushan - n Hanlao Sancha Quanli Zhushan Junshan Baoxie Yongan year__ _ _ _ __ _ _ _ _ 2000 24.37 24.39 24.41 24.44 24.46 24.39 24.38 2010 26.19 26.54 26.45 26.96 27.26 26.30 26.21 2020 28.88 29.57 29.26 30.04 30.95 28.35 28.36 5.2 Calculation of the soil environmental capacity The pollutant content in the soil may have a threshold concentration or critical level, below which no accumulation or no harm shall be produced for plants. Only when the pollutant content in the land exceeds the threshold the crops from the land may not meet the standard for food production, or the output of the crops may be decreased. Therefore it is allowed for the soil to have some pollutant. The maximum pollutant content allowed in the soil without harm to the crops is called soil environment capacity, which can be calculated with the following formula. Q (Ck - Wn) X 150 where: Q - soil environmental capacity; Ck - critical content of lead in the soil (mg/kg); Wn accumulated lead in the soil (mg/kg). The results of calculated soil environmental capacity of lead for each road section are listed in Table 4-2. Table 4-2 Calculated soil environmental Pb capacity for each road section (g/mu) Section Dawu - Hanlao - Sancha - Quanli - Zhushan - Junshan - Zhushan - year Hanlao Sancha Quanli Zhushan Junshan Baoxie Yongan 2000 41345 41342 41399 41334 41331 41342 41343 2010 41072 41019 41033 40955 40911 41055 41069 2020 40668 40565 40611 40494 40358 40748 ; 40746 Table 4-3 Forecast of lead pollution index (P) Section Dawu - Hanlao - Sancha - Quanli - Zhushan - Junshan - Zhushan - year Hanlao Sancha Quanli Zhushan Junshan Baoxie Yongan 2000 0.56 0.56 0.56 0.56 0.56 0.56 0.56 2010 0.60 0.61 0.61 0.62 0.63 0.61 0.60 2020 0.66 0.68 0.67 0.69 0.71 0.65 0.65 5.3 Forecast of soil pollution index Single index method is used to forecast the soil pollution index, with the formula as follows. 33 p=c/S where: P - pollution assessment index; C - forecasted total lead amount; S - selected assessment standard (mg/kg). Based on the forecast of accumulated lead in the soil, shown in Table 4-1, the forecast of lead pollution index can be calculated, as listed in Table 4-3. It can be seen from Table 4-3 that the lead pollution index for the soil of depth 0 - 20 cm along the proposed road area covered by EIA is less than 1.0 in all the forecast years of 2000, 2010 and 2020. So the lead pollution caused by the vehicle emissions from the traffic during the road construction and after the road in operation will be of no harn to the soil along the road area covered by the EIA. Although the lead content in the soil along the road in a distance of 30 - 50 m from the road center may be higher than that in a distance over 50 m, the pollution index is not easy to reach 2.5. Even when the index reaches 2.5, it is still regarded as in a state of light pollution. The analysis of soil environmental capacity for lead pollution, based on Table 4-2, shows that in-the years of 2000, 2010 and 2020 after the road in operation, the soil environmental capacity of lead for all the road section is over 40 kg per mu, i.e. 40 kg/mu can still be accepted before the critical threshold of lead content 300 mg/k& is reached, which indicates that by the year of 2020, the soil pollution caiig elead emission from the traffic is far from serious. 6. Impact Analysis on Water Environment 6.1 Surface water pollution caused by road construction During the road construction period, the impact on the surface water quality is mainly caused by the engineering work, including bridge substructure construction, discharge of waste water from worksite and living area. The boring pile construction process shall be adopted for the deep water pier construction, which separates the water area from the working face and can significantly reduce the negative impact caused by the substrate silt resuspension . The cement concrete materials used for the bridge pier are mixed at mixing plant a distance away from the river, therefore there is no waste water discharged into the river. Little amount of sand and soil may drop into the river, but no quality deterioration can be observed. In the labour camp t ) area, since the number of the workers is| limitedl only small amount of sewage water (with COD and BOD5 will be produced, with little impact on the water quality of the river. To protect the water resource from being polluted during road and bridge construction period, it is re commended that dustbin and sanitary facilities be used including sewage tank, at the worksite and the living area, and regular cleaning and treatment of the wastes be carried out to prevent diseases from spreading. It should also be forbidden to drop any wastes and construction materials into the river. 6.2 Impact on farmland irrigation system and waterlogged lowland The proposed road area is in the area of Yangtze river system. The rivers for the 34 road to have to cross over include Hangjiang river and its branches Tongshun river, Fuhe river, and Lunhe river. Total length of major road is 200.408 km, one 1370 m long extra-large bridge, 10 medium and large bridges with span greater than 20 m with total length of 4664 m, 73 small and middle bridges with span less than 20 m and total length of 2418.9 m. For the extra-large bridge, the design is based on the assumption of flood occurrence of once every 300 hundred years, and for the large, medium and small bridges, it is once every 100 years, which implies that there will be no impact on the river's flood discharge. The design of the road facilities has been made based on the area investigation of water irrigation and farmland system. A total of 698 culverts are going to be built, with average of 3.5 culverts every one kilometer for proper farmland irrigation on both sides of the road, basically evenly distributed. On the whole, there will be no great change for the farmland irrigation system along the road area only with ane a some parts. TBe proposed road areain , Dawu is hilly, with road aligrnent along the foot of hillslope, and the subgrade can be obstruction of flood from the hill, to protect the farmland from being damaged by || mountain torrents. Therefore, the road construction will positively promote the local agricultural-production. 6.3 Impact on surface water quality in operation period The road construction project is a kind of development project. Different road structures of bridges and culverts are going to be built to accommodate the natural conditions. Once the road is put into operation, the road traffic will be the major source of pollutants, which mainly include vehicle emissions of lead and its compound, the oil materials, etc.. The pollutant concentration in the rainfall catched on the pavement is shown in Table 4--3-1; and the allowable pollutant concentration discharged is shown in Table 4-3-2. Comparisons between the two tables, Table 4-3-1 and Table 4-3-2, show that for the run-off water, the PH is 7.4, and the pollutants in the run-off water such as CODCr, BOD5, oil, lead, are all within the maximum allowable emission concentration of class two standard, only with SS pollutant being higher above the standard limit. Table 4-3-1 Pollutant concentration in pavement run-off (Unit: mg/kg) Item PH COD,, BOD Oil PB SS 2 hour average run-off 7.4 107 20 | 7.0 0.19 221 Table 4-3-2 Water pollutant maximum allowable emission concentration (Unit: mg/kg) Item PH COD,| BOD, Oil PB SS Class 1i standard 6 - 9 150 60 J 10 | 1.0 200 Based on the assessment of the current status of water quality, great differences still exist between the content of lead compound and the correspondent standard. According to the forecast of lead content in soil, by the end of 2020, when the traffic reaches the forecasted level, the accumulated lead loaded into the soil will be 7.11 mg/kg. The Wangmu lake, Wild Pig lake, Huanshui river, Xiaozhahu lake and 35 Liangzihouhu lake, etc., are more than 100 m away from the proposed road, so there are almost no impact on these water sources., except for large rivers, such as Hanjiang river and Tongshun river. As for the flowing river, the lead content will not exceed the standard level because some of the lead will be absorbed by the silt and some diluted by the water. For oil materials, when the vehicle passes by, the tire will take some oil away. It is possible for some lead to reach the slope ditch and come into water body during heavy rainy season. However, there is only few oil materials dropped on the pavement and the survey shows that the current status of water quality is fairy good. 3 Moreover the pollutants may be adsorbed by the mud and sand, while they are carried over by run-off a long way through the side ditches before getting into the water body, where the running water usually may go through self cleaning process. To prevent the I! t road side water body, such as fish ponds etc., from being polluted by the run-off, r comprehensive drainage design is 2rommen which makes the run-off being H discharged into the natural ditches, neither to any farm use water body nor to any 1 farmland. The sewage and waste water from the road service area, vehicle washing, fueling and maintenance station should not be discharged directly into water source and - farmland. Two stage sewage and waste water treatment system is recommended for (&_f^< the four service areas of the proposed road, with cycled water cleaning system for vehicle washing and oil/water separation device for oil containing waste water - treatment so as to meet the class I emission standard specified in the state standard of GB8979-88. 7. Forecast and Assessment of Acoustic Impact 7.1 Forecast and assessment of noise environment during the construction period The impact of noise on the work site workers and the vicinity areas is likely to happen during the road construction period, because of the large scale and long lasting time of the motorway construction as well as the high level noise construction machines. It will take 3.5 years for construction of the road project, with total length of the Liuliguan-Junshan and Jinkou-Shenshan motorway of Beijing-Zhuhai national trunk road being 173 km, plus 57.4 km of the Wuhan East-West Section of Shanghai- Chengdu national trunk road. So it is of practical significance to do noise impact assessment and to take some protection measures. The source of noise during road construction period mainly comes from the construction machines and the worksite traffic. The road construction machines used in China mainly include excavator, bulldozer, road grader, road roller, mixer and etc.. The "Specification for Highway Traffic Environment Impact Assessment (Draft)" gives the measured noise level of some of the road construction machines, seen in Table 4-4. 36 Table 44 Measured noise level for road construction machines No. Name Type Distance from measuring Lmax _____________ __ spot to the machine (m) dB(A) I Wheel type loader ZL40 5 90 2 Wheel type loader ZL50 5 90 3 Leveler PY I60A 5 90 4 Vibratory roller YZJIOB 5 88 5 Double vibratory roller CC21 5 81 6 Triple wheel roller 5 81 7 Tyre roller ZL 16 5 76 8 Bulldozer Z140 5 86 9 Tyre hydraulic excavator W4-60C 5 84 10 Paver (UK) FIFODN3 i 1 ABGCO 5 82 11 Paver (former W.Germany) VOGELE 5 87 12 Generator set (2) FKV-75 1 98 13 Strike type driller 22 1 87 14 Cone rotary concrete mixer JZC350 1 79 The noise level of the stabilizer measured at the spot of 30 meters away from the center of the machine is 84 dB(A), and will reach 90 dB(A) when measured 10 meters from the machine, When driving on the field the noise level is 75.5 dB(A) at the place 30 meters from the machine and will reach 88.5 dB(A) when the distance reduced to 7.5 meters. Noise endangers the environment seriously, with potential threat to human health. Long period exposure to the noise environment may cause diseases, particularly deaf incurred by noise is incurable. Statistics shows that the deaf rate is increased with the increase of noise level. Noise incurred deaf is not only dependent on the noise level but also on the duration exposed to the noise. The longer the duration the more serious would be the hurt. Taking the average hearing threshold of the frequencies of 500, 1000 and 2000 Hz as the limit of deaf, which is 25 dB, the analysis of 2824 persons' hearing ability is made and shows that the noise environment with 90 dB(A) will endanger the workers' hearing to some extent, but 6.4% of the persons with less than 30 years standing show obvious language and hearing barrier. The environment with noise level above 90 dB(A) will seriously affect workers' hearing ability. During the road construction period, the noise level produced by the road construction machines can usually reach over 80 dB(A), or even over 90 dB(A). These noises are greatly detrimental to the workers, especially the machine operators. With iM. the increase of the workers' service length, various damage effects will emerge, 37 particularly the incurable hearing damage. In addition, the noise during the road construction, will have great impact on the vicinity areas, such as resident areas, schools and hospitals which are sensitive to the noise. In order to protect the environment, the State Public Health Ministry and the State Labour Bureau have issued the "Hygiene Standard of Industrial and Enterprise Noise", and Table 4-5 shows the summary. Therefore it is recommended that proper working shift should be arranged by taking turns in operating the road construction machines to reduce the time for the workers to be exposed to the high noise environment, so as to have time to recover hearing ability. Meanwhile proper maintenance and operation of the machines are also important in order to keep the machine in low noise level. some measures of labour -protection, such as to wear noise-proof earplug, head helmet, should be adopted for the workers with longer time close to the noise source, or in accordance with the state labour and hygiene standard, to reduce working time properly. Table 4-5 Hygiene standard of industrial and enterprise noise Daily working time in the noise environment (hour) Allowable noise level dB(A) 8 90 4 93 2 96 I - 'r 89 , .fi |ote: The maximum noise level Sbe above 105 dB(A) Due to the serious noise impact during the road construction period, the following environmental and labour protection measures are recommended. (1) The rest room for the workers should be in a distance to the worksite, normally 200 meters away from the worksite. For the resident areas, hospitals and schools nearby, such protection measures as relocation, installation of sound insulation doors and windows should be adopted. (2) For the workers with longer working time, the noise-proof earplug and cotton, ear-cover, and head helmet should be put on. Or according to the noise level, the working time may be reduced properly. (3) Since the noise at night usually disturbs people from going to sleep, night work (22:00 - 6:00) should not be arranged as far as possible for such road sections with villages, towns and resident areas nearby (within a distance of 100 meters). (4) For construction machines, it is possible to reduce the noise level by proper selection of low noise machines, careful maintenance and operation. 7.2 Forecast of traffic noise during road operation period The equivalent traffic noise level Leq during the operation period depends on the traffic volume, vehicle composition, vehicle speed, vehicle acoustic frequency level as well as longitudinal grade of the road, pavement roughness, and etc.. 38 7.2.1 Traffic volume According to the road project feasibility study report, the traffic forecast have been made for the 10 road sections, shown in Table 2-1. The night time traffic accounts for 36% of the total, with the daytime and nighttime traffic 4-6 ratio being 1.74:1. 7.2.2 Traffic composition The vehicle sunning on the road can be classified into small-type vehicles, medium type vehicles and large type vehicle vehicles in terms of noise level. Table 4- 6 shows the details. Table 4-6 Classification of vehicles No. Vehicle type Definition Small Truck: less than 2.5 ton; Passenger car: less than 26 seats (including motorcycle, tricycle) 2 Medium Truck: 2.5 - 7ton; Passenger car: 26 - 55 seats. 3 Large Truck: more than 7 tons; Passenger car: more than 55 seats; Trailer 4 | Other |Tractors, etc. Based on the above mentioned classification, the forecasted vehicle composition 1 5 in the future for the small/medium/large vehicle ratio in the year of 2000, 2010 and | | 2020 are: 34/54/12, 41/45/14 and 51/33/16 respectively. 7.2.3 Road classification The proposed road is motorway, with the road section from Jiuliguan to Xiaochang Xiaohe being 49.821 km, mainly passing through hilly area, where the motorway standard of 4 lanes in heavy hilly area is adopted with subgrade width of- 24.5 m; bridge deck net width of 2 x 10.75 m; designed vehicle speed of 100 km/h, the maximum longitudinal grade of 4%; the minimum radius of horizontal curve of - - 2 im70m.i;The road section from Xiaochang Xiaohe to Wuhan-Zhushan is 112.77 krn, z mainly passing through plain slight hilly areas, where the motorway standard of 4 eec lanes in plain hilly area is adopted with subgrade width of 26 m; the bridge net width - v of 2 x 11.0; designed vehicle speed of 120 km/h; the maximum longitudinal grade of eyj? 4- 3%; the minimum radius of horizontal curve ofV1000 mete-r The road section from Fsc< .S Zhushan to Yongan is 12.517 km long,, with foui anes, subgrade width of 26m, z -- .3 designed vehicle speed of 120 km/himum longitudinal grade of 3%; minimum radius of horizontal curve of 1000 m. Thle road section from Zhushan to Shenshan is 10.433 km, mainly in plain a area, which is the joint section of Beijing-Zhuhai and Shanghai-Chengdu national trunk road. The motorway standard of 6 lanes in plain hilly area is adopted, with subgrade width of 33.5 m; bridge deck net width of 2 x 14.75 m; design vehicle speed of 120 km/h; the maximum vehicle longitudinal grade of 3%; the minimum radius of horizontal curve ofllO00 The road section from Shenshan to Baoxie is 44.526 km, with main technical indexes similar to those for the road section from Zhushan to Yongan. 39 7.2.4 Vehicle speed The design speed for vehicles on the motorway in heavy hilly area is 100 km/h; in plain slight hilly area and the joint section is 120 km/h, but according to analysis of vehicle condition in China and the survey on current motorway in China, the vehicle i4rfct speed can not reach the design speed, the average speed of small freight vehicle 70 km/h, small passenger car 80 km/h, the medium and large freight vehicle 50 km/h. The future vehicle condition might be better but the increase of the traffic volume will limit the vehicle speed. Therefore the following vehicle speed is assumed: small l 7 vehicle 80 km/h; small truck 70 km/h; medium and large truck 50 km/h, which are the vehicle speed used in the assessment calculation. 7.2.5 Assessment year The assessment year for the proposed road is based on the following: the year of 2000 representing operation base year, the year of 2010 representing medium term operation, the year of 2020 representing long term operation, for which the noise impact assessment is made respectively. 