REECEIVED 9ST-?20 PH 4:23 91
THE PEOPLE ' S REPUBLiC OF CHINA Public Disclosure Authorized
NATZONALTR NK-ROAD FROM LXANYUNGANGTO HuozRGuosz LUoYANG-SANNMNxA EXPRESSWAY Public Disclosure Authorized
(Revised version) Public Disclosure Authorized
Henan Provincial Environmental Protection Institute Public Disclosure Authorized
August, 1995 ___ I Table of Contents
Chapter 1 General 1.1 Origin of EIA Assignment 1.2 Project Location, Size and Alignment 1.3 EIA Purpose 1.4 EIA Basis 1.5 EIA Class and Description 1.6 EIA Scope of Study and Environmental Protection Target 1.7 EIA Standard and Base Year 1.8 EIA Process Chapter 2 General Description of Project and Identification of Environmental Impact 2.1 General Description of Project 2.2 Identification of Project Environmental Impact Chapter 3 Local Physical Environment and Socioeconomic Background 3.1 Physical Environmental Description 3.2 Socioeconomic Background 3.3 Distribution of Sensitive Points Chapter 4 Investigation and Evaluation of EnvironmentalSetting 4.1 Eco-environment 4.2 Cultural Relics 4.3 Evaluation of Noise Environmental Setting 4.4 Evaluation of Air Environmental Quality Situation Chapter 5 Environmental Impact Assessment and Analysis 5.1 Environmental Impact Analysis Construction Stage 5.2 Environmental Impact Assessment in Operation Stage 5.3 Social Environmental Impact Assessment 5.4 Landscape Impacts 5.5 Risk Analysis of Traffic Accident 5.6 Other Environmental Impacts Chapter 6 Environmental Management and Monitoring Programs 6.1 Analysis of Altemative 6.2 Environmental Protection Measures 6.3 Environmental Management Program 6.4 Environmental Monitoring Program 6.5 Personnel Training Program Chapter 7 Brief Economic Analysis 7.1 Economic Evaluation 7.2 Environmental Protection Cost Chapter 8 Public Participation 8.1 Public Consultation 8.2 Questionnaire Findings and Analysis Chapter 9 Conclusions ,,' -,_'r' .;;--- "4 ' -''".,- '
.4 a.~~ ~ ~~~~4
. 4_-_ * .. * ! --
- * _ J- - ' s._=
*- --2_, 2 Yb5 * _ *
-'3~~~~~~C
-S ~ ~ @ *,, I
.: 2 .rw -; -- _
I'2
a. S+. _ -:~ -- ..... -: ,,Z...... '. *7- . *. . -~ 1 _ * ,
*e ,; , a--_ -.
Is -,[#« s; - -A.~ *-~ ~ -> ~ ~ ~~~~~~~Leed .~. ,S. I.< p
*, .r . @a.-
-- _:~~~~~~~~~~~~~~~~~~~~~~~~~~i': _P_oin_* montoin _.'...... -. S . ._T-_ .... . ' - -~~~ ... ~. a- . . _ _ lumtie , S.-'***.- \ Xntoir- the e .. ._u __ El i 43 Le
. - '_- ~ ' ' '~~-* .... - - .' " oiemntrn _ *_ -- I* * -c * t* - ..
x~~~~~- - .- _ ......
_ . _ _, , -_
Monito^-irg the ~Prsn fJ , s4. Airtuig moiorn Pii|ain:g - -. _/ _ _ , * ; S : ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~r * S'-
IL . ;,. 7~- r, __Lg'-s -r_- ;,
%;~~~~~~~~~~~~~~~~~~~~~~------
-' = ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~p
--- X. ,^ ;_'4.__-;
, ..: -. -e ,, r.i.: . ,. *. .~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~r
t ' w - ; \w¢/Px ' 7 w - -~~~~~~~~~Z5 -1= _-I ,.6-...;_zf. -z....C .- ,f; .. t= ,.t. --A. X r^; ! * ' ^~- .'*, _.r ,. _ o to. ;[ g ; > _ L _ _; jX ; v _ \, Z{ _ _ ^~~~~~~~i 7 . Wr f i:?, .#_; _~~~~~~~ .',; ._ 1 <,-- ,;'ts
r , r- .- t ; 1;> * .. ,, , * s 1, - * * ...... I-, OO ip ;vl I -M
.14
4-
OS'
14 fn 6p 14 Is
11ri 't. - 1. L4 O J, 74 ir
wr -- C.- TI, 0 Al - 1 0jrl 4 n IiIjg ir is W17 b V In K3 t 4." J. IV 0) V p I -V ip I : -t 'ZI 14 ob 30
% If- L 5 Z ::7 wt. t-tI
Le
a %Y it I A. ip
IL vir If ;T
%do It ti N f
I to -. , I I, L . ...
lp I . Yl d P I . . .. I Al:
it A
J ry, 4! 4p I 9
0 12
X'N
v4
To
'01
It
It
.0
Z
-v
f-k
r U XA '~~~~~~~~~~ '',; er '5- ' -
N=,) .1;Jy-*' *
* o- i <_l ~ _ I | I| , - * --
; '__ , z~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~w- -- - 0<~~~~~- - s- -. :e<
tv-Ls-: -v0NOR-~=v -@ses . -;zw
;lw>W t t s w-w Abi- bsw<~~0,00 N
r~~~~~~~ . ., _* ,,X-, ;b:_ ;.
*:' ' .- * 8 ot te>' > _e / * Z0 ij-v_' '=~5'-7~ ~.s g
,_S_:s __;.- ._ ;O,;.
j .. 5't--a-.... ,,'~~~~~~~~~~~~~J < :t
_~~~~~~V *-_----{ _...*\S.-----
-. ~~~~~~~~~~~~~~~~~~~r t@> ' t-z,-,.,,1,,_v.--'- ' S._'S;tI.P.,_*!-'-.
X ;'b, ,;.- , ~ eS;;=_B j_|@,_,5 _ ;'2 #J08 t_@ i_g | -W_ .z;, '_4**l }.,';., % *w_~~~~~~~~~00 *---; t- -'/rX i ,5 s~~~~~~~~~
\ttercha~nt se :c s' )*-S;*t'
'' ' _* 1 .L :r* * ;.* t*t P-== = ~~~~7.
; ,M. * - _,,*...-.,.~~~~I' Z:->; =.'.'.-. It~~~~~~~~~~> -,
t- 7C.' '.;A ._ - -~~~~~~~~~~~~~~~L
. < ' ; * ' i ,*, ' ': _ _> .*-:¢--'.,'q, * tt,.@ -# ,,^:n__, )",;
Sr',-j---'*_-;t-z 4.7S, : tI3_71jr_5, S . g "5'- -!ts- - - -8 - - > : ~~~~
_ 4 ';* __ _t__ vj~~~~-N, -
L~~ ~ ~ ~~ ~~~~~
Z _ C ;tV - ,.. '-; ,'*.:J-_. ;_-;.', -4;
- '-ww -' ' ",.-i; -it5t-°_'i 4s.'';-,'s,~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~7
MaUng ' '- - ""'!J6 s
~~~~~~~~~~~~~~~~~~.I% 1-2-- t . ,
= * -* a t' , j- , ; tt.q If / , . >-_1 u ' *...... i ;
| : ._~I s t.-:'.C_//:,.-;tH
,-- %u _ S L u <4
'S__ A41 ss sS 73-'' .,,
tt/-iw| _ " w W~~~~. f _ ,-S t \ @*s_e - ' *-$-^-_o-__ ;;- ;--" at-;__ ' * _ 8 - _ , t- <'5As\~~~IIN -t.&-ys-*t
ec--''I?" r'~t- =~~~~~~-~~~~~~~~~_~4 ~4 r7_~~ *7 5-_ tc _ ZX lt1=rc aA
i '~~~~~~~~~~~~~s ZvV;_ 8
' t, .;u;~'-: "dk%~~
~ ~ ~ ~ 5Z ~ ~ ~ ~ ~ ~ ~ . ~_ ~ ~ ~ ~ ~ *~~~**eA,ir:,ts'f :.~~~~~~~~~~~~', *~ 2kj ~ ~ ~ ~ ~ ~ ~ ~ ~~~~7
r4 . -~~~~~~~~~~~~~~I . C. J
.14~~ - -' <
-nkS lA **|->JAg>~~~~~~~~~~~~~~~~~~~~~~~~~~.e--m- X B - h--- * - B | @t->-+r; *;S -Wf~~~X4
* llt * . - Z s * tS-- -m- % wK -s; - s r~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~r q si Xt- s - * s- ~~~~~~~~~~~~~~~~~~~~~~~~~~~~LS'
,: -- > *: - .<' - s~~~~~~~~~~~~n_-- J,`-~=
<~ ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ j.m
n~~~~~:L X-X-3- * ong;iackou r--f.-1 - 5 ; ~ ~~~ Ita erchang i t.e ,_" .
=~~~~~~~~~~~~~~~~~~~~~~~Jahag -. , >%ff
-,Qilg lo 'go/abt* *--._~R2
_ ~~~~~~~~~~~~~~~~~~~~~- c _vf. Z;,AI
--- ~~~ ;-Z- *- 4--<. 1La _i 4rSt 0- '' - -t't'^za'* - " ' 1'''-t' 1s ;'':: 3 ' ; -''. ' - _ 1 - - t' ! i rt./O/" h v '~~~~~~~~~~~~~co5 js L, L C.-
16 fQ L: X., jc I -'. I -, S
40 LQ J 4, It k Lk V ..'s.-oooo,
to No I. J. .7i j M., O fT 41 S Cr ik 'kto V. No. q4% ,I 4P. ol Ca t :.1 t .4 O,r J* to C, 34 1 3111 we to.
t J "IID A;WI 'T t' Jq 41 fli- .1 .I NoI - +% V "JI, -, R 0 .. . . -1 .j, - - 4 4". ;.-.d 16. 1% V r 4 V 4N. v. %No A t,5 4,,. r ..
7
4. % so to No. -Z?-T Is S.-- I Af tool Ir Tl' I% IL IA -1%
A !S
% &6
JW
to Ir t .. 14-
ljr A
r T ri:j
T I Ut
sr
A.L W
to :0 T Z4. I C.N.,
C. P I - Chapter 1 General
1.1 Origin of EIA Assignment
Starting at Lianyungang, a large harbor in the east part of China, and ending at Huoerguosi, a port at the boundary at the west boundary, Luoyang-Sanmenxia expressway is one of the 12 main frames of highways planned by the Government. With a total length of 3980 km, it passes through Jiangsu, Anhui, Henan, Shannxi, Gansu and Xinjiang provinces (autonomous region). It is also one of the 'two longitudinal and two lateral' trunk roads proposed by the Ministry of Communications to be practically completed by the year of 2000. With a length of 630 km, the section distributed in Henan Province is a trunk road from east to west parts of the province as well as the backbone of the provincial economic development. Out of this length, Kaifeng-Zhengzhousection is alreadyopen to traffic while Zhengzhou-Luoyang section is under fast construction. As expected, Kaifeng-Luoyang expressway will be almost completed by the end of 1995.
In YJJ No. 10 11993) "Notice on Assignment of Preparatory Works of Key Highway Construction Projects in 1993" issued on January 19, 1993, HenanProvincial Department of Communications required that preparatory works of Luoyang-Sanmenxia road be completed as soon as possible. When completed, this road will connect with the would-be completed Kaifeng-Luoyang expressway in the east and will link with Weinan-Tongguan expressway under active preparations in Shannxi Province in the west. As a result, all- round benefits of expressways will be brought to full play, which will greatly promote opening to the outside world and economic development of Henan Province.
With a total length of 134.214 km, Luoyang-Sanmenxiaexpressway is estimated to cost a total about 4000 million RMB, including 200 million USD loans (1700 RMB) applied to source from the World Bank, with the rest will be self financed by Henan Province or subsidized by the Ministry of Communications.
As required by relevant environmental management provisions for construction project of the Government and Henan Province as well as EIA provisions for World Bank-financed projects, a full-scale EIA is required to be completed for this road. As entrusted by Henan Provincial High-grade Highway Construction Authority", Henan Provincial Environmental Protection Institute is held responsible for EIA of this road (see Attachment I for Letter of Assignment).
1.2 Project Location, Size and Alignment
Henan Province is located in the center part of China in the middle reaches of the Yellow River (see Map 1-1). The proposed road is situated in the west part of the province, on the south bank of the Yellow River (see Map 1-2 for the project location).
This road will be built into a two-way four-lane road with a total length of 134.214 km according to standards for highways in heavy-hillyland areas.
This road passes through Luoyang, Mengjin, Xinan, Yima, Mianchi, Shanxi and Sanmenxia. To avoid the settlement zone near Guanyintang in Shan-Mi:n mine area, two alignment schemes are proposed in the feasibility study report, one is aligned south and the other is aligned north of Guanyintang. Basedon comprehensive comparative analysis (see Chapter 6 for details), the south alignment scheme is recommended herein.
1* 1.3 EIAPurpose
The purpose includes: 1) looking into physical eco-environment,agricultural eco- environmentand socioeconomicbackground along the proposedroad; 2) analyzingand predictingenvironmental impacts to be posedin both constructionand operation periods of this road; 3) environmentallyjustifying the feasibility of this road and its alignment scheme;4) proposingpractical environmental impact-offsetting and mitigatingmeasures, providing environmental protection organization establishment requirements and environmentalmonitoring programs; and 5) carryingout economicevaluation and analysis. All these providescientific basisfor environmentprotection designand environmental managementof the proposedproject. 1.4 EIABasis 1.4.1 "Rulesfor EnvironmentalProtection of ConstructionProjects' issuedby NEPAin DocumentNo. 003 (86) 1.4.2 'Rules for EnvironmentalManagement of CommunicationsProjects' issuedby the Minister of Communicationsin his DecreeNo. 17 (90)
1.4.3 "Regulationfor EnvironmentalProtection of ConstructionProjects, Henan Province" 1.4.4 "notice on EnhancingEIA Managementof InternationalFinancing Organization- financedConstruction Projects" issued by NEPA,SPC; MOF and People's Bank of Chinain DocumentHJ 324 (1993) 1.4.5 'Feasibility Study Reporton Luoyang-SanmenxiaSection of the NationalTrunk Road from Lianyungangto Huoerguosi" preparedby Henan Communications PlanningInstitute 1.4.6 Letter of EIA Assignment issued by Henan Provincial High-gradeHighway ConstructionAuthority on November18, 1994 (seeAttachment I) 1.4.7 'EIA Outlineof Luoyang-SanmenxiaExpressway, A Sectionof the NationalTrunk Roadfrom Lianyungangto Huoerguosi"Isee AttachmentII) 1.4.8 "Review of EIA Outline of Luoyang-SanmenxiaExpressway, A Section of the National Trunk Road from Uanyungangto Huoerguosi"by Henan Provincial EnvironmentalProtection Agency in YHJ 21 (1995) (seeAttachment l1l) 1.4.9 "Summaryon.Environmental Appraisal of Luoyang-SanmenxiaExpressway, China" faxedby the WorldBank, China-Mongolia Department, Division of Communications OperationsJanuary 6, 1995 1.4.10 AideMemoire of the WorldBank identification mission to Henan2 highwayproject, March 1995 1.4.11 Aide Memoireof the World Bankpreparation mission for Henan2 highwayproject, July 1995 1.5 EIA Class andDescription With complicatedtopography and environment along the alignment,this roadrequires large quantitiesof works and investments.Based on environmentimpact features-of highway
2 construction projects and according to the "Specification for EIA of highway Construction Projects" (draft for review), this road is identified as a Class A EIA project with reference to applicable provisions of the World Bank.
In line with the environmental impact factors and their environmental elements as identified in the EIA outline, highlights of this EIA include: 1) water and soil loss due to the road construction; 2) eco-environmentaland archaeological impacts; 3) traffic noise impacts on sensitive points along the road; 4) air impacts by harmful substances in vehicle exhaust. On this basis, the EIA includes the following subjects:
1.5.1 General description of project and identification of environmental impact
1.5.2 Local physical environmental and socioeconomic background
1.5.3 Investigation and evaluation of environmental quality situation
1.5.4 Environmental impact assessment and analysis
1.5.5 Environmental protection measures, environmental management and monitoring program
1.5.6 Environmental economic benefit/loss analysis
1.5.7 Public Participation
1.5.8 Conclusion
Among these, 1.5.1 and 1.5.3-5 are key subjects of the EIA. Subjects 1.5.3 and 1.5.4 will focus on soil erosion, cultural relics, noise and air.
1.6 EIA Scope of Study and Environmental Protection Target
Based on the EIA outline as reviewed and also World Bankfax dated January 6, 1995, the scope of study is defined as follows:
Scope of study for investigating the eco-environmental setting, including wildlife, etc., is enlarged to 1000 m beyond the road on both sides. This is also applicable to investigation of air pollution source.
Scope of study for predicting environmental noise, cultural relics and air environmental impacts is limited to the range 200 m off both sides of the road.
Basedon field investigations, environmentalprotection targets identified in the EIA include water and soil preservation, main residential sites and important cultural relics along the road.
1.7 EIA Standard and Base Year
As proposed by Luoyang, Xinan, Yima, Mianchi and Sanmenxia environmental protection agencies and as approved by the provincial environmental protection agency, the EIA applies the following environmental standards:
Air: Level II standard of the "Air Environmental Quality Standard" (GB3095-82);
3 t 9wergltgw - ~~~~~~~~~~~~~~~~~HEBEIX PROVINCE
_y / Un~~nvuneenO THE PEOPLE'SREPUBLIC OF CHINA )aZh . %hOU
M PROVfHeaP
Map 1^1 Geographical Location of HenanProvince - i 3
si.~~~~~1anxia.~~~~~~~~~~rna '"p,a - *EP.~~~~~~~~~~~~~J1 sma *p1:- 9 M
U: II~~~~~~~~~~~~~~~~~a
__ Imn***i 3~~~~~~~~~~~~~~~~~~~~~tt
Sanm~~~~~~nXl~9
.. h-~~~~if.-
* ~~~ .'fYL 2ao Pm*dicagima~~~~~~~~L
it~~~~~~~~~~~~~~~~~~~e"
r. ~Ts~ ~~ ~ ~ ~ ~ ~~~~~~~~~- -. ~ Map1-2 GeographicMapof Luoyang-Sanmenxia~~~~ Exreswy66Cf IJgdRO Environmental noise: Category IV environmental noise standard for the range 200 m off both sides of expressways and Category II standard for the range 100-200 m as included in "Environmental Noise Standard for Urban Areas" (GB3096-93);
In accordancewith the project features and construction cycle as included in the feasibility study report, base years for the EIA are identified as follows:
construction period 1996-1999 operation period initial period: 2000 middle period: 2010 late period: 2020
1.8 EIA Process
EIA process of this road is as shown in Figure 1-3.
Figure 1-3 EIA Process Chart
RECEIPTOF ElaASI NT
FIELDSURVEY, EIA OLJTLINE PREPARATION
|ACCEPTANCEOF EIA OUTLINE
COLLECTIONOF BASELINE MEASUREMENTAND TEST OF ENGINEERINGDATA COLLECTION,I DATAON PHYSICALECOLOGY, ENVIRONMENTALELEMENTS PROJECTDESCRIPTION & PROJECT SOCIOECONOMY& METEOROLOGY SUCHAS AIR, NOISE& SOIL IPACT FACTORANALYSIS
PUBLICPARTICIPATIONMENTAL HEASUREI
ENVIRONMENTALHANAGEMENT ANALYSNALYSIS FCOMPREHENSIVE & MONITORINGPROGRAM
ATIONOFIARERT
.. 1SUMSIONOF EIAREPOT]
4 Chanter 2 General Descrintion of Proiect and Identification of Environmental Impact
2.1 General Description of Project
2.1.1 Alignment and Main Control Point
The following considerations are incorporated into the road alignment: a. To take Luoyang, Xinan, Yima, Mianchi and Sanmenxiaas main control points, with consideration to the end of Kaifeng-Luoyang expressway and to connection with Lintong-Weinan expressway in Shannxi Province; b. To properly align the road on both sides of Long-Hai railway and National Road No. 310 so as to provide good connection with the existing railways and highways; c. To keep the road 3-7 km distance off major cities and townships on the principle of "not being so close to enter and not being so far to avoid them' in line with short and long-term development plans of these cities and townships; d. to avoid cultural relics and villages as many as possible so as to reduce relocation work quantities: e. To avoid settlement zones in coal mines and other geologically-improper regions.
On the basis of these principles, trend and control points of the road are determined as follows:
The road just starts at the end of Kaifeng-Luoyangexpressway, i.e. DongtouzhuangVillage in Mengjin north of Luoyang. It goes west to pass by Xujiazui, Shuiquan and then connects at Dongcun with the specially-design road from Luoyang to the XLD Multipurpose Dam Project. To attract vehicles from and to Luoyang, an interchange is provided here. Then, the road goes across the Jinshuihe into Xinan where it passes by or through Xipo, Daaogou, Mujiangpu, Xiajiaao, Xiayanggou until it links with )(inan-Shisi road in the north part of the county seat. An interchange in built here to serve vehicles from and to Xinan. The road leads further west to go by Miaotou and Tieman, across the Hongyang River and enter into Yima from where it passes by Chenjiagou and Wangjiazhuang before it reaches the interchange where it connects with Yima-Rencun road. From Xiaocun, it goes into Mianchi County, crosses the Xiyang River and links with Mianchi-Yangshaoroad where an interchange is provided. Going to the west, the road goes by Matouzhai, Nanhegou, Yinghao and across Long-Hai railway.'After skirting round the coal settlement zone, it arrives at Guanyintang where in interchange is set at Shuiduicun to serve vehicles from Guanyintangto Luoning. Going west by Wangcun, Lanzhuang,across Long-Hai railway at Xiashi. it passes by Hongtuao, Qiaogou, Zhangmao and Jiaokou where in interchange is set. Going further west through Dajiao and across Long-Hai railway, National Road No. 310, the Qinglongjianand Shijia Rivers,it goes by Chensongpo,Caijiazhuang before it goes across Long-Hai railway for the fourth time. After going across National Road No. 310 and Canglongjia River, it goes in parallel with National Road No. 209 before it reaches the interchange located at Majiayan from where it heads west to reach its end at Maxiezhuang on the boundary between Shanxi and Linbao Counties. I According this alignment scheme, the section from west of Mianchi to Hongtuao of Shanxi is required to go across Long-Hai railway twice. Also, the road configuration is relatively favorable. Therefore, a alternative alignment is proposed to go, as from Mianchi County
5. seat,by Xiamatou,Zhuchengcun, Suzhaicun, Beigou, Yinnhao and reaches Zhangcun road. After leavinga railway for the coal mineat Houying, it goes west to pass by Beigetiao, Ushupoand then deflects southwestto pass by Tuling and Langwo.An interchangeis located at Hongtuao.This alternativealignment is relativelysmooth and is 4 km shorter. As passingthrough extensive coal mine settlement areas,it also posesdifficulties for subgradetreatment. The road alignmentis as shown in Map 2-1 in which the dotted line representsthe altemativealignment. 2.1.2 Size,Standard, Work Quantityand TechnicalIndex of the Project As recommendedin the feasibilityreport, the whole roadwill be built, at one stroke, into a two-wayfour-lane expressway. The project size and main work quantitiesinclude: length of 134.214 km; 7 interchangesrespectively located at Luoyang,Xinan, Yima, Mianchi, Yinghao,Sanmenxia, Dongjiakou and West Sanmenxia;10 super-largebridges, 31 large bridges,11 middleand small bridges,27 overpassesand 66 through-cutoverline bridges; 111 culvertsand 137 passageways;communications engineering facilities to becompleted simultaneouslyexcept monitoring,telecommunications and toll facilities which will be providedstep by step; 24.601935 million m3 embankmentand 29.454833 million m3 excavationworks. Basedon the predictedtraffic flow andthe nationaltrunk roadconstruction plan, this road applies technical indices for expresswaysin mountainousand heavy-hillylandareas, including: Calculatedspeed 100 kmlh Subgradewidth 24.5 m Runninglane width 2 x 2 x 3.75 m Separatingbelt width 2.0 m Hardshoulder width 2.5 m Earth shoulderwidth 0.75 m Stoppingrange of visibility 160 m Minimumplane curve radius 700 m Maximumlongitudinal slope & limit length A%, 800 m Minimumvertical curve radius 10000/4500 m Minimumvertical curve length 85 m Type of pavement asphaltconcrete Surfacetransverse slope 2% Designload of bridge/culvert vehicle> 20, trailer = 120 Designflood probability 11300,11100 Net width of bridgesurface 1 x net - 11 m Exit and inlet control full controlled Communicationsengineer facility all completedat the sametime exceptmonitoring, telecommunicationsand toll facilities 2.1.3 ConstructionCycle and ImplementationSchedule Full constructionof this road is proposedto be commencedin early Decemberof 1996. By the endof 2000, it will be completedto be open to traffic. Constructionschedule is as shown in the following table.
6 Table2-1 ProjectImplementation Schedule
Schedule
Item Unit Qty - 394 |199 1996 1997 1998 1999 2000
-I -2 4 11234 _ 3 4 2__ Feasibility Report & Appraisal km 135 _ _ _ . _ Survey, Design & World Bank Review km 135 _ _ _ _ Tender km 135 J
Preparatory Works km 1135 -I -I-- I -- Construction km 135 I 11
7 2.1.4 Road Configuration. Borrowing-area Operation and Spoil Scheme
The ground along the road fluctuates to a great extent and there are well developed gullies in some areas. Also, expressways are limited by the maximum longitudinal slope and plane curve radius. As a result, the road construction will require large quantities of. embankment and excavation works. In such case, high cuts and extensive excavation have to be carried out. In case of road sections where embankment is too high, overline bridges will be provided. Table 2-2 gives length of road sections will different height of embankment and excavation based on statistics.
Average height of subgrade in cifferent sections has been retrieved, by method of weighed mean, as shown in Table 2-3.
