SUMMARY ENVIRONMENTAL IMPACT ASSESSMENT
OF THE
SHENYANG-JINZHOU EXPRESSWAY PROJECT
IN THE
PEOPLE’S REPUBLIC OF CHINA
June 1996 CURRENCY EQUIVALENTS (as of 15 June 1996)
Currency Unit - Yuan (Y)
Y1.00 = $0.120 $1.00 = Y8.322
On 1 January 1994, the PRC’s dual exchange rate system was unified. The exchange rate of the yuan is now determined under a managed floating exchange rate system.
ABBREVIATIONS
CO - Carbon Monoxide EIA - Environmental Impact Assessment EPB - Environmental Protection Bureau LPCD - Liaoning Provincial Communications Department NEPA - National Environmental Protection Agency NOx - Nitrogen Oxides NTHS - National Trunk Highway System Pb - Lead PRC - People’s Republic of China RCP - Resettlement and Compensation Plan SEIA - Summary Environmental Impact Assessment THC - Total Hydrocarbons TSP - Total Suspended Particles
WEIGHTS AND MEASURES
oC - Degree Centigrade dB(A) - Decibels (A) km - Kilometer km2 - Square Kilometer ha - Hectare m-Meter m3 - Cubic Meter mg - Milligram
NOTES
(i) The fiscal year of the Government coincides with the calendar year. (ii) In this Report, “$” refers to US dollars. CONTENTS
Page
I. INTRODUCTION 1
II. DESCRIPTION OF THE PROJECT 1
III. DESCRIPTION OF THE ENVIRONMENT 2
A. Physical Resources and Natural Environment 2 B. Ecological Resources 4 C. Human and Economic Development 4
IV. ANTICIPATED ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES 8
A. Socioeconomic Considerations 8 B. Air Quality Impacts 10 C. Noise Impacts 11 D. Soil Impacts 12 E. Water Quality Impacts 13 F. Ecological Impacts 14 G. Historical and Cultural Impacts 14 H. Aesthetic Considerations 15 I. Hazardous Materials Impacts 15 J. Bridge Construction Impacts 16
V. ALTERNATIVES 16
VI. COST-BENEFIT ANALYSIS 17
VII. INSTITUTIONAL REQUIREMENTS AND ENVIRONMENTAL MONITORING PROGRAM 18
A. Institutional Capability 18 B. Monitoring and Surveillance Program 18 C. Submission of Progress Reports 22
VIII. PUBLIC INVOLVEMENT 22
IX. CONCLUSIONS 24 I. INTRODUCTION
1. This summary environmental impact assessment (SEIA) has been prepared as an evaluation and condensation of a full environmental impact assessment (EIA) prepared by the Xian Highway Transportation University in November 1994 for the Beijing to Shenyang expressway—192 kilometers (km) of which is the Shenyang- Jinzhou Expressway—according to People’s Republic of China (PRC) guidelines, polices, and regulations. The SEIA is based on (i) the EIA; (ii) the Project feasibility study prepared by the Liaoning Provincial Communications Survey and Design Institute; (iii) discussions with the principal authors of the above documents; (iv) field visits along the proposed alignment; and (v) discussions with officials of the Liaoning Provincial Communications Department (LPCD) and other relevant environmental sector agencies.
II. DESCRIPTION OF THE PROJECT
2. Rapid economic development in the PRC since the 1980s has resulted in a significant increase in transport demand. Since 1990, the Government has been pursuing construction of the National Trunk Highway System (NTHS) comprised of 30,000 km of high-standard highways connecting all major provincial capitals and populous cities. The Shenyang-Jinzhou Expressway Project (the Project) was selected for priority construction to support economic development in the central and southwestern part of Liaoning Province.
3. The Shenyang-Jinzhou Expressway is a 192-km, six-lane, limited access toll expressway facility with seven interchanges and improved linking access roads to these interchange locations. The proposed route (Alternative I) is located in Liaoning Province in the northeastern part of the PRC. The route will connect the industrial city of Shenyang with the southwest corridor service area of the Project.
4. The need for this Project has been established as a priority route of the NTHS relating specifically to the completion of the Beijing to Shenyang expressway. The corridor passes through a route in western Liaoning and connects the northeastern parts of the PRC with Hebei Province and Beijing. The Project is designed to move freight and passengers efficiently by road between Hebei Province and Shenyang, connecting Beijing to the PRC’s northeast provinces. This Project is designed to
(i) reduce severe interprovincial and local traffic congestion along the existing National Highway Route 102 and Shenyang-Panshan Highway;
(ii) improve intermodal linkages from Beijing, Shenyang, and the northeast provinces to major seaports such as Yingkou and Dalian;
(iii) relieve pressure on the overburdened railway by allowing high-value door-to-door general cargo to shift to road transport;
(iv) implement key road safety provisions; and
(v) promote access to less development communities and disadvantaged - 2 -
areas.
5. Based on surveys during the feasibility study, the existing National Highway Route 102, with a length of 242 km, had an average annual daily mixed traffic volume of 8,821 vehicles per day in 1993. The Shenyang-Panshan Highway, with a total length of 169 km, had an average annual daily traffic volume of 4,804 vehicles per day in 1993. Congestion with mixed traffic on both these existing roads with mixed traffic reflects undesirable levels of service and safety hazards. Speeds on these highways ranged from a low of 30 km per hour on certain sections to a high of 60 km per hour.
6. The Project will reduce the travel distance between Shenyang and Jinzhou by about 50 km. Access control will be provided to prevent slow-moving, nonmotorized traffic from entering the expressway, thus improving transport efficiency and safety. The Project will result in savings in transport costs, vehicle operating costs, value of passenger and freight time, and other congestion reduction costs, which are vital economic benefits to road users.
7. The Project will have seven toll stations along the route, with most stations located on the access ramps serving connecting roads. Current plans call for large- span bridges totaling about 8,850 meters (m) over rivers; medium-span bridges totaling about 2,390 m; small-span bridges totaling about 1,610 m; and 225 culverts. About 300 underpass and overpass structures will provide connecting access to adjacent rural lands and communities to serve pedestrians, tractors, and other small transport modes.
