Environmental Impact Assessment Report for Xiangyang Urban Transportation Project with World Bank Loan

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Public Disclosure Authorized E2868 V1 Environmental Impact Assessment Report for Xiangyang Urban Transportation Project with World Bank Loan

(FINAL VERSION TO WORLD BANK)

Public Disclosure Authorized

Construction unit: Xiangyang Construction Investment & Operation Co., Ltd. Assessment unit: China Railway Siyuan Survey and Design Group Co., Ltd. Class A: G.H.P.Z.J.Zi No.2605

Public Disclosure Authorized September 2011

1.0 General description 1.1 General situation of the project 1.1.1 Name of the project

Xiangyang Urban Transportation Project with Loan of World Bank

1.1.2 Composition of the project

Xiangyang Urban Transportation Project with Loan of World Bank, according to the different administration and implementation organizations, is divided into 4 sub- projects of public traffic preferential corridor improvement, traffic safety and control, road perfection as well as the organization development & capacity construction.

1.1.3 Location of the project

All contents of the project are distributed within the scope of Xiangyang urban area, the newly built roads of the road perfection sub-project in civil works are located at Pangdong new zone of Xiangcheng District of Xiangyang; The sub-project of public traffic preferential corridor improvement-the dedicated public traffic road and railway public traffic hub reconstruction works of Changhong Road section is located within Fancheng district, newly built Xianshan parking and service yard is located within Panggong new zone of Xiangcheng district, newly built Xiangyang Economic Development Zone parking and service yard is inside Shenzhen Industrial Park of Xiangzhou district. Details refer to the diagram of its geographic location.

1.1.4 Construction unit

Xiangyang Urban Investment & Operation Co., Ltd.

1.1.5 Background of the project

Along with the drawing up of the national strategy of “the growing up of Central China”, Xiangyang as a sub-central city in Hubei, the most important metropolis in northwest of Hubei has met with unprecedented development opportunities. Resort to its unique geographical location and convenient traffic conditions, Xiangyang shall enjoy with the stronger external radiation and industrial cohesion. At present, the traffic construction of Xiangyang is faced with austere challenges, the location advantage shall be changed into the economic advantage only by taking the traffic or communication as a bridge, and embodying the urban fascination and enhancing the urban comprehensive competitive power needs to construct a modernized urban traffic system. In order to improve the urban traffic and urban functions, boost the construction of the experiment zone reform test of state level of Xiangyang urban

circle, at the same time, it’s necessary to further increase the force or the traffic construction and meet the traffic demand of continuous development.

In July 2009, at the loan project meeting jointly held by National Development and Reform Commission and Ministry of Finance, World Bank agreed to the draft resolution of USD 100,000,000 loan to Xiangfan urban traffic project. At the meeting, each party planned to submit the project to be built to the board of director of World Bank for approval, in order to be included into World Bank 2012 financial loan program.

From Nov. 5~6, 2009, World Bank dispatched the first delegation to Xiangfan for conducting the preliminary communication for this project.

In May 2010, the Proposal for Utilizing World Bank Loan by Xiangfan Urban Project Construction by Xiangfan city, Hubei Province was completed.

In Dec. 2010, World Bank further promoted conducting the feasibility study on Xiangyang Urban Transportation Project with loan of World Bank by Xiangyang, perfecting the road network system of Panggong area, boosting the construction on the parking lots and public traffic stations. Greatly implement the strategy of “public traffic preference”, enhance the public traffic service level. Strengthen the traffic control and get done with the traffic jam removal and smooth traffic protection work. 1.2 Objective of environmental impact assessment The construction and operation of the project shall have certain impact on the environment of the area for building the project, on basis of investigation on the current situation of the project area, through analysis on its pollution, the assessment intends to predict the impact of the project construction on the environment, put forward the feasible measures for controlling the pollution and alleviating the impact, in order to provide reference to the decision making for the project, guide the design for its environment protection and the environment management for its construction period and operation period, enable the construction of the project to reach the unification of economic benefit, social benefit and environment benefit. 1.3 Guiding ideology The guiding ideology of the assessment is based on the detailed project analysis, in accordance with the requirement of Technical Guidance Rules for Environmental Impact Assessment (HJ/T2.1-93, HJ/T2.3-93, HJ/T2.2-2008, HJ/T2.4-1995, HJ19- 2011) and Environmental Impact Assessment Codes for Highway Construction Works(trial) (JTJ 005-96), fully utilized the current basic information and use for reference the related highway construction works assessment results, reasonably

determined the assessment scope, monitoring items. And according to the characteristics of the project, selected the most representative monitoring locations, monitoring factors and predictive models. The conclusion would be maximally scientific, objective, just, clear and reliable. 1.4 Assessment basis

1.4.1 Laws, rules and regulations and policies of the country (1) Environmental Protection Law of the People’s Republic of China, implemented on Dev. 26, 1989; (2) Law of the People’s Republic of China on Environmental Impact Assessment , implemented on Sept 1, 2003; (3) Law of the People's Republic of China on the Prevention and Control of Atmospheric Pollution , implemented on Sept 1, 2000; (4) Law of the People's Republic of China on Prevention and Control of Pollution from Environmental Noise , implemented on March 1, 1997; (5) Law of the People's Republic of China on Prevention and Control of Water Pollution , revised on Feb. 28, 2008; (6) Law of the People’s Republic of China on the Prevention and Control of Environmental Pollution , implemented on April 1, 2005; (7) Urban and Rural Planning Law of the People’s Republic of China , implemented on Jan. 1, 2008; (8) Law of the People's Republic of China on Land Management , implemented on August 28, 2004; (9) Law of the People's Republic of China on Water and Soil Conservation , implemented on June 29, 1991; (10) The People's Republic of China- State Council (1998) No. 253 order for Regulations for Environmental Protection Management for the Construction Works , implemented on Dec. 12, 1998; (11) Document of State Environmental Protection Administrative Bureau H.F.[2003] No.94: Notification Relating to Environmental Noise in the Environmental Impact Assessment for highway, railway (include light railway) and other construction works ; (12) State Environmental Protection Administrative Bureau H.F. 2006[No. 28] Tentative Procedure for the Public Participating the Environmental Impact Assessment ; implemented on March 18, 2006.

1.4.2 Local rules, policies and documents (1) Environmental Protection Regulations of Hubei revised), Hubei Provincial People’s Standing Commission , implemented on Jan.1, 1998;

(2) Regulations for Atmosphere Pollution Control in Hubei, Hubei Provincial People’s Congress Standing Commission , implemented on Dec. 3, 1997; (3) Regulations for Hubei Urban Environmental Noise Control, Hubei Provincial People’s Congress Standing Commission , implemented on April 1, 1987; (4) Procedure for Hubei to Implement the People’s Republic of China Water Pollution Control Law , implemented on Jan. 1, 2001; (5) Implementation Procedures for Xiangfan Urban Construction Wastes Control , X.F.Z.F[2005] No.36; (6) Procedure for Controlling Xiangyang Urban Hightime Construction , Xiangyang People’s Government ordinance No. 16.

1.4.3 Relevant documents of World Bank (1) World Bank OP/BP4.01 and appendixes (environmental assessment), Jan. 1999; (2) World Bank OP/ (environmental assessment), Jan. 1999; (3) Documents assembly of World Bank environmental impact assessment.

1.4.4 Documents related to the planning and environmental function division (1) Xiangfan Urban Master Plan (2008—2020); (2) Xiangfan Overall Planning of Land Uses (1997—2010); (3) Xiangfan Comprehensive Urban Traffic Planning (2007); (4) Xiangfan Urban Public Traffic Planning (2007 2020); (5) Xiangcheng district Planning for Ancient City Protection (2007); (6) Panggong New Zone Planning (2010); (7) Xiangfan environmental function division; (8) Xiangfan statistical yearbook and related statistics bulletin in past years.

1.4.5 The project design information (1) The Feasibility Study Report on Xiangyang Urban Transportation Project with World Bank Loan (general report) 2011.8; (2) The Feasibility Study Report on Xiangyang Urban Transportation Project with World Bank Loan (sub-project of the road perfection) 2011.8; (3) The Feasibility Study Report on Xiangyang Urban Transportation Project with World Bank Loan (sub-project of the urban public traffic) 2011.8; (4) The Feasibility Study Report on Xiangyang Urban Transportation Project with World Bank Loan (sub-project of the traffic safety and control) 2011.8.

1.4.6 Technical codes for environmental impact assessment (1) The People’s Republic of China environmental protection industry standard HJ/T2.1-93 Environmental Impact Assessment Technical Guide Rules-General Principles ;

(2) The People’s Republic of China environmental protection industry standard HJ2.2-2008 Environmental Impact Assessment Technical Guide Rules-Atmosphere environment ; (3) The People’s Republic of China environmental protection industry standard HJ/T2.3-93 Environmental Impact Assessment Technical Guide Rules-surface water environment ; (4) The People’s Republic of China environmental protection industry standard HJ/T2.4-2009 Environmental Impact Assessment Technical Guide Rules·-acoustic environment ; (5) The People's Republic of China environmental protection industry standard HJ19- 2011 Environmental Impact Assessment Technical Guide Rules-ecological impact ; (6) The People’s Republic of China industrial standard-code for Highway Construction Environment Impact Assessment (JTG B03-2006).

1.4.7 Standard letters of affirmation

Letters of Xiangyang Environmental Protection Bureau Relating to Environmental Impact Assessment Implementation Standard for Xiangyang Urban Transportation Project with World Bank Loan (X.H.P[2011]No.25).

1.5 Assessment rating and scope

1.5.1 The division method stipulated by World Bank OP4.01

According to the division method stipulated by World Bank business handbook— Environmental Impact Assessment (OP4.01), the assessment type is divided as type B.

1.5.2 Work class of domestic environmental impact assessment

Work class of domestic environmental impact assessment is different to that of World Bank, according to technical guide rules of environmental impact assessment of China, the assessment work classes are divided into 3 classes. According to the characteristics and the local environmental characteristics of the sub-project to be constructed, in accordance to the technical guide rules of environmental impact assessment and code for highway environmental impact assessment on the topic of each sub-project assessment and the assessment work class, the determined results refer to table 1-1.

Table 1-1 Assessment topic and assessment work class division Name of sub- Assessment Rating Rating determination basis project topic

Impact scope<20km 2, generated biomass reduced Ecology Class 1 to<50%, species diversity reduced <50%, no ecological sensitive area within the project scope. Recent traffic volume in operation is over 10,000 Sub-project of vehicles/day (standard mini-passenger car), within Noise Class 1 road 60m to the road central line with more than 50 perfection households, school and other sensitive object. Recent traffic volume in operation is over 50,000 vehicles/day (standard mini-passenger car), and Air Class 1 within assessment scope with more than 50 households, school and other sensitive object.. Impact scope<20km 2, generated biomass reduced Ecology Class 1 to<50%, species diversity reduced <50%, no ecological sensitive area within the project scope. Recent traffic volume in operation for each public Noise Class 3 traffic station is less than 5,000 vehicles/ day (standard mini-passenger car). Recent traffic volume in operation for each public Air Class 3 traffic station is less than 20,000 vehicles/day Sub-project of (standard mini-passenger car). public traffic Sewage discharge of each public traffic station is 200 m 3/d, discharged water pollutants are mainly non-permanent pollutants, water quality Water parameters number needs to predict the Class 3 environment concentration is 7, complex degree of sewage quality is simple, it shall be drained into the municipal sewage network after the treatment, and final entered into urban sewage treatment plant. 1.5.3 Assessment scope

According to the provisions of the technical guide rules of environmental impact assessment, the code to highway construction environmental impact assessment, the assessment scope determined for assessment this time refers to table 1-2.

Table 1-2 Assessment topic and assessment scope Assessment Name of sub-project Assessment scope factors

Respectively 100m scope at two sides of newly built road central Ecology line and possible area involved by the project construction.

Sub-project of road Respectively 200m scope at two side of newly built road central network perfection Noise line.

Vibration Respectively 60m scope at two side of newly built road central line.

Respectively 200m scope at two side of newly built road central Air line.

Public traffic station project scope and its construction possible Ecology involved area.

Noise 60m outside the Public traffic station boundary line Sub-project of public traffic preferential Vibration 60m outside the Public traffic station boundary line corridor improvement Public traffic station project scope and its construction possible Air involved area.

Water Not divide the assessment scope, only conduct the discharge environment standard qualification analysis.

1.6 Assessment factors

According to the pollution characteristics of the project, through selection and identification, environmental impact assessment factors of each assessment topic refer to Table 1-3.

Table 1-3 Summary table for main factors of environmental impact assessment

Assessment Assess main factors elements Construction period Operation period Acoustic Equivalent continuous acoustic Equivalent continuous acoustic level A environment level A Vibration VL VL environment zmax z10 Water PH,BOD ,COD, animal and vegetable oil, oil type, SS, COD, oil, etc. 5 environment ammonia nitrogen Environment TSP NO (NO ),CO air X 2 Construction waste, domestic Domestic waste of the public traffic station staff and Solid wastes waste passenger carried waste. Ecological Water and soil loss, urban Landscape, vegetation recovery. environment greening 1.7 Assessment standard

1.7.1 Acoustic environment

According to letters of standard affirmation, assessment adopted acoustic environmental noise refers to Table 1-4.

Table 1-4 Implemented standards for acoustic environment assessment

Standard value and Standard Standard No. class Scope of application Remarks name (Type) Acoustic Class 4a area: Southeast section of inner ring road, Xingguang Next to the environment Daytime 70dB(A) Avenue, Jianghua Road, Xiangyang Road,Zhakou GB3096-2008 road is 3f or quality Night time Road,Panggong Road, planned No.13 road, area of over building standard 55dB(A) the building facing to one side of the road.

The adjacent is type 2,3 standard applicable area, Next to the respectively area within 35,25m to the road road is 3f or boundary line less building Class 3 area: Day time 65dB(A) Scope of industrial area Night time 55dB(A) Include Class 2 area: school class Day time 60dB(A) Other areas and other sensitive points of project rooms and Night time scope hospital 50dB(A) within class 4 area Environment noise discharge standard for Class 2 area: Public traffic station(Xianshan parking and service industrial Day time 60dB(A) yard, Xiangzhou district-Shenzhen Industrial Park GB12348-2008 enterprise Night time Parking and Service Yard, railway public traffic boundary 50dB(A) hub)1m outside the boundary for industrial enterprise boundary Earthwork period: Day time75dB, Night time 55d B; Piling period: Day time 85dB, Night Noise Limits time no for construction; With the boundary line of relevant construction site GB12523-90 Construction Structural period: of sensitive areas Site Day time 70dB,Night time 55d B; Decoration period: Day time 65dB, Night time 55d B.

1.7.2 Vibration environment

According to letters of standard affirmation, vibration environment standards refer to Table 1-5.

Table 1-5 Implemented standards for vibration environment assessment Standard Standard Standard Standard value Scope of application Selection No. name and class basis Mixed area Determination Environment standard: Day Sensitive points located within for the GB10070- vibration time 75dB, noise function division type “2” standard class 88 standard for Night time area refers to noise urban area 72dB function area Industrial area type Sensitive points located within standard: Day noise function division type “3” time75dB, Night area time 72dB

Standard value for two sides of primary traffic Sensitive points located within road network: noise function division type “4a” Day time75dB, area Night time 72dB

1.7.3 Water environment

The project is mainly urban road, sewage during construction period and operation period is sewage pipe network of urban drained sewage, finally entering urban sewage treatment plant, according to the letter of standard affirmation, sewage discharge standard is implementing class 3 Standard of sewage comprehensive discharge standard (GB8978-1996), details refer to Table 1-6.

Table 1-6 Implemented standard for water environment assessment

Standard No. Standard name Standard value Pollutants Standard value(mg/L ) and class pH 69

SS 400

BOD 5 300

Comprehensive COD 500 GB8978-1996 sewage discharge Class 3 Oil type 20 standard Animal and vegetation oil 100 v Ammonia nitrogen /

LAS 20

This project is close to Han River, according to the function division for Xiangyang earth’s surface water environment, Hanjiang section where the project is located is type water body, and the water quality standard refers to Table 1-7.

Table 1-7 Han River water environment quality standard for the project area Standard Standard No. Standard name value and Pollutants Standard value(mg/L ) class GB3838-2002 Earth’s surface Type water pH 6~9 environment SS 0.2 quality standard

BOD 5 4 COD 20 Oil type 0.05 Ammonia nitrogen 1.0

LAS 0.2

1.7.4 Atmosphere environment

According to letters of standard affirmation, atmosphere environment quality standard for the area along the project shall implement class 2 standard of Ambient Air Quality Standard (GB3095-1996), details refer to Table 1-8.

Table 1-8 Implemented standard for atmosphere environment assessment

Standard Standard Standard value(mg/cubic Standard No. value and Pollutants name class meter) Annual mean 0.2 TSP Daily mean 0.3 Annual mean 0.05

NO X Daily mean 0.10 Embient 1h mean 0.15 air GB3095-1996 Class 2 quality Annual mean 0.04 standard

NO 2 Daily mean 0.08

1h mean 0.12

Daily mean 4.0 CO 1h mean 10.0

1.8 Assessment prediction time interval

This assessment time intervals are construction period and operation period. Construction is same to the project construction period; Operation period is consistent to vehicle flow prediction year. Namely:

Construction period: 2011y~2015y.

Operation period: 2015y~2020y.

1.9 Emphases of the assessment

According to major potential environment impact of the project and the regional environment sensitive degree, this assessment takes the topic of the following environmental impact assessment as emphases of the assessment:

(1)Topic on acoustic environmental impact assessment: Stress on assessing the impact of the project operation on schools, hospitals and concentrated residents quarters at two sides of the road.

(2)Topic on urban ecological environmental impact assessment: Mainly analyze the harmony of the road landscape and the surrounding environment.

(3)Topic on environment air impact assessment: Stress on assessing the impact of vehicle tail gas on schools, hospitals and concentrated residents quarters at two sides of the road.

(4)Public participation: Stress on investigation for units, schools, hospitals and concentrated residents quarters at two sides of the road. 1.10 Assessment technical method

According to the principle of “based on the point, combining point with the line and feedback of whole line, it’s adopted mode calculation, analog method and investigation and research method for conducting assessment.

Ecological environment is adopted the method of data collection and diagnosis; water environment assessment is adopted analog method; Acoustic and atmosphere environment assessments are adopted mode calculation method; Social environment is adopted diagnosis method; Risk analysis is adopted the method of probability analysis combining with mode prediction. 1.11 Identification of the construction project impact elements

According to the construction project nature and the improvement of the traffic environment and discharge characteristics of pollutants and others, environment impact elements identification table for the project impact environment is adopted for identifying the degree and nature of the project impact element on the environment, identification results refer to Table 1-9, Table 1-10.

Table 1-9 Identification of environment impact element degree of the project

Natural environment Ecological resources Social environment Living quality

Environment Under- resources Undergroun Surface Atmospher s

round Surface Noise Urban d Water e hydrolog hydrology environment ecology

water quality quality quality ater quatic antiquity antiquity animal animal developme nt

y Cultural Cultural Endangered Endangered Agricultural Living Living standard Forest Forest vegetation Wild animal A animal Fishing breeding use Land Industrial developmen t W supply Traffic Fuel structure energy Save Esthetics tour Health safety Social economy Recreation Site clear / / / -1 -1 -1 -1 / / / / / / / / / -1 / / -1 / / / / / Ground / / / -1 -2 -2 -1 / / / / / / / / / -1 / / -1 / / / / / exc. Transp. / / / -1 -1 -1 / / / / / / / / / / -1 / / -1 / / / / / Install / / / / / -1 / / / / / / / / / / -1 / / -1 / / / / / constr. Material

Construction period period Construction / / / -1 -1 / / / / / / / / / / / / / / -1 / / / / / store Sub-total / / / -4 -5 -5 -2 / / / / / / / / / -4 / / -4 / / / / /

Sewage / / / / / / / / / / / / / / / / / / / / +1 / / / / discharge Waste gas / / / / -1 / / / / / / / / / / / / / / / -1 / / / / discharge Noise / / / / / -1 / / / / / / / / / / / / / / -1 / / / / Solid dis- / / / / / / / / / / / / / / / / / / / / / / / / / charge Product / / / / / / / / / / / / / / / / / / / / / / / / / Employ- / / / / / / / / / / / / / / / / / / / / / +1 / / +1 ment House / / / / / / / / / / / / / / / / / / / / / +1 / / +1 Sub-total / / / / -1 -1 / / / / / / / / / / / / / / -1 +2 / / +2 Notes: 3 Major impact;2medium impact;1light impact; “ ” indicates favorable impact; “ ” indicated unfavorable impact. Degree of environment impact element by the project operation period includes positive and negative respects, whereas the benefit is bigger than the harm, the listed in the table are major impacts.

Table 1-10 Analysis on the nature of the project impact on the environment Unfavorable impacts Favorable impacts

Impact nature Construction period Operation period Construction period Operation period Environment resource Short Long Short Long Short Long Short Long Reversible Irreversible Local Wide Reversible Reversible Local Wide Local Wide Local Wide term term term term term term term term Underground hydrology Underground water quality Earth’s surface Natural hydrology resources Earth ’s surface water quality √ √ √ Atmosphere quality √ √ √ √ √ √ Noise environment √ √ √ √ √ √ Urban ecological √ √ √ √ √ Forest animals Living Wild animals resources Aquatic animals Endangered animals Fishing breeding Land use √ √ √ √ √ Industrial development √ √ Social Agricultural √ √ √ environment development Water supply √ √ √ √ √ Traffic √ √ √ √ √ Fuel structure Save energy source Esthetics tour √ √ √ √ √ Health safety Living quality Social economy √ √ √ √ √ Recreation Cultural antiquity Living level √ √ √ √ √

It’s clear from Table 1-9 and Table 1-10, unfavorable impacts of the project on the environment are mainly in construction period, mainly manifest in the impact on the land occupation of the construction section, traffic, social economy, acoustic environment, environment air and ecological environment, the nature is local, in short term, but can be reversible; Main unfavorable impact during operation period, environment elements of the impact include urban ecological, industrial development, traffic and transport, social economy and living standard along the line, the nature is wide and long term.

1.12 Environment protection targets

1.12.1 Ecological sensitive targets

Through investigation, the assessment scope of the project has not involved natural reserves, scenic spots, forest parks, historical and cultural sites under government protection, basic farmland protection area and other ecological sensitive objects.

1.12.2 Water environment protection targets

Due to Panggong area where the main civil works located having no river water system at present, at the same time, the project has not involved the scope inside Han River levee, so the project has not involved water source protection area. But, due to partial road section of the project road works being close to Han River, in consideration of the water drainage in construction period and environmental accident risk in operation period, which may possibly cause impact on Han River, therefore, Han River is taken as the water environment protection object by this assessment. Han River water environment function surrounding the project is classified as class III water quality.

1.12.3 Noise, atmosphere environment protection targets

According to the determined assessment scope, its noise and atmosphere environment protection targets refer to Table 1-11.

Table 1-10 Noise and atmosphere environment protection object within the assessment scope

Minimum distance(m) Distance to related roads(m) Locatio Relation Related Road Sensitive Distance n Distance related to Overview of sensitive Environmen No. Mileage Distance road Distance Height name point name to road Height relation to road road points t impact to road name to road differenc central difference to road central location red line red line e line line Under construction, 10 Existing Road traffic Panggong Left floors, 6 buildings, in frame 1 Yiheyuan K0+000 45.3 19.6 0 End Zhakou 25.8 12.3 0 noise , social Road side structure, total 240 Road life noise. households 1990s to now, 2fl.office building, 1 building, 3fl Xiangyang Existing office building, 1 building, Road traffic Panggong National K0+010 Right 2 24.5 4.5 0 Left side Zhakou 31 17.5 0 7fl resident building, 1 noise, social Road Taxation Bureau K0+070 side Road building with 42 life noise. yard households, brick and concrete structure. Youzhi Corp/ 2000, 7-8fl resident Family yard, Road traffic Panggong K0+070 building, 15 buildings with 3 Panggong 28.5 8.5 0 Left side noise, social Road K0+200 630 households, brick and Jiayuan, Taixin life noise. concrete structure. Garden Road traffic Panggong Panggong K0+010 Right Zhakou Right 2006, 7fl, 5 buildings, total 4 20 0 0 85 65 0 noise, social Road Garden K0+110 side Road side 176 households. life noise. 1700 teachers and students, Road traffic Panggong Xiangyang No. K0+250 Right 3fl teaching building, 1 5 53 33 0 noise, social Road 23 High School K0+350 side building, 6fl building, 2 life noise. buildings. 1990s, 5fl. 2 buildings, Hongwei Road traffic Panggong K0+200 brick and concrete 6 Chemical Factor 22.2 2.2 0 Left side noise, social Road K0+280 structure., total 80 family yard life noise. households Tihua Textile 1980s, 5fl, 5 buildings, Road traffic Panggong K0+340 Right 7 Factory family 41.7 21.7 0 brick and concrete noise, social Road K0+500 side yard structure. , total 180 life noise.

households.

1990s, 8fl, 3 buildings, Road traffic Panggong Hongqi Living K0+500 Right Xingguang Right brick and concrete 8 51 31 0 76 36 0 noise, social Road quarter K0+560 side Avenue side structure, total 192 life noise. households 2000, 6fl residential Meihua Road traffic Panggong K0+480 building, 3 buildings, with 9 Corp.family 53 33 0 Left side noise, social Road K0+570 132 households, brick and yard life noise. concrete structure. 1990s to now, 2-3 fl, brick Road traffic Panggong Wangjiawa K0+320 10 24.1 4.1 0 Left side and concrete structure, total noise, social Road group 7 K0+600 33 households life noise. 1980s to now, 4fl residential building, 1 Road traffic Panggong Weather Bureau K0+730 Right 11 22.1 2.1 0 building, 5fl, 3 buildings, noise, social Road family yard K0+800 side total 122 households, brick life noise. and concrete structure. Road traffic Panggong Xiangyang K0+710 12 26 6 0 Left side 2fl, 1 building, 30 beds. noise, social Road Degong Hospital K0+800 life noise. Xinghuo 1980s, 7fl residential Road traffic Panggong Bearing Factory K0+850 Right building, 2 buildings, 56 13 24 4 0 noise, social Road employees K1+000 side households, brick and life noise. dormitory concrete structure. Under construction, brick and concrete structure., Road traffic Panggong Zhongfang K1+000 Right 14 35 15 0 frame structure, 6fl, 2 noise, social Road Dingshengyuan K1+270 side buildings, 14fl, 1 building, life noise. total 120 households 1990s to now, 6-8fl, brick Road traffic Panggong Xuemei Corp. K1+020 and concrete structure., 6fl, 15 27.7 7.7 0 Left side noise, social Road family yard K1+080 1 building, 8f, l3 buildings, life noise. total 224 households 1990s to now, 2-3fl, brick Road traffic Panggong Panggongci K1+230 16 34.9 14.9 0 Left side and concrete structure., 52 noise, social Road Village group 1 K1+360 households life noise. Panggong Panggongci K1+650 No. 13 1990s to now, 2-3fl, brick Road traffic 17 20.6 0.6 0 2 sides 20.6 0.6 0 End Road Village group 5 K1+840 road and concrete structure., 25 noise, social households life noise.

households life noise.

