Em304 VOL. 3

No.0206 First Class Certificate for EIA Issued by SEBA World Bank Loan Project Public Disclosure Authorized

Zhumadian-Xinvang Expressway of Jing-Zhu National Trunk Road

Public Disclosure Authorized Statement of Environmental Impact Assessment Public Disclosure Authorized

SNNED FILE CtPY 1 | F(,I | aeSp

FILE to,'aipIa,'Pmme or #) NrvCrGFT' ESWCo/Ho Aa1r. Itoc

Environmental Protection Center

Public Disclosure Authorized Ministrv of Communications

November, 1999

Compiler EnvironmentalProtection Center Ministry of Communication(EPC) Director of EPC Mr.Gao Jie TechniqueExaminer : Mr.Lao hui Project team Leader Ms. Liu ying Project Team Member: Mr. Wang Dongwei Mr. Zhang wei Mr. Li yong Ms. Yu Chenyu Mr. Yang Shouyu Ms. Li Qiuxiang

Source of Monitor Data: Environmental monitor station Henan Environmental monitor Station

List of Report Written by Examined by Final Report Ms. Liu ying Mr. Lao hui Social Enviromental Impact Mr. Li yong Mr. Song guozhen Ecological and Water Mr. WangDongwei Mr. Liu zhigui Noise Enviroment Impact Mr. Zhang wei Mr.Liu zhigui Environment Impact Mr. Yang Shouyu Mr. Lao hui Air Enviroment Impact Ms. Yu Chenyu Mr. Song guozhen A Foreword

The EIA work for the World Bank loan project of Zhumadian-Xinyang (95.15 km) expressway of Jing-Zhu (-) national trunk- road, undertaken by the Environmental Protection Center of the Ministry of Communications (EPC of MOC) is an important part of the trunk road construction.

The Jing-Zhu national trunk road starting in the north from capital Beijing, via five provinces of Hebei, Henan, , Hunan and , and ending at Zhuhai, is one of the highway corridor in north-south direction with high capacity. The trunk road passes through eight cities in Henan province, i.e. , , , Zhenzhou, , Leihe, Zhumadian and Xinyang, with total length about 525.56 km, which will be constructed by sections of seven projects. So far four projects of "Anyang-Xinxiang, Zhenzhou-Xinzhen, Xinzhen-Xuchang, Xuchang-Leihe" have been completed, with total length open to traffic about 271.86 kmn, accounting for 51.73% of the total mileage in Henan province.

The Zhumadian-Xinyancg expressway of Jing-Zhu national trunk road starts in the north from the end point of Leihe-Zhumadian expressway of Jing-Zhu national trunk road going to be built, with its alignment along with the eastern side of Jing-Guang (Beijing-) railway southwards, via Queshan, Minggang, Xinyang, Segang and Jiuliguan, and ends at the border line between Henan and Hubai, with a total length of 132.99 km. The proposed road project in an integrated part of the Jing-Zhu national trunk road, which ill be of great significance in promotion of the economic development of Henan province and the neighbouring areas, improvement of the investment environment and development of local tourism resources.

Total investment of the road project is estimated at CNY3,470 million. According to the "Law of Environmental Protection of the People's Republic of ", the "Regulations Concerning Environmental Protection for Construction Project", and the "Measures Concerning Environmental Protection Management for Communications Construction Project", an EIA should be conducted for the road project.

At the end of January 1999, it is decided, by Henan Provincial Communications Department in consultation with the W'orld Baank, that the 132.99 km road of Zhumadian-Xinyang be divided into two projects: i.e. the first 95.15 krn as the World Bank loan project, and the rest 37. knmas domestic project.

Entrusted by the Planning Division of the Henan Provincial Communications Department (HPCD), Environmental Protection Center of the Ministry of Communications undertook the EIA wvorkfor the Construction Project at the end of 1998.

On the basis of the "Pre-feasibility Study Report" and the "Engineering

I Feasibility Study Report" for the road project completed b) the Henan Provincial Communications Survey and Design Institute (HPCSDI) in October 1997 and September 1998 respectively, the EPC of MOC made detailed survey and investigation along the road area at the end of 1998 and the beginning of 1999 respectively, with lots of relevant materials having been collected; in January 1999, the project leader and experts from the EPC of MOC and the experts from the World Bank discussed some of the issues conceming the road project; on the basis of which the "EIA Terms of Reference for ZhumaLdian-Xinyang Expressway of Jing-Zhu National Trunk Road" was completed by' the EPC of MOC in January 1999 and passed through the examination and acceptance in the expert meeting organized by the EIA center of the State Environmental Protection Agency (SEPA) in February 1999. On 26 Mach 1999 a written reply was given by the SEPA concerning the terms of reference of the EIA for the road project.

As the third highway project with the W\orld Bank loan in Henan province, great importance were attached to the road project by the World Bank experts, who did on- site survey together with the experts from China on some of the important road sections, with detailed requirements being set forth for the EIA work based on the survey in April 1999.

In accordance with the requirements and the provisions as specified in the environrmental protection regulations and based on the on-site survev, current status environmental monitoring and the public participation investigation, the Statement of the EIA for the road project \vas comllpiled.

We finished the first draft on May 1999.After several revision according to the contents from the environmental expert of world bank, we completed the last draft on November 1999.

The EIA working group wvouldlike to express their grateful acknowledgments of assistance from the following: SEPA. EPO of MOC. the experts from the World Bank, HPCD, HEPB, and the environmental monitoring station.

2 CONTENTS

1. General Introduction I 1.1 Outline of the project I 1.2 Purpose I 1.3 Laws and documents as the basis of the EIA statement I 1.4 Assessment procedures 2 1.5 Classification and scope of the EIA 4 1.6 Standards used in the EIA 4 1.7 Assessment method 6 1.8 Assessment time horizon 6 1.9 Assessment content and the highlights 7 1.10 Protection targets 8

2. Engineering Brief and Environmental Impact Analysis 9 2.1 Engineering brief 9 2.2 Analysis of the environmental impact caused by the road project 15 2.3 Analysis of the pollution caused by the road project 16

3. Assessment of Current Environmental Conditions 17 3.1 Outline of the natural environmental conditions 17 3.2 Outline of societal environment 19 3.3 Assessment of current status of ecological environment 22 3.4 Current status and assessment of acoustic environment 29 3.5 Current status and assessment of the ambient air quality 32

4. Prediction and Analysis of the Environmental Impact 34 4.1 Societal and economic impact assessment 34 4.2 Analysis of ecological environmental impact 39 4.3 Forecast and assessment of the impact on surface water environment 45 4.4 Forecast and assessment of the impact on ambient air quality 48 4.5 Forecast and assessment of the noise impact 56

i S. Comparison of Alternative Schemes 65 5.1 Comparison between the situations with and without the expressway project 65 5.2 Altemative scheme A 66 5.3 Comparison in terms of engineering factor 66 5.4 Comparison in terms of environrmental factor 67 5.5 Conclusion of the comparisons 68

6. Environmental Protection Measures 69 6.1 Environmental protection measures in design period 69 6.2 Environmental protection measures in the construction period 70 6.3 Environrmental protection measures in the operation period 79

7. Cost-Benefit Analysis 83 7.1 Cost-benefit analysis for the road engineering project 83 7.2 Environmental protection investment and cost-benefit analvsis 91

8. Environmental Management and Monitoring plan 92 8.1 Environmental management plan 92 8.2 Environmental monitoring plan 100

9. Public Participation 104 9.1 Public participation survey 104 9.2 Statisties results of the public participation survey 105 9.3 Summary of the public opinion survey meetings 106 9.4 The public opinion and the response to the opinion 108

10. Conclusions of the EIA 109 10.1 Selection of the road alignment 109 10.2 Societal environmental impact 109 10.3 Ecological environrmental impact 109 10.4 Surface water environmental impact 110 10.5 Ambient air impact 110 10.6 Acoustic environmental impact IlI 10.7 Assessment conclusions 111

ii 1. General Introduction 1.1 Outline of the project The Jing-Zhu (Beijing-Zhuhai) national trunk road is one of the "five lateral and seven longitudinal" backbones planned by the Ministry of Communications (MOC). The Henan Provincial Communications Survey and Design Institute (HPCSDI) undertook the pre-feasibility study of the road section of Jing-Zhu national trunk road in Henan province in 1989 and completed the "Feasibility Study Report for the Road Section of Jing-Zhu National Trunk Road" in August 1992. Construction of the first road section of expressway of Zhenzhou-Xinxiang commenced in 1992. and so far four road section projects have been accomplished with total length open to traffic up to 271.86km, accounting for 51.7% of the overall road section in Henan province. The Zhumadian-Xinyang expressway is the last project of the road section in Henan province. The HPCSDI undertook the pre-feasibilitv study of the road section of Zhumadian-Xinyang of the Jing-Zhu national trunk road in 1998 and completed the "Feasibility Study Report for the Road Section of Zhumadian-Xinvang of the Jing-Zhu National Trunk Road" in September 1998. At the moment the preliminary design of the road project is underway and it has been taken as the third road project financed with the World Bank loan. In January and April more investigation and survev were conducted and the desk work is expected to be finished by the end of this year. The engineerinp work of the proposed road project is to be started in January 2000 and completed in December 2002 and oper. to traffic in January 2003. The planned national trunkl road and the location of proposed road project are shown in Figure 1-1.

1.2 Purpose (1) To investigate, monitor and analysis the current status of the quality of the physical environment, the ecological environment and the social environment along the proposed road area of the Zhumadian-Xinyang expressway, and to understand the current status of the environmental quality and capacity. (2) To forecast and assess the environmental impact of the proposed road in the construction period and the operation period; and to analysis the scope and extent of the impact. (3) Based on the environmental impact of the proposed road, to set forth practical environmental protection measures and recommendations so as to minimize the effects of the negative impacts and to make road construction to be in harmony with environrment protection and development.

1.3 Laws and documents as the basis of the EIA statement 1.3.1 State laws and regulations (1) "Law of Environmental Protection of the People' s Republic of China" i~P

NIAPl 119'co{grapical|a Locatizzi o.I Zthil5iii EsxpreSM11,81 December, 1989; (2) "Law of Water and Soil Retention of the People' s Republic of China" June, 1991; (3) "Land Law of the People' s Republic of China" (4) "Law of Air Pollution Prevention and Control of the People' s Republic of China"; (5) "Law of Water Pollution Prevention and Control of the People' s Republic of China"; (6) "Law of Environmental Noise Pollution Prevention and Control of the People' s Republic of China" ; (7) "Law of Cultural Relics and Historical Sites Protection of the People' s Republic of China"; (8) "Regulations Concerning Environmental Protection for Construction Project", Directives No. 253 issued by the State Council, November. 1998; (9) "Notice to Strengthen the Envirornmental Impact Assessment and Management of Construction Project Financed by Loan from International Financial Organizations" jointly issued by SEPA. State Planning Commission, the Ministrv of Finance and People' s Bank of China in 1993; (10) "Measures Concerning Environmental Protection Management for Communications Construction Project" MOC Ordinance No.17, 1990; 1.3.2 Local regulations "Interim Regulations Conceming Prevention and Control of Water Pollution in Huaihe River Basin" 1.3.3 Technical specifications (1) "Technical Guidelines for Environmental Impact Assessment" (General Principle, Air Environment. Surface Water Environment), HJIT2.1 -2.3-93; (2) "Technical Guidelines for Environmental Impact Assessment" (Acoustic Environment). HJ/T2.4-95; (3) "Technical Guidelines for Environmental Impact Assessment" (No-pollution Ecological Impact), HJIT19-97; (4) "Specifications for Environmental Impact Assessment of Highway Construction Project" JTJO05-96 (Trial), January, 1996; (5) The World Bank Operational Manual, Operational Policies, 4.01, January 1999 1.3.4 The project proposal and relevant reports (1) "Power of Attomey Concerning the EIA Work for Zhumadian-Xinyang Expressway of Jing-Zhu National Trunk Road" , issued by Henan Provincial Communications Department, December, 1998; (2) ,Pre-feasibility Study Report for Zhumadian-Xinyang Expressway of Jing-Zhu

2 National Trunk Road", ,Henan Provincial CommunicationsSurvey and Design Institute. December, 1997; (3) ,Engineering Feasibility Study Report for Zhumadian-Xinyang Expressway of Jing-Zhu National Trunk Road", September, 1998; (4) "Recommendationof the ConstructionProject" by Submitting the -Engineering Feasibilitv Study Report for Zhumadian-XinyangExpressway of Jing- Zhu National Trunk Roadr ,jointly made by Henan Provincial Planning Commission and Henan Provincial CommunicationsSurvey and Design Institute; (5) "Letter of Reply on the CommentsC'oncerning Examination of the TOR of the EIA for Zhumadian-XinyangExpressway of Jing-Zhu National Trunk-Road" , SEPA, [1999]No.27, March, 1999; (6) Other relevant documents and regulations.

1.4 Assessment procedures Figure 1-2 shows the assessmentprocedures.

Set up EIA Proje (EPC of MOC entrusted by HPCD)

On-site survey, material iction

Consultation ] (Experts from EPC of MOC \\'orld Bank)

Compilation of EIAT

Approval of EIAA (SEPA)

Current status monitil

Engineering analysis Current status assess Cur

Forecast of each r ofA e EIA |farctor assessed .loperation period _ CompilationCurreofcondAionEIA analysis. urEeP EIA >,& forecastEniomt |construction period |||protection measue-

Cmilation of EIA repot A

Comments from I Local EPB Pre-reviewof EIA reot| (EPO of MOC)

Examination & api3 (SEPA / World Bank)

Figure 1-2 Procedures of the EIA

3 1.5 Classification and scope of the EIA 1.5.1 Classification of the EIA Category A projects refers to the projects that are highly risky or that involve serious and multidimensional environmental concerns, such as direct pollutants emnissionsto cause air, water or soil pollution, or large scale ground surface damages around the work site, great consumption of forest and other natural resources, great changes of hydrological conditions, risks owing to hazardous materials storage, the societal impact caused by involuntary resettlement and other important issues. Since there might be major negative impact on the environment caused by the road project and comprehensive EIA work need to be carried out, the EIA for this road project should be Category A. 1.5.2 Scope of the EIA According to the ,Specifications of the Environmental Impact Assessment Scope for Highway Construction Project", taking into consideration of the concrete situation along the Zhumadian-Xinyang expressway, the assessment scope for the road project is as follows: (1) Social environment: the area directly affected by the road project as expounded in the feasibility study report. (2) Ecological environment: the area within 300m from both sides of the center line of the road: (3) Surface water environment: the area within 200m from both sides of the road, s center line; (4) Ambient air: the area within 200m from both sides of the road' s center line. (5) Ambient noise: the area within 260 m from both sides of the road' s center line. (6) Cultural relics and historic sites: the area within 260 m from both sides of the road' s center line.

1.6 Standards used in the EIA (1) Surface water: The Class III standard in the "Surface Water Qualitv Standard" (GB3838-88) is to be used for surface water environrnental assessment. as shown in Table 1-1. Table 1-1 Surface water quality standard (GB3838 - 88) Category I | II | III IV | V PH 6.5_8.5 l 6-9 CODM,i< 2 4 6 8 10 Oil < 0.05 0.05 0.05 0.5 1.0 Pb < 0.01 0.05 0.05 0.05 0.1 Note The unit is mg /1. except for PH Categor)I applicableto watersource, State natural preservation zone; Categorv11 applicabic to ClassI preservationzone of watersource for collectingwater supply system.rare 4 fish preservation area and fish and shrimp spawning area, Category 111applicable to Class 11preservation zone of watersource for collecting water supply svstem. ordinary fish preservation area and swiming area: Category IV applicable to general industry water use area and entertainment water area non-direct contact with human body; Categor) V applicable to agricultural water use area and general landscape area. The Class II standard in the "Comprehensive Sewage Water Discharge Standard- (GB8978-1996) is to be used for the assessment of the sewage water discharge from the rest area, as shown in Table 1-2. Table 1-2 Comprehensive sewage discharge standard (GB8978 - 1996) .______Applicable scope Class I Ciass 11 Class Ill PH All 6-9 6-9 fi_9 SS Other 70 150 400 BODs Other 20 30 300 CODcr Other 100 150 500 Oil All 5 10 20 Pb All 1.0 Note: The unit is mg /1, except for PH. Class I applicable to sewage to be discharged into Categorv111 water area specified in GB3838-88. Class II applicable to sewage to be discharged into Category IV and V water areas specified in GB3838-88. Class III applicable to sewage to be discharged into urbanwater discharge system to be connected wnith tmo- stage sewvagetreatment plant (2) Ambient air: The Class II standard in the "Ambient Air Quality Standard" (GB3095-96) is to be used for ambient air assessment, as shown in Table 1-3. Table 1-3 Ambient air quality assessment standard Concentration limit Pollutant Remarks Class I Class 11 Class Rmr Daily average 4_00 4.00 6.00 One-hour average 10 00 10.00 20.00 NO. Daily average 0.10 0.10 0.15 Class II standard of GB'3095- One-hour average 0.15 0 15 0.30 1996 TSP DailI' average 0.12 0(.30 0.50 Pb [ Quarterly average 1.50 ug / Nm3 Note: Class I applicable to natural preservationzone. scenic spots area and other special preservation area: Class 11applicable to resident area commercial & traffic area. cultural area, general industry & rural area. Class III applicable to special industrialarea. (3) Ambient noise: The "Ambient Noise Standard for Urban Area" (GB3096-93) is be used for the noise assessment as follows: Class IV standard for areas within a distance of 200 meters from the central line of the road, with the standard upper limit of 70dB by day and 55dB by night, and Class I standard for the sensitive areas (schools. hospitals, etc.) with the standard upper limit of 55dB by day and 45dB by night. The "Standard Noise Limit for Construction Site" (GB12523-90) is be used for

5 assessment for the construction period. (4) Soil (Pb) standard: For ecological envirornmental assessment, the Class 1T standard of GB 15618 - 1995 " Soil Environmental Quality Standard" and the standard ofGB14935 - 94 "Hygiene Standard of Pb Limit in Food" are applicable. as shown in Table 1-4 and Table 1-5. Table 1-4 Soil environmental quality standard (GBI5618-1995) (Unit: mg/kg) Soil class Class I Class 11 Class IIl PH Natura! background < 6.5 6557.55 > > 6.5 PbS 35 50 300 350 500

Note: Class I applicable to natural preservation area and collecting drinking water source area:

Ciass 11 applicable to general farm land, vegetable land, tea garden, orchard, pasture land, and etc.;

Class IIl applicable to wood land and the farm land near mineral area Table 1-5 Hygiene standard of Pb limit in food (GB14935-94) I Grain Vegetable Bean Root crop Pb I 04 0.2 0.P 0-1

1.7 Assessment method In accordance with the "Specifications for Environmental Impact Assessment of Highway Construction Project" combined with the concrete situation of the Construction Project, the assessment method adopted in the EIA is as follows. (1) The assessment shall be made by road sections. For one road section, the principle of ,combining points with lines, with emphasis on points, representing road section with typical points" shall be adopted. (2) For the environmental protection target, i.e. the environmentally sensitive spot. the assessment shall be made spot by spot. (3) Modeling and analogue methods are to be used for forecast and assessment of air, noise, soil erosion and surface water environmental impact; survey and statistic analysis for social environment and ecological environment assessment.

1.8 Assessment time horizon According to the time schedule of the engineering work and the traffic forecast. the time horizon for the assessment is to be set as follows: For current status assessment: the year of 1999; For forecast and assessment: the construction period over 2000-2003 short term operation period 2003 mid term operation period 2010 long operation period 2020.

6 1.9 Assessment content and the highlights (1) Assessment content According to the identification of the environmental impact. the following assessments are to be made. (i) Societal environmental impact assessment: mainly on the negative impact arising from resettlement, partition of the villages, on the local residents' living standards, land occupation, and the road project' s economic benefits and significance to the local economic development. (ii) Ecological environmental impact assessment: mainly on the issues of water and soil erosion caused by construction work, the farmers' loss owning to the land occupation, damage of cover plants and recovery of the plants. (iii) Surface water environmental impact assessment: in terms of the parameters of CODM,, pH, Oil and SS. (iv) Ambient noise impact assessment: Construction period: mainly the impact of construction noise on the local resident areas;

-Operation period: mainlv the impact of the traffic noise on the sensitive spots along the road area. (v) Ambient air impact assessment: in terms of the parameters of CO. NOx. TSP. (vi) Public participation. (vii) Alternative schemes. (viii) Environmental protection and control measures. (2) Highlights of the assessment (i) Ecological environmental impact assessment Of the total 91.5 km road area covered by the recommended scheme. there are 58.7 km being bevond north of Huaihe river, which belong to plain area, where agricultural ecological impact is the emphasis of assessment, owing to the impact of farm land occupation: and there are 36.4 km road area being from the southem banlc of the Huaihe river to the end of the proposed road project, which is dominated by hill) land crisscrossed with rivers, where water and soil erosion is the emphasis of the assessment. (ii) Ambient noise impact assessment The ambient noise impact assessment is highlighted on the sensitive points of the 38 villages and 3 primarv schools and one chicken farm along the road area. (iii) Surface water environmental impact Since the road project will cross over four big rivers with some areas along the up stream of the river, the water environmental protection in the construction period is the emphasis of the EIA. 1.10 Protection targets According to the materials frovided by the design unit and the on-site survey along the road area, the following environmentalsensitive spots. i.e. protection targets. have been identified. (i) Surface water Since the road project is to cross over the nrversof Huaihe. Zentouhe and etc., with potential impact on water quality during the constructionperiod. The sensitive surface water points are listed in Table 1-6. Table 1-6 Sensitive points of surface water No Location River name Environmentalfeature I ;k10+400 Shahe Medium bridge. 70 m. 2 k31+650 Zhentouhe Large bridge. 165 m., road crossing over river 3 k58i-750 Huaihe Extra-large bridge. 805 mi..road crossing over river 4 k80-700 Yanghe Large bridge. 205 mi.. road crossing reservoir for the first time. (ii) Villages and schools In addition to the farm land and the rivers, the protection targets are villages and schools. There is no hospital along the road area. Table 1-7 shows the sensitive spots of villages and Table 1-8 shows the sensitive spots of schools. Table 1-7 Summary of the sensitive spots of villages withing 260m from expressway No- Location Name of village & Distance from road No. of household No. of people No. LocationT1 town (i) affected afiected I K I-100 Zhanglou 40 34 220 2 K3+180 Shenzhuang 170 21 89 3 K3+910 Xiaozhongzhuang 170 14 57 4 K4+700 Weigang 60 120 596 5 K5+000 Xinzhuang 60 103 524 6 KK6+400 Guanzhuang 80 65 250 7 1K8+300 Liuzhuang 60 43 167

8 K9 i600 Lizhuang 60 38 152 9 K10+850 Xianglin 80 96 371 10 KI I +680 Guchengxiang 60 Chicken farm, about 10.000 chick-ens 11 K12- 500 Lilou 80 67 257 12 K13-+800 Shuanglou 60 39 155 13 K15-260 Guozhuang 150 11 42 14 K16+050 Duanzhuang 80 46 223 15 K 199+000 Zhaozhuang 100 26 96 16 K19+870 Qianzhuang 180 17 78 17 K21+250 Mazhuang 80 27 98 18 K21-250 Huozhuang 80 30 143 19 K22-+-300 Luozhuang With resettlement 16 58 to be continued 8 Table, 1-7 Summary of the sensitive spots of villages wvithing 260m from expressvvay Name of villace&- Distancefrom road No. of household NoCof people No. Location town (im) affected affected 20 K22+700 Qucaivuan With resettlement 53 190 21 K23-200 Daquzhuang With resettlement 48 169 22 K24+270 Dadongzhuang 100 72 296 23 K24-270 Erdongzhuang 100 94 482 24 K26+600 Xueving 120 45 219 25 K33+100 Zhaolou I00 27 96 26 K33-560 Dapanzhuang With resettlement 32 126 27 K39+830 Tangwo 80 53 264 28 K41-+520 Dujiazhuang 90 24 92 29 K42+850 Jiangzhuang With resenlement 48 251 30 K43-700 Dailou With resettlement 52 | 238 31 K45+550 Laohuangzhuang 60 34 136 32 K48+300 Xinzhuang 120 40 165 33 K50+610 Xiaojiangzhuang With resettlement 22 92 34 K52+000 Xiaoliuzhuang 1(0 19 85 35 K52-700 Gaotanggeng 80 43 174 36 K55+100 Mazhenzhuang With resettlement 28 117 37 K59+300| Xichenwan 60 16 63 38 K72 200 J Changzhuang I00 25 103 39 K66-830 i Laogang 70 _I 5O 40 K69-680 Xiwa 60 21 58 41 K71+150 Xiaowangzhuang 80 16 63 42 K82-650 Hou Woniudian 80 10 38 43 K8|5-100 Yangjiagang 60 | 24 94 44 K93+400 ] Yuanwan 30 20 104 Table 1-8 Sensitive points of schools along the area 260m from the road

No Location Name of school Distance (m) Number of student

I 1 K48+600 Xinzhuang primary school 80 200

2 K56--950 Zhenzhuang priman' school 100 400

K6 1-110 Sandaohe primary school 90 200 Note: There is no hospital and school between 200 to 260m.

2. Engineering Brief and Environmental Impact Analvsis 2.1 Engineering brief 2.1.1 Geographical location of the road project The proposed road project of Zhumadian-Xinyang expressway (provincial border area section) starts in the north from the end point of the Lohe-Zhumadian expressway of the Jing-Zhu national trunk road, on the eastern side of the Jing-Guang (Beijing- Guangzhou) railway, southwards via the major cities of Queshan, Minggang, Xinyang, and ends at the national trunk road No. 312 the eastern of Xinang, with total length of 95.15km, of which 57.45km are in Zhumadian area and 37.7km are in Xinyang area.

9 Figure 1-1 and 1-2 show the geographical location of the road project. 2.1.2 Road alignment and the main control point The starting point of the road alignment is at k67+200 the end point of the Lohe- Zhumadian expressway; then it crosses over the Lianjiang river with one interchange set on the southern bank of the river connecting with the Jinqiao economic development zone; after which it goes along the western side of the high voltage power transmission line southwards passing through the Wugui coal mineral area (unmined coal) along Liuyuan, Xianglin and Wuqiao crossing over the rivers of Nihe and Shahe; further southwards connecting the Queshan-Liudian highway with one interchange; crossing over the Zhentouhe river at Erfangzhuang via Huozhuang, Zhangluzhuang, Dadongzhuang and Xueying; southwards by east until Liudaqiao theii southwards again passing through the high voltage power transmission line and the Dajinshan and crossing over the Xinandian highway and the Shunshandian highway; to reach the Dazhouzhuang and connect the Zhengyang highway with one interchange after passing through the eastem side of the Lixindian military airport and the western side of Gaozhuang; then southwards and reaches the border area of Zhumadian and Xinyang at k57+450. Once in to the Xinyang area the road crosses over the Huaihe river with one extra- large bridge, then southwards along the eastem side of the high voltage power transmission line, via the east of Hudianxiang, crossing over the rivers at Dawangzhuang and Gaowan respectively; further south southwards into the hilly area: crossing over the southem and the northem rivers of the Yanghe respectively and intersecting the Xinyang-Zhebgyang highway with one simple style interchange; after which there are about 12km of the road in the hilly and depression area crisscrossed with rivers pond and lakes, connecting the national road No.3 12 at k95+ 150 with one interchange as the end point of the road project. The main control points are as the following. (1) Cities: Zhumadian, Queshan, Minggang and Xinyang; (2) Rivers: the four rivers of Shanhe and Zhentouhe to the north-east and the south- east of Queshan respectively; the Huaihe and Yanghe in the Xinyang area, (3)Mineral area: the big mineral areas along the road project area (detailed analysis see 4.1.7); (4) The high voltage power transmission line. The start point of the road project is to the south-east of the Transformer Station of the Xinyang region, and in between the tow high voltage power transmission lines in south-north direction with less than 2km apart from the Station. 2. .3Traffic forecast

10 The traffic forecast for the Zhumadian-Xinyang expressway of the Jing-Zhu national trunk road is summarized in Table 2 1. Table 2-1 Summar, of the traffic forecast (Unit: Vehicle/day)

Forecast with high growth rate

Year Expresswaytraffic Traffic volume in the existinz road Transferred traffic Newly added traffic Total Convenred PCU Convened PCU onverted_PCU Covered medium passenger vehicle 2003 j 19.815 1.982 21,79 J 6.131 2004 22.033 1 2,206 24.236 6.168 2005 24A499 2.4 50 26.949 6.820 2006 27,240 2,721 29.961 7.191 2007 30,289 3.029 33,318 7.583 2008 33,679 3.368 37,046 7.996 2009 37.447 3.745 41.192 8.431 2010 41.638 4,164 45,802 8,891 2011 43,637 4.361 48.001 9.240 2012 45,732 4,573 50.305 9.603 2013 47.927 4,793 52,720 9.980 2014 50.227 5.023 55.250 10.371 2015 J 52.639 5.264 57.902 10.779 2016 ! 55,165 5,517 60.682 1 1.202 2017 57.813 5,781 ! 63.595 11.642 2018 60.817 6,082 T 66.898 11.829 2019 63.976 6.398 70.37. J2 12n19 2020 67.299 6.730 74.029 12.212 2 2] 70,795S 7.080 77,875 12.408 L2022 0 74.473 7.447 J 81.920 12.607 2.1.4 Construction scale of the road project The construction scale of the road project is as follows. (1) Total road length is 95.15km, design speed 120km/h. and subgrade width 28m. (2) There are five interchanges at Zhumadian, Queshan, Minggang and Xinvano respectively to be connected with the local road network. (3) There are a total of 42 bridges, of which one is extra-large bridge. 6 large bridges. 20 medium bridges, 15 small bridges. (4) There are a total of 19 separated grade crossings without ramps. (5) There are newly built 68 culverts, 156 passages and 4 flv-overs. (6) The traffic engineering facilities are to be built concurrently, except for those of the monitoring and surveillance, communications and toll system, which are to be integrated and accomplished step by step based on the overall design. 2.1.5 Major technical indicators of the engineering design The landform along the road area is characteristic of plain and light hilly and changing from north to south; meanwhile the area economic development level shows a declining trend, with much higher traffic volume in the south than that in the north. The design speed is 120 kmlh, subgrade width 28 m and horizontal clearance of bridge deck 2 X 12 m. The technical indicators of the engineering design are in Table 2-2. Table 2-2 Main technical indicators of the engineering design Item | Unit kO+000-k95+ 150 A Design speed km/h 120 B Subgrade I Subgrade width m 28 2 Carriageway width n 2 X 7.50 3 Median width m 4.50 4 Median strip width m 3.00 5 leftside curb width m 2 X 0.75 6 Hard shoulder width | m 3.5 7 Earth shoulder width |m 0.75 C Route i Minimum radius of horizontal curve m 1,000 2 Minimum stopping sight distance m 210

3 Maximum longitudinal gradient/ieneth i 0/0/m 3 / 900 4 Ultimate minimum radius of vertical curve m 11000 / 4000 5 Minimum iength of vertical curve m 100 D Bridge / culvert . I Bridge deck net width m 2 x 12.00 2 Design load capacit% . Vehicle - super 20. trailer - 120 _3 Designflood frequenc| 1/100 (1/300 for extra-larae brid2e) E Pavement I I Pavementtype | Bitumen concrete 2 Cross gradient 2 F Access/exit control | full access / exit control G Traffic engineering facilities To be completed together with the roadway except for the traffic. control & surveillance, communication and toll faciNlk.which shall be completed step by step later on 2. .6 Main engineering work The estimation of the main engineering work amount for Zhumadian-Xinvang expresswav is shown in Table 2-3. Table 2-3 Estimation of main engineering work amount Name of engineering work Unit kO+000- k95- 150 Sub2rade _ Earth m3 14.907.576 Stone m3 57.635 Drainage protection m3 535.496 Special subgrade treatment km 15.5 Sand gravel bed course m2 1.015.358 Cement lime stabilized soil m2 2,639.455 to e continue.

