REC; 7'/ED 93 SEP 20 PM 4: 23 LUOYANG-SANMENIxA EXPRESSWAY Linking Road Project ENVIRONMENTAL IMPACT ASSESSMENT Henan Provincial EnvirQamental Protection Institute August, 1995 Table of Contents 1. General 1.1 Project Location and Size 1.2 EIA Purpose 1.3 EIA Basis 1.4 EIA Description and Highlight 1.5 EIA Study Area 1.6 EIA Standard and Base Year 2. General Description of Project and Identification of Project-related Environmental Impact 2.1 General Description of Project 2.2 Identification of Project-related Environmental Impact 3. Physical Environment and Socioeconomy 3.1 Physical Environment 3.2 Socioeconomy 4. Investigation and Evaluation of Environmental Quality Situation 4.1 Eco-environmental Setting 4.2 Evaluation of Acoustic Environmental Situation 4.3 Evaluation of Air Environmental Quality 5. Environmental Impact Assessment and Analysis 5.1 Environmental Impact Assessment in Construction Stage 5.2 Environmental Impact Assessment in Operation Stage 5.3 Other Environmental Impact upon Completion of Linking Roads 6. Environmental Mitigation Measures, Environmental Management/Monitoring Programs 6.1 Environmental Protection Measures 6.2 Environmental Management Program 6.3 Environmental Monitoring Program 6.4 Training Program 7. Public Participation 8. Conclusion 1. General Luoyang-Sanmenxia expressway, a section of the national trunk road from Lianyungang to Huoerguosi, has already succeeded in project identification by a World Bank mission. Linking roads to this expressway, including Jiangzhuang-Baiqiang linking road in Xinan County, Yima linking road in Yima and Mianchi linking road in Mianchi, are also proposed to partly financed by the World Bank. Background of these roads is described in Table 1-1. In accordance with relevant requirements of the Government and the World Bank, the linking road project is identified to be a Class B construction project which also needs environmental impact assessment. As entrusted by the Highway Administration under Henan Provincial Communications Department, Henan Provincial Environmental Protection Institute is held responsible for the EIA of the linking road project. Table 1-1 Background of Linking Roads to Luoyang-Sanmenxia Expressway Linking Road Locationr Pavement Grade Nature Length {km) Joint & Chainage Jiangzhuang- Xinan County Asphalt Concrete Grade 2 In Mountain New 9.3 Xinan Interchange at Baiqiang & Heavyhilty Area k27+500 Yima Yima City Asphalt Concrete Grade 2 in Mountain Widening. 3.1 Yima Interchange at l _________ ______________ & Heavy-hilly Area Upgrading k52'180 Mianchi Mianchi County Asphalt Concrete Grade 2 in Plain & New 2.0 MiancF'i Interchange l . Slight-hilly Area at k63 + 518 1.1 Project Location and Size Henan Province is located at the centpr cf China, in the middle reaches of the Yellow River. These linking roads are separately distributed in Xinan, Yima and Mianchi alcng the above- mentioned expressway, see Map 1-1 for the project location. These linking roads have a total length of 14.4 km, including 9.3 km Jiangzhuang-Baioiang linking road in Xinan, 3.1 km Yima linking road in Yima and 2 km Mianchi linking road in Mianchi. As designed, these roads are to be built according to standards for Grade 2 roads in mountain and heavy-hilly areas except the last one which is to be completed according to standards for Grade 2 roads in plain and slight-hilly areas. The total cost of these roads is estimated at 42.3383 million RMB, including 25.8143 million RMB for Xinan linking road, 11.094 million RMB for Yima road and 5.43 million RMB for Mianchi road. These linking roads are to be newly constructed except Yima road which is to be upgraded. 1.2 EIA Purpose The EIA purpose includes: 1) investigating the local environmental setting of the project; 2) analyzing and predicting environmental impacts in constr_uction and operation stages of the project; 3) environmentally justifying the project feasibility; 4) proposing environmental impact Page-1 mitigating and offsetting measures, developing environmental management and monitoring programs. All these are for the purpose of providing scientific basis for environmental protection design and environmental management of the project. 1.3 EIA Basis 1.3.1 "Management Procedure for Environmental Protection of Construction Projects' by NEPA (National Environmental Protection Agency) in 3ts document No. 003 (86) 1.3.2 "Management Procedure for Environmental Protection of Communications Construction Projects" by the Minister of Communications in his decree No. 17 (90) 1.3.3 "Regulation for Environmental Protection of Construction Projects in Henan Province" 1.3.4 "Notice on Enhancing EIA Management of International Financing Organization-financed Construction Projects" by NEPA, SPC (State Planning Commission), MOF (Ministry of Finance) and the Bank of China in document No. HJ-324 (1993) 1.3.5 Feasibility report of the linking road project 1.3.6 Letter of assignment for EIA of the linking road project 1.3.7 Aide Memoire of the World Bank identification mission for Henan 2 highway project 1.4 EIA Description and Highlight On the basis of environmental factors as screened, the following subjects have been identified for the project EIA: 1.4.1 General description of projectand identification of project-related environmental impact 1.4.2 Local physic;.,' environment and socioeconomy 1.4.3 Investigation and evaluation of environmental quality situation 1.4.4 Environmental impact assessment and analysis 1.4.5 Environmental protection measures, environmental management/monitoring programs 1.4.6 Public participation 1.4.7 EIA conclusions Among these, subjects 1, 3, 4 and 5 are highlighted. Emphasis on subjects 3 and 4 are focused on acoustic and air environment. Since none of these linking roads will go across large rivers, the EIA does not consider surface water impacts by the project. Page-2 1.5 EIA Study Area Investigation of the local physical environment and socioeconomy covers Xinan, Yima and Mianchi, while prediction of traffic noise and air impacts involves the range 200 m off the roadside. 1.6 EIA Standard and Base Year According to the local environmental protection agencies, the EIA adopts the following environmental standards: Environmental noise: the range 100 m off the linking roadside applies Category IV environmental noise standard of the 'Environmental Noise Standard for Urban Areas" (GB3096-93) while the range 100-200 m off the roadside uses Category II standard; Air: Level II as included in the "Air Environmental Quality Standard" (GB3095-82); The project EIA involves the following base years: Construction stage: March 1997-Sep. 1998 Early operation stage: 2000 Middle operation stage: 2010 Late operation stage: 2018 2. General Description of Project and Identification of Project-related Environmental Impact 2.1 General Description of Project 2.1.1 Alignment Starting at Jiangzhuang 3 km west of Xinan County seat at k761 4 500 of National Road 310, Xinan linking road goes west to join Luoyang-Sanmenxia expressway at Heishangou and Xigou (k27 + 500) before it goes north by Shanghuang7ou, Xiayingou and Shangyingou and then ends at Baiqiang whore in connects with Xinan-Sicun highway. The total lengthf is 9.3 km, including 3 km distributed south of the expressway and 6.3 km north thereof. Map 2-1 illustrates alignment of this linking road. Yima linking road embarks from k784+700 of National Road 310. After leaving the planned Xiangshan Stress, it goes north by Donggou, Lijiagou and Rugeta where it links the expressway at Yima interchange (k52+ 180). This road is 3.1 km long and is aligned as shown in Map 2-2. Starting from Donghuancheng Road in the county seat, Mianchi linking road heads north to go by Maling before it connects with Mianchi interchange on the expressway at k63+518. The totaWlength is 2 km, refer to Map 2-3 for the road alignment. Page-3 2.1.2 Main Technical and Economic Indices Main technical and economic indices of these linking roads are as listed in Table 2-1. Table 2-1 Main Technical and Economic Indices of Linking Roads Description Unit Xinan Linking Road Yima Linking Road Mianchi Linking Road Grade Grade 2 in mountain Grade 2 in mountain Grade 2 in plain & l_____________________ ____________ & heavy-hilly areas & heavy-hilly areas slight-hilly areas Catculated Driving Speed km/h 40 40 40 Length km 9.3 3.1 2.0 Roadbed Width m 12 (15.5) s5 15 Surface Width m 9 (15.0) 14.5 14.5 Bridge 150 m13 20 m/l Culvert =_ _ 25 2 1 Load Capacity of Bridge/ Vehicle-20 t. trailer-1 20 t C ulvert _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ Roadbed Earth Works m 378000 199000 66100 Cost Estimate 1l6 RMB/km 25.8143 1 1.094 5.43 Unit Cost 10' RM8hm 2.7757 3.579 2.715 Note: Of the total length of Xinan linking road, the 3 km section south of the expressway (from Jiangzhuang to the expressway) has roadbed width of 1 5.5 m and surface width of 15.0 m while the rest 6.3 km north the expressway (up to Baiqiang) has roadbed width of 12 m and surface width of 9 m. 2.1.3 Project Cycle and Construction Schedule All preparatory works are proposed to be completed by the end of 1996. As planned, the project is to be commenced in March 1997 and completed in September 1998. Each of these linking roads will be constructed as a separate lot on LCB (local competitive bidding) basis. However, the internationally applied FIDIC management model will be applied to the project construction management to ensure high quality completion as scheduled. 2.1.4 Requirement, Origin and Hauling of Major Materials Major materials required for these linking roads are as shown in Table 2-2. Xinan linking road: Steel, timber and asphalt will be purchased from Luoyang at a hauling distance of 25 km and will be transported via road. Cement will be supplied by Tiemen Cement Factory. Lime will be locally supplied. Macadam, sand and gravel will source from Yiyang at a hauling distance of 40 km and will be transported via road while middle-sized and coarse sand is obtained from Ruyang at a hauling distance of 110 km and is transported via road. Page-4 Yima linking road: Cement, lime and gravel will be procured from Mianchi, Tiemen Township and Hongyang while steel and timber are supplied by Yima. All these materials will be hauled via road since the hauling distance is short. Originating from Nanyang, however, middle-sized and coarse sand will be transported, via railway, to Yima railway station at a hauling distance of 490 km and then to the worksite via road (with a hauling distance of 6 km). Mianchi linking road: With cement,lime, gravel, steel and timber all purchased from Mianchi, the hauling distance is very short. Asphalt will be transported from Luoyang via road. But middle-sized and coarse sand will be transported from nanyang, via railway, to Mianchi railway station at a hauling distance of 500 km and then to the worksite via road at a hauling distance of 6 km. 2.1.5 Traffic Flow As predicated in the feasibility report, traffic flow of these linking roads in different base years is as described in Table 2-3. Table 2-3 Predicted Traffic Flow of Linking Roads unit: vehicleld Linking Road 2000 2010 2018 Xinan Linking Road 4404 9829 14538 Yima Linking Road 3858 8097 10584 Mianchi Linking Road 467 8578 11328 Based on day to night traffic flow ratio 2.33, the peak hourly traffic