1990s to now, 2-3fl, brick Zhakou Sujiayuan K0+010 Right Social life 18 37 17 0 and concrete structure., 100 Road Comunity K0+280 side noise households Existing Panggong 2000, 7fl, 1 building, brick Road traffic Zhakou Jinyu Corp. Siji K0+020 Right Road, Right 19 20.4 0.4 0 70 50 0 and concrete structure., 70 noise, social Road apartment K0+070 side existing side households life noise. Zhakou Road 1980s to now, 5-8fl, 5 Zhakou Cement works K0+120 buildings, brick and Social life 20 21.3 1.3 0 Left side Road family yard K0+220 concrete structure.,230 noise households Jiancai 1990s, 7-8fl, 2 buildings, Zhakou Xiangyang K0+180 Right Social life 21 30.5 10.5 0 brick and concrete Road residential K0+230 side noise structure.,92 households quarter Hepanlinyu, 2000, 6-7fl, 13 buildings, Zhakou K0+270 Right Social life 22 Hexie residential 26.9 6.9 0 brick and concrete Road K0+510 side noise quarter structure, 720 households No.1 Light 1990s, 5-7fl, 4 buildings, Zhakou K0+300 Social life 23 Industry Corp. 68 48 0 Left side brick and concrete Road K0+450 noise family yard structure, 98 households Agricultural 1990s, 3-5fl, 3 buildings, Zhakou Research K0+370 Social life 24 22.5 2.5 0 Left side brick and concrete Road Institute family K0+450 noise structure, 32 households yard 2011, 17fl, 1 building, frame structure; 3-5fl, Zhakou Farm Machinery K0+450 Social life 25 89.5 69.5 0 Left side 2buildings, brick and Road Corp.family yard K0+550 noise concrete structure,136 households 1990s to now,2-3fl, brick Zhakou Sanjiayuan K0+470 Right Social life 26 20.5 0.5 0 and concrete structure, 67 Road group 3 K0+660 side noise households Zhakou Sanjiayuan K0+870 Right 1990s to now, 2-3fl, brick Social life 27 72 52 0 Road group 4 K0+920 side and concrete structure, 9 noise households

households

1990s to now, 2-3fl, brick Zhakou Hongmiao K1+450 Jianghua Left Social life 28 38.8 18.8 0 Left side 86 66 0 and concrete structure, 39 Road Village group 4 K1+600 Road side noise households 1990s to now, 2-3fl, brick Zhakou Hexin Village K1+770 Jianghua Right Social life 29 44.1 24.1 0 Left side 77 57 0 and concrete structure, 25 Road group 7 K1+900 Road side noise households 1990s to now,2-3fl, brick Zhakou Hexin Village K2+170 Inner ring Left Social life 30 23.9 3.9 0 2 sides 31 1 0 and concrete structure,40 Road group 5 K2+360 road side noise households 1990s, 5fl, 2 buildings, Zhakou Roulianchang K2+750 Right Social life 31 23.5 3.5 0 brick and concrete Road family yard K2+800 side noise structure, 80 households 1990s to now, 2-3fl, brick Zhakou Zhijiamiao K2+850 Xiangyang Left Social life 32 29.7 9.7 0 Left side 25 5 0 and concrete structure, 120 Road group 5 K3+060 Road side noise households Wangjiawa 2005, 8fl, 2 buildings, brick Xingguang K0+950 Right Social life 33 residnetial 45 20 0 and concrete structure, total Avenue K1+000 side noise quarter 160 households 2010, 8fl, 7 buildings, brick Xingguang Dongcheng K1+000 Right Social life 34 33.5 8.5 0 and concrete structure,196 Avenue Yijing pahse 1 K1+150 side noise households 2010, 7fl, 5 buildings, brick Xingguang Dongcheng K0+900 Social life 35 35 10 0 Left side and concrete structure, 140 Avenue Yijing phase 2 K1+070 noise households Wangjiawa 2000, 5fl, 1 building, brick Xingguang Primary School K1+160 Social life 36 25 0 0 Left side and concrete structure, 20 Avenue teachers K1+200 noise households dormitory 1990s to now, 2-3fl, brick Xingguang Wangjiawa K1+150 Right Social life 37 26.5 1.5 0 and concrete structure, 70 Avenue group 7 K1+500 side noise households 1990s to now, 2-3fl, brick Xingguang Wangjiawa K1+540 Social life 38 31.7 6.7 0 Left side and concrete structure, 44 Avenue group 5 K1+700 noise households 1990s to now, 2-3fl, brick Xingguang Hongmiao K1+810 Right Social life 39 135 110 0 and concrete structure, 31 Avenue Village group 5 K1+940 side noise households

1990s to now, 2-3fl , brick Xingguang Hongmiao K2+250 Social life 40 27.2 2.2 0 Left side and concrete structure, 30 Avenue Village group 2 K2+350 noise households 1990s to now, 2-3fl, brick Xingguang Hongmiao K2+300 Right Jianghua Left Social life 41 56 31 0 60 40 0 and concrete structure, 61 Avenue Village group 3 K2+470 side Road side noise households 1990s to now, 2-3fl, brick Xingguang Hexin Village K2+700 Right Social life 42 28.8 3.8 0 and concrete structure, 51 Avenue group 4 K2+950 side noise households 1990s to now, 2-3fl, brick Xingguang Hexin Village K2+750 Social life 43 31.6 6.6 0 Left side and concrete structure, 72 Avenue group 3 K3+050 noise households 1990s to now,2-3fl, brick Xiangyang Zhijiaiao groups K1+150 Right Social life 44 21.3 1.3 0 and concrete structure,140 Road 2,3 K1+450 side noise households 208 teachers and students, Xiangyang Zhijiamiao K1+250 Right Social life 45 84 64 0 2fl teaching building, 1 Road Primary School K1+300 side noise building 1990s to now,2-3fl, brick Xiangyang Zhijiamiao K1+450 Right Social life 46 20.3 0.3 0 and concrete structure, 63 Road group 1 K1+750 side noise households Yangjiahe 1990s to now,2-3fl, brick Xiangyang K1+950 Right Social life 47 Village groups 36.1 16.1 0 and concrete structure, 257 Road K2+450 side noise 6,7,8 households Yangjiahe 1990s to now, 2-3fl, brick Xiangyang K2+450 Social life 48 Village1, groups 25.1 5.1 0 Left side and concrete structure, 82 Road K2+900 noise 3,4 households Inner ring 1990s to now, 2-3fl, brick road Hexin Village K2+300 Right Social life 49 49 19 0 and concrete structure, 32 southeast group 6 K2+450 side noise households section Inner ring 1990s to now, 2-3fl, brick road Sunjiagang K0+950 Right No.13 Right Social life 50 56 26 0 21.2 1.2 0 and concrete structure, 35 southeast group 7 K1+100 side road side noise households section 1990s to now, 2-3fl, brick Jianghua Hongmiao K1+850 Social life 51 29.4 9.4 0 2 sides and concrete structure,102 Road Village group 1 K2+250 noise households

1990s to now, 2-3fl, brick No.13 Panggongci K0+000 Social life 52 31.5 11.5 0 Left side and concrete structure, 15 road Village group 6 K0+050 noise households 1990s to now, 2-3fl, brick No.13 K0+100 Social life 53 Yaojiawan 22.4 2.4 0 2 sides and concrete structure, 138 road K0+500 noise households 1990s to now, 2-3fl, brick No.13 K0+700 Social life 54 Yangjiaci 20.8 0.8 0 Left side and concrete structure, 36 road K0+900 noise households 1990s to now, 2-3fl, brick No.13 Tuxiang Village K1+200 Social life 55 21.3 1.3 0 Left side and concrete structure,50 road groups 2,3 K1+300 noise households 1990s to now, 2-3fl, brick No.13 Sunjiagang K1+870 Social life 56 20.2 0.2 0 2 sides and concrete structure, 140 road groups 1,3 K2+200 noise households 1990s to now, 2-3fl, brick No.13 Sunjiagang K2+580 Inner ring Left Social life 57 21.7 1.7 0 Left side 121 91 0 and concrete structure, 45 road group 6 K2+950 road side noise households

2.0 Overview of the project

Xiangyang Urban Transportation Project with World Bank loan this time is a systematic engineering composed of a number of traffic sub-projects, which includes hardware construction, but also covers improvement and perfection of related softwares. It may be classified according to nature of each sub-project, which may be generalized as 4 major sub-systems, respectively: sub-project of road perfection, sub- project of public traffic preferential corridor improvement, sub-project of traffic safety and control as well as sub-project of organization development and capacity construction. Summary of the contents for Xiangyang Urban Transportation Project construction refers to table 2-1.

Table 2-1 Summary of the contents for Xiangyang Urban Transportation Project Construction Static Sub-project Project Construction contents investment(100 name nature million yuan) Southeast section of newly built Sub-project Construction for inner ring road, Xingguang Panggong new Avenue, Panggong Road, Jianghua Hardware 4.42 of road zone backbone Road, Xiangyang Road, Zhakou construction perfection, road network Road, planned No.13 road, total length is 17.182km Construction for Changhong road, Chunyuan road~ No. 13 Hardware Daqing west road section, total dedicated public construction length is about 2.5km traffic road Newly built Xianshan Hardware Yard total area is 5000m2 parking and construction service yard Newly built Xiangyang Economic Hardware Yard total area is 18000m2 Sub-project Development construction Zone parking of public and service yard traffic Reconstruction 1.21 for Xiangyang Construct sun-shade, slow speed preferential Hardware Railway Station passage, reconstruct existing construction corridor public traffic platform. improvement hub Software Traffic works facility for No. 13 public traffic improvement preferential corridor, reconstruct harbor type bus stop and and purchase high performance vehicles. perfection Software improvement GPS dispatch service system and perfection Construct No. 13 public traffic harbor platfrom, Hardware Panggong area circular public traffic preferential construction corridor-waiting booth.

Software improvement Traffic organization and improvement and perfection Software improvement Public traffic preference and perfection Sub-project Software of traffic improvement Road channeling design 0.81 safety and and perfection control Software improvement ATC system design and perfection Software improvement Road user propaganda and education and perfection Sub-project Include its smooth implementation and normal of operation management later on, sustainable Software organization development of urban traffic construction, provide the improvement 0.13 development topic study, training and investigation, consultation and services, urban traffic strategy planning matching and perfection and capacity construction for the organization capacity, etc. construction

2.1 Sub-project of road perfection

Sub-project of road perfection mainly aims at relieving the traffic jam of central urban area, reducing river cross traffic pressure, strengthening the traffic contact between central urban area with the surrounding clusters or groups, at the same time, in cooperation with Han River No. 5 Bridge being constructed recently, main study area of this sub-project is the road network planning for Xiangcheng district Panggong new zone in Xiangyang while covering the new construction for the backbone road(southeast section of inner ring road, Xingguang Avenue, Panggong Road, Jianghua Road, Xiangyang Road, Zhakou Road, planned No.13 road), total length is 17.182km, construction and installation costs reach 442 million yuan. The design of this period has included the investment for the internal road network of Panggong area into general investment of this project, excluding the backbone road, but, no concrete design has been done at this period, general investment for internal road network is about 500.53 million yuan.

Recommended scheme for road network of Panggong area this time refers to Table 2- 2, Fig. 2-1.

Table 2-2 Recommendation for designing the construction of road network of Panggong area

Name of recently Road Red line Green line Road length Road No. constructed roads nature width(m) width(m) (m)

Southeast section of Primary 1 60 / 2046.8 inner ring road road

Primary 2 Xingguang Avenue 50 80 3187 road Jianghua Road(east of Primary 40 50 1694 Zhakou Road) road 3 Jianghua Road(west of Primary 30 / 259 Zhakou Road) road Panggong Road(east of Primary 40 50 1820 Zhakou Road) road 4 Panggong Road(west of Primary 30 / 215 Zhakou Road) road Primary 5 Xiangyang Road 40 / 1798 road Primary 6 Zhakou Road 40 / 3081 road Primary 7 Planned No. 13 road 40 / 3081 road

Total 17181.8

Notes:Green line width means the control line of green land at 2 sides of the road, it’s road red line plus the width of green land of 2 sides.

Fig. 2-1 Recommended scheme for Panggong area road construction 2.2 Sub-project of public traffic preferential corridor improvement

Sub-project of public traffic preferential corridor improvement mainly includes dedicated 2.5km long or so public traffic road for Changhong road section, design scope: From Chunyuan Road at the north to Daqing West Road at the west; traffic work facilities for No. 13 Road public traffic preferential corridor, reconstruction of harbor type bus stop and purchase of high-performance vehicles; Construction for No. 13 Road public traffic harbor station, public traffic waiting booth 25

for circular public traffic preferential corridor of Panggong area; Construct Xianshan parking and service yard, Xiangyang Economic Development Zone parking and service yard and reconstruction works for railway public traffic hub; GPS dispatching service system.

2.2.1 Design scheme for dedicated public traffic road

Total length of the newly built No. 13 dedicated public traffic road by the project is about 2.5km, design scope: From Chunyuan Road at the north to Daqing West Road at the west. Changhong Bridge is the most important passage for connecting Xiangcheng and Fancheng districts, Changhong Road is directly connected with Changhong Bridge, therefore, it’s selected as the most important road section for improvement, and used as dedicated public traffic road, details refer to Table 2-3, Fig. 2-2.

Table 2-3 Construction works for dedicated public traffic road

Dedicated public traffic road Length(m) Remark

Chunyuan Road ~Jianhua Road 400

Jianhua Road ~Liye Road 300

Changhong Road Liye Road ~Renmin Road 770 (2.5km)

Renmin Road~Jianshe Road 630

Jianshe Road~Daqing West Road 400

Fig.2-2 The starting and terminating points for No. 13 Road dedicated public traffic road

2.2.2 Design scheme for the public traffic terminal yard

The construction for the public traffic terminal yard of the project mainly covering: newly built Xianshan parking and service yard and Xiangyang Economic Development Zone parking and service yard, reconstructing the exiting railway station public traffic hub. Details for the construction of public traffic terminal station refer to Table 2-4.

Table 2-4 Schedule and composition of newly built public traffic terminals Terminal yard name Works contents Works quantity

The parking lot occupies 21,305 m 2, with 250 parking spaces; with one entrance and one exit, exit is at the planned branch road, entrance is at Sijiqing Road; with 5 vehicle maintenance pits, the space before the maintenance house is also with function of vehicle washing, in which, building area is 407m2; Vehicle parking is adopted vertical type, vehicle space is 13.0×3.5m(including road, consider back of the parking space has greening zone with enough width, public traffic Plane layout vehicle rear end may enter into the greening zone, so the length of the parking space is duely adjusted); Build one 3fl type comprehensive public traffic building and 2fl staff rest rooms, with building area of 1,127m2, building area of the staff dormitory is 629m2; With one money receiving room, there is a money receiving passage before the money receiving room, of which, building area is 25m2. Details refer to Fig.2-3. Subgrade Parking lot is adopted 20cm C30 cement concrete pavement and pavement 30cm thick cement stabilized crushed stone base. Xianshan parking The site vertical of the service yard shall be controlled according to and service yard the longitudinal grade vertical to passage direction not over 3%, the longitudinal grade parallel to the passage direction not over 1%; Rail Site vertical and water, sewage, water supply pipelines and the support facilities shall drainage be unified designed according to the situation of site surrounding road network drainage facilities, details refer to the table of works quantity. Greening area is about 6,340m 2, greening rate is 21.2%, 4.5m high panicled goldrain trees planted at 5m interval to the surrounding greening zone are used as protective network for the site surrounding areas, the middle has been planted some 4.5m high camphor trees for beautifying in order to form the shade tree inside the site, which not Greening works only increases the greening area, but also plays a role of summer shade. The road turning areas inside the site are mainly laid bushes, for forming penetration type design, reducing the interference to the sight line of the driver to the minimal extent, in consideration of the length of the parking space, greening scope of 2m to the parking space may only plant vegetation. Parking and service yard is at south of Hubei Shenzhen Industrial Park, parking lot occupies about 18,000 m 2, with 150 parking spaces; With one entrance and one exit, exit is at Nanwei Sixth Road, entrance is at Nanjing Third Road; The vehicle parking is parked in vertical, parking space is 13x3.5m(including road, consider back of the parking space has greening zone with enough width, public traffic Xiangyang vehicle rear end may enter into the greening zone, partial parking Economic space occupies the greening zone); Greening land under high voltage Development Zone Plane layout line is included into general area; Built one 2fl comprehensive public parking and service traffic building and staff rest rooms, building area is 2,527m2; Newly yard built one gas station, with 4 gas filling parking spaces, building area is 1800m2; Build one money receiving room, set up two vertically parallel money receiving vehicle passages, of which, building area is 60m2; Build one maintenance room, with 10 maintenance pits, the space before the maintenance room has also the function for washing vehicles, building area is 900m2. Details refer to Fig.2-4. Subgrade Parking lot is adopted 20cm C30 cement concrete pavement and pavement 30cm thick cement stabilized crushed stone base. The site vertical of the service yard shall be controlled according to the longitudinal grade vertical to passage direction not over 3%, the Site vertical and longitudinal grade parallel to the passage direction not over 1%; Rail drainage water, sewage, water supply pipelines and the support facilities shall be unified designed according to the situation of site surrounding road network drainage facilities

Greening area is 7136m 2(including greening land under high voltage line), greening rate is 23.2%. 4.5m high panicled goldrain trees planted at 5m interval to the surrounding greening zone are used as protective network for the site surrounding areas, the middle has been planted some 4.5m high camphor trees for beautifying in order to form the shade tree inside the site, which not only increases the Greening works greening area, but also plays a role of summer shade. The road turning areas inside the site are mainly laid bushes, for forming penetration type design, reducing the interference to the sight line of the driver to the minimal extent, in consideration of the length of the parking space, greening scope of 2m to the parking space may only plant vegetation. Considering the distance from the existing public traffic getting-on passenger door front side to the back site of getting-off passenger door is about 6m, propose the sun-shade to set up the top ceiling of 108m long and 7m wide, lateral interval of vertical column is 6m, longitudinal interval shall be adjusted taking the bearing capacity as criterion, set up at the platform in order not to block the public traffic Newly increased vehicle driving, at the same time, set up sun-shade top ceiling at the sun-shade entrance and exit of underground passage at one side of public traffic hub to the public traffic platform section, in order to provide a conformable environment to passengers entering or leaving the hub. Propose to adopt green light penetrating plastic top ceiling, set up arc round top for the benefit of drainage, fully using natural light. Details Construction works refer to Fig.2-5. for railway public According to the proportion of length and width of the public traffic traffic hub hub, vertically set up 1 crosswalk, transversely set up 3 crosswalks, Newly increased for the convenience of passengers to take the vehicle in different slow speed lane places, as well as the public traffic passengers to rapidly and safely leave public traffic hub. The current platform is ruined, due to limit by the turning angle when the vehicle entering the platform, public traffic vehicles are often driven to the platform, which shall wear and damage the platform Platform tile. reconstruction Propose to newly place cement concrete at two ends of the platform, and make it into arch slope, for providing convenience to the handicapped, while preventing the platform from being damaged again by the public traffic vehicles.

Fig.2-3 Schematic diagram for the layout of Xianshan parking and service yard

Fig.2-4 Schematic diagram for the layout of Xiangyang Economic Development Zone public traffic parking and service yard

Fig.2-5 Scheme for improving railway station public traffic hub 2.3 Sub-project of traffic safety and control

Sub-project of traffic safety and control mainly, according to the requirements for the traffic control and safety put forward in the urban master planning, took“ the corridor” as the object, and solved main conflicts, starting from the traffic safety improvement“3E” (Engineering- Engineering, safety education-Education, law enforcement-Enforcement), enhanced the safety of urban road traffic, maximally improved residents trip environment, thus reducing the impact of the traffic growth on the living environment. The construction of the project including: Traffic organization and improvement, public traffic preference, road channelizing design, ATC system design and road user propaganda and education, etc. Its investment is 81 million yuan.

2.4 Sub-project of organization development and capacity building

Sub-project of organization development and capacity construction includes the smooth implementation and normal operation management later on for the project, sustainable development of urban traffic construction, providing the topic study, training and investigation, consultation service, construction for internal preparation

of urban traffic strategy planning and organization capacity. Its investment is 13 million yuan.

2.5 Investment estimation and financing

General static investment of the project is 1.343 billion yuan, of which, the project construction cost is 0.901 billion yuan, resettlement cost of affected residents is 13 million yuan, technical assistance cost is 30.6 million yuan, other costs are 4.7323 million yuan, contingency fund is 103 million yuan.

Composition of the project fund resources: World Bank loan totaling USD 0.1 billion (converted to RMB 0.6824 billion yuan, exchange rate is 1:6.8242), internal fund is 0.62 billion yuan.

Internal fund resources: The project capital: 0.335 billion yuan, all resources are from the special fund for Xiangyang urban construction and development; Domestic bank loan is 0.285 billion yuan, from the loan of Hubei Branch of China Development Bank.

The loan of World Bank and the domestic bank shall be repaid within 15y after the completion of the project, namely from 2015y-2029y, repayment per year is in equal amount, and interest shall also be paid.

The loan compensation resource is from the special fund for Xiangyang urban construction and development.

2.6 General implementation progress for the project

Details for general implementation progress for the project refer to Table 2-5.

Table 2-5 Table for general implementation progress for the project

2010 2011 2012 2013 2014 2015 2016

3 6 9 12 3 6 9 12 3 6 9 12 3 6 9 12 3 6 9 12 3 6 9 12 3 6 9 12

Project preparation preparation Project

Project assessment assessment Project

Project negotiation negotiation Project

Project design design Project

Biding purchase purchase Biding

Project construction construction Project

Project acceptance acceptance Project

Handover for use for Handover

2.7 Overview of the project land occupation

The land occupation types of the project along the line mainly include: arable land(paddy field, dry land), woodland(forest land, bush land), housing estate, grass land, etc, totaling 88.19hm 2, of which, permanent land occupation is 80.59hm 2, interim land occupation is 7.60hm 2. Statistics table for land occupation refers to 2-6.

Table 2-6 Summary table for the project land occupation Unit: hm 2

Type of land occupation

Land Housing occupation Grass Arable land Forest estate by traffic land Project sub-area transport Total Other Irrigable Forest Bush Dry land Commercial Highway grass land land land lands Permanent land occupation 26.59 24.73 / / 9.03 20.24 / 80.59

Sub-total 26.59 24.73 / / 9.03 20.24 / 80.59

Excavation waste / / / 0.27 / / 0.75 1.02 dump Earth material yard / / / / / / 0.28 0.28

Interim Interim earth yard / 2.88 / / / / / 2.88 land Interim construction occupation / 0.60 0.41 / / / 1.56 2.57 road area Construction production and / 0.45 / / / / 0.4 0.85 living area Sub-total / 3.93 0.41 0.27 0 0 2.99 7.6

Total 26.59 28.66 0.41 0.27 9.03 20.24 2.99 88.19

2.8 The earth work

According to design data and calculations, the excavation earth work is 387,900m3, earth filling work is 344,100m3, the earth utilization is 336,900m3, the borrow earth is 7,200m3, the abandoned earth is 51,000m3(of which, 35,800 3 shall be sent to Huanglongguan waste yard, 15,200m3 construction waste shall be sent to the urban refuse site), interim earth is 101,600m3. The balance table for the earthwork refers to Table 2-7. The flow direction of the earthwork of the project area refers to Fig.2-6.

Table 2-7 The balance table for the earthwork Unit: 10,000m3

Project sub- Exc./ Interim Location Backfill Use Borrow Abandoned Disposal of abandoned earth area removal earth Removal of Urban refuse site East surface 1.37 1.16 1.16 0.21 section of Subgradebuilding 2.28 2.17 2.17 0 0.11 Huanglongguan excavation south wasteInterim dump earth site, it shall be inner ring Surface soil 1.48 1.48 used as soil for greening road later on. Removal of Urban refuse site surface 5.00 4.25 4.25 0.75

Subgradebuilding 8.34 5.86 5.86 0 2.48 Huanglongguan excavation Xingguang waste dump Road Interim earth site, it shall be Surface soil 2.54 0 2.54 used as soil for greening later on. Removal o f Urban refuse site surface 0.61 0.52 0.52 0.09

Subgradebuilding 1.02 1.49 1.02 0.47 0 Huanglongguan excavation Jianghua waste dump Road Interim earth site, it shall be Surface soil 0.78 0 0.78 used as soil for greening later on. Remova l of Urban refuse site surface 0.52 0.44 0.44 0.08

Subgradebuilding 0.87 0.76 0.76 0 0.11 Huanglongguan excavation Panggong waste dump Road Interim earth site, it shall be Surface soil 0.45 0 0.45 used as soil for greening later on. Zhakou Remova l of Urban refuse site Road surface 1.00 0.85 0.85 0.15 building Huanglongguan excavation Subgrade 1.67 1.92 1.67 0.25 0 waste dump Interim earth site, it shall be Surface soil 1.25 0 1.25 used as soil for greening later on.

Major projectarea Xiangyang Rem oval of Urban refuse site Road surface 0.67 0.57 0.57 0.10 building Huanglongguan excavation Subgrade 1.12 0.93 0.93 0 0.19 waste dump Interim earth site, it shall be Surface soil 0.84 0 0.84 used as soil for greening later on.

Removal of

Planned surface 0.94 0.80 0.80 0.14 road building Huanglongguan excavation Subgrade 1.56 1.38 1.38 0 0.18 waste dump

Interim earth site, it shall be Surface soil 1.31 0 1.31 used as soil for greening later on.

Removal of Sub-total Urban refuse site surface 10.12 8.60 8.60 1.52 building Huanglongguan excavation Subgrade 16.86 14.51 13.79 0.72 3.07 waste dump Interim earth site, it shall be Surface soil 8.65 8.65 8.65 0 8.65 used as soil for greening later on.

Total 35.62 31.75 31.03 0.72 8.65 4.59

Stack inside the waste yard, Excavation Surface soil 0.31 0.31 0.31 0.31 it shall be returned after end waste dump of the completion. Stack in the borrow pit, it Borrow pit Surface soil 0.08 0.08 0.08 0.08 shall be returned af ter end of the completion. Interim construction Subgrade 1.15 1.15 1.15 road area Just for interim stacking, it Interim earth Surface soil 0.86 0.86 0.86 0.86 shall be returned after end of area the completion.

