E-254
WorldBank Loan Project REVISEDVOL.
9, . - ij 3:0J Public Disclosure Authorized
ZHANGPU HUM-CHILING HIGHWAY The Other Highway Project Fujian Provincial Highway Project II Tongjiang-Sanya National Highway Trunk Line People's Republic of China Public Disclosure Authorized Statement of Environmental Impact Assessment Public Disclosure Authorized
Research Institute of Highway Public Disclosure Authorized Ministry of Communications April, 1999 WorldBank Loan Project
ZHANGPU HUXI-CHILING HIGHIWAY
The Other Highway Project
Fujian Provincial Highway Project II
Tongjiang-Sanya
National Highway Trunk Line
People's Republic of China
Statement of Environmental Impact Assessment
SChNrQECPILi: COPY it i N |Date t! lio
FILE(Co(alP*UPIIor #) Nc,Gtl tG 5 Q(ftBA*CPiec
Research Institute of Highway Ministry of Communications April, 1999 Research Institute of Highway Ministry of Communications
Director : Chen Guojing Chief Engineer : Xing Huichen
Environment Protection Division
Division Head : Ye Huihai
Chief Engineer : Liu Shutao
Project Team Leader : Shen Yi (EIA Profesional Competence Certificate, No. 2116, Communications);
Project Team Member : Yan Xiaolin, Assisitant Research Fellow (EIA Profesional Competence Certificate, No. 0060 Beijing); Li Xiyun, Senior Engineer, (EIA Profesional Competence Certificate, No. 0907, Beijing); Wang Fang,Engineer (EIA Profesional Competence Certificate, No. 0098, Beijing);
Final report compiled by Wang Fang Foreword
Zhangzhou-Zhaoanexpressway is an importantsection within Fujian province of the national trunk road from Tongjiang,Heilongiang province,to Sanya, Hainan province.It is the Fujian ProvincialHighway Project II with the World Bank loan. Constructionof Zhangzhou-Zhaoanexpressway will speed up completionof the coastal corridor construction.The Huxi-Chilingroad is one of the Other Highway Projectof the ProjectII.
Huxi and Chilinglocated in the north-east'of Zhangpucounty. Completion of the Huxi-Chilingroad will attract the traffic from Guanxun, Changqiaoand the others along the nationalroad 324 to entering into the Zhaojiabaointerchange, which will greatlyenhance the capacityof the localroad networkand helpstrengthen cultural and eoonomicexchanges for the local area with the outside world to benefit the local area's economicdevelopment as well as the tourismresources of Huxi and Chiling.
Entrustedby the projectowner, the ResearchInstitute of Highway(RIOH) of the Ministryof Communications(MOC) undertakes the environmentalimpact assessment for the attachedproject. In December, 1998, with the assistancefrom the Fujian CommunicationsDepartment, the Fujian CommunicationsPlanning and Design Institute (FCPDI),and the HighwayBureau of ZhangpuCounty, the ELAworking group from the RIOH conductedan on-site investigationof the area along the road, and collectedmaterials relevant to the EIA work, on the base of whichthe Statement of the EnvironmentalImpact Assessmentfor the ZhangpuHuxi-Chiling Road was accomplished.In March, 1999 the ELAworking group had discussionswith the environmentalexpert from the WorldBank, with amendmentsmade to the Statement of EIA done in February,1999, based on the advice from the expert.We would like express our appreciationto all those who gave us support to make the EIA work success. Content
1. GeneralIntroduction I 1I.1Purpose of the EIA 1 1.2 Laws,regulations and documentsas the basis of the EIAreport I 1.3Assessment scope and time horizon 2 1.4Assessment method and emphasis 3 1.5Enviromnental protection target 4
2. EngineeringBrief S 2.1 Roadalignment and controlpoints 5 2.2 Trafficforecast 5 2.3 Constructionscale and technicalstandards 5 2.4 Mainengineering work amount 5 2.5 Estimationof investment,financing and economicassessment 6 2.6 Analysisof main environmentalimpact factors 7
3. EnvironmentalConditions and the CurrentStatus Assessment 9 3.1 Naturalgeographical conditions 9 3.2 Statementof currentstatus of societalenvironment 10 3.3 Investigationand assessmentof currentstatus of ecologicalenvironment 13 3.4 Currentstatus assessment of acousticenvironment and ambientair quality 14
4. EnvironmentalImpact Forecast and Assessment 15 4.1 Statementof societalenvironmental impact 15 4.2 Ecologicalenvironmental impact assessment 16 4.3 Forecastand assessmentof acousticenvironment 17 4.4 Forecastand assessmentof ambientair quality 22
5. EnvironmentalImpact Prevention and ControlMeasures 28 5.1 Designperiod 28 5.2 Constructionperiod 28 5.3 Operationperiod 30
6. AlternativeSchemes and Comparisons 31 6.1 Briefintroduction to the scheme 31 6.2 Cpmparisonof the alternativeroute scheme 31
7. EnvironmentalMonitoring and Management 33 7.1 Environmentalmonitoring 33 7.2 Environmentalmanagement organization 33 7.3 Actionplan for environmentalprotection and management 35 7.4 Environmentalprotection measures cost estimation 36
2 8. Public Participation 37 9. Conclusions 38
3
3 1. General Introduction 1.1 Purpose of the EIA (1) By description, forecast and assessment of the social, economic, natural and ecological environmental impacts, both in terms of their scope and extent, arising from the proposed highway project in different stages of highway design, construction and operation, to provide the basis for optimized selection of the road alignment;
(2) To set forth feasible preventive and protective measures so as to minimize the negative impacts caused by the highway project, in the stages of construction and operation of the highway, in terms of the pollution and local vegetation damages, and to provide recommendationsfor the environmentalengineering design;
(3) To provide supplement information and scientific basis for the environmental management and the development planning for the areas along the highway to promote sustainable development of social economic transport in harmony with the environment.
1.2 Laws, regulationsand documents as the basis of the EIA report (1) "Law of EnvironmentalProtection of the People's Republic of China"; (2) "Law of the People's Republic of China for the Prevention and Treatment of Water Pollution"; (3) "Law of the People's Republic of China for the Prevention and Treatment of Air Pollution"; (4) "Law of the People's Republic of China for the Prevention and Treatment of Noise Pollution"; (5) "Law of Cultural Relics Protectionof the People's Republic of China" (6) "Law of Water and Soil Retention of the People's Republic of China"; (7) "Land Administration Law of the People's Republic of China"; (8) "Regulations Concerning with the EnvironmentalProtection and Management of Capital ConstructionProject", State Council Ordinance No.253; (9) "Notice to Strengthen the Environmental Impact Assessment and Management of Construction Project Financed by Loan from International Financial Organizations"jointly issued by NEPA, State Planning Commission, the Ministry of Finance and People's Bank of China (1993) No.324; (10) Operational Directive (OD) 4.01 (1991) on Environmental Assessment, (World Bank); (11) Opertional Policies (OP) 4.01 (1999), Bank Procedures (BP) 4.01 (1999), Good Practices (GP) 4.01 (1999) on EnvironmentalAssessment (World Babnk); (12) "Technical Guidelines for IEA", HJ/T2.1 - 2.3-93, HJ/T2.4-1995 and HJ/T- 19-1997, NEPA; (13) "Measures Concerning the Environmental Protection and Management for Communications Construction Project" issued by the Ministry of Communications; (14) "Specifications for Environmental Impact Assessment of Highway Construction Project" JTJO05-96; (15) "Confirmation of the Standards to be used for Environmental Impact Assessment for Zhangzhou-Zhaoan Expressway" [1998] No. 032, issued by the Fujian, Provincial Environmental Protection Bureau; (16) "Engineering Feasibility Study Report for Zhangpu Huxi-Chiling Highway, the Other Highway Project of Fujian Provincial Highway Project II", made by Fujian Provincial Highway Planning and Design Institute, February, 1999.
1.3 Assessment scope and time horizon 1.3.1 Assessment scope The assessment scope of the project for edological, noise and air environment is within the area of 200 meters from both sides along the central line of the proposed road, based on the features of the environmentalimpact at the stages of construction and operation of the road and the features of the natural environment. The assessment scope of the social economic environment is only in the areas with direct impacts.
1.3.2 Assessment time horizon According to the time schedule of the engineering work and the traffic forecast, the time horizon for the assessment shall be as follows. Construction period: 1999 - 2001; and Operation period: 2001, 2005, 2010, 2016.
1.3.3 Assessment standard According to the document of "Confirmation of the Standards to be used for Environmental Impact Assessment for Zhangzhou-Zhaoan Expressway" [1998] No. 032, issued by the Fujian Provincial Environmental Protection Bureau, and the requirement of the World Bank expert, the standards used in the assessment are as follows:
(1) Standard for noise assessment The "Standard Noise Limit for Construction Site" (GB12523-90) shall be used for assessment for the construction period, as shown in Table 1-1; and the "Ambient Noise Standard for Urban Area" (GB3096-93)shall be used for the noise assessment for the operation period of the highway as follows: class IV standard for areas within a distance of 100 meters from the central line of the road, class II standard for the areas within a distance of 100 - 200 meters from the central line of the road, and Class I standard for schools and hospitals inas shown in Table 1-2.
Table 1-1Standard noiselimit for constructionsite (GB12523-90) Constructionstage Mainsources of noise Noiselimit .______Daytime Nighttime Earth& stonework Bulldozer,excavator, loader, etc. 75 55 Piling Variouspiling machine 85 banned Structurework Concretemixer, vibrator etc. 70 55
2 Table 1-2 Ambientnoise standard(GB3096-93) LA.J: dB Classification Daytime Nighttime Class I 55 45 Class 11 60 50 Class IV 70 55
(2) Ambient air quality assessment standard Construction period: Class II standard in the "Ambient Air Quality Standard" (GB3095-96) for TSP, and the "Air Pollutani Cpmprehensive Emission Standard" (GB 1 6297-96) for bitumen smoke, as shown in Table 3; Operation period: the Class II standard as specified in the "Ambient Air Quality Standard" (GB3095-96) shall be used, as shown in Table 1-4.