8. The Project has been approved in principle by the PRC Government, and the EIA was approved on 9 August 1995. The construction period is anticipated to be from 1997 through 2000, and the expressway is projected to handle 15,500 vehicles per day (in medium truck units) in 2000, and 48,000 vehicles per day in 2020.
III. DESCRIPTION OF THE ENVIRONMENT
A. Physical Resources and Natural Environment
9. The Project passes through several regions of diverse landforms and geology. The topographic features of the Project corridor consist primarily of flat areas or plains and slightly rolling hills. There are distinctive geological sections: the Goubangzi and Dahushan geological section, the Panjin section, and the Taian/Liaozhong and Shenyang section. The Panjan and the Tian/Liaozhong and Shenyang sections consist of alluvial plains of various types in low-lying areas. The Goubangzi and Dahushan section has alluvial-diluvial fan characteristics. The seismic classification for this region reflects a range on the Richter scale of 4-6.
10. Sections of the proposed Project alignment consist of fertile, black, farmland soils. There are few natural soil areas left with the exception of the nature preservation areas near Panjin City and other nearby low-lying coastal areas. Taian County experiences significant soil erosion problems. Slightly over 9,300 hectares (ha) of farmland is lost annually through wind and soil erosion.
11. Liaoning Province experiences wide seasonal variations in temperature and rainfall, with cold winters, warm summers, and windy springs. The mean monthly - 3 - temperature is from -17 to -5 degrees centigrade (oC) in January, and from 21 to 25oC in July. The Project corridor belongs to the frigid temperate zone, with the soil frozen seasonally. The winter lasts as long as five months, with a very short spring and fall, while July and August account for the heaviest concentrations of rainfall.
12. Monitoring was conducted to evaluate baseline ambient air quality conditions in the corridor. The air pollutants monitored included total suspended particles (TSP); nitrogen oxides (NOx); lead (Pb); carbon monoxide (CO); and total hydrocarbons (THC). Air quality conditions at the monitored locations were relatively clean, with a few exceptions. CO and TSP did not exceed normal standards at most locations. However, CO levels at two locations exceeded level 21 daily average standards by 20 percent and 40 percent, respectively. Daily average concentration 3) levels of NOx ranged from 0.010 to 0.046 milligrams per cubic meter (mg/m and for all monitoring stations did not exceed normal standards. The average daily concentration level of TSP was 0.11-0.47 mg/m3; at several monitoring locations, standards were exceeded by 20-40 percent. The daily average concentration of lead varied from 0.0001 to 0.0013 mg/m3 which is below national standards. Locations where standards were exceeded were likely due to pollution from industrial sources and heavily congested vehicular traffic.
13. Monitoring was conducted for baseline ambient noise conditions in the Project corridor, including several school locations, which were monitored against a standard of 60 decibels (A) —(dB[A])2— for daytime and 50 dB(A) for nighttime. Results of the survey indicated that, the noise level in the Project corridor was within normal standards at most locations, with a few exceptions. The acoustic environment of the Project corridor is described as within normal standards at most locations within any area of 100-200 m from the centerline of the right-of-way, with the few exceptions of either railway stations or existing road traffic.
14. Eight rivers are within the Project corridor. Four are seasonal rivers that have very little or no water flow during dry seasons. In rainy seasons, however, flooding often occurs along these rivers. The other rivers, which include the Dailing, Xiaoling, Liao, and Raoyang rivers, are year-round rivers that periodically flood in spite of established flood control. All river beds consist of gravel, silty sand, or fine sand.
15. Baseline surface water monitoring was conducted on the Liugu, Dailing, and Liao rivers. All of these rivers have a Grade III water quality classification.3 The monitoring results revealed that the Dailing and Liugu rivers exceeded PRC standards. The groundwater table is high near rivers and reservoirs. Drinking water in rural areas and other locations comes from wells. Some water is drawn from rivers or from special irrigation impoundments for water consumption.
B. Ecological Resources
1 Air environmental quality is divided into three levels and level 2 is required for the protection of natural ecology and human health from harmful effects under long term exposure. 2 A-weighted decibels, a measure of sound weighted for frequencies heard by humans. 3 Environmental quality standard for surface water is divided into five grades and grade III is suitable as source in protection area for community water supply, fishery protection area and public swimming area. - 4 -
16. The Project area contains many species of flora and fauna, some of which are protected under natural preservation zones in Liaozhong and Suizhong counties. In most other parts of the Project area, indigenous flora and fauna have been severely reduced by centuries of agriculture and other productive land uses.
17. The primary wetland area in the study corridor, consisting of swamps and breeding grounds for waterflow, is located at the Raoyang-Shuang Taihe river mouth on the outskirts of Panjin City. There are more than 160 species of plants along the corridor. Rare birds under category one protection1 that inhabit the corridor include red- crowned cranes, black-beaked gulls, and white and black storks. Other birds falling under the category two protection2 level include white geese, large egrets, swans, cygnets, kite-nose swans, and mandarin ducks. Most of these species have habitats in the wetland and swampy area in the Shuangtaihekuo National Nature Reserve, which is 30 km southwest of Panjin City. This region is noted for the more than 800,000 ha of marshland in which reed fields are harvested seasonally. Though the proposed route alignment avoids the Shuangtaihekuo Reserve, it passes through 19 km of reed field marshland area, which is 3 km from the boundary of the Reserve.
C. Human and Economic Development
18. The Project area consists of the following major jurisdictions: Linhai City, Panshan County, Taian County, and Liaozhong County. Major populous cities in the expressway area include Shenyang, Panjin, and Jinzhou.