Table 2-2 Statistics on RoadSection Length of Embankment and Excavation
Subgrade Embankment Height/Excavation Depth H Length of Road Section (km) H•8 m 28.102 8 l______Total Length 59.27 Hg 20 m 56.322 20 Total Length 61.236 Table 2-3 Average Height of Subgrade in Different Sections Section Chainage Average Subgrade Height (ml Luoyang-Xinan kO+ 000-k25 + 040 0.63 Xinan-Yima k25+040-k52+612 2.38 Yima-Mianchi k52 + 612- k63 + 518 4.03 Mianchi-Sanmenxia k63 + 518-kl 35 + 700( 8.13 k134 + 214) Sincethe subgrade works include both embankment and excavation components quantities of which are almost equal. Spoil material stemming from excavation sections will be used to sections requiring embankment by means of longitudinal allocation. If such allocation is difficult in deed, spoil material from excavations will be placed in depression areas, and the soil materials required for embankment will be borrowed from highlands. But the depth of borrow areas will be controlled to avoid large borrow pits. Upon construction of the road, borrow and spoil areas will be levelled to be reafforested or re-ploughed. 8 2.1.5 Work Quantity, Location and Function of BridgelCulvert At the full length of the road, there are 10 super-large bridges with a total length of 9578.29 m, 31 large bridges with a total length of 6835.54 m, 4 middle-sized ones with a grand length of 334.28 m and 7 small-sized ones with an aggregate length of 833.0 m. Table 24 describes super-large bridges. The road is provided with 111 culverts with a total length of 7678.73 m, i.e. 0.83 culvert/km. There are 137 paLssagewayswith a total length of 55064.09 m and 66 overline bridges with a total length of 3859.88 m (i.e. 1.5/km) at the full length of the road. The road is furnished with 27 overpasses (with a total lerigth of 1894.37 m) and 7 interchanges spaced at an average interval of 7 km, see Table 2-5 for the background of interchanges. 2.1.6 Provision of Service Zone The road is equipped with 3 service zones, namely, Yichang, Mianchi and Sanmenxia East Service Zones where there are motels, restaurants, shops, maintenance workshops and service stations among other facilities. Location and coverage of these zones are as follows: Service Zone Chainape Coverage Yichang Service Zone k45+ 300 136.5 mu Mianchi Service Zone k69 + 976 107 mu Sanmenxia West Service Zone kl 06 + 580 113 mu The total land area covered by these service zones amounts to 356.5 mu. In addition, it is planned to establish one service zone at Luoyang Interchange and one at Xinan Interchange. 2.1.7 Origin, Quantity and Transportation of Construction Material Steel required for the first half of the road (60 km) will source from Luoyang while that used for the second half (more than 70 km) is purchased from Mianchi and Sanmenxia. Cement will separately sourca from LuoyangCement Factory, Mianchi Cement Factory and Yuxi Cement Factory in Sanmenxia.Timber will be procured from Luoyang, Mianchi and Sanmenxia. Sand required for the road section from Mengjin to outskirts of Luoyang will be supplied by Luoyang Sand Area while that used for the rest section is supplied by Nanyang Sand Area. Stone material required for the section from Mengjin to outskirts of Luoyang will be supplied by quarries located at Foguang and Yiyang in Yanshi. Such for Xinan section will be supplied by Miaotou quarry. Yima-Mianchi section will be fed by Hengyang,Tiantanshan and Potou quarries in Mianchi while Shanxian-Sanmenxia section is fed by Sanmenxia cement quarry, Xiashi quarry and Huoshishan quarry. 9. Table 2-4 Background of Super-largeBridges Nameof Bridge Chainage Road-WaterAngle Numberof apening-Span Length(ml ,Superstructure Remarks Suner-laaseBridag Across Jinshuihe kl 1 +415 60° 26560 101o.32 Pgesiresed T Beam Surner.largeBridne at Youfenzui k20+850 900 12.50 6tOf1 '24restressed T Beam CrossConcoou Suer.larateBridao AcrossHon-ciahe k40 + 350 700 ta.40 , 30289_ PrestressedT Beam_ Suner.larce BridgeAcross Xuaouha kG0+000 90e 20Q50 1011.32 PrestressedT Beam Stinerlarge Bridne Across Huaiaaou _ k89+447 900 60+ 2xQ+ 1B0i4x50 116606 T Beam+ ContinuousRiald Structure Overline Sutner-larneBridas at XiashiOuarrv _ k94 + 430 900 60+I110 I±.xUQQ+ ±. 1. .4. 9T2.46 T Beam+ ContinuousRioid Structure Overline Stuner.larneBridne Across Miaooau k9+900 900 50+ l o0 L T 4Lontinuous Rio2dStructU6e2 Overline kI16 Y 740 530 66+22xl(oO 4 O o 120 oOx2001912.10 T Beam+ ContinuousRigid Structure CrossClinlwor Ian, Super-largeBrldge Across ainglonglianhe +120 I-05+2i.l00 +60 NationalRoadAl0 I. ______~~~~~~lonaHal railway Suner. ae BridgeAcf9os Canolonlimnhakl26+310 76° 13.50 6G8.90 T Beam Suner.laraeBrldae Across Guanzhuoou kl28+586 90° 12.50 - t8.23 T Beam Table2-5 Interchangeto Be Providedat Full Lengthof the Road Name uf Interchange Chalanae Configation Crossed Road Passaggof Chief Road Rlnarks Luovang Intercghalas k6 + 858 Single Horn Xi(aolandi Soeclal Ro,d for Vehicle With chief road above Xinan Interchange k2 E.040- Siagle Horn Xinan-Shisi Road With chief road above Yima Interchange k52+612 Sinple Horn. Yima-RencunRoad With chief road below MianchiJIterch-ang .. . k63 + 5 1 8 Sinaleo Horn- Mianchi-Yangshao Road With chief road below Yiinabao Inteohane k76' +744- SInIle Horn National Road 310 With chief road above Sanmenxia Interchanae iSin_le Horn National Road 310 With chief road above Sanmenxia West Interchange Single Horn Link with National Road 310 & With chief road above ______. _ Shanxian Main Road 10 Asphalt required for the project is all planned to be imported low-paraffin asphalt. Material requirements of the road are as shown in Table 2-6. Table 2-6 Quantity of Major Construction Materials unit: t [Description| Steel |Timber (m3)I Cement I Sand I Stone I Asphalt | Quantity 141814 133992 1666157 11848154 3254754 58463 Among these materials, steel, timber, cement and stone will be transported with vehicles. Access roads for transportation of such materials will be paths as many as possible so as not to use the heavy-traffic National Road 310 as far as possible. Sand required for Xinan, Yima, Mianchi, Shanxian and Sanmenxiasections will be transported, via Jiao-Zhi railway, to the railway stations in these cities and then to the work site with vehicles. 2.1.8 Traffic Flow and Actual Speed As predicted in the feasibility report, the traffic flow (absolute number of vehicles) is as shown in Table 2-7. Table 2-7 Traffic Flow of Luoyang-SanmenxiaExpressway unit: vehicle/day Section 2000 2010 2020 Luoyang-Xinan 14481 27078 37298 Xinan-Yima 12436 24492 37820 Yima-Mianchi 12530 24605 37646 Mianchi-Sanmenxia 11476 22689 35934 On the basis of 1.86 day-night flow ratio, large, middle and small-sized vehicles will separately account for 20%, 50% and 30% in the initial operation stage. Consideringthat vehicles in China will tend to be heavy and large in the middle and late operation stages, it is deemed that the constitutions of large, middle and small-sized vehicles will be 40%, 30% and 30%. Such division of vehicles is made according to the following standards: Large-sized: cargo wagon with a capacity above 8 t, passengerbus with more than 50 seats, container, trailer and large vehicles designed for special purposes; Middle-sized: cargo wagon with a capacity of 3.5-8 t, passengerbus equippedwith 20-29 seats; Small-sized: cargo wagon with a capacity less than 3.5 t, passengerbus with fewer than 19 seats, light off-way vehicle and car. Peaktraffic flow in day hours is considered to be 10% of the average daily flow. According to the above parameters, it is calculated that the hourly traffic flows (absolute number of vehicles) by vehicle type and time interval are as shown in Table 2-8. 11 Table 2-8 Traffic Flow of Luoyang-SanmenxiaExpressway unit: vehicle/h ______2000 l 2010 2020 _ Section Time Interval Large Middle Small Large Middle Small Large Middle Small Daily Peak 290 724 434 1083 812 812 1492 1119 1119 Luoyang-Xinan Daily Average 134 336 202 503 377 377 693 520 520 Night Average 101 254 152 379 284 284 522 392 392 Daily Peak 249 622 373 980 735 735 1513 1135 1135 Xinan-Yima Daily Average 115 289 173 455 341 341 702 527 527 Night Average 87 218 130 343 257 257 530 397 397 Daily Peak 251 626 376 984 738 738 1506 1130 1130 Yima-Mianchi Daily Average 116 291 175 457 343 343 699 524 524 Niqht Average 88 219 131 344 258 258 527 395 395 Daily Peak 230 574 344 908 681 681 1437 1078 1078 Mianchi-SanmenxiaDaily Average 107 266 160 421 316 316 667 500 500 Night Average 80 201 121 318 238 238 503 377 377 12 !' * The actual speed of vehicles on drive on the road is calculated as follows: u = aovl, in which v=traffic flow (vehicle/h) while a and b are valued as follows: Table 2-9 Valuation of a and b Vehicle Type a b Middle-sized 212 -0.174 Small-sized 237 -0.1602 The actual speed of large-sizedvehicles is the speed of middle-sized vehicles timed by 0.8. In different base years, the actual speed of large, middle and small-sized vehicles is calculated as shown in Table 2-10. Table 2-10 Actual Speed of Vehicle unit: km/h Vehicle Type 2000 2010 2020 Large-sized 64 60 57 Middle-sized 80 75 70 |Small-sized 1100 93 85 2.2 Identificationof ProjectEnvironmental Impact Based on expressway features, possible environmental impact elements of this project include: Construction stage: construction noise, vibration constructionfume, blowndust dueto material-haulingvehicle flue gas due to preparationof asphalt wastewaterdischarge from constructionactivities domestic sewage by construction workers land area for temporary use borrow/soil area operation for embankment and excavation construction safety Operation stage: noise and vibration due to vehicles exhaust of vehicles land area for permanent use crossed rivers and conservancy facilities blown dust due to vehicles road surface erosion due to precipitated water sewage from service zones traffic accidents ,_ irrigation (channels and groundwater) Environmental element impacts by these factors are identified, using an expert system, as summarized in Table 2-1 1. 13 Table 2-1 1 Identification of EnvironmentalImpacts EnvironmentalElement Period Impact Air-- Waters Vegetation Agriculture Irrigation Soil ErosionArchaeology Livelihood Landscape Noise,Vibration 0 0 0 0 0 0 as eS 0 Fume,Dust aS 0 aS AS 0 0 AS eS 0 AsphaltFlue eS 0 aS aS 0 0 AS es 0 ConstructionWater Drainage 0 es AS AS 0 aS 0 0 0 DomesticSewage aS aS 0 aS 0 0 0 as 0 ConstructionI Constructo LandUse for Consiruction 0 0 eS eS aS aS AS AS AS BorrowArea Operation,Excavation 0 0 *L AL AL *L AL AS *L Relocation& Resettlement 0 0 &L aL 0 0 0 *L 0 VehicleExhaust 0L 0 0L *L 0 0 AL OL 0 Traffic Nolse,Vibration 0 0 0 0 0 0 AL OL 0 LandCoverage of Road 0 0 0L 0L 0L &L aL aL *L River-crossing 0 AL ( ( AL AL 0 0 L Connectionwith OtherRoads 0 0 Al. AL AL 0 0 L *L Operation Dust due to Vehicles OL 0 Al AL 0 0 aL OL 0 SurfaceErosion due to PrecipitatedWate 0 0L C) AS 0 AS 0 0 0 Sewagefrom ServiceZones AL AS ALA 0 0 0 AL 0 Traffic Accident aS aS AS AS 0 0 aS AS 0 Note: 0 with Impact a possibleImpact 0 without Impact L long-termImpact S short-termImpact 14 As shown in the above table, most of such environmental impacts will be exist in limited time in the construction period though they will be of long-term effect in the operation stage. This table also suggests that most of such impacts will be suffered by the local eco-- environment (e.g. vegetation, water and soil loss) and livelihood. Agricultural activities, cultural relics, air and landscapewill be affected to a less extent while the local water body is subject to the least possibility and extent of environmental impacts. Borrow/spoil area operations, vehicle noise/vibration and flue gas (including exhaust gas) will be outstanding among these environmental impacts due to the road construction. On the basis of the above identification of environmental impacts and in line with the fact that the local population is small and sparsely distributed but cultural relics are distributed in extensive areas and the local topography is complicated, eco-environment (with focus on water and soil loss), noise, air, cultural relics and agriculture are selected as key environmental elements of the EIA. Nevertheless,consideration is also given to landscape and social environment. 15 Chapter 3 Local Physical Environment and Socioeconomic Back-round 3.1 Physical Environmental Description 3.1.1 Topography and Geomorphology Along this road, the section of areafrom Luoyang to Xinan lies in loess broken county with ridges and loess hills in most areas though loess plateaus and developed gullies, as high as 60 m, are distributed in limited areas. Passing through Mount Xiaoshan, the section from Xinan to Sanmenxiais located in high mountains with developed gullies and chicken- claw topography. From Sanmenxiato the end of this road, it is loess plateau. Out of the total length of the road, some 90 km is distributed in extensive hillyland while the rest 40 km is located in loess plateau and broken country. 3.1.2 Engineering Geology and Hydrogeology The project areabelongs to highland and broken country of the second bench terrain where the strata are mainly quaternary system, although there are Triassic system, Permian system, Ordovician system, cambrian system and middle Proterozoic erathem in limited areas. Most of the project area is in loess area, with outcropping loess and rock in Yima and Tiemen-Guanyintang sections. There are many coal fields, including Xinan and Shanmian mine areas with exploration range almost determined. But it is hard to determine the rangeof private and township coal mines sparsely distributed. Since coal fields are mined to a depth from scores to hundreds of meters, it is hard for the consequent subsidence to stop settling in scores of years. There is a large coal subsidence north of Guanyintang township. The project area is limited to the Yellow River basin with less developed surface water. The rivers here are rain-fed seasonal ones except Jianhe, O.inglongheand Canglonghe Rivers which are permanent ones. Ground water here, except in floodland areas, is phreatic water lying 60-80 m (100 m in some cases) under the ground. Most of the aquifers here are in late Pleistocene series gravel and Triassic system sand and gravel with abundant water availability which the main drinking water source of the local residents. 3.1.3 Local Fault and Basic Earthquake Intensity There is a developed fault tectonics and many major faults along the road, including Gongqian E-W fault in the west and Wenquan N-E fault in Sanmenxia. Both are active and have ever induced intensive earthquakes. The basic seismic intensity tends to increase from east to west. It is 6 degrees east of Mianchi while it is 7 degrees from Mianchi to Guanyintang and 8 degrees west of Guanyintang. The project areais subject to a relatively high basic intensity and frequent fault movement. In the past 1640 years, there happened 5-degree earthquakes. In 1972, a sensible earthquake was experienced. 16 3.1.4 Climatology The area along the route belongsto the warm semi-arid continental monsoon climate zone, with distinct four seasons. Basedon the long-term meterological data provided by the local meterological station, the mean annual temperature is 12.4-14.4 0C, with a maximum monthly average temperature of 26-280C in July and minimum of minus 0.3 to 1.2°C in January. The extreme maximum and minimum is respectively 44°C and -17.20C. The average annual frost-free period lasts 167-218 days, with a maximum depth of frozen ground of 20-30 cm. The mean annual precipitation is 555-670 mm 60-80% of which is concentrated in the period from June to September. Deflected south wind prevails in the summer while deflected north wind prevails in the winter, with greatly varying wind directions in the rest two seasons of the year. The mean annual wind speed is 1.7-3.4 mIs. 3.1 .5 Physical Resources In the area where the road passes by or through, there are rich physical resources. Luoyang and Sanmenxia constitutes 15.39% of the total provincial land area, including farmland which takes up 8% of the provincial total. Luoyang enjoys more than 40 rich and large mineral deposits, mainly coal, aluminum, molybdenum, iron and brimstone. Out of these, molybdenum, aluminum and brimstone are proven to rank the first in the while country. In Sanmenxia, there have been discovered 57 deposits, including 26 proven ones, mainly gold, aluminum, coal, and also lead, lead, antimony, tantalum and niobium which are abundant. quality and easy to mine. Save plants created with artificial efforts, the local flora includes wild species distributed in mountains. With fewer species and populations of wildlife, the fauna is predominated by livestock and fowl. 3.2 Socioeconomic Background 3.2.1 Distribution and Population of Local Townships The road passes through Mengjin and Xinan govemed by Luoyang, Sanmenxia, Yima, Mianchi and Shanxian governed by Sanmenxia.Townships involved in the road are mainly Wutou, Miaotou, Tiemen (town), Qianqiu, Yinghao, Guanyintang (town), Zhangmao and Jiaokou xiangs. Based on 1993 statistics. Luoyang and Sanmenxialincluding county, city and district directly thereunder) had a total population of 7.96 million people, accounting for 8.9% of the total of Henan Province. The population density was 300 persons/km2 which was lower in the province. 3.2.2 Industry and Agriculture As important industrial and mining base of Henan Province, Luoyang tumed out 34550 million RMB gross output value of industry and agriculture in 1993, i.e. 11 % of the provincial total. In gross output value of industry was 31680 million RMBwhich accounted for 13.01 % of the provincial total. In the same year, the economic growth rate was 13% which was higher than the provincial average. Sanmenxia generated 8825 million RMB gross output value of industry and agriculture (i.e. 2.96% of the provincial total) in 1993, 17 including 7037 million RMB (2.89% of the provincial total) contributed by industry. In the same year. the gross domestic product of Sanmenxia was boosted at a growth rate of 22.7% as compared with that of the previous year. Refer to Table 3-1 for socioeconomic statistics in 1993. This table tells that industry respectively contributed 91.7% and 79.7% to the gross output value of industry and agriculture, which suggests that the percentage of industry is far above that of agriculture in the economic structure. Table 3-2 indicates planned economic development indices of these two cities. Table 3-1 Socioeconomic Situation of Luoyang and Sanmenxia Item ~~~~~~unitHenan Luoyan Santmenxia% in Provincie.Tortal LandArea km 167000 15208.6 10496.6 15.39 FarmlandArea 10' mu 10306.5 567 265.5 8.1 TotalPoplaton 10' pwsan 8346 590 206.4 8.9 Non-farmComponem 10 person 1309 117.5 44.35 12.37 GrossNatinal Product 10' RMB 1583.12 152.2 50.12 12.78 GrossOutput Value of Indusry& Agriculture 10' RMB 3106.06 345.5 88.25 13.96 GrossOutput Value of Industry 10' RMB 2434.37 316.8 70.37 15.9 Grossoutput Value of Agriculture 10' RMB 671.69 28.7 17.88 6.93 Table 3-2 Planned Economic Development Indices of luoyang and Sanmenxia (Growth Rate %) Item Henan Luoyang Sanmenxcia Total Social Product Gross National Product 11.0 6.7 l `8th Five- National Income 6.6 year Plan" Gross Output Value of Industry & Agriculture 7.5 Period Gross Output Value of Industry 16.0 8.0 12.8 Gross Output Value of Agriculture 4.3 3.5 4.5 Total Social Product Gross National Product 12.2 12.7 11.0 '9th Five- National Income 12.0 10.0 year Plan" Gross Output Value of Industry & Agriculture 11.9 13.1 Period Gross Output Value of Industry 20.0 12.4 14.6 Gross Output Value of Agriculture 5.2 5.7 5.5 18 3.2.3 Communication and Transportation Located in the center part of China, Henan is a typical inland province. Over the past years, the provincial communications has dramatically advanced such that an integrated comprehensive transportation network is formed in which railways and highways are playing the leading role, with supporting air, water and pipeline-bome transportation. In the project area, there exist 12 highways as shown in Table 3-3. Out of these, only National Road 310 passes from east to west and Henan Road 03 involves local areas. These national and provincial roads have formed the regional highway network. Since air-borne transportation is just at its initial stage, the local communication and transportation is predominated by railways and highways. The sole access from east to west parts of the project area, National Road 310, is subject to street and mixed traffic. With the section in the coal subsidence near Guanyintang keeping on settling (as deep as 100 m), traffic congestion on Luoyang-Sanmenxiasection of this road is 1.43. The traffic flow is already above capacity of the road. The deferred communications development has tumed out a bottleneck to the local economic development. 3.2.4 Tourism Resources This project area is rich in tourism resources. As the capital of 7 dynasties in the history of China, Luoyang City is one of the 7 great ancient capitals (including Luoyang, Beijing, Kaifeng. Anyang, Xi'an, Nanjing and Hangzhou). Famous scenic spots include Longmen Grottos in the vicinity of luoyang, White Horse Temple and Guandi Temple. All these attract many foreign and local tourists all the year round. Luoyang Peony Fair held on a yearly basis receives streams of visitors. Baiyunshan Natural Scenic Spot has been gradually turned into a hot tourism site. Sanmenxiawas called "Xianzhou' in the history, it enjoys such famous scenic spots as Yangshao Cultural Site, Ancient Hangu Pass Site and Baolunsi Pagoda which is one of the 4 largest echo structures in China. Sanmenxia Dam, Yellow River Tourism Zone and Wudangshan Natural Scenic Spot are also located here. However, tourism industry in Sanmenxia City is restrained by the inconvenient communications. Map 3-1 illustrates tourism resources distributed in the project area. 3.2.5 Cultural Relics and Their Distribution As investigated and confirmed by archeological departments, there are altogether 19 historical sites within the range 200 m from the roadside, namely: 1. Imperial tombs of the North Wei Dynasty (BC206-907) 2. Shuiquangou Site (BP5000-3700) 3. Huocun Site (BP4500-AD220) 4. Mujiangpu Tomb Area (BC206-AD220 5. Xiajiaao Tomb Area (AD960-1644) 6. Pailou Tomb Area (AD1368-1644) 7. Chendongwa Tomb Area (AD960-1279) 19 8. Xiayanggou site (BP4500.4000) 9. Goutoubei Tomb Area (BC475-AD220) 10. Xiacun Site (BP6000-2220) 11. Lingtou Site (BP6000-4000) 12. Matouzhai Site (BP6000-5000, AD420-581) 13. Zhuchengcun Site (BC475-AD581) 14. Shilipu Site (BC206-AD220) 15. Lujiadian Site (BP6000-5500) 16. Daiiakou Site IBP6000-5500) 17. Shibangou Site (BP6000-4000) 18. Zhaojiayuan Old-Stone-AgeSite (BP100000-50000) 19. Dongchengcun Tomb Area (BC206-AD220) No archaeological site has ever been discovered on the ground save within 200 m away from the proposed road. 3.3 Distribution of Sensitive Points Most of the villages in the range 200 m off the centerline of the road are relatively small and sparsely popularized except a few with schools and larger populations. Among these, 16 villages typical sensitive sites are selected, as shown in Table 3-4, on the following principles: - larger villages with school; * villages at a distance less than 100 m away from the road; * villages subject to relocation; * medium and small-sizedvillages with concentrated households. 20 Table3-3 Backgroundof ExistingMain RoadsIn the ProjectArea Category Descriptlon No. Main City/Township LengthIn Class Pavement Henan (km) Luoyang-Lushi Henan19 Luoyang,Yichuan, Songxian, Luanchuan 287.5 2-3 Subhigh-grademacadam Anie-Yiyang Henan22 Lushi,Anle, Gucheng,Yiyang 21.6 3 Subhigh-grade Luoyang-Duancun Henan17 Luoyang,Duancun 36.8 2 High & subhigh-grade Zhengzhou-Duguan Henan03 Zhengzhou,Mixian, Dengieng,Ylchuan, Duguan 326.4 2-3 High & subhigh-grade Luoyang-Changping Henan18 Luoyang,Mengxian, Xinyang, Changle 100.2 2-3 Subhigh-grade Provlnclal Luoyang-Mengiin Henan21 Luoyang,Mengjin 21.6 2-3 Subhighgrade Luoyang-Xlaoiangdi Luoyang,Xiaolangdi 37 2-3 High & subhighgrade Nancun-Hancheng Henan45 Nancun,Mianchl, ; linchonig 100.3 3-4 Subhlgh& middle-grade Nancun-Yanzhuang Nancun,Mianchi, Yninzhuitng 126 3 Asphaltpavement |______Sanmenxia-Luoning Henan 44 Sanmenxia, Cizhong, Goilqian, Luoning 71.4 2-4 Subhigh & low-grade National Huhehaote-Beihai National209 Pinglu,Sanmenxin, Linbao, Lushi 297 2-3 Subhigh-grade Road Lianyungang-TianshuiNational 310 Luoyang,Xinan, Sanmanxia, Llnbao _641 2-3 High & subhigh-grade 21 Table3-4 TypicalSensitive Points Along Luoyang-SanmenxiaExpressway No. Chainage SensitivePoint Distanceto Population RoadStructure AverageHeight Centerline Im) Embankment/ThroughCut Embankment/Through Cut 1 k3-820 - k4-070 Shuiquan 0 Embankment 3.55 2 k5 + 860 - k6 + 100 Dongcun 200 Through-cut B.17 3 k6 + 900 - k7 + 100 Lingou 0 Embankment 2.51 4 k7 + 450- k8 + 200 Belzhuanggou 45 Embankment 3.31 6 klO+570-klO+900 Huocun 0 Embankment 6.26 6 k25 + 800 - k25 + 900 Hebeicun 10 OverlineBridge 25.88 7 k26+000-k26+ 140 Pailou 0 Overline Bridge 16.28 8 k41 +670-k41 +900 Yingwang 2 Embankment 8.13 9 k44 + 060 - k44 + 330 Dicun 62 Embankment 12.38 10 k47 +450 - k47 + 670 Loupo 0 Through-cut 13.05 11 k56 + 800 - k57 + 250 Zhanggou 0 Embankment 4.69 12 k66 + 660-67+120 Goudong 30 Embankment 2.79 13 k70 + 600 - k71 + 000 Zhuchengcun 0 Embankment 10.57 14 k73 + 870 - k74 + 060 Jiexidongwa 20 Embankment 9.58 1S k 106 + 280 - k 106 = 600 Shanglinghou 90 Embankment 7.73 16 kl 33 + 060- kl34+140 Chengcun 65 Embankment 6.68 22 Chapter 4 Investigation and Evaluation of Environmental Setting 4.1 Eco-environment 4.1.1 Physical Eco-environment The project area falls within the warm temperate continental monsoon climatic zone. With extreme maximum and minimum temperatures being separately 440C and -17.20C, the average annual temperature is 12.4-14.4°C. The maximum frozen depth ranges from 20 to 30 cm. The annual and daily tempe ature difference here is separately 25.7-29.2 0C 8- 9°C. In the year, the frost-free period lasts 167-218 days. The annual sunlight hours in the project area are all more than 2000 hours, with a maximum of 2292 hours. With 130 rainy or snowy days and an average about 50% total cloud amount, the illumination is rather favorable. The average annual precipitation is 555-670 mm of which 60-80% is concentrated in the period from June to September. Since the annual evaporation is largerthan precipitation, the project area is so dry that the average annual relative humidity is about 65%. Although the local air contains a low percentage of harmful substances, TSP content is relatively high. The local soils are all drab soil with pH value about 7.5. Most of the soils have average moisture and fertility. With middle or heavy texture. such soils are unfavorable to farming. Among the aforesaid physical ecological conditions such as temperature, illumination, precipitation, air and soil, the most important restraint is precipitation which is followed by soil. 4.1.2 Flora Study area of the local flora involves the range 1 km off the road. There is no rare and endangered species in the range. The project area is located in the warm temperate deciduous and broad-leafedforest zone with physical ecology satisfying growth and development of the existing flora. As a result of the long history of forest destruction for reclamation, the natural vegetation has changed to a great extent. Because of varying tectonics in hillylands, gullies, loess hills, ridges and loess plateaus, distribution of local vegetation varies from place to place. In particular, a series of artificial vegetation has been formed in the processof natural reform activities, for example, agricultural vegetation predominatedby crops andrural/urban green vegetation. Along the alignment, there are natural deciduous shrubs, weeds and trace of forest vegetation. Agriculture vegetation is distributes to the most extensive areas along the road. Besides grain crops, such also includes cash crops, vegetables, melon and fruit trees. Thanks to the varying topography and soil, the local agricultural productivity is not always the same. Green vegetation is generally distributed around residences and on streets. Most of the local villages and townships are generally surrounded with green forest belts. Single or 23 double rows of trees are planted on villages and township streets. Greenlands at public buildings are provided with columns or rows of trees in most cases. Residenceshere are afforested in different ways, but generally arbors are planted along fences of houses. In some cases, rows of arbors are planted in rear of the house, with fruit trees planted in front. Ornamental plants are often seen in cites, townships and villages along the road. Natural deciduous shrub vegetation is predominated by chaste tree and wild jujube which are sparsely distributed in hillyland and broken country. With energetic suitability and not asking for good ecological conditions, most of such shrubs live in dry and poor soils, and even in rock openings and gravels where other species can hardly live. Such shrubs are not in good order as judging from their appearance,with coverage and height generally ranging 20-30% and 50-100 cm. Mixed shrubs include Matrimony vine, birchleaf pear and smoke tree. Mixed weeds include yellow bluestem, Siberian cocklebur, green bristlegrass and cogongrass, etc. Grass vegetation includes two categories, one is association predominated by yellow bluestem and the other is predominated by wormwood. The former is mainly distributed in waste mountains and on roadsides in Sanmenxiaand Xinan, as well as gullies where the soil is generally poor and dry. Edificator of such association is yellow bluestem. Mixed grass is composed of Artemisia argyi, Artemisia capillaris, Japanese clover, potentilla discolor, cogongrass, Siberian cocklebur and wild mint, etc. With height of 30-50 cm, the coverage is generally 20-60%. The association predominated by wormwoods enjoys similar universality as that Dredominatedby yellow bluestem. The mixed species include Siberian cocklebur, cogongrass, yellow bluestem, Anermone Vitifolia and mother chrysanthemum, etc coexisting with multiflora rose, chaste tree, wild jujube and other shrubs. Such association is generally 20-50 cm high, with a coverage about 30-50%. Forest vegetation is distributed to a less extent. Besidesdeciduous and broad-leafedtrees, there live coniferous plants such as masson pine. There are more than 100 common species of plants here, including 14 species of crops, 27 species of vegetables and melon crops, 9 species of fruit trees, 19 species green and ornamental plants, 5 shrubs and 26 species of grass. Details are given in Table 4-1. 4.1.3 Fauna The study area of the local fauna covers the range 1 km off the road where there is no rare and endangered species. According to zoogeographic zoning of China, the project area falls within the Mount Xiaoshan and loess hilly and plain areas in North China zone of palaearctic realm. The constitution is predominated by North China fauna of paratactic realm, though south and north species infiltrate each other. There are some species of oriental realm, but the population is small. The number of fauna species here in comparatively small, especially there are few large and middle-sized forest animals. In fields, waste slopes, shrubs, loess gullies and residential sites, there are relatively large populations of small-sized rodents. It is reported that there are almost 200 animal species in the project area. However, our investigation results a-ndthe information collected over the recent years suggest rare encounter of Rrinaceusearopaeus, wolf, fox, hog-nosed badger, badger. Paguma larvata, porcupine, wild boar and pheasant which used to live here. Insects have predominating species and populations. Also, fowl and livestock also have large species and populations. 