E-254 REVISED VOL. 7 WorldBank Loan Project Public Disclosure Authorized
LONGHAI BAISHUI BRIDGE
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
April199 ;1 W 1:
IL XaphW"r#) A OMWNW kf Public Disclosure Authorized
MinstrofComuncaNNtionsOP
Research Institute of Highway Public Disclosure Authorized Ministry of Communications April, 1999 World Bank Loan Project
LONGHAI BAISHUI BRIDGE
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
AcceSSiGnNo. IoB No (FP N I +at - I Lo ActionftJ Icc FJLE(Co/aIPameorf#) LWCrGWVT ESWCtIG Aim Proc
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 Project Team Member : Yan Xiaolin, Assisitant Research Fellow (EIA Profesional Competence Certificate, No. 0060 Beijing); Wang Fang,Engineer (EIA Profesional Competence Certificate, No. 0098, Beijing); Li Xiyun, Senior Engineer, (EIA Profesional Competence Certificate, No. 0907, Beijing);
Final report compiled by Li Xiyun Foreword
Zhangzhou-Zhaoanexpressway is an importantsection within Fujianprovince of the national trunk road from Tongjiang, Heilongjiangprovince, to Sanya, Hainan province. Zhangzhou-Zhaoanexpressway connects other three expressways of Xiamen-Zhanngzhou,Quanzhou-Xiamen and Fuzhou-Quanzhouin the north, and the expressway of Shantou-Chaozhou,Shantou-Shenzhen in the south, forming an expresswaycorridor from the capital city of Fujian to Guangdongprovince, Hong Kong and Macao, linkingthe south-eastarea of Fujian provincewith the Zhujiang riverdelta area, to bring into full play of the imrnportantfunction of "window"opening to the outside world of the special economiczone in the area, which is of great significanceto both Fujian and Guangdongprovinces, as well as the coastal area's economicdevelopment.
Zhangzhou-Zhaoanexpressway is the FujianProvincial Highway Project II with the World Bank loan. The Zhangzhou-Huaanroad section (from Tankou to Chengguan)is one of the OtherHighway Project of the ProjectII. The road project will furtherimprove the roadnetwork condition with highercapacity to accommodate the increasing traffic to help speed up northernarea's economic developmentof Zhangzhou.
Entrustedby the projectowner, the ResearchInstitute of Highway(RIOH) of the Ministryof Communications(MOC) undertakes the environmentalimpact assessment for the attached project. In December, 1998,with the assistancefrom the project owner, the Fujian CommunicationsPlanning and Design Institute (FCPDI), and relevantdepartments of the local government,the EIA workinggroup from the RIOH conductedan on-site investigationof the area along the road, visited such sensitive spots as villages, schools,hospitals and etc., canvassedopinions and suggestionsof the public on the proposedroad project,land acquisitionand resettlementpolicy and the environmentalprotection measures, and collectedmaterials relevant to the EIA work. In March, 1999the EIA workinggroup had discussionswith the environmental expertfrom the WorldBank, with amendmentsmade to the Statementof EIA done in February, 1999, based on the advice from the expert. We would like express our appreciationto all thosewho gaveus supportto makethe EIA work success. Content
1. GeneralIntroduction I 1.1Purpose of the EIA 1 1.2 Laws,regulations and documentsas the basis of the EIAreport 1 1.3Assessment scope and timehorizon 2 1.4Assessment method and emphasis 2 1.5Assessment standards 2 1.6Classification of the EIA 4
2. EngineeringBrief 5 2.1 Geographicallocation 5 2.2 Schemesof bridgesite and type 5 2.3 Constructionscale and technicalstandards 5 2;4 Trafficforecast 6 2.5 Estimationof investmentand timeschedule of constructionwork 6 2.6 Economicassessment and cot/benefitanalysis 6
3. EnvironmentalConditions and the CurrentStatus Assessment 8 3.1 Natural conditions 8 3.2 Investigationand assessmentof currentstatus of societalenvironment 9 3.3 Investigationand assessmentof currentstatus of ecologicalenvironment 9 3.4 Currentstatus assessment of acousticenvironment and ambientair quality 12 3.5 Recommendedbridge scheme 13 3.6 Analysisof main environmentalfactors 14
4. SocietalEnvironmental Impact and Preventionand ControlMeasures 16 4.1 Statementof societalenvironmental impact 16 4.2 Assessmentof ecologicalenvironmental impact 17 4.3 Forecastand assessmentof acousticenvironment 20 4.4 Forecastand assessmentof ambientair quality 22 4.5 Environmentalimpact prevention and controlmeasures 24
5. AlternativeSchemes and RecommendedScheme of the Bridge 28 5.1 Briefintroduction to the schemes 28 5.2 Comparisonsin terms of engineeringfactor 28 5.3 Comparisonsin terms of environmentalfactor 29
6. EnvironmentalProtection Management and EnvironmentalMonitoring Plan 30 6.1 Environmentalmanagement organization 30 6.2 Actionplan for environmentalprotection and management 31 6.3 Environmentalmonitoring plan 32 6.4 Environmentalprotection measures' cost estimation 32
2 7. Public Participation 33
8. Conclusions 34 8.1 Social environmental impact assessment 34 8.2 Ecological environmental impact assessment 34 8.3 Acoustic environmental impact assessment 34 8.4 Ambient air environmental impact assessment 35 8.5 Overall conclusion 35
Appendix Figure 1. Longhai Baishui Bridge ocation Appendix Figure 2. Layout of Longhai Baishui Bridge Site Appendix Figure 3. Alternative Bridge Site Scheme for Baishui Bridge Appendix 1: "Confirrnation of the Standards to be used for Environmental Impact Assessment for Zhangzhou-ZhaoanExpressway" [1998] No. 032 Document issued by the Fujian Provincial Environmental Protection Bureau Appendix 2: Public Participation Inquiry Form
3 1. General Introduction 1.1 Purpose of the EIA Highway construction is a kind of development involved with natural environment and resources with great social and economic implications. The construction of the highway and the highway traffic will cause a number of impacts on the natural and the social environment. The purposes of the EIA for this Project are as follows.
(1) By description, forecast and assessment of the social, economic, natural and ecological environmental impacts, both in terims,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 environmental engineering 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, regulations and documents as the basis of the EIA report (1) "Law of Environmental Protection of the People's Republic of China"; (2) "Law of Water and Soil Retention of the People's Republic of China"; (3) "Land Administration Law of the People's Republic of China"; (4) "Law of the People's Republic of China for the Prevention and Treatment of Air Pollution"; (5) "Law of the People's Republic of China for the Prevention and Treatment of Noise Pollution"; (6) "Law of the People's Republic of China for the Prevention and Treatment of Water Pollution"; (7) "Regulations Concerning with the Environmental Protection and Management of Capital Construction Project", State Council Ordinance No.253; (8) "Notice to Strengthen the Environmental Impact Assessment and Management of Construction Project Financed by Loan from International Financial Organizations" jointly issued by SEPA, State Planning Commission, the Ministry of Finance and People's Bank of China in 1993; (9) Operational Directive (OD) 4.01 (1991) on Environmental Assessment, (World Bank); (10) Opertional Policies (OP) 4.01 (1999), Bank Procedures (BP) 4.01 (1999), Good Practices (GP) 4.01 (1999) on Environmental Assessment (World Babnk); (11) "Technical Guidelines for IEA", HJ/T2.1 - 2.3-93, HIT2A.4-1995and HJ/T- 19-1997, SEPA; (12) "Measures Concerning the Environmental Protection and Management for Communications ConstructionProject" issued by the Ministry of Communications (13) "Specifications for Environmental Impact Assessment of Highway Construction Project" JTJO05-96; (14) "Engineering Feasibility Study Report for Longhai Baishui Bridge, the Other Highway Project of Fujian Provincial Highway Project II", made by Fujian Provincial Highway Planning and Design Institute, February, 1998.
1.3 Assessment scope and time horizon 1.3.1 Assessment scope The assessment scope of the project for ecological, 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 environmental impact 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 construction period and operation period with correspondent year of 2000, 2005, 2010 and 2015.
1.4 Assessment method and emphasis In the environmental impact assessment, the principle of "combining points with lines, representing road section with typical points" shall be adopted. 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 water environment; survey and statistic analysis for social economic environment. Based on the EIA analysis, the impacts on water and societal environment during the construction period are taken as the emphasis of the assessment; and the environmental protection target is the Nanxi river water quality.
1.5 Assessment standards According to the document of "Confirmation of the Standards to be used for Environmental Impact Assessment for Zhangzhou-Zhaoan Expressway" [1998] No. 032 Document issued by the Fujian Provincial Environmental Protection Bureau, and the requirements set forth by the World Bank environmental expert, the standards used in the assessment are as follows:
(I) The Class III standard in the "Surface Water Quality Standard" (GB3838-88) and "Marine Water Qyality Standard" (GB3097-1997) are used, as shown in Table 1-1 and Table 1-2 respectively.