Table1-3 "Air PollutantComprehensive Emission Standard" (GB16297-96)(Bitumen smoke) Productiontechnology Pollutant Emission limit (mg/m3) Bitumenmelting, mixin Smoke 80 - ISO
Table1-4 Ambient air quality standard mg/M3 Pollutant TSP NOx CO Concentration dailyaverage 0.30 0.10 4.00 Limit onehour average 1.00 0.15 10.00
1.4 Assessment method and emphasis 1.4.1 Assessment method Road environment is characteristic of long route and large area with environmental sensitive spots in different road sections, analysis and forecast will be made on the basis of the current status investigation, so that to assess the possible impacts and to find out correspondent mitigation and prevention measures.
Assessment of current status is based on survey and statistic analysis; with modeling and analogue methods for forecast and assessment of noise and ambient air impact; analogue method for environmental impact assessment for construction period; for the operation period, modeling forecast will be made to find out the areas with environmental quality to be up to the standard; survey and statistic analysis for social economic environment.
1.4.2 Assessment emphasis Based on the EIA analysis, the impacts on ecological environment, water and soil retention and the noise impact on local residents are to be the emphasis of the assessment.
1.4.3 Classification of the EIA In accordance with the classification of the EIA work as required by the World
3 Bank for road improvement project, this project is construction of a new road passing through such sensitive spots as resident area; therefore it is necessary to compile the EIA statement and the environmental action plan (EAP).
In accordance with the classification of the EIA for special subject as specified in the "Technical Guidelines for EA", the EIA for the ecological environment should be Class III; the EIA for ambient air quality should be Class III; and the EIA for acoustic environment should be Class II.
1.5 Environmentalprotection target (1) The target of environment protection for the proposed road project includes the agricultural ecological system and to maintain a proper environment for people's daily life along both sides of the road. (2) The environmental protection targets in terms of noise and air environment are shown in Table 1-5. Investigations show that there is no school and hospital in the areas 200m from both sides of the road.
Table 1-5 Environmental protection targets No. Name LocationDistance Briefdescription of environment ______m) ______(m l_ Xiayu kO+450 right 100 Existing road passes through village, 30 households 140 people, paddy 2 Huxi township kl+000 right 60 Resident houses beside road, over 78 residents, 20 households 3 Kuangcai k2+400 left 50 8 households, 40 people, paddy field around 4 Banyuan k2+800 right 40 12 households, 55 people, paddy & fruit tree around 5 Xiakang k3+650 right 50 12 households, 50 people, 6 Guotian k4+000 right 100 20 households, 80 pcople,5 households & 20 peoplecloser to road
4 2. Engineering Brief 2.1 Road alignmentand main control points The Huxi-Chilingroad starts from Huxi Xinyuan, northwards via the left side of Xiayu village, the left side of Huxi township government, to be connected with the existing road, which is to be straightened, to reach Kuangcai village (right side), then crosses over a small river to reach Banyuan village (left side), where once again connected with the existing road, which is to be straightened, and to turn left at the left side of Xiaken village, until passes through the left side of Tiancun village, afterwards, the road will goes on along the river and hillside, crossing over the small river once again, till the left side of Xiaoshanbao (k6+900), then the road will pass through Xiaoyakou (k8+000) turning left to be connected with San-Fu road at k22+780 and ends at Chiling Shewei. Total length of the road is 9.07km. The main control points are Xiayu village, Huxi township govermnent, Kuangcai village, Banyuan village, Xiaken village, Guotian village, and etc.. The Appendix Figure I is the layout of the Zhangpu Huxi-Chilingroad; and the Appendix Figure 2 is the alignment scheme.
2.2 Traffic forecast T-hetraffic forecast can be summarized in Table 2-1, based on the "Engineering Feasibility Study Report for Zhangzhou-Zhaoan Expressway Attached Project of Zhangpu Huxi-ChilingRoad".
Table 2-1 Summary of the traffic forecast Year 2000 2005 2010 2016 Traffic volume (medium vehiclelday) 2,535 3,307 4,512 6,260 Growth rate 6.87% 6.4 1% 5.61%
2.3 Constructionscale and technical standards 2.3.1 Constructionscale Based on the traffic forecast and the local economic development along the road area, as well as the natural and geographical conditions, the Huxi-Chilingroad should be built in accordance with the Class II standard for the heavy hilly area as specified in the "Road Construction Technical Standard" (JTJOI-97) issued by the Ministry of Communications in 1997, with subgrade width of 8.5 m, carriageway width of 7.0 m, bitumen penetrated pavement, and with total length of 9.07 km.
2.3.2 Technical standard Table 2-2 shows the technical standard indicators adopted for the road project.
2.4 Main engineering work amount The main engineering work amount is shown in Table 2-3.
5 Table 2-2 Construction scale and the technical standard Indicator Class 11road (Heavyhilly area) Dcsignspecd (km/h) 40 Subgradewidth (m) 8.5 Carriagewaywidth (m) 7 Generalminimum radius of horizontalcurve (i) 100 Ultimateminimum radius of horizontal curve (m) 60 Stopping sight distance (m) 40 Maximum longitudinal gradient (%/o) 7 Design flood frequency for medium bridge 1/100 (year) Design flood frequency for subgrade, small bridge & culvert I/50(year) Design loading capacity for bridge Vehicle - 20, trailer - 100
Table 2-3 Man engineering work amount No. Item Unit Quantity I Length km 9.07 2 Subgrade earth & stone work 336,500 of which: earth work M3 286,025 stone work 50,475 3 Subgrade drainage and protection m3 5,358 4 Bitumen penetrated pavement m2 62,510 5 Culvert No. 36 6 Medium bridge m /No. 140 / 2 7 Grade intersection No. 2 8 Land acquisition mu 272.1 9 Resettlement house m2 840
2.5 Estimation of investment, financing and economic assessment 2.5.1 Investmentestimation Total cost for the Huxi-Chiling road is estimated at CNY 20.5113 million (n'f which CNY 13.9332 million are construction and installation costs), with per kilometer cost of CNY 2.2614 million. The total engineering work need 116,172 worker day, steel materials (including steel bar, strand, etc.) 224 ton, raw wood 38 m3, sawn lumber 62 m3 , cement 3,444 ton, bitumen 421 ton, sand and sandy gravel 7,752m3, chip stone 7,235m3 , crushed stone 25,437m3, block stone 1,995m3 .
2.5.2 Financing Total investment for the Project shall be CNY 20.5113 million. Multiple channel financing of the provincial, municipal and local government investment, and application for the World Bank loan shall be adopted for the road project as follows.
(1) Application for the World Bank loan: CNY 4.10 million, accounting for 20% of the total investment; (2) Investment by the provincial, municipal and local government: CNY 16.4113
6 million, accounting for 80% of the total investment.
2.5.3 Economic assessment The results of cost benefit analysis for the project show that the economic benefit cost ratio is 2.92 (with given discount rate of 12%); with economic net present value of CNY 33.4422 million; economic internal return rate of 32.53%, and the pay back period of 6.95 years for the investment, which is good for the constructionproject.
The sensitive analysis shows that when the cost increases by 20%, meanwhile the benefit/cost ratio decreases by 20%, the economic benefit cost ratio is 1.98, with economic net present value of CNY 19.9455 million; economic internal return rate of 23.43%, and the pay back period of 9.50 years for the investment; therefore the road project will still have strong anti-risk capability.
2.6 Analysis of main environmental impact factors It is obvious that construction of the road project will improve the local road transport conditions and will have positive impact on local economic development. However during the construction and operation period of the bridge, there may be negative impacts on the environment. Table 2-4 shows the summary of the impact factors should be considered for the bridge project.
Table2-4 Environmentalfactors identifiedfor the road project No. Factors considered to cause environmental impact Possiblenegative impact A. Design period ____ - I |Changeof currenthydrological condition May reduceflood control and irrigationcapacity 2 |Resettlement(Huxi, Kuanglin, Xiakang, Guotian) People'sliving standard Changeof landuse value (dry, fruits & hillyland) May reducethe economicbenefit of the landuse 4 Changeof the ecologicalsystem Loss of coverplant and wildliferesources _ IChangeof the landforms Damageto landscape B. Constructionperiod I Soil erosioncaused by cuttingand fillingwork Impacton landand water ecological system 2 Accidentsin the constructionperiod Impacton people'shealth and safety 3 Sewagefrom labour camp Impacton waterquality 4 Constructionmaterial transport and mixingplant Air pollutionby flyingdust, bitumen smoke 5 Noise and vibration Impact on workers' and residents' health 6 Interferencewith local traffic Traffic congestion and traffic accident 7 Earthborrowing and spoildisposal sites Impacton soilerosion and landuse C. Operation period I Noise from road traffic Impact on public health 2 Emissionsfrom road traffic Impacton publichealth 3 Continuoussoil erosion Impacton ecologicalsystem 4 Traffic and vehicle speed growth Morerisk of trafficaccident
The possible impacts caused by the bridge project are mainly as the following.
7 (1) In the design period, the main possible negative impact caused by the bridge project is the inconsistencyof the project with the local land use planning;
(2) In the construction period, the possible negative impacts are mainly caused by the construction engineering activities, on the area's natural environment, ecological environment, such as change of landforms, occupation of farm land and wood land, change of natural river system and irrigation system, and water quality deterioration; and the impact on societal environment is mainly caused by land acquisition and resettlement.
(3) Based on the past experience and features of the road project, the main environmental impact in the operation period of the road will be the noise and air pollution caused by the road traffic.
8 3. Environmental Conditionsand the Current Status Assessment 3.1 Natural geographical conditions 3.1.1 Geographicallocation Zhangpu county located in the south-east coastal area of Fujian province, at 23044' - 24021 'N, 117035' - 118°35'E, with the Taiwan strait to its south-east, facing the Taiwan province across the sea. It borders on Dongshan county in the south; Xiaoxian county in the west and south-west with the Quemushan mountain as the border line; the two counties of Pinghe and Nanjing in the north-west with the Muoding mountain range as the border line; and Longhai city in the north and north- west with the mountains of Nanxi, Chenchangling and Fengguidouling as the border line. It is 52km from Zhangzhou, 136km from Xiamen, 166km from Shantou; and it is 66 nautical mile from Xiamen, 99 nautical mile from Shantou and 254 nautical mile from Hong Kong. Total land area of Zhangpu county is 1,959 km2.