7.2.6 The formula for traffic noise prediction According to the requirements of the terms of references for environment impact assessment, by using the environmental assessment specifications proposed by the MOC, the traffic noise during the 3 periods will be forecasted. The formula used for the forecast is as follows. N1 (LA.q)i =LWi+ IO1 g( ) - ALDs+ALLG+ ALpv - 13(dB) V1T where: (LAeq)i - per hour traffic noise level, recorded by i-type vehicle through the measuring spot for the daytime and nighttime forecast; L,. i - average radiation noise level of i-type vehicle, dB; i - large, medium, small vehicle; N1 - daytime or nighttime average hourly traffic of i-type vehicle, Veh./h.; V1 - average speed of i-type vehicle, km/h; T - forecast time of (LAq), here it is I h, h; ALDS - noise damping of i-type vehicle at forecast spot in a distance of r from the noise equivalent driving line, dB; ALLG - traffic noise correction caused by road longitudinal grade, dB; ALPv - traffic noise correction caused by the pavement, dB; The traffic noise level (LAq)tCff, received by different types of vehicle at the forecast spot in the daytime or nighttime can be calculated as follows: (LA,)I,ffiC = 1 101g [1 0AN)L + 10.1(LA,m + 10O.1(LA,)S ] - ALI - AL2 where: AL, - traffic noise correction caused by curve or limited length of road, dB; AL2 - traffic noise correction caused by barriers between road and forecast spot, dB; 40 7.2.7 Determination of the parameters in the forecast formula 7.2.7.1 Average radiation noise level Average radiation noise level of different types of vehicle L can be calculated as follows: Large vehicle: Lw i = 77.2 + 0.1 8VL 1 Medium vehicle: LW M = 62.6 + 0.32VM > (dB) Small vehicle: LW,S = 59.3 + 0.23Vs J 7.2.7.2 Calculation of noise damping with distance ALDS The distance between vehicles of i-type in the daytime and nighttime can be calculated as follows: Vj di= 1000 N, The distance from measuring spot for forecast to the equivalent noise level driving route r2 can be calculated as follows: r2=ADN DF where: DN - distance between measuring spot for forecast and nearside lane; DF - distance between measuring spot for forecast and farside lane; ALDS can be calculated as the following. r2 when r2 < di / 2, AL0s, i = K, * K2 * 20 7.5 0.5di when r2 > di / 2, ALDS, i = 20K1(K2lg + lg r12 / 0.5di) 7 The surface condition related constant K, and the distance related constant K2 are determined as shown in Table 4-7 and Table 4-8. Table 4-7 Surface condition related constant K, Hard surface K = 0.9 General clay surface K = 1.0 Grassland surface K= 1.1 Table 4-8 Headway related constant K di (m)| 20 1 25 30 1 40 1 50 1 60 ( 70 1 80 1 100 1 140 1 160 1 250 1 300| | K 0.17 | 0.5 0.617 |0.716 | 0.78 0.806 10.833 1 0.84 1 0.855 0.88 0.885 0.89 1 0.908| 7.2.7.3 Traffic noise correction (ALLD) caused by longitudinal grade of road The traffic noise corrections taken for the large, medium, and small type vehicles in heavy hilly area are 3.92 dB, 2.92 dB, and 2 dB respectively; in plain slight hilly area the corrections are 2.94 dB, 2.19 dB and 1.5 dB respectively. 7.2.7.4 Traffic noise correction (ALpv) caused by road pavement 41 The traffic noise correction (ALpv) caused by road pavement is listed in Table 4-9. Table 4-9 Traffic noise correction (ALpv) caused by road pavement Pavement AL v (dB) Bitumen concrete pavement 0 Cement concrete pavement I - 2 Note: Since the proportion of small type vehicle is less than 60%, the lower limit level is taken. 7.2.7.5 Traffic noise correction (AL,) caused by curve or length of the road The traffic noise correction (AL,) caused by curve or length of the road can be calculated as follows. 0 AL,= -l10 Ig (dB) 180 where: 0 - angle between the visual lines at the measuring spot to both ends of the road 7.2.7.6 Traffic noise correction (AL2) due to the barriers between the measuring spot and the road Traffic noise correction (AL2) due to the barriers between the measuring spot and the road can be calculated as follows. AL2 = AL2FRT + AL2BUD + AL2NIA where: AL2RT - level A equivalent noise damping due to forest barrier; AL2BUD - level A equivalent noise damping due to building barrier; ALMh - level A equivalent noise damping due to the measuring spot for forecast being located in acoustic shadow area on both sides of high embankment or low cutting, which can get by looking up from the traffic noise forecast table. 7.2.8 Traffic noise forecast By using the above mentioned formulas and data, forecasts of the noise level of different road sections in the 3 operation period can be made, as shown in Table 4-10. It can be seen from Table 4-10 that in all the 3 operation period of short term, mid term and long tern period, the distance from the isopleth of 70 dB(A) to the roadside in daytime for different road sections of the proposed road is less than 60 m. In the short term period, the distance from the isopleth of 55dB(A) to the roadside is 100 m at nighttime for road sections of Zhushan - Yongan, Shenshan - Baoxie, Dawu - Hanlao, Hanlao - Sancha; and for road sections of Quanli - Zhushan, Sancha - Quanli, Zhushan - Shenshan, the distance is 120 m. 42 Table 4-10 Noise forecast for different sections in the 3 operation periods Year Section 20 m 40 m 60 m 80 m 100 m 120 m 140 m 160 m 180m 200m Distance I__ Dawu - Daytime 67.1 65.1 63.4 62.0 60.6 59.4 58.4 57.5 56.8 56.1 Hanlao Nighttime 60.6 58.5 56.9 55.5 54.1 52.9 51.9 51.0 50.2 49.6 Hanlao - Daytime 67.7 65.7 64.1 62.7 61.2 60.0 59.0 58.2 57.4 56.7 Sancha Nighttime 61.2 59.2 57.5 56.2 54.7 53.5 52.5 51.6 50.9 50.2 Sancha - Daytime 68.2 66.2 64.5 63.1 61.7 60.5 59.5 58.6 57.9 57.2 Quanli Nighttime 61.6 59.6 58.0 56.6 55.2 54.0 53.0 52.1 51.3 50.6 2000 Quanli - Daytime 68.6 66.6 65.0 63.6 62.2 61.0 60.0 59.1 58.3 57.6 Zhushan Nighttime 62.1 60.1 58.5 57.1 55.6 54.4 53.4 52.6 51.8 51.1 Zhushan - Daytime 69.1 67.1 65.4 64.1 62.6 61.4 60.4 59.6 58.8 58.1 Shenshan Nighttime 62.6 60.5 58.9 57.5 56.1 54.9 53.9 53.0 52.3 51.6 Zhushan - Daytime 67.5 65.5 63.9 62.5 61.0 59.8 58.8 58.0 57.2 56.5 Yongan Nighttime 61.0 59.0 57.3 55.9 54.5 53.3 52.3 51.4 50.7 50.0 Shenshan - Daytime 67.7 65.7 64.1 62.7 61.2 60.0 59.0 58.2 57.4 56.7 Baoxie Nighttime 61.2 59.2 57.5 56.2 54.7 53.5 52.5 51.6 50.9 50.2 Dawu - Daytime 70.3 68.3 66.7 65.3 63.8 62.7 61.7 60.8 60.0 59.3 Hanlao Nightime 63.8 61.8 60.1 58.8 57.3 56.1 55.1 54.3 53.5 52.8 Hanlao - Daytime 71.1 69.0 67.4 66.0 64.6 63.4 62.4 61.5 60.7 60.1 Sancha Nighttime 64.5 62.5 60.9 59.5 58.0 56.8 55.8 55.0 54.2 53.5 Sancha - Daytime 70.6 68.6 66.9 65.5 64.1 62.9 61.9 61.0 60.3 59.6 Quanli Nighttime 64.0 62.0 60.4 59.0 57.6 56.4 55.4 54.5 53.7 53.0 2010 Quanli - Daytime 71.7 69.7 68.0 66.7 65.2 64.0 63.0 62.1 61.4 60.7 Zhushan Nighttime 65.2 63.1 61.5 60.1 58.7 57.5 56.5 55.6 54.9 54.2 Zhushan - Daytime 72.1 70.1 68.5 67.1 65.7 64.5 63.5 62.6 61.8 61.1 Shenshan Nighttime 65.6 63.6 62.0 60.6 59.1 57.9 56.9 56.1 55.3 54.6 Zhushan - Daytime 70.2 68.2 66.5 65.2 63.7 62.5 61.5 60.6 59.9 59.2 Yongan Nightime 63.7 61.6 60.0 58.6 57.2 56.0 55.0 54.1 53.4 52.7 Shenshan - Daytime 70.0 68.0 66.4 65.0 63.5 62.3 61.3 60.5 59.7 59.0 Baoxie Nighttime 63.5 61.5 59.8 58.4 57.0 55.8 54.8 53.9 53.2 52.5 Dawu - Daytime 72.6 70.6 69.0 67.6 66.2 65.0 64.0 63.1 62.3 61.6 Hanlao Nighttime 66.1 64.1 62.5 61.1 59.6 58.4 57.4 56.6 55.8 55.1 Hanlao - Daytime 73.2 71.1 69.5 68.1 66.7 65.5 64.5 63.6 62.8 Sancha Nighttime 66.6 64.6 63.0 61.6 60.1 59.0 57.9 57.1 56.3 556. Sancha - Daytime 72.8 70.8 69.2 67.8 66.3 65.1 64.1 63.3 62.5 61.8 Quanli Nighttime 66.3 64.3 62.6 61.3 59.8 58.6 57.6 56.7 56.0 5 2020 Quanli - Daytime 73.2 71.2 69.5 68.1 66.7 65.5 64.5 63.6 62.9 __2__ Zhushan Nighttime 66.6 64.6 63.0 61.6 60.2 59.0 58.0 57.1 56.3 55.6 J Zhushan - Daytime 74.0 72.0 70.3 69.0 67.5 66.3 65.3 64.4 63.7 .0 Shenshan Nighttime 67.5 65.4 63.8 62.4 61.0 59.8 58.8 57.9 57.1 '56.5 Zhushan - Daytime 71.6 69.6 67.9 66.6 65.1 63.9 62.9 62.1 61.3 6 i Yongan Nighttime 65.1 63.1 61.4 60.0 58.6 57.4 56.4 55.5 54.8 54.1 Shenshan - Daytime 71.6 69.6 68.0 66.6 65.1 63.9 62.9 62.1 61.3 60.6 Baoxie Nighttime 65.1 63.! 61.4 60.1 58.6 57.4 56.4 55.5 54.8 54.1 43 ( In the mid term period, the distance from the isopleth of 55dB(A) to the roadside at nighttime for road sections of Zhushan - Yongan, Dawu - Hanlao, Shenshan - Baoxie is 140 m; for road sections of Hanlao - Sancha - Quanli, the distance is 160 m; for road section of Quanli - Zhushan it is 180 m; and for the road section of LAs 6 Zhushan - Shenshan it is 190 m. In the long term period, the distance from the isopleth of 55dB(A) to the roadside is less than 180 m at nighttime for road sections of Zhushan - Yongan and Shenshan - Baoxie; for road sections of Dawu - Hanlao it is 200 m; and for road v $; *t sections of Hanlao - Sancha - Quanli - Zhushan - Shenshan it is less than 220 m. The traffic forecast shows that the nighttime noise pollution is more serious with more impact area. Since people is more sensitive to noise at night, it is very important to take necessary measures for protection. 7.2.9 Noise impact forecast for the operation period The forecast of the environmental noise at both sides of the road is the sum of the forecasted traffic noise and the background noise, with calculation formula as follows. Leqfc. = 10 lg(10 "lzffrc + 0 O"back. ) To protect the noise sensitive area, it is necessary to forecast the noise environment in the different operation period (short term, mid term, long term), with quantitative analysis so as to provide basis for environment protection suggestions and measures. Based on the survey of the national road project III in Hubei province, the sensitive spots within the assessment area are shown in Table 4-1 1. The sum of the current noise level (i.e. background noise level) and the forecasted traffic noise level in different operation period, makes the forecast of the environment quality of the noise sensitive spot during road operation period, with the details of the forecast shown in Table 4-12 7.2.10 Assessment of noise impact in operation period The results of the forecasted noise level at each noise sensitive spot in different operation period are listed in Table 4-13. Table 4-13 shows that the noise condition at night during different operation periods is very serious, all of which is over the standard level at each sensitive spot, except for those at Xiaohe Guanshan village and the Dazhangguan village, where the noise level is below the standard level in the short term period, and at the Baoxie area, where the noise level is below the standard in all the operation period. In the short term period, the nighttime noise overage is 0.2 - 0.92 dB(A) above the standard level; in the mid term period, the nighttime overage is 2.4 - 11.5 dB(A); and in the long term period, 4.7 - 13.1 dB(A). 44 Table 4-11 Noise sensitive spots along the assessed road area Sensitive spot Location Env'ronment Features Dawu city Liuwan K32+700 The school buildini is 104 m from the road, total staff 700, Primary School one multi-story b kidig, ten one-story houses. Xiaohe Guanshan Village K59+200 100 m from road, over 500 people. Dazhangguan Village K104+2001100 m from road, 1000 people, near Beijing-Guangzhou railway. Jianguo Village K 140+100 50 m from the road, at intersection of the road & national road 107, over 300 people. Dingiiatai K143+200 50 m from road, at Hanjiang river bridge area, over 300 people. Hongguang Village K145 100 m from road, at the interchange of Laohansha road and proposed road, 70 families and 300 people. Quanli K159+365 densely populated area, 50 m from road, at the interchange area. Xiaojialing K168 densely populated area, 50 m from road, 1000 people, at the area of the large bridge shared by the road and the Shanghai-Chengdu road. Pengjiayuan K2+930 100 families, 40 m from the road passing through the area, Liuhuan Primary School K5+920 8 classes, 400 students, 15 staff, 60 m from road passing through the exercise field of the school. Zhangwan K13+290 20 families, where Zhushan interchange crosses with Zhushan-Yongan l_______ class I road; the road passes through the village, 40 m from the road Yaojiazui K 1+600 30 families, 40 m from road. Xingfu Primary School K18 2 story building, 40 m from road, 9 classes, 300 students and staff. Baoxie K40+500 densely populated town, with commercial areas, 200 m from road. Table 4-12 Noise levels at the sensitive spots along the road section Unit: dB(A) Year 2000 2010 2020 Sensitive spot Overage Daytime Nighttime Daytime Nighttime Daytime Nighttime Dawu city Liuwan Primary School 60.6 54.1 63.8 57.3 66.2 59.6 Xiaohe Guanshan Village 60.9 54.2 64.0 57.4 66.5 59.7 Dazhangguan Village 61.2 54.7 64.6 58.0 66.7 60.1 Jianguo Village 65.4 59.0 67.8 61.3 70.1 63.4 Dingjiatai 65.0 58.8 67.8 61.2 70.0 63.3 Hongguang Village 61.7 55.2 64.1 57.6 66.3 59.8 Quanli 66.0 59.3 69.0 62.3 70.4 63.8 Xiaojialing 66.3 59.7 69.4 62.8 71.2 64.6 Pengjiayuan 65.5 59.0 68.2 61.6 69.6 63.1 Liuhuan Primary School 63.9 57.3 66.5 60.0 67.9 61.4 Zhangwan 65.5 59.0 68.2 61.6 69.6 63.1 Yaojiazui 62.7 56.2 65.0 58.4 66.6 60.1 Xingfu Primary School 65.7 59.2 68.0 61.5 69.6 63.1 Baoxie 56.7 50.2 59.0 52.5 60.6 54.1 45 Table 4-13 Noise level forecast at the sensitive spots along the road area Unit: dB(A) < - r 20 00 2010 2020 Sensitive spot Overage Daytime Nighttime Daytime Nighttime Daytime Nighttime Dawu city I Liuwan Primary School 0.6 4.1 3.8 7.3 6.2 9.6 Xiaohe Guanshan Village - - - 2.4 - 4.7 Dazhangguan Village - - 3 - 5.1 Jianguo Village 4 - 6.3 0.1 8.4 Dingjiatai 3.8 - 6.2 - 8.3 Hongguang Village 0.2 - 2.6 - 4.8 Quanli 4.3 - 7.3 0.4 8.8 Xiaojialing 4.7 - 7.8 1.2 9.6 Pengjiayuan 4.0 - 6.6 - 8.1 Liuhuan Primary School 3.9 7.3 6.5 10.0 7.9 11.4 Zhangwan - 4.0 - 6.6 - 8.1 Yaojiazui - 1.2 - 3.4 - 5.1 Xingfu Primary School 5.7 9.2 8.0 11.5 9.6 13.1 Baoxie |- - In the initial operation period, the daytime noise overages at the primary schools of Liuhuan, Xinfu and Liuwan are 3.9 dB(A), 5.7dB(A), and 0.6 dB(A) respectively, and those at all the other noise sensitive spots is below the standard level. In the mid term operation period, the daytime overage at the above mentioned three primary schools is over 3.8 - 8 dB(A), with those of the other sensitive spots being below the standard level. In the long term operation period, the daytime overage at the above mentioned three primary schools is over 6.2 - 9.6 dB(A) and those at Jianguo village, Quanli and Xiaojialing being 0.1 dB(A), 0.4 dB(A) and 1.2 dB(A) respectively, with those at all the other sensitive spots being below the standard level. As mentioned above the most serious daytime noise impact happens at the school, and the most serious nighttime noise impact happens at the densely populated area. Therefore it is necessary to take some measures to protect the schools and the | 8 residential areas from being disturbed by the noise environment based on the local conditions. 8. Forecast and Assessment of Air Environment Impact 8.1 Analysis of air impact in the construction period The pollutants produced during the road construction period mainly are dust, particulate and bitumen smoke. The dusts and particulate mainly arise from open or uncontrolled bitumen mixing plant, construction material spillage during transport over the worksite, worksite traffic and the construction machine operation. The bitumen smoke arises from the worksite heating and mixing of bitumen materials as well as paving of the bitumen materials. 46 The mixing of lime and soil materials produces a lot of dusts. There are two kinds of mixing technology: road-mixing and station-mixing. The station-mixing mixes the construction materials in a stationary plant, with the mixed materials being transported by vehicles to the worksite; and the road mixing mixes the construction materials at the roadside mixing plant. Comparison shows that the impact area of the stationary mixing plant is greater than that of the road mixing plant. The impact area for the stationary mixing plant can be 150 m in the leeward direction of the plant. The impact area for the road mixing plant is smaller but it goes along with the road. Great amount of lime materials are needed for the lime soil mixtures. The lime content in the dusts may damage the roadside vegetation or crops. The dusts are small in size, with diameter over 10 - 200p.m. The dust distribution in terms of its size over unpaved road area is as follows: dusts with diameter less than 5p.m accounting for 8%, 5pm - 30p.m accounting for 24%, greater than 30pm accounting for 68%. So it is easy to cause the dusts flying over the construction area. The flying dusts are less hazardous and in shorter duration comparing to lime dust. Table 4-14 shows some of the TSP survey results. Table 4-14 TSP survey results under different pollution modes Pollutant source Distance (mn) Measured results (mg/m') Road-mixing Leeward direction 50 0.389 Leeward direction 150 0.271 Center line position 9.840 Leeward direction 50 1.97 - 9.078 Station-mixing Leeward direction 100 0.54 - 1.703 Leeward direction 150 0.483 - 1.130 Comparison spot (windward direction 200m) 0.40 Clay and soil transport Leeward direction 50 19.694 vehicle, roadside Leeward direction 100 11.625 _____________________ Leeward direction 150 5.039 Based on the survey conducted by the RIOH, the bitumen smoke measured at place in the leeward direction 150 m from the Italian made bitumen mixer MVZA is below 150 mg/Nm3, which is the class I of the standard limit specified in the "Bitumen Industry Pollutant Emission Standard" GB4916-85; the measured other pollutants emitted from the MVZA include benzo-pyrene, which meets the reference standard for Beijing area and the TSP, which meets the class II state standard. This is a relatively advanced bitumen mixer, a totally closed mixing plant, with much less impact. If totally closed advanced bitumen mixing plant is used, the environment quality may meet the standard requirement even at placeF3_ away in the leeward direction of the plant. Therefore, it is recommended that proper selection of bitumen mixing plant be made; and that the mixing plant be set at places 200 m away from the air 47 quality sensitive areas, such as schools, hospitals and densely populated areas. 8.2 Air quality impact forecast and assessment for the road operation period 8.2.1 Calculation of linear pollution source The statistical survey shows that the driving mode for most of the vehicles on high grade road, especially on motorway, can be regarded as constant speed cruise mode. To make the calculation easier, the vehicles in the road traffic are classified into three types: large, medium and small. The emission factors for all these types of the in-use vehicles under the constant speed cruise mode have been worked out by the RIOH. According to the traffic forecast in the feasibility study report for this road engineering project, the forecasted traffic volume proportions shared by the three vehicle types can be summarized as shown in Table 4-15. Table 4-15 Forecasted traffic volume proportions shared by the 3 vehicle types (%) Forecast year Small Medium Large 2000 34 54 12 2010 41 45 14 2020 51 33 16 The road traffic forecast for the new road is shown in Table 2-1. Peak hour traffic volume The peak hour traffic volume accounts for 6.4% of the daily traffic volume, i.e. ratio of the peak hours traffic volume to the daily traffic volume is 1.536. Daytime/nighttime traffic ratio The ratio of 12 hours daytime traffic volume to 24 hours daily traffic volume is 1.74, i.e. the ratio of the daytime volume to the nighttime volume is 0.87/0.13. Based on the above data, the traffic volume forecast for each road section can be calculated, as shown in Table 4-16. The emission intensity of each pollutant by road sections can be calculated. Table 4-17 shows the emission intensities of CO and NOx by road section. 