E-174 VOL. 5
The People's Republic of China
.National Highway Project Henan Section
Public Disclosure Authorized Upgrading Class I Xinxiang--Zhengzhou highway to the Expressway Standard
Environmental Impact - Assessment (Third Revised Version) Public Disclosure Authorized
SCANNEDFLE Public Disclosure Authorized
HIE4CAPm r #wICr GOMESWC4hR AdIS c C"- Ln-si
Henan Provincial Environmental Protection Institute October, 1998 Public Disclosure Authorized
Table of Content
Chapter 1 General
1.1 Origin of EIA Assignm,ent
1.2 Project location, size and Magnitude
1.3 EIA purpose
1.4 EIA Basis
1.5 EIA Class and Highlight
1.6 Scope of EIA and Environmental Protection Target
1.7 EIA standard and Base year
Chapter 2 General Description of Project and Analysis of
Environmental Impact
2.1 Description of Works
2.2 Identification of Project Environmental Impact
Chapter 3 Local Physical Environment
3.1 Physical Environmental Description
3.2 Present Status for Environmental Noise
3.3 Evaluation of Air Environmental Quality Situation
3.4 Lead content in the layer of farming land at adjacent area
of both side of the highway
3.5 Present situation of water quality at Guanxin section of
the Yellow River
Chapter 4 Environmental Impact Assessment
4.1 Environmental Impact Analysis at Construction Stage
4.2 Environmental Impact Assessment at Operation stage
4.3 Social Impact analysis of the upgrading project
Chapter 5 Analysis of the alternative scheme
5.1 Brief Description of Alternative scheme 5.2 Environmental-Status of Alternative Alignment Area
5.3 Comparative of seheme
Chapter 6- Envi.ronmentalMeasures to be taken
6.1 Environmental Measure at design phase
6.2 Environmental Measure at construction phase
6.3 Environmental Measure at operation phase
6.4 Environmental Management Plan
6.5 Environmental Monitoring Plan
6.6 Staff Training plan
Chapter 7 Brief Economic Analysis
7.1 Economic analysis for Xinxiang-Zhengzhouclass I highway
7.2 cost estimate for environmental protection
Chapter 8 Public Participation
8.1 consulting activity
8.2 questionnaires investigation and analysis of the results
Chapter 9 Conclusions
2 .F. -
Chapter 1 General
1.1 Origin of EIA Assignment Starting from north at Beijing , capital city of.China , and ending to south at Zhuhai , window of openning to ourside , National trunk road Beijing--Zhuhai passes through Beijing, Hebei, Henan, Hubei , Guangdong provinces , which plays an important role in north-to-south transportation in China . It also one of "two south-to-north and two east-to-west" trunk roads proposed by the Ministry of Communications to be basically completed by the year of 2000 . By the end of 1997, Beiing--Xinxiang will be built up access-controled expressway while Zhengzhou--Xuchang expressway was completed for openning to the traffic in 1996 ; currently , Xuchang--Luhe expressway is under construction and expected to be put into used around 1998 , also, some preparation for initial stage are being done for Luhe--zhumadian section which is expected to be completed around 2002 . At that time, there would be only left Xinxiang--Zhengzhou section which have to share one road of National 107 , of which is north to Zhumadian on the Beijing--zhuhai national trunk road . In the requirement of MOC's planning, both Beiing--Zhuhai national trunk road and national highway 107 will parallely exist which will undertake different transportation task. Based upon this principle, the status of "sharing one road "at Xinxiang--Zhengzhou section is only temporary solution .
Xinxiang--Zhengzhou is a class I highway and was completed in December 1989 also is the first high-grad highway in Henan which play a very active role in exchange communication between both bank of the Yellow River and in improving develpement of economy along the alingment . This section, however, is mixed traffic due to adopting intersection with the other road which produce a serious crossing interruption . In addition, With the city's development , the said section become street degree ,which restrict the benefit of highway and can not meet the demand of fast growth of traffic volume In order to ensure the said section to be smoothly driving prior to completion of Xinxiang--Zhengzhou expressway and the second Yellow River bridge , Henen Provincial Traffic Survey & Planning Design Institute, through comprehensive analysis, proposed to upgrade the highway section into expressway standard ,and the total investment for upgrading works amounts to RMB532.11 million yuan and it is proposed to take use of the savings from the Bank loan under National Highway Project Henan Section and of force account from Henan itself ,in which the savings from the World Bank loan under National Highway Project (Henan section) amount to US$19 million (RMB157.70 million) .
As required by relevant environmental management provisions for construction project of the Government and Henan Province 3 as well as EIA provisions for World Bank-financed projects ,a full-scale EIA is required to be completed for this section, for Xinkxiang--Zhengzhou bel-ongsto project class A%. As entrusted by Henan Provincial Highway Administration Bureau-, Henan Provincial Environmental Protection Institute is held responsible for EIA of this section road
1.2 Project Location, Size and Alignment
Henan province is located in the center part of China ,and in the middle reaches of the Yellow River (see Map 1-1). The existing class I highway zhenghou--Xinxiang section is situated in the north part of the province, on the both bank of the Yellow River (please see Map 1-2 for the project location of this section).
According to the recommended scheme in the Feasibility study Report of the project ,the alignment of the proposed upgrading works specifically is : starting from north at connecting location between Anyang--Xinxiang expressway and national 107 i.e Xinchang interchange ,and it passes through west of Langgongmiao , west of Jinlou, Maotan in Yuanyang county , east of Ciguti , Songlou, east of Xinzhang , then going across the Yellow River ,east of Shaoyuan,east of sangyuan , west of Shilipu , center part of Bai village and Wang village , ending at Longhai railway station(K686+803.5) , with the total length of 69.773km .
In accordance with the alternative proposed by the Design Institute , scale and technical standard to be adopted for the upgrading works on XZH is as follows : a : upgrading class I highway in length of 69.773km in which 39.326km is between Xinchang interchange and north bank of Yellow River, 30.447km is between north bank of Yellow River and Longhai railway interchange . b. 39.326km long highway to the north of the Yellow River will be upgraded into the fully-access controlled expressway standard with provision of service road for local vehicle access. The section to south of the Yellow River will upgraded into class I highway with partially *Lccess controlled and with motorized and non-motorized separated and overpass bridge built for pedestrian . c. the section to the north bank of YR will build 1 simple. interchange, 24 separations, reconstruct 9 passageways, 43.5km for local road and 30km for service road and overpass bridge. The section to the south of YR will newly build 9 pedestrian overpass bridges, 2 interchanges at two crossing location and reconstruct 5 intersections. d. to upgrade the section from Xinchang interchang to north bridge bend cap of YR in length of 43.776km to class I highway, rehabilitate 1 service area and toll station at Jinlou and YR of south section
4 ,Apart from above tecommended scheme, the Feasibility Study 7Report.also proposed a alternative scheme which can be seen in the Chapter 2 of this, report. .- Through comparative analysis, the EIA agree the recomSnded scheme raised in the FSR and please see comparative alternatives in Chapter 5 for detail
1.3 EIA Purpose
The purpose of EIA for tpgrading of Xinxiang--.Zhengzhou Class I highway includes the following aspects: a. looking into physical eco-environment, agricultural eco-environment and socioeconomic background ,assessing environment quality status of environmental noise, air, ground water at this area and lead content in the farming layer of the soil adjacent area of both side of highway so that environmental status information could be provided for highway upgrading works ; b. analyzing and predicting environmental impacts to be posed to environmental noise, air, lead content in farming layer of soil of adjacent area in both construction and operation periods of this road ; c. proposing all kind of mitigating measures for envirometal protection ; d.proposing environmental management, environmental monitoring program in construction and operation stage; e. carrying out economic evaluation and analysis; f.looking into suggestion or recommendation regarding upgrading works and environmental question put forward by non-government organization and public people ; g. proposing environmental feasibilty for the upgrading works on XZH
1.4 EIA Basis 1.4.1 "Rules for Environmental Protection of Construction Projects" issued by NEPA in Document No.003 (86) 1.4.2 "Rules for Environmental Management of Communications Projects" issued by the Minister of Communications in his Decree No.90(17) 1.4.3 "Regulation for Environmental Protection of Construction Projects, Henan Province" 1.4.4 "Notice on Enhancing EIA Management of International Financing Organization-financed Construction Projects"issued by NEPA, SPC; MOFand People's Bank of China in Document HJ 324(1993); 1.4.5 "Feasibility Study Report of the Upgrading work on National Highway 107 Xinxiang--Zhengzhou section " prepared by Henan Provincial Transport Survey & Planning Design Institute; 5 1.4.6 "Entrust letter on EIA for the upgrading works on XZH' by Henan Provincial-.Highway Administration Bureau
1.5 EIA Class and Highlight --
Based on environment impact features of highway construction- projects and according to the "Specification for EIA of highway Construction Project ," this proposed upgrading work is identified as a Class 1. EIA project with reference to applicable provisions of the World Bank .
highlights of this EIA include two aspects a. environmental impact to be posed in both construction phase for upgrading works and operation phase after completion of upgrading works , b.environmental mitigating measures and environmental management monitoring program
1.6 EIA Scope of Study and Environmental Protection Target
Based on the EIA outline as reviewed , the scope of study is defined as follows : scope of study for investigating the eco-environmental setting is enlarge to lOOOm beyond the road on both sides of XZH from center line; This is also applicable to investigation of air pollution source ; scope of study for predicting environmental noise, air and lead content impacts is limited to the range 200m off both sides of the road within above scope, the main objective of environmental protection is main residential sites along the alignment
1.7 EIA Standard and Base Year
In accordance with the recommendation by Xinxiang, Zhengzhou environmental protection agencies along the road , the EIA applies the following environmental standards:
Environmental noise : Category IV environmental noise standard in "Environmental Noise Standard for Urban Areas"(GB3096-93); Environmental air : Level II standard of the "Air Environmental Quality Standard"(GB3095-1996); Lead content in the layer of farming land :Level II standard of the "Soil Environmental Quality Standard" (GB3095-1996); In accordance with the project features and construction cycle as included in the feasibility study report, base years for the EIA are identified as follows : construction period : major project will start from December 1998 to end of September 2000, 23 months in total; operation period : initial period :2000 middle period : 2010 late period : 2019
6 Chapter 2 Genzral Description of Project and Identification of E o tal Zupact
2.1 General description of the project
Before completion of Xingxiang Zhengzhou Expressway , Xinxiang--Zhengzhouupgrading work is a temporary work which will initially relief the existing class I highway of serious interrupting and also solve capacity fail to achieve the original design level of the class I highway capacity .Alternatives of the upgrading works on XEH is defined through comphrensive analysis by the Design Institute . On the premise of two conditions , the first one is that Jiaozuo Yellow River Bridge is completed and opened to the traffic by 2001 ,and the second one is that Xinxiang--Zhengzhou expressway and the second Yellow River bridge is completed and opened to the traffic by 2004 .Being completed the upgrading XZH , such section will maintain the status of sharing one road between Jingshen national trunk road and national highway 107 .
2.1.1 Current status of Xinxiang--Zhengzhouclass I highway
To convient description , three sections will be divided between Xinxiang and Zhengzhou highway ,which is north section to the north bank of the Yellow River (Shanbiao-- Xinzhuang) , Zhengzhou Yellow River bridge, and south section to the Yellow River bridge (south bank to Longhai interchange)respectively . Present status of such three section of highway are described as follows :
2.1.1.1 North Section to the North Bank of the Yellow River (Shanbiao--Xinzhuang)
In July 1986 Henan Provincial Planning & Economic Committee (HPPEC) approved the preliminary design of vehicle accommodation road on national highway 107 prepared by the Design Institute with the documentationNo.018 (1986), and the length of the road is in 57.595km in total . Class I highway at plain area with access-controled was adopted for the origial design of which design driving speed is 120/h, width of subgrad is 23.Om, two way four-lane and median was adopted .
After review of design in 1987,HPPECapproved the project with the documentation No.1668 (1987)thatclass I highway without access-controled was defined ,i.e common class I highway would be built between north of Xingxiang--PuYang intersection and north bank of the Yellow River (Xinzhuang)withtotal length of 47.05km , designed driving speed 100km/h , width of subgrad 23.Om,centrermedian 1.5m , two- way &four- lane , and with cement concrete being adpoted for the pavement . In addition, the bearing capacity for the bridge is : vehicle- super class 20, trailer--class 120 7 2*8.5m for the bridge width . There are 3 interchanges , 9 passageways, 2 sepa-rationiriterchanges with railway, 62 intersections used for large vehicle lane, 711.42/13 large,mediumbridges, 241 culverts ; common class II highway would be built between Shanbiao--Xinpu intersection with length of 10.545km . The section of highway was commenced in March , 1988 and built for opening to the traffic in December 1989
2.1.1.2 Zhengzhou Yellow River Bridge
Zhengzhou Yellow River bridge is located above the Yellow River from Huayuanko at north rural area up to Qiaobei village in Yuanyang county of Xinxiang , with 137 spans in 5549.86m , cast-in-place pile foundation ,pile frame-bent abutment, doule post pier, prefabrited concrete simple supportedbeam , which is bottleneck work for national highway 107 .
Being approved by the State , the bridge commenced the constructionwork in July, 1984 and was openned to the traffic in Oct. 1986. The following is its design , execution magtitute and standard : design discharge : once every three hundred years and disgn discharge Q= 36000m3 /s design bearing capacity for vehicle: vehicle--superclass 20; trailer-- class 120 bearing capacity for people : 350km/m2 design earthquke intensify : degree 7 width of bridge driving lane : 16.Om width of pedestrain : 28 spans at the south bank is 2*1.5m , and the rest of it is 2*1.Om
2.1.1.3 South section of the Yellow River (from south bank to Longhai interchange )
The section of the alignment is in the length of 20.477m and was built in 1989. The alignment for this section is situated in territory of Zhengzhou city and also near downtown area , with interconnecting between Liulin of north rural area of Zhengzhou and major trunk road on Huoregose
This section was designed and constructed as Class I highway ,with design driving speed lOOkm/h,pavement width 25.Om, two-way & four lane, and cement concrete being adopted for the pavement . The designed bridge loading capacity is : vehicle--superclass 20, trailer--class120. There were built 40 intersections (in which 13 of them connecting with highway, 2 of them with the railway , 25 of them with the large vehicle lane ), 756.44m/13 large, medium bridges, and 88 culverts. 2.1.2 Brief Description for the Upgrading works 2.1.2.1 North section of the North Bank of the Yellow Rive.r(starting from terminal point at AXE ending to north bank of the Yellow River )
8 'Tv
The said section ; with total length of 39.326km , will be
upgraded - J4nto fully-access controlled expressway with construction of service road . The major work include : newly built 1 simple interchange, 1 toll station (at Jinlou), 24 overpass grad separations, 9 passageways. After the said section being upgraded to fully-access controlled expressway, in order to ensure transportation access for local vehicle , a complete continuouslyservice road , 43.5km in total , need to be paved at the left (eastern) side of alignment , in which involved newly built 7 middle bridges, 9 small bridges, 150 culverts; another service road, 13.30km in length , will be built at the right (western) side of alignment for the purpose of connecting the approach of all grade separations and passageway , and also a discontinuous service road in length of 16.544km will be newly built , both of which are 29.848km for the service road at right side .
The table 2--1 and table 2--2 shows building magnitude and adopted technical standard for the north section of the north bank of the Yellow River bridge
Table2-1 Building Magnitutefor the north section of the north bank of the Yellow River bridge
project item unit quantity remarks nc=ludingchanging plank, pressing pavementupgrading work km 43.776 mnnsonryand covering surface toll stationimprovement No.s 1 jinloutoll station inter- simpleinterchange gridge m/ No.s 64.64/1 width7+2*0.5m inerossing e ie rudp Km 0.799 partfor cloverleaf-shape works separationbridge o 1656.96/24 7+2*0.5m lengthof continuousservice road km 43.5 subgrad7m, pavement6m lengthof discountinuousService road km 16.544subgrad 7m, pavement 6m lengthof approachfor crossing road km 13,304subgrad 7m, pavement6m rubblemasonry retaining wall cam 14.304 crossingapproach and smallbridge m/No.s 663.8n net6.)+2*0.5 crossingapproach and culverts No.s 130 as samewidth as crossingapproach inewly added land acquisition mu 1343.445
9 Table 2-2 - TechnicalStandard for the North Section of the North Bank of the Yellow Rive]
projectitem interchange & ap oroad roachs& road standardname clear7+2*0.5m clear45+2'0.5m 6'3.5m 4. .7m serviceroad loadingstandard vehicle-class20 vehicle-class20 vehicle-class20 vehicle-class20 vehicle-css 15 trailer-classlOO10 ailer-classlOO trailer-classlOOtailer-classlOO 1 tailer-class80 min.radius for horizontal curm) 20 15 7 7 7 max.londinal slope(%) 2.5 2.5 5 5 5 mnu.radius for vertical curve(m) 1400 700 200 200 200 sag 1000 1000 300 300 300 subgradwidth (m) 8.5 6.5 7.5 6.5 7 pavementwidth (m) 7 4.5 6 4.5 6
2.1.2.2 the section from the north bank of Yellow River to Longhai railway interchange (south section of the north bank of Yellow River)
The said section with total length of 30.447km will include the major work as following : a. upgrade 1 toll station at Zhengzhou Yellow River Highway Bridge b. set up central barrier for separating motorized and non-motorized vehicle lane, with two-way four -lane for motorized lane and vehicle driving at its own way . The central barrier will only broken at the major intersection with traffic signal control , and the rest of them will go through the whole alignment. 3 locations will be broken at the Yellow River bridge for central barrier for the purpose of administration and emergency vehicle use . c. motorized and non-motorized vehicle lane are isolated by fence between signal controlled intersections, but it is not continuous in single side at intersection and important government agencies to make vehicle entry and exit conveniently in single direction. d. Single controlled system will be equipped on main intersections of the highway, such as Zhengzhou road, north ring road, Minban road and weilai road etc.. e. 2 main line overpass will be built at Jinshui street and NH310 f. built pedestrian overpass at the intersection g. Necessary signs and making will be provided for directing traffic
Table 2--3 shows the major works from the north bank of Yellow River to Longhai railway interchange
10 Table2--3 Major works for the south section to the north bank of Yellow River
Project item Unit Quantity Remarks improvement No.s 1 Zhengzhou of toll Yellow River station bridge improvement No.s 5 of intersection overpass m/No.s 420/12 fence m 49584 single row barrier m 24690 single row signal light set 6 including traffic island widening of m' 3790 pavement newly added Mu 55.81 land acquisi.