Construction Just for interim stacking, it Production Surface soil 0.26 0.26 0.26 0.26 shall be returned after end of and living the completion. area Hardening 0.51 0.51 Huanglongguan excavation layer waste dump Total 38.79 34.41 33.69 0.72 10.16 5.10

Abandoned earth Exc./removal / Backfill Borrow 12. 0＝ 35. ＝0 24. 2＝ 0. 72

1. 80m3 1. 37 3. 33m3 1. 37m3 0. 88m3

5. 77m3 5. 00 10. 11m3 8. 34m3 1. 54m3

0. 87m3 0. ＝1 1. 54m3 0. 47m3 1. 02m3 0. ＝8m3

0. ＝4m3 0. 52 1. 20m3 0. 87m3 0. 72 0. 25m3

1. 20m3 1. 00 2. 42m3 0. 25m3 7m3 0. 75m3

1. 13m3 0. ＝7 1. 50m3 1. 12m3 0. 54m3

1. ＝3m3 0. 94 2. 18m3 1. 5＝m3 0. 81m3

1. ＝3m3 0. 31m3

1. ＝3m3 0. 08m3

1. ＝3m3 0. 8＝m3

1. ＝3m3 0. 2＝m3 0. 51m3

Fig.2-6 The earthwork flow chart for the project

2.9 Overview of the temperary land occupation

2.9.1 Excavation waste dump

According to the need of the project, set up 1 excavation waste dump, the excavation waste dump is located at Huanglongguan ravine zone of 8km to the southwest of the project area, the dump is now the bush land, with small rain water confluence, and the scouring is not obvious, it’s favorable for placing the waste interception measures. Through site investigation, the possible area to be used by this bottom land is 1.53hm 2, the waste stacking elevation may be stacked from 112.00m~125.00m, the slope of the waste stacking face is even, 15° in average.

2.9.2 Borrow pit

This project needs total borrow earth for 7,200m3, according to geological investigation, the borrow pit is located between the army oil depot ~cement factory at west of Qianying Village Jiaoliu railway to the southwest of the project, it’s borrowed from the hill, designed average excavation depth is 2~3m, no impact shall be met from underground water at the designed borrow depth. Through investigation, the selected borrow pit of the project has not passed the land consolidation area as stipulated by the state, earth material nature is clay, it conforms to the earth use requirement for the project. This pit is 70m long, 40m wide, with an area of 0.28hm 2, the type of land occupation is barren grass land, water confluence area is 1.42hm 2. This borrow scheme is adopted two-level borrow mode from the top to bottom, in the borrow process, first remove surface soil, the surface soil is placed within the expropriated land, no repeated expropriation shall occur, after the end of the borrow, it shall be returned to forest land according to local land use policy.

2.9.3 Interim stack site

Partial road sections of the project penetrate through arable land, it needs to remove the surface cultivated soil and soil with plant roots. The removed surface soil shall be used as interim abandoned soil, it shall be concentrated stacked at the interim stack site set up at the subgrade side according to the line topographical sections, interim stack site is mainly selected the bottomland area at the road side outside the subgrade, for the benefit of use for road greening, one interim stack site is set up at each road section of the project, totaling 7 places. Through estimation, total newly increased interim land occupation is about 2.88hm 2. Schedule of interim stack site refers to Table 2-8.

Table 2-8 Schedule of interim stack site

Surface soil Land Interim stack Waste road Interim stack Haul Type of land Average stack stack occupation site No. section site stake No. distance(m) occupation height (m) quantity(10,0 area (hm 2) 00 East section of 1# inner loop south NH1+000 1.48 1000 0.49 Arable land 3 road 2# Xingguang Road XG1+500 2.54 1500 0.85 Arable land 3

3# Jianghua Road JH1+000 0.78 1000 0.26 Arable land 3

4# Panggong Road PG0+800 0.45 800 0.15 Arable land 3

5# Zhakou Road ZK1+500 1.25 1500 0.42 Arable land 3

6# Xiangyang Road XY1+000 0.84 1000 0.28 Arable land 3 Planned No. 13 73 GH1+500 1.31 1500 0.44 Arable land 3 Road Total 8.65 2.88

2.9.4 Construction production and living area

Though the project being severely affected by local work point topographical conditions, the layout for construction production and living area is quite difficult, yet, most of construction prefab yard, pavement base, asphalt concreting mixing plant and others, may be placed by selecting the construction site with better conditions, But, interim land occupation shall try to occupy the minimal arable land, pay attention to environment protection and exiting the site for the farm. Total 7 construction production and living areas, details for construction production and living area refer to Table 2-9.

Table 2-9 Schedules for construction production and living quarter

Type of land No. Road section Center stake No. Size Floor space (hm 2) occupation East section of Barren 1 inner loop south NH2+000 50*20m 0.10 bottomland road

2 Xingguang Road XG1+080 50*30m 0.15 Arable land Barren 3 Jianghua Road JH1+900 50*20m 0.10 bottomland Barren 4 Panggong Road PG1+800 50*20m 0.10 bottomland 5 Zhakou Road ZK1+800 50*30m 0.15 Arable land Barren 6 Xiangyang Road XY2+000 50*20m 0.10 bottomland Planned No. 13 7 GH1+300 50*30m 0.15 Arable land Road Total 0.85

2.9.5 Interim construction road

The project is constructed in urban area, the existing Xingguang Road, Panggong Road, Jianghua Road and others are crisscross, they may be used as construction roads. The newly increased construction roads of the project are mainly leading to excavation waste dump, borrow pit and road of construction sites. According to preliminary estimation in this period, the general length of the interim construction road needs to be kept, lay interim construction road areas along the relevant road sections of the line, the project needs totally constructing interim road areas reaching 3.67km, of which, 1.75km road is leading to waste yard, 1.07km road is leading to stock yard, 0.85km road is leading to construction site. Expropriation width is 7m, pavement width is 3-3.5m, adopting cement consolidated pavement, interim land occupation is 2.57hm2, and type of land occupation is arable land and grass land.

3.0 Overview of natural environment and social environment

3.1 Natural environment overview

3.1.1 Climate

Xiangyang is located in north subtropical monsoon climatic region. It is cold in winter and hot in summer. Rain and heat are over the same period. Four seasons are distinct. The average temperature of the whole city except high mountains is 15~16 . Frost-free period is 228~249 days long. The annual precipitation of the whole city is 820~1,100mm. Precipitation in summer is 400~450mm. The number of rainy days are 107~135 days. Sunshine duration is long. Total annual average sunshine duration is 1,800~2,100 hours. The rainy season in Xiangyang region is mainly in June and July.

3.1.2 Topography and landform

Xiangyang, of diverse landform, lies in the transitional zone from the second step to the third step of topography. The terrain becomes lower and lower from the periphery to center, forming an irregular basin where Han River passageway opens to Yicheng. The northern part of Xiangyang is between Wudang Mountain and Tongbai Mountain. It is an undulating earth hummock called “Hillock in north of Hubei”. In the west is a mountainous area where Jingshan Mountain range links to the residual part of Wudang Mountain range. In the south is a low mountainous area. At the heart of Xiangyang is an open plain as a result of alluviation of the Han River, Tanghe River, Baihe River, Gunhe River and Qinghe River. In the east is a low mountainous area between the Dahong Mountain and Tongbai Mountain. Hillock accounts for 65.8% of total area. Low mountainous area accounts for 13%. The alluvial plain along rivers accounts for 21.2%.

The Panggong area where the project is located is at the first step of Han River, 3.5km long at the most from east to west, 5.5km long at the most from south to north. The terrain at the project location is high in the west and north, lower in the east and south. The existing terrain elevation is at 63~68m, averaged at 64~67m. Terrain is flat. The middle and eastern parts of the area are mainly farmland and vegetable plots. There are a lot of irrigation canals. In the southern low-lying parts of the area are several fishponds. There is a flood protection embankment of the river in this area. Generally, the geological conditions of this area are favorable, free of geological hazard, suitable for construction.

3.1.3 Rivers, hydrology and water resource

There are 817 well-known rivers in Xiangyang, the majority of which are mountain streams, including 13 rivers occupying a basin area of above 1,000km2, 73 rivers occupying a basin area of above 100km2 but below 1,000km2. These rivers belong to either Changjiang River water system or Huai River water system. Major natural rivers in the project area are the Han River, Tangbai River and Nanqu Canal.

(1) Han River

The Han River is one of the largest tributaries at the middle reaches of the Changjiang River, rising in Ningqiang County in the south of Qinling Mountains. The tributary flows through Hanzhong, Ankang (in Shaanxi Province), Shiyan, Xiangyang, Jingmen, Tianmen, Qianjiang, Xiantao, Xiaogan etc. (in Hubei Province) to the Changjiang River in Wuhan. The overall length of the Han River is 1,567Km. The total basin area of the Han River is 15.9×104Km 2, accounting for 8.8% of total basin area of the Changjiang River. The geographic position of the basin is 106°12 ′~114°14 ′E and 30°08 ′~34°1l ′N. Northern boundary is the Qinling Mountains, Waifangshan Mountain, Funiushan Mountain and Yellow River basin. Northeast boundary is the Funiushan Mountain, Tongbaishan Mountain and Huai River basin. Southwest boundary is the Dabashan Mountain, Jingshan Mountain, Jianglingjiang River and Juzhangjiang River. There is no distinct natural water divide. The Han River links to Dongjinhe River on the right and is adjacent to Fuhe River water system on the left. The water system of the whole basin is in a veined distribution.

The portion of the Han River in Xiangyang is 216km long, with a basin area of 17,313.1km 2. According to the records kept at Xiangyang hydrologic station, the maximum flood in the history appeared on Jul. 7, 1935, with peak discharge of 52,400m 3/s and water level of 71.11m; the lowest water level appeared on Jul. 6, 1941 at 60.61m/s; the dryest discharge appeared in 1958, at 145m3/s; Average annual discharge is 1,710 m 3/s; the maximum annual runoff is 65.1 billion m 3/s; the minimum runoff is 26.1 billion m 3/s. Average annual runoff is 43.5 billion m 3/s. Nanqu Canal, Tangbai River and Manhe River are the largest tributaries of the Han River.

(2) Tangbai River

The source of Tangbai River is two rivers, both of which rise in the south of the Funiushan Mountain in Henan Province. One is Baihe River. It flows eastward through Nanzhao, Nanyang, Xinye etc. to Xiangyang at Quwan and reaches Lianghekou at Shuanggou Town. The river is 264km long, with basin area of 192km2. The other river is Tanghe River. It flows through Fangcheng, Tangxian County and Shitaisi to Xiangyang. It reaches Lianghekou from the west of Shuanggou Town. The river is 230km long, with basin area of 8,685km 2. The portion of the river in the Xiangyang is 46.8km long, with basin area of 1,192km 2. Two rivers converge at Lianghekou and combine into a river named Tangbai River. The Tangbai River flows southward and reaches the Han River at Zhangjiawan. The Tangbai River is 22.6km long. The total area of Tangbai River basin is 24,134km 2. According to observation at Dongpo Hydrological Station, the maximum discharge is 11,778m3/s (on Aug. 8, 1978); the minimum discharge is 3.1m3/s; average annual discharge is 197m3/s; average annual runoff is 271.96mm deep. Average annual runoff is 6.234 billion m3. The maximum runoff is 8.278 billion m3. The minimum runoff is 3.248 billion m3. The river is 700~1,000m wide, with sandy riverbed. The water level of the river is 2~3m in dry season. The safe flood carrying capacity of the rivercourse is 6,000m3/s.

(3) Nanqu Canal

Nanqu Canal is also called Xiangqu and Xiangshui in ancient times. It is a flood discharge canal in the west of the Bianshan Mountain located in the north of Xiangyang. It rises in Taishanmiao, Yiji Village, Xiangcheng District. It flows through Qilindian Village and Yingpan Village and then it flows eastward to Shengli Street corner. At Shengli Street corner, it twists southward and reaches the Han River at Guanyingge at Xianshou Mountain. Nanqu Canal is 14km long with a basin area of 29.34km 2. Average river slope is 1/1500. At present, it is used not only for discharging flood but also for draining rainwater and sewage and beautifying the image of the city.

Xiangyang is rich in water resource. The total average annual water resource of the whole city is 49.015 billion m 3, among which foreign (pass-by) water resource is 42.929 billion m 3 and local water resource is 6.086 billion m 3. There are 683 rivers in Xiangyang, including 66 rivers occupying a basin area of above 100km 2, belonging to the Changjiang River water system. There are 845 reservoirs (including 9 large-scale, 57 medium-sized) in the whole city. Total reservoir storage capacity of 3.778 billion m 3. Normal storage capacity is 2.368 billion m 3. Effective irrigation area is 263,000 hectares. The quality of underground water is good. Total underground water resource is 19 billion m 3.

3.1.4 Geology

3.1.4.1 Geological structure

In terms of Geological structure, the project area is located on the boundary of two primary tectonic units, bounded by Qingfeng, Xiangfan—Guangji fracture. In the north is the secondary tectonic unit of Qinling, Tongbai and Dabie nappe belt (Qinling fold system)—Lushan—Queshan uplift-depression belt, east Qinling orogenic belt, graben basin in the south of Xiangyang and Suizhou—Yingshan nappe belt. In the south is the secondary tectonic unit of Yangtze deformation belt (Yangtze paraplatform) —Exi Yangtze deformation belt (in the west of Hubei), Ezhong basin- range deformation belt (at the center of Hubei) and Dongting graben basin of the Han River. The near field region of the project (within a radius of 30km from the center of project site) is in the south of Nanxiang graben basin (in the south of Xiangyang), in the north of Ezhong basin-range deformation belt, in the west of Suizhou-Yingshan nappe belt.

3.1.4.2 Unfavorable geological condition

The project is located on the first terrace of the Han River. Overall geological condition is good. The alluvial first terrace of the Han River is composed of clay and gravel, with good stability.

3.1.4.3 Earthquake

According to the Seismic Ground Motion Parameter Zonation Map (GB18306-2001) in 2002, the seismic peak ground acceleration in the project area is 0.05g; the characteristic period of ground motion is 0.35s; basic seismic intensity of the project area is equal to VI grade. It is recommended that general structures be protected at the level of VI grade and important control structure be protected at the level of VII grade.

3.1.4.4 Hydrogeology

The project is located in north subtropical monsoon climatic region, with humid climate, adequate rainfall, developed surface runoff and abundant surface and underground water. Underground water is composed of pore water, pore fissure water and fissure karst water.

The pore water aquifer of Quaternary system are mainly distributed in the alluvial sandy loam, fine-medium sand, sand gravel layers of riverbed, floodplain and I terrace and underground sand gravel layer of II terrace. Pore water is recharged mainly by atmospheric precipitation and drained to the Han River. Ground water quantity is medium to abundant. Generally, the depth of ground water on I terrace is 5~6m. Water level is at El.56.8~58m; the depth of ground water on II terrace is 2~15m. Water level is at El.57~70m. The level and amplitude of ground water in the sand bank and the zones approaching the river are almost the same as river water. The dynamic changes in the water level of the sand bank and these zones slightly lag behind rive stage fluctuation. The ground water on the sand bank generally flows to the downstream of the Han River from the upstream. For terrace, water level amplitude is generally less than 0.5m. The dynamic changes in

the water level of terrace slightly lag behind rive stage fluctuation. Flow direction is nearly perpendicular to bank slope.

The pore fissure water in the clastic rock of the Neogene system within the upper Cretaceous system is mainly distributed in Xiangcheng, covering structural basin and its edge. The terrain is mainly low mountains and hillock. Aquifers are mainly of the Tertiary system within the upper Cretaceous system. Ground water resource is insufficient. The ground water is mainly recharged by atmospheric precipitation. It runs off and drains through fissure from high land to lowland. It is mainly heavy calcium carbonate water and heavy calcium magnesium carbonate. Salinity is below 1g/l. Hardness of water is generally 16~25 German degrees.

Fissure karst water mainly containing carbonatite of Sinian system, Cambrian system and lower Triassic system is mainly distributed in Xiangcheng. Aquifers are exposed off and on. Exposed area is small. Aquifers are mainly in Sinian strata, Paleozoic strata and Triassic strata. Aqueously lithology is mainly dolomite, dolomitic limestone, siliceous dolomite, limestone and argillaceous dolomite. However, karst is slightly developed. The majority of ground water runs off and drains through fissure. Ground water is subject to the impact of atmospheric precipitation.

3.2 Social environment overview

3.2.1 Geographic position

Xiangyang is at the heart of central region of China, with particularly favorable natural conditions. It has an obvious geographic advantage. To the east of Xiangyang are Jiangsu and Zhejiang provinces. Xiangyang is in the west of Hubei province and Hunan province. To the west of Xiangyang is the territory of Qin and Shu in history. Xiangyang links to Nanyang and Luoyang in the north. It is less than 1,000km from Xiangyang to Wuhan, Zhengzhou, Xi’an, Chongqing and Chengdu. It is at the center of Y-shape transportation network across central China region, northwest region and southwest region. It is an important transport hub connecting the east, west, south and north.

Figure 3-1 Geographical location map of Xiangyang

3.2.2 Social and economic development

Xiangyang is divided into Xiangcheng District, Fancheng District, Xiangzhou District, with an area of 19,700km 2 and a population of 5,888,800. The built urban area is 116km 2, with a population of 1,203,000. The economy of urban area is always ranked second in Hubei. The economy of the whole city is ranked third in Hubei.

In 2010, Xiangyang’s GDP reached RMB153.83 billion, increased by 16.2%; gross industrial output of enterprises above designated size reached RMB230 billion, increased by more than 54%; local financial revenue reached RMB14.1 billion, increased by 48.8%; local general budget revenue reached RMB5.1 billion, increased by 37.8%; gross industrial output, financial revenue, gross agricultural output, total retail sales of consumer goods and other indicators are ranked second in Hubei province. See Table 3-1 for the change in the main national economic indicators of Xiangyang.

Table 3-1 Statistical table of main national economic indicators of Xiangyang

Secondary Primary industry GDP industry Tertiary industry Year (RMB100 (RMB100 million) (RMB100 (RMB100 million) million) million) 2000 415.29 97.19 197.04 121.06 2001 450 102 216 132 2002 456.62 103.5 207.9 145.2 2003 503.31 106.89 234.08 162.34 2004 557.88 117.2 259 181.67 2005 601.54 121.91 261.12 218.51 2006 675.18 126.43 290.73 258.02 2007 785.45 140.03 342.43 302.99 2008 1002.46 175.6 450.92 375.94 2009 1201.01 200.21 575.32 425.48 2010 1538.3 234.7 798.2 505.4

Figure 3-2 Economic growth of three industries in Xiangyang 3.2.3 Industrial structure and distribution

Xiangyang is one of traditional industrial bases in Hubei Province, where industrial system based on automobile, textile and power is formed. It is also a big agricultural city in history. It is one of the largest ten summer grain crops production areas throughout the country and the second largest production bases of grain, cotton and oil. Xiangyang is one of 36 distinguished industrial cities nationwide, where national and provincial-level “three-line” military industrial enterprises and institutions are located. Gross industrial output value is second only to Wuhan in Hubei Province. In terms of textile industry, it is listed among the 39 key cities throughout the country. Industrial system is developed in this city, wherein light industry, textile, machinery,

automobile manufacturing, electronics, medicines, building materials, chemistry and food are major pillar industries.

In 2010, GDP per capita is 25,638 yuan based on the permanent resident population in Xiangyang. The proportions of three industries changed to 15.3:51.9:32.8 in 2010 from 23.4:47.4:29.2 in 2000.

Table 3-2 Change in proportions of three industries in Xiangyang (%) Primary industry Secondary industry Tertiary industry Total 2000 23.4 47.4 29.2 100 2001 22.7 48 29.3 100 2002 22.7 45.5 31.8 100 2003 21 46.4 32.6 100 2004 21.2 46.5 32.3 100 2005 20.3 43.4 36.3 100 2006 18.7 43.1 38.2 100 2007 17.8 43.6 38.6 100 2008 17.5 45 37.5 100 2009 16.7 47.9 35.4 100 2010 15.3 51.9 32.8 100

Figure 3-3 Proportion diagram of three-industry structure of Xiangyang

3.2.4 Overview of project area

The project is mainly located in the Panggong area. The Panggong area is in the east of Xiangcheng, adjacent to the ancient Xiangyang City in the west, opposite to the northern Old City in Fancheng across the river, coordinating with the “green heart” Yuliangzhou and Dongjin cluster in the east. The project is at the point of interesection of major development lines in the city. It is an important area to implement urban spatial development strategy.

At present, the Panggong area is under the jurisdiction of the Panggong Office, composed of 9 villages (Panggongci, Wangjiawa, Xujiaxiang, Tujiaxiang, Hongmiao, Hexin, Sunjiaxiang, Yangjiahe, Shijiamiao and Guanyinge), 62 villager groups and 4,702 households, with population of 14,469 and total area of land for construction up to 1.70km 2. In the west and north of the area, the outskirt of ancient Xiangyang City is under urbanization. Organizations of administration, education, industry and storage are scattered. There are over 20 industrial enterprises, belonging to category II industry and category III industry. Most of enterprises are under poor operating conditions. Some are closed down or bankrupt.

The Panggong area is gradually formed in the process of long-term development and evolution of the city. This area reflects the image of the city at different stages: historic sites, industrial enterprises started in 1970s and 1980s, modern commercial residential quarter, office building and family-member communities of various organizations, “villages inside the city”, “villages at the border of the city”, plenty of farmland and water body. The existing land in this area is mainly used for residence, industrial warehouses and agricultural production.

3.3 Overview of infrastructure development in project area

3.3.1 Overview of transport development

3.3.1.1 Existing urban roads

The existing road network in Xiangyang is made up of skeleton road networks in Xiangcheng District, Fancheng District and Xiangzhou and the access roads connecting these areas. Because of different geographic conditions, the road network patterns of these three areas are differentiated from each other. In Xiangcheng District, due to the limit of the Han River and southern mountains, urban land is a long, narrow area from east to west. The structure of road network is like a strip. Skeleton roads are Tanxi Road and Huanshan Road along the Han River from east to west. Primary roads perpendicular to the Han River are East Huancheng Road, Nanjie Street, South Changhong Road. In Fancheng District where terrain is open and wide, the structure of road network is like a cheskerboard. The skeleton road network of this area includes five horizontal lines and five vertical lines. They are Dengcheng Avenue, Changhong Road, Chunyuan Road, Zhongyuan Road, Songhe Road, Renmin Road, Daqing Road, Changzheng Road and Qianjin Road. Xiangzhou District is made up of Xiangzhou District and Automobile Industrial Development Zone. Major roads include Hangkong Road, Zuanshi Avenue, Dongfengqiche Avenue and Fukang Avenue. This area is under mixed development.

Access roads connecting these areas are mainly Changhong Avenue, Hangkong Road, Chunyuan North Road, Han River Bridge and Secondary Han River Bridge. Han River Bridge and Secondary Han River Bridge link Xiangcheng District and Fancheng District. Hangkong Road and Chunyuan North Road links Fancheng District are and Xiangzhou District.

Road intersections in central area are grade crossing. There are many T-intersections and staggered intersections. There are 7 bridges across the river, 2 over the Han River, 4 over the Qinghe River and 1 approaching to Yuliangzhou. Existing primary roads and railways are in grade separation. In Fancheng District, only a few access roads across railways. They are Sanyuan Road, Danjiang Road, Tai’an Road, and Daqing Road. Tai’an Road is only for pedestrian (motor vehicles are not allowed). The roads across railways are subject to heavy traffic load, becoming traffic bottleneck. In recent years, the road construction in Xiangyang has undergone stable development. A lot of primary roads and secondary roads are newly built or reconstructed. Road conditions are improved. Road network pattern has become more reasonable. Primary roads and secondary roads adopt three-board cross-section. Motor vehicle lanes and non-motor vehicle lanes are separated by greenbelts. Motor vehicle lanes are wide. The environment of non-motor vehicle lanes is good. Most primary roads and secondary roads have a bituminous pavement. Some have cement pavement. In the recent years, the municipal government has applied bitumen to cement pavement and transformed street ancillary facilities like road signs, pavement marking, street lamps, greenbelts, guardrails and signal lamps. With these efforts, driving comfort and safety are improved.

3.3.1.2 Integrated urban transport planning

Objective of urban transportation development: building a high-standard, modern integrated transportation system oriented to public transport and in harmony with the social and economic development of Xiangyang to provide safe, efficient, environment-friendly service and to enable the harmonious development of human and nature and city and nature in the development direction of being efficient convenient, fair, orderly, safe, comfortable, energy-saving and environment-friendly.

Development strategy: further consolidating the status of Xiangyang as a central city and continuously carrying forward the planning and construction of intercity transport like railways and highways to realize the effective connection of internal transportation system and intercity transport system; building urban transport corridors to surmount the rivers and railways that separate intercity transport and supporting and guiding the spatial development strategy of “multiple clusters” in

central area to leave sufficient room for the long-term development of the city; vigorously developing public transport and giving priority to public transport to promote land development and utilization along the line under the influence of high- capacity, quick, convenient public transport; strengthening transportation management, improving the operating efficiency of road network and ensure the safety of transportation.

Road transport planning: the structure of primary road network for central area is “one ring road, four horizontal lines, five vertical lines and eight radiating lines” as follows:

Figure 3-4 Structural Map of urban planning road system

One ring road: the long-term spatial development mode of Xiangyang is “five towns around a river”. The scales of Xiangcheng, Fancheng, Xiangzhou, Dongjin clusters are large. An inner ring road can connect these areas (clusters). Inner ring express way can quickly evacuate intercity transportation and diverge through transportation on the national highways and provincial highways.

Four horizontal lines: one horizontal line is an express way formed by Yiwu Avenue and Dengcheng Avenue. Other three horizontal lines are primary roads, namely Xiwang Road--Fan 10 th Road Corridor, Fan 1 st Road--Fukang Avenue Corridor, Renmin Road--Daqing Road--Hangkong Road Corridor.

Five vertical lines: West Qilihe Road-Xinhua Road--Tai’an Road--Dongfeng Road-- Fourth Han River Bridge--Xiang 1 st Road Corridor, Qiaoying Road--Third Han River

Bridge--Qilin Avenue Corridor, Changhong Road--Secondary Han River Bridge-- South Changhong Road Corridor, You 4 th Road--East 4 th Road Corridor, East Inner Ring Road Corridor.

Eight radiating lines: to quickly evacuate intercity transport and improve the accessibility of the city, the entry sections of national highways and provincial highways namely G316 (E.), G316(W), G207(N), G207(S), S217, S218, S303 and S305 should be built to be first-class highway.

Intercity transport planning: four highways (namely Xiangfan-Jingzhou, Xiangfan- Shiyan, Xiaogan-Xiangfan, Weijiaji-Xiangfan) and national highways (namely 316 and 207) are used as skeleton to upgrade the provincial highways and county-level highways for horizontal and vertical connection and form a road network together with skeleton roads. In this way, high-level road network can cover the whole city, moving forward road transport from axial development to high-level network development and consolidating the hub position of urban road transport at a higher level.