24 Table 4-1 List of Flora and Fauna No. Latin Name No. Latin Name Arbor 1 Quercus dentata 2 Albizzia kalkora 2 Robinia pseudoacacia 4 Catalpa bungei 5 Paulownia fortunei 6 Quercus Variabillis 7 Quercus glandulifear 8 Salix matsudana 9 Ailanthus altissima 10 Melia azeddarch 11 Juglans regia 12 Quercus acutissima 13 Castanea seguinii 14 Quercus mongolia 15 Prunus davidiana 16 Prunus betulaefolia 17 Prunus sibirica 18 Amorpha fruticosa 19 Platycladus orientalis 20 Broussonetia papyrifena 21 Diospyros kaki L.f 22 Salix Chaenomeloides 23 Gleditsia sinensis 24 Morus alba 25 Polulus tomentosa 26 Gleditsia heterophylla 27 Siphora japonica 28 Populus euramericana 29 Ulmus pumia = Grass 1 Themeda triandra var.japonica 2 Ixeris Cainensis 3 Carex buergeriana 4 Kummerowia striat= 5 Heteronappus altaicus 6 Chloris virgata 7 Imperata cylinrica var major 8 Setaria viridts 9 Bothriochloa ischarmum 10 Anemone tomentosa 1 1 Polygonum aviculare 12 Dendranthema inicum 13 Senecio Scandens 14 Gueldenstaedtia multiflora 15 Thalictrum aquilegifolia 16 Leontopodium japonicum 17 Viola chinensis 18 Prunella asiatica 19 Potentilla discolor 20 Roegneria Kamoji 21 Buckleya henvyi 22 Duchesnea india 23 Poa annua 24 Aquilegia viridiflora 25 Cynodon dactylon 26 Digitaria sanguinalis 27 Clematis florida 28 Arthraxan hispidus 29 Artemisia annua. 30 Artemisia Vulgaris 31 Aster fripolium 32 Conyza bonarensis 33 Sanguisorba officina 34 Rodegersis aesculifolia 25 Table4-1 List of Floraand Fauna 35 Miscanthussinensis 36 Arundinellahirta 37 Agrimoniapislasa 38 Conyzacanadensis 39 XTaraxacummongolicum 40 Pulsatillachinensis 41 Poteentillachinensis 42 Fauna Beast 1 Mustelasibiria 2 Erinaceuseuropaeus 3 Vulpesvulpes 4 Arctonyx collaris 5 Sus scrofa 6 Canislupus 7 Cuonjaunicus 8 Tamioswinheol 9 Ratusnorvegicus 10 Mus musculus 1 1 Crictulustriou 12 Myospalaxpsilurus 13 Cricetulusbarabensis 14 Naemorhedusgaral 15 Charonidfirigula 16 Melesmel.s 17 Pagumalarvata 18 Sciurotamiusdavidianus 19 Hystenrixsuberistata 20 Lepuscapensis Birt 1 Phasianuscolchicus Lorpuatus 2 JAlectorisgraeca 3 Streptopeliaorientalis 4. Genopoiiatranguebaricah 5 Carrulusglandarius 6 Cissaerythrorhgbcha 17 Picapica 8 Parusmager 9 CorvusSrugulegus centralis 10 Hirundodouria 1 1 Picuscauns 12 Dendrocoposmagor 13 Cululuscanorus 14 GarrulaxCanorus 115 Hirundorostica 16 ______CReptil 1 Gekkkoswinhonis I2 Takydrorm- septertrionalis 3 Natrixtigrina Lateralis T4Agkistrodon halys 5 Erimiasbrenchoeyi j6 Elaphetaeniurus Amphabin 1 Bufobufogorgarizans 2 lBufo raddei 3 Rananigromaculata 26 4.1.4 Agricultural Eco-environment The local agricultural ecology is suitable to growth and development of the existing crops. Two-crop-a-year farming is practised which is predominated by wheat. While wheat predominates in winter crops, is the leading character of autumn crops. 4.1.4.1 Sol Type and Distribution As investigated, the local soil category is mainly cinnamon soil which includes adamic earth, white spongy soil and loess sub-categories composed of 6 kinds of soils, namely, white spongy soil, adamic earth, loess, black soil, sajong red soil and sajong loess. White spongy soil is concentrated in typical loess hillyland areas distributed in Luoyang, Xinan, Mianchi, Shanxian and Sanmenxia.The soil-forming parent matrix is loess deposited in the late Quaternary Pleistocene Era. With such characteristics as deep and loose soil layer and less developed strata, such is light-loamy soil of good cultivability, ventilation and permeability, but its moisture and fertility-retaining ability is poor. The pH value ranges from 7.0 to 7.5. With strong calcareousreaction and trace of sajong soil, average content of organic matter and nitrogen, such soil is most suitable to growth of cotton. Distributed in marginal loess plateau, terrace and gentle hillyland areas in Mengjin, Mianchi, Shanxian and Sanmenxia, loess has soil-forming parent matrix of loess deposited in the latr Quaternary Pleistocene Era. With a deposition depth varying from several to scores of meter. such loess parent matrix has developed vertical joints which are subject to landslide and bankcaving. The soil is all yellow except the surface which is slightly greyish as a result of long-term farming and fertilizer application. The soil body is deep, with a thick mellow layer. The soil is somewhat clayized. The top stratum is of particle or fragmentary block structure while the sub-layer has diamond structure. The Ph value is at 7.0-7.5. With moderate calcareous reaction and good moisture retainablility, such is the major agricultural high-yield soil in the project area. Adamic earth is distributed between orogenic drab soil and loess in low mountain and hillyland areas. The soil-forming parent matrix is Triassic red soil. Such soil is mainly red and cohesive, with weak calcareous reaction and unapparent stratification. The top soil is somewhat darker as a result of farming and fertilizer application, but the subsoil is brown and cohesive. Being nut or fragment-structured, such soil is of undesirable cultivability. The soil is muddy when it is wet and is hard to be full of cracks when it is dry. The characteristics of such soil also include short cultivable period, poor permeability and moisture. So it is susceptible to drought. The content of organic matter is so low to be about 0.5%. The soil differencing is undesirable. Sajong red soil is distributed at an altitude higher than that of adamic earth. Generally, a 50 cm layer contains more than 10% sajong. Being subject to serious erosion, it loses moisture and fertilizer. Being well ventilated, though, it is unable to keep moisture. As a result, it is susceptible to drought and is hard to cultivate. Also, it also restricts crop root systems from extending. Basic features of the rest 3 kinds of soil are similar to those of loess soil. 27 4.1.4.2 Crop Cereal Grain crops here include wheat, barley, rice, corn, Chinese sorghum, millet and sweet potato, etc. Among these, rich is only grown in limited areas. Cash crops are soybean, peanut, rape, cotton and tobacco, etc. There are more than 20 kinds of vegetables grown in the project area; with Chinese cabbage and radish playing the leading role. Also, there Are many kinds of melon crops. Over the past few years, more than more fruit trees have been planted in large and larger areas. The yield of apple, peach, persimmon and data is relatively high. Extensively planting fruit trees has turned out to be one of the economic development approaches fitting into the local actuality. 4.1.4.3 Agricultural Productivity As restricted by the local topography, agricultural productivity is at an average level. With incomplete irrigation facilities, farming is often puzzled by droughts. In case of serious droughts, it is even hard to get drinking water. In recent years, the local government has gradually adjusted agricultural structure in such a way that the previous cerea!-based farming practice is altered to play stress on both cereal and fruit. Being suitable to the local topographic and climatic features, such adjustment has greatly promoted agricultural development. Based on statistics, the unit grain yield is some 600 kg. 4.1.4.4 Water for Agricultural Use Irrigation and drainage systems here are far from perfect. As irrigation is not historically practised by the local farmers, agricultural water use is mainly based on precipitation. 4.1.5 Water and Soil Loss Situation According to the local topography, geomorphology, soil and vegetation, the project area can be divided into loess broken country, loess plateau and loess low-mountainous areas subject to varying water and soil loss. Loess broken country is the leading geomorphology here. The elevation is generally being 200-300 m. But the elevation at the rim of Mianchi basin is 500-600 m, with a relative height of 50-100 m. Hills slightly fluctuate, with round tops in some cases. Gullies, mostly u-shaped, are well developed to be wide and flat at the bottom. Loess broken country in Sanmenxia and Shanxian is generally at an altitude of 500-700 m, with a relative height approximately 100 m. Such land is rather flat, with an angle of 1 5-20°. Most of the hills have round tops. Such land is extensively distributed in the project area. With deep soil layer, flat and broad topography between hills, most of such land has been turned into farmland. However, loess is of poor erosion resistance. With sparsetrees and other plants, the vegetation ratio is very low. As a result, slope scouring and residual erosion are rather intensive, wit!3 an erosion modulus of 1500-2000 t/km2 . Loess plateau areas cover both banks of Jianhe valley in Mianchi, as well as Zhangcun, Sucun, Yangtang, Jiaocun and Chengcun of Sanmenxia. Such plateaus are accessible to 28 valley terrace via 15-20 m steep slopes and transit to loess broken country via steep slopes. With a slope of 1-21, they are generally flat with large and perfect surface. Being formed by alluvial loess of the middle Pleistocene Era, such plateaus have deep soil layers and flat surface which is devoted to cereal crops and cotton in most cases. Most of such land is subject to soil erosion, with erosion modulus of 500-2000 tlkm2 . Hillyland in the north part of Xinan County stretches from the northeast edge of Yima basin to the south bank of the Yellow River valley. With elevation generally being 500 m, the relative height is less than 200 m. Most of this area is composed of quartz-sandstone and sandstone. In limited areas, hill tops and slopes has a loess overburden. Due.toserious soil erosion, most of such hills are bare. The broken country on the right bank of Jianhe valley in the south of Xinan extends form west to east, with elevation about 400 m and relative height of 70-150 m. The bed rock extensively outcrops and loess is distributed in local areas. With developed gullies and intensive soil erosiondue to precipitated water, the erosion modulus is 1000-2000 t/km2. Low loess hills in the north part of Mianchi are distributed west of Duancun and Nancun. Some of them have loess and red loess in the upper part, Triassic red gravel stratum in the lower part while others have loess overburden with outcropping quartz and quartz- sandstone strata. The elevation and relative are respectively 500-700 m and 200-500 m. With relatively steep slopes about 200, hills here fluctuates to represent height difference of 60-80 m. Many of the slopelands are devoted to farming activities. Since the vegetation is thin, slopes and gullies are subject to intensive erosion due to precipitated water, with erosion modulus of 500-1000 tlkm 2 and even 2000 t/km2 in specific cases. Recently, more and more attention has been attached by the local government to water and soil conservation, and a series of measures have been taken, such as reafforesting farmland, planting fruit trees in line of the local conditions and adjusting agricultural and forestry structure, such that water and soil is under control to a certain extent. 4.1.6 Lead Content of Soil Monitoring of lead content contained in soil was carried out in January 1995. Based on investigations of soil distribution, 7 monitoring stations have been selected at Dongcun, Hegou, Maling, Rugeta, Shidui, Jiaokou and Chengcun. These points have predominating types of soil along the road. Samples for monitoring of lead content in soil are taken, by 5-large-point method, from the arable layer (0-20 cm) to provide 1 km specimen by 4-division method. After dried, sieved and resolved, such specimens are measured in respect of lead content by the atomic absorption spectrophotometry. Measured results obtained from the arable layer of these 7 monitoring points are given the following table. I Table 4-2 Lead Content of Arable Layer unit: mg/kg ||Point I Dongcun I Hegou I Rugeta I Maling I Shidui I Jiaokou I Chengcun ||. |Pb 116.69 139.98 133.80 137.18 133.01 115.37 C28.94_un. 29 The average lead content is 29.28 mg/kg. With pH value of 7.5-8.0 as monitored, the local soil is somewhat alkaline. As the monitoring results reveal, the lead content of soil is neither above the provincial background value nor above the value of 300 mg/kg as recommended by the Ministry of Agriculture for soils with pH value at 6.5. This meansthe lead content is at normal level. 4.2 Cultural Relics As investigated, verified and confirmed, there are altogether 19 historical sites, including 10 cultural sites, 1 Old Stone Age site and ancient tombs at 8 places, see Table 4-3 for the detailed descriptions of these sites. Archaeological exploration and salvation work will be completed after land requisition and before civil work commencement such that possible archaeological loss due to the road construction will be minimized. 4.3 Evaluation of Noise Environmental Setting 4.3.1 Investigation of Principal Noise Source There are 3 principal noise sources within 200 m off the road, namely, quarry owned by Luoyang Cement Factory, Yixi Cement Factory and SanmenxiaPaper Pulp Mill. In addition, there are scattered small-sized township factories. But it is hard to get noise data from these small factories. Table 4-4 includes industrial noise sourcesand major noise-producing- equipment. Table 4-4 Situation of Principal Industrial Noise Source I Noise Source Chainage Major Noise Equipment Noise Source Intensity dB(A) Quarry of Luoyang Crusher 105 Cement Factory k37 + 600 CementFactory k37 .i- 600 BlastingOperation Accidental Ball Mill 120 Yuxi Cement Eeao 0 Factory k1 02 + 500 Elevator 105 Various Fans 100 Various Fans 100 Sanmenxia Pulp Mill k1 29+500 Forage Cutter 90 Pulp Spraying Accidental Save for National Road 310 and a few roads at provincial level, rural roads are less developed as limited by the local topography. The proposes expressway will pass across National Road 310 at 9 places. There are not many noise sources within 200 m off the road except where cross other roads. This expressway will pass across Long-Hai railway at 4 places and a special railway. At such sections, railway traffic noise will be encountered. 30 ,% Table 4-3 Archaeological Salvation and Protection Plan iFNo. She Location Perlad Ocislptlon routection Lntd Area * Pellcs Ecavaltion salvsttn& Protection Agncy Silvation Thnni AgencyLevel Affected Area irtt _ _ I tirAftisa tombs of the Choayang Xing, Mergln County BC206.A0907 Concentrated North Wet tombs, aril also City Lovtl 54 ancilnt lorabs 1080 Luoyag Atchasologttcl Toar 90" in AprU s" I 996 N t Wthwt Diansty t1O012. 1Shi _____ lims&%i Tasi ituribs 2 lSiitrlulfljutl Situ East Uf Melur tXling. Marr)in BPS10003700 Ynszjtlio A Erliiuu tllrei t flpirunlls & Utiuutillliul 2i5000111 2500 HeHiartAtd,eogical Instllute 1t1tdysbtlAprlSep. 1990 County k4*l4+4500) ceuttalrelics _ 3 Huocun Site West of Metun Xlang, Mernin tP4500Ad220 Lotgshan & Han ettuntat relics Uilidentified 2000Cm' 2000 Hotn Azchaeoiocal Iniitt I BOdays hI ApritSep. 196 CountyikIO*klO*4001 _ 4 Mtlangpu Tomb Arts North of Mufionu, Xlinn BC206.AD220 Tombs of the Han Dynasty Urunlentified 3 ancient tombs. 1 modemr 60 Luoyan Archaeolog Town 30 days haApit 1996 L______._ _ Coaunt r " 'y 7 "I7 'kI8I tomb _ 5 Xiljiaao Tomb Ates Noth of Xliajla.o Xinn County AD960-1644 Tornbs of Song & Ming Oynasiles Uruifonlilfed 8 onmbsof Song 6 Ming 160 tLuying Aht zAoi Tealm 30 days hI May 1996 l9 tI201 Dyinaties_ 6 Pailou Tomb Ara Southof Pilou. XtinanCounty AD13S81544 Tombs al Lu Welqial amity Udtriantitied 2 tombstof MWh DyTnauy. 40 Lucyng ArctateotogicatTean 30 days hiJune 1996 _1_25t 500426 + 5001 4 modern tombs 7 Changdongwa Tomb Nonthof Dongothenwa.Xinan Ad900 1279 Tomhbswth murals of Song Dynasty Uriletntilied 13 ancent tonbs 260 Hon Atchaieooglcat tietuto 30 day shi Apir I96 Area CountyIt27 + CI00.12St 5__O S Xlyarnggou Site XWaysngu, Xtn Counwty(k23* BP45004000 LonghisanEatthen Ilagment & ctuiltial Uilahhillfed 9000 ml 900 Henan Archaeological Institute 60 days nhApil-May 1996 k23 + tBI adttit" 9 Gouloubol tomb Are North of Goutou, Xin County BC475.Ad220 10 tombs of WarIng Stales & Han tJrtidontilitd 10 anientmtombs 200 Henn Atcshaologilca nmltuie 20 days hI May 996 tz3Bi391 DnasttY I0 Jiacun Site North of Jiscun, YhmnCity PzS44 BP6000.2220 Yangshao, Longihan A Zhtouciulual City Level 15000 mI. 5 celar. 1500 NatintAchsauoolcgla haslluU 120 days hi Airg 1996 1.1 Lligtou Site LIngloucun. MisinehtCounty BPe50004000 V tanoha& Lonfshan etAttetallia Couity Level 2750 mi, I authwisr 275 Hro Archenological ntattulo 30 days ihaun 1996 t O 45001t60 t600 celarl I1 Matouahaf Silo Sauth o0 Malouhalt Miancht BP6OOO5000. Varigsdaocuiturtl relca cllarts of Carlily Level 3 ceSars 141 hMArchehe tologlbtite 30 deys Jly, I 996 1tk6969 t 2001 A04205ftl Northetn Dynasty 13 Zhulrscliawt5t Sitoe StIltl ofZlt tetritcrsa Mitildd *C47C.A0551 utig sies. attlltww cellorsA Cirrely Level 32000 in'. IO ietiIt 3500 Hems Aricdaeoogi:calIntitute 10 days nAhApoSep 1996 Cremly Ik59-k?t 075) tunlbs o WatningStales to Nrotlwit tIrirbs. 3 erlltwaire culus 14 filuhifarItLaib Aluv Elastol Sllitpu Slwletl Courtly (C200-AD220 Tanrzti * edt Its of Has D" rutty tJitlrirldld 3 lotitbs 20di pita of 200 Sgrstenla Ahrdaveologlce! 30 day ohs wlI I9DB kioklt 1004000 +500) HanDynasty Team It6 LuqadlarsSite Southeastof SanmenxsaCityr BPtOO-25W00 Yarllo. LongYhlan izotu eturetal CmlvLevel 3500 m, e tshpts 350 Snmentxa Archaoologicd 30 days haMay 1996 ______(ki I 1l i hIIl4300 1 ______eics Teawnm______IC D.jlakosl Slot SoutitasIt os Stetiwtila City iP6000S5S00 Ctitwalt elicsattb Xtitthwars CnIt lrnrl 5WCOml 500 Stnmenx Ardhteologt 60ci0daye haAxil-May 199 Ikl 13t360z5701 Tears I7 ShiibatigouSite Southeastof SemenxislaCity BPeP0O4000 tombs taeirthwares City Leve 3000 mm.5 esh peit 300 Smaenuta Ahrdzscaloo. 30 days InJunte 1916 zlk14 +400.6001 _ _ Toara IS ZhaoliarYuanOld. East of Zhoglayuan Shnxiatn BPtOOOW0 Mamauadestoswatwarn & fangsa CnnarlyLvel 3000mm oss profite 650 Henti Ardhaaoeld tnatthute ISO da h Awli-Sop I1996 Stone-Age Silto County Ikl 25 900-ki 2e61001 50000 _ _ _ 19 OorsgcharrgcunTomb North of Dogirhstun, Shanxion 9C206-Ad220 Tomb VndWcollte of Han Dynamic Creenlytevel 10 toambs,I ctSer 200 Sanmse Arc ztieaOto 30 days hJtIy 1996 Area Ceunly k 3Il l0-l + 22I SOO2 _0__ Toni _ _ Toia_l14|1t3 31 Most of the project area is less populated. With few large villages and sparsely distributed residents, these villages have fewer noise sources. 4.3.2 Monitoring of Acoustic Environmental Setting 4.3.2.1 Arrangement of Monitoring Points Based on survey results, there are arranged 7 monitoring points along the road, namely, Dongcun, Hegoucun, Rugeta, Maling, Shidui, Jiaokou and Chengcun. In addition, another point (i.e. Beixiecun) is located on the altemative alignment at Guanyintang. Location of these points are illustrated in Map 2-1. The background of these points is given in Table 4-5 which does not include Beixiecun which is 5 km north of Guanyintang. The altemative alignment passes by 500 m north of Beixiecun which is small and is scarcely populated. But there are many coal mines here. 4.3.2.2 Monitoring Time Acoustic environmental monitoring was carried out on January 15, 1995, one in day and the other in night hours. Table 4-5 Background of Monitoring Points No. Point Chainage Description 1 Dongcun k5 +858 Separatedby the road. it has 900 villagers,including 140 pupilsin 6 classesin a primaryschool; with per capita farmlandarea about 1 mu; 10 km from Luoyangin the south and 20 km frorn XiaolangdiDam Site. 2 Hegoucun The road is 300 m south of the villagewhich is 2.5 km north of Xinan county seat; with 250 residents,including 200 pupilsin 5 classesin a primaryschool; per capita farmland area here is about 2 mu. 3 Rugeta k52+300 Being3.5 km north of Ytmaand about300 m south of the road, it hasa primaryschool with 70 pupils. The per capita farmlandarea is 2 mu. 4 Maling k63 + 518 About 2 km north of Mianchicounty seat and 500 m southof the road.it has 400 residents,including 200 pupilsin a primaryplus junior middle school, with a Yangshao cultural site 3 km in the north. 5 Shidui k83 +000 About 2 km south of Guanyintangand separatedby the road,it has a populationof 1200, including300 pupils in its primaryschool, with per l ______capita farmland 2.5 mu. 6 Jiaokou As the xiangtownship, it is denselypopulated. Being adjacent to National Road310, it is 300 m south of the expressway,with schooland hospital. 7 Chengcun kl 33 + 900 Being65 m north of the road, it hasa populationof 2000, including400 pupils in its prirnaryschool, with a per capita farmlandarea of 1 mu. An interchangeis here. 4.3.2.3 Monitoring Methodology Acoustic environmental monitoring inlved in this project is completed in compliance with the measurement and counting methodology spelled out in the 'Environmental Noise Standard for Urban Areas (GB3096-93)". 32 -4.3.3 Monitoring Result and Evaluation Statistics on monitoring of the noise environmental setting at the above mentioned 7 monitoring points are as listed in Table 4-6. Since there is no environmental noise standard available for rural areas, Category II noise standards of the "Environmental Noise Standard for Urban Areas (GB3096-93)' is applied to acoustic environmental setting evaluation of these monitoring points, i.e. 60 dBMA)in day hours and 50 dB(A) in night hours. Details are given in Table 4-7. Table 4-6 Statistics on Environmental Noise Situation Monitoring Results unit: dB(A) except for a Day Hour Night Hour Point Li 0 L50 L90| Leq a L10 L50 L90 Leq a Dongcun 49 47 42 46.0 1.23 39 37 36 37.3 1.05 Hegou 42 39 37 40.0 1.04 39 38 36 38.0 0.84 Rugeta 52 50 46 47.0 2.15 42 41.5 40 41.0 1.02 Maling 40 39 3B 40.1 1.86 38 37 36 37.3 0.87 Shidui 43 40 39 41.4 2.35 38 37 36 36.9 0.80 Jiaokou 65 55 54 58.2 3.60 49 47 46 47.4 1.16 Chengcun 42 38 38 40.3 2.33 38 37 37 37.1 0.32 Table 4-7 Environmental Noise Standard for Urban Areas unit: Leq dB(A) Category Day Hour Night Hour 0 50 40 1 55 45 2 60 50 3 65 55 4 70 55 The monitoring results, as compared with EIA standards, suggest that the environmental noise l.q at Dongcun, Hegoucun, Rugeta, Maling, Shidui and Chengcun in both day and night hours is still at a low level. The I., in day hours is 13-20 d)BA) lower than the standard applied to this EIA while that in night hours is 9-13 dB(A) lower. This implies that the acoustic environment at these points is in a good situation. According to statistics, a is not high, which means that the environmental noise is rather stable and is subject to less effect of accidental noise. Out of the total 7 monitoring points, Jiaokou is nearest to 33 the existing National Road 310, so the environmental noise I. hereis obviously higher than that at the rest 6 points. Nevertheless, it is still under the EIA standard, i.e. 60 dB(A) in day and 50 dBIA) in night hours. In addition, o statistical values here are also significantly above those of the other points. This suggests that the acoustic environment here is affected by the adjacent National Road 310. As previously analyzed, the local acoustic environmental is relatively good. Environmental noise :q at all monitoring points in both day and night hours is under the EIA standard, i.e. standard for Category l! areas. And most sections are only exposed to minor effect of accidental noise. It is comparatively quiet along the chief alignment of the road. 4.4 Evaluation of Air Environmental Quality Situation 4.4.1 Investigation of Air Pollution Situation Since air-bome pollutants contained in air pollutants are delivered and diffused to a large extent, the range for investigating air pollutant sources in the local area is enlarged to the range 1000 m off the roadside. In the study area, there exist 5 major industrial air pollutant sources, namely Quarry of Luoyang Cement Factory, SanmenxiaCement Factory, Yuxi Cement Factory, Sanmenxia Aluminum Power Plant (proposed project) and Sanmenxia Pulp Mil. In addition, there are many small township and private factories. With a low pollutant-discharge height, these factories do not pose significant impacts. Also, it is hard to obtain complete information from these small factories in which production activities are interrupted and resumed now and then. Background of the main air pollutant sources are as shown in Table 4.8. Apart from what is stated in the nrevious paragraph, there are many coal mines as well as small township or private cokins plants which are contributing a large discharge of CO and other pollutants out of control. Table 4-8 Main Industrial Air Pollutant Sources along the Road Air Pollutant Chainage Pollutant& DischargeMode PollutantSource Intensity LuoyangCement k37 4 600 Fume,uncontrolled Hardto determine Factory Quarry SanmenxiaCement Fume,high-suspending Fume:15133 mg/s Factory point andsurface source Yuxi CementFactory k12+500 Fume,high-erected point Fume:11009 m/s andsurface source 3 SanmenxiaAluminum Smokedust, S02, high- Smokedust: 2198 mg/NM Plant erectedpoint source 3 SanmenxiaPulp Mill kl 29 + 500 Smokedust, SO2, high- Smokedust: 1110 mg/m , erectedsource S02:0.028 t/h 34 4.4.2 Monitoring of Air Environmental Situation 4.4.2.1 Arrangement of Monitoring Point There are arranged 7 monitoring points, namely, Dongcun, Hegoucun, Rugeta, Maling, Shidui, Jiaokou and Chengcun. In addition, there are 3 points arranged at Beixiecun north of Guanyintang. These points are described in Table 4-8. Map 2-1 illustrates locations of these points. 4.4.2.2 Monitoring Time and Frequency Monitoring of the air environmental situation was conducted in the period from January 14 to 18, 1995. The monitoring lasted 5 days each of which experience 4 monitoring activities respectively carried out at 6:30, 1 1:30, 16:30 and 21:30. Each motoring covers observation of wind direction, speed, temperature and ambient pressure. 4.4.2.3 Monitoring Item, Sampling and Analyzing Methodology Air situation monitoring items include T.S.P., CO and NOR. Sampling, analyzing and quality assurancerelated to the monitoring are all compliancewith the "Specification for Air Environmental Monitoring' and "Environmental Monitoring and Analyzing Methodology". The detailed sampling and analyzing methodology of these 3 items are as shown in Table 4-9. Table 4-9 Air Sampling and Analyzing Methodology Item Sampling Method Analysis Method TSP By Filter Film Weight Method Ico Using Air Sampling Bag Gas Chromatography NO. Solution Absorption Method Hydrochloric Benzathine Colorimetry 4.4.3 Monitoring Result and Evaluation Statistics on the local air situation monitoring results are respectively described in Tables 4-10, 4-11 and 4-12. Air environmental quality standards used for the EIA are included in Table 4-13. Table 13 Standard for Evaluation of Air Environmental Quality 3 unit: mg/m Pollutant Instantaneous Concentration Daily Mean Concentration TSP 1.00 - 0.30 CO 10.0 4.0 No,x 0.15 0.10 35 As comparison of monitoring results and EIA standards suggest, the local NO, concentration is at a low level such that both instantaneous and daily mean values are below the EIA standard. Out of the 7 points arranged along the chief alignment, the maximum concentration of NO, is 0.077 mg/m3 which accounts for some 50% of the EIA standard. The daily mean concentration of NO. has a maximum of 0.037 mg/m3 which is" 37% of the EIA standard. The local T.S.P instantaneous concentration is all below the EIA standard. Though the daily mean concentration is above the standard in some cases, the overproof is not high. Out of the total 7 points, Jiaokou has instantaneous and daily mean concentrations of T.S.P above the standard, with a daily average 100% above the standard. This relates to the fact that this point is immediately close to the existing National Road 310 which contributes blown dust due to traffic. The instantaneous concentration of CO is all below the standard at length of the road, but the daily average is significantly above the standard. The daily average of CO is 100% above the standard at Hegoucun, Rugeta and Shidui, and 80% above the standard at Chengcun. This is also the case at Dongcun. Out of the 7 points, only Maling and Jiaokou have daily average and instantaneous concentrations of CO below the standard. Judging from statistics obtained from Jiaokou point, vehicle exhaust does not sicnificantly affect CO content. The daily average of CO concentration is above the standard at most of the monitoring points along the road. As analyzed, this is because: 1) there are many coal mines which lets ou gas (with CO being the major ingredient) through air shafts; 21there are many coking plants here most of which are township and private ones using native coking methods which discharge large quantities of uncontrolled CO; and 3) the monitoring was carried out in winter days when CO was generated as a result of incomplete combustion of coal used by the local residents for heating purposes. In. the monitoring process, environmental monitoring yearbooks were collected from Luoyang, Yima and Sanmenxia.As retrieved from these yearbooks, the air environmental quality in these cities is relatively desirable, with T.S.P. as the leading pollutant in air. Comparison of monitoring results obtained from executive years indicates that air quality in these cities does not tends to degrade. As a whole, the local air environmental quality is rather good, but T.S.P. concentration in urban areas is higher than that in the country. In the monitoring interval, CO is the leading pollutant of air in most of the geographic areas. 36 Table4-10 Statisticson T.S.P.Situation Monitoring Results MonitoringPoint Interval MeasuredValue (mg/m 3) Above-standard% Max Above-StandardMultiple Instantaneous 0.026-0.333 0 I Dongcun Daily Average 0.082-0.240 0 / Instantaneous 0.080-0.459 0 / Hegou Daily Average 0.186-0.321 20 0.07 Instantaneous 0.026-0.648 0 / Rugeta DailyAverage 0.163-0.349 20 0.16 Instantaneous 0.156-0.452 0 / Maling DailyAverage 0.194-0.343 20 0.14 Instantaneous 0.080-0.560 0 / Shidui Daily Average 0.120-0.245 0 / Instantaneous 0.267-0-934 0 Jiaokou Daily Average 0.310-0.701 100 1.34 Instantaneous 0.037-0.567 0 / Chengcun Daily Average 0.120-0.372 20 0.24 37 Table4-1 1 Statisticson CO SituationMonitoring Results MonitoringPoint Interval MeasuredValue (mg/m3)1 Above-standard% Max Above-StandardMultiple Instantaneous 3.19-4.81 0 / Dongcun DailyAverage 3.60-4.06 20 0.02 Instantaneous 4.46-7.87 0 I Hegou Daily Average 5.88-6.77 100 1.69 Instantaneous 3.97-6.14 0 / Rugeta Daily Average 4.63-5.45 100 1.36 Instantaneous 2.16-4.04 0 / Maling DailyAverage 3.11-3.64 0 Instantaneous 2.05-7.10 0 1 Sliidui Daily Average 4.69-5.30 100 1.32 Instantaneous 2.17-4.55 0 / Jiaokou DailyAverage 3.56-3.83 0 Instantaneous 2.01-6.85 0 / Chengcun Daily Average 3.84-4.58 80 0.14 38 Table 4-12 Statistics on NO. Situation Monitoring Results Monitoring Point Interval Measured Value (mg/mr) Above-standard % Max Above-Standard Multiple Instantaneous 0.002-0.030 0 1 Dongcun Daily Average 0.007-0.018 0 Instantaneous 0.006-0.037 0 _ Hegou Daily Average 0.012-0.028 0 1 Instantaneous 0.005-0.012 0 / Rugeta Daily Average 0.008-0.010 0 / Instantaneous 0.005-0.030 0 / Maling Daily Average 0.010-0.017 0 / Instantaneous 0.005-0.028 0 / Shidui Daily Average 0.014-0.021 0 Instantaneous 0.002-0.077 0 / Jiaokou . Daily Average 0.019-0.031 0 / Instantaneous 0.002-0.056 0 / Chengcun Daily Average O.Q07-0.037 0 39 Chaoter 5 EnvironmentalImpact Assessment and Analysis 5.1 Environmental Impact Analysis Construction Stage 5.1.1 Eco-environmental Impact Analysis Such activities as land levelling, borrow/spoil area operation and bridge/culvert construction in the construction stage will cause significant ecological impacts. In detail, such impacts are as follows: Large quantities of borrowlspoil areaoperations required for the subgrade will destroy the surface vegetation in the work areas such that green vegetation will be reduced and the micro-ecosystem will be ruined in some highcut and deep-excavation. Construction of bridges and culverts may affect the surface water system. Inevitable topographic change due to subgrade construction will probably aggravate the local water and soil loss. Land area for the road and temporary use will cause agricultural impacts. Construction of the rcad will cause possible impacts on the local flora. Large quantities of stone materials to be required will cause environmental impacts in the vicinity of quarries. 