2 Table 1-1 Water uality standard (Class III summary) (Unit: mg/L, except for PH) Item I PH Permanganateindex CODcr DO TotalLead I Oil I SS * Standard value 16.5 - 8.5 < 6 20 25 S 0.05 0.05 15ISO * waterquality standard for agricultural irrigation water
Table 1-2 Summary of Marine Water Qual Standard (Unit: mglL, exce t for pH) Class pH _ s COD DO Oil 7.5 - 8.5 man made increment S 10 5 2 > 6 S 0.05 li 7.5 - 8.5 man made increment S10 S 3 > 5 •0.05S 111 6.8 - 8.8 man made increment S 100 S4 > 4 s 3.0
(2) 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 1-3; 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 areas within a distance of 100 - 200 meters from the central line of the road, and Class I standard for schools and hospitals, as shown in Table 1-4.
Table 1-3 Standard noise limit for construction site (GB12523-90) Constructionstage Main sources of noise Noise limit Daytime Nighttime Earth & stone work Bulldozer,excavator, loader, etc. 75 55 Piling Variouspiling machine 85 banned Structurework Concretemixer, vibrator etc. 70 55
Table 1-4 Ambient noise standard (GB3096-93) LA,,: dB Classification Daytime Nighttime Class 1 55 45 Class __ 60 50 Class IV 70 55
(3) Ambient air quality assessment standard The Class II standard as specified in the "Ambient Air Quality Standard" (GB3095-96) shall be used, as shown in Table 1-5.
Table 1-5 Amb ent air quality sta dard mg/m 3 Pollutant TSP NOx CO Concentration daily average 0.30 0.10 4.00 Limit one hour average 1.00 0.15 10.00
3 1.6 Classificationof the EIA In accordance with the classification of the EIA work as required by the World Bank for road improvement project, this project involves with reconstruction of the existing road passing through such sensitive spots as resident area; therefore it is necessary to compile the EIA statement and the environmental action plan (EAP). According to the classification of EIA as specified in the "Technical Guidelines for IEA", the EIA work for this project should be Class III.
4 2. Engineering Brief 2.1 Geographical location The Baishui Bridge is located at the south side of Baishui town of Longhai city, and upstream 0.3km away is the extra-large Xinyu bridge of the Zhangzhao expressway.
2.2 Schemes of bridge site and type The recommended location for the bridge is at the south side of Baishui township; up stream 500m away from the bridge site is the Baishui; and downstream 200m away from the bridge site of the extra-large Xinyu bridge of the Zhangzhaoexpressway. The starting point of the approach road is at Baishui (Jinzaicun) to be connected with Nanxi road at k6+800; and the end point of the approach road is Donglin (Xialincun) to be connected with Houxin road at k5+920. Total length of the bridge and the approach road is 1,800 m, of which 487m is bridge and 1,313m approach road. Appendix Figure 2 shows the layout of the Baishui Bridge site.
The recommended scheme for superstructure of the bridge is T-shaped beam bridge with span of 16 x 30m, substructure is two-columned pier prestressed concrete bridge, with two-columned rigged cast-in-place concrete pile foundation, and the abutment is of buried and rigged cast-in-placepile foundation.
2.3 Constructionscale and technical standards 2.3.1 Constructionscale The recommended scheme of the Baishui bridge is 487m long, with approach road of 1,313m, to be built by the standard of Class 11road in plain and light hilly area.
2.3.2 Main technical indicators (1) Design load capacity: vehicle - 20, trailer - 100, with pedestrian load of 3.5KN/m2 ; (2) Width of bridge deck: 9+2 x 1.5 (net width plus two pedestrian path width); (3) Navigable clearance: in according to the classification of inland river navigation channel in Fujian province, the navigable waterway under the Baishui bridge is of Class I, suitable for 30 ton ship, with navigable span of 18m and clearance of 4.5m; (4) Deck elevation: design flood water level is 4.80m (equivalent to the flood water level of once a hundred year), design navigable water level (NWL) 3.56m (equivalent to the flood water level of 5% flood frequency), with calculated lowest deck center elevation of 10.71m; (5) Standard for the connecting road of the approach: Class II road in plain and light hilly area, with subgrade width of 12m, pavement width of 9m, of cement concrete pavement; (6) Basic earthquake intensity: The basic earthquake intensity at the bridge site area is seven degree.
5 2.3.3 Major engineering work amount Table 2-1 shows the major engineering work amount of the bridge and the connecting road.
Table 2-1 Summary of main engineering work amount No. Indicator Unit Engineering work amount I Length km I.80 2 Subgrade earth work m3 76,478 3 Drainage & protection m3 2,468
4 Soft ground treatment , km 0.53 5 Cement concrete pavement m2 , 11,817 6 Culverts Number 5 7 Bridge m / number 557 /2 (1) Medium bridge m / number 70 / 1 (2) Large bridge m / number 429.02 / 12 8 Grade crossing number 2 9 Land acquisition mu 59.4
2.4 Traffic forecast The traffic forecast for the Baishui bridge can be summarizedin Table 2-2.
Table 2-1 Summary of the traffic forecast Year | 2000 | 2005 2010 2016 Traffic (medium vehicle / day) | 1,115 2,019 3,252 5,161
2.5 Estimation of investment and time schedule of construction work 2.5.1 Investment estimation Total cost for the Baishui bridge and the approach road is estimated at CNY 34.572 million; and the funding sources are listed in Table 2-3.
Table 2-3 Financing of the bridge and approach road Funding source Share (%) CNY (1000) World Bank loan 20 7,000 Local government 80 27,572 Total 100 34,572
2.5.2 Time schedule The time schedule of the Project is shown in Table 2-4.
Table 24 Time schedule of the Project Date Desk work and design of construction plan December, 1998 - September, 1999 Construction October, 1999 - September, 2001
2.6 Economic assessment and cost/benefit analysis The results of cost/benefit analysis for the project are as follows: the economic
6 benefit/cost ratio (EBCR) is 3.80 (discount rate 12%); with economic net present value (ENP) of CNY 64.784 million; economic internal return rate (EIRR) of 26.87%, and the pay back period of 9.77 years for the investment, which is good for the construction project.
The sensitive analysis shows that when the cost increases by 20%, and the benefit/cost ratio decreases by 20%, the project will still have strong anti-risk capability. 3. Environmental Conditions and the Current Status Assessment 3.1 Natural conditions 3.1.1 Outline of the water channel The Baishui bridge crosses over the Nanxi (south stream) river a tributary of Jiulongjiang. The Nanxi river rises from the border area of Zhangpu, Longhai and Pinghe, flowing through Zhangpu, Chengxi, Changqiao, Dongsi, Dongyuan, Baishui, and joining the Jiulongjiang river at Nangang, with total length of 89km and basin area of 614km2.
3.1.2 Navigation condition According the classification of the inland river navigation channel the navigable channel the downstream of Baisgui is of Class V channel, and the upstrean of Baishui is local Class I channel. Since the Baishui bridge is located upstream 0.5 km away from Baishui, the navigation standard for the bridge is of Class I (for 30 ton ship), with navigable span of 18m, and navigable clearance of 4.5m.
3.1.3 Hydrology The water level at the bridge site fluctuates along with the tide, which belongs regular half day tide. The flood of the Nanxi river mainly arises from rainfall, particularly in summer and autumn, when typhoon sweeping the area; but owing to such factor as low and flat of the terrain, small of the catchment area, and short flow distance, directly flowing into the sea, the flood water level is not high; therefore there is no flood disaster in the history.
Upstream 0.3km away from the Baishui bridge site the extra-large Xinyu bridge, part of the Zhang-Zhaoexpressway, is to be built, therefore the hydrological condition for Baishui bridge is basically the same as that of the Xinyu bridge, with design maximum water level of 3.56m (based on Yellow Sea altitude), design water level of 4.80m (based on Yellow Sea altitude).
3.1.4 Meteorological condition The area belongs sub-tropic marine monsoon climate, warm, humidity, with plenty of rainfall, annual average temperature of 21 C, highest daily average temperature of 33.3'C, lowest monthly average temperature of 8.4 C. North-west wind prevails from January to May and from October to December, and south-east wind from June to September, affected by typhoon, with the maximum wind speed of 37m/s, and the maximum instant wind speed of 64m/s, annual average rainfall of 1,374.7mm, average relative humidity of 80%, and the dominant wind direction through out the year is from the east, with average wind speed of 2.8m/s.
3.1.5 Geological condition The Nanxi river basin area is in the coast hilly area of Fujian province, with altitude less than 200m. The bridge site is located in marine alluvial plain, with flat terrain, and over the surface layer distributed with Quaternary marine alluvial silt,
8 sabulous caly, sandy clay, and with medium and macrograined biotite-granite as cushion course, with soft soil layer over 7 - 14m, and the buried depth of weathered base rock over 40 - 45m.