3.1.2 Landforms The landforms of Zhangpu county is dominated by hilly land, with crisscross rivers and streams and flat land in the coastal area, and with dip topography from north-west to south-east. There are over 300 mountain in the county, mainly Shipingshan, Quenushan, Jinggangshan, Zaoshan, Qianlitingshan, and Yanshan; as well as 27 harbours and 30 islands. The rivers of Nanxi, Luxi, Futanxi, Wujiangxi, Chihuxi and Duxunxi pass across through the county area. Total length of the coastal line is 215km.
The road project is located in the area from the north-east to the south-west coastal area, with light hilly area accounting for 10% distributedwith granite platform, and plain area accounting for 90%. The east coastal area, particularly the Futan area, shows volcanic surface features, with quite developed wind-deposited landforms in the coastal area plus sand scratched surface. The area along the road is gentle with little undulation and the altitude of 0 - 50m, and 60 - 90rn for some of the road sections.
3.1.3 Climate, hydrological geology The area belongs southern subtropic marine monsoon climate zone, neither hot in summer nor cold in winter. It usually dry in spring and summer with typhoon season from July to September. There are many rivers and streams perpendicular to the coastal line, short in length and independently flowing into the sea, of which Luxi is the longest, rising in the westem mountain across the mid land area and pouring into the sea at Futouwan, with total length of 58km.
(I) Temperature The annual average temperature is 21 C; the hottest month is July with monthly average temperature of 28.3 C; the coldest month is January with monthly average temperature of 12.7 C; with extreme highest daily average temperature of 391C (August 1, 1962), the extreme lowest daily average temperatureof-2.4C (January 27,
9 1963); and there are average of 11.3 days with the highest temperature over 35 C per year.
(2) Rainfall Annual average rainfall is 1,430.6mm,the maximum of 2,101.7mm (1961). The maximum monthly rainfall is 529.6rnrn (July, 1965); and there are average of 16.4 days with rainfall greater than 25mm per year.
(3) Wind Annual average wind speed is 2.5m/s, with strong wind of SE by E, the recorded maximum wind speed of 28m/s (July 10, 1963); dominant wind direction of SE in spring and summer and NW in winter, with frequency of 9%; and there are average of 5.8 days with wind scale greater than 8 per year.
(4) Fog There are average of 11.2 foggy days, and the recorded maximum of 22 days (1996).
3.1.4 Geology and earthquake The stratum of the area is dominated by Quatemary and Neogene basic volcanic rock, with intruded granite; most of the Quatemary stratum are intercumulate marine elluvium with yellow and red sandy clay, grey brown arable soil and miry sandy clay; and the Neogene basic volcanic rock stratum is of Futan group divide into upper and lower sections, with the lower section including rocks of white, grey semiconsolidated pebbly arkose-sandstone, psephite, mudstone sandwiched with shale; with the upper section including dark grey, grey brown basalt, trachybasalt, dorgalite, amygdaloidal structural tholeiite, sandwiched with semiconsolidated sandstone and clayrock. The granitic layer is scharacteristic of intruded Neo-Yanshan biotite-granite, granite and their wastes. The rock is usually intact.
The area of Zhangpu is located in the Changle - Nanao active major fault zone. The south-east coastal area had an earthquake of 4.75 degree in 1962 and it is still in a weak earthquake zone. According to the "China Seismic Intensity Zoning Map" (1990), the fundamental seismic intensity of this area is 7 degree, therefore correspondent aseismic measures should be taken for the project.
3.2 Statement of current status of societal environment Zhangpu county is in the coastal area to the south of Zhangzhou, with total land area of 1,948km2, including 20 towns and townships under its jurisdiction, population of 779,500 by the end of 1997. Zhangpu county is an important tropic and subtropic plantation base in Fujian province, due to its warm and humidity climate and rich water and thermal resources, and also an important base of commodity grain.
10 Table 3-1 shows the main economic indicators of the social economic development of Zhangpu county.
Table 3-1 Mainindicators of socialeconomic development of Zhangpucounty Indicator Unit 1990 1991 1992 1993 1994 1995 1996 1997 Growth Population 1,000 739.2 747.8 752.6 759.1 766.8 770.2 775.5 779.5 0.7%
GNP ' CNY mil. 650 850 111.5 145.5 200.7 251.8 327.2 406.6 29.9/,
GDP* CNYmil. 644 845 1,110 1,450 2,002 2,512 3,226 4,061 30.1% Percapita GDP CNY 871 1,130 1,475 1,910 2,611 3,262 4,211 s,210 30.3% Financialrevenue CNYmil. 43 48 51 7.9 106 144 183 216 25.9%,
Townshipenterpnse output* CNY mil. 290 450 814 888 3,336 4,836 6,043 9,024 63.4% Fanner'snet income CNY 879 1,066 1,163 1,360 1.762 2,301 2,633 2,990 19.1%
Average urbanresident income CNY 1,551 1,892 2,307 2,814 3,433 4,765 5,422 constantprice of 1990
One of the township to be connected by the road - Chiling township has land area of 99km2,population of 11,886 in 1997. It is the largest production base for lichi, a "home town of fruit" being established,main fruit including lichi, longyan (dragon's eye), orange and tangerine, sweet shaddock (pomelo), and etc.. In 1997 gross social output value reached CNY 186 million, with growth rate of 9.4% over that in 1996, of which industrial output value of CNY 91 million, 50.4% up over 1996, farmer's net income increased from CNY 2,686 in 1996 to CNY 3,041 in 1997.
Huxi township has land area of 80.8 km2, surrounded by mountains, with its climate like spring all the year round, rich in agricultural crops, fruits, mineral and tourism resources, with main tourist attractions of the Granite, Diabase, Kaoline, "Wuli Sanchang" (five li three cities), and etc.. Total population in 1997 is 23,101, with industrial and agricultural output value of CNY 235million, 10.3% over that in 1996, farmer's net income of CNY 2,969 in 1997 15.4% over that in 1996.
3.2.2 Social economic developmentprogram of the road area According to the social economic development program set forth in the "Ninth Five-Year and the Year of 2010 Development Program for Zhangpu County's National Economy and Society", priority is given to the Xuan industrial development zone as the key link (the dragon's head); in conjunction with the two roads of national road No.324 and Zhang-Yun road; to develop three harbours of Gulei, Jiuzhen, and Futan; and to build four zones of Fujian-Taiwan cooperation zone, marine economic development zone, greening food production zone and historical cultural tourist zone, with the targets as follows.
GNP will reach CNY 10 billion by the.year of 2000, with annual average growth rate of 290/o,up to CNY 32.7 billion by the year of 2010, with annual average growth rate of 12.6%, per capital GNP of CNY 12,323 by the year of 2000 and CNY 36,130 by the year of 2010.
11 - Gross agricultural output value will reach CNY 3.2 billion by the year of 2000, with annual average growth rate of 12%, up to CNY 7.0 billion by the year of 2010, with annual average growth rate of 8.10%.
- Gross industrial output value will reach CNY 19.8 billion by the year of 2000, with annual average growth rate of 33.8%, of which the industrial output value at the township level and the above (including those of foreign capital and joint venture enterprises) CNY 6.0 billion, with annual average growth rate of 27.1%; and up to CNY 22.5 billion by the year of 2010, with annual average growth rate of 14.1%.
Gross output value of the tertiary industry will reach CNY 3.37 billion by the year of 2000, with annual average growth rate of 41.1%, up to CNY 13.0 billion by the year of 2010, with annual average growth rate of 14.5%, and the share of the first, second and the tertiary industry will be 16.8:49.4:33.7 by the year of 2000, and 11.3:48.9:39.8by the year of 2010.
-Gross output value of township industry will reach CNY 26.0 billion by the year of 2000, with annual average growth rate of 34.1%, and up to CNY 70.0 billion by the year of 2010, with annual average growth rate of 10.4%.
- Gross output value of foreign trade will reach CNY 0.2 billion by the year of 2000, with annual average growth rate of 14.9%, and up to CNY 0.5 billion by the year of 2010, with annual average growth rate of 9.6%.
Actual use of foreign capital will reach CNY 0.2 billion by the year of 2000, with annual average growth rate of 14.9%, and up to CNY 0.6 billion by the year of 20010,with annual average growth rate of 11.6%.
- Total value of retail sales will reach CNY 2.25 billion by the year of 2000, with annual average growth rate of 21.6%, and up to CNY 5.0 billion by the year of 2010, with annual average growth rate of 9.6%.
- Financial revenue will reach CNY 0.6 billion and try to get CNY 0.7 billion by the year of 2000, with annual average growth rate of 21.6%, and up to CNY 5.0 billion by the year of 2010, with annual average growth rate of 9.6%.
- The growth rate of population will be controlled below 11 °%o,with population of 816,000 by the end of the year of 2000, and 910,000 by the end of the year of 2010.
- Average urban resident's income will reach CNY 8,000 by the year of 2000, and up to CNY 20,000 by the year of 2010; average farner's net income reach CNY 5,000 by the year of 2000, and up to CNY 12,000 by the year of 2010.
12 3.3 Investigation and assessment of the current status of ecological environment 3.3.1 Investigation and assessment of the current status of flora and fauna The cover plant in the road area is dominated by planted wood land, including cash wood land with plantation covering rate less than 30%. There are 4 types of plantation: (i) broad-leavedplant, including jequirity tree, lemon scented gum, tung oil tree, and etc; (ii) coniferous forest plantation, including masson pine, oil fir, wetland pine, etc.; (iii) shrubs belong to autogenic plant, including hill gooseberry, Phyllathus emblica, etc.; and (iv) the plantation of lichi and longyan on the side slope and at the foot of the hills with lots of stretches of land.
Since the road area has been developing for many years by human beings, no wild life and plants under the state protection have been found so far within the areas 500m from the road alignment.
3.3.2 Features and basic conditions of the agricultural The road area is rich in agricultural resources, with climate favourable to agricultural crops, cash crops and aquatics. The agricultural crops are of three harvests a year with high output; and the fanner's income is increasing.