5.1.1.1 Eco-environmental Impacts by Subgrade Works 3 The total quantity of earth works required for the road amounts to 54.056768 million m , including 24.601935 million m embankmentand 29.454833 million m3 excavation works. Besidesinevitable vegetation destruction in the land areato be covered by the road per se, such destruction will also occur at borrow/soil areas. In terms of the road features, longitudinal allocation of earth works should be properly arranged such that soil materials from subgrade excavation will be used for excavation. Theoretically, all the embankment requiredfor the subgrade will source from soil materials. Due to the complicated topography, however, it will prove difficult to longitudinally haul some of the soil materials that borrowed or spoiled soil in some cases will be inevitable. To minimize possible eco-environmental impacts due to borrowed or spoiled soil, the following measures may be taken: 1) proper longitudinal allocation of earth works to minimize borrowed or spoiled earth quantities; 2) to locate borrow areas at highland or wasteland and to strictly control borrowing depth so as to avoid large-scale borrow pits; in case of any borrow area having to be located at farmland, 0-30 cm topsoil shall be placed aside, before any soil is borrowed, for the purpose of topsoiling the borrow pit after completion; 3) to locate spoil areas at low-lying areas and to strictly control spoil height so as to avoid spoil stockpile; and 4) to provide proper afforestation upon completion of the works. 40 5.1.1.2 Surface Watershed Impact by Construction of Bridge/Culvert The road will be fumished with 10 super-largebridges and 42 large, middle and small-sized ones as well as 111 culverts. Both the local watersheds and irrigation facilities are less developed. Most of the rivers and streams to be crossed by the road all dry except the flood season. The flood design probability is as follows: flood once in 300 years in case of super-large bridges and once in 100 years in case of large, middle and small-sized bridges as well as culverts. As a result, provision of bridges/culverts will not affect the flood discharge of the rivers and streams. As investigated, none of the rivers with permanent flow are not used for navigation purposes. And there will not be any navigation requirement. So the provision of bridges and culverts will not cause any navigation impact. The Qinglonghe River to be crossed by the road is a protected drinking water source. The water quality satisfies Level II standardsrequired for surface water quality and the bottom sediment has not been polluted. Efforts should be made to avoid any construction material from falling into the River, except proper dredging, in construction of the super-largebridge thereacross. Camps for construction workers must be located far from the river channel, and domestic wastewater or rubbish must not be discharged into the river such that provision of the bridge will not affect the river water quality. 5.1.1.3 Water and Soil Loss in Construction Stage The local topography is so complicated that soil erosion due to precipitated water is very serious. Also, the local vegetation coverage is very low. As a result, water and soil loss here is more serious than anywhere else in the province. In the construction stage, many road sections will require embankment and excavation works. Rock and soil mass will losetheir natural balanceas a result of striping, disturbance. and stockpiling such that local topography will be destroyed. Removalof ground vegetation will cause more water and soil loss. According to soil loss equation, the quantity of soil loss relates to A= ROKOTOP in which, R =precipitation coefficient A = soil loss K= soil erodibility factor T =topography factor P=vegetation factor In this equation, R and K do not vary as a result of construction. So soil loss during the construction stage relates to topography factor and vegetation factor. In the construction, such activities as subgrade embankment, excavation, soil borrow and spoil will change local topography such that the erosive area due to precipitated water will be enlarged. With consideration to vegetation destruction, water and soil loss will be further aggravated. Engineerino and biological measures will be required as appropriate, including: a. Proper longitudinal allocation of soil works so as to cut down quantities of borrowed and spoiled soil and to minimize vegetation destruction or local topographic change as a result of such activities; 41 b. To try every effort to keep excavation slopes stable and to provide drainage ditch as required in the design: c. To level borrow and spoil areas upon completion of their operations so as to avoid spoil stockpiles and to reduce slopes; d. To afforest borrow/spoil areas upon completion of their operations. 5.1.1.4 Agricultural Impacts in Construction Stage A total land area of 13285.24 mu will be required for permanent use, including 10525.92 mu farmland. As calculated on the basis of unit yield 650 kg/mu, a total of 6824 t grain will be lost each year. In the construction stage, another area of 2684 mu will be used to temporary use. Assuming such is used for 3 years and another year is required for re- ploughing, a total loss of 7000 t grain will be suffered in the construction stage. With a total farmland area of 8.325 million mu, the 3 cities involved in the road generate an annual grain yield of 6 million t. It can be seen that the grain loss only takes up a small portion of the total yield. Other agricultural impacts include: 1) agricultural impacts due to destruction of crops stepped on by construction workers; 2) photosynthesis, transpiration and consequent corp yield impacts caused on by blown dust, especially such dust resulting from vehicles hauling construction materials; 3) degraded produce le.g. cotton) quality as a result of blown dust caused by construction activities; 4) inconvenience of field farming as a result of subgrade construction. Fortunately, such impacts will exist in limited time. Land for permanent use will be re- ploughed and other agricultural impacts will also disappear upon completion of the works. 5.1.1.5 Flora and Fauna Impacts in Construction Stage With few large wild mammals, the existing fauna is predorninated by fowl and livestock which will not be affected by the road construction. The road construction will ruin the habitat of some harmful insects dwelling underground, which will reduce their populations and will be beneficial to agriculture. Since there is no large bird habitat along the road, no impact will be posed on dwelling and migration of birds. Construction of the road will destroy local surface vegetation. But most of the local plants are common species, such as shrub and grass, which do not require very good ecological environment. And it is easy to recover the existing plants. So missing plant species will be occur. Local shrinkage of vegetation coverage due to construction activities will be offset upon completion of such activities. Therefore, the road construction will not cause direct impacts on the local flora and fauna. 5.1.1.6 Analysis of Quarry Environmental Impact Construction of the road will require a total amount of 3.254754 million m3 stone which will respectively source from 9 quarries as previously described. All these are existing 42 quarries. So the road construction will only need to increase capacity of these rather than create any more quarries. At these 9 quarries, there are large areas of outcropping rock, and vegetation coverage is very low. So the capacity increase demanded by the project will not cause an extensive vegetation destruction. However, quarry operationswill result in the following environmentalimpacts: 1) extensive outcropping rock and shrinkage of vegetation coverage as a result of natural topographic destruction; 2) air quality impacts by blown dust arising from quarry operations; 3) impacts on the local residents as a result of blasting noise; 4) interference with normal livelihood due to intensive noise source of stone crushers. Since stone requirements will be met by 9 quarries each of which only has to sacrifice a small portion of the capacity, such environmental impacts will not be remarkable. 5.1.1.7 Analysis of Environmental Impacts by Construction Material Transportation There are many vehicles available from the local community, so construction materials required for the road will mainly hauled with such vehicles. Stone, lime, cement, steel and timber will be transported with motor vehicles. Roads to be used for such purposes are almost asphalt ones. Stone materials requiredfor Mengjin section will be delivered, with vehicles, from Luoyang sand area to the work site. As for the rest road sections, sand will be hauled by railway to different railway stations from where it will then transported, with vehicles, to the work sites. Roadsavailable for such purposes are also asphalt ones. Longitudinal allocation of soil works will be completed with carry-scarpersor 8-t dumpers in case of a long hauling distance. Roads for such purposes are xiang-village roads or temporary path. With asphalt roads available, vehicles hauling macadam, lime and cement are likely to cause less dust. When transported, however, these materials, particularly, lime and cement, do result in dust blown by wind, which means some air impacts. In addition, their loading and unloading also produce some dust. In the process of excavating and hauling soil for the subgrade, dust also rises. In particular, a larger amount of dust is caused by vehicles running on country roads or earth paths. Thus, environmental issues rising from such are not negligible. The large quantity of materials tends to increase the traffic flow. Moreover, these roads are so narrow to result in potential traffic bottlenecks and accidents. Based on field investigations and overall analyses, sections subject to traffic bottlenecks and accidents are marked with "black point" as illustrated in the map attached hereto. To control dust blown in the transporition process, to avoid or mitigate traffic blockages or accidents, such measures are proposed herein as: 43 a. To often wet the road sections available for dumpers, Ito wet no less than 4 times a day, twice in the morning and twice in the afternoon), and to wet the on-going subgrade filling; b. To properly load stone, lirm and sand for the purpose of smaller area subject to wind and dust, to wet the upper macadam and sand to reduce dust amount caused in the process of transportation; c. To keep cement bags intact when cement is hauled,to place damaged bags, if any, at the lower part, and to haul cement with bulk vehicles if it allows; d. To properly arrange hauling time, to arrange transport routes in a proper manner, and to escape peak traffic hours as far as possible; e. To enhance control of vehicles so as to keep them in good condition; f. To use as many heavy-duty trucks and to avoid or minimize use of tractors; 9. To arrange supplylines in a scientific manner so as to make full use of the existing highway network available along the road; h. To actively cooperate with local traffic police forces to make the traffic fluent and to handle accidents, if any, in the right time. 5.1.2 Archaeological Impact in Construction Stage It is confirmed that cultural relics exist under the ground at 19 places. Excavation work at these .9 places will proceed at fult scale after land requisition and before commencement of the works. Possiblearchaeological loss due to the road construction will be minimized and all the cultural relics to be discovered in construction activities will be salvaged as spelled out herein. So the road construction will not pose significant impacts on the cultural relics. 5.1.3 Analysis of Noise Environmental Impact in Construction Stage In the construction stage, noise will stem mainly from such commonly used construction equipment as excavators, bulldozers, graders, loaders, rollers, graders and concrete batch plants, etc. Noise source intensity of such machinery is as shown in Table 5-1. In addition, power generators, material hauling vehicles and pilers to be used in this stage are also major noise sources. Such noise environmental impacts to be encounteredin the construction stage is estimated as follows: L=L 0+201g-° in which, L=noise source intensity of construction machinery ro=distance from noise source when Lo is measured r= distance from prediction point to noise source L=noise level at prediction point 44 Table 5-1 gives noise source intensity of construction machines while Table 3 describes predicted noise levels thereof. Noise in the construction stage is evaluated in compliance with the "Noise Standard for Boundary of Construction Site" (GB12523-90). The standard values are as included in Table 5-3. Table 5-1 Noise Source Intensity of Construction Machinery No. Description Noise Source Intensity dB(A) 1 Loader 90 2 Grader 90 3 Roller 85 4 Bulldozer 86 5 Excavator 84 6 Paver 85 7 Generator Unit 98 8 Percussion Drill 87 9 Batching Plant 79 Table 5-2 Projected Noise Level Contributed by Construction Machinery Projected Noise Level d(BA) N_ 5 m 10Dm 50 m 100 m 150 m 200 m300 m 400 m 1 Loader 90 84 70 64 60 58 54 52 2 Grader 90 84 70 64 60 58 54 52 l 3 Roller 85 79 65 59 55 53 49 47 4 Bulldozer 86 80 66 60 56 54 50 48 5 Excavator 84 78 64 58 54 52 48 46 6 Paver 85 79 65 59 55 53 49 47 7 Generator Unit 84 78 64 58 54 52 48 46 8 Percussion Drill 73 67 53 47 43 41 37 35 9 Batching Plant C.5 59 45 39 35 33 29 27 45 Table 5-3 Noise Standard for Boundary of Construction Site unit: LeqdBIA) Noise Limit Construction Stage Main Noise Source Day Night Soil & Rock Bulldozer, excavator, loader, etc. 75 55 Piling Various pilers, etc. 85. Work forbidden Structure Batching plant, puddler, electric haw 70 55 Decoration Crane, elevator, etc. 65 55 As comparison of projections versus EIA standards suggests, the range affected by noise of various construction machines in day time is within beyond 50 m. Beyond this range, the protected noise level is all below 70 dB(A). In night hours, the range affected by such noise is larger. The noise contributed by most of the construction machinery does not reach 55 dB(A) until a distance about 200 m away except loaders and graders which reach 55 dB(A) noise level at 300 m away. As revealed in monitoring of environmental noise at the work site of Zhengzhou-Luoyang expressway in HenanProvince, the rangeaffected by construction machinery is about 100 m during day hours and 200 m in night hours. But some intensive noise sources of such machines affect to a larger range. Environmental noise impacts by construction are more significant in night hours. Fortunately, su^h environmental impacts are only limited to the construction stage. Upon completion of works, they will no longer exist. Furthermore, such noise is interim and random (e.g. pilers). If construction activities suspend in night hours, then such noise impacts will not be significant. 5.1.4 Air Environmental Impact Assessment in Construction Stage Air-borne pollutants in the construction stage mainly stems from blown dust arising from lime soil mixing, material transportation as well as asphalt smoke. Major pollutants include fume, hydrocarbon, phenol and benzopyrene.Analogical analysis method is applied in this EIA for analyzing air environmental impacts in construction stage. Lime soil mixing includes decentral mixing at road side and central mixing batching plant. Blown dust by these two ways differs from one another. The following lists monitoring results of T.S.P. obtained from the work site of Beijing-Tangshanexpressway being under construction in May 1990. 46 Table 5-4 Monitoring Result of Blown Dust by Lime Soil Mixing at Work Site of Beijing-Tangshan Expressway Monitoring Point Mixing Mode Wind Speed (m) Leeward T.S.P. Content Distance (m) mg/m3) 50 0.389 West Side of An Interchange Roadside Mixing 0.9 100 N.V. 150 0.271 50 8.849 Given Lime-soil Plant Mixing 1.2 100 1.703 Mixing Plant 150 0.483 Center 9.840 Plart Mixing N.A. 50 1.970 Given Limbsoil 100 0.540 Mixing Plant Contrast Point 0.400 Note: The contrast point is 200 m windward of the mixing plant. This table tells that the dust concentration and effect range of roadside mixing are lower than those of mixing at batch plant, but effect line of the former is longer. Though effect of the latter mixing mode is concentrated, it increases the possibility of blown dust from delivering the mixed material to the work site. In line with the local topography, it is proper to employ roadside mixing for most of the road sections. The amount of dust caused by vehicles hauling construction materials relates to speed and capacity of the vehicle, interface of the tyre and road surface, as well as dust content and relative humidity of the road. Since most of the roads availablefor such vehicles during the construction period are earth paths with high dust contents (especially in the summer and dry seasons), dust blows to a terrible extent. Table 5-5 lists monitoring results of such blown dust at work site of an expressway subject to similar conditions. Table 5-5 Blou1nDust Monitoring Result of An Expressway Construction Monitoring Point Dust Source Leeward Distance (m) T.S.P. Content Img/m3) 50 11.625 Roadside of A Section Dust Arising 100 10.694 of Beijing-Tangshan from Road 1 Expressway 150 5.039 47 The table tells the TSP density within 100 m of the leeward is above 10 mg/m3, which suggests the road-dust has significant affect in this area. Up to the area 150 m from the leeward, the density does not decreaseto 1 mg/m 3 until the range is 200 off the leeward. So it is necessary to often wet earth roads. To sum up, the air impact of dust during the construction period is practically limited in the area of 200 m while the area of 100 m receives more severe impacts. It is mainly construction workers that are affected by such dust. It is, therefore, very necessary to make proper efforts for physical protection of such people. Asphalt smoke results from construction of asphalt concrete which, in this case, is centrally prepared at batching plants equipped with closure process and precipitators. The concrete is delivered to the concreting place in insulating movable high-temperature containers. As studies suggest, asphalt, when heated to 180°C, produces a large amount of smoke. The smelting tank fumished in the plant adopted for this project keepsthe temperature at 160°C, which implies less smoke. In addition, the degreasing and smelting tanks are of a closure type. So no significant impacts are posed on the air quality. As analyzed, hydrocarbon and benzene are the main harmful and toxic substances contained in the asphalt smoke. In October. 1990, a certain monitoring agency in Zhejiang Province monitored the hydrocarbon and benzenedensities at different distances from the leeward of a asphalt bath plant. And another monitoring agency in Beijing also monitored such a asphalt batching plant in the outskirts of Beijing. The result suggests that the CnHm density within 100 m of the leeward does be above the standard, but hydrocarbon density and benzenecontent are very low, with asphalt content satisfying Class A standard of the 'Standard for Pollutant Dischargc if Asphalt Industry' (GB4916-85) which says the mean hourly content of asphalt, when smelted and mixed, is not allowed to be more than 150 mg/mr. As a result, the effect range of air pollution in construction stage is mainly the area 100 m leeward of the work site. Construction workers are principal victims of such impact. 5.1.5 Relocation and Resettlement Luoyang and Sanmenxia exercise jurisdiction over 109 villages distributed in 23 xiangs (township) of 7 counties (city at county level, district), including 10 villages in Mengjin, 1 village from 1 xiang in the outskirts of Luoyang, 20 villages from 3 xiangs (township) in Xinan, 11 villages from 2 xiangs in Yima, 27 villages from 6 xiangs (township) of Mianchi, 30 villages in 6 xiangs in Sanmenxia and 10 villages from 3 xiangs in Hubin District. The former 31 villages are distributed in Luoyang while the latter 78 are governed by Sanmenxia. With a total length of 134.214 km, the road will require a total of 14385.24 mu (885.68 ha) land for permanent use. Details are given in Table 5-6. 48 Table 5-6 Land Use for the Project Land Area No. Type of Land mu ha 1 Dryland 10525.92 701.73 2 Wasteland (slope) 972.96 64.86 3 Orchard 922.98 61.53 4 Vegetable Plot 5.60 0.37 5 Forestland 173.39 11.56 6 Residential Area 684.39 45.63 7 Total 13285.24 885.68 In addition, a total of 2684 mu land will be requisitioned for temporary purposes in the construction stage As a result of land use for permanent purposes, a total of 3436 private rooms 5B065 m2 of 641 households will have to be relocated. In addition, relocation also includes 1014 2 2 earth dwelling caves (28479 m ), 318 brick caves (10429 m ). Out of this total, there are 2859 housings(48107 m 2 ). Also, a total of 470 public rooms (8020 M2 ), including30 earth caves (833 m2), are required to be relocated. Other appurtenances to be removed from the land for permanent use include: 30 motor- pumping wells, 4087 tombs, 17361 m3 fences, 9 brick kilns, 18 lime kilns, 66192 timber trees and 106302 fruit trees. 5.1.5.2 Resettlement Work Quantity The population involved is 2885 people of 641 households, including 1298 people being capable of working or enjoying income source and 1587 without work ability or income source. As a result of the land coverage of the road, 9472 villagers will lose all or part of their leased land, including 4736 with work ability or income source and 4736 without such. 5.1.5.3 Relocation and Resettlement Schedule Appurtenances to be removed requisitioned land, e.g. real estate, motor well and timber, will be provided with life-time compensation according to the "Compensation Standardfor Appurtenance to Land Requisitionedfor State Construction in HenanProvince" and "Notice on Compensation for Appurtenance to Land Requisitionedfor State Construction in Henan Province" both issued by Henan Provincial Government in its document Do. 113 (1989), as well as applicable notices issued by the local govemment as may be concemed. As investigated, all of the 641 householdswhose housing will have be to relocated hope to be resettled elsewhere nearby in their original villages. None of them wants to move out. For resettlement of these people, residentialareas will be allocated, as planned, by the local govemment. 49 Out of tnle total resettlement population, 4736 relocatees with work ability need to be resettled in respect of work, including 4618 people (97.5%) of them will be resettled, as they desire, on farmland redistributed by the local government, while the rest 118 12.5%) go to township enterprises at their will. Resettlement is very complicated task of strong policy implications. As immediately related to interests of the affected population, it has always been attached with great importance by the Government. For construction of the road, well established resettlement organization will be provided such that all efforts in this aspect-will be in strict compliance with a series of laws, regulations or policies. As scheduled, land requisition, relocation and people resettlement will be done from May 1, to September 30, 1996. Such work will be completed by October 1, 1996 which is the planned date of commencement. 5.1.5.4 EnvironmerntalImpact by Resettlement As due consideration is given to opinions and interests of the affected populations (see 'Public Participation' herein), social impacts due to resettlement will be minimized. Since all of those with housings to be relocated will be resettled nearby in their villages, large-scaleor long-distanceresettlement will not be encountered.The existing environment at involved villages will not change after resettlement. Those to go to township enterprises will be employed in existing enterprises. The existing industrial pollutant sources will not be enlarged as a result of the project. So the project will not add any new environmental impacts of such nature. 5.2 Environmental Impact Assessment in Operation Stage 5.2.1 Eco-environmental Impact in Operation Stage 5.2.1.1 Impact on Eco-environmental Conditions In the operation stage, heat absorption by the asphalt road and heat diffusion by vehicle motors will make the nearby air temperature slight higher than that elsewhere. As a result of !amps of vehicles driving in night hours, the immediate vicinity of the road will be subject to light diffusion in prolonged time. The consequent impacts include: a. Such slight temperature rise in the immediate vicinity may increase temperature cumulation to be beneficial to growth of crops; b. Such slight temperature rise may accelerate decomposition of chemical fertilizers and pesticides such that more fertilizers and pesticides have to be applied, which means more agricultural input; 50 c. Such temperature rise may also speed up moisture evaporation and increase water demand of plants; d. Being exposed to more light diffusion, crops will be in better position for growth, but this is not the case for short-illumination crops; and e. Constitution of air on both sides of the rcad in operation will change in such a way that CO and NO, portions will be somewhat increased. The range of such ecological effects, including light, temperature and air, is limited and insignificant. 5.2.1.2 Water and Soil Loss upon Completion of the Road Slope protection and afforestation measureswill be exercisesupon completion of the road, and surface vegetation destroyed will be gradually recovered. Ramps will be protected with grouted scabbling, concrete grids and grass. In case of cut sections, ramps will be stabilized with grouted scabbling, concrete grids, shotcrete or sprayed grass seeds in line with the geology, ramp height and slope. Also, water sumps will be provided, as appropriate, to lead natural slope water to natural ditches or other drainage facilities. As a result, water and soil erosion upon the road construction will be put under better control and the loss will not be worse than the present situation. 5.2.1.3 Prediction of Lead Content of Soil during Oseration Stage Lead contained in vehicle exhaust originates from lead ethide applied to the fuel to avoid explosion. Based on relevant documentation, 50-60% of the lead accompanying the exhaust gas drops in the range 200 m from the road sides while the other 40-50% suspends in air and drifts farther. The lead inflow to the soil in the vicinity of the road will accumulate. The local soil are slight alkaline and soil lead does not vertically move to a large extent, so lead accumulates in the cultivable layer. Accumulation of lead in the cultivable layer is predicted as follows: F = aob*q*po3651G in which, F= annual lead discharge of unit vehicle a = average fuel consumption, assuming a = 0.231 1/km b = average lead content of fuel, assuming b = 0.2 g/l o = lead ratio of exhaust pipe, assuming 7= 75% p = lead deposition ratio at leeward, assuming p = 60% G =soil weight of cultivable layer at leeward, G=0.2 m x 100 x 1 0000 m x 1.2 t/m 2 =24000 t 51 When discharged from exhaust gas, the lead partly drops on crop leaves and drifts away and partly penetrates in the nearby soil at a ratio assumed to be 85%. The total accumulation of lead W = KIB + R) in which, W =lead accumulated in soil K =residual ratio of lead in soil B =background value of lead in cultivable layer of soil R =average annual lead inflow to soil Lead accumulation in n year is as follows: W,,= KJ K,-1 1 ... KAKI B+ RI)+ R2) + ...Re-l + RJ if R,=R 2 =R3 = ...R,,, then W,=BK"+KnRI+Kb'R,+... +RnK=BK1 +N kt.,Kn-3 Predicted lead content of cultivable layer along the road are as shown in Table 5-7. As the prediction suggests, such content in base year of the initial operation stage ranges from 30 to 40 mg/kg which is slight higher than the background value. In 2010 and 2020, respectively base year of the middle and late operation stages, the value will be respectively 60 mg/kg and 100 mg/kg. All these are neither above the limit of 300 mg/kg as recommended by the Ministry of Agriculture for soils with pH value at 6.5, nor above the vworldaverage of 2-200 mg/kg. 5.2.1.4 Agricultural Impact in Operation Stage With adequate provision of 248 culverts/passages and 145 bridgeswith varying sizes,the road will not affect irrigation facilities. Also, field farming activities will not be affected, either. Other agricultural impacts are not significant. When the road is put into service, the structure of crops will be properly adjusted. Within the range 100 m from the road sides, growth of vegetables potato and sweet potato are not recommended. Otherwise, crop quality will be affected or lead in soil will be handed down via food chain. In line with the local topography, it is proper to develop forestry in the range 100 m off the road. Along the road, farming should be carried out in a scientific manner to gain more from unit farmland and to offset the loss caused by the land occupancy. Provided with bridges and culverts, all the natural ditches and canals will not pose any impact on the irirgation systems here. 52 Table 5-7 Predicted Lead Accumulation in Soil along Luoyang-SanmenxiaExpressway Luoyang-Xlnan Xinan-Yima Yima.Mianchi Mianchi-Sanmenxia Year Traffic Flow Net input Cumulation Traffic Flow Net Input Cumulation Traffic Flow Net Input Cumulation Traffic Flow Net Input Cumulation 2000 14481 3.875 30.60 12438 3.328 38.21 12530 3.363 36.90 11476 3.071 30.11 2001 15396 4.120 32.99 13282 3.554 39.07 13373 3.578 38.45 12256 3.280 31.72 2002 16369 4.380 35.50 14185 3.796 41.30 14273 3.819 40.16 13090 3.603 33.4A 2003 17404 4.657 38.15 15149 4.054 43.08 15234 4.078 42.02 13980 3.741 35.34 2004 18503 4.951 40.94 16180 4.330 45.04 16259 4.351 44.036 14930 3.995 37.37 2005 19673 6.264 43.90 17285 4.625 47.18 17356 7.644 46.26 15943 4.266 39.55 2005 20971 5.612 47.03 18533 4.959 49.54 18611 4.980 48.68 17107 4.578 41.92 2007 22356 5.982 50.37 19871 5.317 52.11 19956 6.340 51.32 18366 4.912 44.49 2008 23831 6.377 53.90 21306 5.701 54.92 21399 5.725 54.20 19596 5.270 47.28 2009 25404 6.798 57.67 22844 6.113 57.98 22946 6.140 57.32 21133 5.655 50.28 2010 27278 7.246 61.67 24492 6.554 61.31 24605 6.584 60.71 22689 6.071 53.54 2011 27890 7.463 85.68 25538 6.834 64.74 25648 6.863 64.19 23733 6.351 6e.89 2012 28727 7.687 69.69 26628 7.125 68.27 26736 7.154 67.78 24824 6.643 60.36 2013 29689 7.918 73.73 27765 7.430 71.91 27859 7.457 71.47 25966 8.948 63.94 2014 30476 8.155 77.79 28951 7.747 75.08 29051 7.774 75.28 27161 7.268 67.65 2015 31342 8.387 81.87 30194 8.080 79.57 130282 8.103 79.22 28392 7.597 71.48 2016 32439 8.680 86.02 31593 8.451 83.02 31530 8.464 83.30 29755 7.962 75.47 2017 33674 61.984 90.26 33036 8.840 87.84 33037 8.840 87.63 31183 8.344 79.63 2018 34759 9.298 97.58 34555 19.246 92. 