2.1.2.3 Brief Description of alternative scheme
The alternative scheme raised in the FSR of the project share the same section with the recommended scheme , of which is from the starting point of the proposed project to Liulin interchange in zhengzhou . The only different section for both of the scheme is that the alternative scheme goes eastward starting from Liulin interchange along the existing Zhengzhou-Kaifeng expressway in length of 15.8km to Yanzhang (interchange to be built)and then goes southward where will built a new expressway in length of 26.2km connecting with the existing Zhengzhou-xunchang expressway .Therefore, comparison between recommended and alternative scheme is comparison both the section for upgrading existing N107 to the south of YRB and the section of newly built expressway .
The newly built expressway in length of 26.2km in the alternative scheme consist of two sections with different technical standard . Two-way six-lane expressway standard , 8.Okm in length, will be adopted at the section from Yanzhuang to planned urban trunk road Zhengzhou-Zhongmu , while the section southward will build two-way four-lane expressway in length of 18.2km . The table 2-4 shows the major technical indicators for the newly built expressway
The alternative scheme of the newly built expressway have the following work magnitude : the total length is in 26.2km for the newly built expressway with asphalt concrete paved . The subgrade for the whole alignment will adopt borrowed earth and the average height of the subgrade is 4.05m ; newly built 2 large bridges, 2 middle bridges, 3 interchanges, 1 grade
11-,:1 Table 2-4- Main Technical Index for altemative alignment
No. description unit index value - remarks
1 ______four lane |six lane - 1 constructionlength km 18.21 I 2 terrain plain 3 class of highway expressway 4 bearing standard vehicle-super 20, trailor-120 5 design drving speed km/h 120 6 width of carriageway m 2*7.5 12*11.5 7 subgradewidth m 28 35.5 8 median divider width m 3 9 width of left curbe m 0.75 10 hard shoulderwidth m 3.5 11 soil shoulder width m 0.75 12 drivinevisiblility m 210 13 Max. vertical slope 4 14 Min.radius of curve m 1000
15 designedflood frquency _1/100
11-2 separation overpassing Longhii-railway and NH310 , 4 grade separations crossing with other highways, 38 passageways, 75
culverts, as well as administration and safety facilities . - The cost estimate for the alternative scheme of newly built expressway amounts to RMB 521.6233 million yuan
Through comparison analysis to both schemes, it is assumed that recommended scheme in the feasibility Study Report is reasonable (please see the Chapter 5 for comparison of the alternative in detail). Hence, analysis- of environmental impact factors and environmental impact assessment will only focus on the recommended scheme
2.1.3 Origin and Transportation of Construction Material
Stone and sand : The norhtwest part of area where Xinxiang --Zhengzhou highway is located belongs to frontier part of Taihang Moutain which is rich in stone resources and quarries has been formed . Stone material required for the upgrading work will be purchased from the region of Luwangfen in Xinxiang, Xinmi in Zhengzhou, Qi county, Weihui, Anyang etc. Such stone material will be hauled by vehicle to the construction site along NTH 107. Sand required for construction work will be supplied by quarry of Suiping Shizhuang , and will be hauled firstly by railway tranSporLation to Xinxiang , Zhengzhou station then to the construction site by vehicles.
Soil : The most of construction work on north section of YR are works with higher embankment height over NTH 107 , which will require a large quantity of soil material . As the section of highway is located in flat area without sufficient soil source to be used , soil material will be borrowed from assembly identified location along both side of subgrade
Four major material : most of them will be purchased from Xinxiang and Zhengzhou ,and insufficient part of them will be obtained from outside in other city. Cement will be from Xinxiang, Zhengzhou; asphalt product will be used from Shandong and Luoyang oil refinery factory ; Steel material will be supplied from Tianjing, Anyang steel plant; timber will be purchased from Xinxiang and Zhengzhou . Above major four material will be hauled to the construction site by vehicles along NTH 107
2.1.4 Prediction Results of Traffic Volume
Beside of the factor social economic development, we still consider the following two factor which will influence the traffic volume : the former is upon openning of Jiaozho YRB in 2001, the vehicles driving toward south will be diverted so that the traffic volume on YRB and south section of YR will be decreaed, while 12 there will be no change on, north section of YR;.cthe latter. is due to openning -f -Xinxiang--Zhengzhou Expressway and the second YRB in 2004, most of pass-by vehicles and part of internal vehicles will divert to the Expressway so that the traffic volume of the proposed project at that time will significantly decrease and later it will be getting grown year by year
Prediction results of traffic volume in the Feasibility Study Report are as shown in-the Table 2--4 .
Table 2--4 Prediction Results of Traffic Volume of the Upgrading work (middle truck equivalent) unit : No.s of vehicle/day
year north section YRB South section of YRB of YRB 2000 14954 27181 21236 2010 10342 20277 12661 2019 16790 34855 23021
2.1.5 Arrangement of Construction Period and Implementation Schedule
The proposed project is the World Bank -financed project thus savings of bank loan will be financed. The proposed project expected to commence construction work by December 1998, and completion of work is by the end of September 2000 , with 23 months of construction period The detailed schedule is as follows :
year 1997 completion of design and fund raising year 1998 bidding, land acquisition & resettlement, preparation of construction will be completed by early part of this year while work will be commenced by December . year 2000 All contractors put into all their efforts for construction activity , and the project will be opened to public by the end of September. 2.2 Identification of Project Environmental Impact
Based on feature of the project, important part of the upgrading work is located on north of YR of which include such construction work i.e pavement upgrading, newly built service road, interchanges, passageways etc.; while on south section of YR, only separating facilities and signal system and over-pass pedestrians as well shall be installed in construction period . Towarding this end, environmental impact of the project construction is mainly on north section of YR. The environmental impact element are as shown as in the Table 2--5 .
Table 2--5 Environmental Impact Element for construction period of the Project
-13 North sectioq of YR Yellow River South of YR .Bridge * construction noise, * construction * construction. vibration; noise noise .*.onstruction *impact on the *impact on the fume,blown dust due to existing traffic existing traffic material-hauling accessibility accessibility vehicle; during during *flue gas due to construction construction preparation of activity activity asphalt; *wastewater discharge from construction activity * domestic sewsage by construction workers *land area for temporary use *borrow/soil due to construction of subgrade and interchanges _
we can see from above table that environmentalimpact element is very few on YRB and south of YR of the upgrading project, and also no local resident people would be impacted around YRB in construction period , Due to distribution of many business facilities on south section of YR at where very few resident are living , affected people due to construction noise is very few either. Because of such reason, the EIA Report will focus on analysis of environmentalimpact on north section of YR in construction period
Environmental impact element on north section of YR is basically as same as the element on south section , which is componsed of the following : noise and vibrtio due to vehicles; exhaust of vehicles; land area for permanent use at service road and interchanges; blown dust due to vehicles; road pavement erosion due to rainfall water; traffic accident; social interruption upon completion of upgrading work; Identified results of environmental impact of the upgrading project is summarized in Table 2--6
14 Table 2-6 Identification of Enviromental Impacts
Period Impact Enviromentalelement Air Water Vegetatio AgriculturIrrigation Archaeolo Livelihooc Lands Noise, Vibration 0 0 0 0 0 AS es a Fume,Dust eS 0 0 0 0 eS *S 0 Asphalt Flue es 0 AS AS 0 AS eS 0 constructi Constructionwater drainage 0 ^5AS AS AS 0 0 Domestic Sewage AS AS 0 AS 0 ^AS ° Landuse for construction 0 0 Os es ^S ^S Borrowdirt for construction 0 0 *L AL OL AL AS ._*L traffic noise, vibration 0 0 0 0 0 °0 *L O Vehicleexhaust *L O *L *L 0 0 OL O' permanentland use for serviceroad & 0 0 *L *L *L AL AL OL Dustdue to vehicle *L 0 AL AL ° 0 AL 0 Operation Surfaceerosion due to precipitatedwater 0 eS 0 AS ° ° AS O ftfflc accident AS AS AS AS ° AS AS AS socialseparating after upgradingby access- controledhighway 0 0 O 0 AL 0 *L *Ij_1 Note: 0 withimpact, A possibleimpact, 0 withoutimpact, L long-termimpact, S short-termimpact
15-1 The proposed project is a project of upgrading the existing highway ,and basically upgradin4 works_,atthe-south section of Yellow River will not produce unfavorable impact on eco-environment ; on the north section.of_YRB, except that the area near interchange have some earthwork , the.other area have little earthwork, so the proposed project will not seriously damage the ground ,and nor will damage soil loss ; upgrading to YRB will not influence eco-environment ,so it is not main environmental issue for the proposed project
Based upon above analysis, it is clearly defined in line-with environmental feature in the area of the project as follow : the main environmental element is environmental noise, air, social environment; Environmental impact will mainly be focused on the north section of the YRB during construction phase
15-2
Chapter 3 local -hysical 2 rnironmet -and Socioeconomic Background 3.1 Physical Environment Description
3.1.1.1 Topography and Geomorphology
The proposed project is located in the middle-north part of Henan province and lies on both bank of the Yellow River . North section to the YR (startingfrom the terminal point of AnXin expresswayon NTH Beijing--Zhouhaiending at north bank of the YR) is situated to western side of Huabei plain and east of Jingguang railway. This area is in flat and wide with an elevation of 70-85m , and the trend of this area is high in the southwest and low in the northeast . As the Yelllow River change its course many times in centuries , there still have some ancient river courses, river bank as well as river floodlandalong the route . This area located in Haihe valley
South section of YR (starting from north bank of YR ending at Longhai railway interchange )situated in Huaihe valley and belongs to alluvial plain of Yellow River in line with different catologue of Geomorphology type . The Yellow River has ever overflown its banks and changed its course many times , both of which was happened in this area frequently and could reflect the geomorphology feature of the Yellow River diversion . so there distribute in this area many different geomorphology of highland, depresstion land, floodland etc..
3.1.1.2 Climatology
The area along the alignment falls within the warm semi-arid climate zone with distinct four seasons . The climate is mild, with dry and windy springs, hot and rainy summer. In the autumn, there is a sharp difference of temperature between day and night hours; in winter, it is cold with little rain and snow .
Based on the meteorological data provided by Xinxiang and Zhengzhou city, the mean annual tempreture of this area is 14.0-14.3°C , with a max. monthly average tempreture of 27.6--27.7°Cin July and min. of minus 2°C in January; annual mean air pressure is around 1003hPa , relatively annual moisture is 60%-70% with annual mean rainfall of 606--637mm. In a year, the frost-free period lasts 205--217 days.
Along the route, deflected northeast wind prevails in Xinxiang with annual average wind speed of 2.5m/s , while deflected southeast or south wind prevails in Zhengzhou with annual average wind speed of 2.2m/s.
3.1.1.3 Engineering Geology and Earthquake Intensity
16 Based on engineering geological area in Henan province, the ar a where the project goes through, belongs th 'stabilized unaverage engineering of the Yellow River alluvial whose southern end lies on the alignment of Changge, Zhoukou, Shenqiu county . The project area is in the front of Taihang mountain with an elevation of 40--lOOm . The property of soil in this area is divided into light-cohesive soil, cohesive clay together with fine sand, silt sand . In addition, salty soil can be found in north & east of Henan. Except for cohesive soil which is high in mechanics strengthen , the other kind of soil is low in mechanics strengthen .-
The main geological problem in the project area is the earth' s crust is not in average of stabilization . There develope active fault movement from east-northward to west-eastward , thus this kind of movement-shaped the dangerous earthquake region including Xinxiang--Anyang, Jiyuan--Jiaozuo, Xuchang--Yeling and Fanxian county etc.. Learning from some relevant information ,the project area is in 7 degree area of basic earthquake intensity
3.1.1.4 Hydrogeology
The project area lies in the second settlement belt of Xinhuaxia system . The settlement degree is very deep since new ecological era with top ground layer in new ecological era of 1500--3000m . The soil in the project area, due to on the Yellow River alluvial ,is changed so much in the way of longitudinal and crossing with different thickness of settlement . Sand soil, silt clay and cohesive soil are alternately settled in the layer of settlement . The midium & low liquid limit cohesive soil with yellow and red colour can be found within the range of 0.5--l.Om under the surface ground along the route while fine sand, silt sand as well as midium sized sand can be found under 6.Om of the surface ground .
The project area is located in the irrigated area of the Yellow River with irrigated channel being distributed in longitudinal and crossing manner .The underground water of the project area is very close to the surface ground , which normally is 1.10--3.40m with the nearest distance to the surface ground of 0.4m and the farthest distance of 6.7m As the reasult of season and of irrigating crops in farm land, the level of underground is high in summer & autumn and is low in spring & winter ,which is around lm of different change in four seasons . Input of the underground water is significantly affected by the Yellow River and then by rainfall and irrigated water .
3.1.2 Socioeconomic Background
17 The proposed project-l-es-4n thhe middle-north par-t of_Henan provinsce,passing through zhengthou and X-inxiang city as well as small part of Wulin county in Jiaozuo city . The following is a description of socioeconomic background for the three cities involved in the proposed project as follows below
3.1.2.1 Henan province
Henan province is located to the east of the central China and lies in the middle and lower reaches of the Yellow River. It covers 167000km2 of area and has 91.72 million of population which ranks 2nd in China . It has rich mineral resources, aninmal and plant resources of great variaty as well as the special local products. It is the birthplace of the Chinese Nation . Many feudal dynasties in the history-set their capital here and it has been the political, eonomic and cultural centerof the Chinese nation for a long period . Henan Province is an important agricultureprovince o-fthe country with long cultivation history and keeps large area of cultivated land . The yield of grain, cotton, vegetable oil and flue-cured tobacco rank always in the top threes of the country. It has set up an industry system with both light and heavy industry focusing on the famous and quality products.
3.1.2.2 Zhengzhou city
Zhengzhou is located in the middle of the province and it is the province's political, economic and cultural center. It has rich mineral resources with great variaty. Zhengzhou is a famous national level historic cultural city with plenty of ancient culture relics and travel resources. It's also a newly industrialized city and one of the country's Aluminum industry base and cotton spinning base ; Zhengzhou is a crossing point between JingGuang railway and Longhai railway and between Jingzhu national trunk highway and LianHuo trunk highway .With this prior geographical location , Zhengzhou is increasingly developing into central city with commerial trade throughout China
3.1.2.3 Xinxiang city
Xinxiang lies at the north part of Henan Province with rich mineral, animal & plants and travels resources. It enjoys high level agriculture technologies and the grain yield ranks top of the province. It has set up preliminarilyindustrial system with factories of elctronics, textile, pharmaceutics, machinery, chemical and constructionmaterials. Xinxiang has changed into a new industrialized middle-sized city with flourish economy, beautiful environment and complete funcitions on the north bank of Yellow River. 3.1.2.4 Jiaozuo city
18 Jiaozuo i-an important northwest city in Henan province- It has mineral resorces. Besides Bauxite-and-bla6kmarble,etc., it has quality coal that is called as "black gold in Taihang Mountain". Also, it has plenty water resources, which is the best place for developign hydropower industry. With many years's development, it has set up its industrialsystem with factories of electric power, chemical, cosntruction material, food, coal and texitile. Its economy ranks the first I Henan Province .
Table3--1 indicates socioeconomic indices of Henan province and of such three cities involved and table 3--2 shows industy configuration proportion .
Table 3--2 Industy Configuration Proportion
Area the I industy the II the III (%) industry (%) industry (%) Henan 26.1 46.6 27.3 province _ _ Zhengzhou 7.0 54.9 38.0 city_ Xinxiang city 23.8 49.1 27.0
Jiaozuo city 16.2 59.5 24.3
19 Table 3--1 socioeconomic Indices
Indicators unit Henan Zhengzho Xinxiang Jiaozuo provinc u city city, city land area kmL 167000 7446 8169 6007 farmland area 10' ha. 6786.30 299.06 377.02 170.71 total population Million 91.72 6.08 5.19 3.13 person _ non-farm Million 15.41 1.91 1.01 0.95 component person population per./km' 549 817 635 768 concentration Gross National billion 368.341 50.449 26.468 23.629 Product RMB (GNP) Avera.GNP yuan/perso 4032 8352 5123 7594
Gross Output billion 525.7 79.077 43.012 48.877 Value of Industry RMB Gross Output billion 218.293 24.011 21.215 18.185 Value of light RMB Industry Gross Output billion 307.407 55.066 21.797 30.692 RMB Value of heavy Industry Gross Output billion 163.952 6.263 10.695 6.829 Value of RMB Agriculture, Fish ing and husbandry industy
3.1.3 Typical Environmental Sensitive Points Along the route
Through investigation, Table 3--3 indicate environmental sensitive points within 200m range on both side of class I highway.