3.3.3 Basic indicators of the agricultural condition (1996) Total land area of Zhangpu county is 1,981km2, cultivated land area of 507,074 mu (of which paddy land of 304,039 mu, dry land of 203,035 mu); nonagricultural population of 265,517, basic farm land reservation area of 429,000 mu, per capita cultivated land of 0.66 mu, average farmer's net income of CNY 2,634.
3.3.4 Current status of agriculturalcrops and production There are cereal crops of rice, wheat, sweet potato, potato, corn and beans; the cash crops of peanut, rape, sugarcane, tobacco, narcissus, tea, and etc.; fruits of orange, tangerine, lichi, longyan, banana, pineapple, loquat, Chinese olive and etc.; vegetables of cabbage, spinach, Chinese cabbage, celery, carrot, bamboo shoots, and etc..
Gross output value of agriculture reached CNY 2,684.01 million in 1997, of which that of the forest industry was CNY 11.30 million, the animal husbandry CNY 579.25 million, fishery CNY 614.46 million, household handicrafts CNY 14.02 million, and plantation CNY 1,479.00 million.
3.3.5 Investigation and assessment of the current status of water and soil erosion Fujian province is one of the provinces with serious water and soil erosion, mainly caused by water erosion and wind erosion, with water erosion being the mostly widespread and wind erosion mainly in the coastal area. According to the statistics provided by Zhangzhou Municipal Water and Soil Retention Committee, Total soil erosion area is 125,722 mu, of which 89.33% are slight erosion, 2.41% moderate erosion and 8.26% serious erosion, with average module of soil erosion being about 402.5 t/kM2 * y. The soil erosion in the assessment area is of slight erosion area.
13 3.3.6 Investigation of rare animals and plants According to the investigation, in Zhangpu county there are rare plants under protection at the national level in the road area, i.e. gingko, Fujian cypress, oil fir, golden pine, China cypress, etc.; and the rare animals of pangolin, otter, etc.. But all these rare animals are living far away from the road area; and there is no rare plant and animal under protection having been found in the road area.
3.4 Current status assessment of acoustic environment and ambient air quality 3.4.1 Current status The investigationshows that there is no large fixed noise source around the road area 2km from the road, with noises mainly from resident area, natural environment and the existingroad traffic.
Since there are similarities of the noise environment for road, analogue method is taken to assess the current status of the acoustic and air environment by use of the monitored data from Zhangzhou-Zhaoan expressway.
There are 13 monitoring spots (including 4 schools) having been selected for the Zhang-Zhao expressway for noise, with measured results for the schools' day time average noise level of 48.0dB(A) and night time average noise level of 39.2dB(A); the village and townshipareas' day time average noise level of 51.9dB(A), and night time average noise level of 44.8dB(A); which are up to the Class II standard limit. The noise monitroing point at Huxi township is 500m from the assessment area of this highway project, where the measured day time average noise level is 56.7dB(A), night time average noise level 45.6dB(A), which still meet the Class II standard. Therefore, the present conditionsof acoustic environment along the road area is good.
There are a total of 4 monitoring spots for ambient air pollutants, with measured results of CO one hour average: 0.75 - 1.78 mglNm3; daily average: 0.84 - 1.22 3 3 mg/Nm ; NOx one hour average: 0.005 - 0.0175 mg/Nm ; daily average: 0.005 - 0.014 mg/Nm3; TSP daily average: 0.018 - 0.113 mg/Nm3 . The pollutants' concentrations measured at Huxi monitoring sopt are as follows: CO one hour average: 3 3 0.75 - 1.88 mg/Nm; daily average: 1.12 mg/Nm ; NOx one hour average: 0.005 - 0.015 mg/Nm3; daily average: 0.01mg/Nm3; TSP daily average: 0.075 - 0.104 mg/Nm3 , which show that the concentrations of CO, NOx, and TSP are up to the standard of Class II.
14 4. EnvironmentalImpact Forecast and Assessment 4.1 Statement of societal environmentalimpact 4.1.1 Analysis of societal environmentbenefits The area along the Hixi-Chiling road is rich in natural cultural resources. Construction of the road will promote the development of the resources of woodland and fruits, and promote the economic development for the area to improve the local people's living standard.
The Zhang-Zhao expressway to be built will pass through Zhangpu county, completion of the Huxi-Chiling road will attract the traffic from Guanxun, Changqiao and the others along the national road 324 to entering into the Zhaojiabao interchange, which will greatly enhance the capacity of the local road network and help strengthen cultural and economic exchanges for the local area with the outside world to benefit the local area's economic development as well as the tourism resources of Huxi and Chiling.
The existing rural road is narrow and twists, completion of the Hixi-Chiling road will improve the local road condition, which is beneficial to road transport and commercialtrade as well as industrial and agriculturalproduction.
Huxi has rich tourism resources with well known "Wuli Sancheng", i.e. the three cities of "Zhaojia Cheng", "Zhaoan Cheng" and "Xin Cheng"; eight scenic spots of "Danshan Qingyun", "Tianma Laichao", etc.; "Sanwu Temple" famous both in the main land and Taiwan, the Song Dynasty building of "XingkaoBridge", "Stone Beam Bridge", etc.. Completion of the road project will attract more tourists both at home and abroad to promote the cultural exchange and local tourism industry.
According to the coastal area's development program formulated by the Zhangzhou municipality, there will be five economic development zone in Zhangpu county, including the industrial development zone in Maping,Futan and Shentu, etc.. Therefore, the Huxi-Chiling road will play an important part in meeting the coastal area's development demand.
4.1.2 Land acquisition and resettlement The Huxi-chiling road is Class II road, with total length of 9.07km, including some of the existing road sections to be reconstructed as well as newly built road sections. In the design stage, for the road alignment selection, the principles have been followed of taking into considerations of being away from villages and densely populated areas as far as possible to reduce the land acquisition and resettlement. But some land acquisition and resettlement are inevitable, with the land acquisition of 272.1 mu and the houses to be resettled being 840m2 , accordingto the Resettlement Action Plan (RAP) made for the Huxi-Chilinghighway in March, 1999.
The occupation of farm land and wood land will have impact on the agricultural
15 and forest industry. However, the road project will bring about great economic benefits with newly emerged industry to be developed, the land use pattern will be changed and will increase the value of the land. To protect the precious land resources, it is recommended that the land administration department should strengthen the land use development planning management, to make the land use more effective and efficient.
Resettlement shall be made following the principles of overall planning, full consultation in the public's interests, proper settlement, with no trouble root left for the future and in accordance with the RAP, the road project owner shall provide CNYl,100 - 8,900 for each mu of land acquisition and compensation of CNY300 for every square meter of resettled house.
4.1.3 The impact on the local people's communitylife Since the road is of Class II road, with the access of the road not fully controlled, there is no impact of partition on the local people's community life. However attention should be paid to the road sections with more pedestrian crossing, such as the road section although there is no school near by, still there are students may cross the road on their way to and from school. It is necessary to build pedestrian facilities to cross over the road, or to set up traffic signs to warn the drivers of the pedestrian crossing, to avoid accident.
4.2 Ecological environmental impact assessment 4.2.1 Land use impact assessment The farm land occupation is 272.1 mu, with 680 trees and 1,790 clumps of banana to be cut, which will have direct impact on the farmers' income and production. Taking into consideration of the long term interest of the public, the loss arising from the land occupation is small and temporary. For the contractors of the land use, compensation should be made according to the relevant regulations, to ensure the contractor's living standard not to be lowered.
In addition to the permanent land occupation, there are also some land to be occupied temporarily in the construction period, including those for temporary road, labour camp, construction materials storage site, etc.. For temporary farm land occupation, it is necessary to preserve the surface cultivated soil to ensure no impact on the quality of the crops production when the land is back for agricultural use. So far the construction materials storage site, the labour comp and the temporary road used for construction materials transport in the construction period have not been decided, but all these issues should be dealt with in due course.
4.2.2 Impacts on animals and cover plants in constructionperiod Since the alignment of the highway will pass through some of the farm land and wood land, there will be damages to agricultural cover plants and wood plants in the construction period, as well as the impact on the small animals in the area.
16 4.23 Assessment of impact on soil erosion (1) Analysis of the factors cause water and soil erosion The main factors cause soil erosion during the road construction period are rainfall and engineering work. The engineering work refers to the necessary cutting and filling work for subgrade and bridge. Proper treatment will be made to prevent the soil from being eroded, particularly for the areas of the cutting and filling, the spoils disposal sites, side slopes, etc..
(2) Estimation of soil erosion during constructionperiod In comparison with the soil erosion caused by road construction of Zhangzhou- Zhaoan road engineering project, taking into account of the land form features and the rainfall and the current erosion characteristics, the maximum soil erosion during the constructionperiod of the road project may be over 5 times as much as that before the road construction, i.e. shall be increasedto over 2,000 ton/km2 y; and according to the feasibility study report, the total length with filling and cutting will be 4,320m, so the estimated soil loss per year will be over 8,640 ton, which shall be deal with seriously. The actual volume of soil erosiQn,however, will be less than this estimation, so long as the side slope protection and the drainage engineering system are to be carried out concurrently together with greening engineering work to ensure restore of the cover plants, which will reduce the loss of soil erosion.
4.2.4 Assessment of impact on water environment (1) Analysis of water pollution during construction period The factors may cause water pollution during the construction period are as the following. (i) Oil leaked from construction machines; (ii) Flying dust arising from construction materials and the run-off caused by rainfall; (iii) Discharge of wastes from bridge construction; (iv) Discharge of sewage and wastes from labour camp.
How to prevent the above mentioned factors from happening. First it is necessary to strengthen construction work management, to implement effective measures to prevent the water from being polluted by the pollutants directly discharged from the work site, the labour camp and the run-off to reduce the above mentioned possible impact as much as possible. On the whole the impact on the water quality in the construction period is temporary, about 17 months.
(2) Analysis of water pollution during operation period The pollutants arising from the road traffic, such as dusts, vehicle emission pollutants, etc., may be dispersed in the air, to be falling down or to be brought over by the pavement run-off into the water body; but the quantity is small with little impact on the small rivers' water quality along the road area.