19. Liaoning Province has a land area of 145,900 square kilometers (km2) inhabited by a 1994 population of 40.07 million persons including Han; Man (Manchu); Mongol (Mongolian); Hui; Chaoxian (Korean); and Xibe nationalities. The provincial capital is Shenyang. In 1994, the total population of all jurisdictions along the expressway corridor was 4.15 million, representing 10 percent of the total population of Liaoning Province. The expressway corridor had a population density of 242 persons per km2 in the area covering 17,125 km2. This amounted to about 10 percent of the total land area of Liaoning Province consisting of 145,900.0 km2. Liaoning Province has a population density of 275 persons per km2. Cultivated farmland amounts to 4,978.9 km2 or approximately 14.5 percent of the cultivated land area of the province. Soybean is the traditional agricultural produce of the province, with tussah silk a speciality. Other noted products include Liaonan apples, Liaoxi pears, Xinjin pigs, and Tieling horses. Numerous fishery enterprises thrive in the coastal areas. Major mineral resources are coal, iron, manganese, magnesium, molybdenum, talc, and oil shale. The central part of Liaoning Province is an important heavy industrial base. Its steel output ranks the highest in the PRC. Other industries include well-known handicrafts such as jade carvings, shell carvings, and feather patchwork. Liaoning Province has one of the best railway networks in the country. Dalian serves as an important seaport for foreign trade and fishing. Places of interest to tourists include Shenyang Imperial Palace, the beaches in Dalian, the Qianshan Scenic Area, and the ancient city of Xingcheng.
20. Shenyang is an important industrial center. Its industrial base consists of machinery, chemistry, metallurgy, light industry, textiles, and building materials. Panjin is
1 Wild bird species that have biodiversity significance and that require priority protection are divided into two categories: category one means the biodiversity significance is very high and category two, high. 2 See footnote above. - 5 - a developing industrial and agricultural city, rich in crude oil and natural gas. It has many petrol, chemistry, and textile-related industries and ranks number four among the PRC’s oilfields. Jinzhou is a coastal city with a solid industrial base of petrochemicals, chemicals, metallurgical machinery, textiles, electricity, building materials, and electronic products. It is also well known for grains and vegetable oil. Aquatic products and fruits are also part of Jinzhou's major outputs.
21. Major cities in the expressway corridor such as Shenyang, Panjin, and Jinzhou have municipal water treatment and distribution facilities as well as sanitary sewerage collection and treatment. Selected industrial locations also have water supply facilities. Most domestic water supply in rural areas is from wells. Most of the corridor has electric power service. There are post and telecommunications facilities in almost all urban areas and major cities.
22. In 1994, Liaoning Province and the expressway corridor had the transportation characteristics shown in Table 1, and land utilization within the expressway corridor was shown in Table 2.
Table 1: Transportation Characteristics of Liaoning Province and the Expressway Corridor
Transportation Mode Liaoning Expressway Province Corridor Roads and Highways (km) 42,763 4,997 Navigable Waterways (km) 508 320 Railroads (km) 4,953 438 Railway Stations/Terminals (no.) 37 26 Airports (no.) 3 1 - 6 -
Table 2: Land Use in the Expressway Corridor
Land Use Area (ha) Percentage (%) Cultivated Lands 497,890 29.1 Woodlands 217,120 12.7 Grasslands 223,725 13.1 Cities and Towns (Built-up Urban Areas) 104,940 6.2 Protected Land Reserves 84,400 4.9 Undeveloped Lands 61,327 3.6 Gardens 60,554 3.5 Transportation 31,405 1.8 Industrial Land 42,411 2.5 Other Land Areas 386,708 22.6 Total Land Area 1,710,480 100.0
23. There are four agricultural areas in Liaoning Province: the coastal area, the central plain area, the mountainous area in the east, and the rolling hills area in the west. Agricultural development outputs for various products expressed in 1,000 tons for specific agricultural products in 1994 for Liaoning Province are shown in Table 3.
24. Characteristics of living conditions in the province are shown in Table 4.
Table 3: Agricultural Product Outputs ('000 tons)
Product Output Grain 13,371 Pork 1,216 Fruit 1,846 Oil-bearing Crops 244 Vegetables 11,306 Fish and Seafood 1,677 Eggs 963 Chicken 111 Table 4: Living Conditions
Corridor Area Jurisdictions Liaoning Shenyang City Item Province Yuhong Liaozhong Linghai Panshan Talan District County City County County
Persons per household, urban 3.2 3.5 3.4 3.3 3.9 3.7 Persons per household, rural 3.0 3.7 3.5 3.7 3,8 3.6 Living space per capita, urban (m2) 6.9 6.5 8.4 7.4 7.4 7.1 Living space per capita, rural ((m2) 18.7 18.6 20.4 21.8 20.0 19.6 Per capita income per year (yuan), urban 3,063.1 3,097.0 2,566.0 2,472.0 3,451.0 3,082.0 Per capita income per year (yuan), rural 1,423.5 1,534.8 1,948.0 1,426.4 1,978.3 1,646.3 Average annual wages for industrial workers (yuan) 3,972.0 4,333.0 3,875.0 3,431.0 4,231.0 4,644.0 Average annual wages for agricultural workers (yuan) 2,092.0 2,255.0 2,863.0 2,096.0 2,907.0 2,419.0 Average annual wages for service workers (yuan) 4,375.0 5,698.0 3,604.0 4,704.0 3,064.0 4,338.0 Average annual wages for government workers (yuan) 4,442.0 5,004.0 3,455.0 3,691.0 4,383.0 5,386.0
Source: Statistical Yearbook of Liaoning (1995) and China Statistical Yearbook (1995).
IV. ANTICIPATED ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES
A . Socioeconomic Considerations
1. Social and Resettlement Impacts
25. A significant impact that will result from the Project is that approximately 116 families or 465 persons will be displaced. These families will be contacted so that contracts can be signed regarding resettlement and appropriate compensation agreements. This process is currently under way. Overall housing quality will be improved as older houses are demolished and replaced by new houses built to higher standards. New houses will be served by water and electricity, and resettled people will be given cash payments to aid in their resettlement. Residents generally approve of the removal of the old structures and resultant upgrading actions.
