E-425 VOL. 9
ProjectWith LoansFrom theWorld Bank GHK2000-33 Public Disclosure Authorized
People's Republic of China
World Bank Financed Jiangxi NO.2 Road Project
Rural Roads Improvement Program ( RRIP )
TANGJIANG-DONGSHANZHEN ROAD (RRIP4) ENVIRONMENTALIMPACT ASSESSMENT REPORT Public Disclosure Authorized (SECOND EDITION) Public Disclosure Authorized
Jiangxi Provincial Environmental Protection Research Institute State Environmental Assessment Certificate Grade A No.2303
Public Disclosure Authorized Entrusted by Jiangxi High-Speed Highway Investment & Development Company Ltd
December, 2000 Project With Loans From the World Bank GHK2000-33
People's Republic of China
World Bank Financed Jiangxi NO.2 Highway Project
Rural Roads Improvement Program (RRIP)
Tangjiang-DongshanRoad (RRIP 4)
Environmental Impact Assessment Report
(Second Edition)
Jiangxi Provincial Environmental Protection Research Institute State Environmental Assessment Certificate Grade A No. 2303
Entrusted by Jiangxi High-Speed Highway Investment & Development Company Ltd
December, 2000 People's Republic of China World Bank Financed Jiangxi NO.2 Highway Project Rural Roads Improvement Program (RRIP) Tangjiang-Dongshan Road (RRIP 4) Environmental Impact Assessment Report (SecondEdition)
Compiler: Jiangxi Provincial Environmental Protection Research Institute.
Director: He Jili Senior Engineer Chief Engineer: Wan Liangbi Senior Researcher Technical Review: Cheng Longting Senior Engineer [(ES) Qualification Certificate No. 085031 Project Leader: He Jili Senior Engineer [(ES) Qualification Certificate No. 085001 Participants: Yang Jun Assistant Engineer [(ES)Qualification Certificate No. 112091 Chen Kai Engineer [(ES) Qualification Certificate No. 085011 Hu Xiaohua Senior Engineer [(ES) Qualification Certificate No. 087151 Huang Jingming Engineer [(ES) Qualification Certificate No. 084991 Xie Daomou Assistant Engineer [(ES) Qualification Certificate No. 112101
Implementer of Monitoring: Ganzhou Municipal Environmental Monitoring Station Entrusted by Jiangxi High-Speed Highway Investment & Development Company Ltd
2 CONTENT Preface Chapter One General Description 1.1 Purpose of Assessment ...... 2 1.2 Bases for Compilation...... 2 1.3 Scope of Assessment & AssessmentFactors ...... 3 1.4 Class of Assessment Work...... 4 1.5 Periods to Be Covered by This Assessment...... 4 1.6 Criteria of Assessment...... 4 1.7 Major ObjectivesUnder EnvironmentalProtection ...... 6 1.8 Methods of Assessment...... 7
Chapter Two Project Description 2.1 Significanceof the Project...... 8 2.2 Run of the Route and Major ControllingPoints ...... 8 2.3 Size of Construction, Major Technical-Economic Index, and Engineering Works...... 8...... 8 2.4 Description of Highway Engineering...... 9 2.5 ProjectedTraffic Volume...... 11 2.6 ConstructionMaterials to Be ObtainedLocally ...... 12 2.7 Estimates of Investment& Schedule of ConstructionProgress ...... 12 2.8 Environmental Impact Analyses of ConstructionWork ...... 12
Chapter Three Environmental Survey & Assessment 3. 1 Natural Environment...... 14 3.2 Survey & Assessment of ExistingEcological Environment ...... 15 3.3 Investigation & Assessmentof Existing Air Environment...... 17 3.4 Assessment of Existing Acoustic Environment...... 17 3.5 Investigation& Review of Status Quo of Water & Soil Erosion...... 19 3.6 Investigation and Comments on Current Social Environment...... 20
Chapter 4 Prediction &Assessment of Environmental Impact 4.1 Prediction & Assessmentof the Impacton EcologicalEnvironment ...... 23 4.2 Prediction& Assessmentof Acoustic EnvironmentalImpact ...... 24 4.3 Prediction& Assessmentof AmbientAir ...... 29 4.4 Analyses of the Impact on Water Environment...... 32 4.5 Prediction & Analysisof Impact of Water & Soil Erosion...... 34 4.6 Review of Impact on Social Environment...... 36 4.7 EnvironmentalImpact from BuildingMaterials Excavation and Transport and Its MitigationMeasures ...... 3...... 8...... 38 4.8 EnvironmentalImpact MitigationMeasures ...... 39
5 Chapter 5 Cost-BenefitAnalysis of EnvironmentalImpacts 5.1 Assessment of Project Benefit...... 46 5.2 The Estimates of EnvironmentalProtection Investment...... 46 5.3 Cost-Benefit Assessment of EnvironmentEconomy ...... 47
Chapter 6 Public Participation 6.1 Investigationof Public Participation...... 49 6.2 Content & Result of Investigation...... 52 6.3 Public Opinion & Suggestions...... 52 6.4 Publication and Feedback of Information...... 53 6.5 Conclusion of Public Participation...... 53
Chapter 7 Environmental Management & Monitoring Plan 7.1 EnvironmentalManagement Plan ...... 55 7.2 Environmental Monitoring Plan...... 56
Chapter 8 Conclusion of Assessment 8.1 Ecological Environment ...... 59 8.2 Water Environment ...... 59 8.3 Acoustic Environment ...... , , ,, 59 8.4 Environmental Air ...... 59 8.5 Social Environment ...... 59
Appendix
Attaclhed Figurel. Geographical Position of Project Site Attached Figure 2.Route Run and EnvironmentalMonitoring Spots Distribution Attached Figure3. Field Plan for EnvironmentalMonitoring Spots Distribution Preface
Jiangxi Province will construct Jiangxi No.2 Highway ( the Taihe-GanzhouSection of Gan-Yue Expressway)with the loansfrom the WorldBank. This willcontribute to the completionof the major frame for the provincial highway network. In order to enhance the function of this major framework-, Tangjiang-DongshanRoad ( RRIP 4 ), as a componentof the four Rural Roads ImprovementProgram ( RRIP), is also included in this project as a linkingroad upgradingsubproject. The Research& Design Institute of Jiangxi ProvincialHighway Administration finished the feasibility research report for this projectin May, 2000. According to the requirements of Rtules Concerning Environmental Protection Management for Construction Projects (State Council Decree No. 253) and Methods Concerning Elnvironnmental Protection Managemenit for Traffic Construiction Projects , Jiangxi High-Speed Highway Investment & Development Company Ltd entrusted Jiangxi Provincial Environmental Protection Research Institute (JPEPRI)with the environmental impact assessment (EIA)work for the linking road subproject of Jiangxi No. 2 Highway Upgrading Project (JN2HUP) with loans from the World Bank in September, 2000. Accordingly, with the cooperation and support of the local governments along the route and other parts concerned as well as the designers, the EIA team from Jiangxi Provincial Environmental Protection Research Institute (JPEPRI) made detailed study on the project feasibility research report, and made field survey along the entire route. Based on the findings of careful field work on the environmental status quo and the major objectives of environmental protection along the route as well as other related data collected from a variety of sources, the EIA team has completed the compilation of the environmental impact assessment. Based on this EIA Outline, the EIA team made detailed investigation and arranged relevant environmental monitoring along the route, and made analyses and prediction of the environmental impacts arising from the highway both in construction and operation periods, upon which corresponding measures and schemes were set forward for the abatement of the unfavorable environmental impact and pollution. By the end of October, 2000, the first edition of the EIA report was completed., and reviewed by the Pre-Appraisal Mission for Jiangxi No. 2 Highway Project in Nanchang City from November 12 to November 18, 2000. According to the comments and requirements from the mission, the EIA team of JPEPRI has revised and supplemented the first edition of the EIA report and completed its second edition.
l Chapter One General Description
1.1 Purpose of Assessment Highway construction is of developing activity which exerts far-reaching influence on society and economy. Since it will have strong impact on the natural and social environments both in the construction and operation periods, the interaction between the project implementationand environmentalprotection shouldbe carefullyhandled. This EIA work is intendedto have the followingaims: 1. Analyses, predictionsand assessmentswill be made both qualitativelyand quantitativelyof the social-economicand environmentalstatus quo along the route and the scope and extent of future impact; the implementation of the highway construction and the selection of optimal route possiblewill be reviewed and examinedin terms of environmentalprotection. 2. Feasible proposals for environmentalprotection or improvement measures and strategies will be made to the designersand constructors of this project so as to minimizethe negative impact of this project on environment. 3. The implementation plan will be worked out for the environmental management both during the construction and operation periods, which can also serve as helpful information and scientific data for the economic development, urban development and environmental plans of the areas along the route.
1.2 Bases for Compilation 1. The EnvironnmentalProtection Law of the People s Republic of China (December 26, 1989); 2. The Water & Soil Conservation Law of the People s Republic of China (June 29, 1991); 3. The LandAdministration Law of the People s Republic of China (August 29, 1998); 4. The Lawv Concerning the Prevention and Control of Environmental Noise Pollution, the People s Republic of China (October 29, 1996); 5. The Law Concerning the Prevention and Control of Water Pollution, the People s Republic of China (May 15,1995); 6. The Law Concerning the Prevention and Control of Atmospheric Pollution, the People s Republic of China (December 29, 1995); 7. The Law Concerning the Prevention and Control of Solid-Waste Pollution, the People s Republic of China (October 30, 1995); 8. The Cultural Relics Protection Law of People s Repuiblic of China (November, 19,1982) 9. The Highlvay Law of the People s Republic of China (July 3, 1997); 10. The Administrative Rules for the Environmental Protection of Construction Projects (The State CouncilDecree No. 253, November 18, 1998); 11 The Methods for Environmental Protection Management of Traffic Construction Projects (the Minister's Ordinanceof the Ministryof CommunicationNo. 17, 1990); 12. A Notice on Strengthening the EIA work for Construiction Project with Loans from International Financial Institutions, Document [1993] NO.324, Jointly issued by NEPA, the State PlanningCommission, the Ministryof Finance and the People's Bank of China. 13. The World Bank Operation Manual (OP/BP/GB4.01, March 1999)
2 14. The Technical Guicdelines for Environmental Impact Assessnment (The National Environmental Protection Agency, HJ/T2. 1-2.3 -1993, HJ/T2.4-1995, HJ/T 19-1997); 15. The Classified Managerial Items of Environmental Protection for Construction Projects (Provisional) [The National Environmental Protection Agency, Huanfa No. 99, 1999]; 16. The Guidelines of Environmental Impact Assessment for Highwvay Construction Projects (Provisional)[The Ministryof Communication,JT J005-96]; 17. The Rules of Environmental Protection for Construction Projects in Jiangxi Province (April 29,1995); 18. The Letter of A ttorney for Environmental Impact Assessment; 19. The Project Feasibility Research Report of the Rural Road Improvemenprogram (the upgrading of the road section from Tangjiang-Dongshan,a subproject of Jiangxi No. 2 Highway Project), compiled by Research & Design Institute of Gan Nan Highway Administration, in April, 2000.- 20. Outline of EIA of Tangjiang-DongshanRural Road ImprovementProgram- a linking road upgrading subproject of Jiangxi NO.2 Highway Project with Loans from the World Bank ( Jiangxi ProvincialEnvironmental Protection Research Institute,Oct.,2000). 21.. The Letter on Approval of the Environmental Standards Implemented in the EIA of Tangjiang-Dongshan Highway Improvement Progran, Ganzhou-Fengzhou Highway of Jiangxi No. 2 Highway Projects. ( Gan Shi Huan Jian Bian Zi No. 7, 2000)
1.3. Scope of Assessment & Assessment Factors 1.3.1. Scope of Assessment In view of the features of EIA of highway construction project and practical experience as well as the natural environment characteristics of the areas along the projected route, the scope of this EIA is shown in Table 1.3-1. Table1.3-1 Scopeof EIAof Ganzhou-FengzhouHighway Upgrading Project Code Envirornent Scopeof Assessment Factor Acoustic The area withina 200mradium from the central line of the road and its Enviromnent sensitive spots(Theselimits can be appropriatelyextended at some majorsensitive spots such as urbanareas, schools and hospitals. 2 AmbientAir The area withina 200mradium from the central line of the road and its sensitive spots(Theselimits can be appropriatelyextended at some majorsensitive spots such as urbanareas, schools and hospitals. 3 Ecological The area within a 200mradium from the central line of the road; earth Environment borrowing& dumpingsites and quarriesconcerned 4 Social The sensitivespots within a 200mradium from the central line of the Environment road such as residentialareas, schools,hospitals and cultural remains; the area directlyinfluenced by the highwayas is defined in the report ______of the feasibilityresearch 5 Water Environment Waterbodies within a 200 radiumfrom the central line of the road. 1.3.2. Assessment Factors In accordance with The Guidelines of Environmental Impact Assessment for Highway Constr uction Projects and the analyses of the pollution sources in this project, the following factors are selectedfor this assessment: 1. Social Environment: traffic & transport, socioeconomic development, land use;
3 2. EcologicalEnvironment: land occupancy,damage to crop and vegetation; 3. Water & soil Preservation: borrowing and dumping of earth & stonework, amount of soil erosion; 4. AcousticEnvironment: traffic noiseLaeq, environmentalnoise Laeq. 5..Ambient Air: dust, TSP, pitch smoke.
1.4. Class of Assessment Work In accordance with the Technical Guidelines for Environmental Impact Assessment (HJ/T2.1-2.3-93, HJ/T2.4-1995, HJ/T19-1997), the class of assessment determined for each item is shown in Table 1.4-1; the review of social environment will follow the requirementsof Rules of EIA for Highway ConstructionProject (Provisional,JTJ005-96). Table 1.4-1 Determination of Class for ParticularAssessment Items Item Criteria Class of Assessment Acoustic Thereis obviousincrease in noise( Lacq)afterthe construction Class 2 Envirounuent AmbientAir The landform is comparatively simple; the equivalent Class 3 dischargeis comparativelysmall. Ecological The limitsof influenceare smallerthan 50k in2; the reduction Class3 Environment of biomass is less than 50%; little influence on the I bio-diversity.
1.5. Periods to Be Covered by This Assessment The periods to be covered by this assessment include the construction period, and operation period; according to forecast year limit of traffic volume in the Report of the Project Feasibility Research, the operation period is further divided into the initial period (2003) , the middle period (2016) and the long-term period (2022), which will also be respectively covered by this assessment.