3.1.6 Earthquake The earthquake intensity in this area is usually of VII degree.
3.2 Investigation and assessment of current status of societal environment Longhai city is to the east of Zhangzhou, at the lower reach of the Jiulongjiang river, with total land area of 1,238km2, including 14 towns and 2 townships under its jurisdiction, with population of 765,600 by the end of 1997, forest covering rate of 31.3%, hydraulic power supply capacity of 35,900 KW. The major mineral resources are granite, fresh water sand, brick clay, sedimentary peat, hot spring, etc.. Longhai city has 103.3kmof coast line, with area suitable for aquatics breeding 79,800 mu.
During the 8th five-year plan period, great achievements were achieved in the national economic and social development, with the GNP of CNY 317.2 million, per capita GNP of CNY 3,690 in 1995, and the GNP of CNY 483.8 million, per capita GNP of CNY 6,319 in 1997.
Baishui town, where the Baishui bridge is located, has an area of 80.4km2 , population of 45,000 by the end of 1997, and rich resources, including mineral, forest, and tourism resources, with great economicpotentials. It is also a famous agricultural production base, with 30,000 mu fruit farmland, 10,000 mu vegetable farmland, 1,000 mu aquatics production base, and 30,000 pig raising base. However, for many years, owing to backward transport infrastructure,the local economy developed slowly, and the local people's average living standard is low.
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 Fujian province has rich forest resources, with great number of cover plant species, over 2,000 genuses; but due to long periods of indiscriminate and destructive cutting, the original cover plants is decreasing, with most of the area's cover plants being in a state of retrogression succession. The cover plants in the project area is dominated by agriculturalplants, most being evergreen broad-leaved tree, and the cash forest is dominated by litchi and dragon's eye.
The zonal vegetation in the project area is sub-tropic rain forest. There are rare plants under state protection, such as maidenhair tree (Ginkgo biloba), Fujian cypress, oil fir, golden larch, etc.; and animals under the state protection such as pangolin and otter; but in the project area no wild life and plants under the state protection have been found so far.
9 3.3.2 Features and basic conditions of the agricultural The project 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, ranked as export oriented agricultural demonstration zone at State level, and also the experiment zone established by the Ministry of Foreign Trade and the Ministry of Agriculture for agricultural cooperation between two sides of the Taiwan Strait.
Table 3-1 shows some of the indicators of the current status of the agriculture of Longhai city.
Table 3-1 Currentstatus of Longhai city's agriculture Total land area (kin2) 1,238 Cultivated land area (mu) 431,253 of which: paddy land 353,446 dry land 77,807 Total population 871,733 of which:population on farmnland 770,095 Basic farm land protectionarea (mu) 379,000 Per capita cultivatedland area (mu) 0.56 Farmer's net income(CNY) 2,909
The main agricultural crops around the project area are rice, wheat, sweet potato, potato, corn, and beans; with the main cash crops of pea nut, rape, sugarcane, tobacco, hemp, tea; main fruits of orange, tangerine, litchi, longyan (dragon's eye), and etc.; and main vegetable of cabbage, carrot, bamboo shoots, etc..
3.3.3 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. According to the survey in 1986, the total soil erosion area was 13,560 km2 across the province, accounting for 11.19% of the total land area, mainly caused by water erosion and wind erosion, with water erosion being the mostly widespread and wind erosion mainly in the coastal area. The project area belongs the fruit/grain wind erosion zone of south-east coastal island plain in Fujian province. According to the statistics provided by Zhangzhou Municipal Water and Soil Retention Committee, the average module of soil erosion of Longhai city is 402.5 /kM2 y.
The Baishui bridge is located in Longhai city to the east of Zhangzhou, the current status of soil erosion in Longhai is summarized in Table 3-2.
10 Table 3-2 Current status of soil erosion in Longhai Soilerosion area 310,532mu shareof the provincialtotal 16.72% Lighterosion area 130,372mu shareof thearea total 41.9% Mediumcrosion area 59,224mu shareof the areatotal 19.0% Seriouserosion area 93,395mu shareof the areatotal 30.1 % Averagesoil erosion module (tVlcm 2 y) 402.5
3.3.4 Investigation and assessment of current status of water environment (1) Current status of river condition Nanxi river is one of the tributaries of Jiulongjiang (nine dragon river ) river, the longest river in Fujian province. Nanxi river rises from Bopingling mountain in Pinghe county, with total length of 65km, catchment area of 666km2, annual run-off volume of 452 million m3. There is a bridge floodgate 18km upstream from Nanxi river mouth, to dam up the river to control flooding as well as to control irrigating of the farm land and to prevent the high tide from flowing into the upstream area. The maximum width of the river at the lower reach is 470m, with depth of 6m, the maximum run-off flow of 1,600m3/s at high tide; and the minimum river width of 235m, depth of 0.7m, and the minimum run-off flow of 60m3 /s at low tide.
According to the Zhangzhou Enviromental Monitor Station, there is no routine monitoring section for the Nanxi river at present, and there is records showing that the water quality of the river is of Class IV surface water, with the sampling date of January 14 - 21, based on the samples taken from the surface at high tide, low tide and slack tide respectively. The function of the river water is mainly for agricultural and part of the industrial use.
(2) Current status of water quality Since the Baishui bridge is only 0.3km away from the Xinyu bridge of Zhang- Zhao expressway, the data of water quality monitored at Xinyu cross-section of Nanxi river for the expressway is used for the assessment, as listed in Table 3-3.
Table 3-3 Water quality data of the Nanxi river Section Sampling Monitored pH Permanganate DO Oil SS No. number data (mg/l) (mg") (mg/) (mg/') 1 6 Measured 7.58 - 7.68 2.9 - 3.1 6.0 - 6.6 0.05 - 0.07 736 - 920 2 6 Measured 7.60- 7.69 3.0 - 3.2 5.8- 6.4 0.04 - 0.05 730 - 900 Average 7.63 3.0 6.2 0.05 841
11 (3) Assessmentof the current status According to the water quality data monitored at the Xinyu cross-section of the Nanxi river, the water quality of the lower reach is up to Class I standard for marine water in terms of pH and DO; and up to Class II standard for marine water in terns of permanganate and oil (there is a little bit exceeding over the Class II standard in the lower reach). Therefore, the water quality in the bridge site area is up to the standard of Class II for marine water and Class III for surface water. The exceedings of SS is owing to the raining conditions when the samnplingis made.
3.4 Current status assessment of acoustic environment and ambient air quality 3.4.1 Current status The investigationshows that the area around the bridge project is rural area field; and that there are road traffic noise at the starting point of the approach road, where exists the Nanxi road, and at the end point of the approach road, where exists the Houxin road. There is only one resident spot beside the starting point of Nanxi road. The resident areas of the village of Jinzaicun at the start point and the village of Xialincun at the end point are far away from the bridge project and there is no factory along the approach road area of the bridge. So the acoustic and air environment is good.
3.4.2 Current status of noise level the ambient air pollutants The Baishui bridge site is near to the Dongyuan interchange of the Zhang-Zhao expressway, 500m from the Baishui High School and 20km from Huxi. One noise monitoring point was set at the Baishui High School and one ambient air monitoring point at Huxi for the Zhang-Zhao Expressway project. Since the environment of the bridge project is similar to that of the expressway, therefore the monitored noise level and the ambient air pollutants for the Zhang-Zhao expressway is used for the bridge project (monitored in January 1998), as follows.
(1) Name of the monitoring spots: Baishui High School; Day time noise level: 50.2dB(A); and Night time noise level: 40.OdB(A).
(2) Name of the ambient air monitoring spot: Huxi, with the data monitored shown in Table 3-4.
Tabe 3-4 Monitored ambient air quality (Unit: mg/Nm3) Samplingpoint Samplingnumber Onehour concentration Daily average Average Huxi Measureddata Exceeding Measureddata Exceeding NOx 20 0.005 - 0.015 0 0.008 - 0.012 0 0.010 CO 20 0.75J-1.88 0 1.03- 1.22 0 1.12
3.4.3 Assessment of the current status The investigationand monitoring results show that the ambient noise level is far
12 less than the standard limit and the air pollutants concentrations are relatively low; therefore the acoustic environment condition is good and the ambient air quality is fine.
3.5 Recommended bridge scheme Construction conditionsand features The superstructure of the recommended bridge scheme is of prestressed quasi- continuous T-shaped beam bridge with span of 30m; and the substructure of the recommended bridge scheme is concrete column pier with rigged cast-in-place concrete pile foundation. The geological condition of the bridge site is that over the surface layer of the river bed distributed with Quaternary marine alluvial silt, under the silt there are sabulous clay, sandy clay, and with medium and macrograined biotite-granite as cushion course,
(1) Constructionscheme of the bridge Platform is needed for rigged pile foundation construction at places where the river channel and the water depth (including tide) is deep; and for some shallow area pile rigging may be carried out on built-island. It is better for the construction to be carried out in off flood season, to reduce flood loss. The concrete for rigged cast-in- place pile and the bridge pier can be mixed on the river bank on both sides of the river and to be delivered onto the work site by temporary road, ship or cableway.