12 Table 2-3 Estimation of main engineering work amount Name of engineering workl Uni; k0+000195+ 150 Cement stabilized macadam | 2 2,378.405 Bitumen concrete 358.020 Water stop ni 189,818E Curb stone nm 185,518 Culvert No 68 Small bridge m/No 315 / 15 Median bridge in/No. 888/ 20 Large bridge mI/No. 840 /6 Extra-large bridge mn/No. 805 / I Junctions Interchange No. 5 Separated interchange No. 19 Underpass No. 156 Overpass No. 4 Others Land acquisition mu 8.005 Rest area No. I 2.1 .7 Distribution and transport conditions for road construction materials (1) Stone materials The road construction materials for Zhurnadian-Xinyang (provincial border area) expressway are unevenly distributed along the road area. The stone materials and its products mainly rely on Wuliang in Yuxian county, Xiushan in Queshan, with lonce transport distance. (2) Sand Suiping in Zhumadian, Pingqiao in Xinyang, Changtaiguan are famous sand materials production bases in Henan province, with good quality and great amount of supply to meet the demand of engineering work. (3) Earth The subgrade of the expressway has to be high owing to the fact that various interchanges have to be built, particularly in the plain area. with many junctions criss- crossed with local roads. Therefore great amount of earth are needed, some of farm land will have to be occupied, with the details shown in 4.2.6. There are sandy soil along river area with good permeability, which can be used as major filling material for the subgrade of the road section. (4) Water Most of the water supply for the engineering work shall rely on underground water, which is of good quality and can be used for engineering purpose as well as for daily life. Sources and supply of main construction materials

13 The construction materials of steel, cement, bitumen and wood can be supplied from the market at Zhumadian. Queshan, Minggang and Xinyang: and any of the shortfalls can be supplied from the market in other provinces. 2.1.8 Introduction to the alternative schemes Alternative Scheme A The basic idea of the alternative Scheme A is taking into consideration of the bridge location over Shahe river to the north-east of Queshan. Total length of Scheme A is 25 km on east side of the recommnendedscheme. In comparison with the recommended scheme, the Scheme A is characteristic of short bridge length, straight, and with shorter length passing through Wugui coal mineral area; it is, however, further away from Queshan, and the location of the interchange is not good and will have to intersect with the high voltage power transmission lines twice; therefore it is only an alternative. 2.1.9 Cost estimation and engineering work schedule (1) Cost estimation Total cost estimation for the recommended scheme of the road project is CNY 2,458.7756 million, CNY 25.841 million per kilometer, of which CNY 1,580.2939 million are construction installation engineering cost accounting for 64.27% of the total. Financing for the road project shall be arranged as follows: the grant from the Ministry of Communications CNY 570.9 million; the World Bank, loan USD 150 million (CNY 1,254 million); with the rest of CNY 642.8756 million financed bv the Henan prov'ince. After completion of the road, toll will be collected to pay back the loan. (2) Engineering work schedule It has been preliminarily decided that the engineering work of the road project shall be started in the year of 2000 and accomplished by the end of 2002 and open to the traffic in 2003. Table 2.1-4 shows the time schedule of the engineering work. Table 2.1-4 Time schedule of the engineering work

Time Months Engineeringwork accomplished Sept 1999-2000 12 Work plan design, bidding. landacquisition and resettlement Clear the work site, filling& compact.medium & small structures Jan -May. 2000 6 Soft ground treatment, subgrade filling. bridge construction started Subgrade basically completed. medium& small structures accomplished June-Sept.. 2000 4 Superstructureof large & medium bridges, small bridges & culverts accompilshed Oct.-2001 5 Large and medium bridge superstructuresaccomplished and subgrade protection June-Dec.. 2001 7 Bridge deck, pavement base course Jan-May. 2002 5 Pavement,rest area June-Oct.. 2002 5 j Subgradeand pavementdrainage, traffic engineering tacilities No -Dec-.. 2002 2 J Environmental engineering, traffic engineering check and acceptance 14 2.2 Analysis of the environmental impact caused by the road project The area directly affected by the road project involves the areas of Zhumadian and Xinvang, both of which are-importantcities in the southern part of Henan province in termnsof geographical position and resources distribution.The road project will play an important role in the economic development along the road area, however, it will inevitably have certain negative impact on the environment. Total length of the road is 95.1 km, and the road area is plain and light hilly, with rich resources. Table 2-5 shows the sumrnmaryof qualitative analysis the environmental impact. taking into considerationsof the activities in different periods of the project. Table 2-5 Summary of analysis of the environmental impact

1 Constructionperiod Operation period Pre E.S Mach TSP Mater Trasp L.Ca Wast TN RT PR TA RS Rest

Noise _ -

Water quality 0O-__ 0- 0- 0- Ambient Air quality 0- . 0- =-

Vibration 0 - C- 0-

Land use ._

Farm land O-

Eco Cover plant . _ 0- - -

Soil erosion - - l l

Irigationsystem rn - l - -_ - - -

l Land acquisition |- |

I Temporary use | l - l - - -

Resettlement| ------l

Societal RoadtnFc - _r - - | -= - = - .+ - -

Farm production | - 0- ||

Development _.+ .+ 0-

Cultural relics - *- l _ - 4 4_- - - -

Employment - *- - 0+ O+ *- l -

Communications _ - = - | O-=- .+ - - -

Living Tourism * O+ O

standard Living environmt. 0- 0- *- 0- -I - 0

Landscape l +

Safety |- - | - - 0+O *+ 0|-

Pre - Preparation.ES - Earth& stonework. Mach Machine mork,Miater - Materiaisstorage site, Transp - Materials transport.

L Cm - Labour camp. Wast - Wasteswater, T N - Transport network. R T - Road transport. P.R - Pavementrun-off T A - Trafflc accident. R.S - Road structures, Rest - Restarea, * TSP 5: bitumen smoke.

Note . conspicuous impact. *general impact. Osmall impact, + positiveimpact, - negative impact

15 2.3 Analksis of the pollution caused by the road project 2.3.1 The pollutant source in the construction period (I) Impact on ecological environment (1) The cutting and filling work in the construction period will damage the cover plants along the road area; farm land occupation will have impact on the agricultural ecological system along the road area; soil erosion would occur during the raining season in road subgrade construction period. (ii) Some of the water irrigation system will have to be changed due to the road project, which may have impact on the agricultural production. (2) Noise pollution There would be noise pollution arising from the road construction machinery in the construction period, such as the piling machine used for soft ground treatment, the bulldozer and roller used for subgrade filling and compaction, and etc., will produce non-stable noise with serious impact on the surrounding area. (3) Pollutant sources for water environment (i) The oil and lubricants from the construction machines may be brought into the water body by rain. (ii) The wastes and sewage water from the labour camp may also pollute the water bodyv. (iii) The bulk construction materials stored in the open air may be broucht into the water bodv bv rain. (4) Air pollution (i) Flving dusts Flying dusts or TSP usually occur in the construction work site of the mixing plant. along the construction materials transport route and loading and unloading work site. and the bulk materials storage area, particularly when the wind speed is high. (ii) Bitumen smoke During the process of mixing and paving of the bitumen concrete materials. there will be impact of bitumen smoke pollutant. 2.3.2 The pollutant sources in operation period (I) Traffic noise In the operation period of the expressway there will be impact of traffic noise on the near-by school, resident area and other sensitive areas. (2) Ambient air pollution There will be impact of the pollutants from the traffic emissions, including CO. NOx and etc.. (3) Sewage and waste water (i) The sewage and waste water (vehicle washing) from the service and rest areas will be the pollutant source for the water body. (ii) The pavement run-off is also the pollutant source for the water body.

16 3. Assessment of Current Environmental Conditions 3.1 Outline of the natural environmental conditions 3.1.1 Land form Zhumadian area is located in the southern part of Henan province to the south of Shayinhe river and to the north of Huaihe river. The terrain of the whole area is south- east-dip from the north-west, with gradient over 1/4,000- 1/10,000.Mountain area accounts for 20. 1% of the total, hilly area 13.4%, plain area 47.4% and topographical low land 19.1%. The areas to the west of Jing-Guang railway are hilly land with altitude over 80-983 m, which are part of the Funiu and Tongbai mountain ranges; and the areas to the east of Jing-Guang railway are vast plain, with altitude over 3:2-99 m and with some lower land and sporadic mounds. The Project within Zhumadian area mainly passing through the east and south-east plain area and some of the lower land of . Xinyang region is located in the southern part of Henan province, bordering on Dabieshan mountain in the south and Tongbaishan mountain in the south-west, with its landform in the south higher than that in the north, a little bit north-east dip, characteristic of terraced distribution of mountain, hilly land, mound and plain form the south to the north. Of the total region, mountain area accounts for 36.9%, with altitude over 500 m; hilly land accounts for 38.5%. with altitude over 100-300 m; plain area accounts for 17%, with gradient over 1/1,000-1/3,000and altitude over 30-50. lower land area accounts for 7.6%, with altitude below 35 m, with the lowest of 22 m. The alignment of the expressway is within the areas of Xinyang. 3.1.2 Meteorological conditions The Zhumadian-Xinyang area passed by the national trunk road is belong to transition area from subtropical monsoon climate to warm temperate semi-dry and semi- humidity climate with clear four seasons per year and abundant rainfall. Table 3.1-1 shows the main features of the meteorological conditions. Table 3.1-1 Summary of the meteorological conditions along the road area

Annual average Relative Rainfall Extremetemperature ('Cl Annual average Stil air

temDerature(C) humidity (%) (mm) Highest Lowest wind speed(rn/s) frequenc, (%I

Zhumadian 14 9-15.3 73 850-960 4;3.7 -20 7 2 5

Xinyang S5 2 75 900-1300 42.5 -21 4 27 20 Figure 3.1-1 and Figure 3.1-2 show the average annual wind direction rose for Zhumadian and Xinyang respectively. The prevailing wind direction in Zhumadian area is N followed by NW and NNW with average annual wind speed of 2.5mnls.The prevailing wind direction in Xinyang area is N followed by NE, with average annual wind speed of 2.7m.s.

17 Fi-rure 3.1-1 Wind rose map for Zhumadian Figure 3.1-2 Wind rose map for Xinvrang

Table 31-2 shows the frequency of the atmospheric stability, in the area alonp- the proposed road. It can be seen from the Table that the highest frequency 's 41.4% for stability D (Neutral), followed by, 3 5.1% for stability EF (stable). Table 3.1-2 Average annual atmospheric stabilit, frequency(%

A -B (Unstable) C (Sub-stable) | D (Neutral) E -F (Stable) 15.3 8.2 41.1 13. 3.1.3 Hydrological condit'ion The rivers along the Constr-uction Project area mainly include Shanhe river to the north-east of Queshan, Zhentouhe river to the south-east of Queshan and Huaihe river and Yanghe river within Xinyang. The Shahe river to the north-east of Queshan meets with Taohe river and Sanlihe river at Wugruiqiao, where thev become one river. The Zhentouhe river rises in Qiannianling mountain to the northwest of Queshan county with total length within the county area being 72km, the maximum flow volume at Wuzhaihe section being about 3.,250m-'/s, and the drainage area within the county 1,450km , and is the longest river in Queshan.

18 The Huaihe river in Xinyang rises in Taibaiding of Tongbaislhanmountain with total length in the county being 122km.max.mum width of the river bed being 600m. the drainage area in the county being 2,012km2, the average flood flow 5,845m2/sand the annual average flow passing through the county area about 712 million m-'. Yanghe river is one of the big river in the north of Xinvang with a number of small reservoirs at the upper stream of the river.

3.2 Outline of societal environment 3.2.1 Societal/economic condition of the area directly affected by the road project The road project passes through the Zhumadian area and Xinvang area longitudinally with economicallyaffected area being great. The Zhumadian area is located at 32°188 33°35 N and 113010, ~115O12, the Huaihe plain area. It borders the area of province in the east; the Nanyang city in the west: the Xinyang area in the south; the cities of , Lohe and in the north. The jurisdiction areas of Zhumadian include one citv and nine counties. i.e. Zhumadian, Bivang, Suiping, Xiping. Shangcai, Runan. Pingyu, Xincai and Zhenoyann.

The Xinyang area is located at 31023, -32937, N and 113045, 15055 . the border area of the three provinces of Hubei, Henan and Anhui. It is on the north side of the Dabie mountain, upstream of the Huaihe river, and borders Anhui province in the east, Hubei province in the south, the Nanvanp city in the west and the Zhumadian area in the north. The jurisdiction areas of Xinyang include nine counties and one city. i.e. Xixian county, Huaibing county, Xinvang county, , . , , Xinxian county and Xinvang city. The proposed expressway of Zhumadian-Xinyang section mainly passes through the and Queshan county in Zhumadian area and the Xinvang county in the Xinvang area. The main societal and economic indicators of the areas are shown in Table 3.2-1. Historically there were frequent natural disasters in the Zhumadian area and the economic basis of the area is weak. Since implementation of the reform and opening policy, great changes have been taken place by adhering the development strategy of ",industrialization of the farm land area" and taking agriculture as foundation. The GDP reached CNY22.509 billion in 1997, 6. 1 times as much as that in 1980 with annuaL average growth rate of 11.1 7%; particularly since 1990, the annual average growth rate has been kIept high up 13.98%, ranked at the top place in the province.

19 Table 3.2-1 Main societal and economic indicators for the road project areas in 1997

indicator Unit Zhumadian region Xinyang region Queshancounty Runancountz Xinyana count, 2 Land area km 15,083 18,915 2,013 1,628 3.072 Farm land area 1000 ha 753.33 520 99 69 84 66 25 Population(popul ) 1000p 7,890 7.600 5,760 8,130 1.029 Non-agricultural popul 1000p 850 1,000 49 101 125 2 Populationdensitv p / km 523 402 287 499 S53 GDP CNY bil 22 509 21 054 1 25 I 35 3 182 Per capita GDP CNY / p 2,860 2.785 3 843

Gross output of industry 28.104 18.201 2 59 2 442 2966 of which light industry CNY bil 14 741 8 925 0671 I 117 1 278 Heavy industry 13.363 9 276 1.919 1 325 1 688 Township l above industry CNY bil 12 795 10 648 0 959 1.24

Gross output ofA F.H F 15 309 14.309 1.213 1 827 2 025 of which agriculture (A) 9.874 j 9185 0.688 1 158 1272 forestry (F.) CNY bil 0.287 0 866 0 039 0 014 1 179 husbandry(H) 4 983 3.679 0 477 0 622 0 537 fishery (F) 0165 0.339 0 008 0 033 0 048 3.2.2 Tourism resources and cultural relics The Zhumadian area has a long history with many famous persons. The main scenic spots and historic sites include the Changxi, Yelucheng, Baoyan Temple Pagoda. Liwei Tomb, Tangjia Tomb, Luocheng Tomb and Fairy Maiden Pool in . Tianzhongshan Mountain, Xiananhai (Small South Sea) and Wuyinta. in Runan county: the Chunqiu Ancient City Wall in ; the Ancient Caiguo City. Guangwzitai. ",Huaguating" (Picture Hanging Pavilion), Lisi Tomb and Lisi Building in ; the "Danting" (Courage Pavilion) in Pinyyu county; the Langling city relics of , Beiquan Temple in Queshan county; the Qin dynasty Tomb. Jiaofang Tomb, Huangshudu Tomb in Biyang county; the scenic spots of Zhayashan with wonderful peaks and stones; the Baoshan reservoir with beautiful lake and mountain; the Suya Lake with wild goose and duck flying together water and sky in one colour; and the Zhugou revolutionary museum known as ,small Yanan". The Xinyang area also has a long history with many outstanding people and wonderful place. In the ancient time there was famous chief minister Sunshuao of State , the famous general Feiwei in the Three Kingdoms period. The main scenic spots and historical sites are the Martyrs' Cemetery, "Sky Park", Jigongshan, the "Zhongzhou Nanhu", (midland south lake) Nanwan Reservoir, Lingshan Temple and Tangquanci (Spring Pool) in Xinxian county. All the above mentioned tourism resources are 500m away from the road project. According to the local cultural relics administration authority, there is no historical and cultural sites under state protection along the road project area. The Henan Provincial

20 Communications Department has got the prcof document issued by the C'ulture Relics Administration Bureau. 3.2.3 People' s living standards The living standards of the Zhumadian area has been improving since the implementation of the reform and the opening policy with increasing income and consumption level. The average annual pay of the employee in the Zhumadian area was increasing and reached CNY4,092/person in 1997, but it is still lower than the provincial average of CNY5,225/person and ranked in the 14th place of the total provincial 18 areas. The average annual pay increased by 1.37 times comparing with that in 1990 and by 1.53 times comparing with that in 1985 in terms of constant price. The farmer' s average annual income was only CNY316 in 1985, CNY449 in 1990. CNY1,669 in 1997, ranked in the 16th place in 1990 and 13th place in 1997 of the total provincial 18 areas. The consumption level was increasing rapidly with its growth rate over 7% higher than the provincial average. The average annual consumption for the rural resident was CNY1,191 in 1997 and that for the urban resident was CNY3,339. Table 3.2-2 shows the summary of the local resident' s consumption indicators. The rate of school age children in primary school was 99%, and that in junior middle school was 88% in 1997. There are 1.42 hospital bed per thousand persons and 8.2 doctors per ten thousand persons. These figures indicate that the local people' s living standards is improving. It is still at lower middle level in the province and at the middle level in the whole countrv. Table 3.2-2 Local resident' s consumption level and index in 1997

Consumption level (CNY - year) Index (100 for year of 1996) Total Rural resident Urban resident Total Rural resident Urban resident Whole province 1.842 1.418 3,906 106.7 105.0 108 2

Zhumadian 1.420 1.191 3.339 113.8 112.0 1 18.2 Xinyang 1.581 1.374 2,969 113.3 113.2 1113 The average annual pay of the employee in the Xinyang area was increasing and reached CNY3,914/person in 1997, but it is still lower than the provincial average of CNY5,225/person and ranked in the 16th place of the total provincial 18 areas. The Xinyang area reaps rich harvest of grain for many years running and the agricultural production dominated by planting crops. The farmer' s income is increasing. The farmer' s average annual net income reached CNYI,589 in 1997 6.6 times as much as that in 1985 (CNY240), 3.5 times as much as that in 1990 (CNY450).

21 with the rankLedplace in the province from the 16th place in 1980 up to 15th place in 1990 and lowered back to the 18th place in 1997 i.e. the last place. The consumption level is increasing rapidly in the Xinyang area, with its growth rate 3% higher than the provincial average. The per capita average annual consumption was CNY2,969 in 1997, 75% as much as the provincial average. The annual growth rate of the per capita consumption level of the rural area was 8% higher than the provincial average and reached CNY 1,374 in 1997, 97% as much as the provincial average hicher than that in the Zhumadian area, as shown in Table 3.2-2. The rate of school age children in primary school was nearly 100%, and that in junior middle school was 92% in 1997 higher than those in other areas. There are 7.3 hospital bed per thousand persons and 7.3 doctors per ten thousand persons. The rural area is still dominated by the closed natural economy, with the local people' s income and living standard being at lower middle level in the province and at the middle level in the whole country. 3.2.4 Current status of transport system The Zhumadian area and the Xinyang area mainly depend on land transport with the north-south transport corridor passing through the area. Table 3.2-3 shows the summary of the current status of the local road network. Table 3.2-3 Road network in Henan and the road project area (km) (1996)

1 Densir. Mileage bv classification High & sub-high(H&S ) and io'x rrade

Area Total (kmper Express- Sub- Paved Class I Ciass il Class III Class IV linoaved 100km2' was standard Total H&S Lo%

Whole province 50,907 30 48 294 78 6A481 1,091 30,055 2,908 44,248 32.355 1 1.893 6659

Zhumadian 3,4157 2265 I 341 1 5753 2,4723 27 2.860 2,319 8 5402

Xinvang 4652 24401 3,252 1,009 4 2,675.5 605 1 36 79 330786 7 426 The existing road section from Zhurnadian to Xinyang is one of the busiest road section in Henan province. Owing to the rapid growth of the road traffic, the service level is lowering down day by day with average vehicle speed over 38km/h-55km,/h and the volume capacity ratio over 141% and with frequent congestion and road accident. Statistics shows that there were 318 traffic accidents happened with 170 persons dead 243 persons injured in 1996 with economic loss about CNY3.1776.

3.3 Assessment of current status of ecological environment 3.3.1 Animal and plant resources and soils (1) Animals The road project area is mainly plain and light hilly with a little of mountains. where there are small animals of rats, hairs, frogs and ordinary birds and dominated by

22 domestic animal and fowl. There is no endangered and protected animal in the proposed alignment. (2) Plants The arbores along the road area mainly are Chinese scholartree, poplar, Chinese parasol, Chinese toon, elm tree, willow, and etc.; grasses of Bermuda grass, cogongrass, Japanese clover, plantago asiatica, and etc. in the plain area; masson pine, fir, oak mixed with Chinese sweet gum. locust tree, cypress and Chinese parasol in the hilly area; Tung, poplar, Chinese toon, oak and Chinese scholartree, and small amount of fir and pine in the mountain area. In addition to the small arnount of the cash wood land. there are great areas of uncultivated slope and underdeveloped farrn land and wood land., growing herbage of cogongrass, Bermuda grass, Japanese clover, clover, wornwood artemisia., and etc.There is no endangered and protectecLplant in the proposed alignment. (3) Cover plants There are small tract wood land of poplar and locust tree along the road project area with great amount of planted tress sporadically distributed around the area. There are a few natural forest in the hilly and mountain area with most being secondary forest or man made wood land. The forest cover rate in the Zhumadian area is 19.51 % and that in the Xinyang area is 19.6%. The impact analysis on animals and plants is in 4.2.2. (4) Soils The highway project is located in the transition area from the subtropical zone to the north temperate zone. The main type of soils include yellow soil, brown soil, padd\' soil, wet soil and sajong soil. To get the background Pb content in the soil, two monitoring spots were established, one at Xingzhuang of Zhumadian area, and one at Yangjiagang of Xinyang area. Table 3.3-1 shows the monitored results. Table 3.3-1 Pb content in soil along the Zhumadian-Xinvang road area

Location Village PH Organics (%) Pb k5+000 Xingzhuang 7.15 1.23 23.51 k85+100 Yangjiagang 6.36 1.54 20 08 It can be seen from Table 3.3-1 that the Pb content in the soil is far less than the standard limits of 250mg/I and 300mg/l, which shows that along the road area there is no soil contamination by lead. Since according to the government policy in China, leaded gasoline will not be used after the year of 2000, and the expressway is to be open to traffic in the year of 2003, therefore there will be no lead pollution caused by the lead emissions from the road traffic. So the lead content in the soil will not be forecasted in this EIA report. 3.3.2 Current status of agricultural production 23, (1) Agricultural plantation (i) Cultivated land area Table 3.3-2 shows the summary of the cultivated land area in Henan province, Zhumadian and Xinvang. Table 3.3-2 Cultivated land area along the proposed road (1997)

Cultivated land (1,000 ha.) Per capital cultivated Area Total Paddy land land area (ha.)

Whole province 6.773.44 459.66 0.07

Zhumadian 753.33 22.30 Q.10 Xinyang 520.99 323.23 0.07 (ii) Agricultural crops There are cereal crops of wheat, com, rice, bean, potato, Chinese sorghum, millet and etc.. There are cash crops of cotton, pea nuts, rape, sesame, tobacco, tea, oil tung and etc,. (iii) Forest, husbandry and fishery As mentioned above there is few natural forest along the road area only with great amount of sporadicallv planted trees. The husbandry mainly include domestic animals of cattle, horse, donkev. mule. pig. sheep. rabbit, and etc.; and fowl of chicken, duck, goose and etc.. The fishery mainly have the aquatic product of silver carp, variegated carp. grass carp. carp, crucian carp, bream, black carp, freshwater mussel, freshwater shrimp. whitebait, soft-shelled turtle, bullfrog, and etc.. (iv) The agricultural output value Table 3.3-3 show the agricultural output value in each of the counties. Table 3.3-3 Agricultural output value (CNY1,000) (1997)

Counte Agricultural output (I) GDP Per capita GDP Share of (I) in GDP Runan 1.088,270 2,292,550 2.8426 47.4 70/

Queshan 679.980 1.683,680 2.9269 40.37°% l Xinyang 1,268,540 3.182.450 3.1052 39.86% It can be seen from the table that the shares of the agricultural output in the GDP are great in the counties of Runan, Queshan and Xinyang, with per capita GDP being

Iow'. (2) Current status of agricultural production (i) Share of cultivated land area Table 3.3-4 show the share of cultivated land area in the counties.

24 Table 3.3-4 Cultivated land area in the counties (Unit: 1,000 ha.)

County Total land area Cultivated land area Share of cultivated land of the total

Runan 1.628 841.1 51.66% Queshan 2.013 690.0 34.28%

Xinyang 3.072 662.5 21.57% It can be seen from the table that the share of the cultivated land area of the total is about 30% or so except for that of Runan county, which indicates that the cultivated land area is relatively small. (ii) Shares of the agriculture, forest, husbandry and fishery industry Table 3.3-5 show the shares of agriculture, forest, husbandry and fishery industry in the areas along the road project. Table 3.3-5 Agriculture, forest, husbandry and fishery industn output (CNY'1.000)

Agriculture Forest | Husbandirv Fishen, Area Total Output % share Output % share Output % share Output % share

Zhumadian 15,308,530 9,874,030 64.50 286,820 1 87 4.982.980 32 55 1,647 08

Xinyang 14,308,810 9,184,770 64 19 866,360 6.05 3,678,720 2571 578,960 405 It cab seen from the table that agricultural output has the most share followed by husbandrv industry, with the fishery and forest only accounting a small share. (3) Investigation of basic farm land protected area According to the Henan provincial land use planning over 1997-2010, the area along the road project is mainly for grain, vegetable oil and tea production. The soil in the area is dominated by paddy soil and loess, with deep layer. The per capita land resource in the area is relativelv great with warm weather and water conditions. so it is the basis of rice and tea production in the province with great potentials for the agricultural development. The road project area is one of the major protected farm land areas with the basic protected farm land area shown in Table 3.3-6. The land occupation by the proposed expressway has been included in the overall planning of the provincial and municipal governments, especially preserved for transport use. And the impact of the land occupation on the area' s agricultural and economic development is in 4.2. 1. Table 3.3-6 Protected farm land area along the proposed road (Unit: 1,000 ha.)