Table 3--3 Typical Environmental Sensitive Point
name of location stake No. nearest sensitive (stake No. distance (m) point G107) Gujun left side of k625+600 185 centre-line Jinlou left side of k629+900 150 centre-line Maotan left side of k635+000 190 centre-line Wangcun left side of k650+350 200 centre-line Huayuankou right side of k666+500 195 township centre-line Yanghuai left side of k673+000 190 centre-line Yaozhai right side of k680+800 170
20 centre-line I - - - - - Baizhuang - left side of k685+500 - 190 centre-line I During construction of class I highway over the past time relocation was done at the village where is near both side of highway , hence, there are few village located within 200m off both side of the proposed highway .It is indicated from above table that sensitive points on both side of XZ highway are villages where is at least 150m away from highway
With rapid economic development in Zhengzhou, the south section of the Yellow River bridge are getting close Zhengzhou downtown area where very few village ,but much more business commercial building are located on both side of highway , and such large business buildings is as follows : Zhengzhou Building Material Universal center ,Zhengzhou Furniture Market, and Zhengzhou Automobile City etc.. Beside of such building, there still distribute restaurants, small guest house etc. on both side of the proposed highway .
There have no special environmental sensitive area such as hospital, school, recovering house etc..on both side of the existing highway .
Through investigation,there have no distributionof precious plant or animal within lkm along the route, nor have special protected area such as westland and natural protection area
Through investigation,there have no distributionof cultural relics or historical remains within 1 km along the route, nor have underground cultural relics .
3.2 Present Status for Environmental Noise
3.2.1 Monitoring of Environmental Noise Through investigation, there have no large distribution of industry noise source within 200m off both side of the existing XZH and noise source in this range is mainly of noise due to motorized vehicles on the existing XZH . so environmental noise of the EIA is focus on the existing XZH of national highway 107 3.2.1.1 Arrangement of Monitoring Points There set up 4 monitoring points along the XZH for the environmental noise of EIA , with 2 points of each for both the north to YRB and south to YRB , i.e :nearby Xinchang interchange at starting point of the upgrading work, Jinlou, Huayuankou township and Bai village. The basic situation for such four monitoring points are shown in the Table 3--4 . Table 3--4 Background of Monitoring Points for Environmental Noise 21 Name ------Stake No.N107 Brief- description the area nearby k617+031 monitoring point is located Xinchang at the starting point of the interchange - upgrading -work where interchange between N107 and Xinxiang--Changyuan highway has built , and the said point is on the west side of the interchange . Jinlou k629+900 the said point is the nearest village (which is 250 people in total and without school)to the XZH along the route of which is about 150m away to the XZH . Huayuankou k666+500 the said point is situated township at the south bank of YRB and at south side eastward of road at Zhengzhou toll station of XZH,and is lOOm away to the highway .Business facilities exist on both side of highway southward to the said point. Bai village k685+500 the said point is located in the eastern rural of Zhengzhou,and is northeastern location between N107 and N310 . There are lots of commercial facilities being distributed on both of highway along the route.
3.2.1.2 Monitoring Methodology
Acoustic environmentalmonitoring is based on "Environmental Noise Standard for Urban area" issued by P.R.China .Automatic noise monitoring instrument will be used and acoustic grade "A" ,"slow" of responding, and 1.2m down to the ground from the sensor would be adopted.
3.2.1.3 Time and Frequency of Monitoring
Acoustic environment was monitored in the mid December 1997 with continuously 2 days (twice at daytime, once at nightime) . The specific time is 10:00 and 16:00 at daytime and 22:00 at nightime . 3.2.1.4 Statistics on Monitoring Results
22 It is concluded--that.L1 o,.-L_s Lgo, Q and environmental noise Leq are-given in the table 3--5 for each point and each time
Table3--5 Statistics on Envi:ronmental Noise Situation Monitoring Results
Name time scope of statistics ave. value of
______Le q L 1o L50 Lso Q L_ ___ nearby D 75--83 70--74 65--69 3.2-- 70--76 74.0 -ofXin 4.4 change N 74--80 63--68 56--59 7.7-- 66--74 72.6 inter. 9.2 Jinlou D 70--75 62--66 55--60 4.0-- 65--68 67.1 5.4 _ N 60--70 46--49 43--48 8.0-- 60--62 58.8 9.8 Huayuan D 76--80 67--71 60--65 5.7-- 69--75 73.8 ______7.4 kou N 74--78 65--73 62--67 7.9-- 68--75 73.2 9.2 Bai D 77--85 73--75 67--71 3.6-- 73--76 75.3 zhuang I 4.5 N 71--82 65--70 60--62 6.8-- 66-72 69.8 ______8 .8
3.2.2 Evaluation of Noise Environmental Quality Situation
3.2.2.1 Evaluation Criteria
According to the recommendation from Provincial Environmental Protection Bureau and suggestion from Protection Bureau at the city or county level along the route , "Environmental Noise Standard for Urban Area (GB3096-93)"is applied for acoustic environmental setting evaluation of these monitoring points, i:e . 7OdB(A)in day hours and 55dB(A)in night hours.
3.2.2.2 Evaluation on the present situation
It is shown in the monitoring result with reference to evaluation standard that out of the four monitoring point of acoustic environmental along XZH , the monitoring results of environmental noise Leq for continious 2 days at daytime & nightime near Xinchang interchange area are beyond the evaluation standard limit, of which daytime Level equivalent of the max. noise exceeded by 6dB(A) while nightime exceeded by 11-19dB(A), also average value of Leq noise for 2 days exceeded by 4dB(A) and 17.6dB(A)respectively above the standard ; At Jinlou point, monitoring result for neither daytime Leq noise for continuously 2 days nor average value for 2 days at daytime are above the standard limit, but noise Leq value of one day at the nightime is beyond the standard, and average value for nightime of 2 days exceeded by 3.8dB (A);
23 At.Huayua,nkou township point, one day of daytime value is. beyond-the standard while monitoring result at nightime for 2 days all-exceededthe standard. The average value for both daytimeand nightime for 2 days at this point is above 73dB (A), both of which are beyond standard (the value at daytime-is over 3.8dB (A) while value of nightime over 18.2dB (A)); At Baizhuang point, monitoring result either daytime & nightime for 2 days or average value of 2 days are all beyond the limit, of which the average value at daytime is over 5.3dB(A) ,while average value of nightime is overl4.8dB(A).
From the monitoring result, we can see that environmental noise situation at daytime & nightime for the four monitoring point is big in standard dimension.In line with environmental feature and noise source in the area along the route ,it is deemed that transportation noise on the existing XZH apparentlyimpact acoustic environmentat the four monitoring point.
It is indicated from above analysisthat suffering from impact on XZH ,the monitoring points along the route is worse in acoustic environment except that the Jinlou monitoring point is slightly better . Based upon the average value of noise Leq for 2 days , except that Jinlou point can meet the standard , the remaining monitoring points were over the limitation standard to different extent especially serious at night of which the highest value above the limitation up to 18.2dB(A) for average value for noise Leq . It is indicated acoustic environment quality within 200m off the XZH can not reach the catologue area "4" in "EnvironmentalNoise Standard for Urban Areas (GB3096-93)" .
3.3 Evaluation of Air Environmental Quality Situation
3.3.1 Investigation of Air Pollution Situation
In the study area, there does not exist large-scaleindustrial air pollutant sourcees within 200m off on both side of XZH . The major pollutant sources in this area is exhaust of motorized vehicle and dust due to vehicle on this section of the existing highway .
3.3.1.1 Arrangement of Monitoring Point
The monitoring point for air environment is as same as that for acoustic environment and please see table 3--4 for the background of the monitoring point in detail
3.3.1.2 Monitoring Item, and Analyzing Methodology
Air situationmonitoring items include T.S.P., CO and NOx. The detailed sampling and analyzing methodology of these 3 items are as shown in Table 3--6-.
24 Table 3--6 Air Samplinxg and Analyzing Methodology
Item Sampling Method Analysis Method
TSP - By filter film weight method Co Using air sampling Gas chromatography Bag' NOx solution Hydrochloric absorption method Benzathine I Colorimetry
3.3.1.3 Time and Freqency on Monitoring
Air environmental situation was monitored for continuous five days in mid December 1997 . In compliance with "Air Environment Quality Standard (GB3095-1996)", continuous sampling was adopted for daily average concentration monitoring for TSP, CO ,NOx, also 1 hour average concentration was monitored for CO, NOx ., The monitoring time is at 7:00,11:00,15:00 and 22:00 respectively
3.3.1.4 Statistics on Monitoring Results
Statistics on monitoring results for air environment situation is given in the Table 3--7 to Table 3--9
Table 3--7 Statistics on T.S.P Situation Results
Monitoring point Scope of Dail' mean concentration (mg/mr) near Xinchang interchange 0.177--0.259 Jinlou 0.115--0.267 Huayuankou township 0.285--0.642 Baizhuang 0.463--0.865
Table 3--8 Statistics on CO situation Results Unit : mg/mr3 Monitoring point scope of 1 hour mean scope of daily mean concentration concentration near Xinchang 0.485--3.325 1.757--2.088 interchange Jinlou 0.339--2.230 0.896--1.775 Huayuankou 0.782--3.577 1.105--2.104 township Baizhuang 1.393--4.059 1.572--2.358
Table 3--9 Statistics on NO, situation Results Unit mg/m3 Monitoring point scope of 1 hour mean scope of daily mean
concentration concentration _ near Xinchang 0.005--0.108 0.026--0.071
25 interchange _ Jin-lou 0.-005--0.081 0.016--0.055 _ Huayuan kou 0.010--0.113 0.022--0.087 township Baizhuang _0.005--0.093 0.012--0.061
3.3.2 Evaluation for Air Environment Quality
3.3.2.1 Selection on Evaluation Standard
Based upon recommendation from Provincial Environmental Protection Bureau and suggestion from the Environmental Protection Bureau at city or county level , Grade II of the State standard in "Environmental Air Quality Standard (GB3095--1996)"issuedby P.R.China will be adopted in the EIA . The standard limitation is listed in the Table3--10.
Table 3--10 Evaluation Standard for EnvirornmentalAir Quality
Unit : mg/m 3 Pollutant Limitation value Limitation value for 1 hour mean for daily mean concentration concentration TSP / 0.30 CO 10.00 4.00 NOx 0.15 0.10
3.3.2.2 Evaluation on the present situation
It is shown in the monitoring results with referenc to evaluation standard that :
Daily concentrationof TSP at the two monitoring point nearby Xinchang interchange and Jinlou is below the evaluation standard of which the max. value is 0.267mg/M3 ,accountingfor 89% of the EIA standard; the daily mean concentration of TSP for the two monitoring point at the south section of YRB is above the standard except that one day value(measured at Huayuankou township)is below the standard , and the over- limited percent is 90% ,in addtion, the max. value for daily mean concentration of TSP is 0.865mg/m3 ,which is 1.9 times of the standard (measured at Baizhuang point).
From the statistics on monitoring results, 1 hour mean concentration and daily mean concentration of CO along the road is all below the EIA standard of which the max. value for 1 hour mean concentration is 4.059mg/m3 accounting for 40.6% of EIA standard (measured at Baizhuang point on the south section of YRB); and the max. value for daily mean concentration up to 2.358mg/3 which accounts for 59% of the EIA Standard (also measured at Baizhuang point).
26 1 hour mean -concentrationand daily mean concentration of NO, along the road is all belowthe EIA standard of which the max. value for 1 hour mean concentration of NOx is 0.113mg/rM3 accounting for 75.3% of EIA standard , and the max. value for daily mean concentrationof NO, up to 0.087mg/3accounting for 87% of the EIA Standard ,both of which is measured at Huayuankou township
As above analysis,airenvironment at north section of the YRB can meet the Grade II in.."EnvironmentAir Quality Standard (GB3095--1996)" , and TSP is the main pollutant in air enviromen of this area based upon the proportion of pollutant in EIA ; however, air environment at south section of the YRB is not capable of meeting above standard ,for daily mean concentration of TSP is significantly above the standard; concentration of CO,NOX along the road is not high which is below the standard . Generally speaking, air environment at north section of YRB is better than south section of YRB .
3.4 Lead content in the layer of farming land at adjacent area of both side of the highway
Through investigation,cohesive soil and sand soil is leading in the soil type along the alignment ,and some salty soil is distributed Yuanyang county on the north section of Yellow River .
In mid December 1997, Lead content in the layer of farming land at adjacent area of both side of the highway lead content was monitored . There are totally four soil sampling point which was arranged in the farmland near monitoring point for environmental air and noise , and please see background of each monitoring point in table 3--4 for detail
During lead contentmonitoring in the layer of farmland, soil sample (0--20cm) was collected in the layer of farmland . Sampling method of " collection of scattered five point " was adopted for each sampling spot ,and lkg of soil sample would be stored after average mixing ,and then it will be used for analizing after such soil sample being dried, creshed, screened
The tools without lead was used for sampling collection and pre-treatment .
The methodology of atomic absorption photometer was adopted for measurement of lead content sample . The meausred result is shown in the Table 3--11 Table3--11 Measued results for lead content in the layer of the farmland soil along the route
Unit : mg/kg
27 Unit mg/kg - !cI sampling Xinchang Jinlou Huayuan Baizhuang point interchan. township lead 18.80 21.56 19.34 20.66 content
Grade II in "Soil Environmental Quality Standard (GB15618--1995)" was selected for EIA Standard of lead content . PH value for farmland soil is between 6.5-7.5 and the standard limitation for lead content is 300mg/kg
As above monitoring result and suggests of EIA standard, Lead content in the layer of farming land at adjacent area on both side of the highway is all far below the EIA Standard with the max. value 21.56mg/kg (measured at Jinlou) accounting for 7.2% of EIA Standard
It is indicated that lead content in the layer of farming land along the route is very low and that soil of farming land along the route is not apparently polluted also, lead content is still within the range of lead content with natural soil background (it is stipulated that lead content for natural soil background is no more than 25mg/kg).
3.5 Present Situation of Water Quality at Guanxin section of the Yellow River
Profile for water quality monitoring was set up near Hluayuankou at Guanxin river section of the Yellow River where collects complete monitoring information for water quality . The EIA appraise the present situation of water quality at the Yellow River by selecting monitoring information of the said profile in 1997
Annually 12 times monitoring was done in total at Huayuankou profile of the Yellow River , which is once every month or 4 times in the river period of dry, average, and peak season . The river period was divided into the following: dry period is in March, April, May and June of every year; average period is in November, December , January , and February ; peak season period is in July, August, September, October . According to the division of ground water function in Henan, the standard of water quality in Zhengzhou section of the YR is of the III criteria stated in "Environmental Quality Standard of ground water" (GB3838--88), and the EIA will assess the present water quality by comparing the monitoring results for water quality as this standard
28 Statistic monitor-ing result -of water quality at Huayuankou profile for 1997 is listed in the table 3- -12
Table 3--12 Statistic Monitoring Results for 1997 at Huayuankou profile of the YR
Pollutant Average Annual EIA standard item value scope Average for each value river period PH 8.0--8.1 8.1 6.5--8.5 _S 2.28--16.0 7.19 DO 7.1--10.4 8.7 >5 Permanganate 6.1--7.6 6.8 6 BOD5 3.0--5.7 4.2 4 Non-anion 0.041--0.055 0.048 0.02 ammonia Petroleum 0.014--0.120 0.074 0.05 Phenol 10.001--0.003 0.001 0.005 larsenic |0.004--0.014 10.009 0.05
Note : except for pH, the unit for remaining index is mg/l. In the monitoring results in 1997, heavy metal mercury, chromium, lead, cadmium was not tested, and neither did cyanide .The density limit value for SS is not listed in GB3838-88
As stated in above table , four item of permanganate index, BOD5 ,non-anion ammonia, petroleum at Huayuankou profile exceed the standard in which over-limit percent for permanganate and non-anion ammonia up to 100% . The other item are under standard limit . General metal content at this profile is low in average and most of heavy metal index was not tested out .
It is indicate from above analysis that water quality at Huayuankou profile of the YR can not reach III category standard of the ground water and water quality was slightly organic polluted
29-I Chapte-r 4 Zzziromntal xmpact Aa 8easment
4.1 Environmental Impact Analysis at Construction Stage
4.1.1 Acoustic EnvironmentalImpact Analysis at Construction Stage
Methodology of investigation with comparison analysis was adopted for acoustic environmental impact at construction stage on the project
The proposed porject is upgrading project to the existing highway ,of which, north section of YRB at construction stage involve construction of subgrade, bridges & culverts, interchange , pavement rehabilitationetc.and the YRB involve only construction of separating facilities on the bridge ,beside of above, south section of YRB consist of access-controling to the existing highway, building of pedestrian overpass, signal system at intersectionroad etc.. On the basis of construction activity among these section of highway , noise impact at the north section of YRB is slightly serious while noise impact at the section on the YRB and south section of YRB is relatively light .
Construction equipmentor machine to be used for the upgrading work on the north section of YRB is composed of loader, grader, roller,bulldozer,excavator,paver, generator unit, pecussion drill, batching plant etc.. noise source intensity of such constructionequipment or machine are included in Table 4--i.
Table4--1 Noise Source Intensity of Construction Machinery
Description Noise Source Intensity dB(A) Loader 90 Grader 90 Roller 85 Bulldozer 86 Excavator 84 Paver 85 Generator Unit 98 Percussion Drill 87 Batching Plant 79
Beside of above machinery, there still have noise source intensity from pile machine, and vehicle used for hauling building material .
29-2 Relatively few- construction machinery would,be used for construction on YRiBand the south section of YRB . Beside of batching plant used for constructionof overpass pedestrian-, there still have metal cutting tool and electric welding machine. etc., all -of which is not high in noise source intensity.
