E209 Volume 9
Guangfo Connecting Road, Guangzhou Public Disclosure Authorized Environmental Impact Assessment Public Disclosure Authorized
MM~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~Y.v Public Disclosure Authorized
7 GUANGZHOU ENVIRQNMENTAI L--S C] ITUIFIC RESEARCH INSTITUTE
Public Disclosure Authorized CERTIFFi(j7EdI~34 IAC NO.2802
December 2002/
Guangfo Connecting Road Environmental Impact Asscssment
THIS ENVIRONMENTAL IMPACT ASSESSMENT REPORT HAS BEEN PREPARED BY THE GUANGZHOU ENVIRONMENTAL SCIENTIFIC RESEARCH INSTITUTE. THE INSTITUTE HAS BEEN CERTIFIED BY THE ST-ATE ENVIRONMENTAL PROTECTION AGENCY OF CHINA WITH A CLASS A CERTIFICATION FOR ENVIRONMENTAL IMPACT ASSESSMENT.
CERTIFICATION CREDENTIALS OF THE INSTITUTE ARE SHOWN BELOW:
CERTIrFICATE FOR ENVIRONMENTAL ASSESSMENCT
CERTIFIED: GUANGZHOU ENVIRONMENTAL SCIENTIFIC RESEARCH INSTITUTE
CATEGORY: CLASS A
CERTIFICATE NO: GB No.2802 I LIST OF CONTRIBUTORS TO THE ENVIRONMENTAL ASSESSMENT
Constructor: Guangzhou Public Utilities Buureau - u,.
Author: -: Guangzhou Environmental Scie tific 1gesearch Institute
-birector: H. Gong
Chief Engineer: K. H. Yu
Project Manager: G. P. Xu H Y
Contributors: G. P. Xu, H Yu, J. H. Zhang, J. Shi, X. S. Huang, X. A. Gu,
Participants: X Cui,
Guanigfo Connecting Road Environmental Impact Assessmncit
Guangfo Connecting Road, Guangzhou ENVIRONMENTAL IMPACT ASSESSMENT
Table of Contents
!.0 Introduction I
1.1 Project Background I 1.2 EA Objectives 3 1.3 Applicable Regulations and Basis 3 1.4 Function Zoning 4 1.5 Environmental Assessment Standards 5 1.6 Primary Environmental Protection Target 7 1.7 Scope of Assessment and Pollution Parameters 7
2.0 Project Description and Engineering Analysis 8
2.1 Project Alignment and Orientation 8 2.2 Engineering Scale and Technical Specifications 8 2.3 Drainage System 9 2.4 Landscaping , 2.5 Traffic Volume Forecast 10 2.6 Major Pollutant I1
3.0 Environmental and Socio-Economic Baseline 16
3.1 Physical Setting 16
3.1.1 Land Form and Geology 16 3.1.2 Meteorology and Climate 16 3.1.3 Hydrology 17 3.1.4 Aquatic Life 17 3.1.5 Groundwater 18 3.1.6 Vegetation 19 3.1.7 Existing Roads 20 3.1.8 Natural Resources 20 3.1.9 Visual Aesthetics 21
3.2 Social and Economic Baseline 21
3.2.1 District Population and Economy 21 3.2.2 Cultural Property 22 3.2.3 Sensitive Receptors 22
GESRI September, 2002 Gualngfo Connecting Road Environmiental Impact Assessment
3.3 Fxisting Ambient Air Quality 23 3.4 Noise Baseline 24 3.5 Water Quality Monitoring 25 3.6 Impacts of Other Major Urban Road Projects 26
4. Construction Impact Assessment and Mitigation 32
4.1 Soil Erosion 32 4.2 Community Impacts 32 4.3 Construction Noise Impact and Mitigation 33
4.3.1 Scope and Standards of Assessment 33 4.3.2 Construction Machinery Noise Intensity 33 4.3.3 Predicted Noise Levels and Impact 34 4.3.4 Construction Noise Impact Mitigation 36
4.4 Air Impact and Mitigation during Construction 37
4.4.1 Air lImpact Assessment 37 4.4.2 Air Emission Mitigation 38
4.5 Water Impacts and Mitigation during Construction 39
4.5.1 Impact Assessment 39 4.5.2 Water Impact Mitigation 39
4.6 Solid Waste Impact and Mitigation during Construction 40
4.6.1 Solid Waste Impacts 40 4.6.2 Solid Waste Impact Mitigation 41
4.7 Ecological Impacts and Mitigation 41 4.8 Public Access to the Parks 42
5. Operation Impact Assessment and Mitigation 43
5.1 Air Quality lmpact 43
5.1.1 Assessment Factors and Emission Intensity 43 5.1.2 Climate Characteristics 43 5.1.3 Air Quality Impacts Assessment Prediction 46 5.1.4 Air Pollution Mitigation 53