1.6. Criteria of Assessment Based on the The Letter on Approval of the EnvironmentalStandards Implemented in the EIA of Tangjiang-DongshanHighway Improvement Program, Ganizhou-FengzhouHighway of Jiangxi No. 2 Highway Projects. ( Gan Shi Huan Jian Bian Zi No. 7, 2000), the following standard will be followed for this assessment: I. Water Environment: the main surface water system in the project-affected area is Shangyou River. Based on the quality of the surface water bodies along the projected route and their functional requirements, Grade III of the Environmental Quality Standard for Surface Water(GHZB 1-1999) will be adopted for the assessmentof surface water quality, except for the assessment of SS, which will apply Grade I of the WaterQuality Standardfor Cropland Irrigation (GB5084-92). (See Table 1.6-1)
4 Table 1.6-1 Criteria for the Assessment of Water Environment Unit: mg/L (except for the assessment of pH) Item pH CODCr Oil SS Note GHZB 1-1999 Grade I of the Water Grade 1-1999Limi6.5-8.5 < 20 <0.05 <150 2uality Standard for Grade III Limits 'ropland Imgation GB5084-92) will be GB 8978-1999 6-9 100 5 70 doptedfor the assessment Grade I Limits FSS. 2. Acoustic environment: The Noise Limits For ConstructionSite Border (GB12523-90, See Table 1.6-2) will be adopted for acoustic environment assessment of construction period; A Reply Concerning the Issues about the Standards of EnvironmentalNoise Applied in EJA of Highway Construction (State EnvironmentalProtectioni Bureau HuanHan No.46,1999) will be adopted for the operation period; Grade IV of En7vironmmentalNoise Standardsfor Urban Areas (GB3096-93) will be adopted for the assessment of the concentration of residential areas along either side of the route and the buildings directly facing the rdad; in accordance with the requirements from the expert from the World bank, Grade I of GB3096-93 will be adopted for the environmental noise outside the classroom ( See Table 1.6-3). 3. Ambient Air: Grade II of the Standardfor Ambient Air Quality (BG3095-1996, See Table 1.6-4) is adopted for the assessment of air quality; ComprehensiveStandardfor the Emission of Atmospheric Pollutants for the assessment of pitch smoke(See Table 1.6-4). Table 1.6-2 The Limits of Noise Value For Construction Site Border (GB12523-90) Unit:Leq (dB) Limitof Noisevalue ConstructionPeriod MajorNoise Sources Dayime Night
earth & stone workL Bulldozer, excavator, loader, 75 55 l ______and so on piling Piledriver of variouskind 85 Forbidden
structure Concretemixer and vibrator, 70 55 electric saw | decoration Crane, Lift 65 55
Table 1.6-3 The Limits of Noise Value For Operation Period(abstract) Unit: Leq(dB) Index Daytime Night
Grade I of GB 3096-93 55 45 Grade IV of GB 3096-93 60 50
Table 1.6-4 Assessment Standard forAir Quality( Abstract) Unit:mg/ ml pollutant TSP NOx Concentrationlimits Daymean 0.30 0.10 In Grade II of GB Hourmean 0.15 3095-1996
5 Table 1.6-5 Emission Standard of Pitch Smoke(New Pollution Source) (Abstract) Poll.tantecUpper Productio limits of Limits of concentration for emission mg/ m3 unorganized emission Pitch Smoke Melting and stirring pitch 40-75 No obvious unorganized mission is allowed
1.7 Major Objectives Under Environmental Protection According to the field investigation on the environment along the route, the major objectives of environmental protection are determined as shown in Table 1.7-1. Sensitive spots of environmental protection are shown in table 1.7-2. Table 1.7-1 Major Objectives under Environmental Protection Environ Factor Objective of Stake No. Of typical Environmental Factor of Impact protection Section Feature Crop K22+600-K24+000 Paddy field Land requisitionedfor K27+700-K29+500 road construction, Ecological Woods K43-K46 Pine, fir excavation& fillingof Environment roadbed Water & soil K35+50-K41+500 Hilly land Filling work & Conservation K43+450-K46+000 excavation Earth borrowing & Hill and hilly Earth borrowing & dumping sites land dumping Wetland Non-existent
Wildlife Non-existent conservation zone Rivers, channels, k35-k41 The Shangyou Construction of Water irrigation River, bridge foundation, Environment systems, ponds Ponds, and Surface runoffs in irrigation operation period; systems Earthwork filling & excavation Acoustic & social 2 primary schools Detailed in Ambient air and Construction noise Environments, and 20 residential Table 1.7-2 acoustic &flying dust, traffic Ambient Air areas sensitive spots noise and waste gas within 2U0m of exhaust pipes radium of the road central line
Table 1.7-2 Environmental Sensitive pots along the Route Distance from the Families to be No. Stake No. Village Central line of the affected Road (m) 1 K18+100-K19+100 Pingtian Through 50 2 K20+800-K21+700 Batou At the left side 30. 3 K22+400-K22+500 Qiuwu,Tangshan Through 43 4 K23+800-K24+600 Luowu Through 47 5 K25+000-k}25+400 Shhibigiu At the right side 30 6 K25+600-K26+100 Laowuchang Through 45 7 K26+700 Tuwu At the left side 8 8 K27+300-K27+650 Wuwu Through 21 9 K28+800-k29+850 Hewu At the left side 36 10 K30+000-K30+600 Xiaping Through 59 11 K30+600-K30+800 Xiaping Through 45 12 K31+600-K32+100 Duanshang At the right side 44 13 K32+400-K32+800 Changtangmian Through 22
6 14 K33+1006-k33+200 Tiantou Through 30 15 K34+300-K35+100 Laoshuzui Through 67 16 K37+000-K37+200 Xinhualuobian Through 12 17 K39+000-K39+300 Dahui Through 17 18 K40+200-K40+600 Dabu Through 19 19 K42+000-K42+800 Huangbu Through 300 20 K42+800 Huangsha Middle By the left 15 8 classes,27teachers,440 chool students 21 K45+080-K46+900 Beitian Through 100 22 K46+900 3eitian Primary By the right20 5 classes,8teachers, ______ichool 150students Notes:Whether it is left or right is determinedby the directionfrom Tangjiang to DongshanTown.
1.8. Methods of Assessment This project is a large-scale linear developing project , which involves many sensitive spots and a long run of route, and influences a large area.. In view of this, the assessment work will be concentrated on some sensitive spots and typical sections so as to reflect the true condition of the route as a whole. 1. Section assessment: According to the information provided by the Report of the Project Feasibility Research about the environmentalfeatures such as the predictedtraffic volume,the engineering works, the topography, and the meteorology,analyses and assessments will be made correspondingly. 2. Modulus-prediction methods will be employed to analyze and estimate the acoustic environment in the operation period, while a combination of investigation, analogy and model-prediction will be used to assess the ecological , air and water environmentand the condition of soil erosion.; investigation and analyses will be used to assess aquatic environment,social environment,quality of life and publicparticipation. 3. The major objectivesof environmentalprotection will be assessed individually.
7 Chapter Two Project Description
2.1 Significanceof the Project The Ganzhou-Fengzhou Highway (NO.339 Provincial Highway) is both the main channel leading from Ganzhou, Jiangxi province to Rucheng County of Hunan Province, and the main channel by which the south underdeveloped region of Jiangxi Province gets economic connections with the outside. The existingroad is of low grade and bad road surface, which greatly limits the economic development in areas along the road. At the same time, the radiating role of highway cannot be brought into full play. Therefore, the upgrading of old road or constructionof linkingroad is quite necessary.The proposed highway constructionis significantin the followingaspects. 1. It will further improve the communicationconditions and investment environment of the south region of Jiangxi Province, so as to accelerate the economic construction of the underdevelopedregion along the route. 2. It will fit in with the needs of highway network construction of Jiangxi Province and increase traffic volume, so as to greatly raise the passing capacity of vehicles. At the same time. it will meet the needs of nationaldefense. 3. It will accelerate the developmentof tourism resources.
2.2 Run of the Route and Major Controlling Points The proposed highway starts at Gan-feng Road (K17+800),Where Cixikou, TangjiangTown of Nankang City is located, the start point of GanzhouLinking Road of Gan-YueExpressway (KO+000),via Tangjiang Town, Longhua Township and Huangbu Township of Shangyou County, finally ends at Ganzhou end (K46+517.57) of Shuinan Bridge of Dongshan Town, Shangyou County. The total length is 28.71757km. (Detailed route is shown in Attached Figure 2).
2.3 Size of Construction, Major Technical-Economic Index, and Engineering Works The proposed highway will be constructed accordingto the following standard; the horizontal and longitudinal lines will be shaped according to Grade II highway standard; the designed speed is 80km/h; roadbed and road surface will be designed and reconstructed according to Grade II highway standard, roadbed width 12m, road surface width 9m; asphalt/crushedstone road surface; width of bridges and culverts is the same as that of roadbed. The major technical-economicindex and constructionitems are illustratedin Table 2.3-1.
8 Table 2.3-1 Major Technical-Economic Index and Quantity of Construction Items
ITEM OF INDEX UNIT INDEX/QUANTITV REMARKS 1. Basic Index HighwayGrade Grade Grade 11 DesignedSpeed Km/hour 80 DesignedTraffic Volume Vehicle/day 3937 Year 2016 Land to be occupied mu 461.76 Estimatedinvestment 10000 RMB 8149.49 Yuan AveragecostAkm 10000 RMB 283.78 Yuan/km 2. Route Totalmileage length km 28.71757 3. Roadbed& pavement Widthof roadbed. m 12 Earth & stone work of 1000m 3 509.901 roadbed Average earth & stone works 1000 ml 17.756 per km Roadbed drainage m3 40645 & protectionworks 4. Bridge& Culvert _ Designedload Motorcar-20;trailer- 100 Nct widtli of bridge surface m 12 Large bridge m/place 206.5/1 Mediumbridge mn/place 35/1 Smallbridge rn/place 135/6
Culvert unit 172 l 5.cross of route Planeintersection unit 9 Notes: These data are derived from the Project FeasibilityResearch Report by Jiangxi GannanHighway Survey& DesignInstituite, April, 2000.
2.4. Description of Highway Engineering 2.4.1 Roadbed 2.4.1.1 Roadbed Scheme I. Width of Roadbed Class II highway standard will be adopted for the project. Roadbed width is 12m, road surface width 9m and road shoulder 1.5m. 2. Designed elevation of roadbed: the elevation of roadbed central line before upgrading will be adopted for the elevation of the project, along the flooded section it should be 0.5m higher than the water level of designed flood frequency of 1/50 +0.5m safe height + lifting value of road arch. 3. Road horizontal slope: 1.5% for vehiclelane; 3% for earth shoulder; 4. Embankment side slope: Generally, the side slope of fill is 1:1.5; when the height of fill section is more than 20m, side slope within 8.0 m from the top shall be designed 1:1.5 and the
9 side slope at the bottom shall be 1:1.75, and 1.Ormwide berm shall be built in the middle of slope at the interval of 8m. for the height of embankment is above 20m , the stability coefficient for the side slope should be tested and calculated and it can not be lower than 1.25m. 5. Cutting side slope: The side slope of earth excavation is designed according to the height of side slope, the earth texture, density and moisture, and the status of undergroundwater and surface water; when the height is less than 20m, slope of 1: 0.3-1:1 is adopted; when the height is between 20-30m, 1:0.2-1:1.5is adopted. The side slope of stone excavation is designed according to the height of side slope, rock types and the weatheringextent, and the status of undergroundwater and surface water. When the height of side slope is less than 20m, slope of 1:0.1-1:1.25 is adopted and when it is between 20-30m,1:0.2-1:5 is adopted and a drainagetrench platform is arranged in the middle of the side slope at 8m interval. 2.4.1.2 Roadbed protection and drainage The fill side slope of submerged roadbed will be protected in the following way; retaining wall or grouted rubble is adopted for the slope protection of the part below the designedwater level, sod pavement or other method is applied to the part above the designed water level. Rubble grouted protection wall should be arranged in excavation sections of crushed stone surface, and in road sections of unstable mountain slope, cutting wall and mountainousslope wall should be arranged. In order to keep the stability of the roadbed and road surface and prevent the water ponds on the surface from influencingthe vehicle driving, relatively complete drainagesystem shall be adopted for the project. Side ditches, berms, chutes shall be designed for the filling section, cut-off ditches, side ditches, drop well and chutes shall be built for the section where underground water is exposed. Underground ditches, blind ditches and seepage ditches shall be designed for the section where water level is high. All these form a drainage system to let all kind of water in the project or near the project to the natural rivers. Mortared rubble protection will be designed for the section that is often flooded in a year or the erosion is very serious. 2.4.2. Road surface The road surface is designed with axle load of double-wheel single axle (IOOKN)as the standard axle load: (1) Running lane: Asphalt-groutedsurface 4 cm thick; cement-stabilizedbedding 18 cm thick; bedding course of natural sand and gravel or stone dregs 20 cm thick (2) road shoulder: earth shoulder shallbe adopted for the project. 2.4.3. Bridges and Culverts (1) Standard of design Designed load: Motorcar-20, trailer-100, Width of large and medium bridges: net-9+2X 1.5m(sidewalk),small bridge and culvert same as the width of the roadbed; Designed frequency of flood: 1/100for big and medium bridges, 1/50 for small bridges and culverts; The whole route is located in the zone with earthquake intensity equal to or less than 6
10 ,thus no earthquake resistant measures are taken for bridges/culverts/structures along the route. (2) Form of structure and cross-section 1) The width of middle/small bridges is the same as that of roadbed, and the outside edge shouldbe consistentwith the road edge. 2)The structure form should be determinedaccording to the principle of "obtain raw materials on the spot, suitable measures to local conditions".Pre-stressing concrete hollow slab bridge or reinforced concrete bridge are the better choices for middle/smallbridges; and stone arch culvert, pipe culvert and steel and concrete slab culvert beingbetter choices for culverts. 2.4.4. Road- Cross Work The grade crossing is used for intersections of the projected highway ( Grade II highway) with other provincial and county roads. The methods of grade crossing are to be used, and corner lane ,divergent turning lane ,and safety islands will be adopted according to grade, traffic volume of the roads to be intersected.. 2.4.5. Traffic Safety Management In order to guarantee the drivingsafety and trafficmanagement in the operation period, complete and necessary safety and managementfacilities should be arranged along the route. (1) Traffic Safety Facility:Protective fence will be installed where the road bank is high, and bridge lead, sharp curves and steep slopes occur. Warning signs and reflective facilities will be arranged along where visibilityis low and crosses occur at sharp curves. (2) Traffic management facilities: Necessary and complete signs and sign lines such as warning, prohibiting, instruction,direction showing etc. shouldbe arranged along the entire route, for which luminoussigns and sign lines are adopted. (3) Management Lodging: Improve the existing crossing keeper' houses. In 2 locations of Nankang and Shangyou, keeper's house will be built or upgraded. 2.4.6 Plan for resettlement This project involves resettlement of local residents and the first draft of the corresponding plan has been worked out.
2.5 Projected Traffic Volume The projected trafficvolume for this project is shown in Table2.5-1.
Table 2.5-1 Projected Traffic Volume Unit: Vehicle(Medium)/day (Converted into medium-size vehicles) Unit: vehicle/day
Year Total TrafficPassenger Volume car Freight car 2003 1333 533 800 2016 3937 2362 1575 2022 5882 4117 1765 Notes: These data are derived from the ProjectFeasibility Research Report by Jiangxi GannanHighway Survey& DesignInstitute, April, 2000.
11 2.6 Construction Materials to Be Obtained Locally The stones along the route are mainly red sandstone, bibley-rock and aleutite. Quarries are available in villages and towns along the route, and the stones are easy to be explored and collected. As the route is running along. Shangyou River, middle-size and big-size sand can be procured directlyfrom sand sites along the route. The transportation is very convenient. 2.7 Estimates of Investment & Schedule of Construction Progregs
2.7.1 Estimate of investment and raising of funds The total investment is 8149.49X 104 RMByuan,among which 1897.5X 104yuan are prepared by local governments for house demolition,resettlement and earthwork/stonework,domestic loan is 4620.OX10 4 yuan, loan from the World Bank is 1632.0X 104 yuan. 2.7.2 Schedule of constructionprogress The construction work of this project is planned to start in January 2001 and be completed by the end of 2002, the period of constructionis 2 years. 2.8 Environmental Impact Analyses of Construction Work 2.8.1 Construction period 1. Sources of noise: During the construction period, the major noise sources are the construction machinery such as bulldozers, rollers, loaders, levelers, excavators, spreaders, generators, and mixers. While these machines are working, their noise can reach 90-98 dB at a distance of 5 meters. Such explosive noise sources will cause relatively serious unfavorableinfluence on the constructionworkers and local residents. 2. Sources of air pollution: During the constructionperiod, dust pollution is the dominating air pollution. The transport, loading and unloading of construction materials and the process of mixing will cause large quantity of dust and fine powder to spread to the surrounding atmosphere; wind may cause dust pollution in the storing sites of construction materials. In addition, as asphalt road surface is adopted in this project, the asphalt smoke arising of the process of asphalt melting and stirring will have a certain influence on the surrounding air. 3. Pollution of water environment: I) Water pollution arising from leakage of oil from construction machinery and the oil of exposed constructionmachinery washed off by rain water; 2) Sewage and wastes from labor camp on the construction site ,especially on the construction sites of bridges, will have a certain effect on the surrounding water body; 3) Pollutants arising out of the constructionmaterials washed away by rains will pollute the surroundingwater body.. 4. Impact on ecological environment 1) The excavation and filling of roadbed will cause damage to the vegetation, the appropriation of crop land, and the exposure of surface soil will affect partial local ecological streucture. The exposed ground surface will be eroded by rains, which may lead to the deterioration of the soil fertility and affect the stability of local hydrology and land ecology. 2) The change , removal or fill of existing irrigation trenches entailed by the project will
12 Chapter Three Environmental Survey & Assessment
3.1 Natural Environment 3.1.1 Geographicalposition The road section of Tanjiang-Dongshan Town is situated in the middle and low hilly area within Gannan. The geographical coordinate is 1140 31'-114° 45'E and 25° 46'-25° 54 'N(See AttachedFig. I GeographicalPosition of The Project Site). 3.1.2 Topographical& geologicalfeatures The area along the proposed highway belongs to the hilly land in the middle of Luoxiao Mountain range. The highway route is arranged along river valley, the terrain is flat, with elevation differenceof less than 50m. This area belongs to Huanan fold system, the fault bundle system of Dahu Mountain-Fulong Mountain in the bending fold of the middle south of Jiangxi Province. The emerged stratum of Cambrian system is thick, about 8000-10000m. The foundation fold is developed, while there are no large-scale developed fold and fault. There are many small developed folds, which have impact on the stability of the strata along the route. From Tangiang to K35+000, the area belongs to fault basin of late Cretaceous period, where the structural movement is relativelysimple. 3.1.3 Earthquake According to the Map of Earthquake Zones in China, the areas along the route are not up to Magnitude VI Zones. In view of this, bridges and culverts as well as other constructions are not necessarilyearthquake-resistant. 3.1.4 Hydrology and Climate (I) Hydrology The water system in the area along the proposed highwaybelongs to Gan River water system.. Shangyou River is a branch of Zhang River of Gan River water system. The drainage area is 4585km2 , length of main river is 198km. In this area, the water resource is abundant and characteristicof abundant runoff, many rivers and big drop. The area is also rich in shallow undergroundwater.. The major types are: crevice-watermainly distributed in rocky road section and the aquifer of the Quaternary system stratum, mainly distributedin river valley plain, shallowand abundant. sunshinetime is 1756.2 hours. (2) Climate The areas along the route are of sub-tropic wet climate. The climate is mild with abundant sunshine and precipitation ,and distinct 4 seasons. The annual mean temperature is 12.1- 18.8
0 C; the absolute minimum is -5 0 C , the absolute maximum being 39.5° C; the annual mean precipitation is 1375-1999 mm, mainly concentratedin April-June; the annual mean frost-free days are 289 . 3.1.5 Engineeringgeological conditions Half of the proposed highway route runs on the Ganzhoubasin of the Creiaceous system, the terrain is relatively flat. Another half runs on mountain land, where the surface covering layer is thin, rock formation is broken and the structuraljoint is developed. In some local sections,
14 the rock weatheringis severe, which is unfavorableto the slopes needing deep cutting.