flow in day hours will account for 10% of the daily flow. Traffic flow at different time intervals is calculated as shown in Table 2-4. Table 2-4 Predicted Traffic Flow of the Linking Roads Traffic Flow {vehicle/h) Linking Road Time Interval 2000 2010 2018 Day Peak 440 983 1454 Jiangzhuang- Day Average 220 491 727 Baiqiang Night Average 132 295 436 Day Peak 386 810 1058 Yima Day Average 193 405 529 Night Average 116 243 318 Day Peak 447 858 1133 Mianchi Day Average 223 c 429 566 _Night Average 134 257 340 Page-5 According to investigations as included in the project feasibility study report and the local vehicle constitutions, vehicles on these linking roads are considered herein-to be composed of 20% large-sized, 50% middle-sized and 30% small sized ones. 2.2 Identification of Project-related Environmental Impact In line with the project features, possible environmental impact factors include: Construction stage: noise and vibration due to construction activities fume due to construction activities, blown dust due to material transportation waste gas arising from asphalt preparation waste water resulting from construct:o, activities sewage contributed by construction workers land use for temporary use borrow/spoil area operations Operation stage: noise and vibration due to vehicles exhaust gas discharged from vehicles land coverage for permanent use of roads blown dust arising from vehicles road surface erosion by precipitated water traffic accident Environmental element impacts by these environmental factors are identified, by using an expert identification system, as illustrated in Table 2-5. As seen from Table 2-5, most of the environmental impacts in the construction stage will only exist in limited time, but impacts will exist in prolonged time during the operation stage. With short construction stage, short length, low roadbed and small earthwork quantity, the impacts during the linking road construction were carefully assessed. In line with the local actuality and the environmental impact identification, such impacts as soil erosion, alteration of hydrological regimes, noise and air are regarded as key environmental elements of the EIA. 3. Physical Environment and Socioeconomy 3.1 Physical Environment 3.1.1 Topography and Geomorphology Xinan and Yima linking roads are situated in mountain and heavy-hilly areas where gullies are well developed. Along these two roads, the land declines from north to south. Mianchi linking road is situated where the land is rather flat and fluctuates to a less extent. 3.1.2 Engineering Geology and Hydrogeology All these roads fall within mountain and hillyland areas in Cascade II terrace of China, with strata mainly composed of Quaternary system, local Triassic system, Permian system, Ordovician system, Cambrian system and middle Proterozoic erathem. Page-6 Table 2-5 Identification of Environmental Impacts Environmental Factor Time Stage Impact Element Air Waterbody Vegotation Agriculture Irrigation Water/Soil Loss Archeology Livelihood Landscape Noise, Vibration 0 0 . _ o o as *S ° Fume, Blown Dust *S 0 As As 0 0 a*S 0 Asphalt Smoke 5 0 aS OAS 0 0 aS OS Construction Construction Drainage 0 OS aS IAS 0 AS 0 0 0 Stage Domestic Sewage by Construction Workers AS AS a AS 0 0 0 aS 0 Land Use for Construction 0 0 OS OS aS aS AS AS AS BorrowlSpoil Area Operation 0 0 *L aL aL *L AL AS o Relocation & Resettlement 0 0 AL aL 0 0 0 oL 0 Exhaust of Vehicle *. 0 *L *L 0 0 AL OL 0 Traffic Noise & Vibration 0 0 a 0 0 0 aL _L 0 Operation Land Coverage by Road o 0 *L OL L AL AL AL L Stage Blown Dust by Vehicle aL 0 AL AL 0 0 al. o 0 Road Surface Erosion by Precipitation 0 *L *. AS 0 a 0 0 Traffic Accident aS aS aS aS 0 0 AS AS Note: * = with impact; A = possible impact; 0 = without impact; L = long-term impact; S= short-term impact PaAo-7 Pagro-7 As being located in the Yellow River basin with less developed surface water flow, none of these roads goes across any large river.. The loc?l groundwater is phreatic water which lies at a greatly-varying depth (60-80 m in most cases) under the ground. The local aquifer is lower Pleistocene series gravel and Triassic system sand and conglomerate. Yima and Mianchi respectively take the Yellow River and Yanghe reservoir as drinking water source to fill up the gap of groundwater unavailability. 3.1.3 Basic Earthquake Intensity In accordance with Henan Provincial basic earthquake intensity mapping, it is verified by Henan Provincial Earthquake Association that Xinan and Yima linking roads are distributed in 6-degree areas while Mianchi linking road is situated in 7-degree areas. According to historical records, sensible earthquakes have ever occurred in all of these counties (city) involved in the project. 3.1.4 Climatology All these counties (city) fall within the temperate semi-wet continental monsoon zone with four distinct seasons. Based on the meteorological statistics provided by the local meteorological stations, the annualaveragetemperaturerangesfrom 12.40Cto 14.1 °C, with an annual average air pressure 955-987 hpa, relative humidity about 66% and precipitation of 667-670 mm which is concentrated in the period from June to September. The annual evaporation is larger than precipitation, which puts this region in a dry position. In Xinan County, west wind prevails in the year while WNW wind prevails in Yima and Mianchi. The average wind speed is 2.9-3.3 m/s. 3.1.5 Physical Resources With large mountainous areas, the locai farmland area is relatively small. However, there are varying and large mineral dt:posits such as coal, bauxite, iron and sulfur. The local flora is predominated by artificial plants and there are few large-sized animals though there are some natural plants and some wild life distributed in mountainous areas. 3.2 Socioeconomy 3.2.1 Population and Economy With a total population of 508000 people, including 219000 under property line and 160000 not ensured of basic requiremEnts for food and clothes, Xinan is one of the poorest counties in Henan Province. There are rich mineral deposits here, though, economic development is Page-8 very slow as a result of inconvenient linking to the outside world. In 1994, the gross social product was 1145 million RMB and the gross output value of industry and agriculture was 1411 million RMB. Coal and electric power are industrial backbone of the county. With a total population of 130000, Yima generated a total social product of 455 million RMB and 914 million RMB gross output value of industry and agriculture in 1993. With 1000 million t proven deposit, coal is the industrial backbone. Yima Mining Administration, a super- large state-owned enterprise, produces more than 10 million t coal each year. In 1994, the total population of Mianchi was 330000 people who generated a total social product of 1025 million RMB. With 11 proven mineral deposits, such as 600 million t coal, 270 million t bauxite and 500 million t quartz, Mianchi has built up an industrial systim with coal mining, metallurgy and machinery among other sectors playing the leading role. 3.2.2 Communications Situation Xinan County is only 20 km from Luoyang. With Long-Hai railway and National Road 310 passing across the county from eastto west, Miao-Si, Xin-Yi and Xin-Yu highwvays connecting south and north parts, a highway network has been practically created. However, all these roads, except National Road 310, are of a low grade, which somewhat restricts the local communications development. Although Long-Hai railway and National Road 31 0 pass across Yima from east to west, there are few south-north roads, which makes linking between the south and north parts difficult. With Long-Hai railway and National Road 310 from east to west, Nan-Yan and Mian-Bai highways from south to north, as well as a county-xiang highway network, communications in Mianchi is quite easy. 3.2.3 Archeology As explored and verified by the provincial and local archeological agencies, there are not any archeological sites or cultural relics involved in these roads. So the project will not cause any archeological impact. 3.2.4 Environmentally Sensitive Sites along the Alignments There are altogether 7 sensitive sites within the distance of 200 m from these roads, including 3 sites (at least 200 m from the road) along Xinan linking road, 3 sites (at least 140 m from the road) in Yima and 1 site in Mianchi. The sensitive site involved in the last linking road is separated by the road. Page-9 All of these sensitive sites are villr,ges, without any hospitat, sanitorium or other sites requiring any special protection measures. Table 3-1 illustrates the background of these sites. 4. Investigation and Evaluation of Environmental Quality Situation 4.1 Eco-environmental Setting With four distinct seasons and adequate illumination, the climate is so favorable to meet the requirements for two-crops-a-year farming model. But precipitation is on the lower part and is too concentrated such that this region is susceptible to droughts which are the bottleneck to the local agricultural development. The soil here is all drab soil with pH value more than 7.0. With poor moisture and fertility- retention ability, the soil is less cultivable. Vegetation coverage here is relatively low, with the surface vegetation predominated by crops. Most of the arbor is created with artificial efforts. There is little natural timber forest. As investigated, there is no rare and endangered animal or plant species along these roads. There is no wintering ground of migratory birds or major habitat of wild life. Since vegetation coverage is low, Slope scouring and soil erosion are serious to bring about water and soil loss. Cereal crops grown along these linking roads include wheat, corn, Chinese sorghum and sweet potato. Cash crops are mainly soybean, peanut, rape, cotton and tobacco, etc. As a consequence of natural catastrophes, agricultural productivity is far from high. Over the past years, the local government has encouraged engagement in fruit tree planting on the principle of fitting into the local situation such that the local agriculture has been greatly promoted. As investigated and monitored, lead content of soil is at a normal level at full length of these roads and is not above the provincial background value. 4.2 Evaluation of Acoustic Environmental Situation It is investigated that there is no major noise source in the range 200 m off these roads. 4.2.1 Monitoring of Acoustic Envirornmental Situation 4.2.1.1 Arrangement of Monitoring Point Two monitoring:points for such purposes are arranged along Xinan linking road, namely, Heishangou and Baiqiang. Page-1 0 As for Yima linkirg road, one monitoring point has already been arranged at Rugeta for such monitoring involvad in Luoyang-Sanmenxia expressway. This linking road passes by the east part of this village. The environmental setting has never changed and there is not any new noise source n this village since the monitoring for the expressway carried out In January 1995, so the monitoring results obtained in January 1995 are used herein. This is also the case for Mianchi linking road. For the purpose of such monitoring, one monitoring point has ever been arranged at Maling which is separated by this linking road. As the environmental situation has not changed in any way and there is not any new noise souroe in this village since the above mentioned monitoring, the monitoring results obtained in January 1995 are adopted herein. Background of these monitoring points are as summarized in Table 4-1. Table 3-1 Distribution of Sensitive Sites along Linking Roads Linking Road Sensitive Site Chainage Location Remarks Heishan k2 +250-k2 +800 Right of Road At a minimum distance of 200 m Xinan Getahou k6 + 300-k6 + 750 Right of Road At a minimum distance of 200 m ____________ Baiqiang k9 #300 Right of Road At a minimum distance of 200 m Dongcun kl -'200-kl . 