Area Cultivated land area Basic farm land area % share of basic farm land Zhumadian 7,537 6.263.2 83.1% Xinvang 5,222 4,334.3 83.0% 3.3.3 Current status of soil erosion (1) Classification of the soil erosion along the road project area There are classifications of the soil erosion conditions for the Huaihe river basin

25 area. According the classifications the classes of soil erosion of the Zhumadian and Xinyang areas can be identified as shown in Table 3.3-7 and Table 3.3-8 respectively. Table 3.3-7 Classification of soil erosion in the Zhumadian area

Degree of soil erosion Erosion module (t/km2) Annual erosion depth (mm) Class No conspicuous erosion < 500 _

Slight erosion 500->1,000 < I 11

Medium erosion 1,000-2,500 1-2 11l

Strong erosion 2,500-3,800 3 or so IV

Severe erosion > 3.800 . V Table 3.3-8 Classification of soil erosion in the Xinyang area

Degree of soil erosion Erosion module (t/km2) Annual erosion depth (mm) Class No conspicuous erosion (A) < 500

Slight erosion (B) 500--1.500 < I 11 Medium erosion (C) 1.500-4,500 1-2 . 1

Strong erosion (D) 4,500-7,500 3-5 IV Severe erosion (E) 7.500 > 17,500 5- 12 V (2) Current status of soil erosion along the road area Table 3.3-9 shows the distribution of the soil erosion conditions in the road project area. Table 3.3-9 Soil erosion conditions in the road project area

2 Soil erosionarea (ki ) Total Countyl (A) % (B) % (C) % (D) % (E) % (km")

Queshan 943 7 448 533 9 25 4 183 7 8 7 4228 201 216 I 2.107

Xinyang 2.449 724 2427 7.2 5536 164 1367 40 _ _ 3.3' (3) Current status of soil erosion by road sections The area along the road is alluvial flood plain of the Huaihe river. According to the classification for the Zhumdian area, the road area belongs to the area with ,no conspicuous erosion" . The same is for the Xinyang area, and the mountain area in the southern of the Huaihe river belongs to the area with "slight erosion" . Table 3.3-10 shows the soil erosion conditions by the road sections. Table 3.3-10 Soil erosion conditions by the road sections

Section Terrain Erosion module (t/km2 - year) Class kO-000-k58+750 Plain 400 k58+750-k95+ 150 Mountain 1,000 II 3.3.4 Assessment of current status of water environment (1) The road project belongs to the Huaihe river basin area with many rivers, lakes 26 and reservoirs. The road will across over a number of rivers mainly including Shahe. Zhentouhe, Huaihe, Yanghe and etc., all which are seasonal river with conspicuous flood season and very small flow in off-flood season and normally there are water all the year round. Table 3.3-1 1 lists the functions of the main rivers. Table 3.3-11 Functions of the main rivers

Related to the road project Location River name Bridge length (m) Count'v Function of -, ate- hod\ kl10400 Shahe 70 Queshan Sewage discharge k31+650 Zhentouhe 165 Queshan Irrigatior. k58+750 Huaihe 605 Xinvang Irri2ation k80+700 Yanghe 205 Xinvang Irrigation (2) Monitoring of current status of water quality Investigation of the current status of the water quality in the rivers was carried out in December 1998 and January and February 1999 by the EIA working group. on the base of which analysis and classification have been made on the relevant rivers' and reservoirs' function and water quality, with the water quality monitoring work, undertaken bv the Zhumadian Environmental Monitoring Station and the Xinvan_ Environmental Monitoring Station entrusted by the EIA working group. (i) Layout of the monitoring section The monitored water body set forth in the TOR of the EIA for the road project include the Shahe, Zhentouhe, Huaihe and Yanghe, with the monitoring location and water quality indicators monitored as shown in Table 3.33-12. Table 3.3-12 Location and water quality indicators monitored for the road project

Location River namne |Nater quaiit\ indicators monitored

kW10+400 Shahe

3 1+650 Zhentouhe . . ~~~~~pH.COD~sr.SS. oii k58-750 Huaihe

k80-700 Yanghe . (ii) Sampling Sampling was conducted in three consecutive days from 25 to 27 February 1999 for the Zhentouhe river and the Huaihe river, with once per day. And sampling was conducted in three consecutive days from February 28 to March 2nd, 1999 for the Yanghe river, with once per day. Sampling was conducted in three consecutive days from I 8 to 22 October 1999 for the Shahe river, once per day. The cross sections sampled are located at 200m upstream and down stream from the bridge site vith sampled water taken from the surface. (iii) Analysis method 27 The methods for the sampling, storage. transport and analysis are in accordance with the relevant State standards and specifications set forth in the third version of the "Water and Waste Water Monitoring Analysis Method" issued by the SEPA. Table 3.3-1l3 shows the analysis methods for the quality indicators of the surface water. Table 3.3-13 Analysis methods and standard limits for the water quality indicators

Indicator Analysis method Standard limit (mg/1) pH Glass electrode method _ SS Gravity method Perrnanganateindex Acid potassium permanganate method 0.5 FOil Ultraviolet spectrophoto method 0.05 (3) Monitored results Table 3.3-14 lists the monitored results of the surface water quality. Table 3.3-14 Monitored results of the surface water quality

River Indicator pH | Ss Permanganate index Oil Pb Shahe Average 8.67 39 6.91 1.16 0 043 Scope 6.91-7.24 16-20 4.5-5.0 0.09-0.21 Zhentouhe Average 7 10 18.8 4.75 0.11

Scope 7.17-7.36 8-11 1.9-3.0 0.07-0 18 Huaih.- Average 7.28 9.5 2.37 0.13

Scope 7.64-8.18 26-40 4.13-4.38 - Yangne_. Average 7.97 34 4.24 _

Note: The unit is mg/l. except that of PH. (4) Assessment of current status of water quality (i) Assessment standard The water quality assessment is conducted based on the river water body function and classification(as shown in Table 3.3-11) and the State Standard GB3838-88 "Surface Water Environmental Quality Standard" . The indicator of SS shall applv the State Standard GB3097-82 "Marine Water Quality Standard" . Table 3.3-15 lists the surface water environmental assessment standard. Table 3.3-15 Surface water environmental quality standard Indicator Class I Class 11 I Class III Class IV Class V

pH 6.8-8.5 6.5-8.5 6.5-8.5 6_ 9 CODMn 2 4 6 8 10 Oil 0.05 0.05 0.05 0.5 1L0

SS 30 50 150 Pb 0.01 0.05 0.05 0.05 0.1

Not The unit is mg/I except that of pH. 28 (ii) Assessment method Single index identification method is used for assessment of the surface water quality, i.e. if all the individual indicators are up to the Class I standard, then the water quality monitored at particular river section can be identified as Class, and if there is any one or more than one indicator exceeding the standard limit but up to the Class II standard, then the water quality shall be Class II. The same principle is applied for identification of the water quality of Class II, Class IV and Class V. (iii) Assessment results and analysis Table 3.3-16 shows the assessment results for the water body of the rivers. Table 3.3-16 Water quality assessment results

River pH SS CODMn Oil Pb Standard used Function

Shahe Class TV Class II Class IV Class V Class V GB3838-88 Class III Class IV

Zhentouhe Ciass I Class 11 I Class III Class IV Class I GB3838-88 Class III Class IV

Huaihe Class Cl Class Class 11 Class IV Class I GB3838-88 Class Ill Class 1I

Yanghe Class I Class 11 Class Ill Class ] Class I GB3838-88 Class III Class III The water quality assessment results show that there are serious oil and lead pollutants in Shahe river up to the Class V standard limit, with CODM, up to the Class IV standard and the water quality up to the Class V standard; and that there are serious oil pollution at the river bridge section for the Zhentouhe river and the Huaihe river. both of which are up to the Class IV standard, therefore the overall water qualitN should be of Class IV. The indicator of CDOM, at the river bridge section for the Yanghe riVer is up to the Class III standard. therefore the overall water quality should be Class III. It cab seen from the above mentioned analysis that the Huaihe river is seriously polluted.

3.4 Current status and assessment of acoustic environment 3.4.1 Distribution of the acoustic sensitive spots in the assessment area Total length of the proposed road is 95.15km. There are about 43 villages. 3 schools and one chicken farm in the assessment area might be affected by the noise. Table 3.4-1 lists the locations and the current status of these acoustic sensitive spots. (2) Investigation and monitoring of the acoustic environment for the sensitive spots To assess the current acoustic environmental status of the above mentioned sensitive spots, seven typical sensitive spots were selected to monitor the noise conditions and the assessment method of "based on the selected monitoring points combined with road sections for assessment of the conditions of the whole route" was adopted. Table 3.4-2 shows the layout of the selected seven monitoring spots.

29 Table 3.4-1 Summary of the sensitive spots along the area of the proposed road No. Location Name of village & Distance from road No of household No. of peopIC No. Location ______town (im) affected affected I li I"-I100 Zhanglou 40 34 220 2 K3+4180 Shenzhuang 170 21 89 3 K3+910 Xiaozhongzhuang 170 14 57 4 K4t700 Weigang 60 120 596 5 K5+000 Xinzhuang 60 103 524 6 K6+400 Guanzhuang 80 65 250 7 K8-300 Liuzhuang 60 43 167 8 K9+600 Lizhuang 60 38 152 9 K 10.850 Xianglir 80 96 371 10 K11+680 Guchengxiang 60 Chicken farm, about 10,000 chickens 11 K12-500 Lilou 80 67 257 12 K13+800 Shuanglou 60 39 155 13 K15+260 Guozhuang 150 I 42 14 K16+050 Duanzhuang 80 46 223 15 K19+000 Zhaozhuang 100 26 96 16 K19+870 Qianzhuanrg 180 17 78 17 K21.250 Mazhuang 80 27 98 18 K21--250 Huozhuang 80 30 143 19 K22"-300 Luozhuang With resettlement 16 58 20| K22- 700 Qucaiyuan With resettlement 53 190 I K23;200 Daquzhuang With resettlement 48 1 169 22 K24+270 Dadongzhuang 100 72 1 296 23 K24-270 Erdongzhuang 100 94 482 24 K26-600 Xueying 120 45 219 25 K33-100 Zhaolou 100 27 96 26 K33+560 Dapanzhuang W*ithresettlement 32 126 2 7 K39+830 Tangwo 80 53 264 28 K41+520 Dujiazhuang 90 24 92 29 K42+850 Jiangzhuang VWithresettlement 48 251 30 r K43-700 Dailou With resettlement 52 238 31 I K45-550 Laohuangzhuang 60 34 136 32| K48-300 Xinzhuang 120 40 165 33 K50-610 Xiaojiangzhuang With resettlement 22 j 92 34 K52-000 Xiaoliuzhuang too 19 85

35§ 1K52-700 Gaotanggeng 80 43 174 36 K55-100 | Mazhenzhuang With resettlement 28 117 37 K59-300 Xichenwan 60 16 63 38 K72 200 Changzhuang 100 25 103 39 K66+830 Laogang 70 1 50 40 K69-680 Xiwa 60 21 58 41 K71-1]50 Xiaowangzhuang 80 16 63 42 K82+650 Hou Woniudian 80 10 38 43 K85-100 Yangiiagang 60 24 94 44 | K93-400 Yuanwan 30 20 | 104

30 Sensitive points of schools along the area 260m from the road

No. Location Name of school Distance (in) | Number of student 1 K48-600 Xinzhuang primary school 80 20() 2 K56-950 Zhenzhuang primary school 100 400

.z K61- 110 Sandaohe priman school 200 Table3.4-2 Lavout of ambient noise monitoring points

Road section Monitoring point Current noise source Number of point Environmental features k11 +680 Gucheng chicken farm Ambient noise I Chicken raising farm k24-270 Erdonzzhuang Resident noise 2 Densely populated k48+600 Xingzhuangprimarv school School noise 2 Educational area k52+700 Gaotanggeng Resident noise I Densely populated k56+950 Zhezhuang primarv school School noise 2 Educational area k61-l-110 Sandaohe primary school School noise 2 Educational area k85+100 Yangjiagang Resident noise 2 Residential area The monitoring method was in accordance with the specifications set forth in the State Standard GB/T14623-93 "Urban Ambient Noise Measuring Method', with consecutive 24 hours monitoring meanwhile recording down the noise source and the features of the surrounding conditions. Table 3.4-3 shows the monitored results. The monitoring was conducted over 10 - 15 FebruarY 1999. Table 3.4-3 Monitored results for the typical sensitive spots (Unit: dB(A)) Road section Monitoring point Dav time Night time Main source of noise kI l -680 Gucheng chicken farm 49.7 45.4 Ambient noise k24-270 | Erdongzhuang 50.8 47.2 Resident area noise k48-600 Xingzhuangprimarv school 5:1.0 47.4 Ambient noise 752-700 Gaotanggeng 5:2.0 48.3 Resident area noise k56-950 Zhezhuang priman' school 51.1 47.4 Ambient noise 6l- 110 Sandaohe primary school 40.6 35.1 Ambient noise k85- 100 Yangiiazang 41.0 34.8 Resident area noise (3) Assessment of the current status of the acoustic environment along the proposed road (i) Assessment standard The State Standard GB3096-93 "Urban Area Ambient Noise Standard" and the document of "Reply on the Issue of Applica!ble Standard for Acoustic Environmental Assessment for Highway Construction Project" (Environmental Letter [1999]No.46 Document) were used in the assessment. FoI the resident area on both sides of the road and the first raw building close to the road, the Class IV standard specified in the "Urban Area Ambient Noise Standard" (GB 3096-93) is adopted; and for the special sensitive spots, such as school, hospital, the out door noise level shall be 55dB by day and 45dB by night. (ii) Assessment results Table 3.4-4 shows the monitored noise level and standard limit for the assessment.

31 Table 3.4-4 Monitored noise level and the standard limit (Unit: dB(A)) Time Measurednoise level Standard limit Comparine withstandard Gucheng By day 49.7 55.0 Belovw Chicken Farm By night 45.4 45.0 Above Bs das 50.8 55.0 Belom Erdongzhuang I By night 47.2 45-0 Above Xinzhuang By day 51.0 55.0 Belosn Primarv School By night 47.4 45.0 Above Gaotanggeng BBydas 52.0 55.0 BelowI Bv' night 48.3 45.0 Above Zhezhuang By day 51.1 55.0 Below Primarn School . By night 47.4 45.0 Above Sandaohe By day 40.6 55.0 Belovk Primary School By night 35.1 45.0 Below Bx day 41.0 55.0 BeloxN Yangliagang . I By' night 34.8 45.0 Belo%;

3.5 Current status and assessment of the ambient air quality 3.5.1 Monitoring the current status of the ambient air quality (1) Layout of the monitoring spot and the monitored items Four monitoring spots were selected to monitor the current status of the ambient air quality along the proposed expressway of Zhumadian-Xinvang, and the lavout and the items monitored are shovn in Table 3.5-1. Table 3.5-1 Lavout of the ambient air monitoring spot and the items monitored Location of monitoring points Items monitored Environmental features Erdongzhuang (k24 -270) NOx. CO. TSP Large village on road sidc Xinzhuang Primary School (k48+600) NOx. CO. TSP Rural primary school Sandaohe Primary School (k61-I 10) NOx, CO, TSP Rural primary school Yuanwan (k93+400) NOx. CO. TSP Villaee (2) Monitoring time period, frequency and analysis method The ambient air monitoring work for the proposed road section was undertaken by the Zhumadian Environmental Monitoring Station and the Xinyang Environmental Monitoring Station respectively, over 23-27 February 1999, according to the sampling frequencv and analysis method as specified in the State Standard GB3095-1996, with consecutive 5 days sampling and 3 days effective data having been taken for analysis. Table 3.5-2 lists the sampling and analysis method adopted in the monitoring. Table 3.5-2 Sampling and analysis method for ambient air monitoring

items monitored Sampling method Analysis method Standard limt

TSP Superfine fiberglass film Gravity method / Hydrochloride naphth,I NOx Absorbent solution O 01 p g/mL absorbed liquid ethanediaminespectrophoto method 3 CO Aluminum foil Gas chromatograph\ 0 3mg/m

32 3.5.2 Assessment of the current status of the ambient air quality (1) Monitored results Table 3.5-3, Table 3.5-4 and Table 3.5-S show the measured concentrations of CO NOx and TSP respectively at the monitoring spots along the road area. Table 3.5-3 Monitored CO concentration for the sensitive spots

One hour concentration Daily average . -. Average Monitoring spat 3 3 _M_onitorngspo Samples mg/m Exceeding 1 2 3 mg/m Exceding

Erdongzhuang 12 i I-2.5 0 1.9 1.9 1 7 1 7-19 0 I 8 Xinzhuang P.S 12 1-2-5.5 0 1 9 2S8 20 1 9-2 Q0'2

SandaoheP.5 12 1. -- 3.5 0 2.1 2.5 1 9 1 9-2.5 0 ' 2 Yuanvan 12 1.0-4.0 0 2.3 3 1 2.0 2.0-31 0° _ Table 3.5-4 Monitored NOx concentration for the sensitive spots

One hour concentration Daily average - I _ AXerage Monitoring spot 3 3 Samples mg/m Exceeding I 2 3 mg/m Exceeding Erdongzhuang 12 0003-0.03 0 0012 0.024 ! 0011 0.011-0.024 0 0016 XinzhuangP.S 12 0012-0017 0 0014 0013 0.016 0.013-0016 0 0014

SandaoheP.S. 12 0 001-0.026 O 0011 0 009 0.009-0.017 0 0012 Yuanuan 0-0.020 O 0.008 0005 0.005-0.012 0 0 008 Table 3.5-5 Monitored TSP concentration for the sensitive spots

______Daily average Monitoring spot IAverage 3 ______spot ___ _ -| -- 2 | 3 = mg/m Exceeding rate Erdongzhuane 0 44 0.24 0.28 0.24-0 44 33% 022

Xinzkiuang P.S 0.31 0.39 0.27 0.27-0.39 66% 03 2' SandaoheP.S 0.22 0.33 0.25 0.22-0.33 33% 0'

L Yuanwan 0 16 0.31 0.21 O 16-0.31 33%/ 023 (2) Analysis and assessment of the measured results It can be seen from the tables that (i) The one hour CO concentration measured at the four monitoring spots is over 3 1.1 - 5.5mg/M3 and the daily average concentration is over 1.1 --3.1 mg/m . all of which are up to the Class II standard as specified in GB3095-1996. (ii) The measured one hour and daily average NOx concentrations at the four monitoring spots are over 0.001 -0.030mg/rm 3 and 0.008-0.024mg/m 3 respectively. all of which are up to the Class II standard as specified in GB3095-1996. (iii) The measured daily average TSP concentration at the four monitoring spots are over 0.1 6-0.44mg/m 3 , with exceeding rate cver the standard limits by 33%-66% and total exceeding rate by 41.7%. It can be seen from the above mentioned analysis that the CO and NOx concentrations are low over the proposed road area with great environmental capacitv. There are exceeding of TSP concentration over the standard limit in the ambient air. owing to the consecutive 150 dry days and the clay pavement. According to the long term monitoring record, the TSP concentration in the proposed road area is not high and the ambient air quality in the area is good. 33 4. Prediction and Anahlsisof the EnvironmentalImpact 4.1 Societal and economic impactassessment 4.1.1 The impact on demographic structure of labour force Highway development will have certain impact on the demographic structure of labour force in the area directly affected by the proposed road project. (1) After completion of the road proj ect, there will be more opportunities for employment brought about by the various service facilities, which will attract surplus labour in the rural area to change the local labour force structure. (2) After the road put into operation, along with the economic development in the directly affected area more redundant labour force will be able to shift from agricultural field to other industries. (3) The road project will promote development of local tourism industry and tertiary industry and there will be more floating population in the area. 4.1.2 The impact on the local economy The proposed road project will greatly ease the traffic load on the existing national trunk road No. 107 and will promote the local areas economic development. (1) The proposed road area is one of the busiest sections of the Jing-Zhu national trunk road and the backbone of the transport system of the local area. Once the proposed road project is accomplished, it will not only greatly enhance the capacity of the local transport system, but also as one of the integrated part of the expressway system will help form interconnected expressway network with the existing expressway sections and the other expressway sections under construction, so as to bring into full play of the road transport infrastructure, to speed up the passenger and commodity flow and to improve the investment environment for the area. Therefore it will play an important role in the integration of the transport system and the promotion of the local area's economic development. (2) The Zhumadian area and Xinyang area have solid agricultural foundation and further industrialized development of the agriculture system needs more efforts in the deve;opment of the local resources and the overall development program. The proposed road project is consistent with the areas' overall development program and will help attract more investment and develop export oriented economy. (3) The proposed road project will promote the areas' economic development along the whole route, as well as the provincial economic development. 4.1.3 The impact on the residents' living standard The economic development brought about by the road project will improve the residents' living environment and living standard. The road development will have the effect of mobilization of further development

34 for many of the other industries to provide more employment opportunities for the society to speed up urban and rural area cornmercial trade to meet the daily life needs of the people and to increase the farmers' economic income. The economic development will help more investment in the public utility facilities, energy, telecommunications, education, public health, cultural and entertainrment, and etc., contributing to the well-being of the people. 4.1.4 Partition impact caused by the expressway Since the proposed road project is an expressway which will have full access control and will have partition impact for the local community. To minimize the impact, 156 underpasses, 4 overpassages have been included in the engineering design, with one passage every 590m for convenience for the local residents. 4.1.5 Consistency of the proposed road project with the urban and township development program Consistency of the proposed road project with the urban and township development program is one of the guidelines in the design of the expressway alignment. The principle of "close to but not entering into the city, to be away but not far from the city" has been taken in the route selection, to minimize the impact of traffic emission and noise on the residents and minimize the resettlement of the buildings and the people. The start point of the road is to the west by north of the Zhumadian city 5km away from the downtown and the expressway is 1,200m from the east side of the urban ring road. which is consistent with the long term urban development program. 4.1.6 The impact on the cultural relics, scenic spots and historic sites The Zhumadian area and Xinyang area have a long history with rich tourism resources and natural scenic spots, which are within the proposed road project area and will benefit from the road project. Since these cultural relics and historic sites are far awav from the road, no damage will caused by the road project. 4.1.7 Safety The safety impact of the highway project can be classified into that in the construction period and that in the operation period. (1) Construction period The safety impact in the construction period may be in connection with the construction workers and the ordinary people. For the construction workers, the main unsafe factor is the bridge construction. During the bidding process of the project, strict examination should be made of the eligibility of the bidder for the bridge project and the road section with great amount of cutting work. Safety operation and construction measures should be included in the contract to ensure safety work for the construction workers.

35 (2) Operation period The existing national road No.107 is of low technical standard, with steep grade and sharp turning alignment and with some section having become street with frequent traffic accident. The newly built Zhumadian-Xinyang expressway bypassing the urban and township resident area will reduce the traffic accident due to the better road conditions, so that economic loss caused by the traffic accident will be reduced. According to the forecast of the risk of the hazardous goods road transport accident, under the paragraph 4.3.4, the probability of the road accident involved with chemical materials (including oil, chemical fertillizers and agricultural chemicals) over the road section in water area in the year of 2003 will be 0.69 per year and for the whole road section it is 2.319 per year, which is small. 4.1.8 The impact on the mineral area There are large coal mine (Wuguiqiao) and non-metal mine (Shangtianti) along the road project area. (1) Wuguiqiao coal mine area The Wuguiqiao coal mine is located at the Wuguiqiao area, the northeast of Queshan, and the area is 6 km long from the east to the west and 3 km wide from the north to the south. There are a total of 35 strata coal of Permian period and Carboniferous period, with 22 strata of recoverable coal mine. The depth of the coal mine is over 300m-470m, mainly being meagre coal and anthracite coal followed bv blind coal and charred coal with total coal reserves of 139.399 million ton. Since the coal mine buried in deep depth, so far there is no development program for the coal mine. The coal mine covers such a large area that it is difficult to get away from it; therefore it has been decided through consultation with the local government that the proposed expressway might go through the coal mine area. (2) Xinyang Shangtianti non-metal mine area The Shangtianti non-metal mine is located at the border area between Xinyang and , under the jurisdiction of Xinyang Wulidian Township and the Luoshan County Yangwan Mineral Administration Committee. The area is of 32km2. about 10 km long in east-west direction and over 2-5km wide in north-south direction. The north-west part of the mineral area is 13 km from Pingqiao township of Xinvang and 19km from the Xinvang city. The north-east part of the mineral area is 28km from Luoshan. The national trunk road No.312 is 5 km to the north of the mineral area, connected with local road. There is a special road in the north-west of mineral area to reach the Pingqiao township. The Shangtianti non-metal mineral area has been proved to be an extra-large non- metal mine. with pearlite, zeolite, sodium bentonite, trachytufa, and etc., and with total

36 reserves up to 730 million ton. The total mining value will be CNY 20 billion. The quality of the non-metal mine is good and it is easy for opencast mining. The mining work started in the 1970s, and the annual output is now about several hundred thousand tons. By the year of 2000 the annual output vvillbe 0.9 million ton. The propose expressway will pass b) along the west side of the mineral area with little impact on the mining area. 4.1.9 Land acquisition and resettlement The proposed road project involves the land use of two cities of Zhumadian and Xinyang and three counties of Runan, Queshan and Xinyang. The total length of the expressway will be 95.15km and the width ofthe right-of-wayis 32-70rn, including the permanent land occupation of toll plaza, service and rest areas, interchange area. and the buildings for road maintenance.The total land acquisition is 8,054mu with the details as shown in Table 4.1-1. Table 4.1-2 shows the acquisition of the cultivated land. In addition to the permanent land occupation,there are temporary land of 1,384mu to be used in the construction period for earth borrowing, road constructionmachinery maintenance, parking and etc.. The population affected by the land acquisition is about 4,829 persons, of which 396 persons in Runan county, 2,015 persons in Queshan county. 2,418 persons in Xinyang county, as shown in Table 4.1 -3. Table 4.1-1 Classification of permanent land acquisition

Classification Drr land Paddv land Vegetableland Wood land | Fruit Resident Waste land Pond

Area(mu) 7,193 155 113 | 73 24 44 75 77 Table 4.1-2 Summanr of the land occupation for the road project

Original Cultivated land Per capita cultivated land before & after the road Temporary County Cultivated land Population acrquisition(mu) Before (mu/p) After (mu/p) Reducedratc land usc(mu)

Runan 1.035,000 733,900 558 1 41 1 4095 0 035

Queshan 1.261,650 525,478 4,836 2 40 2.392 0 433 785

Xinyang 993,750 901,433 2,660 1 10 10995 0 045 i9

Total 8,054 .3S84 Table 4.1-3 List of the households and people to be resettled for the road project

Affected by resettlement Affected b,' land acquisition Affected enterprises

Count' Population Population Total(B+-C) 2 Houserm ) Land area(mu) Enterprises Employees(C) Households Persons(A) , HouseholdPersons(B)

Runan 200 2 9 558 86 396 396

QOieshan 1 1,271 94 385 4.836 42C 2,015 2.015

Xinyang 13.341 98 402 2,660 504 2,418 2 418

Total 24,812 194 796 8,054 1,010 4,829 4 829

37 There are state and provincial regulationsto deal with the resettlement and the compensationfor the resettlement.The compensationfor the land acquisition is based on the recent three years average output of the land. For the suburb of the municipalitv directly under the province jurisdiction, such as Zhumadianand Xinyang, the compensationwill be 8 times as much as the output value; for the other cities suburb, industrial and mineral areas and the townships under the counties.,it is 7 times; and for the rest areas it is 6 times. The compensation for the resettlement of fanner, it is 6 times as much as the annual output value of 0.07ha. of land for the suburb area of the municipality directly under the jurisdiction of the province; it is 5 times for the other cities' suburb, industrial and mineral areas and the townships under the counties; and it is 4 times for the rest areas. The total resettlement compensationcost will be CNY176.881million, of which CNY25.659million are resettlement cost, CNY129.766are for land acquisition (borrowing),CNY8.593 million are for cultivated land occupation,CNY4.662 million are for management of the resettlement, CNYS.201million are unforeseen cost. A total of 1,077 buildings with areas of 26.658m2 are to be resettled for the proposed road project, of which 24,812m7are resident houses, and 1.846m2 others, as shown in Table 4.1-4. Table 4.1-5 shows the compensationcost for all the resettlement according to the policy. The land for the resettled houses will be provided by the local village board free of charge. Table 4.1-4 Summarv of the resettled buildings 2 CountN Resident house Other buildings Total(m /house) 2 Household number i House number Area (m2) (m /house) Runan 5 200 8,1 208/6 Queshan 94 486 11,271 199114 I 1,470,500 Xinvang 98 586 13.341 1,639/92 14,980/678 Total 194 1,077 24,812 1,84s/l07 26,658/1 1S4 Table 4.1-5 Summarv of the compensation estimation for the resettlement (CNYI,000) Countv I Runan Queshan X,nvang Tota! Remove 60 3,231 3 672 6.96i Compensation items Ground attachment 61 857 1,556 2,474 for resettlemeni Electricitv & phone 680 8,976 6.566 16,222 Suo-total (A) 801 13,064 11.794 25,659 Plants 325 1,412 1,998 3.73; Land 5,751 21,615 46,096 73.462 compensation items Farm land 3,904 16,916 27.946 48,769 ror land acquisition._ Temporara lease 1.373 2.427 | 3.800 Sub-total 9,980 41,316 78,470 129.766 Farm land occupation tax (C) 595 5,160 2,838 8.593 Resettlement management (A+B) (3%) 323 1,631 2,708 4.662 Unforeseen cost (A+B) (5%) 569 2,977 4.655 8.201 Grand total 12,268 64,148 100.465 176 881

38 As mentioned above the resettlement has been minimized in the design stage by proper alignment selection for the route to be away from the urban and township areas, and the resettlement will be arranged in accordance with the policy and regulations to ensure the living standard not be lowered by following the principles of o verall planning. full consultation, proper arrangement and no trouble left for the future.

