R. RECEIVED 960CT i7 PM 41i 4 v6>i. 9 Connection Road of National Road Project III in Hubei Province Statement of Environmental Impact Assessment Research Institute of Highways, Ministry of Communications September 1996 I I Contents CHAPTER 1 INTRODUCTION I CHAPTER 2 GENERAL PRINCIPLES OF ASSESSMENT 2 2.1 Assessment purpose 2 2.2 Basic Materials and Documents for the EIA Report 2 2.3 Assessment Scope and Standards 2 2.4 Assessment Method 2 2.5 Assessment Time Period 3 CHAPTER 3 ENGINEERING BRIEF 4 3.1 Traffic Forecast 4 3.2 Construction Scale 4 3.3 Alignment and Major Control Point 4 3.4 Major Engineering Work 6 3.5 Main Environmental Impact Analysis 6 CHAPTER 4 CURRENT ENVIRONMENT CONDITION AND 8 ASSESSMENT 4.1 Current Status and Assessment of Acoustic Environment 8 4.2 Current Status and Assessment of Air Environment 9 4.3 Current Status and Assessment of Water Envirorunent 9 CHAPTER 5 ENVIRONMENTAL IMPACT FORECAST AND 11 ASSESSMENT 5.1 Ecological Environmental impact assessment I 1 5.2 Social Environmnent Impact Forecast and Assessment 12 5.3 Acoustic Environment Impact Forecast and Assessment 13 5.4 Air Environment Impact Forecast and Assessment 16 CHAPTER 6 ENVIRONMENT PROTECTION MEASURES AND 26 RECOMMENDATIONS 6.1 Environmental Protection Measures in Design Period 26 6.2 Environmental Protection Measures in Construction Period 26 6.3 Environmental Protection Measures in Operation Period 28 CHAPTER 7 ENVIRONMENTAL MONITOR AND MANAGEMENT 29 7.1 Environmental Monitor 29 7.2 Environmental Management 30 7.3 Environmental Action Plan and Cost Estimation 31 CHAPTER 8 CONCLUSIONS 33 I CHAPTER 1 INTRODUCTION Beijing-Zhuhai national trunk road 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. The national road project III in Hubei province (project III hereinafter) is composed of: Dawu-Shenshan Section of Beijing-Zhuhai national trunk road; Shenshan-Baoxie Section of Shanghai-Chengdu national trunk road in Wuhan; Zhushan-Yongan Section of Shanghai-Chengdu national trunk road in Wuhan; and the auxiliary engineering work of three connection roads of Dawu, Huayuan and Xiaogan connection road. The national road project III in Hubei province is a major road construction program decided by the Hubei Provincial Communications Department in consultation with the local governments for the purpose of to bring into full play the trunk road function in social economic development, to materialized the transport development program of the major large and medium cities along the proposed road area. To speed up the preparation of this project, the Hubei Provincial Communications Planning and Design Institute (HPCPDI) accomplished the survey and design of the connection roads for this project in July 1996. The Research Institute of Highway (RIOH) of the Ministry of Communications (MOC), who undertakes the environmental assessment study for this project, conducted survey and investigation on all of the connection road sections together with HPCPDI with assistance from the local communications department and environmental protection departnent, and collected necessary information for EIA work for the project, on the base of which this EIA report for the project has been completed. I CHAPTER 2 GENERAL PRINCIPLES OF ASSESSMENT 2.1 Assessment purpose (1) To provide reasonable basis for alignment selection of the road through the assessment of various environmental impact caused by the proposed road project; (2) To set forth correspondent environmental protection and control measures based on the negative impact caused by the road project in the construction period and the operation period, so as to reduce the impact and to protect the environment; (3) To provide guidance for environmental management during construction period and operation period, and also to provide scientific basis for the economic development strategy along the road area. 2.2 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 Enviromnental Protection and Management for Communications Construction Project" issued by the Ministry of Communications (3) "Environrnent Protection Law of the People's Republic of China" and other regulations and standards concerned with environmental protection; (4) "Specifications for Highway Construction Environmental Impact Assessment (Draft)"; (5) "Feasibility Study Report on the National Road Project III Hubei Province", HPCPDI, August, 1996; (6) "Beijing-Zhuhai National Road Xiaogan Section Current Status Environmental Monitoring Report", Xiaogan Environmental Monitoring Station, July, 1996. 2.3 Assessment Scope and Standards 2.3.1 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. The following standards will be used in EIA for the connection road. (1) Air: GB3095-82 "Air Quality Standard", class 2 standard; (2) Noise: GB3096-93 "Urban Area Ambient Noise Standard", class 4 noise standard, and class 2 standard for culture and education areas; (3) Water: GB3838-88 "Surface Water Quality Standard", class II will be used based on the function of the water; for drinking water sources the standard of GB5749-89 "Daily Life Drinking Water Sanitation Standard" will be used. 2.4 Assessment Method The road construction project is a kind of linear development project. According 2 to the forecast and assessment of the environmnental impact on the sensitive points or sections, correspondent mitigation measures are proposed to reduce and control the negative impact. 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. 2.5 Assessment Time Period The assessment time period will include: construction period; short term, mid term and long term operation period of years of 2000, 2010 and 2020 respectively. 3 CHAPTER 3 ENGINEERING BRIEF 3.1 Traffic Forecast To bring into full play of the function of the national trunk road project III in Hubei province and to improve the local and provincial road network system, three connection road of Dawu, Huayuan and Xiaogan will be built under the project III, connecting the existing national road 107 with Beijing-Zhuhai national road, and will be built together with the Beijing-Zhuhai national road. The traffic forecast for the three connection road is shown in Table 3-1. Table 3-1 Traffic forecast Unit: PCU/day Connection road name 2000 2010 2020 Dawu link 13185 6790 10937 Huayuan link 2697 4184 8826 Xiaogan link 6275 9528 14450 3.2 Construction Scale According to the traffic forecast and the specifications specified in the "Road Engineering Technical Standard" (JTJO12-88), the connection road will be built in accordance with the class II standard in heavy hilly areas. (1) Dawu link The Dawu link starts from the Dawu interchange and ends at national road 107, with total length of 9.1 km, and will be built by class II standard in heavy hilly areas, with road subgrade of 12 m, and pavement width of 9 m, bitumen pavement structure, and the bridge deck width of 9 m. (2) Huayuan link The Huayuan link starts from Huayuan interchange and ends at the town of Xiaochang county close to national road 107, with total length of about 11.5 km, and will be built by class II standard in slight hilly areas, with subgrade width of 12 m, pavement width of 9 m, bitumen pavement structure and bridge deck width of 9 m. (3) Xiaogan link The Xiaogan link starts from Sancha interchange along the Xiaogan-Tianhe road and ends at the town of Xiaogan city close to national road 107, with total length of 12.2 km, and will be reconstructed by class II standard in slight hilly areas, with subgrade width of 15 m, and the existing bitumen pavement will be changed into cement concrete pavement with width of 12 m, and the bridge deck width of 12 m. 3.3 Alignment and Major Control Point (1) Dawu link The Dawu link connects the Dawu