400 Right of Road At a minimum distance of 140 m Yima Xiarugou k2 + 180-k2 +320 Right of Road At a minimum distance of 200 m Rugeta k2 + 650 - k2 +800 Right of Road At a minimum distance of 100 m Mianchi Maling kO+800-k1 +700 Separated 4.2.1.2 Monitoring Time Monitoring of acoustic environmental situation was carried out on June 12, 1995 at both points arranged along Xinan linking road. The monitoring lasted one day when monitoring was conducted once in day and once in night. 4.2.1.3 Monitoring Methodology Such monitoring was carried out by monitoring and statistic method as provided for in the "Measurement of Environmental Noise in Urban Areas" (GB/T14623-93). Page-l 1 £1 Table 4-1 Background of Monitoring Points Linking Road Monitoring Point Background Remarks Being 200 m south of the joint (interchange) of Luoyang- Heishangou Sanmenxia expressway and Xinan linking road and east of the linking road, this village is dwelled by some 200 villagers. Xinan Being 300 m from the endpoint of Xinan linking road, with Xinan-Sicun road passing through the west part, Baiqiang this is a large village populated by some 1000 villagers, including 200 teachers and pupils in a primary school at the north part. Yima Rugeta With the linking road passing by 20 m east of the village, Using monitoring results there are 70 pupils in the primary school here. obtained in January 1995. Being 1.5 km north of Mianchi County seat, with the expressway 300 m north of the village and the linking Mianchi Maling road passing through the east part, this is the only village in the range 200 m of the linking road. There are 400- odd residents, including 200 pupils in the primary school. Page-1 2 4.2.2 Monitoring Result and Evaluation 4.2.2.1 Selection of Evaluation Standard All of these linking roads are distributed in rural areas. There is no environmental noise standards available for such areas. As accepted by the local environmental agencies, the environmental situation evaluation is conducted using environmental noise standards for Category II areas as spelled out in "Environmental Noise Standard for Urban Areas" (GB3096- 93), i.e. 60 dB(A) in day and 50 dB(A) in night hours. 4.2.2.2 Analysis of Monitoring Result Monitoring results of acoustic environmental situation along these linking roads are analyzed as stated in Table 4-2. Table 4-2 Statistics on Acoustic Environmental Situation Monitoring Results unit: dB{A) except for a Monitoring Day Hour Night Hour Linking Road Point L -o L50 L9I LN a Lo| L50 - L9I L- a Heishangou 41 40 40 40.2 0.35 38 37 36 37.1 0.82 Xinan ~___- Baiqiang 54 52 50 53.1 2.40 44 40 38 41.7 3.51 Yima Rugeta 52 50 46 47 2.15 42 41.5 40 41 1.02 Mianchi Maling 40 39 38 40.1 1.86 38 37 36 37.3 0.87 Note: Monitoring results obtained from Rugeta and Maling in January 1995 are used in the table. As comparison of the above statistics and EIA standards suggests, environmental noise L,. at Heishangou and Baiqiang is not above the standard both in day and night hours. At Heishangou monitoring point, the environmental noise L,, is below the standard by about 20 dB(A) in day hours and 13 dB(A) at night hours. Furthermore, the instantaneous environmental noise level does not fluctuate to a considerable extent (with a not being more than 1). The environmental noise L, at Baiqiang is below the standard by about 7dB(A) in day hours and 8 dB(A) at night hours. But the instantaneous environmental noise level fluctuates to a larger extent. With reference to monitoring records, traffic noise arising from Xinan-Sicun road west of this village is the major noise source which poses some effect on the monitoring results. With regards to Yima linking road, the environmental noise L. at Rugeta is not above the standard both in day and in night. This is also the case in respect of Maling monitoring point on Mianchi linking road. The above analysis reveals that the local environmental noise situation is fairly good. Page-1 3 4.3 Evaluation of Air Environmental Quality As investigated, there is no industrial pollution source in the range 1 km off these roads. 4.3.1 Air Environmental Situation Monitoring 4.3.1.1 Arrangement of Monitoring Point Such monitoring points are the same as used for environmental noise situation monitoring, see Table 4-1 for the background of these point-. 4.3.1.2 Monitoring Time and Frequency With respect of Rugeta and Maling, data retrieved from the monitoring IJanuary 1995) involved in the expressway are used herein. Since there is no air pollution source at these points, the previous monitoring results are still representative. Air environmental situation monitoring was conducted at the two points arranged for Xinan linking road June 9-13,- 1995. The monitoring lasted 5 days each of which experienced 4 monitoring activities respectively at 6:30, 11:30, 16:30 and 21:30. Each monitoring included observation of wind direction, wind speed, air temperature and air pressure among other meteorological elements. 4.3.1.3 Monitoring Item and Sampling Method Air environmental situation monitoring items include TSP, CO and N0O. Sampling, analysis and quality assurance involved in air environmental situation monitoring activities are incompliance with the "Specification for Air Environmental Monitoring" and 'Environmental Monitoring and Analyzing Method". In detail, sampling and analyzing methods used for these items are as follows: Item Sampling Method AnalyzingMethod TSP filter membrane weight method CO air-sampling bag gas chromatography NO. solution absorption hydrochloric naphthaleneacetic diamine colorimetry 4.3.2 Monitoring Result and Evaluation 4.3.2.1 Monitoring Result Statistics on air environmental situation monitoring along these linking roads are as listed in Tables 4-3, 4-4 and 4.5. 4.3.2.2 Evaluation Standard As accepted by the local environmental agencies, Class 2 standards of the "Air Environmental Quality Standard" (GB3095-82) are applied to air environmental situation mnonitoring involved in these roads. Table 4-6 gives instantaneous and daily average concentrations of TSP, CO and N0O included in this current national standard.<. Page-14 Table 4-3 Statistics on TSP Monitoring Results Linking Monitoring Time Measured Excess Max Excess Road Point Interval Value fmg/m3) (%) Times Instantaneous 0.115-0.586 0 / Heshangou Daily Average 0.190-0.421 40 0.4 Xinan Instantaneous 0.141-0.896 0 Baiqiang Daily Average 0.202-0.579 60 0.93 Instantaneous 0.026-0.684 0 l Yima Rugeta Daily Average 0.163-0.349 20 0.16 Instantaneous 0.156-0.452 0 1 Mianchi Mating Daily Average 0.194-0.343 20 0.14 Table 44 Statistics on CO Monitoring Results Linking Monitoring Time Measured Excess Max Excess Road Point Interval Value (mg/M3) (%) Times Instantaneous 1.30-2.01 0 / Heshangou Daily Average 1.52-1.88 0 Xinan Instantaneous 1.21-5.84 0 Baiqiang Daily Average 1.43-3.76 0 / Instantaneous 3.97-6.14 0 / Yima Rugeta Daily Average 4.63-5.45 100 1.36 Instantaneous 2.16-4.04 0 / Mianchi Maling Daily Average 3.11-3.64 0 / Page-i 5 Table 4-5 Statistics on NO. Monitoring Results Linking Monitoring Time Measured Excess NMax Excess Road Point Interval Value (mg/m3) (%) Times Instantaneous 0.005-0.024 0 _ Heshangou Daily Average 0.009-0.017 0 liv / Xinan Instantaneous 0.005-0.033 0 I Baiqiang Daily Average 0.011-0.025 0 Instantaneous 0.005-0.012 0 / Yima Rugeta Daily Average 0.008-0.010 0 Instantaneous 0.005-0.030 0 1 Mianchi Maling Daily Average 0.010-0.017 °0 Table 4-6 Air Environmental Quality Evaluation Standard unit: mg/m3 Pollutant Instantaneous Concentration Daily Average Concentration T.S.P. t.00 030_ 0. co ~10.00 4.00 NOx _,= 0.15 _0-10 4.3.2.3 Analysis and Evaluation of Air Environmental Situation As comparison of monitoring statistics and evaluation standards suggests, the instantaneous TSP concentration at the two points along Xinan linking road is not above the standard. The daily average is respectively 40% and 60% above the standard at Heishangou and Baiqiang but the excess multiple is rather low. With a value of 0.579 mg/m3, the daily average is only 0.93 times above the standard. At these two points, both instantaneous and daily mean concentrations of CO and NO. are not above the standard. At Baiqiang, the maximum daily average of CO is 3.76 mg/m3 which accounts for 94% of the evaluation standard, but both instantaneous and daily average concentrations of NO. only contribute a small portion to the standard. At Rugeta monitoring point, the instantaneous TSP concentration is not above the standard. The daily average is 20%° ab=e the standard, but the maximum of 0.349 mg/m3 is only 0.1 6 times above the standard. The instantaneous CO concentration is neither above the standard Page-1 6 though the daily average, with a maximum of 5.45 mg/rnml 1.36 times above the standard), is 100% above the standard. Both instantaneous and daily average NO. concentrations here are far below the standard. At Maling monitoring point, instantaneous and daily average concentrations of such pollutants are not above the standard except the daily average of TSP which, with a maximum of 0.343 mg/m3 (only 0.14 times above the standard), is 20% above the standard. The previous analysis indicates that the local air environmental situation is not so desirable. TSP is the outstanding pollutant here. Also, CO pollution is relatively significant along Yima linking road. With a low background value, NO, does not pose significant air pollution along these roads. Relatively, air environmental situation along Mianchi linking road is good, but the situation goes from worse to worse in the case of Xinan and Yimna linking roads. The concentration of CO along Yima linking road is rather high. As analyzed, this is because that 11 gas arising from coal pits is discharged from ventilation shafts; 2) considerable CO results from coking activities by local method; and 3) CO is produced by coal combustion used for heating purposes in winter days. In addition, the -monitoring happened to be carried out in the winter (January 1995) when air diffusion is poor. As for Xinan linking road, CO concentration is not above the standard because the monitoring is conducted in the summer when no CO results from heating purposes and air diffusion is good. However, TSP content in air goes up as more and more blown dust rises as a result of the drought this year. This indicates that air pollutant concentrations varies as the season changes. 