26. A negative impact will be the separation of communities by the highway, with respect to access to schools, health care, and other community facilities. Similar social impacts will result from separation from neighbors and families. Some temporary disruption will occur to schools and other community facilities near the proposed alignment during construction. Upon opening of the expressway, some institutions may experience continuing impacts due to disturbance from noise and the impact from air pollution. Surveys show that ten schools will be affected by the Project. Of these, two will be relocated. Five other institutions will require relocation. There is a need for removal of 162 tombs or burial places. This may cause some negative social impact among the families involved and will be compensated for as part of the resettlement and compensation plan (RCP). The construction work force will be housed temporarily at various sites. The presence of large numbers of workers from outside of the local villages is expected to have temporary impacts from social and economic interaction with the local population.
2. Economic Impacts
27. The regional economy is expected to improve because of improved access and increased transport efficiency. Access will be improved for local residents for necessities, consumer goods, health care, and transportation overall. Emergency evacuation and response times for emergency services will be improved. The income of local residents is expected to rise as a result of improved transport efficiency and employment opportunities, while some resettled persons will acquire improved skills from training for new employment.
28. There will be temporary benefits to the local economy as the Project provides goods and services to construction workers, and as construction contractors make purchases in the local economies. The construction of the expressway will create about 20,000-40,000 jobs during the construction period. Induced development should result from the proposed expressway, while industrial and commercial development and associated employment opportunities will occur around key urban interchange locations serving the suburbs of Shenyang, Jinzhou, and Panjin in the corridor. - 2 -
3. Production Impacts
29. The amounts and types of productive lands that will be lost because of highway construction are shown in Table 5.
Table 5: Loss of Productive Lands
Productive Lands Area (ha) Percentage (%) Dry Fields 557 47.4 Paddy Fields 402 34.2 Vegetable Fields (Farmland) 40 3.4 Reed Fields 110 9.4 Orchards 15 1.3 Fishponds 7 0.6 Woodlands (Forest Areas) 37 3.1 Buildings and Water Pond Areas 7 0.6 Total 1,175 100.0
30. Unproductive (wasteland) or undeveloped and uncultivated land amounts to 53 ha. The total land taken by the expressway Project construction will be 1,228 ha. Nine nonfarm enterprises will be relocated. Some cultivated fields and other production areas will be separated from the farmers’ houses by the expressway. Also, in some places, the expressway will alter the flow characteristics of local irrigation systems.
4. Transportation Impacts
31. During construction, there will be temporary diversions of traffic along the existing road where the new expressway crosses existing roads, as well as temporary blockage of access to structures and roadside areas. The existing roads connecting the expressway with National Highway Route 102 and the Shenyang-Panshan Highway will experience traffic congestion after the opening of the new expressway, as the receiving segment will be well over capacity in some sections. This condition will be corrected, however, since better access ramps to these roads will be provided as a part of the expressway plan to improve traffic flow. On the other hand, congestion along the sections of existing roads to be paralleled by the new route will be significantly decreased. This will provide time savings, decrease stress on drivers and passengers, decrease noise, and improve air quality along the existing roads. Improved operating conditions on the existing road, and high design standards and separation of slower moving traffic from high-speed traffic on the new expressway will improve road safety and decrease the accident rate on the existing roads.
5. Mitigation of Socioeconomic Impacts
32. The necessity for removal of houses, relocation of population, and loss of productive land will be minimized by careful final route selection and sensitive design. In addition, the RCP will be strictly implemented with respect to compensation, relocation, reallocation of land, training, and monitoring. Furthermore, to minimize the impact of separation of communities from fields and places of production, overhead bridges including pedestrian overpasses and underpasses will be provided. This has been incorporated into the design by providing 355 pedestrian crossings, allowing crossing on - 3 - an average of every 1,000 m.
33. The Project design will take into account the necessity for maintaining water flow and water storage for the irrigation systems by providing water impoundment at appropriate places and by facilitating the flow of irrigation water under or alongside the expressway to minimize impacts on existing irrigation systems. For nonfarm enterprises that will be affected, such as factories and other establishments, additional land may be made available for expansion of the enterprises, and loans may be available for technological improvements.
B. Air Quality Impacts
1. Construction Period
34. Dust from concrete and materials mixing and construction traffic, and emissions from asphalt plants and operation of heavy diesel equipment will affect air quality during the construction phase. However impacts will be confined to areas within 400 m downwind from construction sites, and sensitive receptors such as residential communities and schools will be avoided.
2. Operation Period
35. The principal air quality impacts during operation will come from vehicle exhaust pollutants. Those pollutants include CO, NOx, Pb, TSP, and THC. The air quality projection model used in the EIA considered several factors to estimate impacts of the expressway during operation, including different diffusion patterns, strengths and concentrations of the pollutant source, wind velocity patterns, and length of the Project.
36. Based on the relatively clean quality of the atmosphere along the route alignment, the net increment of CO, and NOx, as the prediction model estimated, will not exceed level two standards in 2020 during peak hours. NOx, however, is predicted not to exceed level two standards within 20 m of the alignment. Over the period 2005-2020, CO concentrations are not expected to exceed standards beyond 25 m from the expressway. After 2020, however, standards are expected to be exceeded slightly beyond 25 m. Over the period 2005-2020, NOx concentrations are not expected to exceed standards except at some locations within 20 m of the expressway route alignment, where they will be exceeded slightly.
3. Mitigation Measures
37. Asphalt plants will be sited more than 400 m downwind from the nearest settlement areas. Dust suppression equipment will be installed on batch plants. Construction roads will be watered on a set schedule depending upon weather conditions. Proper maintenance of diesel equipment and curtailment of unnecessary idling will be practiced to help control emissions. To reduce the effects of air pollution, new construction will be prohibited within 100 m of the edge of the expressway. Since the most severe impact from Pb contamination is on the mental development of children, existing kindergarten and primary schools within 100 m of the expressway will be relocated.
38. Farmers will be discouraged (but not prohibited) from growing crops used - 4 - as fresh foods (such as vegetables) within 100 m of the expressway. Evidence concerning Pb migration from the soil into crops is inconclusive, but contamination from airborne particles is proven, and all may not be washed off before cooking.