3.2. Survey & Assessment of Existing Ecological Environment 3.2.1 The types of soil in the along-the-line area and their distribution The natural soil in the area along the highway to be renovated is mainly red soil, which generally reaches considerable depth. It's acid and lacking in humus and calcium, with its main origins being the red clay of the Quaternary Period and the red sandstoneof the Tertiary Period. The cultivated soil is mostly rice-soil, which is also the most widely distributed agricultural soil. Most of this takes the form of yellow mud field or damp mud field. The soil of dry land is mainly of two types: damp soil which has come from the alluvium of lakes and rivers, and yellow mud which has come from red soil and yellow soil being cultivated. The distributionof the main types of soil in the area along the line is shown in Table 3.2-1. Table 3.2-1 The Distribution of the Main types of Soil in the Areas Concerned Typesof Soil NankangCity ShangyouCounty Area (10,000mu) 61.99 17.25 Rice Soil Percentagein the 22.4 7.45 total area Area(10,000 mu) 0.046 Dampsoil Percentagein the 0.016. total area Area (10.000mu) 104.03 162.57 Red soil Percentagein the 37.59 70.19 total area Area (10,000mu) 33.65 9.15 Purple soil Percentagein the 12.16 3.95 total area . Area (10,000mu) 15.23 YellowMountain soil Percentagein the 6.57 total area Area (10,000mu) 0.29 5.53 mounetainsoil Percentagein the 0.1 2.38 total area
3.2.2 Biological resources 3.2.2.1 Flora The main vegetation in the belt along the upgrading highway is coniferous forest. In most sections, where it has been long exposed to the interference of human activity, especially on both sides of the road where population is dense and transportation is convenient, the primeval vegetation has been destroyed to different degrees, so that the composition and structure of the forest cover, far from being natural, do not show the regular pattern of a natural forest. The types of vegetation still remaining in this region are mainly those half-natural forests of second growth, or artificial coniferous forests. Cultivated vegetation consists mainly of timber forests of masson pines, China firs, and mao bamboo, economical forests of tangerine and tea trees, and fruit trees, rice, tea plantations and medicinal herb gardens. Investigation shows that along the road there are no rare species of plant. Rice is the main type of grain crop, with wheat, sweet potato, and soybean as secondary types. Economical
15 crops include cotton, rape, peanut, tobacco, tangerine,tea-oil tree, tea, white lotus and sesame. Timbreproducts includepine wood, fir wood, and bamboo. The colonies of aquatic plants are spread in lakes, rivers, ponds and paddy fields. The types are lotus, wild waternut, Gorgon fruit, hornwert, liverwort, and duckweed, of which the wild lotus is plentiful in the watery regions but has not been fully made use of. The other water plants are all important fodder crops, which also provide places of rest and spawning for fishes. Agricultural vegetation is mainly rice. Dry land crops include sweet potato, corn, peanut, tea-oil tree, and others. Fruit trees are mainly tangerine, but also planted are peach, plum, chestnut, pear, persimmonand pomelo. 3.2.2.2 Fauna Livestock husbandry in the belt along the line occupies a certain percentage in the national economy, while the topography, the landform and the climate provide a favorable environment for the growth and reproductionof wild animals comparativelylarge in number. However, the population of the area to be assessed have greatly increased in the past decades, so have human activities and the use of chemical pesticide. Consequently, the majority of these wildlifespecies have disappeared.(SeeTable 3.2-2). Table 3.2-2 The Distribution of Animal Species in the Along-the-Line Belt Classification Species Beasts Mainlypig, cow,sheep, rabbit, dog, and cat Domestic Fowls Mainlychicken, duck, goose, dove, quail, and egret. animals Fishes Mainly black carp, grass carp, variegatedcarp (bighead), silver carp, carp, finlesseel, and loach. Insects and Mainlysilk-worm, bee, and earthworm. worms Reptiles Mainly cobra, banded adder, Pallas pit viper, rat snake, water snake, long-noddedpit viper and someother speciesof snake, centipede,scorpion, leechi,house lizard, toad, and lizard. Birds Turtledove,partridge, pheasant,wild duck, thrush, owl, cuckoo, magpie, Wild woodpecker,swallow, bamboo partridge,wild quail, sparrow,lark, raven, animals Chinesebulbul, wild goose, eagle, oriole, mandarin duck, and so on. Fishes Carp, eel, catfish, crucian carp, variegatedcarp, silver carp, bream, grass carp, mandarinfish, finless eel, loach, freshwatershrimp, snail, clam, crab, soft-shelledturtle, and so on. Beasts Wolf,muntjac, wild boar, wild ox, wild goat, fox, hedgehog,pangolin, river deer, squirrel,yellow weasel, wildcat, monkey, badger, and so on. Amplibians Turtle,and manyspecies of frog
3.2.3 Survey & assessment of existing agricultural ecology At the end of 1999, the cultivated area in Nankang City was 29640 mui, of which there was 358755 mu of paddy field and 85830 mu of dry field. The total area of agricultural crops in the city was 1120170 mu, of which there was 622740 mu of grain crops, 94260 mu of oil crops, 30435 mu of cane, 1605 mu of tobacco, 115665mu of vegetable, fruit and melon, and 160485 mu of other agriculturalcrops. At the end of 1999,the cultivatedarea in ShangyouCounty was 170748mu, of which there was161348mu of paddy field and9400 mu of dry field. The total area of agriculturalcrops in the city was 122790 mu, of which there was 73,230 mu of grain crops, 33887 mu of oil crops, 169 mu of cane, 342 mu of medicinal herb, 67132 mu of vegetable, fruit and melon, and 5685 mu of other agricultural crops. The gross yield of
16 eachcrop in the areas concemedis shonmin Table3.2-3. Table 3.2-3 The Total yield of AgriculturalCrops in the Two Regions in 1999 Unit:ton Nank}angCity ShangyouCownty Graincrops 222310 104619 Oil 15924 2940 Cotton 4 Hempand flax 69 4 Cane 100011 767 Tobacco 135 221 Medicinalherb 342 Vegetable,fruit, and melon. 192803 62812
3.3 Investigation & Assessment of Existing Air Environment 3.3.1 Arrangementof Air MonitoringSpots One monitoring spot is situated at Huangsha Middle School (K42) of Huangpu Township, which has a total area of 4000 square meters, 34 classrooms, 52 teacher and other staff and 719 students( The detailedarrangement is shown in AttachedFig.3) 3.3.2. Monitoring Items: TSP, NOx. 3.3.3. Time,frequency, and method of monitoring Time and frequency of sampling:The monitoringwas carried out in the period 11-13 ,October. The sampling and analytical methods are in accordance with the specifications of the State Bureau of EnvironmentalProtection. 3.3.4 Standard & Method of Assessment Single index method is adopted for the assessment. The statistics of monitored data and assessment results are shown in Table 3.3-1. Table 3.3-1 The Statistics of Monitored Data and Assessment Results Monitoring Spot Items NOx TSP Concentration 1-hourMean DailyMean DailyMean Limits(mg/m3) 0.10 0.15 0.30 Huangsha (mg/ ) 0.012-0.016 0.012-0.014 0.294-0.318 middle school (mg/mr) 0.014 0.013 0.306 Exceeding 0 0 66.7 Rate(%) Index 0.14 0.09 1.02 It can be seen from Table 3.2-2 that the concentration of NOx is within the concentration limits of Class 11of GB3095-1996, TSP concentration is slightly higher than the limits; the maximum concentration observed is 0.318 mg/mi3 showing an excess of 0.06.
3.4 Assessment of Existing Acoustic Environment 3.4.1 Investigation of ExistingAcoustic Environment 3.4. 1.1 Arrangement of Monitoring Spots In order to learn the status of the acoustic environment quality in areas along the projected highway, some representative noise-sensitive areas such as schools, villages hospitals and towns are selected as the monitoring spots. On-the- spot investigation and monitoring were carried out The monitoring spots are shown in Table 3.4-1 and Attached Figure3.
17 Table3.4-1 Distribution of Monitoring Spots for Existing Acoustic Environment Distancefrom Major Environ. P o Co. StakeNo. Village the Central Features/number Positloinof line Of the Of familyto be Moilioring road (m) affected 1 K18+000-kl9+100 Pingtian Through residentialarea/50 I m from the 2 K22+400-k122+500Tangjiang Tow Through residentialarea/43 front building 3 K25+600-k;26+100 Laowuchang Through residentialarea/45 facingthe road 4 K30+600.K30+800 Shangping Through residentialarea/45 5 K33+1004k33+200 Tiantou Through residentialarea! /30 6 K34+300-k35+100 Laoshuzui Through residentialarea/67 7 K42+800 Huangsha At the left side School/710 students I m fromthe MiddleSchool classroom 8 K46+900 BeitianPrimary At the right School/150students School ide
3.4.1.2 Monitoring Time and Monitoring Method The methods and frequencies of monitoring will be based on the requirements of Measuring Methodsfor Environmental Noise in Urban Areas (GB/Ti4623-93).. Monitoring will be made at each monitoring site for one day (daytime period and night period); the conditions at each sensitive spot will be recorded such as size of population, direction of buildings, major noise sources, features of surrounding environment, volume of traffic.
3.4.2 Assessment of the Existing Acoustic Environment The statistics of monitored data is shown in Table 3.4-2. Table 3.4-2 The Statistics of Monitored Data and the Assessment Result Leq dB(A) Leq dB(A) ExceedingLimits or Not Co. Monitoring (Monitoreddata) (Standard Value) (Yes/No)(e/o Spots Daytime Night Daytime Night Daytime Night I___ Pingtian 57.0 42.6 60 50 No No 2 TangjiangTown 66.8 60.0 60 50 Excessof Excessof 10 ______~~~~~~~~~~6.8dB(A) dB(A) Excess of Excess of 2.3 3 Laowuchang 71.2 52.3 60 50 11.2dB(A) dB(A)
4 Shangping 67.8 57.5 60 50 Excessof Excessof 7.5 7.8 dB(A) dB(A) 5 Tiantou 74.2 50.9 60 50 Excessof Excessof ____ ~~~~~~~~~~~~~~~~~14.2dB(A) 0.9dB(A) 6 Laoshuzui 70.3 49.1 60 50 Excessof No ______~~10.3dB(A ) N 7 Huangsha 47.8 35.9 55 45 No MiddleSchool S BeitianPrimary 62.3 58.8 55 45 Excessof / 8Schiool ______7.3 dB(A) ______It can be seen from Table3.4-2 that assessed with single index method(Leq), sound environment along the projected areas is rather serious. There are excesses over the limits at 6 of the 8 monitoring spots. The maximum excess in daytime is 14.2dB, the night maximum
18 being 10dB,the excess at Beitian Primary School being 7.3dB. Such situation can be ascribed to the poor road conditionof the existing road, which is of inferior road grade and overloaded with increasing traffic volume. What makes thing worse is that many sections of the road is turned into street in build-up areas. As a result, it is necessary to accelerate the constructionof new road and upgrading of the existingones so as to improve the sound environmentthere.
3.5 Investigation & Review of Status Quo of Water & Soil Erosion Because of the deforestationdone in the areas along the route in past decades, some parts of the land or hills were exposed, showing lateritic soil. But recently, the local government of this area has adopted, in addition to new biological and farming techniques, a new policy involving a comprehensive control of the mount, water, field, forest and road, so as to improve and preserve the ecological environment.This measure has in some degree alleviated the erosion of water and soil. Consequently,the existingwater and soil erosion is of slight extent.
3.5.1 Causal analysis of water & soil erosion The causes for water and soil erosion mainly fall into two kinds: the natural and artificial causes. The former includes the climate, topography, soil geology, and vegetation; the latter include excessive human economic activities such as uncontrolled tree cutting, deforestation for cropland, irrational cutting of hill body and thoughtlessremoval of vegetation.
3.5.2 Review of existing water & soil erosion Due to the complexity of geological structure, the nature of rock and meteorologicalfeatures, and due to the interaction between inner and external forces, the topography in the projected area demonstrates a variety of terrace and landforms, consisting mainly of mount, hill, undulating plain, and water surface. The mount and hill areas are dominant, accounting for more than 70% of the total area of the project area. Between the mount and hilly areas , there are some low-lying basins. Such features of landforms tend to cause water and soil erosion. The annual mean precipitation is about 1500mm in the project area, this amount of precipitation is not evenly distributed in all seasons: that in the period from April to June accounts for 45.4% of the annual total, and usually comes in the form of heavy or torrential rains. This presents powerful erosion of the surface soil, accounting for more than 75% of the total amount of erosion. So erosionis comparativelyserious in this period. Erosion of different degree has been observed in. the areas along the route. Based on the findings of a remote sensor survey on the existing water and soil erosion in Jiangxi Province, the total erosion area of Nankang and Shangyou is up to 1781000mu, of which 1152400 mu is in Nankang City---41.64% of its total area; 628700 mu is in Shangyou County-27.15% of its total area. The distribution of water and soil erosion in the project area is shown in Figure 3.5-1 and Table3.5-1.
19 Table 3.5-1 Distribution of Water and Soil Erosion in the Project Area Total Eroded Percent- Proportion of erosion in different degree (1OOOOmou) Area Area of Area age of Land (]0000 eroded slight nedium intense ."y xtemely Above other (km')..... mou area % intense intense intense Nanktang 1844.96 115.24 1 41.64 20.69 331.70 42.68 15.37 44.80 62.85 161.50 City
hangyou 2196.66 37.49 11.38 17.86 9.36 6.08 1.83 2.36 10.27 292.01 County
Total 4041.62 152.73 53.02 38.55 41.06 48.76 17.2 7.16 73.12 453.51
Jiangxi 842.3856.4204 35.8 296 18.8 97.8 Province 166943.6 5283.20 21.10 8 1566.5 126043 354.18 259.67 1874.28 19758.38
3.6 Investigationand Commentson Current Social Environment 3.6.1 Survey of the Area Concerned The area influenced by the project includes Shangyou County and Nankang City. Shangyou County is situated in the southwest of Jiangxi Province. It includes 4 towns ,14 townships and 186 village administration committees .It covers an area of 1544 square kilometers. . By the end of 1998, the total population of the county was 270000. Nankang City is located in the middle of Ganzhou City. It covers an area of 1845 square kilometers with 450000 mu of arable land and 1690000 mu of mountainous forest land. It includes 24 townships, 6 towns, 37 village committees and 5104 village groups. The total population is 746000, of which 644,000 are rural residents. The total number of families is 189,335.
3.6.2 Situation of economic development According to statistics, the major economic indexes of 1998 of Ganzhou City, Nankang City and Shangyou County are shown in Table 3.6-1. Table 3.5-1 Major Economic Indexes of the Area Influenced by the Project (1998) Gross Gross GDP Industrial ComprisingPercentages Gross Product of Product of Product of Index (billion lndustry&Agriculture Industry Agriculture RMB yuan) First Second . (billion RN1Byuan) (billion (billion Industry Industry Tertiary RhB yuaii) RM1 yuan) Ganzhou 23.97 43.16 27.40 29.44 31.17 17.22 13.95
C ity______Nankang 1.81 39.2 25.60 35.20 3.05 1.91 1.14
City__ _ _ _
Shangyou 0.78 50.60 28.00 21.40 . 1.15 0.57 0.58 County I_____I__ I______I____ Note: 1. Data adopted from the respective Statistics Bureau of Ganzhou City, Nankang City and Shangyou County.