5. Environmental Impact Assessment and Analysis 5.1 Environmental Impact Assessment in Construction Stage 5.1.1 Eco-environmental Impact Eco-environmental impact during the construction stage is mainly reduction of green plants as a result of land use for the roads. With a total length of 14.4 km, these linking roads will cover a total of 34 ha land. However, disappearance of plants on 34 ha land will not pose significant eco-environmental impacts. With low-lying roadbed, these roads will require a total of 650000 m3 earth works which are proposed to be borrowed from side ditches and longitudinally allocated in the range of acquired land. As a result, no damage will be caused to farmland and vegetation out of this range. In line with the local topography, the roadbed works are almost free from high cuts and extensive excavations, which will only bring about minor change, if any, to the natural slope and topography. Therefore, no extensive water and soil loss will be suffered. 5.1.2 Agricultural Impact in Construction Stage These linking roads will cover a total of 34 ha land which is converted to 510 mu. If the land area for permanent use would be all farmland and the unit yield would be 650 kg/mu, grain Page-1 7 loss as a result of such land use would be no more than 331.5 tlyear. With respect of the total grain yield produced by these 3 counties (city), such loss is negligible. With a short length, none of these roads will cause remarkable impacts on farming activities and irrigation facilities.- 5.1.3 Archeological Impact in Construction Stage It is investigated and verified that there is no surface or underground cultural relics along these linking roads. Thus no archeological impacts will be caused in the construction stage. 5.1.4 Analysis of Noise Environmental Impact due to Construction Activities Construction machines will be engaged in construction activities. Commonly used construction machines include bulldozer, grader, roller, paver and asphalt concrete mixing plant, etc. These machines generates a noise source intensity about 80 dB(A), with a maximum not being more than 90 dB(A). Based on analogical investigation and projection results, the affected area of such construction machines will not be farther than 50 m in day hours although it will be about 200 m in night hours. With short length and few villages involved, these roads do not have many targets to affect. Also, such impact is of a periodic nature. If construction activities will suspend in night hours, such impact will not ;ze significant. 5.1.5 Analysis of Air Environmental Impact due to Construction Activities In the construction stage of highways, air pollution mainly sources from blown dust arising from lime-soil mixing, asphalt smoke and material transportation. Main pollutants are fume, smoke, phenol and benzopyrene. In-situ lime soil mixing will be employed in roadbed construction of all these linking roads. As analogical investigations suggest, TSP concentration 50 m leeward of a mixing place is 0.389 mg/m3 which is not aboue the limit of standards used for the EIA. Since the length is very short, the affected range will be limited. Asphalt concrete mixing required for the road pavement will bring about asphalt smoke. All of these linking roads will use central asphalt concrete mixing method. Based on analogical data, CnHm concentration 100 m leeward of asphalt concrete mixing plant is above the standard in some cases, but phenol and benzopyrene concentrations are at a low level. Asphalt smoke concentration may satisfy Class I standard limit provided for in the "Pollutant Emission Standard for Asphalt Industry" (GB491 6-85) which states that the average 8-h concentration of asphalt smoke in the smelting and mixing process is not allowed to be more than 150 mgiM3. Demanding a total of some 2000 t asphalt, these roads will cause limited asphalt smoke and corresponding pollutants. Air environmental impact in this respect will not be significant. All these linking roads are aligned to be close to county seat or city proper. Little construction material will be transported via rural earth path. So blown dust due,to material transportation will not be much. Page-1 8 All of these linking roads are very short, and Yima linking road will be expanded on the basis of the existing earth road. The construction stage of all these roads will not be more than one and half years. So the magnitude, range and duration of such environmental impacts as noise and fume will only exist in limited time during the construction stage. And it is construction workers that are to be affected in such respect, so it is very necessary to provide them with physical protection measures. 5.1.6 Relocation and Resettlement These linking roads involve 3 xiangs distributed in 3 counties (city) governed by Luoyang and Sanmenxia. 5.1.6.1 Land Coverage and Relocation Work Quantity A total of 34 ha land will be acquired for construction of these roads, including 15 ha for Xinan linking road, 15 ha for Yima road and 4 ha for Mianchi road. Any other land to be used will be all wasteland. Since Xinan linking road is aligned to avoid any village, no relocation work will be required. However, land acquisition will affect 570 people in 114 households. Yima linking road will require relocation of 159 people in 35 households, and land acquisition will affect 21 people from 8 households. As for Mianchi linking road, 34 people from 8 households will have to be relocated. Also, 59 people from 1 2 households will be affected as a result of land acquisition. A total of 5080 m2 housings will have to be relocated. Generally, relocation work quantity is not great. 5.1.6.2 Resettlement Work Quantity For the construction of Xinan linking road, 570 people from 1 14 households will be affected as a result of land acquisition, 513 labor forces and 57 non-labor forces. As for Yima linking road, a total of 184 people from 41 households will be involved, including 130 labor forces and 54 non-labor forces. The affected population involved in Mianchi road will be 93 people from 20 households, including 74 labor forces and 1 9 non-labor forces. All these will have to be resettled. 5.1.6.3 Resettlement Plan Any housings to be relocated will be compensated according to relevant policies and provisions of the local government at various levels. Land compensation and young-crop Page-19 compensation will be provided for any farmland to be acquired. A total of 2.4747 million RMB compensation cost will be required, including a component of 1 .1 625 million RMB for land and young- crop compensation, and 1.3122 million RMB for housing relocation and resettlement compensation. All of the 45 households involved in housing relocation (35 in Yima and 10 in Mianchi) expect to be resettled nearby within their original villages rather than be moved out. Resettlement of such populations will be handled by the local government. Resettlement of the 847 people involved in land acquisition is as listed in Table 5-1. Table 5-1 Resettlement of Affected Population Item Xinan Yima Mianchi Total To go on with part-time job after land redistribution 570 156 59 785 To be also involved in part-time job after land redistribution 23 18 41 To go to township enterprise 5 16 21 Total 570 184 93 847 Being close to county seat or city proper, all these people have their part-time jobs. So they will not be greatly affected as a result of land acquisition. The Highway Administration under Henan Provincial Communications Department as well as counties (city) involved have established their separate leading agencies for relocation and resettlement work. All of such agencies have been provided with full-time staff. Relocation and resettlement work will be all completed prior to the commencement of these roads. 5.2 Environmental Impact Assessment in Operation Stage 5.2.1 Eco-environmental Impact When these linking roads are put into service, their traffic flow will not be far from that of the expressway. Also, mixed traffic flow will constitute a large portion of their total flow. In the operation stage, these linking roads will not pose significant impacts on the local temperature and illumination among other physio-ecological conditions. These roads have low roadbed and will not be closed in the operation stage. The local people will enjoy more direct benefits. Also, land use model both sides of the roads will be induced to change. With perfect slope protection works and complete drainage ditches, none of these linking roads, when completed, will cause more water and soil loss. When these roads are put into service, lead may cumulate in the soil on both sides of the Page-20 roads. Based on the predicted traffic flow, such accumulation of lead up to the late operation stage will not be more than 100 mg/kg which is far from the limit 300 mg/kg for soils with pH value at 7.5 as recommended by the Ministry of Agriculture. Also, it will not be beyond the world average of 2-200 mg/kg. When put into service, these linking roads will not pose great agricultural impacts. 5.2.2 Prediction and Analysis of Traffic Noise Impact 5.2.2.1 Selection of Prediction Model For predicting traffic noise impacts to be posed by these linking roads, the American EPA traffic prediction model is selected. The prediction result is traffic noise L_q. In day hours when the traffic flow is large, vehicles driving on the roads are deemed as a disconnected linear noise source. The model is expressed as follows: Leqi=LAim,+10O1g(Qi/V1T) +lOlg(r0or) X a+&S-13 In night hours when the traffic flow is small, vehicles on the roads are deemed as a disconnected point noise source. The prediction model is expressed as follows: leqj=LAL.av'11Olg(Q1/VjT) -201g(X,/r) -1O1g(z./r).+as-13 Then, the traffic noise L,q at a given prediction point is: Leq=10lg(L 10QO.-) -AL in which, L,,q=traffic noise L,,, dB(A), of "i" type vehicles; I,= equivalent traffic noise level, dB(A) at prediction point; I ^,,,reference maximum average energy level, dB(A), ce "i" type vehicles; Q=traffic flow of "i" type vehicles (vehicle/h); V,=average driving speed of 1i" type vehicles Ikm/h); T=sampling time (h); ro=observation distance of reference maximum average energy level (im); r=distance from prediction point to effective lane (m); a=factor relating to sound-absorption behavior of appurtenances on the ground between sound destination and road; AS =revision factor, composed of road surface and longitudinal slope components; • L = total revision, depending on road configuration, length and noise source spectrum. 5.2.2.2 Determination of Relevant Parameters and Revision in the Model j. LAfma This parameter relates to vehicle type and average speed as follows: Page-21 small-sized vehicle LA ,,,=59.3 +0.23V middle-sized vehicle LN,,,,,,=62.6+0.32V large-sized vehicle Lm,. = 77.2 + 0.1 8V in which, V=driving speed of motor vehicles. As calculated, LAI,.. is 68.5 dB(A) in case of small-sized vehicles, 75.4 dB(AO in case of middle-sized vehicles and 84.4 dB(A) in case of large-sized ones. ii. Traffic Flow Assuming that large-sized vehicles account for 20% while middle-sized and small-sized ones respectively account for 50% and 30% of the total tr.affic flow, the traffic flow by vehicle type is calculated as listed in Table 5-2. Table 5-2 Traffic Flow by Vehicle Type unit: vehicle/h 2000 2010 2018 Linking Road Interval -_ Linking_Road Interval____ Large Middle Small Large Middle Small Large Middle Small Day Peak 88 220 132 196 492 295 291 727 436 Xinan Day Average 44 110 66 98 245 148 145 364 218 Night Average 26 66 40 59 148 88 87 218 131 Day Peak 77 193 116 162 405 243 212 529 317 Yima Day Average 39 96 58 81 202 122 106 264 159 Night Average 23 58 35 49 121 73 64 159 95 Day Peak 89 224 134 172 429 257 227 566 340 Mianchi Day Average 45 112 67 86 214 129 J113 283 170 Night Average 27 7 40 51 128 77 168 170 102 iii. Distance from Prediction Point to Effective Lane Such distance is calculated as follows: in which, DN=distance from prediction point to nearer lane; DF=distance from prediction point to farther lane. Page-22 iv. Revision &S Revision &S is composed of two components, one is revision due to the longitudinal slope and the other is revision due to the road surface, with the former component calculated as follows: large-sized vehicle AS-98*8 middle-sized vehicle &S 73e8 small-sized vehicle AS=50*8 On the basis of the design maximtim longitudinal slope, longitudinal slope revision is calculated as listed in Table 5-3. Tablk 5-3 Longitudinal Slope Revision unit: dB(A) Linking Road Large-sized Vehicle Middle-sized Vehicle Smal!