3 34507 9.233 91.93 32680 18.745 .83.95 2019 35966 9.624 98.99 136145 19.672 .96.110 .36043 9.642 .96.49 34248 19.164 188.46 2020 37298 9.981 103.62 137820 110.120 1101.58 137646 10.074 1101.23 35934 19.616 193.17 53 5.2.2 Prediction and Evaluation of Traffic Noise Impact 5.2.2.1 Selection of Prediction Model American FHWA model is used to predict equivalent traffic noise level. With a large traffic flow in day hours, vehicles driving on the road can be regarded as infinite and discontinuous noise sources. The model is expressed as follows: 8 L,w=L,=x +3.O1g(Qj/V 1 ) +lOlg(zorl) +s-13 As the traffic flow in nigh is small, vehicles driving on the road can be deemed as discontinuous point noise sources. The model is expressed as follows: L,q=LAj..+l01g(Q/jVjT) | 201g(zolz) +101g(zO1z)1's&s-13 Then, the equivalent traffic noise level at a given point of the roadside is: L07=lO1g ( 10° W) -'&- in which, L,,=equivalent traffic noise level of "i" type vehicle dB(A) L,= equivalent traffic noise level, d(BA) LA,.= average reference ene-gy level, dB(A), of "i"type vehicles ()=traffic flow of 'i" type vehicle (vehicle/h) VJI=averagespeed of Yi type vehicle (km/h) T = sampling time, 1 hour (hi r.= distance for observing L_ (m) r =distance from observation point to effective lane (m) &S= revision, OS= 3S1 + 3S2 &L=total revision,;l = ,LI + ,L2 + )l3 5.2.2.2 Determination of Relevant Parameters of the Prediction Model a. Average Reference L,,.. This parameter relates to the average speed of vehicles. The relationship is as follows: small vehicle: LA,, =59.3 + 0.23 V middle vehicle: LM,,,= 62.6 + 0.32 V large vehicle: L,,, =77.2 + 0.18 V Based on the actual speed of various types of vehicles in different base years as stated in Chapter 2 herein, it is known that LA,. of large, middle and small vehicles in different base years of the operation stage is as listed in Table 5-8. Table 5-8 LAm,.Mof Various Vehicles unit: dB(A) Year\LA,\Vehicle Type Small Middle Large 2000 82.3 88.2 88.7 2010 80.7 86.6 88.0 2020 78.8 85.0 87.5 54 b. Traffic Flow Versus Actual Average Speed Traffic flow and actual average speed in different base years are predicted as shown in Tables 2-8 and 2-10 in Chapter 2. c. Distance from Prediction Point to Effective Lane Such distance is calculated as follows: r=PD.xD, in which D"=distance from prediction to nearer lane Df =distance from prediction point to farther lane d. Revision &S Revision AS is composed of two components, one is due to longitudinal slope of the road and the other is due to the road surface. The former component is considered as follows: large vehicle: &S slope=98 x 6 middle vehicle: &S slope=73 x 6 small vehicle: &S slope= 50 x 6 The maximum longitudinal slope of the road is 4%, so the revision is calculated as 4 dB(A) in case of large vehicles, 3 dB(A) in case of middle vehicles and 2 dBIA) in case of small ones. The component due to road surface depends upon the road coarseness.This road is paved asphalt concrete, such revision is zero. e. Total Revision &L Such is due to 3 factors, road bend or finite section length, air absorption and acoustic shadow. In the prediction of traffic noise, the road is deemed as an infinite linear source. So revision due to bending or finite section length is zero. As measured, air is high absorptive in case of high-frequency sound above 2000 Hz. However, spectrum analysis of traffic noise suggests that such noise belongs to low- frequency sound at 125-1000 Hz, so air absorption is not obvious and its effect may be ignored. This is to say such this part of revision is also deemed at zero. 55 Figure 5-1 Sketch of Acoustic Shadow Calculation of Embankment Structure Figure 5-2 Sketch of Acoustic Shadow Calculation of Through-cut Structure -~~~ Revision caused by acoustic shadow relates to the road configuration. Such acoustic shadow is judged as shown in Figure 5-1 and Figure 5-2 which, by triangle approximate method, indicates that: Embankment structure: if D> HL 2 d, then the prediction point is in the acoustic shadow; if D< H+hl h d, then the prediction point is in the insonify zone i-1. 2 Cut structure: if D> h +h Hd, the prediction point is in the acoustic shadow; h 22 when D< 1h 2_ d, the prediction is in the insonify zone A2 In case of prediction points in insonify zones, there is no revision due to acoustic shadow. In case of prediction points in acoustic shadow, such revision dependson acoustic range difference. Point A in the aforesaid figures is located in the acoustic shadow, the acoustic range difference , = a + b-c. Embankment structure: a =-H 2 -d2 b=V (D-di) -+ 03z-. Cut structure: a=I (D-d) 2+ (h3 -H) 2 b=-d 2 +h 2 2 2 C=VD, (h +h 2 -H) With known acoustic range difference, revision due to acoustic shadow can be retrieved from the acoustic range difference to acoustic shadow revision relationship curve. 5.2.2.3 Predicted Traffic Noise On the principle that "points and lines should be combined, with focus on points", traffic noise at 16 typical sensitive points included in Chapter 3 herein is predicted as listed in Table 5-9. On the basis of prediction results, traffic noise I.qisograms are worked out as shown in Figures 5-3 through 5-12 with reference to the EIA noise standard that is 70 dB(A) in day and 55 dB(A) in night hours. 56 5.2.2.4 Evaluation of Traffic Noise Impact The range 200 m off the roadside applies Category IV standard of the 'Environmental Noise Standard for Urban Areas (GB3096-93) while schooles and hospitals in the range 100-200 away are evaluated in compliance with Category II standard therein. Overproof of traffic noise at the 16 typical sensitive points is as listed in Table 5-10. As the statistical results suggest, day and night traffic poise lq at Dongcun 200 m off the road centerline in the initial operation stage satisfies Category 11standard. In the middle and late operation stages, the noise L. is above the standard only when it is subject to the peak traffic flow in day hours, and the overproof is less than 5 dB(A). The noise L,q at Shanglinghou 90 m off the road centerline is not above the standard in the situation of average traffic flow during day hours in both initial and middle operation stages. The value during day and night hours in middle and late operation stages is above the standard in some cases, though, the overproof is less than 5 dB(A). This suggests that traffic noise only poses trace of impacts on the rage 100-200 m off the roadside, but the range 100 m away receives more traffic noise impacts. Out of the sensitive points 100 m off the roadside, Shuiquan, Uncun and Huocun will be exposed to traffic noise overproof higher than 10 dB(A) during night hours in the initial operation stage. In the middle operation stage, the number of such sensitive points with overproof more than 10 dB(A) in night hours goes up to 10, with a maximum overproof of 17.7 dB(A). The noise level in day hours will not be above the standard. Up to the late operation stage, all these points, save for Tulinghou and Chengcun, will be exposed to traffic noise overproof higher than 10 dB(A) in nighr hours. At the average traffic flow in day hours, only 1 point will have overproof higher than 10 dB(A), with a maximum being 10.7 dB(A) above the standard. Since the acoustic environment is in a relatively good situation and the background value of environmental noise is at a low level at most of the road sections, the environmental noise L., at these points in the operation stage does not greatly differ to the predicted noise levels when superimposedto the background values. Superimposition results are as given in Table 5-11 Therefore, the range 100 m off the road in operation, especially in middle and late stages, will suffer from traffic noise disturbance. In particular, rest at night will be affected to a greater extent. It is thus necessary to provide these points with engineering or other measures to mitigate such impacts. 57 Table 5-9 Predicted Traffic Noise at Sensitive Points unit: 1 d8(A) Sensitive 2000 2010 2020 | NO. Chalnage ____ Point Day Day Night Day Day Night Day Day Night ______Peak Averafge Avarage Peak Average Average Peak Average Average 1 k3+820-k4+070 Shuiquan 78.5 75.2 68.1 81.2 77.9 70.7 82.0 78.7 71.6 2 k5+860-kB + 100 Dongcun 60.0 56.6 41.1 62.7 59.4 43.9 63.5 60.2 44.7 3 k6+900-k7+100 Llngou 80.5 77.2 70.1 83.2 79.9 72.7 84.0 80.7 73.6 4 k7+450-k8+200 Beizhuanggou 75.8 72.4 63.5 78.4 75.1 66.2 79.3 76.0 67.0 5 k 10+570-k10+900 Huocun 75.5 72.2 65.1 78.2 74.9 67.7 79.0 75.7 68.6 6 k25+ 800 -k25+900 Hebelcun 69.5 65.7 63.0 71.9 68.6 64.9 73.2 69.9 66.2 7 k26+000-ik26+140 Pailoucun 70.8 67.4 62.2 73.7 70.3 65.1 75.0 71.6 66.5 8 k41 +670-k41 +900 YingIi 72.9 69.5 62.4 75.8 72.4 65.3 77.1 73.8 66.6 9 k44+080-k44+330 Dicun 69.5 66.2 55.8 72.4 69.0 58.7 73.7 70.4 60.0 10 k47+450-k47+670 Loupal 77.0 736 67.3 79.9 76.6 70.2 81.2 77.9 71.6 11 k56+800-k57+250 Zhanggou 74.4 71.1 63.9 77.3 73.9 66.8 78.6 75.2 68.1 12 k6006+6B-k670+120 Goudong 77.5 74.2 6f7.1 80.4 77.1 70.0 81.9 78.5 71.4 13 k70 + 600 -k71 +000 Zhuchengcun 71.21 67.8 56.2 74.1 70.7 62.7 75.5 72.2 64.1 14 k72+870-k74+060 Jlexiedongwa 71.6 68.2 61.1 74.4 71.1 64.0 75.9 72.5 65.4 15 k106+280-klOI1+600 Tulinghou 70.2 66.9 54.9 73.1 69.8 57.8 74.5 71.2 59.2 16 k133+060-k134+140 Chengcun 73.3 69.0 59.4 76.3 72.9 62.3 77.7 74.2 63.8 58 Table5-10 Statisticson Traffic NoiseOverproof at SensitivePoints unit: I dB(A) Sensitive 2000 | 2010 | 2020 NO. Chainage Point Day Day Night Day Day Night Day Day Night ______Peak Average Average Peak Average Average Peek Average Average 1 k3+820-k4+070 Shuiquan 8.5 5.2 13.1 11.2 7.9 15.7 12.0 8.7 16.6 2 k5+860-k6+100 Dongcun / / / 2.7 ' / 3.5 0.2 / 3 k6+900-k7+100 Lingou 10.5 7.2 15.1 13.2 9.9 17.7 14.0 10.7 18.6 4 k7+450-k8+200 Beizhuanggou 5.8 2.4 I3.5 7.4 5.1 11.2 9.3 6.0 12.0 5 k10+570-k10+900 Huocun 5.5 2.2 10.1 8.2 4.9 12.7 9.0 5.7 13.6 6 k25+800-k25+900 Hebeicun I / 13.0 1.9 / 9.9 3.2 / 11.2 7 k26+000-k26+140 Pailoucun 0.8 / 7.2 3.7 0.3 10.1 5.0 1.6 11.5 8 k41 +670-k41 +900 Yingli 2.9 / 7.4 5.8 2.4 10.3 7.1 3.8 11.6 9 k44+060-k44+330 Dicun / / 0.8 2.4 / 3.7 3.7 0.4 10.0 10 k47+450-k47+670 Loupal 7.0 3.6 7.3 9.9 6.6 15.2 11.2 7.9 16.6 11 k56+800-k57+250 Zhanggou 4.4 1.1 8.9 7.3 3.9 11.8 8.6k 5.2 13.1 12 k66+660-k67+120 Goudong 7.5 4.2 7.1 10.4 7.1 15.0 11.9 8.5 16.4 13 k70+600-k71 +000 Zhuchengcun 1.1 / 1.2 4.1 0.7 7.7 5.5 2.2 9.1 14 k72+870-k74+060 Jlexledongwa 1.5 I 6.1 4.4 1.1 9.0 5.9 2.5 10.4 15 k106+280-k106+600 Tulinghou 0.2 3.1 2.8 4.5 1.2 4.2 16 k133+060-k134+140 Chengcun 3.3 / 4.4 6.3 2.9 7.3 7.7 4.2 8.8 59 Table 5.11 SuperimposedTraffic Nolseat SensitivePoints unit: I. dBIA) PredictiondBMAI SuperimpositiondBiA) No. Chainage Sensitive Present Timo Point L, dB(A) interval 2000 2010 2020 2000 2010 2020 Day 75.2.78.5 77.9-81.2 78.7-82.0 75.2-78.5 77.9-81.2 78.7-82.0 1 k3 +820- k4 +070 Shuiquan . k3+820-k4+070Shulquan Night 08.1 70.7 71.6 68.1 70.7 71.6 Day 156.6-60.0 59.4-62.7 60.2-63.5 56.7-0.2 59.4-62.7 60.2-63.5 2 k5+860-k6+100 Dongcun Night 41.1 43.9 44.7 42.5-44.1 44.7-45.7 45.4-4B.2 Diiy 77.2-80.5 79.9-83.2 80.7-84.0 77.2-80.5 79.9-83.2 80.7-84.0 3 k6+900-k7+100 Llngou_. 3_k_9_k7100Lnou iglit 70.1 72.7 73.6 70.1 72.7 73.6 Day 72.4.75.8 75.1-78.4 76.0-79.3 72.4-75.8 75.1-78.4 76.0-79.3 4 k7+450-k8+200 Belzhuanggou Day: 40-47 Night 63.5 66.2 67.0 63.5 66.2 67.0 Night: 37-41 Dny 72.2-75.5 74.9-78.2 75.7-79.0 72.2-75.5 74.9.78.2 75.7-79.0 5 klO+570-klO+900 Huocun .. ______Night 65.1 67.7 68.8 65.1 67.7 B8.6 Day 65.7-69.5 68.6-71.9 69.9-73.2 65.7-69.5 68.6-71.9 69.9-73.2 6 k25+800-k25+900 Hebeicun ______Night 63.0 64.9 66.2 63.0 64.9 B6.2 Day 87.4-708 70.3-73.7 71.6-75.0 57.4-70.8 70.6-73.7 71.6-75.0 7 k26 + 000- k26 + 140 Pailoucun Night 62.2 65.1 68.5 62.2 65.1 66.5 Day 69.5-72.9 72.4-75.8 73.8-77.1 69.5-72.9 72.4-75.8 73.8-77.1 8 MI + 670 - k41+900g Night 62.4 65.3 66.6 62.4 65.3 66.6 60 PredictiondBIA) SuperimpositiondB(A) No. Chainace Sensitive Present Timo Point LqdB(A) Interval 2000 2010 2020 2000 2010 2020 Day 66.2-69.5 69.0-72.4 70.4-73.7 66.2-69.5 69.0-72.4 70.4-73.7 9 k44 + 060- k44 + 330 Dicun I______Night 55.8 58.7 60.0 55.9 58.8 60.0 Day 73.6-77.0 76.6-79.9 77.9-81.2 73.6-77.0 76.6-79.9 77.9-81.2 10 k47+450-k47+670 p Night 67.3 70.2 71.6 67.3 70.2 71.6 Day 71.1-74.4 73.9-77.3 75.2-78.6 71.1-74.4 73.9-77.3 75.2-78.6 11 k56+800-k57+250 Zhanggou Night 63.9 66.8 68.1 63.9 66.8 68.1 Day 74.2-77.5 77.1-80.4 78.5-81.9 74.2-77.5 77.1-80.4 78.5-81.9 12 k68+660-k67+120 Goudong Night 67.1 70.0 71.4 67.1 70.0 71.4 Day 67.8-71.1 70.7-74.1 72.2-75.5 67.8-71.1 70.7-74.1 72.2-75.5 13 k70+600-k71 +000 Zhuchengcun Night 55.2 62.7 64.1 56.3 62.7 04.1 +870"k74 +080 Jiexiedongwa Day: 40-47 Day 68.2-71.5 71.1-74.4 72.5-75.9 68.2-71.5 71.1-74.4 72.5-75.9 14 k72 + 870-k74+080 JiexiedongwaNint:37-41 _ _ _ .4 ______Night 61.1 64.0 65.4 61.2 64.0 _65.4 Day 66.9-70.2 69.8-73.1 71.2-74.5 67.0-70.2 69.8-73.1 71.2-74.5 15 k106+280-kIO6+600 Tulinghou Night 54.9 57.8 59.2 55.0 57.8 59.2 Day 69.0-73.3 72.9-76.3 74.2-77.7 69.0-73.3 72.9-76.3 74.2-77.7 18 kl33+060 -k34+ 140 C_ongcun Niglit 59.4 62.3 63.8 59.4 62.3 03.8 61 5.2.3 Air Environmental Impact Assessment 5.2.3.1 Pollution of Meteorology Field aerophysical surveys were carried out along the road in Luoyang, Xinan, Yima, Mianchi and Sanmenxiain 1990-1993. The measured results suggest that the low-altitude detection data are well pertinent and coincident with ground observation data provided by corresponding meterological stations. Wind deviation in 80% cases is not more than one position while that in fewer than 10% cases is not more than two positions. As a result, the ground observation data available at the local meterological stations can be used for analyzing the polluted meterological features. In terms of the local jurisdiction and topographic features, meterological data used, through analysis and comparison, for the EIA are as follows: Luoyang-Xinansection: meterological data from Luoyang Xinan-Yima section: meterological data from Xinan Xinan-Mianchi section: meterological data from Mianchi Mianchi-Sanmenxiasection: meterological data from Sanmenxia Such data from these sources are all from in the series from 1989-1993. a. Conventional Observation Values of Meterological Elements Conventional observations of meterological elements obtained from Luoyang, Xinan, Mianchi and Sanmenxia in the past 5 years are as stated in Table 5-12. Table 5-12 Average Values of Contentional Meterological Observation Values Etement Unit Luoyang Xinan Mianchi Sanmenxia Annual Average Temperature °C 14.4 14.1 12.4 13.9 Annual Average Air pressure HPa 987.0 955.7 970.2 Annual Average Precipitation mm 585.4 670.0 631.6 554.9 lAnnual Average Relative Humidity % 69 S5 66 60 As seen from the table, the local precipitation and relative humidity are on the lower side, which meansthe project area is dry. b. Ground Wind Speed Long-term average and maximum wind speed values are figured out, on the basis of the statistics data over the past 5 years, as shown in Table 5-13. Table 5.13 Wind Speed at Different Places along the Road unit: m/s WindSpeed Luoyang Xinan Mianchi Sanmenxia Average 1.7 12.9 3.2 2.9 Maximum 20 20 20 20 62 In the year, wind speedin the spring and winter is relativehigher as comparedwith that in the summerand autumn. c. GroundWind Direction Groundwind directionfrequencies from placeto place are describedin Table 5-14. Table5-14 Wind DirectionFrequency over the Past 5 Years Trend\%\Area Luoyang Xinan Mianchi Sanmenxia N 2.4 0.9 2.0 NNE 2.6 0.6 3.5 NE 9.4 0.4 9.0 ENE 5.8 1.4 17.0 E 4.4 14.0 9.1 13.0 ESE 0.8 20.0 6.0 SE 2.4 7.1 1.5 SSE 1.2 1.4 1.0 S 4.2 0.7 1.9 SSW 2.4 0.4 2.6 SW 6.0 0.8 6.1 WSW 3.6 4.1 7.2 W 10.4 12.3 4.4 WNW 3.8 21.3 2.1 NW 3.0 S.6 1.4 NNW 1.0 3.2 2.0 IC 37.0 17.0 19.3 Wind frequenciesin different placesalong the road are as illustratedin the rosettes. d. Air Stability Based on the above mentionedmeterological data, air stability is divided, by Pasquill stability categorizationmethod, into 3 categories,namely, unstable, neutral and stable. The total frequencyof neutral and stability in the aforesaidcities alongthe road is all above 70% while that of unstableis lessthan 30%. e. Inversion Among different types of inversion, the inversionon the ground imposesthe most significant impacts on the exhaustdiffusion of vehicles. Basedon the measureddata providedby Luoyang,Xinan, Mianchiand Sanmenxia,such inversionoccurs 17:20 and 63 then intensifies until its climax at 2:00-4:00 the next morning. As the sun rises, it disappears as temperature goes up. The measured data also indicate that duration, top height and intensity of ground inversion in the winter are all higher than those in the summer. Frequency of ground inversion is rather high in the project area, with a minimum top height generally being 30-50 m and maximum about 300 m. The average inversion intensity is 1.50C/100 m. The existence of such inversion is unfavorable to exhaust diffusion. Fortunately, most of such occurs in night hours when the traffic flow -is relatively small and less exhaust is discharged. Therefore, it will not cause significant air environmental impacts along the road. 5.2.3.2 Prediction Factor and Source Intensity Factors selected for predicting the local air environmental impacts include CO and NO,. With the road regarded as an infinite linear source, the intensity is calculated as follows: Q = f -Sk I jB jj in which: Q =linear intensity of "j" pollutant (mg/m.s) Si=traffic flow of "i" type vehicles (vehicle/h) K11=emission factor of "i" pollutant by "j" vehicle Bq=revision of "i" pollutant by "jI type vehicle Table 5-15 includes CO and NO, linear source intensiiy values ir. the 3 bases of 2000, 2010 and 2020. 5.2.3.3 Selection of Prediction Model EPA highway model of America is selected for predicting air environmental impacts of the road. When u21.0 m/s and Q222.5 0, L=, 2 Q texp- 1 (2-He) 2 2 a2 (sm'e0 x) +CF..] *usz 2 [ao (xsM 3re)+0. 0 2 When 1.0O>u>0.3mis or u21.0 m/s, and 0<22.50, 2 C=G _ __ Q exp_ (2-Hsube) 7T4X+(YO l (2+CFu 2 (ozaz+o )2 in which: C = pollutant concentration at leeward (mg/m3) Q=linear pollutant source intensity (mg/m.s) o,=vertical diffusion parameter im) u =deliver wind speed (m/s) e =angle of wind direction and road (0) H,=effective height of linear source (m) x=vertical direction at leeward (m) a,D=vertical initial diffusion range (Im) a,o=horizontal initial diffusion range (m} 64 Table5-15 Air PollutantSource Intensity along Luoyang-Sanmenxia Expressway unit: mgfm.s 2000 2010 2020 Section a ,tb. al - o NO, Co NO, co NO, Day Peak 19.58 1.43 36.60 2.68 50.43 3.69 Luoyang-Xinan Day Average 9.08 0.66 17.00 1.24 23.43 1.72 I______Night Average 6.86 0.50 12.80 0.94 17.66 1.29 Day Peak 16.82 1.23 33.12 2.37 51.14 3.75 Xinan-Mianchi Day Average 7.80 0.57 15.37 1.12 23.74 1.74 Night average 5.89 0.43 11.59 0.85 17.90 1.31 Day Peak 16.94 1.24 33.26 2.44 50.91 3.73 Mianchi-Yima Day Average 7.86 0.58 15.45 1.13 23.62 1.73 Night Average 5.93 0.43 11.63 0.85 17.81 1.30 Day Peak 15.53 1.14 30.69 2.25 48.58 3.56 Yima-SanmenxiaDay Average 7.20 0.53 14.24 1.04 22.54 1.65 I! Night Average 5.43 0.40 10.74 0.79 17.00 1.24 65 5.2.3.4 Selection of Relevant Parameters Used In the Model a. Diffusion Parameters 0.=g(aLS) h in which,° g,a,h parameters related to stability area valued as shown in Table 5-8 while Vo,is valued as: when u23 m/s, a,,=1.5 (m) when 3 > u 21.0 mis, oX - 4.5-u (m) when u < 1 .0 m/s, vo = 3.5 (m) b. Delivery Wind Speed H U=10(:)1 in which, u10=wind speed 10 above ground Im/s) m=wind speed profile indicator uO=wind speed revision due to exhaust gas, assumed at 0.23-0.63 (m/s) Table 5-16 g. h and a as Valued in Vertical Diffusion Parameter Stability 9 h a A 122.8 0.945 9 B 90.7 0.932 12 C 61.1 0.915 17 D 134.5 0.870 27 E 124.3 0.837 36 If 115.2 -0.816 58 c. Effective height of Linear Source Generally, the height of exhaust.pipe is about 30 cm which, plus effect of exhaust flow and subgrade height, is the effective height of linear source. 5.2.3.5 Assumptions for Prediction Assumptions for predicting air environmental impacts bythe project include prevailingwind and secondary wind directions, neutral and stable stability with higher frequencies, annual average wind speed and prediction distance (200 m leewardl. Table 5-17 Assumptions for Predicting Air Environmental Impact Section Stability Wind Speed l Luoyang-Xinan D 1.7 W 00 EF NE 450 Xinan-Yima D 2.9 W 00 EF __ _ _N 900, Yima-kiianchi D 3.3 WNW 22.50 EF ESE 22.50 Mianchi-Sanmenxia D 2.9 ENE 22.50 IEF 6 IE 100, 66 5.2.3.6 Prediction Results Prediction results obtained from the 19 typical sensitive points are given in Table 5-18. In the initial operation stage, CO concentration of air at these points may be, at most, 2.792 mg/m3 which is 28% of the EIA standard while the maximum NO. concentration may be 0.204 mg/m3 which is 36% above the standard. The points with overproof are located in Luoyang-Xinan section except the instantaneous NO, content is above the standard at Shuiquan, Lingou, Beizhuanggouand Huocun except Dongcun which is 200 m off the road. In the middle operation stage, the maximum CO concentration at all of these points may be 5.220 mg/m3 which, though is not above the standard, accounts for more than 50% thereof. The instantaneous NO. content may be as high as 0.380 mg/m3, i.e. 1.5 times above the standard. Such points are located at Luoyang-Xinan and Xinan-Yima sections. During the late operation stage, the maximum CO concentration at all of these points may be 7.193 mg/ml3 which, though is not above the standard, accounts for more than 72% thereof. The instantaneous NO, content at all of points may be above the standard, with a maximum value 0.526 mg/m3 , i.e. 2.5 times above the standard. It is obvious that NO. will be the leading air pollutant when the road is put into service. At high traffic flow, the instantaneous NO. content may be above the standard. Up to the late operation stage, instantaneous NO. concentration at sensitive points 200 m leeward of the road will be prubably above the standard at peak traffic flow. The instantaneous CO content at leeward of the road in the entire operation stage is not above the standard, though, it may be more than 70% thereof. When the road is open to traffic, exhaust gas will cause significant impacts on sensitive points 100 m leeward of the road. And such impact will increase as the traffic flow goes up. Table 5.19 gives results of present concentrations superimposed by predicted values at these 19 sensitive points. As the table suggests, the superimposed concentrations are greatly contributed by exhaust pollutants of vehicles. The overproof of pollutant contents at these points are almost the same as the predicted results. In middle and late operation stages, instantaneous CO and NO. concentration proof will be more significant, especially, NO, values may be above the standard at all of these points, with a maximum overproof higher than predicted. Tables through 5-20 to 5-43 include predicted instantaneous CO and NO. concentrations in different stages of the operation period. The.results suggest that the leeward CO and NO. concentrations at day peak traffic flow is more than double of the values at average day average flow. Overproof of air pollutants at leeward of the road, especially NO., will mainly occur at day hours with peak traffic flow. As predicted, Luoyang-Xinan section will be exposed to more impacts of such nature in the operation stage. Up to the late operation stage, the maximum affected range in this section may reach 140 m leeward. At day average traffic flow, such range involved in the rest sections will not be more than 100 m leewards. When the road is open to traffic, NO, will be the predominating air pollutant at leeward. In line with the local topography and polluted meterological conditions, there will be less possibility of cumulative air pollution and photochemical smog pollution. 67 Table 5-18 Air Environmentalmonitoring Results of Sensitive Points ______Prediction Result (mglm) Sensitive No. Chainage Point 2000 2010 2020 CO NO. CO NO. CO NO. I 1 k3+H20-k4+070 Shuiquan 0.012-2.792 0.000-0.204 0.023.S.220 0.001.0.380 0.031.7.193 0.002.0.526 2 k65+860-k6+ 100 Oongcun 0.001-1.411 0.000.0.103 0.003-2.638 0.000.0.192 0.004-3.635 0.000.0.266 3 k8+900-k7+100 Lingou 0.012.2.792 0.0000.204 0.023.5.220 0.001-0.380 0.031.7.193 0.002.0.526 4 k7+450-k8+200 Beizhuanggou 0.010-2.672 0.000.0.192 0.019.4.911 0.001-0.362 0.026-6.826 0.002-0.196 6 k10 + 670- k 10+ 900 Huocun 0.012-2.792 0.000-0.204 0.023.6.220 0.001-0.380 0.031-7.193 0.002-0.526 6 k26+800-k26+900 Hebelcun 0.011-1.185 0.000-0.086 0.021-2.216 0.000-0.168 0.033-3.421 0.002-0.250 7 k26+000-k26+140 Pallcucun 0.011.1.185 0.000-0.086 0.021.2.216 0.001- 0.158 0.033-3.421 0.002.0.250 '8 k41 + 670-k41 + 900 Yingli 0.006.1.070 0.000-0.078 0.012-2.020 0.000-0.144 0.019-3.120 0.001-0.228 9 k44 + 080-k44+330 Dicun 0.004-0.972 0.000.0.071 0.008-1.847 0.000-0.138 0.012-2.852 0.000-0.209 10 k47 +450-k47 + 670 Loupal 0.00681.070 0.000-0.086 0.012.2.020 0.000-0.144 0.019.3.120 0.001-0.228 11 k66 +800- k67 +250 Zhanggou 0.431-1.170 0.000-0.107 0.846-2.886 0.061.0.211 1.29564.418 0.094-0.323 12 k66+660-k67+ 120 Goudong 0.001.0.702 0.031-0.051 0.002-1.389 0.000-0.101 0.003-2.062 0.000-0.161 13 k70 + 600 -k71 + 000 Zhuchengeun 0.001.0.702 0.000-0.051 0.002-1.389 0.000-0.101 0.003-2.062 0.000.0.161 14 k72+870-k74+060 Jiexledongwa 0.001-0.702 0.000-0.051 0.002-1.389 0.111-0.101 0.003-2.062 0.000-0.161 15 klO8+280-klO6+600 Tulinghou 0.000-0.697 0.000-0.051 0.001-1.377| 0.000-0.101 0.002-2.045 0.000-0.159 k133+0G0-kl34+140 Chongculln 0.000 0.717 0.000-0.052 0.002-1.417 10.000-0.10310.003-2.105 |0.0000.164 68 Table 5-19 SuperimposedAir Pollutant Concentrations at Sensitive Points Present SuperimposedConcentration (mgIm3) No. Chainage Sensitive Concentration Point (mg/MIn) 2000 2010 2020 Co NO. co NO CO NO, Co NO. 1 k3+820-k4+070 Shuiquan 3.202.7.602 0.002-0.234 0,013-10.030 0.003-0.410 3.221-12.003 0.004.0.556 0.19 0.002 2 k5+860-k6+100 Dongcun . 3.191-6.221 0.002-0.133 3.193-7A48 0.002-0.222 3.194-A.445 0.002-0.296 3 k6+i900-k7+100 Lingou 4.81 0.030 3.020-7.602 0.002-0234 3.123-10.030 0.003-0.410 3.221-12.003 0.004-0556 4 k7+450-kS+200 Belzhuanggou 3.200-7.482 0.002-0.222 3.209-9.721 0.003-0.392 3.216-11.636 0.004-0.526 5 klO+-570-kl O+900 Huacun 3.207.7.602 0.002-0234 3.123-10.030 0.003-0.410 3.221-12.003 0.004-0.556 e k25+600-k25 +900 Hebelcun 4.471-9.055 0.006-0.123 4.481-10.086 0.007.0.195 4.493-11.291 0.008-0.287 7 k26+000-k26+140 Palloucun 4.46 0.006 4.471-9.055 0.008-0.123 4.481-10.086 0.007-0195 4.493-11.291 0.008-0.087 8 k41 +670-k41 +900 Yingli 4.466-8.910 0.006-0.115 0.472-9.870 0.006-0181 4.479-10.990 0.007-0.265 9 k44 +060-k'44+330 Dicun 7.87 0.037 4.464-8.842 0.000-0.108 4.468-9.717 0.006-0.175 4.472-10.722 0.006-0.246 10 k47+450-k47+670 Loupal 4.466-8.910 0.006-0.115 0.472-9.870 0.006-0.181 4.479-10.990 0.007-0.265 11 k56s+800-k57 +250 Zhanggou 3.97-8.14 0.006-0.012 4.401-7.610 0.036-0.119 4.815-9.026 0.066-0.223 5.265-10.558 0.099-0.335 12 k6+ 660-k67 +120 Goudong 2.011.7.802 0.002-0.128 2.012-8.489 0.002-0.178 2.013.9.162 0.002-0.238 13 k70+600-k71 +000 Zhuchengcun2.01 0.02 2.011-7.802 0.002-0.128 2.012-8.489 0.002-0.178 2.013-9.162 0.002-0.238 14 k72 +870-k74+060 Jiexiedongwa 2.011-7.802 0.002-0.128 2.012-8.489 0.0020.178 2.013-9.162 0.002-0.238 15 k 106+280-hk 10o+e00 Tulinghou 7.10 0.077 2.010-7.797 0.002-0.128 2.011-8.477 0.002-0.178 2.012-9.145 0.002-0.236 16 hi33+060-ki 34+140 Chengcun 12.011-7.817 2.002-0.129 2.012-8.517 0.002-0.180 2.013-9.205 0.002-0.241 69 Table 6520 Distribution of Ground CO Concentration at Luoyang-XlnanSection lInitial Operation Stage: 2000) unit: mglm3 Interval Angle Stability 20 40 . 