48 Table 4-16 Traffic volume forecast for each road section 2000o 2010 2020 Section \ Vehicle Daytime Peak hour Daytime Peak hour Daytime Peak hour Dawu - Small 160 245 427 656 984 1511 Hanlao Medium 254 390 469 720 636 978 Large 56 86 146 224 308 474 Total 470 721 1042 1600 1928 2963 Hanlao - Small 185 284 504 774 1108 1702 Sancha Medium 294 451 554 850 717 1102 Large 65 100 172 264 347 534 Total 544 835 1230 1889 2172 3338 Sancha - Small 205 316 452 695 1026 1576 Quanli Medium 327 502 496 763 664 1020 Large 72 III 154 237 322 494 Total 604 929 1102 1695 2012 3090 Quanli - Small 229 352 585 899 1112 1708 Zhushan Medium 364 560 642 986 719 1105 Large 81 124 200 307 348 535 Total 674 1036 1427 2192 2179 3348 Zhushan - Small 254 390 648 996 1342 2062 Shenshan Medium 404 620 711 1093 868 1334 Large 90 138 221 340 421 647 Total 748 1148 1580 2429 2632 4043 Shenshan - Small 185 284 397 610 777 1194 Baoxie Medium 294 451 435 669 503 772 Large 65 100 135 208 244 374 Total 544 835 967 1478 1524 2340 Zhushan - Small 176 271 414 636 775 1191 Yongan Medium 280 430 455 698 502 770 Large 62 95 141 217 243 373 Total 518 796 1010 1551 1520 2334 49 Table 4-17 The emission intensities of CO and NOx by road section Unit: mg/m n s Year 2000 2010 2020 Section Pollutants CO NOx CO NOx CO NOx Dawu - Peak hour 3.148 I.349 6.982 2.994 12.921 5.542 Hanlao Daily average 2.048 0.877 4.541 1.946 8.414 3.608 Hanlao - Peak hour 3.641 1.561 8.242 3.533 14.561 6.245 Sancha Daily average 2.370 1.016 5.359 2.298 9.478 4.064 Sancha - Peak hour 4.359 1.737 7.390 3.168 13.478 5.779 Quanli Daily average 2.636 1.131 4.807 2.061 8.773 3.762 Quanli - Peak hour 4.524 1.938 9.562 4.100 14.607 6.264 Zhushan Daily average 2.939 1.259 6.221 2.667 9.505 4.075 Zhushan - Peak hour 5.009 2.148 10.587 4.539 17.644 7.566 Shenshan Daily average 3.261 1.399 6.895 2.957 11.485 4.923 Shenshan - Peak hour 3.641 1.561 6.486 2.781 10.207 4.377 Baoxie Daily average 2.370 1.016 4.221 1.810 6.647 2.851 Zhushan - Peak hour 3.473 1.489 6.765 2.900 10.180 4.366 Yongan Daily average 2.258 | 0.967 4.402 1.888 6.621 2.838 8.2.2 Air pollutant concentration forecast model According to the approved "Terms of Reference for EIA", the freeway traffic emission dispersion model developed by the Federal Highway Administration of the USA is adopted in air pollutant concentration forecast, which is as the following. 2 QL - He2 C(XM )=( )i/ exp 7t U * SinO [azo + cz (X)] 2 [Go + az (X)]2 where: C - pollutant concentration at spot x from the linear source (mg/m3); X - vertical distance from the linear source to the leeward measuring spot; 0 - angle between wind direction and road (0); QL - linear intensity of the road (mg/m i s); U - wind speed over road (m/s); He - average effective height of the linear source (m); sz - vertical dispersion parameter (m); ozo - initial vertical dispersion parameter (assuming 3 m). The determination and modification of the parameters of the forecast model are usually made as follows. The wind speed, wind direction and the air stability refer to those in the "Statistics and Analysis of the Pollution and Meteorological Information along the Road Area"; The angle between the average year prevailing wind direction and the road alignment of each road section of the proposed road is 0 = 250, 450, 600 or 900. The parameter of He is based on average embankment height of 4 m of the road. 50 It is known from the feasibility study report that the lane width is 7.5 m or 11.25 m. The dispersion parameter: cz (X) = ozo + r2X2 According to the method recommended by the state standard GB3840-90, calculation of the dispersion parameter is subjected to the condition of open rural area. 8.2.3 Forecast and analysis of CO and NOx concentrations The dispersion forecast of the concentrations of the CO and NOx emissions along the road areas in the short term (by the year of 2000), mid (by the year of 2010) and long term (by the year of 2020) of the road operation period is summarized in Table 4- 18 - Table 4-23. The forecasts show that there will be slight overage of NOx in a distance of 50 m or 20 m from the roadside for road sections of Zhushan-Shenshan, Quanli-Zhushan and Hanlao-Sancha by the year of 2020 (long term forecast), except for which the CO and NOx emissions for all the other road sections will be up to the class II of the State Air Environment Quality Standard. The pollutant concentration at the major sensitive spots along the proposed road area should be the sum of the model based forecast and the background concentration (CB), with the details shown in Table 4-24 - Table 4-26. It can be seen from the table that neither the daily average nor the anytime measurement of the CO concentration shall over the class II standard limits (4 mg/Nm3, 10 mg/Nm3), specified by the State Air Environment Quality Standard, either in the year of 2010 or in the year of 2020. In the short term (by the year of 2000), the sum of forecasted NOx and the background concentration is below the class II standard limits (0.1 mg/Nm3 and 0.15 mg/Nm3), specified by the State Air Environment Quality Standard. It is known from Table 4-25 that in the mid term (by the year of 2010), the sum of forecasted NOx and the background concentration at the Jinkou Medical Plant, Baoxie and Liuhuan Primary School is over the class II standard limits in terms of the anytime measured concentration in a distance of 25 - 60 m in leeward direction; and is below the standard limit in terms of the daily average concentration. In the long term (by the year of 2020), the sum of forecasted NOx and the background concentration at the Liuhuan Primary School, Xinfu Primary School and the resident area near the Jinkou medical Plant is over the standard limits in terms of the daily average and the anytime measured concentration in a distance of 15 - 50 m and 25 - 140 m respectively in the leeward direction. On the whole, after the proposed road open to the traffic, either in the year of 2000 or the year of 2020, when the expected traffic volume is reached, the CO concentration on both sides of the road will not be over the standard limit; however, in the mid term (by the year of 2010), particularly in the long term (by the year of 2020), fr ; the concentration of NOx may be over the standard limit in a distance of 15 - 140 m from the road center, but the probability is small. 51 Table 4-18 Forecast of CO emission dispersion in year of 2000 over the road area (type D stability) Unit: mg/rn3 Distance Section 0 \(m) 10 20 30 40 50 60 80 100 120 150 200 Traffic Dawu - 250 Peak hour 0.092 0.080 0.070 0.063 0.057 0.052 0.045 0.039 0.035 0.030 0.024 Hanlao Daily average 0.060 0.052 0.046 0.041 0.037 0.034 0.029 0.025 0.023 0.019 0.016 Hanlao - 250 Peak hour 0.106 0.092 0.081 0.073 0.066 0.060 0.052 0.045 0.040 0.035 0.028 Sancha Daily average 0.069 0.060 0.053 0.047 0.043 0.039 0.034 0.029 0.026 0.022 0.018 Sancha - 250 Peak hour 0.127 0.110 0.097 0.087 0.079 0.072 0.062 0.054 0.048 0.041 0.033 Quanli Daily average 0.077 0.067 0.059 0.053 0.048 0.044 0.037 0.033 0.029 0.025 0.020 Quanli - 450 Peak hour 0.132 0.117 0.105 0.095 0.087 0.080 0.069 0.061 0.054 0.046 0.038 Zhushan Daily average 0.086 0.076 0.068 0.062 0.056 0.052 0.045 0.039 0.035 0.030 0.025 Zhushan - 600 Peak hour 0.147 0.133 0.120 0.110 0.101 0.094 0.081 0.072 0.064 0.056 0.045 Shenshan Daily average 0.096 0.086 0.078 0.072 0.066 0.061 0.053 0.047 0.042 0.036 0.030 Shenshan - 900 Peak hour 0.108 0.102 0.095 0.089 0.083 0.078 0.068 0.061 0.055 0.048 0.039 Baoxie Daily average 0.071 0.066 0.062 0.058 0.054 0.050 0.044 0.040 0.036 0.031 0.025 Zhushan - 600 Peak hour 0.102 0.092 0.083 0.076 0.070 0.065 0.056 0.050 0.045 0.039 0.032 Yongan Daily average 0.066 0.060 0.054 0.050 0.046 0.042 0.037 0.032 0.029 0.025 0.020 52 Table 4-19 Forecast of NOx emission dispersion in year of 2000 over the road area (type D stability) Unit: mg/m3 Distance Section 0 (m) 10 20 30 40 50 60 80 100 120 150 200 Traffic _ Dawu - 250 Peak hour 0.039 0.034 0.030 0.027 0.024 0.022 0.019 0.017 0.015 0.013 0.010 Hanlao Daily average 0.026 0.022 0.020 0.018 0.016 0.015 0.013 0.011 0.009 0.008 0.007 Hanlao - 25 Peak hour 0.045 0.039 0.035 0.031 0.028 0.026 0.022 0.019 0.017 0.015 0.012 Sancha Daily average 0.030 0.026 0.023 0.020 0.018 0.017 0.014 0.013 0.011 0.010 0.008 Sancha - 250 Peak hour 0.051 0.044 0.039 0.035 0.032 0.029 0.025 0.022 0.019 0.016 0.013 Quanli Daily average 0.033 0.029 0.025 0.023 0.021 0.019 0.016 0.014 0.013 0.011 0.009 Quanli - 450 Peak hour 0.057 0.050 0.045 0.041 0.037 0.034 0.029 0.026 0.023 0.020 0.016 Zhushan Daily average 0.037 0.033 0.029 0.026 0.024 0.022 0.019 0.017 0.015 0.013 0.011 Zhushan - 600 Peak hour 0.063 0.057 0.052 0.047 0.043 0.040 0.035 0.031 0.028 0.024 0.020 Shenshan Daily average 0.041 0.037 0.034 0.031 0.028 0.026 0.023 0.020 0.018 0.016 0.013 Shenshan - 90 Peak hour 0.046 0.044 0.041 0.038 0.035 0.033 0.029 0.026 0.023 0.020 0.017 Baoxie Daily average 0.030 0.028 0.027 0.025 0.023 0.022 0.019 0.017 0.015 0.013 0.011 Zhushan - 600 Peak hour 0.044 0.039 0.036 0.033 0.030 0.028 0.024 0.021 0.019 0.017 0.013 Yonganr Daily average 0.028 0.026 0.023 0.021 0.020 0.018 0.016 0.014 0.012 0.011 0.009 53 Table 4-20 Forecast of CO emission dispersion in year of 2010 over the road area (type D stability) Unit: mg/m3 Distance Section 0 (i) 10 20 30 40 50 60 80 100 120 150 200 Trafric Dawu - 250 Peak hour 0,203 0.176 0.156 0.140 0.126 0.116 0.099 0.087 0.077 0.066 0.054 Hanlao Daily average 0.132 0.115 0.101 0.091 0.082 0.075 0.065 0.056 0.050 0.043 0.035 Hanlao - 250 Peak hour 0.240 0.208 0.184 0.165 0.149 0.137 0.117 0.102 0.091 0.078 0.063 Sancha Daily average 0.156 0.135 0.119 0.107 0.097 0.089 0.076 0.066 0.059 0.051 0.042 Sancha - 250 Peak hour 0.215 0.187 0.165 0.148 0.134 0.122 0.105 0.092 0.082 0.070 0.057 Quanli Daily average 0.140 0.121 0.107 0.096 0.087 0.080 0.068 0.060 0.053 0.046 0.037 Quanli - 450 Peak hour 0.280 0.247 0.221 0.200 0.183 0.168 0.145 0.128 0.114 0.098 0.080 Zhushan Daily average 0.182 0.161 0.149 0.130 0.119 0.109 0.094 0.083 0.074 0.064 0.052 Zhushan - 600 Peak hour 0.311 0.280 0.254 0.232 0.214 0.198 0.172 0.152 0.136 0.117 0.096 Shenshan Daily average 0.203 0.183 0.166 0.151 0.139 0.129 0.112 0.099 0.088 0.076 0.063 Shenshan - 900 Peak hour 0.192 0.181 0.170 0.158 0.147 0.138 0.122 0.108 0.098 0.085 0.070 Baoxic Daily average 0.125 0.118 0.110 0.103 0.096 0.089 0.079 0.070 0.064 0.055 0.045 Zhushan - 600 Peak hour 0.199 0.179 0.163 0.148 0.137 0.126 0.110 0.097 0.087 0.075 0.061 Yongan __ Daily average 0.129 0.117 0.106 0.097 0.089 0.082 0.071 0.063 0.056 0.049 0.040 54 Table 4-21 Forecast of NOx emission dispersion in year of 2010 over the road area (type D stability) Unit: mg/m3 Distance Section 0 (m) 10 20 30 40 50 60 80 100 120 150 200 Traffic Dawu - 250 Peak hour 0.087 0.076 0.067 0.060 0.054 0.050 0.042 0.037 0.033 0.028 0.023 Hanlao Daily average 0.057 0.049 0.043 0.039 0.035 0.032 0.028 0.024 0.022 0.018 0.015 Hanlao - 250 Peak hour 0.103 0.089 0.079 0.071 0.064 0.059 0.050 0.044 0.039 0.034 0.027 Sancha Daily average 0.067 0.058 0.051 0.046 0.042 0.038 0.033 0.029 0.025 0.022 0.018 Sancha - 250 Peak hour 0.092 0.080 0.071 0.063 0.057 0.053 0.045 0.039 0.035 0.030 0.024 Quanli Daily average 0.060 0.052 0.046 0.041 0.037 0.034 0.029 0.026 0.023 0.020 0.016 Quanli - 450 Peak hour 0.120 0.106 0.095 0.086 0.078 0.072 0.062 0.055 0.049 0.042 0.034 Zhushan Daily average 0.078 0.069 0.062 0.056 0.051 0.047 0.041 0.036 0.032 0.027 0.022 Zhushan - 600 Peak hour 0.133 0.120 0.109 0.099 0.092 0.085 0.074 0.065 0.058 0.050 0.041 Shenshan Daily average 0.087 0.078 0.071 0.065 0.060 0.055 0.048 0.042 0.038 0.033 0.027 Shenshan - 900 Peak hour 0.083 0.078 0.073 0.068 0.063 0.069 0.052 0.046 0.042 0.036 0.029 Baoxie Daily average 0.054 0.051 0.047 0.044 0.041 0.038 0.034 0.030 0.027 0.023 0.019 Zhushan - 600 Peak hour 0.085 0.077 0.070 0.064 0.059 0.054 0.047 0.042 0.037 0.032 0.026 Yongan Daily average 0.055 0.050 0.045 0.041 0.038 0.035 0.031 0.027 0.024 0.021 0.017 55 Table 4-22 Forecast of CO emission dispersion in year of 2020 over the road area (type D stability) Unit: mg/m3 Distance Section (i) 10 20 30 40 50 60 80 100 120 150 200 Traffic Dawu - 250 Peak hour 0.376 0.326 0.288 0.258 0.234 0.214 0.183 0.160 0.142 0.122 0.099 Hanlao Daily average 0.245 0.212 0.188 0.168 0.152 0.139 0.119 0.104 0.093 0.080 0.065 Hanlao - 250 Peak hour 0.424 0.368 0.325 0.291 0.264 0.241 0.206 0.181 0.161 0.138 0.112 Sancha Daily average 0.276 0.239 0.211 0.189 0.172 0.157 0.134 0.117 0.105 0.090 0.073 Sancha - 250 Peak hour 0.392 0.340 0.301 0.269 0.244 0.223 0.191 0.167 0.148 0.128 0.104 Quanli Daily average 0.255 0.221 0.195 0.175 0.158 0.145 0.124 0.108 0.097 0.083 0.067 Quanli - 450 Peak hour 0.427 0.377 0.338 0.306 0.279 0.257 0.222 0.195 0.174 0.150 0.122 Zhushan Daily average 0.278 0.246 0.220 0.199 0.182 0.167 0.144 0.127 0.113 0.098 0.079 Zhushan - 600 Peak hour 0.518 0.467 0.424 0.387 0.356 0.329 0.286 0.253 0.226 0.196 0.160 Shenshan_ Daily average 0.337 0.304 0.276 0.252 0.232 0.214 0.186 0.165 0.147 0.127 0.104 Shenshan - 900 Peak hour 0.303 0.286 0.267 0.249 0.232 0.217 0.191 0.170 0.154 0.134 0.110 Baoxie Dailyaverage 0.197 0.186 0.174 0.162 0.151 0.141 0.125 0.111 0,100 0.087 0.071 Zhushan - 600 Peak hour 0.299 0.269 0.245 0.223 0.205 0.190 *.165 0.146 0.131 0.113 0.092 Yongan Daily average 0.194 0.175 0.159 0.145 0.134 0.124 0.107 0.095 0.085 0.073 0.060 56 Table 4-23 Forecast of NOx emission dispersion in year of 2020 over the road area (type D stability) Unit: mg/m3 Distance Section 0 (i) 10 20 30 40 50 60 80 100 120 150 200 Traffic Dawu - 250 Peak hour 0.161 0.139 0.124 0.111 0.100 0.092 0.079 0.069 0.061 0.053 0.043 Hanlao Daily average 0.105 0.091 0.081 0.072 0.065 0.059 0.051 0.045 0.040 0.034 0.028 Hanlao - 250 Peak hour 0.182 0.158 0.139 0.125 0.113 0.103 0.089 0.077 0.069 0.059 0.048 Sancha Daily average 0.118 0.103 0.091 0.082 0.074 0.067 0.058 0.050 0.045 0.038 0.031 Sancha - 250 Peak hour 0.168 0.146 0.129 0.115 0.105 0.096 0.082 0.072 0,064 0.055 0.044 Quanli Daily average 0.109 0.095 0.084 0.075 0.068 0.062 0.053 0.047 0.042 0.036 0.029 Quanli - 450 Peak hour 0.183 0.162 0.145 0.132 0.120 0.110 0.095 0.084 0.075 0.064 0.052 Zhushan Daily average 0.119 0.105 0.094 0.085 0.078 0.072 0.062 0.054 0.049 0.042 0.034 Zhushan - 600 Peak hour 0.222 0.200 0.182 0.166 0.153 0.141 0.123 0.108 0.097 0.084 0.069 Shenshan Daily average 0.145 0.130 0.118 0.108 0.099 0.092 0.080 0.071 0.063 0.055 0.045 Shenshan - 900 Peak hour 0.130 0.122 0.114 0.107 0.099 0.093 0.082 0.073 0.066 0.057 0.047 Baoxie Daily average 0.085 0.080 0.075 0.070 0.065 0.061 0.053 0.048 0.043 0.037 0.031 Zhushan - 600 Peak hour 0.128 0.116 0.105 0.096 0.088 0.082 0.071 0.063 0.056 0.048 0.040 Yongan . Daily average 0.084 0.075 0.068 0.062 0.057 0.053 0.046 0.041 0.036 0.032 0.026 57 Table 4-24 Superposition of the pollutant CO concentration for major sensitive spots Unit: mg/m3 Distance Background Superposition of the Distance from the source Sensitive spot from the Year Traffic concentration (CB) concentration when up to the standard (m) Class 11 standard road (m) condition Anytime Daily average Anytime Daily average Anytime Daily average Anytime Daily average K32 + 700 100 2020 Peak hour I.100 1.260 10 . 10 Dawu 2020 Daily average 0.590 0.694 10 4 K59 + 200 100 2020 Peak hour 1.100 1.260 10 10 Xiaohe 2020 Daily average 0.500 0.604 10 4 K104 + 200 100 2020 Peak hour 0.900 1.081 10 10 Sancha 2020 Daily average 0.470 0.587 10 4 K140 + 200 50 2020 Peak hour 1.900 2.144 10 10 Dabati 2020 Daily average 1.150 1.308 10 4 K145 100 2020 Peak hour 1.100 1.267 10 10 Hongguangcun 2020 Daily average 0.700 0.808 10 4 K563 +365 50 2020 Peak hour 1.100 1.344 10 10 Quanli 2020 Daily average 0.700 0.858 10 4 KI + 000 (Shenshan) 100 2020 Peak hour 1.410 1.580 10 10 Jinkou Medical Plant 2020 Daily average 0.730 0.841 10 4 K18 40 2020 Peak hour 0.900 1.149 10 10 Xinfu Primary School 2020. Daily average 0.420 0.582 10 4 K40 + 500 200 2020 Peak hour 2.350 2.460 10 10 Baoxie 2020 Daily average 1.480 1.551 10 4 K2 + 930 40 2020 Peak hour 2.010 2.233 10 10 Pengjiayuan 2020 Daily average 1.170 1.315 10 4 K5 +920 60 2020 Peakhour 1.120 1.310 10 o10 Liuhuan Primary 2020 Daily average 0.400 0.524 to 4 School K13 +290 40 2020 Peak hour 1.010 1.233 10 10 . Zhangwan 2020 Daily average 0.540 0.685 10 4 4 58 Table 4-25 Superposition of the pollutant NOx concentration for major sensitive spots Unit: mg/m3 Distance Background Superposition of the Distance from the source Sensitive spot from the Year Traffic concentr tion (C,) concentration when up to th standard (m) Class 11 standard road (m) condition Anytime Daily average AnyAnyti me Daily avera gnytime Daily average Anytime Daily average K32 + 700 100 2020 Peak hour 0.048 0.037 10 0.15 _ Dawu 2020 Daily average 0.025 0.024 10 K59 + 200 100 2020 Peak hour 0.020 0.037 10 Xiaohe 2020 Daily average 0.010 0.024 _ _10 K104 + 200 100 2020 Peak hour 0.021 0.044 10 Sancha 2020 Daily average 0.010 0.029 . 10 K140 + 200 50 2020 Peak hour 0.033 0.057 _10 Dabati 2020 Daily average 0.020 0.037 10 K145 100 2020 Peak hour 0.029 0.039 10 Hongguangcun 2020 Daily average 0.020 0.026 10 K563 + 365 50 2020 Peak hour 0.043 0.057 10 Quanii 2020 Daily average 0.030 0.037 10 KI + 000 (Shenshan) 100 2020 Peak hour 0.089 0.046 > 60 Jinkou Medical Plant 2020 Daily average 0.016 . 0.030 10 K18 40 2020 Peak hour 0.043 0.068 _10 Xinfu Primary School 2020 Daily average . 0.022 0.044 10 K40 + 500 200 2020 Peak hour 0.079 0.029 . > 40 Baoxie 2020 Daily average 0.021 0.019 10 K2 + 930 40 2020 Peak hour 0.037 0.064 . 10 Pengjiayuan 2020 Daily average 0.023 0.041 10 K5 + 920 60 2020 Peak hour 0.074 0.054 >25 Liuhuan Primary 2020 Daily average 0.022 0.035 10 School I I K13 +290 40 2020 Peak hour 0.047 0.046 10 Zhangwan 2020 Daily average 0.017 0.041 10 0.10 59 Table 4-26 Superposition of the pollutant NOx concentration for major sensitive spots Unit: mg/mn3 Distance Background Superposition of the Distance from the source Sensitive spot from the Year Traffic concentration (CB) concentration when up to the standard (m) Class 11 standard road (m) condition Anytime Daily average Anytime Daily average Anytime Daily average Anytime Daily average K32 + 700 100 2020 Peak hour 0.048 _ 0.117 50 0.15 Dawu 2020 Daily average 0.025 0.070 40 K59 + 200 100 2020 Peak hour 0.020 0.089 30 Xiaohe 2020 Daily average 0.010 0.055 20 K104 + 200 100 2020 Peak hour 0.021 0.098 40 Sancha 2020 Daily average 0.010 - 0.060 30 K140 + 200 50 2020 Peak hour 0.033 0.138 . 