interchange near the town with the national road 107. The original local road is Songbu-Yingshan road, which is class III road 4 with bitumen surface treated pavement, width of 7 - 8.5 m, subgrade width of 8 10 m, passing through Hongan, Dawu, Guangshui town, Guangshui city. The proposed connection link will be of class II road, with bitumen concrete pavement, with pavement width of 9 m, subgrade width of 12 m. Starting from national road 107 the first 5 km road section of the Dawu link will be built by making use of and reconstructing the existing Songbu-Yingshan road, then eastward to build a new road section of 4.1 kim, via Lijiawan, Songjiacheng, intersected with the county road Dawu-Jieling road in the form of grade crossing, across over Huanshui river at Xujiawan with a newly built bridge and ends at Dawu interchange with total length of 9.1 km. It will be constructed at the same time with the project III. This link connects not only Songbu-Yingshan road and national road 107, but also Beijing-Guangzhou railway at Guangshui station, and the local roads of Huangmailing phosphorous mineral - Xuanhua, Dawu - Jieling, Anlu - Guangshui, Guangshui - Mapingzhen, forming a network with Dawu interchange as the radiation center, mainly providing service for Dawu county, Guangshuizhen, and the west areas of Guangshui city, playing an important role in promotion of local economic development. (2) Huayuan link The Huayuan link connects the Huayuan interchange with national 107. The original local road is the county road Wangjiawan-Yangdian road, a class IV road, with bitumen treated pavement, width of 6 m, subgrade of 6.5 - 7 m, via Liudian, Tonggang, Fengshanzhen, then westward connecting with Huayuan - Anlu road. The new connection link will be constructed by class II standard, with bitumen concrete pavement, with width of 9 m, subgrade of 12 m. The link starts from national road 107, running along with the direction of the existing Huayuan - Zhougang road, via Luojiazhai, Wangjiawan, Sunjiazhai, across Yanjiahe river at 1.2 km up stream of Yanjiahe, then via Yangehenwan, Liudianzhen, Xujiawan, Hujiawan, and ends at Zhoujiatangjiao connecting with Huayuan interchange, with total length of 11.5 km, and will be built at the same period with that of the Project III. This connection link will be built in the same period as the project III, mainly provide service for Huayuan, Xiaochang, Liudian, Zhougang, Fengshan, etc., and linking with Anlu city, the Beijing-Guangzhou railway Huayuan station, as well as the vicinity areas. (3) Xiaogan link The Xiaogan link connects Sancha interchange with national road 107. The original road is provincial road Xiaogan - Tianhe airport road of class II standard, with bitumen treated pavement, width of 9 m, subgrade width of 12 m. The proposed connection link is based on the original Xiaogan - Sancha road section, by taking advantage of the original horizontal alignrment, and reconstructing the original road with 12 m wide cement concrete pavement, subgrade width 15 m, so that the road conditions will be improved and capacity increased. The Xiaogan link starts from the intersection of national road 107 and Huang-Xiao road at east side of Xiaogan city, 5 via Yanjiaqiao, across over Gunzihe river, via Dihuyuan, Longdian, Weizhan, across over Dengjiahe river, via Pengjia Xiangtang, Chenzha, Zhuzhao, overpasses Beijing-Zhuhai road, and stops art Lijiaxiangzi, linking with the Sancha interchange, and with total length of 12.2 km. This connection link will be built in the same period as the project III. This connection link connects with the provincial road system of Xiaogan-Tianhe airport road, with national road 107 and 316 in the west, and the Huwan-Tianhe airport road in the east, providing service for Xiaogan, Tianhe airport, the planned Hengdian storage and transport and manufacturing industry area, as well as the county and rural areas of Huangpi, Xinzhou, etc., to reach the areas of Yumneng, Anlu, Yingcheng, Jingshan, Zhongxiang, and the south-west area, and also links with the railway stations of Xiaogan of Beijing-Guangzhou railway, Yunmeng station of Han- Dan railway. 3.4 Major Engineering Work The major engineering work amount of the connection link is listed in Table 3-2. Table 3-2 The major engineering work amount of the connection link Item Unit Dawu link Huayuan link Xiaogan link Total Length km 9.100 11.500 12.200 32.800 Earth and stone for subgrade 1000 ml 310.6 378.0 46.1 734.7 Drainage and protection lO1 m3 190.6 154.1 45.4 390.1 Bitumen pavement 1000 m2 78.9 96.7 175.6 Cement concrete pavement 1000 m2 143.4 143.4 Large bridge mr/No. 286.4 /1 162.5 /1 59.16/ I 508.06 / 3 Medium bridge m / No. 42.9 /1 43.0/ I 85.9 / 2 Small bridge m /No. 28.3 1 94.5 /5 38 /2 160.3/ 8 Culvert mr/No. 29 44 73 Land occupation ha. 19.35 29.45 18.21 67.05 Relocated houses ml 54870 27110 51290 133270 Construction cost CNY 1000 38497.939 39667.782 30433.566 108599.287 3.5 Main Environmental Impact Analysis Based on the engineering features and the current environmental status, the main environmental impact caused by the project on the proposed road area can be summarized as follows. (1) For the links of Dawu and Huayuan, as newly built road, the impact in the survey and route selection stage is the conflict of the road alignment with the local city and township development program. (2) The existing road will be used for the Xiaogan link, and the impact is mainly in the construction period. Therefore daily traffic management will have to be 6 strengthened to reduce the impact on the to the minimum. The impacts caused by the construction of the connection roads of Dawu and Huayuan are mainly those on the natural environment and eco-environmental system, such as transformation of landform, occupation of farmland and forest land, and the impact on water resources and the irrigation system, etc.. The impact on social environment is mainly relocation and resettlement. (3) In the design of the alignment of the proposed connection roads, such noise sensitive areas as resident areas, schools, hospitals, etc., have been taken into consideration to be away from the road, and the traffic volune will be small according the forecast. Therefore the environmental impact caused by noise and vehicle emissions along the road area will be small. 7 CHAPTER 4 CURRENT ENVIRONMENT CONDITION AND ASSESSMENT To understand the current status of the environrnent along the proposed road, the environmental sensitive areas of Lengpeng Center School of Guangshui, Liuwan Primary School near the Dawu interchange, Huanshui were selected for the on-the- spot investigations to be made for the Dawu link road project, with the noise level, air quality and water quality being monitored and measured; and environmental sensitive areas of Xiaohe, Jinfeng Primary School of Xiaochang county, Huayuanzhen were selected for the Huayuan link road project, with the noise level, air quality and water quality being monitored and measured; and the environmental sensitive areas of Sancha, Xiaotianlu Caopu Primary School were selected for the Xiaogan link road project, with the noise level, air quality and water quality being monitored and measured. The current status environmental monitor work for the connection road has been conducted by Xiaogan Environmental Monitor Station. 