Noise in -theconstruction stage is evaluated in compliance with the "Noise Standard for Boundary of Construction Site"(GB12523--90).The standard values are as included in Table 5--3
Table4--2 Noise Standard for Boundary of Construction Site construction Main noise noise limit stage source daytime nightime soil & rock bulldozer,exc 75 55 avator, loader, etc. piling various 85 55 pilers, etc. structure batching 70 work plant,puddler forbidden , electric haw decoration crane, 65 55 elevator, etc.
During year 1995, Henan Provincial Environmental Monitoring Center Station did monitoring field work for ZLE and AXE under construction and such monitoring information is used for analysis to the proposed project at construction stage in the EIA.
The major construction activity on the north section of YRB is very similar with construction of pavement,bridges & culverts and guard rail work etc. according to comparison analysis result ; while constructionactivity on the YRB and on the south section of YRB is similar with decoration of guard rail at post-construction stage of expressway according to comparison analysis result . Consequently, the proposed project could learn some experience from site monitoring result of environment noise on the expressway at construction stage . Please see table 4--3 for monitoring result with comparision analysis of expressway at construction stage for detail .
From the Table 3--4 , we can see that Leq environmentalnoise at daytime near boundary of construction site in the course of constructing subgrade, bridge on AXE is 71--73dB(A) in the max. value , which is no higher than noise limit value
30 at construction of "soil & rock" stage sipulated in "Noise Standard for Boundary of Construction Site"(GB12523--90) at construction of "earth & stone work"; the general range of environmental noise at daytime for the two boundary of construction site is 59--73dB(A) , which is significantly higher than noise Leq of daytime on cooresponding point where is far from the construction site . The range of noise Leq at nightime at construction site boundary is 45--53dB (A) of which is no big change while comparing with nightime value 44--48dB(A)on the corresponding point ,which means construction noise would apparently impact acoustic environment during construction of subgrade and bridge & culvert ,while basicly no impact would be made at night due to suspension of construction work
During monitoring with comparison and analysis being done small quantity of pavement work with leading construction of slope protection work, guard rial etc. on ZLE were proceeding , and at that time Leq environmental noise at daytime on the boundary of construction site was no more than 65dB(A) that can meet the EIA Standard; however,Leq environmental noise at some part of section were above the standard ,partly for construction work had to be additionally accelerated for completion early so that construction activity were still done at night . The Leq environment noise at night have big difference comparing with the corresponding point 500m away to the construction site ,which means construction activity at night have some impact on acoustic environment beyond boundary of construction site .
Furthermore, based upon the monitoring result on the high-grade highway from other provinces at construction stage, impact range of construction noise is: no more than 200m (at daytime)off on the boundary of construction site while 300m is limited at nightime . At the construction of subgrade and bridge stage on AXE & ZLE, Leq environment noise at daytime on the two corresponding point where is 200m, 500m away to construction point is very little different , which also means impact range of construction noise at daytime would not exceed by 200m .
Table 4--3 Comparison Monitoring Result of construction Noise
Name of name of scope of aver. va construc location road monitori lue for equiva. tion _ ngpoint noise dB (A) __stage Con.No.6 Day (D) 62.3-- pavemen job site 1 ~~65.0 t Zheng-- Night(N) 55.1-- guard 58.0 rail Luoyang Con.No.7 D 51.0-- pavement job site 31 64.2 e)prewy N 41.2-- slope 58.2 protectn Con.No.8 D 52.0-- pavement job site 55.4 N 42.0-- -Guard- N______44.0 rail correspo D 52.0-- SOOm off rnding 52.8 the job point site N 41.8--
______44 .0 Con.NO.2 D 61.0-- subgrade
______71.0 Anyang-- N 45.0-- bridge & 50.2 culvert xinxiang Con.No.4 D 59.2-- subgrade 73.0 exprewy N 47.0-- bridge & 53.5 culvert correspo D 46.6-- 500m off nding 49.3 the job point 1 site N 43.8--
______47 .5 correspo D 47.0-- SOOm off nding 50.0 the job point 2 site N 47.0--
______4 8 .6______
As above comparison monitoringresult, it is stated that noise impact at initial construction stage (subgrade , bridges & culverts)are slightly higher than that at secondary construction (pavement, decoratoin work etc.); the construlctionnoise would apparentlyimpact on the environment if construction activity is done at night especially noise intensity source from piling machine
As for the upgrading work on XZH, scope of noise impact on the north section of YRB is no beyond 200m off the boundary of construction site ,it would be no impact on the noise environment in case of suspension of construction at night ,while noise may reach 300m off the boundary of construcion site in case of construction at night .
No resident people will be affected during upgrading the YRB , so noise impact is not the key environmental issue for this section of upgrading project
Construction on the south section of the YRB will mainly at daytime and the scope of noise impact is the limit of 200m off the boundary of construction site . There distribute a
32 great deal of:business housings on both side of existing highway on the south section of YRB ,which could restrict noise of spreading. There would be less noise impact on the highway section with business house on both side
The-villages along the existing-highwayis over 150m away from the highway so that no serious noise impact on the villages along the roadway . While construction of the proposed project, the existing XZH will still keep operation .also, it is stated in the monitoring result available that construction noise is lower than the vehicle noise at the operation . It is deemed that noise impact on the villages along the route will source from vehicle noise on the highway in the course of upgrading constructionon XZH . Accordingly, acoustic environmentquality at sensitive point will keep the same level as usual during construction of the highway
4.1.2 Air Environment Impact Analysis at Construction Stage
Same as EIA of acoustic environment impact, comparison investigation method was adopted for air eviroment at construction stage and comparison information was selected from the monitoring result on ZLE and AXE of which most of these information is in 1995 .
It is shown in the Table 4--4 for selected monitoring results of air environment on the boundary of construction site .
In the comparison information of table 4--4 , AXE is at the initial constructionstage on subgrade and bridges & culverts while ZLE is at the secondary constructionstage on decoration of guard rail .
Table 4--4 Monitoring Information of Comparison for Air Environment at construction stage monitoring spot daily mean specific roadsection concentration location of TSP (mg/m3) Zhengzhou-- Con.No.6 0.11--1.94 leeward of Luoyang construction site expressway Con.No.7 0.10--1.62 leewardof construction site Con.No.8 0.36--1.06 leewardof construction site Con.No.9 0.34--2.83 leeward of ______construction site Con.No.10 0.26--2.97 leeward of . construction site correspond 0.27--0.97 leewardof ing point construction site Anyang-- Con.No.2 0.38--0.84 leeward of Xinxiang construction site expressway Con.No.3 0.42--2.12 leeward of 33 .~ ...... construction site Con.No.5 0.54--lL..14 leeward of ._ . , construction site correspond 0.26--0.48 far from ing point construction site
As stated in the comparison information ,at initial construction of subgrade and bridge (monitoringinformation at constructionstage on AXE, 1995), daily mean concentration of TSP on leeward of construction site at the selected three contract sections is significantly higher than the corresponding point and daily mean concentration of TSP are all above the EIA Standard with which the max. value is beyond by 1.6 times of the standard . while daily mean concentration of TSP at correspondingpoint is only 30% above the standard with which the max. value is above the standard by 0.6 times .
At secondary construction stage of decoration (monitoring information at construction stage on ZLE,1995), daily mean concentration of TSP on the leeward of construction site is also higher than that in corresponding point ,but both of which is lower than that at initial construction stage from the scope of the monitoring result .
It can be clearly indicated from above analysis that blown dust due to constructionwould unfavorablyimpact to a certain extent the air environment at leeward of construction site. Impact at initial construction stage is more serious than secondary construction stage
In addition, as the monitoring information from Beijing and Zhejiang ,asphalt smoking dust at the area within leeward of lOOm under the asphalt concrete mixing plant exist phenomenon of over-limit and also the concentration of asphalt smoking releasing from the concrete asphalt mixing plant can reach to the Grade II in the "Comprhensive Release Standard for Atmosphere Pollutant "(GBI6297--1996).
It is stated in the comparison monitoring information result that various kind of construcionblown dust would unfavarobly impact the air environment at the construction stage and the main scope of impact is in the area where is within leeward of 200m on the boundary of construction site especially serious impact in the area within leeward of lOOm (mainly impact to the construction workers ). Blown dust at initial stage is more serious than secondary stage at construction stage As for the upgrading works on XZH, there have some constructionwork on subgrade and bridges on the north section of the YRB and the measure of lime soil & asphalt concrete assembly mixing would be taken for this section so that the area within leeward of 200m on the boundary of the
34 construction-site woul-d-beunfavarobly affectedby blown dust due to construction.
The upgrading work on YRB and the south section of the YRB is mainly of construction on access-controling work and barrior installation so that only produce little blown dust and would not affect air environment , .
4.1.3 Analysis on the other Environment Impact at Construction Stage
The proposed project is an upgrading work to the existing highway and it is not easy to obtain soil used for subgrade and interchangeson the north section of the YRB. The required soil need to borrow from the farmland along the alignment ,which will unfavarobly impact on the eco- environmental agriculture ; Temparary land use is needed for the proposed project , which will unfavarobly impact on agriculture production As a whole, only small quantity of earthwork and short period of construction is required for the proposed project so that it will not much damage the eco-environmentand such damage could be recovered to a great extent .
Before building the XZ class I highway ,excavationand survey work along the alignment was done by the Archaeology Departmentto enable the cultural relics along the route being -well protected , therefore, basically the upgrading work would not impact on the cultural relics .
On the north section of the YRB , ground water flown might be affected due to bridge construction . An appropriate measures during construction period need to be taken to relief this impact and such recommended measures is give in the Chapter 5 of the EIA report
During upgrading work on XZH, construction work will influence the existing transportation each other . In order to avoid long time traffic jam, all contractors are requested to arrange reasonable constructoin time , and construction activity dispatching so as to minimized the impact between construction activity and the existing transportation .
During construction on the proposed project, landscape along the route will be temporarilychanged but it will be recovered or improved after completion of the construction activity .
As a whole, not so much work need to be done on the upgrading project of XZH'and the period of construction only lasts 18 months , so various unfavorable impact on the environment at the construction stage are all lighter than that for newly built highway . After various measures for environmental protectionbeing taken, unfavorableimpact on the environment
35 would be minimized to the lowest degree at the construction stage
4.1.3 Environmental Impact Analysis by the two interchange at south of the YR at construction phase
Two interchanges will be built to the south of the YR on this section, namely at the intercrossing of Jinshui road (belongs to urban road of Zhengzhou)and Zhengbian road (Zhengzhou to Kaifeng highway)with the existing road N107 . Zhengzhou municipal city will responsible for construction of these two interchange , thus it is not in the scope of the proposed project
Currently commercial housing are located around the two interchanges, so noise sensitive point is very few . Business activity are mostly concentrated in the daytime, there are basically no business activity at night, therefore, nuise impact due to construction of the two interchange is acceptable in the construction phase . In the construction phase for the two interchanges construction dust would be produced at earthwork stage of the initial construction , but approach road and ramp of the two interchanges all belong to viaduct which require less quantity of soil, thus there would not produce so much construction dust . therefore, construction dust will be very little at the secondary construction stage . In the event that the asphalt mixing plant is installed at proper location where far from residential area and business area, it would avoid impact to the construction site from asphalt mixing dust .
In the construction phase of the two interchanges, the existing traffic impact by construction activity is the major influence Due to big traffic volume on this section, it is very often to see congestion ,and traffic jam before construction of the two interchange, and construction activity make this situation further serious .consequently ,communication administration department in Zhengzhou city work out traffic management program mainly with vehicle distribution in order to make the impact of the existing traffic due to construction to the lowest degree
36-1 4.2 Environmental Impact Assessment at Operation stage
4.2.1 Acoustic .EnvironmentalImpact Assessment at operation stage
4.2.1.1 Assessment Criteria After completion of upgrading work on XZH, the standard of Grade 4 area stipulated in "Environmental Noise Standard at Rural Area"(GB3096--93)willstill be followed for the noise EIA Standard wihin 200m on both side of highway , and the standard limit value is : 70dB (A)for daytime while 55dB (A)for nightime.
4.2.1.2 Selection of Prediction Model --
After completion of the upgrading project, noise intensity source is of traffic noise from various type of vehicle driving on the highway .With the principle of "combination point and alignment together with leading of the point " , traffic noise at the sensive point listed in the Chapter 3 in the EIA will be predicted . American FHWA model is used to predict equivalent traffic noise level .
With a large traffic flow in daytime, vehicles driving on the road can be regarded as infinite and discontinuous noise sources . The model is expressed as follows
Leqi=Laimax+11g (Qi/ViT) +lOlg (r,/r) l+a+AS-13 As the traffic flow at night is small, vehicle driving on the road can be deemed as discontinuouspoint noise sources . The model is expressed as follows :
Leqi=Laimax+lOlg(Qi/ViT)+201g (r,/r) + lOlg(ro/r)a + AS-13 Then, the equivalent traffic noise level at a given point of the roadside is n
Leq =10lg(1 1 0o.1*Leqi )-AL I=1 in which Leq= equivalent traffic noise level of "i"type vehicle dB(A) Leq= equivalent traffic noise level, dB(A) Laimax= average reference eergy level, dB(A), of "i"type vehicles Qi = traffic flow of "i"type vehicle (km/h) T= sampling time, 1 hour (h) r0= distance for observing L,±mx (m) r= distance from observation point to effective land (m)
36-2 AS= revision, dB(A) AL= total revision - 4.2.1.3 Revision of Prediction Model a. Defination of average vehicle driving speed
Being upgraded on the section , the driving vehicle speed is caculated : 120km/h for the north section of the YRB while 100km/h for the south section of YRB . The EIA will follow the average vehicle speed on the whole corridor of this section as follows : large vehicle : 60km/h Middle vehicle : 75km/h small vehicle : 90km/h b. Average Reference Laj..
This parometer relates to the average speed of vehicles. The relationship is as follows small vehicle L..= 77.2+0.18v L,u,= 62.6+0.32v L..= 59.3+0.23v and the the results was caculated as follows large vehicle : 88dB(A) middle vehicle : 86.6dB(A) small vehicle : 80dB(A) d. Distance from Prediction Point to Effective Lane Such distance is caculated as follows r= DN . DF
In which DN = distance from prediction to nearer lane Df = distance from prediction point to farther lance; d. Caculation of Traffic Volume
In the Feasibility Study Report (FSR) of the project, traffic volume in the future of different year was predicted with converted into the medium truck equivalent . According to the results of OD in the FSR and proportion of different vehicle type, traffic volume was caculated into specified number based on different vehicle type and hour traffic volume was caculated . since nobody would be affected on the Yellow River Bridge, it was not taken into account during caculation . The table 4--7 indicate the results of caculation
37 Table 4-7 Caculation Results upon Completion of Upgrading work
Year type of north -south vehicle of YR v of YR D Peak D aver. IN aver. D Peak D aver. N aver. small- 622 311 187 881 441 264 sized v. 2000 midd.- 628 314 188 889 445 267 size v. large- 375 188 112 532 266 159 Sized v. small- 427 214 128 524 262 157 sized v. 2010 midd.- 431 216 129 528 265 158
size v. ____ large- 258 128 77 316 158 95
Si__si ed v. ______small- 698 350 210 958 479 287
sized v.______2019 midd.- 705 353 212 967 483 290
size v. ______large- 421 211 126 587 289 174 sized v. I__I_I_ I I___ e. Identification of Acoustic-absorbed coefficient Relating to the Ground Coverings
The coverings on north section of YR are mainly agriculture crops while on south section of YR, except for business buildings ,the remaining on both side of roadway are agriculture crops too . accordingly , acoustic-absorbed coefficient assumed 0.5 f. Defination of Revision AS
Revision AS for traffic noise model is composed of several items, which is longitudinal slope of the road , road pavement and road structure etc. .
The following formular will be followed for Revision AS due to longitudinal slope of the road in which j is road slope (): large vehicle : 981 middle vehicle : 73p small vehicle : 50p
After completion of the upgrading project, asphalt concrete pavement are still paved on the north section of the YRB with little pavement roughness and "0" will be used for caculation of revision due to road pavement . On the south section of the YRB, cement concrete will be casted in place with much
38 pavement roughness and "+2dB(A)" will be used for revision due to road-pavement
After upgrading work is completed on the section of this corridor, except for the north section of the YRB where higher subgrade is located at interchages, the remaining section is of lower subgrade thus area of acoustic impact is very small . As the village along the route is 150m off the both side of highway on the proposed project thus the monitoring due to pavement structure (acoustic impact area) will not be taken into account during prediction
4.2.1.4 Results for Prediction
In accordance with the former prediction model, parameter and revision , The two components is predicted i.e level equivalent traffic noise within scope of 200m along the route ,and Leq traffic noise for the key sensitive point along the route .
On both side of highway of the south section, due to much more commercial housing which could restrict spreading of traffic noise , the prediction results on its south section is only for reference .
Nobody would be affected by the traffic noise on the YRB , so it is no need to prepare impact prediction
Table 4--8 shows prediction results of traffic noise within scope of 200m on both side of highway while Table 4--9 is for prediction results of traffic noise at key sensitive point
4.2.1.5 Analysis for Prediction Results a. Analysis of traffic noise in the area within 200m along the route
As shown in the Table 4--8 prediction results comparing with EIA Standard , at initial operation phase (2000), on north section of the YRB the standard 7OdB(A) was limited in the area of 160m off the roadside . when the traffic volume is at average in daytime hour, 7OdB(A) was measured in the area of lOOm--1Orm ,and 55dB(A) was monitored in the area of llOm--120m at night; while on the south section of YRB, the standard limit of 7OdB(A) was beyond the area of 200m at the traffic volume in peak day hour, but it was measured about 140m from the roadway at the average traffic volume of daytime. in addition, standard limit 55dB(A) was in the area of 100-120m of the roadside.