After completion of the pier, abutment rigged pile, will start the engineering work for tie beam, column, bent cap, abutment body and back fill behind abutment, on the base of which the prefabricatedT-shaped beam may be installed on the bridge pier.
The superstructure of the bridge is prestressed concrete continuous T-shaped beam with span of 30m, with every 5 x 30m or 6 x 30m beams a segment. The substructure of the bridge is rigged cast-in-place concrete pile foundation, with tie beam, column pier and bent cap. The T-shaped beam is prefabricated at the filling area near the subgradeof the connecting road on Baishui town bank side, where the T- shaped beam and other parts of the bridge are to be prefabricated and stored. Bridging equipment is used to deliver the prefabricated beams onto the work site and install to the position by spans. The subgrade of the connecting road on both ends of the bridge, the prefabrication work site, and the bridge and culvert for the connecting road will be constructed at the same time, therefore coordination work is necessary for the effective and efficient work. Since the preliminary design has not started, the prefabrication work site has not been decided.
(2) Connecting road on the river bank Subgrade filling is necessary for the connecting road on both sides of the river bank; and the filling earth and stone are to be borrowed from the hillside close to the bank. Since the prefabricationsite also needs filling earth and stone, the filling work should be so arranged that the overall construction work progresses efficiently. Due to
13 the fact that the subgrade filling is on the soft ground, it is necessary to pay close attention to the settlement, which should be accomplished mostly within the construction period. The settlement can be achieved by way of stage construction, i.e. to construct temporary pavement first used in the construction period, when it has been stabilized, cement concrete pavement to be added.
(3) Temporaryengineering work The prefabrication work site is the filling area on the field close to the connecting road subgrade on Baishui town bank side. Since the main channel Nanxi river is filled with water all the year round, delivery of conStructionmaterials onto the work site during the construction period is mainly dependernton ships and barges, temporary terminals on both sides of the river are necessary, as well as temporary roads to the prefabrication work site.
3.6 Analysis of main environmental factors It is obvious that construction of the Baishui bridge 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 3-5 summarizesthe environmentalfactors should be considered for the bridge project.
It can be seen from Table 3-5 that the possible negative impacts caused by the bridge project are mainly as the following.
(1) In the constructionperiod, 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.
(2) After completion of the bridge project, the main environmentalimpact will be caused by the road traffic noise and pollutant emissions.
14 Table 3-5 Environmental factors identified for the bridge project No. |Factors consideredto causeenvironmental impact Possiblenegative impact A. Designperiod I Changeof currenthydrological condition Mayreduce flood control and irrigationcapacity 2 Changeof landuse value May reducethe economicbenefit of the landuse 3 Changeof theecological system Lossof forestresources 4 Changeof the landforms Damageto landscape B. Constructionperiod . I Soilerosion caused by cuttingand fillingwork Impacton landand water ecological system 2 Accidentsin theconstruction period Impacton people'shealth and safety 3 Contagiousdisease and endemic disease Impacton workerand localpeople's health 4 Sewagefrom labour camp Impacton waterquality 5 Constructionmaterial transport and mixingplant Flyingdust and pollutantspollution 6 Noiseand vibration Impacton workers'and residents'health 7 Interferencewith local traffic Trafficcongestion and trafficaccident 8 Earthborrowing and spoildisposal sites Impacton soil erosion 9 Publicutility facilities (power supply, etc.) Impactfunctioning of thefacilities C. Operationperiod I Noisefrom road traffic Impacton public health 2 Emissionsfrom road traffic Impacton publichealth 3 Continuoussoil erosion Impacton ecologicalsystem
15 4. Societal Environmental Impact and Prevention and Control Measures 4.1 Statement of Societal environmental impact 4.1.1 Analysis of societal environment benefits (1) Construction of the Baishui bridge is the need of Longhai city's transport and economic development The areas of Dongyuan and Baishui town, directly affected by the Baishui bridge project, are to the south-east of Longhai city at the outlet of the Jiulongjiang river into the sea, close to the Zhangzhou economic development zone established by the China Merchant and the Bank of China, with favourable geographical position and good development conditions. Since the investors from abroad and Taiwan province are very interested in Longhai city and the townships in its south-eastarea, construction of the Baishui bridge will improve the investment environment for the area, which will promote the local area's economic development, as well as the development of road transport.
(2) Favourable to local township development The Zhang-Zhao expressway will pass through the Longhai city area, which creates the opportunity for the attached Baishui bridge project to the expressway, as well as the opportunity for the taking off of the economic development for Baishui town, the township enterprises and for the improvement of the people's living standard.
In addition to Baishui town, the Baishui bridge project will have direct or indirect positive impacts on the economic development for the neighboring towns of Dongsi, Fugong, Gangwei.
(3) To speed up the area's development Since 1978, great changes have been taken place for both of Baishui and Dongyuan towns' economic development, with people's living standard improving from year to year, however, owing to the fact that the two towns are separated by the Nanxi river, particularly for Baishui town, its favourable geographical position and rich natural resources have not been brought into full play. Therefore, the construction of Baishui bridge will not only directly link the two towns closely together, but also link the two towns with the outside world by way of the Zhang-Zhao expressway, via the Dongyuan interchange, which will further the area's economic development.
(4) To improve the area's road network Completion of the Baishui bridge project will further improve the area's road network infrastructure, not only directly linking together of the towns of Baishui and Dongyuan, but also linking together the national road No.324, the provincial road 13 - 210 and the county road, making it possible to use the road network more efficiently.
4.1.2 Analysis of the impact on people's living standard (1) Land acquisition
16 The land acquisition for the Baishui bridge project will be 59.4 mu, which is small amount and will have little impact on the agricultural system, but it will have significant impact on the farmers associated with the land. It is, therefore, necessary to make proper arrangement for resettlement of the people concerned. Since the bridge project will have positive impact on the investment environment, the transport conditions and the local economic development,there will be increase of the farmer's income and the improvement of the people's living standard.
(2) Provide convenience for local residents Construction of Baishui bridge is the wish of the local people from Baishui and Dongyuan for many years. The bridge will greatly shorten the distance between the two towns and improve the road transport conditions for the local people.
4.2 Assessment of ecological environmental impact 4.2.1 Assessment of land use impact It is inevitable for the road and bridge project to occupy the land permanently or temporarily, and the land used for the road will lost its original function, which will have impact on the farm production, ecological environment, as well as the social economic system. Particularly, the farmland is precious in Longhai city with per capita cultivated land ownership only'0.56 mu. The land occupation for the bridge project is 59.4 mu, which will have certain impact on the farmers' production and income in short term; however, since the land occupied is not too many, the loss for the farmers will be compensated according to the local government's policy for land occupation either permanently or temporarily. The impact may also be reduced by more efficient use of the existing land and development of tertiary and tourism industry. In addition, after completion of the bridge, more benefits will be got from the areas' economic development. Therefore, there will be little impact of the land occupation on the local people's agricultural production and living standard. For temporary 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.
4.2.2 Assessment of impact on soil erosion (1) Analysis of the factors cause water and soil erosion In addition to wind erosion, the main factors cause soil erosion during the road construction period are rainfall and engineering work. The road project area is located in the transition area from the southern sub-tropic area to the mid sub-tropic area, with annual average rainfall of 1,374.7 mm and the rainy season being from May to June. It can be expected that the months of May and June will be the period with most of the soil erosion during the construction period from October, 1999 - September, 2001.
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. Table 4-1 lists the summary of the way of soil erosion caused by the construction.
17 Table 4-1 Summary of the way of soil erosion caused by engineering construction Features Way of erosion Subgrade 1. Stratifiedfilling, compact,finish trim of sideslopc; 1. Cuningand filling surfacesoil erosion,slight erosion 2. Stratifiedcutting, road trough trim andcompact. on compactedpavement surface; 2. Dominatedby rill erosionand planar erosion;
3. The extentof the erosionwill increasewith thegrowth of depthof cuttingand filling; 4. Theerosion area is wide.
Bridge 1. Opencutting or piling for bridgefoundation; I Seriouserosion for opencutting area of thefoundation; 2. Subgradetreatment for culvert,or clearaway the soft 2. Underwaterconstruction work will causeresuspension groundsoil if it is necessary; of theriver bed deposits; 3. Waterflow is usuallyaround bridge construction site 3. Greatsand content in waterfor constructionuse;
Earthborrowing I. Boffowingand spoil disposal area with slope; I. Dominatedby planarerosion and rill erosion; spoilsdisposal 2. Thespoils damage the cover plant; 2. Localloss vill begreat. 3. Thespoils are usually slack and easy to be eroded.
(2) Estimation of soil erosion during constructionperiod According to the Zhangzhou Municipal Water and Soil Retention Office, the average soil erosion module is 402.5 ton/km2 * y. The bridge project is located in the allvial marine plain area of the south-east Longhai city, with the soil erosion less than the area's average (as shown in Table 3-2 the details).