4.1 Current Status and Assessment of Acoustic Environment Table 4-1 shows the summary of the monitored current environmental conditions along the proposed connection road areas in terms of noise level. Table 4-1 Summary of the current environmental conditions along the proposed road Road section Monitor spot L1o L50 L90 |L,, Lengpeng Primary School Daytime 49.5 44.5 42.5 47.0 2.8 Dawu link Nighttime 39.0 38.0 36.0 38.0 1.3 Liuwan Primary School Daytime 40.0 37.0 34.0 37.9 Nighttime 34.0 30.0 30.0 32.8 Xiaohe Daytime 50.0 41.0 36.0 48.5 NighttimE 36.0 33.0 31.0 33.8 Huayuan link Jinfeng Primary School Daytime 43.5 41.5 39.0 41.6 1.5 . ___________________ Nighttime 38.0 36.0 36.0 36.9 0.9 Huayuanzhen 57.6 54.7 52.3 56.0 2.1 Sancha Daytime 49.0 45.0 42,0 46.4 Xiaogan link Nighttime 38.0 36.0 34.0 36.7 Caopu School Daytime 50.0 44.5 43.5 47.2 3.2 Nighttime 39.0 38.0 37.0 38.2 0.9 At present there is no standard for rural area environment, so that the measured noise level will be compared with the noise standard level for the urban area in the assessment. Table 4-2 shows the comparisons. 8 Table 4-2 Comparisons of the measured noise level with the standard Sensitive spot Measured LeqdB (A) Standard LeqdB (A) Comparison result Daytime Nighttime Daytime Nighttime Daytime Nighttime Lengpeng School 47.0 38.0 55 45 Liuwan Primary School 37.9 32.8 55 45 - Xiaohe 48.5 33.8 55 45 - Jinfeng School 41.6 36.9 55 45 - Huayuanzhen 56.0 60 50 - Sancha 46.4 36.7 _ 55 45 - Caopu School 47.2 38.2 55 45 Notc: "-- stands for the measured noise level is below the standard level. It can be seen from Table 4-2 that the measured noise level at all the sensitive spots is below the standard limit, which show that the environment condition is good for the local residents and the school students in terms of noise level. The low noise level environment is favourable for the road project. 4.2 Current Status and Assessment of Air Environment Table 4-3 shows the summary of the monitored current environmental conditions along the proposed connection road areas in terms of air quality. It can be seen from Table 4-3 that the environmental condition along the proposed connection road area is good in terms of air quality, with the measured concentrations of CO, NOx being below that specified in the air quality standard GB3095-82, except for that of TSP, which is a little over the standard limit at individual spot of Huayuanzhen. The good air environrment is favourable for the road project. 4.3 Current Status and Assessment of Water Environment Table 4-3 shows the summary of the monitored current environmental conditions along the proposed connection road areas of Huanshui and Huayuanzhen in terms of the surface water quality. Comparing with the class II standard of the surface water quality specified in GB3838-88 "Surface Water Quality Standard", the measured PH, BOD5, oil materials, Pb are all below the upper limit of the standard, which show that the surface water quality along the proposed area is good. 9 Table 4-3 Monitored air quality conditions along the connection road area (mg/Nm3) Road Anytime measured Daily average Five section Sensitive spot Item concentration concentration days Range Overage (%) Range Overage average _______ ___ (%) Dawu CO 0.37 - 1.12 0 0.60 - 0.94 0 0.78 link Lengpeng School NOx 0.005 - 0.034 0 0.011 - 0.027 0 0.02 TSP 0.148 - 0.205 0 0.173 - 0.200 0 0.185 CO 0.2 - 1.3 0 0.5 - 0.86 0 0.62 Liuwan Primary School NOx 0.010 - 0.046 0 0.028 - 0.033 0 0.03 ____ TSP 0.093 - 0.356 0 0.108 - 0.304 0 0.218 Huayuan CO 0.2 - 1.1 0 0.62 - 0.93 0 0.50 link 'Xiaohe NOx 0.005 - 0.020 0 0.009 - 0.018 0 0.01 TSP 0.114 - 0.167 0 0.121 - 0.157 0 0.143 CO 0.35 - 0.95 0 0.47 - 0.66 0 0.57 Jinfeng School NOx 0.006 - 0.027 0 0.009 - 0.022 0 0.019 TSP 0.137 - 0.198 0 0.150 - 0.193 0 0.169 CO 0.400 - 1.450 0 0.550 1.120 0 0.760 Huayuanzhen NOx 0.008 - 0.115 0 0.015 - 0.067 0 0.019 TSP 0.150 - 1.340 12.5 0.170 - 0.410 5.0 0.26 Xiaogan CO 0.200 - 0.900 0 0.350 - 0.620 0 0.410 link Sancha NOx 0.008 - 0.021 0 0.012 - 0.017 0 0.010 TSP 0.124 - 0.196 0 0.131 - 0.177 0 0.157 CO 0.28 - 0.90 0 0.37 - 0.81 0 0.55 Caopu School NOx 0.009 - 0.025 0 0.014 - 0.020 0 0.017 TSP 0.191 - 0.241 0 0.161 - 0.233 0 0.196 Table 4-4 Current status of water quality (Unit: mg/L, except for PH) Water area Item measured PH BOD, Oil Pb Dawu Chenjiawan 7.67 2.24 0.04 0.003 Surface water in Huayuan upstream 7.75 2.42 nil 0.003 Huanyuanzhen Huayuan downstrewn 7.80 2.80 nil 0.003 10 I CHAPTER 5 ENVIRONMENTAL IMPACT FORECAST AND ASSESSMENT 5.1 Ecological Environmental impact assessment 5.1.1 Impact on agricultural ecological environmental system The impact of the proposed road project on agricultural production along the road area mainly arises from the permanent land occupation and additional work for the irrigation system. Total land occupation by the proposed road construction is 1005.7 mu, with the details shown in Table 5-1. Table 5-1 Land occupation by the proposed road by land use (Unit: mu) Road Permanent land occupation by land use Temporary use Paddy Dry Fish Lotus Fruit Vegetabl Resident Forest Paddy Dry Dawu link 68.2 146.3 8.4 / / 26.9 19.4 21.1 72.3 118.2 Huayuan link 259.4 112.2 23.3 / / / / 47.3 26.6 11.4 Xiaogan link 210.0 57.9 1.9 / / 3.3 / / / It can be seen from Table 5-1 that the paddy and dry land account for most of the land occupation of the total occupied by the proposed road. Occupation of the farm land, paddy and dry, will cause direct loss of the agricultural output in the short term, which will reduces farmer's income. However, the mileage of the road is short, the proportion of the land occupied by the road to the grand total land area of the directly affected area by the proposed road is very small. So the impact on the whole area in terms of land occupation is very small. The loss of the agricultural output can be made up by adjustment of land use or by making use of the compensation for new industry development. Due to the improvement of transport system by the proposed road project, there will be more land use development for uncultivated land. On the other hand, the new road will give impetus to the area economic development, which is good for marketing of the local farm and township enterprise products. The road construction and operation will provide more employment opportunities for the local people. Due to the improvement of the road network system the land use pattern will be changed with added value, which will eventually increase the agricultural and industrial output along the proposed road area. To ensure proper operation and function of the water system and the irrigation system, 3 large bridges, with total length of 508.05 m, 2 medium bridge , with total length of 85.9 m, 8 small bridges, with total length of 160.3 m, 73 culverts, with average 3.6 culverts every one kilometer (not including those of Xiaogan link), have been designed for the road, based on great amount of on-the-spot investigation, taking into considerations the flood discharge and control as well as the efficiency of the irrigation system along the proposed road area. I1 5.1.2 The impact on the wild life and vegetation (1) The impact on the wild life and vegetation caused by the road engineering construction mainly includes the change of or interference with the wild life's habitat environment. (1) The noise during the construction period produced by the construction machines and the noise during the operation period produced by the traffic will disturb the living environment; and the damage to the local trees, shrubs and grasses will drive the wild life migrated. In addition the road facility may change the wild life's haunts of corridor and habitat area. The noise during the construction period will disappear with the end of the construction, but the noise caused by the traffic will exist for a long time. The wild life along the proposed road is small in quantity and usually migratory, therefore the road project will have little impact on the wild life along the proposed road. (2) The impact on the vegetation mainly arises from stone and earth work and limited in the land occupation area, without great impact on the overall green belt coverage rate of the Xiaogan area. There is no impact on the vegetation distribution along the road area. The damage of the vegetation caused by the construction may be rehabilitated by plantation in the operation period. 