C. Noise Impacts
1. Construction Period
39. Noise impacts during construction can be severe. These result from construction activities in general, but particularly from the operation of heavy machinery. Other operations generating significant noise include concrete mixing, stone crushing, and stone screening, in addition to a small amount of blasting in areas of rock excavation. Noise intensities from these activities and equipment range from 80 to 100 dB(A) at the source. Sustained noise levels during construction are expected to exceed 70 dB(A) at a distance of 200 m from the source.
2. Operation Period
40. Noise impacts during operation come from vehicular traffic noise. The noise standards are based on the environmental noise standards of the PRC. The noise prediction model used in the EIA considered several factors including noise levels generated by various types of vehicles; equivalent noise levels for types of vehicles at various operating speeds; period of assessment (usually the peak hour); traffic volume forecasts; distance from point source (the Project) to noise receptor; distance from baseline monitoring location; and attenuation factors regarding noise absorption, including other noise obstructions such as buildings, landforms, etc.
41. The noise prediction analysis reveals that within 100 m of the expressway, the assessment standard of 70 dB(A) during the daytime and 55 dB(A) during the night will not be exceeded except for those areas where baseline noise levels are already high. Only seven villages will exceed standards by 3 dB(A) within 100 m of the expressway. Noise barriers will be constructed at these locations to effectively mitigate the adverse noise impacts. At 25 village locations within 200 m of the expressway, noise standards of 60 dB(A) during the daytime and 50 dB(A) at night are projected to be exceeded. Higher walls, planting of trees, and other mitigating measures will be employed to lessen noise impacts at these locations.
42. Other sensitive receptors include nine high schools and primary schools within 150 m of the expressway. Of these, eight are projected to exceed standards by 2- 4dB(A). Noise-mitigating measures including tree plantings and proposed higher noise barrier walls were suggested in the EIA to lessen noise impacts at these locations coupled with other sufficient noise mitigation measures. The proposed expressway will have less congestion and fewer grade transitions than the existing roads. This means vehicles will generate less noise.
3. Mitigation Measures
43. To reduce nighttime noise, construction activities will be prohibited between the hours of 2100 and 0600 within 500 m of residences. To help avoid the adverse impacts of noise, new construction will be prohibited within 100 m of the edge - 5 - of the expressway. Any schools or other sensitive receptors found within the 200-m zone will be relocated or special noise attenuation measures provided to lessen impacts. No hospitals are found within 200 m according to the EIA.
44. The final engineering design will be reviewed to determine whether any noise-sensitive receptors will be affected. Noise-sensitive locations identified in a subsequent survey will be the subject of analysis to incorporate appropriate mitigation measures. Solid masonry walls, earth berms, cuts in the natural terrain, other types of noise barriers, and depression of the expressway below the surrounding surface are considered effective noise attenuation methods. Planting of vegetation screens will not be considered, in itself, as an effective method. The cost of these measures will be included as a part of the final design cost estimates.
D. Soil Impacts
1. Construction Period
45. Some erosion during construction is unavoidable and will occur as a result of runoff in areas of excavation, filling, or other earth disturbance. Failure to properly clean up and replant borrow areas, fill areas, and spoils disposal areas would lead to erosion. Some of the soils in the area of the expressway are considered erodible, although field inspection indicates that the erodibility of the natural soils will be only moderate. Final estimates of the area of coverage for waste soil disposal have not yet been made, pending further engineering analysis.
2. Operation Period
46. Continuing runoff from areas not properly resurfaced or revegetated along finished slopes of roadway cuts or embankments would lead to erosion. Long- term diversion of major drainage courses, or any significant alteration of surface water hydrology along the expressway, could lead to erosion. Short- or long-term diversion of rivers for bridge construction could lead to future bank erosion unless properly carried out. Pb contamination of the soil from vehicle exhaust emissions is treated as a soil impact in the EIA, but it is treated as a resultant impact of air pollution in this SEIA.
3. Mitigation Measures
47. Borrow areas will be excavated and fill areas will be filled in such a way as to facilitate rehabilitation. The stability of slopes at cut faces will be maintained by benching and by installing erosion protection devices during construction such as silt barriers and sedimentation ponds. Trees along borrow pit edges will be protected. Random movement of heavy machinery at excavation sites will be prevented. Large borrow areas will be replanted or transformed into ponds. All cut slopes, embankments, and other erosion-prone working areas will be stabilized while work is going on to the extent that is feasible. All earth disturbance areas will be stabilized within several days after earth movement has ceased at the site.
48. For disposal of waste soil and rock, both the placement of the materials (not indiscriminate dumping) and the rehabilitation methods are important. Placement areas will be selected with aesthetic considerations in mind as well as for economy and distance of transport. Spoil placements will be designed with slopes that will be stable in - 6 - consideration of the type of material to be placed. Rehabilitation will include surface compaction and stabilization as well as planting at the early stages with vegetation types having root systems that will hold the soil, followed by trees and larger vegetation at later stages. Maintenance of expressway slopes, cuts, and embankments—such as watering, fertilizing, pest control, and replanting when needed—will be continued. Maintenance of all such areas will be budgeted as a part of regular expressway maintenance. Pb contamination in the air and soil will be considered as a significant potential hazard.
E. Water Quality Impacts
1. Construction Period
49. Unless hydrological studies for design are adequate, there is the possibility of alteration of natural drainage, which could result in erosion as well as flooding and absorption of pollutants from areas that have not previously been subject to flooding. The irrigation flows in the paddy fields are a critical element in crop production. Any interruption of these flows during construction or any permanent alteration in them would have a direct effect, particularly on rice production.
50. Surface water or groundwater may be contaminated by improper utilization or storage of construction materials that are toxic or hazardous, such as chemicals or petroleum products. Local flooding could be caused by construction watering or flushing of construction sites. Contamination could arise from lack of proper treatment and disposal of sewage from construction works camps. Likewise, workers need an adequate supply of safe drinking and cooking water. Sand and gravel removal from river beds is not expected to have any adverse impact. River beds are traditional sources for sand and gravel. In addition, there is a possibility of groundwater contamination and surface water contamination from bridge construction.