4.2 Analysis of ecological environmental impact 4.2.1 Analysis of the impact on agricultural production (1) The impact arising from occupation of farm land (i) Permanent land occupation Of the total 8,054 mu permranent land occupation, there are 7,193mu of dry land. accounting for 89.31% of the total, followed by pond of 377mu, the paddy land of 155mu. Table 4.2-1 shows the details of the permanent land occupation. Table 4.2-1 Summary of permanent land occupation (Unit: mu)

Dry land Paddy Vegetable Wood land Fruit land Resident Waste land Pond Total

Runan Shuitunxiang 544.7 5 42 1 20 5 70 577.29

QueshanGuchengxiang 609.08 0.30 7 34 1_ 6 16 72

Queshan Liudianxiang 95834 350 35.10 = 3 00 11 45 10 00 !.55' 89 Queshan Sanlihe 121 46 030 ] I 00 00 '345 54; Queshar1 Huisixiang 715 03 3 20 1_4 720 _I

Queshan Liuzhuangzhen 428 74 84.23 2.60 3 94 519 5,

Queshan Shunshandian 629 54 S.29 7.96 0 70 18.34 23 46 t88 29

Queshan Shuanghe 1,002 98 25 00 33 80 2 00 6 00 14 44 26 00 10 33

Total of Queshan county 4,457 96 152.52 83 26 2 00 18.24 44.23 8 20 70 21 ' -8;

Xinyang Minggangzhen 71.83 _ _ - S33_

Xinyang Hudianxiang 1 170.50 11.63 1027 2456 9677 131373

Xinvang Pengp,aw-aj 190 00 3.0 - - ____j______3301 2260 1

Xinyang Yanshexiang 368 40 6.20 47 51 34 77 86 43 543 31

Xinvane Wulizher. 389.20 200 3 40 13 59 4 54 7 89 84 84 5

Total of Xtnvang counrt' 2,189 93 2 00 24 23 71 37 4 54 67 22 301 05 2.660

Grand tota! 7,193 155 113 73 1 24 I 44 75 3 | S054 The permanent occupation of farm land is 7,461 mu for the proposed road project. Given the average annual output per mu land is 400kg of grain, the total loss of grain per year will be 2,984,400 kg, about CNY4,178,200 (CNYI.41kg), accounting for 0.14% of the total output. However, the total farm land occupation only accounts for 0.23% of the total farm land in the three counties, therefore the impact on the

39 agricultural production caused by the farm land occupation is small. But for some of the villages and farmers, the farrn land loss will have conspicuous impact. which can be settled by proper arrangement. (ii) Temporary land occupation In addition to the above mentioned permanent land occupation, there are 1,384mu land to be temporarily occupied during the road construction period, including the land used for earth borrowing; office and labour camp; construction machine maintenance and parking. After completion of the road project, these lands will be turned back to the land owner used for agricultural production or for aquatic breeding or fruit plantation. (iii) The impact in the operation period In the operation period of the road, the land use pattem will be stabilized with little impact on the agricultural production, except for the pollutants from the traffic emissions and pavement run-off, which will have impact on the soil of the road side farm land. But with the use of unleaded gasoline the lead pollutant will disappear gradually. (2) The impact on the river system and irrigation system lavout (i) There are one extra-large bridge, 6 iarge bridges, 20 medium bridges and 15 small bridges will built for the proposed road project. The bridge site of the extra-large bridge has been selected based on comparisons of several altematives. taking into considerations of the terrain. geological conditions and etc.: with the bridge site of laroe bridge having been decided in conjunction with the road alignment selection; and the small bridge site usually following the road alignment. with safety considerations for river embankment. The existing water ditch of the irrigation system near the bridge site shall not be damaged and shall be preserved or be combined with the bridge across over the river. Flood discharge has been taken into account in the bridge design. with flood occurrence frequency of once every 300 years for extra-large bridge and that of once ever; 100 vears for the other bridges. (ii) Lavout of culverts: the impact on the existing irrigation system has been tak'en into account in the road engineering design, with a total of 68 culverts having been designed. to keep the lavout and capacity of existing irrigation svstem basically unchanged. (iii) Side ditch and drainage system: on both sides of the subgrade there are side ditches or drainage system to discharge the pavement run-off and the flood flow from the mountain into the interception ditch. (iv) Pond occupation to be retumed with pond: There are many ponds along the proposed road area, particularly in the southem mountain area mainly for agricultural irrigation, with a total of 337mu pond to be occupied bv the road. To minimized the

40 impact on the agricultural irrigation, the same amount of man made pond will be returned back to the local area with the cost having been included in the compensations for the land acquisition and resettlement. As mentioned above, since various measures have been taken in the design stage to minimize the impact caused by the proposed road project on the farm land irrigation. (3) The impact of pavement run-off The subgrade and pavement drainage system has been integrated with the drainage system of the bridges, culverts, the median area drainage and the existing ditches, to minimize the impact of the pavement run-off: To protect the side slope from being eroded by water flow, reinforced turf side slope protection has been designed combined with chute, gully and catchrnent channel where necessary, so that the run-off will not be discharged into the farm land. 4.2.2 Analysis of the impact on animals and plants During the road construction period, there will be damages to the cover plants and spoil the habitat of the wild life in the cutting and filling areas. Of the total permanent land occupation, 7,461mu are cultivated land, 73mu are wood land, 24mu are fruit garden, with loss of 62,029 trees and 5,405 fruit trees. Most road sections in the plain area beyond north of the Huaihe river are built on filled-up ground with filling height of 4.0m. The filling materials are to be taken from the land area on both sides of the road, which have been included in the temporary land occupation. The cover plants on these area will also be damaged in the construction period. But can be recovered after the construction work is completed. Despite the damages of the cover plants is inevitable for the permanent and temporary occupied land area, the overall area is small in size, with the impact caused by the damage not critical for the wild life around the area. 4.2.3 Forecast of soil erosion impact (1) Soil erosion in construction period The main causes and hazards of the soil erosion in road construction period are as followvs: (i) The original water and soil retention facilities (such as wood land, grass land) have been damaged, which will intensify the areas' soil erosion; (ii) Naked side slope of the road, which will result in falling and sliding of the slope; (iii) The earth borrowing site and the cut earth and stone stored in the open air will be eroded away by rainfall and storm. Soil erosion will damage farm land, reduce fertility of soil, cause more deposite on river bed, intensify flood disaster, deteriorate water resource.

41 (2) Forecast of soil erosion intensity in the road construction period (i) The soil erosion forecast model The model set forth by the Department of Agriculture of the United States will be used to forecast the soil erosion, with some modification having been made by the expert from China. The model and the parameters are in accordance with those recommended in the paper "Application of the Soil Erosion Equation in the EIA for China" published in the magazine "Environmental Science Research" (October 20. 1991). A=R-K L S-C-P where: A - erosion intensity factor; R - erosion force factor; K - soil factor; L - slope length factor; S - gradient factor; C - cover rate and management factor; P - water and soil retention factor. (ii) Value of each of the factors in the assessment R - indicates the dynamic factor of water erosion, related to the precipitation and rainfall intensity, which can be considered the same value before and after the road construction. K - is the sensitivitv to the soil erosion, related to the granularity of soil and the organic content; the surface layer of farm land soil is usually characteristic of fine granular structure and moderate permeability, so K is less than 0.4, or taken as 0.4: for cutting area underneath the surface layer, the soil is characteristic of block or slice and moderate and slow permeability, so K is over 0.42-0.46, or taken as 0.45. LS - slope length factor and gradient factor, with their combination known as land form factor can be calculated as follows:

LS(= 2 ) (65.41 sin t0 + 4.5 sinO + 0.065) where: 2? - slope length, starting from the point of the beginning of run-off and ending at the point where the soil and sand deposition begin. Before road construction X. = 50m, with road embankment about 3 -4m, from the pavement to drainage ditch ; = 6m. 0 - angle of the slope, before road construction, 0 = 120. after road construction. 0 = 370; During road construction, the slope angle is usually over 20°0 25°; for piled up earth the natural slope angle is over 30°.35°. m - experience index, 0 = 12°, m = 0.5; when 0 = 37c, m = 0.8; C - ground surface coverage factor, with value taken from Table 4.2-2 and Table 4.2-3; for ground surface without cover plant, C = 1.0; here before the road construction, C = 0.5, and in the road construction period, C = 1.0 due to damage to the

42 cover plants; P - water and soil retention factor, for road construction site, the value of P shall refer to Table 4.2-4; before construction as farm land P = 0.6, during construction period, as irregular ground surface caused by construction machinery P=1.0. Table 4.2-2 Value of C for different plants Type of plant and period C Wasteland 1.0 Herbage or bean or pea family 0.01 Shortlv after seeding or harvesting 0.3 -0.8 Growing season: Grain 0.1 0.3 Wheat 0.05-0. 15 Cotton 0.4 Grass 0.01 Table 4.2-3 Value of C for different cover plants

Cover______plant______(Coveragerate (%) _ Cover plant. . -- 10 20 40 60 80 IOQ Grass 0.45 0.24 0.15 0.09 0.043 0.011 Shrub 0.4 0.22 0.14 0.085 0.040 0.011 Arbor & shrub 0.39 0.20 0.11 0.06 0.027 0.007 Dense forest 0.10 i 0.08 0.06 0.02 0.004 0.001 Table 4.2-4 Value of P for constructionsite Construction work site p Irregular ground surface caused by scaper-dozer or bulldozer 1 0 Leveled slack ground 0.9 leveled and compacted smooth ground 0 7 Stratified compacted subgrade pavement 0 1 Drainage ditch and intercepting ditch 0 6 Deposited sand or sandv dam 0.4 Earth retaining wall 0.5 -0.8 (iii) Calculation and analysis of soil erosion By use of the above mentioned parameters the soil erosion can be calculated with the model. To simplify the calculation, given A, is the erosion intensity before the construction, and A2 is the erosion intensity in the construction period, the forecast model can be simplified as follows:

A2 =2 -K 2 LS 2 P2 'C2 K2 LS, P2 C, Al P, K] LS, PI- C, K, -LS, P C,

A2 0.45x9.315x1.0x 1.0 608 Al 0.40 x 5.754 x 0.5 x 0.6

It can be seen from the above mentioned calculation that the soil erosion in the road construction period will be 6.08 times as much as that before the construction, on the

43 base of which the soil erosion intensity along the road area can be forecasted as shown in Table 4.2-5. Table 4.2-5 Forecast of soil erosion in construction period Road section Terrain Erosion module Original erosion class Existing erosion class kO+O00-k58+750 Plain 1,824 t/km2 year Class I Class Ill 2 k58+750-k95+150 Hillv & mountain 6,080 t/km -year Class 11 Class IV It can be seen from the Table that there will be more serious soil erosion in the construction period; for the plain area, the erosion will increase from Class I up to Class III, which is moderate erosion: for the mountain area, the erosion will increase from Class II up to Class IV, which is strong erosion. Thereforeeffective and efficient prevention and protection work should be strengthenedin the construction period to minimized the impact. (iii) Analysis of the soil erosion impact in the operation period Although the soil erosion in the constructionperiod will be more serious. the situation will be improved along with the integration of the drainage system and protection facilities, restoration of the cover plants and the completion of the bitumen pavement. For ordinary road after it has been in operationperiod for 3 -5 years. the severity soil erosion conditions would be back to the previous level before the constructionperiod. Therefore the severity increaseof soil erosion in road construction period is temporary, and from the point view of long term development,the road construction will eventually help reduce the local soil erosion. 4.2.4 Preliminary forecast of the earth borrowingand the spoils or wastes and the borrowing and spoil disposal sites According to the engineering feasibility study report. the earth borrowing and spoils or wastes and the borrowing and spoils disposalsites have been selected preliminarily. as shown in Table 4.2-6 and Table 4.2-7, and it will be finalized in consultation with the competent authority of the local government. Table 4.2-6 Summarv of the earth borrowing site 3 No. Location Estimated quanurt. (I.OOOm ) Ik5~500. 20Dm from the right side, Xinzhuang farm land 100 2 k6+500, 200m from the right side, Zhaozhuang farm land 100 3 k19+000, 200m from both sides, Zhaozhuang farm land 200 4 k24±800. lOO0mfrom the right side, earth hill 100 5 k26+200. 10Dm from the left side, earth hill 150 6 k32+400, 10Dm from the right side, earth hill 100 7 k39+2 00. 10Dm from the right side, earth hill 200 8 k47+500 0 fromlOOm the right side, Xiaolizhuang farm land 150 9 k52k000, 1 0m from the right side,Xiaolizhuang farm land 150 10 k59+800, 10Dm from the right side, Xichengzhuang farm land 150 II k64+000, 10Dmfrom the right side, earth hill 100 12 k68+800, 15Dm from the right side, earth hill 100 13 k72+800, I 0m from the right side, earth hill 150

14 k77+600, 10Dm from the left side, earth hill 100 15 k83+000, 10Dm from the right side, earth hill 200

44 Table 4.2-7 Summarv of the spoils disposal sites

Distancefrom road (m) Transpon Earth (stone) spoils Temporary useland (ha) Temporar) Supply, spoils origin

Loration Left side Right side distance (m3) Road Bridge engineering destina

k67+780 140 1.320 100,957 2 35 0.28 k66+000-k69-000

k70+200 50 300 35,153 1.28 0.2 k 70+000- ki71+000

k72+700 40 350 145,022 3 2 k72+030 4-k73+000

k79+010 60 540 12.060 0 7 0.05 k79+000-k80+000

k84+200 70 500 86,406 2 1 O 11 k84+000-k85+000

k86+500 35 460 72,054 1.6 k86+000-k86+9S9 S

Total 451,652(3,731,028) 5 15 608 0 64 4.2.5 Road sections with poor geological conditions The road sections with poor geological conditions are mainly located in the areas with rivers and lakes, which need to be treated with special measures with a total length of 27.200m, as shown in Table 4.2-8. Table 4.2-8 Summary of road sections with poor geological conditions

Location Length (m) Description Type of soil

kl+500-k3+000 1,500 Low land area

k I +500-k 13+000 1,500 Xiaoshaheriver iow land area

k20+200-k24'-500 1.500 Low land areawith high level watertable, cohesivesoil poor water drainage

k31+600-k35+100 3,500 Zhentouheriver low land arez,

k45-500-k47+500 900 Los land areawith high level wate, table, cohesivesoil poor water drainage EXparisie soil

k48+500-k52.+900 19200 Low land areawith high level watertable. cohesivesoil poor water drainage Expansivesoil

k54+500-k58+000 1,600 Low land area with high level water table,cohesive soil poor water drainage Expansie soil

k564+000-k165+6 500o Ara with rivers and lakes,cohesive soil poor vaterdrainage, expansive soil Expansivesoil

k66+500-k76+200 8,500 Area with rivers and lakes,cohesive soil poor water drainage,expansive soil Expansive soil

k78+000-k83+200 3,000 Area with rivers and lakes,cohesive soil poor water drainage,expansive soil Expansive soil

k85+000-k9i+500 3,500 Area with rivers and lakes,cohesive soil poor water drainage,expansive soil Expansi%esoil

Total 27,200 .. __

4.3 Forecast and assessment of the impact on surface water environment 4.3.1 Impact in the construction period (1) The impact caused by bridge construction Great amount of silts and wastes will be produced during the bridge construction period, which will cause water pollution (increase of SS and DS), if these wastes are discharged directly into the river. The leakage of oil and lubricant from the construction machine directly into the water body will also cause pollution. The pollutants from the construction work site such as bitumen, oil and etc., may be brought over into the water body by rainfall. Therefore effective prevention and control measures should be made in the construction period to prevent the pollutants from being discharged directly into the water body.

45. (2) Sewage water from the labour camp There will sewage from the labour camp during the construction period. According to the standard C2 as specified in the Appendix C of the "Specifications for Environmental Impact Assessment of Highway Construction Project" JTJ005-96 (Trial), daily produced sewage per worker would be 80 L., and in the untreated sewage the average pollutants of CODcr would be 40 g. BOD5 17.6 g and SS 17.6 g. Given the average number of the workers working on the construction site is 160. the daily produced sewage would be 12.8 ton, with 6.4kg CODcr, 2.82kg BODs and 2.82kg SS, i.e. 4,672 ton sewage, 2.336 ton CODcr, 1.03 ton BOD, and 1.03 ton SS per year. If the sewage are discharged directly into the water body without any treatment, there will have great impact of pollution. 4.3.2 The impact in the operation period (1) The impact caused by pavement run-off In the operation period, the impact will be mainly caused by the traffic emissions and the oil leakage from the vehicle on the road pavement, which would be brought over by pavement run-off into the water body. Table 4.3-1 shows the pollutant concentration in pavement run-off according to the survey and Table 4.3-2 shows the maximum allowable discharged pollutants in the water. It can be seen from the tables that the pollution index of pH is 7.4 for the run-off, basically neutral , and the concentrations of the pollutants of CODcr, BODS, oil, Pb are within the limits of the Class II standard with some exceeding of SS; therefore as one of the pollutant source. the pavement run- off would basicallv meet the state standard for pollutant discharge. Table 4.3-1 Pollutant concentrations in pavement run-off (Unit: mg/L)

Item pH- CODcr BOD5 Oil I Pb SS 2 hour average 7.4 -107 20 7.0 C.19 221 Note: data in the table come from the research of Xian R. C. Universitv. Table 4.3-2 Maximum allowable discharged pollutant concentrations (Unit: m-/L)

Item pH CODcr BOD5 Oil Pb SS Class 11 standard 6-9 150 60 10 I 0 20c To protect the water body from being polluted by the pavement run-off. gully has been included in the bridge design to collect the run-off for concentrated treatment before discharged into the water body. Therefore the impact caused by the pavement run-off will be very small. However, particular attention should be paid to the possible traffic accidents related with dangerous goods, such as oil and chemicals. To prevent and control this kind of pollution it is necessary to have well organized emergency response and first program to minimize the impact. (2) The sewage from the service and rest areas Puhuisi Service area will be set for the road section at k29+300, including parking area, fueling station, cafe, toilet, motel and vehicle maintenance workshop. There will be sewage and wastes discharge from the area and will have some impact on the environment. According to the "Specifications for Environmental Impact Assessment of Highway

46 Highway ConstructionProject" the sewage from daily life and waste water from vehicle washing can be calculated with the following equations:

Os= i'- V1000Y, Qq = ` VI o where: K - discharge co-efficientfor the service area. 0.6-0.9, here K = 0.9: q, - sewage quota per person per day, 200L/(person-dav); VI - number of people in the seivice area (200 short term,350omid term. 600 long term); q2 - water quantity needed for wash one vehicle, 300L for car 500L for truck (car traffic accounting for 30.8% of the total); V2 - number f vehicle washed, based on the traffic forecast (2% of the day time traffic, which accounts for 64% of the daily traffic). The sewage and waste water discharge from the area can be calculated, as shown in Table 4.3-3. Table 4.3-3 Daily discharge of sewage and waste water from the service area (Unit: ton) Ye Sewage Waste waterfrom vehice washing Total 2003 36.0 122.3 158.3 2010 63.0 257.0 320.0 2020 108.0 415.4 523.4 According to the standard in the Table C3 and C4 in the Appendix C of the ",Specifications for Environmental Impact Assessment of Highway Construction Project (Trial)" , the untreated sewage from the service area have the major pollutants concentrations as follows: BOD5 110-400mg/L, CODcr 250- 1,000mg/L, SS 100 - 350mg/L and TOC 80-290mg/L; those in the waste water from vehicle washing: pH 6.5 -8.5, CODcr 25-200mg/L, oil 10-30mg/L, SS 500-4,000mg/L. In comparison with the limit as specified in the "Comprehensive Sewage Discharge Standard" (GB8978-96), all the pollutants concentrations, except for SS, exceed the. Class HI standard limit for the sewage; and all the pollutants concentrations except for pH and CODcr, exceed the Class II standard limit for the waste water from vehicle washing: with some of the pollutants having great amount of exceeding high up to 13.3 times as much as the standard limit. Therefore, it is irmportant to have effective measures for the service area to minimize the impact. 4.3.3 Possible impact caused by dangerous goods traffic The proposed road section is one of the important part of the national trunlk road with many dangerous goods traffic. Since there are many bridges in the road section. special attention should be paid. The risk of the dangerous goods traffic can be anal!-zed as the following. The probability of the traffic accident involving with dangerous goods can be calculated by the following equation:

P = JQj=QI xQ2 X()3 xQ1 xQl xQ6 ,=1

47 where: P' - the probability for the road section over the rivers having traffic accident involving with dangerous goods; Q, - the probability of major traffic accident (times/million veh. Ikm):

Q, - traffic volume in the forecast year (million veh./year);

Q3 - reduced traffic accident rate for expressway (%); Q, - ratio of dangerous goods traffic in the total truck traffic (%); Q5 - length of the road section over river area (kmn). The value for each of the parameters are to be taken as the following. Q, - with reference to the traffic accident rate on the national trunkl road 107 in 1996 (the traffic accident rate in 1997 reduced a lot owing to great reduction of the traffic caused by the reconstruction work); QI = 0.53 /million veh.km for Zhumadian area; Q1 = 0.79 /million veh.krn for Xinyang area. Q2 - based on the traffic forecast, 7.96milliomlyear for the year of 2003; 16.72 millionlyear for the year of 2010; and 27.02 million/year for the year of 2020. Q3 - according to the motor vehicle traffic safety report in the United States (1974), the traffic accident rate on expressway is 75% less than that on ordinary road. so Q3 = 25%. Q4 - according to the origin and destination (OD) survey, Q4 = 57%. Q5 - according to the OD survey, the oil, fertilizer and chemicals traffic account for 2.72% of the total trucking traffic. Q6 - according to the bridge length over the rivers. such as the bridge over the Huaihe river is 805m, that over the Yanghe river is 2.5m, Q6 = 2.848km. The results of the calculation are listed in Table 4.3-4. Table 4.3-4 Risk analysis results for dangerous goods traffic (Accident probability) Year Huaihe river section Yanghe river section Road section over rivers Whole roui- 2003 0.015 0.005 0.069 2.31 9 2010 0.031 0.010 0.146 4.871 2020 0.050 0.017 0.236 7.872 Table 4.3-4 shows that the accident probability for the road sections over the rivers is small, which is 0.208/year for the year of 2010, 0.314/year for the year of 2020: of which for the Huaihe river section, it is 0.037/year for the year of 2010. and 0.057/year for the year of 2020; and for the Yanghe river section, it is 0.013/year and 0.01 8/vear respectively. However, despite the small probability, the traffic accident might happen; and effective measures shall be imperative.

4.4 Forecast and assessment of the impact on ambient air quality 4.4.1 Forecast model The following model recomnmended by the "Specifications for Environmental Impact Assessment of Highway Construction Project" will be used to forecast the

48 pollutants concentrations over the areas on both sides of the road. a. When the angle between the wind direction and the linear source of pollutant is 0O<<<90°, the dispersion model shall be as f-ollows.

PR l 2,f expL-2 Y- expf _ LexpI di where: CPR pollutant concentration at forecast point produced by the linear source of AB section, mg/nm3; Qi intensity of j type air pollutant source, mg/vehicle - m; h height of effective pollutant emission source, m; U average wind speed over effective pollutant emission source, M/s; A, B start and end point of the linear source; x leeward distance from center of the linear element to the forecast point (m); v lateral distance from center of the linear element to the forecast point (m); csy,;a horizontal and vertical wind direction dispersion parameter, m; z height of the forecast point over the ground, m; (ii) When the wind direction is perpendicular to the linear source, i.e. Q = 90°, the dispersion model shall be as follows:

Cz.. ( Z ) U cr 2c- Infinite linear source' s concentration is independent of lateral wind direction. (iii) When the wind direction is parallel with the linear source, i.e. Q = 0. the dispersion model shall be as follows: Cr UQcr(r)

r=y2 Z2X 2 Y2 r = y e )

e = cOy where: r - equivalent distance from measured point (m); e - conventional dispersion parameter ratio; with the rest being the same as the above. 4.4.2 The intensity of the pollutant source of the road traffic emission (1) Calculation formula 3 Q, = 3600 -IA,Ej, ,=1 where: Qj - the type j air pollutant emission source intensity; Ai - forecast year' s hourly traffic volume of the type i vehicle; E,, - individual vehicle emission factor for type vehicle and type j 49 pollutant under expressway driving condition, (ms/veh. m).i (2) The pollutant emission intensity from the vehicle traffic By use of the above mentioned formula and the forecasted traffic made in the feasibility study report, the pollutant emission intensity from the vehicle traffic can be calculated as shown in Table 4.4-1. Table 4.4-1 Pollutant emissionintensitv from the vehicle traffic (Unit: mg/m - s) Traffic CO NOx condition 2003 2010 2020 3002 2010 2020 Daily average 2.21 4.94 7.37 0.83 1.85 2 77 Peal, hourly 3.75 8.40 12.53 141 3.14 4 71 4.4.3 Forecast of CO and NOx concentrations (1) The pollutants concentrations for each of the proposed road sections Based on the traffic volume, terrain and meteorological conditions, to forecast the daily average concentration and one hour average concentration of CO and NOx on both sides of the proposed road in the year of 2003, 2010 and 2020. (2) Calculated results Table 4.4-2 shows the calculated results of the forecast for the Erdongzhuang. Xinzhuang primary school, Sandaohe primary school and Yuanwan. It can be seen from the table that (i) In the operation year of 2020, the daily average and peak- hour concentrations of CO are 2.52mg/m3 and 6.04mg/m3 respectively, which below the Class II standard limit specified in GB3095-1996 (4.00mg/m3 and 10.00mg/m3). (ii) By the year of 2020, the daily average and peak hour concentrations of NOx in the areas 30m from both sides of the road have exceeding over the Class II standard limits. with those of the rest areas below the standard limit as specified in GB3059-1996 (0.1 Omg/mi and 0.1 5mg/m3 ). It can be concluded that the impact arising from the proposed road traffic emissions in the operation period on the ambient air quality is not great, only with some exceedinc of NOx in the area 30m from both sides of the road. 4.4.4 Assessment of the ambient air quality at the sensitive spots Table 4.4-2 shows the forecasted CO and NOx concentrations along the proposed road area. It can be seen from the table that in the long term operation period by the year of 2020, the concentrations of CO and NOx will be up to the Class II standard as specified in GB3095-1996, except for the concentration of NOx at some points: and the environmental capacity for CO will be greater. On the whole there will be no exceeding of the pollutant concentrations over the standard limit at the sensitive spots along the proposed road area.