Raiways: it is planned to consolidate the railway hub from function, level of facilities, scientific management and service and to enhance the transport capacity of trunk railway in Xiangyang. It is also planned to build Xiangyang-Chongqing and Wuhan- Danjiangkou high-speed railways. Zaoyang, Yicheng and Gucheng railway stations and yards in Xiangyang should be planned at level 2 and built at level 3. Xiaowan Station is upgraded to be auxiliary station of Xiangyang passenger station. A land for the development of Xiangyang marshalling station should be reserved. The transfer efficiency between railway stations and yards and other means of transportation should be strengthened to form the overall ganged linkage of railways, to consolidate its position as railway hub and to improve competitiveness. The railway connection to other central cities outside Xiangyang should be enhanced. In the long run, inter-city trains will be run throughout Wuhan, Yichang, Jingzhou, Nanyang, Zhengzhou and other cities.

Cross-river tunnel planning: overall cross-river tunnel planning is designed to realize a fast, direct access through cross-river tunnels. It is planned to build four bridges, respectively at the upstream of Laohekou, between Xiangcheng and Fancheng, Xiangcheng and Dongjin and at the upstream of Yicheng. A bridge over the Han River between Xiangcheng and Fancheng (namely the Third Han River Bridge) will be built in due time.

Public transport planning: it is designed to improve public transport policies and regulations, to define the priority of public transport, to properly arrange public 52

transport yards and stations and to establish an urban public transport network based on public transport and supplemented by taxis. It is planned to build a convenient, efficient, safe, comfortable public transport system characterized by advanced facilities, good management and coordinated urban-rural public transport development.

3.3.1.3 Road network planning for the Panggong area

Planned road network of the Panggong area basically adopts grid pattern. Planned roads can be divided into city express ways, primary roads, secondary roads, branch roads and riverside landscape roads. The red line of city express ways is 60m wide. These ways should be controlled according to 120m wide. The red lines of riverside roads are 12m, 25m and 30m wide. Other roads except city express ways and riverside roads should be classified into primary roads, secondary roads or branch roads.

Primary roads: it can be summarized as “six horizontal lines and six vertical lines”. “Six horizontal lines” refer to 6 east-west roads, namely Jianjin Road, Panggong Road, Planned 5 th Road, Jianghua Road, Xiangyang Road, Planned 7 th Road. “Six vertical lines” refers to 6 south-north roads, namely Huancheng East Road- Huancheng South Road-Shengli Street-Xianshan Road, Sijiqing Road, Zhakou 2 nd Road, Xingguang Avenue, Shengfeng Road and Planned 13 th Road. Primary roads are main roads serving the transport link of motor vehicles. Primary roads mainly serve public transport and supports living needs. The red line of primary roads is 24.5-50m wide. Primary roads mainly adopt three-board cross-section. Some primary roads adopt single-board or two-board cross-section.

Sub-primary roads: it can be summarized as “five horizontal lines and three vertical lines”, mainly designed for the transport link of functional clusters in various areas. Their red lines are 25-30m wide. All of them adopt single-board cross-section. Branch roads: referring to minor roads for various functional clusters in the area. It is emphatically planned to improve the density of branch road network, reconstruct the T-intersection and staggered intersection, unblock cul-de-sacs and dead end highways, enhance the degree of connectivity and accessibility of roads. The red line of branch roads is 12-20m wide. All of them adopt single-board cross-section. ～～ 3.3.2 Urban Drainage Project Overview

3.3.2.1 District Drainage Status

The existing urban areas of Xiangyang city are divided into three major drainage areas which are named Xiangcheng, Fancheng and Xiangyang by Han River,

Xiaoqing River and Tangbai River. The terrain is high in north-south, low in the middle, hilly in south, loess and down land in north and terrace punched by Han River in the middle. At present, the total length of existing urban drainage pipe is of 213.65km; the per capita sewer length is 0.2m; the sewer coverage is 81.47%. The status built-up area has formed 28 drainage districts, 9 in Fancheng, 6 in Xiangcheng and 12 in Xiangzhou District. The area, north to Qilihe, east to Xiaoqing River and north to Dengcheng Avenue are rain automatic drainage area. For the other area, forcing emission is carried out only in flood season. Rain and sewage drainage pumping stations in the existing city were 27, while service area is 5941ha and the total pumping capacity is 110.45m 3 / s. Refer to figure 3-5 for Xiangyang City Drainage Division.

Figure 3-5 Xiangyang City Drainage Division Status

The terrain of Xiangcheng District is high in south and low in north, high in west and low in east. In addition, part of the place is low-lying. The status drainage system in Xiangcheng District is intercepted combined system. The rainwater is drained into the nearest water. The sewage system is connected to the east of Xiangcheng. Two intercepted sewage main pipe in the south is delivered to Guanyinge sewage treatment plant for treatment. Xiangcheng has six drainage areas Xiangyanggucheng, Tanxi,

Lingyun Road, 102, Yanshan and Zhakou which has already formed 6 drainage systems. Currently, it has 10 drainage pump station with drainage capacity of 31.52m3/ s.

The existing drainage system for the improvement project of the project road in Panggong district is Yanshan drainage system (P3) and Zhakou drainage system (P1). Yanshan drainage system is mainly for the urban drainage of Yanshan District with its entrance in front of TV factory and catchment area of 2.12km 2. The existing drainage system is rain water and sewage intercepted system. The main drainage pipes within the region were not built. Only Yanshan Road has D800-D1000 intercepted trunk which is eventually flowing into Yanshan pumping station. The rain water is drained into South channel and sewage enters into Xiangcheng south sewage intercepted main pipes. Currently, the terrain of Nanqiangxiang and surrounding Jianghua community for the district is low-lying. The interior pipe network construction of each unit and community is seriously lagged. The Nanqiangxiang area drains rain sewage through Nanqianxiang pumping station. Jianghua Community drains rain sewage mainly through self-built small scaled drainage pumping station by jianghua Mechanical Factory. The drainage capacity of this pumping station is limited. When heavy rain is coming, pond shall be formed seriously. According to the calculation, the total flow amount in Yanshan district is 6.54m 3/s during return period within 1 year. In this connection, the drainage capacity (4.1m 3 / s) of Yanshan pumping station can not meet the drainage requirement of total rain flow within 1 year return period. The water logging in Shengli Street is mainly caused by storm in short period, flash floods rushing, poor drainage of south channel and low pumping capacity of pumping station. The Zhaikou drainage services cover East Huancheng Road, Zhakou Road, Panggong Road, Jianjin Road Street and North Jinzhou Section, Binjiang Road East Section, Xinchengwan Street and Xiangyang Park, with catchments area of 3.4km2. The existing drainage system of Zhakou is rain water and sewage intercepted system. The existing pipe network and pumping station is formed in 0.5 year storm return period. The pumping capacity of Zhakou pumping station is 6.64m3/s. The sewage enters into Zhakou pumping station and drained into Xiangcheng intercepted drainage pipe. The rain is enhanced into Han River. The catchments area is mainly in Xiangyang Park and the Yiqiao Road railway culvert. The reason is that the partial section of flood discharge channel from Hucheng River to Han River is blocked.

3.3.2.1 Regional Drainage Planning

According to the drainage district planning, Xiangcheng drainage district is increased from 6 to 10. Four drainage areas are increased which are Tanxi T2, T3 drainage area,

Panggong P2, P5 drainage area. After the plan implementation, the drainage area will cover the entire Panggong drainage area. Refer to table 3-3, figure 3-6 for details.

Division No. Catchment Area(ha) The Water for Drainage Remarks P1 250 Han River Status Division P2 270 Han River Planning Division P3 212 South Channel Planning Division P4 51 South Channel Planning Division P5 556 Han River Planning Division

Figure 3-6 Xiangyang District Drainage Planning

After the implementation of the drainage district planning, Xiangcheng shall increase four pumping stations. While pumping capacity shall be increased from 31.52m3 / s to 31.52m3 / s.

3.3.3 Overview of Wastewater Project

(1)Overview of the project area sewage treatment plant

Road improvement sub-project and newly built Yanshan car park maintenance plot in Panggong District is within the connection scope of Guanyinge sewage treatment. The phase 1 of Guanyinge sewage treatment plant has already been finished with the designed sewage treatment capacity of 100,000 t/d. currently the actual sewage treatment capacity is 60,000 t/d. The sewage, after being treated by A2/O treatment technique, with ending water reaching Grade 1 Standard B of Municipal Wastewater Treatment Plant Emission Standards (GB18918-2002), shall be discharged into south channel finally. The sludge, after being concentrated and digested, shall be delivered to Yuliangzhou sewage treatment plant. The treated sludge shall be used by Xiangfan Municipal Agricultural Commission as fertilizer comprehensively. The long-term sewage treatment capacity of Guanyinge sewage treatment is 200,000 t / d.

The newly built Xiangzhou District Shenzhen industrial car park maintenance sites are located within the sewage collecting scope of Dongjin sewage treatment plant. Because Dongjin sewage treatment plant has not yet been built, the sewage of this area is mainly discharged into Yuliangzhou sewage treatment plant currently. The current sewage treatment capacity of Yuliangzhou sewage treatment plant, after being expanded, reaches 300,000 t / d. The sewage, after being treated by A2/O treatment technique, with ending water reaching Grade 1 Standard B of Municipal Wastewater Treatment Plant Emission Standards (GB18918-2002), shall be discharged into Han River finally. The treated sludge, after being concentrated and digested, shall be used by Xiangfan Municipal Agricultural Commission as fertilizer comprehensively. The long-term sewage treatment capacity of Yuliangzhou sewage treatment is 485,000t/d.

(2)The overview of sewage pipe network construction within project area

Xiangcheng District status drainage system is intercepted combined system. The sewage, after being connected to the east of Xiangcheng and south two intercepted main pipes, shall be delivered to Guanyinge sewage treatment plant for treatment. It plans to add Yujiahu sewage main pipe with the total length of 7826m. Sewage pipes D700 shall be paved along 305 provincial road so as to receive the sewage produced by the east of Xiangcheng which includes Sifu Industrial Park and Xiangnan prison.

Sewage pipes D800-D1000 shall be paved along the south of Xianglong Road so as to receive the sewage produced by Longzhong and surrounding areas. The project involves Panggong District. Currently Panggong Road has been paved with sewage treatment pipe network. The Xiangyang Road, north to newly built Yanshan car park maintenance site has been paved with sewage treatment pipe network. Shengli Street, north to the site has also been paved with sewage treatment pipe network. At the same time, Xiangyang Road of the project shall be also been paved with sewage treatment pipe network (Zhakouerlu East Section). Refer to figure3-7 for the involved Panggong District sewage treatment pipe distribution status.

Figure 3-7 Xiangcheng Drainage Status

Xiangyang Economic Development Zone car parking and maintenance site in Hubei Shenzhen Industrial Park has made a detail plan for the land uses and road network layout. Currently the built road network in industrial park has been equipped with sewage pipe network. Xiangyang Economic Development Zone parking and maintenance has built south latitude 6°sewage pipe network. The sewage within Industrial Park, after being collected into Liyuan Channel through pipe network, shall be finally discharged into Tangbai River. Currently, Xiangyang Sewage Company is building two Zhangwan intercepted sewage main pipe along Hangkong Road, East Dengcheng Road and Chunyuan Road. After the establishment of two Zhangwan intercepted sewage pipe, it can receive the sewage from the east of Qinghe, west of East Inner Ring Road, south of Fukang Avenue, north of Tangbai River and Hubei Shenzhen industrial park phase1 sewage. The sewage, after passing through intercepted sewage pipes, shall be collected in Yuliangzhou sewage treatment plant. According to the progress, Zhangwan interception trunk can be completed at the end of 2011, when the Hubei Shenzhen Industrial Park sewage will be collected into Zhangwan interception trunk rather than directly into Tangbai River. Refer to Figure 3-8 for the sewage pipe network distribution status involved in Hubei Shenzhen Industrial Park.

Figure 3-8 Shenzhen Industrial Park. Drainage Status

3.4 Project area where various types of protected areas and protection of historical and cultural overview

Xiangyang currently has two provincial urban conservation areas which are Xianshan Conservation Area and Lumen Temple Conservation Area. The above mentioned two conservation areas are also national forest parks. In the urban area, there are Longzhong scenic spots, Lianshan Conservation Area and Putuoyan Scenic spots at present. Currently, there is one Wetland Park in total which is also Xiangyang Cuijiaying provincial Wetland Park. Refer to Figure 3-9 for details. None of the above mentioned protection area is involved in the sub-projects of the project.

Xiangyang currently has 59 relics’ protection units at all levels as shown in Figure 3- 10. None of the relics’ protection unit is within the scope of the sub-projects of the project.

According to Xiangfan Historical and Cultural City Protection Plan , Xiangyang currently decided two streets Fancheng Laochengxiang and Dongjin Crossed Street as historical cultural street and 7 historical cultural districts such as Zhongshan Qianhou District, Dingzhong Street to Jiaotongxiang, Ciqi Street, Youyi Street, Xiangyang North Street, Jinzhou North Street and Lvyingbixiang. Refer to Figure 3-11 for details. None of the decided historical cultural street or historical cultural district is within the sub-projects of the project.

Figure 3-9 The Distribution of Natural Reserves, Forest Park and Scenic Spot around the Project

Figure 3-10 Distribution of Cultural relics around the Project

Figure 3-11 Historic and Cultural Street Distribution around the Project

4.0 Survey and assessment of existing environment

4.1 Survey and assessment of existing ecological environment

The project is mainly located in the Panggong area of Xiangyang. The project location is typically agroecological system. The ecological system in the scope of the assessment is relatively stable and functionally integral. With effective manual management and energy supply, the system can be stably sustained and developed, with certain resistance to jamming.

4.1.1 Existing land usage in project area

The land in the Panggong area is mainly used for agricultural production, industrial warehouse and residence. Plough accounts for 61.03% of total area while residential land accounts for 21.49%. See Table 5-1.

Table 5-1 Existing land usage in the Panggong area

No. Land usage Area (ha) Proportion (%) 1 Residential land 329.55 21.49 2 Land for public service facilities 24.60 1.60 3 Industrial land 80.90 5.28 4 Warehouse land 18.72 1.22 5 Intercity transport land 20.39 1.33 6 Land for roads and squares 40.54 2.64 7 Land for municipal utilities 24.84 1.62 8 Green land 12.85 0.84 9 Specially-designated land 5.13 0.33 Waters and miscellaneous 976.25 63.66 Waters 5.74 0.37 Plough 935.89 61.03 10 Including Forestry 1.13 0.07 Open space 18.52 1.21 Dikes 14.97 0.98 11 Total planning land 1533.42 100.00

4.1.2 Plant resources

Agricultural vegetation predominates in the Panggong area, mainly including food plants (wheat, broad beans, rice, corn, soybeans, potatoes etc.), oil plants (rape, sesame, peanuts), melon and fruit (cucumbers, wax gourd, pumpkin), vegetables (turnip, Chinese cabbage, Caitai, savoy cabbage, spinach etc.) and cotton and hemp (cotton and ramie). In the Panggong area, street trees and agricultural afforestation are main trees, including sycamore, privet, metasequoia, populus etc. 66

According to field survey and referring to pertient materials, rare and endangered plants, ancients and rare trees are not found in the project area.

4.1.3 Animal resources

As human activities have long influenced the Panggong area, terrestrial animals can be found in this area are mainly domestic livestock and some small wild animals.

Domestic animals mainly include cattles, pigs, sheep, rabbits, dogs, cats, chicken, ducks and geese etc.

Amphilians mainly include Bufo gargarizans , Rana plancyi , Rnigromaculata etc., the majority of which is Bufo gargarizans.

Reptiles mainly include Chinemys reevesii , Trionyx sinensis , Eumeces chinensis , Zaocys dhumnades , Elaphe mandarina etc., the majority of which are Eumeces chinensis, and Zaocys dhumnades.

Birds mainly include Egretta garzetta , Bubulcus ibis , Larus ridibundus , Anas. Platyrhynchos , Alcedinidae , Alcedo atthis , Hirundinidae , Hirundo rustica , Lanius schach , Dicrurus macrocercus , Acridotheres cristatellus , Cyanopica cyana , Pica pica , Passer montanus , Streptopelia orientalis , the majority of which is Hirundo rustica.

Beasts mainly include Erinaceus europaeus , Pipistrellus abramus , Lepus sinensis , R..novegicus , Cricetulus barabensis , Callosciurus ergthraeus , Mustela sibirica etc., the majority of which are Lepus sinensis and R..novegicus.

No national or provincial-level key protected wild terrestrial animal is found in the project area under assessment.

4.1.4 Existing water loss and soil erosion

According to the Announcement of the Provincial People’s Government on Key Prevention and Control Zones of Water Loss and Soil Erosion promulgated by Hubei Provincial People’s Government, the project is in a key prevention and control zone of water loss and soil erosion because a shallow-hill area near the Jianghan Plain in

Hubei Province is along the line of the project. The allowable value of water loss and soil erosion is 500t/km²•a in the project area. The type of water loss and soil erosion is slight in the project area. Local section is subject to water loss and soil erosion due to road excavation in municipal construction.

4.2 Survey and assessment of existing acoustic environment

4.2.1 Regional ambient noise and traffic road noise

According to the Bulletin of Environment of Xiangyang in 2010, the annual value of regional ambient noise and the annual value of traffic road noise are 55.5dB(A) and 67.9dB(A) respectively in 2010. See Table 4-2 for monitored values.

Table 4-2 Noise monitoring result in 2010

Noise level dB(A) Monitoring item Monitored values in 2010 Monitored values in 2009

Annual value of regional ambient noise 55.5 55.3

Annual value of traffic road noise 67.9 67.8

Urban road network hasn’t been formed in the Panggong area. At present, the quality of regional acoustic environmental is good.

4.2.2 Existing acoustic environment at sensitive points

An ambient noise monitoring plan is set out for the environmental impact assessment. China Railway Siyuan Survey And Design Group Co., Ltd. is responsible for fulfilling the plan.

(1) Executive standard and specification applied in the measurement

The Environmental Quality Standard for Noise (GB3096-2008) should be applied.

(2) Measurement plan

Measuring instrument

The ambient noise monitoring adopts RION NL-31 precision sound level meters. The performance of all the measuring instruments should meet t he requirements of monitoring standard.

Measurement time and method

Ambient noise monitoring should be performed in the daytime and at night. Equivalent continuous sound level should be measured for 20 min when flow is not below average. It should represent the level of existing acoustic environment. For the regions subject to the impact of road traffic, measured statistic (L90) should be used as background level. For the regions mainly subject to the impact of living noise, the measured values of existing acoustic environment should be used as background level.

Measurement and assessment value

The Measurement and assessment value is equivalent continuous noise level A.

(3) Principle of measuring point distribution

The project is partially located in the built-up area of the City. The impact of road traffic noise is great along the line. All the noise sensitive points are covered in the ambient noise monitoring. Noise monitoring points are set at different floors for high- rise buildings. In this way, measured values can not only reflect the existing environment of the area under assessment but also be used as reliable data for noise forecast.

(4) Monitoring result

Overview of noise source

In the road network improvement project, Panggong road section is mainly subject to the impact of existing traffic noise. The majority of vehicles are heavy duty truck, agricultural vehicles and motorcycles whose horn blows frequently. Social activities such as farm product trade are frequent. Great noise is in this section. The quality of acoustic environment is poor. For other planned road sections, the quality of the quality of acoustic environment is good because these sections are mainly subject to the impact of noise from social life

Analysis on monitoring result of existing ambient noise

57 sensitive points for different kinds of environment are set along the project, 2 points at schools, 1 point at hospital and the rest 54 points at residential building.

The ambient noise at sensitive points along the Panggong road section is 52.1~63.4dB in the daytime and 46.1~52.8dB at night. The noise at Yiheyuan is out of limit by 1.4~1.9dB in the daytime. The noise at Yiheyuan and Xiangyang Degong Hospital are

out of limit by 0.5~1.3dB at night. This is because the majority of vehicles are heavy duty truck, agricultural vehicles and motorcycles whose horn blows frequently and loudly. There is a farm product market at the intersection of Panggong Road and Zhakou 2 nd Road. The noise from commercial complex and social life is great. The ambient noise at the other sensitive points can meet corresponding environmental standards both in the daytime and at night.

The noise at the sensitive points along other planned lines is 48.2~59.1dB in the daytime and 41.9~47.7dB at night, meeting the limits of “60dB in the daytime, 50 dB at night” in class II area. The noise is mainly from several country roads in the planned project area. Sensitive points are set in the suburbs, far from urban area. Sensitive buildings are mainly subject to the impact of social life. The quality of acoustic environment is good.

4.3 Survey and assessment of existing water environment

The project doesn’t involve the main water systems of Xiangyang. No river system is in the Panggong area. In this assessment, the existing water environment of the water systems near the project is surveyed.

In 2010, six monitoring sections are set along the main stream of the Han River: Fujiazhai section and Xianrendu section in Laohekou City, Baijiawan, Qianying section, Yujiahu section in Xiangyang, Guo’an section in Yicheng (among which Fujiazhai section flows into Xiangyang and Guo’an section outflow from Xiangyang). According to monitoring result, the water quality of the main stream of the Han River is very good. Compared with the previous year, there is no significant change in the overall water quality. The 6 monitoring sections meet class-2 water quality, at the same level as the previous year. See Table 4-3.

Table 4-3 Assessment of classification of water quality of the main stream of the Han River in 2010 Name of items and the River section Name of Required Class Class time monitored section class this year last year exceeding standard

Fujiazhai ～ Laohekou Xianrendu ～ Xiangyang Baijiawan ～

Qianying ～

Yujiahu ～

Yicheng Guo’an ～

The moat of Xiangyang belongs to a lake inside the city. Nanqu Canal is a canal to hold pollutant and sewage in the city. According to monitoring result, Nanqu Canal is suffered from serious pollution. The quality of water is the same as the class inferior V last year. The water quality of the moat is slightly polluted, down to class IV from class III.

See Figure 4-1 for the distribution of surrounding water system.

Figure 4-1 Distribution map of surrounding water system

4.4 Survey and analysis of existing ambient air

4.4.1 Urban ambient air

According the Bulletin of Environment of Xiangyang in 2010, the annual value of SO 2 is 0.029mg/m 3; the annual value of NO2 is 0.028mg/m3; the annual value of inhalable particles is

0.089mg/m 3. In 2010, the number of effective monitoring days in urban area is 365days. The quality of air is excellent in 316 days, accounting for 86.6% of the effective monitoring days. In 2010, the critical pollutant is inhalable particles. See Table 4-4 for monitoring result.

Table 4-4 Statistical result of atmosphere in Xiangyang in 2010

～ 2010monitored values 2009monitored values Remarks

Annual concentration of 0.029 mg/m 3 0.028mg/m 3 SO 2

Annual concentration of 0.028mg/m 3 0.024mg/m 3 NO 2 In 2009, effective Annual concentration of 0.089 mg/m 3 0.096mg/m 3 monitoring inhalable particles days are 365days. In API<=50 days 67 28 2010, effective monitoring days are 365. 50 days

100 days

API>150 days 2 0

4.4.2 Existing ambient air in the project area

The project financed by the loans from the World Bank is mainly located in the Panggong area. Assessment unit has authorized the Xiangyang Environment Monitoring Station to monitor the quality of ambient air.

(1) Monitoring factors

Referring to the Highway Construction Environment Impact Assessment (JTG B03-2006) and the Ambient Air Quality Standard (GB3095-1996) (revision on Jan. 6, 2000) and combining the features of the project and the monitoring capacity of Xiangyang Environment Monitoring Station,

NO 2 and PM 10 are determined as the monitoring factors of existing ambient air monitoring.

(2) Monitoring analytical method

See Table 4-5 for monitoring analytical method.

Table 4-5 Analytical method for ambient air samples

Monitoring item NO 2 PM 10

analytical method Griess saltzman method Gravimetric method

Source of method GB/T15436-95 GB/T15262-95

(3) Monitoring time and frequency

Monitoring period is from August 9~August 16, 2011 (continuous monitoring). Four time a day (Beijing time 8:00-9:00, 14:00-15:00, 20:00-21:00 and 02:00-03:00). Meteorological oberservation should be conducted synchronously.

(4) Distribution of monitoring points

Location of monitoring points:

Zhakou 2 nd Road: Hongmiao Village Group 4;

Panggong Road: Panggong Garden;

Southeast section of Inner Ring Road: Sunjiaxiang Village Group 7.

(5) Monitoring result

Primary NO 2 concentration at various monitoring points in the monitoring period is 0.010~0.075mg/m 3, meeting the second level criterion (0.24mg/m 3) of the Ambient Air Quality Standard GB3095-1996.

Daily PM 10 concentration at various monitoring points in the monitoring period is 0.1574~0.4854mg/m 3, exceedinging the second level criterion (0.15mg/m3) of the Ambient Air Quality Standard GB3095-1996.

In conclusion, the primary NO 2 concentration at various monitoring points in the monitoring period meets the second level criterion of the Ambient Air Quality

Standard GB3095-1996. However, the daily PM 10 concentration at various monitoring points in the monitoring period exceeds the second level criterion (0.15mg/m 3) of the Ambient Air Quality Standard GB3095-1996. It can be seen that the pollution caused by motor vehicle exhaust is not very serious. The cause of serious PM 10 pollution is the construction of the Fifth Jianghan Bridge. Because of the construction, there are many construction vehicles in the project area. During transportation and travelling, vehicles raise a lot of dust.

4.4.3 Existing management of urban atmosphere

At present, Xiangyang municipal people’s government has implemented some prevention and control measures for atmospheric pollution as follows:

(1) Xiangyang municipal people’s government has completed the 12 th Five-year Planning for Total Emission Control of Major Pollutants in Xiangyang. The planning emphasizes structural emission reduction and strengthens engineering emission reduction to constantly carry forward pollutant emission reduction through strict management.

(2) Strict implementation of emission standard for newly licensed vehicles

The promulgation of the Limits and Measurement Methods for Emissions from Light - duty Vehicles GB18352.3-2005 (III, IV), the Limits and Measurement Methods for Exhaust Pollutants from Compression Ignition and Gas Fuelled Positive Ignition Engines of Vehicles GB17691-2005 (III, IV, V) and the Limits and Measurement Method for Exhaust Pollutants from Gasoline Engines of Heavy-duty Vehicles (III, IV) one after another reflects that China has attached more and more importance to the environmental problems caused by the exhaust pollutants from motor vehicles. The emission standards for new vehicles become stricter and stricter. At present, the above standards have been implemented in Xiangyang as of the date of implementation, strengthening the control over emissions from vehicles

(3) Improvement on quality of fuels and application of alternative fuels

At present, fuel oils for vehicles on the market in Xiangyang are mainly light diesel oil, vehicle-use unleaded gasoline, vehicle-use ethanol gasoline. The quality of fuel products are improved greatly. Vehicle fuel available on the market in Xiangyang meets relevant national standards. Moreover, some buses and taxies have undergone oil-to-gas transformation. These vehicles consume cleaner energy to further mitigate pollution caused by emissions from vehicles. The replacement of alternative fuels is under way.