17 4.3 Forecast and assessment of acoustic environment 4.3.1 Analysis of acoustic environmentimpact during construction period (1) Analysis of noise sources and harmfulness The main noise source during road and bridge construction period is from the construction machines, with the extent of the impact depending on such factors as work time schedule and progress, the equipment used, as well as the worksite location and the its distance from the sensitive points of village, school, and etc.. The road construction machine is characteristic of mobile, high level noise, all the way through the road alignment areas, and the long time period of construction work. Table 4-1 shows the summary of the noise level may be produced by different types of the construction machines.
During the construction period, the noise level arising from road construction machine usually exceeds 8OdB(A),which is detrimental to the workers on the work site, particularly to the machine operator. The noise pollution may cause loss of the operator's hearing ability, and cause cardiovascular system and nervous system diseases and disorders, or even make lifelong loss of hearing ability. To protect the worker's health, the Ministry of Public Health and the State Labour Bureau issued "Hygienic Standard for Industrial Enterprise Noise", as shown in Table 4-2. According to this standard, when the construction site noise level is up to 85dB(A), the operators' working time should be 8 hours; when the noise level is up to 88dB(A) the operators' working time should be 4 hours; when the noise level is up to 9ldB(A) the operators' working time should be 2 hours; and when the noise level is up to 94dB(A) the operators' working time should be 1 hour; in addition alternative working shift should arranged for the operators.
Table4-1 Measurednoise levels for road constructionmachines No. Nameof machine Type Distancefrom machine LmaxdB(A) I Wheelloader ZL40 5 m 90 2 W-heelloader ZLSQ 5 90 3 Grader PY160A 5 90 4 Vibrationroller YZ1IOB 5 86 5 Tandemvibratory roller CC21 5 81 6 3-wheelroller 5 81 7 Pneumatictyred roller ZL16 5 76 8 Bulldozer D140 5 86 9 Wheeltype hydraulic excavator W4-60C 5 84 10 Paver(Germany) OGELE 5 87 _I Paver(U.K.) FIFOND31I ABGCO 5 82 12 Electricitygenerator (2 sets) FKV-75 1 98 13 Shockingjack hammer 22 1 87 14 Concretemixer JZC350 1 79 Source:JTJ005-96 'Specifications for EnvironmentalImpact Assessment of HighwayConstruction Project"
18 Table 4-2 Hygienic Standard for Industrial Enterprise Noise Time exposed to noise each day Allowablenoise level Time exposed to noise each day Allowable noise level (h) dB(A) (h) dB(A) 8 85 2 91 4 88 1 94
(2) Analysis of environmentalimpact of construction machine The source of constructionmachine noise is a kind of spot source. According to the noise attenuation model for the spot source, the noise level at places with different distance from the noise source can be calculated and forecast as the following.
Lp=Ppo - 20 lg(- )
where: Lp - forecast noise level at place r m from the source, (dB(A)); Lpo - noise level at place ro from the source, (dB(A)). Table 4-3 shows the forecast noise level at places with different distances from the noise source.
Table 4-3 Forecast noise level at places of different distances from the source Name of Noise level at places of different distance from the source dB(A) machine 5m lOmi 20m 40m 60m 80m lOOm 150m Loader 90 84 78 72 69 66 64 62 Grader 90 84 78 72 69 66 64 62 Roller 86 80 74 68 65 62 60 57 Excavator 84 78 72 66 63 60 58 55 Paver 85 79 73 67 64 61 59 56 Mixer 87 81 75 69 69 63 61 58 Bulldozer 86 80 | 74 68 | 65 62 60 57
According to the noise standard for construction work site (GB12532-90), the noise level limit by day is 70 - 75dB(A); and the forecast noise level shown in Table 4-3 indicates that the distance for the noise level below the standard limit is 40m by day, and the distance for the noise level below the standard limit by night, which is 55 - 6OdB(A),is over 150m. Therefore the noise level is mainly dependent on the distance of the sensitive spot from the source; and the enviromnental impact of the construction is greater by night than by day.
4.3.2 Traffic noise forecast in operation period After the road is completed and open to the traffic, there will be impact of traffic noise on the environment; therefore it is necessary to forecast the noise level and assess the impact, so as to provide basis for the area's development planning.
19 (1) Forecast model The traffic noise level depends on the traffic volume, vehicle composition, vehicle speed, radiant acoustic power level of vehicle, longitudinal gradient, pavement texture, and etc., which can be forecast by a model as follows:
N1 r0 LCqi(d)= LAi+ lOlg( ) + lOlg( )' + AS - 13 TV, r
Ni rO rO Leqi(n)= LAi + 101g( ) + 151g(-) + lOlg( )a+ AS - 13 TV, r r
The noise level of the overall traffic noise at point P shall be: 3
Leq(t) = 10 g 1 0 0.Lcqi i =l where: Lqi(d) equivalent noise level, produced by i-type vehicle at forecast point P by day (dB); Leqi(n) the equivalent noise level as mentioned above by night; LAi average maximum noise level of i-type vehicle at reference point, (dB); N, average hourly traffic of i-type vehicle, (Veh./h).; V1 average speed of i-type vehicle, (km/h); T average time (hour); r distance from reference point to driving line (m); ro distance from forecast point to driving line (m); a noise attenuation factor; AS noise attenuation during transmission;
(2) Determination of the parameters of the model (i) The forecast traffic is shown in Table 2-2, with day time coefficient of 90%. (ii) The average radiant noise level for each type of vehicle Lai, can be calculated according to the following equation:
LAI =77.2+0.18 VI LA2= 62.6 + 0.32 V2 LA3= 59.3 + 0.23 V3 where: LAI - average radiant noise level of large vehicle; LA2 - average radiant noise level of median vehicle' LA3 - average radiant noise level of small vehicle; VI, V2, V3, - average speed of large, median and small vehicle, km/h.
(iii) Vehicle speed
20 The technical standard of the road project is of Class II road, with design speed of 40km/h. So the vehicle speed can be assumed based on the technical standard of the road as shown in Table 4-4.
Table 4-4 Vehicle speed for differenttypes of vehicle(Unit: kn/h) Vehicletype Small Medium Large Speed 40 30 30
(iv) Vehicle composition Based on the feasibility study report, the vehicle composition of the road traffic is as follows: small vehicle accounting for 38.6%, medium vehicle accounting for 53.2%, and large vehicle accounting for 8.2%.
(v) Attenuation caused by noise barrier High embankment or low road cutting have the same effect of noise barrier, capable of attenuating noise radiated from vehicle. Based on the structure of the bridge and approach road, the noise attenuation caused by the bridge and road structure can be find out by looking up the noise attenuation curve.
(vi) Attenuation caused by cover plant and air During transmission the traffic noise may attenuated by the cover plant. Because most land on both sides of the road are farmland and woodland, the attenuation factor acis taken as 0.5.
(3) Forecast results Based on the above mentioned model and parameters, the traffic noise in the operation period can be forecast. Table 4-5 shows the noise forecast; and Table 4-6 shows the distance from the noise source for spot area, where the noise level will be up to the standard limit.
Table 4-5 Summaryof traffic noise forecast Year Time Forecast of noise level at points with different distances from road Leq: dB(A) period lOim 20m 30m 40m 50m 60m 70m 80m 90m lOOm 2001 Day 62.4 58.2 55.5 53.4 51.7 50.4 49.2 48.1 47.2 46.4 Night 55.7 51.4 48.6 46.5 44.8 43.3 42.1 41.0 40.1 39.2 2005 Day 64.6 60.5 57.8 55.7 54.1 52.7 51.6 50.5 49.3 48.8 Night 57.9 53.6 50.8 48.6 46.9 45.5 44.3 43.2 42.3 41.4 2010 Day 66.1 62.0 59.3 57.3 55.7 54.4 53.3 52.3 51.4 50.6 Night 59.2 55.0 52.2 50.0 48.4 46.9 45.7 44.7 43.7 42.9 2016 Day 67.6 63.7 61.1 59.2 57.6 56.3 55.2 54.3 53.4 52.6 Night 60.7 56.5 53.7 51.5 49.9 48.5 47.3 46.2 45.3 44.4
21 Table 4-6 The distance from noise source for the spot area with standard noise level Year Time Class I standard Class11 standard ClassIV standard Distance Noiselimit Distance Noiselimit Distance Noiselimit (m) (dB(A)) (m) (dB(A)) (m) (dB(A)) 2001 Day 40 55 20 60 10 70 Night 50 45 30 50 20 55 2005 Day 50 55 30 60 10 70 Night 70 45 40 50 20 55 2010 Day 60 55 30 60 10 70 Night 80 45 40 50 20 55 2016 Day 80 55 40 60 10 70 L____ Night 100 45 50 50 30 55
(4) Assessment of the impact on the sensitive spot Forecast of the enviromnental noise level for the sensitive points can be made as the sum of the forecast traffic noise and the background noise, as follows.
Leqforcast= 0 lg(1 0' *Lzjc + 1 0 ' 'qback.)
where: Leqra,, - forecast traffic noise level at the sensitive point; Leqback. - background noise level at the sensitive point.
Based on the above formula, the noise forecasts for each of the sensitive points along the road in different operation period can be made. Table 4-7 shows the noise level forecast of the sensitive spots.
Table 4-7 Noise level forecastof the sensitivespots (Unit:dB(A)) Sensitive Location Distance 2001 2005 2010 2016 spot to road Day Night Day Night Day Night Day Night Xiayu kO+450 100m 52.1 44.4 52.9 45.2 53.9 45.9 54.8 46.7 Huxi kl+000 60m 53.6 46.1 54.8 47.4 55.9 48.4 57.4 49.6 Kuangcai k2+400 50m 54.2 47.0 55.7 48.4 56.9 49.5 58.4 50.7 Banyuan k2+800 40m 55.3 48.1 56.9 49.6 58.2 51.2 59.8 52.1 Xiakang k3+650 50m 54.2 47.0 55.7 48.4 56.9 49.5 58.4 50.7 Guotian k4+000 100 52.1 44.4 52.9 45.2 53.9 45.9 54.8 46.7
It can be seen from Table 4-7 that the noise level at all the sensitive spots will not exceed the Class IV standard limit.