2. Operation Period
51. The principal impact during operation is expected to be surface water and groundwater contamination from rainfall runoff from the expressway, while hazardous materials and oil spills are possible.
3. Mitigation Measures
52. All toxic and hazardous materials including petroleum products will be handled in such a way that they do not enter the surface water or groundwater systems. Construction area drainage to water bodies will be controlled through the preparation of settling basins or vegetated runoff areas, allowing contaminated water to be slowed or detained and the sediment or nonsoluble components to be filtered out as the water percolates into the soil.
53. To maintain adequate flow in the irrigation systems, drainage installations (culverts, side drains, bridges) will be based on hydrological studies and evaluations of irrigation flows. Contaminated expressway runoff will be separated from irrigation water. Toilet facilities for construction workers will as a minimum be pit privies, which will be serviced and maintained, including removal and processing of sewage when they fill. Roadway runoff will not be channeled directly into watercourses but will be directed to - 7 - detention and sedimentation basins or allowed to flow over grassed areas. This will permit the settling out of fine materials, the detention of oily water, and the reduction of volume and rate of flow.
F. Ecological Impacts
1. Construction Period
54. Potential impacts on the wildlife in the Shuangtaihekuo National Nature Reserve are likely but temporary, and are expected to be insignificant during construction because of the 3-km distance from the site.
2. Operation Period
55. No impacts on flora or fauna are expected during operation of the expressway other than the effects of vehicle exhaust emission. There will be a positive impact on the ecologically important Shuangtaihekuo Reserve because the Project will transfer the traffic and its pollution from the existing road to 3 km farther from the Reserve.
G. Historical and Cultural Impacts
1. Construction Period
56. The EIA did not mention any historical sites or any designated historical or cultural protection areas in the vicinity of the proposed Project. However, a possibility exists for unanticipated findings of such sites during excavation or site clearance.
2. Operation Period
57. No impacts on historical or cultural resources are expected during operation.
3. Mitigation Measures
58. Because of the possibility of unexpected findings of historical sites or cultural remains, the Liaoning Provincial Cultural Bureau (the Ancient Ruins Research Institute) will monitor site clearance, excavations, and other soil disturbance during the construction period and will report any findings to the authorities for further investigation before construction work continues in the immediate area of the site.
H. Aesthetic Considerations
1. Construction Period
59. Placement and rehabilitation of spoils or waste soil areas could create negative visual impacts unless properly carried out.
2. Operation Period
60. No aesthetic impacts are anticipated.
3. Mitigation Measures
61. Placement and rehabilitation of spoils and waste soil will be planned and executed with sensitivity to topographic and visual aspects and should be carried out in such a way that the disposal areas enhance rather than detract from the visual quality of the expressway route. Tree and vegetation planting along the expressway should be planned to be decorative and visually pleasing as well as functional. Flowering shrubs should be included among the species planted.
I. Hazardous Materials Impacts
1. Construction Period
62. The most common hazards occur from the transport and use of petroleum products and chemicals as well as explosives, corrosives, and toxic materials. During construction there is a danger of spills in construction areas, on bridges, on soils, or into surface water. Also during construction, the possibility of impact arises from spills, or improper usage or storage, of hazardous materials.
2. Operation Period
63. There are standard methods for calculating the probability of risks of hazardous materials spills. However, regardless of how small the probability may be, there is always some possibility of a major spill. There is enough information available to indicate a substantial risk of spills. Since the petroleum industry is large in the area, oil spills represent the most likely type, but there are other hazardous chemicals produced and used in the area.
64. The risk of spills causing significant contamination will be decreased under the Project design standards and operating conditions over those that prevail on the existing roads. The existing roads pass through villages that would be particularly affected should any kind of spill occur within their limits.
3. Mitigation Measures
65. An important design feature of the new expressway will be paved side ditches throughout the route, which are effective in intercepting runoff and preventing runoff from entering the soil or surface water. During design, provision will be included for paved side ditches, berms, channels, and detention ponds for runoff. 66. During construction, monitoring will be carried out to observe whether - 2 - hazardous materials, including petroleum products, are being transported, handled, and stored properly. Contingency plans will be prepared by the Liaoning Provincial High-grade Highway Construction Headquarters (LPHHCH) in time for implementation before operations begin. The authorities will ensure that emergency response plans and monitoring plans included in the EIA/SEIA have adequate funds allocated as a part of the loan package. For protection during operation, a spill contingency plan will be prepared and put into effect. The plan will specify who will take action and what will be done in the event of spills. It will specify equipment and tools to be available and materials to be used to contain or control various types of spills. Training will be given to operation and maintenance personnel in implementation of the plan and, in addition, management, supervisory, and administrative personnel will be trained in their roles during response situations.
J. Bridge Construction Impacts
1. Construction Period
67. Installation of bridges may require river diversions, use of construction equipment in river beds, transport and use of construction materials in and over water, and drilling for pilings. Downstream erosion and siltation may be caused by the river diversions. There is a possibility of spills of hazardous materials or introduction of other contaminants into river water. Drilling for bridge pilings or piers usually uses drilling mud and produces dredge and piling hole waste material. If these materials are dumped into the river bed or within the floodplain, then reintroduction of fines as well as resuspension of any hazardous substance in the sediment (such as mercury) may take place.
2. Operation Period
68. No adverse impacts are expected other than the risk of hazardous materials spills as discussed under that topic.
3. Mitigation Measures
69. Bridge construction work in river beds will be done during low water seasons to the extent possible. All diversions of rivers will be executed so as to avoid erosion. Dredge waste materials will be disposed of on shore in upland areas, not within the river or within the floodplain of the river. In addition, the construction workers will be required to control their wastewater and waste disposal into the river.
V. ALTERNATIVES
70. The major alternatives to the project are (i) "do nothing" and continue to use the existing roads; or (ii) improve other transport modes, which in this case would be rail and waterway transport. Improvement of alternative modes would not accomplish the objectives of the Project, which is to facilitate movement of high-value goods and passengers through a component segment of a regional transport network, and which is supported as having overall social and economic benefits. The continued exclusive use of the existing roads does provide a physically possible, but not a feasible alternative. The “do nothing” alternative was not considered acceptable, since it would not accomplish the objectives of the Project.