40 Dabati 2020 Daily average 0.020 0.088 40 K145 100 2020 Peak hour 0.029 0.101 30 Hongguangcun 2020 Daily average 0.020 _ _ 0.067 40 K563 + 365 50 2020 Peak hour 0.043 0.148 50 . Quanli 2020 Daily average 0.030 - 0.098 50 Kl + 000 (Shenshan) 100 2020 Peak hour 0.089 _ _ 3 0.162 140 Jinkou Medical Plant 2020 Daily average 0.016 . 0.064 20 Klg 40 2020 Peak hour 0.043 _ 0.150 . 40 Xinfu Primary School 2020 Daily average 0.022 0.092 30 K40 + 500- 200 2020 Peak hour 0.079 0.126 110 Baoxie 2020 Daily average 0.021 _ 0.052 20 K2 + 930 40 2020 Peak hour 0.037 0.133 25 Pengjiayuan 2020 Daily average 0.023 . - _ 0.085 20 K5 + 920 60 2020 Peak hour 0.074 0.156 70 Liuhuan Primary 2020 Daily average 0.022 0.075 20 School K13 + 290 40 2020 Peak hour 0.047 0.143 35 Zhangwan 2020 Daily average . 0.017 0.079 15 0.10 60 9. Social Environment Impact Assessment 9.1 To promote high speed economic development along the road area The proposed road is the major part of the trunk road in Hubei province, and a key link connecting with the five provinces and one city, i.e. the capital Beijing, Hebei, Hubei, Henan, Hunan and Guangdong. Therefore, the implementation of this road project will not only promote social economic development along the road project area but also that of the whole Hubei province. The GNP of the Hubei province is expected to reach CNY 210 billion by the year of 2000, the gross output value of the industry and agriculture CNY 448.4 billion. The industrial structure and layout in Hubei province will be greatly changed with more investment and export-oriented enterprises to be developed. The GNP of Xiaogan area will reach CNY 15.4 billion, the gross output value of industry and agriculture CNY 25.9 billion. Wuhan city is developing into an open, modem, important industrial and commercial base of iron and steel, motor vehicle manufacture, scientific research and development, multi-functional international city, with three economic development areas of Donghu (East Lake) Economic Development Zone, Wuhan Economic Development Zone and Yangluo Economic Development Zone of high economic strength. by the year of 2000, the GNP of the Wuhan city will reach CNY 50 billion, gross output value of industry and agriculture CNY 99.3 billion. The completion of the road project will be an impetus to materialize the above mentioned target, by improving the transport system, promoting the rural and township enterprises development, with more enterprises emerging along the newly constructed road area, to form new industrial belt and providing more employment opportunities. The completion of the road project can improve the traffic conditions of the road network, increase the transport capacity and service level of the road network system, ease the urban traffic congestion, function as key link connecting with other transport mode of railways, airport, inland waterways and ports, and attract more investment in the area along road etc.. The proposed road area is rich in tourist resources, with beautiful rivers, lakes and mountains. The completion of the road project can of great help to the development of the local and the provincial tourism, by providing direct, fast, safe and comfortable high quality transport service to make full use of the local natural resources. The road project will speed up the rural and small township development along the road area, by providing basic condition of the infrastructure facility, a convenient and fast transport corridor, which is good for the local farm and sideline products' I >(, marketing as well as production. As mentioned above, the proposed road project will provide necessary material 61 guarantee for the rapid development of social economic system along the road area. 9.2 Harmonization of the road and the natural landscape Road should be an integrated system of different road structures such as embankment, side slope, viaducts, bridges, tunnels, interchanges, separate grade crossing, vegetation, and the natural environment. The completion of Jiuliguan- Junshan motorway together with Zhushan-Yongan road and Jinkou-Baoxie road is a motorized corridor with broad and smooth pavement with eye-catching road markings, traffic signs boards, modem traffic engineering facilities and the 'road sidereen belt| . forming a magnificent picture, a new unique scenery harmonized with the nature. To harmonize the road structue th the local beautiful natural environment, it is proposed that teirchange oll facility buildingsj t i nd service areas, rest area anmaintenance base areas be specially designed and built in terms of the colour and building style. In addition, included in this proposed road there are a total of 5 extra-large bridges, 28 large medium sized bridges, 64 small bridges, 13 separate grade crossings (including highway-railway separate grade crossing). It is also important to take into account not only the colours and styles but also the local traffic and tourist information service for the road users and tourists in the design of the road structures and facilities. The green belt engineering should be done not only for the protection of the . embankment and the side slopes, but also for landscape harmony and integration by proper selection of suitable tree and grass species. It should have good visual effects for the road users for a safe and comfortable journey. Special attention should be paid' to treat roadside stone and earth borrowing pit areas. The afforesting along the road area should be well planned, not only the road construction department but also the whole society should be mobilized to take part in the work, to make the road green belt and the local area greening an integrate system. 9.3 Land acquisition and resettlement Early in the design stage, effort should be made to avoid the road passing through the cities, towns, villages and farmland, so as to reduce the relocation and resettlement as much as possible. According to the feasibility study report of the road project, a total of land acquisition of 17003.3 mu is needed, with relocation areas of 139593 m2 . for the main road; and a tQtal of land acquisition of 1005.7 Mu, with relocation area of 13327 m2 for the connection road. The project owner and the local government attach great importance to the land acquisition and ritne`ment for the road project. Specialized office has been set to deal with the land acquisition and resettlement work, and to carry out various related policies and coordination. The resettlement work will follow the principle of in the interests of the general public based on unified leadership and public consultation and participation. The owner of the land property will be compensated according to the relative documents 62 of Hubei provincial people's government. The farmland compensation will be t collectively controlled by the village government for land development, local farmland condition improvement, local people resettlement, without lowering the resettled people's living standard. The compensation for local people's houses will be given to the house owner, according to the provincial or local government regulations and documents. The land development and new house construction will be arranged by the local government. There will be no negative impact on the people's living standard. 9.4 Partition impact caused by the road The proposed road is a totally closed motorway, with all the crossed intersections being built in the forms of interchanges or separate grade crossings. The road will partite the local farmland and community. To mitigate the partition impact measures have to be taken in the design of the road, so as to provide convenience for the local people's farm work and daily live. Therefore in the design stage'340iunderpasses, with average of one underpass every 589 meters, have been arranged for the existing minor roads, farm rods, and pedestrian paths. The underpasses can be classified into three types by theirs use. (1) Underpass for the major rural roads intersected with the proposed road is mainly for various motor vehicles and farm tractors, with width 8 m and height 3.5 m; (2) Underpass for tractor-ploughing farm roads intersected with the proposed road is mainly for small farm tractors, with width of 6 m and height of 2.7 m; (3) Underpass for tractor ploughing and pedestrians is with width of 4 m and height of 2.2 m. In heavy hilly area, there are some overpasses with reinforced concrete hollow plate of 16 m and 20 m long or 40 m rigid frame arch for superstructure and substructure. The location and layout of the under passes for both pedestrians and machines should determined after consultations with the local people and the under passes should have enough clear height and width for future development. 9.5 Living stand assessment 9.5.1 To improve the people's living standard along the road area The proposed road will promote the regional economic development, which will improve the living environment and living standard. The road project will give impetus to the multi industrial development and more effective utilization of the local natural resources, providing more employment opportunities for the local people. The improvement of the transport system brought about by the proposed road will speed up inter regional and urban/rural commercial and trade activities so that there will be more market supply and demand to meet everyday life needs with more monetary income for the people. 63 The investment environment will be improved greatly due to the more efficient transport system. Therefore more investment can be expected not only in energy and communications, but also in culture, entertainment, education, public health and other public utility facilities, all of which shall be of great significance for enhancement of the people's living standard. The forecast of the living standard improvement for the people in the area affected by the proposed road is summarized in Table 4-27. Table 4-27 Socio-economic indexes current status and forecast for Wuhan and Xiaogan Index Unit Province _ Directly affected area 1992 1992 2000 2010 2020 1. Social structure (1) Average gross output per farmer CNY/P. 2422 2353 3500 5580 10389 (2) Industry share of industry & agricultural % 75.93 84.78 85.00 86.00 90.00 gross output (3) Tertiary industry share of GDP % 25.29 31.78 33.12 35.20 38.13 (4) Exportshare of GDP % 11.94 14.68 15.19 17.11 19.26 (5) Natural population growth rate % 12.18 11.39 9.52 8.13 7.26 (6) Share of Non-agricultural population % 23.24 37.31 38.59 40.12 40.57 (7) Average farm machine power per farner WIP. 636 37.31 39.56 40.59 51.70 2. Economic efficiency (8) Per capita GNP CNY/P. 1831 2554 3200 4000 6000 (9) Industrial enterprise profit to tax ratio % 7.48 9.78 10.15 11.27 13.25 (10) Average purchased farm produce & sideline CNY/P. 1162 1361 2360 3000 3500 products per farmer (11) Average grain output kg/P. 1377 1262 1280 1300 1400 3. Average population quality index (12) Proportion of educated people through 4.9 4.4 4.5 4.7 4.9 second school and the above (13) Professional technicians' ratio to total staff % 0.63 0.67 0.69 0.75 0.81 ((14) Number of doctor per 10000 people P./10000 16.41 16.24 16.53 17.23 18.52 (15) Share of govemment expenditure on science, % 26.96 33.02 34.25 35.10 35.02 education, technology, public health, 4. Average living standard index (16) Average gross salary CNYtP. 2342 2565 3100 3800 4500 (17) Farmer's per capita income CNY/P. 67.8 736 1300 1900 3000 (18) Average urban resident's income for living CNY/P. 1886 1820 2400 3000 4200 (19)Percapitalivingarea: ruralarea mtP. 23.30 22.15 22.51 23.14 25.67 urban area m/P. 10.10 7.80 8.16 9.35 11.12 (20) Per capita bank deposit balance: CNY/P. 676 1442 1819 2213 3514 rural area CNY/P. 165 862 1415 2031 2503 urban area CNYtP. 2364 2217 3305 4500 6000 5. Social stability and order index (21) Average social security welfare I employee CNY/P. 70.2 918 1035 1106 1509 (22) Per capita welfare of relief facilities CNYtP. 4.96 4.30 6.15 8.02 12.03 (23) Proportion of poor population % 8.20 4.81 4.51 4.05 3.54 Note: The directly affected area refers to the area directly affected by the proposed road project. P. - person 64 9.5.2 Public health The area along the proposed road is not an area with serious endemic disease. By adhering to the principle of prevention first, before the construction team entering into the area, it is necessary for them to go to the local hospital to understand the situation, e.g. in the area lack of iodine, taking iodine added salt with iodine content of 1/10000 - 1/50000 or taking iodized potassium tablet or even injecting iodized oil may be necessary. Since road construction team usually moves from place to place, so long as proper measures having been taken, the endemic disease will not impact the construction team workers. As for the prevention of infectious diseases and the snail fever, it is better to be N d achieved by proper training with basic knowledge of the infectious diseases and snail fever, and cultivating good hygiene habits. For workers working at the construction site with high level noise or TSP concentration, health care should be strengthened by regular physical health checkups. During operation period of the road the public health will not be seriously affected. 9.5.3 Risk assessment of dangerous goods transport The risk arising from dangerous goods transport mainly comes from traffic accident, which may cause exploding, fire or leakage of the dangerous goods and environment pollution. The proposed road is an important transport corridor for freight transport as well as dangerous goods transport. In order to ensure transport safety the road transport department will strengthen dangerous goods transport management and enforce dangerous goods transport regulations set forth by the MOC. To timely control possible pollutant emission caused by accident, fire-fighting and first aid teams should be established with professional staff and special measures to timely clear and control the pollution. I I It is proposed that special authority should be established responsible for dangerous goods transport admninistration, including to conduct qualification test and issue license to the carriers and the -vehicles, training of the drivers and the first aid technicians, in order for them to grasp specialized knowledge to deal with any incident or accident concerned with dangerous goods transport. Enforcement of the dangerous goods transport regulations should be strengthened. Special technology should be developed to monitor the conditions of the dangerous goods while transported to prevent accident. Once accident happens the first aid team should be informed in time and quick in response. Dangerous goods transport accident report system should be observed strictly. 65 So long as the above mentioned measures having been taken, the risk of dangerous goods transport will not be high. Even though the accident happens, the leakage of the dangerous goods can be dealt with properly in time. 9.6 Land use f The grand total land area along the proposed road is 17442 6arfthe total land occupied by the proposed road is 18009 mu, accounting for about 0.1% of the grand total. So the road project itself has no significant impact on the land use condition. Due to the significant social and economic benefits brought about by the road project, the special value of the land occupied by the road will be materialized. Meanwhile, after completion of the road, new industry belt will be formed along the :c:' road area. The land value in the area near the road will be increased. The new road may have some impact on the land use pattern in a way that some farmland may be .taken for industrial use. Therefore the land administration authority should strengthen i the enforcement of the land law and related regulations. 9.7 Tourism, landscape and cultural relic There is no large scale well developed tourist area along the road, but there are rich historical and cultural tourism resources. The completion of this road project will promote the development of the tourism resources along the road area. Due to the improvement of the transport facility and economic development, there will be more travel demand for different purposes, including entertainment and tourist. The landscape along the road area is unique, with the terrain changing from heavy hilly to slight hilly then to plain hilly area, characteristic of beautiful rural scenery. The artificial modem road will be specially designed to be harmonized with the natural scenery. The radius of the circular curve have been reasonably designed for the proposed road creating conditions for good comfortable alignment. It is proposed that in the next stage design, long curve with large radius be adopted instead of long straight line within the approved route corridor specified in the feasibility study report. On the whole, the longitudinal alignment will be of high quality, which is dominated by straight line with long and smooth grade. Beautification of the large scale road structures, such as interchanges, extra-large bridges, motorway service area, will greatly improve the travel environment for the road users. Since proper measures have been taken into consideration, the completion of the road project will not destroy the natural scenery, but to some extent will have positive effects. 66 Since road side earth borrowing may spoil the natural environment, large scale | road side earth borrowing should be avoided. Road sections to tourist attractions should be decorated with more green plants. Local maps, travel guide and tourist information should be provided for the road users. No important cultural and historical relics have been found along the road area, so the road project will have no negative impact on the cultural and historical.relics (the details seen the cultural relics report). Once any cultural and historical relics are found during the construction period, the construction will be stopped immediately and timely report to the Cultural Relic Administration Department to take proper protection measures. 10. Proposals and Measures for Environment Protection 10.1 Design period (1) Environmental factors should be taken into account in road alignment selection, alternative design scheme comparison and modification, adhering to such principles as bypassing the urban and densely populated area, reducing relocation and resettlement work, reduce farmland occupation as much as possible. (2) Road alignment should fit the variation of the terrain to reduce earth cutting, to keep the natural conditions, fully taking into consideration of the "Surmmary of the Provincial Coordination Meeting". (3) Concrete measures should be taken for the road passing through the East-West aZ 4 4 r. lake flood discharge area subject to approval by the provincial and municipal flood control headquarters. (4) The noise and air quality sensitive areas such as residential area, school, institution, hospital, etc., should be avoid in road alignment design. 