After 2004 , with completion of the second YRB and Jiaozuo YRB , the traffic volume on the north sectoin of the Zhengzhou YRB of the proposed project will be much less than before and then will be increasingly gettig grow with the development
39 of economy and socilist till the middle operation stage when the traffic volume.will still be less than that at initial operation stage , hence traffic noise impact at this stage will be physically lighter than the initial operation stage On the north section of the YRB, at the traffic volume in daytime peak hours, the standard of 7OdB(A) was monitored in the area of 140m off the roadside while 55dB(A) at night is between 140m--150m off the roadside ; On the south section of YRB, at the traffic volume in daytime peak hours , the standard of 7OdB(A) is monitored in the scope of 160m off the roadside , at average traffic volume of daytime standard limit 7OdB(A) is in-the range of 100m off the roadside ,and at nightime of average traffic volume 55dB(A) is between 100--120m .
Till long-term of operation stage , with the further growth of the traffic volume , traffic noise will then increasingly serious impact the environment on both side of highway of which will beyond the initial operation stage . On north section of the YRB, at the traffic volume of daytime peak hours the standard of 7OdB(A) will beyond 180m , also at average traffic volume of daytime it is up to 120m ,the standard of 55dB (A)at night is about 120m off the roadside; while On the south section of the YRB, at the traffic volume of daytime peak hours the standard of 7OdB(A) will beyond 200m , also at average traffic volume of daytime 70dB (A)is up to 120m ,the standard of 55dB(A) at night is between 120m--140m off the roadside.
As a whole, after completion of the proposed project , traffic noise impact will be increasingly serious prior to 2004 and will be declined to the lowest degree till 2004 then will be increased with the year going .The level of traffic noise at initial operation stage will be reached till 2014 on the north section while on the south secion , it will still below the level at initial stage even even in long-term operation stage of EIA
Due to the differenc of the traffic volume , impact scope and degree of traffic noise on both north and south section of the YRB will be different to certain extent with more traffic noise impact on the south secti-onthan the north section of the YRB.
Due to restricting the traffic noise by the commericial housing on the south section of YRB, impact scope of traffic noise on this section is far from reaching the scope of the prediction result ,unfortunately , the traffic noise will seriously impact the area within 40m on both side of highway .As shown in the predicted results, Level eqivalent traffic noise within 40m on both side of the highway will probably beyond 8OdB(A) in each assessment year
40 Table 4--8 Predited Results of Traffic Noise within the Scope of 200m-
Unit dB(A)
Table 4-6 PredictionResults of Trffic Noise within range of 200m Unit:dB(A)
RoadI Year section Time Penx 20m 40m 60m 80m I OOM120m 140m 160m 180m 200m 2000 North of D. pek r 83.8 79.6 76.9 75 73.6 72.3 71 70.5 69.4 68.7 YR D. 81.2 76.4 73.6 71.8 71 69 68 67.2 66.3 65.5 N.avee_74_ 66.9 62.3 59.6 5363 54.7 53W 51T. 5031 49.1 South of D.pak 85.5 81 78.6 76.8 75.4 74.1 73.2172.4 71.7 71 YR D. avenge 82.4 77.9 75.3 73.6 72.1 71 70 69.1 68.6 68 N. average 76.4 68.8 64.3 61.3 58.9 57 55.4 53.9 52.7 51.5 North of D.pek 82.5 78 75.4 73.5 72.2 71 70 69.1 68.4 67.7 YR D. average 79.4 74.8 72.2 70.4 69 67.9 67 66.1 65.3 64.6 2010 N. average 73 65.6 61.1 58 55.7 53.7 52 50.6 49.3 48.2 South of D.pea 82.9 78 75.8 74 72.8 71.5 70.2 69.8 69 68.3 YR D. average 80 75.7 73.1 71.4 70 68.7 67.8 67 66.3 65.6 N. average 73.5 66 61.6 58.7 56.4 54.5 53 51.5 50.2 49.1 North of D.peak& 84.3 80 77.3 75.4 74 72.9 71.8 70.9 70.2 69.2 2019 YR D. average 80.5 76.7 74 72.1 70.7 69.8 68.9 68 67.2 66.6 N. average 74.7 67.3 62.9 60 57.6 55.7 54 52.6 51.3 50.2 South of D. eak 86 81.4 78.7 76.8 75.4 74 73 72.3 71.4 70.6 YR D. average 83.1 78.6 75.9 74 72.4 71.6 70.5 69.4 68.5 67.7 N. average76.8 69 64.6 61.5 58.9 56.8 55.4 53.9 52.6 51.5
41 b. Analysis for Traffic Noise Impact at the Sensitive'Point
As shown in the-Table 4--9 aiasthe sensitive point along the route is far from the highway , at both initial(2000) and long-term (2010)operation stage after completion of the upgrading work , the value at the traffic volume of daytime peak hours will above the standard . At the initial operation stage , with traffic volume of daytime peak hours , level eqivalent traffic noise at Jinlou sensive point on the north section was the only point above the standard but the over-limit value is not much ,say 1.30dB(A); On south section of the YRB, eqivalent traffic noise level at the four sensitive point are all above the EIA standard but their over-limit value is not high of which the highest value is at Yaozhai ( which is 71.37dB A with 1.37dB A being above the standard). At the long-term operatoin stage, with the traffic volume of daytime peak hours, the traffic noise at Gujun, Maotan, and Wangcun can meet the standard but it is very close the EIA Standard (69.06dBA-69.72dB A), and eqivalent traffic noise level at the other sensitive point along the route are all above the EIA standard with the highest value at Yaozhai (which is 72dB A with 2.00dB A above the limit) it is higher than the level at the initial operation stage .
At average traffic volume at daytime and nightime, both of them are not beyond the EIA Standard regarding eqivalent traffic noise level.
Level eqivalent environment noise will above the EIA Standard after predicted value of traffic volume at the sensitivepoint plus the present value of environment noise , i.e, after completion of the upgrading work, acoustic environment quality at the sensitive spot along the route will remain the same as usual , which fail to obtain the grade "4" in "Environment Noise Standard at Rural Area" (GB3096--93).The reason that the results of total value of such two component being over the standard is caused by the higher present value of environmentnoise equivalent level at such sensitive spot
42 Table 4--7 Prediction Results of Traffic Noise at he Sensitive Point Unit: Equivalent Noise Level dB(A)
_ Center stake No. SensitivePoint (N107) intitial st e (2000) Mid. stage (2010) Long-time stage (201 9) D. Peak D. Avera. N. Avera. D. Peak D. Avera. N. Avera. D. Peak D. Avera. N. Avera. 1 Guiun k625+600 69.78 66.77 50.02 67.89 64.57 48.69 69.72 66.7 50.73 2 Jinlou k629+900 71.03 68.32 52.3 68.75 65.67 50.72 70.38 67.85 52.85 3 Maotan k635+000 69.14 66.2 49.93 67.12 64.21 48.12 69.61 66.29 50.23 4 Wangcun k650+350 69.06 66.01 49.56 67 64 47.69 69.06 66.1 49.87 5 Huayangkoutown. k666+500 70.66 67.7 51.13 68.27 65.26 48.88 71.02 68.1 51.88 6 Yanghuai k673+000 70.74 67.84 51.58 68.42 65.44 49.16 71.26 68.25 52.01 7 Yaozhai k680+800 71.37 68.56 52.79 69.17 66.17 50.37 72 69.11 53.28 8 Baizhuang k685+500 70.48 67.84 51.58 68.43 65.43 49.161 71.32 68.29 52.04
43 4.2.2 Air Environmental Impact Assessmentat Operation Stage
4.2.2.1 EIA Standard
Class II in "Environmental Air Quality Standard"(GB3095-- 1996)will prevailing the EIA Standard and the limit value of the standard is given in the Table 3--10
4.2.2.2 Pollution of Meteorology
The proposed project is situated at the both bank of the YR and climate feature for the project belongs to continental seasonal area with warm temprate zone . Conventional observations of meterological elements obtained from Xinxiang, Zhengzhou , in many past of years are as stated in Table 4--10
Table 4--10 Average Values of Contentional Meterological Observatoin Values
Element Xinxiang Zhengzhou Annual Average 14.0 14.3 Temperature (°C) Annual Average Air 1007.8 1003.0 pressure (hPa) __ Annual Average 68 67 Precipitation (%) Annual Average 617.8 636.7 Relative Humidity (mm) _
Wind dirction frequency in Xinxiang and Zhengzhou is given in the. Table 4--11 and Rose sketches of wind direction frequency for both cities are shown in the diagram 4--1 .
Table 4--11 Wind Direction Freqency for Both Xinxiang and Zhengzhou (%)
Xinxiag Zhegzhu Directn Freque. Directn Freque. Directn Freque. Directn Freque. N 1 S 6 N 2 .S 7 NNE 2 SSW 7 NNE 5 SSW 3 NE 11 SW 5 NE 7 SW 2 ENE 10 WSW 4 ENE 7 WSW 2 E 4 W 2 E 2 W 4 ESE 2 WNW 2 ESE 3 WNW 9 SE 1 NW 1 SE 4 NW 3 SSE 2 NNW 1 SSE 15 NNW 2
Note : frequency of tendering wind 39% in Xinxiang and 23% in Zhengzhou
44 :N:-12 :-.. 12 . 4-
f.1
Ss ~ ~~~ IF S
S S
Diagram 4--1 Wind Direction Frequency for Xinxiang and Zhengzhou
In accordance with five-year meterological data statistic for Zhengzhou and xinxiang , air stability over the past five years is mainly divided into 2 categories, namely , neutral and stable . and Table 4--12 shows freqency of air stability over the past five years of two cities .
Table 4--12 Frequency of Air Stability over recent five years for zhengzhou and Xinxiang (%) category unstable neutral stable Xinxiang r 22 38 40 Zhengzhou 20 40 40
From- above table we can see total frequency of neutral and stability in the aforesaid cities along the road is all above 80% while that of unstable is less than 20% , this can be indicated that it is not good condition along this road for air diffusion
4.2.2.3 Prediction of Air Enviromental Impact a. Selection of prediction factors
Accordig to the feature of pollutant from vehical exhaust , the two items of CO , No, is selected for predicting the local air enviromental impacts b. Caculation of source intensity of pollutant
Due to large traffic volume on the road at day & night hours it can be regarded as an infinite linear source, the intensity is caculated for above two pollutant as follows n 45 Q = (S1 Ky. By) I= 1 in which Qi = linear itensity of "j" pollutant (mg/m.s) Si = traffic v'olume of "I" type vehical-, veh/s Kij= emission factor of "I" pollutant by "j" vehicle Bij = revision of "I" pollutant by "j" type vehicle
Table 4--13 includes CO and No, linear source intensity values in the 3 bases of year 2000(initial operation stage), 2010(middle operation), 2019(long-term operation)
Table 4--13 Linear Source along this section of the road Unit : mg/m.s road time 2000 2010 2019 section CO NO. CO NO. CO NO, North D.Peak 20.40 1.65 14.02 1.14 22.92 1.85 of YR ______D.ave. 10.22 0.82 7.01 0.56 11.46 0.93 N.ave. 6.11 0.50 4.20 0.34 6.87 0.55 South D.Peak 28.91 2.34 17.18 1.42 31.43 2.54 o f YR ______D.ave. 14.47 1.17 8.60 0.69 15.72 1.27 N.ave. 8.67 0.70 5.66 0.41 9.44 0.76 c. Selection of Prediction Model EPA highway model of America is selected for predicting air enviromental impact of the road
When U 2 1.Om/s and Q 2 22.50
c=ngQ ) -. ex{-C) (z >^_ ;f [cz(i sin'0)+cr, -UsinO 2[ajr-Sil'3- l7+a, when 1.0 > U> 0.3m/s ,or U21.Om/s , Q< 22.50
T Q i (z -- fie ) /~( C I_ - expr X 7r/4 + 4f X6 + 7 3t ' (CT , 4eX in which : 3 C = pollutant concentration at leeward , mg/m ; Q = linear pollutant source intensity , mg/m.s;
46 U = deliver wind speed ,m/s; - )C= vertical direction at leeward , m.; Qz = vertical diffusion parameter , m; Qz0 = vertical initial diffusion range , m ; Qy0 = horizontal initial diffusion range ,m d. Selection of Relevant Parameter Used in the Model * Qz in above prediction model will be caculated based upon the following formular
QZ = g X + a) XO in which , g, a, h parameters related to stability area valued as shown in Table 4--12 .
Table 4--12 g, h and a as Value
Stability __a h A 122.8 0.945 9 B 90.7 0.932 12 C 61.1 0.915 ----- 17 D 34.5 0.870 27 E 24.3 0.837 36 F 15.2 0.816 58_
* the value of Q00 in the model will be gained based upon the following principle : when U2 3m/s, Q20= 1.5m when 3>U2 I.Om/s, Qzo = 4.5-U m when U<1.Om/s, Qzo = 3.5m
* delivery.wind speed in the:model will be caculated according to the followings u = U10 (ULe)m + U 10 in which : U10 = wind speed 10 above ground (m/s); m = wind speed profile indicator Uo wind speed revision due to exhaust gas, assumed at 023-0.63m/s ;
* effective height of linear source : Generally, the height of exhaust pipe is about 30cm which, plus effect of exhaust flow ad subgrade height, is the effective height of linear source. e. Assumptions for Prediction,
47 Assumptions for predicting -air environmental impacts by the project include prevailing wind and secondary wind directions, neutral and stable stability with higher. frequencies, annual average wind speed and prediction distance (200 m leeward).prediction results will be compliance with "Techinical Methodology for Standard of Local air Pollutant Diffution "(GB/T13201--91) and "Preface of Environmental Impact Assessment" (HJ/T2.2--93),and it was also caculated into average concentratoin per hour for pollutant based on time dilution parameter . Assumptions for prediction for this EIA is given in the Table4-13
Table 4--13 Assumption for Predicting Air Environmental Impact road Stability wind speed wind angle sectoin (mts) direction between wind direction and hi_hway north of YR D. EF 2.5 NE 45- south of YR D. EF 2.2 ISSE __2_2._5_ _ f. Prediction Results
Table 4--14 shows prediction results for 1 hour ave. pollutant concentration at.the sensitive point along the alignment
4.2.2.4 Analysis and Assessement for Prediction Results we can see the prediction results comparing with EIA standard : In the initial operation stage( Y2000) after completion of upgrading works, CO, NOx ave: concentration of air (1 hour)at the sensitive point of alignment are all below the standard 3 limit ,The max. CO ave. 1 hour concentration is 1.540mg/ , accounting for 15.4% of the EIA Standard which measured at Yaozhai on the south section of YR; also we can see from the prediction results , CO concentration of air at the sensitive point of the north of YR are not above 0.9mg/m3 while CO concentration at south of YR are all above 1.3mg/mr3 .The highest value of No, concentration (ave. of 1 hour)also measured at Yaozhai on the south section of YR , which is 0.124mg/mr3 accounting for 82.7% of the EIA Standard limit proportion. Though the highest value is below the standard limit , but it very close to the EIA Standard . No, concentration on north section of YR are all below 0.069mg/m3 while No, concentration on south section of YR are all above 0.11Omg/m3 .
In the middle operation stage(Y2010), CO, No. concentration of air (1 hour average value)at all sensitive point of the alignment are all below the EIA Standard limit and are
48 obviously Iower than that in the initial operation stage ,of which deduction percent is about 20%--40% .For thd whole alignment , the highest value of CO concentration of air (1 hour average value)is 0.915mg/m3, accounting for 9.2% of the EIA Standard limit proportion, while Nox concentration of air' 3 is 0.076mg/m , accounting for 51% of the EIA Standard ltmit proportion , such two highest concentration value are all measured at Yaozhai on the south of YR. From the general prediction results, we can see CO, Nox concentration of air (1 hour average value)at sensitive point on south of YR is higher than that on north of YR .
During the late operation stage, CO, No, concentration at sensitive point is apparently higher comparing with that in middle operation stage, and are all higher than that in the initial operation stage, but CO, Nox concentrationof average 1 hour value is still below the EIA Standard limit , the highest value of concentation is still at Yaozhai on south of YR . The highest value for CO is 1.675mg/rM3 ,accounting for 16.8% of the EIA Standard limit while the highest value of No. is up to 0.136mg/m3,accounting for 90.7% of the standard limit
It is indicated from aforesaid analysis that in the base year after completion of Upgrading works of XZH , CO,NOX concentration of air (1 hour ave. value) for all sensitive along both side of highway due to motorized vehicle exhaust will not over the EIA Standard limit . In line with average wind speed for years , prevailing wind direction in one year , neutral and with stability with higher frequencies , CO, No, average concentration at sensitive point on south of YR will higher than that on the north of YR.
After value of prediction concentration for above each sensitive point plus actually monitored average concentration , the final conclusion for CO ave. concentration are not beyond the EIA standard limit but the total value of No, concentration are above the EIA Standard limit to the different extent . Based on prediction result at the different time period ,over-limitNo, concentrationis mainly at high traffic volume of daytime peak hours ,and in other of many cases, the total value of No, would not above the standard limit
49 Table 4--14 Prediction Results of Enviromental Air at the Sensitive Point Unit: img/cu.m
Center stake No. Sensitive Point (N107) intitial stage (2000) Mid. stage (2 10) Long-time stage (2019) 1 _____CO NOx CO NOx CO NOx 1 Gujun k625+600 0.223--0.747 0.018--0.060 0.154--0.514 0.013--0.042 0.252--0.840 0.021--0.068 2 Jinlou k629+900 0.255-0.852 0.02--0.069 0.176--0.585 0.014--0.047 0.287--0.957 0.024--0.077 3 Maotan k635+000 0.220--0.735 0.018--0.059 0.151--0.505 0.012--0.041 0.247--0.825 0.02--0.067 4 Wangcun k650+350 0.212-0.710 0.017--0.057 0.146--0.488 0.012--0.04 0.24--0.799 0.02--0.065 5 Huayangkoutown. k666+500 0.419--1.397 0.034--0.113 0.274--0.831 0.02--0.068 0.457--1.519 0.037--0.123 6 Yanghuai k673+000 0.427-1.432 0.035--0.115 0.279--0.846 0.021--0.07 0.465--1.548 0.037--0.125 7 Yaozhai k680+800 0.462--1.540 0.037--0.124 0.301--0.915 0.022--0.076 0.504--l.675 0.04--0.136 8 Baizhuang k685+500 0.427-1.423 0.035--0.115 0.279--0.846 0.02--0.07 0.465--1.548 0.037--0.125
~5e 4.2.3 Environmental Impact in Operation Stage
4.2.3.1 Impact on Permenent Land Acquisition
The proposed project is an upgrading work ,hence the area for newly land use is very few , only 1258.4 mu with deduction of 100mu for borrow soil . The permenent land acquisition for the project is only 1158.4 mu . Though such acquisited land is farmland, but it would not obviously influence agriculture production and eco-envioment along the alignment due to only few land acquisition.