4.4 Forecast and assessment of ambient air quality 4.4.1 Analysis of the impact on ambient air during construction period The impact of road construction on ambient air mainly caused by the construction machinery, such as the lime soil mixer and the vehicles for the materials transport
22 usually produce flying dusts and suspension particle and also the bitumen smoke at the bitumen mixing work site.
(1) Pollutants arising from bitumen mixing plant Since bitumen penetration pavement is to be adopted, the bitumen smoke from asphalt melting and heating device and bituminous materials mixing plant will have impact on ambient air. According to the survey, made by the Research Institute of Highway, of the bitumen smoke impact from the Italy made MV2A mixer, the bitumen smoke at spots in leeward direction lOOmfrom the mixer is up to the standard limit and the TSP up to the Class II standard limit. It-is an advancedairtight mixing plant. If road mixing is adopted, the distance for the spotted'area with bitumen smoke up to the standard limit would be greater than 100m. It can be expected that when similar mixing plant is used for the road project, the bitumen smoke at area in leeward direction 300m from the mixing plant will be up to the standard limit. Therefore, it is recommended that the location of the mixing plant should be selected at place where no such sensitive spots as school, resident area, hospital exist within 300m.
(2) Analysis of flying dust arising from road construction During the road construction period, the truck traffic for construction materials transport would cause dust flying air pollution. Table 4-8 shows the measured data of dust flying caused by construction work and the truck traffic for construction materials transport during the construction period of the Jing-Jin-Tangexpressway.
Table4-8 Measureddata of dust flyingcaused by road construction Location Dust source Sampling point TSP Remark 3 distance (m) (mg / M ) Wuqing Yangcun Cement stabilizing 50 11.652 Road side sampling point on the Base course paving 10 9.694 leeward of the dust source Road side Truck taffic 150 5.039 instant data measured
It can be seen from the table that the TSP concentrationat sampling point 50m on the leeward of road is 10 times over the standard limit, and when the distance is 150m the TSP concentration still exceeds the standard limit by 4 times, which indicate that the dust pollution caused by construction work is quite serious for area around road. The above mentioned analogue materials are from the cities in north China, where it is usually dry, but in Zhangzhou, Zhangpu of Fujian province, the humidity is much higher with more rainy days; therefore the dust pollution in the construction period may be slighter.
4.4.2 Forecast and assessment of ambient air impact The air stability distribution frequency is of type D for the road area, with average wind speed of 2.5mi/s. Models are used to calculate the concentrations of the pollutants forecast as the following.
23 (1) Calculation of the intensity of the pollutant source
3 QL X Si a1 Ki ,=1
where: QL - intensity of the pollutant source, mg / m s; Si - daily traffic, vehicle / day; a1 - factor for i type pollutant under vehicle speed of Vi, mg/m * vehicle; Ki - proportion of i type vehicle, %.
The intensity calculation for peak hour:
QLP = QL Ap
where: QLP - intensity of pollutant source in peak hour; Ap - peak hour traffic co-efficient.
The daily average intensity calculation:
QL AD QLD = R
where: QLD - daily average intensity of pollutant source, AD - day time traffic co-efficient; R - hours by day.
The intensity of the sources of CO and NOx can be calculated based on the forecast traffic vollume, vehicle composition, the emission factor for each type of vehicle as measured by the IROH.
(2) Forecast model Gaussian linear source dispersion model is used to calculate the pollutant's concentration, taking into account of wind direction.
a. When the wind direction is perpendicular with the road
2 QL C (x,0,0) =exp[- ] 12 7r u cyz(x) 2 [(Cz(x)2]
where: C(x,0,0) - relation between surface concentration and wind direction; QL - intensity of the linear source, mg / m3 ; x - distance from calculating point to road center line (m);
24 u - average wind speed; az - vertical dispersion parameter, m; He - average effective height of the linear source, m.
b. When the wind is in parallel with the road.
QL C (O,y,O)= - 412 7t u cz(y)
where: y - distance from calculating point to road center line (m); C(O,y,O)- relation between surface concentration and wind direction.
c. When the angle between the wind direction and the road is of any degree When the wind direction changes there will be monotone increase or decrease of the effect, therefore, interpolation method can be used to get the pollutant's concentration,when the angle between wind direction and road is of any degree.
2 2 C(o) = sin O _ C 9 o.(x,O,0,) + cos 80 Coo(y,0,0)
where: C - surface concentration in leeward direction, mg /m 3 ;
0 - the angle between the wind direction and the road, 0;
(3) The forecast results and assessment Based on the above mentioned model, the forecast of concentrations of NOx and CO from the road traffic are summarized in Table 4-9 and 4-10 respectively.
Table 4-9 Summary of forecast of traffic emission concentration of NOx (mg/m3 ) Year Angle Time Forecastof pollutantconcentrations at pointswith different distancefrom road period lOm| 20m| 30m I 40m 60m IO SOn |OOm| 120m 150m 200m 0. Peakhour 0.017 0.014 0.011 0.010 0.007 00.0 0.005 0.004 0.003 0.003 2001 Dailyaverage 0.011 0.009 0007 0.006 0.005 0.004 0.003 0.003 0.002 0.002 900 Peakhour 0.032 0.027 0.022 0.019 0.014 0011 0T010 0.008 0.007 0.003 Dailyaverage 0.020 0.017 0.014 0.012 0.009 0.007 0.006 0.005 0.004 0.002 _O Peakhour 0.021 0.017 0.014 0-012 0.009 0.007 0.00 0.005 0.004 0.003 2005 Daily average 0.013 0.011 0.009 0.007 0.006 0.004 0.004 0-003 0.003 0.002 90- Peak hour 0.040 0.033 0.027 0.023 0.017 0.014 0.012 0.010 0.008 0.003 Daily average 0.025 0.021 0.017 0.014 0.011 O.OD9 0.007 0.006 0.005 0.002 o0 Peak hour 0.026 0.021 0.0 17 0.0 14 0.011 0.009 0.007 0.006 0.005 0.004 2010 Daily average 0.016 0.013 0.011 0.009 0.007 0.005 0.005 0.004 0.003 0.002 900 Peak hour 0.049 0.040 0.033 0.028 0.021 0.017 0.014 0.012 0.010 0.004 Dailyaverage 0.031 0.025 0.021 0.018 0.013 0.011 0.009 0.00 0.006 0.002 00 Peak hour 0.037 0.028 0.022 0.019 0.014 0.011 0.009 0.008 0.006 0.005 2016 Daily average 0.023 0.01S 0.014 0.012 0.009 0.007 0.006 0.005 0.004 0.003 900 Peak hour 0.067 0.053 0.043 0.036 0.027 0.022 0.018 0.015 0.013 0.005 Daily averae 0.042 0.033 0.027 0.023 0.017 0.014 0.011 0.010 0.OO8 0.003
25 Table 4-10 Summary of forecast of traffic emission concentration of CO (mg/mr) Year Angle Time Forecastof pollutantconcentrations at points with differentdistance from road period ]OOm 20m 30m 40m 60m 8Om IOOm 120m 150rn 200m 00 Pcakhour 0.079 0.063 0.052 0.043 0.032 0.026 0.022 0.019 0.015 0.012 2001 Dailyaverage 0049 0.040 0.032 0.027 0.020 0.016 0.014 0.012 0.010 0.007 90o Peakhour 0.146 0.120 0.100 0.085 0.064 0.051 0.043 0.037 0.031 0.012 Daily average 0.091 0.075 0.063 0.053 0.040 0.032 0.027 0.023 0.019 0.007 00 Peakhour 0.108 0.087 0.071 0.059 0.045 0.036 0.030 0.026 0.021 0.016 2005 Dailyaverage 0.068 0.054 0.044 0.037 0.028 0.022 0.019 0.016 0.013 0.010 900 Peakhour 0.201 0.165 0.137 0.116 0.088 0.071 0.059 0.051 0.042 0.016 Dailyaverage 0.126 0.104 0.086 0.073 0.055 0.044 0.037 0.032 0.026 0.010 0. Peakhour 0.161 0.129 0.106 0.089 0.066 0.053 0.044 0.038 0.03 1 0.024 2010 Dailyaverage 0.101 0.081 0.066 0.055 0.042 0.033 0.028 0.024 0.020 0.015 90° Peakhour 0.299 0.246 0.204 0.173 0.131 0.105 0.088 0.076 0.063 0.024 Dailyaverage 0.187 0.154 0.128 0.108 0.082 0.066 0.055 0.047 0.039 0.015 00 Peakhour 0.229 0.174 0.138 0.114 0.084 0.067 0.055 0.047 0.039 0.030 2016 Daily average 0.143 0.109 0.086 0.071 0.053 0.042 0.035 0.030 0.024 0.019
900 Peakhour 0.414 0.328 0.266 0.222 0.166 0 132 0.110 0.094 0.078 0.030 Dailyaverage 0.259 0.206 0 167 0.139 0 .104 0.083 0.069 0.059 0.049 0.019
Therefore, after the road open to traffic, the emissions of NOx and CO from the traffic in the operationperiod are in small quantity, up to the Class II standard.
(4) Forecast for the sensitive spots Forecast of the ambient air pollutant concentration for the sensitive points can be made by summing up of the forecast concentration and the background pollutant concentration. The results of the calculation show that the ambient air quality is up to the Class II standard, as shown in Table 4-11.