10.2 Construction period (1) Proper program for provisional land use should made before hand to reduce temporary land use as much as possible, to shorten the occupation time, timely return the land for original use. Protect the wild animals and plants, to reduce forest loss as much as possible, when the road section passing through forest area. (2) To reduce destruction of terrain and vegetation as far as possible, to enhance utilization of the construction materials of earth, sand and stone, to reduce the wastes to the minimum; For earth borrowing pit the Contractor should be responsible for rehabilitation of the borrowing site by planting or necessary engineering measures, such as, building sideslope for the wastes materials to meet the requirements of stability and flood prevention, etc.. For road section with high filling and deep cutting, the earth side slope should be compacted appropriately and reinforced by stones, limestone, retaining wall, with turf 67 and climber planted, to prevent soil erosion. (3) Before entering into the construction area, the construction team should take initiative to understand the situation of the local endemic disease through local hospital, pay attention to dietetic hygiene, take iodine added salt and store the standing medicines. (4) Where residential area exists within a distance of 150 m (for large construction machine, 200m) from the worksite, the construction time schedule should be reasonably arranged and no working shift should be arranged from 22:00 to 6:00. The construction machines should be meticulously maintained to reduce the noise as much as possible. Labour protection measures should be taken for the workers working on-the-spot, by using of earplug, noise-proof cotton ear cover as well as noise-proof head helmet or working shift alternation. (5) Bitumen mixing plant should be set at wide and qpen area 250 Wn away from residential area and should be equipped with fully closed dust-removing device. It is necessary to prevent dust from flying over the work site. (6) During the construction period of the bridge, it is forbidden to throw away or pile up the wastes and the construction materials into the water body or the nearby area, to prevent the water field or the water body from being polluted or obstructed. Temporary drainage system should be built if necessary to discharge the wastes. The earth side slopes should be timely compacted. Construction engineering work being conducted over the river should be well organized better with advanced equipment and technology, coordinating with engineering ship in the river. (7) Inform the public of the state policies concerning with land acquisition and resettlement, listen to and take into account the public opinions, carry out state policies and regulations. (8) Personnel training should be provided and strengthened for the workers as well as administrative staff and road engineers for better grasp of basic environmental protection knowledge and its concrete application in road construction. 10.3 Operation period (1) Underpasses, for the existing minor roads, pedestrian path, farm tractor road, should be established for convenience of the local people. So far 340 underpasses have been considered in design, with average of one underpass every 589 meters. (2) The dangerous goods transport administration should be strengthened by strict enforcement of related regulations concerned with dangerous goods transport and road safety. The carrier and driver should be qualified through training. The dangerous 68 goods should be properly packaged, labeled and loaded. First aid team should be organized for accident with professionals from related departments, such as fire- fighting, public security, environment protection, hospital, transport administrative authority, etc.. Vehicles used for 'dangerous goods transport should also be qualified and checked regularly. (3) Motor vehicles are the main mobile pollutant emission source in the operation period. Proper administrative measures can be taken to reduce the emissions from road traffic, such as, road side check to ban the use of vehicles with overage emissions, encourage use of advanced emission cleaning technology and device, use of unlead asoline, and proper traffic management. (4) There will be some traffic noise impact on some sensitive spots along the road area. Forecast shows that the noise level by the year of 2000, the daytime noise level will be over the standard noise level limit of 60 d B(A) specified in the state standard GB3069-93 at such spots as the Hanyang No.3 Second School, Liuhuan Primary School, Xinfu Primary School, Liuwan Primary School. By the year of 2020 the noise level at those spots will also be over the standard level limit. Such measures as heightening the school yard wall and making the building sound insulation by rehabilitating the road side doors and windows for the Wusicun and Wanjiafan primary schools have been proposed. Noise barriers will be built for schools close to the road, each one 150m long for Liuhuan Primary School, Xinfu Primary School and Liuwan Primary School; and a 200m long one for the Hanyang No.3 Second School. It would be better if flexible pavement is paved for the road sections, about one kilometer each, close to the above mentioned schools. The measures of heightening courtyard wall and replacing road side doors and windows with sound insulation ones are also recommended for the residential buildings in villages close to the road, such as Quanli, Xiaojialing, Jianguocun, Dingjiatai, Xiahehuan mountain village, Bengjianyuan, Zhangwan, Dazhangguancun and Hongguangcun, where the nighttime noise level is over the standard level, and more vegetation should be planted around these buildings. For the residential buildings within 220m to the road side, environmental monitoring will be conducted, meanwhile above mentioned measures will be taken to mitigate the noise impact. Of the to 170 villages in the assessment area along the proposed road, there are 161 villages hivebeen included in the resettlement program, so that no more mitigation measures for these spots. (5) During operation period, the daily average pollutant concentration for CO and NOx will not be over the standard limit in the short and mid term for all the sections along the road, however, in the long term period (by the year of 2020) the pollutant concentration for NOx in the area at a distance of 15 -. 140m to the road center line will be over the standard limit. Therefore the recommended protection measures mainly include vehicle administration and traffic management, supplemented by road 69 side plantations of arbors and bushes to mitigate the pollutants emitted from the traffic and also to decorate the road environment. (6) To protect the public health along the road area, in addition to the measures for the existing schools and resident areas, no more new schools and hospitals should be built within 220m to the road side, and resident buildings should be built more than 1 OOm away from the road side or the interchanges or separate grade crossings. (7)Proper drainage systems should be built at both sides of the road to ensure the run-off water being not directly discharged into the road side farmland or pond. The earth side slope should be protected and compacted. Septic tank should be provided in the four service areas for treatment of the surrounding sewage and wastes to reduce pollution. (8) To harmonized the road structure with natural environment, artistic design should be made for the buildings such as interchange, service area, toll station, etc., with trees, grass land and flowers, making the environment comfortable. (9) To strengthen traffic management by forbidding unqualified vehicles with overage emissions and noise levels on road. Road maintenance and management should also be strengthened. Forest belt should be planted on both sides of the road when conditions arise for some road sections. 70 CHAPTER 5 ANALYSIS OF THE ALTERNATIVES 1. Brief Introduction to the Alternatives There are seven road sections, which have alternative schemes for comparison. 1.1 Dawu - Xiaochang Xiaohe section 1.1.1 Scheme AI: Huanshui river west link scheme This scheme starts in the north from Citangwan, south-east of the town of Dawu county, via Xiafujiawan then south-westward crossing Huanshui river at K38, then southward, via Yangjiawan, Jijiahe, Lilinwan, to Zhoujiahe of Xiaochang county, where the road turns south-eastwards across Huanshui again at K57, via Baojiawan of Huanshui east bank, to Wanjiaao south of Xiaohezhen, where the road is connected with the east link scheme, with total length of 26.856 km. 1.1.2 Scheme AII: Huanshui east link scheme This scheme starts in the north from Citangwan, southwards via Xiafujiawan, Yangpingzhen, Wanjiadun, the resident border area of Huangmailing, Guanyingyan, Lilindian, Zhaojiahe, to Wanjiaao, where the road is connected with the west link scheme, with total length of 25.994 km. 1.2 Xiaochang Xiaohe - Xiaonan Chanchuan section 1.2.1 Shawohe river east link scheme (BI) Shawohe river east link scheme starts in the north from Baojiawan 15 km to the south of Xiaochang Xiaohezhen, southwards by east via Tanjiahe across Shawohe river, southwards after Yangjiafan, via Tanjiachong, Liujiayuanzi, along the west side foot of Maanshan to Xiaojiawan, then crosses over the Huangbi-Xiaogan road near Huangjiawan, afterwards via Hongjiatian, Shanglijiawan, and ends at Xialijiawan of Xiaonan Chanchuanzhen, with total length of 39.970 km. 1.2.2 Shawohe west link scheme (BII) The west link scheme starts in the north from Baojiawan, southwards via Shenxijiawan, running parallel to Dawu-Huayuan road via the east side of Yangjiasi and the west side of Songlingang, then crosses Anjiahe river at Dengjiayuan, via Tujiashanpo, Yangchengwan, Crossing over Wangjiawan-Yangdian road, via the west side of Xiyanggang, Jiaobengjiawan, Majiasonglin, Xiawujiawan, crossing over Huangpi-Xiaogang road and ends at Xialijiawan via Zhangjiayanwo connecting with the east link scheme, with total length of 40.890 km. 1.3 Xiaochangchanchuan - Zoumalin farm of East-West lake 1.3.1 Wild Pig Lake west link scheme (CI) The Wild Pig Lake west link scheme starts in the north from Liufangwan southwards via Hongjiatian, Shanglijiawan, Zhoujialou, Fujizai, crossing over the Beijing-Guangzhou railway, then through the area between Wangmu lake and Wild 71 Pig lake, crossing over Fuhe river at Lijiazui via Zhoujiachong, Lijiawan, Zhousongjiawan, Shanglishuwan, Lijiadatang, Jiangchenwan, and crossing over Fuhe river again at Uanzhongchang of Dongshantou entering into the East-West area, and ends at the area between Shierzhigou and Shisanzhigou of Zoumaling farm via Dengta Dadui, Qianjin Dadui, Gaohu Dadui, with total length of 41.010 km. 1.3.2 Wild Pig lake east link scheme The Wild Pig lake east link scheme starts in the north from Liufangwan, southwards then turns tu- seuth by east after iengjiatian, via Xinlonggang, Huangjiabengzi, Hejiagang, then again turns to south crossing Beijing-Guangzhou railway entering into the east area of Wild Pig lake, via Wangjiaxiangzi, Wangjiafan, Zouchenwan, Erfanyuan, Xiaoliwan, Gangshangwan, to the east area of Xiaxinji, then turns to south by west, via Kouliwan, Fenjiaxiawan, crossing the confluence of Fuhe river and Lunhe river at the west side of Dongjiazui entering East-West area, via Bafangwan, Zhoujiamen, along the west side of Yueyahe lake to Zoumaling connecting with the west link scheme, with total length of 41.500 km. 1.4 East-West lake Gauhudadui - Junshan 1.4.1 Junshan Yangtze bridge Weijiawan bridge location (1) Hanjiang river Caidian bridge location scheme (D,I) Hanjiang river Caidian bridge location scheme starts in the north from Gaohu Dadui, via Xinci Dadui, across Hanjiang river at Dingjiatai and entering into Caidian area, then southwards through the saddle between the Dafenhuang mountain and the Dushan mountain about 1.2 km to the east side of Caidian township, across over the Laohansha road at the west side of Yangwan, via Hululing through Bailianhe lake, Houguanhu lake at Guanshanzhi, via Xinhuzui, Dajichang, Qingjixiafan, Zafangzui, crossing over national road 318 at Wangjiazui of Quanli, via Xiaotianwan, Gaojiazui, connecting with the Zhangjiatang bridge location scheme (D,II) at the west side of Chenwan, with total length of 38.246 km. (2) Hanjiang river Zhangjiatang bridge location scheme (D,11) Hanjiang river Zhangjiatang bridge location scheme starts from Gaohu Dadui, via Xinci Dadui, Wudadui, then turn to southwest, crossing over Handan railway, entering into Caidian area at the west side of Xiaojiadu, via Zhangjiatang, Xujiawan, Xiaolenwan, Houwan, through the saddle between Yaoshan mountain and Yanshan mountain, then turns to south-east via Yaojiazui, Luosigang, Wangwan, crossing over national road 318 at Qufangwan, running parallel to the south ring road of Wuhan about 1 km, via Kangzhawan, Zhumaowan, Yewan, to Chenwan connecting with the Caidian bridge location scheme (D,I), with total length of 38.246 km. 1.4.2 Junshan Yangtze bridge Houshan bridge location (1) Hanjiang Caidian bridge location scheme (D21) Hanjiang Caidian bridge location scheme starts in the north from the Gaohu Dadui of East-West lake, with the same route as that of the scheme D,I in the 72 beginning until after intersected with national road 318 at Quanli, then turns to the different direction from that of the scheme D11, via Zhoujiawan, the east side of Dunziling, the west side of Yuanjialing, Yuwan, and ends at Zhaoshuwan connecting with scheme D211, with total length of 37.170 km. (2) Hanjiang Zhangjiatang bridge location scheme (D2II) Hanjiang Zhangjiatang bridge location scheme starts in the north from the Gaohu Dadui of East-West lake, with the same route as that of the scheme DI in the beginning until after intersected with national road 318 at Zhashan, then goes on in different direction via Jiangzui, the east area of Dashantou, the north-east area of Toushan, across over Guanlianhu Hucha, and ends at Zaoshuwan connecting with the Caidian bridge location scheme (D2I), with total length of 41.141 km. 1.5 Caidian Dushan - Xongwan 1.5.1 Directly through Houguanhu scheme (El) Directly through Houguanhu scheme starts in the north Dafenghuang mountain southwards via Datangjiao, Luhuling, directly through Bailianhu, Houguanhu at Guanshan, to Xinhuzui, then via Yujiayuan, Dajichang,Chenwan, to Shiwan linking with Houguanhu west link scheme (EIII), and further southwards to Xongwan connecting with the east link scheme, with total length of 14.114 km. 1.5.2 Houguanhu east link scheme (ElI) Houguanhu east link scheme starts in the north from Dafenghuang mountain, south-eastwards via Fujiachong, Xinnong Brick Plant, Yejiazui, through the saddle of Maanshan mountain at Dashankou, crossing over Xiaoqihu Hucha at Xiaowan, via Zhangjiadu, Kuangwan, Xiaojichang, to Xiaowan connecting with the directly through and the west link scheme, with total length of 15.539 km. 1.5.3 Houguanhu west link scheme (EIII) Houguanhu west link scheme starts in the north from Dafenghuang mountain, southwestwards via the west area of Datangjiao, through the lower land area between Huangshi mountain and Guanshan mountain, around the west side of Bailianhu, crossing Houguanhu at Yaojiawan, via Beitangdu, Dajichang, Jinwankou, Xiaochenwan, to Xongwan connecting with the east link scheme, with total length of 14.627 km. 1.6 Shanghai-Chengdu route Wuhan east link scheme alternatives 1.6.1 Fenghuang mountain west link scheme (FI) Fenghuang mountain west link scheme starts from the north of Xiaozhafang of Wulijie town of Jiangxia region, crossing over the south ring road of Wuhan, north- eastwards via the north of Wulijie, Xinwanli, crossing over Dongbagang river, and crossing over the south ring road of Wuhan twice at south-east side of Shumiaocun, via Xinwu, Yangqiao, down through the south ring road at the west end of Fenghuang mountain, via Sunluowan, Siwangcun, Zhaoshanwang, along the north foot of 73 Fenghuang mountain to Guijiawan of the east area of Xiaoxucun, with total length of 17.821 km. The total length of Shenshan - Fengxi - Baoxie is 44.526 km. 1.6.2 Fenghuang mountain east link scheme (FII) Fenghuang mountain east link scheme starts in different way from Fenghuang mountain west link scheme at the north of Xiaozhafang of Wulijie town of Jiangxia region, turning slightly to the right and crossing the south ring road of Wuhan, along the north-west side of Niushanhu lake, via Maojiafan, the south area of Wanjiacun, crossing over the south ring road once again, via Quwang, Huangpouwei, Taojiawan, Wusi, and turning to the left at the north-west area of Daijiacun, via Longtan, crossing over Fenghuang mountain - Longquan road, along the south-east side of Fenghuang mountain, via Xiaofucun, Sunyangzui, and turning a little to the right at Xiaoxucun connecting the Fenghuang mountain west link scheme, with total length of 18.160 km. The total length of Shenshan - Fengdong - Baoxie is 44.865 km. 1.7 Shanghai-Chengdu Wuhan west link alternative scheme 1.7.1 Zhushan - Yongan scheme (GI) Zhushan - Yongan scheme starts from Zhushan, 3.5 km down south of the intersection of Beijing-Zhuhai road and national road 318; crossing over the south ring road, via Zhangjialing; then via Guojiazui, Cheluwan, Xiaoliwan, Daiwan, Huangjialing, Chenjiawan, and Pengjiayuan at the south-west side of Guishan to Daijiazhuangwu of Yongan township, with newly built interchange to replace the original Yongan interchange connecting with Hanyi class I road, with total length of 12.517 km. 1.7.2 Quanli - Yongan scheme (GII) Quanli - Yongan scheme starts from Shiwan, 0.75 km to the east of Tushan, i.e. about 200 meters up north of the intersection of Beijing-Zhuhai road and national road 318; running westwards parallel to national road 318 via Luowan, Tushan Power Transmission Station, Huangtupou, the north side of Xiao Tushan, Guiwan, crossing over Zhashan - Xinnong road, and crossing over the south ring road of Wuhan via Tukuwan, then via Daxongwan, Citangwan, crossing over Laohansha road and ends at Daijiazhuangwu, connecting Hanyi class I road, with total length of 10.560 km. 1.7.3 Scheme by taking advantage of national road 318 The scheme by taking advantage of national road 318 needs reconstruction and enhancement of the Quanli - Dongyuemiao section of existing national road 318, with totally closed design eliminating grade crossing, connecting the road section of Dongyuemiao - Yichang of Shanghai-Chengdu road to the west, with interchange set at Quanli linking with Beijing-Zhuhai road. 2. Comparisons in Terms of Environmental Benefit 2.1 Air, noise and ecological environmental benefit 2.1.1 Huaishui west link scheme and east link scheme 74 According to the forecast, the noise level will not be over class IV standard limit in the area over 50 m in the daytime, 200 mn at night, away from road side for the road section of K29+100 - K59+200; as for air environment, the distance for the pollutant concentration up to the standard limit is within 10 m for CO and within 50 m for NOx, and there are similar ecological environrnent for the two alternatives, but since the east link will pass through the town of Yangping and along the side of Huangmailing mineral area with relatively more environmental sensitive spots and more noise, air and ecological impacts, the west link scheme is better than the east link scheme. 