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71. Four alternative concepts were initially developed in 1993 for the proposed expressway. After detailed review, discussions, and presentations to local governments, the general public, and other relevant organizations, the four were narrowed down to two for further detailed study.
72. These two basic alignment options were evaluated as Alternatives I and II. The locations of these alignment alternatives varied depending on the corridor sections. In the corridor section from Jinzhou to Shenyang, Alternative II is north of Alternative I and is closer to Panjin and Liaozhong cities along the route to Shenyang, and also closely parallels the existing Shenyang-Panshan Highway.
73. Alternative I would have slightly fewer impacts in terms of length, land acquisition area, demolished homes, quantity of drainage earthworks, roadbed earthworks, pavement engineering works, and bridges. Alternative I would have more grade separations and small passageways linking nearby communities than Alternative II. Alternative I would impact more underground utility structures in certain sections than Alternative II. Negative impacts of Alternative II include greater land acquisition, and greater distance from Liaozhong counties. Alternative II also appears to adversely impact the Puhe River approaches to the Qingnian Reservoir Dam. Alternative I was therefore judged to be less difficult to construct because of topographical and geological conditions, and will provide more access to major urban and rural communities. Alternative I was selected as the environmentally superior alignment for the expressway.
VI. COST-BENEFIT ANALYSIS
74. The feasibility study estimated economic and financial costs and benefits. Calculations were made of transport cost savings, vehicle operating cost savings, the value of passenger and freight time savings, and congestion reduction cost savings. The economic investment cost and the financial cost were estimated. The economic internal rate of return of the Project is estimated at about 25.0 percent.
75. Most cost items usually identified as environmental protection costs would normally be included in Project cost estimates. The difference in normal engineering and construction costs and environmental protection costs is often in the manner in which the improvements are designed and installed, and the sensitivity of design and construction to environmental issues. The cost of environmental mitigation measures, including monitoring equipment, is estimated at about Y29.5 million ($3.6 million equivalent). - 4 -
VII. INSTITUTIONAL REQUIREMENTS AND ENVIRONMENTAL MONITORING PROGRAM
A. Institutional Capability
76. Two types of environmental monitoring are required. One type is compliance monitoring. This determines whether LPCD is complying with the design requirements of the EIA, SEIA, and RCP. Another type of monitoring is impact monitoring. This measures environmental impacts to ensure that critical factors (such as CO or noise levels) are not exceeded. It also helps to determine whether mitigation measures should be increased or decreased. The organizational structure of environmental management agencies responsible for adopting polices and implementation of management measures relating to the Project is described and shown in Figure 1, which displays the organizational arrangement, relative to environmental protection management services, versus environmental protection monitoring organizations and entities.
77. The primary environmental management agency is the National Environmental Protection Agency (NEPA), with which the Environmental Protection Office of the Ministry of Communications must administratively coordinate significant environmental impacts and monitoring issues. Various local environmental protection bureaus (EPBs) are established in the expressway corridor cities or counties and will be providing inputs on monitoring data to the Project monitoring report. The staffing and technical capabilities of the EPBs and monitoring stations will be supplemented as necessary with staff and equipment resources of the EIA authors consistent with baseline locations indicated in the EIA.
78. LPHHCH has been organized under LPCD as a special construction agency for high-grade highways. This agency will carry out resettlement monitoring but not environmental monitoring. It will assist in coordination of monitoring activities among local EPBs and the monitoring stations.
B. Monitoring and Surveillance Program
79. The environmental protection section of LPCD will be responsible for preparation of a detailed monitoring plan in advance of Project implementation. The detailed monitoring plan will include the following elements: (i) a description of the sampling design (location of sampling station, frequency of monitoring, number of samples to be taken each time at a given station); (ii) methods to be used in sample collection and sample handling from the field to the laboratory; (iii) nature of output expected in the monitoring reports; and (iv) reporting schedule. - 5 -
80. The following is a basic list of monitoring activities during preconstruction, construction, and operation that will be included in the plan and will be implemented.
(i) Preconstruction Period
Monitoring of the RCP will be in accordance with the monitoring program set forth therein. Monitoring will be carried out by the Resettlement Department of LPHHCH and the Land Administration Bureau of the LPCD.
(ii) Construction Period
(a) Review siting of asphalt plants upon setup of each plant to determine that it is downwind from residential areas.
(b) At asphalt mixing plants, measure TSP once every two weeks for one day, once in the morning and once in the afternoon.
(c) Inspect batch plants upon setup to determine if dust suppression equipment is installed.
(d) At mixing and screening plants for soils and sand, and at rock crushing operations, measure TSP once every two weeks for one day, once in the morning and once in the afternoon.
(e) Observe watering of construction roads and other construction works to determine if contract requirements are being followed.
(f) Observe operations to determine if equipment are being properly maintained to control emissions.
(g) Measure environmental noise within 150 m of residential areas, school, hospitals, and other sensitive receptors once a month for one day, once in the morning and once in the afternoon, in areas where construction is occurring within 500 m.
(h) Monitor to determine that construction activities are not occurring between 2100 and 0600 hours within 500 m of residences.
(i) Inspect borrow and fill areas during construction to ensure stability of slopes.
(j) Monitor to determine if erosion protection devices such as silt traps are installed in accordance with contract requirements.
(k) Monitor to determine if earth disturbance areas are stabilized as soon as possible, but at least within several days after earth movement has ceased.
(l) Monitor to ensure that proper selection has been made for spoils - 6 -
placement areas and that these areas are being properly rehabilitated.
(m) Observe construction activities to determine that harmful, toxic, or hazardous materials, including petroleum products, are being handled properly.
(n) Observe construction to determine that construction area drainage water is controlled so as not to contaminate surface water or groundwater.
(o) Inspect to ensure that adequate toilet facilities are provided for construction workers and that wastes are properly removed and treated.