20 3.6.3 Investigation of CurrentRegional TransportationCondition With the rapid growth of national economy and development of market economy, the demand of transport is increasing radically . Through construction of new roads and upgrading of existing roads, the regional traffic and transport gets improved to a certain extent.. In 1998, the roads in total were 6263.5 kilometers in this area. The density of highways was 0.38km/km2 , which is very low as comparedwith other developed regions. Moreover, the distribution of the existing roads is not a balanced one and the structure of their grades is far from optimized:the state highway and provincial highway are mainly in the central areas, while those in the peripheral areas are usually poor in traffic capacity and road condition, low in grade and density, and characteristic of mixed traffic condition. In 1998, the road passenger transport is 17.91 milliom persons; the cargo trasnport is 9.98 million ton; the passenger turnover rate is 10.2202 billion person/kmithe cargo turnover rate is 550.13 millionperson/km. The existing section of Tangshan-DongshanTown of Gan-Feng highway is poor in line shape, with many sharp curves and narrow road surface. Particularly, in sections near villages and towns, the traffic is crowded,the existing road can't meet the demand of local economic development.
3.6.4 Regional ResourcesAdvantage 1. Nankang City, with fertile soil and mild climate, is favorable for the growth of crops. It is the production bases of cane, orange ,tangerine, pig and fish in the south of Jiangxi Province, with sugarcane output ranked NO.I in the Province. It is also one of the 100 food bases in China. Tangjiang Town is the sugar production centre in south Jiangxi, where trade and commerce is well developed. The major mineral resources in this region are tungsten, gold, iron, copper, zinc, rare earth, pottery clay and so on, among which the depositsof tungsten, are in large amount. 2. Shangyou County is rich in hydroelectricresources, 5 large hydroelectric power stations have been built here, of which the ShangyoujiangHydraulic Power Station is the largest one with an installed capacity of 60000kw. This county is also rich in forest resources; the rate of coverage is 44%. The main forests include mason pine ,China fir and bamboo, with 3 million m3 live reserve of timber and q yearly output of timber 40000 m3 The major mineral resources in this region are tungsten, iron, copper, aluminium, coal, limestone, and so on, among which the deposits of tungsten are in large amount and widely dsitributed.
3.6.5 Economic Development Plans and Objectives In accordance with the provincial developmental plan for the next decade, Ganzhou City, Nankang City and Shangyou County have set their respective objectives for economic development. The long-term national economy indexes plan and growth rate are listed in Table 3.6-2.
21 Table 3.6-2 Long-term National Economy Indexes Plan and Growth Rate 2000 2010 GrowlhRate(%) Index (billion) (billion) 1996-2000 2000-2010 GDP 29.0 90.0 14 12 GrossProduct of 45.4 141.8 15.3 12.1 AgricultureAnd Industry Ganzhou City GrossProduct of Industry 26.8 108.5 20 15
Gross Product of 18.6 33.3 9.4 8.9 Agriculture GDP 1.91 4.47 9.4 8.9 Gross Product of 3.54 8.34 12.7 8.9 Nankang AgricultureAnd Industry City GrossProduct of Industry 2.40 6.26 25.5 10.1 GrossProduct of 1.15 2.08 6.5 6.1 Agriculture GDP 1.52 8.16 16.4 18.3 GrossProduct of Agriculture 1.52 8.16 16.4 18.3 Shangyou And Industry County Gross Product of 0.76 6.85 23.8 24.6 Industry Gross Product of 0.76 1.31 11.1 5.6 Agriculture
22 Chapter 4 Prediction &Assessment of Environmental Impact
4.1 Prediction & Assessment of the Impact on Ecological Environment 4.1.1 Estimation on the effects of land to be taken on the agriculture From Table 2.8-1, it could be seen that the renovationof the road, because it made most use of the old road, does not take up much land. The type of land taken up most is paddy field altogether 140.02 mu, 30.3% of the total area taken up by the road. The type that comes second is waste land, altogether88.39mu,19.1% of the total. The area to be taken up by the renovationis 0.01% of the total area of the regrons concerned, which is a rather small percentage. But this occupation is going to be permanent, and the occupied land will forever lose all its agricultural functions. This will no doubt have some impact on the agriculture and forestry.Therefore, in improvingthe design, adequate attention should be paid to the maximum use of wasteland and hill slopes of low productivity so as to avoid as much as possible taking up paddy fields of high productivity,and to reduce the loss in agriculture that this will bring. In addition, in the process of the project, the fetching and dumping of earth will also result in the destruction of the surface layer of the soil as well as the vegetation of a small area, in the pollution or loss of the cultivated surface, in the deteriorationof its quality or in lowering its capabilityof keeping water and fertilizer. The total area of cultivated land to be taken up by the renovation is218.5mu, and its effects are mainly on the production of rice. If calculated accordingto the unit yield of 300 kilograms per mu and two crops a year in the area, the occupation of 140.02mu of paddy field by the renovation means an annual loss of rice yield of 84.1tons, which is 0.03% of the total rice output of the belt area. For dry land crops (sweet potato, wheat, soybean and other beans, corn), if calculated according to the unit yield of 120 kilograms per mu, the total loss will be 1.7 tons, 0.015% of the total output of dry land crops in the area. This negative effect, in view of the production of the whole region along the line, is very small.
4.1.2 Comments on the effects on plants and animals 4.1.2.1 Analysis of the effects on plants 1. Analysis on the effects on wild plants The renovation of the road will take over 40.07 mu of forest, most of which is artificial, the main species being masson pine and fir. Most places along the road are-highly developed where few wild plants are found, so it does not impose any significant consequence on the wild plants in the regions along the line. 2. Analysis on the effects on the vegetation The greatest effects on the vegetation along the line will take place during the process of the renovation. First, the taking over of land means that the green cover will be destroyed. Then, in the process of construction, the vegetation of 20 meters within both sides of the road will be destroyed by the constructors and the construction machines. The degrees of destruction are different because the different terrains of the places where the road goes through will decide whether earth is to be filled in or dug away, and because different methods of
23 constructionwill be adopted for bridges and for the road base. The earth and gravel needed for the constructionwill come mainly from that dug from the old road where it changes its course, while the rest will be supplied by the local material providers.Where the road requires filling, the vegetation will be destroyedby the construction machines and vehicles as well as by the constructorswhile working. Generally speaking, this kind of destruction is completely thorough-going.But when the extraneous destruction stops, the vegetation on both sides of the road will begin to grow and develop in the direction of its previous state. The speed of recovery depends on both the strength and the length of the extraneous destruction. At the usual rate, vegetation will be largely recovered two or three years after the completionof the construction. 4.1.2.2 Analysis of the effects on wild animals The road follows largely its old line, in the nearby areas of which there is not much wildlife. The species such as there are have already become accustomedto this kind of environment. Therefore, the renovation of the road has almost no effects on the number and genus of animalsin this area.
4.2 Prediction & Assessment of Acoustic Environmental Impact 4.2.1 Assessmentof noise impact during constructionperiod 4.2.1.1 Predictionof constructionnoise The construction noise can be treated as point of sound source, the attenuation model of which is expressedas follows: Lp = Lpo - 201g(r/ro) Of which Lp --- predicted value (dB) of constructionnoise r meters from the noise source; Lpo --- applied Leq (dB) at ro meters from the noise source; ro --- distance from the monitoringspot to Lpo noise (5 or 1 meters). The main noise sources during road constructionare such construction machinery as hauling vehicles, road making machines and road-mixer, and construction activities such as hole boring etc. Though the noise impact during construction period is temporary, the noise produced by machinery is characteristic of high sound intensity and irregularity, if not controlled, the machinery noise would have impact on the surrounding acoustic environment along the route. According to the attenuating model of point source noise, the estimated results of machinenoise attenuatingwith distanceare shown in Table4.2-1. Table4.2-1 Estimated Noise Value of ConstructionMachinery Machinery EstimatedNoise value dB(A) description 5m lOni 20m 40m 50m 60m 80m lOOm 150m 300m Loader 90 84 78 72 70 69 66 64 52 54 Grader 90 84 78 72 70 69 66 64 52 54 Roller 86 80 74 68 66 65 62 60 57 49 Excavator 84 78 72 66 64 63 60 5 8 5 5 47 Paver 85 79 73 67 65 64 61 59 56 48 Mixer 87 81 75 69 67 66 63 61 58 5(0 bulldozer 86 80 74 68 66 65 62 60 57 49
4.2.1.2 Analysis of noise impact in the construction period
24 The volume of work in road construction is substantial and is of high level of machinery application. Consequently, the noise produced will have certain effect or} the surrounding areas This analysis is based on GB12523-90 Noise Limit at Constructionl Site, i.e, 70-75dB(A) in day time, 55dB(A) at night. Based on what is shown in Table 4.2-1, it is known that: 1) the daytime noise produced by loaders and levelers is within the noise limits of GB 12523-90 at locations 40m from the construction site, while that of night is within the noise limits at locations 300m from the construction site. The noise produced by other construction machinery fall within the limits at a distance 20m from the construction sites in daytimeand 200m at night. 2) At night, the impact of constructionmachinery noise is serious. Therefore it is suggested that night construction needing machinery of high sound power should be prohibited in locations where there are residential areas, and should avoid night construction as far as possible. The construction machinery operation site of fixed locations should be located in places where there are no schools or large residential areas within 300m from the operation site. Otherwise, temporary attenuating measures ,such as the installation of temporary noise buffers, should be taken. 4.2.2 Prediction and assessment of traffic noise impact during operation period 4.1.2.1 Model for traffic noise prediction The related model in Environment Impacts Assessment Specificationsfor Road Construction Project is used for this prediction, i.e.:
(LA,q)i= Lw.,j+llg01 N'_) ALd,J + ALon,gtudra+ ALrdface - 13 in which 4 ,-average radiating sound level of type i vehicle,dB(A) Ni-day/night average trafficvolume of type i vehicle,vehicle/hour Vi average speed of type i vehicle, km/h T (LAeq)Prediction time, I hour AL,,,, -running noise of type i vehicle (attenuation of day/night spacing at r from noise equivalent driving line),dB A Lvert,gra correction of traffic noise caused by road vertical grade,dB A Lrd.fae -correction of traffic noise caused by road face,dB The total value of day/nightnoise at the predicted point is calculateby:
(LQeq)rf = lOlg oll ILeq)' + I O. l(Leq)' JlA - AL, (dB) in which
(LQq),,f - value of day/nighttraffic noise at predicted point, dB(A) AL, -correction of traffic noise caused by road curved line of limitedlong road section AL, -correction of trafficnoise caused by barrier between road and predicted point 4.2.2.2 Determination of some parameters in model
25 According to this model, it is shown that the traffic noise during operation is dependent on traffic volume, vehicle type ration, running speed, vehicle sound power, road vertical grade and road face roughness etc. 1) Trafficvolume The factor for daytime(16 hours) is 84.7%. 2) Vehicletype ratio The ration of small/middle/largevehicles is 50.0%, 48.4% and 1.6% respectively. 3) Running speed According to Environment Impacts Assessment Specifications for Highway Construction Project, the running speed is calculatedby: 0 602 SmallVehicle V=237X N- 1 Middle Vehicle V=212X N- 0 747 Large Vehicle V=(212X N' 1747)80% in which V calculated runningspeed N hour traffic volume, Corrected by: 1) When the designed running speed is less than 120 km/h; the running speed calculated by the model is decreased in proportion. 2) When the traffic volume of small vehicle is less than 50% of total traffic volume, its average running speed is decreased in proportion of 30%, if every 100 vehicle runs is reduced. 3) The model above is suitable for day time, and the calculatedvalue discounted by 20% is used as night average runningspeed. 4) Single vehicle noise emissionsource intensity(Lw,l) The average radiating sound level (Lw,l)for all types of vehiclesis calculatedby: Large Vehicle LwI=77.2+0.1 8VL Middle Vehicle Lw,M62.6+0.32Vm SmallVehicle Lw,=59.3+0.23Vs in which L,M,S-means large (L)/middle(M)/small (S) type vehicle V average running speed of vehicle,km/h 5) Spacing attenuation ( A Ldis) 01The day/night spacing (di) of Type i vehicle is calculated by: d, = 1000 x V; (ni) Nj in which N, day/nightaverage trafficvolume per hour of Type I vehicle,vehicle/hour V1 average traffic volume per hour of Type I vehicle,km/h (Distance of predicted point from noise equivalentdrivig line (r2)
= -DNDF in which DN distance of predicted point from near lane, m DF distance of predicted point from far lane, m
26 Calculationof Ld&s When rSdi/2, A Ld,=KlX K2 X 201g(r2/7.5)
When r>di/2, A Ldi,=20Kl[K2 X lg(d1/7)+1g Cr, /0.5d] in which K,-constant of land surface condition between predicted point and highway determined according to AppendixEl of JTJoo5-96; K2 constant related to spacing, shownin table 4-2-2 Table 4.2-2 constant Related to Spacing D,(m) 20 25 30 140 50 60 70 80 100 140 160 250 300 K(2 0.17 0.5 0.617 0.716 0.78 |0.806 0.833 0.84 0.855 0.88 0.885 0.89 0.908 6) A Lvert.gra Large Vehicle A Lv,,.gra=98X D Middle Vehicle A Lv,z.tgra=7 3 X 3 Small Vehicle A Lvertgra=5OX D in which: . means the vertical grade of highway,and the maximumof j3is 3.9% in this prediction. 7) Correction of trafficnoise caused by road surface( A Lrd.face) The asphalt paving is used for this road making, and the noise value of ALrd.fac, is taken as 0 dB. 8) correction of trafficnoise caused by road curved line or limitedlong road section ( ALI) A L,=-lOlg( 0 /1800) in which 0 included angle (degree) of sight at predictedpoint toward the two ends of road.
9) Correction of traffic noise caused by barrier between road and predicted point ( A L2 ) A L2= A L2 ... &+ A L2 buidings+A L2s.s.z EIDA L2, 0od,implies the equivalentnoise level (A) attenuationcaused by woods barrier.
When the depth of woods is 30m, A L2w00 d,=5 dB; when the depth of woods is 60m, A L2Q..d.0 =10 dB. The maximalcorrection is 10 dB. (©)A L2buAldings means the equivalentnoise level(A) attenuationcaused by buildingsbarrier. When the first row of buildings occupies 70%-90% of area between predicted point ant road central-line, A L2buildings=5dB; When increase a row of buildings,
A L2 S.S.zvalue increases 1.5dB, whose maximalvalue is IOdB(A). (v) A L2S.s.zdenotes the equivalent noise level (A) attenuationmeasured in the predicted point located in the sound shadow zone on the two sides of high embankmentor low through cut. If then the predicted point is located in the sound contrast zone, and A L2ss.z=O; if
H + (hi - h,) D <2 d, then the predicted point is located in the sound contrast zone, and the H value of it is dependent on the difference of sound interval (s). The noise attenuation is derived from Fresnel curve. 4.2.2.3Predicted Results and Assessment of TrafficNoise Based on the prediction model and selected parameters, the calculated results of traffic noise prediction of the projected highway are shown in Table 4.2.3. According to Class IV standard
27 in GB3096-93 (i.e. 70dB in daytime, 55 dB in night time), the distance at which the traffic noise on the two sides of road conformsto the standard is shown in Table 4.2.4. It can be seen from Table 4.2.4 that 1) In day time , the distance at which the traffic noise on the two sides of the whole route is within the limits of Class IV of GB3096-93 is less than 20 m; 2) At night, the distanceis also less than 20m all through the time.
Table4.2-3 Forecast Results of HighwayTraffic Noise During Operation Period - Roadbed Noise value at places of different plane distance paralleling .2 width(u) Operatio pi to the central line of h ighway: dB(A) speed period pro (kin/h) 2fln 3(0n 4W 50) 6Mm 80 loo(m 15Q 20Qn
0 2003 day 57.2 58.1 55.5 53.6 52.0 49. 5. 47.5 43.9 41.4 night 49.1 50.0 47.5 45.5 44.0 41.4 39.5 36.0 33.5 o2016 day 58.8 59.7 57. 1 55.2 53.6 51.0 49.0 45.4 42.7 1 niglht 51.6 52.5 49.9 48.0 46.4 43.9 42.0 38.4 35.9 e: 80 2m/h day 59.4 61. 1 58.8 57.0 55.5 53.3 51.5 48.3 46.1 :0 2022 es ~~~~~~~~night52.7 53.5 51. 0 49. 1 47.5 45.0 43.0 39.5 37. 0
Table4.2-4 DistanceApproaching to ClassIV Standardof TrafficNoise Unit: m DistanceApproaching to DistanceApproaching to DistanceApproaching to RoadSection Standardin 2003 Standardin 2016 Standardin 2022 daytime nighttime daytime nighttime daytime | nighttime Tangiang-Dongshan <20 <20 <20 20 <20 <20
4.2.3 Prediction and Assessment of Environmental Noise At Sensitive Locations 1) Prediction method The predicted value of noise at point P is as follows
(LAeq)p= ioig[1o0 I(LA 4 ), +lo".lLuOb in which (LAeq)p the predicted value of noise at predictedpoint during day and night (LAeq)b-the background sound value when the predictionis carried out According to individual acoustic environmental standard, the formula above is used to calculate the environmentalnoise and its excess over the limits at each sensitive location. The calculated results are shown in Table 4.2-5. 2) Assessment Result It can be seen from Table 4.2-5 that (1) the predicted traffic noise in the initial and future period of operation is within the standard limits because of the small traffic volume, (2) Since the background noise is high, the added value of the predicted noise at 6 sensitive spots will exceed the standard limits.