5.1.3 Impact of water and soil erosion The total land acquisition is about 1005.7 mu for the proposed road project, with total earth and stone work of 734.7 km3, which is not great. Besides, the road will be built by ordinary class II standard at slight hilly area, with only few deep cutting and filling section. Therefore the water and soil erosion during the construction period will. be small. There will be 3900 m2 drainage and protection facilities and the green belt engineering measures implemented in the operation period, which will reduce or mitigate the water and soil erosion impact arising from the construction period to the minimum. 5.2 Social Environment Impact Forecast and Assessment 5.2.1 The road will promote rapid economic development along the road area The proposed road is the major collection and distribution road link of the main motorway of Beijing-Zhuhai national trunk road, an important link of the old and new national road 107 as well as part of the local and provincial transport network system. Therefore the implementation of the connection road project will give great impetus to the local and provincial social economic development. 5.2.2 Resettlement The selection of the alignment of the road will follow the following principles, in addition to the class II engineering standard. (1) On the premise of being up to the second standard, it is necessary to reduce 12 the farm land occupation as much as possible, to reduce earth and stone work reasonably; (2) It is necessary to reduce relocation and resettlement work by keeping aloof from the densely populated areas and built-up areas as far as possible; (3) Pay attention to protection of cultural and historic relics by holding aloof from the relics site; (4) To keep aloof from such environmental sensitive areas as hospital, school, and other cultural and public heath utility facilities; (5) It is necessary for the road to be in harmony with the local city, county and township development program, so as to bring into full play of the link road function in social economic development; (6) To pay attention to environmental protection and keep the balance of the eco- system. The total area of relocated houses will be 13327.0 m, of which 5407 m is for Dawu link, 2711.0 m for Huayuan link, and 5129.0 for Xiaogan link. To ensure the engineering progress by time schedule of the project and the proper resettlement for the local relocated people, a special resettlement office has been established by the Owner of the project, with detailed resettlement programn being made for the project. The resettlement work will follow the principles of reaching unanimity through consultation, unified and appropriate arrangement, without future trouble, for the public interests as well as the overall project. Compensations will be made for those who are to be relocated, according the provincial local government policy and relative documents. The compensated money will be used for the local land development under the collective leadership of the local village, to improve farm work, to establish enterprise and to arrange employment. The relocation and resettlement work is relatively small and the living standards for the relocated people will not be affected conspicuously. The relocated people will get the compensation for their houses and be resettled by unified arrangement of new house under the leadership of the local government. The living standard of the relocated people will not be affected. 5.3 Acoustic Environment Impact Forecast and Assessment 5.3.1 Acoustic environment impact during construction period The noise during the road construction period mainly come from the road construction machines and transport vehicles. Various construction machines will be used for this road project including excavator, bulldozer, leveler, roller, etc., and also the drilling and piling machines, explosion in earth and stone work, which will produce noise during construction work. Noise impact caused by construction machines is temporary or short term and also inevitable. To protect the resident from being disturbed by the noise and the 13 construction workers' health, necessary measures will be taken to mitigate the noise impact. 5.3.2 Noise forecast and assessment in the operation period (1) Forecast model According to the requirements of the terms of references for environment impact assessment, by using the environrmental assessment specifications proposed by the MOC, the traffic noise will be forecasted. The formula used for the forecast is as follows. N, (LA.)i = L. i + IO1g( -) - ALDs+ AL ALpv - 13(dB) V1T where: (LA,)i - per hour traffic noise level, recorded by i-type vehicle through the measuring spot for the daytime and nighttime forecast; L.j 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 (LA,), here it is 1 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; ALp, - traffic noise correction caused by the pavement, dB; The traffic noise level (LA,q){,,lC received by different types of vehicle at the forecast spot in the daytime or nighttime can be calculated as follows: (LA.q)taffic = 10 1g [l0O' (A`)L + 100.1(LAO)M + 1 OO (LAO.Iq ] - AL, - 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; (2) Based on the traffic forecast, the features of road engineering and the landform along the road area, the parameters have been selected for the forecast by using the model. Table 5-2, Table 5-3 and Table 5-4 show the road traffic noise forecast in the operation period. Table 5-2 Traffic noise forecast (by the year of 2000) Road section Time Traffic noise forecast Leq dB(A) I Om 30m 50m 80m lOOm 120m 150m 180m 200m Dawu link Daytime 71.3 64.9 61.4 58.1 56.5 54.9 53.5 52.4 51.8 Nighttime 64.7 58.3 54.8 51.4 49.7 48.4 46.7 45.3 44.5 Huayuan link Daytime 64.4 57.9 54.4 51.0 49.4 48.0 46.3 44.9 44.1 Nighttime 57.8 51.4 47.9 44.5 42.9 41.5 39.8 38.4 37.6 Xiaogan link Daytime 68.4 62.3 58.9 55.6 53.9 52.6 50.9 49.6 48.8 Nighttimc 61.8 55.7 52.4 49.0 47.4 46.1 44.4 43.0 42.2 14 Table 5-3 Traffic noise forecast (by the year of 2010) Road section Time Traffic noise forecast Leq dB(A) lOm 30m 50m 80m lOOm 120m 150m 180m 200m Dawu link Daytime 68.5 62.0 58.5 55.2 53.5 52.1 50.5 49.1 48.3 Nighttime 62.0 55.5 52.0 48.6 47.0 45.6 43.9 42.5 41.7 Huayuan link Daytime 66.4 59.9 56.4 53.1 51.4 50.0 48.4 47.0 46.2 Nighttime 59.9 53.4 49.9 46.5 44.9 43.5 41.8 40.4 39.6 Xiaogan link Daytime 70.3 64.2 60.8 57.5 55.9 54.5 52.9 51.5 50.5 _ Nighttime 63.8 57.7 54.3 51.0 49.3 48.0 46.3 44.9 44.1 Table 5-4 Traffic noise forecast (by the year of 2020) Roas section Time Traffic noise forecast Leq dB(A) lIn I 30m 50m 80m l OOm 120m 150m 180m 200m Dawu link Daytime 70.6 64.1 _60.6 57.3 55.6 54.2 52.6 51.2 50.3 Nighttime 64.1 57.6 54.1 50.7 49.1 47.7 46.0 44.6 43.8 Huayuan link Daytime 69.7 63.2 59.7 56.3 54.7 53.3 516 50.2 49.4 Nighttime 63.1 56.7 53.2 49.8 48.1 46.8 45.1 43.7 42.9 Xiaogan link Daytime 72.1 66.0 62.7 59.3 57.7 56.4 54.7 53.2 52.6 Nighttime 65.6 59.5 56.1 52.8 51.2 49.8 48.2 46.8 46.0 It can be seen from the forecast that in the operation period of the road the noise level in the area at distance beyond 50 m from the road will below the class IV standard limit specified in GB3096-93 (daytime 70dB(A), nighttime 55dB(A)). (3) Impact assessment on the sensitive spot The noise sensitive spots along the proposed road area are listed in Table 5-5. The envirorunental