During the construction period, particularly the construction period of the approach road, the soil erosion would be increased; and if the erosion module is estimated as 5 time as much as that of the average, the total soil erosion in the construction period (of two years) would be 80 tons (as quoted from the EIA statement for the Zhang-Zhao Expressway). The actual volume of soil erosion, however, will be less than this estimationr because that (i) cutting and filling area in the first year will be less than that of the estimation; (ii) the side slope protection and the drainage engineering system will be carried out concurrently; (iii) the greening engineering work will be implemented to ensure recovering of the cover plants, which will reduce the loss of soil erosion.
4.2.3 Assessment of impact on water environment (1) The impact during construction period The impact arising from construction of the road project on water environment, mainly include the affected rivers, farm land, ditches, and etc.; and the impact may be caused to happen in two ways: water and eroded soil flow from construction worksite directly into the nearby farmland; rill erosion of soil and sand flow into river or distant farm land by way of irrigation system. Since the road project is alongside the Jiulongjiang river, small amount of eroded sand and soil to be brought over into the river by rainfall will be inevitable.
18 According to the engineering feasibility study report, cast-in-place concrete pile rigging technology will be taken for the bridge construction. Local river substrate silt resuspension will occur the bridge construction caused by piling or cofferdam construction, which will have negative impact on water quality. Since the construction machine is usually powered by electric motor, without mineral oil leakage, only with little lubricant, the impact arising from gasoline spillage or leakage will be little on water quality.
The wastes from the prefabrication work 'site include snad and stone, cement, cement concrete dregs and sewages. The sewage and wastes from the labour camp and the construction site may be brought over into river to cause water pollution. The dusts arising from subgrade constructionand construction material transport may also be brought over into the river, which will have impact on water quality. The dusts arising from construction of the subgrade and transport of the construction materials may fall into the river affecting the water quality. Therefore, effective measures should be taken to dispose the wastes and sewage water at designated place away from the river water body.
The Baishui bridge is at the downstream 200 m from the bridge of Zhang-Zhao expressway. Construction of the two bridges will have impact on the ecological environment particularly the water environment and the resident areas nearby the road areas for construction materials transport; so correspondent measures to mitigate the dust and noise impact should be taken by the contractor.
(2) Analysis of the impacts during operation period During the operation period, the emissions and dusts from the traffic will be dispersed with wind and drop into river to have impact on water quality; however, the quantity of the pollutants is very small, with little impact. The oil spillage over the road pavement and the particles from wom tires of road vehicles may also be brought into the river by way of the drainage system. The pollutants from pavement run-off mainly are suspended solids, oil, organic substance and lead, and etc., with their concentration depending on such factors as road traffic volume, rainfall intensity, dust deposition, duration of previous dry season, and etc.. Since the concentrations of the pollutants are very small and the Jiulongjiang river bed is wide, with its water flow being swift and stable, which possesses strong dilution, dispersion and self cleaning capacity, under normal conditions the growth of initial cross-section pollutant concentration is very small and the impact on water pollution cause by the road project will be small and acceptable, with slight impact on the Jiulongjiang water quality, even if it is under the extreme unfavorable rainfall conditions. But taking into account of the impact arising from the construction of the two bridges more pecautions should be taken against the possible water pollution by strengthening water quality monitoring in the construction period, particularly for the impact caused by the extra-large Xinyu bridge.
19 4.3 Forecast and assessment of acoustic environment 4.3.1 Analysis of acoustic environmentimpact during construction period 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.. Since there is no sensitive spot within the assessmentarea, except for the resident area of Neijiayang, which still has distance of 40m from the connecting point of the bridge approach road; it is not necessary to do further analysis.
4.3.2 Environmentalimpact assessment in operation period (I) Forecast model The traffic noise level depends on the traffic volume, vehicle composition, vehicle speed, radiant acoustic power level of vehicle, longitudinalgradient, pavement texture, and etc., which can be forecast by a model as follows:
N1 rO Leqi(d)=LAi + lOlg(I ) + IQlg( ia+ AS - 13 TVi r
N1 r,0 r Leqi(n)= LAi + l Olg( ) + 151g(-) + l Olg( )a+ AS - 13 TVi r r
The noise level of the overall traffic noise at point P shall be: 3
Leq(t) =10Ig L 10 0.ILcqi i=] where: Lcqi(d) equivalent noise level, produced by i-type vehicle at forecast point P by day (dB); L,qi(n) the equivalent noise level as mentioned above by night; LAi average maximum noise level of i-type vehicle at reference point, (dB); Ni 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); r. distance from forecast point to driving line (m); a noise attenuation factor; AS noise attenuation during transmission;
(2) Determinationof 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:
20 LAI=77.2+0.18VI LA2 62.6 + 0.32 V2 LA3= 59.3 + 0.23 V3 where: LA, - 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 The technical standard of the road project is of Class II road, with design speed of 40km/h. It is assumed that vehicle speed of 30km/h for medium and large vehicles and 40km/h for small vehicle in traffic noise forecast.
(iv) Vehicle composition Based on the feasibility study report, the vehicle compositionof 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 factor Taking into considerationof the fact that most land on both sides of the bridge are farmland and woodland, the attenuation factor a is taken as 0.5.
(vi) The noise 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.
(3) Forecast results Based on the above mentioned model and parameters, the traffic noise in the operation period can be forecasted. Table 4-2 shows the noise forecast.
Table 4-2 Summaryof traffic noise forecast Year Time Forecast of noise level at points with different distances from road (dB(A)) period IOm 20m 30m 40m SOm 60m 70m 80m 90m 100m 2000 Day 58.7 54.5 51.6 49.5 47.8 46.4 45.2 44.2 43.2 42.4 Night 52.1 47.8 45.0 42.8 41.1 39.7 38.5 37.4 36.4 35.6 2005 Day 62.4 58.2 55.4 53.3 51.6 50.2 49.0 48.0 47.1 46.2 Night 55.7 51.4 48.6 46.4 44.7 43.3 42.1 41.0 40.1 39.2 2010 Day 64.5 60.4 57.7 55.6 54.0 52.6 51.5 50.4 49.5 48.7 Night 57.8 53.5 50.7 48.6 46.9 45.5 44.2 43.2 42.2 41.4 2016 Day 65.7 61.7 59.1 57.4 55.5 54.2 53.0 52.1 51.2 504 Night 58.8 54.6 51.8 49.7 48.0 46.6 45.4 44.3 43.4 42.5
21 It can be seen from Table 4-2 that within the assessment area the noise level in the operation period will not exceed the standard limit as specified in the State standard GB3096-93 (day time 7OaB(A),night time 55dB(A)). By the year of 2005 the night time noise level at points lOm from road will exceed the standard limit; and by the year of 2016, the distance of the points with exceeding noise level will be up to 20m, and the points outside the 20m distance area the noise level will not exceed the standard limit. Thereforethe impact area is relative small.
The sensitive spot of Neijiayang is 40 m from the road side, where the noise level will not exceed the standard level, less than 60tlB(A) by day and less than 52 dB(A) by night, accordingto the forecast; so the traffic noise impact is slight.
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 cement concrete mixer and the truck traffic for construction materials transport usually produce suspension particle (TSP). Therefore the assessment factor for the construction period is TSP.
Dusts arising from materials transport Comparison study shows that TSP arising from material transport may be serious, with TSP concentrationmay exceed the Class II standard within the areas 150m from the roadside. Since the bridge area belong sub-tropic marine monsoon climate zone, with humidity environment, plenty rainfall; so long as taking such measures as timely sprinkling and cleaning,dust pollution can be reduced to the minimum.
4.4.2 Forecast and assessment of ambient air impact in operationperiod After completion of the road in the operation period, the main impact on ambient air is the emissions from road traffic. The pollutants from the emissions mainly are CO and NOx, and the time horizon of forecast is the year of 2000, 2005, 2010 and 2016.
(1) 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)=( l2 . ~ - exp[ -] 2 7i u a2(x) 2 [az(x) ]
where: C(x,0,0) - relation between concentration and wind direction;
22 QL - intensity of the linear source, mg / m3 ; x - distance from calculating point to road center line (m); u - average wind speed; cz - 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) = d2 7rU aOZ(y)
where: y - distance from calculating point to road center line (m); C(O,y,0)- relation between surface concentrationand the 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 the wind direction and the road is of any degree.
2 C(0) = sin20 C9 0°(X,0,0,) + cos 0 * Coe(O,y,O)
where: C - surface concentration in leeward direction, mg /m3;
0 - the angle between the wind directionand the road, 0;
(2) The forecast results and assessment Based on the above mentioned model, on the assumption that the angle between the wind direction and the road is 00 and 900, wind speed of 2.8m/s, type D stability of meteorological condition, the forecasts of hourly and daily average concentrations of the pollutants from the road traffic are summarized in Table 4-3.