26 Table 4-11 Forecast of pollutant concentration for the sensitive spots Sensitive distance Year Traffic CO Exceed NO Exceed spot from road (I) condition mg/rm3 or not mg/m3 or not 2001 Peak 1.292.- 1.313 . 0.016 - 0.021 D. average 1.044 - 1.057 0.013 - 0.016 2005 Peak 1.300 - 1.329 0.017 - 0.023 Xiayu 100 D. average 1.049 - 1.067 0.014 - 0.017 2010 Peak 1.314- 1.335 . 0.018-0.025 D.average 1.058 - 1.085 0.015 - 0.019 2016 Peak 1.325 - 1.380 0.020- 0.029 - D. average 1.065- 1.099 - 0.016 - 0.021 2001 Peak 1.302 - .334 0.018 - 0.025 - D. average 1.050- 1.070 0.015 - 0.019 2005 Peak 1.315- 1.358 0.020-0.028 - Huxi 60 D. average 1.058- 1.085 _ 0.016 - 0.021 2010 Peak 1.332- 1.401 0.022-0.032 - D. average 1.072- 1.112 0.017 - 0.023 2016 Peak 1.354- 1.436 0.025-0.038 -
______D. average 1.083 - 1.134 0.019 - 0.027 2001 Peak 1.308- 1.345 0.019-0.031 - D. average 1.053- 1.076 0.016 -0.023 2005 Peak 1.322 - 1.372 0.024 - 0.036 - Kuangcai 50 D. average 1.052 - 1.093 0.018 -0.025 2010 Peak 1.346- 1.421 0.026-0.041 -
______D. average 1.080- 1.126 0.020 - 0.029 2016 Peak 1.370-1.463 - 0.031 -0.050 X D. average 1.092- 1.152 0.023 - 0.035 2001 Peak 1.313 - 1.355 - 0.021 - 0.030 - D. average 1.057- 1.083 0.016 - 0.022 2005 Peak 1.329 - 1.386 - 0.023 - 0.034 Banyuan 40 D. average 1.067- 1.103 0.017-0.024 2010 Peak 1.359- 1.443 - 0.025-0.039 D. average 1.085 - 1.138 0.019-0.028 2016 Peak 1.384 - 1.492 0.030 - 0.047
______D. average 1.101 - 1.609 0.030 -0.033 2001 Peak 1.308- 1.345 0.019-0.031 D. average 1.053 - 1.076 0.016 - 0.023 2005 Peak 1.322 - 1.372 . 0.024 - 0.036 Xiakang 50 _s_ D. average 1.052- 1.093 0.018 - 0.025 2010 Peak 1.346- 1.421 0.026-0.041 D. average 1.080- 1.126 0.020 - 0.029 2016 Peak 1.370- 1.463 . 0.031 -0.050 ______D. average 1.092- 1.152 _ _ 0.023 - 0.035 2001 Peak 1.292- 1.313 . 0.016-0.021 D. average 1.044- 1.057 0.013 -0.016 2005 Peak 1.300- 1.329 . 0.017-0.023 Guotian 100 _ D. average 1.049 - 1.067 0.014 - 0.017 2010 Peak 1.314- 1.335 0.018-0.025
_____ D. average 1.058 - 1.085 0.015 - 0.019 2016 Peak 1.325 - 1.380 . 1.020 - 0.029 I_D. average 1.065 - 1.099 0.016 - 0.021
27 5. EnvironmentalImpact Prevention and Control Measures 5.1 Design period (1) The alignment selection should avoid towns and densely populated resident areas, to reduce resettlement, less farm land occupation as much as possible, meanwhile, to avoid area with poor geological condition and the cultural relics, all of which have been observed during the design stage of the project.
(2) Design of the bridge site and the connection road has followed the principles of being consistent with the overall urban and township planning, close to but not entering into the urban area, for the road section passing by the city and town. The location of the bridge is decided based on comparisons of alternative schemes and the local government's opinions, which meets the requirement of the city's development program.
(3) Drainage design should meet the requirements of either flood discharge or the irrigation system.
(4) Proper arrangement of the resettlement, so that neither agricultural production nor the living standard to be affected.
(5) Selection of quarry site, earth borrowing area, prefabrication work site, spoils disposal area should follow the principle of away from such sensitive spots as farn land, resident area, school, etc., to avoid dust pollution and other impacts.
5.2 Construction period (I) Proper planning and use of the occupied land, to reduce temporary land use area and to reduce the occupation time as much as possible; once the work is completed restoration of the land use should be carried out in time.
(2) In the process of bridge construction the waste silt generated by drilling shall be disposed at a designated site by barge.
(3) To use electric motor powered machine to reduce water pollution by oil spillage as much as possible. It is recommended that night time work should not be arranged from 22:00 to next morning 06:00, when there is resident area in 150 m from the work site, for the redisent areas of: Xiayu (K40+450), Huxixiang (K1+000), Kuangcai (K2+400), Banyuan (K2+800), Xiakang (K3+650) and Guotian (K4+000).
(4) Protection measures for the workers and the construction machine operators, such as rotation of work time or shift, wearing of ear plug, etc.,
(5) The mixers for bitumen concrete and lime soil materials shall be set up at open place 300 meters away in the leeward of the prevailing wind direction from the resident area. The mixers should be equipped with closed dust collection device, and
28 bitumen heating and mixing should be in a tightly closed device. Labour protection measures shall be provided for operators of the machine.
(6) To make publicity of the law and regulations concerning cultural relics protection, if there is any underground cultural relics to be discovered during the process of the construction, it should be reported immediately to the cultural relics protection department by the contractor and the constructionwork should stop and not proceed until proper treatment having been done by the archaeological professionals organizedby the cultural relics protection department.
(7) Soil erosion prevention and control measures should be taken into considerationfor earth borrowing and spoils disposal, such as: (i) for deep cutting and filling sections, including k4+300 - k4+700 (cutting section), k4+700 - k4+800 (filling section), k5+250 - k5+650 (filling section), k5+650- k6+100 (cutting section), k6+100 - k6+900 (cutting section), k6+900 - k8+100 (filling section), k8+100 - k8+320 (filling section), k8+320 - k9+070 (cutting section), it is better to avoid the storm season (July);
(ii) During the process of construction, stepped platform earth borrowing method should be taken and indiscriminate earth borrowing should not be allowed;
(iii) During the cutting it is better not to damage the d cover plant as much as possible, and to restore the damaged cover plant should be arranged in time;
(iv) Thoughtful arrangement of earth borrowing work, to take high land or barren area as earth borrowing site, and for the borrowing and spoils disposal sites , timely plantation or other temporary cover measures should be taken to prevent soil erosion;
(v) For cutting section it is necessary to set up stage for heaping debris outside the side ditch, and interception ditch on the side slope. For large area side slope, stone pitching, earth retaining wall or planting turf should be used for protection.
(8) To strengthen management of road traffic during the construction period, to prevent accident, by enforcement of traffic regulations and the regulations for road transport of dangerous goods.
(9) To strengthen management of the sewage and wastes discharge from the work site and the labour camp.
(10) The construction materials storage site should be set away from the sensitive spots, and to cover the bulk dusty materials properly to prevent dust from flying.
(11) It is required for the Contractor to clean and sprinkle the construction work site around the mixing plant areas in dry season.
29 (12) Education and training of the construction workers not to hunt the wild animals and ban indiscriminate cutting of trees.
5.3 Operation period (1) It is recommended that, for the sensitive spots in 50 m from the road side, in front of the first raw houses close to the road side at Qianshucun, a green belt of trees be planted as noise mitigation measure; for densely populated areas traffic signs be set up to warn the drivers of the populated area with speed limits and ban horning. In the operation period environmental monitoring be arranged for the sensitive spots of Xiayu, Huxi, Xiakang, to get data of the environment conditions for the competent department to take effective protection measures accordingly.
(2) It is recommended that in the areas 50 m from the road side no new resident houses should be built, and in the areas 100 m from the road side no school, hospital should be built.
(3) To strengthen enforcement of vehicle emission regulations to ban unroadworthinessvehicle on road.
(4) There will be certain damages to the agricultural environment and the cover plant along the project area during the construction period, to protect the natural environment, it is necessary to restore the temporary use land back to original use and restore the cover plant, as well as engineeringprotection work in time.
(5) To strengthen road traffic management and road maintenance work to make sure the road pavement in good condition.
30 6. Alternative Schemes and Comparisons 6.1 Brief introduction to the schemes 6.1.1 The recommended route scheme The Huxi-Chiling road starts at Huxi Xinyuan, northwards via the left side of Xiayu village, the right side of Huxi township government, to be connected with the existing road, which is to be straightened,to reach Kuangcai village (right side), then crosses over a small river to reach Banyuan village (left side), once again to be connected with the existing road, which is to be straightened,and to turn left at the left side of Xiaken village, until passes through the left side of Tiancun village, afterwards, the road will goes on along the river and hillside, crossing over the small river once again, till the left side of Xiaoshanbao (k6+900), then the road will pass through Xiaoyakou (k8+000) tuming left to be connected with San-Fu road (k22+780) and ends at Chiling Shewei. Total length of the road is 9.07km.
6.1.2 The alternative route scheme The starting point of the alternative route scheme, i.e. ko+000, is at kl +650 of the recommended route scheme, northwards passing through the area between Xiacun village and Dingyucun village, then turning right between Banyu village and Bailin village, crossing over small river connecting with the recommended route JD5; and the total length of the alternative road section is 2.62 km.
6.2 Comparison of the alternativeroute scheme 6.2.1 Comparison in terms of technical economic factors Comparisons of the main technical economic indicators of the recommended scheme with those of the alternativescheme are shown in Table 6-1.
Table 6-1 Comparisonof the technicaland economicindicator for the schemes Recommendedscheme Altemativescheme Length(km) 2.62 2.65 Lengthof the existingroad to be used (m) 600 0 Subgradeeartstone work(M 3) 78,000 77,500 Culvert(No.) 10 10 Mediumbridge (m/No.) 80/I 80/ 1 Landoccupation (mu) 72.2 (includingexisting road) 75.6 Resettlemcntof house(m 2) 420 0 Banana(clupm) 1,520 1,480
6.2.2 Comparisonsin terms of environmentalfactor In terms of environmental factor, by making use of the existing road, the recommended scheme has less land acquisition, reducing the impact on the agricultural production and soil erosion; however the demerit of the recomnmended scheme is that although some of the houses beside the road will be resettled due to widening of the pavement width, it seems inevitable that on both sides of the road there are still many buildings, which may become street.
31 To sum up, the recommended scheme is better than the alternative scheme in terms of economic factors, and in terms of environmental factor, both of the two schemes have pros and cons. Therefore the recommended scheme should be accepted. However it is important to take effective environmental protection measures to avoid or mitigate the environmental impact arising from ihe recommended scheme, such as in the design period, to be consistant with the city, township areas planning, proper arrangement of resettlement, proper selection of borrowing and spoils disposal sites; in the construction period, to strengthen supervision of implementation of the environmental protection and pollution mitigation measures done by the contractor; in the operation period to strengthen the traffic and the road maintenance managementas well as the environmental monitoringwork.