5.0 Scheme comparison and selection

In the project design, there are no Comparison schemes for road strike and station yard site selection. The Comparison schemes in current design mainly involve with comparison for road cross section. In this assessment, different Comparison schemes for road cross section were compared and analyzed. In addition, scheme comparison for road strike was given from the environmental impact perspective in order to determine the construction scheme with minimum negative environmental impact through comparing different schemes and provide reference for optimized decision- making by the project construction decision-making authority.

5.1 Road cross section comparison and selection

5.1.1 Comparison schemes for cross section of the southeast section of the inner ring road

For scheme comparison for cross section of the southeast section of the inner ring road, refer to Table 5-1. With environment comparison and selection, the recommended scheme in the assessment conforms to the recommended design scheme, namely the scheme A.

Table 5-1 Scheme comparison for cross section of the southeast section of the inner ring road Existing Scheme A Scheme B Scheme conditions 60m=3.5m sideway+3.5m non- 60m=4.75m non-motorized vehicle motorized vehicle way +7.25m way +7.0m auxiliary road+6.5m green belt+11.75m drive way+8m green belt+23.5m drive way+6.5m median separator+11.75m drive green belt +7.50m auxiliary road way+7.25m green belt +3.5m +4.75m pedestrian and non- non-motorized vehicle way+3.5m motorized vehicle way No road sideway

Comparison Environmental impact during Scheme A and B have the same Environmental impact during construction period. construction period Environmental Scheme A and B have the same road red line, and occupy the same land. From the impact on ecological environmental impact, scheme A and B are same; from the environmental ecology and impact on landscape, greening rate of scheme A is higher than that of scheme B and landscape road landscape design is beautiful. Acoustic environment Greening rate of scheme A is higher than that of scheme B. In addition, it will plant impact during several rows of arbor at both sides of the road, which is good for reducing impact of operation road noise on sensitive spots at both sides of the road during the operation period. period Ambient air impact during Greening rate of scheme A is higher than that of scheme B. In addition, it will plant operation several rows of arbor at both sides of the road, which is good for reducing impact of period automobile exhaust gas on sensitive spots at both sides during the operation period. It is necessary to construct the southeast section of the inner ring road. For such Conclusion aspects as environmental impact on landscape, impact on acoustic environment and ambient air during operation of scheme A is better than those of scheme B. Recommendati Scheme A is recommended based in this assessment, it is same to the recommended on scheme in design.

5.1.2 Comparison schemes for cross section of the Xingguang Avenue

For scheme comparison for cross section of the Xingguang Avenue, refer to Table 5- 2. With environment comparison, the assessment holds that landscape in scheme B is better than that of recommended design scheme (Scheme A). In addition, effects of preventing and control impact of noise and automobile exhaust gas are of scheme B 76

better than scheme A. Thus, the assessment recommends for scheme B for road cross section of Xingguang Avenue.

Table 5-2 Scheme comparison for cross section of the Xingguang Avenue Existing Scheme A Scheme B Scheme conditions 80m=15m green line+4.75m sideway 80m=15m green line +6.75m (1.5m tree pool included)+3.5m non- pedestrian and non-motorized motorized vehicle way+3.5m green vehicle way +5m green belt belt +11.75m drive way (0.5m +11.75m drive way (0.5m marginal marginal strip included)+3m median strip included) +3m median separator+11.75m drive way (0.5m separator +11.75m drive way (0.5m marginal strip included)+3.5m green marginal strip included)+5m green belt+3.5m non-motorized vehicle belt+6.75m pedestrian and non- No road way+4.75m sideway (1.5m tree pool motorized vehicle way+15m green included) +15m green line. Greening line. Greening rate is 26%. Type of rate is 26%. Type of cross section: cross section: two-plate type Comparison four-plate type

Cross section of scheme A is two-plate type, namely the bi-direction motor vehicle are Environmental mutually separated by the median separator. Cross section of scheme B is the four-plate impact during type, namely the motor vehicle, non-motorized vehicle and land along the street are construction mutually separated by the median separators. Two-plate type is convenient than four-plate period type in construction, the earthwork volume is smaller. From the environmental impact during the construction period, scheme A is better than scheme B. Environmental impact on Scheme A and B have the same road red line, and occupy the same land. From the ecology and ecological environmental impact, scheme A and B are same; from the environmental impact landscape on landscape, road landscape design of scheme B is more beautiful than that of scheme A. Acoustic environment Under the same greening rate, compared with scheme A, scheme B will plant several rows impact during of arbor at both sides of the road, which is good for reducing impact of noise on sensitive operation period spots at both sides during the operation period. Ambient air Under the same greening rate, compared with scheme A, scheme B will plant several rows impact during of arbor at both sides of the road, which is good for reducing impact of automobile exhaust operation period gas on sensitive spots at both sides during the operation period. Although environmental impact of scheme A during the construction period is smaller than that of scheme B, after construction is completed, construction impact will be eliminated Conclusion also. Relative to the construction period, during the operation period, landscape beautification, noise and atmosphere protection effect of scheme B is better than those of scheme A. In the assessment, scheme B is recommended, which is different to the recommended Recommendation design scheme.

5.1.3 Comparison schemes for cross section of the Jianghua Road

For scheme comparison for cross section of the 30m-redline section of Jianghua Road; refer to Table 5-3. With environment comparison and selection, the recommended scheme in the assessment is same to the recommended design scheme, is the scheme A. For scheme comparison for 40m-redline and 50m-greenline of the 77

section of Jianghua Road, refer to Table 5-4. With environment comparison and selection, the recommended scheme in the assessment is same to the recommended design scheme, is the scheme A.

Table 5-3 Scheme comparison for cross section of the 30m-redline section of Jianghua Road Existing Scheme A Scheme B Scheme conditions 30m=5m pedestrian and non- 30m=2m sideway +3.5m non- motorized vehicle way+2m green motorized vehicle way+1.5m belt+16m drive way+2m green greening belt+16m drive belt+5m pedestrian and non- way+1.5m greening belt +3.5m motorized vehicle way. Greening non-motorized vehicle way+2m rate is 13.3%. Type of cross sideway. Type of cross section: No road section: three-plate type one-plate type

Comparison

Cross section of scheme A is three-plate type, namely the motor vehicle, non- motorized vehicle and land along the street are mutually separated. Cross section Environmental of scheme B is the one-plate type, namely the motor vehicle and non-motorized impact during vehicle are not mutually separated. Compared with the three-plate type, one-plate construction is more convenient for construction, the earthwork volume is smaller. From the period environmental impact during the construction period, scheme B is better than scheme A. Scheme A and B have the same road red line, and occupy the same land. From the Environmental ecological environmental impact, scheme A and B are same. However, greening impact on rate of scheme A is higher that that of scheme B, and the long-term ecologic ecology and benefit of scheme A is better than that of scheme B in operation period. landscape From the environmental impact on landscape, scheme A and scheme B about the same. Acoustic environment impact during Scheme A and scheme B are about the same. operation period Ambient air impact during Scheme A and scheme B are about the same. operation period Although environmental impact of scheme A during the construction period is smaller than that of scheme B, after construction is completed, construction impact Conclusion will be eliminated also. Under the similar landscape beautification, noise during operation period, atmosphere protection effect, greening rate of scheme A is higher that that of Scheme B, and the long-term ecologic benefit of scheme A is better than that of Scheme B in operation period. In the assessment, scheme A is recommended, which is same to the recommended Recommendation design scheme. Table 5-4 Scheme comparison for cross section of the 40m-redline section of Jianghua Road Existing Scheme A Scheme B Scheme conditions

50m=5m for width of green line+4.5m sideway (1.5m tree pool 50m=5m for width of green line+6.5m included)+4.5m non-motorized pedestrian and non-motorized vehicle vehicle way+3m green belt+16m way+5.5m green belt+16m drive drive way+3m green belt+4.5m non- way+5.5mm green belt+6.5m motorized vehicle way+4.5m sideway+5m for width of green line. No road sideway+5m for width of green line. Greening rate is 22.5%. Type of cross Greening rate is 27.5%. Type of section: one-plate type cross section: three-plate type

Comparison

Cross section of scheme A is three-plate type, namely the motor vehicle, non-motorized Environmental vehicle and land along the street are mutually separated. Cross section of scheme B is the impact during one-plate type, namely the motor vehicle and non-motorized vehicle are not mutually construction separated. Compared with the three-plate type, one-plate is more convenient for period construction, the earthwork volume is smaller. From the environmental impact during the construction period, scheme B is better than scheme A. Scheme A and B have the same road red line, and occupy the same land. From the ecological Environmental environmental impact, scheme A and B are same. However, greening rate of scheme A is impact on higher that that of scheme B, and the long-term ecologic benefit of scheme A is better than ecology and that of Scheme B in operation period. landscape From the environmental impact on landscape, road landscape design of scheme A is more beautiful than that of scheme B. Acoustic environment Compared with scheme B, scheme A will plant several rows of arbor at both sides of the impact during road, which is good for reducing impact of noise on sensitive spots at both sides during the operation period operation period. Ambient air Compared with scheme B, scheme A will plant several rows of arbor at both sides of the impact during road, which is good for reducing impact of automobile exhaust gas on sensitive spots at both operation period sides during the operation period.

Although environmental impact of scheme A during the construction period is smaller than that of scheme B, after construction is completed, construction impact will be eliminated Conclusion also. Relative to the construction period, during the operation period, landscape beautification, noise and atmosphere protection effect of scheme A is better than those of scheme B.

In the assessment, scheme A is recommended, which is same to the recommended design Recommendation scheme. 5.1.4 Comparison schemes for cross section of the Zhakou 2 nd Road

For scheme comparison for cross section of Zhakou 2nd Road; refer to Table 5-5. With environment comparison and selection, the recommended scheme in the assessment is same to the recommended design scheme, is the scheme A.

Table 5-5 Scheme comparison for cross section of Zhakou 2 nd Road Existing Scheme A Scheme B Scheme conditions

40m=4.75m sideway (1.5m tree pool included)+ 4m non-motorized vehicle way+2m motor vehicle and 40m=5m sideway (1.5m tree pool non-motorized vehicle included)+ 5.5m auxiliary road+2m separator+7.75m drive way (0.5 motor vehicle and non-motorized marginal strip included)+3m median vehicle separator+15m drive way+2m separator+7.75 drive way (0.5 motor vehicle and non-motorized marginal strip included)+ 2m motor vehicle separator+ +5.5m auxiliary vehicle and non-motorized vehicle road+ 5m sideway (1.5m tree pool No road separator+4m non-motorized vehicle included) way+4.75m sideway (1.5m tree pool Greening rate is 22.5%. Type of cross Comparison included) section: one-plate type Greening rate is 27.5%. Type of cross section: three-plate type

Cross section of scheme A is three-plate type, namely the motor vehicle, non-motorized Environmental vehicle and land along the street are mutually separated. Cross section of scheme B is the impact during one-plate type, namely the motor vehicle and non-motorized vehicle are not mutually construction separated. Compared with the three-plate type, one-plate is more convenient for period construction, the earthwork volume is smaller. From the environmental impact during the construction period, scheme B is better than scheme A. Scheme A and B have the same road red line, and occupy the same land. From the Environmental ecological environmental impact, scheme A and B are same. However, greening rate of impact on scheme A is higher that that of scheme B, and the long-term ecologic benefit of scheme A is ecology and better than that of Scheme B in operation period. landscape From the environmental impact on landscape, road landscape design of scheme A is more beautiful than that of scheme B. Acoustic environment Compared with scheme B, scheme A will plant several rows of arbor at both sides of the impact during road, which is good for reducing impact of noise on sensitive spots at both sides during the operation period operation period. Ambient air Compared with scheme B, scheme A will plant several rows of arbor at both sides of the impact during road, which is good for reducing impact of automobile exhaust gas on sensitive spots at both operation period sides during the operation period. Although environmental impact of scheme A during the construction period is smaller than that of scheme B, after construction is completed, construction impact will be eliminated Conclusion also. Relative to the construction period, during the operation period, landscape beautification, noise and atmosphere protection effect of scheme A is better than those of scheme B. In the assessment, scheme A is recommended, which is same to the recommended design Recommendation scheme. 5.1.5 Comparison schemes for cross section of the Xiangyang Road

For scheme comparison for cross section of Xiangyang Road; refer to Table 5-6. The section mainly discusses advantages and disadvantages of the Comparison schemes for cross section in design without altering road strike. For details on comparison for Xiangyang Road strike, refer to 5.2.

Table 5-6 Scheme comparison for cross section of Xiangyang Road

Existing conditions Scheme A Scheme B Scheme 40m=4.75m sideway (1.5m tree pool included)+ 4m non- motorized vehicle way+2m 40m=5m sideway (1.5m tree motor vehicle and non- pool included)+ 5.5m motorized vehicle auxiliary road+2m motor separator+7.75m drive way vehicle and non-motorized The existing road is (0.5 marginal strip included) vehicle separator+15m drive cement road wide in +3m median separator+7.75m way+2m motor vehicle and 3m, there are street drive way (0.5 marginal strip non-motorized vehicle trees (Chinese included) +2m motor vehicle separator+ +5.5m auxiliary redwood) at both and non-motorized vehicle road+ 5msideway (1.5m tree Comparison sides. separator+4m non-motorized pool included) vehicle way4.75m sideway Greening rate is 22.5%. (1.5m tree pool included) Type of cross section: one- Greening rate is 27.5%. Type plate type of cross section: three-plate type

Cross section of scheme A is three-plate type, namely the motor vehicle, non-motorized Environment vehicle and land along the street are mutually separated. Cross section of scheme B is al impact the one-plate type, namely the motor vehicle and non-motorized vehicle are not during mutually separated. Compared with the three-plate type, one-plate is more convenient construction for construction, the earthwork volume is smaller. From the environmental impact period during the construction period, scheme B is better than scheme A.

Scheme A and B have the same road red line, and occupy the same land. From the Environment ecological environmental impact, scheme A and B are same. However, greening rate of al impact on scheme A is higher that that of scheme B, and the long-term ecologic benefit of scheme ecology and A is better than that of Scheme B in operation period. landscape From the environmental impact on landscape, road landscape design of scheme A is more beautiful than that of scheme B. Acoustic environment impact Compared with scheme B, scheme A will plant several rows of arbor at both sides of during the road, which is good for reducing impact of noise on sensitive spots at both sides operation during the operation period. period Ambient air impact Compared with scheme B, scheme A will plant several rows of arbor at both sides of during the road, which is good for reducing impact of automobile exhaust gas on sensitive operation spots at both sides during the operation period. period Although environmental impact of scheme A during the construction period is smaller than that of scheme B, after construction is completed, construction impact will be Conclusion eliminated also. Relative to the construction period, during the operation period, landscape beautification, noise and atmosphere protection effect of scheme A is better than those of scheme B. Recommend In the assessment, scheme A is recommended, which is same to the recommended ation design scheme.

5.1.6 Comparison schemes for cross section of the Panggong Road

For scheme comparison for 40m-redline and 50m-greenline of the section of Panggong Road, refer to Table 5-7. With environment comparison and selection, in the assessment, it is believed that section from K0+215 to K1+365 shall maintain the existing cross section, it only requires broadening the road and provide additional non-motorized vehicle way to meet the requirement of 40m-redline of the road. In addition, it shall upgrade the existing pavement; for the section from K1+365 to the end point, it agrees with the recommended scheme in design, namely scheme A.

Table 5-7 Scheme comparison for cross section of Panggong Road

Existing conditions Scheme A Scheme B

Scheme For section from K0+215 to K1+365, the existing road is 0m=5m for width of green the one-plate road 5 50m=5m for width of green whose redline is 30m. line+4.5m sideway (1.5m tree pool included)+4.5m non- line+6.5m pedestrian and 30m=8m green motorized vehicle way+3m non-motorized vehicle belt+14 drive green belt+16m drive way+3m way+5.5m green belt+16m way+8m green belt. green belt+4.5m non- drive way+5.5mm green Greening at both motorized vehicle way+4.5m belt+6.5m sideway+5m for sides of the road is sideway+5m for width of width of green line. fairly good; for the green line. Greening rate is 22.5%. Comparison section from K1+200 Greening rate is 27.5%. Type Type of cross section: one- to the end point, it is of cross section: three-plate plate type the cement road wide type in 6m, and there are not street trees at both sides.

Environment al impact It will reserve the section from K0+215 to K1+365. With the existing road cross during section, it will only upgrade the road section. The environmental impact during the construction construction period is greatly smaller than those of scheme A and B. period Environment If Panggong Road is built with scheme A and B, it will damage greening at both sides al impact on of existing road and affect the ecology and landscape. While if the existing road cross ecology and section is maintained, project construction will have much less impact on ecology and landscape landscape. Acoustic If Panggong Road is built with scheme A and B, it will damage greening at both sides environment of existing road. After greening at both sides will be restored after construction is impact completed, but the newly grown trees or the transplanted original trees are not very during luxuriant, its noise prevention effect is greatly inferior to that of the original luxuriant operation 82

operation trees. Thus, maintaining the existing road cross section has better noise prevention period effect than those of scheme A and B. Ambient air impact during Ditto operation period If the existing road cross section is maintained, environmental impact, impact on Conclusion ecology and landscape during the construction period are smaller than those of scheme A and B; in addition, the noise and atmosphere protection effect are also better than those of scheme A and B. It will not take up scheme A and B. According to assessment, for section from K0+215 to K1+365, it will maintain the existing cross section, it only requires broadening the road and provide additional non-motorized Recommend ation vehicle way to meet the requirement of 40m-redline of the road. In addition, it shall upgrade the existing pavement; for the section from K1+365 to the end point, it agrees with the recommended scheme in design, namely scheme A. 5.1.7 Comparison schemes for cross section of the Planned 13th Road

For scheme comparison for cross section of Planned 13th Road; refer to Table 5-8. With environment comparison and selection, the recommended scheme in the assessment is same to the recommended design scheme, is the scheme A.

Table 5-8 Scheme comparison for cross section of Planned 13th Road Existing Scheme A Scheme B Scheme conditions 40m=4.75m sideway (1.5m tree pool included)+ 4m non-motorized vehicle way+2m motor vehicle and 40m=5m sideway (1.5m tree pool non-motorized vehicle included)+ 5.5m auxiliary road+2m separator+7.75m drive way (0.5 motor vehicle and non-motorized marginal strip included)+3m median vehicle separator+15m drive way+2m separator+7.75 drive way (0.5 motor vehicle and non-motorized marginal strip included)+ 2m motor vehicle separator+ +5.5m auxiliary vehicle and non-motorized vehicle road+ 5m sideway (1.5m tree pool No road separator+4m non-motorized vehicle included) way+4.75m sideway (1.5m tree pool Greening rate is 22.5%. Type of cross Comparison included) section: one-plate type Greening rate is 27.5%. Type of cross section: three-plate type

ecology and higher that that of scheme B, and the long-term ecologic benefit of scheme A is better than landscape that of Scheme B in operation period. From the environmental impact on landscape, road landscape design of scheme A is more beautiful than that of scheme B. Acoustic environment Compared with scheme B, scheme A will plant several rows of arbor at both sides of the impact during road, which is good for reducing impact of noise on sensitive spots at both sides during the operation period operation period. Ambient air Compared with scheme B, scheme A will plant several rows of arbor at both sides of the impact during road, which is good for reducing impact of automobile exhaust gas on sensitive spots at both operation period sides during the operation period. Although environmental impact of scheme A during the construction period is smaller than that of scheme B, after construction is completed, construction impact will be eliminated Conclusion also. Relative to the construction period, during the operation period, landscape beautification, noise and atmosphere protection effect of scheme A is better than those of scheme B. In the assessment, scheme A is recommended, which is same to the recommended design Recommendation scheme.

5.2 Comparison and selection for road strike

Presently, street trees at both sides of Xiangyang Road grow well and are plenty, it must damage these trees if the road is built along the existing road. In consideration of the reducing the relocation work volume of the project, in the assessment, it is suggested that the design scheme for Xiangyang Road will be entirely translated for 3~5m toward the north side and will not occupy the road and the street trees at both sides. In this way, it cannot only eliminate damage of the project against the existing trees, reduce relocation work volume, the existing road can be used as construction detour and reduce environmental impact on of the temporary works. Although Xiangyang Road is entirely translated toward the north side, the road strike keep same to the strike of Xiangyang Road in the road network planning of Panggong area.

6.0 Environmental Impact Assessment

6.1 Environmental impact analysis during construction period

6.1.1 Ambient air quality impact analysis during the construction period

During construction of the project, the main sources causing atmospheric pollution include dust emission caused by construction excavation and transport vehicle, dust emission and falling during handling, transport and stacking of construction building materials (cement, lime, sandstone material) and during excavation and stacking and transport of excavation spoil, exhaust gas from different construction machinery and transport vehicle.

During the construction period, dust emission has the greatest impact on ambient air. From dust emission from excavation and bore drilling of the dry ground surface, some of such dust emission will suspended in air, and other will flutter to the ground and building surface nearby with wind; during stacking of the excavation soil, the dust will fly if the wind force is greater; during handling and transport, it will cause some of dust emission to fly and fall; the soil carried by rain washing will spread on the road surface, after being dried, dust emission will be caused again by vehicle movement or wind; during backfilling for excavation, it will also cause a great deal of dust emission; during handling, transport and stacking of building materials, it will also cause dust falling and flying.

Hazardness of dust emission pollution during construction shall not be neglected. If the dust emission suspending in air is breathed in by the construction personnel and the residents around, it will not only cause different respiratory diseases, the dust emission can also carry a great deal of pathologenic bacteria, infect various diseases and serious harm health of the construction personnel and residents around. In addition, excessive dust emission can reduce the visibility and lead to traffic accident. If the dust emission falls on buildings and trees, landscape will be affected. Therefore, the Constructor shall strengthen management; take up proper measures and strictly control dust emission caused during the construction period.

For the exhaust gas produced during construction machinery and heavy-duty vehicle running, the key pollutants is carbon monoxide (CO), nitric oxide (NO X) and hydrocarbon (HC).

For the road engineering of the project, all of roads take up bituminous concrete pavement structure. During implementing works, it will set up bitumen mixing plant and cement and concrete mixing plant, which will mainly produce the pollutants of bitumen fume and TSP. Bitumen fume, is produced during decocting and mixing produce of the bitumen. According to the bitumen fume pollution monitoring result along the bitumen fume mixing plant at southern section of Beijing-Zhuhai express highway, the source Intensity of mixing plants of different types is given in Table 6-1.

Table 6-1 Bitumen fume pollution monitoring result of bitumen mixing plant Mean value of Range of effluent effluent concentration of No. Equipment model concentration of bitumen fume bitumen fume (mg/m 3) (mg/m 3) M3000 (Xi’an Road 1 12.5~15.5 15.2 Construction Machinery Plant)

VILLEROY&BOCH 2 (Germany) 12.0~16.8 13.9 WKC100 M356, Parker Corporation 3 13.4~17.0 14.2 (UK)

Exhaust gas from the construction machinery and transport vehicle driven by fuel will lead to increase of gross volume of the air pollutants in regional ambient air. During the construction period, other vehicles will not be allowed to travel or it will reduce the traffic of other vehicles in the existing road section, automobile exhaust gas discharge amount during the construction period will be reduced compared with that in current time and environmental impact of automobile exhaust gas on ambient air during the construction period will be reduced compared with that in current time. According to data analog, during pavement work, at about 60m under the wind, dissipated phenol in hot bitumen material is ≤0.01mg/m 3 (standard value (former USSR) was 0.01mg/m 3) and THC ≤0.16mg/m 3 (standard value (former USSR) was 0.16mg/m 3). That is to say, the affecting range of bitumen fume during paving bitumen in pavement can reach 60m. Therefore, during bitumen paving work of the project, the bitumen fume will have certain impact on residents and organizations at one side of the surrounding roads. However, paving process is short-time and one- disposable work and hot bitumen concrete temperature falls fast, thus impact is temporary. When construction activities are over, fume emission will be also basically stop.

6.1.2 Noise impact analysis during the construction period

(1) Noise source during the construction period

During construction period of the project, noise will mainly come from construction machinery, such as road roller, loader, excavator, blender and so on; the noise also include noise from construction and transport vehicle, building demolition and crushing of the existing road and so on. When the machinery operate, the noise can reach 90~112dB (A) at the place 5m away from the noise source. This emergency and unstable noise will have adverse impact on the construction personnel and surrounding residents. According to analog investigation and field data of ordinary machinery, noise source intensity of different construction machinery and vehicles during the construction period is given in Table 6-2 and 6-3.

Table 6-2 Noise source intensity of road construction machinery and vehicle Distance from the measuring Construction Construction No. point to the construction Lmax (dB (A)) stage equipment equipment (m)

Hydraulic wheel 1 5 84 excavator 2 Bulldozer 5 84 3 Wheel loader 5 90 Earthwork state Different drilling 4 5 87 machines 5 Truck 5 94 6 Pneumatic hammer 5 98 7 Different pile drivers 10 93~112 Piling stage 8 Grader 5 90 9 Air compressor 5 92 10 Vibrator 5 84 11 Concrete pump 5 85 Structure stage 12 Pneumatic wrench 5 95 13 Different road rollers 5 76~86 14 Spreading machine 5 87 15 Movable crane 5 96 Finishing stage 16 Elevator 72 15

Table 6-3 Tested value of concrete mixer Distance from the Maximum sound measuring point to the No Mixer model level construction place L [dB(A)] (m) max 1 parker LB1000(UK) 2 88 LB30 (Xi’an Road Construction 2 2 90 Machinery Plant) LB2.5 (Xi’an Road Construction 3 2 84 Machinery Plant) 4 MARINI (Italia) 2 90

(2) Environmental impact analysis of construction noise

If single set of construction machinery is utilized, it can reach the standard limit value stipulated in the Noise Limits for Construction Site (GB12523-90) at 35m away from the construction site in daytime and reach the standard limit value at 218m away from the construction site at night. However, in actual construction process, many types of machinery are utilized together; the range affected by noise will be larger.

In the range where the project noise sensitive points have a mean distance about 5- 30m away from the construction site boundaries, the construction noise will have fairly great impact on the surrounding acoustic environment. The acoustic environment protection goal along the project mainly are within the range 30m away from the redline, and thus the first row of residential building, school and hospital at

both sides of the road will be affected in daytime; at night, it will have especially obvious impact on rest of the residents, thus it shall take up strict measures to reduce impact of the construction noise on the environmental protection goals in maximum degree.

When the project is completed, impact of the construction noise will not exist. Adverse impact of construction noise on environment is temporary and in short term.

6.1.3 Vibration impact analysis during the construction period

(1) Vibration source during construction period

During construction period of the project, vibration sources mainly include vibration caused by power-type construction machinery. For vibration intensity of different construction machinery, refer to Table 6-4.