2.1.2 Shanhe east link scheme and west link scheme The east link scheme will avoid densely populated areas of towns and villages with less resettlement and farmland occupation, so there will be relatively less noise, air and ecological impact in the construction period and operation period; whereas for the west link scheme the route will be close to towns and villages such as Yangjiasi, Songlinzhen, Xiyanggang, Chanchuan, etc., with more environmental sensitive spots and more air, noise and ecological impacts; therefore the east link scheme is better than the west link scheme. 2.1.3 Wild Pig lake west link scheme and east link scheme In terms of noise and air sensitive spots, there are less villages and resident areas for the west link scheme, so that the west link scheme is better; and in terms of water environment, since the east link scheme will cross over the confluence of the Fuhe river and Lunhe river, there will be more impact in the construction period and operation period on water quality; therefore the west link scheme is better. 2.1.4 Hanjiang -Caidian bridge location and Zhangjiatang bridge location schemes T-he ecological environment for these two schemes is similar. However, since there are more noise sensitive spots and more impacts on water quality for Zhangjiatang bridge location scheme, Caidian bridge location scheme is better. 2.1.5 Houguan directly through scheme, east link scheme and west link scheme The ecological environment for all the three schemes is similar. However, the noise and air sensitive spots are less for the directly through scheme than the two other schemes, with less villages and resident areas passed by the route, therefore the directly through scheme is better than the other two schemes. 2.1.6 Fenghuang mountain west link scheme and east link scheme According to the forecast, the noise level will not be over class IV standard limit in the area over 40 m in the daytime, 170 mn at night, away from road side for the road section,; as for air environment, the distance for the pollutant concentration up to the standard limit is within 10 m for CO and within 110 m for NOx, and the ecological environment is similar, and in the operation period there is little difference in air, noise and ecological impact for the two alternatives. In the construction period, 75 however, there are more impact on air quality for the east link scheme mainly due to the pollutants and noise produced during the construction materials transport arising from earth and stone cutting with relatively more ecological impact; therefore, the Fenghuanh mountain west link scheme is better. 2.1.7 Schemes of Zhushan-Yongan, Quanli-Yongan and by use of national road 318 According to the forecas,t, the distance from the isopleth of 70 dB(A) to the roadside in daytime for the road section is 40 m, the distance from the isopleth of 55dB(A) to the roadside is 170 m at nighttime; the distance for the pollutant concentration up to the standard limit is within 10 m for CO and within 25 m for NOx. There are less villages and resident areas for Zhushan-Yongan scheme with less environmental sensitive spots than the other two alternatives. There are more resident areas for the other two schemes with some of the road sections having become streets, therefore Zhushan-Yongan scheme will have less air, noise and ecological impacts and is better than Quanli-Yongan scheme and the scheme by taking advantage of national road 318. 2.2 Social economic benefit 2.2.1 Huanshui west link scheme and east link scheme There are more terrain undulations for the east link scheme, and the route will pass through the town of Yangping, interfering with the Huangmailing Phosphorous Minerial Plant to some extent, so that there will be more resettlement work than the west link scheme and more difficult for the resettlement. The local governments of Xiaogan municipality and Dawu county agree with the west link scheme. Therefore the west link scheme will be better. 2.2.2 Shawo east link scheme and west link scheme The land occupation and resettlement for the east link scheme are less than those for the west link scheme, with the details shown in Table 5-1. The resettlement work for the west scheme is great and difficult with more cost, therefore the east link scheme is better. 2.23 Wild Pig lake west link scheme and east link scheme The land occupation and resettlement for the west link scheme are less than those for the east link scheme, with the details shown in Table 5-1. The resettlement work for the east scheme is great and difficult with more cost, therefore the west link scheme is better. 2.2.4 Hanjiang Caidian bridge location and Zhangjiatang bridge location schemes The land occupation and resettlement for Caidian bridge location scheme are less than those for Zhangjiatang bridge location scheme, with the details shown in Table 76 5-2. The resettlement work for Zhangjiatang bridge location scheme is great and difficult with more cost, therefore Caidian bridge location scheme is better. 2.2.5 Houguanhu directly through scheme, east link scheme and west link scheme The land occupation and resettlement for Houguanhu directly through scheme are less than those for the other two schemes, with the details shown in Table 5-2. The resettlement work for the east link scheme and the west link scheme are greater, therefore Houguanhu directly through scheme is better. Table 5-1 Comparison of alternative schemes Item Unit Altematives Altematives Altematives Al All BI BII CI CII _ Length km 26.856 25.994 39.97 40.890 41.010 41.500 No. of horizontal curve No. 7 9 12 12 10 10 Min. radius of horizontal curve m/No. 2500/1 200011 200011 2500/1 2500/1 2500/1 Max. longitudinal grade % 2.37 2.3 1.4 1.32 1.347 1.42 Subgrade earth & stone work 1000 m3 2807.4 3421.9 5296.0 5688.8 5521.5 5866.8 Drainage & protection 1000 m3 93.80 80.64 81.91 92.17 65.01 69.08 Soft ground treatment 1000 m 12.717 10.600 Extra-large & large bridges ri/number 1199 / 2 840.5 / 3 370.2 / 2 430 / 2 2421 / 3 3075 / 2 Medium bridge m/number 156 / 2 98.7/2 276 / 6 553 / 10 442 8 Small bridge m/number 131 /4 66 / 3 220 8 315 / 14 408 / 15 442 8 Culvert No. 80 82 184 198 166 185 Interchange No. I 1 3 3 l Separate grade crossing No. 9 11 16 17 7 10 Underpass No. 52 50 73 74 89 100 Land occupation hectare 118.36 118.99 81.91 92.17 167.78 169.80 Resettlement M 21680 53121 24332 28626 22834 25418 Estimated total cost I 1000 544250 489870 735120 827240 1092860 1216510 Cost per km 11000 20270 18850 18390 20230 26650 29310 Recommendation yes yes yes 77 Table 5-2 Comparison of alternative schemes Item Unit Alternatives Alternatives Altematives D,I DJI D,I D211 El Ell EIII Length km 33.007 38.246 37.170 41.141 14.114 15.539 14,627 No. of horizontal curve No. 7 9 10 9 3 5 4 Min. radius of horizontal curve rn/No. 550012 3000/2 1500/1 4000/1 8000/3 1200/1 1500/2 Max. longitudinal grade %/JNo. 3.00/2 3.00/2 3.00/2 3.00/2 1.66/1 1.46/1 1.93/1 Subgrade earth & stone work 1000 m3 3537.7 4025.0 4803.1 4255.3 1225.4 1379.9 1518.7 Drainage & protection 1000 m3 123.27 48.08 147.03 42.65 228.84 168.78 313.20 Soft ground treatment 1000 tn 552.9 649.9 651.5 696.7 1.032 0.870 0.970 Extra-large & large bridges rn/No. 1376/ 1 1376 / 1 1376/ 1 1376/ I Medium bridge m/No. 468/8 576 / 10 468/8 524/9 71.0/ I 54.0/ I 54.0/ I Small bridge m/No. 328/ 13 254 / 14 292/ 12 210/ 12 120/5 172 /7 156/ 6 Culvert No. 102 52 121 47 33 55 49 Interchange No. 3 3 4 3 l I _ Separate grade crossing No. 10 17 8 20 7 13 14 Underpass No. 63 34 70 36 33 18 25 Land occupation hectare 131.8 158.5 149.4 175.1 66.8 73.6 70.7 Resettlement M 20643 25171 22386 23121 12091 26816 15028 Estimated total cost _ 1000 888840 1091260 1022430 1066410 296320 292620 194540 Cost per km V 1000 26930 28530 27510 25920 20990 18830 20140 Recommendation yes yes yes 2.2.6 Fenghuang mountain west link scheme and east link scheme T*he social economic impact for the two alternatives is similar, the only difference is the total cost of the west link scheme is less that of the east. 2.2.7 Schemes of Zhushan-Yongan, Quanli-Yongan and by use of national road 318 There are more villages and resident areas for Zhushan-Yongan scheme with more difficulties for land acquisition and resettlement, and the route will pass by the Tushan Power Transmission Station with interference of high voltage electricity lines. in Caidian area. The scheme by taking advantage of national road 318 is not in conformity with Wuhan municipal road development program with land acquisition and resettlement difficulties, therefore it will not be adopted. The Zhushan-Yongan scheme has less resettlement work and less cost, so that it is better than the other two schemes. 2.3 Comparisons in terms of engineering cost 2.3.1 Huanshui west link scheme and east link scheme Table 5-1 shows the major engineering features of the two alternatives, from which it can be seen that the west link scheme is little bit longer than the east link scheme, with two more extra-large bridges over Huanshui river and relatively more farmland occupation; but the west link scheme has such advantages as better terrain conditions with less earth and stone work, having been avoided Dawu industrial area 78 at the east bank of Huanshui river with less resettlement; therefore the west scheme is recommended. 2.3.2 Shawo river east link scheme and west link scheme Table 5-1 shows the comparisons for the two alternatives, from which it can be seen that the west link scheme is longer than that of the east link scheme by 0.92 km with 392800 m3 more earth and stone work, 10260 m3 more for the drainage protection engineering work, and CNY 92.12 million more cost; therefore the east link scheme is better. 2.3.3 Wild Pig lake west link scheme and east link scheme Table 5-1 shows the engineering comparisons for the two alternatives. It can be seen that the east link scheme is longer than that of the west link scheme by 0.49 km with 345300 rn3 more earth and stone work, 4070 m3 more work for the drainage protection engineering work, and CNY 123.65 million more cost; therefore the west link scheme is better. 2.3.4 Hanjiang Caidian bridge location and Zhangjiatang bridge location schemes Table 5-2 shows the engineering comparisons for the two alternatives, from which it can be seen that the Zhangjiatang bridge location scheme is 5.239 km longer than that of the Caidian bridge location scheme; therefore Caidian bridge location scheme is better. 2.3.5 Houguanhu directly through scheme, east link scheme and west link scheme Both of the east link scheme and the west link scheme are longer than the directly through scheme with more earth and stone work and more land occupation; therefore the Houguanhu directly through scheme is better. 2.3.6 Fenghuang mountain west link scheme and east link scheme Table 5-3 shows the comparisons for the two alternatives, from which it can be seen that the west link scheme is 0.339 km shorter than that of the east link scheme, with 158200 m3 less earth and stone work and CNY 9580000 less cost; therefore the west link scheme is better. 79 Table 5-3 Comparison of alternative schemes Item Unit Alternatives Alternatives Fl FII Gl Gll Length km 17.821 18.160 12.517 10.560 No. of horizontal curve No. 4 4 4 3 Min. radius of horizontal curve rn/No. 7000/ 1 4000/I 4500/ 1 2500 / I Max. longitudinal grade % 1.54/ I 1.26/ I 1.53 1.46 Subgrade earth & stone work 1000 m3 1118.0 1276.2 682.6 1165.9 Drainage & protection 1000 m3 79.99 69.99 26.34 65.5 Soft ground treatment 1000 m 2.1 Extra-large & large bridges m/number Medium bridge n/number 48/ I Small bridge m/number 197/6 235/ 10 133 / 5 175/ 7 Culvert No. 62 60 35 34 Interchange No. I I I I Separate grade crossing No. 16 12 7 5 Underpass No. 17 24 26 23 Land occupation hectare 76.64 75.91 69.11 67.59 Resettlement M 6622.1 1832.3 12166.4 10777.3 Estimated total cost I 1000 264160 273740 248020 264640 Cost per km 11000 14820 15070 19810 25060 Recommendation yes yes 2.3.7 Zhushan-Yongan Scheme, Quanli-Yongan scheme and the scheme by use of national road 318 Table 5-3 shows that the Zhushan-Yongan scheme has 483300 m3 less earth and stone work, 39160 m3 less drainage protection work, and CNY 16.62 million less cost than the other two alternatives; therefore Zhushan-Yongan scheme is better. 3. Comprehensive Assessment and Recommendation As mentioned above, on the basis of the comparisons in terms of environmental benefit, social economic benefit, engineering cost, and resettlement cost, the Huanshui west link scheme, Shawo east link scheme, Wild Pig west link scheme, Hanjiang Caidian bridge location scheme, Houguanhu directly through scheme, Fenghuang mountain west link scheme and the Zhushan-Yongan scheme are obviously better than the others. Therefore the Huanshui west link scheme, Shawo east link scheme, Wild Pig west link scheme, Hanjiang Caidian bridge location scheme, Houguanhu directly through scheme, Fenghuang mountain west link scheme and the Zhushan - Yongan scheme are recommended. 80 CHAPTER 6 BRIEF COST-BENEFIT ANALYSIS The environmental cost and benefit analysis for road engineering project deals with many aspects, including the analysis of natural environment and social environment along the proposed road. Both qualitative and quantitative analysis will be adopted for the environmental cost and benefit analysis for this project, mainly discussing the comprehensive benefits from the proposed road and preliminary estimating the investment cost of the environmental protection for this project. 1. Social Benefit 1.1 The national road project III in Hubei province is an important part of the national and Hubei provincial trunk road systems, of which the Beijing-Zhuhai motorway is located in the middle of China, via Beijing, Hubei, Hunan and Guangdong; the Shanghai-Chengdu (Hurong) motorway starts from Shanghai in the east coast to Chengdu in the midwest, via Shanghai, Jiangsu, Anhui, Hubei and Sichuan and etc.. On the whole, the proposed road is the link for the east and the west, the north and the south in terms of the national economy layout as well as the important transport pivot connecting with the domestic and international market. 1.2 The completion of the project will promote the industry development along the areas, with more new industrial belt, including transport industry, manufacture and processing industry, building industry, tourism, breeding industry, agricultural and side line products, etc.. 1.3 The construction and operation of the project will provide more employment opportunities for the local people, to absorb and arrange large quantity of the surplus farm labours and to help improve the people's living standard. 1.4 The completion of the project will greatly improve the road transport condition along the road area, enhancing the transport capacity and service quality, providing more convenient connections with other places, other transport modes of airports inland waterway ports, railway stations, and improving road traffic safety. 1.5 The completion of the project will greatly improve the investment environment along the road area, give impetus to commercial and trade activities, as well as personnel and information exchange. 1.6 The completion of the project will make it possible to develop and use the local natural tourist resources with rapid, direct, safe, comfortable travel service. 1.7 The completion of the project will improve the village and township development along the road area, and change the situation of production output constrained by inadequate transport conditions. 81 1.8 The completion of the project will diverge the traffic passing through the major cities, and it will be better to mitigate the traffic congestion in the urban area, reduce the environmental pollution, with the completion of the road sections of the Jiangxia area project III Hurong east section and the Caidian area project III Hurong west section. 1.9 Great importance has been attached to the environmental protection for this project, and the effective environmental protection measures will enhance the local residents' consciousness of environmental protection. 2. Economic Benefit After the road being put into operation, the direct economic benefits brought about by the road include the cost reduction of passenger and freight transport due to the upgrade of road, the congestion reduction due to the diversion of traffic, transport distance reduction, travel time reduction and speed increase for transport service, speed up of working capital due to improvement of transport and commercial efficiency, and benefits from reduction of traffic accidents, with the details listed in Table 6- 1. Table 6-1 Economic benefits from the road project Year Total Enhance Congestion Distance Time saving Time saving Accident Less goods of grade reduction reduction for goods for reduction damage L_______ _______ passenger 1997 _ _ _ _ _ _ _ __ _ _ _ _ Construc- 1998 tion period 1999 _ =____ _ __ 2000 2001 56677 22225 8591 19763 208 1681 1896 2313 2002 62975 25826 9259 21350 226 1821 2024 2469 2003 69875 29856 9942 23064 244 1972 2160 2635 2004 77459 34357 10668 24915 265 2136 2306 2813 2005 85789 39375 11439 26912 286 2312 2462 3003 2006 94929 44957 12258 29068 310 2501 2629 3206 2007 104946 51152 13127 31394 335 2706 2807 3424 2008 115909 58011 14049 33905 363 2926 2997 3656 2009 127888 65586 15026 36615 392 3163 3201 3905 Operation 2010 140956 73924 16062 39539 424 3418 3419 4171 period 2011 151392 80753 16925 41586 450 3631 3596 4386 2012 162374 88073 17829 43742 478 3857 3782 4614 2013 174117 95898 18776 46010 507 4095 3978 4853 2014 186580 104243 19765 48397 539 4346 4185 5104 2015 199778 113115 20800 50910 571 4610 4402 5370 2016 213725 122515 21881 53555 606 4887 4631 5649 2017 228420 132436 23010 56340 642 5178 4872 5943 2018 243856 142857 24188 59271 679 5483 5126 6252 2019 260011 153746 25416 62357 719 5801 5393 6579 2020 276842 165052 26696 65605 760 6132 5675 6922 82 To pay back the loan, toll will be charged for use of the road, and the toll rate for different classes of vehicles is listed in Table 6-2. The results of economic sensitivity analysis are listed in Table 6-3. Table 6-2 Toll rate standard for different vehicles Unit: CNY/vehicle km Year Small van Medium truck Bus Large truck Extra-large truck 2001 - 2010 0.30 0.80 1.20 1.20 2.00 2011 - 2020 0.50 1.20 1.50 1.50 3.00 Table 6-3 Road engineering economic sensitive analysis National economic analysis The proposed road project Economic internal return rate (ETRR) 18.05% Net present value (NPV) CNY 2104.01 million Pay back period 16 years Financial assessment Financial intemal return rate (FIRR) 11. 16% Net present value (NPV) CNY 4552.99 million L Pay back period 16 years The results of the economic and financial assessment show that the economic benefit is remarkable and the financial benefit is good. The project has strong anti-risk capability. By the year of 2005, the domestic loan will be paid back with the toll revenue; and by the year of 2016, the World Bank loan will be paid back with the toll revenue. Taking into considerations the benefits got by the road users and the general public from the road project, including reduced transport cost, time saving for both passenger and freight transport, accident reduction, etc., the financial and economic benefits, the proposed road project is feasible with good social economic benefits. 