-sized Vehicle Xinan Linking Road +7 +5 +3.5 Yima Linking Road +5 + 3.6 + 2.5 Mianchi Linking Road +-3 +2 1.5 All of these linking roads will be paved with asphalt concrete. With a low coarseness, the revision due to road surface is considered at zero. v. Total Revision aL The total revision AL is composed of 3 components respectively due to road bend or finite length, air absorption and road configuration. For the purpose of traffic noise prediction, the roads are regarded as a linear source with finite length. The revision component due to road bending or finite-length section is considered at zero. As measured, air absorption is significant in case of high-frequency sound above 2000 Hz. However, spectrum analysis suggests that traffic noise is middle and low-frequency sound ranging from 1 25 to 1000 Hz. The effect of air absorption is so insignificant that it may be neglected. That is to say such revision may be considered at zero. Since the roadbed of these linking roads is relatively low, there is no seeable shadow or insonified zone. The revision component due to road configuration may be neglected. 5.2.2.3 Predicted Traffic Noise Equivalent traffic noise levels 200 m from these roads are predicted as listed in Tables 5-4, 5-5 and 5.6. Table 5-7 includes the predicted traffic noise levels at the sensitive sites. Page-23 5.2.2.4 Traffic Noise Impact Assessment Table 5-8 includes standards used to assess the environmental noise at sensitive sites along these roads. Table 5-9 gives the above-standard values which are based on comparison of the resutts included in Table 5-7 and the standards stated in Table 5-8. i. Xinan Linking Road All the sensitive sites along this linking road are 200 m away from the road centerline, so the traffic noise level at day time will only exceed the standard a little in the in the initial phaso. At the average traffic volume in day time, it will not exceed the standard although it exceeds the standard by 1 dBMA) at the peak traffic volume. At night time, It will exceed the standard by 5.7 dB(A). In the middle operation phase, the traffic noise level will exceed the standard by 4.5 dB(A) at the peak traffic volume and by 1.5 dB(A) at average traffic volume in day time. In night time, it will be 9.3 dBMAI above the standard. The noise level in the late operation phase will exceed the standard to a great extent, especially at night time when the excess will be 11 dB(A). ii. Yima Linking Road Out of the 3 sensitive sites along this linking road, Rugeta will not be exposed to any excess traffic noise at day time during all operation phases. At night time, however, the maximum excess may be as high as 7.0 dB(AI above the standard in the late operation phase. Such excess at Dongcun and Xiarugou will not be much at day time although it will be relatively significant at night time. By the late operation phase, the traffic noise L. at night time will exceed the standard separately by 9.9 and 7.7. iii. Mianchi Linking Road This linking road will pass through Maling Village which will not be subject to high traffic noise excess at day time up to the late operation phase. At night time, however, the excess will be so high that the traffic noise L,< in initial, middle and late operation phases will exceed the standard by 10 dB(A), with a maximum of 14.3 dB(A). iv. General Evaluation None of the sensitive sites along these roads witl be subject to significant traffic noise impacts at day time. However, such impacts at night time will be relatively significant such that excess will happen in all operation phases. As predicted, the maximum excess of traffic noise L,, at night time will be still less than 15 dB(A). Table 5-10 gives the superimposed results of the traffic noise L. and present levels at all of the sensitive sites. Since the present environmental noise levels are not high at these sensitive sites, the excess values, when superimposed, do not greatly differ from thoLse as listed in Table 5-9. Page-24 Table 5-4 Predicted Traffic Noise Level (2000) unit: dB(A) Linking Road Interval 20 40 60 80 100 120 140 160 180 200 Day Peak 74.2 70.6 68.3 66.6 65.3 64.2 63.2 62.4 61.6 61.0 Xlnan Day Average 71.2 67.6 65.3 63.6 62.3 61.2 60.2 59.4 58.6 58.0 Xlnan_____ Night Average 68.9 65.3 63.0 61.3 60.0 58.9 57.9 57.1 56.4 55.7 Day Peak 71.7 68.1 65.8 64.1 62.8 61.7 60.7 59.9 59.2 58.5 Day Average 68.8 65.2 62.9 61.2 59.8 58.7 57.8 56.9 56.2 55.5 Night Average 66.5 62.9 60.6 58.9 57.6 56.4 55.5 54.7 53.9 53.3 Day Peak 70.5 66.9 64.6 62.9 61.5 60.4 59.5 58.6 57.9 57.2 M,anchi Day Average 67.5 63.9 61 .6 59.9 58.5 57.4 56.5 55.7 54.9 54.3 Mianchi Night Average 65.3 61 7 59.4 57.7 56.3 55.2 54.3 53.4 52.7 52.0 Tabte 5-5 Predicted Traffic Noise Level (2010) unit: dM(A) Linking Road Interval 20 40 | 60 80 100 120 140 160 180 | 200 Day Peak 77.7 74.1 71.8 70.1 68.8 67.b 66.7 65.9 65.1 64.5 Xin.n Day Average 74.7 71.1 68.8 67.1 65.7 64.6 63.7 62.9 62.1 61.5 Xrnan Night Average 72.5 68.9 66.6 64.9 63.5 62.4 61.5 60.7 59.9 59.3 Day Peak 75.0 71.4 69.1 67.4 66.0 64.9 64.0 63.1 62.4 61.7 .ima Day Average 72.0 68.4 66.1 64.4 63.0 61.9 61.0 60.1 59.4 58.7 Night Average 69.8 66.2 63.9 62.2 60.8 59.7 58.8 57.9 57.2 56.5 Day Peak 73.3 69.7 67.4 65.7 64.4 63.3 62.3 61.5 60.7 60.1 Mianchi Day Average 70.3 66.7 64.4 62.7 61.4 60.2 59.3 58.5 57.7 57.1 Night Average 68.0 64.4 62.1 60.4 59.1 58.0 57.0 56.2 55.5 54.8 Table 5-6 Predicted Traffic Noise Level (2018) unit: dB(A) Linking Road Interval 20 40 60 80 100 120 140 160 180 200 Day Peak 79.4 75.8 73.5 71.8 70.5 69.4 68.4 67.6 66.8 66.2 X| Day Average 76.4 72.8 70.5 68.8 67.4 66.3 65.4 64.6 63.8 63.2 X__nan __ |Night Average 74.2 70.6 68.3 66.6 65.2 64.1 63.2 62.3 61.6 60.9 Day Peak 76.1 72.5 70.2 68.5 67.2 166.1 65.1 164.3 63.6 162.9 .ia |Day Average 73.1 69.5 67.2 65.5 64.2 63.1 62.1 61.3 60.6 59.9 Y____ma__ |Night Average 70.9 67.3 65.0 63.3 62.0 60.9 59.9 59.1 58.4 57.7 Day Peak 74.5 70.9 68.6 66.9 65.6 64.5 163.5 62.7 61.9 61.3 IIMi;i [Day Average 71.5 67.9 65.6 63.9 62.5 161.4 160.5 59.7 158.9 58.3 Night Averagn; 169.3 165.7 63.4 61.7 F60.3 159.2 1583_ 57.5 156.7 156.1 Page-25 Table 5-7 Predicted Traffic Noise at Sensitive Sites along the Linking Roads unit: dB(A) 2000 2010 2018 Linking Road Sensitive Site Chainage Oay Peak Day Mean Night Mean Day Peak Day Mean Night Mean Day Peak Day Mean Night Mean Heishangou k2 + 260 -k2 +800 61.0 58.0 56.7 64.5 61.5 59.3 66.2 63.2 60.9 Xinan Getagou k6+300-k6+750 61.0 58.0 55.7 64.5 61.5 59.3 66.2 63.2 60.9 Baiqiang k9 +300 61.0 58.0 55.7 64.5 61.5 59.3 66.2 63.2 60.9 Dongcun kl +200-kl +400 61.7 58.7 56.4 64.0 61.0 58.8 65.1 62.1 59.9 Yima Xiarugou k2+180-k2+320 58.5 55.8 53.3 61.7 58.7 56.6 62.9 59.9 57.7 Getagou 2k2+650-k2+800 62.8 59.8 57.6 66.0 63.0 60.8 67.2 64.2 62.0 Mianchi Maling kO + 800 -k1 + 700 70.5 67.5 65.3 73.3 70.3 68.0 74.5 71.5 69.3 Table 5-8 Assessment Standards Applied to Sensitive Sites along the Linking Roads Linking Road Sensitive Site Chainage Distance (mi) Day Standard dB(A) Night Standard dB(A) Remarks Helshangou k2 + 250- k2 + 800 200 60 50 Category II Standard Xinan Getagou k6+300-k6+750 200 60 50 Category II Standard Baiqiang k9 + 300 200 60 50 Category II Standard Dongcun kl +200-kl +400 140 60 50 Category II Standard Yima Xiarugou k2 + 180- k2 + 320 200 60 50 Category II Standard ________Getagou k2+650-k2+800 100 70 55 Category II Standard Miancihi Maling kO + 800 - k 1 + 700 0 70 55 Category IV Standard Page-26 Table 5-9 Statistics on Traffic Noise Exceeding the Standard at Sensitive Sites along the Linking Roads unit: dB(A) , 2000 2010 2018 Linking Road Sensitive Site Chainage_ |kgo SsiSe hn Day Peak Day Mean Night Mean Day Peak Day Mean Night Mean Day Peak Day Mean Night Mean Heishangou k2+250-k2+800 1.0 I 5.7 4.5 1.5 9.3 6.2 3.2 10.9 Xinqn Getagou k6+300-k6+750 1.0 _ 5.7 4.5 1.5 9.3 6.2 3.2 10.9 8aiqiang k 9 + 300 1.0 / 5.7 4.5 11.5 9.3 6.2 3.2 10.9 Dongcun kl +200-kl +400 1.7 I 6.4 4.0 1.0 8.8 5.1 2.1 9.9 Yima Xiarugou k2+180-k2-+320 / 3.3 1.7 J 8.7 2.9 / 7.7 Getagou k2+650-.k2+800 1 I 2.6 I 5.8 1 7.0 Mianchi Maling kO+800-k1 +700 0.5 10.3 3.3 0.3 13.0 4.5 1.5 14.3 Table 5-10 Superimposed Environmental Noise Levels at Sensitive Sites along the Linking Roads unit: dB,A) 2000 2010 2018 Linking Road Sensitive Site Chainage Day Time Night Time Day Time Night Time Day Time Day Time Helshangou k2+250-k2+800 58-61.6 55.8 61.5-64.8 59.3 .63.2-66.4 60.9 ||Xin1an |Getagou k6+300-k5+750 58-61.6 55.8 61.5-64.8 59.3 63.2-66.4 60.9 Baiqiang k9+300 58-61.6 55.8 61.5-64.8 59.3 63.2-66.4 60.9 Dongcun kl +200-kl +400 59.0-61.8 56.5 61.2-64.1 58.9 62.2-65.2 60.0 Yim a |Xiarugou k2 + 180 - k2 + 320 56.1-58.8 53.5 59.0-61.7 56.7 60.1-63.0 57.8 _________ |Getagou k2+650-k2+800 60.0-62.9 57.7 163.1-66.0 160.8 64.3-67.2 62.0 Mianchi Maling kO+800-kl +700 67.G-70.5 65.3 170.3-73.7 168.0 71.5-74.5 69.3 Pago-27 5.2.3 Prediction and Analysis of Air Environmental Impact 5.2.3.1 Polluted Meteorological Condition Since these roads are all adjacent to county seat or city proper, ground observation data obtained from Xinan, Yima and Mianchi meteorological stations are used to analyze the polluted meteorological conditions of corresponding linking roads. These meteorological data were collected over the past 5 years, i.e. 1989 to 1993. o n i. Conventional Meteorological Element Value Based on the meteorological statistics provided by Xinan, Yima and Mianchi, the local annual mean temperature ranges from 12.4°C to 14.1 °C, with annual mean air pressure of 955-987 hpa, precipitation of 631-670 mm and relative humidity of 66%. As annual evaporation is larger than precipitation, these 3 counties (city) are comparatively dry. ii. Ground Wind Direction' and Speed In Xinan County, W is the predominant wind with a frequency about 14% while WNW, with a frequency about 20%, predominates in Yima and Mianchi. The annual average wind speed is at 2.9-3.1 m/s, with a maximum being 20 m/s. In the year, wind speed in the winter and spring is higher than that in the summer and autumn. iii. Air Stability According to the meteorological data over the past 5 years, air stability is classified by Passiquil method which takes the net input of ground long-wave radiation as air-stability determining factor which is then revised with ground wind speed. Air stability is classified, in this report, into unstable, middle and stable categories. As the statistics suggest, the sum of