Table 6-4 Vibration source intensity reference vibration level of construction machinery

Distance from the measuring point to the construction equipment (m) Construction equipment 5 10 20 30 40

Excavator 82~84 78~80 74~76 69~71 67~69

Bulldozer 83 79 74 69 67

Road roller 86 82 77 71 69

Truck 80~82 74~76 69~71 64~66 62~64

Air compressor 84~85 81 74~78 70~76 68~74

Drilling machine 63

(2) Environmental impact analysis of construction vibration

The construction machinery for the project are mainly utilized for vibration work, including vibration caused by excavation and other work and vibration caused during transport and handling by the transport vehicle. Thus, it will bring about impact on traffic, building and people’s living along the road during the construction work.

The vibration level of ordinary construction and equipment can reach 63-85dB at the place 10m away from the vibration source, and the vibration level can be less than or close to 71dB at the place 30m away from the vibration source, and it can meet the standard value at night at both sides of the main traffic artery stipulated in the Standard on Vibration in Urban Area Environment (GB10070-88). It is predicted that

construction vibration will have impact on sensitive points within the range of 10-20m around the work area.

According to the road construction characteristics, it will usually conduct road maintenance and pavement work at night, the source intensity of vibration includes spreading machine, vibrating spear, transport machinery and so on, and it will have vibration impact on sensitive buildings within the range of 10-20m away from the vibration source.

6.1.4 Water environmental impact analysis during the construction period

(1) Production waste water

Production waste water mainly includes sand and stone material washing waste water, concrete mixing waste water and mechanical equipment washing waste water. The sand and stone material washing waste water and mechanical equipment washing waste water contain sediment, COD and a little of petroleum. After such treatment as deposition, oil removal and so on, they can be recycled for use. A little of waste water will be discharged into the municipal pipe network after passing the sedimentation tank and will not have impact on the water environment basically.

(2) Surface runoff

During road construction, subgrade excavation, building demolition and so on will bring about a great deal of sediment and dust emission. For construction in rainy season, the sediment and dust will come to the nearby receiving water body together with rain water and affect the water quality. The rain water will scour the construction site and pollute the surrounding water body. Especially, construction in urban area may block the urban drainage pipe network system and cause increase of suspended matter concentration of the rain water drainage system.

(3) Domestic sewage of the construction personnel

During road construction, the living quarter the construction personnel are dispersed, domestic sewage is little. In addition, the project area is basically the farmland. The domestic sewage will be discharged after treatment in septic tank, and will have small impact on environment.

According to investigation on construction waste water of municipal transport project, discharge of construction waste water is given in Table 6-5.

Table 6-5 Analog and investigation result of construction waste water of municipal transport project

Petroleum Waste water Discharge amount Item COD SS matter

Pollutant concentration Domestic sewage 0.1-0.3(m 3/d./person) 200~300 <5.0 80~120 (mg/L)

Washing water discharge Pollutant concentration 10(m 3/d) 50~80 1.0~2.0 150~200 from construction site (mg/L)

Equipment cooling water Pollutant concentration 4(m 3/d) 10~20 0.5~1.0 10~15 discharge (mg/L)

6.1.5 Environmental impact analysis for solid waste during the construction period

During the construction period, there will be a great deal of residual mud, residual soil (including residual soil from demolition of existing buildings), residual mud from surface excavation, residual waste material in construction and so on. If these solid wastes from buildings are not treated properly, it may impeded traffic and pollute environment. During transport, if it does not focus on clean transport by the vehicle, it may spread and fall soil along the road, pollute the street and road and affect urban landscape and traffic.

For details of earthwork balancing, borrow pit and spoil ground of the project, refer to section 2.5 and 2.6.

During stacking and transport of spoil soil, if treatment is not properly, it may impede traffic and pollute environment. If the transport vehicles for excavation spoil oil travel on the urban roads, it will not only increase the vehicle flow in the area along the road and cause traffic jam, falling and leakage of soil can also bring about hazard against urban sanitation. If the excavation spoil soil is stacked and dump without regulation, water and soil loss will be caused with rainstorm scouring. On the construction site in urban area, the rainwater runoff usually enters the municipal gullies in the form of “yellow muddy water” and will block the gullies after deposition. In addition, muddy water will also carry cement, oil stain and other pollutants from the construction site into the water body and cause water body pollution.

In the project, it will reallocate house of 64064m 2. according to the analog investigation of relocation works in similar urban areas, after recovering most of useful building materials (such as brick, reinforcement, timber and so on), the 90

building rubbish for each square meter of reallocation area will be about 0.1m 3, and thus the building rubbing from house reallocation will be 6406.4m 3.

6.1.6 Ecologic environmental impact analysis during the construction period

(1) Impact on agricultural ecology and vegetation

The project area in Panggong District is basically farmland. Permanent land for the project will damage some of farmland and vegetation, and the occupied land will lose agricultural production function permanently and cause certain biomass loss. This impact is not reversible, and will bring about certain adverse effect on agricultural production in this area.

Temporary land occupation by some of temporary works and construction detour will also lead to damage against of agricultural ecology and vegetation. However, it can be recovered after the construction is completed and will have little impact on vegetation and agricultural ecology in this area.

There are many street trees along the existing Panggong Road and Jianghua Road, land expropriation will damage these trees and cause loss of urban greening area.

(2) Impact on animal

During the construction period, damage against ground surface vegetation, land occupation and activities of construction personnel will have certain adverse impact on animals within certain range, and such impact will basically disappear when the construction is completed.

(3) The principal works of the project is within the urban area, topography is even, there are less high-filling works and deep excavation, there will not be water and soil loss basically. However, during construction, it will bring about certain impact on urban ecology during temporary storage of earthwork, rockwork, sand and stone materials, cement, clay and other building materials, spoil and waste materials. Especially, if the spoil soil is not under proper stacking and protection and is scoured

by rainwater, it is easy to block the road drainage pipe and affect traffic and urban landscape. It shall conduct timely ecological recovery after the borrow pit and spoil ground are filled and leveled up, such as planting trees and grass. After conducting timely ecological recovery, soil borrow and spoil of the project will have small impact on ecological environment.

(4) During the construction period, when earthwork, rockwork, sand and stone materials, cement and other building materials are transported by vehicle and the protection measures are not proper, it will bring about a great deal of dust emission, and it will have impact of dust emission on road surface, greening belt and residents at the both sides of the road where the vehicle travel, and it will also bring about certain impact on urban sanitation environment.

6.1.7 Social environmental impact during the construction period

6.1.7.1 Analysis of impact on urban traffic

(1) Road construction will disturb the existing traffic. During project construction, it shall make construction while not interrupt the existing traffic and transport in order to complete road network construction and planning smoothly. However, during the construction period, there will be traffic congestion and jam during peak hours in some road sections. The traffic control department shall make management for these conditions, organize traffic with adjacent road network and shunt traffic load and guarantee not to disturb normal living of the residents.

(2) During project construction period, it will utilize a great deal of construction machinery and transport vehicle, which will increase the traffic flow in the area along the road and have certain disturbance against the urban traffic.

6.1.7.2 Analysis of impact on urban resident living

(1) According to analysis of impact of the project on urban traffic, it shows that it may disturb the urban traffic during project construction period, cause traffic jam and congestion of urban road, it shall take up such temporary measures as shunting and 92

going-around and so on. The bus route shall be arranged again. All of these will bring about impact and inconvenience against travel, work and living of urban residents.

(2) During project construction period, noise from the construction machinery and dust emission from the transport vehicle will have certain impact on normal living of the residents at the sensitive points near the road. If the engineering technology requires night work, it will have impact on rest of the residents.

6.1.7.3 Impact on infrastructure

During project construction, it will affect different ground and underground pipeline and pipes of municipal works, such as water supply pipe, fuel gas pipe, heat supply pipe, communication and power pipeline and so on, it will bring about certain impact and inconvenience against normal living of the residents. The project is mainly within the city suburb area, it will be slightly affected by demolition of electric power, communication, pipe and so on. The ordinary infrastructure along the road is agricultural irrigation trench. Project construction will interrupt some trench and disturb the agricultural irrigation and drainage system. However, impact is temporary. With building up of the road, drainage system and irrigation trenches at both sides will be interlinked; it can effectively improve the drainage and agricultural irrigation system and make better use of them.

6.2 Analysis of environmental impact during operation period

6.2.1 Analysis of impact on ambient air quality during the operation period

6.2.1.1 Pollution source for atmospheric environment during the operation period

After the project is built up, there is no spray painting work in the bus maintenance yard, and thus automobile exhaust gas will be the main source for ambient air pollutant. The discharge amount of the pollutants is proportional to the traffic volume, and is related to the vehicle type and automobile operating conditions. Automobile exhaust gas pollutants mainly are caused by exhaust of air leakage of crankcase, volatization of fuel system and exhaust pipe, the pollutants mainly include carbon 93

monoxide, nitrogen oxide and non-methane total hydrocarbon. Daily average

3 − 1 Q J = ∑ 3600 BA i E ij i = 1 discharge amount of each pollutant can be calculated based on the following formula:

Where,

QJ-- J pollutant source intensity discharged by the running automobile at certain speed, mg/(m·s);

Ai-- hourly traffic volume of vehicle type i, vehicle/h;

B - Correction factor for converting NO X discharge amount into c NO 2 discharge amount;

Eij - discharge factor of single vehicle, namely, J pollutant amount discharged by vehicle type I at certain speed, mg/vehicle·m, (refer to Table 6-6). Table 6-6 Suggested value for discharge factor for single vehicle Unit: mg/(vehicle·m)

Mean vehicle speed 50.00 60.00 70.00 80.00 90.00 100.00

CO 31.34 23.66 17.90 14.76 10.24 7.72 Small THC 8.14 6.70 6.06 5.30 4.66 4.02 vehicle

NOx 1.77 2.37 2.96 3.71 3.85 3.99

CO 30.18 26.19 24.76 25.47 28.55 34.78 Medium THC 15.21 12.42 11.02 10.10 9.42 9.10 vehicle

NOx 5.40 6.30 7.20 8.30 8.80 9.30

CO 5.52 4.48 4.10 4.01 4.23 4.77 Large THC 2.08 1.79 1.58 1.45 1.38 1.35 vehicle

NOx 10.44 10.48 11.10 14.71 15.64 18.38

6.2.1.2 Prediction assessment content

ADMS mode recommended in the Guidelines for Environmental Impact Assessment- atmosphere environment (HT2.2-2008) was used for predicting impact of automobile exhaust gas on ambient air during the project operation period. The maintenance work of newly built bus yard in this project will not include spray painting work.

(1) Prediction content

According to the project pollutant characteristics and requirement of the atmosphere guidelines and in consideration of the pollution climatic feature of this area, it conducted prediction of atmosphere environmental impact by the day by day and hour and hour way. The prediction and analysis and assessment content are given as follows:

Under typical hourly climatic conditions of the area, it analyzed impact of the project on the regional environment, analyzed whether it exceeds the limit value or not, the limit-exceeding degree and maximum limit-exceeding position; analyzed whether the sensitive point exceeds the limit or not and the limit-exceeding degree, analyzed the hour concentration limit-exceeding probability and maximum duration.

Under typical daily climatic conditions of the area, it analyzed impact of the project on the regional environment, analyzed whether it exceeds the limit value or not, the limit-exceeding degree and maximum limit-exceeding position; analyzed whether the sensitive point exceeds the limit or not and the limit-exceeding degree, analyzed the hour concentration limit-exceeding probability and maximum duration.

Under long-term climatic conditions of the area, it analyzed impact of the project on the regional environment, analyzed whether it exceeds the limit value or not, the limit-exceeding degree and maximum limit-exceeding position; analyzed whether the sensitive point exceeds the limit or not and the limit-exceeding degree.

(2) Prediction factor

The factors for motor vehicle exhaust main pollutant discharge factors were CO and

NO 2.

(3) Prediction time of period

Prediction time of period is the year of 2015.

6.2.1.3 Prediction result

(1) Under typical hourly climatic conditions, impact of pollutants on the area and environment goal

●Maximum hourly concentration of NO 2 at each of sensitive goal

According to prediction, NO 2 hourly concentration over-limit rates at the sensitive points at Panggong Park, Panggongci Village Group 5, Siji dormitory of Jinyu Company, Sanjiayuan Group 3, teacher dormitory of Wangjiawa primary school, 95

Shijiamiao Village Group 1, Sunjiaxiang Village Group 1 and 3 were 0.21%, 0.05%, 0.03%, 0.05%, 0.15%, 0.06% and 0.04% respectively; the maximum hourly concentration at other 55 sensitive points could meet the class II standard limit value in the Ambient Air Quality Standard (GB3095-1996).

●Maximum hourly concentration of CO at each sensitive goal

According to prediction, the maximum hourly concentration of CO at each sensitive point can meet class II standard limit value in the Ambient Air Quality Standard (GB3095-1996).

(2) Under typical daily climatic conditions, impact of pollutants on the area and environment goal

●Maximum average daily concentration of NO 2 at each of sensitive goal

According to prediction, average daily values at such seven sensitive points as Panggong Park, Panggongci Village Group 5, Siji dormitory of Jinyu Company, Sanjiayuan Village Group 3, teacher dormitory of Wangjiawa primary school, Shijiamiao Village Group 1, Sunjiaxiang Village Group 1 and 3 exceeded the limit value in different degrees; the maximum average daily concentration at other 55 sensitive points could meet the class II standard limit value in the Ambient Air Quality Standard (GB3095-1996).

●Maximum hourly concentration of CO at each sensitive goal

According to prediction, the maximum hourly concentration of CO at each sensitive point can meet class II standard limit value in the Ambient Air Quality Standard (GB3095-1996)

(3) Under long term climatic conditions, impact of pollutants on the area and environment goal

According to prediction, average daily values at such four sensitive points as Sanjiayuan Village Group 3, teacher dormitory of Wangjiawa primary school, Shijiamiao Village Group 1, Sunjiaxiang Village Group 1 and 3 exceeded the limit value in different degrees; the maximum average daily concentration at other 58 sensitive points could meet the class II standard limit value in the Ambient Air Quality Standard (GB3095-1996).

According to the results for predicting impact of road pollutants on the area and sensitive goals under typical hourly, typical daily and average annual climatic conditions, the pollutants mainly concentrate within the road red line range. There are

seven sensitive points close to the road, such as Panggong Park, Panggongci Village Group 5, Siji dormitory of Jinyu Company, Sanjiayuan Village Group 3, teacher dormitory of Wangjiawa primary school, No.1 team of Shijiamiao Village, Sunjiaxiang Village Group 1 and 3 and so on.

With automobile industry development, discharge amount of automobile exhaust gas pollutant will be reduced continuously (for example, Euro III standard or stricter standard will be executed). It is predicted that the actual concentration value of each sensitive point in 2020 will be lower than the prediction value in this assessment.

6.2.2 Analysis of noise impact during the operation period

6.2.2.1 Prediction method

For the environmental impact assessment, it took up the acoustic environment noise prediction mode in the Environmental Impact Assessment-acoustic environment (HT2.4-2009) for calculating the road traffic noise.

6.2.2.2 Prediction mode

(1) Calculation mode for acoustic noise level

1.0 LAeq 1.0 LAeq L = lg10 10 traffic +10 background  Aeq environmen t  

Where, Leq environment ─environmental noise value at the prediction point, dB (A);

Leq traffic ─road traffic noise value at the prediction point, dB (A);

L eq background ─background noise value at the prediction point dB (A); (2) Calculation mode for road traffic noise level

Ni LAeq i = Loi + lg10 +10 lg( r)/5.7 +10 lg(( Ψ1 + Ψ2 π )/) + L −16 TV i

1.0 LAeq 1.0 LAeqM 1.0 LAeq LAeqtraffic = [10lg10 L +10 +10 S ]

Where, LAeq i — i-vehicle type, generally for S, M and L, hourly equivalent sound level of the vehicle, dB;

LAeqtraffic —Equivalent sound level of road traffic noise, dB;

Loi —Average radiated noise level of the vehicle at the reference point (7.5m away from the vehicle), dB;

Ni —hourly flow rate of such vehicle type, vehicle/hr; T —Time for calculating the equivalent sound level, T=1h; 97

Vi —Average running speed of vehicle of such type, km/h; r—Distance from the lane center line to the prediction point, m;

Ψ1 , Ψ2 —Field angle and radian from the prediction point to the both ends of the road section; L ─Correction caused by other factors (dB (A)) can be calculated based on the following formula:

L = L1 − L2 + L3

L1 = Lgradient + Lpavement

L2 = Aatm + Agr + Abar + Amisc

L1 —Correction caused by road factor, dB (A);

Lgradient —Correction caused by longitudinal gradient dB (A);

Lpavement —Correction caused by road pavement material, dB (A);

L2 —Attenuation value caused by sound wave diffusion, dB (A);

L3 —Correction caused by emission and so on, dB (A);

Aatm —Correction caused by atmospheric absorption, dB (A);

Agr —Correction caused by ground effect, dB (A);

Abar —Attenuation caused by barrier, dB (A);

Amisc —Correction caused by other effects, dB (A).

6.2.2.3 Method for determining the parameters in the road traffic noise prediction mode

(1) Vehicle type classification

The vehicle types include small, medium and large. For classification criteria, refer to Table 6-7. The vehicle type can be determined based on the traffic volume investigation results provided in the feasibility study report.

Table 6-7 Criteria for vehicle classification

Vehicle type Gross mass of vehicle

Small vehicle (s) Below 3.5t

Medium vehicle (M) Above3.5t~12t

Large vehicle (L) Above 12t Note: Small vehicles generally include buggy, sedan, touring car (below 7 seats (included) ) and so on; Large vehicles generally include container vehicle, towed vehicle, engineering vehicle, coach (above 40 seats), and large cargo truck and so on; Medium vehicles generally include medium truck, medium coach (7-40 seats), agricultural three-wheel vehicle, four-wheel vehicle and so on. (2) radiated noise level of single vehicle-Loi

The average radiated noise level of type I vehicle at the reference point (7.5m)-Loi

S type vehicle Lo s =12.6+34.73lgV S+Lroad

M type vehicle Lo M =8.8+40.48lgV M+Llongitudinal gradient

L type vehicle Lo L =22.0+36.32lgV L+Llongitudinal gradient Where, S, M and L represent small, medium and large types vehicle;

Vi-- average running speed of vehicle of such type, km/h. Correction of source intensity

Correction of traffic noise source intensity ( Lgradient ) caused by road longitudinal gradient can take the values given in Table 6-8.

Table 6-8 Correction value of road longitudinal gradient noise level

Longitudinal gradient (%) Correction value of noise level (dB(A))

Small vehicle Lgradient =50* β

Medium vehicle Lgradient =73* β

Large vehicle Lgradient =98* β β Road longitudinal gradient, %

Correction of traffic noise source intensity ( L) caused by road pavement can take the values given in Table 6-9.

Table 6-9 Correction value for ordinary pavement Unit: dB (A)

Correction for different travelling speeds km/h Pavement type 30 40 >=50

Bituminous concrete pavement 0 0 0

Cement concrete pavement 1.0 1.5 2.0

(3) Ground calculation for ground absorption sound attenuation-L

 h 100  3.1 − m 5.8( + )  r r  Lpavement − 8.4 × e

Where, hm represents sound source, average height from the tie-line of receiving (prediction) points to the ground, m;

r represents the distance from the equivalent lane center lie to the receiving point, m.

(4) Calculation for the correction caused by traffic noise ( L1) in road bends section or section of limited-length:

  L 10 lg  θ  1  180 o  Where, θ─ included angle from the prediction point to the visual line of ends of the road (º).

(5) Calculation for the sound attenuation caused by barrier

LBarrier =Lhouse +LSound shadow zone

Lhouse represents the barrier attenuation of the building. If the buildings are dispersed, their estimated noise additional attenuation value can take values given in Table 6-10. Table 6-10 Estimate value for building noise attenuation

Building condition Attenuation L S/S 0 Floor area of the first row of house occupy : -3 dB (A) 40~60% Floor area of the first row of house occupy : -5 dB (A) 70~90% -1.5 dB (A) Increase by one row of house Maximum absolute attenuation ≤10dB (A) Note: It is only applicable to buildings at road side of flat embankment.

LSound shadow zone represents attenuation of diffracted noise caused within sound shadow zone at both sides of embankment (bridge) or cutting.

When the prediction is located at the noise shining area, Lsound shadow zone =0

When the prediction point is at sound shadow zone, Lsound shadow zone will mainly be determined by the acoustic path difference ( δ) 100

For calculating the attenuation of diffracted sound, it took up the Fresnel number Nmx , which is defined as follows:

2δ N max = λ

Where, Nmx ――― Fresnel number; λ---Wave length of sound, m; δ---Acoustic path difference, m; The calculation mode for line source diffracted sound attenuation is given as follows:

 3×π × 1( − t 2 )  −10 × lg( ) (givent ≤ )1  −1 1( − t)  4× tan Lsound shadow zone =  1( + t)  3×π × (t 2 − )1 −10 × lg( ) (givent > )1  2  2× ln( t + (t − ))1

Where, t=20×N mx /3 6.2.2.4 Prediction technical conditions

(1) Prediction period

According to the feasibility study report of the project and relevant vehicle flow rate prediction, the prediction period for the traffic of the project is 2015 in near term and 2020 in long term. Thus, the noise prediction time in this environmental impact assessment is 2015 in near term and 2020 in long term.

(2) Designed running speed and maximum longitudinal gradient

According to the feasibility study report of the project, the designed running speed and maximum longitudinal gradient are given in Table 6-11.

Table 6-11 Designed travel speed and maximum longitudinal gradient Panggong Road, Jianghua Southeast section of Road, Xiangyang Road, Xingguang nd Road name the Inner Ring Zhakou 2 Avenue Road, 13 # Road under Road planning

Designed speed (km/h) 60 50 40

Designed maximum longitudinal gradient 5 6 6

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(3) Pavement and station yard subgrade engineering

The road pavement to be built is modified bituminous concrete pavement, and the station yard subgrade pavement is the cement concrete pavement.

6.2.2.5 Environmental noise prediction result and assessment

(1) Environmental noise prediction result at sensitive point

After the project is put into operation, in near term (2015), the environmental noise along the road will be 49.6-65.8dB in day time and will be 43.6-59.8dB at night. There are 15 sensitive points that can meet the standard value, such as No.23 middle school of Xiangyang, living quarter of Meihua Company, Shijiamiao primary school, Panggongci Village Group 1 and so on, and they accounted for 26.3% of the sensitive points. The other 42 sensitive points exceeded the limit, and they exceeded the limit by 0.4-1.1dB at daytime and night.

In long term (2020), the environmental noise along the road will be 51.0-67.2 dB in day time and will be 45.0-61.2dB dB at night. There are 11 sensitive points that can meet the standard value, such as living quarter of Meihua Company, Sujiayuan community, Shijiamiao primary school, Hongmiao Village Group 5 and so on, and they accounted for 19.3% of the sensitive points. The other 46 sensitive points exceeded the limit, and they exceeded the limit by 0.3-4.5dB and 0.1-8.7dB respectively at daytime and night.

Increase of noise prediction value of each road section compared with existing conditions

Compared with the existing conditions, the near-term noise prediction noise values increased by 0.2-15.2dB and 0.1-15.3dB at daytime and night respectively; Compared with the existing conditions, the long-term noise prediction noise values increased by 0.2-14.8dB and 0.1-15.6dB at daytime and night respectively; Out of them, the existing Panggong Road is the traffic main artery of Xiangyang, the existing noise is fairly greater that is mainly caused by main vehicles (medium transport vehicle, farm truck and motorcycle and so on) frequently whistle, thus the noise environment quality is not very good; compared with the existing conditions, the predicted value of noise the Panggong Road will have a smaller increase. Out of them, noise of sensitive points at ends of the Panggong Road (such as Yiheyuan residence, the yard of Xiangyang Municipal State Tax Bureau, living quarter of Oil Grease Company, Panggong Home Residence, Taixin Garden Residence and so on) at day time will become smaller, which is mainly caused by that the running vehicle structure and ration change (small vehicles increase) after the project is built up. In addition, the 102

farm product market at the crossing of Panggong Road and Zhakou 2 nd Road will be removed, and the prediction value is better than that in current time; for other road sections, the acoustic environment quality is fairly good before project construction, noise value will increase in a great degree after the project. The traffic noise of the project is mainly contribution factor.

(2) Noise prediction and analysis for the bus lane

The project will provide bus lane in the Changhong Road. The designed full length is about 2.5km. The design scope starts from Chunyuan Road in north, passes Jianhua Road, Liye Road, Renmin Road and Jianshe Road, reaches West Daqing Road in south. The full line is in double line and 2 lanes. After the project is executed, the road red line width will not change, vehicle flow rate will not change significantly compared with existing conditions, and speed of bus will be improved greatly. However, with the smooth road, traffic noise will be reduced compared with the under the idle speed travel. In addition, with continuous improvement of bus service, it will attract more and more citizens to select taking bus for travel, thus it reduces the traffic volume of private cars and taxi and reduces the quantity of pollution source. In summary, environmental noise at both sides of the road will maintain the existing conditions basically.

(3) Noise prediction and analysis for the bus yard

The project will build the new Xianshan parking and maintenance yard and parking and maintenance yard in Shenzhen industrial park in Xiangzhou District, alter the bus terminal station in railway station. According to investigation of existing conditions, there are no acoustic environment sensitive points within the range of 60m away from the bus terminal station in railway station, Xianshan parking and maintenance yard and parking and maintenance yard in Shenzhen industrial park in Xiangzhou District.

For the existing monitored values of Xianshan parking and maintenance yard to be built, the noise value at day time is 53.0dB and 46.8dB at night. According to analog monitoring for the existing conditions of Xianshan parking and maintenance yard, it shows that the noise when the vehicle is under idle speed travelling state is 75-78dB; for peak hour, one bus will be dispatched every 2-3min, and average is 3-4min/bus. After sound insulation and distance geometrical attenuation, the existing value at the place 1m away from the southern boundary is 56.4dB at day time and 49.7dB at night. Compared with class II standard requirements in t he Emission Standard for Industrial Enterprises Noise at Boundary , the environment noise at day time and night at boundary can reach the standard value.

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For the existing monitored values of maintenance yard in Shenzhen industrial park in Xiangzhou District to be built, the noise value at day time is 51.5dB and 44.6dB at night. For peak hour, one bus will be dispatched every 2-3min, and average is 3- 4min/bus. After sound insulation and distance geometrical attenuation, the existing value at the place 1m away from the southern boundary is 56.6dB at day time and 49.7dB at night. Compared with class II standard requirements in t he Emission Standard for Industrial Enterprises Noise at Boundary , the environment noise at day time and night at boundary can reach the standard value.