(p) Monitor to determine that revegetation is being carried out with a multispecies mix and that at least three times the number of trees lost to construction are being replanted.
(q) Monitor site clearance and excavation for evidence of previously unidentified historical or cultural sites or artifacts, and order that construction in the immediate area of any such finds be discontinued until proper investigation can take place. This monitoring is to be done by the appropriate Provincial Cultural Bureau or its designated equivalent.
(r) Monitor river diversions during bridge construction to determine that erosion is minimized.
(s) Monitor to determine that dredge spoils and pile boring spoils from bridge construction are disposed of in upland areas.
(iii) Operation Period
(a) Monitor enforcement of setback of 100 m from the expressway in which new buildings are to be prohibited for five years after beginning of operations.
(b) Monitor enforcement of removal of any kindergartens, primary schools, and hospitals from within 200 m of the expressway and relocation of these structures to areas greater than 200 m from it during the resettlement period. This will be completed by the time of beginning of operations.
(c) Monitor to ensure that appropriate continuing maintenance is being carried out on highway slopes, cuts, and embankments.
(d) Continue to monitor annually surface water for chemical oxygen demand, pH value, dissolved oxygen, suspended solids, and oil levels at the strategic baseline locations listed in the EIA for the preferred selected alignment, particularly at locations in relation to the major rivers, and at locations where Project drainage may affect the quality of surface water for human consumption. (e) Continuously monitor in winter and summer, annually for five days at the times specified in the EIA, the NOx, CO, TSP, Pb, and THC levels in the air at the EIA-specified baseline monitoring points after the expressway is - 7 -
completed.
(f) Continuously monitor, for three days each time, two times a year (June and October), noise levels at the baseline locations and sensitive noise receptors as specified in the EIA after the expressway is completed to determine if additional noise mitigation measures are necessary.
C. Submission of Progress Reports
81. Progress reports will be prepared that summarize the results of all monitoring activities. The reports will give monitoring data in a standard format. They will emphasize any significant violations of contract provisions by the contractor or any failure of the Executing Agency to implement the requirements of the EIA, SEIA, or RCP. Any significant incidents of environmental contamination will be summarized, along with actions taken to mitigate them and to prevent reoccurrence.
82. Progress reports will be submitted to NEPA and the Bank every two months during construction and every six months during the first five years of operation. Monitoring of background levels of impacts (air quality, noise, and water quality) will continue for the life of the Project (through 2020) and will be reported annually. A neutral, local third party will be invited by LPCD to evaluate the monitoring report and provide regular evaluation results to the Bank.
VIII. PUBLIC INVOLVEMENT
83. The public participation process is evolving in the PRC. For the Project it was started in November 1993. The Liaoning Provincial Communications Survey and Design Institute conducted preliminary meetings with local governments and the general public to solicit comments and gather informed public opinion regarding the objectives and potential alignments for the Project. After four alternatives were reviewed by local government officials, the general public, the Liaohe Oil Field Administration, the Third Survey and Design Institute of the Ministry of Railway, the Liaoning Electric Design Institute, and other organizations, two alternative alignments were chosen for the EIA study. An outline for this study regarding key issues, preliminary findings, and impacts was approved by NEPA in April 1994. As part of this process, more detailed public participation surveys were initiated to solicit informed public opinion, complete a sample survey of affected residences along the proposed route, and consider concerns of residents affected by the Project.
84. The public involvement process involved directly contacting individual residents with an on-the-spot survey in addition to contacting local settlements and villages and discussing impacts and alternatives. The EIA did not provide a summary of response results to survey questionnaires to solicit public opinion from a sample of local residents affected by the Project. (A total of 273 questionnaires were given out, of which 229 were returned.) A summary of public participation responses from this survey follows:
(i) 71 percent of the responses indicated that they understood the objectives and scope of the Project;
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(ii) 53 percent of the responses indicated that they were not satisfied with the existing local traffic conditions in the area;
(iii) 51 percent generally thought that the Project would have only a slight adverse impact on existing living conditions ;
(iv) an overwhelming 75 percent of responses thought that the Project would provide local economic development opportunities and improve conditions in the long term;
(v) 84 percent of responses generally support the proposed Project alignment alternatives; and
(vi) 90 percent of the responses indicated a strong desire for the expressway construction to be completed quickly and effectively.
85. The overall responses to the Project proposal were generally supportive. The affected residents saw the Project as an opportunity to improve access and to improve the local economy in the long term. The focus of concern was on the socioeconomic impacts of land utilization, including timing of expressway construction and the possibility of including additional interchanges in the Project scope. Another desire was that the road be designed to minimize adverse environmental impacts associated with noise and other factors. A further concern was over the requisitioning of land and compensation for demolition of houses or crops. These procedures were explained, and the residents were assured that regulations would be followed concerning establishment of fair compensation and disbursement of payments, and that grievance procedures were available once a land acquisition and compensation survey based on final design plans were completed.
86. A strong attitude expressed was that the ordinary people were eager to have their old houses replaced by new ones, and that they saw this as a means of improving their standard of living. There was little concern about moving from one location to another, since almost all of these moves would be to a location within the same village, or very nearby the original village, but not to a new village. - 9 -
IX. CONCLUSIONS
87. The EIA concluded that the Project would not have a significant and irreversible adverse impact on the environment. The proposed alignment traverses mostly vacant and cultivated areas, and attempts to avoid most villages and human settlement activity. There are no direct negative impacts on natural preservation zones or areas with known ecological or archaeological value. Environmental monitoring and management plans are prepared as part of the EIA. LPCD has agreed that environmental monitoring activities will be carried out as proposed in the EIA during Project implementation and during the operation period of the completed Project facilities. The costs of environmental monitoring will be included in the annual operation and maintenance costs of the expressway.
88. The EIA further concluded that, if the provisions of the EIA, SEIA, and CRP would be followed, the potential adverse impacts of the proposed Project would be minimal, and the Project would provide justifiable socioeconomic benefits to the affected communities. It is therefore recommended that the Project be designed, constructed, and operated.