stable and middle frequency is over 70% while the rest 30% is contributed by unstable frequency. This implies that the near-earth air is of general air diffusivity and that it is not easy for the near-earth air pollutants to diffuse in a rapid way. iv Inverse Among different types of inverse, it is the bottom-layer inverse that affects diffusion of pollutants contained in exhaust discharged from vehicles. Based on the local measured data, such inverse generally begins in 17:00-20:00 hours and then the top height builds up to reach its climax at 2:004:00 in next morning. As the sun rises, it rapidly disappears as ground temperature rises. The measured data also indicates that the duration, top height and intensity of such inverse in the winter are higher than those in the summer. All these counties (city) are susceptible to bottom-layer inverse of a high frequency. The minimum top height is generally 30-50 m while the maximum may be as high as 300 m. The average strength of such inverse is about 1.50C/100 m. The existence of bottom-layer inverse is unfavorable to diffusion of vehicle exhaust. However, most of such inverse occurs in night hours when a small discharge of exhaust results from low traffic flow. Therefore, no significant air impacts will' be brought about by exhaust of vehicles at presence of bottom-layer inverse. Page-28 5.2.3.2 Prediction Factor and Source Intensity In line vvith typical pollutants contained in vehicle exhaust, CO and NO, are herein selected for predicting air environmental impacts. The linking roads are regarded as an infinite linear source, with the source intensity calculated as follows: in which, Q =linear source intensity of "i" type pollutant (mg/mrs); S,=traffic flow of "j" type vehicle (vehicle/s); K1j=discharge of "i" type pollutant by unit "j" type vehicle; B,i=revision of "i" type pollutant by "j' type vehicle. CO and NO, linear source intensity of these linking roads in 2000, 2010 and 201 8 base years is calculated as shown in Table 5-1 1. Table 5-1 1 Linear Source Intensity of Linking Roads unit: mg/a,s 2000 2010 2018 Linking Road Interval CO NO, CO NO,, CO NO, Day Peak 6.028 0.330 13.466 0.737 19.922 1.091 Xinan Day Average 3.014 0.165 6.719 0.368 9.961 0.545 Night Average 1.634 0.090 4.047 0.222 5.971 0.327 Day Peak 5.562 0.289 11.097 0.608 14.499 0.794 Yima Day Average 2.643 0.145 5.543 0.304 7.244 0.397 Night Average 1.587 0.087 3.328 0.182 4.361 0.239 Day Peak 6.125 0.335 11.759 0.644 15.521 0.850 Mianchi Day Average 3.071 0.168 5.874 0.322 8.074 0.424 Night Average 1.838 0.101 3.505 0.192 4.658 0.255 5.2.3.3 Selection of Prediction Model For predicting air environmental impacts by these roads, American EPA highway model is selected which is expressed as follows: when u 2 1.0 m/s, e > 22.50, -a4 [ 0(xsinE)) -v.j u-sint expz (a. Wsinej-c'a] 2)3 Page-29 when 1.0>u>0.3 m/s or u21.0 m/s, e<22.50, C=s-TQ exp - (ZHe)2 n X+GYO) (oaz+a.IO) u zCo7z+aZO] 2 in which, C=ground concentration of pollutant at leeward of road (mg/Mr3); Q=vertical diffusivity (m); u=carrying wind speed (m/s); 93=angle formed by wind direction and road (0); H,= effective height of linear source (m); x=leeward distance vertical to road (m); ao= initial diffusion amplitude in vertical direction (m); ao;=initial diffusion amplitude in horizontal direction (m); z=height of prediction point, z=0 because ground concentration is predicted herein. 5.2.3.4 Selection of Relevant Parameters in Prediction Model i. Diffusivity a, g ( xca ) h in which, g, a and h are parameters relating to stability and are valued as shown in Table 5-1 2. Table 5-12 Valuation of 9. a and h in Vertical Diffusivity Stability 9 h a A 122.8 0.945 9 B 90.7 0.932 12 C 61.1 0.915 17 D 34.5 0.870 27 E 24.3 0.837 36 F _ 115.2 0.816 58 °20 is valued as follows: when u 2 3 m/s, zO = 1.5 (m); when 3>u21.0 m/s, ao,=4.5-u (m); when u<1.0 m/s, o,= 3.5 (m); iH. Carrying Wind Speed U= u10 (_Le ) mn+ U 10 in which, ul0=wind speed 10 m above the ground (mis); Page.30 m = wind profile u0= wind speed revision due to vehicle exhaust, generally valued at 0.23-0.63 mls. iii. Effective Height of Linear Source The average height of exhaust pipes is about 30 cm which plus roadbed height, with the effect of wake flow considered, is the effective height of linear source. 5.2.3.5 Prediction Condition The annual prevailing w;nd direction, annual average wind speed as well as middle and stable frequencies are selected for the purpose of predicting air environmental impacts related to the road construction. Also, prediction is carried out 200 m leeward at a space of 20 m. In detail, the prediction conditions are as shown in Table 5-13. Table 5-13 Air Environmental Impac Prediction Conditions F Linking Road Stability Wind Speed (m/s) Wind Direction Wind Direction-Road Angle Xinan D 2.9 W 900 Yima D 3.2 WNW 67.50 Mianchi FD 3.3 WNW 67.5° ~Mianchi EFJ 5.2.3.6 Prediction Result and Analysis Predicted air environmental impacts to be posed by these roads are as stated in Tables 5-14 through 5-19. Air environmental impact assessment is carried out in compliance with Class 2 standards of the "Air Environmental Quality Standard" (GB3095-82). i. Xinan Linking Road Upto the late operation period (2018), the maximum instantaneous ground CO concentration will be only 0.075 mg/iM3 which is not more than 1 % of the EIA standard. Such concentration beyond 100 m leeward of the road will be less than 0.010 mgIM3 which is less than 0.1% of the EIA standard. In the same period, the maximum instantaneous ground NO. concentration will be probably 0.004 mg/rn3 which is less than 3% of the EIA standard. At 60 m leeward of the road, such. concentration will be lower than 0.001 mg/m3. This means that NO, contained in vehicle exhaust will almost pose no effect beyond 60 m leeward of the road. ii. Yima Linking Road In the early, middle and late operation periods, the maximum instantaneous ground CO concentration will be separately 0.021, 0.042 and 0.055 m/lm3 which are all less than 1 % of the EIA standard. Beyond 60 m leeward of the road, instantaneous ground concentration Page-31 of NO. will be practically under 0.010 mg/mr which only accounts for a very small portion of the standard. Upto the late operation period, the maximum instantaneous ground concentration of NO. will be no more than 0.003 mg/m3 which is 2% of the EIA standard. At 40 m leeward of the road, such concentration will be all under 0.001 mg/rn3. iii. Mianchi Linking Road By the late operation period, the instantaneous ground concentration of CO will have a maximum of 0.059 mg/m3 which is still less than 1 % of the EIA standard. At 80 m leeward of the road, such concentration will be all less than 0.01 mg/m3. In the same period, the maximum instantaneous ground concentration of NO. will reach 0.003 mg/m3 which is 2% of the standard. At 60 m leeward of the road, such concentration will be lower than 0.001 mg/m3. iv. General Evaluation Exhaust impacts at leeward of these roads will be insignificant. Even in the late operation stage, the instantaneous ground concentration of CO and NO. will be still under and will account for a small portion of the EIA standard. Exhaust impacts beyond 80 m leeward of the roads will be almost zero. Since pollutant concentrations at leeward of the roads are predicted to be at a low level, the local air environmental quality will not be significantly changed as a consequence of the road construction. Also, the instantaneous ground concentrations of pollutants at leeward of these roads will not greatly vary as times passes by and traffic flow goes up. It is herein deemed that there will be only minor air impact upon completion of these roads. 5.3 Other Environmental Impact upon Completion of Linking Roads The linking roads, when completed, will lead more long-distance vehicles to the expressway such that the due benefits of this expressway will be brought to full play. As a result, the transportation turnover will be accelerated to generate enormous economic benefits. People in the local areas involved in the linking roads will also directly benefit therefrom. Providing easy and fast lnking to the expressway, these linking roads will be of significance to promoting the local economic development. Since these low-roadbed roads will not be closed, farming activities and normal association of the local residents will not be interrupted. However, more traffic accidents may be encountered. None of these linking roads will go across any large river. All and any small rivers and streams will be bridged with provided with culverts. As a result, creation of these roads will not interrupt the normal operation of irrigation facilities. Designed to withstand floods once in 100 years, these bridges and culverts will not affect the flood discharge of rivers and streams. Page-32 Tabte 5-14 Instantaneous Ground CO Concentration at Leewardiof Xinan Linking Road unit: mg/m3 Base Year Interval Stability 20 40 60 80 100 120 140 160 180 200 D 0.016 0,009 0.005 0.004 0.003 0.002 0.001 0.001 0.001 0.001 Day Peak EF 0.022 0.012 0.008 0.006 0.004 0.003 0.002 0.002 0.002 0.001 D 0.008 0.004 0.002 0.002 0.001 0.001 0.000 0.000 0.000 0.000 2000 Day Average EF 0.011 0.006 0.004 0.003 0.002 0.001 0.001 0.001 0.001 0.000 D 0.004 0.002 0.001 0.001 0.000 0.000 0.000 0.000 0.000 0.000 Night Average EF 0.006 0.003 0.002 0.001 0.001 0.001 0.000 0.000 0.000 0.000 D 0.037 0.020 0.013 0.009 0.006 0.005 0.004 0.003 0.002 0.002 Day Peak EF 0.050 0.028 0.019 0.013 0.010 0.008 0.006 0.005 0.004 0.003 D 0.018 0.010 0.006 0.004 0.003 0.002 0.002 0.001 0.001 0.001 200Day Average EF 0.025 0.014 0.009 0.006 0.005 0.004 0.003 0.002 0.002 0.001 D 0.011 0.006 0.004 0.002 0.002 0.001 0.001 0.001 0.000 0.000 Night Average EF 0.015 0.008 0.005 0.004 0.003 0.002 0.002 0.001 0.00 1 0.001 D 0.055 0.030 0.019 0.013 0.010 0.007 0.006 0.005 0.004 0.003 EF 0.075 0.042 0.028 .0.020 0.015 0.012 0.009 0.008 0.006 0.005 2D _ _ D 0.027 0.015 0.009 0.006 0.005 0.003 0.003 0.002 0.002 0.001 2018 Day Average EF 0.037 0.021 0.014 0.610 0.007 0.006 0.004 0.004 0.003 0.002 . ID 0.016 0.009 0.005 0.004 0.003 0.002 0.001 0.001 0.001 0.001 Night Average EF 0.022 0.012 0.008 0.006 0.004 0.003 0.002 0.002 0.002 0.00 1 -; Pagc 33 Table 5-15 Instantaneous Ground nox Concentration at Leeward of Xinan Linking Road ____ ___ __ _ ___ _ __ ___ ___ __ ____ __ ____ ___ ____ ___ ___ ___u n it: m g/rn3 Base Year Interval Stability 20 40 60 80 100 120 140 160 180 200 D 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 Day Peak EF 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 2000 D 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 Day Average EF 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 D 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 DNight Average E 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 EF 0,002 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 D 0.002 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 Day___Peak __EF 0.002 0.001 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000 D 0.0011 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 2010 Day Average EF 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 D 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 Night Average 0 EF 0.000 0.001 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000 Day PeakEFD 