noise level for each sensitive spot can be forecasted by summing up the forecasted traffic noise and the current background noise level. Table 5-6 shows the noise level at each sensitive spot in the operation period, in comparison with standard noise level limit specified in the standard of GB3096-93 (average area applies to class IV standard, and the area of cultural and education, hospital applies to class II standard). The noise level needs to be reduced in the future for each sensitive spot is listed in Table 5-7. Table 5-5 Noise sensitive spots along the proposed road Road section Sensitive spot Location Distance from road (m) Features Dawu link Leshan Primary School K2+630 100 6 classes, 250 people Lengpeng School K3+570 80 10 classes, 500 people Huayuan link Jinfeng Primary School K6+200 180 6 classes, 200 people Caopu School K4+500 50 6 classes, 200 people Xiaogan link Lixiangcun Primary K6+500 SO 6 classes, 250 people School _ l Weizhan School K8+500 50 6 classes, 200 people 15 Table 5-6 Noise forecast for each sensitive spot along the proposed road Distance from 2000 2010 2020 Road section Sensitive spot road (m) LeqFoRECAST (dB) LeqFOREcAsT (dB) LeqFOREcAsT d(B) Day Night Day. Night. Day. Night. Dawu link Leshan Primary School 100 55.2 48.1 52.8 45.8 54.5 47.6 Lengpeng School 80 56.6 49.7 54.1 47.2 55.9 49.0 Huayuan link Jinfeng Schoo! 180 46.4 40.9 48.1 42.0 50.8 44.5 Xiaogan link Caopu School 50 57.3 50.7 59.1 52.5 60.9 54.1 Lixiangcun Primary Sc. 50 57.3 50.7 59.1 52.5 60.9 54.1 Weizhan School 50 57.3 50.7 59.1 52.5 60.9 54.1 Table 5-7 The noise overage level for each sensitive spot along the proposed road Distance from 2000 2010 2020 Road section Sensitive spot road (m) LeqFORECAS (dB) LeqFo0EcAST (dB) LeqFOREcAsT d(B) __________ _ __________________ __________ Day Night Day. Night. Day. Night. Dawu link Leshan Primary School 100 Lengpeng School 80 Huayuan link Jinfeng School 180 Xiaogan link Caopu School 50 0.7 - 2.5 0.9 4.1 Lixiangcun Primary Sc. 50 0.7 - 2.5 0.9 4.1 Weizhan School 50 0 7 2.5 0.9 4.1 Note: "-" stands for no overage over the standard limit. It can be seen from the Table above that there are some overage of the noise level over the standard limit by the year of 2020 for some sensitive spots. Noise environmental monitor work at the sensitive spots will be conducted, on the base of which appropriate measures will be taken to reduce the noise level. 5.4 Air Environment Impact Forecast and Assessment 5.4.1 Environmental impact assessment for the construction period Air pollution during the construction period is mainly caused by the dusts arising from the construction machine operation at the worksite. So TSP will be major assessment item. (1) Dust pollution caused by earth mixing There are two types of earth mixing plant: stationary mixing plant and road mixing plant. The road mixing is mobile, which will cause pollution all the way along the road, but the pollution impact area is small. If road mixing plant is used, the TSP concentration in the air will be below the class II standard level at place 50 m from the road. If stationary mixing plant is used there will be no impact on places 150 m from the road. (2) Dust pollution caused by transport vehicles during construction 16 During construction period, there will be TSP pollution caused by construction materials transport, including loading and unloading of the materials. On-the-spot investigation shows that the TSP concentration measured at places over 150 m from the road will be over the class II standard level, which indicates that the TSP pollution caused by materials transport can be serious along the road construction area. (3) Impact assessment for Dawu link and Huayuan link bitumen pavement construction on the air environmental Bitumen pavement will be built for Dawu link and Huayuan link. The bitumen smoke produced by bitumen concrete mixing plant will pollute the air around the area. According to on site survey, the bitumen smoke produced by the MARINI company made MV2A bitumen mixer, measured bitumen smoke at place in the leeward direction 100 m away will be below the class I standard level specified in the Bitumen Industry Emission Standard. Therefore the bitumen mixing plant should be established at places, from which no sensitive spot should be within 200 m in the leeward direction, such as hospital, school, or densely populated area. 5.4.2 Air environmental impact forecast for operation period In the operation period the air environmental impact mainly comes from the vehicle emissions. CO and NOx pollutants will be forecasted for the operation period impact assessment, with forecast years of 2000, 2010 and 2020. (I) Forecast model The continuous vehicle emission forms a linear pollutant source. According to the Gauss disperse system, the pollutants from the continuous linear source can be calculated by integration, with its concentration being the sum of those of all the contributing spot sources, and the dispersion of the linear source is related to wind direction. The calculation model is as follows. 2 QL -He2 C(X, 0) = (-)l exp 7X U - SinO [ozo + az (X)] 2 [ao + Cz (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); cz - vertical dispersion parameter (m); szo - initial vertical dispersion parameter (assuming 3 m). (2) The forecast results The forecasted air pollutants of CO and NOx caused by the proposed road traffic are listed in Table 5-8 - Table 13. 17 According the analysis of the forecast, the air pollutants of CO and NOx produced by the traffic during the operation period of the proposed road will be small, which indicates that there will be enough bearing capacity for the air environmnent along the road area. Table 5-14 shows the class II standard level specified in the Air Quality Standard. (3) Sensitive spot forecast Table 5-15 shows the air pollution conditions at each sensitive spot along the road area, which indicates that the concentrations of CO and NOx on both sides of the road are all below the class II standard level specified in the Air Quality Standard. Therefore, there will be no overage of the CO and NOx pollutant concentrations over the standard level at the sensitive spots along the road area. 18 Table 5-8 Forecast of CO emission dispersion in year of 2000 over the road area (type D stability) Unit: mg/m' Angle b/w Distance Road section wind & \(m) 10 30 50 80 100 150 180 200 road (0) Traffic \ _ Dawu link 00 Peak hour 0.064 0.047 0.037 0.028 0.024 0.018 0.016 0.015 Daily average 0.057 0.041 0.033 0.025 0.022 0.016 0.014 0.013 900 Peak hour 0.073 0.060 0.050 0.040 0.035 0.027 0.024 0.022 Daily average 0.064 0.053 0.044 0.035 0.031 0.024 0.021 0.019 Huayuan link 00 Peak hour 0.013 0.010 0.008 0.006 0.005 0.004 0.003 0.003 Daily average 0.012 0.008 0.007 0.005 0.004 0.003 0.003 0.003 900 Peak hour 0.015 0.012 0.010 0.008 0.007 0.006 0.005 0.004 Daily average 0.013 0.011 0.009 0.007 0.006 0.005 0.004 0.004 Xiaogan link 00 Peak hour 0.029 0.021. 