It can be seen from Table 4-3 that in the operation period by the year of 2016, the maximum growth of the roadside daily average and peak time one hour average concentration of CO will be 0.189 - 0.341mg/m3 and 0.118 - 0.214mg/m3 respectively; when added with that of the background value, the total pollutant concentration will not exceed the Class II standard limit (4.0 and 10.0); and that the maximum growth of the roadside daily average and peak time one hour average concentration of NOx will be 0.019 - 0.035mg/m3 and 0.031 - 0.056mg/m3 respectively; when added with that of the background value, the total pollutant concentrationwill not exceed the Class II standard limit (0.10 and 0. 15).
Therefore, after the road bridge open to traffic, the impact of the emissions from the traffic in the operation period on the ambient air quality is small.
23 For the sensitive spot of Neijiayang 40 m from the road side, the traffic emission impact is slight, according to the forecast.
Table 4-3 Summaryof forecastof trafric emissionpollutants' concentrations(mg/mn 3) Pollutant Year Time Forecastof pollutantconcentrations atpoints with differentdistance from road period I Om 20m 30m 40m 60m 8Om I OOm 120m 150m 200m Peak 0.031- 0.024- 0.019- 0.016- 0.012- 0.009- 0.008- 0.007- 0.005- 0.004- 2000 1hour 0,057 0.045 0.037 0.030 0.023 0.018 0.015 0.013 0.011 0.004 Daily 0.020- 0.015- 0.012- 0.010- Q.007- 0.006- 0.005- 0.004- 0.003- 0.003- average 0.036 0.028 0.023 0.019 0.014- 0.011 0.009 0.008 0.007 0.003 Peak 0.064- 0.049- 0.039- 0.032- 0.024- 0.019- 0.016- 0.013- 0.011- 0.008- 2005 I hour 0.116 0.092 0.075 0.062 0.047 0.037 0.031 0.026 0.022 0.008 co Daily 0.040- 0.031- 0.024- 0.020- 0.015- 0.012- 0.010- 0.008- 0.007- 0.005- average 0.073 0.058 0.047 0.039 0.029 0.023 0.019 0.017 0.014 0.005 Peak 0.109- 0.083- 0.066- 0.054- 0.040- 0.032- 0.026- 0.023- 0.019- 0.014- 2010 I hour 0.197 0.156 0.127 0.106 0.079 0.063 0.052 0.045 0.037 0.014 Daily 0.068- 0.052- 0.041- 0.034- 0.025- 0.020- 0.017- 0.014- 0.012- 0.009- average 0.123 0.098 0.079 0.066 0.049 0.039 0.033 0.028 0.023 0.009 Peak 0.189- 0.143- 0.114- 0.094- 0.069- 0.055- 0.046- 0.039- 0.032- 0.025- 2016 1 hour 0.341 0.270 0.219 0.183 0.137 0.109 0,091 0.078 0.064 0.025 Daily 0.118- 0.090- 0.071- 0.059- 0.043- 0.034- 0.029- 0.024- 0.020- 0.016- average 0.214 0.169 0.137 0.115 0.086 0.068 0.057 0.049 0.040 0.016 Peak 0.009- 0.007- 0.005- 0.004- 0.003- 0.003- 0.002- 0.002- 0.001- 0.001- 2000 I hour 0.016 0.012 0.010 0.008 0.006 0.005 0.004 0.004 0.003 0.001 Daily 0.005- 0.004- 0.003- 0.003- 0.002- 0.002- 0.001- 0.001- 0.001- 0.001- average 0.010 0.008 0.006 0.005 0.004 0.003 0.003 0.002 0.002 0.001 Peak 0.014- 0.011- 0.009- 0.007- 0.005- 0004 - 0.003- 0.003- 0.002- O.2 - 2005 i hour 0.026 0.020 0.017 0.014 0.010 0.008 0007 0.006 0.005 0.002
NOx Daily 0.009 - 0.007 - 0.005 - 0.004 - 0.003- 0.003 - 0.002 - 0.002 - 0.002 - 0.001 - average 0.016 0.013 0,010 0.009 0.006 0.005 0.004 0.004 0.003 0.001 Peak 0.022- 0.016- 0.013- 0.011- 0.008- 0.006- 0.005- 0.004- 0.004- O.n31- 2010 I hour 0.039 0.031 0.025 0.021 0.016 0.012 0.010 0.009 0.007 0.003 Daily 0.014- 0.010- 0.008- 0.007- 0.005- 0.004- 0.003- 0.003- 0.002- 0.002-
- average 0.024 0.019 0.016 0.013 0.010 0.008 0.007 0.006 0.005 0.002 Peak 0.031-. 0.023- 0.019- 0.015- 0.011- 0.009- 0.007- 0.006- 0.005- 0.004- 2016 1 hour 0.056 0.044 0.036 0.030 0.022 0.018 0.015 0.013 0.010 0.004 Daily 0.019- 0.015- 0.012- 0.010- 0.007- 0.006- 0.005- 0.004- 0.003- 0.003-
I ______average 0.035 0.028 0.022 0.019 0.014 0.011 0.009 0.008 0.007 .0.003
4.5 Environmental impact preventionand control measures 4.5.1 Design period (I) 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.
24 (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 has 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) The greening design should take into consideration of the features of local climate to select suitable plants.
(5) Proper arrangement of the resettlement,so that neither agricultural production nor the living standard to be affected.
(6) Selection of quarry site, earth borrowing area, prefabrication work site, spoils disposal area should follow the principle of away from such sensitive spots as farm land, resident area, school, etc., to avoid dust pollution and other impacts.
(7) Deposite pool should be set at the labour camp for sewage treatment, which should not be directly discharged into the river.
4.5.2 Construction period (1) 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 shouldbe carried out in time.
(2) In the process of bridge constructionthe waste silt generated by drilling shall be disposed at a designated site by barge. To use electric motor powered machine to reduce river water pollution by oil spillage as much as possible.
(3) Proper treatment of and timely clear away the wastes and sewage from the worksite labour camp, to dispose the wastes in designated area regularly used for fertilizer or to be buried underground.
(4) The bulk construction materials should be covered during the transport process to prevent spillage over the road as much as possible, and the storage site should also be covered or sprinlkled.
(5) The concrete materials mixing plant 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 bitumen heating and mixing should be in a tightly closed device. Labour protection measures shall be
25 provided for operators of the machine.
(6) Thoughtful arrangement of construction schedule should be made when there is resident area within 150m from construction work site, e.g. no operation of construction machine during by night (22:00 - 6:00).
(7) Proper construction work time schedule for the bridge, to avoid construction work in rainy season, particularly the storm.
(8) Water drainage ditch should set on both sides of earth borrowing and quarry areas; an interception ditch should set for worksife side slope, so as to reduce soil erosion by rainfall;
(9) To plant grass or other plants over the surface of earth borrowing, quarry, spoils disposal areas, to prevent soil from being eroded by rainfall;
(10) To strengthen management of road traffic during the construction period, with strict enforcement of the "Regulations for Road Transport.Dangerous Goods", to prevent accident (motor vehicles and ships);
(11) Timely cleaning and sprinkle the construction work site around the mixing plant areas in dry season.
(12) If there is any underground ancient tombs or other cultural relics to be discovered during the process of the construction,it should be reported inmmediatelyto the cultural relics protection department by the contractor and the construction work should stop and should not proceed until proper treatment having been done by the archaeological professionals organizedby the cultural relics protection department.
4.5.3 Operation period (1) In addition to plantation of the road side tree as planned, more trees and flowers should be planted along both sides of the approach road of the bridge to recover the cover plants damaged in the construction period to reduce soil erosion and to improve the landscape
(2) It is recommended that no resident area, school and hospital should be set up within areas 50 m from both sides of the bridge approach road for the planning department, to avoid impacts on these sensitive receivers.
(3) To strengthen the envimmental monitoring work at the resident area of Neijiayang for noise and the river water quality monitoring, so that necessary measures could be taken once there is exceedings of the pollutants.
(4) To strengthen the traffic management and road maintenance work, to ensure
26 the traffic and road in good conditions.
(5) To strictly follow the rules for dangerous goods transport, to prevent road accident.
27 5. Alternative Schemes and Recommended Scheme of the Bridge 5.1 Brief introductionto the schemes 5.1.1 Selection of the bridge site Based on the landforms and geological conditions of Baishui and Dongyuan town areas on both banks of the Nanxi river, the opinions from Zhangzhou Expressway Construction Headquartersand from Lonaghai Communications bureau as well as the opinions from interested departments and parties, two altemative schemes for the bridge site were selected for comparison. Apprendix Figure 3 shows the alternative scheme of the Baishui bridge.
(I) First scheme of bridge site The first scheme of bridge site is on the southern side of Baishui town, about 500 m upstream from the Baishui, 200 m downstream from the extra-large Xinyu bridge of the Zhang-Zhaoexpressway. One side of the bridge approach is connected with the Nanxi road at k6+800; the other side of the bridge approach is connected with the Houxin road at k5+920, with the center pile of the bridge at kl+250.