50 1'able 4.4-2 Forecast caculation results or the air pollutants concentrations (Unit: mg/ni3 ) Location Pollttant Time Background Distancefrom forecastpoint to the roadside period valuc IOm 20m 30m 40m 60m 80n l OOm 150m 200m 2003 1.90 1.88 1.87 1.86 1.84 1.84 1.83 1.82 1.82 Daily 1.8 2010 2.02 1.98 1.95 1.92 1.90 1.88 1.87 1.85 1.84 average 2020 2.12 2.06 2.02 1.99 1.94 1.92 1.90 1.87 1.86 2003 2.66 2.63 2.61 2.60 2.57 2.56 2.55 2.54 2.53 Peakhour 2.5 2010 2.87 2.80 2.75 2.71 2.66 2.63 2.61 2.58 2.56

Erdongzhuang _ 2020 3.04 2.94 2.87 2.82 2.74 2.70 2.67 2.62 2.60 (k24+27) Daily 2003 0.053 0.045 0.040 0.037 0.032 0.029 0.027 0.024 0.022 0.016 2010 0.100 0.082 0.071 0.063 0.052 0.045 0.041 0.034 0.037 average 2020 0.141 0.114 0.097 0.086 0.070 0.060 0.053 0.043 0.037 2003 0.080 0.067 0.057 0.052 0.043 0.038 0.035 0.030 0.027 Peakhour 0.030 2010 0.159 0.128 0.109 0.096 0.080 0.066 0.058 0.046 0.040 2020 0.229 0.183 0.154 0.135 0.107 0.090 0.080 0.062 0 052 2003 2.30 2.28 2.27 2.26 2.24 2.24 2.23 2.22 2.22 Daily 2.2 2010 2.42 2.38 2.35 2.32 2.30 2.28 2,27 2.25 2.24

average 2020 2.52 2.46 2.42 2.39 2.34 2.32 2.30 2.27 2.26 co 2003 5.66 5.63 5.61 5.60 5.57 5.56 5.55 5.54 5.53 Xinzhuang Peakhour 5.5 2010 5.87 5.80 5.57 5.71 5.66 5.63 5.61 5.58 5.56 primary 2020 6.04 5.94 5.87 5.82 5.74 5.70 5.67 5.62 5.60 school 2003 0.051 0.044 0.038 0.024 0.030 0.027 0.025 0.022 0.020 (k48+600) Daily 0.014 2010 0.098 0.080 0.069 0.061 0.050 0.043 0.039 0.032 0.028 average 2020 0.139 0.112 0.095 0.084 0.068 0.058 0.051 0.041 0.035 NOx _ 2003 0 081 0 067 0.058 0.053 0.044 0.039 0.036 0.030 0.028 Pleakhour 0.017 2010 0.16(1 0.129 0.11 0.097 0.078 0.067 0.059 0.048 0.04i 2020 0 230 n.184 0.136 0.1090.147 0.091 0.081 0.063 0.053 to be continued

5I Table 4.4-2 Forecast caculation results of the air pollutants concentrations (Unit: mg/m3 ) t ime Background Distancefrom forecastpoint to the roadside L.ocation Pollutant Yearr period value lOrm 20m 30m 40m 60m 80m lOOm 150m 200m 2003 2.3 2.28 2.27 2.26 2.24 2.24 2.23 2.22 2.22 Daily 2.2 2010 2.42 2.38 2.35 2,32 2.30 2.28 2.27 2.25 2.24 average 2020 2.52 2.46 2.42 2.39 2.34 3.22 2.30 2.27 2.26 co 2003 3.66 3.63 3.61 3.60 3.57 3.56 3.55 3.54 3.53 Peakhour 3.5 2010 3.87 3.80 3.75 3.71 3.66 3.63 3.61 3.58 3.56 Sandaolhe 2020 4.04 3.94 3.87 3,82 3.74 3.70 3.67 3.62 3.60 primaryschool 2003 0.049 0.041 0.036 0.033 0.028 0.025 0.023 0.020 0.018 (k61+110) Daily 0.012 2010 0.996 0.073 0.067 0.059 0.048 0.041 0.037 0.030 0.026 average 2020 0.137 0.110 0.093 0.082 0.066 0.056 0.049 0.039 0.033 NOx 2003 0.076 0.063 0.053 0.049 0.439 0.034 0.031 0.026 0.023 Peakhour 0.026 2010 0.155 0.124 0.105 0.092 0.076 0.062 0.054 0.042 0.036 2020 0.225 0.179 0.150 0.131 0.103 0.086 0,076 0.058 0.048 2003 2.90 2.88 2.87 2.86 2.84 2.84 2.83 2.82 2.82 Daily 2.8 2010 3.02 2.98 2.95 2.92 2.90 2.88 2.87 2.55 2.84 average 2020 3.12 3.06 3.02 2.99 2.94 2.92 2.90 2.87 2.86 2003 4.66 4.63 4.61 4.60 4.57 4.56 4.55 4.54 4.53 Peakhour 4.0 2010 4.87 4.80 4.75 4.71 4.66 4.63 4.61 4.58 4.56 Yuanwvan 2021) 5.04 4.94 4.87 4.82 4.74 4.70 4.67 4.62 4.60 (k93+400) 2003 0.045 0.037 0.032 0.029 0.024 0.021 0.018 0.016 0.014I Daily. DaiY 0.008 2010 0.092 0.074 0.063 0.055 0.044 0.037 0.033 0.026 0.022 .verage 2(020 0.133 0.106 0.089 0.078 0.062 0.052 0.045 0.035 0.029 .Ox 2003 0.070 0.057 0.047 0.042 0.033 0.028 0.025 0.020 0.017 Peakhouir 0 02() 2010 (0.149 0.118 ().099 0()X6 0.074 0.056 0.048 0.036 0.030 2()20 0.219 (J.173 1)144 0.125 0.097 0.080. 0.070 0.052 0.042

S2 T'able 4.4-3 Daily a verage poollutants conceitratioons at thte sensitive spots along the proposed road ar a (Unit: mg/m 3 )

2003 2010 2020 I.ocationt Name of seositive spot DistanceFrom road side (In) I'olihltlit

______Concentration Exceeding (%) Concentration Exceeding(%) Concentration Exceeding(%)

COI 83 -I 86 0 1 87^--192 0 1 90--I 99 0 i k I + I00 Zhaniglou 40 -100 NOx 0 027-0 037 0 0 041-0.063 0 0.053-0 086 0

CO 1.84 0 1.90 0 1.94 0 2 k4+700 Weigang 60 NOx 0.032 0 0 052 0 0.070 0

CO 1 84 0 1.90 0 1 94 0 3 k5+000 Xin7ztmang 60 NOx 0 032 0 0 052 () 0070 0

CO 1.84 0 1 90 0 1 94 0 4 k6+400 Guanzhuang 60 NOx 0.032 0 0.052 0 0 070 0

CO 1 84 0 1 90 0 1 94 0 5 kR+300 Liunhiang 60 NOx 0032 0 0 052 0 0 070 0 CO 1 84 0 1.88 0 1 92 0 6 k19+600 Lizhuiang 80 NOx 0 029 0 0 045 0 0 060 0

CO 1 84 0 1 88 0 1.92 0 7 kIlO+RSO Xianglin 81( NOx 0 029 0 0 045 0 0 060 0

CGucheng CO 1 84 0 1 90 0 1 94 0 8 k11+680 60 chicken farm NOxm 0 032 0 0 052 0 0 070 0

CO 1 84 0 1 88 0 1 92 0 9 kl26500 Lilotu 80 NOx 0 029 0 0.045 0 0 060 0

CO I 84 j 90 0 1 94 0 I() k1 3t800 Shiilallgloltl 6n _ .NON ( 032 0 0 052 0 0 070 0 tI 3}1 184 0 187- 88 j 0 190--192 0 I I t6+050 DOuarizIniang 30 100_._ NO\ 0 )007 0207) 0 0041- 004S 0 0 053 0060 0 to be contitnued

53 3 Table 4.4-3 Dail avcrage pollutaits concentrations at the sensitive spots along the proposed road area (Unit: mg/m) 2010 2020 Nameol DIistanceIromn 2003 Polintanit ILocation Exceeding (%) Concentration Exceeding (%) sensitivespot road side (in) Concentration Exceeding(%) Concentration 0 CO 1 83 0 1 87 0 1 90 12 k 19+00(t Ziranzaring 100 NOx 0 027 0 0 041 0 0.053 0

CO 1 84 0 1 88 0 1 92 0 13 k2 1+250 I hnoehuarng 80 060 0 NOx 0 029 0 0 045 0 0 0 CO 1.83 0 1 87 0 1 90 14 k24+270 ladongzhuang 100 0 NC)x 0 027 0 0 041 0 0 053

CO 1 83 0 1.87 0 1.90 0 15 k24+270 Erdongzhuang 100 0 NOx 0 027 0 0 041 0 0 053 0 CO 1 83 0 1.86 0 1 89 16 k27+600 Xnezhuang 120 049 0 NOx 0 026 0 0 038 0 0 0 CO 183 0 187 0 190 17 k33+100 Zhaolou iO00 0 NOx 0027 0 0041 0 0053

CO 2 24 0 2 28 0 2 32 0 k39+i830 Tangwvo 80 058 0 18 NOx 0 027 0 0 043 0 0 0 CO 2 24 0 2.30 0 2 34 19 k45+-550 I.aohuangehsiang 60 068 0 NOx 0 030 0 0 050 0 0 0 CO 223 0 226 0 229 148+300 Xinzhuang 120 0 20 NOx 0 024 0 0 036 0 0(047

2 28 0 2 32 0 Xittzhuaig CO 2 24 0 21 1484-600 80 0 043 0 0 058 0 prlnnnly school _ NOx 0027 0 0 CO 2 23 0 2 27 0 2 30 kS2+000 XoloIehriraIn I0( 0051 0° 22 Nt)x 0 02s 003 o to be continued

5.? Table 4.4-3 Dail average ollutaits concentrations at tite sensitive spots along the proposed road area (Unit: nig/m3 )

Namileol DistaiceIromn 2003 2010 2020 I-ocation Pollutant . sensitivespot roadside (in) Concentration Exceeding(%) Concentration Exceeding(%) Concentration Exceeding(%) CO 2 24 0 2 28 0 2 32 0 23 k52+700 Gaotanggeng 80 NOx 0 027 0 0 043 0 0 058 0

Zhenzhuang CO 2 23 0 2 27 0 2 30 0 24 k56+930 100 primaryschool NOx 0.025 0 0 039 0 0.051 0 CO 2 24 0 2 30 0 2 34 0 25 k59+300 Xichengvin 60 NOx 0 028 0 0 048 0 0 066 0 Sandaohe CO 2 23 0 2.27 0 2 30 0 26 k61+110 100 priniiaryschool NOx 0.025 0 0036 ) 0 049 0 CO 2 24 0 2,29 ( 2 33 0 27 k66+830 L.ogang 70 NOx 0.029 0 0 045 0 0 063 0 CO 2 24 0 2.30 0 2 34 0 28 k694680 XiwIa 60 NOx 0.028 0 0 048 0 0 066 0 CO 2 24 0 2 28 0 2 32 0 29 ki71+150 Xiaowvangi.hrang 80 NOx 0 025 0 0041 0 0056 0 CO 22 0 227 0 230 0 30 k72+200 Changzhoang t00O _0 k72+200 Changzhiiing 100 NOx 0 023 0 0 037 0 0 049 0 CO 284 0 2.88 0 292 0 3i k82+650 lion Wonhimian %0 NOx 0 021 0 0043 0 0 052 0 CO 2 84 0 2 90 0 2 94 0 32 k85+100 Yangjiagang 60 . ~~~ ~ ~ ~~~~~NC)0 (!24 O O 50 0 0 06x o

23%--2X7 0 2 87 --2 95 0 2 90--3 02 0 31 k993+400 Ynalmnsir( 3t -- I()tt ICO

_~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ . 4.4.5 The dust impact in the construction period (1) Dusts arising from construction work The impact on the air environment in the construction period is mainly the dusts arising from the construction work site, such as the dusts around the area of the mixing plant, the dusts arising from the truck traffic for stone and earth work on the work site. According to the work site survey, the TSP concentration measured at the spot 50m away from the mixing plant may reach 1.00mg/m3. Since the proposed road area is usually dry with many naked clay ground, dusts in the construction period will be serious. (2) Bitumen smoke The bitumen smoke arising from the bitumen concrete mixing work site will also have impact on the ambient air quality. Air tight mixing equipment or stationary bitumen mixing plant will be used for most of the pavement construction with little bitumen smoke pollutant. However, for the ordinary bitumen mixing plant, the location of the plant should be selected properly, i.e. 300m away from resident area in leeward direction. 4.4.6 Assessment conclusions (1) The CO and NOx concentrations are relatively low along the proposed road area with certain environmental capacity. Since the road area is in the north with dry' weather, the TSP concentration tends to be high. exceeding the standard limit. On the whole the ambient air quality is good. (2) In the operation period by the year of 2020, the CO concentration in the areas on both sides of the road will not exceed the Class II standard limit; and the NOx concentration will also be up to the Class II standard in terms of daily average, for individual spot, the peak hour concentration will have some exceeding over the standard limit. On the whole. the impact caused by the proposed road project on the ambient air quality is small. (3) The dusts and the bitumen smoke arising from the road construction work site will have conspicuous impact on the ambient air quality, and it is necessary to take effective protective measures to minimize the impact.

4.5 Forecast and assessment of the noise impact 4.5.1 The noise in the construction period (1) Construction period acoustic environmental impact analysis The expressway construction is usually in large scale and takes long time, and the construction machines have high level noise, which will have impact on the operator and worker working on the work site and the surroundings. The proposed road project

56 will last 3.5 vears, analysis of the noise impact would be of practical significance for the environmental protection. In the construction period noise mainly comes from the construction machines and the truck traffic on the work site. The road construction machines mainly are excavator, scraper, grader, roller, mixer, rock drill, paver, etc.. The noise produced by the construction machine is usually characteristic of high level, abrupt and irregular. Effective measures should be taken to control the noise impact on the sensitive areas, such as resident area, school, chicken farm, close to the construction work site. Table 4.5-1 shows the measured noise level for different road construction machines, wich is from the "Technical Specifications for Road Transport EIA" (JTJO05- 96) Table 4.5-1 Measured noise level for different road construction machines No. Machine Type 2Distance from the machine Lma_NdB(A) I l Wheel loader ZL40 5 90 2 | Wheel loader ZL50 I 5 90 3 Grader PY160A 5 90 4 Vibratorv roller YZJ I OB 5 88 5 Tandem vibratorv roiler CC2 i 5 81 6 3-wheel roller 5 | 81 7 Wheel roller ZL16 5 | 76 8 Scraper Z140 L 86 9 Wheel type hydraulic excavator W4-60C 5 84 10 Paver (UK) FIFODN3 1 1 ABGCO 5 _ 82 II Paver (West Germany) VOGELE |5 87

12 ! Generator (2-sets) FKV-75 l 98 Shocking jack hammer 22 type 1 87 14 |Concrete mixer JZC:350 1 79 According the road construction work site survey, the measured noise level is 84dB(A) at place 30m from the stabilized soil mixer, and the measured noise level is up to 9OdB(A) at place I Om from the mixer; with its driving noise being 75.5dB(A) measured at place 30m from the mixer, and 88.5dB(A) measured at place 7.5m from the mixer. The noise level from sawing machine is high up to 95dB(A) measured at place 7.5m from the machine; the noise level measured at place 7.5m from the other machines is usually above 80dB(A). The machine noise is detrimental to the construction workers particularly the machine operators. In the construction period, particular attention should be paid to the sensitive areas and follow the "Industrial Enterprise Noise Sanitary Standard", as shown in Table 4.5-2, by such effective measures as reasonable arrangement of the work time schedules, to reduce the time period for the operators to be exposed to the noise

57 environment, and alteration of working shift for them to have time to recover their hearing ability. Meanwhile to keep the machines well maintained and operated carefully shall also be important to keep the noise level minimum possible. For the machine operator the measures for labour protection (such as ear plug, helmet) should be necessary and the work time should reduced properly in accordance with the state labour sanitary standard. Table 4.5-2 Industrial noise sanitary standard Durationexposed to the noise(hour) Allowablenoise level dB(A) 8 90 4 93 2 96 _ _ -- 99

Note: the maximum shall not exceed105dB(A) (2) Construction vibration impact analysis For highway project vibration impact mainly happens in construction period. Over the construction work site there are vibrations characteristic of burst, impulse and non- contunuous, caused by the construction machines, usually fidgeting people and even harmful. (i) Vibration arising from road construction The vibratory machines used in road construction include vibratorv roller, zrader. Ioader, paver and etc., of which the vibratory roller has the greatest impact. The sensitive spots along the filling section are close to the road, where both people and buildings will be impacted by the vibration. The farm houses along the road area are usuallv of brick-and-concrete composite construction, on which mechanical vibration will not have conspicuopus impact. (ii) Vibration arising from bridge construction Bored cast-in-place concrete pile is used in the bridge pier. According to the State standard GBJ I1 - 89 "Construction Vibration Design Specification", the day time standard limit is 75dB; and the night time standard limit is 73dB. The area with exceedings over the day time standard limit is within 45.2 m from the vibration source: and the area with exceedings over the night time standard limit is within 55.0 m from the vibration source. 4.5.2 Operation period traffic noise forecast The traffic noise in the operation period depends on the traffic volume, vehicle composition, speed, radiant acoustic power level of vehicle, the longitudinal gradient, pavement texture and etc., which can be identified as follows. (I) Traffic volume According to the engineering feasibility study report, the traffic forecast is 58 summarized in Table 4.5-3. Table 4.5-3 Traffic forecast sumrnan (Unit: Converted PCU/day) Year Traffic volume 2003 21.797 2010 45,802 2020 74.029 (2) Vehicle composition In terms of the radiant acoustic power level the road vehicle can be classified into small, medium and large vehicles. Table 4.5-4 shows the classification of the road vehicles. Table 4.54 Classification of road vehicles

No. Classification Definition

I Small Truck: < 2.5 ton. Passenger vehicle: < 26 seats (including motorcvcle, three wheel car) 2 Medium Truck: 2.5-7 ton: Passenger vehicle: 26-55 seats.

3 Large Truck: > 7 ton: Passengervehicle: > 55 seats: Trailer (3) Classification of road The proposed road is an expressway with four lanes, subgrade width of 28m. clear width of bridge deck 2 X 12m, design speed of 120km/h, maximum longitudinal gradient of 3%, minimum radius of horizontal curve 1,000m. (4) Vehicle speed According to the actual situation in Chirna, the driving speed on the road is usually lower than the design speed, for small vehicle, it is 90km/h; medium vehicle 80km/h: and large vehicle 70km/h. (5) Assessment vear The proposed road is expected to be in operation in the year of 2003, then the vear of 2010 will be the mid term operation period, and the year of 2020 would be the long term of the operation period. (6) Traffic noise forecast model According to the state standard of GB3096-93. noise forecast shall be made in terms of Leq. dB(A). The traffic noise forecast shall be made by using the following forecast model:

(LA,,), = L ., + 0Ilg V T) - ALS + ALK,+ - 13 (dB) where: (LACq), - traffic noise level, produced by type i vehicle at forecast point P (dBA); Lw, - average noise level of type i vehicie at reference point, (dBA). i - large, medium, small vehicle;

519 N, - average hourly traffic of type i vehicle, (Veh./h).; V, - average speed of type i vehicle, (km/h); T - forecast time of (LAeq),(1 hour);

ALDS - noise attenuation of type i vehicle at forecast point in a distance of r from the equivalent driving line, (dBA);

ALLG - traffic noise correction due to road longitudinal grade, (dBA): ALpv - traffic noise correction due to the pavement, (dBA);

The traffic noise level (LA,q)traffic at forecast point by day or by night can be calculated as follows: 0 (LAcq)rafrc = 10 Ig 1100 I(LA)Iarge+ I 0 I(L'Q)medium+ 1 00 l(LeQ)Small ] - L - AL, where: AL,: traffic noise correction due to curvature or limited length road section, (dBA);

AL2 : traffic noise correction due to barrier between road and forecast point, (dBA) (7) Parameters in the forecast model (i) The average radiant noise level for each type of vehicle can be calculated according to the following equation: 8 Large vehicle: L,. L = 77.2+ O.l VL M4ediumvehicle: L,M = 62.6 + 0.32VVM Small vehicle: L, s= 59.3 + 0.23Vs (ii) Attenuation caused by distance (ALDS) The distance (di) between vehicles of type i (or headway) can be calculated as follow,vs. vi di = 1.000 Ni

The distance (r2) between the forecast point and the equivalent driving line can be calculated as follows:

r2eas paDe where: DN - distance from the forecast point to the near side lane; DF - distance from the forecast point to the far side lane, ALDScan be calculated as follows.

when r < di/2, AL," =k, k2 '20- 7.5

wvhen r, > di/2, ALDS., = 20kk.k- Ig 0 )+d gr. .r 5 d,

Table 4.5-5 and Table 4.5-6 shows the summary of the determination of the ground condition constant k, and the headway related constant k, respectively.

60 Table 4.5-5 Ground condition constant k1

Hard surface ground ki = 0.9

Ordinary ground kI = 1.0

Ground with grass _ ki = 1.1

Table 4.5-6 Headway related constant k2 di (m) k2 di (m) 20 0.17 80 0.84 25 0.5 00 0.855 30 0.617 140 0.88 40 0.716 150 0.885 50 0.78 160 0.89 60 0.806 300 0.908

70 0.833 1 (iii) Traffic noise correction due to the longitudinal gradient (ALLG) In heavy hilly area: ALLG= 3.92dB, for large vehicle; ALLG= 2.92dB, for medium vehicle; and ALLG= 2dB, for small vehicle. In plain and light hilly area: ALLG= 2.94dB, for large vehicle; ALLG= 2.19dB, for medium vehicle; and ALLG=1.5dB, for small vehicle. (iv) Traffic noise correction due to pavement ( AL,) Table 4.5-7 shows the traffic noise correction due to pavement ( ALpv.) Table 4.5-7 Traffic noise correction due to pavement Pavement ALp, (dB) Bitumen concrete 0

Cement concrete 1 -2

Note: Since the proportion of small vehicle is below 60%. iower limit is taken. (v) Traffic noise correction due to curvature or limited length road section (AL,) The traffic noise correction due to curvature or limited length road section (AL,) can be calculated as follows:

AL, = -10 Ig -- 0 (dB) *180 where: 0 - angle between the visual lines from the forecast point to both ends of the road section; (vi) Traffic noise correction due to barrier between road and forecast point (AL,)

The traffic noise correction due to barrier between road and forecast point (AL2 ) can be calculated as follows.

AL2 = ALwDDds+ ALbUIding+ ALASA where: ALw..ds - the attenuation caused by barrier of woods; ALbuidiing - the attenuation caused by barrier of building; ALASA _(ASA, acoustic shadow area) the attenuation caused by acoustic 61 shadow area arising from high embankment or low cutting. When the forecast point is outside the shadow area, ALASA=0; When the forecast point is inside the shadow area, ALASAis dependent on the difference of sound wave path. (8) Traffic noise forecast By use of the above mentioned model and parameters, the traffic noise forecast in the operation period can be made as shown in Table 4.5-8. Table 4.5-8 Summary of traffic noise forecast for operation period

Time Forecast of noise level at points with different distances from road (dB(A) Year Year__ period 20m 40m 60m 8Dmr, I OOm 120m 140m 160m i om 20Dm Day 69.6 67.6 65.9 64.6 63.1 61.9 60.9 60.1 59.3 58.6 2003 Night 63.1 61.0 59.4 58.0 56.6 55.4 54.4 53.5 52.8 I2.I Day 71.6 69.5 67.9 66.5 65.1 63.9 62.9 62.0 61.2 60.6 2010 l Night 65.0 63.0 61.4 60.0 58.5 57.3 56.3 55.5 54.7 54.0 Dav 74.5 72.5 70.8 69.5 68.0 66.8 65,8 64.9 64,2 63.5 Night 68.0 65.9 64.3 62.9 61.5 60.3 59,3 584 57.6 57.0 It can be seen from the table that in the initial, mid term and long term operation period, the contour of day-time traffic noise level of 70dB(A) is less than 80m from the road center. In the initial operation period, the contour of night-time traffic noise level of 55dB(A) is less than 140m from the road center; in the mid term operation period. the contour of-night-time traffic noise level of 55dB(A) is less than 180m from the road center; and in the long term operation period, the contour of night-time traffic noise level of 55dB(A) is less than 260m from the road center. The forecast shows that there will be serious noise impact by night, therefore it is necessary to take effective measures to mitigate the impact in the operation period. particularlv for the acoustic sensitive areas. 4.5.3 Forecast of the noise impact in the operation period The forecast noise level (LA,)fre= at points on both sides of the road can be calculated by summing up of the traffic noise to the background noise, as follows: (LAeq)jofa5 = 10 Ig [ 0 A(>'Atraffic+ 10, (LeO)background3 where: (Leq)1.,kg,..nd: background noise level for the forecast point, (dBA) Forecasts of the noise level at the acoustic sensitive spots in different stage of the operation period have been made to be used as the basis for implementation of the protection measures. The acoustic sensitive spots are listed in Table 3.4-1; and the forecasted noise level in different stages of the operation period at these sensitive spots are listed in Table 4.5- 9.

62 Table 4.5-9 Summarv of noise forecast for the sensitive spots (Unit: dB(A))

No Location Spatname Distancefrom 2003 2010 2C20 road(m) By da% B! night By day By night By da! B' night I KI+l00 Zhanglou 40 67 7 61 1 69 5 63 0 72 5 65 9 2 K3+180 Shenzhuang 170 59 8 51 5 619 54 5 63 Q 5 3 K3+910 Xiaozhongzhuang 170 59 8 Sl 5 61.9 54 5 63 9 575 4 K4+700 Weigang 60 65 9 59 4 68 0 61 5 70 8 643 5 KS+OOO Xinzhuang 60 66 0 59.5 68 0 61 5 70 8 64 3 6 K6+400 Guanzhuang 80 64 8 58 0 66 8 60 0 69 8 62 9 7 K8+300 Liuzhuang 60 65 9 59 4 68 0 61 5 70 8 643 8 K9+600 Lizhuang 60 65 9 59 4 68 0 61.5 70 8 643 9 K1O+850 Xiangiin 80 64 8 58 0 66 8 60 0 69 S 62 9 10 K11+680 Guchengxiang 60 65 9 594 68 0 61 5 70 8 643 II K12+500 Lilou 80 64 8 580 66 8 60 0 69 8 62 9 12 K13+800 Shuanglou 60 65 9 594 68 0 61 5 70 8 643 13 K15+260 Guozhuang 150 ! 60 9 53 8 63 0 55 9 | 65 3 59 2 14 K16+050 Duanzhuang 80 | 64 8 58 0 66.5 1 60 0 69 5 62 9 15 K19+000 Zhaozhuang 100 63 1 566 65 1 585 680 61 5 16 K19+870 Qianzhuang 180 58 5 50 1 60.2 53 1 62 5 56 4 i7 K2I1+250 Mazhuang 80 64 8 58 0 66 8 60 0 69 8 629 18 K2ID250 Huozhuanp 80 648 58 0 66 8 60 0 698 629 19 K22+300 Luozhuang 25 700C 63 5 72 0 65 3 74 8 68 2 20 K22+700 Qucaiyuan 25 70,0 635 72 0 65 3 74 8 68 2 2 K23+200 Daquzhuang 25 70 0 63 5 72 0 65 3 74 8 6S2 = K24+270 Dadonezhuang 100 63 i 566 | 65 1 58 5 68( 2 23 K24-270 Erdongzhuane 100 63 1 566 65 1 58 5 (68| S 24 K26+600 Xueying [ 120 62 0 55 4 64 0 57 3 6' - 25 K33tI00 Zhaolou 100< 63 1 56 6 65 1 58 5 68 61 26 K33-560 Dapanzhuang 25 70 0 63 5 72 0 65 74 8 6S 2 27 K39+830 Tangwo 80 64 8 58 0 66 8 60 0 69 8 629 28 | K41+520 Dujiazhuang 90 I 63.5 56 9 65 7 58 9 69 5 | i2 29 K42+850 liangzhuang 25 70 0 63 5 72 0 65 3 74 S 682 30 K43+700 Dailou 25 70 635 72 0 65 3 74 S j 6 2 31 K45+550 Laohuangzhuang 60 | 659 593 680 61 5 7(8 | 32 K48+300 Xinzhuang 120 62 0 55 4 4 0 57 3 670 oh3

33 K48+600 Xinzhuang P S 80 64 8 66S 6988 2 34 K50+610 Xiaojiangzhuang 25 700 635 72.0 653 748 | 52 35 K52+000 Xiaoliuzhuang 100 63 1 56 6 65 1 585 | 68 5 36 KS2'700 Gaotanggeng 80 6|4 8 58 0 66 8 60 0 69 8 | 2 4 37 K55-100 Mazhenzhuang 25 700 635 720 653 74R Ae82 38 K56+950 Zhenzhuang PS 100 63 1 | 65 1 68 C

39; K59+300 Xichenwan 60 65 9 59 3 68 0 61 5 | 70 X 4 . 40 K61+110 SandaoheP S 90 63.3 65 3 | 682 41 K72+200 Changzhuang 00 649 58 1 669 60 1 699 1 63 0 42 K66+830 Laogang 70 65 9 59 3 680 61 5 708 643

43I K69+680 Xiwa 60 64 8 58 0 66 8 610 698 6 2 ) 44 K71+150 Xiaowangzhuang 80 63 1 56 6 65 1 58 5 6810 65 45 K82+650 Hou Woniudian 80 64 8 58 0 66 8 6(10 | 69 X 62 9 46 K85+100 Yangjiagang 60 65 9 59 3 680 61 5 70 X 643 47| K93+400 Yuanwan 40 67 6 610 69 5 63 0 72 5 65 9

63 4.5.4 Assessment of the noise environrmentalimpact in the operation period According to the noise forecast the noise level exceeding can be find out as shown in Table 4.5-10. Table 4.5-10 Summary of-noise level exceedings at the sensitive spots (Unit: dB(A))

No Location Spot name DisLance from 2003 2010 2020

road (m) By day By might B day Bv night Bn da! B! night

K i100 Zhanglou 40 6 1 s80 2 I 9

2 K3+180 Shenzhuang 170 - 2 5

3 K3-910 Xiaozhongzhuang 170 -- 2 5

4 K4+700 Weigang 60 _ 4 4 6 5 8 9 3

S K5+000 Xinzhuang 60 4 5 _ 6.5 0 8 93

6 K6+400 Guanzhuang 80 3 0 _ 0 - 79

7 K8+300 Liuzhuang 60 4 5 6 5 0 8 9 3

8 K9+600 Lizhuang 60 4 5 6 5 0& 93

9 K10+850 Xianglin 80 3 0 5 0 - 79

10 Kl 1+680 Guchengxiang 60 4 5 6 5 0 8 93

_ K12+500 Lilou 80 _ 30 _ 50 _ 79

12 K13+800 Shuanglou 60 4 5 6 5 0 S 9

13 K15+26C0 Guozhuang 150 0 9 *2 42

14 K16+050 Duanzhuang 80 | 30 _ 50 -

1s K19+000 Zhaozhuang 100 1 6 _ 3 S _5

16 K 19-870 Qianzhuang 1 O -- - 4

17 K21-25C Mazhuang 80 - 3 - 5 0 - | 9

Is K2l1-250 Huozhuang | 80 _ 30 | 50 | _9

19 K22-300| Luozhuang 25 8 5 2 0 103 |

20 K22-700 Oucaiyuan 25 8 5 2 0 10 3 48 1 i2

21 K23-200 Daquzhuang 25 _ 85 20 10 3 4 |

22 K24-270 Dadongzhuang 100 - 1 6 _- 35

23 K24-270 Erdongzhuang 100 - 1 6 - 5 -5

24 K26+600 | Xueving 120 0 - 232 - 53

25 K33--IO | Zhaolou 100 _- 1 | 3__ |__

26 j33-s6C Dapanzhuang 25 8 5 2 0 10 3 48 27 K39+830 Tangwo 80 ! 0 0 - 7 9 2S| K41-520 Dujiazhuang 90 1 9 3 9 | 6 2

29 K42+850 Jiangzhuang 25 - 85 210OS 4X8 l

30 K43+700 Dailou 25 | 8 20 103 4 8 I2

31 K45+550 Laohuangzhuang 60 4 3 - 65 | ( 6 | 3

32 K48+300 Xinzhuang 120 0 4 232 - 53

33 I K48+600 Xinzhuang PS 80 9 8 118 __14_ - To be continued

64 Table 4.5-10 Summarv of noise level exceedings at the sensitive spots (Unit: dB(A))

Distancefrom 2003 2010 2020 No Location Spot name road(m) By day Bv nigh: By da\ B' night B' day BE night

34 K50+610 XMaoiiangzhuang 25 - 8,5 2 0 o0 3 4 I2

35 K52+,000 Xiaoliuzhuang 100 - 1 6 - 3.5 - 6 5

36 K52+700 Gaotanggeng 80 - 3 0 - 5 0 - 7 9

37 KSS+1 00 Mazhenzhuang 25 - S5 2 0 1C 3 48 13.2

38 K56-950 Zhenzhuang P S 100 8 1 10 I 13 5

39 K59+300 Xichenwan 60 - 4 3 - 6 5 0 8 9 3

40 K61+1 IO Sandaohe P.S 90 83 10 3 13 2 986

41 K72+200 Changzhuang 1O0 - 3 1 I_- 8 0

42 K66+830 Laogang 70 - 4 3 6 5 0 8 9 3

43 K69+680 Xiwa 60 - 30 0 - 7 9 ______44 K71+150 Xiaowangzhuang 80 - 1 6 3 5 6 5

45 K82.650 Hou Woniudian 80 - 3 0 5 0 - 7 9

46 K85+100 Yang,iagang 60 - 4 3 - 6 5 0 8 9 3

47 K93+400 Yuanwan 30 _ 8 5 2 0 10 3 | 4 8 13 2 It can be seen from Table 4.5-10 that in the operation period schools will be the major concern by day and the resident areas will be the major concern by night; therefore effective measures shall be taken to mitigate the noise impact on these sensitive spots of schools. resident areas and the chicken farm.