4.2.3.2 Prediction of Lead Content of Soil
Lead contained in vehicle exhaust originates from lead ethide applied to the fuel to avoid explosoin.A big part of the lead accompanying.the exhaust gas drops in the adjacent soil from the road sides while small part of it suspends in air and drifts farther.
The lead inflow to the soil in the vicinity of the road will partly down to the crops and will move out of the soil with cutting of crops ; while large part of lead will accumulate in the cultivable layer . With PH over 6.5 , soil lead does not vertically move to a large extent . With the development of highway traffic volume, soil lead would accumulate Accumulation of lead in the cultivable layer along both side of highway is predicted as follows : annual lead diffusion of unit vehicle F= 365.a.b.l.p/G G= 0.2m*100m*1000m*l2t/m3 = 24000t in which : F= annual lead discharge of unit vehicle a=average fuel consumption, assuming a=0.231/km b=average lead content of fuel, assuming b=0.2g/l i=lead ratio of exhaust pipe, assuming i=75% p=lead deposition ratio at leeward, assuming p=60% G=soil weight of cultivable layer at leeward, annual input of soil lead : R=F.L (L is traffic volume) when dischargeed from exhaust gas, the lead partly drops on crop leaves and drifts away and partly penetrates in the nearby soil at a ratio assumed to be 85% The total accumulation of lead W= K(B+R) in which, W=lead accumulated in soil K=residual ratio of lead in soil B=background value of lead in cultivable layer of soil R=average annual lead inflow to soil
51 Lead accumulation in n year is as follows:
Wn= Kn{Kn-i[...K2(B+R 1 )+R2+. .+Rn-l]+Rn} K1=K2=K..--=K Wn= BKn+KnR,+K1 L2+ .. +RnK
n Wn= Bkn + KE (RiKn-1 ) I-1 On the south section of YR , there are lots of commercial housingdistributed on both side of highway which can restrict spreading of vehicle exhaust , it is no big sense to predicte accumulation of lead content . On the north section of YR, prediction'resultsfor lead content in the farm layer is shown in the Table 4--15 .
It is seen from the prediction results that lead accumulation contentwould be varied with different traffic volume on north section of YR. From 2000 to 2003, accumulation of lead content will go up with the year going , while there is no big change for accumulation of lead content from 2004 to 2007. After 2008 , soil lead content again will go up till 2019 it could reach 40.737mg/kg on the north section of YR which is eqivalent to one time of present status and almost to one time of the value at the initial operation stage (2000). But in this case, on the north section of YR the lead content in soil is far below the Grade II standard limit 300mg/kg in "Soil EnvironmentalQuality Standard"(GB15618--1995), at that time the lead content in soil only accounts for 13.6% of the standard limit
52 Table 4--17 Prediction Results for Accumulation of Lead Content in farmlayer of Soil on -North section of YR
Year North of YR Traffic volume input of lead accumulation of lead 2000 16191 3.254 22.263 2001 17520 3.522 24.495 2002 18700 3.759 26.841 2003 19980 4.016 29.314 2004 6513 1.309 29.092 2005 7130 1.433 28.999 2006 7803 1.568 29.039 2007 8540 1.171 29.218 2008 9347 1.879 29.542 2009 10230 2.056 30.018 2010 11197 2.251 30.655 2011 11848 2.381 31.385 2012 12538 2.520 32.210 2013 13267 2.667 33.133 2014 14039 2.822 34.157 2015 14857 2.986 35.286 2016 15626 3.141 36.505 2017 16433 3.303 37.818 2018 17284 3.474 39.227 2019 18178 3.654 40.737
4.3 Analysis of Social Impact of Upgrading work 4.3.1 Impact due to land acquisition and resettlement as well as land leasing
The upgrading project Xinxiang to Zhengzhou section on the N107 goes through two counties, one district, seven prefecture( township ) within jurisdiction of Xinxiang and Zhengzhou city, in which two townships and one prefecture are under Xinxiang county , three prefecture are under Yuanyang county of Xinxiang city; one prefecture are under Jinshui district of Zhengzhou city
Upgrading work is 69.773km in total and permanent land acquisition is 1877.64 mu (125.176 ha.) in which 1814.68 (121 ha.) mu is for wheat land ; vegetable land 7.66 mu (0.51 ha.); fruit garden 5.71 mu (0.38 ha.); fishing pond 6.84 mu ( 0.46 ha. ); housing land 0.44 mu ( 0.03 ha. ); land for business land acquisition for the two interchange to the south of
53 YR ) 42.31 mu ( 2.82 ha. ). Temporally land use in the construction require 1255 mu (.83.67 ha. ) .
All house building (non-housing)tobe relocated due to land acquisition of this project up to 22918 sq.m, in which illegally buildings up to 22020 sq.m accounting for 96% of the total building relocation
Due to permanent land use, the major ground attachment to be relocated (cut off) are listed below Well 7 pieces Tomb 13 Timber tree 5763 number Electrical grids 47 location Telecomm. Grids 9 location
There are totally 1250 land contractor due to permanent land use , who will obtain the land they have through land distribution .
The ground attachment to be relocated due to permanent land use, such as housing, well, trees etc. will compensate one time in accordance with "Compensation Standard for ground attachment of Henan Provincial National Land Acquisition " in the documentation of YuZheng (1989) No. 113 issued by the People's Government of Henan Province and in accordance with "Notice on compensation of the ground attachment for land acquisition of national construction in Henan Province" in the documentation of YuZhen (1993) No.152 issued by the People's Government of Henan , as well as according to the relevantnotice (regulation) by Xinxiang and Zhengzhou city. There are no need to resettle residential people due to work quantity of relocation of housing of this project, so no impact in this regard would be exist On the whole alignment of this project, permanent land use is less than 2000 mu, trees to be cut off is less than 6000, thus ecological environment along the route will not be apparently changed .
4.3.2 Analysis of the other aspect of social environmental impact
Impact on the cultural relics : Many work of survey, investigation and excavation on the cultural relics of alignment was finished prior to construction of class I Zhengzhou--Xinxianghighway and cultural relics was properly protected . The proposed project is very few of earth work of which is within the scope of last excavation on the cultural relics , therefore, the upgrading work will not impact cultural relics along the route.
54 The villages along "the rout'e is far from the proposed the project and it is very few quantity of relocation and resettlment work almost no residential relocation , therefore, relocation work basically will not impact the environment
Impact on Guanxin section of the YR : Upgrading work on the YRB is only adoptation of separating measures , which will not directly influence water quality in Yellow River.
Impact on landscape along the route :After completion of upgrading works, landscape along the route will remain as same as usual
Impact on social economic development : After completion of upgrading works, driving condition will be improved on the section of Zhengzhou--Xinxiang by increasing vehicle driving speed, traffic saftey , and reducing traffic accident so that it could promote local social economy along the route .
Social separation due to upgrading work : On the north section of YR, there will construct one simple interchange, 24 grade separation , reconstruct 9 passageways and will establish continuous service road on the left side and discontinuous service road on the right side ; On the south of YR, beside reservation of the existing "t-'shaped intersection and "T" shaped intersections , there will additionally build 9 pedestrian overpass bridge, 2 interchanges ,which will enable social isolation minimized to the lowest degree after upgrading work being completed.
£5S-' Chap ter 5 Analysisof AltemativeAlignment Scheme
5.1 Brief Description for Alternative Scheme
As for the alternative scheme proposed in the Feasibility Study Report, the section where starts from starting point to Liulin interchang in Zhengzhou south to the Yellow River bridge, is as same as with recommended alignment . The alternative alignment will continue eastward from-Liulin interchange using the existing Zhengzhou to Luoyang Expressway _in length of 15.8 Km , goes southwardnear Yanzhuangvillage (interchangeto be built) to newly built an expressway in length of 26.2km connectingwith the existing Zhengzhou to Xuchang expressway . consequently, comparative between the recommended and alternative alignment is actually to compare upgrading project N107 south to Yellow River Bridge with newly built expressway .
The 26.2km expressway to be newly built in the alternative scheme will be composedof two sections with adopting different technical standard . Two way six lane expressway in length of 8.0 km will be built from Yanzhuang to planned urban trunk road Zhengzhou to Zhongmu with east to west direction, . and the standardwith two way four lane will be adopted for the remaining 18.2 km southwardexpressway.
5.1.1The major technical index for newly built expressway of alternative alignment The scale for the newly built expressway are as follows below: total length is 26.2km with adopting asphalt concrete pavement, filling work is the mainly work for the subgrade work along the whole alignment with elevationof 4.05m; there will newly build 2 big bridges, 2 middle bridge and 3 interchanges, one separation overpass Longhai railway and N310 , 4 separations with other highway, 38 passageways, 75 culverts , in addition, management and safety facility will be built . The total investment for the alternative alignment expresswayamount to RMB 52.16233 million yuan .
The major technical index for alternative alignment are shown in the table 5-- 1. Table 51 Main-I Ec1inicA1.iioTdr2alternative alignment
No. description unit index value remarks _ . four lane Isix lane 1 constructionlength kIn' 18.21 8 2 terrain ~ - plain 3 class of highway expressway 4 bearing standard vehicle-super20, trailor-120 5 designdrving speed km/h 120 6 wNidthof carriageway m 2*7.5 12*11.5 7 subgradewidth m I 281 35.5 8 median divider width m 3 9 width of left curbe m 0.75 10 hard shoulder width m 3.5 II soil shoulder width m 0.75 12 driving visiblility m 210 13 Max. verticalslope % 4 14 Min. radius of curve m 1000 15 designedflood frequency _1/100
56-t 5.1.2 Alignment of the project
The alternative scheme overlay with the recommended scheme at the section from starting point to Liulin interchange of south of YRB , from which it goes eastward along KZE in length of 15.Bkm to Yanzhuang (interchange to be newly built ), and then goes southward crossing with the planned highway Zhengzhou-Zhongmu near Kangzhuang ( interchange to be newly built)again southward crossing with NHT310 at east of Putian township (grade separation to be newly built), goes southward again passing east of Dasunzhuang, XireXi crossing with the existing Zhengzhou-Xuchang expressway (K19+000 of ZXE) near Hezhang village of Menzhuang township , which is the terminal point of the alternative scheme. The newly built expressway between Yan zhuang and HeZhang village is totally 26.6km
5.2 Status of the Environment for the alternative scheme
The area where the alternative scheme goes through is rural area with flat topography and belong to the Yellow River alluvial plain ,with the major crops of wheat and rice . and also water flood is not obvious . Basically no big industrial pollutant located within lkm of the alternative scheme
In order to master the status of environmental quality along the alternative alignment, environmental air, acoustic, lead content in the cultivated layer of soil was monitored for this EIA report in early May, 1998. The monitoring element for each environmental factor are as same as that for the recommended scheme . Environmental air, acoustic was continuously monitored 5 day and 1 day respectively, and monitoring period are set as same as that for recommended scheme . Lead content was monitored once . The monitoring point for the alternative alignment was set up near Kaizhuang interchange to be built, the statistic results of monitoring are shown as follows bellow
56-2. Table 5-2 statistic results of environmental air near Kanzhuang unit : mg/m3
pollutant time period scope of EIA standard monitoring NO. 1 hour aver. 0.003-0.054 0.15 density daily density 0.011-0.036 0.10 Co 1 hour aver. 0.505-2.342 10.0 density daily density 0.834-1.613 4.0 TSP daily density 0.153-0.362 0.3
Table 5-3 Monitoring result of acoustic Kangzhuang nearby
item daytime nighttime present monitoring 42.8 40.7 value EIA standard * 55 45 Note : The said area is in country hence class "I" standard in GB3096-93 was adopted for EIA standard of acoustic status.
Table 5-4 Lead content in the cultivated layer near Kangzhuang area Unit : mg/kg I present monitoring value. 112-.60 |EIA standard 1300
It is indicated from above three table that area where the alternative alignment goes through are of good quality in environment . The environmental air in this area , except for two days average density being above the standard (over-limit percent is 40%),were far below the EIA Standard ; Acoustic environment in this area are good which can reach class "I" in "Environmental noise standard in Urban area" (GB3096-- 93), this imply it is quiet in this area; the lead content are far below the EIA Standard , only accounting for 4.2%of the standard
With comparison the monitoring results for all environmental element between Kangzhuang and Baizhuang to the south of YRB (please see chapter 3 of this report), every pollutant indicator near Kangzhuang are all below than that at Baizhuang, which means environmental quality near Kangzhuang are better than Baizhuang
It is shown from above analysis that environmental quality at alternative alignment are better than recommended alignment .
5.3. Alternative Comparison
57-1 As the recommended alignment hold the same section with the alternative alignm-ent;from which the startingpoint to Liulin of south YRE% the alternative comparison actually is the section from Liulin -interchange in zhengzhou to Zhengzhou-Xuchanig expressway K19+000. The comparison situation in many aspect is listed in the Table 5-5 .
Table 5-5 comparison between alternative and recommended alignment
content |recommended alignment alternative alignment mileage the mileage is 33km, in the mileage is 42km, in which 14km will be the which 26.2km will be the improve the existing newly-built new class I highway, l9km will expressway,15.8km will be taking use of be taking use of Zhengzhou-xunchang Kaifeng-Zhengzhou expressway expressway construc the existing class I A 26.2km long tion highway 14km in length expressway need to be scale will only adopt built in which 8km is separating and provision two-way six-lane and of signal control system, another 18.2km is two- and the two interchange way four-lane . It is will be newly built by large in construction Zhengzhou municipal, scale and very which excluded in this difficult to project. But this is small implement quantity of work and easy to implement. driving it is temporary work that the traffic capacity capacity traffic capacity can meet can meet the demand for the demand in the short the long term and also term , however, with it is actually a growth of traffic volume, southward section the upgradingwork can not connecting Zhengzhou- bear the traffic capacity Xinxiang expressway to for long term period ,but be built in the future. it can be regarded as Zhengzhou ring road for long term period . Cost RMB 27 million RMB 521.6233 million estimate land about 55.81mu land needto 2300mu land need to be acquisit be acquired. newly acquired ion (excluding land for interchange and other related facilities) present as monitored by this Both environmental air status EIA ,environmental air and acoustic of along highway can not environment are good environm reach class II standard in
57-2 ent_ ~"Envronmewtal,;-- air - - - standard!'~ (GB3095-1,996), and acoustic environment can not- reach class IX area standard in "environmental noise _ standard in urban area"(GB3096--93). Environm Environmental impact In the case of newly ental after upgrading work built expressway, good Impact being completed will environmental quality still remain the same and will be affected to a even if alternative certain degree. alignment are selected, this section as Zhengzhou ring road will still exist many adverse environmental impact. General it is good benefit for the before Xinxiang- benefit short term and it still Zhengzhou expressway can create benefit as and the second YRB being Zhengzhou ring road . built, it is difficult to achieve benefit , so it is poor in short term period , but it is good in long-term period .
As indicated from above comparison, the recommendedalignment are superior to the alternative alignment in the respect of mileage, construction scale, cost estimate, land acquisition etc. . In the case of the present status from Liulin to the terminal point, even if alternative alignment adopted, this section as zhengzhou ring,road badly need to be improved so as to solve the situation of crossing interruption, mixed traffic and frequent traffic accident , otherwise, Zhengzhou municipal government will not raise big fund to newly built 2 interchanges; after this section being upgraded, the existing NHl07 Xinxiang-Z.hengzhousection will still remain two-in-one system with national trunk highway Beijing- Zhouhai in the short term period. As shown in forecast of traffic volume, this upgraded section will meet the demand in highway capacity, after Xinxiang-Zhengzhou expressway being built in far future, this section as Zhengzhou urban road still can create benefit . The alternative alignment of newly built expressway is implementation of the section in advance at south of YRB for Xinxiang-Zhengzhou expressway , while before expressway north to YRB and the second YRB being built, the said expressway is difficult to fully create benefit , which can be conclude it is a potential investment waste. With shortage of fund at present, the recommended alignment in the FSR is reasonable in a engineering manner.
Environmentally, the environmental quality in the area of recommended alignment is no good , but it only remain the same 58-1 have the same environmental impact, only to a less degree As seen from predicted results of this EIA report, in tha_ operation stage, acoustic enviroinment,air will be adversiy- affected by the highway,.but it is still acceptable . In the event of building an new expressway (alternativealignment), original good environmental quality in the area of newly built expressway will be adversely affected, and eco-environmental change due to new expressway also need time to recovery . This EIA report think it is acceptable to minimize every adverse impact on environment provided that highway capacity can be obtained in the short term period, so the recommended alignment is reasonable.
Through comprehensive analysis, This EIA report agree the recommended alignment put forward in the FSR.