(2) Second scheme of bridge site The second scheme of bridge site is down stream 300 m from the bridge site of the first scheme, with one side of the bridge approach to be connectedwith the Nanxi road at k6+800; the other side of the bridge approach to be connected with the Houxin road at k6+400. Since the distance between the bridge site of the first scheme and the second scheme is only 300m, there is little change of hydrological, landforms, and geological conditions.Total length of the bridge is 2,600m, of which 487m are bridge, and 2,113m are approachroad.
5.1.2 Schemes of bridge type (1) First scheme of bridge type The superstructure of the first scheme is prestressed concrete T-shaped beam bridge (quasi-continuousbeam bridge) with span of 16 x 30 m; and the substructure is two-columned pile, rigged cast-in-place reinforced concrete pile foundation, with abutment of buried and rigged cast-in-place reinforced concrete pile foundation.
(2) Second scheme of bridge type The superstructure of the second scheme of bridge type is concrete rigid-framed arch bridge with clear span of 60 m and gravity pier prefabricated and hoisted to the position; and the substructure is reinforced concrete bearing platform and rigged cast- in-place reinforced concrete pile foundation, with U-shaped abutment. The bridge has a total of 8 spans and total length of 492m.
5.2 Comparisonsin terms of engineering factor 5.2.1 Bridge location The first scheme has the advantages of smooth, straight alignment, with minimum elevation of the river bed being 2.61m and the main river channel depth of 4.5m or so.
28 On the bridge site over the surface layer of the river bed distributedwith Quaternary marine alluvial silt, sabulous clay, sandy clay, and with medium and macrograined biotite-graniteas cushion course, suitable for pile foundation. The bank slope is stable without such poor geological phenomenon as sliding, caving, etc.. It is in the area with earthquakeintensity of seven degree.
The bridge site of the first scheme is farther from the center of Baishui town, but the alignment of the approach road is smooth and straight, shorter in length, with less costa, and the center line of the bridge is perpendicular to the main stream direction in flood season.
The bridge site of the second scheme is closer to the center of Baishui town, only 300 m, but dual counter curve will have to be set for the approach road, 800m longer than that of the first scheme, with more costs; therefore the first scheme has been adopted as recommendedscheme.
5.2.2 Bridge type The bridge type of the first scheme is of T-shaped beam bridge characteristic of simple to fabricate, light in weight, easy to install, which is an idea bridge type to speed up the constructionwork.
The bridge type of the second scheme is of rigid-framed arch bridge with beautiful appearance, but it is difficult to build, with great amountof civil engineering work and more costs.
5.2.3 Comparisonsand recommendation Based on the above mentioned comparisons, the first scheme of bridge site and bridge type has been taken as the recommended scheme.
5.3 Comparisonsin terms of environmentalfactor In terms of environmental factor, there is no apparent difference between the first and the second scheme of either bridge site or bridge type.
29 6. Environmental Protection Management and Environmental Monitoring Plan 6.1 Environmental management organization The Fujian Provincial Expressway Construction Headquarters is responsible for the management of environmental protection for Baishui bridge in construction period. The Fujian Expressway Co. Ltd. is responsible for the management of environmental protection for the road project in operation period, with the Zhangzhou Municipal CommunicationsBureau and the Communications Bureau, Environmental Protection Bureau of the Longhai Municipality responsible,for coordination and implementation of the action plan. Figure 6-1 shows the organization chart.
EPO of MOC | World Bank SEPA Top I Supervisor
I0 Provincial r ° Communications I) Deatet(CFujian Provincial IToproutine o0= I Deatet (PCD___ EPB ISupervisor .u I _+ _ _
EPO of Provincial I Expressway Construction I Zhangzhou Municipal EPB I Routine Headquarters (PECH)
XI0 LLonghai Municipal EPB |
o~~~~ coI 1 - U i
0
>Uw I
- - - - E Q~~0 Zhngho Muiia 0
oI Comuiatos Burau EPO of Provincial Ao, I I Expressway+ Co. - Ltd._ I I II >YI I I
ZhangzhouMunicipal ~~I CommunicationsBureau … LW I _ I
30 r LonghaiMunicipal <~ CommunicationsBureau
Manage& ExecutiveAgency I Sup,ervisororgan
Figure 6.1 Baishui bridge environmental protection organization
30 6.2 Action plan for environmental protection and management
Table 6-1 Summary of the environmental management action plan for the road project EA factor Environmentalprotection measures Action In charge ParagraphNo. A Designstage 1 Routeselection - landoccupation as less as possible; Designunit, PECH - awayfrom sensitivepoints as far as possiblesuch as schooland Contractor Longhai 4.5.1.1 residentarea; Municipality - avoidpoor geological area and culture relics as far as possible; 4.5.1. * publicpromotion of theroad project. 2 Soil erosion - completedesign of plantationfor theroad area, 4.5.1.4 - properselection of quarry,earth borrowing, spoil disposal area; 4.5.1.6 . properdrainage design; 4.5.1.3 -to avoidhigh filling andcutting as much as possible. 3 Land- properarrangement of theresettlement; 4.5.1.5 acquisition - faircompensation for theresettlement & resettlement 4. Bridgedesign -to meetflood control requirements, without compromising of the 4.5.1.3
_local irrigationsystem. B. Constructionstage I Noisepollution - stopmachine work at nightwhen there is residentarea nearby; Contractor, Supervision 4.5.2.6 - properarrangement of constructionwork, personneltraining for Construction company, machine; PECH - abideby theindustrial noise standard, to takeprotection measures for worker. 2. Air pollution - Properarrangement of mixingplant 300m from sensitive points: 4.5.2.5 - to use stationarymixing plant as muchas possible,with dust removedevice; - properarrangement of materialstorage area; 4.5.2.4 - sprinkleover work site and unpaved road surface to reducedust, 4.5.2.11 3. Ecological - properplanning of temporaryland use,timely back to original 4.5.2.1 environment use; - properplanning of earthand stonework to reducedamage to 4.5.2.9 cover plant as much as possible,timely plantaion of damaged coverplant; 4.5.2.7 - properarrangement of bridgeconstruction, ensure farm land irrigationand flood control; 4.5.2.3 - propertreatment of worksitewastes; 4.5.2.8 - to meet designrequirement for subgradedrainage, treatment o poorgeological areas, and the protection engineering work; 4. Others set up temporarycommunication system; -public healthand medical care for theworkers; 4.5.2.3 timely report and inform of discoveredunderground cultural 4.5.2.12 relics,with propermeasures to protectthe site; - strengthentraffic managementin constructionperiod for safety 4.5.2.10 andmobility; - personneltraining of safetyknowledge. C. Operationstage _ I Landuse - for areaswithin 100mfrom bothsides of road,no environmentalLand use LonghaiCons. 4.5.3.2 planning sensitivebuildings shall be arranged. planningdept. LandBureau 2.Traffic control& - strengthentraffic management and road maintenance. Zhangzhou. LocalPSB, 4.5.3.4 roadmaintenance Longhai,PSB, department 3.Dangerousgoods - implementationand enforcementof dangerousgoods Unsport MCB 4.5.3.5 transport regulations 4 Environmental - in accordancewith theenvironmental monitoring plan to carryout ZMEMS PECH 4.5.3.2 monitoring theenvironmental monitoring work. .
31 6.3 Environmental monitoring plan The environmental monitoring work for the bridge project is to be conducted by the Zhangzhou Municipal EnvironmentalMonitoring Station (ZMEMS) in accordance with the monitoring plan (as shown in Table 6-2) entrusted by the Owner. The measured records done by the monitoring station will be submitted to the trustor, then it will be submitted to the higher level authorities.
Table 6-2Environmental monitoring plan Item Period Location Frequency Action organ Supervising organ I point for the first raw building close to construction stageZhangzhou Zhang-Zhao Construction road at Neijiayang resident area,borrowing once/nionth, I day Municipal Expressway Noise area,quarry,resident area alongthe road for by day and night Environmental Headquarters construction transport. Monitor (ZZEH) Station (ZMEMS) ZhangzhouEPB I point for the first raw building close to 2001 -2016, ZMEMS Zhang-Zhou Operation road at Neijiayang residentarea once/year. I day, Expressway
by day and night Co.Ltd. (ZZECL) Ambient air Unpaved road, mixing plant work site, random ZMEMS ZZEH, TSP Construction temporary road on work site, as required ZhangzhouEPB resident area at Neijiayang I_I Water downstreamofJiulongjiang Nanxi Xinyuhe once per 3 months ZMEMS ZZECL, quality Operation section (monitor for both Xinyu extra-large 2 days eachtime. ZhanghzouEPB pH, CODcr bridge and Baishui bridge) I moming, oil, SS, DO I aftemoon Others construction site, pre-fabricationwork site random ZMEMS ZZEH, (garbage, Construction as required ZhangzhouEPB
spoil, mud)
6.4 Environmental protection measures' cost estimation The environmental protection measures cost estimation based on the features of the bridge project is CNY 523,200, with the details shown in Table 6-4.