60 80 100 120 140 160 180 | 200 D 0.062 0.035 0.023 0.016 0.012 0.009 0.007 0.006 0.005 0.004 00 _EF 0078 0.046 0.031 0.022 0.017 0.014 0.011 0.009 0.008 0.007 Day Peak D 2.517 2.075 1.776 1.559 1.393 1.262 1.155 1.066 0.990 0.926 450____ EF 3.250 2.792 2.462 2.210 2.010 1.847 1.711 1.596 1.497 1.411 D 0.028 0.016 0.010 0.007 0.005 0.004 0.003 0.003 0.002 0.002 EF 0.036 0.021 0.014 0.010 0.008 0.006 0.005 0.004 0.003 0.003 . Day Mean D 1.167 0.862 0.824 0.723 0.646 0.585 0.535 0.494 0.459 0.429 450 EF 1.507 1.295 1.141 1.024 0.932 0.856 0.793 0.740 0.694 0.654 D 0.021 0.012 0.008 0.005 0.004 0.003 0.002 0.002 0.001 0.001 EF 0.027 0.016 0.011 0.008 0.006 0.004 0.004 0.003 0.002 0.002 Night Mean D 0.882 0.727 0.622 0.546 0.489 0.442 0.404 0.373 0.347 0.324 450 ° EF 1.139 0.97.8 0.862 0.774 0.704 0.647 0.599 0.599 0.524 0.494 70 Table 5-21 Distribution of Ground NO, Instantaneous Concentration at Luoyang-XinanSection Leeward (Initial Operation Stage: 2000) unit: mg/m 3 Interval Angle Stability 20 40 60 80 100 120 140 160 180 200 D 0.004 0.002 0.001 0.001 0.000 0.000 0.000 0.000 0.000 0.000 00 EF 0.005 0.003 0.002 0.001 0.001 0.001 0.000 0.000 0.000 0.000 Day Peak D 0.183 0.151 0.129 0.113 0.101 0.092 0.084 0.077 0.072 0.067 4501 EF 0.237 0.204 0.179 0.161 0.146 0.134 0.125 0.116 0.109 0.103 D 0.002 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 00 EF 0.002 0.001 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000 Day Mean D 0.084 0.070 0.059 0.052 0.047 0.042 0.038 0.035 0.033 0.031 450 EF 0.109 0.094 0.083 0.074 0.067 0.082 0.057 0.053 0.050 0.047 D 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 00 EF 0.002 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 Night Mean D 0.064 0.053 0.045 0.039 0.035 0.032 0.029 0.027 0.025 0.023 450 EF 0.083 0.071 0.062 0.056 0.061 0.047 0.043 0.040 0.038 0.036 71 Table5-22 DistributIonof GroundInstantaneous CO Concentrationat Leewardof Xinan-YimaSection (Initial Operation Stage) unit: mg/ml Interval Angle Stability 20 40 60 80 100 120 140 160 180 200 D 0.032 0.018 0.012 0.008 0.006 0.005 0.004 0.003 0.002 0.002 _____ EF 0.038 0.023 0.015 0.011 0.008 0.007 0.005 0.004 0.004 0.003 Day Peak D 1.009 0.878 0.774 0.691 0.625 0.570 0.525 0.486 0.454 0.425 900 EF 1.185 1.070 0.972 0.890 0.821 0.762 0.711 0.667 0.628 0.594 D 0.015 0.008 0.005 0.004 0.003 0.002 0.001 0.001 0.001 0.001 00 EF 0.017 0.010 0.007 0.005 0.004 0003 0.002 0.002 0.001 0.001 Day Mean D 0.468 0.407 0.359 0.320 0.289 0.264 0.243 0.225 0.210 0.197 900 EF 0.549 0.496 0.451 0.413 0.381 0.353 0.330 0.309 0.291 0.275 D 0.011 0.006 0.004 0.003 0.002 0.001 0.001 0.001 0.001 0.000 00 EF 0.013 0.008 0.005 0.004 0.003 0.002 0.002 0.001 0.001 0.001 Night Mean D 0.353 0.307 0.271 0.242 0.218 0.199 0.183 0.170 0.159 0.149 900 EF 0.415 0.374 0.340 0.311 0.287 0.267 0.249 0.233 0.220 0.208 72 Table5-23 Distributionof GroundInstantaneous Concentratlon at Leewardof Xinan-YlmaSection (Initial OperationStage: 2000) unit: mg/mr3 Interval Angle Stability 20 40 60 80 100 120 140 160 180 200 D 0.002 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 _ _ EF 0.002 0.001 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000 Day Peak D 0.073 0.064 0.056 0.050 0.045 0.041 0.038 0.035 0.033 0.031 900 EF 0.086 0.078 0.071 0.065 0.060 0.055 0.052 0.048 0.046 0.043 D 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 00° EF 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 Day Mean D 0.034 0.029 0.026 0.023 0.021 0.019 0.017 0.016 0.015 0.014 .90° EF 0.040 0.036 0.033 0.030 0.027 0.025 0.024 0.022 0.021 0.020 D 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 00° EF 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 Night Mean D 0.025 0.022 0.019 0.017 0.016 0.014 0.013 0.012 0.011 0.010 .900 EF 0.030 0.027 0.024 0.022 0.021 0.019 0.018 0.017 0.016 0.015 73 Table 6-24 Distribution of Ground Instantaneous NO, Concentration at leeward of Yima-Mianchl Section (Initial Operation Stage: 2000) unit: mg/m3 Interval Angle Stability 20 40 60 80 100 120 140 160 180 200 D 0.106 0.090 0.076 0.064 0.056 0.050 0.045 0.041 0.037 0.034 22.0 EF 0.116 0.107 0.095 0.084 0.075 0.068 0.062 0.057 0.053 0.049 Day Peak D 0.106 0.090 0.075 0064 0.056 0.050 0.045 0.041 0.037 0.034 22.56° EF 0.116 0.107 0.095 0.084 0.075 0.068 0.062 0.057 0.053 0.049 D 0.049 0.042 0.035 0.030 0.026 0.023 0.021 0.019 _0.017 0.018 22.50 EF 0.054 0.050 0.044 0.039 0.035 0.032 0.029 0.026 0.024 0.023 Day Mean D 0.049 0.042 0.035 0.030 0.026 0.023 0.021 0.019 0.017 0.016 22.5_ EF 0.054 0.050 0.044 0.039 0.035 0.032 0.029 0.026 0.024 0.023 D 0.036 0.031 0.026 0.022 0.019 0.017 0.015 0.014 0.013 0.012 22,50 EF 0.040 0.037 0.033 0.029 0.026 0.023 0.021 0.019 0.018 0.017 Night Mean D 0036 0.031 0.026 0.022 0.019 0.017 0.015 0.014 0.013 0.012 22.50nEF 0.040 0.037 0.033 0.029 0.026 0.023 0.021 0.019 0.018 0.017 74 Table 5-25 Distribution of Ground CO Instantaneous Concentration at Leeward of Yima-Mianchi Section {Initial Operation Stage) unit: mg/m3 Interval Angle Stability 20 40 60 80 100 120 140 160 180 200 D 1.448 1.232 1.034 0.85 0.772 0.686 0.617 0.561 0.515 0.476 22.50 EF 1.587 1.470 1.302 1.155 1.034 0.935 0.853 0.785 0.728 0.678 Day Peak D 1.448 1.232 1.034 0.885 0.772 0.686 0.617 0.561 0.515 0.476 l22.50 EF 1.587 1.470 1.302 1.155 1.034 0.935 0.853 0.785 0.728 0.678 D 0.672 0.571 0.479 0.410 0.358 0.318 0.286 0.260 0.239 0.221 22.50 EF 0.736 0682 0.604 0.535 0.479 0.434 0.396 0.364 0.337 0.315 Day Mean D 0.672 0.571 0.479 0.410 0.358 0.318 0.286 0.260 0.239 0.221 22.50 EF 0.736 0.682 0.604 0.535 0.479 0.434 0.396 0.364 0.337 0.315 D 0.507 0.431 0.362 0.309 0.270 0.240 0.216 0.196 0.180 0.166 l 22.50 EF 0.555 0.514 0.456 0.404 0.362 0.327 0.298 0.275 0.254 0.237 Night Mean D 0.507 0.431 0.362 0.309 0.270 0.240 0.216 0.196 0.180 0.166 22.50 EF 0.555 0.514 0.455 0.404 0.362 0.327 0.298 0.275 0.245 0.237 75 Table 5-26 Distributionof Ground InstanteneousCO Concentrationat Leewardof MianchiSanmenxiaSection (initial OperationStage: 2000) unit: mglm3 Interval Angle Stability 20 40 60 80 100 120 140 160 180 200 22.5 D 0.543 0. E302 0.703 0.660 0.609 0.561 0.517 0.479 0.446 0.417 22.50 EF 0.441 0.650 0.717 0.720 0.697 0.664 0.629 0.696 0.564 0.535 Day Peak D 0.003 0.003 0.003 0.003 0.002 0.002 0.002 0.001 0.001 0.001 00 EF 0.002 0.003 0.003 0.002 0.002 0.002 0.002 0.002 0.001 0.001 D 0.251 0.325 0.326 0.306 0.282 0.260 0.240 0.222 0.2006 0.193 22.50 EF 0.204 0.301 0.332 0.333 0.323 0.308 0.292 0.276 0.261 0.248 Day Mean D 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.000 0.000 0.000 00 EF 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.000 0.000 0.000 D 0.189 0.245 0.248 0.231 0.213 0.196 0.181 0.167 0.158 0.145 22.50 EF 0.154 0.227 0.250 0.251 0.243 0.232 0.220 0.208 0.197 0.187 Night Mean D 0.001 0.001 0.001 0.001 0.001 0.000 0.000 0.000 0.000 0.000 __ EF 0.000 0.001 0.001 0.001 0.000 0.000 0.000 0.000 0.000 0.000 76 Table 5-27 Disttibutlon of Ground InstantaneousN0, Concentrationat Leewardof Mlanchi-SanmenxisSection (Initlal OperatlonStage: 2000) unit: mg/m3 Interval Angle Stability 20 40 60 80 100 120 140 160 180 200 D _0.039 0.051 0.051 0.048 0.044 0.041 0.038 0.035 0.032 0.030 22.51oEF 0.032 0.047 0.052 0.052 0.051 0.048 0.046 0.043 0.041 0.039 Day Peak D 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 _ o _ EF 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 D 0.018 0.024 0.024 0.022 0.020 0.019 0.017 0.016 0.015 0.014 22,5° EF 0.015 0.022 0.024 0.024 0.023 0.022 0.021 0.020 0.019 0.018 Day Mean D 0. .00 0.000 0.000 (.000 0.000 0.000 0.000 0.000 0.000 0.000 00 EF 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 D 0.014 0.018 0.018 0.017 0.015 0.014 0.013 0.012 0.011 0.010 22.50 EF 0.011 0.016 0.018 0.018 0.018 0.017 0.016 0.015 0.014 0.013 Night Mean D 0.000 0.000 0.000 00.0000.000 00.0000.000 0.000 EF 0.000 0.000 0.000 0.000 0.0000 00.00.0 0 0.000 0.000 0.000 77 Table 5-28 Distribution of Ground Instantaneous CO Concentration at Leeward of Luoyang-XinanSection (Middle Operation Stage: 2010) unit: mg/m 3 Interval Angle Stability 20 40 60 80 100 120 140 160 180 200 D 0.115 0.065 0.043 0.030 0.023 0.018 0.014 0.012 0.010 0.008 00 EF 0.147 0.086 0.058 0.042 0.032 0.026 0.021 0.017 0.015 0.013 Day Peak D 4.706 3.880 3.321 2.195 2.604 2.359 2.158 1.992 1.852 1.731 EF 6.076 5.220 4.602 4.131 3.757 3.453 3.199 2.984 2.799 2.638 D 0.053 0.030 0.020 0.014 0.010 0.008 0.006 0.005 0.004 0.004 00 EF 0.068 0.040 0.027 0.019 0.015 0.012 0.009 0.008 0.007 0.006 Day Mean D 2.186 1.802 1.642 1.354 1.209 1.095 1.002 0.925 0.860 0.804 450 EF 2.822 2.424 2.137 1.918 1.745 1.603 1.486 1.386 1.300 1;225 D 0.040 0.023 0.015 0.010 0.008 0.006 0.005 0.004 0.003 0.003 00 EF 0.051 0.030 0.020 0.014 0.011 0.009 0.007 0.006 0.005 0.004 Night Mean D 1.645 1.356 1.161 1.019 0.911 0.825 0.755 0.696 0.647 0.605 450EF 2.125 1.825 1.609 1.444 1.314 1.207 1.118 1.043 0.979 0.922 78 Table5-29 Distributionof GroundInstantaneous NO. Concentrationat Leewardof Luoyang-XinanSection (Middle Operation Stage: 20101 unit: mg/m3 Interval Angle Stability 20 40 60 80 100 120 140 160 180 200 D 0.008 0.004 0.003 0.002 0.001 0.001 0.001 0.000 0.000 0.000 00 EF 0.010 0.006 0.004 0 ...3 0.002 0.001 0.001 0.001 0.001 0.001 Day Peak D 0.343 0.282 0.242 0.212 0.189 0.172 0.157 0.145 0.135 0.126 450 EF 0.443 0.380 0.335 0.301 0.273 0.251 0.233 0.217 0.204 0.192 D 0.003 0.002 0.001 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0O EF 0.005 0.002 0.002 0.001 0.001 0.000 0.000 0.000 0.000 0.000 Day Mean D 0.159 0.131 0.112 0.098 0.088 0.079 0.075 0.067 0.062 0.058 450 45°______EF 0.205 0.176 0.155 0.140 0.127 0.117 0.108 0.101 0.094 0.089 D 0.003 0.001 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000 00 EF 0.003 0.002 0.001 0.001 0.000 0.000 0.000 0.000 0.000 0.000 Night Mean D 0.120 0.099 0.085 0.074 0.066 0.060 0.055 0.051 0.047 0.044 450 EF 0.156 0.134 0.118 0.106 0.096 0.088 0.082 0.076 0.071 0.067 79 Table 5-30 Distribution of Ground Instantaneous CO Concentration at Leeward of Xinan-YimaSection (MIddleOperation Stage: 2010) unit: mg/m3 Interval Angle Stability 20 40 60 80 100 120 140 160 1SO 200 D 0.062 0.036 0.023 0.017 0.012 0.010 0.008 0.006 0.005 0.004 00 EF 0.072 0.043 0.029 0.021 0.016 0.013 0.010 0.009 0.007 0.006 Day Peak D 1.908 1.676 1.486 1.332 1.207 1.104 1.017 0.945 0.880 0.825 900 EF 2.216 2.020 1.847 1.698 1.570 1.460 1.365 1.282 1.209 1.144 D 0.028 0.016 0.011 0.007 0.006 0.004 0.003 0.003 0.002 0.002 00o EF 0.035 0.020 0.013 0.010 0.007 0.006 0.005 0.004 0.003 0.003 Day Mean D 0.885 0.778 0.689 0.618 0.560 0.512 0.472 0.438 0.408 0.383 900 EF 1.028 0.937 0.857 0.788 0.728 0.677 0.633 0.595 0.561 0.531 D 0.021 0.012 0.008 0.006 0.004 0.003 0.002 0.002 0.002 0.001 0 EF 0.025 0.015 0.010 0.007 0.005 0.004 0.003 0.003 0.002 0.002 Night Mean D 0.667 0.586 0.520 0.460 0.422 0.386 0.356 0.330 0.308 0.289 900 EF 0.775 0.707 0.646 0.594 0.549 0.511 0.477 0.448 0.423 0.400 80 Table5-31 Distributionof GroundInstantaneous NO. Concentrationat Leewardof Xinan-YimaSection (Middle Operation Stage: 20101 unit: mg/m3 Interval Angle Stability 20 40 60 80 100 120 140 160 180 200 D 0.004 0.002 0.001 0.001 0.000 0.000 0.000 0.000 0.000 0.000 EF 0.005 0.003 0.002 0.001 0.001 0.001 0.000 0.000 0.000 0.000 Day Peak D 0.136 0.120 0.106 0.095 0.086 0.079 0.072 0.067 0.063 0.059 900 ______9_ EF 0.158 0.144 0.132 'O.121 0.112 0.104 0.097 0.091 0.086 0.081 D 0.002 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 ______EF 0.002 0.001 0.00 1 0.000 0.000 0.000 0.000 0.000 0.000 0.000 Day Mean D 0.064 0.056 0.050 0.045 0.040 0.037 0.034 0.031 0.029 0.027 900____ EF 0.074 0.068 0.062 0.057 0.053 0.049 0.046 0.043 0.040 0.038 D 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 _____ EF 0.001 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 Night Mean D 0.049 0.043 0.038 0.034 0.031 0.028 0.026 0.024 0.022 0.021 900 .EF 0.056 0.051 0.047 0.043 0.040 0.037 0.035 0.032 0.031 0.029 81 Table5-32 Distributionof GroundInstantaneous CO Concentrationat Leewardof Yima-MianchilSection IMIddle Operation Stage: 2010X unit: mg/m3 Interval Angle Stability 20 40 60 80 100 120 140 16O 180 200 D 2.844 2.418 2.030 1.737 1.517 1.346 1.211 1.102 1.011 0.935 22.50 EF 3.116 2.86 2.556 2.267 2.030 1.836 1.676 1.542 1.429 1.332 Day Peak D 2.844 2.418 2.030 1.737 1.517 1.346 1.211 1.102 1.011 0.935 22.50 EF 3.116 2.886 2.556 2.267 2.030 1.836 1.676 1.540 1.429 1.332 D 0.321 1.1223 0.943 0.807 0.704 0.625 0.562 0.511 0.649 0.434 22.50 EF 0.447 1.340 0.187 1.053 0.943 0.853 0.778 0.716 0.664 0.619 Day Mean D 0.321 1.123 0.943 0.807 0.704 0.625 0.562 0.511 0.469 0.434 22.50 EF 0.447 1.340 1.187 1.053 0.943 0.853 0.778 0.716 0.664 0.619 D 0.994 0.845 0.710 0.607 0.530 0.470 0.423 0.385 0.353 0.327 2.50 EF 1.089 1.009 0.894 0.793 0.709 0.642 0.586 0.839 0.499 0.466 Night Mean D 0.994 0.845 0.710 0.607 0.530 0.470 0.423 0.385 0.353 0.327 =22.50 °EF 1.089 1.009 0.894 0.793 0.709 0.642 0.586 0.539 0.499 0.466 82 Table6-33 Distributionof GroundInstantaneous NO, Concentrationat Leewardof Yima-MianchiSection (Middle Operation Stage: 20101 unit: mg/m3 Interval Angle I Stabillity 20 40 60 80 100 120 140 160 180 200 D 0.208 0.177 0.149 0.127 0.111 0.098 0.088 0.080 0.074 0.068 22.50 EF 0.228 0.211 0.187 0.166 0.148 0.134 0.123 0.113 0.104 0.097 Day Peak D 0.208 0.17 0.149 0.127 0.111 0.098 0.288 0.080 0.070 0.068 22.50 EF 0.228 0.211 0.187 0.166 0.148 0.134 0.123 0.113 0.104 0.097 D 0.096 0.082 0.069 0.059 0.051 0.045 0.041 0.037 0.034 0.031 22.60 EF 0.105 0.098 0.086 0.077 0.069 0.062 0.057 0.052 0.048 0.045 Day Mean D 0.096 0.082 0.069 0.059 0.061 0.045 0.041 0.037 0.034 0.031 22.50 EF 0.105 0.098 0.086 0.077 0.069 0.062 0.057 0.052 0.048 0.045 D 0.072 0.061 0.051 0.044 0.038 0.034 0.031 0.028 0.025 0.023 22.50 EF 0.079 0.073 0.065 0.058 0.051 0.046 0.042 0.039 0.030 0.034 Night Mean D 0.072 0.061 0.051 0.044 0.038 0.034 0.031 0.028 0.025 0.023 22.50 EF 0.079 0.073 0.065 0.058 0.051 0.046 0.042 0.039 0.036 0.034 83 Table 5-34 Distrlbution of Ground InstantaneousCO Concentrationat Loowardof Mianchl-SanmenxiaSection IMiddle OperationStage: 2010) unit: mg/lm Interval Angle Stability 20 40 60 80 100 120 140 160 180 200 D 1.073 1.389 1.390 1.305 1.205 1.109 1.023 0.947 0.882 0.824 22.50 EF 0.871 1.284 1.417 1.423 1.377 1.313 1.244 1.178 1.115 1.057 Day Peak D 0.006 0.007 0.007 0.006 0.005 0.004 0.004 0.003 0.003 0.002 00 EF 0.005 0.005 0.005 0.005 0.005 0.004 0.004 0.003 0.003 0.003 D 0.497 0.644 0.645 0.605 0.559 0.514 0.474 0.439 0.409 0.382 22.5° EF 0.404 0.596 0.657 0.660 0.639 0.609 0.577 0.546 0.517 0.490 Day Mean D 0.003 0.003 0.003 0.003 0.002 0.002 0.002 0.001 0.001 0.001 00 EF 0.002 0.002 0.002 0.002 0.002 0.002 0.002 0.001 0.001 0.001 D 0.375 0.486 0.486 0.457 0.421 0.388 0.359 0.331 0.308 0.288 22.50 EF 0.305 0.499 0.496 0.498 0.482 0.459 0.435 0.412 0.390 0.370 Night Mean D 0.002 0.002 0.002 0.002 0.002 0.001 0.001 0.001 0.001 0.001 00 EF 0.001 0.002 0.002 0.002 0.001 0.001 0.001 0.001 0.001 0.001 84 Table 5-35 Distribution of Ground Instantaneous NO, Concentration at Leeward of Mianchi-Sanmenxia Section (Middle Operation Stage: 20103 unit: mg/m3 Interval Angle Stability 20 40 60 80 100 120 140 160 180 200 D 0.078 0.101 0.102 0.095 0.088 0.081 0.075 0.069 0.064 0.060 22.50 EF 0.063 0.094 0.103 0.104 0.101 0.096 0.091 0.086 0.081 0.077 Day Peak D 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 00 EF 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 D 0.036 0.047 0.047 0.044 0.040 0.037 0.034 0.032 0.029 0.027 22.50 EF 0.029 0.043 0.048 0.048 0.046 0.044 0.042 0.039 0.037 0.035 Day Mean D 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 00 EF 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 D 0.027 0.035 0.035 0.033 0.031 0.028 0.026 0.024 0.022 0.021 22.50 EF 0.022 0033 0.036 0.036 0.035 0.033 0.032 0.030 0.028 10.027 NiQht Mean 3 D 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 I.o.oo r1O.OO EF 0.000 0.000 00.000 .000 0.000 0.000 °0.000 °° 0 0° 1°0 . 10.000 85 Table 5-36 Distribution of Ground Instantaneous CO Concentration at Leeward of Luoyang-Xinan Section (Late Operation Stage: 20201 3 A ____ - - ______- ______unit: m glm Interval Angle Stability 20 40 60 80 100 | 120 140 160 180 200 D 0.159 0.090 0.059 0.042 0.032 0.025 0.020 0.016 0.014 0.012 00 EF 0.203 0.119 0.080 0.058 0.045 0.036 0.029 0.024 0.020 0.018 Day Peak D 6.484 5.346 4.576 4.016 3.589 3.250 2.974 2.745 2.551 2.385 45° EF 8.372 7.193 6.341 5.692 5.177 4.767 4.408 4.111 3.857 3.635 D 00.074 0.042 0.027 0.019 0.015 0.011 0.009 0.007 0.006 0.005 EF 0.094 0.055 0.037 0.027 0.021 0.016 0.013 0.011 0.009 0.008 Day Mean D 3.012 2.483 2.126 1.866 1.667 1.510 1.382 1.275 1.135 1.108 450 ' EF 3.890 3.341 2.946 2.644 2.405 2.210 2.048 1.910 1.792 1.688 D 0.055 0.031 0.020 0.014 0.011 0.008 0.007 0.005 0.005 0.004 00 EF _0.071 0.041 0.028 0.020 0.015 0.012 0.010 0.008 0.007 0.006 Night Mean D 2.270 1.872 1.002 1.406 1.256 1;138 1.041 0.961 0.893 0.835 450 EF 2.932 i2.518 2.220 11.993 1.813 1.666 11.543 1.439 !1.350 1.7 rable 5-37 Distributionof GroundInstantaneous NO, Concentrationat Leewardof Luoyang-XinanSectlon (Late Operation Stage: 2020J unit: mg/m3 Interval Angle Stability 20 40 60 80 100 120 140 160 180 200 D 0.011 0.006 0.004 0.003 0.002 0.001 0.001 0.001 0.001 0.000 00 EF 0.014 0.008 0.005 0.004 0.002 0.002 0.002 0.001 0.001 0.001 Day Peak D 0.474 0.391 0.334 0.293 0.262 0.237 0.217 0.200 0.186 0.174 451° EF 0.612 0.526 0.464 0.416 0.378 0.348 0.322 0.300 0.282 0.266 D 0.005 0.003 0.002 0.001 0.001 0.000 0.000 0.000 0.000 0.000 EF 0.006 0.004 0.002 0.002 0.001 0.001 0.001 0.000 0.000 0.000 Day Mean D 0.221 0.182 0.156 0.137 0.122 0.110 0.101 0.093 0.087 0.081 450 EF 0.285 0.245 0.216 0.194 0.176 0.162 0.150 0.140 0.131 0.124 D 0.004 0.002 0.001 0.001 0.001 0.000 0.000 0.000 0.000 0.000 EF 0.005 0.003 0.002 0.001 0.001 0.000 0.000 0.000 0.000 0.000 Night Mean D 0.165 0.136 0.117 0.102 0.091 0.083 0.076 0.070 0.065 0.061 450 EF 0.214 0.184 0.162 0.145 0.132 0.121 0.112 0.105 0.098 0.093 87 Table5-3B Distributionof GroundInstantaneous CO Concentrationat Leewardof Xinan-YimaSection (Late Operation Stage: 2020) unit: mglm3 Interval Angle Stability 20 40 60 80 100 120 140 160 180 200 D 0.095 0.055 0.036 0.026 0.019 0.015 0.012 0.010 0.008 0.007 00 EF 0.111 0.067 0.046 0.033 0.025 0.020 0.016 0.014 0.011 0.010 Day Peak D 2.946 2.588 2.294 2.057 1.864 1.704 1.571 1.457 1.359 1.275 900 EF 3.421 3.120 2.852 2.621 2.424 2.254 2.108 1.979 1.867 1.767 D 0.044 0.025 0.017 0.012 0.009 0.007 0.005 0.004 0.004 0.003 00 EF 0.051 0.031 0.021 0.015 0.012 0.009 0.007 0.008 0.005 0.004 Day Mean D 1.367 1.201 1.065 0.955 0.865 0.791 0.729 0.676 0.631 0.592 900 EF 1.588 1.448 1.324 1.217 1.125 1.046 0.978 0.919 0.866 0.820 0O D 0.033 0.019 0.012 0.009 0.007 0.005 0.004 0.003 0.003 0.002 00 EF 0.039 0.023 0.016 0.011 0.009 0.007 0.005 0.004 0.004 0.003 Night Mean D 1.031 0.906 0.803 0.720 0.652 0.596 0.549 0.510 0.476 0.446 .- 900EF 1.197 1.092 0.998 0.917 0.848 0.789 0.737 0.693 0.653 0.618 88 Table5-39 Distributionof GroundInstantaneous NO, Concentratlonat Leewardof Xinan-YimaSection (Late Operation Stage: 2021 unit: mg/m3 Interval |Nngle Stability 20 40 60 80 100 120 140 160 180 200 D 0.007 0.004 0.002 0.001 0.001 0.001 0.000 0.000 0.000 0.000 00 EF 0.008 0.004 0.003 0.002 0.001 0.001 0.001 0.001 0.000 0.000 Day Peak D 0.216 0.189 0.168 0.150 0.136 0.125 0.115 0.106 0.099 0.093 900 EF 0.250 0.228 0.209 0.192 0.177 0.165 0.154 0.145 0.136 0.129 D 0.003 0.001 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000 00 EF 0.003 0.002 0.001 0.001 0.000 0.000 0.000 0.000 0.000 0.000 Day Mean D 0.100 0.088 0.078 0.070 0.063 0.058 0.053 0.049 0.046 0.043 90 ° EF 0.116 0.106 0.097 0.089 0.082 0.076 0.071 0.067 0.063 0.060 D 0.002 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 00 EF 0.002 0.001 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000 Night Mean D 0.075 0.066 0.058 0.052 0.047 0.043 0.040 0.037 0.034 0.032 9g0 EF 0.087 0.079 0.073 0.067 0.062 0.057 10.054 0.050 0.047 0.045 89 Table 5-40 Distribution of Ground Instantaneous CO Concentration at Leeward of Yima-MianchlSection (Late Operation Stage: 20201 unit: mg/M3 Interval Angle Stability 20 40 60 80 100 120 140 160 18o 200 D 4.354 3.702 3.107 2,660 2.322 2.061 1.854 1.686 1.548 1.431 22.50 EF 4.770 4.418 3.913 3.471 3.107 2.810 2.566 2.361 2.188 2.040 Day Peak D 4.354 3.702 3.107 2.660 2.322 2.061 1.854 1.686 1.548 1.431 22.50 EF 4.770 4.418 3.913 3.471 3.107 2.810 2.566 2.361 2.188 2.040 D 0.020 1.717 1.441 1.234 1.077 0.956 0.860 0.782 0.718 0.664 22.50 EF 2.213 2.049 1.815 1.610 1.441 1.304 1.190 1.095 1.015 0.946 Day Mean D 2.020 1.717 1.441 1.234 1.077 0.956 0.860 0.782 0.718 0.664 22.50 EF 2.213 2.049 1.816 1,610 1.441 1.304 1.190 1.095 1.015 0.946 D 1.523 1.295 1.087 0.930 0.812 0.721 0.648 0.590 0.541 0.500 22.50 EF 1.668 1.545 1.369 1.214 1.087 0.983 0.897 0.826 0.765 0.713 Night Mean D 1.523 1.295 1.087 0.930 0.812 0.721 0.648 0.590 0.541 0.500 22.50°EF 1.668 1.545 1.369 1.214 1.087 0.983 0.897 0.826 0.765 0.713 90 (able 5-41 Distributionof GroundInstantaneous NO. Concentrationat Leewardof Yima-MianchlSection (Late OperationStage: 2020) unit: mglms Interval Angle Stability 20 40 60 80 100 120 140 160 180 200 D 0.319 0.271 0.227 0.194 0.170 0.151 0.035 0.123 0.113 0.104 22.50 EF 0.349 0.323 0.286 0.254 0.227 0.205 0.188 0.173 0.160 0.149 DayPeak 1 D 0.319 0.271 0.227 0.194 0.170 0.151 0.135 0.123 0.113 0.104 22.50 EF 0.349 0.323 0.286 0.254 0.227 0.205 0.188 0.173 0.160 0.149 D 0.148 0.125 0.105 0.090 0.078 0.070 0.063 0.057 0.052 0.048 22.50 EF 0.162 0.150 0.133 0.118 0.105 0.095 0.087 0.030 0.074 0.069 DaV Mean D 0.148 0.125 0.105 0.090 0.078 0.070 0.063 0.057 0.052 0.048 l22.5° EF 0.162 0.150 0.133 0.118 0.105 0.059 0.087 0.080 0.074 0.069 D 0.111 0.094 0.079 0.067 0.059 _0.052 0.047 0.043 0.039 0.036 22.50 EF 0.121 0.112 0.099 0.088 0.079 0.071 0.065 0.060 0.055 0.052 Night Mean D 0.111 0.094 0.079 0.067 0.059 0.052 0.047 0.043 0.039 0.036 __22,5° EF 0.121 0.112 0.099 0.088 0.079 0.071 0.056 0.060 0.055 0.052 A io.1 21 io.060 1 -~9 table 5-42 Distribution of Ground InstantaneousCO Concentrationat Leewardof Mianchl-SanmenxiaSection ILate OperationStage: 20203 3 unit: mg/m Interval Angle Stability 20 40 60 80 100 120 140 160 180 200 D 1.593 2.062 2.065 1.939 1.789 1.647 1.519 1.407 1.309 1.224 22.50 EF 1.294 1.908 2.105 2.113 2.045 1.950 1.848 1.749 1.656 1.570 Day Peak D 0.009 0.011 0.010 0.009 0.008 0.007 0.006 0.005 0.004 0.004 00 EF 0.007 0.008 0.008 0.008 0.007 0.007 0.006 0.005 0.005 0.004 D 0788 1.020 1.021 0.959 0.885 0.007 0.761 0.696 0.647 0.605 22.50 EF 0.640 0.943 1.041 1.045 1.001 0.814 0.914 0.865 0.819 0.776 Day Mean D 0.004 0.005 0.005 0.004 0.004 0.003 0.003 0.002 0.002 0.002 00 EF 0.003 0.004 0.004 0.004 0.003 0.003 0.003 0.002 0.002 0.002 D 0.594 0.769 .0770 0.723 0.667 0.614 0.566 0.525 0.488 0.456 22.50 EF 0.482 0.711 0.785 0.788 0.763 0.727 0.689 0.652 0.617 0.585 Night Mean D 0.003 0.004 0.003 0.003 0.003 0.002 0.002 0.002 0.001 0.001 00 EF 0.003 0.003 0.003 0.003 0.002 0.002 0.002 0.002 0.001 0.001 1003 001 .0 rable 6543 DistriNutlon of Ground InstantaneousNO. Concentrationat Leewardof Mlanchl-SanmenxiaSection (LateOperation Stage: 20201 unit: mg/m3 Interval Angle Stability 20 40 60 80 100 120 140 160 180 200 D 0.124 0.161 0.161 0.151 0.139 0.128 0.118 0.110 0.102 0.095 22.5 EF 0.101 0.149 0.164 0.165 0.159 0.152 0.144 0.136 0.129 0.122 Day Peak D 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 00 EF 0.00 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 D 0.057 0.074 0.074 0.070 0.064 0.059 0.055 0.05 1 0.047 0.044 22.5 EF 0.046 0.069 0.076 0.076 0.074 0.070 0.066 0.063 0.060 0.056 Day Mean D 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 00o EF 0.000 0.000 0.000 0.000 0.000 .0.000 0.000 0.000 0.000 0.000 D 0.043 0.056 0.056 0.052 0.048 0.044 0.041 0.038 0.035 0.033 22.5 EF 0.035 0.051 0.057 0.057 0.055 0.053 0.050 0.047 0.045 0.042 Night Mean D 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 O0 . _ IEF 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 93 5.3 Social Environmental Impact Assessment Procurement of cement, steel, timber among other building materials required for the road construction will promote the local industrial development. In the construction stage, a total of 20 million workdays will be required, which will provide the local dwellers with more jobs and higher incomes. Also, a plenty of food, vegetable and meat among other produce will be required in the construction period, which will provide more opportunities for produce sales. Utilization of the infrastructures in the local cities and townships will be improved. Many vehicles from the local communities will be engaged in hauling building materials. This will promote the local communication and transportation development. The road will be provided with 7 interchanges spaced at an averageinterval of 21 km, 27 overpasses, 137 passageways and 66 through-cut overline bridges (at average space of 1.5/km). Such passageways include: Xiang-village road 6.3 x 3.5 m Traitor-ploughing road 4.0 x 3.0 m Walkway 3.0 x 2.3 m All grade highways cross by the road will be provided with interchanges or overpasses while out-of-grade roads, xiang-villageroads and tractor-ploughing paths are furnished with passageways or overline bridges. Communications blockage will be brought about upon completion of the road. As a result, impacts on normal communication and farming of the local communities will be minimized. The road, when completed, will cut down passenger and cargo transportation cycles, which will reduce fuel consumption and transport costs. Access between east and west parts of the project area will be easy and will provide opportunities for commodities to enter the market very soon. This will greatly push forward the local economy. Upon completion of the road, convenient communication and transportation will further improve the investment environment and attract more foreign funds. Creation of the road will be beneficial for rational movability of labor forces such that more jobs will be available. 5.4 Landscape Impacts The project area is of a complicated topography In some areas, the land fluctuates to a great extent. With developed gullies and low vegetation coverage, the existing landscape is just so so. Large quantities of embankment and excavation works requiredthe road will significantly destroy the natural landscape in limited areas. Upon completion of the road, artificial efforts will be made to add some new contents to the existing landscape. The project design has incorporated consideration attempting to 94 fit the road into the local natural landscapeprovided the general layout, plane curve radius and maximum longitudinal slope among indices are satisfied. Sections of the road in mountain and hilly areas are aligned by making full use of the topographic features. Some sections are arranged to go along the massif contour. In case of a large gully, an overline is built to minimize any possible destruction of the physical configuration of the gully. Aesthetic effect is considered in design of bridges under the condition of rational structure. Especially,the super-large bridge across the QinglongRiver at kl 16 + 740, with a length of 1912.1 m and height of 80-odd m, will also cross National Road 310, Long-Hai railway. Continuous rigid structures with large span will be used, with thin-walled hollow pier studs. The bridge will look magnificent and majestic. It will prove an important new spot. The road is altogether provided with 5 interchanges which are single hom-shaped except the Y-shaped interchange located east of Sanmenxia.With nice-looking configuration and smooth ramps, these will be also important spots. The road design include efforts to afforest the slope and vicinity of the land area used for the road such that this new landscape will be integrated into the physical nature. Upon completion of the road, natural landscapedestruction due to construction activities will be replaced by new manmade efforts. 5.5 Risk Analysis of Traffic Accident In accordance with geological data, the road will not face much possibility of mud-stone flow and massif slide which will interfere with the road operation. The recommended alignment scheme avoids the large coal subsidenceat Guanyintangsuch that subgrade instability as a result of ground settlement will not be the case. In the project design stage, Henan Provincial Seismic Association verified, as entrusted, the basic earthquake intensity and conducted bridge/culvert antiseismic design so that impacts of possible earthquakes will be minimized. When the road is open to traffic, large traffic flow and high speed of vehicles, especially those carrying harmful, toxic, flammable and explosive materials, will provide more changes of traffic accidents. In the event of any traffic accident, great environmental impact will be suffered. Apart from proper management to keep the road always in good condition, emphasized efforts are requiredto properly handle management of vehicles and drivers, see Chapter 6 for detailed countermeasures. 5.6 Other Environmental Impacts 5.6.1 Environmental Impacts Contributed by Service Zones All boilers in the service zones will fumished with precipitators such that the smoke density will satisfy the national standard of 'Emission Standard for Smoke of Btoiler". The boilers are design not to be lower than 1.5 times of the highest structure in the vicinity. So gas from boilers will not bring about significant environmental impacts. 95 In the short run, wastewater from service zones are proposed to be simply treated, before discharged, in septic tanks as follows: wastewater -septic tank discharge Provided it financially allows in the long run, such wastewater will be disposed as follows: oil-containingwastewater-oil separationtank- deoiling wastewater domestic wastewater-*septic tank--*aerobic biological treatment---.precipitation-----edischarge Therefore, provision of service zones should properly planned to reserve wastewater treatment places. Drainage from these zones will be treated to meet relevant standards before discharged. Domestic rubbish in these zones should be centrally placed and then buried in depressions in line with topography here. As above analyzed, environmental impacts in such zones will be minor provided proper measures are to be implemented. 5.6.2 Project Impacts on Water Intake Works Generally, the expressway will not affect quality of the surface water body. Evenin the operation stage, the road will not significantly affect the Qinglong River water quality. Huaipa water pumping station in Yima divert the Yellow River flow from Xipo Village, Huaipa xiang of Mianchi County, and deliver it bridge gap of domestic water demand in Yima. The works include a regulation reservoir at Xiduan Village. The area west of this reservoir up to the Yellow River is mountainous where water is delivered via tunnels, aqueducts and canals. From the reservoir to the city proper of Yima, delivery conduits are all closed prestressed concrete pipes which will be crossed by the road. Consequently, the water quality will not be degraded. For this purpose, the road will be provided with culverts to facilitate maintenance of delivery conduits. The designedconstruction schedule of the water pumping works is 3 years which will overlap the construction period of the road which, however, will only bump into the pumping station at a single place, and the intersecting distance is very short. So interference of construction will not be significant. In Mianchi County, the Yanghe water intake project provides Mianchi County seal with water diverted from the Yanghe River northwest of the county seat. The road will come across the closed delivery conduit, but a culvert will be provided. Likewise, the road will almost cause no impact on this water intake project. 96 N~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ | - _ . IN Leaegd Lt Uafooetton'staqg2 Scale I tt/olBoe on*ag .. .. ___ _ . \ \* ESS|_ . \ §\\\\\ :=logo~~~~~~~~~* S*~~~~~~~~~~~~~~~~~~. lm ~Un on ~ ~ ~ ~ '~'S ' low ~~~~~~~~'55 OKwf,~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~O~~ ~ ~ ~ ~ ~ ~ ~ 0 !)s0Nw- \\ Fptoo0 t-U . 1-91 ON 96 II~~~~~~~~~~~~~~K e~-UA Iansfsooh t / Lenegd -70 da(A) Laogran for day tills @~~. I:tlortLon. el OD rAtlon stage/stale =~~ ~ ~~ tage.___ Sclsto0OOto __ =_ -z27 - = -i <=- - !ebuicun- = - I~~~~~~~~~~~~~~~~~~~~~~~~19'=:SIsac- - . ' I ,t11 IO201~i::z3a or nthettue| ei ioF. ran stage e _ddleS/ rt oL 9ttage ::~~~~. S. FE'lllaa a =zSPt@I- soonI-i-US *: o,- Dira anain i-n a1 I -gaca_p l .. ''" S -- .S-'--'= 3 3~~~~~~~~~~~~~K 11 '* _- - - f--1 1* - ' . .,- 1. \u. '-' lltI \~~ S -_ . ,,-*-: =- -U- -' - S- - - - - C -lE9 .- ~I - 1 --- 7OdD(A I uo ir(or dsy tttt ______~L eati 1onstage Lt~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~Adl______*00;O opI9tOa60OP10 t,i;Zeg Zhanggou 11~~~ae . _~~~~~~~~~~~~~~~~lbt1lc' a a Lenegde___for 5 d nibht4) 4 soQrtiae _fm sogrt ist Oo dtf9@ . I *tage-.' SC- incffli-as ?8t'll a * atnadgo - - ~ ~ ~ 1 -- - Leae4gd -0dB() roqanfor dsyt ---6ATI dB(A)L aa uaqlqtt;ltitonstaleram 2or nf4httifm. ^ * e og tat an stagX SaL t t°8 Oion stage [ea all. Chapter 6 Environmental Protection Measures. Environmental Manaaement and Monitorinn Programs 6.1 Analysis of Altemative In the project design stage, quite a few comparative alignment schemes (altematives) were proposed. The most important is the alternative scheme close to Guanyintang. From Mianchi to Sanmenxia, there is a large work-out coal subsidence north of Guanyintang. It is hard to the ground settlement in such subsidence to come to an end in a short time period. There are two alignment schemes for this place, one is to go south of Guanyintang, by a roundabout way, to avoid the coal subsidence, and the other is to go through the work-out coal mine and to straightly head west. Table 6-1 gives comparison of these two altematives in respect of length, work quantity, geology and environmental setting. 6.1.1 Length of Route As the aforesaid table reveals, the south scheme is 3.469 longer than the north one. As calculated on the basis of the unit cost of this road, i.e. 30 million RMB, the south scheme will cost 100 million RMB more than the north one. Moreover, the south route passes twice across National Road 310 and Long-Hai railway, and the configuration is inferior to that of the north scheme. In this aspect, the north scheme is superior to the south one. 6.1.2 Quantity of Main Works Land coverage of both schemes is very similar, but soil works quantity of the south scheme will be approximately 2 million m2 more than that of the north alignment scheme. Either scheme needs 4 super-large bridges, but the total of such included in the south is 1500 m longer. While the south scheme needs more bridges of varying sizes, culverts and overpasses, the north scheme will ask for provision of 2660 m two-way tunnels which have to be completed with adequate ventilation and lighting among other facilities. The south scheme does not required such provision. In terms of the total quantity of works, these two schemes do not greatly differ to one another. 