58-2
Capter 6 Environmental Protection
6.1 Environmental Mitigation Measures in Design Stage
Summary of environmental mitigation measures were considered .in the project design as listed in Table 6--1
Table 6--i Mitigation Measures to be Considered in the design stage
Environmental Environmental Measure Implementor Supervisor issue borrow soil for flood land were selected for Henan Henan subgrade on borrow pit; Provincial Provincial the north of YR 2.Wildland, wasteland or Transport Highway poorland shall be selected Survey ,Pla Administra for assemble borrow pit, and nning tion , and farmland were not be damaged Institute Henan as possible as we can . Provincial Environmen tal1 Protection Bureau flooding 1. To provide adequate number of bridge and culverts at ground waterflow ditch, or irrigation chaLael on north of YR; 2. The additional or rehabilated bridge & culverts were designed in line with flooding standard of once every 100 years. 3. Layout of bridge could not be less than original width of river, ditch or channel; social l.Adequate number of separation passageways, overpass was designed to ensure normal exchange among resident on both side of highway; 2. Building of overpass on south of YR need to incorporate with zhengzhou city planning ; 3. On sourth section of YR
59 .where wiAL-take signal light - . . .. _ control *beside-of vehicle _ passing signal, control-. signal for pedestrian passing still need to additionally installed so as to eliminate hidden - accident ; .__ 6.2 Environmental Mitigation Measures in Construction Stage
Environmental mitigation measures in construction Stage on XZH upgrading works was summarized in the Table 6--2.
Table 6--2 Environmental Mitigation Measures in Construction Stage
Environmental Environmental Measure Implemen Superviso issue tor r borrow soil for 1. To borrow soil from highland Henan Environme subgrad on north or wildland ; provinci ntal of YR 2. To borrow soil from floodland al Managemen with consideration of Traffic t Agency irrigation facilities in case Survey of Henan of near river or ditch ; and Highway 3. To temporarily put aside Planning Adiminist cropped soil wherever it is Institut ation necessary to borrow soil from e, each Bureau, farmland or to place excavation contract local material in farmland, to place of north Environme back the cropped soil for Yellow ntal I farmland recovery; River Agricultu 4. To strictly control Bridge ral, excavation depth so as to avoid (CNYRB) Forestry borrow pit due to lower & underground water along the Conservan route; cy Dept.
Land area for l.To maximize use of wasteland each Environme temporary use or poor land, and to minimize contrato ntal use of farmland; r(EC) Managemen 2.To properly compensate for t Agency any temporary use of farmland of Henan according to the duration of Highway such occupation; Adiminist 3.Upon completion of ation construction activities, to Bureau, clean the land for temporary use local and to recover it ,also to plant Environme trees in case of original ntal p wasteland; Agricultu 4.To minimize land area for ral & land temporary use. Managemen t Dept. construction of l.In the course of construction CNYRB Environme bridge & on YRB, construction waste ntal culverts material will be prohibited Managemen from pouring into YR, living t Agency area for workers shall be built of Henan far from YR so as to avoid Highway infavarable impact on water Adiminist sources of YR; ation 2. Any waste material resulting Bureau,
60 from bridge /culvert local construction shall not be let Environme into the river channel to avoid K ntal impact on the flood discharge or Agricultu original function of the river; ral, 3.To temporarily build water Forestry. channel in construction of & bridge/culvert so as to ensure Conservan ground waterflow during cy Dept. construction; 4.Not to destroy any of the river dykes and not to affect the flood discharge capacity; 5. Not to narrow the original river channel; l domestic sewage 1. To discharge nightsoil and EC ditto from consumer waster after simply construction treated in septic tanks; workers 2.Any consumer wastewater due to construction of bridge and culverts shall not be let into surface water; 3.Any consumer wastewater due to construction of YRB upgrading shall not to be directly let into YR; 3.To stockpile domestic garage and other solid waste material for conentrated treatment or assembly moving . blown dust from l.To centrally mix lime soil CNYRB ditto construction and asphalt concrete during upgrading on north of YR.To locate lime soil and asphalt concrete mixing plant more than 200m leeward of residential sites; 2.To provide asphalt concrete dilivery systems with precipitation devices; 3.To provide asphalt concrete plant operators with necessary protection Measures, such as shift work , distribution of gauze mask and goggles; 4. To discharge assembly the collected asphalt smoking resulting from asphalt concrete mixing plant so as to avoid scattering ; blown dust 1. To select transportation CNYRB ditto arising from route in a scientific and building careful manner so as to minimize material interface with the existing transportation XZH ; 2. To water the surface of the transportation route at least twice in the morning and twice in the afternoon in the dry season so as to reduce blown dust; 3.To cover the surface of cement and lime being transported . construction 1. Construction material should EC ditto material be stockpiled beyond 200m_
&I stockpiling' leeward of any village rather than at windward of any village; 2.To cover the stockpile in case of rainy,snowy and windy days; 3.To stockpile any construction material on neither bank of the .______Yellow River . construction 1. To furnish pillar, EC ditto noise bulldozer, grader, excavator and any other noise source equipment operators with earplugs for protecting their physical health; 2. To keep material hauling vehicles in good condition so as to cut down noise impacts due to such vehicles; 3.To equip high-noiseequipment with sound-proof housing if it possible; 4.To suspend construction activities during night hours from 22:00 to 6:00 the next day. underground 1. To suspend work for the CNYRB Local cultrural relics purpose of protecting any Archaeolo to be discovered discovered cultural relics; gical in construction 2.To report to archaeological Agencies departments; 3.To provide cooperation and assistance in archaeological salvation; 4.To resume work when archaeological ecavation is completed and the archaeological department allows work resumption. Beside of above content listed in the table, during construction of upgrading work, in order to minimize impact on the traffic of existing highway XZH , reasonable construction work time ,advanced construction management, and active corporation with traffic police department shall be properly arranged so as to reduce traffic congestion 6.3 Environmental Measures in Operation Stage
Table6--3, Table6--4, Table 6--5 separately include "Allowable Noise Standard for Motor Vehicle "(GB16171-- 1996), "Emission Standard for Pollutant from GasolineVehicle at Idle Speed"(GB14761.5--93) and "Emission Standard for Smoke from Diesel Vehicle at Free Acceleration"(GB14761.6--93) related to environmental mitigating measures for the operation stage .
Upon completion of upgrading works, environmental measures for the operation period was summarized in the Table 6--6
Table 6--3 Allowable Noise Standard for Motor Vehicles
|Type of o*RrductionDate from Before After Tufacturer
2 vehicle - Jan. st,1998 Jan.lst-,1998
______of fuel -_:_--_--_-_-__ auto car gasoline 87 65 mini bus, gasoline 90 88 truck light-duty gas. 94 _ 92 off-country nr<4300r/min vehicle, truck nr>4300r/min 97 95 Diesel 100 98 middle bus gas. 97 95 Truck & big Diesel 103 101 bus heavy truck N<147KW 101 99 N>147KW 105 103 Note : N--in line with rated power by manufacturer
Table 6--4 Emission Standard for Pollutant from Gasoline Vehicle at Idle Speed
item CO % HC ppm (*) four strok two strok \______e e vehicle Light Heavy Light Heavy Light Heavy vehi; vehi. vehi. vehi. vehi. vehi. type- fixetk 3.5 4.0 900 1200 6500 7000 vehicle before 7/1/95 newly- 4.0 4.5 1000 1500 7000 7800 produced vehicle before 7/1/95 vehicle in use 4.5 5.0 1200 2000 8000 9000 before 7/1/95 type- fixed 3.0 3.5 600 900 6000 6500 vehicle before 7/1/95 newly- 3.5 4.0 700 1000 6500 7000 produced vehicle before 7/1/95 vehicle in use 4.5 4.5 900 1200 7500 8000 before 7/1/95 _ _ _
* : Concentration content shall be based upon eqivalent quantity of alkane element.
Table 6--5 Emission Standard for Smoke from Diesel vihicle at Free Acceleration
Type of vehicle ISmoke density value FSN
63 Type Fixed vehicle before 4.0 7/1/95 Newly-produced vehicle before 4.5 7/1/95 Vehicle in use before 7/1/95 5..0 Type Fixed vehicle before 3.5 7/1/95 Newly-produced vehicle before 4.0 7/1/95 Vehicle in use before 7/1/95 4.5
Table 6--6 EnvironmentalMeasures for Operation Period upon Completion of Upgrading Works
Environmental Environmental Measures Implementer Supervisor issue Traffic noise 1. To exercise noise Highway Traffic Police monitoring of vehicles Administration Dept., Locat and to stop any vehicle Management Environmental failing to meeting the Agency, Agency national standard from Environmental entering into the road; Protection 2.Any vehicle on north Supervision of YR should use low- Dept. voice horns at daytime and not to use horn at night also pilot lamp rather than horn shall be used for overtaking .Any vehicle on south of YR should not use horn; 3.The sensitive point along the route will still remain as same as present status ,and villiages along alignment can not be developed toward highway .Hotels shall not additionally be built on the road section of south YR,particulaly to south of Linlin, and not to locate any more hospital, schools or any other sensitive point; 4.In order to relief village along the route of traffic noise impact , high &low forest belts shall be planted so as to hider tranmission of noise; 5.To enhance road maintenance and to ensure road quality; _ Vehicle l.To exercise noise ditto ditto exhaust monitoring of vehicles
64 and to stop any vehicle failing to meeting the. - national standard from entering into the road; 2.Design for planting shall be included in the upgrading work and the existing highway planting shall be improved. Planting at median on north of YR shall be perfected; Planting on both side of alignment shall also be treated; 3. Not to locate any more hospital, school or any special sensitive point within a range of 200m from both side of highway .
Agriculture l.At farmland on both Local Local production side of highway on Agriculture government north of YR,crop Mfanagment Dept. structure shall be adjusted so that eatable tuberous root crops and vegetables, etc, are not grown within a range 200m from the road side .
Beside of the content in above table,for mitigating or avoiding environmental impacts due to accident events in the operation period, the following measures are proposed herein:
1. Enhanced managmement of vehicles to ensure they are in good condition;
2. Strengthened training services for drivers to forbid any driving in drunkness and fatigue, and to forbid any forcible overtakig, any driving in drunkness shall be seriously punished .
3. No over-loading and overspeedig of vehicles.Any vehicle carrying toxic, harmful, flammable, explosive and volatile among any other dangerous things should have permissions issued by public security, fire and communictions departments;
4. The proposed section of highway is a bottle-neck section on YR without alternative roadway being used , hence, in case of windy, snowy, foggy and freezing days, vehicles should be driven at limited speed, and traffic police shall patrol on the road to solve the problem in a timly manner ; 5. In case of any explosion and fire, fire department should be promptly informed and before dealing with the accident, traffic police shall conduct traffic congestion and the 65 cooresponding road section should be driven at the limited speed;
6. In case of any traffic pollution event, emergency remedies should be.provided as required, and responsible environmental agencies at different levels should be immediately informed such that corresponding measures can be taken as appropriate;
6.4 Environmental Management Program
Henan Provincial Highway Administration Bureau shall be responsible for environmental management and coordination work in construction and operation stage of the Bank-financed project in Henan province
The highway managmenet and maintenance gang have been set up in the area sections where shall be administed by Xinxiang and Zhengzhou city respectively on XZH .The number of such gang distributed along the route is 4 in total of which one part-time environmental management personnel responsible for each gang respectively , thus such four part-time environmental management persons shall be responsible for environmental managment work at their own maintenance section .
Aforesaid highway management maintenance unit of both cities and all part-time environmental management persons at each maintenance gang will be in charge of environmental managment work in construction and operation stage of the project
6.5 Environmental Monitoring Program
Henan Provincial Highway Adminstration will entrust Henan Provincial Environmental Monitoring Center to implement all environmental monitoring of relevant element in construction and operatoin stage of the project .
Environmental monitoring program for the construction and operation period are listed respectively in the Table 6-- 7 and Table 6--8
Table .6--7 Environmental Monitoring Program for the Construction Period
Envirometa Monitoring Monitoring time & implemento supervisor 1 element point item fregency r _ Air 2-3 points TSP, 6 times a Highway Henan at asphalt Asphalt year in Constructi Provincial concrete smoke, constructi on Highway mixing benzonpyre on period, Authority, Administra plant and ne each Environmen tion residentia lasting no tal Bureau, 1 sites less than 6 Monitoring Henan nearby days Center Provincial continuous , Xinxiang 66ly_Iland 66 -- ______IZhengzhou | 3-4 points TSP, Dust Environmen at lime tal soil Protection mixing Bureau. plant and work site of each lot as well as residentia 1 sites nearby constructi 5-6 points Environmen Random on noise at work tal noise examinatio site and leq n in major constructi noise on period, source each equipment lasting of each lot one day as well as with once residentia in daytime 1 sites and once in nearby or nightime , sensitive but the point total number during 18 months shall not be less than 6 times. vibration 2-3 points vibration Irregualr at random vicinity examinatio of major n of major vibration vibration sources sources. and structures nearby surface Yellow pH, SS, at least water River, COD, BODS , once in 500m Gasoline each of downstream etc. dry, peak, of the YRB and average - flow seasons during 18 months of constructi on period.
67 _- 4-- ,-ir, Table 6--8 Environmental Monitoring -Program for the Operation Period
Environm Monitori Item time & Implement Superviso ental ng point . frequency or r element Vehicle Toll exhaust, CO random Highway Henan Exhaust & station HC of examination Construct Provincia noise of the gasoline ion 1 Highway highway vehicle, Authority Administr setion smoking of , ation diesel Environme Bureau, traffic ntal Henan noise Monitorin Provincia g Center 1, Xinxiang and Zhengzhou Air nearby TSP, CO, NOx non-stop Environme Xinchang monitoring, nta,. intercha no less than Protectio nge, 12 days for n Bureau. Jinlou, each month, Huayuank and no less ou than 144 township days for the , whole year Baizhuan which , totally average 4 points measured in each month Environm ditto Enviromemta.L 4 times a ental noise Leq year, each noise of which lasts 3 days, once in day and once in night hours Surface as same as same as in 6 times a water as in construction year, i.e construc period twice in tion each of dry, period peak and average- flow seasons.
6.6 Staff Training Program
The persons in charge of environmental management and environmental monitoring involved aforesaid of this chapter have been strictly trained , hence training of environmental management personnel will not be done in this project separately
68 Chapoter 7 Brief Economic Analysis 7.1 Econpnic .Evluation for the Upgrading works XZH 7.1.1 Economic Cost
Economic cost for upgrading works on XZH is composed of the following aspects
7.1.1.1 Construction Investment
In accordance with "Economic Evaluation Methodology and Parameter for Construction Project", labor, major building material, land etc. in the evaluation of construction cost shall be adjusted as shadow price : a. Labor cost : coifficient of 1 was used for shadow income caculation ; b. shadow price adjustment of major building material : shadow price of input five major material of the project i.e timber, saw timber, steel, cement, asphalt etc. was adjusted and the results for adjustement is shown in the Table 7--1
Table 7--1 Shadow Price for the Major Material
Description unit_shadow price (yuan) Timber mJ 1056.50 saw timber m 1258.85 steel t 3503.41 cement _ 283.60 lasphalt it 11848.25 c. Shadow price adjustment of land : it includs two component of land opportunity cost and consumption of new additional resources. Land opportunity cost shall not be adjusted due to little land acquisition of the project; consumption for new addtional resources of the project means compensation for resettlement and relocation in their evaluation , which will not be adjusted based upon the experience of other similar project
7.1.1.2 Cost of Maintenance and Management
Maintenance cost of the proposed upgrading project for each kilometer is RMB15,000 more than that of the existing highway for each kilometer based upon other similar project
7.1.1.3 Overhaul Cost
The overhaul is arranged to take place in the 10th and 18th year upon completion of the project . The cost for such is of 13 times of additional maintenance cost
7.1.1.4 Residual Value
Residual value at the end of evaluation term for the project assumed to be 50% of construction cost
69 Prediction of economic cost in basu year in-evaluation term.. was indicated in the Table 7--2
Table 7--2 Prediction of Economic Cost for the Base Year
Unit RMB Y Million year Constructi Maintenanc Overhaul Residual total on cost e cost cost value _ 1998 195.2151 195.2151 1999 292.8226 292.8226 2009 1.0466 13.6057 14.6523 2017 1.0466 13.6057 X_L 4.6523 2019 1.0466 1-244.0189 -242.9723
7.1.2 Caculation of Economic Cost
Upon completion of the upgrading project, it will significantly enhance the driving condition on the corridor of National highway 107 XZH section by raising vehicle driving speed, saftety, and comfortability, and promoting social and economy development as well as bringing enormous convenient to the local people's life .The EIA report will determine direct economic benefit of the project from the following four aspects : benefit of shorter milage, of saved time of passenger in tour, of saved cargo transportation time, and of reduced traffic accident . 7.1.2.1 Benefit of Shorter Milage
It is benefit from the reduced transportation cost for passenger and cargo due to completion of highway cosntruction project . 7.1.2.2 Benefit of Saved Cargo Transportation Time
The saved cargo transportation time benefits from speeding up capital turnover due to higher speed of cargo transportation, such benefit cost will be caculated by deduction interest of the required cargo transportation capital
7.1.2.3 Benefit of Saved time of Passenger in Tour
The value could be created by shorter time of passenger tour and thus National Income could be increased accordingly . Its cost can be made by average proportion for each person of Natinal Income
7.1.2.4 Benefit of Reduced Traffic Accident
Economic loss resulting from traffic accident could be reduced upon completion of the upgrading work