Table6-4 Environmentalprotection measures cost estimation
Item Content Quantity Unit cost Sub total
(CNYI,000) (CNYI,000)
EP at construction stage sprinkle, garbagespoils & mud disposal & transpon 2 years 9/month 216
Environmental monitoring construction epriod: noise,TSP, water quality, 2 years 20 / year 40
operation period: noise,water quality'. 15 years 10/ year ISO
(once/year)
EP training take part in the Zhang-Zhaoexpressway construction period once 2/person 10
of 1999 environmental protection (EP) training
Green beautification on both sides of the approachroad planting trees.flowersetc. 4 places 5/place 20
Unforeseencost 200f. of total 87.2
Total 523.2
Wtare quality monitoring in operation period will be donefor both Xinyu extra-largebridge and Baishui bridge, with the monitoring costs for Baishui bridge to be paid once per year.
32 7. Public Participation Since the proposed road bridge project will bring about great economic and social benefit to the project area, the local people's government along the road bridge areas and relevant departments actively support the proposed road project.
To fully canvass the opinions of the people and departments along the road bridge area, and to protect the interests of the public who will be affected, investigations were made during the preparation of the EIA report, with great assassinate from relevant department and the design unit at the end of December 1998; many departments were visited, including the Longhai people's govermnent, communications bureau, agricultural department, land administration commission, water conservation department, meteorological and environmental protection bureau etc., with opinions and comments collected from the experts and the general public. Meanwhile the significance and the outlines of the project have been made known to the general public. Through the investigations the following comments and suggestions can be summarized(the inquiry form seen in Appendix).
(1) Most of the people expressed their support of the Baishui bridge project, and recognized the great significance of the project to the close link of the two town of Baishui and Dongyuan and to the development of local economy.
(2) The local people's governments and residents along the bridge area showed their great enthusiasm and willing to contribute to the proposed bridge construction and will fully support and assist the project.
(3) Most of the people to be resettled accept the resettlement arrangement and require that the resettlement should be done in accordance with government policy with the compensations being made in time in lump-sum payment.
(4) One of the problems talked about most during the survey is that when the Baishui bridge is to be built, consideration of a water distribution pipeline should be taken into account to solve the drinking water issue for people in the Baishui. Based on this request, reservation of the water distribution pipeline has been included in the project design.
33 8. Conclusions 8.1 Social environmental impact assessment (1) The Baishui bridge project will produce great socio-economic benefits, by improved transport conditions,investment environmnent,local area's development,
(2) After completion of the bridge the distance between Baishui and Dongyuan will be greatly reduced, which is of great significance to the improvement of the local people's production and daily life, and their living standard.
(3) Total land acquisition shall be 59.4 mu for the bridge project. Proper compensations will be made for the resettlement in accordance with the State policy so as to minimize the adverse impact on the people's production and living standard.
8.2 Ecological environmental impact assessment (I) The land occupation of the Baishui bridge project is 59.4 mu. The impact of the land occupation car. be mitigated by improvement to make into full play the potentials of existing land use and productivity.
(2) The cover plant will be damaged during the bridge construction period, which will cause soil erosion. According to estimation the soil erosion during the construction period will be 5 times as much as that before the construction, with possible soil loss up to 80 ton, but actually, the soil erosion will be much less than the estimation.
(3) The water and soil erosion in the construction period will pollute the river water and the pollution will have impact on the irrigation system to certain extent. During the period of bridge construction, the river silts resuspension will have impact on the water quality. Disposal of the silts by barge to designated site will mitigate the impact. The sewage and wastes from the work site and labour camp should be treated before discharged. The impact of pavement run-off on the water quality will be slight in the road operation period.
8.3 Acoustic environmental impact assessment (1) The main sources of noise during the construction period are construction machines. The sensitive spots of resident area and school near to the road side will have more impact. Proper arrangement of construction work time schedule should be necessary to mitigate the impact.
(2) The day time traffic noise in the operation period will not exceed the Class IV standard limit specified in the State standard GB3096-93, and the distance for night time noise to exceed the standard limit will be less than 20m by the year of 2016; therefore, the area affected by the noise from the road traffic is small. It is
34 recomnmendedthat no school, hospital and resident houses should be built in the area 50 m from the road side.
(3) In the operation period, the sensitive spots of the first raw houses of the resident area at Neijiayang should be monitored. If there is exceeding of the noise level over the standard limit, such measures as plantation of trees or heightening the enclosing walls for the first raw house close to the road should be taken to mitigate the noise impact.
8.4 Ambient air environmental impact assessment (1) TSP is the main pollutant in construction period. Ambient air quality in the area 50m from the roadside will meet Class II standard, when roadside mixing technology is adopted; and when stationary mixing technology is adopted, there will be not impact on the area with distance over 150m from the roadside. The TSP pollutant arising from material transport may cause serious pollution along the construction site; and the ambient air quality in areas 150m from the roadside may exceed Class II standard limit. Timely cleaning, sprinkle and covering the material storage site will be effective to mitigate dust pollution.
(2) CO and NOx concentrations, both daily average and hourly concentration, will not exceed the Class II standard in the operation period by the year of 2016, which indicates that the impact on ambient air quality is small.
8.5 Overall conclusion To sum up, the location of the Longhai Baishui bridge is reasonable in terms of environmental factor. The bridge project will be beneficial to improvement of the local transport conditions and the people's production and living standard, as well as economic development. Although there will be some impact on the ecological and societal environment, so long as effective measures are to be taken as recommended in this statement, the impact will be mitigated or controlled to acceptable level. Therefore the bridge project will be feasible in environmental terms.
35 v*cMg g6*+ *eb \'99V
> 0 f \P111 > / {tlt-8: ~~~~~~~D.af a . x At.:lf
*~~~~~~~~~~~~~~~~* R0tA, OSclet1: ;5 M tW;~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~L
E itW
7w!.l^. i S Att ced Figre 2: ridge ite lUstratd Mapf LongaiBaihui Brdge (150000)' ti3 ~. l!~~~~~~~~~~~~~~~~~~~~~~~~~iniaroa13 I I~~~~~~
.3 4 ros~~~~~~~~~~~~~~~'6 V\ Dogyua-t o
- - - ~~~~ ~ ~~ nd point *
3. N5
~~~~~~ \ ~ ~ ~ ~ ~ 7~
~~~Jsnjzicufl~~ ~ ~ ~ ~~~~~~~~~~tK+O . j~4 1
b -~~~JT
;; I l§839 0 32 4.
St ,nSiFeat IP m~~~~~~~~~~*t i 4 fI= r-ax
~~~-Ljr
:',~~~~~~, 9 81 V1,395M v
1: :{ ' 6';7§§ T t;',< - -T,,G B 1 a 6 1 8 -1 9 9 a ; ; 1F; .t § F x) - 4.F., Pb! < 250:g9 kg.
G GB30 9 5- 93 ' FS,; 'r, itR! .7' P^>g\t,-s oc-~~~~I
.;41,60 dB (A' . F_ ; a-O d B (A _ 1 ji ;t i I 0 O
.--rv0dB 4A: 4 . 5'dB * 7 , dB (A' 3 . ; J1 It ,A.,iGB3838-88 .}t :i # tj;+# )g E . 4)iGB3097-97 1996 RGB1607- 89
' A-R'5- .- '(sit..Ret- ) -A..-
;.-t4%L(o . I 1
-J ; ,I I
s u1/. a e 1 9 9 8 ,4 :7C.RSWs4s
tEw: FX 1i§+; s2ffig.4) '4= 2 .. AD
:;'r~ 7Z~ ~ m A: 'rz ; 1. t! 2I~4~
$4Th 4 jR/-42t
UW§VG3$w,Oi;XJ1 $t - 3 EDt, 5 rf ± tt; &.ri, A f5 n _-
______t _SBt) _ _ _ _ FBSh _ _ _ _
AT /THZJg tRtV TM-9- T T _ ,q______ifi*Ai* Ill'-bAeA vlS, 9 1-v _g ig___ txt ¢ __ __AI
4WAittt i At,t MAO A At BRAs 2.wBS tX 'X
2 '1?~~~~~~~~~~~~2A tS ~~~~~~~~~~~~~~{£{g3
K- K-K- K- K- K- ~ -
i *K-K-K- K eK-K- CMErJK 1 v a - 4N_E ik 4 E E [*iF e S ¢ t $ K t % ' MZ _ t E ¢ g 1~~~~~JF < S S $ ' oW . , t WA~~~4 :2 44 411 W5k iR m a > g Mg X Tit~7a f w W . X $ t4< m W i4c Z 2V ;t k V Z N 4< E t , S-4k ¢ W dt .M gi MN 04 4 V w S __0