3. Investment Estimation of Environment Protection Measures The estimation of the lump-sum environmental investment is shown in Table 6-4. It can be seen from Table 6-4 that the estimated environmental investment will be CNY 20.3168 million, accounting for 0.4% of the total engineering cost for the project, which is CNY 5074.001399 million. 83 Table 6-4 Lump-sum investment estimation for environmental protection measures Item Content or calculation method Investment Environmental effect CNY million EIA & design. Monitor, report, design 0.80 Current condition survey, forecast, control, ,optimization, measure implementation Planting Plant turf& trees, m tan trip, Mitigation for air, noise, ecology, resident CNY50000/km x 2.408)m 10.024 health, and landscape beautification CNY20000/km x 32.8km 0.656 Mitigation measures Higher wall, install noise-proo 1.4 To reduce noise pollution, protect the doors & windows, plant green residents' and students' health Noise barrier belt CNY 1000/m x 650 m 0.65 Measure to prevent To install air conditioner at toll 0.60 To protect the employees' health pollution station, etc. Beautification Beautification of toll station, 0.7 To beautify the environment for travel, work dormitory, interchange, & living area, to improve efficiency & buildings and road signs reduce accident Environmental Personnel training for road 0.5014 To improve the professional skill for training construction and management environment protection Sewage water treat- Daily life sewage and vehicle 2.4 Prevent the water body from being polluted ment for service area washing waste water treatment by sewage and waste water, and to protect for the 4 service areas ecological environment Cultural & historical Investigation of cultural and 0.27 Protect cultural and historical relics relics protection historical relics (not including the unforeseeable cost) Emergency aid for 0.15 accident Monitoring Include monitor equipment 2.1708 Total . 20.3186 6-~~~~ 84 C4IAPTER 7 ENVIRONMENT MANAGEMENT AND MONITOR PROGRAM 1. Organization and Personnel Requirements The Environmental Protection Office of the MOC is responsible for coordination of the environmental protection work in transport industry. The Hubei provincial communications department (HPCD) establishes the environmental protection division (EPD) with 6 persons, responsible for environmental protection work (at present it is within the technical division), with main responsibilities as follows: (1) To carry out the policies and regulations concerned with environment protection set forth by the state and the MOC; and to formulate the environmental protection measures for the implementation of the policies and regulations in road and transport field under its jurisdiction; (2) To organize and prepare the planning of environmental protection and to supervise the implementation, and to be responsible for the statistics of environmental protection; (3) To be responsible for the environmental management of the capital construction project under the jurisdiction of the provincial department; (4) To supervise pollution treatment work, to organize and carry out the emergency program for treatment of pollution accidents in their jurisdiction area; (5) To organize the provincial environmental monitoring, survey, research and information, to disseminate the advanced techniques for environmental protection; (6) To supervise the operation and maintenance of the environmental protection facilities under their jurisdiction; (7) To grasp typical examples of environmental protection work, and to commend the advanced units and individuals; (8) To organize personnel traiming for environmental protection work. The Hubei Provincial High-grade Highway Management Bureau (HPHHMB), responsible for the construction of high grade road in the province, will establish an environmental protection office (EPd6 with 6 persons, two of them will be enviromnental experts, under the leadership6f the HPCD. The responsibilities of the EPO will be as follows. (1) To implement the environmental protection measures set forth by the provincial environmental protection division; 85 (2) To prepare environmental protection program for the high grade road in the province and supervise its implementation; to be responsible for high grade road environmental statistics and report Too the EPD of the provincial communications department; (3) To be responsibl for J/environmental issues and resettlement work for the od construction project; (4) To be responsible for the road environmental monitoring work for the high grade road in the province, and report the monitoring results to the EPD of the HPCD; (5) To be responsible for the supervision of the environmental protection facilities management and maintenance under its jurisdiction; (6) To grasp typical examples of environmental protection work, and to commend the advanced units and individuals; (7) To be responsible for the implementation of the orders and documents issued by the EPD of the HPCD; During the construction period of this road project, four engineering 9 superision station will be established, responsible for the supervision of each road section's engineerng work. In each of the supervision station there is a environmental protection supervisor engineer, responsible for supervision of the implementation of the measures set forth in the EAP and the bidding document. After completion of the road project, three road management organs, i.e. a Management Bureau in Longyangcun of Caidian region, a Management Division in Sancha and Quanli respectively. In each of the bureau or division, there will be an officer specially responsible for all the environmental protection related work. The fire-fighting and the first aid personnel will be under the jurisdiction of the bureau. Due to China is lack of the ences in road project environmental protection management, it is proposed -at 3 p 5 ons should be sent to industrialized country for advanced study or train m o u'nderstand and grasp advanced management technique and experiences. Training for the other newly recruited persons will be held in China by domestic experts. The budget for training is about CNY 0.25 million. The supervision program of the environmental protection for this project is shown in Table 7-1 and the environmental management program is shown in Table 7-2. 2. Environmental Monitor Program 2.1 Purpose and principles 86 P"7- -^f the environmentoi protection monitoring program is to supervise the implementation of the environmenm?i protection measures; based on the monitoring results to modify the environmental protection action plan, and to provide information for the post assessment for the project. The principles to set forth the environmenital monitoring program are in accordance with the main environmental impacts in different forecast periods and the road sections possibly with pollution indicators over the standard limits, with emphasis at each environmental sensitive spots. 2.2 The purpose and item of the monitoring in different periods The main environmental impact during the construction period includes TSP, construction noise, bitumen smoke produced by the bitumen mixing plant, the vibration caused by pile driving and the impact of bridge construction on river water quality. The environmental impacts in the operation period mainly are the vehicle emissions, traffic noise, and the road surface run-off on the river water quality. The monitoring items will be TSP, noise, COD,r, SS, BOD5 and oil in the construction period; and NOx, CO, TSP, noise, COD,,, SS, BOD5 and oil in the operation period. 2.3 Environmental monitoring organization The environment monitoring program for this road project includes monitoring of air, noise and water quality, with the details shown in Table 7-3, Table 7-4 and Table 7-5. It has consulted with the provincial communications department that the routine environmental monitor work will be conducted by the unit under the communications department, which is qualified for the monitor work. To ensure the implementation of the monitoring program, the construction unit will sign the contract with each monitor unit under the communications department for the environmental monitor work before construction; the provincial motorway management bureau will sign the contract with each monitoring station for the environrmental monitoring work before the road project is handed over for operation. 2.4 Monitoring cost The total monitoring cost for the main road is CNY 1970.8 thousand; and the total monitoring cost for the connection road is CNY 200 thousand. 2.4.1 Air The monitoring cost for air quality is CNY 200000 during construction period, and CNY 1400000 during operation period, with a total of CNY 1600000. 2.4.2 Noise The monitoring cost for noise is CNY 57600 during construction period, and 87 CNY 193200 during operation period, with a total of CNY 250800. 2.4.3 Water The water monitoring cost is CNY 120000 during construction and operation period. To ensure implementation of the monitoring program effectively, necessary personnel training is an important issue, which will be discussed between the monitoring station (consignee) and the consignor. The monitor unit under the HPCD will carry out the monitor program according to the monitor contract. The estimated cost for personnel training is about CNY 251400. 88 Table 7-1 Environmental supervision plan Stage Agency Work content Purpose Feasibility NEPA 1. Examine the TOR of EIA I.To ensure the EIA content fully covered proper study MOC(EPO) topic arrangement, with key points highlighted HPEPB 2. Examine the EIA 2.To ensure the possible serious issues for the WB project to be addressed properly HPCD 3. Examine the draft of EAP 3.To ensure there is feasible action plan Design & NEPA 1. Examine preliminary design for 1. To carry out the "three simutaneousness" construction MOC(EPO) environment protection & EAP & EAP period HPEPB; 2. To examine if there is investment 2. To make sure the investment being made Local, for environment protection municipal 3. To check construction site: 3. To make sure the work site to meet the & county material handling, mixing etc. requirements of environment protection level EPA 4. To check dust & noise control 4. To reduce the impact & implement measures & work time schedule regulations 5. To check poisonous & harmful 5. To reduce the impact & to implement the material storage & emissions regulations 6. To check waste water & oil 6. To make sure the surface water not to be disposal & treatment polluted 7. To dispose filling & cutting site 7. To make sure the landscape & the land resources being preserved 8. To check the implementation o 8. To make sure the implementation of the the "three simutaneousness" & to "three simutaneousness" determine the final time schedule 9. To examine if the environment 9. To check and accept the environment protection facilities in conformity protection facilities with the standards PCRB 10. Check if there is cultural relics 10. To protect cultural relics supervised by the underground Provincial Cultural Relics Bureau (PCRB) Operation HPHHMB 1. To examine EAP implementation 1. To carry out EAP period Local 2. To examine the implementation municipal of environment monitor plan 2. To carry out environment monitor plan & county 3. To check if there is any further level EPA necessary measures to be adopted 3. To protect the environment in every (possible issues unexpected before) possible way Local, 4. To check if the environmental 4. To strengthen environmental management municipal quality in the sensitive areas is in & to protect people's health & county conformity with the standards level EPA 5. To examine the waste water 5. To make sure the waste water discharge in treatment in the service area conformity with the standard 6. To examine if the surface water 6. To make sure the drinking water source drainage in the right way not to be polluted by the surface water drainage Local 7. To strengthen management of 7. To eliminate any hidden danger of accident & public accident prevention & monitoring to reduce lost as much as possible once accident security & system, set up first aid action plan happens fire fighting for emergencies, so as to remove the department leakage of dangerous goods away in time once accident happens 89 Table 7-2 Project environmental management program Potential negative impact Mitigation measures In charge Supervisor unit A. Planning & design period 1. Flood discharge capacity 1. Meticulous design Design unit Project 2.Resettlement & relocation 2. Equitable plan & compensation Local office 3. Loss of land resources 3. Less farmland occupation design government 4. Landscape lost 4. Landscape harmony design Design unit Local 5. Partitions 5. Proper underpass design government 6. Culture & relics damage 6. Careful investigations PCRB 7. Soil erosion 7. To perfect drainage system Design unit 8. Surface run-off 8. Prevent surface water from running into farm irrigation system, water source, fish pool B. Construction period 1. River sediment caused by soil, 1. Plant or fibre cover to protect sensitive Contractor Project cutting and the wastes surface office 2. Worksite oil & water pollution 2. Collecting & recycling oils, better 3. Air pollution by bitumen mixing operation plant / lime mixing plant 3. To use air cleaning & dust remove devices, 4. Dust & noise on work site select proper work site 5. Under ground cultural relics 4. To sprinkle water regularly, install muffler 6. Surface damage due to cutting 5. Stop working & inform PCRB 7.Impact on public utilities 6. Proper design & plantation 7.To sign agreement with related unit to set 8. Impact on existing road traffic new system first 9. Work site sewage & wastes 8. Traffic management planning 10.Possible spread of infections 9. To set sanitary toilet Contractor disease among workers & local people 10. Regular health check I1. Create temporary habitat for the carriers such as pools 11. To eliminate the carriers habitat 12. Impact on farmland output due to earth borrowing 12. To preserve surface soil and put it back after borrowing & reduce land occupation time C. Operation period I. Air & noise pollution caused by I. Noise barriers & other noise-proof HPHHMB HPHHMB traffic measures, traffic control & management Contractor 2.Sewage & waste oil in service area 2. Sewage & wastes treament facilities 3. Road side disorder, litters 3.Treatment facilities, regulations and enforcement 4. Hazardous material spilt due to road 4. To set forth & carry out first aid action accident. plan for emergencies . - 90 Table 7-5 Water quality monitor plan Phase Location Item Frequen. Duration Sampling Action unit Unit in charge Construction CODcr 3 times one, a.m. Monitor HPCD period per year one, p.m. unit under WBPO Han river, Tongshun SS (normal HPCD river bridge area, water level, one day Operation JunshanYangtze BOD, high level, HPHHMB period low level) ..______ _ __________ Oil . - _____ ______ ____I_I_I 2.5 Monitoring report system A monitoring report system will be established, as shown in Fig. 7-1. NEPA MOC EPO WB FHPEPB HPCD EPO Construction period: WBPO | Local EPB3 -- | Entrusted unit Operation period: PHHMB Monitoring EPO station Fig. 7-1 Monitoring report system 92 CHAPTER 8 PUBLIC PARTICIPATION The proposed road, as an important engineering project in Hubei province, will bring about great economic and social benefit to the whole province. At the preparation stage, the project drew wide attentions from the general public. The Hubei Provincial People's Government strongly support the proposed road project, so does the local government along the proposed road area of Xiagan, Wuhan, etc., at different level. The local governments actively participate in the selection of the road alignment and ask for the road passing through the areas under their jurisdiction with preferential policy offered for the project. During the preparation of the EIA report, many departments were visited, including the local environmental protection bureau, local communications bureau, agricultural department, statistics bureau, forest bureau, sanitation and antiepidemic station, etc., with opinions and comments collected from the experts and the general public. Meanwhile the significance and the outlines of the project have been made known to and got support by the general public. To fully understand the opinions and proposals from the general public and to protect the public interests, different forms of the public participation work have been conducted, including to get public opinions by inquiry form, small meetings and discussions. To make the public participation more effective and more efficient, the inquiry was made in different groups, as follows: (1) Non-government organization; (2) Enterprises and institutions; (3) Local residents affected by the proposed road project. The investigation covered the area along the road, including Dawu, Xiaochang, Xiaonan region, Xiaogan city, East-West lake area, Caidian and Jiangxia. The inquiry form used in sample survey is shown in Table 8-1. 95 inquiry forms have been received for the proposed road project. The summary of the public inquiry analysis is shown in Table 8-2. The results of the investigation show that the general public and most of the families, which are going to be resettled, along the proposed road area are looking forward to the construction of the road. 100% of the people who hand over the inquiry form in favour of the road project; 88% of the people aware of the resettlement and compensation policy concerned with the road project; most of the people to be resettled accept the resettlement arrangement. The public have shown great concern for the environmental problem arising from the proposed road project, particularly the noise impact. Most people suggest that green belt should be built along the road. 14% of the people suggest that noise barrier should be built in noise sensitive areas to protect people from being disturbed by the noise. 35% of the people expressed their concern about the dust nuisance during the construction period. 18% of the people 93 concerned about the vehicle emission pollutants, which indicates the environmental consciousness of the general public and should be taken into consideration seriously. Besides, many people have realized that underpasses should be built near the villages for convenience of the local farmers' farm work and daily life. Table 8-1 Inquiry form for sample investigation Name Sex Age Nationality Education Unit/Address = = Title Occupation 1. If in favour of the proposed road project Yes No Don't know Don't know 2. If agree with the road alignment & route Yes No Don't know Don't know 3. If the road is beneficial to the local economic Yes No Don't know Don't know development 4. Do you have any opinion on land acquisition No Yes Don't know Don't know and resettlement for the road construction 5.Weather or not you know the policy about the Yes Know some Don't know Don't know land acquisition and resettlement 6. Weather or not to follow the policy Yes on condition No 7. The impact you mostly concerned Noise Emissions Dust Others 8. Mitigation measures suggested Road greening Noise barrier Away from road Others Other Suggestion Note: 1. Please ticking what you chose. 