5. Comparison of Alternative Schemes The proposed expressway of Zhumadian-Xinyang (provincial border) section (132.9km) starts from the end point of Leihe-Zhumadian expresswav, and ends at Jiuliguan the provincial border area. The connecting point with the expressway section in Hubei province was decided through consultation between Henan and Hubei provinces in October 1994. This section (95.15km) is within the southern part of the Zhumadian-Xinyang section, with its end point being 37.8km from the province border. Therefore there is basically no alternative scheme in terms of the overall aligmnent. The general alignment can only be arranged on the east side of the Beijing- Guangzhou railway. However due to some of the control factors along the alignment, there is one local altemative scheme worthy to be considered.

5.1 Comparison between the situations with and without the expressway project There is national trunk road No.107 between Zhumadian and Xinyang at present, which is one of the busiest road sections in Henan province and characterisitc of lows technical standard, passing through villages and townships, with high rate of traffic accident and can not cope with the increasing traffic volume. Therefore the road

65 section is a "bottleneck" seriously impede the local social economic development. Table 5.1-1 shows the comparisons between the situations with and without the expressway project, which indicates the necessity of the expressway project.

Table 5.1-1 Comparisons between the situations with and witout the Zhumadian-Xinvang Express way

Factorscompared With the expresswayproject Without the expresswayprolect

Safetx Improved road conditions and safety Poor roadconditions, streetedroad high accident rate

Attract traffic from the existing road section,reduce High traffic volume, low operationspeed. with noise

noise and pollutant emissions over existing road, the and air pol lutants emitted from the tratl:c exceedover Noise, air newly built road will meet the environmentalstandard the standardlimits roads becomestreet and the cost is

once proper measuresare to be taken great to radicallY changethe situation

The new road will improve connectionwith the outside Due to poortranspon conditions it is difficult for local

Living standard world to promote the local economic developmentand products to be exported, wtth lo" speececonomic

to improve the people, s living standard development

Land use panter changed,withreduced land, by making Lack of fund, it is difficult to be developedonlk relying use of the compensatedfund thr first anf tertirry Land occupation on agricultural production, with low de\elopment industry may be developed,mak-ing full use of the local speed resources

The expresswaywill promote tourism developmentand Poor road transportconditions impede the tourism Tourism to createa good environment for the tourists resourcesdevelopment

5.2 Alternative scheme A There are two alternative schemes of the alignment owing to different location of the bridge crossing over the Shahe river to the north-east of Queshan, i.e. one is the recommended scheme, known as the West Scheme, and the altemative scheme is to the east of the recommended scheme, known as the East Scheme, with length of 24.85km.

5.3 Comparison in terms of engineering factor Table 5.3-1 Comparisons of the alternative schemes in terms of engineering factor

Item West Scheme East Scheme

Length (km) 95. 15 24.85

Length longer or shorter 315 m shorter

Distance from city (km) 6.2 7.5

Alignment Good Good

Transport efficiency Good Second good

Engineering work Easv Easv

Road structure Small and less Large bridge

Earth / stone work Less Same as West Scheme

Wuguiqiao coal mineral area Less area passed through Less area passed through

Engineering cost _ Less

66 The position of the expressway relative to the urban area is usually reflected by the location of interchange and the distance from the urban area. If the expressway is too close to the urban area, there will be more negative impact on the urban area environment and easy to cause traffic congestion; and if the expressway is far away from the urban area, the connecting road will be long, which is not efficient for road transport. Therefore the principle of "close to but not entering into the urban area' is followed in the selection of the route alignment. So the East Scheme is only an altemative option and can not be recommended in terms of engineering point of view. Comparing with the West Scheme in terms of engineering factor, the East Scheme is characteristic of short in bridge length, straight, and shorter length in the ";Wuguiqiao Coal Mine, area. The two schemes have similar overall alignment. engineering work and earth7stone work amount. However. the East Scheme is further (7.5km) awav from the city of Queshan and the location of the interchange is not good with the alignment having to pass through the high voltage electricity transmission line twice and with less transport efficiency. Although the West Scheme passes through more areas of he Wuguiqiao Coal Mine than the East Scheme does, the coal rnine area is wide (6km long in east-west direction, 3km wide in south-north direction) with deeply buried coal layer (over 300m-470m). Since so far there is no plan to excavated the coal minerals and it is wide]y spread in east-west direction. it is difficult for the road alignment to avoid the coal mineral area, the local government has agreed that the road alignmnentmay pass through the coal mineral area. Table 5.3-I shows the summary of the comparison.

5.4 Comparison in terms of environmental factor The expressway construction has impact on local area soil erosion. water environment. acoustic environment, and ambient air quality. The impact however can be reduced to acceptable degree so long as effective measures are to be taken during the construction period. Nevertheless, the expressway project will have positive impact on the local economic development, tourism. safety and employment. (1) Ecological environment (i) Soil erosion Both of the West Scheme and the East Scheme are within Qushan county area. an alluvial-proluvial plain area. which is classified as the low soil erosion zone with erosion modular of 400t1km2 year. Since the earth /stone work amount is similar for both of the schemes, there is no great difference in terms of soil erosion. (ii) Engineering land occupation The East Scheme is 31 5m shorter, with about 30 mu less land occupation. comparing with the recommended scheme. But the land form is similar for both of the schemes with little difference in earth borrowing and spoils. therefore the engineering land occupation is basically same. (2) Resettlement work amount Comparisons of the resettlement work amount are shown in Table 5.4-1.

67 Table 5.4-1 Comparisons of the resettlement work amount Flat roofed Tile-roofed 1Mud brick Grave mound Vegetable W C & Hardened CulKer houses house house horticultural pig/sheeppen waterchannel

2 2 2 lm iNumber) (m /Number) (m2lNumber) (Number) land (m2) (m ) (m13) lmfNuml-,er)

West Schem 2.499/100 1,780192 6915 458 0 843 30 53 7,'11

EastScheme 3,8341167 5.100242 114/9 366 560 '389 0 It can be seen from Table 5.4-1 that the overall resettlement of work amount of the East Scheme is far more than that of the West Scheme, except for that of grave mound, hardened water channel and culvert. (3) Acoustic environrnent According to the resettlement survey, there are more villages and people affected by the East Scheme than by the recommended scheme, with more noise barrier engineering work and cost for the East Scheme. (4) Water environment Since the traffic volume and the number of the traffic management area are basically the same for the two schemes; and the only difference is the length of the bridge crossing over the Shahe river for the East Scheme is a little bit shorter. Therefore there is little difference between the two schemes in terms of the impact on the water environment. (5) Socio-economic Since the traffic volume, the number of the interchange and the area of influence are basically the same, there is little difference between the two schemes in terms of the socio-economic impact. (6) Ambient air quality Since the traffic volume and the meteorological conditions are basically the same for the two schemes, there is little difference between the two schemes in terrns of their impact on the ambient air quality. (7) Cultural relics. historical site, safety and landscape Both of the recommended scheme and the scheme A have no impact on cultural relics and historical sites; but have the same impact on safety and the landscape. In point view of environmental factors, the East Scheme and the West Scheme have little difference in terrmsof soil erosion, engineering land occupation, water environmental impact, socio-economic impact and ambient air quality impact, whereas, the East Scheme has conspicuously more impact in terms of resettlement and acoustic impact. Therefore the West Scheme is proposed as the recommended scheme.

5.5 Conclusion of the comparisons (1) Comparisons between the situations with and without the expressway project. indicates that the benifits of the expressway project is conspicuous. (2) The comparisons show that the West Scheme is bettler than the East Scheme in terms of the engineering, economic and environmental factors; therefore the West Scheme is proposed as the recommended scheme, which is consistent with that of the engineering feasibility study report for the project.

68 6. Environmental Protection Measures 6.1 Environmental protection measures in design period (1) Alignment in harrnony with the urban and township development program Design of the road alignment should follow the principle of "close to but not getting into and to be away from but not too far from" the urban and township areas, to reduce resettlement, to leave more room for urban and township development , to facilitate connection between cities and minimize the impact of traffic emission noise on the resident, e.g. the starting point of the expressway is to the east by north of Zhumadian 5km away from the downtown area, and the expressway is 1,200m from the eastern ring road of the city, which is a reasonable layout for the mid and long term urban development. (2) Design of passages to mitigate the severance impact Since there will be severance impact arising from fully controlled access of the expressway, 156 underpasses and 4 flyover passages have been designed for local people' s communication, with average of every 0.59km one passage and more density of passages in village areas being passed through by the expressway. (3) In the design stage the road alignment has been optimized by adjustment of the longitudinal gradient to reduce filling height and cutting depth to be away from village and school as far as possible and to minimize farm land occupation. (4) Reasonable selection of earth borrowing and spoils disposal sites with particular attention to such impacts as soil erosion, dust flying and the impact on the sensitive spots of resident areas, school and etc.. (5) Soil erosion: to plant cover plantation in median area, side slope, to provide earth retaining wall, proper drainage and to avoid high filling and cutting as much as possible. (6) Air pollution: proper selection of quarry, eartlhborrowing, spoil disposal area. mixing plant location to be away from sensitive spots. (7) Water pollution: design of waste water treatment facility in rest area. subgrade drainage system. (8) Noise mitigation: a total of 800m long and 3m high noise barriers for primary schools of Xingzhuang, Zhendian and Sanlihe are to be provided. (9) Flood control: flood control design for flood once in 300 years for bridges & 100 years for culverts, and 68culverts will be constructed to irrigation function. (1O) Land acquisition and resettlement: proper arrangement of the resettlement: and fair compensation for the resettlement. (I ) Plantation: plantation of greenbelt of trees has been designed to mitigate air pollution impact. (12) Cultural relics protection

69' (i) Where important protected cultural relics are involved in highway project. it is imperative to follow the procedures as specified under the -Cultural Relics Protection Law of the People ' s Republic of China" for examination and approval. (ii) Exploration and excavation work should be carried out by the cultural relics protection department around the highway area to make sure there is no cultural relics before commencement of the construction work. For selection of the earth borrowing and the spoils disposal sites. the same procedures should also be followed. (iii) Where the highway passing through the areas of or close to the cultural relics. proper water drainage system and the landscape beautification measures should be designed. (iv)Under the provisions of Chapter 3 Article 20 of the "Cultural Relics Protection Law of the People' s Republic of China" and the State Council document No.13 [97] "Strengthening Cultural Relics Protection in Capital Construction" , the costs needed for the cultural relics protection should be included in the capital investment planning and budget, to ensure smooth implementation of the cultural relics protection measures. (13) Landscape design (i) Grass protection for areas with gentle slope. (ii) For not too high cutting areas with deep slope, more cutting/filling work might be carried out to make the slope gentle, then to adopt grass protection. (iii) For cutting area higher than I Om, to reduce the grade of the slope down to 1:1. so that the measure of grass protection might be used. (14) Hazards spillage: in sensitive areas to provide collision prevention wall and effective drainage sytem for sewage to be discharged into less sensitive area or storage pool to cope with emergency situation.

6.2 Environmental protection measures in the construction period 6.2.1 Environmental protection measures for the ecological environment (I ) Protection measures for land resource Since per capita farmnland ownership is less in this area, farmnland occupation should be reduced as much as possible. (i) For the road section with high output farm lands on both sides, earth retaining wall shall be adopted as subgrade protection to minimize land occupation by road subgrade. (ii) To minimized farm land occupation for service and rest area, road maintenance division and administration building areas. (iii) To minimize temporary land occupation by making full use of the permanent

70 land and no permanent building shall be built on the temporary land use area. Once the construction work is over, the temporary used land shall be returned back for agricultural production in time. (iv) No paddy land anrdwoodland shall be borrowed for temporary land use, to take the existing resident house or waste land as temporary land as much as possible. (v) Careful design of the earth borrowing with balanced earth cutting and filling work as much as possible. In case that it is necessary to borrow earth from the farm land, the surface layer of the far-n land soil (30cm depth) should be set aside in one place and shall be put back once the earth borrowing is completed. (2) Protection measures for wood land (i) To protect the wood land in the land acquisition area, particularly the wood land along the bank of rivers. (ii) In the temporary land use area, trees should be preserved. particularlv the trees planted for soil retention and river bank protection. (iii) Education should be strengthened to protect the cover plants in the construction period. (iv) The labour camp should not be set in wood land area. (3) Plantation of green belt (i) Plantation of green belt should be designed according to the environmental and landscape features of each of the road sections. (ii) The plantation on both sides of the road should take into account of not on1x the subgrade protection, but also the landscape and environmental protection. such as soil retention, noise mitigation and ambient air protection, to increase the widthl of the planted green belt as much as possible when the conditions being allowed. Evergreen bush or flowering bush should be planted from the foot of side slope to the drainage ditch. with arbor and shrub combination from the drainage ditch to the road side and to be harmonized with the local protective green belt. (iii) Turf should be planted on the side slope of the embankment; and when earth retaining wall is built for the high embankment, it shall be combine with cover plant protection. (iv) Both engineering protection and plantation protection should be used for the cutting slope, i.e. when the cutting slope is higher than Sm, the foot of the slope should be protected by mortar pitching stone, with reinforced surface grid planted with turf and with grass and shrub at the top of the slope. (v) The plantation in the median area should have anti-glare function wuithI .m high evergreen or flowering shrub. (vi) Special greening design should be rnade for the interchanges, with particular features for each of the interchanges, including different types or patterns of desian. to

71 form multiple dimensional greening landscape. (vii) The greening of the service and rest area should be in harmony with the overall planning of the area planted with grass and flowers. (viii) To make sure the survival rate of the plantation (over 90%) based on careful investigation of the local soil and climate conditions. 6.2.2 Protection measures for surface water and water conservancy engineering (1) The sewage, garbage, excrement and urine from the labour camp should not be discharged directly into the water body and should be treated before discharged. Septic tank and garbage tank should be provided in the labour camp to collect the treated sewage which might be used as fertilizer. (2) During the bridge construction period, the construction machine and ships should be inspected carefully to prevent oil leakage and to prohibit discharge waste oil and other wastes into the water body. (3) During the construction period of the bridges, such engineering measures as boring pile construction process could be adopted for under water pier construction. which could significantly reduce the impact on the water quality caused by the substrate silt resuspension . The waste silt generated by drilling should be disposed at a designated site by barge, so that the water pollution caused by the silt might be reduced to the minimum. (4) The construction materials such as bitumen, oil. chemicals should not be stored close to the drinking water source area, such as well, river and lake. to prevent the materials from being brought away into the water body by rainfall. The materials should be covered by canvas. (5) Pre-embedded pipe should be arranged for the irrigation system where necessary, with its cross section no less than that of the original irrigation system and the elevation of the bottom of the pipe a little bit lower than the original water ditch. (6) W'hile permanent irrigation system is being built, some temporary irrigation and drainage systems should be built. 6.2.3 Protection measures for ambient air (1) Measures to reduce dust flving Dust flying over the construction work site will have significant impact on the workers and the near-by sensitive resident area. The materials storage site should be awav from the resident area, with measures of coverage and water sprinkle to be tak-en. Experience shows that sprinkling is an effective dust reducing measure, which might reduce the dust flying by 70%. It is proposed that water sprinkle at least once per day should be included in the bidding document. (2) Prevention and control of bitumen smoke Great amount of bitumen concrete will be produced used for the expressway

72 pavement construction. It is better to use stationary mixing plant with fully airtight mixing equipment. To prevent environmental pollution. it is necessary to properly select the mixing plant work site, with no resident area in the leeward direction in area 200m from the work site. Particularly open or semi-closed bitumen heating and mixing equipment shall not used. 6.2.4 Measures to prevent noise impact (1) Noise prevention and control measures in the construction period Since noise will have serious impact on the workers and the surrounding environment, the following environmental protection and labour protection measures should be taken. (i) The rest area for the construction workers is normally arranged 200m away from the work site. For the sensitive spots of resident area, hospital and school close to the work site, such measures as relocation, installation of sound insulation door and windows might be adopted. (ii) For the construction machine operators, labour protection measures should be taken, such as to put on ear plug, helmet; or reduce working time based on the actual noise level. (iii) It is recommended that no construction work should be arranged by night (22:00-6:00) for road sections with sensitive spots in areas 200m from the work site. (iv) There are measures to reduce the noise level produced by the machine. such as to select low noise equipment, careful maintenance of the construction machine. and proper operation of the machine, and etc.. 6.2.5 Traffic guidance to ensure safety. (1) The proposed expressway intersects with the national road G 108 at a number of places over the Hancheng-Heyang section. During the construction period, it is necessary to set up traffic mangement team to guide the existing road traffic to ensure smooth traffic flow and safety. For the intersection area. detour road should be built first for convenience of the existing road vehicle and pedestrain traffic. (2) Safety watcher should be arranged at intersections and the road sections close to denselv populated areas and shcools, villages. (3) During the bridge construction period, pedestrains are banned to pass through the detour bridge. 6.2.6 Cultural relics protection During the construction period, once there is any cultural relics discovered, the construction work should stopped immediately and the site should be protected properly and the project owner and the engineering supervision department should be informed of the discovery in time. The construction work should not proceed until the site is excavated and properly disposed by the cultural relics protection department.

73 6.2.7 Vibration monitoring Where strong vibratory machine operation exists, such as piling of bridge pier. vibratory roller operation, vibration monitoring should be conducted for the near-by buildings, to prevent accident. For the vulnerable buildings to be affected bv the vibration, necessary effective re-inforcement measures should be taken. 6.2.8 Lanscape protection For the earth borrowing site, natural gentle slope should be maintained, so as to effect fast restoration of the cover plants. For the spoils disposal site grass protection should be implemented. 6.2.9 Engineering measures to prevent soil erosion (1) Before commencement of subgrade cutting work, drainage pipes should be set first for discharge of the surface run-off; and once the subgrade construction is accomplished, engineering protection work should be carried on immediately. to minimize soil erosion. (2) Soil retention measures for the earth borrowing and spoils disposal sites The terrain of the area along the Zhumadian-Xinyang expressway is characteristic of great undulations, with the north bank of the Huaihe river being plain area. wvhere great amount of earth borrowing will be at the sites of high land, river side. drv land or poor farrm land area combined with soil retention measures and in line witlh the farm land development program. In the area between the Huaihe river and the Shihe river. there are more creeks lakes and the road alignment is along the ridge of the mound to avoid water and village area with low elevation of the subgrade and the earth borrowing work amount being not great. The area bevond the south of the Shihe river is mountain area the alignment has been selected in a way to negotiate the terrain with less cutting and filling engineering work as much as possible. For road section in the natural reserve and scenic spots areas appropriate engineering protection measures should be taken in harmony with the environment. Table 4.2-6 shows the summarN of the earth borrowing site and Table 4.2-7 shows the summary of the spoils disposal sites. The earth borrowing and spoils disposal sites shall be finalized in consultation with the relevant local departments of land use planning. water conservancy and environmental protection, as well as the depth and scope of the earth borrowina to avoid any newly created environmental problems. For the earth borrowing sites. the following protection and control measures should be taken. (i) It is important to use waste and dry land as the earth borrowing site and to minimizes farm land occupation as much as possible. (ii) The earth borrowing site of high land could be used as wood land or dr. land and the some earth borrowing site could be used as fish raising or irrigation pond after the borrowing.

74 (iii) The depth of the earth borrowing at high land area should be properly determined so that after the borrowing the land should at the same level with or little lower than the surrounding area. (iv) The gradient of the cutting area should be as small as possible (to be same as that of the original of the hill slope at least) and greening plantation should be carried on in time once the borrowing is finished. (v) After the earth borrowing from the farm land, the land should be leveled and returned back for agricultural production in time. Temporary soil retaining embankment should be set up where necessary. (vi) No explosion should be allowed at the earth borrowing site of clay mound to prevent the hidden risk of land sliding or breakdowvncaused by vibratior. (vii) The earth borrowing pit should not be dug too deep, otherwise it endangers safe environment; and necessary safety guardrail or warning sign should be set around the borrowing pit to prevent accident. (3) Location of the spoils disposal site and measures to control soil erosion For this road engineering project the filling work is mainly concentrated in the plain and light hilly area before k95+426, after which is the mountain area with great amount of cutting work. Therefore it is difficult to balance the cutting and filling. As shown in the Table 4.2-7, total stone spoils will be 3.731.028mb', and earth spoils 451.652m3 . The spoils disposal site will be finalized in consultation with the relevant department of the local goverrnment, with the following attentions to be paid. (i) The spoils disposal site should not be close to the village and public utility areas nor close to the dangerous areas with breakdown or slide risk. (ii) The height of the spoils should not be higher than that of the surrounding ground. (iii) Interception ditch should be set at the top of the side slope on both sides of the spoils disposal site. (iv) When the height of the spoils site is above 5m. 1.5-2.0m horizontal staoes should be set every 5 m, with filling height no higher than 1:1.0. (v) To discharge the permeating water, caecal tube should be embedded. normali\ with diameter over 250-300mm surrounded by 300-O00mm thick gravel. (vi) Where there is run-off of rainfall associated with the subgrade construction. temporary soil deposit pool should be set, made by bulldozer. usually 0.5m deep With area over 20-30m 2 , which could slow down the rainfall flow making the soil and sand to be deposited. At the outlet of the deposit pool, geotextile should be set to stop once again the soil and sand. After completion of the subgrade construction and pipes installation, the deposit pool wrillbe leveled. (vii) Surrounding the temporary storage site (such as mixing plant work}site area)

75 of the construction materials. geotextile fence should be used to prevent soil erosion. The width of the geotextile of the fence is usually 65m, with the geotextile being fixed on the posts, with one post every 3m and the bottom of the geotextile fence to be folded into the earth. The function of the fence is to stop the soil and sand and to let rainfall passing through. (4) Protection engineering for the subgrade There will be great amount of cutting and filling work in the mountain areas. particularly in the Xinyang mountain area. The exposed slope after cutting is easy to be eroded by rainfall to cause breakdown and slide. Therefore it is imperative to take necessary protection measures. The subgrade protection is to ensure stability of the subgrade and the road use under all weather conditions. Since the subgrade damages are caused by different factors, the principles of ,measures suited to local conditions, with local materials. prevention first, combined with effective control" should be followed. In addition. the subgrade protection is also related to the appearance of the road structure. whichi should be harmonized with the surrounding landscape. Particularly the expressway in the suburb and scenic spots areas should be built taking into account of durability, cost effective and beatification concurrently. The subgrade protection method can be classified into two types. i.e. surface protection and protection against scouring. There are two kinds of direct and indirect protection measures against scouring. The direct protection measures refer to the measures of using surface protective wall, concrete slab or pitching stone for the slope and the geotextile protection surface, also including use of watered side slope along the river or rock rip-rap, crib work filled with stone, watered soil retaininrc wall and the indirect protection measures refer to the structures associated with the embank-ment along the river bank and the river channel treatment, to guide away the water flow which is detrimental to the road subgrade to designate position so as to reduce the direct impact of the water flow on the subgrade. Taking into consideration of the concrete situation of the proposed road project. the protection measures for the road section beyond the north of the Huaihe river shall mainly depend on the greening plantation; and those for the road sections in the southern bank area of the Huaihe river shall include the measures for road embankment slope and those for the cutting slope. The measures of grass plantation is mainly for the embankment slope, except for watered area along the river, and for the side slope of road earth cutting. Surface protective wall should be used for the side slope of the cutting area with weathered stone and non-seriously broken hard rock. Since the river beds of the Huaihe river and the Shihe river are stable with distinct flow and the rivers in Queshan county are deep, the work amount of the protective

76 structures is not great. The road subgrade and pavemen: drainage and protection engineering work amount estimation is shown in Table 6.2-1. The following requirements should be taken into account in the side slope design for the filling and cutting sections. (i) The gradient of the side slope of the filling section shall depend on the filling material, height, terrain and geological conditions and the local weather conditions. which should be determined by making reference to the data given in Table 6.2-2. The gradient of the side slope of watered embankment should be 1:2 with necessary reinforcement measures depending on the water level. (ii) The gradient of the side slope of the cutting section shall depencl on the geological conditions and the height of the slope, which should be deternined by making reference to the data listed in Table 6.2-3. (iii) When the side slope is above I Om high, staged structure should be taken with provision of drainage facility. (iv) The engineering protection measures of mortar pitching stone should be taken as protective subgrade side slope for river side sections, and for some important sections, rock rip-rap protective slope and concrete protective slope should be used. (v) The quantity of the explosives should be controlled at the level of no more than I Okg each time for the stability of the side slope. Table 6.2-1 Subgradeand pavementdrainage and protectionwork amountestimation

Location KO+000- K68+750- K68+000- K83+000-i Total

Type of protection K58-750 K68+000 | K83+000 K|195l0

Mortar pitching stone (m3) 1.080 240 500 82>

3 Concreteshoulder protection (m ) 4.230 660 1,080 870 6.894Y

Concrete chute (m3) 19X000 1,500 2.470 2000 24 97(

3 Stone side ditch & putter (m ) 1 129.250 | 20.350 3 3000 26.730 20S i,

Mortar pitching slab earth retaining wall (I'm; T_

2 Turf protective slope (m ) 1,081.00 170,200 276.000 223.560 1.750 760

Bitumen concrete water retainine belt (m3-' 3.230 500 820 670

Remarks Plain area Mound Hilly lo%%land Water area Table 6.2-2 Reference data for gradient of road embankment

Maximum height (m) | Gradient Filling materials Total Upperpart Lower part Total Upper part Loer Pa

ClaN. pulverulent soil, sandv soil 20 8 12 _ I I L I 7a

Clas gravei, granular & medium sand 12 - - I I _5__

Crushedstone soil. gravelsoil 20 12 8_8 iI 11 11 7

Block stone 20 8 12 | I 13 1|

77 Table 6.2-3 Reference data for gradient of road embankment

Heieht of side slope Type of earth and stone < 20 tn 20-30in

Slack I I 0-I 1 5 I l 5-c 752

Soil Moderatedense and dense I 0 5- I 0 l C 75-I II

Bindersoil $ I 0 3-I 0 5 10 5-1 0 75

Loess I 0 1-1 0.25 1 02-I 1 25

Magmatic rock, thick lime stone or silica,calcareous sandy gravel, gneiss, marble I 0.1-1-0 75 I 0 1 - I 0

Rock medium layerof sandc gravel,medium lime stone,hard platEenlava, phylitte 10 1- I I 0 I 0 2- I 1 25

Thin layerof sandy shale,phyllite. mica, chlorite, magnesianslate, carbon shake 1 0.2-I 02 I 0 3-I I 5 (5) Drainage engineering The main cause of breakdown and slide is water, the drainage engineering svstem is important for the road project. Where there is great area of cutting work, interception ditch should be provided at place 2m away from the cutting area, to prevent rainfall from flowing into the joints and fissure of the earth block causing slide. Integrated drainage system should be designed for the road project to ensure smooth and prompt water flow on both sides of the road. The drainage work amount for the road project is shown in Table 6.2-1. The main function of the subgrade drainage is to reduce the water content in the subgrade area down to certain level. Because too much of the water content will soften the soil to. reduce the strength of the subgrade causing breakdown of the slope or slide of the subgrade body. Therefore surface water drainage, underground water drainage and the subgrade side slope drainage should be provided based on the rainfall, and the geological conditions in the road engineering design to ensure the strength of the subgrade and the stability of the side slope to forrn an integrated drainage system together with the drainage for the bridges and culverts of the road. In the design stage, design of interception of the surface water having potential impact on the stability of the subgrade should be made. In addition to the surface water in the subgrade area, the underground water with potential impact on the stability of the subgrade should also be intercepted, to be drained outside the subgrade area. The subgrade drainage system for the road project should be designed by adhering to the following principles. (i) The drainage system should be arranged in a way with less farm land occupation as much as possible, to be coordinated with the irrigation system. However the side ditches should not be used for the farm land irrigation. (ii) The design should be suited to the local conditions and cost effective, with the

78 drainage ditches to be located in geologically sound area and for areas with poor geological conditions, special reinforcemen' should be designed. (iii) The outlet of the ditches should be connected with the natural streams and rivers and should not directly to the farm land. The emphasis of the subgrade drainage design is for the road section in the area of the southern bank of the Huaihe river. The underground water drainage is mainly for the road section in the water area between the Huaihe river and the Shihe river: and in the southern bank of the Shihe river the emphasis is the surface water drainage. Particularly for the rock cutting sections at the Huangchengshan and the both ends of the Segang tunnel, comprehensive drainage system for the subgrade must be made. including gutter, chute, side ditches with reasonable dimensions. Pavement drainage are mainly for draining of rainfall over the pavement area, which is closely related with the subgrade drainage. The combination of the subgrade drainage and the pavement drainage shall form an integrated water drainage system. The pavement drainage include the crossfall, water retaining belt, water discharge outlet, chute and discharge ditches. Since the rainfall in the area is abundant, the intervals between the water discharge outlet should be 20m with large dimensions of the cross-section to meet the requirements for the pavement water drainage. (6) Recovery of the cover plant for soil retention (i) Plantation of shrubs or arbors should be done in the road land area on both sides of the road and the road land area of the intersections and the road area close to local residential areas. (ii) On the side slope of the subgrade and cutting section, plantation of grass should be carried out. On the permanent spoils disposal site, in addition to the soil retaining wall to be built, compaction should be made with the surface covered with soil and the cover plants. (iii) The recommended cover plants include the arbor of Chinese scholartree. poplar, tung, elm, masson pine, fir, oak tree: and the ground cover plants of cogongrass. Japanese clover, carex callitrichos, Bermuda grass and etc..