0.017 0.013 0.011 0.009 0.008 0.007 Daily average 0.026 0.019 0.015 0.012 0.010 0.008 0.007 0.006 900, Peak hour 0.034 0.028 0.023 0.019 0.016 0.013 0.011 0.010 Daily average 0.030 0.024 0.021 0.016 0.014 0.011 0.010 0.009 19 Table 5-9 Forecast of CO emission dispersion in year of 2010 over the road area (type D stability) Unit: mg/m3 Angle b/w Distance Road section wind & (m) 10 30 50 80 100 150 180 200 road (0) Traffic \ . _ Dawu link 00 Peak hour 0.037 0.027 0.021 0.016 0.014 0.010 0.009 0.008 Daily average 0.032 0.023 0.019 0.014 0.012 0.009 0.008 0.007 900 Peak hour 0.041 0.034 0.029 0.023 0.020 0.015 0.013 0.012 Daily average 0.036 0.030 0.025 0.020 0.018 0.013 0.012 0.011 Huayuan link 00 Peak hour 0.023 0.016 0.013 0.010 0.009 0.006 0.006 0.005 Daily average 0.020 0.014 0.011 0.009 0.008 0.006 0.005 0.005 900 Peak hour 0.026 0.021 0.018 0.014 0.012 0.009 0.008 0.008 Daily average 0.022 0.019 0.016 0.012 0.011 0.008 0.007 0.007 Xiaogan link 00 Peak hour 0.049 0.036 0.029 0.022 0.019 0.015 0.013 0.012 Daily average 0.043 0.032 0.026 0.019 0.017 0.013 0.011 0.010 900 Peak hour 0.057 0.047 0.039 0.031 0.028 0.021 0.019 0.017 Daily average 0.050 0.041 0.034 0.028 0.024 0.019 0.016 0.015 20 Table 5-10 Forecast of CO emission dispersion in year of 2020 over the road area (type D stability) Unit: mglm3 Angle b/w Distance Road section wind & \(m) 10 30 50 80 100 150 180 200 road (0) Traffic \ _ __ Dawu link 00 Peak hour 0.067 0.049 0.039 0.030 0.026 0.019 0.017 0.015 Daily average 0.059 0.043 0.034 0.026 0.022 0.017 0.015 0.014 900 Peak hour 0.076 0.063 0.053 0.042 0.031 0.028 0.025 0.023 Daily average 0.067 0.055 0.046 0.037 0.032 0.025 0.022 0.020 Huayuan link 0o Peak hour 0.054 0.040 0.031 0.024 0.021 0.016 0.014 0.012 Daily average 0.048 0.035 0.027 0.021 0.018 0.014 0.012 0.010 900 Peak hour 0.061 0.051 0.042 0.034 0.030 0.023 0.020 0.018 Daily average 0.054 0.045 0.037 0.030 0.026 0.020 0.018 0.016 Xiaogan link 0O Peak hour 0.084 0.062 0.050 0.038 0.033 0.025 0.022 0.02Q Daily average 0.074 0.055 0.044 0.034 0.027 0.022 0.019 0.018 900 Peak hour 0.098 0.081 0.068 0.054 0.048 0.037 0.032 0.030 Daily average 0.086 0.071 0.060 0.048 0.042 0.032 0.028 0.026 21 Table 5-11 Forecast of NOx emission dispersion in year of 2000 over the road area (type D stability) Unit: mg/rn3 Angle b/w Distance Road section wind & (m) 10 30 50 80 100 IS0 180 200 road (0) Traffic \ Dawu link 00 Peak hour 0.015 0.011 0.009 0.007 0.006 0.004 0.004 0.003 Daily average 0.013 0.010 0.007 0.006 0.005 0.004 0.003 0.003 900 Peak hour 0.017 0.014 0.012 0.009 0.008 0.006 0.005 0.005 Daily average 0.015 0.012 0.010 0.008 0.007 0.005 0.005 0.004 Huayuan link 00 Peak hour 0.003 0.002 0.002 0.001 0.001 0.001 0.001 0.001 Daily average 0.003 0.002 0.002 0.001 0.001 0.001 0.001 0.001 900 Peak hour 0.003 0.003 0.002 0.002 0.002 0.001 0.001 0.001 Daily average 0.003 0.002 0.002 0.002 0.001 0.001 0.001 0.001 Xiaogan link 00 Peak hour 0.007 0.005 0.004 0.003 0.003 0.002 0.002 0.002 Daily average 0.006 0.004 0.003 0.003 0.002 0.002 0.002 0.001 900 Peak hour 0.008 0.006 0.005 0.004 0.004 0.003 0.003 0.002 Daily average 0.007 0.006 0.005 0.004 0.003 0.003 0.002 0.002 22 Table 5-12 Forecast of NOx emission dispersion in year of 2010 over the road area (type D stability) Unit: mg/m' Angle b/w Distance Road section wind & (m) 10 30 50 80 100 150 180 200 _______ road (0) Traffic \ Dawu link 00 Peak hour 0.007 0.005 0.004 0.003 0.003 0.002 0.002 0.002 Daily average 0.006 0.005 0.004 0.003 0.002 0.002 0.002 0.001 900 Peak hour 0.008 0.007 0.006 0.004 0.004 0.003 0.003 0.002 Daily average 0.007 0.006 0.005 0.004 0.003 0.003 0.003 0.002 Huayuan link 00 Peak hour 0.004 0.003 0.002 0.002 0.002 0.001 0.001 0.001 Daily average 0.004 0.003 0.002 0.002 0.001 0.001 0.001 0.001 900 Peak hour 0.005 0.004 0.003 0.003 0.002 0.002 0.002 0.001 Daily average 0.004 0.004 0.003 0.002 0.002 0.002 0.001 0.001 Xiaogan link 00 Peak hour 0.009 0.007 0.006 0.004 0.004 0.003 0.002 0.002 Daily average 0.008 0.006 0.005 0.004 0.003 0.002 0.002 0.002 900 Peak hour 0.011 0.009 0.008 0.006 0.005 0.004 0.004 0.003 Daily average 0.010 0.008 0.007 0.005 0.005 0.004 0.003 0.003 23 Table 5-13 Forecast of NOx emission dispersion in year of 2020 over the road area (type D stability) Unit: mg/m3 Angle b/w Distance Road section wind & \(m) 10 30 50 80 100 150 180 200 road (0) Traffic Dawu link 00 Peak hour 0.010 0.007 0.006 0.004 0.004 0.003 0.002 0.002 Daily average 0.009 0.006 0.005 0.004 0.003 0.002 0.002 0.002 900 Peak hour 0.011 0.009 0.008 0.006 0.005 0.004 0.004 0.003 Daily average 0.010 0.008 0.007 0.005 0.005 0.004 0.003 0.003 Huayuan link 00 Peak hour 0.008 0.006 0.005 0.004 0.003 0.002 0.002 0.002 Daily average 0.007 0.005 0.004 0.003 0.003 0.002 0.002 0.002 900 Peak hour 0.009 0.007 0.006 0.005 0.004 0.003 0.003 0.003 Daily average 0.008 0.007 0.005 0.004 0.004 0.003 0.003 0.002 Xiaogan link 00 Peak hour 0.012 0.009 0.007 0.006 0.005 0.004 0.003 0.003 Daily average 0.011 0.008 0.006 0.005 0.004 0.003 0.003 0.003 900 Peak hour 0.014 0.012 0.010 0.080 0.070 0.054 0.047 0.044 Daily average 0.013 0.010 0.009 0.007 0.006 0.005 0.004 0.004 24 Table 5-14 Class 11 standard for air quality (GB3095-82) Pollutant Concentration (mg / in') . ________________________ Sampling time Class 11 standard NOx Daily average 0.10 Any time 0.15 CO Daily average 4.00 Any time 10.00 Table 5-15 Air pollution conditions at each sensitive spot along the road area Sensitive spot Distance Year Traffic CO concentration Overage NOx Overage (m) condition (mg I Mi) concentration _____ _ ______ ____________ (mg / m') Dawu link 2000 Peak 0.804 - 0.815 0.026 - 0.028 Average 0.802 - 0.811 0.025 - 0.027 - Leshan Primary School 100 2010 Peak 0.794 - 0.800 0.023 - 0.024 - Average 0.792 - 0.798 - 0.022 - 0.023 2020 Peak 0.806 - 0.817 - 0.024 - 0.025 - Avcrage 0.802 - 0.812 - 0.023 - 0.025 - DJwu link 2000 Peak 0.808 - 0.820 0.027 - 0.029 Average 0.805 - 0.815 - 0.026 - 0.028 - Lengpeng School 80 2010 Peak 0.796 - 0.803 - 0.023 - 0.024 - Average 0.794 - 0.800 - 0.023 - 0.024 - 2020 Peak 0.810 - 0.822 - 0.024 - 0.026 Average 0.806 - 0.817 - 0.024 - 0.025 - Huayuan link 2000 Peak 0.573 - 0.575 - 0.020 Average 0.573 - 0.574 - 0.020 - Jinfeng School 180 2010 Peak 0.576 - 0.578 - 0.020 - 0.021 - Average 0.575 - 0.577 - 0.020 - 2020 Peak 0.584 - 0.590 - 0.021 - 0.022 - I_Average 0.582 - 0.588 - 0.021 - 0.022 - Xiaogan link 2000 Peak 0.567 - 0.573 - 0.021 - 0.022 - Average 0.565 - 0.571 - 0.020 - 0.022 - Caopu Primary School 50 2010 Peak 0.579 - 0.589 - 0.023 - 0.025 - Average 0.576 - 0.584 - 0.022 - 0.024 - 2020 Peak 0.600 - 0.618 - 0.024 - 0.027 - ____ _I_ Average 0.594 - 0.610 - 0.023 - 0.026 Xiaogan link 2000 Peak 0.567 - 0.573 0.021 - 0.022 _ Average 0.565 - 0.571 0.020 - 0.022 - Lixiangcun Primary 50 2010 Peak 0.579 - 0.589 0.023 - 0.025 - School Average 0.576 - 0.584 0.022 - 0.024 - 2020 Peak 0.600 - 0.618 0.024 - 0.027 - Average 0.594 - 0.610 0.023 - 0.026 Xiaogan link 2000 Peak 0.567 - 0.573 - 0.021 - 0.022 Average 0.565 - 0.571 - 0.020 - 0.022 Weizhan School 50 2010 Peak 0.579 - 0.589 - 0.023 - 0.025 Average 0.576 - 0.584 - 0.022 - 0.024 2020 Peak 0.600 - 0.618 - 0.024 - 0.027 Avcrage 0.594 - 0.610 - 0.023 - 0.026 25 I I CHAPTER 6 ENVIRONMENT PROTECTION MEASURES AND RECOMMENDATIONS 6.1 Environmental Protection Measures in Design Period (l) In the design stage the farm land occupation for the Dawu link and Huayuan link should be as less as possible and it is necessary to keep the road aloof from the environmental sensitive areas such as school, resident area, etc., to reduce the air pollution and noise impact. Meanwhile it is also necessary to keep the road aloof from the areas with poor geological condition and cultural relics as far as possible. As for Xiaogan link, it is necessary to strictly control the land use along both sides of the road. (2) The route design should follow the principle of "near the city but not entering into the'city" for the road, and should be combined with local area development program. (3) The bridges and drainage system should be designed taking into account of flood discharge and control without damage to the local farmland irrigation system. (4) Appropriate trees and plants suitable for the local climate should be selected for the green belt, which should be conducted in the design stage. (5) Land acquisition and resettlement should be properly arranged so that the living standard of the resettled people and the production level should