Bus terminal station in railway station is opposite to the Xiangyang railway station, and it is one open-type bus terminal station. Affected by noise of the project itself, traffic noise from Zhongyuan Road and Qianjin Road and social living noise, the existing monitored noise value is 65.5dB at day time and 55.3dB at night. The day time noise can meet the class IV standard requirement of the Noise Emission Standard for Acoustic Environment and the noise value at night exceeds by 0.3dB. The reason for limit exceeding at night is mainly caused by traffic noise from Zhongyuan Road and Qianjin Road. It will upgrade the bus terminal station in the project, after the bus terminal station is built up, the noise will maintain the existing conditions basically.

(4) Protection distance analysis

With calculation, protection distance for each road was obtained and given in Table 6- 12.

Table 6-12 Protection distance for each road

Standard limit distance (distance away from the road red line/m) Road name Nighttime Day time (70dB) Nighttime (55dB) Day time (60dB) (50dB) Panggong Road / 10 16 24 Jianghua Road / 7 10 30 Inner Ring Road / 27 33 80 Xiangyang Road / 7 6 24 Zhakou 2 nd Road / 12 14 40 Xingguang Avenue / 18 36 69 13 # Road / 5 / 15 Note: The result is obtained based on recent data.

6.2.3 Analysis of vibration impact during the operation period

6.2.3.1 Prediction method

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The vibration during the operation period of the project is mainly caused by road vibration during vehicle travelling. Its impact is long term. To assess its environmental impact, this prediction and assessment referred to the mature experiences of such environmental impact assessment projects as the Urban Traffic Construction Project in Shijiazhuang with Loan from the World Bank , Environmental Impact Assessment for Shanghai Yangpu Bridge and so on that have passed review by the World Bank and domestic environmental impact review, selected prediction mode of Japanese Construction Ministry for calculation. With analog investigation and monitoring, the rules for vibration source and attenuation were obtained to determine the relevant parameters for prediction and verify the prediction result.

Prediction mode for traffic vibration

* Formula (8-1) VL z10 traffic = alg(lg Q ) + b + 20 +α z +α f +αl

Where, VLz10 traffic——Accumulated 10% Z vibration grade of traffic vibration, dB; Alg (lgQ*) +b+20——Predicted basic value, dB; Q*——Equivalent traffic volume (vehicle/500s/lane);

αz——Corrected value of pavement evenness dB; αf——Corrected value of pavement dominant frequency, dB; αl——Corrected value of range attenuation, dB. Prediction mode for environment vibration

1.0 VL Z 10 traffic 1.0 VL Z 10 background Formula (8-2) VL Z10 total = 10 lg [10 +10 ] Where, VLZ10 total——Environment vibration value at the prediction point, dB; VLZ10 background——the background vibration value without traffic vibration of the project at the prediction point, dB. Prediction parameter

1) Equivalent traffic volume

Equivalent traffic volume Q* refers to flow rate of each lane every 500s, and can be

Formula (8-3) * 500 1 Q = × ()Q1 + 2Q2 3600 M calculated based on the formula

Where, Q1——Small vehicle flow rate (vehicle/hour; )

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Q2——Large vehicle flow rate (vehicle/hour; ) M——Total lane number in up and down travel 2) Determination of coefficients a and b

With reference to relevant data at home and abroad and engineering design data, the coefficients are selected as follows: a=58.3, b=29.7

3) Correction of pavement evenness

Corrected value of pavement αz can be calculated based on the following formula:

α z = 4×(z − 2.2 ) Formula (8-4)

Where, z——Pavement evenness, z=4mm

4) Corrected value of pavement vibration dominant frequency

Corrected value of pavement vibration dominant frequency αf can be calculated based on the following formula:

α = −20 lg f 8/ + 5.5 f ( ) 8

Where, f——Pavement dominant frequency when large vehicle passes, f=15Hz.

5) Corrected value of range attenuation

Corrected value of range attenuation αl can be calculated based on the following formula:

αl = (− lg3.3 l + 8.1 )β Formula (8-6)

Where, l——Distance from the prediction point to effective vibration source, m

β——Multiple range attenuation value, β=4dB

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6.2.3.2 Assessment for vibration environment prediction

With the above prediction method, the traffic vibration at the red line of the road VLz 10 is 62.2-70.9dB at day time and 61.6-67.8dB at night. Thus, it reckons that the traffic vibration will be less than 71dB in assessed areas at both sides of the road after the project is put into operation, it can meet the standard requirements at both sides of traffic artery stipulated in GB10070-88. after the project is built, road traffic vibration will not have obvious impact on surrounding environment.

6.2.4 Analysis for water environmental impact during the operation period

The waste water produced during the operation period of the project mainly includes domestic sewage of the workers in the newly built bus maintenance yard, vehicle washing and overhaul waste water. In addition, road rainwater will also produce some amount of waste water.

6.2.3.1 Analysis for water environmental impact in the bus maintenance yard

(1) Waste water source

The waste water during the operation period of the bus maintenance yard mainly consists of two sources: the first is oily waste water for vehicle overhaul and vehicle washing waste water; the second is office and domestic sewage of the workers, such as bathroom bathing water, wash water from canteen, drainage for keeping sanitation and toilet flushing water.

(2) Waste water quality and discharge amount

The oily waste water from vehicle overhaul mainly contain such pollutants as COD,

BOD 5, petroleum and so on; waste water from vehicle washing mainly contains such pollutants as COD, BOD 5, petroleum, LAS and so on; domestic sewage mainly contains such pollutants as COD, BOD 5, animal and vegetable oil, ammonia nitrogen and so on. According analog with similar projects, the prediction of discharged sewage quality is given in Table 6-13.

Table 6-13 Prediction of sewage quality discharged in operation period

Sewage source Prediction of sewage quality Petroleum Oily sewage from pH COD(mg/L) BOD 5(mg/L) vehicle overhaul (mg/L) 7.8 425 127 40 Petroleum Waste water from pH COD(mg/L) BOD 5(mg/L) LAS(mg/L) vehicle washing (mg/L) 8.1 300 30 23.1 16.8 Animal and Ammonia Domestic sewage pH COD(mg/L) BOD 5(mg/L) vegetable oil nitrogen (mg/L) (mg/L) 7.5~8.0 150~200 50~90 5~10 23

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According to the design document, the discharge amount of waste water from the bus maintenance yard and parking lot is given in Table 6-14.

Table 6-14 Discharge sewage amount in operation period

Oily sewage from Waste water from Domestic Total vehicle overhaul vehicle washing sewage (m3/d) (m3/d) (m3/d) (m3/d) Xiangzhou 12 58.5 3 73.5 maintenance yard

Xianshan 13 65.5 3 81.5 maintenance yard

Total 25 124 6 155

(3) Waste water discharge destination and discharge standard

According to field investigation and urban sewage treatment plant planning in Xiangyang City, the surrounding positions of the newly built maintenance yard have connect to the urban sewage pipe network. The sewage produced in the operation period can enter the urban sewage treatment plant via the sewage pipe network. The sewage from the Xianshan maintenance yard will finally enter the Guanyinge sewage treatment plant, and the sewage from the Xiangzhou maintenance yard will enter the Yuliangzhou sewage treatment plant. The sewage discharge during the operation period shall comply with the class III standard stipulated in the Sewage Comprehensive Discharge Standard (GB8978-1996).

(4) Waste water treatment process and expected result

For oily waste water from vehicle overhaul and waste water from vehicle washing, it will make treatment with oil separation tank; for domestic sewage, it will make treatment with septic tank. For sewage quality after treatment, refer to Table 6-15.

Table 6-15 Water quality of the waste water after treatment Water quality of the waste water after treatment (mg/L) Treatment Animal pH and Ammonia technique BOD COD SS Petroleum LAS value 5 vegetable nitrogen oil Oily sewage from Oil separation vehicle overhaul tank 7.67 / 50 / 10 / 0.5 / Waste water from Oil separation vehicle washing tank

Domestic sewage Septic tank 7.5~8.0 70 180 80 / 8 / 17.5

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According to Table 6-15, it shows that sewage quality after treatment can meet class III standard stipulated in the Sewage Comprehensive Discharge Standard (GB8978- 1996). In project design, it has made treatment for domestic sewage with septic tank and has made treatment with oil separation tank for oily waste water from vehicle overhaul and waste water from vehicle washing.

(5) Statistics of water pollutant discharge quantity

For water pollutant discharge quantity after the project is put into operation, refer to Table 6-16.

Table 6-16 Statistic table of water pollutant discharge amount during the operation period

Animal Sewage and Ammonia Blowdown BOD COD cr SS Petroleum LAS Item amount 5 vegetable nitrogen unit (t/a) (t/a) (t/a) (t/a) (t/a) (m3/a ) oil (t/a) (t/a) Production 25732.5 0 1.287 0 0.257 0 0.013 0 Xiangzhou sewage maintenance Domestic yard 1095 0.077 0.197 0.088 0 0.009 0 0.019 sewage Production 28652.5 0 1.433 0 0.287 0 0.014 0 Xianshan sewage maintenance Domestic yard 1095 0.077 0.197 0.088 0 0.009 0 0.019 sewage Sewage Total discharge 56575 0.154 3.114 0.176 0.544 0.018 0.027 0.038 amount (6) Analysis for water environmental impact during the operation period

During the project operation period, the gross discharge amount of sewage from the newly built bus maintenance yard will be 155m 3/d. The discharged sewage mainly includes oily waste water from vehicle overhaul and waste water from vehicle washing, domestic sewage of the workers. Quality is simple. After being treated, the sewage will finally enter the urban sewage treatment via the urban sewage pipe network and will not have impact on the surrounding surface water.

6.2.3.2 Analysis for water environmental impact during the operation period of the road

After the road work of the project is built up, the waste water during the operation period is mainly rain water. The main pollution factors of rain water are SS and COD. The pollutant concentration of the road surface rainwater will undergo the process from large to small. The pollutant concentration will reach the peak during 0-15 min. 109

After that time, the concentration will reduce and become stable after raining for one hour.

Pollutant concentration in rain water is fairly lower, it only has impact during raining period and the urban drainage system along the roads in the project will also be improved with the project construction, and thus road rain water will not have obvious impact on the water environment along the roads after the project is built up.

6.2.3.3 Investment estimate for sewage treatment measure

In project design, it has provided drainage design for the newly built maintenance yard, made treatment for the domestic sewage with the septic tank and made treatment for the oily waste water from vehicle overhaul and waste water from vehicle washing with oil separation tank. For the quantity of main facilities and investment, refer to Table 6-17.

Table 6-17 Quantity table for the project sewage treatment design Investment Project name Quantity (set) (RMB10000) Septic tank 4 0.6 Xianshan maintenance yard Oil separation tank 4 8

Septic tank 3 0.45 Xiangzhou maintenance yard Oil separation tank 3 6

Total 14 15.05

6.2.5 Analysis of solid waste impact during the operation period

The solid wastes produced in the project mainly include domestic garbage, sludge from sewage treatment, oil sludge and replaced parts from vehicle repair. The vehicle repair wastes included dismounted aged machine parts and so on, which will be collectively collected and recovered periodically; the waste engine oil, battery electrolyte, accumulator, produced in repair, sludge produced from waste water cycling system equipment and waste gloves produced in vehicle repair are hazardous solid wastes, which shall be collectively sent to the hazardous waste disposal center who has qualification for disposal.

During the operation period of the project, the garbage quantity produced in daily life of the workers of the newly built maintenance yard can be calculated based on the newly increased worker quantity. It can be calculated based on 0.5kg of domestic garbage discharged by each person every day. The newly built maintenance yard will newly increase 60 workers. This, it is predicted that the discharge quantity of 110

domestic garbage of the newly built maintenance yard will be 11t/a. During the operation period, besides the domestic garbage produced by the workers, the passengers in the bus yard will also carry some quantity of garbage. After the project is put into operation, only if it can set up garbage stacking point within the newly maintenance yard, and contact the sanitation department in the project area to transport the garbage periodically and send the garbage to the appointed place for disposal, and the domestic garbage produced during the project operation period will not have impact on the environment.

6.2.6 Analysis for impact on ecology and landscape during the operation period

6.2.6.1 Impact on greening during the operation period

After the roads are built up, greening along the roads will compensate some of biomass loss. The roads of the project will not be enclosed, and thus the biological system along the roads will maintain the original state basically. It will plant trees and grass manually at both sides of the roads. These newly plant trees and grass will co- inhibit and co-grow with the local dominant trees and grass, and will also become the place for small and micro animals and birds to inhabit, multiply and overwinter. Road greening work will not increase landscape and beautify the environment, but also can protect the agricultural ecology environment and compensate the vegetation loss caused by the project land occupation in some degree, and also can increase the diversity of the plant in the area.

However, if it plants special and foreign species in road greening, these species can adapt to and disturb the local environment, may lead to reduction of species growing in local place and gradual degradation of trees. It may form the invasion access of foreign species in the bare area along the roads, and gradually become the dominant cluster in some place, exclude the local and native vegetation. Thus, the tree species for greening shall be the ordinary trees in local place.

6.2.6.2 Impact of automobile exhaust gas emission on agricultural crop growth during the operation period

In the assessed area, there is much farmland. After the roads are built up, the vehicle quantity passing the road will increase significantly, and the emission quantity of exhaust gas will increase greatly. According to relevant data, the effluent from the vehicle is the main source for small particles. For different gases and solid pollutants in air, gas will mainly have relationship with agricultural crops. Gas and pollutant substance whose diameter is generally less than 1Lm will be absorbed by the air pore in the agricultural crops leave surface and reach the vessel via the intercellular space, and then be transferred to other parts. Thus, vehicle exhaust gas during the

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operation period of the road will have some impact on the agricultural crops along the roads.

However, there are greening belts at the both sides of the roads, the green belts can effectively absorb automobile exhaust gas, reduce impact of automobile exhaust gas on the agricultural crops and can purify the air.

6.2.6.3 Impact on urban landscape during the operation period

After the project is built up, it will improve greening ratio and make reasonable configuration for the newly built roads, it can achieve such comprehensive environment benefits as protecting pavement, reducing water and soil loss, reducing traffic dust and traffic noise, regulating and improving road micro-climate and so on, further improve the landscape environment along the roads and beautify the road landscape. In summary, it will have positive benefit for the urban ecological landscape after the project is built up, and it will make people to feel happy. To be specific, it is represented in the following aspects:

(1) The urban landscape comes from the people’s feeling toward activities along the roads. The project mainly includes urban trunk roads. Quality of road greening has very great impact on urban landscape and urban appearance. In addition, most of new building and alteration works of the roads will be made in the built-up urban area, there are many buildings at both sides of the roads, and the streets appear to be very narrow. With barrier effect of greening, it can reduce depression of buildings against the people. From the color perspective, blue sky and green tree are under calm colors and can make people to feel calm.

(2) Plant is one of factors for creating beautiful urban space. With specific lines, form colors and seasonal change of plants and other aesthetic factors and with different tree species, appreciation periods and configuration mode and decorated with street lamp, flower red, garbage bin and so on, it can form rich and colorful street landscape. In addition, it can meet the demand of greening space from the residents in high-rise residence.

6.3 Analysis of impact on water and soil erosion

The project has completed its water and soil conservation scheme report, and the assessment will mainly refer to the main conclusions in the water and soil conservation scheme.

6.3.1 Responsibility scope and prevention area for water and soil loss

(1) Responsibility scope for water and soil loss

Responsibility scope for water and soil loss of the project covers 97.81hm 2, area of construction area covers 88.19 hm 2; area under direct impact covers 9.63 hm 2. Out of them, the construction area for principal works covers 80.59 hm 2, area under direct

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impact covers 7.26hm 2; excavation waste dump area covers 1.29 hm 2, area under direct impact covers 0.27 hm 2; borrow pit area covers 0.39hm 2, area under direct impact covers 0.11 hm 2; area for construction temporary road covers 4.04 hm 2, area under direct impact covers 1.47 hm 2; construction production and living area covers 1.02 hm 2, area under direct impact covers 0.17 hm 2.

(2) Prevention area for water and soil loss

In consideration of the water and soil loss caused by the original topography and layout of the principal works, it divides the prevention areas for water and soil loss as follows: 1. principal work area, 2. excavation waste dump area, 3. borrow pit area, 4. temporary soil stacking yard area, 5. construction temporary road area and 6. Construction production and living area.

6.3.2 Prediction for water and soil loss

(1) Prediction scope

The prediction scope of the project refers to the ground surface scope disturbed by the project, includes principal work area, excavation waste dump area, borrow pit area, temporary soil stacking yard area, construction temporary road area and 6construction production and living area and the prediction area covers 88.19hm 2.

(2) Prediction period

The prediction period for water and soil loss of the project consists of three periods, namely construction preparation period, construction period and natural restoration period.

(3) Prediction method

Based on characteristics of water and soil loss and waste soil and residue produced in different construction units and different construction techniques, for prediction of potential water and soil loss quantity, according to different water and soil loss area and based on investigation and analysis of analogy projects, prediction was conducted with the analogy method.

The water and soil loss quantity caused by disturbance against the ground surface can be calculated as follows:

n 3 W = ∑ ∑(Fik × M ik ×Tik ) i=1 k =1 Quantity of newly increased water and soil loss:

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n 3 W = ∑ ∑(Fik × M ik ×Tik ) i=1 k =1 Where, W—water and soil loss quantity caused by disturbance against the ground surface (t); i—Prediction unit (1, 2, 3, ……n); k—Prediction time (1, 2, 3, construction preparation period, construction period and natural restoration period); Fik—the original ground surface area disturbed and damaged of the ith prediction unit in different construction periods (km 2); Mik—average soil erosion modulus of the ith prediction unit in different construction periods (t/km 2•a); Tik—Prediction period of the ith prediction unit in different construction periods (a); (4) Prediction result

With prediction, the gross water and soil loss quantity of the project during construction period is 5154t. Compared with the original topography, it increases water and soil loss quantity of 4439t. In project area, there is much water and soil loss in waste dump area, temporary soil stacking yard, borrow pit and so on, and these areas are the key prevention areas for water and soil loss. Construction period is the key period for water and soil loss.

6.3.3 General arrangement and system for water and soil loss prevention measures

According to the prediction result of water and soil loss and prevention responsibility scope and in consideration of water and soil loss prevention areas and analysis of works who have owned water and loss conservation functions in the principal works, it determines that different prevention areas will take up different prevention measures and layout for forming the water and soil loss prevention measure system and general arrangement of the project. For different types of prevention measure arrangement, it shall take the existing water and soil conservation measures into account, and combine the temporary prevention measures with engineering measures and plant measures. Piloted by the temporary prevention measures, it shall assure that water and soil loss can be effectively control during construction. In addition, it shall focus on protection for surface layer farming soil in each prevention area for vegetation restoration or rehabilitation in later stage; focusing on the engineering measures, it shall make use of its fast effect an guarantee effect; aided by plant measures, it shall achieve long term and stable water and soil conservation effect,

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and can also achieve greening and beautify the surrounding environment of the project area.

For water and soil conservation and prevention measure system of the project, refer to Table 6-18.

Table 6-18 Water and soil conservation and prevention measure system

Project sub-area Type of measure Prevention measure

Engineering Pipe culvert for rain-sewage diversion measure at both sides of subgrade Urban road prevention area Plant measure Road landscape greening Temporary measure Temporary blocking at the filled subgrade side Engineering Land reallocation measure Plant measure Spread green manure and grass seed Temporary stack yard Blocking with bagged soil, covered Temporary measure with geotechnical fabric, soil drainage trench Engineering Spoil blocking wall, surface soil measure stripping and return

Italian poplar +Chinese red Plant measure Spoil yard pine/lilyturf root+Bermuda grass

Blocking with bagged soil, covered Temporary measure with geotechnical fabric

Engineering Surface soil stripping and return measure

Italian poplar + amorpha/trifolium Plant measure Borrow pit repens+Bermuda grass

Blocking with bagged soil, covered Temporary measure with geotechnical fabric

Engineering Drainage trench at excavation side Construction measure and blocking at excavation side temporary road Plant measure Lilyturf root +trifolium repens

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Construction Engineering Surface soil stripping and return, soil production and living measure drainage trench and grit chamber quarter

Plant measure Lilyturf root +trifolium repens

6.3.4 Work volume for water and soil conservation

The work volume of each area is separately listed according to its water and soil conservation measures. For detailed work volume, refer to Table 6-19.

Table 6-19 Work volume summary schedules for water and soil conservation measures

Prevention Quantity Volume of works Water and soil conservation measure area Unit Qty Work Unit Qty D1080 concrete 18154.1 m pipe 4 Rain drainage system km 18.15 Gutter inlet and Set 857 reinforcement Engineerin D720 concrete 18154.1 m g measure pipe 4 (drainage Sewage drainage system km 18.15 D1000 inspection work) well Set 484 reinforcement 100 Urban road Surface soil stripping and 00 8.65 prevention transfer m3 area Indi vidu Plant tree at road Street tree km 15.78 al 4551 Plant sides plan measure t Road landscape Greening km 15.78 hm 2 19.07 greening Bagged soil Temporary Blocking at road sides km 4.28 blocking and m3 2140 measure removal Spoil yard Engineerin Foundation m3 248.18 prevention g measure excavation area Earthwork m3 63.82 Cement laid stone masonry backfilling m 120 spoil retain wall Cement laid stone m3 364.8 masonry PVC drainage m2 1517.04 pipe ( Φ10mm) Canal groove m3 441.6 excavation Earthwork m3 165.61 backfilling Drainage ditch m 460 Lined with cement laid stone m3 79.4 masonry Plastered with m2 846.4 M10 mortar Earthwork Sedimentation tank set 2 m3 32.7 excavation

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Earthwork m3 16.4 backfilling Lined with cement laid stone m3 8.48 masonry Plastered with m2 20.32 M10 mortar Indi vidu Good seedling Plant locust hm 2 0.98 al 2455 aged in 2 years plan t Plant Indi measure vidu 0.027 Good seedling Plant amorpha hm 2 al 122 4 aged in 2 years plan t Spread trifolium repens Trifolium repens hm 2 0.99 kg 45.9 grass seed grass seed Earthwork Surface soil stripping hm 2 1.02 m3 3060 volume Earthwork Surface soil return hm 2 0.99 m3 3060 volume Reclamation with m3 48 Temporary Bagged soil blocking and bagged soil m 96 measure removal Removal of m3 48 bagged soil Covered with geotechnical Geotechnical m2 280 m2 280 fabric fabric Spread trifolium repens Trifolium repens hm 2 0.23 kg 11.5 grass seed grass seed Reclamation with Bagged soil blocking and m3 910 m 1820 bagged soil removal Removal m3 910 Earthwork Temporary Temporary side trench m 2240 m3 470.4 volume measure Temporary Temporary sedimentation Earthwork Set 2 m3 3 stack yard tank volume prevention Covered with geotechnical Geotechnical m2 6705 m2 6705 area fabric fabric Plant Trifolium repens Spread alfalfa hm 2 2.63 kg 157.8 measure grass seed Surface soil Engineerin Land rectification hm 2 2.88 stripping and m3 8600 g measure return Borrow pit Canal groove m3 266.8 prevention excavation area Earthwork m3 90.2 backfilling Interception and drainage m 245 Lined with ditch cement laid stone m3 132.3 masonry Plastered with m2 450.8 Engineerin M10 mortar g measure Earthwork m3 32.7 excavation Earthwork m3 16.4 backfilling Sedimentation tank set 2 Lined with cement laid stone m3 8.48 masonry Plastered with m2 20.32 M10 mortar

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Indi vidu Good seedling Plant Chinese red pipe hm 2 0.28 al 350 aged in 2 years plan t Indi Plant vidu measure Good seedling Plant Italian poplar hm 2 0.28 al 350 aged in 2 years plan t Bermuda grass + Spread Bermuda grass + hm 2 0.28 trifolium repens kg 16.8 trifolium repens seed seed Earthwork Surface soil stripping hm 2 0.28 m3 828 volume Earthwork Surface soil return hm 2 0.26 m3 828 volume Reclamation with m3 20 Temporary Bagged soil blocking and bagged soil m 40 measure removal Removal of m3 20 bagged soil Covered with geotechnical Geotechnical m2 90 m2 90 fabric fabric Spread trifolium repens Trifolium repens hm 2 0.04 kg 2 grass seed grass seed Reclamation with Bagged soil retain wall m 1800 m3 900 bagged soil Engineerin Earthwork Drainage ditch m 1800 m3 386 g measure volume Constructio Earthwork Sedimentation tank Pcs 1 m3 2 n temporary volume road Indi prevention vidu Good seedling area Plant amorpha hm 2 0.38 al 1707 Plant aged in 2 years plan measure t Spread trifolium repens Trifolium repens hm 2 0.38 kg 19 grass seed grass seed Earthwork Drainage ditch m 1120 m3 235 volume Earthwork Engineerin Sedimentation tank Pcs 7 m3 21 g measure volume Removal of Removal of hardened layer hm 2 0.85 m3 2550 Constructio hardened layer n production Surface soil and living Surface soil protection hm 2 0.85 stripping and m3 2250 quarter return prevention Reclamation with area Temporary Temporary blocking m 220 bagged soil and m3 110 measure removal Geotechnical Temporary cover m2 460 m2 460 fabric Trifolium repens Temporary grass planting hm 2 0.13 kg 6.5 grass seed

6.3.4 Investment estimate for water and soil conservation

The gross investment for water and soil conservation of the project is RMB80367300 yuan, and the newly increased water and soil conservation investment is RMB6012800 yuan. Out of it, the newly increased investment for 118

engineering measure is RMB1685600 yuan, the newly increased investment for plant measure is RMB118300 yuan and the newly increased investment for temporary work measure is RMB511200 yuan, the newly increased investment for independent fee is RMB2523600 yuan. Water and soil conservation facility compensation fee is RMB883800 yuan.

6.4 Impact on travel and living quality of the residents along the road

The project provides sideway, pedestrian overpass and other facilities. For sideway, road crossing, pedestrian overpass, bridge, bus stop and so on, it provides barrier-free design to meet the demands that the disabled, people with disabled limb, weak aged people and children can travel with the road traffic facilities. Therefore, it will provide significant convenience for normal travel of residents at both sides of the road, production and transport after the project is built up.

The project will newly build drainage pipe network to achieve diversion of rain water and sewage, it can improve the living environment of the residents along the roads and improve their living quality.

After the roads are built up and put into operation, it will greatly improve the traffic conditions, living environment and urban landscape along the roads. In addition, with improvement of traffic conditions, it will also promote emergency of the tertiary industry and development and utilization of the resources along the roads, continuously improve the economic benefit of the enterprises, economy in the area will achieve great development. Meanwhile, it also can provide a great deal of employment opportunities and improve the income of the people along the roads. With improvement of material living standard of the people, their demands for such spiritual life as sanitation, education, communication, culture, entertainment and so on will also become more greater, and it will better promote development of society, medical treatment, sanitation, culture, education and so on along the roads.

6.5 Analysis of demolition and resettlement impacts of the project

6.5.1 Analysis of impact of the enterprise to be reallocated

According to migration and resettlement investigation data statistics, it will reallocate 9 enterprises in total for the urban traffic project in Xiangyang City. For the conditions of the affected enterprises, resettlement measures and environmental impact, refer to Table 6-20.