6.3 Environmental protection measures in the operation period 6.3.1 The measures to prevent water pollution (1) Septic tanks should be provided in the toll collection areas ( a total of 8 toll collection areas) for treatment of the excrements and the garbage collection and disposal measures, as well as the treatment facility for the waste water from washing

79 and cleaning. (2) Sewage treatment facility should be provided in the service and rest area to discharge the sewage in accordance with the Class II standard a specified in the State Standard of "Comprehensive Sewage Discharge Standard" (GB8978-96). It is recommended that the two-stage biological method is used for the treatment, with procedures as follows: Oil containing waste water Oil separation pool Sewage Septic tank-Aerobic biochemical treatm4nt-Deposit pool-discharge According to the forecast of the sewage from the service and rest area, the investment for the sewage treatment facility should be CNYO.9 million. (3) The solid wastes from the service and rest area should be disposed to designate place. (4) The drainage from the road side ditches should not be discharged into the fish raising pond directly to prevent the water body from being polluted by the pavement run-off in the operation period. 6.3.2 Measures in response to dangerous goods traffic incident and/or accident In the operation period there will be traffic incident and/or accident involved with dangerous goods, which will have impact on the environrment. To minimize this kind of impact recommendations are made as the following. (1) A emergency response steering group and emergency response team should be established under the leadership of the Henan Provincial High Grade Highway Management Bureau and the Henan Provincial Environmental Protection Bureau, to deal with the traffic incident or accident, and shall be established by the road project owner and the Henan provincial EPB with emergency response and first aid program to deal with dangerous goods spillage incidents; (2) Implementation and enforcement of dangerous goods transport regulations. including certificate for vehicle, driver and security personnel. Trucks with leakage of the bulk goods and/or overloaded goods should not be allowed driving on the road. to prevent the water body from being polluted by the spillage of the materials. (3) To strictly abide by the "Regulations Concerning Dangerous Goods Motor Transport" (JTJ3'130-88), such as registration of the vehicle, display of dangerous goods signs, routing, and time schedule, and etc.. (4) The expressway management organ should establish an emergency response system for traffic incident and/or accident, with one emergency response vehicle and necessary firefighting, and cleaning equipment, so as to minimize the impact arising from the traffic incident and /or accident. (5) Trucks loaded with dangerous goods shall follow the designated route and

80 park in designated place as specified by the local PSB; (6) In case there is any dangerous goods spillage, emergency response and first aid program will be implemented and a monitoring group shall be set up. 6.3.3 Vehicle management 1. strengthen vehicle maintenance and management and to keep vehicle in good condition; 2. to strengthen inspection of vehicle noise & emissions for those not up to the standard, no registration plate shall be issued; and low speed vehicle shall not be allowed on expressway; 3. strengthen education and publicity of environmental protection to reduce vehicle emission pollutants and relevant regulations. 6.3.4Acoustic environmental protection measures in the operation period (1) There will be noise impact on the sensitive spots along the road area in the operation period. The protection measures for the sensitive spots along the road area have been designed based on the areas and the distance of the sensitive spots from the road side. Table 6.4-1 shows the summary of the acoustic environrmental protection measures for the sensitive spots. Increase resettlement to 5Sm from the road , because the mitigation measures of enclosing wall and insulation windows are useless within 50m. The area of one family which increasing resettlement is about 80m 2,and the compensation condenser is about CNY 20,000. The cost of heighten enclosing wall which can reduce 6-8dB is CNY 1,000 each family' (the area is about 20m2). The cost of sound insulation windows which can reduce 10-12dB is CNY 2.000 each familv(the area is about 8m2 ). The cost of sound barrier is CNY 1500 each meter long. (2) For the interests of the public health, it is recommended that no school. and hospital should be newl) built in the areas 220m from the road side, and the newlv built shop. depot and other buildings should be in the areas IOOm away from the road side and the interchange area. (3) To strengthen traffic management, by enforcement of vehicle regulations. to ban unroadworthiness vehicles and vehicles with emissions and noise leN'elover the standard limits driving on road. (4) To strengthen road maintenance and greening plantation to mitigate noise impact. (5) Advanced low noise materials should be used as much as possible in pavement construction when it is possible.

81 Table 6.3-1 Summarv of environmental Protection measures for the sensitive spots Distance Protectionmeasures Estimation Name of viliage Tome No Location from road the area(min & the accounmof of cost & town Schedule (m) mitigate noise (dB) (CN'Y I000)

increasing resettlement 240 60

KIl+100 Zhanglou 40 sound insulation windows 24 10 2002 6 heighten enclosing w%all 40 6 2

2 K3+180 Shenzhuang i70 Heightenenclosing wall 100 7 2010 5

3 K3+910 Xiaozhongzhuang 170 Heightenenclosing wall 80 7 2020 4

Sound insulation windows 24 7 2002 6 heighten enclosing wall 120 6 2010 6

Sound insulation windows 24 10 2002 6 S KS+O00 Xinzhiuang 60 Heightenenclosing wall 80 6 2010 4

6 K6+400 Guanzhuang 80 Heightenenclosing wall 100 7 2005 5 sound insulation windows 16 10 2002 4 7 K8+300 Liuzhuang 60 heighten enclosing wall 40 7 2010 2

8 K9+600 Lizhuang 60 sound insulation windows 40 10 2002 10

9 K10+850 Xianglin 80 Heightenenclosing wall 120 7 2005 6 10 Kl 1+680 Guchengxiang 60 Heightenenclosing wall 100 7 2002 5 I1i K12+500 Lilou 80 Heighten enclosingwall 140 7 2005 7 12 K13+800 Shuanglou 60 Heighten enclosingwall 140 7 2005 7 13 Kl 5+260 Guozhuang 150 Heighten enclosingwall 60 8 2020 3 14 K16+050 Duanzmihuang 80 Heighten enclosingwall 60 7 2005 3 15 K19+000 Zhaozhuang 100 Heightenenclosing wall 100 8 2010 5

16 K19+870 qianzhuang 180 Heightenenclosing wall 40 6 2020 2

17 K221-250 Mazhuang 80 Heighten enclosing wall 1o0 7 2010 5 18 K21+250 Huozhuang 80 Heightenenclosing wall 40 7 2010 2

9 K2302 uzhag Increaseresettlement to 50m 240 2002 60 19 i;22+300 Luozhuang 25 Soundinsulation windows 24 10 2002 6 Increaseresettlement to 50m 240 2002 6(0 20 K22+-700 Qucaivuan 25. Sound insulation windows 24 10 2002 6

21 K23_200 Daquzhuang 25 Increaseresertlement to 50mr 240 2002 60 21 K23+200 Daquzhuang 25 Sound insulation windows 12 12 2002 4 22i K24+270 Dadongzhuang 100 Heightenenclosing wall 40 7 2020 2

23 K24+270 Erdongzhuang 100 Heightenenclosing wall 20 7 2020 24 K26+600 Xueying 120 Heightenenclosing wall 200 8 2020 10

25 K33+100 Zhaolou 100 Heighten enclosing wall 160 8 2010 4 | Increaseresettlement to 50m 240 2002 60 26 K33+560 Dapanzhuang 25 II Sound insulation windows 160 10 2002 8

27 K39+830 Tangwo 80 Heighten enclosing wall 80 7 2005 4

28 K4 1+520 dujiazhuang 90 Heightenenclosing wall 60 8 2010 3 29 K42+850 Jiangzhuang 25 Increaseresettlement to 50m 320 2002 8(3 29 |K42+850 iiangzhuang 25 1 Heightenenclosing wall 60 7 2005 3

30 K43+700 Dailou 25 Increaseresettlement to 5Om 320 2002 80 30 |K43+700 Dailou 25 I sound insulation windows 56 10 2005 7 31 K45+550 Laohuangzhuang 60 Heightenenciosing wall 60 7 2005 3 to be continued

82 Table 6.3-1 Summanr of environmental Protection measures for the sensitive spots

Distance Protection measures Estimation Name of village Tome No Location from road the area(m n) & the accountef of cos. & town Schedule (in) mitigate noise (dB) (CNYi .0001

32 K48+300 Xinzhuang 120 Heighten enclosing -all 40 8 201C | 2

Sound insulation windows 320 10 120 33 K48+600 Xinzhuang P.S 80 2002 200(lsng)' lOm(width) forest row 3 80

Increaseresettiemen to 50m 240 2002 60 34 KS0+610 Xiaotiangzhuang 25 sound insulation windou 32 0 2002 8

35 K52+000 Xiaoliuzhuang 100 Heightenenclosing wall 80 7 2010 4

36 K52+700 Gaotanggeng 80 Heightenenclosing wall 80 7 2010 4

Increase resettlementto Sm 240 2002 60 37 K55+100 Mazhenzhuang 25 Sound insulation windows 32 10 2002 8

38 K56+950 ZhengzhuangP.S 100 300m long 3m high noise barrier 12 2002 450

39 K59+300 Xichenwar 60 Sound insulation windows 32 10 2002 8

40 K61+1 0 SanDaoheP S 90 300m long 3m high noise barrie- 12 2002 45G

41 K66+830 Laogang 70 Heightenenclosing wall 60 7 2010

42 K69+680 Xiwa 60 Heightenenclosing wall 40 7 2005 2

43 K71-150 Xiaowangzhuang 80 Heightenenclosing wall 140 7 2005

Increaseresettlement to 50m 160 2002 40 44 1;72+200 Luzhuang 30 ______Heighten enclosingwall 60 7 2002

45 K82+650 Hou Woniudian 60 Heightenenclosing wall 60 7 2005

46 K85+100 Yangpiagang 80 Heightenenclosing wall 80 7 2010 4

- r S s | Soundinsulation window 24 10 2002 6 147 | K493+400 | Yuanwan 30 -7 K93_400 Yuanwan 30 Heightenenclosing wall 120 7 2010 6

Total 195 .

7. Cost-Benefit Analysis 7.1 Cost-benefit analysis for the road engineering project As an infrastructure construction project the Zhumadian-Xinyang expressway will be able not only to improve the investment environment to promote the area's economic development, but also to enhance internal demand to maintain economic growth. wvith great economic benefit. (1) Estimation of engineering investment Total length of the road project is 95.15km with total investment of about CNY2.459million, of which, the World Bank loan of USD50million, equivalent to CNYI,245million, grants from the MOC CNY570million, and the financing by the Henan province CNY646million.

83 According to the construction work time schedule, the road project shall start in year of 2000 and to be completed and open to traffic in 2002. (2) Calculation of the economic benefit of the road engineering project The economic benefit of the road project include: (i) the benefit due to the improvement of the road; (ii) the benefit due to reduced transport distance: (iii) the benefit due to reduced traffic congestion; (iv) the benefit due to the time to be saved for the road freight transport; (v) the benefit due to the time saved for the passenger transport; (vi) the benefit due to the reduction of the traffic accident; and (vii) the benefit due to increased traffic volume. with each item of the benefits to be calculated as follows. (i) The benefit due to the improvement of the road B, Bj = (C. - CY)X Qk where: C,, - the existing unit transport cost on the existing road, (CNY/1,OOOton- km); C, - the unit transport cost on the new road, (CNY/1,OOOton* kI;n);

Qk - transport volume (1,OOOton kmn) (ii) The benefit due to reduced transport distance B, Bd= C. X Qdl where: C, - the unit transport cost on the new road (CNY/1.OOOton* kIi):

Qdk - the transport volume on the new road (l,OOOton kim). (iii) The benefit due to reduced traffic congestion B, B = (C, - C,y) X Qy where: C, - the transport unit cost on the existing road (CNY/1OOOton - kIi): C,., - the transport unit cost on the new road with less congested traffic. (CNY/l.OOOton * km,

Qyk- transport volume on original road (1,OOOton kin).

(iv) The benefit due to the time to be saved for the road freight transport B11,

Bhl = PX Q X IXT / (16 X 365) / L where: P, - average price of the goods en route (CNY/ton);

Q 1 k- freight transport volume (1.OOOton kmn); I - discount rate: T - time saved (h); L - transport mileage (km). (v) The benefit due to the time saved for the passenger transport BI,k Bhk = kcX QkkX 0.5 X T / (8 X 365) / L where: L, - per capita GNP (CNY/p);

84 Qkk- passenger transport volume (1,O00person kim). (vi) The benefit due to the reduction of the traffic accident B,s

B = jsh, X (J - J) X M, where: P),,, - average economic loss per traffic accident (CNY1,000/per accident), J, - accident rate on the existing road (times/l0,000 vehicle - km): Jy - accident rate on the new road (times/I 0,000 vehicle * kin); Mk - driving mileage (10,000 vehicle kin). (vii) The benefit due to increased traffic volume The unit benefit due to increased traffic volume is half of the unit benefit from the transferred traffic volume. (3) Economic assessment and sensitive analysis (i) National economic assessment The assessment period is the construction period of the road project (2000-2002) and the 20 years operation period (2003-2022). The base year is the first year to start the construction work (2000). Table 7. 1-1 shows the summary of the calculated results of the benefits. Table 7.1-2 shows the summary of the calculation results of the national economic assessment indicators. Table 7.1-2 Calculated results of the national economic assessment indicators

Indicator Unit

Economic intemal return rate (EIRR) _ %__ 24.79 Economic net present value (ENPV) CNYI.OOO T 3.235.984 Economic benefit cost ratio (EBCR) 3 44 Payback period Year 9.6 (ii) Financial assessment and sensitive analysis The assessment period is the construction period of the road project (2000-2002) and the 20 years operation period (2003 -2022). The base year is the first vear to start the construction work, (2000). The interest rate of the loan for this road project 3.45% is taken as the financial basic return rate. The calculated assessment indicators are shown in Table 7.1-3. Table 7.1-3 Calculated results of the financial assessment indicators

Indicator Financial IRR(%) Financial NPV(CNYI.O0D0) Financial BCR Payback period(Year) Total investment 10.95 2.862,800.9 2.06 14,29

Selffinancing 13.83 2,512.5060 1.91 13.53

85 Tablc 7.1-1 Summary of the b)enefit in the operation perio(d of Zliumadliain-Xinyang expressway (CNYl,OIO)

\liefit Illelefit Pow llelfir frtoil IeLid- t Iroill Ilcoecfit lfomil Ieoefit from B3enefltrronm tenefit froin lleniefit from increased traffic f\oproved road reduced distance rcu'dced congestion freight time saving passenger lime saving reduced accident

2003 339,537 2164799 299967 69,2R64 7566 6,0658 7X33 16,16S4

2004 406,212 260,092 4 33,650 5 76,2f4 3 861 3 7, IR 4 878 7 19,343 4

2005 484,697 9 329,685 7 33,749 4 83,724 3 979 3 8,492 5 985 8 23,080 9

2006 576,5673 4(12,6275 42,347 6 91,8R97 1,112 10.029 1,105 8 27,455 6

2007 681,329 6 488,213 7 47,505 9 100.746 2 1,260 6 1 .823 2 1,2405 32,539 5 392 6 2008 806,244 5 587,491 6 53 ,292 5 I 10,342 1 1,425 8 13,9(8 3 1,391 7 3R, 45,048 6 2009 946.021 700,974 4 59,784 120.72S 1,608 4 16,316 4 1,561 2

2010 1.102,344 5 828,195 2 67.066 2 131,9571 1,807 9 19,074 1,7513 52,492 6 55,253 5 2011 1,160,322 8 873,967 6 69,616 5 137,159 2 1,880 20.628 2 1,817 9 9 40,667 3 2012 854.0142 644,678 7 50,584 6 99,787 1,367 7 15,607 9 1,320 1,958 8 61,014 2013 1,281,293 1 969,0476 75,011 7 148,145 2,0295 24,0865 2,0333 63,9979 2014 1,343,9567 1,018,0092 77,864 1 153,942,9 2,1067 26,002 6 2,11(16 67,0177 2015 1,4(07,7786 1,067,6162 8U,825 159,9536 2,185 3 28,0508 2,1909 70,117 7 2016 1.472,471 4 1,117,578 5 83,898 5 166,1R4 7 2,264 9 3(),2362 2,274 2 73,223 2017 1,537,684 1,167,5457 87,088 9 172,644 2,345 4 32,562 7 2,382 76,747 2018 1,611,6864 1,225,359 3 91,2186 178,345 3 2,437 6 35,1965 1 2,495 80,20)2 2019 1.684,241 9 1,281,301 5 95,544 1 134,1964 2,528 8 37,974

202( 1.2278iI I 11121 721SI I 1,1)3R t81.Y124 2R.6I R 1,R29)I R84612 R6':t 2 21121 I Y19(.11 1 1 138241261 (t I1 ?6 S16.39 2,7103 43,901 8 2.737 2

2(22 I ',7'() (12 1S1,123 I ll',l7911I t )?2.671(, 2,782 3 46,9)Y9(6 2,X67 89,447r,

462,75.1 5 35,715 7 I (177 377, I I oalE 22 6- 't)2 ' 11.127 Y 17,7086 1 2.7? 7.4117 7 36.27s5

5') According to the sensitive analysis results made by the desigJn unit. under the unfavourable conditions of decreased traffic volume and increased construction nvestment. the calculated assessment indicators are still above the basic value, which indicates that the road project has relative high return rate with good financial benefit. cost effective and reliable.

7.2 Environmental protection investment and cost-benefit analysis Based on the environmental impact forecast, detailed environmental protection measures have been recommended in chapter 6 of this EIA statement. The summary of the cost estimation of the environmental protection measures and the cost-benefit analysis are shown in Table 7.2-1. It can be seen in the Table that the total investment for the environmental protection measures is CNY22.55 million, accounting for 0.91% of the total construction investment of CNY2,458-77 million, and the societal benefit of the investment will be verv conspicuous.

Table 7.2-1 Summarv of cost estimation and cost-benefitanalysis of the protection measures

No Item Measuresand estimation method En\ ironmenta! nerefit l CNY(I.000)

I EIA &5desi,n EIA &environmental engineeringdesign ' 1300 Effective & efficient protection measures

Greenge PlantationCNY80,000/km 7,600 Ambient air. acousticenvironment, landscape

CNY500,000/rest area Road user. recover\ of ecologicai environment. 3 Beautification 4,500 CNY800,000/interchange public healtn, landscape

Noise barrier CNYI.500im

4 Noise mitigation Sound insulation windows 1958 Protection for sensitive spots, landscape

Enclosing wall etc

5 Sewagetreatment CNY900,000/set 900 Service& res: areaecological environment

Sewagetreatment CNYIS.000/site.

6 Construction period garbagetreatment CNY3,000/site. 540 Pollution control

total of 30 sites

To understanden\ ironmental conditions for 7 Personneltraining Construction environmental protection 500 effective wnorkin management

S Monitoriricn Construction & operationperiod 4,450

9 Wastestreatment I place CNY 50,000, total of 7 places 350

10 Sprinkle vehicle 3XCNY150,000 450 Construction period dustcontrol

Total 22,548

91 8. Environmental Management and Monitoring plan 8.1 Environmental management plan 8.1.1 Environmental management organization and function The environmental protection management system for the expresswa) project includes supervision, management and executive organs. (1) Management organ The Henan Provincial. Communications Department is responsible for the overall environmental protection work management, including organization of the project feasibility study, formulation of environmental protection plan, coordination of the enviromnental protection work carried out by different departments, direction of the project owner' s management work. The EPO of the World Bank loan project office responsible for the environmental protection management in the planning, design. and construction period; and the competent authority for the road management for the environmental protection management in the operation period (Figure 8. 1-1).

EPO of MOC WorldBank | Top iJ ISupervisor

Provincial Communications World Bank rovicia Top routne Department (PCD) rPOviP Top rouine l _ J $ EPB [ ~~~~~~~~~~Super\iso7

Routine EPO of PCD World Bank RegionalMunicipal Supervisor Project Office EPB of PCD

Counts EPB

._, I

>> <

Comptente authorit for _ road management

Manage & Executive Agency Supervisor organ

Figure8.1-1 Environmentalprotection management organization

92 The environmental Protection Office (EPO) of the MOC is responsible for coordination of the highway and waterway associated environmental protection work across the country. There are 5 staff in the EPO of the Provincial Communications Department with responsibilities as follows. (i) To implement the environmental protection policies and regulations and to formulate the measures for the environmental protection according to the policies and regulations and the concrete situations in the province; (ii) To set forth environmental protection program and to supervise implementation of the program for the Provincial Conmmunications Department, and to conduct statistics of the environmental protection work; (iii) To be responsible for the environmental management of the capital construction project under the jurisdiction of the Provincial Communications Department; (iv) To be responsible for environmental pollution mitigation and control supervision, administration and organization and dealing with emergency response plan conceming pollution accidents in its jurisdiction areas of highway and waterway transport; (v) Environmental monitoring, scientific research and infornation and dissemination of advanced technology for environmental protection in the Provincial Communications Department' sjurisdiction areas; (vi) To conduct supervision and inspection of the application and maintenance of the environmental protection facilities under its jurisdiction; (vii) To grasp typical cases of environmental protection achievement and to cite advanced units and individuals; (viii) To organize personnel training for the environmental protection'. The World Bank Project Office of the Provincial Communications Department and the provincial Highway Grade Highway Management Bureau have environmental protection branch offices with two environmental officers respectively under the leadership of the PCD with duties and responsibilities as follows. (i) To implement the measures for environmental protection; (ii) To formulate environmental protection plan for the high grade highway in the province and to supervise implementation of the plan; and to be responsible for the statistics of the highway environmental protection and to report the statistics to the EPO of the PCD; (iii) To be responsible for the environmental management for this road project and the management of the associated resettlement; (iv) To be responsible for the environrmental monitoring program for the high grade highway in the province and to report the monitoring results to the EPO of the PCD: (v) To conduct supervision and inspection of the environmental monitoring

93 equipment use and maintenance: (vi) To grasp typical cases of environmental protection achievement and to cite advanced units and individuals; (vii) To carry out the tasks as specified by the EPO of the PCD. (2) Supervision organ The supervision organ as shown in Figure 8.1-1 shall have responsibilities in different stage. (i) During the feasibility study period: the SEPA, the EPO of the MOC. the Henan EPB, the World Bank and the Henan PCD have the responsibilities as the following. SEPA: is the highest administrative competent authority at the national level for supervision of routine overall environrmental protection work, including examination and approval of TOR of EIA, EIA statement, enforcement guidance for the provincial EPB, and appraisal and acceptance of the completed environmental protection facilities. Henan Provincial EPB: is responsible for supervision of the environrmental protection work at the provincial level, including organization and coordination of the environmental protection work by different departments, examination of EIA statement or commissioned by the SEPA to examine TOR of EIA and EIA report, supervision of implementation of environrmnetal protection action plan, appraisal and acceptance of completed environmental protection facilities, confirmation of applicable environmental protection laws and standards. supervision of the environmental protection work-in the construction and operation period. (ii) Design period: the EPO of the World Bank loan project office of the Henan PCD is responsible for the supervision work. (iii) Construction period: the EPO of Henan PCD, the EPO of the World Bank loan project office and the Henan EPB are responsible for the supervision work. The regional and county level EPB: under the leadership and guidance of the provincial EPB responsible for supervision of implementation of the environmental protection action plan by the project owner; enforcement of relevant laws and regulations and standards; coordination of the environmental protection work by different departments; inspection and supervision of construction, completion and operation of environmental protection facilities within their jurisdiction areas. (iv) Operation period: the Henan Provincial High Grade Highway Management Bureau (PHGMB) and the Henan provincial EPB are responsible for the super-vision work. (v) The environmental monitoring in the construction period and the operation period is the responsibility of the provincial environmental monitoring department. (3) Engineering supervision The engineering supervisors and the supervising engineers shall participate environmental protection training course to enhance environmental protection

94 consciousness, so as to perform total quality control in accordance with the environmental protection requirements. During the construction period, two environmental supervising engineers will be designated by the EPO of World Bank loan project office of the Henan PCD, for the supervision work over the environmental protection measures as specified in the EAP and the bidding document. After completion of the expressway project, the local communications bureaus along the expressway will designate officers specifically for the environrmental protection issues within theirjurisdiction section. The emergency response team, includingcfire-fighting and first aid personnel, shall be organized and coordinated b) the county goverrnment. After completion of the road project, special road management organ shall be organized for the road with one person special for the environmental protection workl and coordination of the fire-fighting and first aid team. 8.1.2 Environmental management and supervision plan The environmental supervision plan is shown in Table 8.1-1 and the environmental action plan is shown Table 8.1-2. Table 8.1-1 Environmental supervision plan

Stage - Agency Work content Purpose Feasibility SEPA I Examine the EIA I.To ensure possible serious issues for the projec: to study MOC(EPO) be addressed properl! World Bank 2. Examine the draft of EAP 2.To ensure there is feasible action plan to deal with PEPB.PCD __possible major and potential issues. Design & SEPA 1. Examine preliminary design for 1. To carry out the -three simutaneousness construction EPOMOC environment protection & EAP & EAP period PEPB. 2. To examine if there is investment 2. To make sure the investment being made Local for environment protection EPB 3. To check construction site: 3. To make sure the work site to meet the material handling. mixing etc. requirements of environment protection 4. To check dust & noise control 4. To reduce the impact & implement measures & work time schedule regulations 5. Hazardous materials loading, 5. To reduce the impact & implement unloading and storage management. regulations 6 To check sewage discharge ancl 6. To ensure water resource not being polluted wastes treatment at work site. 7.Earth borrowing & spoil disposal 7. To ensure no damage to landscape and land area arrangement & treatment resources 8 To check the implementation of 8. To make sure the implementation of the the -three simutaneousness- & to -three simutaneousness" determine the final time schedule 9. To examine if the environment 9.To check and accept the environment protection facilities in conformity protection facilities with the standards PCRB 0I. Cultural relics 10. To protect the cultural relics toDbe continued

95 Table 8.1-1 Environmental supervision plan Stage Agencv Wv'ork-content Purpose Operation Project 1. Examine EAP implementation 1. To carry out EAP period owner, 2 Examihe the implementation 2. To carryout environmentmonitor plan Local EPB of environmentmonitor plan 3. To strengthen environmentalmanagement & to 3. Check further measuresbe taken protect people, s health (for unforeseen issues) 4.Sensitive spot environmentquality 4. Environmentalmanagement for public health 5. No surface drainage directly into 5 Ensure drinking water not being polluted drinking water source 6. Be prepared for traffic incidents 6. To remove hidden danger and to avoid serious & accidents pollution accident, and to reduce accident loss. Local EPB 7. Emergency response 7. To response emergenciesto minimize the impact. Fire fighting PCRB - Provincial Relics Bureau Table 8.1-2 Summarv of the environmental management action plan for the road project

EA factor Environmentsl protection measures Organ for action Organ in charge A Design stage

i Route selection - seiection of recommended scheme. iand occupation as less as possible; Design unit, HPCD

- away from sensitive points as far as possible such as school and resident area, EIA unit

- toreduce resenlemenL io leavemore room for urban and tovnaship devlopment, to facilitatc comnecuonbetween ciles

2 Traffic impact - passages, fly-over, aqueduct design to meet local needs

- 156underpasses and 4 flyover passagesh-se beendes,g.ed for iocui people s

communication.

3 Soil erosion - cover piantation in median area, side slope, earth retaining wall,proper drainage to avoid high filling and cutting as much as possible

4 Air poliution - proper selection of quarrs,. earth borrowing, spoil disposal area, mixing plant.

5 Water pollution - waste water treatment facilirv in rest area, subgrade drainage system designed.

6 Noise - noise barriers for primanrschools of Xmngzhuang,Zhendian and Sanlihe. total of 800m long and 3m high. 7 Flood - flood control design for flood once In 300 years for bridges & o00years for culvens

2 Cultural relics - there are cultural relics and shall be excavated before construction. HCR HPCD

9 Land proper arrangement of the resettlement, Resettlement PCD

acquisition - fair compensation for the resettlement office & resettlement

10 Plantation - plantation of greenbeit of treesto mitigate air pollution impact. Design unit HPCD

II Hazard - provide collision prevention wall and effective drainage system for pollutant to be EIA unit spillage discharged into less sensitive area or storage pool to cope with emergencies. B Construction stage I Air pollution - all necessary measures including sprinkle over work site (at least once per day) Contractor. HPCD and unpaved road surface to reduce dust.