0.003 0.001 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000 Day Peak EF 0.004 10.002 0.001 0.001 0.000 0.000 0.000 0.000 0.000 0.000 2 F 0.002 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 Dg0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 Night Average EF 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 Pago-34 Table 5-16 Instantaneous Ground CO Concentration at Leeward of Yima Linking Road unit: mg/m3 Base Year Interval Stability 20 40 60 80 100 120 140 160 180 200 D 0.015 0.008 0.005 0.003 0.002 0.002 0.001 0.001 0.001 0.000 Day Peak EF 0.0211 0.011 0.007 0.005 0.004 0.003 0.002 0.002 0.001 0.001 2000 D 0.007 0.004 0.002 0.001 0.001 0.001 0.000 0.000 0.000 0.000 Day Average EF 0.010 0.005 0.003 0.002 0.002 0.001 0.001 0.001 0.000 0.000 D 0.004 0.002 0.001 0.001 0.000 0.000 0.000 0.000 0.000 0.000 Night Average EF 0.006 0.003 0.002 0.001 0.001 0,000 0.000 0.000 0.000 0.000 D 0.031 0.016 0.010 0.007 0.005 0.004 0.003 0.002 0.002 0.001 Day Peak EF 0.042 0.023 0.015 0.010 0.008 0.006 0.005 0.004 0.003 0.003 D 0.015 0.008 0.005 0.003 0.002 0.002 0.001 0.001 0.001 0.000 2010 Day Average EF 0.021 0.011 0.007 0.005 0.004 0.003 0.002 0.002 0.001 0.001 D 0.009 0.005 0.003 0.002 0.001 0.001 0.001 0.000 0.000 0.000 Night Average EF 0.012 0.007 0.004 0.003 0.002 0.001 0.001 0.001 0.001 0.000 D 0.040 0.021 0.013 0.009 0.007 0.005 0.004 0.003 0.002 0.002 Day Peak EF 0.055 0.031 0.020 0.014 0.010 0.008 0.006 0.005 0.004 0.004 D 0.020 0.010 0.006 0.004 0.003 0.002 0.002 0.001 0.001 0.001 2018 Day Average EF 0.027 0.015 0.010 0.007 0.005 0.004 0.003 0.002 0.002 0.002 D 0.012 0.006 0.004 0.002 0.002 0.001 0.001 0.001 0.000 0.000 Night Average EF 0.016 0.009 0.006 0.004 10.003 0.002 0.002 0.001 0.001 0.001 Page-35 Table b-17 Instantaneous Ground NO. Concentration at Leeward of Yima Linking Road ______ _ _ _unit: mg/m3 Base Year Interval Stability 20 40 60 80 100 120 140 160 180 200 Day Pea EFD 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 Day Peak EF 0.001 n0000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 D 0.000 0.000 u 000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 2000 Day Average EF 0.OCO 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 D 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 Night Average EF 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 D 0.00 1 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 Day Peak EF 0.002 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 D 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 2010 Day Average EF 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 DF 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 Night Average EF 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 . 0.002 0.00 1 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 Day Peak EF 0.003 0.001 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000 DayDPeak EF 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 2018 Day Average EF 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 EO___ .000 0.000 00.000 0.000 .000 0.000 0.000 0.000 0.000 0.000 0 0.000 0.00 .0 00 .0 .0 .0 .0 00000 Night Average EF 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 Pago-36 Table 5.18 Instantaneous Ground CO Concentration at Leeward of MWanchi Linking Road unit: mglm3 Base Year Interval Stabiflity 20 40 60 80 100 120 140 160 180 200 D 0.017 0.009 0.005 0.004 0.003 0.002 0.001 0.001 0.001 0.001 Day Peak . Day Peak EF 0.023 0.013 0.008 0.006 0.004 0.003 0.002 T 0.002 0.002 0.001 2000 D 0.008 0.004 0.002 0.002 0.001 0.001 0.000 0.000 0.000 0.000 Day Average EF 0.011 0.006 0.004 0.003 0.002 0.001 0.001 0.001 0.001 0.000 o 0.005 0.002 0.001 0.001 0.000 0.000 0.000 0.000 0.000 0.000 Night Average EF 0.007 0.003 0.002 0.001 0.001 0.001 0.000 0.000 0.000 0.000 D 0.032 0.017 0.011 0.007 0.005 0.004 0.003 0.002 0.002 0.002 DaV Peak EF 0.045 0.025 0.016 0.011 0.008 0.006 0.005 0.004 0.003 0.003 D 0.016 0.008 0.005 0.003 0.002 0.002 0.001 0.001 0.001 0.001 2010 Day Average_ _ EF 0.022 0.012 0.008 0.006 0.004 0.003 0.002 0.002 0.001 0.001 D 0.009 0.005 0.003 0.002 0.001 0.001 0.001 0.000 0.000 0.000 Night Average EF 0.013 0.007 0.004 0.003 0.002 0.002 0.00 1 0.001 0.001 0.001 D 0.043 0.023 0.014 0.010 0.007 0.005 0.004 0.003 0.003 0.002 Day Peak EF 0.059 0.033 0.021 0.015 0.011 0.009 0.007 0.005 0.005 0.004 D 0.02 2 0.012 0.007 0.005 0.003 0.003 0.002 0.001 0.001 0.001 Day Average EF 0.030 0.017 0.011 0.008 0.006 0.004 0.003 0.003 0.002 0.002 D 0.013 0.007 0.004 0.003 0.002 0.001 0.001 0.001 0.000 0.000 [ Night Average EF 0.017 0.010 0.006 0.004 0.003 0.002 0.002 0.001 0.001 0.001 Page-37 Table 5-19 Instantaneous Ground NO0 Concentration at Leeward of Mianchi Linking Road unit: mglm3 Base Year Interval Stability 20 40 60 80 100 120 140 160 180 200 D 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 Day Peak EF 0.0011 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 D 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 2000 Day Average EF 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 D 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 Night Average EF 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 D 0.0011 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 Day Peak _EF _ EF 0.002 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 2010 _D 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.0 1 2010 Day Average EF 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 D O.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 Night Average EF 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 D 0.002 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 Day Peak Day____Peak __ EF 0.003 0.001 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000 2018 D 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 D 0.000 0.000 0.000 0.000 0.000 0.000 Night Average EF 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 Page-38 6. Environmental Protection Measures, Environmental Management[ Monitoring Programs 6.1 Environmental Impact Mitigation Measures 6.1.1 Environmental Impact Mitigation Measures in Design Phase The following mitigation measures have been incorporated into the project design: 6.1.1.1 Every effort will be made to complete earth works within the property line of the roads such that minimum farmiand will be destroyed beyond such line. 6.1.1.2 All and any streams and canals to be crossed by these roads will be provided with bridges and culverts designed lo withstand floods once in 100 years such that the existing functions and discharge capacity will not be adversely affected. 6.1.1.3 Archeological agencies have explored the areas involved in these roads for possible cultural relics in line with the alignment provided by the project design. It is proven that there is no cultural relics involved in construction of these roads. 6.1i.1.4 Detailed resettlement action plans and well-established resettlement agencies are available such that all relocation and resettlement work will be completed prior to the commencement of these roads. 6.1.1.5 All of these roads are provided with complete slope protection design schemes and side ditches will be provided to catch road surface run-off. Shoulders of the roads will be planted with shrubs while arbor is planted beyond the side ditches. The afforestation design has considered aesthetic effect. 6.1.1.6 In the operation stage, traffic noise will be the principal environmental impact. So mitigating/offsetting measures are developed to mainly deal with such impact. 6.1.1.7 Perfect afforestation efforts will proceed with the main works. 6.1.1.8 Green belts with a width not less than 10 m will be provided for the village side immediately facing any of the roads. 6.1.2 Environmental Impact Mitigation Measures for Construction Stage 6.1.2.1 At any road section far from villages, lime soil will be in-situ mixed. At any section close to villages (at a distance less than 200 m), lime soil mixing time will be properly arranged in light of ground wind direction in the due course such that blown dust impacts on the local residents will be minimized. Workers to be engaged in such activities will be provided with necessary protection devices such as gauge masks and goggles. Water spray will be undertaken as appropriate. Stockpiles and hauling trucks will be covered to minimize dust. An adequate hauling plan will be developed. Page-39 6.1.2.2 Central mixing of asphalt concrete will be carried out at least 200 m leeward of any village. 6.1.2.3 Land use for temporary purposes will be minimized such that use of farmland beyond the property line will be minimized as far as possible. Soil works will be longitudinally allocated. Any unavailability of soil will be gained from waste highland. 6.1.2.4 To avoid possible disturbance to the normal livelihood of the local residents as a result of construction noise, work will suspend from 22:00 to 8:00 in the next morning. 6.1.2.5 Road sections under construction will be watered at least twice a day (especially in the summerl to reduce blown dust, once in the morning and once in the afternoon. 6.1.2.6 Any solid and liquid waste stemming from construction workers' camps will be centrally treated before discharged. 6.1.2.7 Afforestation efforts shall proceed together with the main works. 6.1.2.8 All of the aforesaid environmental measures should be incorporated into the project tender documents such that all contractors will be aware of and implement, in deed, such measures. 6.1.3 Envirconmental Impact Mitigation Measures for Operation Stage 6.1.3.1 Fences on the side facing any of these roads will be raised and double-windows will be provided for the first-row of housings on such side. 6.1.3.2 New hospital, school and residential site among other noise-sensitive points shall not be located within 200 m off the roadside. 6.1.3.3 Enhanced efforts will be made for traffic management and public awareness of traffic safety so as to reduce traffic accidents. 6.1.3.4 Separating measures will be taken, as necessary, to take motorway apart from bicycle lane such that traffic accidents as a result of mixed traffic will be reduced. 6.1.3.5 Enhanced management and check will be exercised on vehicles and drivers to get rid of driving in drunkness among other defaults. 6.1.3.6 Any vehicle transporting hazardous materials will be required to obtain permissions from public security, communications and fire departments. 6.1.3.7 Coal transportation must be covered and any overloading shall be forbidden. Page-40 6.2 Environmental Management Program 6.2.1 Each of the involved counties (city) has established its own project office staffed with a full-time environmental inspector. 6.2.2 Any contractor to be engaged in construction of these roads will provide a part-time environmental worker who will assist the full-time environmental inspectors in fulfilling environmental responsibilities. 6.2.3 Upon completion of the roads, environmental responsibilities will be handed over to environmental protection sections under the local communications agencies. Each of such environmental sections will be provided with 1-2 full-time staff who will be responsible for environmental management during the operation stage of their separate road but also such environmental management of any other graded highways within their boundaries. 