28 Table 4.2-5 Predictedand Exceeding Data of EnvironmentalNoise at Sensitive Locations Along the Projected Highway Unit: dB(A) Distance Enviroiunental Noise Excess No from the Noise Noise Prediction Locations Stak-eNO. road central limit line 2003 2016 2022 2003 2016 2022
_ Pingtian K18+00G-k 9+100 20 through da' 70 60.1 61.0 61.5 I lS00k9+0 0thog _mtaiht 55 50.0 52.1 53.1 2 Tangn K22+400-k22+500 20 through day 70 67.3 67.4 67.6 5 Town night 55 60.3 60.6 60.7 5.3 5.6 5.7 3 Laowuchang K25+600-k26+100 20 through day 70 71.4 71.4 71.5 1.4 1.4 1.5 night 55 54.5 55.7 55.5 0.5 4 Shangping K30+800 20through ni ht 70 68.2 68.3 68.4 3.1 3.5 3.7
5 Tiantou K33+100-k33+200 20 through dih 70 74.3 74.3 74.3 4.3 4.3 4.3 ______night 55 53.1 54.3 54.9 6 Laoshuzui K34+300-k35+l00 20 through day 70 70.5 70.6 70.7 0.5 0.6 0.7 ______~night 55 52.1 53.5 54.2 Huangsha day 55 57.7 59.1 59.8 2.7 4.1 4.8 7 Middle K42+800 20 left night School ______Beitiaii day 55 63.5 63.9 64.2 8.5 8.9 9.2 8 Primary K46+900 20 right night
School ______I______I_ _ _ Note: According to the regulation concerned,residential houses should be built more than 1Omaway from the road side, this distance in addition to the width of roadbed, side slope and ditch makes the sensitive spots at least 20m away from the road central line 4.3 Prediction & Assessment of Ambient Air 4.3.1Analyses of impacton the ambientair in the constructionperiod The major air pollutant in the construction period is the raised dust caused from lime-clay mixing, earth and stone work excavation, refilling , and by the construction vehicle and machinery.Therefore, the factor to be assessedfor the constructionperiod is TSP. 1. Dust pollution of lime-clay mixing: Station mixing will be adopted for the construction work of this project. According to the on -the -spot monitoring carried out by the Highway Research Institute of the Ministry of Communicationat the Bazhou stable-clay mixing plant of the Jin-Bao Highway in August, 1999, the concentrationof TSP can reach 1.367mg/m 3 at the spot 50m leeward from the mixing plant, showing excess over Grade II standard; at the spot 100m leeward from the plant, the concentration of TSP is 0.619 mg/ m3 , showing no excess over Grade II Standard. Therefore, it can be derived through analogy that as long as the mixing plants are positioned at places lOOmaway from the sensitive spots and water is sprayed at the construction sites and surrounding areas, the flying dust can be controlled and no excess over the required standard will be caused . 2.Dust pollution caused by transport vehicle: During the construction period, the loading,unloading, and transport of construction materials will cause TSP pollution along the route. Based on the monitoring findings of similar conditions in construction sites, the concentration of TSP caused by transporting vehicle can exceed the Grade HI standard by 10 time at a distance 50m leeward from the road side; the excess can be 4 times that of the required standard even at a distance 150m from the road side. This suggests that the flying-dust pollution caused by transport vehicle along the route is relatively'serious in the
29 construction period. 3. Dust pollution caused by the excavation and -refilling of earth & stonework: TSP pollution caused by the excavation and filling operations is closely related to the weather: the pollution is comparatively severe at the areas leeward to the construction sites in windy weather, or the state standards can be normally maintained at the distances 100-500m from the construction sites. I 4. The air pollution caused by bitumen pavement construction: Bitumen pavement will be constructed for the proposed road. Bitumen smoke will be produced by bitumen melting and mixing, which will have certain impact on the ambient air quality. According to the on-the-spot monitoring of the bitumen smoke at the Dayangfang bitumen mixing plant in Beijing by the Research Institute of Highway of the Ministry of Communication, if advanced mixing plant such as the Italy made MV2A is used, the bitumen smoke concentration at place lOOm leeward away from the mixing plant will be within the limits of GB16297-96, Conmprehensive Air Pollutants Emission Standard. If ordinary bitumen melting and mixing equipment are used on the construction site, the bitumen smoke concentration will greatly exceed the standard limits. Therefore, it is necessary to locate the mixing plant properly in a way to make sure that there are no sensitive spots such as schools , hospitals and residences within 300m leeward away from the mixing plant. According to the forgoing analyses, the TSP pollution caused by mixing and transportation processes cannot be neglected in the construction period and corresponding measures, such as spraying water, should be taken to abate the pollution.
4.3.2 Prediction & assessment of impact on ambient air in the operation period 4.3.2.1 Calculation of Discharging Source Intensity of Vehicle Tail Gas Pollutant. After the proposed road is put into operation, vehicle tail gas will be the main air polluting source. The air pollutant emission will increase in proportion with the traffic volume and is also related to the operation status of vehicles. The calculation formula of gaseous pollutants is 3 Qj = Aj .Ey .3600' of which: (), type j pollutant emissionintensity mg/s m;
A, traffic volume/hour of type i vehicles in the forecasting year, vehicles/h;
E,U-under a motorway condition, the emission element of type j pollutant of type i vehicles (use the recommended figure in EnvironmentalImpact Assessment Code for Road Construction (tentative)), mg * vehicle/m. The peak hourly source intensitycalculation formula is:
QLG=QL* Ac, of which: AGis the traffic hour factor, set to be 6.5%. The daily average source intensitycalculation formula is: A R 30 of which: Ar is the daytimetraffic volume factor, set to be 85.3 %. R is the hour number in a day, set to be 16. The driving speeds of vehicles refer to the ((EnvironmentalImpact Assessment Code for Road Construction(tentative))). 4.2.2.2 Ambient Air Pollution Dispersion Model TWhen the angle between wind direction and the source is 0< 0 <900C, the dispersion mode is
CPR = Qi | exp --I ) ]exp I z-j ++exp --I ) 7Ihdl y y of which: CPR pollutant concentrationproduced by the road line source AB section to forecasting point R, mg/m3. U-average wind speed at the effective discharging source height of forecasting road section, rmis; Q- emissionsource intensityof gaseous type j Pollutant mg/vehicle* m;
07y, a-horizontal wind direction and vertical dispersion parameter, m;
Z height from the forecasting point to the ground, m; h- effective height of emission source, m; A,B origin and destinationof line source. ®When the wind direction is vertical to the line source (Q=90°C), the mode is:
(2 2Q, [C
)When the wind direction is parallelto the line source (Q=0°C),the mode is:
(! <) Ua, (r) r = V2+ (Z2 le2)], e = a, lay of which: r equivalent distance from the microelementto the measurementpoint, m; e customary dispersionparameter ratio The project region mainly has an atmospheric stability of D. In calculation, the dispersion parameters are to be set in accordance with the ((TechnicalGuidelines for Environmental Impact Assessment))HJYT20 3-93 AppendixB. The wind speed is set to be 2.0m/s ( Zhanggong District), subgradewidth 12 m, average earth-fillingheight 3.81m. 4.3.2.2 Prediction & assessment of impact on ambient air in the operation period The concentration of NOx of the project in each forecastingyear is in Table 4.3-1. From it, it can be inferred that with the growth of traffic volume, the impact of NOx will also increase. Compared with Class II air quality standard, the NOx concentration at road sides lOm
31 beyond the road center line under stability D does not exceed their corresponding limits, since the sensitive spots are all 10m beyond the road center line, which shows that the impact of vehicle exhaust gas on the ambient air will be quite small in the operation period. Table 4.3-1 Forecasting of Vehicle Exhaust Gas Impact During Operation period Stability D unit: mg/mr3 Section Pollutant Operation Traffic Distancefrom the Central Line of the Road (mn) penod condition 10 20 50 100 200 2003 Daily mean 0.017-0.019 0.016-0.019 0.015-0.017 0.014-0.016 0.014-0.014 Peak 0.018-0.020 0.017-0.020 0.016-0.018 0.015-0.016 0.014-0.015 Tangjiang Daily mean 0.025-0.031 0.023-0.030 0.020-0.025 0.017-0.020 0.015-0.017 -Dongshan N _x2016_ Peak 0.027-0.035 0.025-0.033 0.021-0.027 0.018 0.021 0.016-0.018 2022 Daily mean 0.031-0.040 0.028-0.038 0.023-0.031 0.019-0.024 0.016-0.019 .____ _ Peak-_ 0.034-0.045 0.032-0.043 0.025-0.035 0.020-0.026 0.017-0.020
4.4 Analyses of the Impact on Water Environment 4.4.1 Analyses of impact in the construction period 4.4.1.1 Discharge of waste water in the construction period In the peak of construction, there will be about 200 workers/day at the Longhua Bridge construction site. The discharge of the life sewage is estimated according to the following formula: Qs = ( kqlvl)/1000 Of which Qs --- volume of the dischargd life sewage(t/d), q I---daily discharge of sewage per person (Based on the Appendix Table C- C2,JT005-96), L/Person-d; vl --- number of workers; k --- discharging coefficient of service quarters, the normal value 0.6-0.9, 0.85 is adopted for this assessment. The volume of life sewage produced in the bridge construction sites is shown in Table 4.4- . Table 4.4-1 Estimated Volumes of Life Sewage From Bridge Construction Sites ConstructionSite LonghuaBridge
Volumeof wastewater(t/d) 17.0
Majorpollutant SS BOD5 CODcr
Concentration (mg/1) 100 110 250
4.4.1.2 Analyses of impact on the water environment 1. Impactof bridge constructionon waterenvironment The impact of highway construction on water environment is mainly brought about in the process of bridge construction. Based on relevant analogical analyses, within 200m downstream from the pile construction site, SS concentration will increase to over 50 mg/I, and beyond 200m decrease gradually with increasing distance, which will have little impact on the water quality. Furthermore, after the construction is finished, this kind of pollution disappears. However, the construction of bridge usually involves the movement of large
32 quantity of dregs and mud cleaning in the river bed. Consequently,the cdregsand mud are liable to scatter during the process of transport and thus cause some pollution to the water bodies. In view of this, the disposal of such dregs and mud will be handled in strict conformationwith the regulationsissued by the Ministry of Communicationand State Agency of EnvironmentalProtection: such waste shouldbe transported and stored out of the river area, and controlling measures should be taken so as to minimize the impact of the dregs and mud on the water quality and flood control. 2.The Impact of waste oil from transport and construction machinery The construction material need by this project is mainly transported to the constructionsites by motor vehicle. Both the maintenanceof the transport vehicle and the process of transport may cause leakage of waste oil, and therefore, cause some oil pollution to part of the water bodies. In order to reduce such pollution, the waste oil coming from maintenance should be disposed in concentration;the solid waste with oil should not be cast about at random, but land-filledin certain place. 3.Impact of life sewage on the water environment: The life sewage generated from the construction sites of the Longhua Bridge will be 17.0t/d, the concentration of BODs is 1.87kg/d ; that of CODcr is 4.25kg/d. When the life sewage of Longhua Bridge construction site is discharged into the Longhua River whose annual mean runoff is 7.12 m3 /s, the additional net value of pollutants will be respectively about 0;003mg/Ifor BODs, 0.007mg/I for CODcr. In view of this, the life sewage generated in the constructionperiod will not cause significantpollution to the water bodies.
4.4.2 Assessment of impact on water environment in the operation period 4.4.2.1 The impact of road surface runoffs on the surrounding water bodies The runoff produced from the road surface of Tangjiang- Dongshan Road is calculated according tOo the followingformula: Q= wh 1°3 Of which Q---runoff on road surface of unit length (m3/m.d) w---width of road surface(m) h---intensityof precipitationmm/d. It can be learnt that the volume of the road surface runoff is dependent on the volume of precipitation. Based on the analysis on statistics of many years, the characteristics of precipitationin the area concernedis shown in Table4.4-2
Table 4.4-2 Characteristics of Precipitation in Area Around Longhua Bridge Site Name of Bridge LonghuaBridge Locationof Bridge NankangCity Annualmean precipitation(mm) 1443.2 Maximiundaily precipitationof manyyears (mm) 120.5
According to the data provided in Table 4.4-2, the road surface runoff of the bridge in operation period can be derived as shown in Table 4.4-3
33 Table 4.4-3 Estimationof Road SurfaceRunoff of Longhua Bridge in Rain Nameof the Bridge LonghuaBridge Lengthof thebridge (m) 206.5 Width of the Bridge RoadSurface (m) 12 Annualmean Runoff (m 3/a 3576.25 MaximumDaily Runoff (m 3/d) 298.60 During the raining seasons,the pollutants contained in the road surface runoffs are mainly SS and oils in slight quantity, and such condition occurs mostly at the initial stage of a raining. The route of this highway will cross the Longhua River ,which is quite capable of diluting. Moreover, there is no concentratedwater extraction spot downstream.It can concluded that the road surface runoffs will cause little pollutionto the qualityof the water bodies nearby. 4.4.2.2 Impact on the existing agriculturalirrigation Along the projected route, there is a comparativelycomplete irrigation system, which is quite adequate. The crossing of the highway and the irrigation channels will usually take the form of small bridges and culverts. According to the recommended scheme, thete will be 6 bridges( 135m in total length) and 172 culverts. The structures of these bridges and culverts are comparativelysimple; the designs of them have fully covered the needs for flood relieves and irrigation as well as the convenienceof the living ,production and communicationof the local residents. Improvement,shift, connectionand clearancewill be made on or between the malfunctioned channels and river sections in the process of the road construction, so as to recover their function of irrigation and flood relief. Accordingly, the construction of the highwaywill not cause unfavorableinfluence on the agriculturalirrigation.
4.5 Prediction & Analysis of Impact of Water & Soil Erosion The construction of highway will involve substantial earth & stonework. The earth borrowing and the treatment of some sections with vicious geology will cause changes in the terrace and landform, and will probably do damage to the surface vegetation, and thus lead to the deterioration of the erosion-resistancein the surface layer . In addition, in those sections involving substantialexcavation, the surplus earth and stone may not be able to be transported to the filling sections in time due to the limitation of topography or condition of transport. In this case, substantial waste earth will appear. Since the soil structure tends to be loose and porous, it is liable to erosion, especially in the initial period of constructionwhen the original vegetation cannot be timely recovered. So it can be concludedthat due to the constructionof this project, the aggravation of water and soil erosion is inevitable in the areas along the projected route in a short period, whichwill make the existingerosion even more serious. 4.5.1 Impact on water & soil erosion The areas along the route are of sub-tropicwet climate,where the weather is mild, sunshine is abundant, and precipitation is ample; the seasons are distinct. The annual tnean precipitation is about 1500mm in the project area, this amount of precipitation is not evenly distributed in all seasons: that in the period from march to July accounts for 45.4% of the annual total, and usually comes in the form of heavy or torrential rains. In addition, the duration of the construction work will last for two years and substantialearth and stone will be involved. So certain amount of erosion is bound to occur in the raining seasons.