not be lowered. (6) Quarry, earth borrowing site and wastes treatment site should be properly selected and be kept far away from such sensitive areas as resident area, school, etc., to protect the people from being affected by dusts pollutant. (7) High filling and deep cutting should be avoided to protect the existing vegetation. The water discharged from the drainage system should not damage the farm land. (8) Compensations should be made for the ponds occupied by the proposed road, based on the original function of the pond. For the fish pond near the road, the water from the drainage system should not be discharged directly into the pond. 6.2 Environmental Protection Measures in Construction Period (1) Noise during the construction period will disturb the local people living close to the construction site, therefore when there is resident area less than 50 m away from the construction site, night time machine work should not be arranged from 22:00 to 6:00 next morning. (2) Appropriate work shift should be arranged for workers so that they will not be 26 affected by the noise too much. And the construction machines should be properly maintained to keep the machine in good performance and the lowest possible noise level. (3) Construction machine noise will be detrimental to human hearing capability. It is recommended that according to the labour healthy standard, when noise level exceeds 90dB, every 3 dB increase of the noise level should result in half reduction of the daily work time. Besides, necessary labour protection measures should be adopted, such as wearing ear plug or cotton, etc.. (4) The cement mixing plant should be set up at the area, with no densely populated area being found in a distance of 200 m in the leeward direction. (5) The stationary lime mixing plant should be used as much as possible. Two stage dust collection device should be provided for the mixing plant. The lime and bitumen mixing plant should set up at the area, with no such sensitive areas as resident area, school, and hospital being found in a distance of 200 m in the leeward direction.. Totally closed mixer should be used when road mixing plant is adopted. (6) The construction materials yard should be kept in a distance away from the resident area, and should be covered. When the bulk materials to be transported, totally closed loading system should be adopted to prevent spilling of the materials over the road. (7) Watering will be conducted on the road construction site in dry season, particular attention should be paid to the lime soil mixing plant. (8) To reduce temporary land occupation as much as possible and reduce the occupation time, and return the land back to original use in time. Training for construction workers is also necessary to protect the wild life and vegetation. (9) It is better to select highland and uncultivated land as earth borrowing site. Vegetation should be planted on the earth borrowing site and the spoil area soon after construction, to prevent soil erosion. (10) During bridge construction period the waste materials should be disposed properly not to pollute the water body nor block the river. (I1) The solid wastes and garbage should be treated regularly in good order. (12) The public utilities should not be interrupted by the road construction. Temporary electric supply facilities, wires, communication lines should be provided whenever it is necessary. 27 (13) Pay attention to dietetic hygiene during the construction period, to prevent the breeding of flies and mosquitoes, and to prevent epidemic diseases from spreading. (14) During the construction period, it is important to made known to the public and the construction team to understand the significance of the cultural relics protection. Once there is any underground cultural relics discovered, the cultural relics administration bureau should be informed of the event, and stop excavating and should not resume to work until proper treatment and procedures is finished. (15) During the construction period for Xiaogan link, the construction worksite traffic management should be strengthened, to prevent accident and traffic congestion. Meanwhile the Contractor should make appropriate transport plan for construction materials to reduce interference with the existing road traffic. 6.3 Environmental Protection Measures in Operation Period (1) The forecast shows that the noise impact caused by the proposed road is small. In view point of long term consideration, it is recommended that the land use planning department should control the land use along both sides of the road. No more new environmental sensitive buildings such as resident houses, schools, hospitals should be built along both sides of the road. (2) To strengthen traffic management and road maintenance work, so as to keep the road traffic and the pavement in good condition. (3) The noise level at three sensitive spots in Xiaogan link will be a little over the standard limit in the mid term by the year of 2010, and will be more overage by the year of 2020. Therefore it is recommended that monitor work should be strengthened at these spots and appropriate measures should be taken based on the monitored results. (4) Enforcement of the regulations for dangerous goods transport should be strengthened to prevent the accident. 28 CHAPTER 7 ENVIRONMENTAL MONITOR AND MANAGEMENT 7.1 Environmental Monitor (1) Purpose and principles The purpose of environmental monitor is to check the implementation of various measures to mitigate pollution, to check the environmental forecast and to provide basis for the time schedule and implementation scheme adjustment for environment protection measures. The principle to set forth the monitoring plan is the major impact in different period. (2) Monitor item The environment impact mainly happens in the construction period and the operation period. During the construction period, the items monitored shall be the TSP, and noise; the main environmental impact in operation period is noise. (3) Environmental monitor organization According to the administration system, it is recommended that the environmental monitor work for the proposed road project be undertaken by Xiaogan Municipal Environmental Monitor Station. To ensure the monitor plan to be implemented, the Owner of the project should sign a contract with the monitor station before the construction, for the monitor work during the construction period; and before the road put into operation another contract should be signed for the monitor work during the operation period. The cost for the monitor work during the construction period is about CNY 0.1 million, and that during the operation period CNY 0.1 million, with a total of CNY 0.2 million. (4) Environmental monitor plan Based on the forecasted impact, the environmental monitor plan has been made, as shown in Table 7-1 and table 7-2. Table 7-1 Ambient noise monitor plan Phase Location Item Frequency Duration Sampling Action unit Unit in charge Supervis I . or Construction within 50 m Local Construction Local period from densely 3 times Monitor Supervision EPB populated noise per month Station Company area or sensitive spot _I day twice a day Lime Mixing Plant, noise 4 times Unpaved per year temporary road EPB: Environmental Protection Bureau; 29 Table 7-2 Air monitor plan Phase Location Item Frequen. Duration Sampling Action unit Unit in charge Supervis. Construction Lime Mixing construction Monitor Construction Local period Plant, 3 times time unit under Supervision EPB Unpaved per I each HPCD Company temporary TSP month I day a.m. & p.m. road, near large resident area & school (5) Monitor report system Fig. 7-1 shows the monitor report system. The monitor