6.3 Environmental Monitoring Program 6.3.1 The local environmental monitoring stations will be entrusted with the environmental monitoring activities in both construction and operation stages of these roads. 6.3.2 The environmental monitoring program for both construction and operation stages is as stated in Tables 2 and 3 attached hereto. 6.3.3 Environmental monitoring data to be obtained in the construction stage will be submitted to relevant project offices as may be concerned. In the operation stage, such data in the operation stage will be submitted to environmental protection sections under the local communications agencies. In addition, such data to be obtained in construction and operation stages will have to be provided for the relevant local environmental protection agencies as may be concerned. 6.4 Personnel Training Program 6.4.1 Training services for the full-time environmental staff of project offices will be provided by the Highway Administration under Henan Provincial Communications Department. When these roads are completed, such full-time staff will be incorporated into the environmental protection section of corresponding communications agencies. 6.4.2 Environmental monitoring staff of the county (city) environmental monitoring stations to be responsible for monitoring activities in both construction and operation stages will be separately trained by Luoyang and Sanmenxia Environmental Monitoring Stations. Nobody will be allowed to be engaged in such monitoring activities unless he is trained to be competent for his duty. This will ensure correct and reliable monitoring data. Page-41 Table 6-1 Background of Linking Roads to Luoyang-Sanmenxia Expressway Linking Road Location Pavement Grade Nature Length lkm) Joint & Chaknage Jiangzhuang- Xinan County Asphalt Concrete Grade 2 In Mountain Now 9.3 Xinan Interchange at Baiqing & Heavy-hilly Area k27 +500 Yima Yima City Asphalt Conctete Grad. 2 in Mountain Widening, 3.1 Yime Interchange at ____I___ __ & Heavy-hilly Area Upgrading k52+ 180 Mianchi Mianchi County Asphalt Concrete Grade 2 In Plaln & New 2.0 Mbanchi Interchange lSlight-hilly Area at k63 +518 Table 6-2 Environmental Monitoring Program for Construction Stage Environmental Monitoring Monitoring Monitoring Time Monitor Element Point Item & Frequency ___I At asphalt concrete TSP, asphalt smoke, TSP & asphalt smoke: 4 County Ccity l mixing plant and times/year, executive 3 days environmental residential site nearby, each time; monitoring 2 points for each road. Dust: once a week, station Air At worksite & TSP, dust residential side, 2 points for each road. At worksite, Equivalent One day a week, once at day * Environmental residential site and environrnental noise and once at night time, and Noise hauling road, 3 points level at day and also irregular random for each road night hours inspection. Table 6-3 Environmental Monitoring Program for Operation Stage Environmental Linking Monitoring Monitoring Monitoring Time Implementor Element Road Point Item & Frequency l _ _ _ Xinan Heishangou, TSP, CO, NO, 4 times a year (in Xinan Environmental Baiqiang January, Apil. July & Monitoring Station Yima Rugeta l October) each lasts 3 Yima Environmental Aar days; 4 times a day (at Monitoring Station 7:00, 11:00, 15:00 Mianchi Maling 19:00) Mianchi Environmental ____________ |________ ____________ ______________ M onitoring Station Xinan Heishangou, Equivalent 4 times a year (in Xinan Environmental Baiqiang environmental January, April, July & Monitoring Station noise level at day October): one day Environrnental Yima Rugeta & night time each time; once in day Yima Environmental Noise & once in night: nd ad Monitoring Station hoc monitoring will be Mianchi Maling undertaken as Mianchi Environmental _ _priate. Monitoring Station Page-42 Table 6-4 Summary of Environmental Mitigation Measures in Design Stage Environmental Issue Mitigation Measure Responsibility Social Disruption With low subgrade and unclosed roads, social The Designer disruption will be greatly mitigated. Soilworks 1. To get as much subgrade soil as possible from the land area acquired; 2. To preperly arrange longitudinal allocation of subgrade soil works; 3. To consider use of solid industrial wastes for road fragments with oversized embankment works. Flooding 1. To provide rivers and streams with bridges and culverts; 2. To design bridges/culverts to withstand floods once in 100 years and to ensure adequate discharge capacity; 3. To recover damaged irrigation facilities, if any, upon road completion. Cultural Relics There is no cultural relics within the acquired land area as investigated by the local archeological agencies in the design stage. Afforestation Improved afforestation design includes slope grassing and side ditch planting efforts as well as aesthetic effect. Page-43 Table 6-5 Summary of Environmental Mitigation Measures for Construction Stage Environmental Issue Environmenial Mitigation Measure Responsibility Protection of Land 1. To minimize use of land for temporary purposes: Contractor Resources 2. To properly arrange longitudinal allocation of subgrade soilworks; 3. To consider use of solid industrial wastes: 4. To borrow soil from highland in case of inadequate soil availability. Air Pollution 1. To mix time and soil materials at roadside where it is farm from any village and to centrally mix such materials where it is relatively close to any village, but the mixing site shall be placed leeward of the village, with a distance more than 200 m in between; 2. To place central asphalt concrete mixing plant, if any, at leeward of any village, with a distance more than 200 m in between; 3. To equip asphalt concrete mixing plant with ulust precipitators; 4. To water road fragments and hauling truck roads at least twice in the morning and twice in the afternoon (especially in summer); 5. To provide lime/soil and asphalt concrete mixing plant operators with necessary protection measures. Noise 1. To keep construction equipment and vehiclos in good condition; 2. To equip high-noise equipment with sound-proof shields; 3. To suspend construction activities during night hours from 22:00 to 6:00. Cultural Relics 1. To suspend work for the purpose of protecting any discovered cultural relics; 2. To report to archaeological departments; 3. To provide cooperation and assistance in archaeological salvation; 4. Excavation will not be resumed until identification of cultural relics by the authorized institution of preservation is completed and necessary measures identified. Page-44 Table 6-6 Summary of Environmental Mitigation Measures for the Operation Period Environmental Issue Environmental Measure Responsibility 1. Use of horn will be strictly forbidden at nignt; Local traffic & 2. To raise the fences and provide double-windows for the first-row houses close to the highway management Noise/Air Pollution roadside within 200 m; authorities 3. To provide green belts for both sides of the road. 1. Better vehicle maintenancelmanagement and training will be provided to minimize traffic accidents; Transportation 2. To provide necessary dividing devices such that motor cars, bicycles and passersby Management will be separated; 3. Public awareness and education will be promoted to familiarize the residents nearby with traffic regulations; 4. To provide various traffic marks. 1. Any vehicle transporting hazardous materials will be required to obtain permissions Transportation of from public security, communications and fire departments; Hazardous Material 2. Vehicles hauling coal shall be covered and any overloading shall be forbidden; 3. Any traffic accident or pollution shall be promptly reported to the local public security, fire and environmental protection agencies. Page-45 7. Public Participation In the environmental situation monitoring process, villagers involved in the construction of these roads were consulted and interviewed. The villages involved in such consultation are Jiangzhuang, Heishangou, Getahou, Shimiao and Baiqiang along Xinan linking road, Dongcun, Xiarugou and Rugeta adjacent to Yima linking road, as well as Maling on Mianchi linking road. In this process, general description of the project was also presented to the villagers while their opinions and suggestions toward the road construction were heard. As investigated, the local villagers expressed more enthusiasm for construction of these linking roads as compared with the expressway. In their opinion, they would enjoy more direct benefits fromn these linking roads which, upon completion, would provide easier linking to the county seat or city proper such that they would do much good to livelihood and amenity improvement. With regard to land acquisition, the local viltagers said that they would be willing to comply with the resettlement plan provided seasonal compensation would be made available. Also, they suggested that such compensation be open to the public such that they would be able to know what's what. Most of the villagers show their willingness to take part in the road construction in order to partly get more income and partly contribute to the road construction. In the investigation process, non-government organizations such as people's representative congress and political consultative conference were also specially interviewed. While agreeing to the alignment as determined in the project design, these agencies thought the construction of these linking roads would be beneficial to the local economic development. They also promised to make contributions to the road creation by using their influence. 8. Conclusion i. With a low vegetation coverage, the local area is susceptible to droughts which are the major ecological restraint. There is no rare and endangered species along these alignments. ii. Since there are no underlying cultural relics, the project will not cause any archeological impacts. iii. These linking roads are all aligned in quiet areas where the equivalent noise level at day and night hours are not above the EIA standard. As a common air pollutant in the project area, TSP is above the standard in some cases. Along Yima linking road, the concentration of CO is relatively high and is above the standard in some cases. But the present NO, concentration is very low in all areas involved in these 3 roads. iv. Xinan linking road does not involve any relocation or resettlement work. Such work quantity required for the rest two roads is not much. All relocation and resettlement work will be completed before the project proceeds. Page-46 v. Traffic noise will turn a major environmental problem in the operation stage. But other impacts will not be significant. Although the sensitive sites will be subject to relatively significant traffic noise impacts at night hours, the noise L,, will not exceed the standard by more than 15 db(A). vi. Both of the local residents and local agencies accept the idea of building these roads. The affected villagers say they will accept the prepared resettlement plan provided they will be provided with proper compensations. vii. With the environmental measures included herein implemented in construction and operation stages, adverse environmental impacts will be minimized. viii. Environmentally, these linking roads are properly aligned and are therefore feasible. Page-47