34 4.5.2 Prediction of the intensity of erosion in the construction period The intensityof soil erosion is determinedby a variety of factors such as precipitation, surface coverage, slope and so on. The prediction of the intensity of erosion will be based on the estimationmodulus provided by the Soil ConservationBureau of U.S. Ministry of Agriculture. It is now known that the intensityof erosion in the constructionperiod will be 6.39 times that before the construction. 4.5.3 Impact of subgrade construction on erosion Based on the data provided by Water & Soil ConservationDepartments, the modulus of water & soil erosion is 2500t/km2.a for K17-K35 and 500t/km2.a for K35-K46. The constructionof subgradewill involve the requisitionof 461 .76mu of land: 231.2 mu for K17-K35, 230.56 mu for K35-K46. The sections to be upgradedwill cause a total of 669.6t/a in erosion. According -o data comparable, the amount of erosion caused by highwayconstruction will be 6.39 times .hat before the construction.So the potential intensity of erosion may reach the level of very ntense. The duration of construction work will be two years, which suggests that the zonstructionwill survive several rain seasons and water and soil erosion will be inevitable. In )rder to prevent the impact of erosion on the surrounding environment, measures should be aken such as a combination of the protection provided by vegetation and that by protection vorks, so as to minimizethe actual appearanceof erosion. 1.5.4 Impact of earth borrowing and dumping on erosion -his road improvement involves no earth borrowing site. The sites and area of dumping are .hown in Table 4.5-1. This highway constructionwill involve earth dump 1,772,000 m3 on a otal area of 274.6 mu. Cable4.5-1 Distributionof Earth Dumping Modulusfor Quantityof Areaof Amountof Acrsountof Existing Dumpn landto be Erso erosionin the Code No. Of Stake Erosion pin0000 ml) involved (t/a) ConstructioE (t/kM2.a.) (mu) Period (t/a) I C35+000-K36+000 3.5 6.6 2.2 14.1 2 '36+000-K37+000 4.2 7.9 2.6 16.6 3 437+000-K38+000 8.6 16.1 5.4 34.5 4 C38+000-K39+000 500 3 5.6 1.9 12.1 5 (39+000-K40+000 0.5 1 0.3 1.9 6 44+000-K45+000 5 9.4 3.1 19.8 7 '45+700-K46+000 152.4 228 76 485.6 total 177.2 274.6 91.5 584.6
iie amount of earth dumping is comparatively small for this project, adding up to 1772,000
3, which will not cause significant influence on the local life. It is necessary to build taining bank around the earth dumping sites and drains at the border of them, so as to event erosion. ised on the data for condition before earth dumping, the amount of erosion in the involved ea is584.6t/a in the construction period.
35 4.6 Review of Impact on Social Environment 4.6.1 Impact on social development 1.Promotion of local economic developmenitand -structuring of industry: After the completion of the project, the road conditionwill be greatly improved:the traffic capacity and volume will be remarkably increased,which will contributenot only to the reduction of traffic congestion and accidents, but also to the development of tourism and the improvement of local environment of investment. All these are necessary for the attraction of investment and developmentof economy. With the improvement of traffic condition after the completion of this project, the construction and exploitation of local areas along the route will be activated, so will the reformation and rationalization of industrial structure there: the industrial enterprises will move from the urban areas to the suburb areas; various form of industries such as commerce, catering industry, tourism, transport, processing, animal farming and special agriculture will soon be developed in the areas to be influenced by this project. Accordingly, more opportunities of employment will be available locally and the economic and social benefits will grow. 2.Acceleration of the process of eliminatingpoverty and getting rich : Based on the data available, there are 18 counties in Jiangxi Province ranked among the poverty-stricken counties of China; three of them are located in the areas along the projected route, that is, Nankang Cify,ChongyiCounty, and Dayu County. The implementationof this project will create favorable conditions for the local people to enjoy more opportunitiesof employment and to get rid of poverty.
4.6.2 Impact on the qualityof local life & resettlement With the completion of this project, the local economy will be developed faster than ever before, and the prosperity of economy will bring about the improvement of the quality of local environmentand thus the local life. The demolition and resettlement involved in this project will be carefully considered so as to minimize the amount of demolition and resettlement. In the case the demolition and resettlement is inevitable, it should be done in the light of local plan of urban development. It is estimated that the total area of demolitionof buildings involved in this project is 21294 m2 . The demolitionand resettlementworks of this project is shown in Table 4.6-1. Table 4.6-1 Review of Demolitionand ResettlementInvolved in this Project Typeof Brick-concrete Brick-tile Earth -brick-tilc Simple Total demolition Stnicture Structure structure structure
Area(m2) 3915 6391.5 4325 6662.5 21294
4.6.3 Impact on infrastructure This project will not cause major damage to the existing works of water conservancy along the route, but will involve substantial shift and resettlement of power lines, transmission lines and communication lines and facilities concerned, which is shown in Table 4.6-2. Therefore, it is necessary to make a thorough investigation of the existing equipment and facilities of power, telecommunication, and other public works before the construction starts. And 36 consultation cooperation with the local government departments should be sought in matters of the protection removal and resettlement of these facilities. Since the upgrading works are done on the existingroad, traffic congestion and blockages are bound to occur at some places in the construction period. . So it is advisable to stagger the time periods and construction sites and to effect timelytraffic managementwherever it is needed.
Table4.6-2 The Power ,Telecommunicationand other Facilities Involved in Removal Typeof PowerLine Tele-com Optical PowerPost Tele-com Removal (km) Line(km) Cable(km) PowerPost Quantity 5.0 9.2 0.8 58 118
4.6-4 Impact on the utilizationresources 1. Impact on tourism resources:In the surrounding areas of the route, tourism resources are abundant, the construction of the highway will have no unfavorable impact. On the contrary, the implementation of this project will provide favorable condition for the developmentof local tourism. 2. Impact on the utilizationof land resources: This project entails the appropriation of 808.9mu land, of which 252.4 mu is paddy field, 111.4mni dry land, 11.1 mu pond, 331.7 mu mountain land; the cropland accounts for 31.2% of the total area to be appropriated. Since the requisition of land for highway constructionis permanent, it will reduce the total area of local cropland, wood land and vegetation coverage. 3. Impact on the exploitation of mineral resources: The mineral resources are abundant in the areas along the route. Among them, there are tungsten, petroleum, rare earth, guimaraesite, and earthenware clay. The reserves of minerals are substantial and have been partially exploited. But limited by the existing conditionof transport, more mineral resources are waiting for exploitation.In view of this, the implementationof this project is conduciveto the development of mineralresources there. 4.6.5 Impact on the CulturalRelics According to the field survey made by Jiangxi Provincial Cultural Relics & A~rchaeological Research Institute (JPCRARI) ,there are no obvious ancient cultural relics or ancient architectures in the construction area of this project However, as ancient relics are deeply buried, most of them are not found and need further identification. In order to lessen the possibility of impact on the cultural relics to a minimum extent,the following measures will be taken: (1) If necessary, Jiangxi Provincial Cultural Relics Bureau (JPCRB ) and JPCRARI will reconnoiter along the partial changed route section. (2) Education and publicity of cultural relics protection should be conducted for the constructioncontractors and workers. (3) During the constructionperiod, JPCRB and JPCRARIwill send for patrolling the construction field. If there is any cultural relics discovered, the construction work should be stopped immediately and shall not proceed until the appropriate protection and treatment measures for the discovered cultural relics have been taken by the relics administration departments.
37 4.7 Environmental Impact from Building Materials Excavation and Transport and Its Mitigation Measures 4.7.1 Impact on existing road transportation The sand and gravel required by this project will be self-excavated along the road or purchased from outside, generally be transpoited by rural roads or access roads to the construction site. However, some construction materials such as cement, timber, steel and bitumen have to be transported by existing road under upgrading,which may lead to traffic jams and affect traffic safety to the existingroad. 4.7.2 Ecologicaldamage Stone is mainly cut by boring and explosion. Large stone mine is exploded, crushed, classified and finally sent to the construction site. New construction of detour roads and stone excavation will damage the existing surface vegetation and will change partial landform, resulting in new soil erosion and disharmonywith surroundinglandscape. 4.7.3 Impacton residents'living quality Excavation and transportation of stone will produce flying dust. noise, shock, explosive danger and trafficjam, etc. The stone quarries for this project are all located in waste hills with large stone reserve and far from towns, village, schools. The flying dust, noise, shock and explosive danger produced from stone excavation will not impact residents' living, but attention must be paid to the health and safety of the operators. When transporting on existing roads, the building materials may exert some impact on local residents' living and schooling along the roads. Road flying dust and material spill due to bad covering will have some adverse impact on people's livingenvironment, esp. in dry seasons. In addition, transportation of building materials may aggravatethe traffic pressure on existing roads, resulting in traffic jams, which can make people inconvenient to travel and increase traffic accidents. 4.7.4 Mitigation Measures To mitigate these impacts, the followingmeasures will be taken: (1) Quarry contractors must adhere to the safety regulationsconcerning outdoors explosion. Explosion must adhere to relevant labor protection regulations to provide helmets and earplugs to workers and provide periodicphysical examination to them. (2) Soil erosion and vegetation loss caused by quarry can be minimized by enhancing management and by stipulatingexcavation plan. (3) Transporting vehicles should adhere to local traffic rules, overloading is forbidden so as not to cause spillof bulky stone or other materialsand not to cause trafficjams. (4) Construction access roads should be sprayed water periodically.Vehicles hauling bulky buildingmaterials shall be covered by cloth. (5) Contractors shall prepare a good transportationplan to avoid peak hours. (6) Routes for transporting stones shall be reasonably selected so as to avoid dense residences and schools as far as possible. If large residence exists 50m within the route, then the transportation should be not allowed at night (22:00-6:00). Also explosion is forbidden at night. (7) In daytime, if transportation causes noise interferenceto schools and residences near the access roads, then mobile sound barriers can be used to mitigatethe noise impact. (8) Transportation management over the existing roads should be enhanced. Contractors are
38 required to well maintaintheir vehiclesso to make their noise level to a minimum. (9) Supervisory engineer is required to enhance noise monitoring. If the transportation of building materials does make the acoustic environment of residences along the existing road deteriorating,the route may be considered for a change or some economic compensationmay be made to local residents.
4.8 Environmental Impact Mitigation Measures 4.8.1 Design stage 4.8.1.1 Ecological impact (1) To further optimize and adjust the alignment, to reduce occupationof cultivated fields, to reduce the volume of earth disposaland the number of earth borrowing and waste areas. (2) The construction camp shall be located away from agricultural fields as far as possible. Construction scheme shall be reasonably arranged so to reduce the time of temporary land occupation. (3) The greening engineering and the main body of the road should be carried out synchronically. Priority should be given to local species of arbor, bush and grass so as to restore and compensatefor the vegetation. (4) Drainage and protection engineering should be designed for the subgrade, including interceptingditch, side ditch, protectionwall, side slope, retainingwall, protection gird, which can not only stabilizesubgrade, but also prevent soil erosion. 4.8.1.2 Water pollution (l) Drainage engineering will be designed so that the pavement run-off will not directly dischargeinto sensitivewater body. (2) Water canals or ponds occupied or separated by subgradewill be re-builtor newlybuilt. (3) Sewage treatment is designed for labour camps so that the sewage can meet national standard before dischargedinto near water bodies. 4.8.1.3 Noise impact and ambient air pollution According to forecasting, during the constructionstage, sound barriers, relocation, installation of soundproof windows be carried out for different sensitive locations, which will be included into the design and tendering documents. Stone quarry, earth borrowing and waste area, and mixing plant will be located 300m away from residences. The hauling route for building materials will be rationally designed so to avoid residences as far away as possibleand to avoid flyingdust and noise. 4.8.1.4 Cultural protection Jiangxi Provincial Cultural Relics Bureau and Jiangxi Provincial Cultural Relics Protection Institute are entrusted to make surveillance along the road. They have submitted the report, see the Report of Cultural Surveillance. 4.8.1.5 Resettlement The design for this project has always emphasized to avoid towns, to avoid rermovaland land occupation. A hierarchy of resettlement offices will be set up to formulate the Resettlement Action Plan( RAP). The Institute of City and Population of Jiangxi Normal University is employedas an independentsupervisor. Details refer to the RAP.
39 4.8.1.6 Public participation In the alignment of the road, setting of interchanges,environmental protection,' resettlement, we have consulted with along-the-road governments, concerned departments, non-governmentalorganizations, rural committees, collectivesand even individualsto solicit their opinions so as to gain supportfrom the public.
4.8.2 Mitigation measures for construction period 4.8.2.1 measures for noise pollution (l) When the construction site is close to school, no construction work with heavy noise machines should be arranged at school time; when the construction site is close to densely populated residence, constructionwork with strong noise machines should not be arranged at nighttime. In case that the above constructionwork has to be proceeded,consultation must be made with the residents who may be impacted, or proper compensation must be paid. To reduce the noise pollutionof constructionmachineries, mobile noise isolationcan be used. (2) To use construction machineswith low noise level as much as possible. For construction machines with high noise level, temporary sound barrier should be adopted to mitigate the noise impact. The constructionmaterials storage site and the mixing plant should be set at places over300m away from the acoustic sensitivelocations. (3) The construction operator's work time should be arranged in accordance with the labor hygiene standard, and personal protection measures such as wearing ear-plugs and helmets, etc. should be provided to the operators. (4) The access roads for the highway construction should be selected away from such sensitive locations as schools, residences and hospitals. When dense residences exist SOm within access road, night transportation of building materials is forbidden. For lorries transporting construction materials by the existing roads, the contractor should pay attention to the maintenanceof the lorries and keep the noise produced at a minimumlevel. 4.8.2.2 Water pollution (I) Septic tank and garbage tank should be provided at temporary construction camps for timely cleaning of the wastes; Temporarycollection pond and sand sediment tank shall be set up in centralized labour camp to treat the sewage up to national standards before discharged into into water body. (2) The construction materials containing hazardous substances ,such as cement, should be kept far away from water wells or other water sources; rain-proof means should be adopted for all kinds of construction materials. The cement residual should not be dumped onto the ground; it should be collectedand transported to proper places with other constructionwastes. (3) In order to prevent the unfavorableinfluence of bridge construction on water quality, the construction procedure and machinery should be optimallyorganized. Waste dregs arising out of the pier construction should be transported to designated places and cannot be thrown into water at random. Sand sediment tank should be arranged to treat the waste water from the construction sites near water bodies. ( 4 )Strict control of the machinery for bridge construction and the transport vehicle will be applied ; leakage of oil and dumping of waste oil should be entirely forbidden. The wastewater produced by vehicle and machinery was*hingshould be collected and treated up to national standards before discharged into water. The oil dregs should be land-filled in
40 designated places instead of being dumped or thrown at random. 4.8.2.3 Measuresfor ambient air pollution (1) The stabilized soil and bitumen mixing plants should be set up at the leeward side and 300m away from the sensitive locations of residences,hospitals and schools. The mixing plant should be equipped with sealing device, shock absorber and dust remover. Labour protection measures should be provided to the operators of the constructionmachine such as eye mask and mouth mask. (2) Bulk constructionmaterials transported by truck should be covered to prevent spillage as much as possible. The storage of the bulk constructionmaterials should be covered and kept over 300m away from the school and villagesensitive locations. (3) Hauling roads and constructionsite, particularlythe stabilized soil mixing plant, should be sprayed from time to time to prevent secondarydust flying. (4) In the process of subgrade filling, spraying should be made according to the need of compaction. After the compaction the contractor should spray the compacted ground from time to time to prevent flyingdust. 4.8.2.4 Measuresfor solid waste Rubbish bins should be arranged in construction camps and solid waste should be sent to urban dump sites for concentratedtrteatment. 4.8.2.5 Measuresfor protectionof ecologicalresources (1) To enhance workers' awarenessof environmentalprotection of natural resources and not to damage wild life and not to cut trees. (2) Contractors should reasonably arrange occupied land, reduce temporary land occupation, shorten the use time, and reclaim the land timely. (3) Earth borrowing and waste disposal shall be conducted in strict accordance with design requirements so to well protect and restore the surroundingenvironment. The top soil (30cm) of the acquired land shall be kept for reclaimingand compensation. (4) Constructionvehicles shall run in access roads, not in agriculturalfields and woodlands. 4.8.2.6 Measures for water and soil conservation 1. Engineering measures (OTo reduce the area and number of construction sites as much as possible; construction should be made in designed site and the earth borrowing and waste area should not be made in designed site and the earth borrowing and waste area should not be enlarged casually so to reduce the exposed area of cutting. Don't enter to the site so earlier if construction is not ready. 4)The various protection engineering works should be built concurrently with the major works (as seen in the design drawing of subgrade protection and greening design) so as to prevent side slope soil erosion caused by pavement run-off. When it is raining, sand bag or straw mat may be used to cover the slope surface to reduce soil erosion; and cutting should be avoided in rainy season. (®)Waterdrainage ditch and interceptingditch should be built for the earth borrowing sites to reduce rainfall eroding force; the surface of the earth borrowing site shouldbe flat as much as possible after the borrowing. If the borrowing is to be made from a site with big slope. check dam and sediment control dam should be built together with proper drainagesystem.