6.1.3 Topography, Geomorphology and Engineering Geology The south route is situated where the topography is relatively flat while the north scheme passes through fluctuating land areas. The north route directly passes through the work-out coal mine area, which represents possibility of ground settlement. As time being, there is no desirable subgrade treatment method to deal with such geological conditions. And there is no pioneering project of such a nature in China. As envisaged, the treatment is to separate underground coal mining roadways with masonry walls plus rockfill mud jacking method, and to apply high-pressure grout treatment to drillholes made at given depth under the ground. But it is difficult and expensive to do so. The north route is alignment where there are many coal mine shafts. In some areas, mining is under way or is to proceed. To this end, it is necessaryto reserve mining pillars such that the existing coal mines will suffer some loss. 97 RoadPavement SolidIndustrial Wa5te re S Figure 6-1 Sketch of Solid Industrial Waste Use Table 6-1 Comparison of South-North Route Alternatives at Guanyintang No. Item Unit SouthRoute (k70+300-kg8+769) NorthRoute IBk7O+300-9K95+300) 1 Lengthof Route km 28.469 25.000 2 MinimumRadius of HorizontalCurve M/pc 2000/1 3000/3 3 LandUse for the Road mr 1590000 1514016 3 iExcavation m 5553427 4140760 4 SubgradeSoil Work Backfill m3 3853680 3435469 5 SuperBridge rm/each 3412.54/4 4993.95/4 6 Large,Middle & SmallBridge m/each 1245.7/4 550.2413 7 Culvert rm/each 1242.6/24 . 1244.9/18 8 Overpass m/each 841.24/0 123.64/3 9 Tunnel m/each 2660 10 Topography,Geomorphology Relativelyflat Fluctuatingland 11 EngineeringGeology, Subgrade Stability With minefields not mined,to reserve With minefield subsidence, subgrade is pillars to ensuresubgrade stability hard to treat T.S.P. mg/m3 0.080-0.560 0.020-0.517 Air CO mg/m3 2.05-7.10 2.96-5.23 Environmental NO. mg/rn 0.005-0.028 0.005-0.042 12 Situation Environmental Day dBiAI 41.4 52.0 Noise Night dB(A) 36.9 43.0 LeadIn CroppedLayer mg/kg 33.01 30.23 13 Magnitudeof EcologicalImpact RelativelyInsignificant Relativesignificant 98 The south alignment scheme avoids the worked-out mine area. There is underground coal deposits along this scheme, though, they are not mined now. So mining pillars can be reserved to ensure subgrade stability. It is obvious that the south scheme is superior in this respect. 6.1.4 Environmental Setting In monitoring of the environmental setting, a monitoring point at set at Beixiecun on the north route. Table 6-1 includes comparison of environmental setting monitoring results of this point versus Shishuicun on the south route. As the monitoring results suggest, both schemes are exposed to similar environmental setting except that there are fewer populations along the north route. 'In environmental settings of both schemes are relatively good. 6.1.5 RecommendedScheme Based on the previous all-round analysis, the south scheme is recommended herein, namely, the scheme which goes south of Guanyintang, by a roundabout way, to avoid the coal subsidence. 6.2 Environmental Protection Measures 6.2.1 Environmental Mitigation Measuresin Design Stage 6.2.1.1 Environmentalmitigation measureswere incorporatedinto the project design in principles as listed in Table 6-2. 6.2.1.2 The road alignment has given due consideration to the local network planning. To regulate macro benefits, public consultation has been conducted to know what the local govemments and communities think. Also, the following principles have been taken into account: a. To take Luoyang, Xinan, Yffna, Mianchi and Sanmenxia among other major cities and townships as main control points, with consideration to connection of the road with Weinan-Untong expressway in Shannxi Province; b. To arrange the road on both sides of Long-Hai railway and National Road 310 so as to properly link the road with the existing railway and highway network; c. To keep the road "not so close to enter but not so far to avoid' major cities and townships in line with short and long-term development plans thereof such that the road is 3-7 km off these cities and townships; d. To avoid important archaeological sites and villages as many as possible so as to minimize relocation and resettlement work and to mitigate adverse impacts on cultural relics and villages; 99 e. To avoid worked-out coal mines among other geologically-improper areas in line with coal mining plans. Table 6-2 Environmental Principles Considered in Design Stage Description Environmental Principle Route Selection To properly align by roundabout way or other measures in line with the topography androad network. Social Disruption Adequate number of interchanges; overpasses, underpassesand through-cut overline bridges were designed. Soil Erosion To stabilize slope with engineering and biological measures so as to control waterlsoil loss. Planting of trees and grass on median divider and along the roadside was included in the design. As appropriate, water sumps will be designed to lead natural slope water to natural ditches or other drainage facilities. Earth Works To longitudinally allocate soil works, reduce the quantity of soil borrow/spoil and minimize damage to topography, vegetation and farmland. Water Pollution Waste water treatment facilities were designed for service zones. Noise Noise barriers, brick walls, double glass windows or other measures were identified and integrated in the design. Flooding To provide adequate number of large. medium or small bridges and culverts in line with the actuality, to consider adequate flood frequency in design. Cultural Relics Cultural relics survey was carried out, archaeologicalsalvation will be undertaken. Afforestation To consider militation of exhaust gas and traffic noise mitigation by aesthetic effect. Landscape Afforestation design paid due attention to aesthetic effect. Bridge design also included considerations to aesthetic effect. 6.2.1.3 Adequate attention is given to proper longitudinal allocation of soil works such that spoil materials from excavation works are used for embankment to minimize use and destruction of farmland due to borrow/spoil operations on farmland and to reduce agricultural impacts and vegetation destruction. Whenever it is difficult to longitudinally allocate soil works such soil materials required for embankment fail to be satisfied, central soil borrow will be done at fixed positions located at highland or wasteland on both sides of the road. But excavation depth is required to be controlled for facilitating future re-ploughing the borrow pits. In case of section with extremely high embankment, overline bridges will be provided to minimize use of soil. Spoil areas are located at depressions so as not occupy any farmland. Prior to spoil soil, the topsoil should be put aside. And spoil areas must be levelled, upon completion of the works, and then covered with the topsoil for the purpose of re-ploughing. 100 6.2.1.4 The local economy is relatively advanced. To give due consideration to the local interests, interchanges will be set up at important townships in addition to major cities and county seats. Altogether, there will be 7 interchanges spaced at an average interval of 22 km. The road will be provided with 27 overpasses, 139 passageways and 66 through-cut overline bridges such that normal communication and farming will not be affected as a consequence of the proposed road. 6.2.1.5 The road is to be supported by 10 super-large bridges, 31 large ones, 4 middle. and 7 small-sized ones, as well as 111 culverts. The super-large bridges are designed to withstand floods once in 300 years while the other bridges and culverts apply flood probability of 1 %. This ensuresthat the existing function, flow pattem and discharge of the rivers, ditches and canal will not be deteriorated. 6.2.1.6 Detailed resettlement implementation plans were worked out in the project design stage. Well established organizations will be provided such that relocation and resettlement work will be completed prior to commencement of construction activities. 6.2.1.7 Henan Archaeological Research Institute has finished resurveying and exploring cultural relics along the road, and has developed archaeological salvation plans. Salvation of the cultural relics will be completed prior to commencement of the project. 6.2.1.8 In design of slopes, high embankment slopes will be stabilized with grouted scabbling, concrete grids, shotcrete and grass while deep cut slopes are protected with grouted scabbling, concrete grids, shotcrete or sprayed grass seeds in line with the geology, ramp height and slope. Also, water sumps will be provided, as apprcpriate, to lead natural slope water to natural ditches or other drainage facilities. 6.2.1.9 Afforestation envision is improved to include aesthetic effect of median divider, slope and ditch as well afforestation beyond the land coverageof the road. Design of bridges also includes aesthetic effect provided that their proper structure is guaranteed. The design also proposes provision of manmade landscape at both service zones and interchanges such that the local landscape will be improved. 6.2.1.10 Service zones will be fumished with wastewater treatment facilities and boilers are designed to be equipped with dust precipitators. 6.2.1.11 It is proven, by Henan Provincial Archaeological Institute, that there are altogether 10 underground archaeological sites distributed dlong the proposed road. All archaeological salvation and protection activities will be completed after land acquisition and prior to the project commencement. 6.2.1.12 For this expressway to contribute to the local landscapeafter its completion, the afforestation design has considered the integrity of different plants such that the landscape will differ from place to place. Super and large-sized bridges are designed to be of T-shape configuration and different span values to avoid simplicity and similarity. Also, guardrails are different from bridge to bridge such that each bridge has its own unique characteristics. 101 6.2.2 EnvironmentalProtection Measures for ConstructionStage 6.2.2.1 Accordingto the quantityof works, layout of structuresand administrative jurisdiction,this expresswayis proposedto be dividedinto 8 lots, namely, Lot 1 kO+ 000-k12 + 385 Mengjin-Luoyangoutskirts section12.385 km Lot 2 kl2+385-k38+915 Xinan section 26.530 km Lot 3 k38 +915-k47 +228 Mianchisection 11.756 km Lot 4 k47+228-k56+557 Yima section 9.329 km Lot 5 k60+000-k81 +795 west Mianchisection 21.795 km Lot 6 k81 + 795-k99 +060 east Shanxiansection 16.797 km (k96 + 467.994 = k96 + 000, chain breakage,468 m shorter) Lot 7 k100+000-k109+359 west Shanxiansection 22.989 km k122+070-k135+700 (k 100+000=k99+060, chain breakage,940 m shorter) Lot 8 k109 + 359-kl 22 + 070 Hubin(Sanmenxia) section 12.633 km (kl22+070-kl21 +992.142, chain breakage,77.8 m shorter) All these lots almostdeserve the sameenvironmental protection measures in construction activities as summarizedin Table 6-3. 6.2.2.2 Providedthe work quality is not affected,solid industrial wastes suchas fly ash and slag as included in Table 6-3 may be appliedto embankmentsections so as to reducesoi; demand.Such wastes are to be used as shown in Fgure 6-1. 6.2.2.3 As requiredby subgradecompaction, each of the 8 lots shouldbe equipped with a wateringcar which will alsoserve xiang-village earth paths used to buildingmaterial haulingpurposes. Requirements in this respectare spelledout in Table 6-3. 6.2.2.4 Whereverit doesbe difficult to carry out centrallime-soil mixing, decentral roadsidemixing is allowed providedit is far from any villageand constructionworkers engagedin such activitiesare providedwith necessaryprotection devices. 6.2.2.5 All and any environmentalmeasures for the construction stage shall be incorporatedinto the tenderdocuments of eachlot suchthat the contractorswill beaware of and complywith such measures. 6.2.2.6 In caseof any roadsection passing through coalfield, alignment,statement of constructionand land requisitionrequirement shall be givento the coal mineas well its responsibledepartment and the' local governmentsuch that the mining plan would be adjusted,as appropriate.This is to ensurethat mining pillars will be reservedat proper locationsand that the subgradewill be stable.Also, this is to ensurethat miningand road constructionactivities will not interferewith eachother. 6.2.3 EnvironmentalProtection Measures for OperationStage 6.2.3.1 Environmentalimpact mitigatingloffsetting measures forthe operationstage aresummarized in Table64, whileTables 6-5, 6-6 and 6-7 separatelyinclude 'Allowable NoiseStandard for Motor Vehicles"(6B1495-79), "EmissionStandard for Smokefrom DieselVehicle at FreeAcceleration" (GB3843-83)and "EmissionStandard for Pollutant from GasolineVehicle at Idle Speed" (GB3842-83)related to environmentalmeasures proposedfor the operationperiod. 102 6.2.3.2 For mitigating or avoiding environmental impacts due to accidental events in the operation period, the following measures are proposed herein: a. Enhanced management of vehicles to ensure they are in good condition; b. Strengthened training services for drivers to forbid any driving in drunkness and fatigue, and to forbid any forcible overtaking; c. Any vehicle carrying toxic, harmful, flammable, explosive and volatile among any other dangerous things should have permissions issued by public security, fire and communications departments; d. In case of windy, snowy, foggy and freezing days, vehicles should be driven at limited speed, or sections of the road should be closed as appropriate; e. Dynamic management and monitoring of vehicles driving on the road should be enhanced such that any abnormal condition would be promptly reported; f. In case of any explosion and fire, fire departments should be promptly informed and the road section involved should be closed before such event is properly treated; g. In case of any traffic pollution event, emergency remedies should be provided as required, and responsible environmental agencies at different levels should be immediately informed such that corresponding measures can be taken as appropriate; 6.2.3.3 Since rural housings generally face the south with gates and windows in south rather than north walls. As a result, villages on the right side (north) of the road will be exposed, in fact, to more traffic noise impacts than those on the other side. Relatively, these villages on the right deserve better efforts to mitigate traffic noise impacts. 6.2.3.4 In accordance with predicted traffic noise levels, it is necessary to provide sound arresters in case of traffic noise Lq above 10 dBIA) above the standard so that the work and rest of the local residents will not be interfered becauseof the road construction. As screened, sensitive points deserving such sound arresters are as listed in Table 6-8. It is necessaryto provide the sensitive points included in Table 3-5 and other villages 100 m off the road centerline as included in Table 3-4 with the following measures: a. To raise fences of the first row of housings immediately close to the road; b. To provide double windows for the first 3 rows of housing immediately close to the right side of the ro&i; c. To surround villages with forest belts with a width not less than 30 m. 1O3 el Table6.3 Summaryof EnvironmentalProtection Measures for ConstructionStage EgivlrorrmelrralIssue EInvitornenialMeasueo ipinerentor Spev-lS I.To p=operlyarrapge longitudinal allocation cl subgtadesoil wor: Henm Provinciall fnbormenlal ManagementAgency 2 Ta bo owsail hrom ighland In cose of inadequacy of embankment, but to control the excavation d,pit. VWithconsid*teiBen to useof soaldlndLnsurW waste Commradcatlons of tknan Provical KNtsiasde SubgladeSoil Spoil materialsneobft; Rttconnlstst nee L HghwayConstruction Authority. & Soil orrowIng 3. lO place excavaitonmatricals In low-lying woos and la borrow soil fran highnd or facilialingr futute aeiglEnvamenuttl tclanatl: Ar hw 4. To lemrptafily piHdaside the croppedsoil wherever Il S necesssay to borrow soil liom larinloird or to place excavalion rrtaletil In faimland, to level and to place Contractons Forastry & Constevan back tfil cropped soil lot farmland Itreoty; Departments E. To stictly contcrl escavation depth so as to avoid borrow pits. I. To mnexemisuse of wastelaid or pOotland amdto miknize fiarnmland Conttactors Invironisniei MeiA9omni Agencyot LasidAtea toe 2. To properly compensate for arty temporasyuse of farmland accordingto the dutation cl sult occupaltoin: Ilan hevhtindd WIwt5dle tHey ttnipority Use 3. Upon completion of construction activities, to cleen the land lot totnporaayuoe snd to recover it: ColSoation AudtiitV. Leoel 4. To minimla larndareas ltr remporsty use. Airentrttai. LandMenegntena ApaicltundOopatmens f. Shtteothl Vnghlto and OlnngtongibnRivers ee separately prolac ive drinkig water stoest of Miancir Courity arrd SarernenxlaCity. construclion camps of the Contaetors Management Agay of Haran walkeOs forconstruction of the brlidgeshefe shotud be Ifn trom these rIvers to ensurethe rIser wstai ntiality: ProvIncialtigtirtde ttighwar Construction of 2. Any waste mateilbt resulting from blidge/ctrlvett constructIon should not be hl into the Ilivr tltIsrri to avoidsairy irKtpa on the flood discharge capacity or oigInal ConstructionrAuthority. Local Bildge L Cldvaet functions of the tilvir; EnvitrormentalAgencieS 3. Not to destroy city of Ihe rIer dykes and not to affect the llwd dischage capaitdy; 4. To not nairow tte otiginalrIver channel. DomresticSewage t . To dlchasrgenigritioll and consumer wastewater star simply trested In septic lanks: ditto dito Irorn Constructlon 2. Any constuner wasterwe, due to conairuction of blIdgeaand civhets StI not bte11 Into sietfac wale,: Workers 3. To stocWpi domestic trash for concentrated treatment. Blown Oust Arising t. To sa' .c transportatlon route In a scientilic and caretd mvarwt so as to minlrtle imnteltece with lIre eitring communcatlons.tol nlrla hauing dcisltne end dilto ditto Bian Buildig blcwr ml: Material 2. .wate;r the surface ot the Itaspoelalion route at leest twice In the morning aid twks ib tIre alitrrnsuii lstlcilaely In the sunmerl so as to reduce blown dust: Ttatnsltutiallosi I (o watseran caeof Ilheaurface of flyn t for other said Intustrial wvastalBid sodWI beV U tirlsatsi; 4t To COvtr llsti otoce of csltcett otritmdite brig trutstlssted. Vtatts.InIto"t I Crtlsittclktlat rttsttsl illsrul ltie stuc4rittit touyrisl l00 itt ts irift ant ryvittirtl (o tst,9twiltta snot iatitro tN"$ Ot Wirsiait W anyvat nlthna Minlt,oddShls.liptint; 2. Tu cuvw lIw ulucklptibhi cse ui raliiy, aimtwy ltk witahy layn 3. To silckllila rty cwietitlittk ialrut criltottrell batik ul I ltser feswsc(lritl a tlv w rila rmr ^ tHi lInril. 1 To furinsh piller, buidosoe,tadert, excavetor amdt ny olhetronssour wce utpmetnt Wprtars wrilthewgwgs fur roatct tihd physical health; dltto xitto Cotretiuction Nashe 2. To keep malefisl hauing vehides In good condiltin so as to cut dowr noiseItpacts due to such vhlicls: 2 To equip Nghignolseequipmenlt with soundoptoofhousing: 4. To suspend contstuctionactivittie duking night houtse tom 22:00 to 6:0.W filttrwt Oust dire to 1. To cuaitrily inix Itse ad sol irsl us: do tiltoI LotteSuil Mixing 2 Toloceat littl srIHsoil nilxn plaits motetIlt 200 m leewardof rossidrritasin nt 3. to parvide ite alndtoil misrtg plansopersters with nteessaryprotectiotn measures. such as uguueistaks adsttu4et. v 1. To centrally mis saphaltconcrete; ditto ditto 2 To provide asphalt concrete delivery systers with preiitation dtvkies Asptialt Smoke 3. To locals aspphilt coneiete batcNng plants mote than 200 m Ieward rasherthan windward ul anrytsirlatllel atits; 4. Toprovidrt asphali concerte bhtchvng dtant oPetrstora withr teassaryprotedlion meaaure. stilt ns Mal workaind shrtetir sIlle of asposuretoaosphalt smoke: 5. To exercise iegularphysical examinmtlmo on such operators so as to eptlaceanyboy wilt. hroWtt loiultirlts ot to take other mxsswesas requlreddr Undergowutid I. To suspend work for the purposeof protecting may dscoverod cutural reics: dito Local Archaeotogical Agencies CuLlutalRelics to Be 2. To reort to archaeological departments: Discovered in 3 To provide cooperation and assistane In archtetdogicale aivetion: Conistrucilon 4. To essumework whtn atchaelogl excavation Is completed and the aichaeological depaIlrtunt aIlr*is work rssumptton. I To sefect speciesof trees(ar gsul against Lirffwnt fmeatuireof the slope separating bret.Xiasirlli cl leolrtly li tI: tlwenn Provinci Ernvitonntal Managment Agency 2. To teatlorxst any previous greeland used for tlmporary purpostn upon completkonof crvralucxntsr; Communkstlcnm of t4entn PIorvncindal eghWadrt 3. To etlorest previous wastetand used as borrow area or spoil er upan contplelion of corsrtmn.titer: Reconnaissnoe& kithwey ContrUuctionAuthority Alltoastation 4. To consider aesihetiacatect In the alloatsterion design; Design nstitute. 5 To Icorporate servtce lanes andteo station aftorestaliori Into Ihw dexgr: Contractoes B To biclude alltoletelion costs in the srnvkoriistttal protectlon cost esinate; F. To leuteer atfislostiolk work wilh 11e natr works of tr1exapreswey. 104 Table6.4 Summaryof EnvironmentalMeasures for the OperationPeriod EnvironmentalIssue EnvironmentalMeasure lmplementor Supervisor 1. To exercisenoise monitoring of vehiclesand to atopanV vehicle falling to mrrestiOium rational suandard from enteringInto tha road;ExpIessway Management. Provincial Department of 2. Any low-speedvehicle shall not be allowedto go on this road: TrafficPolice i High- PublicSecurity. 3. Any vehicleon this roadshould use low-voicehorns, and pilot limp attilrvrhsin humi stiall be usedfor overtsking: gride Highway Oepartment01 TrafficNoise 4. Not to soundthe hotn in night hours; EnvironmenialMonitoring Communicatlonsand Local 5. To enhanceroad maintenance and to ensureroad quality; Depanments EnvironmentalAgencies S. To providecomprehensive mossures for sonsitivepoints wilhout soundatresters within 200 m from the road.e.g. provlsionof s ound-proof forestbelts, raising lences andprovision of doubleblaverglass windows. 1. To carryout exhaustmonliorlng of vehiclesand not to allowany vehiclefarling to meetthe national standard onto the road; ditto ditto VehicleExhaust 2. To properlymaintaln afforestation works and to ensureadequacy of gfeentielts: 3. Not to locateany moreresidential site, school,hospital or any othersensitive poirits within a ringe 200 m from both sidesof th road. WateflSoilLoss To properlyprotect the slopewith tuft, soveconcrete blocks or grids,to avoidwater and soil losedue to scouringprecipitated ExpresswayMaintenance ExpresswaV Management Wallr. Squads Department 1. To adjustcrop structure so that eatabletuberous root crops and vegetables, etc. arenot grown withina range160 m from the LocalAgricultural LocalGovernments AgriculturalImpact roadaides; Departments 2. Consideringlamp difluslon In nighthours, It Is properto growlight.resistant plants Icrops) In the vicinity of theroadside: 1. To set up wastewatertreatment facilities for treatingwstewtater before discharged from servicezones, ExpresswayManagement Local Environmental SewageIfrom 2. To equlpthe boilers In the service zoneswith precipisatorsfor the smokeconcentration to satisfythe natlonal atandard; Department Agencles ServiceZone 3. To enhanceservice zone management and to removeout artyttesh li 0tIuriolit tirira: 4. To preveiit anyoil leakageor firedisaster from occurilrrgat servicestalirts nrutrIhu servicebares. 105 Table 6-5 Allowable Noise Standard for Motor Vehicles (GB1495-793 Type of Vehicle dB(A) 8 t S Load Capacity < 15 t 89 Load Capacity 3.5 t s Load Capacity < 8 t 86 Load Capacity < 3.5 t 84 Light-duty Off-country Vehicle 86 4 t S Total Weight < 11 t 86 Bus Total Weight < 4 t 83 Car 82 Table 6-6 Emission Standard for Smoke from Diesel Vehicle at Free Acceleration (GB3843-83) Item Category Limit, Wave Unit Newly-produced & Imported Vehicle sR6, 5.0 Smoke Density Vehicle in Use SR6, 6.0 Table 6-7 Emission Standard for Pollutant from GasolineVehicle at Idle Speed (GB3842-83) Item Category Umit Newly-produced Vehicle <5% CO Vehicle in Use c6% Imported Vehicle c4.5% Newly-produced Vehicle S2500 ppm HC Vehicle in Use 5 3000 ppm Imported Vehicle S 1000 ppm 6.2.3.5 The local housing are almost single-storeyed with a height of 4.0 m. As calculated, 2.5 m high sound arresters will be able to keep the sensitive points within in acoustic shadow Such that noise attenuation will be achieved. There are lots of modes to be used for sound arresters, some of them are as shown in Figure 6-1. The building materials to be used to such sound arresters should be selected with consideration to the sound absorptivity. Such materials include super-fine glass wool, mineral wool, rock wool, cement expanded perlite board and slag expanded perlite board. Brick walls (especially polished brick wall) are less sound absorptive. Building materials cab be selected in light of the cost among other factors. Generally, such sound arresters are able to reduce noise at nearby sensitive points by 10 dB(A). 106 Raising fences on the side immediately close to the road is of the same effect as sound arresters. It is reported that noise reduction is only about 4 dBIA) with all doors and windows open and the reduction is some 10 dB(A) with all of such close. With double windows being full close, noise attenuation is as high as 20 dB(A). Forest belts with a width not less than 30 m cut down noise level by 5 dB(A). As predicted, the maximum traffic noise level at sensitive points may be 25 dBIA) above the EIA standard (in night hours at Shijicun in the late operation stage). With the measures stated in Paragraph6.2.3.3, noise level at sensitive points furnished with sound arresters will be cut down by 20-30 dBMA)while that at other points or villages is reduced by 10-20 dBIA). In this way, the environmental noise level at these sensitive points or villages will satisfy the standard rather than interrupt normal livelihood of the local residents. 6.2.3.6 Instantaneous N0, concentration at leeward of the road in the operation stage may break the EIA standard. Save for the measures included in Table 6-4, this problem can be dealt with by improving vehicle combustion technology to reduce NO. discharge. 6.2.3.7 To reduce lead cumulation in the arable layesron both sides of the road, active efforts are required to spread use of lead-free fuel and to use as many diesel vehicles instead of gas ones. 6.3 Environmental Management Program 6.3.1 Henan Provincial Department of Communications has already provided Henan Provincial High-grade Highway Construction Authority (to be turned into Henan Provincial High-grade Highway Administration) with a special environmental protection agency with a staff of 5 persons 3 of which whom are now available, including 1 senior engineer, 1 engineer and 1 assistant engineer. This agency has begun to exercise the responsibilities of environmental management involved in high-grade highways in Henan Province. 6.3.2 The environmental terms of reference of this agency includes: a. To ensure compliance with environmental protection policies, laws and regulations of the Government, Henan Province and the Ministry of Communications, and to work out environmental management procedureson the basis of such policies, laws and regulations and in line with the local actuality and features of the high-grade highways built, being built and to be built; b. To develop environmental work plans and to be in charge of implementation surveillance and routine management of environmental measures exercised in construction activities of high-grade highways; c. To organize and coordinate environmental research and information work for both construction and oparation periods of high-grade highways, and to spread up-to- date environmental protection experience and technology; 107 Table 6-8 Sensitive Points DeservingSound Arresters No. Chainage SensitivePoint Locationof SoundArrester Length(m) Time for Provision 1 k3 + 820- k4 + 080 Shuiquan Both Sides of the Roiid 260 on left, 160 on right Built with the road on right, in L______-______2010 _ on left 2 k6+950-k7+050 Lingou Left Side of the Road 100 Built by 1999 3 k7 +640-k7+760 Beizhuanggou Left Side of the Road 120 Built in 2010 k8 + 020- k8 +080 Left Side of the Road 60 Built in 2010 4 klO+600-klO+700 Huocun Left Side of the Road 100 Built by 1999 5 k26+020-k26+ 100 Pailou Right Side of the Road 80 Built in 2010 6 k44 + 040 - k44 + 200 Dicun Right Side of the Road 160 Built in 2010 7 k56+900-k57+080 Zhanggou Right Side of the Road 180 Built in 2010 8 k66+600-k66+900 Goudong Right Side of the Road 300 Built in 2010 9 k73+890--k74+000 Jiexiadongwa Right Side of the Road 110 Built in 2010 Note: The total length of these sound arrester is 1610 m, including 360 m at 3 points required to proceed with the road and 1250 m arranged at 8 points to be completed by the year of 2010. 108 d. To distribute environmental monitoring assignments devoted to construction and operation periods of high-grade highways; e. To investigate and deal with any traffic pollution events occurring on high-grade highways; - f. To properly handle longitudinal and horizontal cooperation in environmental work, to collect and interpret environmental monitoring and researchdata, and to promote internal environmental protection work. 6.3.3 Luoyang and SanmenxiaProject Offices for the construction of this road will be set up and will be furnished with environmental protection sections (each of which is to be staffed with 2 full-time persons) to be responsiblefor the routine environmental work in the construction period of the road. 6.3.4 In the construction period, each of the proposed B lots will designate a person who will be responsible, on a part-time basis, for surveillance and management on the regular environmental work involved in his lot and will assist in supervising implementation of environmental measures for his lot. 6.3.5 Upon completion of this road, Luoyang and SanmenxiaProject Offices for the road construction will be tumed into expressway managements which will remain the existing environmental sections and staff. Mengjin, Xinan, Yima, Mianchi and Shanxian along the route will also set up their separate expressway management sub-agencies.Each of the former 3 will be staffed with 1 full-time environmental manager whi!e either of latter 2 are provided with 2 persons for such purposes. These environmental managers will handle regular environmental management of each lot under the leadership and coordination of the special environmental management agency included in Henan Provincial High-grade Highway Construction Authority. 6.3.6 Environmental management networks for construction and operation periodsof the road are as illustrated in Figure 6-2 and Figure 6-3. 6.4 Environmental Monitoring Program 6.4.1 Henan Provincial High-grade Highway Construction Authority has already formed a high-grade highway environmental monitoring center with 24 out of the establishment of 30 persons are now available, including 2 senior engineers, 10 engineers and 12 assistant engineers. Having received professional training, all of these are competent to work. Equipped with some monitoring instruments and equipments as listed in Table 6-8, the center is competent to carry out environmental monitoring activities. This center, under the leadership of Henan Provincial Department of Communications and HenanProvincial High-gradeHighway Construction Authority, belongstothe environmental management agency of the latter. 