2. More paper may be added for any other opinions and suggestions. Signature: Date: Table 8-2 Summary of social survey for the proposed road 1. In favour of or against the road project 95 in favour of, 100% 2. If agree with the route selection 91 agree, 96%; 4 no idea, 4% 3.1f the road project is good for local development 89 good, 94%; 6 no idea, 6% 4.Any opinion on farm land occupation & resettlement 86 no complain, 91%; 3 complained, 3%; 6 no idea, 6% 5. If understand the resettlement policy 32 understand, 34%; 51 do a little, 54%; 12 don't, 12% 6. If abide by the land acquisition & relocation scheme 54 yes, 57%; 41 yes but on conditions, 43% 7. If therc is any impact on your daily life for the road. 45 noise, 47%; 17 enissions, 18%; 34 dust, 35% 8. Suggestions to mitigate the impact 83 planting, 87%; noise barrier 13, 14%; 7 keep away, 7% To further understand the public opinions on this road project, it is proposed that the owner of the project should send the EIA report and the Action Plan for 94 environmental protection to the local areas along the proposed road (Dawu county, Xiaochang county, Xiaonan region, East-West area, Caidian area and Jiangxia area), to make the road project known to the general public and to get more feed backs to enrich the action plan. To sum up, the people along the proposed road area understand the great significance of the project and actively support the project for promotion of the local economic development. Therefore there is little problem for land acquisition and relocation work. As for the environmental impact arising from the road project, various measures have been proposed to reduce the impact and to protect the environment. So long as these measures are to be implemented in the design, construction and operation of the road project, the environmental impact problems will be solved properly. The land acquisition, relocation and resettlement are also important issues for the people concerned. Thoughtful relocation and resettlement schemes and time schedule should be programmed according to goverrnent policies and regulations, so as to ensure the living standard being kept at certain level. 95 I CHAPTER 9 CONCLUSIONS 1. Conclusions of EIA 1.1 Natural environment The landforms features along the proposed road area are complex including heavy hilly area, hilly area, plain, rivers and lakes, and arid regions. During the road construction period, the land forms of some areas along the road will have change to some extent, due to cutting and filling of earth and stone works. But this kind of effects can be reduced to the minimum when engineering prevention and protection measures are adopted in the road design, construction and operation stages respectively, and the hidden peril of water loss and soil erision can also be eliminated. The impacts of the road and the bridge construction on the water quality of the rivers and the lakes along the proposed road are temporary and slight. There is no conspicuous impacts on the water environment along the route during the road operation period, which is supposed to be caused by the runoff from the pavement and the sewage from the service areas. 1.1.1 Ecological environment According to investigation, there is no any natural reservation area with rare wild animals and primeval forest, nor is there any rare animals and plants or animals in extinction lawfully protected by the state distributed in the area. The damage of the plants within the road area during the road construction period can be rehabilitated through green belt planting. The limited impacts on the wild animals will disappear once the construction period is over. During the operation period, the impacts on the wild animals along the road area are very small. It has been considered in the road design to keep the route away from forests and farmland, and to make use of waste land. Since most of the areas along the route of the proposed road are uncultivated mountain area or waste lands, the overall impact on the agricultural production along the proposed road area is very small. But for some villages and farmers, some farmland will be lost, therefore proper relocation and resettlement should be arranged. After the road open to the traffic the lead pollutant from the vehicle emissions will be not cause severe pollution to the soil along the road area. There are still potential capacity for the land to bear the pollutant. 1.1.2 Noise On-the-spot investigation shows that the noise level can be controlled below the standard level limit. The noise impact caused by the road construction is only temporary, and can be controlled by the measures suggested in the Action Plan Report. 96 After the road open to traffic, the noise impact is mainly at night. With implementation of the measures recommended in the Action Plan Report, the noise level can be controlled below the standard level limit. With the local economic development, traffic volume is increasing on the existing road , such as the national road 107, if the proposed road is not going to be built, the traffic noise over the existing road will be more serious with more negative impact. Therefore the proposed road can improve the environment by mitigating the traffic noise to some extent over the existing road. 1.1.3 Air environment The air quality over the proposed road area, is good, with the measured concentrations of the pollutants of CO, NOx, in the monitoring spots being below the standard assessment limit; and the concentration of TSP is also below the standard assessment limit except for some individual spots, which show that the air quality along the road area is good. And there are still potential capacity for the air environment to bear the pollutants of CO, NOx and TSP. The air pollution during the road construction period is mainly caused by TSP from the mixing plant. The air pollution during the operation period in the long term is mainly caused by NOx emitted from the traffic and the impact caused by the pollutant of CO is very small. Therefore, 200 m long 30 m wide green belt will be planted for the road sections near the Jinkou Medical Plant and the Baoxie air quality sensitive spots. The motorway has the advantage of less pollutants from the traffic, so that the construction of the proposed road will have the effect of improving the air quality over the road area. 1.2 Social environment The annual growth rate of GNP will be expected at 9.5% in the directly affected area along the proposed road; that of the national income 8.5%; and that of the gross output of industry and agriculture 10.6%; with those for the Xiaogan area being 9%, 8.6% and 11% respectively; those for the Wuhan city being 10.4%, 9.4% and 11.5% respectively. The economic index for the directly affected area shall be 119.22%, 140.75% and 179.51% in the year of 2000, 2010 and 2020 respectively; and the people's living standard index 134.37%, 173.44% and 234.62% in the year of 2000, 2010 and 2020 respectively. The proposed road project will have positive impact on the social economic development, as well as people's living standard, along the road area. The contribution of the road project to the social economic growti will be 18.95%, 97 22.72% and 27.32% in the year of 2000, 2010 and 2020 respectively; the contribution to the improvement of the people's living standard will be 21.35%, 28.00% and 33.18% in the year of 2000, 2010 and 2020 respectively. Compensations will be provided for the relocation of the houses, power transmission stations, high voltage electric wire poles, low voltage electric wire poles, telecommunication wire poles, etc., due to the construction of the proposed road. There is no impact on the other facilities. However attentions should be paid to protection of the Beijing-Guangzhou telecommunication cables for the engineering project later on. The permanent land occupation for this road project will be 16485.4 mu. According to estimation, the land use value for road is 2.49 times higher than that for farming. The road project will promote the tourism development along the road area, particularly give impetus to the mineral development in the north area. On the whole the proposed road project will not cause great pollution impact on the -area enviromnent along the road. And the recommended scheme will produce good environmental effect. Due to the great social economic benefits the road project will bring about, it is necessary to construct the road as soon as possible. 2. Measures and Suggestions 2.1 To optimize the design, in order to reduce the negative impact caused by the road project on the social economic enviromnent to the minimum The alignment of the road avill be so designed that the environmental sensitive spots will be avoided away from the road. Road aesthetics, environmental features, overall land use development program, and various environmental protection measures, such as green belt, noise mitigation measures etc., will be taken into account in the design stage of the road project. Attentions will be paid to the drainage systems of the road subgrade and pavement to prevent pollution caused by the run-off. The location and structure of the bridges should not cause any negative impact to the river and the environment. The East-West lake area passed by the road is one of the floodwater storage area at the middle and lower reaches of the Yangtze river, and the alignment scheme of the road has been examined and approved by the competent authorities of the municipal, provincial and the center government. During the design period the impacts caused by the road structures on floodwater storage function should be studied and the special requirements from the water conservancy and flood control departments should be fully taken into account. 2.2 All possible and reasonable measures should be taken in the course of road construction and rehabilitation, to protect the environmental pollution caused by the noise and the pollutants. Therefore, a reasonable environmental protection plan based 98 on this EIA report should be worked out and be implemented by the construction unit. In order to prevent soil erosion of the land, river bed, the base of waterway and drainage systems, and to prevent silt deposition, intercepting ditches should be constructed together with road subgrade. If the construction site is by or near the river, dam should be built to keep the const+uiction site to e sepaatd from the river so that no deposit will be drained into the riyer. The water for agrezate washing or for other construction works should be filtrated and settled. If bored piles have been adopted, the waste silt generated by ing shall be id at a designated site by barge, so that little impact shall be produced by the engineering dredge and the silt disposal. All necessary measures should be taken by the construction unit to prevent waste water containing pollutants and other visible suspension materials from being discharged into the river, waterway, and existing drainage systems. The storage sites for the bulk materials such as lime and cement should be set far away from the rivers or ditches. Temporary sewage and waste water treatment system should be set up to treat the waste water from the work site and the living areas. Only after the waste water has been treated appropriately, can it be discharged into the rivers. The daily life garbage should also treated to prevent pollution. Measures should be taken to control flying dust in construction site and to prevent materials from flying or being spilt over when they are stored or transported, to prevent air pollution. The storage sites for bulk and easy-to-fly materials should be located in the leeward direction of the villages. In dry season, water should be spread over such materials to prevent the dust from flying. The bitumen mixing plant should be set at the place in the leeward direction of resident area, in a distance of 300 m away. The mixing plant should be totally closed and equipped with secondary dust removal equipment. To effectively control the noise level, vehicle maintenance should be strengthened, keep the construction machines away from the resident area or ban the night work if the worksite is near the resident area. One of the major environmental impact during the road construction period is the vegetation damage caused by cutting/filling. The subgrade for most of the road sections for the proposed road is constructed by filling. The earth borrowing sites should be selected in consultation with the local government. For road sections with great amount of cutting/filling work, reasonable time schedule should be programmed and cutting/filling in rainy season, particularly in the heavy rainstorm season should be avoided as far as possible. In order to protect the environment of the earth, sand and stone borrowing site, the near-by natural drainage system should not be damaged and no more erosion effects should be added to the natural drainage system. Attention should be paid to the changes of the river situation when sands are borrowed from the riverbed. The location of quarry should be selected taking into consideration of environmental protection. 99 Terraced platform method should be taken for the earth and stone cutting, and discretional earth borrowing along the hillslope should be prohibited strictly. While cutting/filling it is necessary not to damage the surrounding vegetation as much as possible. After earth borrowing, the hilltop can be developed as forest land or arid farmland. If water sources can be guaranteed, the large earth borrowing pit can be developed as fishponds. There are several hilltops with poor fertility in Dawu county, along the road area. So when selecting the earth borrowing sites, the land areas with less production value should be chosen first, to reduce the impact on agricultural output. At the earth borrowing site, supervisors should be on-the-spot, to ensure the cultivated soil of 20cm- deep should be set aside and returned back for farm-use. If there are great amount of waste soil have to be piled up, less vegetation should be damaged; e.g. if there exists a waste pond, the fillings may go into the pond to make it a farmland, which has the effect of not only reducing the soil erosion, but also increasing farmland area. The construction method for stone cutting should have no damnage to the subgrade and the side slope, nor any harmn to the residents, livestock, buildings and other facilities. The loosened stones at the side slope of stone borrowing site should be cleared and stored in a safe place. Storage of spoil soil should not pollute and block the irrigation ditches and natural waterways. Unnecessary land occupation and affects to landscape should also be avoided. The spoils from the hillslope should not damage the plants, farnland, and other engineering structures; and the spoils alongside the river should not block the river, or change the flow direction or increase the water level causing threat to the farmland and buildings, and should not affect breeding of fish. If conditions arise, the top surface of the spoil can be planted or leveled as farmland. Proper underpasses should be built to provide paths for the local residents' convenience. More underpasses are recommended to be added when it is possible. For engineering cutting, it is necessary to abide by the "Law of the People's Republic of China on Protection of Historical Relics", to protect the historical relics. The policies for the resident relocation and resettlement should be made known to the public and reasonable suggestions from the public should be accepted and adopted. The living standard of the residents should not be lowered after the resettlement. Meanwhile, training and education of basic knowledge of environmental protection should be strengthened for construction workers so that environmental protection as a basic state policy can be implemented throughout the whole engineering construction process. 2.3 Monitor of vehicle emissions should be strengthened during the road operation 100 period so that the vehicles as the pollutant sources can be controlled. It should be suggested that test equipment for vehicle emission and vehicle noise should be available for random vehicle inspection. Supervision over vehicles carrying dangerous materials should be strengthened and efficient emergency first aid program should be worked out. For road sections where the traffic noise is over the standard level limit, the measures such as planting, renovation of windows and doors, as well as building of noise barriers should be adopted to improve noise insulation efficiency and to provide better environment for the resident areas and schools. The newly developed resident areas should be built over 100 m away from the road. Septic tanks should be set in the service areas to treat sewage. Trees should be planted along the sides of the road, near by the sensitive areas and around the service areas. Maintenance of the subgrade side slope and the road drainage systems should be strengthened. The environmental protection agencies under the road administration departnents should be set up. Such agencies should be responsible for implementation of environment monitoring program during the road construction and operation periods. Based on the results from environment monitoring, implementation program and the time schedule of the road area environmental protection can be adjusted. In order to compensate vegetation damage caused by the road construction, design of road planting engineering should be carried out as soon as possible, so that planting on the side slope and road side can be guided by such rational and scientific design and the ecological environment along the road will be recovered, improved and optimized as earlier as possible. This will turn the idea of "Planting a route and benefiting a large area" into reality in the road engineering project. As mentioned above, the impacts of the proposed road project on the ecological, acoustical and air environment can be controlled and compensated as long as environmental protection consciousness can be strengthened in the road construction and the measures proposed in the EIA report can be implemented. That is to say that the proposed engineering project is feasible. 101 Daxin {t t7K/ 6 / - ___~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~comdn iL I:- /-~~~~~~~~~~~~~~- - ~ ~ ~ ~ ~~~X Hanchuan countY~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~. L ... ... (. Hatichuan county .,,-*.~c c I I 2,~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ ;4~~~~~ ~ ~ ~ \k~~~~~ }i ~~~~~~~ ko)~~~~ Pe/ iya Luunpimr col iohh Zaga hnsa if PiayShol LagliuuBoi