70 Economic Benefit!xesults of the project wast-asshown as in. the Table 7--3..
7.1.3 Economic Evaluation
Basic evaluation indices was worked out through comparison between economic cost and benefit of the-project . (please see table 7--4 in detail). Economic Internal Return Rate : EIRR=15.27% Economic Net Present Value :.ENPV=RMB Y95.4409 million Economic Benefit Cost Ratio : EBCR= 1.214 Economic Investment Recovery Term : N=17 year
As shown from above -reference description, all evaluation indiceesof the project are higher than basic value, which means the project will produce good economic benefit
As sensibility analysis suggest, the project is of good risk-resistance
71..72 ._ -- ... r. A - .4A Economic Benefit(MediumIndex)
Table7-3 Unit 1000 yuan
Year Saved drivingcos rlnm saving(Freightrime saving(Passenger Accidentreduced Total
2000 11171.74 12.82 156.91 497.63 11839.10
2001 11802.69 13.62 173.38 514.27 12503.96
2002 13083.27 15.48 204.91 549.58 13853.24
2003 14259.44 17.59 242.14 584.90 15104.07
2004 683.04 3.55 50.84 204.22 941.65
2005 1117.09 3.93 58.57 221.80 1401.39
2006 1638.14 4.37 67.63 240.93 1951.07
2007 2257-56 4.86 78.30 261.76 2602.48
2008 2986.85 5.43 90.93 284.45 3367.66
2009 2302.22 3.65 63.58 185.49 2554.94
2010 4817.74 6.84 . 123.97 336.07 5284.62
2011 5629.06 7.49 141.05 357.43 6135.02
2012 6516.05 8.21 160.92 380.20 7065.38
2013 7478.01 9.04 184.17 404.44 8075.66
2014 8511.59 9.98 211.53 430.25 9163.35
2015 9609.91 11.08 243.95 457.73 10322.67
2016 10634.14 12.18 279.31 483.73 11409.36
2017 7013.23 8.08 192.71 306.74 7520.76
2018 12756.65 14.97 371.16 540.33 13683.11
2019 13814.85 16.73 431.46 571.12 14834.16
.73 Economic Evaluation(MediumIndex) (Discount rate: 12%) Table 7-4 Unit: 10000 yuan
Year Economiccost Economic benefi Net benefit NPV Total of NPV
1998 19521.51 -19521.51 -19521.51 -19521.51 1999 29282.26 -29282.26 -26144.88 -45666.38 2000 104.66 11839.10 11734.44 9354.62 -36311.76 2001 104.66 12503.96 12399.30 8825.58 -27486.18 2002 104.66 13853.24 13748.58 8737.47 -18748.71 2003 104.66 15104.07 14999.41 8511.07 -10237.64 2004 104.66 941.65 836.99 424.05 -9813.60 2005 104.66 1401.39 1296.73 586.57 -9227.02 2006 104.66 1951.07 1846.41 745.73 -8481.29 2007 104.66 2602.48 2497.82 900.74 -7580.55 2008 104.66 3367.66 3263.00 1050.60 -6529.95 2009 1465.23 2554.94 1089.71 313.27 -6216.69 2010 104.66 5284.62 5179.96 1329.57 -4887.12 2011 104.66 6135.02 6030.36 1382.00 -3505.11 2012 104.66 7065.38 6960.72 1424.30 -2080.81 2013 104.66 8075.66 7971.00 1456.27 -624.54 2014 104.66 9163.35 9058.69 1477.67 853.13 2015 104.66 10322.67 10218.01 1488.19 2341.32 2016 104.66 11409.36 11304.70 1470.06 3811.38 2017 1465.23 7520.76 6055.53 703.09 4514.47 2018 104.66 13683.11 13578.45 1407.63 5922.10 2019 -24297.22 14834.16 39131.39 3621.99 9544.09
EIRR= 15.27% ENPV= 9544.09(10000yuan) EBCR= 1.214 N= 17 years
74. 7.2 Environmental Protection Cost
The total environmental cost will be devoted to a. slope protection and subgrade drainage Y 497,000 b. subgrade rubble masonry retaining wall Y 5.296million c. environmental Assessment expense : Y 240,000 d. environmentalmonitoring cost during construction stage Y300,000 e. environmental monitoring cost during operation stage Y 600,000.
Grand total amount : RMB Y 6.933 million
Above environmental investment account for 1.3% of the total investment
75 3 Chapter8 Puib1ic ?Paiti'cipati-on '>-<
8.1 Public Consultation
The scheme of upgrading work XZH was identified through comprehensive comparison by Henan Provincial Planning, Survey and Design Institute on the basis of different suggestion carefully obtained from department at various level . Suggestion raised by local government and people at different level was extensively listened when determing the scheme of upgrading works . In addtion, recommendation and suggestion put forward by local public people was investigated before defining the design of service road and passageway. Local government and public people's intersest was considered to a large extent.
At the initial phase of Environmental Impact Assessment of the project, seminar meeting was held in Zhengzhou hosted by Henan Provincial Environmental Protection Bureau and with participation of local environmental protection department, design unit and some people relating to the EIA . The participants in the meeting focused on discussion regarding the issue to be noticed in the EIA of the upgraidng project, highlight of evaluation, environmental protection objective in the EIA etc. also , they obtained the same understanding for environmental standard to be adopted in the EIA report . After end of the seminar , Xinxiang , Zhengzhou environmental protection Bureau has respectively present written recommentation of environmental standard to be performed in the EIA , which provide very important basis for the said EIA report
After completion of outline on EIA for XZH, Henan Provincial Environmental Protection Bureau have ever held the technical evaluation meeting for the outline of EIA , and evaluation instructions from the experts and representitives was raised in the meeting . Later on , Henan Provincial Environmental Protection Bureau approved the outline with written letter in which agree in principle the identified component in the EIA outline ,and also provide important basis to do the better work on EIA through raising requirement on the several issues to be noticed in the EIA .
During environmental present monitoring in the EIA, the relevant personnel visited the People's Congress, Political Consultation department and other non-Governmental Organization along the route , seeking for environmental protection issue in implementation, construction and operation stage , and suggestion regarding location of service road and passageways from the representitives of the People's Congress at each level, memeber of the political consultation and non-Government Organization people along
76 tfieroi4". The investigated result was summarized as follows below:
a. 'The proposed upgrading project 'XZH can replenish to a certain extent the disadvange of the existing highway without access-controled and interchanges being adopted. The proposed project can play an important role in raising driving speed of the motorized vehicle, reducing traffic accident, and developing the favarable benefit from the highway section . Hence, the upgrading work as a temporary scheme is reasonable , which is acceptable to the inquired people . b. Xingxiang--Zhengzhou expressway and the second Yellow River Bridge shall be prepared as soon as possible so as to essentially rectify traffic condition on XZ section of highway ;
c. The growth speed of the motorized vehicle along the route shall be taken into account in design standard of service road ; sufficient passageways shall be built in order to ensure normal exchange of residents on both side of highway upon completio of upgrading works .
d. With Zhengzhou city's development, south section of YR on the proposed project will basically become the area of Zhengzhou city ,thus effective separation measures on the section shall be taken so as to minimize traffic accident; a certain distance shall be set aside which can not newly locate shop, restaurant or other city facilities
e. Location of overpass pedestrian on south section of YR shall be combined with Zhenghou's city planning
8.2 Questionnaire Findings and Analysis
In mid December 1997 when present status of environmental monitoring being proceeded, questionnaires regarding the upgrading project and some ,ssue of environmentalprotection were distributed among the residents along the route. Out of 200 questionnair , 180 were returned by the local people and the feedback percent of questionnair is of 90% . N
Out of feedback questionnairs, 88 were contributed by the farmers including 5 from villiage leader; 36 by the workers; 40 by business person; 16 by others (including State civil servant , teachers etc.). The interviewees include 5 the People's congress representitivesand political consultation commissioners with different title , see Table 8--1 and table 8--2 for professional constitution of the interviewees and educational level of the interviewees respectively .
Table 8--1 Proffessional Constitution of Interviewees
|Profession |Farmer |Worker |Businessman I other
77 49 20 1 22 9 Table 8--2 Education Level of Interviewees
Education |above senior junior below polytechnic middlle middle primary school |school school school % 116 138 42 4 As seen from Table 8--i and Table 8--2, such constitution as investigated appropriately reflects the fact, and the interviewees are representative. Statistics results from questionnaires for public consulation was shown in the Table 8--3.
Table 8--3 Statistics Retrieved from Questionnaires for Public Consultation
Question Answer Percentage (%)of interviewees Degree of understand well 5 understanding of environmental understand 10 protection understand little 78 not understand 7 Degree of satisfaction very satisfied 5 to the current communication satisfied 19 situation not satisfied 76 Environment impacts of major 30 the highway traffic minor 30 slight 26 not know 14 traffic saftey impact reduce traffic 95 accident upon completio of the no impact 5 upgrading work Impact on degree of bring convenient to 7 living convenient people's life upon completion of no convenient to 83 people'E life the project no impact 10 Attitude to the early construction 85 proposed upgrading without construction 5 works not concern 10
As shown in the investigated results, 93% of interviewees understand to different extent environmental protection; 76% of interviewees are not satisfied with current traffic condition on XZ class I highway; 86% of them assume highway traffic would impact to different extent the environment; 95% of them think traffic accident could be reduced and traffic saftey be guaranteed through completion of the proposed upgrading work; 85% of them think there would be bring somewhat inconvinient to accessibility to and from both side of highway , these interviewees is mainly focus on north section of YR; 85% of interviewees proposed to upgrade the
78 proposed highwaay while 10% of them think there would have- no relationship with themselves either with upgrading or without upgrading work, thus they are not concerned about it . Disagree to the upgrading work is only 9 which account for 5% of the total questionnairs , partly for they are concerned the upgrading work would bring social interruption to influence normal exchange on both side of highway
.
79 Chapter 9 Conclusion
*~ -.. -.- 'e;-'-t--., .' - -
9.1 _Upgrading- Xinxiang--Zhengzhou Class I highway to exprestay standard is .a temporary project before construction of-:XZ expressway and the second Yellow River bridge and is an important significant for solving future traffic issue between Xinxiang and Zhengxhou .
The proposed project is located in north part of Henan Province and on both bank of Yellow River . Around year 2000, only Xinxiang--Zhengzhou section on Beijing-- Zhumadian corridor was two in one" condition between NTH 107 and JingZhu Major Trunk highway It is very necessary to upgrade XZH in order to improve traffic condition on the said section of highway , even if XZ expressway and the second Yellow River bridge is completed, this section is still very important to solve mixed traffic between Xinxiang and Zhengzhou .
The major work quantity of the upgrading work mainly focus on north section of YR where will newly build one simple interchange, 24 overpass separation interchanges, 9 passageways , 73.348km of newly bUilt approach and service road ; on south section of YR, access-controlled, separation and installation of traffic signal are the major upgrading work , beside of these, 9 overpass pedestrians will be newly built on this section of upgraing work .
Regarding environmental impact factor during construction stage of upgrading work , impact factor on environment of north section YR is more than that on south section and YRB itself . Environmental impact factors on north section include construction noise, blown dust, asphalt smoking, borrow soil due to construction etc.. while environmental impact of construction noise is the only factor existing on YRB and south section of YR during construction stage
9.2 Present status of acoustic environmental quality along the alignment is poor . Environmental air quality * on south section of YR can not meet the Grade II standard . Lead content in the farmlayer of soil along the route belongs to normal level . Through investigation, there have no precious plant or animal distributed along the highway, nor have special sensitive area of natural protection area and cultural relics .
As monitoring evaluation, acoustic quality of XZH fail to meet the Grade "4" stipulated in nviromental Noise Standard for Urban Area" (GB3096--93). Environmental
80 noise equivalent level at daytime for many section -is above 70dB (A) with the highest value 75.3dB(A) while environmental noise equivalent level at night are also lOdB(A) above the EIA standard limit with the higest value of 73.2dB(A)which is 18.2dB(A)above the standard limit . Noise source around the area along the route is mainly from vehicle traffic noise on the existing highway 107 XZH section
As the evaluation monitoring results, environmental air quality on north of YR can reach the Grade II standard in environmental Air Quality Standard"(GB3095--1996),butTSP daily concentration in air almost close concentration limit value . Air environmental quality on south section of YR fail to meet the standard, and the over-limit indix is TSP whose highest daily concentration value up to 3 0.865mg/m , which is 1.9 times of EIA Standard .Generally, air environmental quality on north section of YR is better than that on south section and the pollutant in air is TSP .
Lead content in the farm layer of soil of the area near the alignment is far blow the Grade II of standard limit content stipulated in soil Environmental Quality standard". The highest value of lead content in the farmlayer of soil up to 21.56mg/kg, which is only 7.2% of the EIA Standard .
Through serious checking, no precious plant or animal exists in lkm of both side of highway , also no environmental special sensitive area such as natural protection area, wetland ,recovery spot etc. are distributed in this area.
9.3 Various kind of unfavorable impact on environment during construction stage' can be acceptable, little impact would be made on the sensitive point during operation stage , and there would be no clear social interruption after completion of upgrading work
Various environmental impact factors are mainly assembled on north section of YR during construction stage , and impact range of construction noise, blown dust , asphalt smoking is the area within 200m around construction boundary , and serious impact area is the area within lOOm around construction boundary . However, we can see from distribution of the sensitive point of the project along the route that after some necessary measures being adopted, unfavorable impact due to construction can be acceptable .During construction stage, there have the problem of interruption between construction activity and the existing traffic access for the whole highway section . this problem shall be resolved through some measures according to actual
.81 specific circumstance in construction and existing traffic volume, which will enable interruption of such two parties to be reduced the minimized degree.
During operation stage upon completion of the project, vehicle traffic noise will seriously influence the area within 40m of both side of highway where the traffic noise equivalent level in day hours would above 8OdB(A) while such value at night would above 7OdB(A). On the sensitive point along the route, traffic noise equivalent level at day peak hours would beyond 7OdB(A), in other cases, traffic noise equivalent level are blow the EIA Standard limit. When estimated value of traffic noise plus present value of environmental noise , environmental noise at sensitive point is mostly above the standard limit, partly for present value of environmental noise equivalent level at the sensitive point is slightly higher.
As estimated, under condition of stability from catalogue of neutral to stable at average windward and wind speed in one year , average of one hour concentration of CO in environmental air at the sensitive point are not above the Standard limit , with the highest value 1.771mg/mn3 accounting for 17.7% of the Standard limit; prediction results for No, (average concentration for 1 hour) also are not above the Standard limit ,but on sensitive point of south section of YR, the highest value of No, (average concentration for 1 hour) are all above 0.13mg//m3 with the highest value of 0.143mg/m3 accounting for 95.3% of the Standard limit . When prediction value of average concentration of CO ,and of No. plus their cooresponding present monitoring value , the total value of average concentration for 1 hour of CO are still below the Standard limit while total value of NO. are above the Standard, such over-limit value were measured at the daytime peak hours of traffic volume , in other cases, average concentration value of No, are not above the standard limit . As estimated calculation, until the end of evaluation term (2019), lead content in the farmlayer of soil adjacent to the area along the route may reach to 4 41.835mg/kg, which is still below the Grade II standard in soil Environmental Quality Standard"(GB15618-- 1995)accounting for 13.9% of the standard limit content . With changes of the traffic volume, above environmental impact from 2004 to 2007 would be the lowest value .
Upon completion of the project, highway traffic condition between Xinxinag--zhengzhou will be significantly improved , which will promote development of local
82. economy and social activity along the route and reduce traffic accident
Upon completion the project, due to sufficient newly built passageways , overpass bridge and rehabilitation of existing passageways, and newly built service road on the left side and local road on the right side , there would be no serious social interruption after completion of upgrading works.
9.4 Through comparison analysis, this EIA report agree the recommended alignment raised in the FSR , i.e upgrading the existing National highway 107. In order to minimize various environmental impact of the project, mitigation measures of environmental impact need to be adopted in design stage, construction stage as well as operation stage
Through comparison in many respects, this EIA report think the recommended alignment in the FSR, i.e upgrading the existing national highway 107 , is reasonable; environmental impact due to the recommended alignment is lower than the alternative alignment, i.e newly built a expressway in the south of YR in length of 26.2km .
In chapter 6 of the EIA report indicated the mitigation measures of environmental impact to be adopted in design stange,. construction stage as well as operation stage .The design unit, contractors and operation administration dearptment realating to the proposed project shall deal with these measures and suggestions in order to minimize environmental impact to the lowest degree.
The existing environmental management system on XZH has set up which shall fully perform its function of environmental management system during the proposed upgrading and in operation stage .
Environmental monitoring program in construction and operation stage can be found in the Chapter 6 . Environmental Monitoring Center in Henan Provincial Highway Administration shall seriously perform monitoring program and also shall replenish or revise the environmental program against actual requirement in the actual monitoring work.
The environmental management and monitoring personnel relating to the project have been strictly trained . The training on the said personnel will not be re -described in this project
83 -9'5 Economic benefit of the project is ramarkable and environmental investment- is properly necessary.
Economic internal rate of return is 15.27% , Economic Net Present Value is 95.4409 million yuan, Economic Benefit Cost Ratio is 1.214, recovery term is 17 year , all- f which can explain economic benefit of the project is remarkable
Environmental investment amounts to Y6.933 million, accounting for 1.3% of the total investment cost which is reasonable
9.6 The majority of local resident along the route of the project actively support to upgrade the existing highway .
Through investigation, most of loacal resident and non- goverment organization can activly support the upgraidng work. only few of them (5%) assume that upgrading work would influence normal exchange of both side of highway and hope such issue could be sovled properly .
9.7 Enviromently, the scheme of upgrading work XZH is reasonable and the upgrading work is a feasible engineering work .
Accordingly, provided that mitigation measures or suggestions of enviromental impact proposed in the Chapter 6 can be seriously adopted, enviromently, as indicated in the EIA Report, the scheme of upgrading work XZH is reasonable and the upgrading work is a feasible engineering work
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