41 2. Planting Measures Plantingshould be carried out in accordancewith the designrequirements. The turf selected for the slope when planting and covering in a lump sum should have the following features: fast growing and fully covering the ground surface; strong bonding force with the soil to prevent surfacesoil erosion;perennial plant in harmonywith the environment. To get the best effect, the side slope plantation should be completed one month in advance to the rainy season. 3. Land Reclaiming (DReclaiming and planting measures should be taken after completion of the borrowing and disposal sites to prevent soil erosion by rainfall. The deep cutting areas may be built into reservoir or fish pond; and some waste sites may be used as for resettlement building or industrialbuilding area. (©For the waste bank in hilly areas, forestation is the major means. Grass, bush and arbor with deep and flourishing roots capable of withstand harsh conditionsshould be selected for the forestation so to ensure the plantationcoverage rate up to 50% in the second year. For the waste bank nearby the farmland, agricultural reclaiming should be considered. It may be planted with herb after first being leveled and soil improved; and agriculturalcrops may be planted when the soil is fertile. 4.8.2.7 Measures for maintaining traffic and transportation (1) The construction of road sections should be reasonably organized. A on duty system should be established to guarantee the smooth operation of traffic and traffic safety. Transportation of construction materials at rush hours should be avoided, the contractor is required to make a reasonabletransportation plan. (2) Local public security and transportation management departments shall be well coordinated with to mobilize traffic jam and to handle traffic accident so as to ensure a smooth running. (3) Materials will be prepared in advance. Sand and stone will be stored at relatively leisure time. 4.8.2.8 Measure for cultural relics protection During construction, if underground cultural relics are found, then construction should stop and the supervisory engineer will protect the site, and concerned department will be notified to handle it. 4.8.2.9 Measures for worker's health (1) Septic tank and garbage tank shall be set up at constructioncamp, which are to be cleared by the contractor periodically so to prevent outbreak of disease. Drinking water that complies with hygiene standard shall be providedat the site. (2) Contractors must adhere to labor protection regulationsto provide helmets, earplugs and periodic physical examinationto workers. (3) Full-time health worker should be arranged by the contractor to provide medical guaranteeing for the construction workers, free condom should be available in each labour camp. the health worker should periodically deliver hygienic knowledge and education to the construction workers. 4.8.2.10 Public participation Complaint telephone number for environmentalcomplain shouldbe conspicuously marked at
42 the construction camp. For complaint problems, the local environmentaldepartment shall be contacted and such problem should be settled within 48 hours. 4.8.2.11 Implementationof "ThreeSimultaneousness" Contractor at the bid section shall implement facilities such as the sound barrier and sewage treatment simultaneouslywith the main body engineeringaccording to design requirements.
4.8.3 Mitigation measuresfor operationperiod 4.8.3.1 Noise pollution It is suggested that no new schools, hospitals be built within 50m from the proposed road, no new residentialdistricts be builtwithin 20m from the road. (1) Traffic noise control Adhered to the "RegulationsConcerning Ambient Noise PollutionPrevention and Control of the People's Republic of China", strengthen the road traffic management and road maintenance.Motor vehicleswith high noise level exceedingstandard limit should be banned to drive on the road. Table4.8-1 shows the allowablenoise level for motor vehicJes.
Table 4.8-1 The allowablenoise level for motor vehicles. Vehicletype Standardnoise limit (dBA) 8t-truck<15t 89 Truck 3.5tAtruck<8t 86 truck<3.5t 84 Lightoff-road vehicle 84 Bus 4t-gross weight (2) Implementationof noise monitoringplan Supplementary noise mitigation measures will be adopted according to the monitored data. The environmental protection measures will be listed in the contractor's contract, and its implementation will be supervised during the whole duration of this project. The submitted report on the progress of the project by the project proponent and its financial report table should cover the implementationstatus of the environmentalprotection measures and a list of the works finished. This report should also be submittedto the local environmentalprotection departments. (3) Sensitive location protection Because traffic volume of the upgrading road is relatively small, and according to Table 4.2-5 to Table 4.2-7, the noise impact in the operation period is mainly on the nearby sensitive spots in the middle and long terms of operation, no protection measures will be taken at sensitive spots where the sound level is within the standard limits in the short terrn of operation. The mitigation measure for each noise-sensitive spot along the upgrading road is listed in Table 4.8-2. For households impacted by noise within the standard limits, noise monitoring will be enhanced during operation stage to decide whether to remove, to install sound-proofing windows or to give economic compensation according to the monitored results. 43 Table 4.8-2 Mitigation Measuresfor Noise-Sensitivespots alo g the UpgradingRoad lo. Stake No. Village Distance from the Mitigation Central line of the Measures oad (m) 1 K18+100-K19+100 Pingtian Through Correspondingmeasures 2 K20+800-K21+700 Batou At the left side accordingto the monitoreddata in middleoperation period, raise the heightof enclosedwall in residential areasor use isolationwindow 3 K22+400-K22+500 Qiuwu,Tangjiang Through Noise isolation window 4 K23+800-K24+600 Luowu Through Correspondingmeasures 5 K25+000-k25+400 Shhibiqiu At the right side accordingto the monitoreddata in middleoperation period, raise the heightof enclosedwall in residential areas or use isolationwindow 6 K25+600-K26+100 Laowuchang Through Noise isolation window 7 K26+700 Tuwu At the left side Correspondingmeasures 8 K27+300-K27+650 Wuwu Through accordingto the monitoreddata in middleoperation period, raise the 9 K28±800-k29+850 Hewu At tho left side heightof enclosedwall in residenitial 10 K30+000-K30+600 Xiaping Through areasor use isolationwindow 11 K30+600-K30+800 Shangping Through Noise isolation window 12 K31+600-K32+100 Duanshang At the right side Correspondingmeasures 13 K32+400-lK32+800 Changtangmian Through accordingto themonitored data in middleoperation period, raise the ieightof enclosedwall in residential areas or use isolationwindow 14 1K33+1004k33+200 Tiantou Through Noise isolation window 15 K34+300-K35+100 Laoshuzui Through 16 K37+000-K37+200 Xinhualuobian Through Correspondingmeasures 17 K39+000K39+300 Dahui Through accordingto the monitoreddata in I K39+000-K39+300Dahui Through ~~~~~~middleoperation period, raise the 18 K40+200-K40+600 Dabu Through eight of enclosed wall in residential 19 K42+000-K42+800 Huangbu Tirough areas or use isolationwindow 20 K42+800 Huangsha Middle By the left 15 Heightening encirclement School 21 K45+080-K46+900 Beitian Through Correspondingmeasures accordingto the monitored data in middle operation period, raise the ieightof enclosedwall in residential ______areas or use isolation window 22 K46+900 Beitian Primary By tle right 20 The school is 25m from the road School and infront of it there exists a building of 3 floors, No implementation of measures recently Notes: (I) Whether it is left or right is determined by the direction trom Taiigjianigto Dongshan Town. (2) Acoustic design should be made before the environmrentalengineering measures to be implemented, with possible adjustment to be made of the technical indicators. (3) The protection measures shall be implemented until full consultaLionwith and acklowledged by the protection target. If the recommended measures are not acceptable, other alternatives shall be considered. 4.8.3.2 Measures for ambient air pollution (1) Greening and planting should be done at both sides of the road, which is good to absorb the flying dust and to protect the ambient air quality. Vehicle should be inspected according the standard of the emission of exhaust gas; no vehicle with excess emission should be allowed to run on the road. 44 (2) Ambient air monitoring plan should be implemented to decide supplementary environmentalprotection measures accordingto the monitoredresults. 4.8.3.3 Measuresfor water pollution The dust and sand on the side slope of subgrade and pavement, when rushed by rain water, will be carried into the drainagesystem and deposited , leading to blockingup of the drainage system. Therefore, periodical clearing of drainage system and side ditches will be quite necessaryto ensure the smooth running. 4.8.3.4 measuresfor protectionof ecology (1) In order to maintainthe dynamic balance of cultivatedland, the project proponent should reclaim waste lands coordinatingwith the local administrationdepartments for national land to compensate the lost cultivatedland . (2) To recover the damaged vegetation and ecology in time so to prevent denuded surface. A greening belt of some width shouldbe set up at the two sides of the road. (3) The culverts should be cleared in time to ensure a smooth running of water in the irrigation system. 4.8.3.5 Measures for soil erosion Further improve the soil & water conservation works, planting works, and land reclaiming works accordingto design requirements.A combinationof grass, flowers, bushes, arbors may be used to form a stereo planting pattern. In the later operation stage, greening should be prompt so as to protect the subgrade stabilityand to reduce soil erosion. 45 Chapter 5 Cost-Benefit Analysis of Environmental Impacts 5.1 Assessment of Project Benefit According to the Feasibility Research Report of the project, the economic assessment of the proposed project is made as follows: The assessment of national economy shows: the internal return rate of the proposed project is 17.37%, the ratio of benefit/cost is 1.54. At the end of the assessment, 4134.68 million net present value can be achieved. The analysis of economic sensibility shows that even under the unfavorable conditions of cost increased by 20% and profits decreased by 20%, the rate of inner economic benefit can still reach 12.32%, which shows that the project has a certain anti-risk capacity. Thus, from the above assessment, the proposed project is feasible. 5.2 The Estimates of Environmental Protection Investment According to the surrounding conditions of the proposed highways and the protection measures adopted in the design, construction and operation, the estimated investment in environment protection is listed in Table 5.2-I.The total expense of the listed items of environmental protection is 1.9402 million RMB yuan, accounting for 2.37% of the total investment. Table 5.2-1 The Investment of The Environmental Protection For The Proposed Project Total(in Number Items Amount Unit Price 10ORM Note vuan) Side slope r1dreening and 28717 15000 RMB 43.08 Grade Crossing km yuan/km Beautification 2 Monitoring in 2 Years 12000RMB yuan 2.4 Construction ea /vear Monitoring in 3 Years 6000RMB yuan ____ Operation Stage ears /year . Heightening of Depending 4 Encirclement/addit 4625 m 200RMB yuan 92.5 on the ional noise -proof /meter-section Actual windows Monitoring The Environmental 5 Protection Cost in 5 Construction Reclamation of 6 Temporarily-Used 35 Land Planvof 5000 RMByuan per Detailedin 7 ~~Envirounmental 10 persons capita71 o Training capita_EAP 8 Other Unexpected 9.24 Cost 9 Total 194.02 46 5.3 Cost-Benefit Assessment of Environment Economy 5.3.1 Cost-Benefit Analysis of Air Environment 1. Construction Stage The dust produced in the earthwork work, borrowing and dumping areas, transportation road and stirring stations brings pollution to the surrounding objectives under environmental protection, which can be mitigated after the mitigation measures set forward in this report. The pollution will be diminished and the environmentquality will be restored to the original standard after the construction. 2. Operation Stage As for the natural environment quality,the vehicles on the proposed highway will run faster and the tail gas emission will decrease accordingly,therefore the air environmentalpollution caused by vehicle tail gas will decrease. 5.3.2 Cost-BenefitAnalysis of Water Environment 1. ConstructionStage The wasted earth from earthwork/stoneworkexcavation and the naked cutting/filling sites, when scoured by rainwater, will produce suspended solids ,which will b brought into nearby water body and get it polluted. Through strict management in boats and machinery of construction purpose and prohibition of oil leakage and waste oil dumping, the impact on water can be controlled. At the end of the construction, this kind of pollution will be non-existent. 2.Operation Stage In rainfall seasons, the proposed highway surface runoffs will bring water pollutants such as COD, oil into surrounding water bodies, which frequently takes place at the initial period of rainfall. No service quarters will be set up for the project, hence, the project will exert no unfavorableinfluences on surroundingwater environmentin the operationperiod. 5.3.3 The Analysis of Cost-Benefit of Acoustic Environment 1. Construction Stage The noises generated from the machinery in the construction sites exceed the standard value 75dB(A).By adopting measures ,we can reduce the pollution. Despite a certain unfavorable effect on the surrounding sensitive spots, construction noise is temporary as compared with that in operation stage,, and once the operation ends, the effect of noise terminate&. 2. Operation Stage In the near and long term of highway operation, the predicted day time traffic noise will conform to ClasslV of GB3096-93,exceptin few spots where the noise will exceed the limits in the long term operation. In the night, there will exist excess of limits in each sensitive spots both in the long term and in the short term of operation.. According to the relevant data, the heightened encirclements will reduce the noises by 3dB(A) or so and the sound insulation windows will reduce by 9dB(A) or so. Hence, the measures of heightening the encirclements or setting up the sound insulation windows in the sensitive objectives on the each side of highways will mitigate the effect of noise at night , which can be controlled to be within the set limits.. 5.3.4 Cost-BenefitAnalysis of EcologicalEnvironment 47 1.ConstructionStage The permanent land for constructionuse covers 808.9 mu, which is primarily made of paddy field, forestry and arid land. The biomass along the route will be reduced. Yet with the construction of highway and implementation of environmental protection measures, the damagedvegetation will be restored and new ecologicallandscapes will be added. 2. Operation Stage Air pollutants in vehicle tail gas may pollute the soils and crops on the both sides of highway. Due to the full implementationof lead-free oil, the lead oil pollutionwill be avoided there. 5.3.5 Cost-BenefitAnalysis of Social Environment 1. Resettlement The requisitioned land totals 808.9 mu along the highway and the houses demolished & resettled are 24900 m2. Correspondingcompensation will be paid to the affected families, and concrete measures will be made to arrange the resettlementwork. 2. In the period of construction Because of the input of the national infrastructure fund, it is conducive to the local development of construction, building materials, commerce. When put into operation, the highway will bring great convenienceto the transportationof local residences and boost the economy. In all, the construction of highway will link the poverty-strickenareas with the developed areas, which promotes the economic exchangeand plays an important role in raising the local people's living standard. Meanwhile, with the implementationof environmentalprotection measures in the period of constructionand operation,the ecological environmentdamaged in the short term will be restored and improved in the maximum. Therefore, the social and economic benefits will be far more than the loss incurred. In a word, the advantagesoutweigh the disadvantagesin this proposed project and it is feasible. 48 Chapter 6 Public Participation 6.1 Investigation of Public Participation In order to learn the opinions of the local people involved in the affected area, an investigation of public participationwas carriedout in September,2000. by the assessor with the help of the designer in the areas along the proposed highway.In October, 2000, the assessor and those involved in environmental monitoring once again made an investigation of public participation in the same area. These investigations have adopted three forms: family or individual interview, group interview, and interview with governmental agencies. The subjects involved are mainly local residents, school teachers and students, and local governmentagencies such as department of traffic, agriculture, land administration, environmental protection etc.. Through these communication, the public opinions on this project are collected and the environmental protection consciousnessis awakenedamong the local people. 6.1.1 Purpose of investigation The investigation is intended to learn the living standard of the local residents, their basic attitude toward the upgrading project and their suggestion for the mitigation of unfavorable environmentalimpact. 6.1.2 Method and subject of investigation These investigationhave adopted three forms: 1. Interview with family or individual The subjects are mainly those who are likely to be involved in requisition, demolition or resettlement. They are manily farmers living mainly in Pingtian Village, Tangjiang Town, Laowuchang, Shangping,Tiantou, Laoshuzhuiand Huangtian Middle School. The investigators at first inform the subjects of the run of the route, the advantages such as the improvement of traffic and economic development, and disadvantages such as possible land requisition ,resettlement, and traffic noise, then ask the subjects to fill in a questionnaireson a voluntary base, or in the case of an illiterate, carry out an oral interview between the interviewer and the interviewee, the result of which is recorded and edited by the investigator afterwards. 2. Interviewwith groups The subjects are mainly the villager's committees, schools and other units to be affected by this project. A meeting is usually help, during which individuals are either encouraged to express their response freely or asked to fill in questionnaires.Then the information collected will be summarized into a collectiveopinion representinga particular group. The government of Huangpu Township and surroundingvillager comrniitteesare among the subjects. 3. Interviewwith governmentagencies An investigation team joined by the departments of environmentalprotection, construction, and resettlement have made interviews with the local government agencies concerned such as those of agriculture, statistics, water conservancy,forestry, environmental protection and 49 traffic, so as to collect their opinions and data. And some meetings are held among representatives of teachers, women, members of Political Consultation Commission and People's Congress, and other non-governmental personnel. The themes of such meeting include: (1) The constructorsintroduce the necessity and technical size of the project; (2) the basic principle for selecting alternative route scheme and description of the result of the consultations with the local parties; (3) the major environmentalproblems and resettlement involved in this project . The participants have advanced many precious opinions on the environmental issues concerning this project, which have been integrated into the design documents, the EIA report or plan for resettlement. During these investigations, 8 in-personinterviews were made with individualspicked up at random; 45 copies of investigationquestionnaires were distributedto 45 families and 37 valid copies were recovered, the rate of recovery being 82.2%. The intervieweesinclude peasants, workers, self-employedlaborers, teachers, drivers and practitioners of other professions. They are 66 to 21 in ages and hold different diplomas, ranging from that of primary education to that of tertiary ones. In-person interviews were made with 12 persons from 10 government agencies in the affected areas such as Departments of Agriculture, Statistics, County Year Book Office, EnvironmentalProtection, Traffic and so on. (See Table 6.1-1). 