work undertaker should submit the monitor report to relative authority. Provincial Environmental Environmental Protection Division Protection Bureau of Provincial Communications Department Local Provincial Environmental Highway Environmental Protection Bureau Bureau Monitor Station Fig. 7-1 Environmental report system 7.2 Environmental Management (1) Executive agency The environmental management for the proposed road project will be implemented by the Environmental Protection Division (EPD) of Hubei Provincial Communications Department (HPCD). The environmental management organization structure for construction and operation period is shown in Fig, 7-2 and Fig. 7-3. The summary of the management work is shown in Table 7-3. (2) Supervision agency Hubei Provincial Environmental Protection Bureau (HPEPB) is the competent authority responsible for unified environmental administration and supervision work under the Hubei provincial people's government. There are local EPBs under the local government, municipal and county level government, responsible for environmental administration and supervision work in its jurisdiction area. There is a environmental 30 EPD of HPCD |HPH | [ : ~~~~~~~Contractor| Environmental Environmental supervision monitor engineer station Fig. 7-2 Environmental management organization (construction period) EPD of HPCD Provincial Highway Bureau Xiaogan Transport Breau l I Dawu Conty Xiaochang County Transport Bureau Transport Bureau Fig. 7-3 Environmental management organization (operation period) monitor center set in the provincial EPB, at the municipal (region) level there is environmental monitor station responsible for environmental monitor work in each own jurisdiction area. The environmental protection work for this proposed road project will be under the supervision of the local EPBs along the road area. 7.3 Environmental Action Plan and Cost Estimation The road side plantation and sideslope vegetation will be done in the construction period, with unit cost of CNY 2000/k1n, and total cost of CNY 0.656 million. The monitor cost is about CNY 0.20 rnillion. To ensure quality work for environmental protection during the construction period and the operation period, personnel training is recommended before hand, with the training cost about CNY 50000. The total environmental investment cost is about CNY 0.906 million. 31 Table 7-3 Summary of environmental management work for the proposed project Environmenta! Protection measures Action unit Unit in charge factor Design stage . - 1. Route selection Less farmland occupation as much as possible Contractor HPCD - Awav from sensitive areas as far as possible - Aloof from areas with poor geologic condition & the relics * Give publicity to the road project 2. Soil erosion Plantation design along the road area * Proper selection of quarry & earth borrowing site, spoil area * Comprehensive drainage system design * Avoid high filling & deep cutting as much as possible, rehabilitate the work site with plantation afterwards 3. Land acquisition * Proper living and production arrangement & resettlement Economic compensation for pond occupation 4. Bridge & culvert Taking into account of flood discharge & irrigation system Constriction period 1. Noise No night time work (22:00 - 6:00) when there is resident Contractor Supervision areas within a distance of 50 m engineer * Meticulous maintenance of the machine & work shift timing HPHighway * Proper labour protection according to the Standard Bureau 2. Air pollution Set of the mixing plant at least 200 m away from sensitive Design unit HPCD areas of resident, school, hospital, etc. Using stationary plant for lime soil mixing as far as possible the mixer be equipped with two stage dust collection device * Materials yard be away from densely populated area, the bulk materials be covered * Watering the work site in dry season 3. Eco-system Reasonable temporary land use planning & return back to original use in time Appropriate cutting/filling, spoil site selection, to use high land & waste land, covered with vegetation afterwards * Give priority to bridge & culvert constructing to ensure flood discharge & farm land irrigation Regular wastes treatment Quality drainage system work & treatment of road section with poor geologic condition by design requirements 4. Others Temporary public utility facility arranged when necessary Dietetic hygiene & daily environmental hygiene Once underground relics discovered proper procedures be observed, inform the cultural relics department of the event * Strengthen traffic management to prevent congestion and accident during construction period Safety education for the workers Operation period 1. Land use plan Land use control of the road side area within 50 m Land Plan.D. PCC, PLB 2. Transport & road * Strengthen traffic and road maintenance management Xiaogan PSB HPPSB maintenance & MTB HPCD 3. Dangerous goods * Enforcement of regulations for dangerous goods transport _ 4. Environmental * Implement environmental monitor work according to plan Monitor HP Highway monitor Station Bureau HPCD: Hubei Provincial Communications Department; HP: Hubei Province; PSB: Public Security Bureau; MTB: Municipal Traffic Bureau; PLB: Provincial Land Bureau; PCC: Provincial Construction Commission; 32 CHAPTER 8 CONCLUSIONS (I) Due to the earth and stone cutting and filling work, road engineering will change the landform along the road area to some extent, the impact of which, however, can be reduced to the minimum by appropriate protection measures in engineering work, during the design, construction and operation period. Therefore the impact of water and soil erosion along the road area will be small. There is little impact on the farm land irrigation system along the road area. The bridges and culverts designed for the road will ensure to bring into full play of the irrigation system. (2) There is no wild life and primeval forest preservation zone, nor there is any precious animal plant having been discovered or distributed around the area. The short term impact caused by land occupation can be made up by industrial and farm products processing development. The long term green beautification along the road will compensate the damage to the vegetation to certain extent. (3) The road project will produce great social economic benefit after the road put into operation. It will give big impetus to the local and the provincial social economic development . (4) Land acquisition and relocation is the main social impact caused by the road project, which can be reduced to the minimum by appropriate government policy and proper organization of the resettlement. It has been recommended that appropriate compensation be made to reduce the impact combined with well organized local area development. (5) The assessment shows that the air quality and the acoustic environment are and will be good. The noise and air pollutant impact in the construction period is temporary and small. As mentioned above the proposed road project is feasible in terms of environmental protection. There will be no significant pollution caused by the construction and operation of the road project. So long as the environmental protection and mitigation measures being taken in different stages of the road project development, the road project can be developed in harmony with the socio-economic development and the environmental protection development. Therefore, the proposed road engineering project is feasible. Due to the great socio-economic benefit brought about by the road project to the Xiaogan city and the whole Hubei province, it is recommended that the road construction should be started and completed as early as possible. 33 A I