Table 6-20 Conditions of the affected enterprises, resettlement measure and environmental impact

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Relocat No Enterpris Description of affected Resettlement and ion area Environmental impact . e name conditions restoration measure (m2) Total in two parts: the first is the fencing wall of the soy sauce bottle factory of Group 8 of Wangjiawa village; the 1. The fencing wall of the second is the one waste soy sauce bottle factory warehouse of Group 5 will be reconstructed Fencing wall and idle Wangjiawa of Wangjiawa Village. behind the original place, warehouse will be under 1 neibourhood 825.9 Removal of fencing production and operation demolition, there will be committee wall will not affect will not be affected; no remaining pollutant production, the 2. It will directly provide and waste. warehouse is in idle monetary compensation for state, and there will be removal of the warehouse. no any actual effect.

The gatehouse and The gatehouse and bicycle It will provide monetary Xiangfan bicycle parking shed in parking shed will be under compensation, and it will Synthetic the dormitory area of demolition, there will be 2 534.03 reconstruct the fencing Fiber Xiangfan Synthetic no remaining pollutant wall and gatehouse after Factory Fiber Factory will be and waste. removal. under demolition. The fencing wall of Longzhon Longzhong The fencing wall will be g Pharmaceutical Factory under demolition, there 3 Pharmace 790.72 will be under It will be reconstructed will be no remaining utical demolition, it will not behind the original place. pollutant and waste. Factory affect production and operation.

The gatehouse and The gatehouse and bicycle It will provide monetary Lifang bicycle parking shed in parking shed will be under compensation, and it will Electroni the dormitory area of demolition, there will be 4 887.62 reconstruct the fencing c Co., Lifang Electronic Co., no remaining pollutant wall and gatehouse after Ltd. Ltd. will be under and waste. removal. demolition.

It has arranged one place It is one vegetable that is 300m away from the wholesale market The vegetable wholesale Wangjia existing market for owned by the market is not one wa reconstruction. The size Wangjiawa production enterprise, and 5 vegetable 1998.82 and grade are higher than neibourhood there will be no remaining wholesale those of the existing committee, and the pollutant and waste after market market. All of operation entire market will be completing demolition. shops can be reallocated to under demolition. the new market. Xiangfan warehous e directly The gatehouse, bicycle Fencing wall and It will provide monetary under parking shed and fencing gatehouse of the grain compensation, and it will China wall will be under warehouse will be reconstruct the fencing 6 Grain 568.7 demolition, there will be under demolition, it wall and gatehouse behind Reserves no remaining pollutant will affect the principal the original place after Corporati and waste. buildings. removal. on (Sinograi n) The market is not one production enterprise, and Sijiqing All of shops and operators The entire market will there will be no remaining 7 Dadongm 5691 will transfer to the newly be under demolition. pollutant and waste after en market built wholesale market. completing demolition.

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Property managem The company under ent demolition is not one The Company will transfer company All of buildings will be production enterprise, and 8 844 to the new market for of under demolition. there will be no remaining continuous operation. Sujiayuan pollutant and waste after communit completing demolition. y The buildings under Railway Some of buildings will It will provide monetary demolition are not one maintena be under demolition; it compensation, and it will production buildings, and 9 1437 nce will not affect normal make reconstruction there will be no remaining station operation. behind the original place. pollutant and waste after completing demolition. 6.5.2 Analysis of impact on new resettlement area

According to investigation data statistics, it will reallocate the private-owned houses covering a total area of 88554.36 m 2 for the urban traffic project in Xiangyang City. It will involve with 272 households and 1498 persons. For the households under demolition for each project and resettlement conditions, refer to Table 6-21.

Table 6-21 Type and area of reallocated private house

Resettlement Sub-project Household Population Area Impact of resettlement mode For the community and Xingguang Road 65 334 22133.57 resettlement area where take up Monetary resettlement with affordable Jianghua Road 56 361 13876.35 resettlement, house, resettlement through resettlement with building the resettlement area, Xiangyang Road 74 366 25075.29 affordable house, the sewage will connect to the resettlement urban sewage pipe network, through building domestic garbage will be nd the resettlement Zhakou 2 Road 77 437 27364.63 collectively gathered and sent to area the urban refuse treatment plant via the refuse transfer station. Total 272 1498 88554.36

Xiangyang Construction Investment and Operation Co., Ltd. Plans to build three resettlement areas for resettling the families to be reallocated in the project.

1# resettlement area is located at the Guanyinge Village; the construction size is 72540m 2. It can resettle more than 700 households, and is expected to be completed in September, 2012. It can resettle the households from Hexing Village and Shijiamiao Village affected by demolition in Jianghua Road and Zhakou 2 nd Road in the project.

2# resettlement area is located at the Wangjiawa Village; the construction size is 46667m2. It can resettle more than 450 households, and is expected to be completed in July, 2014. It can resettle the households from Wangjiawa Village, Hongmiao Village, Hexing Village and Shijiamiao Village affected by demolition in Xingguan Avenue and Zhakou 2 nd Road in the project.

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3# resettlement area is located at the Yingpan Village; the construction size is 61627m2. It can resettle more than 4630 households, and is expected to be completed in October, 2011. It can resettle the villagers from Yangjiahe Village, Hongmiao Village, Hexing Village and Shijiamiao Village affected by demolition in Xingguan Avenue, Zhakou 2 nd Road and Xiangyang Road in the project.

6.6 Environmental risk analysis

According to the stage of risk produced in the project, the project risk consists of construction risk and operation risk. In the design, there is detailed risk control and prevention contingency plan for project risk. In consideration of project risk analysis, the potential environmental risk of the project mainly includes environmental impact and control caused by accident risk. For nature of the project, it mainly includes accident risk of road dangerous goods transport against surrounding water body and accident risk of gas filling station of the bus yard.

6.6.1 Analysis of road dangerous goods transport accident

(1) Definition of dangerous goods

For goods transport, any goods that have combustion, explosion, corrosion, poison, and radioactivity and so on, may cause personnel death/injury and property loss during transport, handling and storage and require special protection are defined as dangerous goods. The definition above includes three specific requirements:

The dangerous goods have certain dangerous nature, such as combustion, explosion, corrosion, poison, radioactivity and so on, namely have internal and potential factor that may bring about hazard.

Dangerous goods can bring about hazard, it may lead to hazard effect under certain conditions, cause goods loss and hazard the environment.

It requires special protection during transport, handling and storage, such as special package requirement, ambient temperature control, addition of inhibitor, radiation shield, assembly requirement and so on.

(2) Classification of hazard

The dangerous goods will be classified based on hazard, generally there are three hazards-fire and explosion hazard, human health hazard and reaction hazard.

(3) Risk characteristic of road transport mode

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Dangerous goods have potential hazard itself. However, its risk against environment is caused by external inducing factor. Physical explosion is caused by substance sudden physical change of state or pressure; chemical explosion is caused by substance that obtains the explosion energy and is fast decomposed and gives out a great deal of gas and heat; fire hazard is substance combustion, which shall have three conditions: fuel, combustion improver (oxygen) and heat (fire source)-namely the fire triangle.

These so many external factors are inducing conditions causing risk during transport. For risk characteristics of transport mode, refer to Table 6-22.

Table 6-22 Risk characteristics of transport mode

Transport Risk type Hazard Cause brief analysis mode

Pollute land area Cracking and vehicle upturn Leakage Pollute surface water Failure of handling equipment Fire hazard and explosion Maloperation Road Property loss transport Fuel leakage Fire hazard Personnel death/injury Mechanical, temperature, electric power, and explosion Pollute environment chemical, fire source

(4) Environmental risk impact of dangerous goods transport

After the construction project is put into operation, risks mainly come from dangerous transport vehicle. There may be leakage, fire hazard and explosion accident risk for the vehicles that load different kinds of inflammable, explosive, toxic, corrosive and radioactive dangerous goods. The storage and transport system, including transport of raw material, intermediate and product and their sump and tank have potential hazard. For example, it requires special protection (including special packaging requirement, ambient temperature control, addition of inhibitor, radiation shielding, assembly requirements and so on) during transport, handling and storage of chlorine fluid, nitric acid, sulfuric acid, toluene, gasoline, ammonia and so on.

Once there is any accident, it may cause leakage, fire hazard and explosion, it will bring about serious pollution against the ambient air, surface water and soil ecology within the area. Once the dangerous good leak and infiltrate the soil, different organisms and plants in soil will die, it will take very long time to thoroughly purify the polluted soil, and it may take more than one decade (even longer time) to restore its original functions.

6.6.2 Risk analysis for bus yard

(1) Hazard identification of major materials

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In the project, it will newly build one gas filling station in the parking and maintenance yard in Xiangyang Economic Development Zone. During operation of the bus yard, it may involve with natural gas that is toxic, inflammable and explosive. Natural gas is one kind of inflammable and explosive material and may have explosion, leakage, fire hazard and other environmental risks.

Major constituent of natural gas is methane, natural gas also contains a little of ethane, butane, nitrogen gas and carbon dioxide. It is difficultly to dissolve in water, can dissolve in alcohol and ether. Its flash point is 188 , fusion point is -182.5 and boiling point is -161.5 . According to classification of inflammable materials stipulated in the Fire Prevention Code of the Petro-chemical Enterprise Design (GB50160-92), fire hazard grade of natural gas is A of class I.

(2) Identification of significant hazard source

According to I dentification of Significant Hazard Source (GB18218-2000) and Appendix A of the Technical Guidelines for Environmental Risk Assessment on Projects (HJ/T169-2004), natural gas used in the bus yard is dangerous material that is combustible and inflammable. In Table 6-23, it indicates that critical quantity of dangerous matter can be used as the basis for determining significant hazard source.

Table 6-23 Critical quantity of hazardous substance Critical quantity (t) No. Substance Production site Storage area 1 Gasoline 2 20 2 Natural gas 1 10

The maximum storage volume of the natural gas storage tank in the bus yard of the project is less than critical quantity. Thus, according to classification principles of risk assessment rate stipulated in the Technical Guidelines for Environmental Risk Assessment on Projects (HJ/T169-2004), the natural gas storage tank in the bus yard will not be significant hazard source. Therefore, environmental risk assessment rate of the bus yard is class II. Thus, with reference to the standard, the assessment conducted risk identification, conducted brief analysis of accident risk, conducted analysis of range and degree affected by accident.

(3) Environmental impact of accident

Environmental risk accident mainly refers to emergency disaster accident that has great hazard and extensive affected range. The potential risk accidents of the proposed project include leakage and intoxication accident and combustion and explosion 124

accident. According to analysis of causes of chemical product and dangerous waste environment accident in the similar type of enterprise, it shows that the causes mainly include leakage, fire source, violating operating instructions, external factors and so on.

The storage volume of the natural gas storage tank in the project is less than critical quantity of dangerous matter. Thus, it only conducted qualitative analysis for the potential risk. Once there is leakage or fire hazard accident against the natural gas storage tank, there may be such environmental impacts as given in Table 6-24.

Table 6-24 Environmental impact of risk accident

Risk type Cause overview Hazard

Tank and cylinder and pump under pressure, pipe breakage and damage; corrosion against the Leakage (pop-up, embedded part of tank and cylinder and pipe; Cause fire hazard and surge, leakage) liquid and gas flooding of tank and cylinder, explosion bumping of oil tank; insufficient capacity of fire dike; leakage of tank and cylinder; maloperaton Property loss Fire hazard and Leakage of stored matter Personnel death/injury Mechanical, temperature, electric power, chemical, explosion Pollute environment fire source

7.0 Public Consultations and Information Publicity

7.1 Purpose and Significance Because the highway construction deals with land occupation, housing demolition and other major issues relating to the vital interests of the peasants, the public participation, as an important component of environmental impact report, is crucially important for improving decision-making, it can directly reflect the public opinions on project construction, make the decision-making section timely discover the existing problems, timely modify and improve the design proposal and solve the problems raised by the public; furthermore, it can make the construction scheme of the project become perfect and reasonable, and make the economic benefits, environmental benefits and social benefits be closely coordinated with each other. Moreover, letting the public learn about the construction project and express their ideas and opinions can not only gain understanding and support of the construction project from the public, but also make the public improve their environmental consciousness in the activities they participate in, supervise the environmental protection work and protect

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the ecological environment to ensure the implementation of sustainable development strategy. 7.2 Survey Scope and Modes

7.2.1 Survey Scope

According to the requirements of national laws and regulations on environmental protection, as per the principle of conducting the survey fairly, openly, truly and objectively, a comprehensive public opinion survey has been conducted on the important sensitive points, enterprises and public institutions, merchants, schools, hospitals and residential areas on both sides of the project construction road and the surrounding areas of the stations.

7.2.2 Modes of Survey

The modes of public participation survey of the project mainly are newspaper publicity, website publicity, posting notices and issuing questionnaires, combined with individual counseling.

On June 23 and June 28, 2011, the environmental impact assessment on the project was publicized for the first time on the websites of Hubei Environmental Protection Portal and Xiangyang Environmental Protection Agency, and the pages for public notices are shown as in figure 7-1 and figure 7-2.

On August 4, 2011, the environmental impact assessment on the project was publicized for the second time on the websites of Hubei Environmental Protection Portal and Xiangyang Environmental Protection Agency, and the abridged edition of the report was linked to the websites; the pages for public notices are shown as in figure 7-3 and figure 7-4.

From August 7 to August 11, 2011, the assessment units conducted on-site questionnaire survey and posted notices on the notice boards of all residents’ committees and village committees in the areas involved in the project, which is shown in figure 7-1.

When the environmental impact report and environmental management plan of the project were completed initially, as per the requirements of the World Bank, on August 23, 2011, the environmental impact assessment of the project was made public on Xiangyang Daily (newspaper and website) (see figures 7-5 & 7-6), meanwhile, the full texts of the environmental impact report and environmental management plan were made public on the website www.crfsdi.com (see figure 7-7) for convenient reference for the residents.

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The assessment units conducted on-site questionnaire survey for the second time from September 13 to September 15. Figure 7-1 Situation of On-Site Questionnaire Survey and Posting Notice

Public Notice in Sujiayuan Community Public Notice in Hongmiao Village

Public Notice in Sunjiaxiang Village Public Notice in Tujiaxiang Village

Public Notice in Yangjiahe Village Public Notice in Shijiamiao Community

Public Notice in Guanyinge Community Public Notice in Wangjiawa Community

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Public Participation on Site of Residential Area Public Participation on Site of Residents’ Committee

Figure 7-1 The Public Notice of the first Environmental Impact Assessment on Website of Hubei Environmental Protection Portal

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Figure 7-2 The Public Notice of the first Environmental Impact Assessment on Website of Xiangyang Environmental Protection Agency

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Figure 7-3 The Public Notice of the second Environmental Impact Assessment on Website of Hubei Environmental Protection Portal

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Figure 7-4 The Public Notice of the second Environmental Impact Assessment on Website of Xiangyang Environmental Protection Agency

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Figure 7-5 Public Notice on Newspaper of Xiangyang Daily

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Figure 7-6 Public Notice on Website of Xiangyang Daily (http://xfrb.hj.cn)

Figure 7-7 Public Notice of Environmental Impact Report and Environmental Management Plan on Website of www.crfsdi.com

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7.3 Survey Results

7.3.1 Personal Survey Results

From August 7 to August 11, 100 questionnaires were issued for the first on-site questionnaire survey, 80 pieces were recovered, and the recovery ratio was 80%. Details of the respondents of public opinions are shown in table 7-2.

Table 7-2 Details of Respondents of Public Opinions

Total Number of Number of Males/Ratio Number of Females/Ratio Respondents

80 57 71.3% 23 28.7% Under 18 18-40 41-60 Above 61 Number/Ratio Number/Ratio Number/Ratio Number/Ratio Age Ratio (%) 13 16.3% 25 31.3% 31 38.8% 11 13.8% Above College Illiteracy Primary School Middle School Degree Number/Ratio Number/Ratio Number/Ratio Education Degree Number/Ratio Ratio (%) 10 12.5% 17 21.3% 30 37.5% 23 28.8%

Cadre Teacher, Student Peasant Others Occupation Ratio Number/Ratio Number/Ratio Number/Ratio Number/Ratio (%) 7 8.8% 3 3.8% 37 46.3% 33 41.3%

See table 7-3 for basic information of questionnaire survey for main public opinions Table 7-3 Basic Information of Questionnaire Survey for Public Opinions

S/N Survey Contents Response

What makes you learn Broadcast Newspaper TV program Others that Xiangyang Urban Traffic Project 1 Engineering by World 0 22% 0 78% Bank Loan is to be constructed Are you satisfied with Satisfied Relatively satisfied Dissatisfied Indifferent the environmental 2 conditions of your present residence place 62% 25% 13% f0 or work place Serious General Not serious Effect of existing road 3 vehicle exhaust on you 8% 40% 52%

Serious General Not serious Effect of existing road 4 noise on you 17% 42% 41% The project Sewage and 5 Noise Vibration Dust Traffic jam Others construction may cause mud

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environmental pol lution or disturbance to your 30% 11% 55% 48% 60% 0 life, what do you think will be the main effect The project operation Noise Vehicle exhaust Others may cause environmental pollution 6 or disturbance to your 51% 42% 10% life, what do you think will be the main effect What do you think is The whole dwelling Regional environment Bedrooms the place where environment 7 environmental quality 10% 65% 50% must be ensured Ventilating What do you think is Low-noise and Planning the environmental Relocation Greening Others pavement soundproof control 8 protection measure to window be taken in operation period 38% 22% 9% 40% 10% 0 If the project Require treatment Economic construction may to meet the Relocation Indifferent compensation influence your dwelling specified standard 9 environment, in what way do you hope to 35% 55% 6% 4% solve the problem What’s your attitude Understanding, but require Understanding Complaining towards the temporary mitigation measures 10 influence caused in 13% 87% 0 construction period What way do you think Complain to the Solve th e problem through Stop the construction and is effective for solving environmental protection legal procedures operation of the project the problem of department 11 environmental pollution resulting from the 56% 44% 0 project Willing under Helpful Adverse What’s the effect of Willing Unwilling Little effect certain effect effect 12 relocation on your condition production and life 20% 15% 65% 17% 15% 68%

What’s your attitude Support Conditional support Nonsupport Undecided 13 towards the project construction 73% 17% 0 10%

From September 13 to September 15, 50 questionnaires were issued for the second on-site questionnaire survey, 40 pieces were recovered, and the recovery ratio was 80%. Details of the respondents of public opinions are shown in table 7-4.

Table 7-4 Details of Respondents of Public Opinions

Total Number of Number of Males/Ratio Number of Females/Ratio Respondents

40 35 87.5% 5 12.5% Under 18 18-40 41-60 Above 61 Number/Ratio Number/Ratio Number/Ratio Number/Ratio Age Ratio (%) 0 0% 25 62.5% 15 37.5% 0 0%

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Above College Illiteracy Primary School Middle School Degree Number/Ratio Number/Ratio Number/Ratio Education Degree Number/Ratio Ratio (%) 8 20% 0 0% 12 30% 20 50%

Cadre Teacher, Student Peasant Others Occupation Ratio Number/Ratio Number/Ratio Number/Ratio Number/Ratio (%) 0 0% 0 0% 8 20% 32 80%

See table 7-5 for basic information of questionnaire survey for main public opinions

Table 7-5 Basic Information of Questionnaire Survey for Public Opinions

S/N Survey Contents Response

What makes you learn Broadcast Newspaper TV program Others that Xiangyang Urban Traffic Project 1 Engineering by World 0 52% 13% 35% Bank Loan is to be constructed Are you satisfied with Satisfied Relatively satisfied Dissatisfied Indifferent the environmental 2 conditions of your present residence place 65% 35% 0 0 or work place Serious General Not serious Effect of existing road 3 vehicle exhaust on you 20% 40% 40%

Serious General Not serious Effect of existing road 4 noise on you 25% 50% 25% The project Sewage and Noise Vibration Dust Traffic jam Others construction may cause mud environmental pollution 5 or disturbance to your 30% 8% 62% 45% 50% 0 life, what do you think will be the main effect The project operation Noise Vehicle exhaust Others may cause environmental pollution 6 or disturbance to your 50% 45% 12% life, what do you think will be the main effect What do you think is The whole dwelling Regional environment Bedrooms the place where environment 7 environmental quality 15% 40% 45% must be ensured Ventilating What do you think is Low-noise and Planning the environmental Relocation Greening Others pavement soundproof control 8 protection measure to window be taken in operation period 30% 35% 10% 42% 18% 0 If the project Require treatment Economic 9 construction may to meet the Relocation Indifferent compensation influence your dwelling specified standard

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environment, in what way do you hope to 20% 65% 10% 5% solve the problem What’s your attitude Understanding, but require Understanding Complaining towards the temporary mitigation measures 10 influence caused in 35% 65% 0 construction period What way do you think Complain to the Solve the problem through Stop the construction and is effective for solving environmental protection legal procedures operation of the project the problem of department 11 environmental pollution resulting from the 30% 70% 0 project Willing under Helpful Adverse What’s the effect of Willing Unwilling Little effect certain effect effect 12 relocation on your condition production and life 18% 10% 55% 12% 10% 55%

What’s your attitude Support Conditional support Nonsupport Undecided 13 towards the project construction 80% 20% 0 0

Statistical analysis of results: both of the recovery ratios of the public opinions questionnaires of the two times reach up to 80%, which shows that the public is very concerned about the construction of the project; most people want to express their opinions by this opportunity, they hope to reflect their opinions and ideas through normal channels, and they have placed high expectations on it.

The results of the two on-site questionnaire surveys indicates that 91.7% of the respondents support or conditionally support the construction of the project, 8.3% of them haven’t make their attitude clear, and no one opposes the construction of the project; the main reasons of the supporters are as follows:

At present, the traffic situation in Panggong area is poor, and the road facilities can’t meet the traffic demands, while the construction of the project can improve the present traffic situation and bring convenience to people.

The project implementation can improve the dwelling environment of the residents along the line, and improve their quality of life as well.

The conditional supporters mainly care about the pollution control and relocation measures during construction period and operation period.

7.3.2 Results of Unit Survey

For the public participation this time, questionnaire surveys were conducted among 12 units such as the residents’ committee, village committee and hospitals within the scope the project area, and all units recovered the questionnaires (with official seals of the sectors). The units’ questionnaires and related survey results are shown in tables 7-6 and 7-7.

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Table 7-6 Statistical Table of Attitude and Opinions of Units along the Line to Project Construction Attitude towards the S/N Name Main Opinions They Presented Project Construction Give active support, Sujiayuan Community The newly built roads shall have separate sidewalk and 1 speed up the Committee traffic lane construction Give active support, Zhakou Community 2 speed up the / Committee construction Wangjiawa Give active support, 3 Community speed up the / Committee construction Panggongci Give active support, 4 Community speed up the / Committee construction Hongmiao Village 5 Support / Committee Give active support, Hexin Village 6 speed up the / Committee construction Give active support, Sunjiaxiang Village 7 speed up the / Committee construction Give active support, Tuxiang Village 8 speed up the / Committee construction Give active support, Yangjiahe Village 9 speed up the / Committee construction Shijiamiao Give active support, 10 Community speed up the / Committee construction Guanyinge Give active support, The construction time and construction period shall 11 Community speed up the comply with relevant regulations, and reduce the impact Committee construction on the masses in surrounding areas Give active support, 12 Panggong Hospital speed up the / construction Table 7-7 Statistical Table of Results of Questionnaire Survey among Units along the Line

Sector Percentage S/N Item Contents (Nos.) (%) Broadcast, newspaper, TV program, 2 16.7% In what way to learn about the etc 1 construction of the project The questionnaire 10 83.3% Others 0 0 Satisfied 4 33.3% Whether feel satisfied with the Relatively satisfied 3 25.0% 2 environment of the existing residence or work place Dissatisfied 5 41.7% Indifferent 0 0 3 Understanding of Dust 7 58.3% environmental impact during construction period Noise 6 50.0% Vibration 4 33.3% Sewage and mud 6 50.0% Traffic disturbance 5 41.7% Land requisition and demolition 3 25.0% 138

Others 0 0 Understanding 5 41.7% Attitude towards Understanding, but require mitigation 4 environmental impact during 7 58.3% measures construction period Undecided 0 0 Noise 6 50.0% Understanding of Vehicle exhaust 8 66.7% 5 environmental impact during operation period Landscape 4 33.3% Others 0 0 If the project construction’s Economic compensation 4 33.3% environmental impact on work Require treatment to meet the specified 8 66.7% environment of the unit standard 6 exceeds the requirement of environmental standard, the Relocation 1 8.3% measures and compensation Indifferent 0 0 modes hope to be adopted Give active support, speed up the 11 91.7% Attitude towards the construction 7 construction of the project Support 1 8.3% Nonsupport 0 0 Note: part of the respondents selected two items or more, some items have not been filled in.

Statistical analysis of results: for the environmental impact assessment this time, the recovery ratio of the units’ questionnaires reaches up to 100%, which shows that most of the units want to express their opinions by this opportunity, they hope to reflect their opinions and ideas through normal channels, and they have placed high expectations on it. 91.7% of the surveyed units actively support the construction of the project, and they hope to speed up the construction; 8.3% of the surveyed units support the construction of the project; none of the surveyed units opposes the construction.

7.3.3 Feedback of other Public Opinions

In the public participation this time, except issuing questionnaires on the site, no other opinion feedbacks by phone and Email have been received from the public at present, which indicates that the public has a higher degree of recognition to the project.

8.0 Environmental Management Plan

See separate editions of environmental management plan of the project for details.

9.0 Overall Conclusions

The urban traffic project by World Bank Loan mainly covers the road network engineering in the southern section of inner loop and in Panggong area, and it is an important component of the most central skeleton road system. After completion of the project, it will play an important role and have a profound influence on such 139

aspects as separating urban through traffic, easing the traffic pressure in Xiangyang City Center, especially Xiangyang Ancient City, shortening the travel time of residents, improving the system capacity of corridors crossing river and urban roads, supporting urban land expansion and guiding urban development, and enhancing city quality and grade.

The construction of the project conforms to the integrated traffic development planning of Xiangyang City, and also conforms to relevant overall urban planning. The impact of the project on the environment is mainly reflected in the construction period, so the construction units shall strengthen the environmental management during construction period, strengthen environmental protection education to the construction teams, and try to be strict in management and be civilized in the construction. The construction contract signed by the engineering contractor shall have specific terms, in which, the contractor shall promise to take pollution control measures, and formulate strict procedures of punishment for breach of contract.

By comprehensive analysis, it is concluded that the engineering design has considered the requirements of environmental protection, the established environmental engineering design proposal is technically and economically feasible, and it has strong operability. After implementation of the environmental protection program proposed by engineering design and the environmental protection countermeasures raised by the report and environmental management plan, the adverse impact of engineering construction on the environment can be well controlled.

To sum up, it is feasible to assess the project from the perspective of environmental protection.

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