50 Table6.1-1 Summary of the Public ParticipationInvestigation Investigationdate Investigated Number of Infonnation disclosedto the public Issues of public concern Response to the public concem places subjects September Pingtian Village, 45person(ho 1. Briefing of the necessity, alignment and L.To build the road project as soon as 1. To expedite preliminary work and October,2000 TangJjiang Town, usehold)/tim aligning principle, construction scale and possible, and agree with the proposed to start construction as soon as Laowuchang, e technical indexes; environmentalprotection measures; possible; Shangping, 2. Possible positive impacts such as 2. To follow the governmentpolicy for land 2. To set up detailed RAP; Tiantou, improvement of local transportation and compensationand resettlement; 3. To design environmental protection Laowuchang, economic development and negative 3. Traffic safety and convenience. works such as noise isolation window Laoshuczhui, impacts such as resettlement and noise; and greening. Huangsha Middle 3. Proposed mitigation measures for school reducing negative impacts, such as resettlement, installation of noise isolation barriers and wvindows,compensation for resettlement and land acquisition, reclaiming, etc. 4. Results of coordination vith local governments. 51 6. 2 Content & Result of Investigation The contents of this investigationinclude: 1. public opinion of the necessity of this project, the run of the route, the size of construction and technical standard, the basic principles for guiding the selection of alternative scheme for the run of route; 2. public response to the major environmentalissues of this project presented by the assessor, and the measures for environmentalprotection recommendedby the assessor; 3. public attitude toward the government policies concerning the requisition of land, demolition,resettlement and compensationinvolved in this project; 4. public perception of the environmentalimpact to be brought about by this project, and their suggestionsand requirementsfor the abatementof such impact. The statistics of the findingsis shown in Table6.2-1 Table 6.2-1 Statistics of the Findings of Public Participation Investigation No. Contentsof Investigation Options Percentages Notes I Do you approveof the Yes 91.7 constructionof this highway? No / No opinion 8.3 2 Who is benefited from this Thestate 97.3 Morethan one selection roject? Community 48.6 ire allowed. Individual 45.9 3 Are you opposedto the Yes 10.8 requisitionof land ,demolition No 75.7 and resettlement involved in No opinion 13.5 his project? __ 4 Have you learnt the Yes 8.1 ompensation policies Yes,but partially 21.6 oncerning the requisition of No 64.9 and, demolition and _esettlement? 5 Do you accept the arrangement Yes 54.1 or the requisition of land, Yes with some 37.8 lemolitionand resettlement? -onditions No _ 6 Which kind of environmental Noise 64.9 Aorethan one ollution from this project Exhaust gas of 40.5 electiohare allowed. iffectsyou most? ehicle Dust 83.8 other 7 What suggestion for the Greening of the 94.6 Aore than one selection Illeviationof the impact would ighwaysides Ire allowed. 'ou like to make? Separationwalls 8.1 Cept away from 2.7 iillages other 6.3 Public Opinion & Suggestions 52 Based on the findings of the investigation,the opinions of the local people concerned a re summarizedas follows: 1. They hope that this highway can be constructed soon; the existing curves of the road shouldbe reduced to ensure greater safety of driving; 2. The local residents to be affected by this projects are mainly rural residents, who require that adjustment of land re-allocation be made immediately after their land is requisitioned by this project; the compensation for the requisitioned land should be delivered to the villagesand individualsconcerned without delay and interception. 3. The demolition of private buildings should be properly compensated according to the policy concerned and the concrete conditionsof each family; resettlement should be timely carried out; the land for resettlement should be made no problem to those involved, and should not be smallerthan the area of the originalhouse . 4. The construction and operation of highway will cause some unfavorable factors such as dust, exhaust gas, and traffic noise. They hope that measuressuch as green space and noise buffers should be taken to alleviatethe unfavorableinfluences. 6.4 Publication and Feedback of Information 1.Mass media such as TV stations, radio broadcast stations, press and bulletins will be employed to inform the public of the significance of the project, its run of route, resettlement issues and environment issues. The constructors have agreed to publish relevant information on the press when necessary. 2.Make all the documents concerningenvironment public, such as EIA report, environmental implementing plan, stage conclusion of environmental assessment. The constructors have agreed to make these documents availablein the culture Houses and libraries of each city and county concerned, and the names of the places where such documents are available to the public will be published in press, so will the telephone numbers for complaint. Under such circumstance, the public can have access to the informationconcerned without going through a governmentalprocedure. 3.Telephone numbers for complaint of environmentalissues will be made available by the constructors in the resettlement office at each level, so as to collect and record the public opinions and complaints about the environmental issues involved in this project. Upon the receipt of the complaint, the constructors will try to solve the problem on the spot with the local environmentalprotection agencieswithin 48 hours. 6.5 Conclusion of Public Participation The designer and constructor have laid importance to the public opinions and have integrated them into the design of the project. In view of the environmentalissues to be brought about by this project, the assessor and designer have worked out corresponding measures of environmental protection, such as raising the height of the surrounding walls and monitoring in the operation period. More suggestionsare stated as follows: 1. In the periods of design and construction,consultations should be frequently made with the local governments along the route so as to adopt the feasible advice and suggestions provided by them. 53 2. With the help of the governmental and communalagencies in the areas to be influenced by this project and mass media, effort should be made to publicize the governmental compensationpolicies concerning resettlement as well as to implementthem. 3. The governments along the route should conform to the state policies, and carry out investigationon the families involved in requisition of land or demolitionand resettlement. The land for resettlement should be timely appropriated to those involved so should the compensations for demolition and resettlement. so as to avoid lowering their living standard. 4. The measures for environmental protection presented in EIA should be seriously implemented to minimize the unfavorable impact of highway construction on the environment. 54 Chapter 7 Environmental Management & Monitoring Plan 7.1 Environmental Management Plan The environment managementsystem in the constructionand operationperiods of the project consists of environmental management organization and environmental supervising organization.The organizationchart is shown in Fig 7.1-1, 7.1-2, 7.1-3. Plan Divisionof Jiangxi Provincial CommunicationsDepartment (JPCD)(6persons) Jiangxi Provincial Expressway Administration Bureau (JPEAB) Project Office and Ganzhou Municipal Highway Administration Bureau ( 3-6 persons) Designunit Contractor Environmental 1 P Protection Inspectors (ECI) AONOTJNG.CENrRAL STA31ON(PEMCS) GANZHOU MUNICIPAL ENVIRONMENTAL MONITORING STATION (GMEMS) Fig 7.1-1 Organization of Environmental Management in Construction Stage Plan Divisionof Jiangxi Provincial CommunicationsDepartment (JPCD)(6persons) Jiangxi Provincial Expressway Administration Bureau (JPEAB) Jiangxi Provincial Expressway Development , Co., Ltd.(JPEDC) ( 3 persons) Ganzhou Municipal Highway Administration Bureau (GMHAB)( 1 person) Fig 7.1-2 Organization of Environmental Management in Operation Stage 55 Jiangxi Provincial Environmental Protection Bureau (JPEPB) Ganzhou Municipal Environmental Protection Bureau (GMEPB) Nankang Municipal Shangyou County Environmental Protection Bureau Environmental Protection Bureau Fig7.1-3 Organizationof EnvironmentalSupervision The Plan Division of JPCD is responsible for the environmental management within the communication industry in the province, including the formulation of environmental protection measures and rules, the provincial environmental protection plan and the supervision of the implementation of it. The Expressway Project Office of JPCD, together with JPEDC (3 persons) ,the Project Office of this project and GlMI-AB (3-6 persons including one environmental expert) is the executive organization of this project. Its main duties are to solve the environmental issues brought about by the project in construction and operation stages such as the environmental management and the resettlement work , the supervision of the implementation of the environmental protection measures and the coordination of the contract signing between ECI and the local environmental monitoring units, the supervision and inspection of the implementation of the environmental monitoring plan, and the reporting of the monitoring reports and implementation status. JPEPB is responsible for the environmental management and supervision in the whole province, and JMIEPB is responsible for the environmental protection work of this project. 7.2 Environmental Monitoring Plan 7.2.1 EnvironmentalMonitoring The objective of formulating environmental monitoring plan is to supervise the implementation of all mitigation measures, to modify the EAP appropriately according to monitored results, to justify the implementation time and implementation proposal of environmental protection measures. The formulating philosophy is that monitoring is conducted according to predicted major environmental impacts at different periods. 7.2.2 Monitoring Implementer According to the jurisdiction zoning of the area along the highway, it is suggested that Ganzhou Municipal Monitoring Station be entrusted the monitoring task. Based on the analyses and prediction, the monitoring items are: determined as follows: 1) The monitoring items during construction stage EOAirmonitoring item: TSP 56 (Z)Acoustic environment monitoring item: construction noise ) Water environment monitoring item: CODcr, PH, SS. oil 2) The monitoring items during operation stage (!)Air monitoring item: NOx (®)Acoustic environment monitoring item: traffic noise; 7.2.3 Environmental Monitoring Plan According to the predicted results, the following monitoring plan is developed as shown in Table 7.2-1, Table 7.2-2 and Table 7.2-3. Table 7.2-1 Air Monitoring Plan Stage Monitoring Monitori Monitorin Monitori Implement Departments Superviso site ng g ng er in charge ry Item Frequency Duration Departme nt constructi earth/ash mixing TSP 2 I day GMEMS Engineering GMEPB on stage site; times/mon Construction borrowing/dump th or Supervision(E ing sites' random CS) Corp. or residential areas inspection Project and sensitive monitorin Proprietor spots along 8 temporary road Operation Huangsha NOx 2 3day GMHAB stage Middle School times/year of Huangpu _ Towship I_I Table 7.2-2 Noise Monitoring Plan Stage MonitoringSite Monitori Monitoring Monitorin Sampling Implementer Departments Supervis ng Frequency g Duration Time incharge ory Item Departm ent Construction Construction Noise once/month I day Once/Day; GMEMS Engineering GMEPB slage sitewith Once/niglit Constructio large residential area or n schoolwithin 1 50m Supervision( ECS) Corp.or Project Proponent Operation PingtianVillage, Tangjiang 4 times/year I day Onceiday GMHAB Stage Town, Laowuchang, Once/night Shangping, Tiantou, Laoshuzhui, Huangsha Middle school, Beitian promary school Table 7.2-3 Water Monitoring Plan Stage Monitoring Site Monitoring Monitoring Monitoring Sampling Implement Departmen Supervisory Item Frequency Duration Time ts Department in charge Construct Longhua CODcr . 2 times/year 2 days Once in GMEMS Engineerin Local EPB ion stage Bridge , down PH, SS, oil once in the moming, g stream 50m mean once in Constructi water-level aftemoon on season, once Supervisio in drought n(ECS) season) Corp.or Project Proprietor 57 7.2.4 Monitoring Budget and MonitoringReport System The total monitoring cost is about 1,2000 RMB yuan/year,among which the monitoring cost in operation period is 6000 RMB yuan/year. Upon the fulfillment of monitoring task each time, the monitoring implementer should prepare the Monitoring Report, which should be submittedto the related administrationdepartments from bottom to top. 58 Chapter 8 Conclusionof Assessment 8.1 Ecological Environment 1. The impacts of highway construction on the ecological environment are mainly the reduction of cropland, damage to vegetation, and water and soil erosion, By means of forestation and construction of green space, restoration of cropland, construction of water-holding ditches and slope protection,the damage to the ecological environment can be reduced. 2. The upgrading project will involve the requisition of 461.76mu land, including paddy field, woods land and wild land, accountingfor 0.01 % of the total area of the project area. So the land to be requisitionedis comparativelysmall in area. However,the appropriationof the land is permanent, and thus, deprived of its agriculturalfunction, the requisitionwill cause certain influence on the local agriculturaland forestry production. Such influence, nevertheless, can be alleviatedthrough adjustmentof the utilizationvalue of the land. 8.2 Water Environment 1. The wastewater generated from the living quarters of the bridge constructionsites will not cause significant influence on the water bodies nearby. Moreover, there is no concentrated water extraction spot within a long distance downstream the bridge, so the underwater operation of the bridge construction and the transport of the dregs will not cause major pollution. 2. There is no service quarters to be set up in the operation period, so there will be little impact on the surface water environment. 8.3 Acoustic Environment 1. The findings of status quo monitoring of acoustic environment carriect out for this assessment show that sound level exceed standard limits of environmental noise in many monitoring spots, which indicates that the existing acoustic environment is bad in the areas along the route. Such situation is largely ascribed to the bad road conditions in the projected area. Therefore it is necessary to accelerate the pace of road construction and upgrade the existing road. 2. The major noise source in the construction period is that produced by the construction machinery and transport vehicle, and it is generally of high dB and irregularity. Such noise sources will cause certain impact on the acoustic environment along the highway. However, the noise produced by construction machinery in daytime falls within the limits required by The Limits of Noise at the Borders of Construction Sites (Gbl2523-90) at the distance 40m from the construction site; so does that produced at night at a distance of 300m from the site. 3. The traffic noise monitored at each section of the highway is measured in terms of Grade IV Criteria of The Standardfor EnvironmentalNoise in UrbanAreas It is found out that the average distance required for the satisfaction of the standard is <20m from the central line of the road in daytime and night for the whole length of the highway. 4. Since the traffic volume and traveling speed are comparativelylow either in short-term 59 operation period or long-term operation period, the impact of traffic noise on surrounding sensitive spots is not big. However, since the backgroundnoise is high, the added value of the predicted noise at 6 sensitive spots will exceedthe standard limits. 8.4 Environmental Air 1. The air quality in the areas along the route can meet the Grade H requirements of The Standardfor the Quality ofAAmbientAir (GB3095-1996),which shows the existing quality of environmentalatmosphere is good. 2. The air pollutants in the construction period mainly come from the mixing of lime or cement, the excavation of earthwork and stone work, the refilling of earth, construction vehicle, and the floating dust caused by the operation of constructionmachinery. In view of this, corresponding measures should be taken such as spraying to reduce the pollution. The spots of pitch melting and mixing plants had better be placed more than 300m away from the sensitive spots so as to protect the health of the people concerned. 3. Upon the completion of this project, the major air pollutant will be the exhaust gas emitted from traveling vehicle. By way of single index analysis, it is known that the concentrationof NOx contained in the exhaust gas is comparativelysmall and will not cause significant impact on the environmentalong either side of the route. 8.5 Social Environment 1. With the completion of this project, the road conditionwill be greatly improved, which will promote the development of local tourism, improve the local environment of investment, and provide necessary conditions for rapid development of local economy. Consequently, more industries will be gradually developed, more opportunitiesof employment will be available. and more local people will get rid of poverty. 2. According to statistics, the total area of the buildings involved in demolition and resettlement is 21294 m2 . It is necessary to avoid any unnecessary demolition and resettlement, so effort will be made to minimizethe demolitionand resettlement. Meanwhile, it is advisable to carry out the demolition and resettlement in the light of the local plan for urban development. In view of the forgoing statements,it can be concludedthat the Gangzhou-Fengzhou Linking Road Upgrading Project is of importance to the improvement of the existing road which is low in grade and poor in road surface quality.The implementationof this project will perfect the construction of Jiangxi provincial highway network, accelerate the socio-economic development of the areas concerned, promote local tourism, and help the local people to get rid of poverty. In view of these great benefits, this project is supported by governments of each level and people from all walks. Although certain unfavorableinfluences will be caused on the local environment during either constructionor operationperiod, such influence can be effectively controlled as long as a comprehensivepolicy is wisely made and carried out and the protective measures recommended in this EIA are sincerely adopted. Therefore, it is concludedthat this project is feasiblein terms of environmentalprotection. 60 AttachedF ig 1. GeographicalI posi t ion of Link ing Road Improvement Program (RIP) of JiangxiNo.2 HighwayProject with Loans from the World Bank 5> ~~~~Anhuiprovince HuVi tn. ,;uianpovince -tRIP NoS4< ) TbeproposedGani-Yue Expr-esswvay >. T~~~cU.roadpoemnPrgamRP I> sooooooGuangdong;,Fuian rovinceRPo4saiiai-oislnra E_ L1 | \ . . ji!f ~~~~~S 111 e m~l -: P ARfefi a T * 9#%%;~rk I M( R I P4 *LfA 3:- A M g)l AttachedFig2: Route Alignment and EnvironmentalMonitoring SpotsDistribution (RIP4 Tangliahen-'DongshanzEen) Q~~~ | 7. 0 -F _ S ,X,_ZX~~~~~~~~~~~~~~~~~~~~~ _ Nosel_e odn gspots Appendix3: Field Plan for Distribtutionof EnvironmentalMorntoring Spots RIP4 A Noise MonitoringSites * Air MonitoringSites Run of the Projected Highway Tangjiang--* Dongjangzhen Pingtiancun (Ki 8+000-KI9+100) Tangjiangzlien ( K22+400-K22+500) D Laowuchang (K25+600-K26+100) Shangping (K30+600-K30+800) z j1 AA L: C Il Tiantou (K33+100-K33+200) Laoshuzhui (K34+300-K35+100) Huangsha middle school (K42+800) Beitian primary school (K46+900)