6.4.2 Environmental monitoring in both construction and operation periodswill befocused on air, noise and vibration though surface water is also one of the monitoring items. Since the road has covers long distance and many monitoring points, it is impractical for the 109 Communications Environmental Monitoring Center to carry out all regular environmental monitoring activities involved in the construction and operation periods all roads in the province. In respect of this road, the environmental monitoring work in construction period is proposed to be entrusted to the local environmental monitoring agencies. When the center has completely built up its monitoring competence, it will be held responsiblefor regular monitoring activities in the operation stage. But the center will be responsible for preparation and implementation of monitoring programs, quality assurance, study and selection of monitoring methods and monitoring management. Also, it will summarize, count,.interpret, analyzeand report monitoring data. 6.4.3 The environmental monitoring network is as shown in Figure 6-4. Figure6-5 is the environmental monitoring data submission process. 6.4.4 Before entrusting the local environmental monitoring agencies with environmental monitoring work of this road, the communications departments will examine the personnel and equipment of such agencies to confirm their monitoring competency and to ensure smooth monitoring work. While defining mutual responsibilities and obligations, the letter of assignment will expressly state monitoring point, item, time, frequency, method, data reporting and any other matter as concerned. 6.4.5 Environmental monitoring programs for the construction and operation of the road are respectively described in Table 6-9 and 6-10. 6.5 Personnel Training Program 6.5.1 According to the situation of high-grade highways (includingthose being and to be built) existing in Henan Province, the environmental management agency under Henan Provincial High-grade Highway Construction Authority and the Communications Environmental Monitoring Center of Henan Province will be provided with 35 persons, including 5 environmental managers and 30 monitors. 6.5.2 Out of the aforesaid 35 persons, 24 persons have alreadybeen trained and the rest will be locally trained. Training activities in respect of environmental managementmainly relate to environmental management of communications construction projects, especially high-grade highway projects. The environmental monitoring personnel will be trained in respect of monitoring technology, management, data processingand quality control. 6.5.3 Full-time environmental managers of all sections (or the lots in the construction period) and part-time personnel will be provided with concentrated training servicesto be organized by Henan Provincial High-grade Highway Construction Authority such that a solid base will be formed for environmental management of the road. 6.5.4 The Environmental Monitoring Center and the Communications Environmental Monitoring Center of Henan Province will organize training services for all the personnel to be engaged in the environmental monitoring in construction and operation periodsof this road such that they will be quite aware of the monitoring item, analysis method and principle, work process and data processing. 11*0 Figure 6-2 Environmental Management Network for the Construction Period ENVIRONMENTALMANAGEMENT AGENCY OF HENAN PROVINCIALHIGH-GRACE a Three out of the S-person staffarea avallablt* HIGHWAYCONSTRUCTION AUTHORITY and the rest 2 will be available by the end of 19f. ENVIRONMENTALPROTECTION SECTION |ENVIRONMENTALPROTECTION SECTION (2) OF LUOYANGPROJECT OFFICE (2) OF SANHENXIAPROJECT OFFICE 1 1 z z I~~~~~~~~~~~ I I I LOTI LO 2 LOT3 LOT4 LOT5 LOT6 LOT7 LOT1 CKOOOOO-KIC2+3855)(KI +3B55K38+915) (|K384915-K47+228) (0K7#2284K56+557) (K60+000-K81+795)M K81+95-K99+060) (K1000+OO-K1O9+359) (1109+359-K1224070 I PART-TIME ' PART-TIME (K56+557-K60#000) 1 PART-TIME I PART-TIME I PART-TIME (KI22+070-K1354070) I PART-TIME ENVIRONMENTALSTAFF ENVIRONMENTALSTAFF 2 PART-TIME ENVIRONMENTALSTAFF ENVIRONMENTALSTAFF ENVIRONMENTALSTAFF 2 PART-TIME ENVIRONMENTALSTAFF ENVIRONENTALSTAFF ENVIRONMENTALSTAFF ENVIRONMENTALMANAGEMENT OF LUOYANG-SANMENXIAEXPRESSWAY IN THE CONSTRUCTIONPERIW0 111 Figure6-3 EnvironmentalManagement Network for the OperationPeriod ENVIRONMENTALMANAGEMENT AGENCY OF HENAN PROVINCIALHIGH-GRADE HIGHWAYHANAGEMENT AUTHORITY (Sj '~~~~~~~~~~~~~~~~~ |ENVIRONMENTALPROTECTION SECTION ENVIRONMENTALPROTECTION SECTIONI (2) OF LUOYANGPROJECT OFFICE I(2) OF SANMENXIAPROJECT OFFICE | ~I I I FULL-TIMEENVIRONMENTAL I FULL-TINEENVIRONMENTAL 1 FULL-TIMEENVIRONMENTALI 2 FULL-TIMEENVIRONMENTAL I 2 FULL-TIMEENVIRONMENTAL STAFF OF MENGJINMANAGEMENT| STAFF OF XINAN MANAGEMENT STAFFOF YIMAMANAGEMENT ISTAFF OF MIANCHIMANAGEMENT ISTAFFOF SHANXIANMANAGEMENT ENVIRONMENTALMANAGEMENT OF LUrOYANG-SANMENXIAEXPRESSWAY IN THE OPERATIONPERIOW 112 Table6-9 List of EquipmentAvallable In HenanCommunications Environmental Monitoring Center No. Description Specification& Model Unit Price(RMB) Qty (set) Remarks 1 Air Sampler 8000 20 2 VehicleExhaust Monitor 1 3 Dust Monitor 2 4 Cylinder-typeDust Monitor 2 5 Noise andShock Monitor 2 6 Nitride andOxide Monitor 1 113 Figure 6B4 EnvironmentalMonitoring Network HENAN PROVINCIAL HIGH-GRADE HIGHWAY| ENVIRONMENTAL MONITORIN CENTER LUOYANGENVIRONMENTAL SANMENXIAENVIRONMENTALI MONITORINGSTATION MONITORINGSTATION MENOJINENVIRONMENTAL XINAN ENVIRONMENTALYIMA ENVIRONMENTAL IMIANCHI ENVIRONMENTALI ISHANXIAN ENVIRONMENTALI MONITORINGSTATION ONITORINGSTATIO MONITORINGSATIONI MONITORINGSTATION MONITORINGSTATION ENVIRONMENTALMONITORING IN CONSTRUCTIONAND OPERATIONPERIODS OF LUOYANG-SANMENXIAEXPRESSWAY 114 Table 6-10 Environmental Monitoring Program for the Conatruction Period EnvironmentalElement MonitoringPoint Monitorinq.Item MonitoringTime & Frequency Implementor Supervisor 2-3 pointsat asphaltconcrete T.S.P.,Asphalt 4 times a year in construction Environmental HenanProvincial High- batchingplant of eachlot and Smoke, period(once a quarter),each MonitoringAgency gradeHighway residentialsites nearby Benzonpyrene lasting 1-2 days,once In the Responsiblefor EachEnvironmental morningand once In the Lot MonitoringCenter, afternoon. LocalEnvironmental Air 3-4 pointsat lime/soilmixing T.S.P.,Dust Randomexamination In ProtectionAgencies plant and work site of each lot as constructionperiod, once In well as residentialsites nearbyas the morningand once in the well as haulingtruck roads aftorinoon,but the total numberfor each lot shall not be < 6 times. 5-6 pointsat work site andmajor Environmental Randomexaminatlon In noisesource equipment of each noiseLeq constructionperiod, once in EnvironmentalNoise lot as well as residentialsites the morningand oncein the nearby afternoon,but the total numberfor each lot shallnot be < 6 times. 2-3 points at vicinity of major Vibratlon Irregularrandom examination HenanProvincial LocalEnvironmental Vibration vibrationsources and structures of majorvibration sources. High-gradeHighwav ProtectionAgencies nearby Environmental MonitortlhgCenter Onecross section 100 m Temperature, 6 timesa year, i.e. twice In Environmental High-gradeHighwaV SurfaceWater upstreamand one 100 m permanganate eachof dry, peakand MonitoringAgency Environmental downstreamof the bridgeacross index,SS,B0D 6, average-flowseasons during Responsiblefor Each MonitoringCenter, the GinglongheRiver oil, Pb, S2. bridgeconstruction works. Lot LocalEnvironmental ProtectionAgencies 115 Table 6-11 Environmental Monitoring Program for the Operation Period EnvironmentalElement MonitoringPoint Monitlring Item MonitoringTime & Frequency implementor Supervisor Entriesto the Road(Entry of Interchange) Exhaust,CO & HC of To carryout regularand HenanProvincial Environmental GasolineVehicle, randomexamination of Communications ProtectionDivision Vehicle Exhaust& Noise SmokaDunsity of vehiclesentering Into this MonitoringCenter of HenanProvincial DieselVohicle, Traffic road High-gradeHighway Noise Administration DongcunPrimary School Ik6 +950) NO., CO,CnHnii, 4 times a year (January, Hebelcunik25 +850) T.S.P. April, July & October)each of LoupocunIk47 + 550) which lasts 5 executivedays. ZhuchengcunIk70 +800) once respectivelyat 07:00, Zhanggoucun(k56 + 9501 11:00. 15:00, 19:00 hours. Air Shilicun(k83 + 000) YelucunIkl 16+ 2001 Chengcun(ki 33+600) YichangService Zone Ik1 5 + 300) MianchlService Zone (k69 +9761 ServiceZone In EastSanmenxia (kI06+580) ditto EnvironmentalNoise 4 times a year (January, EnvironmentalNoise L. In day and night April, July & October)each of hours which lasts 3 days, oncein day and once in night hours. One cross section 100 m upstreamand one pH, SS,DO, 3 times a year,i.e. once In SurfaceWater 100 m downstreamof the bridgeacross tlhe parliintgnilntoIndex, enchof dry, peak and QinglongheRiver BOD5,oil, Pb, S' average-flowseasons. 116 Figure6-5 Processof EnvironmentalMonitoring Data Submission LBANK HENAN PROVINCIAL ENVIRONMENTAL PROTECTION AGENCY ENVIRONMENTAL MANAGEMENT AGENCY HENAN PROVINCIAL OF HENAN PROVINCIAL HIGH-GRADE ENVIRONMENTAL HIGHWAY CONSTRUCTION AUTHORITY MONITORING CENTER t t "HNANPROVINCIAL HIGH-CRADB HIGHWAYI | ENVIRONMENTALMONITORING CENTERI LUOYANG ENVIRONMENTAL ENVIRONMENTAL PROTECTIONM ALMNXIA ENVIRONMENTAL ENVIRONMENTALPROTECTION MONITORINGSTATION SECTIONOF LUOYANG FMONIITORING STATION _ SECTIONOF SANMENKIA t ~~~~MANAGEMENT KANAGEMENT MONITORING STATION MONITORING STATION MONITORING STATION MONITORING STATION MONITORING STATION 117 ChaDter 7 Brief Economic Analysis 7.1 Economic Evaluation 7.1.1 Economic Cost 7.1.1.1 Transportation Cost Highway-borne transportation cost is calculated as follows: C=501.3328 - 12.33045 + 0.10198 S2 S.,,.., = 86.04 - N/960 (expressway) S.xW,g= 156.7/N 1'96 (existingroad) in which, C =operation cost of transportation (RMB/1000 t-km) S = vehicle speed (km/h) N =traffic flow (vehicle/d) 7.1.1.2 Adjustment to Construction Cost Economic construction cost of the project is determined as shadow-price adjusted on the basis of financial cost excluding tax, subsidy and reimbursement of price difference. a. Shadow price adjustment of major building n:aterials is calculated as follows: shadow price of foreign-trade commodity= port price + freight plus trade cost; shadow price of non-foreign-trade commodity=ex-works price + shadow freight + trade cost b. Shadow price adjustment of land: The present value of net income from farmland areas to be covered by the road in the operation stage on the basis of total annual yield. In the calculation, it is assumed that the unit yield of wheat increased by at an annual growth rate of 2% and that of corn grows at 3% rate. The total shadow cost in the whole period of land use is farmland area timed by opportunity cost of land. c. Excluded breakdowns are: tax components included in building and fitting-in cost, power-supply subsidy considered in other capital cost, escalation cost included in the contingency and regulation cost of fixed assets. d. Interests and commitment charges of loans to be incurred in the construction period are direct costs rather than reimbursements. In the economic evaluation, the annual investment plan in the construction stage includes the due interests and commitment charges on the basis of the actual loan availability incurred in each year. 7.1.1.3 Calculations of Economic Cost The total cost estimate of the proiect is 4100.8433 million RMB (including 235.945 million RMB interests and commitment charges in construction stage). As adjusted, the economic cost is totals 3192.3532 million RMB. 118 With a unit cost of 30000 RMB/km, the regular maintenance cost required for each is 4.05 million RMB on the average. The overhaul is arranged to take place in the 10th year upon completion of the project. The unit cost for such is 200000 RMBIkm. Residualvalue of the project at the end of the evaluation term, assumed to be 50% of the economic cost, is included the total cost as negative. 7.1.2 Economic Benefit 7.1.2.1 Benefit of Road Upgrading The total benefit of such nature is Bhj + Bkj, Bhj= (Chw-Chy) x Qh (cargo transportation) Bki= (Ckw-Cky) x Ok (passengertransportation) 7.1.2.2 Benefit of Shorter Milage The total benefit of such nature is Bhd + Bkd, Bhd =Cho x Qhd (cargo transportation) Bkd = Cko x Qkd (passengertransportation) 7.1.2.3 Value of Saved Cargo Transportation Time Bhs=P*Qh-l-T/(1 6 x 365)/L 7.1.2.4 Value of Save Time of Passenger in Tour Bks=le-Qk-TI(8 x 365)1L 7.1.2.5 Benefit of ReducedTraffic Accidents Bjsh= Pjsh-(Jw-Jy)-Mk 7.1.2.6 Beneft of Avoided Existing Traffic Congestion Bhy = (Chw-Chyy)*Qh Bky = (Ckw-Ckyy)eQk 7.1.2.7 Benefit of EnlargedTraffic Capacity Such benefit is assumed to be half of the unit benefit of transferred traffic capacity. 7.1.2.8 Benefit of Transferred Railway Traffic Capacity Such benefit is assumed to be quarter of the unit benefit of transferred traffic of the road. Benefit calculations are as shown in Table 7-1. 119 7.1.3 Economic Evaluation Economic evaluation is worked out on the basis of intemal return rate, net present value, benefit/cost ratio and investment recovery term which are calculated as shown in Table 7-2. As shown in the table, these indices at 12% discount rate are respectively as follows: 16.17% internal return rate, 1314.1651 million RMB net present value, 1.5 benefit to cost ratio and 12-year recovery term. So the project will achieve outstanding economic benefit. As sensibility analysis suggests, the projectsis of good risk-resistance. 7.2 Environmental Protection Cost The total environmental cost is 128 million RMB which will be devoted to: slope protection: 109.21 million RME sound arrester provision: 2.04 million RMB road afforestation: 14.15 million RMB archeological salvation and protection: 4.89 million mRMB environmental monitoring instrument: 1.5 million RMB service-zone pollution control (dust precipitator for boiler, wastewater treatment) 0.5 million RMB miscellaneous (construction worker protection, landscape construction) 0.6 million RMB Environmer.al protection contributes 3.1 % to the total project cost estimate. To meet the fast development pace, Henan Provincial Communications Environmental Monitoring Center has to equipped with more instruments and equipment as listed in Table 7-3. Environmentalprotection cost components should separately included in the project design and efforts are required to make such costs readily available for use such that various environmental measures will be implemented to minimize possible environmental impacts to be caused by the project. 120 Table 7-1 Summary of Project Economic Benefit ______unit:10' RMB ,______Road-upgrading Shorter Milage SavedTime Safety LessCongestion Induced Transferred Total Year ._Bj Bd Bd h Bks Bjsh Bhy Bky Traffic RailwayTraffic Benefit Bhi< Bki Bhd Bkd Bhs Bks Bjsh Bhy Bky Capacity Capacity 2000 14785.37 1891.95 14291.97 1828.81 86.32 2197.07 595.65 2309.86 295.57 1753.63 99.25 40135.45 2001 16696.61 2136.51 15390.12 1969.33 93.03 2486.38 635.23 2508.03 320.93 1939.53 106.72 44282.42 2002 18786.1?5 2403.90 16571.26 2120.47 100.22 2812.36 677.45 2720.33 348.09 2138.60 115.25 48794.18 2003 21062.74 2695.20 17841.06 2282.95 107.90 3179.15 722.46 2948.68 377.31 2359.28 123.26 53699.98 2004 23533.14 3011.32 19207.81 2457.84 116.10 3591.77 770.50 3193.39 408.63 2595.39 132.33 59018.21 2005 26196.35 3352.10 20676.01 2645.72 124.82 4054.77 821.69 3456.21 442.26 2851.96 141.63 64763.52 2006 29239.50 3741.51 22356.67 2860.77 134.70 4594.54 879.72 3868.33 482.20 3146.75 151.36 71356.04 2007 32489.90 4157.43 24170.42 3092.86 145.21 5200.57 941.80 4106.07 525.42 3464.12 162.12 78455.93 2008 35930.21 4597.65 26129.34 3343.53 156.35 5879.66 1008.30 4469.74 571.95 3802.79 172.94 86062.47 2009 39527.56 5057.97 28244.41 3614.17 168.12 6638.16 1079.50 4860.41 321.94 4162.52 188.70 94158.44 2010 43231.87 531.98 30527.25 3906.29 180.46 7481.93 1155.73 5281.47 675.82 4542.19 195.23 102710.22 2011 45541.71 5827.55 30997.68 4094.44 188.44 8203.31 1203.77 5660.49 724.32 4695.40 205.81 108342.93 2012 47860.39 6124.25 33536.91 4291.40 196.63 8987.94 1253.79 6057.34 775.10 4845.95 216.37 114146.09 2013 50i66.90 6419.39 35148.43 4497.62 205.02 9839.78 1305.89 6471.63 828.11 4992.76 227.88 120103.42 2014 52436.60 6709.82 36835.95 4713.55 213.57 10762.91 1360.176903.76 883.41 5134.65 239.26 126193.66 2015 54638.28 6991.55 38602.09 4939.55 222.26 11760.721416.68 7355.97 941.27 5272.43 250.42 132391.22 2016 56804.52 7268.7440557.78 5189.80 231.35 12854.00 1479.637763.44 993.41 5409.64261.01 138813.32 2017 58795.56 7523.5242611.63 5452.61 240.45 14027.68 1545.41 810",23 1047.90 5531.17 272.13 145237.29 2018 60545.84 7747.48 44766.53 5728.35 249.46 15280.711614.08 8635.75 1105.045640.88 282.57 151596.70 2019 61982.46 7931.31 47028.04 6017.74 258.26 16610.421685.80 9103.70 1164.92 5731.77 293.21 157807.62 121 Table 7-2 Summaryof EconomicEvaluation and Calculation SocialDiscount Rate 12% SocialDiscount Rate16% SocialOisccunt Rate 17S Total Discount Not Total Not Year Cost Benefit Not Benefit Discount Pissent Present Not Total Net Discount Not Coefficlent Valueof Valueof Praseilt Present Coefficient Piesent Present Coefficient Present PResent I Cost Benefit Value Value Value Valu Value Value 1.000 .81796.18 .81798.18 1.000 .81790.18 .31796.1S 1996 181796.18 0 .81 796.18 1.00 81796.118 0.00 .81796.18 .81796.18 .76653.27 *157449.45 0.855 -75006.66 .156802.84 1997 87767.79 0 *87757.79 0.893 78355.17 0.00 .78355.17 -160151.35 0.862 0.743 67560.40 .225099.806 0.731 -66410.46 -223213.29 1996 190909.27 0 .90909.27 0.797 72472.31 0.00o72472.31 *232623.66 0.641 .37652.79 -262662.65 0.624 .36695.56 .259908.85 1999 68772.09 0 .58772.08 0.712 41832.81 0.00 1.41832.81 .274456.47 0.652 21942.78 -240719.87 0.534 21202.16 *238706.69 2000 405.00 40135.45 0.636 257.38 25506.80 26249.42 .249207.05 20890.61 *219829.25 0.46t 20012.98 .218693.71 2001 405.00 44282.42 39730.45 0.667 229.81 26127.03 24897.23 *224309.82 0.470 19860.97 .199968.28 0.390 19863.97 -199829.74 2000 405.00 48794.18 43877.42 0.607 205.19 24720.65 24515.47 * 199794.36 0.410 18857.34 -181110.94 0.333 17757.64 .182012.10 2003 405.00 53699.98 48369.18 0.452 183.20 242911.14 24107.94 -176086.42 0.364 17878.53 .163232.41 0.285 16692.01 -165360.08 2004 405.00 59018.21 53294.93 0.404 16 3.57 238136.47 23672.89 *152013.52 0.305 16923.27 .146309.14 0.243 15665.11 .149714.97 2005 405.00 64763.52 58613.21 0.361 146.05 23354.37 23208.33 .128805.20 0.263 110083.44 *130726.71 0.208 14700.47 .134054.50 'dOOI 40(3.0x0 713MU.M4 04358.52 0.322 130.40 YY914..:1 >77I44..4 l bi.111o.uo 0.727 15252.48 .114973.23 0.176 13878.22 .121070.28 200I 405.100 78465.93 70951.04 0.287 116.43 22554.20 2243 1.10 .83523.08 0.195 0.168 14430.11 -100543.12 0.152 13017.73 .108058.55 2008 405.00 86062.47 85657.47 0.257 103.95 22099.09 21986.14 *61536.94 0.145 13282.20 .87260.92 0.130 11879.76 .96178.79 2009 2700.00 94168.44 91450.44 0.229 1618.77 21578.68 20959.91 .40577.03 12808.14 .74452.77 0.111 11357.84 .84320.ss 2010 405.00 102710.22 102305.22 0.205 82.87 2`10116.54 20933.67 * 9643.38 0.125 0.108 11649.42 .62803.35 0.095 10242.04 .74578.91 2011 405.00 108342.93 107937.93 0.183 73.99 19793.85 19719.86 76.50 0.093 10582.54 .52220.02 0.081 9224.53 .65354.39 2012 405.00 114146.09 113741.09 0.163 66.06 18619.70 18553.63 18630.13 9600.70 *42620.12 0.069 8297.15 .57057.23 2013 405.00 120103.42 119698.42 0.146 58.99 17492.38 17433.40 36063.53 0.080 8697.57 -33922.55 0.059 7452.40 .49604.83 2014 405.00 126193.66 125788.66 0.130 52.87 16410.17 16357.51 52421.03 0.069 7867.32 .26055.23 0.051 6683.40 .42921.43 2015 405.00 132391.22 131086.22 0.116 47.02 15371.52 15324.49 67745.53 0.060 7112.18 .1894305 0.043 6990.25 -36931.18 2016 405.00 138813.32 138408.32 0.104 41.99 14390.33 13348.34 82093.87 0.051 0.037 5357.51 .31573.67 2017 405.00 145237.29 l44832.29' 0.093 37.49 13443.11 13405.02 95489.40 0.044 6415.70 112527.61 *6753.61 0.032 4780.13 .26793.54 2018 405.00 151596.70 151191.70 0.083 33.47 12528.33 12494.3G 107994.35 0.038 5773.68 3696.19 0.027 6577.63 .18215.92 2019 .159617.66 157817.62 317425.28 0.074 .11777.86 11644.30 73422.10 131416.51 0.033 1044980 Note: ENPV= 1314.1651 mIllion RMB; EBCR= 1.50; EIRR= 16.17%; N= 12 year. 122 Table 7-3 List of Equipment to be Provided for Henan Communications Environmental Monitoring Center Description Model & Unit Price Qty Iset) Amount Specification (1Q4 RMB) TSPMonitor 17.5 1 17.5 NO. Monitor 13.7 1 13.7 Psophometer _ 1.5 2 3.0 Analytical Balance (1110000) 0.3 4 1.2 Spectrophotometer 723 0.7 2 1.4 Atomic Absorption Spectrophotometer 35 2 70 Computer 3.75 2 7.5 Refrigerator 0.35 2 0.7 Bake Oven 0.5 2 1.0 Monitoring Car 34.0 1 34.0 Total 150 123 Chapter 8 Public Participation 8.1 Public Consultation The road alignment and interchange site selection have incorporatedthe local government and public opinions. And the design has considered the local interests as far as possible. In the initial EIA process, representatives from the local environment/archaeological agencies and EIA agencies have gathered to discuss and finalize sensitive points and cultural relics deserving focus of the EIA. The local responsible environmental agencies have also reached agreement on the EIA standards. Local people's congress and political consultation commission representatives have been interviewed in respect of the project implementation as well as environmental protection, land use, and resettlement related to the project. What the 10 interviewed representatives are concerning about is the project land coverage and resettlement compensation. And they also hope that proper compensation be made in strict accordancewith the provincial compensation procedures in light of the local reality and that surveillance mechanism be established to ensure fair and rational compensation. As entrusted by the National Environmental Protection A.gency, the Henan Provincial Environmental Protection Agency presided over the project EIA outline review meeting in Zhengzhou February 21, 1995. At the meeting, 25 experts and representatives from the local environmental agencies expressed their ideas on the environmental concerns and highlights of the EIA. In YHJ 21 (1995) "Review on the EIA Outline Luoyang-Sanmenxia Expressway, A Section of the National Trunk Road from Lianyungang to Huoerguosi", HenanProvincial EnvironmentalProtectionAgency approvedthe outline while requirements were provided. 8.2 Questionnaire Findings and Analysis Questionnaireswere distributed amongthe local residents and personsconcerned in middle January, 1995. For being informed of what the local people think of the construction of the road and environmental protection related to the road, 300 questionnaires were distributed. Out of the 280 feedback questionnaires (93.3%), 168 were contributed by farmers, 14 (5%) by workers and 98 (35%) by others. The interviewees include 10 people's congress representatives and political consultation commissioners, seeTable 8-1 for professional constitution of the interviewees. Table 8-2 includeseducation level of the interviewees. Table 8-1 Professional Constiution of Interviewees If Profession Farmer Worker Other % 160 5 35 124 Table 8-2 Education Level of Interviewees Education >PolytechnicSchool Senior MiddleSchool Junior MiddleSchool PrimarySchool 25 50 15 10 As seen from Table 8-1 and Table 8-2, 'such constitution as investigated appropriately reflects the fact, but the education level is somewhat overestimated. Generally, the interviewees are representative. The results retrieved from the questionnaires indicate, most of the people (88%) knew something about environmental protection, though the degreevaries. More than half (52%) of the interviewees expressedtheir dissatisfaction to the present highway communications conditions. Absolute most (90%) of they said that the road would affect the environmental to varying extent. Almost all of they thought the construction of the road would promote the local economic development, while 89% of them thought the road would facilitate livelihood improvement and 95% of them agreed to creation of the road as soon as possible. In respect of relocation which would relate to their own interests, 95% of them accepted relocation and expressed their desire to be resettled elsewhere in the original villages. Among the people who would lose all or part of the land, 97.5% of them said they would continue to farm on farmland as readjusted while the rest 2.5% said they would like to go to township industries. This investigation by questionnaire method also reveals that resettlement compensation is a common concem of the interviewees. So the project proponent should provide intensified efforts to publicise resettlement compensation ways and standards for the purpose of smooth relocation and resettlement. Detailed statistics retrieved from these questionnaires are as shown in Table 8-3. Table 8-4 is a sample questionnaire. 125 Table 8-3 Statistics Retrieved from Questionnaires for Public Consultation Question Answer Percentage i%l of Interviewees Understand well 8 Degree of Understand 10 Understanding of l Environmental Understand little 70 Protection Not understand 12 Degree of Satisfaction Very satisfied 3 to the Current Satisfied 45 Communications a e Situation Not satisfied 52 Major 56 Minor 20 Environment Impacts Slight 14 of the Expressway Not know 10 Major 98 Economic Minor 2 Development Promotion by the Slight 0 Expressway No promotion 0 Promotion of Living Somewhat improved 89 Standard and Amenities by the Not improved 11 Expressway Degraded O Development D Agree 95 Attitude to Relocation Disagree 5 Resettled nearby 96 Attitude to Host Area Resettled in other village 4 Desire to Occupation Remain in farming 97.5 Selection due to Land l Use for the Road Go to other industries 2.5 Early construction 95 Attitude to the Late construction 5 ProposedExpressway I Construction Without construction 0 126 Table8-4 Sampleof Questionnairesfor PublicConsultation SeriesNo. 5 Name Donggulal I Sex Male I Age Adult Nationality Han fetigio1 | None Education HighPrlmary School Occupation Very much Verygreatly l How Doesthe Expresswayv How Do You Understand Understand f PronmtetIi Econolic Verylitte the Significanceof To someextent Dovolopmont Little Environmental Protection? Not at all Not at all Very satisfiled Improvedto someextent / Are YouSatisfied with the Satisfied Huw is LivelilhoudIiiiproved Not Improved Present Communications In Yuur PlaNo i Situation? Not satisfied / Degraded Very great / Beexpedited How Do You Thinkof the Verylittle ExptisswayShould Be Bedeferred Environmental Impact by Slight Becancelled the Expressway? No Impact To acceleratethe nationaleconomic development, It shouldbe Very adequate commencedas soonas possible. How Do You Thinkof the What's YourSuggest or Environmental Measuresfor Relativeyadequate Requirementfor the Construction& Operationof Inadequate / Expressway? the Expressway? No measure People'sCongress Representative What'sYour Comment & Adequatecompensation should be provided. PoliticalConsultatIon Commissioner RequirementIn Respectof Resettlement? PublicOrgenization Interviewer:Zhou Jie January12, 1995 127 Chapter9 Conclusions 9.1 With low vegetationcoverage and less water availability,frequent droughts are the main ecologicalrestraints. There is no rare and endangeredspecies along the roadside sincethe local fauna andflora are predominatedby commonspecies. The local land surfacefluctuates to a large extent such that the land is susceptibleto water ard soil loss in most areas,with a soil erosionmodulus of 1500 t/kWr.The local lead content in soil is, on the average,29.28 mglkg which is at the normallevel. The soil is somewhatalkaline. 9.2 As surveyedand resurveyed,there are altogether 19 archaeologicalsites where salvationof cultura' relics will be completedprior to commencementof the project. 9.3 The localair environmentalquality is relativelygood. In the monitoringinterval, the instantaneousCO concentrationis abovethe EIAstandard in somecases. This is mainly because: 1) there are many small coal mineswhich dischargesgas via their shafts; 2) manycoking plants here are using out-of-date technologies which contributeslarge amount of uncontrolledCO; 3) in winter days when the monitoringwas conducted,incomplete combustionof coal usedby the local residentsfor heatingpurposes brings about CO. The local environmentalnoise level is in very goodsituation, with environmentalnoise L, beingvery low in most cases.This suggeststhat the projectis locatedin a quiet area. 9.4 In the constructionperiod, morewater and soil loss will occurin limited areasas a resultof surfacevegetation destruction and surface stability damage due to borrowlspoil areaoperations. In the constructionstage, noise,blown dust and asphaltsmoke arising from construction activitieswill causeimpacts on the range200 m off the road,especially the range100 m away. The project-relatedresettlement work is not heavy,so all land requisition,relocation and resettlementwork will be completedin the periodfrom May 1 to September30, 1996. 9.5 The road,when put into service,will not posesignificant ecological environmental impacts. At that time, water and soil loss situation will be put undercontrol. Whenthe road is put into commission,the lead content of the croppedlayer will pose cumulation effect. As predicted,the content of suchlead cumulated immediately vicinity maybe 100 mg/kg be the late operation stage. However,this content is still under the limit are recommendedby the Ministry of Agriculture. In the operationstage, the environmentalnoise at sensitivepoints 100 m off the roadwill be abovethe standard,especially in night hours.As time passesby andtraffic flow goes up, however,traffic impactson the sensitivepoints will be increasinglysignificant. It is thus necessaryto providecomprehensive measures to minimizesuch impacts. The projectarea enjoys general air diffusivity. As predicted,the instantaneousNO. content at leewardof the road may breakthe EIAstandard, especially in day hourswhen thereis peaktraffic flow. 128 In the operation stage, the range 100 m off the roadside will be exposed to more traffic and vehicle exhaust impacts. In night hours, traffic noise may interfere the range 200 m away from the road. Upon completion, the road will promote the local socioeconomic development and will improve the local landscape. Generally, merits are more than demerits. 9.6 Through comprehensive comparison, the south scheme is recommended herein. With all the environmentalmitigating/offsetting measuresproposed herein implemented in construction and operation stages, all the environmental impacts due to the road creation will be offset or minimized to be acceptable. 9.7 The economic analysis results say the project will achieve significant economic /performance and the investment recovery term is rational. The project is of good risk- resistance. The total environmental cost estimate amounts to 128 million RMB Environmental costs should be separately included in the project design to ensure reliable funds for implementing environmental measures. 9.8 As investigated, the public and all walks of life support the road construction, but they concern about land requisition, relocation and resettlement compensations. The project proponent should make enhanced publicizing and exploring efforts. 9.9 The project is deemed environmentally feasible with rational alignment. 129 Appendix A Letter of EIA Assignment FROM: HENAN HIGH-GRADEHIGHWAY CONSTRUCTIONAUTHORITY DATE: NOVEMBER28TH, 1994 TO: HENAN PROVINCIALENVIRONMENT PROTECTION INSTITUTE SUB: Lette; of EIA Assianment Dear Sirs, To accelerate high-grade road construction pace both in China and Henan Province, Luoyang-Sanmenxiaexpressway, a section of Lianyungang-Huoerguosinational trunk road, is proposed to be partly financed by loan proceeds of the World Bank. As required by the World Bank and by China environmental protection laws and regulations, are hereby entrusted with EIA of the project with a total length of 135 km. It will be greatly appreciated that activities would be carried out as soon as possiblesince the time schedule is tight. Yours faithfully. Henan High-grade Highway Construction Authority 130