- proper arrangement of material storage area away from sensitive areas,

- proper arrangement of mixing planL200m from sensitive points.

- to use air tight mixing plant with dust remove device and labour protection to be continued 96 Table 8.1-2.Summarv of the environmental mana rement action plan for the road project EA factor Environmental protection measures Organ for action Organ in charec

2 land resourse - earthretainrin wall shall beadopied as subgradeprotection to minimize land occupationby Contractor. HPCD

road subgrad

- To minimized farm land occupationfor semiceand est area,road maintcnancedivision

and administrtion building areas

- To minimize temporary land occupauonby making full use of th penmanenmhnd and no

permanentbuilding shall be built on the tempomrryIand use rea Once the construction_ork

is over the temporaryused Iand shall be returned back for agncultunalproducuon in time

- No paddy land andwoodland shallbe borrowedfor tempolry land use. to take the existing

residenthouse or waste land astemporary landas much aspossible

- Careful designof the earth borrowing with balancedearth cutmngand filling work asmuch

as possible. In casethat it is necessaryto borrow earth ftom the farm land,the surfacebayer

of the farm h1ndsoil (30cm depth) should be setaside i on placeand shall be put buck once

the earth borrowing is completed

3. Soil erosion, - The sewage garbage,excrement and urine from the habourcamp should not be discharged

water pollution directly into the water body and should be treated beforedischarged

- During the bndge construction period,the constructionmsachine and ships should be

inspeucd aefully to preventoil leakageandto prohibit dischargewaste oil andother wastes

into the water body

- The constsction materials such asbitumen. oil, chemir ls should not be stonedchose to

the drinking water sourcearea

- plantation on sidesiope andalong the roadarea, timely restortion of damageddrainage &

irgation system,wirth temporary drainage & imgation systemwhen necessaqrydischange

wastesat designatedplace,

4 Noise pollution - abide by the industrial noise standard,to take protection measuresfor worker, -stop machine work at night when there is residetit areain 20(0m,form 22 00 to 6 00 next moming. - strengtheningmaintenance of vehicle & machineto minimize noise level,

5 Ecological - Education should be strengthenedto protectthe cover pilnts in the constructionpenod

environment To protect the wood handin the lnd acquisitionarea, particularly the wood land along the bankof nvers

- In the temporaryiand use area treesshould be preserved,particularly the nrecsplanted for

soil retention andnver bank protectkon The habourcamp should not be set in wood land

area- no earth borrowmg in . ood handarea. - to avoid earth borrowing on farm land, and if it is neededthe surface soil should be setaside preservedand to be put back vvhenthe borrowing is finished to minimize negative impact. - strengtheningeducation and training of the workers to be consciousof protection of wild life and cover plant. and hunting is prohibited. - spoil disposal should not damageto farm land and other farm facilities and the disposal site be selectedin consultation with the local EPB

6 Cultural relics - in case any reiics to be discovered, it should be reponed immediately to the cultural relics protection departmentand the construction should stop and not proceed until proper treatment having beendone by the archaeological professionals, for cultural relics areaone expert should supervise the work. to be continued

97 Table 8.1-2 Summary of the environmental management action plan for the road project

EA factor En%ironmental protection measures Organ for action Organ in chargc

7 Plantationof green -Plantationof greenbelt should be designed according to the envmonmntaland landscape Contracto. HPCD belt featuresof eachof the road sections

- The plantation on both sidesof the road should take into accountof not only the subgradc

protection,but alsothe lanescpe andenvironmental protcction, such as soil retention,noise

mitigation andambtent air protection,to incrtese the width of the planted green belt as much

as possiblewhen the conditions being allowed Evergreenbush or flowenng bushshould be

planted from the foot of side slopcto the drainageditch with arborand shrubcombination

from the drainageditch to the road tide andto be harsonized with the local protectivegreen

belt

- Turf should be pilnted on the sideslopc of the embankment,and when canh retainingwall

is bult for the high embankment.Tt shall he combinewith cover plant protection

- Both engtneenngprotccnon and plintation protectionshould be usedfor the cuning slope,

i c when the cuaing slope is higherthan Sm the foot of the slope should be protectedlb

mortar pItching stone,with reinforcedsurfac grndpilnted with turf andwith grass and shmb

at the top of the slope

The plantion in the median areashould haveanti-glare function wsth I m high evergreen

or flsoenng shrub

- Special greening design should be madefor the interchanges,with paricular featuresfor

eachof the interchanges,including different rvpes or patterns of design, soform multiple

dimensional greening lanoscape

- The greeningof the serviceand rest arca should be in harmony with the overall planningof

the areaplanted with grassand flowers

- To make sure the survival rateof the plantation(over 90/.( hiasedon careful investigation

of the local soil and climate conditions

f Labour camp - garbagetank & septic tank should be provided in the labour campregulari

treatec, drinking water should meet the statestandard, wastes disposed in

designatedplace

9 Traffic - proper selection of transportroute, to minimize Impact on the existing traffic

manafgement and dust and noise pollution,

in cooperation with the iocal communications& public securirs bureau (PSB)

to guide the traffic to prevent traffic congestion.

- to build temporary road for construction.

- proper planing of construction materials transport to avoid the peakhour of

the existing road traffic

10 Safetx\ lighting & safety slgn foTtemporary road implementationof traffic rule,

salety and waming measuresfor quarry explosion areaand strict management

of the explosives according to the rules of the PSB with proper time schedule

tor itc explosion

C Opcration stage to be continued 98 Table 8.1-2 Summanr of the environmental management action plan for the road project

EA factor | En ironmental protection measures I Organ for action Organ in charge

I Noise & air - no audible waaming b\ night. Protect owner HPCD

pollution - based on the monitoring results. greenbelt is to be planted to mitigated air

pollution, and noise barriers and orter sound insulation measures for sensitive

areas.

- no hospital and school shall be built within areas 200m from the expresswa\

no other buildings sha! be built within the areas I 00m from the expresswa\

2 Vehicle - to strengthen vehicle maintenance and management and to keep vehicle in

management good condition, to strengthen inspection of vehicle noise & emissions for those

not up to the standard. no registration plate shal. be issued, and low speed

vehicle shall not be allowed on expressway.

- strengthen education and publicitv of environmentai protection to reduce

vehicle emission pollutants and relevant reguiations

3 Dangerous - a steering group for emergency response shall be established by the road Project owner HPCD

goods project owner and the Henan provincial EPB with emergency response and Henan

transport first aid program to deal with dangerous goods spillage incidents. Provincial EPB

- implementation and enforcement of cangerous goods transporn regulations. Henan

including certificate for vehicle. driver and security personnel. Prov incial PSB

- trucks loaded with dangerous goods shall follow the designated route and

park in designated place as specified by the iocal PSB.

- in case there is an\ dangerous goocs spillage, emergency response and firs:

aid program will be implemented and a monitoring group shall be set up

4 The measuresio - Septic tanks should be provided in the toll coliection areas( a total of a toli coliection

present waeCr areas)for treanmentof the excremenisand the garbagecollection and disposalmeasures. as

poliuaion -ell as the rreatTnenl facilit for the waste waten.fromwashgng and cleaning

- Se-age rtratnent faciliv shouid be provided in the serviceand test area io dischargethe

sewage in accordancewith the Class 11standard a specified in the StateStandard of

' ComprehensiveSewage DischargeSutndard" (GB8978-96)

- The sold wastesfrom the service andrest areashould be disposedto designateplace

- The drainage from the roadside ditchesshould not ob dischargedinto the fish raising pond

directlv to present the water body from being poliuted bhthe pacementnun-off in rhe

operationpenod

; Eriviroment plan For the mteresu o the public heaith. ir is recommendedthai .. nssrucuonof sch,ols/hospiials

will not bc allowed in thc areas220m from the road side. andthe ne-ly buil shop. other

buildingsmill not be allowed Ifot asDavfrom the road sideand the interchangearea k EnvironmentaL -to Implement the environmental monitoring pian as specified in Table 8.2-1, Environmental HPCD monitoring Table 8.2-2 and Table 8.2-3 and to carry out the environmental monitoring monitoring

-work in accordance with the standards and methods specified bOsthe SEPA unit

99 8.2 Environmental monitoring plan (I) Purpose The purpose of the environmental monitoring plan is to supervise implementation of the environmental protection measures and to modify the environmental protection action plan according to the monitored results and to provide basis for the time schedule and implementation scheme of the environmental protection measures. The principle to formulate the environmental monitoring plan is based on the main environmental impact in different period and possible polluted areas with emphasis on the sensitive spots. (2) Environmental monitoring target and item in different period In construction period there are impacts of TSP, construction noise, bitumen smoke arising from the mixing plant, vibration caused by piling machine and the impact on the river water qualitv caused bv bridge construction. In the long term operation period there are impacts of the pollutants from vehicle emissions, traffic noise and the impact on water quality caused by pavement run-off. Based on the analysis and assessment of the environmental impact. the items monitored in the construction period are TSP, noise. CODcr, SS. BOD, and oil. (3) Environmental monitoring or-an The environmental monitoring plan for this road project shall be classified into ambient air. noise and water quality, as shown in Table 8.2-1, Table S.2-2 and Table 8.2-3. After in consultation with Henan Provincial Communications Department. it is recommended that the routine environmental monitoring work should be undertak-en bh qualified environmental monitoring organ. To ensure implementation of the environmental monitoring plan, the project owner should entrust an environmental monitorin, organ to undertake the monitoring work in construction period by contract before the construction, and entrust the environmental organ to undertake the monitoring work in operation period by contract before the expressway open to traffic To monitor the ambient air quality, noise level and the surface water quality for each of the road sections in operation period, and to monitor the pollutants arising from the dangerous goods traffic accident, it is recommended that one mobile environmental monitoring vehicle should be prepared and be equipped with complete sets of monitoring equipment and certain number of professional staff. Table 8.2-4 shows the environmental monitoring equipment needed for the environmental monitoring organ.

100 Table 8.2-1 Air environmental monitoring plan

Period Location Item Frequenc) Duration | Sampling Action unit SuLervisor

Construction Construction site TSP eachonce in Monitoring W3 project

bitumen mixing bitumen once!month three days the moming & organ Office

plant smoke the aftemoon

lime mixing plant, TSP random one daN ditto

temporary road

Operation Xingzhuang primary school CO onceJyear five days 7 00, 10:00 Road

Erdongzhuan,Zhanglou, (January& 14 00, 17 00 Project

Yuanwan, Mazhenzhuang, July) Company

Xiaojiangzhuang,Dailou,

Luozhuang, Qucaivuan,

______Daquzhuang,Jiangzhuang Table 8.2-2 Noise environmental monitoring plan

Period Location Item Frequency Duration Sampling Action unit Supervisor

Construction site with work time Monitoring WB project sensitive spots in 200m Noise Oncemronth two days twice/day organ Office Construction

piling machine wvorksite Vibration Random work time dino Contraciro with sensitive spots in 50m

Initial & mid before the year of 2010 Road term of primary schools of 10 00, It 00 Monitorinr Noise twice/year 2 days Project operation Xingzhuang, Zhendian.and 22-00, 23 00 organ Ccmcpano period Sanlihe = __=__7

2010-2020 add following

Mazherenzhuang.Xiaojiang-

Mid & long zhuang, Daiiou.

term of Jiangzhuang,Dapanzhuang, 10 00, 11 00 Monitoring Project Noise once/year 2 days operation Luozhuang, Qucaiyuan, 22 00. 23 00 organ Comnan\

period Daquzhuang,Zhanglou,

Yuanwan and sensitive

.spots in 60m Table 8.2-3 Water quality monitoring plan

Period Location Item Frequency Duration Sampling Action unit Super isor

Construction WB project Of'fice Around the bridge areasof once/year |each once in Environmental |

Shaheriver, Huaihe river, pH. oil ( for normial one day the morning & monitoring Operation |'CD Zhentouhe& Yanghe water level) the afternoon organ Project owAer

101 Table 8.2-4 List of environmental monitoring equipment

No Name of equipment Type Quanrisn Cost (U1SDI 000)

I co infra-yedanalyzer 3l

_ ~~~~HCanalyzer 3 3C

; Air samplinginstnrment Samplinginstrument, pump 18 ;

4 Balance _ 3

> Spectrophotometer _ 3 3

6 Acoustometer 5 40

7 Noise analyzer 3 4

8 Water qualit, monitoring apparatus with samplinginstrument 3 30

9 BOD analvzer 3 25

10 COD analyzer 3 8

withQT analyzer, NOx analvzer. HC analyzer, TSP I I Mobile monitoring vehicle l 26 ana!yzer, meteorological instrumentand etc

12 Desksop computer 3I

13 Smoke meter 10 0

Vehcileemitssion analyzer (CO. 14 6 2D_

Total USD300000 (aboutCNY2 478 million)I (4) Cost estimation for environmental monitoring work Total cost for environmental monitoring is CNY 1.9708 million. (i) Ambient air The ambient air monitoring cost in construction period is CNY200,000. and that In operation period is CNY1,400,000, with total of CNY1,600,000. (ii) Noise The noise monitoring cost in construction period is CNY57,600; and that in operation period is CNY193.200, with total of CNY250,800. (iii) Water quality The total cost for water quality monitoring in construction and operation periods is CNY 120.000. The environrnental monitoring work shall be implemented based on the monitorinc contract to implement the monitoring plan. (5) Monitoring report procedure The monitoring report Procedure is shown in Figure 8.2-1. An annual monitoring report will be furnished to the Word Bank by January 31 of each year starting in 2001 during the construction period and for each of the first three years following the compeltion of construction.

102 SEPA EPO of MOC l l l l l g _l L EA~~~~~~~~~orld Bank;

HenanHeaPC Provincial EPB ena World Bank Construction period: Project Office of HPCD Local EPB Entrusting party

Operation period: Expressway Compan\ Environmental monitoring organ

Figure 8.2-1 Environmental monitoring report procedure (6) Personnel training for envirornmental protection Personnel training will be provided for relevant people under the expressway project, including domestic training and overseas training. The main officers from the EPO of the World Bank- loan project office will participate the overseas tr-aining to learn highwav project related environmental protection method and technology in developed countries. The domestic training will be on-the-job training for the environmental management staff, emergency response personnel to improve management. including 8 environmental managers, 10 environmental supervising engineers., 3 emergency response personnel, with a total 21 persons and the total cost for training is about CNY 500,000. as shown in Table 8-4. Table 8-4 Environmental protection personnel training plan

Period Personnel Numberofpersons Subject Site Total Year Cos:lE-'i

Enviionmental 8 Environmental Provincial EPO 2, programme& overseas 12 man- 2000 32( riG(, management PCD 2, others 4 _ management monmhs

Environment Environmental I0

Construction supervising t0 for all the sections monitoring & Domestic 30 man- 21)00 6(, ' 1

engineer controlhng months

Highway management Emergency response Emergency response Domestic 18 man- 21)00 6(' division system ol expresswav months

4 2002 -2004 Environmental Management division 3 Environmental Operation Domestic 16 mali- I 60 ioO management (domestic). PHGMB I management months person 2vears

Total = 25 | 50) I 00

103 9. Public Participation 9.1 Public participationsurvey Total length of the proposed Zhumadian-Xinyang expressway is 95.15km with total cost about CNY2,459 million, with permanent land occupation of 8.054mu and temporary land occupation of 1,384mu. The proposed Zhumadian-Xinyang expressway is located in the southern part of Henan province, passing through one municipality of Zhumadian, and three counties of Runan, Queshan and Xinyang and will play an important role in the economic development for these areas. To fully understand the public opinions on the proposed road project, to protect the interests of the people to be affected by the proposed road and to protect the living environment of the local residents, the project owner and the EIA working group conducted public participation and solicit comments from the public on a number of the issues conceming the proposed road project by way of different forms in December 1998 and in January and February 1999. 9.1.1 The way of public participation Different ways have been taken for the public participation in the proposed road project, including visiting the local area, holding meetings, information board. broadcasting, household visiting and etc.. A total 473 inquiry forms of the "Public Opinion Survey along the Proposed Road Area" and the "inquiry Form for Comments from the Local People' s Government and the Entities along the Proposed Road Area" were issued to collect opinions and comments from the public; and a total 421 inquiry forms were retumed back. With the support from the local government, a public consultation announcement made by the Henan PCD concerning with the TOR of the EIA for the Zhumadian-Xinyang Expressway was published on the local newspaper -Zhumadian Daily" and the "Xinyang Daily" respectively in May, to get the public opinions and comments on the environmental issues related to the expressway project. The published announcements are as follows. 9.1.2 Targets of the survey (1) To visit the local people' s government, EPB, agricultural bureau, water resource and conservancy bureau, land administration bureau, planning bureau. and township government to listen to their opinions and comments on the proposed road project; (2) To solicit opinions from people from all walks of life on the proposed road project; (3) To solicit the opinions from local environmental protection experts, the local political consultative conference, the local people' s congress;

104 r -~~~~~~~~~

| 212S % ggll#f^000§AAfTk!i t

SOkieaemrsa~~~~~~~r~ ,49il\-jlf NS- RR Aal -~:F 'RE 5

Xs~~~~M~f,!f- tS , it17: E3W, 5 I 3 5 '972 E3 Y-5r #tA57E3REfX t7 511R7m@<5t TI -l;T ZrL 1a, mE9, :-0376-63332628

Cina4= t -=r ; - *i- t ~~~~a) ' .9. '- ,,Sm 199,S9_;? '.r ),,.. .7--45 - r."

- ige4jj^t2fifii.tr, ' --

I ^ I V 4i I a -I f j9A I 89)7.lY3J4-j* ± AL .,. (4) To solicit the opinions from the people to be resettled for the proposed road project.

9.2 Statistics results of the public participation surveyI Table 9-1 shows the statistics results of the inquiry form (some of the original inquiry forrns are attached in the appendix). Table 9-1 Statistics results of the inquirn form

% share No. Questionnaire ( (2)

If you agree with the construction of the proposed road? I 96.5 2.5 (I ) Agree. (2) Do not agree. (3) No idea

If you agree with the road alignment 9 2 ~~~~~ ~~~~~~~~~~~~~~94.723 (l) Agree. (2) Do not agree. (3) No idea

If the proposed road project will be beneficial to the development of the

3 village, township, the unit vou are working for and the local area? 68 14 18 (I ) Beneficial. (2) No benefit. (3) No idea

I the proposed road project will be beneficial to the improvement of the 4 living environment and living standard? 73.8 1IS 2

(I) Beneficial. (2) no benefit. (3) No idea

If the proposed road project will be beneficial to the development of the

5 tourism? 98 - 1 2

(1) Beneficial. (2) No benefit. (3) No idea

If the proposed road project will have negative impact on the local cultural

6 relics' 91.8 0 8 X 4

(I ) Yes it will. (2) No it will not. (3) No idea

Do you have any opinion on some of the land occupation b\ the road

7 project? 53.2 36 4 10 4

(I ) No I have not. (2) Yes I have. (3) No idea _ .

If the proposed road pro1ect will have great impact on the local landscape?)

( I ) No it will not. (2) Yes it will have. (3) No idea l l 9.2.1 The attitude towards the proposed road project Most people (accounting for 96.5% of the total inquired) actively support the proposed road project and think that the proposed road project will improve the local investment environment, strengthen the relations for the local area with the outside world and promote the local area' s economic development, to be beneficial to the improvement of the living environment and the living standard with great significance for the State and the local area.

105 9.2.2 The irnpact of the proposed road project on the local economy Of the total people investigated, 73% hold the opinions that the proposed expressway will obviously improve the investment environment of the local area to strengthen relations for the local area with other areas to promote the local area' s economic development. However the construction of the expressway will also have some negative impact on the agricultural production. Firstly, it will occupy some of the farm land, which will have impact on the fanners; secondly, the proposed road project will passes through lots of paddy land, with impact on the irrigation system; and measures should be taken in the design and construction period to keep the irrigation system intact as much as possible and to minimize the impact on the agricultural production. In addition, the expressway will adopt full access control, as manv as possible passages should be built and keep the original road system intact. 9.2.3 Opinions conceming the land acquisition Most people recognize the significance of the proposed road project and actively support the related land acquisition, but still hope that it is better to minimize farm land occupation and to provide reasonable compensation for the land occupation. On the other hand, for farmers, who lose the land. proper employment should be arranged wA-ith appropriate training. 9.2.4 Opinions concerning resettlement Resettlement of resident house is the most sensitive issue and most people to be resettled will accept the resettleffient arrangennent and hope that the resettlement should be carried out taking into consideration of the local situation with reasonable compensation according to the standard to make sure the actual living standard will not be lowered. 9.2.5 The impact on the cultural relics and scenic spots Over 90% of the people surveyed think that the proposed road project will have no impact on the local cultural relics and natural scenic spots. and 98% of the people believe that the proposed road project would promote the development of the local tourism industry.

9.3 Summary of the public opinion survey meetings On 10 February 1999, an public opinion survey meeting was held in the conference room of the Queshan county people' s govemment presided over by the deputy magistrate Mr. Hu Jianhe. Table 9-2 lists the attendants of this meeting. A total of 16 people attend the meeting who come from 14 different departments.

106 .

Table 9-2 List of the attendants at the public opinion sureyn mecting Name Employer Post Hu Jiamhe Queshan County People s Government Depuot magistrate Sun Hao Office of the Standing Committeeof the County Peopie' s Congress Head of Office Ji Xiaoming Count! Economic Commission Office Head of Office Liu Jiamhua Countv Communications Bureau Director Liu Yongliang Count' Construction Bureau Director Zhang Zhiyou County Environment Protection Bureau Director Wang lianhua Count- Land Administration Bureau Deputy Director Li Bingchen County Planning Commission Depurt Director Liu Zhi Office of Count" Political Consultative Conference Office Head Li Baofu County Statistics Bureau Deputy Director Wei Daozhong Count- Water Conservancv Bureau Deputy Director Miao Zaidong Zhumadian Regional Communications Bureau Office Head Meng Ronghua Provincial CommunicationsSurvey and Design Institute Enzineer Wang Dongwei EnvironmentalProtection Center, MOC Enzineer Yang Shouvu EnvironmentalProtection Center. MOC Senior Engineer Li Qiuxiang EnvironmentalProtection Center. MOC Engineer The EIA working group gave a brief introduction to the proposed road project and explained the puTpose of the meeting. Mr. Hujianhe expressed his appreciation to the EIA working group for their initiative to organize the meeting and encouraged the people who attended the meeting to give their opinions conceming the proposed road project, of which there are about 50km in the Queshan county. Mr. Liu Jianhua: the road project has great significance to Queshan' s economic development we will fully support and coordinate with the project owner. However. the location of the exit section from Queshan should be reconsidered. Since there are mountains surrounding Queshan county and the exit section from Queshan is in the lowest low land area, water drainage will be difficult. Mr. Liu Yongliang: the expressway should be in harmony with the county road development program. The connecting road passes through the urban area, which is not good for the local residents. The exit section of the expressway in Queshan county should be set at the north economic development zone, to be away from the downtown. Mr. Wang Jianhua: the land occupation for the proposed road project in Queshan county is about 5,OOOmu,most of which are the basic reserves of farm land. The land used development program in the county will be adjusted in time to support the proposed road project. It is required that the temporary land use in the construction period should be returned back in time once the construction work is completed. Mr. Li Bingchen: Since the rainfall in the flood season in Queshan county is relatively concentrated, is it important for the road project to take effective measures for the flood control, particularly in the construction period to ensure a well functioned water drainage system and safety. In addition Queshan has good quality and great 107 amount of cement product output, which could be used for the proposed road project. Mr. Zhang Zhiyou: the expressway will promote the Queshan county' s economic development; but the exit section from Queshan county is in the urban area and will have impact on air quality; therefore effective protection measures should be taken. Mr. Liu Zhi: compensation should be provided to those to be resettled or whose farm land to be occupied according to the policy with the arrangement made in time and not to lower the people' s living standard. The speeches made by the attendants were recorded down to be included in the EIA statement and a video record of the meeting was also made.

9.4 The public opinion and the response to the opinion The engineering work amount of the four lane expressway is great with manN interchanges, which will have great impact on the local people, particularl y the land occupation and resettlement. The road project owner should look into and listen to the opinion of the local people. Meanwhile in cooperation with the local government to make publicity of the significance of the proposed road project to, get more understand and support from the general public. 9.4.1 The major concems and suggestions of the local people The major concerns and suggestions of the local people are as follows. (1) Farm land occupation and resettlement can be arranged properly with reasonable compensation and not to lower the living standard. (2) The compensation should be provided in time and directly to the people concemed. (3) In concentrated resident areas to build passages for the local people' s convenience in production and daily community life, which has been taken into account in the passage design. 9.4.2 The opinion of the local government and non-government organizations (1) The local government and non-govemment organizations fully understand the significance of the proposed road project and support the road project, which is good for improvement of the infrastructure of the industry and agriculture, the investment environment, promote the local economic development, to provide more opportunities for employment, and to help improve local people' s living standard. (2) They quite understand that the partial and local interests should be subordinated to the whole, so that they agree with the farm land occupation to support the proposed road project. On the whole the local area along the road will benefit from the road project, therefore they recognized that it is their responsibility to assist the road project owner to solve the problems conceming the road construction. 108 (3) Effective measures shall be taken in the construction period and operation period to minimize the impact caused b the proposed road project. 9.4.3 Comments and recommendations to the TOR of the EIA Since the publication ofthe public consultation announcement on the local newspapers of "Zhumadian Daily" and "Xinyang Daily" , a number of feed back; comments were received, with most concerning the resettlement policy, to which the Henan PCD and local communications bureau have given due reply.

10. Conclusions of the EIA 10.1 Selection of the road alignment The area passed by the proposed road project is plain area, the design unit did not set forth altemative schemes for the road alignment for the whole route, with only part of the section, about 24.85km, having alternative scheme. By comprehensive comparisons of the alternative schemes in termnsof the engineering, economic and environmental factor, the recommended scheme is reasonable and feasible.

10.2 Societal environmental impact (1) The proposed road project will greatly promote the economic development of the areas along the proposed road and the economic development of the whole province and improve the living standard of the local people. (2) To mitigate the severance impact caused by the proposed road project, 156 underpasses, 4 flyovers have been included in the engineering design, with one passage every 590m, for the local communities communications and production on both sides of the road. (3) Land acquisition and resettlement will be arranged in accordance with the government policy and regulations with proper compensations for the affected people. with average about 5-8 times of every mu of land output value for each of mu of the land occupation to be provided as compensation, together with proper arrangement of the land and building facilities for relocation and resettlement.

10.3 Ecological environmental impact (1) The total length of the proposed road is 95.15km, with permanent land occupation of 8,054mu, of which 7,193rnu are dry land, accounting for 89.3 ]I%of the total, 377mu pond and paddy land 155mu accounting for 0.23% of the total area of the three counties of Nunan, Queshan and Xinyang; with annual loss of grain 2.984million kg equivalent to CNY4. 178 million; therefore the impact on agriculture production is not great. 109 (2) There are one extra-large bridge. 6 large bridges, 34 medium bridges, 15 small bridges, 68 culverts to be built with full considerations of the local area, river and climate conditions to meet the flood discharge requirement, to keep the original irrigation intact and to minimize the impact on the river system. (3) Since the area along the road project is dominated by farm land with some hilly land, there is no plants and animals protected in the area, the impact is little. (4) The earth and stone work amount will be 14.95 million m3 , which will cause certain impact on soil erosion along the road area, particularly in the construction period- therefore a number protective measures have been designed to mitigate the impact. After completion of the road construction the impact will be reduced back to the original level and hopefully the environment will be improved with the implementation of the effective protection measures.

10.4 Surface water environmental impact (1) The water quality of the rivers to be crossed over by the proposed road project is of Class III or Class IV, with the Huaihe river being in the condition of serious pollution, and relatively better for the other rivers with overall water quality of Class III. (2) During the bridge construction period, there will be impact on the river water. mainly cause by the SS and oil. (3) The sewage, garbage from the labour camp and the wastes from constrictior. work will have certain impact on the environment. (4) According the engineering feasibility study report, there will be one living service area and the sewage from the living service area will be treated before to be discharge into the water body and the garbage to be disposed to the designated place. therefore the impact will be small.

10.5 Ambient air impact (1) The current status of the CO and NOx concentrations are up to the Class II standards of the GB3096-1996, with some exceeding of TSP over the standard limit. so on the whole the ambient air quality is good with greater environmental capacitv. (2) In the operation year of 2020, the CO and NOx concentrations will not exceed the standard limits on both sides of the road; therefore the impact on the ambient air quality is small. (3) The flying dusts and bitumen smoke arising from the construction work will have certain impact on the ambient air quality; and measures will be taken to mitigate the impact.

110 10.6 Acoustic environmental impact (1) Investigation and monitoring of the current status of the acoustic environment show that the current status of the acoustic environment is up to the Class II standard of GB3093-1 996. (2) According to the forecast, there will be greater impact of the traffic noise oln the sensitive spots along the road area in the operation period, with exceeding of the noise level over the standard limit in different extent in the long termnoperation period; measures will be taken to mitigate the impact. (3) In the construction period, the noise produced by the construction machines will have impact on the surrounding areas' residents as well as the construction workers: so measures will be taken to minimized the impact.

10.7 Assessment conclusions The proposed road project will play an important role in the integration of the transport network, improvement of the investment environment and the promotion of the local areas' tourism and economic development. Meanwhile there will be negative impact on the area along the road in terms of reduction of the land resource, damage of the cover plant and deterioration of the environmental quality; but effective protection measures might be taken to mitigate or eliminate the impact so that the negative impact could be accepted; therefore the proposed road project is feasible.

l ll