32 7. EnvironmentalMonitoring and Management 7.1 Environmentalmonitoring 7.1.1 Purpose and principles The purpose of the environmental monitoring program is to supervise the measures for environmental protection to be implemented, and to timely modify or adjust environmental action plan according to the monitored conditions, and to provide basis for setting forth protection measures at the right time and in effective way. The principles for making environrental monitoring program should be based on the main environmentalimpact in different development periods.
7.1.2 Monitoring target and item (1) In the construction period, the monitoring item should be TSP, bitumen smoke and ambinet noise cause by the construction machines;
(2) In the operation period, the monitoring item should be the ambient noise for the sensitive spots of Xiayu, Huxi, Xiakang.
7.1.3 Environmentalmonitoring plan Based on the forecast results, a monitoring plan has been formulated as shown in Table 7-1 and Table 7-2 for air and acoustic environment respectively..
Table 7-1 Air environmentalmonitoring plan Period Location Item Frequency Duration Sampling Actionunit Supervisor ConstructionConstruction site eachonce in ZMMS' ZZECH' with sensitive TSP oncelmonth oneday themoming & ZhangzhouEPB spotaround theaftemoon bitumensmoke once/month once ZhangzhouMunicipal Monitor Station; " Zhang-Zhao7xpressway Construction Headquarters
Table 7-2 Noise monitoringplan Period Location Frequency Duration Sampling Actionunit Supervisor Constructionsite eachonce in ZZEH Construction with sensitive once/month oneday themorning & ZMMS ZhangzhouEPB spot in 150 m the aftemoon Operation* Xiayu,Huxi, Xiakang Once/ year two days ZZECL ' I ______I______I______I______ZhanzhouEPB theyear of 2001.2005.2010 and 2016: " Zhang-ZhaoExpressway Co. Ltd.
7.1.4 Environmentalmonitoring organ Since the road is in Zhangzhou municipality area, it is recommended that the Zhangzhou Municipal Environmental Monitoring Station be entrusted to undertake the monitoring work.
7.2 Environmentalmanagement organization To ensure implementation of the environmental monitoring plan, a complete organizational system has been established, as shown in Figure 7-1.
33 EPO of MOC I World Bank SEPA I Top I Supervisor
Fujian Provincial - c I< DepartmentCommunications (FPCD) Fujian Provincial ITop routine .° I EPB | ISupervisor o I EPO of Zhang-Zhao I I
C Headquarters (ZZECH) Zhangzhou Municipal EPB Supervisor
Igou Municipa| Zhangpu County EPB
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'cw I C_nui~n I Buea I I
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0 Communications BureauiI
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Manage & Executive Agency I Supervisororgan I
Figure 7.1 Environmental protection management organization
34 7.3 Action plan for environmental protection and management Table 7-3 shows the action plan for environmental protection and management.
Table 7-3 Summary of the environmental management action plan for the road project EA factor Environmentalprotection measures Action In charge I ParagraphNo. A. Designstage I. Routeselection landoccupation as less as possible; Designunit, ZZECH 5.1.1 - awayfrom sensitivepoints as far as possiblesuch as schooland Contractor Zhangpu 5.1.2 residentarea; Municipality 5.1.1 - avoidpoor geological area and culture relics as far aspossible; - public promotionofthe roadproject. 2. Soilerosion - properselection of quarry,earth borrowing, spoil disposal area; 5.1.5 - properdrainage design; 5.1.3 -to avoid high filling and cutting as much as possible. 3. Land- properarrangement of the resettlement; 5.1.4 acquisition - fair compensationfor theresettlement & resettlement 4. Bridgedesign - to meetflood controlrequirements, without compromising of the 5.1.3
_local irigation system. B. Constructionstage I Noisepollution - stopmachine work at nightwhen there is residentarea nearby; Contractor, Supervision 52.1 - properarrangement of constructionwork, personnel training for Construction company, 5.2.2 machine; ZZECH - abideby theindustrial noise standard, to takeprotection measures 5.2.2 for worker. 2 Air poliution - Properarrangement of mixingplant 300m from sensitivepoints; 5.2.5 - to use stationarymixing plant as muchas possible,with dust removedevice; - properarrangement of materialstorage area; 5.2.10 - sprinkleover work site and unpaved road surface to reducedust. 5.2.11 3. Ecological - properplanning of temporaryland use,timely back to original 5.2.1 environment use; 5.2.7(4) - properplanning of earthand stonework to reducedamage to cover plant as muchas possible,timely plantationof damaged coverplant; - proper arrangementof bridge construction.ensure farm land 5.2.9 irigation andflood control; - propertreatment of worksitewastes; 4. Others - timely report and inform of discoveredunderground cultural 5.2.6 relics,with proper measures to protectthe site; - strengthentraffic managementin constructionperiod for safety 5.2.8 andmobility; - personneltraining of safety knowledge. C. Operationstage I. Landuse - for areaswithin IOOm from bothsides of road,no environmentalLand use Zhangpu 5.3.2 planning sensitivebuildings shall be arranged. planningdept Cons. Land Bureau 2.Trafficcontrol & strengthentraffic management and road maintenance. Zhangzhou, LocalPSB 5.3.5 roadmaintenance - to bannvehicles with exceeding of pollutantemission on road Longhai,PSB, department, 5.3.3 3.Dangerousgoods - implementationand enforcementof dangerousgoods transport MCB transport regulations 4. Environmental- in accordancewith theenvironmental monitoring plan to cafiy out ZMMS ZZECL 5.3.1 monitonng theenvironmental monitoring work.
35 7.4 Environmentalprotection measures cost estimation The Project owner shall monitor TSP, bitumen smoke and ambient noise in construction period; and ambient noise in operation period, with total monitoring cost of CNY119,000; and to conduct environmentalprotection personnel training, with the training cost of CNYI 0,000, as shown in Table 74.
Table 74 Cost estimation for environmental proection measures Item Content Quantity Unit cost Subtotal (CNY1,000) (CNYI ,000) Constructionstage ambient air TSP,bitumen smoke 3 timeseach 2/each 12 Constructionstage noise Ambientnoise 7 times I/once 17 Operationstage noise Ambinetnoise 15years 6/year 90 Training Environmentalprotection personnel training 5 persons 2/year 10 EPat constructionstage Sprinkle,garbage and spoils disposal 1.5years 60/year 90 Unforeseencost 43.8 Total 262.8
36 8. Public Participation
The road construction project is a project with the World Bank, public participation procedures have been carried out as required. The work teams of road design and EIA have visited many departments during the survey and on-the-spot investigation, including the Zhangpu county people's government, communications bureau, agricultural department, land administration commission, water conservation department, meteorological department, statistics bureau and environmental protection bureau etc., with opinions and comments collected from the experts and the interested parties. Inquiry forms were issued to' collect the opinions from the general public.
The people inquired include people's representatives of the People's Congress, members of the Political Consultative Conference, teachers, students, women, villagers, etc.. Table 8-1 shows the summary of the inquiry; Table 8-2 and Table 8-3 show the statistics from the inquiry.
Table 8-1 Summary of the inquiry Education Primary school Second school Above high school Numberof people 10 28 12 Proportion(%) 20 56 24
Table 8-2 Statistics from the inquiry (1) Pros & cons Impact of the road Protection demand Pro No idea Air polut. Noise Dusts |Partition Greening Noise barrier Others Numberofpeople 50 0 24 35 16 0 31 13 Proponion(%) 100 43 70 32 62 16 26
Table 8-3 Statistics from the inquiry (2) If understandrcsettlement If followresettlement Anyrequirement for resettlement compensation policy arrangement Yes No Yes no idea Compensation Re-arrange Changejob PeopleNo. 293 21 41 44 3 3 Proportion 58% 42% 82% 18% 88% 6% 6%
(1) Most of the people expressed their support of the Huxi-Chiling road project, and recognized the great significance of the project to promotion of local economic development. There are 70% of the people recognized the trafTic noise impact, 48% of the people think the traffic emissions will cause environment pollution. Most people are in favour of the measures of plantation greening in the road area to protection the environment. The inquiry shows that 58% of the people understand the resettlement compensation policy and 82% of the people will follow the resettlement arrangement.
37 9. Conclusions (1) The Huxi-Chiling road project will improve local commnunicationsbetween the two minority nationality townships, improve the road transport conditions, and will play important role in local socio-economicdevelopment.
Completion of the road project will greatly improve the road network condition to bring into full play of the road network's role in the transport system.
The road project will speed up implementation of the reform and opening policy to promote the local social economic development.
There are no rare animals and plants along both sides of the road area. Per capita land area for the area is small, with serious soil erosion, but along the road area soil erosion is slight.
There is no large air and acoustic pollution sources, with good acoustic environment and ambient air quality, and certain environmental capacity.
(2) The impact of the bridge construction on the river is temporary and slight, so long as measures proposed in the EIA statement are to be taken in the construction period.
The cover plant will be damaged during the constructionperiod, which will cause soil erosion, but the impact is temporary and can be mitigated by effective measures as recommended in the EIA statement.
The noise and the dusts pollution in the construction period can be reduced or mitigated by taking the measures as suggested. During the construction process the supervising engineer should be responsible to supervise implementation of the measures to mitigate the environmentalimpact.
(3) After completion of the road construction restoration of the cover plant and refarming of the temporary used land should be arranged in time, to reduce soil erosion.
According to the survey and measurement, the impact on ambient air quality is slight, and the ambient air quality will be up to Class II standard.
The road traffic noise will have impact on the sensitive spots of resident areas. It is recommended that, for the sensitive spots in 50 m from the road side, in front of the first raw houses close to the road side, noise mitigation green belt of trees be planted; for densely populated areas traffic signs be set up to warn the drivers of the populated area with speed limits and ban horning. The land use planning should be strengthened to avoid traffic noise and emission impact on the sensitive receivers, as well as the
38 environmental monitoring work.
The road project will bring about great benefit to the road areas' social economic development, and will have some negative impact on the area's environment. However, effective measures might be taken to mitigate the impact. Based on the above mentioned analysis and assessment, the road project will be feasible in terms of environment protection.
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