5.2 Noise lImpacts 56
5.2.1 Noise Prediction Modeling and Model Coefficient/Factor 56
GESRI September, 2002 Guangfo Connecting Road Environmental Impact Assessment
5.2.2 Model Coefficient Determination 61 5.2.3 Noise Prediction Results 63 5.2.4 Noise Mitigation 67
5.3 Water Environment Impact 73
5.3.1 Impact Assessment 73 5.3.2 Impact Mitigation 77
5.4 Resettlement and Relocation 77
5.4.1 Applicable Laws and Policies 77 5.4.2 Land Acquisition and Impact Assessment 78
5.5 Sunshine Impacts 81 5.6 Safeguards 82
6. Analysis of Alternatives 85
6.1 Alternative Alignments/Layouts 85 6.2 Elevated Viaduct vs Surface Road 86
7. Public Consultation 87
7.1 Objectives 87 7.2 Approach 87 7.3 First Round Public Consultation Results 88 7.4 Second Round Public Construction Results 90 7.5 Information Disclosure 93
8. Environmental Management and Monitoring 95
8.1 Environmental Management Organizations 95 8.2 Environmental Management 96 8.3 Personnel Training 97 8.4 Environmental Monitoring 98
9. Summary and Conclusions 102
Appendix I Air Quality Modeling Results 108 Appendix It: Modeling Results for Water Pollutants Dispersion 120
GESRI September, 2002 GUangfo Connecting Road Einvironmental Impact Assessment
List of Tables
Table 1-1 Functional Zoning For Project Area 4 Table 1-2 Air Quality Standards 5 Table 1-3 Vehicle Emission Standards 5 Table 1-4 Noise Standards 5 Table 1-5 Standards for Noise border of Construction Site 6 Table 1-6 Surface Water Quality Standards 6 Table 1-7 Standards for Wastewater Discharge 6 Table 1-8 Sunshine Obstruction Standards 6
Table 2-1 Project Scale of Guangfo Road 8 Table 2-2 Major Guangfo Road Design and Engineering Specifications 9 Table 2-3 Vehicle Fleet Composition on Guangfo Road 10 Table 2-4 Peak Hour Traffic Volume Forecast 11 Table 2-5 Motor Vehicle Emission Coefficients for Guangfo Project 12 Table 2-6 Motor Velhicle Noise Intensity 13 Table 2-7 Construction Camp Wastewater Characteristics 14 Table 2-8 Contaminant Concentrations of Surface Runoff from Road 15
Table 3-1 Plant along the Guangfo Road Alignment 19 Table 3-2 Sensitive Receptors along the Project Area 23 Table 3-3 Ambient Air Quality Monitoring Results 24 Table 3-4 Baseline Noise Monitoring Results 25 Table 3-5 Surface Water Quality Monitoring Results 26 Table 3-6 Monitored Annual Average NO2 Concentrations 28 Table 3-7 Monitored Annual Average CO Concentrations 29 Table 3-8 Monitored Annual Average TSP Concentrations 29 Table 3-9 City Wide Ambient Air Quality 30 Table 3-10 Monitored and Modeled Noise in Selected Sensitive Receptors 30
Table 4-1 Construction Site Boundary Noise Standards 33 Table 4-2 Noise of Different Construction Machinery 34 Table 4-3 Noise Levels of Construction Machinery 35 Table 4-4 Dust Concentrations near Construction Sites 38
Table 5-1 Wind Direction Frequency 44 Table 5-2 Wind Speeds Frequency of Occurrence in Winter and Summer 44 Table 5-3 T1emperature Inversion Characteristics in Guangzhou 45 Table 5-4 Pollution Index in Project Area 45 Table 5-5 Frequency of Occurrence of Atmospheric Stability 46 Table 5-6 Measured Air Dispersion Coefficients in Guangzhou 48 Table 5-7 Guangfo Road Air Emissions Pollutant Concentrations 50 Table 5-8 Fangcun Interchange Air Emission Pollutant Concentrations 52 Table 5-9 Air Pollutant Concentrations at Sensitive Receptors 53
GESRI September, 2002 iv Guangfo Connectinig Road Environmental Impact Assessment
Table 5-10 Traffic Volume in Different Timeframe 61 Table 5-11 Noise Modification Factor for Road Slope 62 Table 5-12 Predicted Noib'lievels of Guangfo Road *P4 64 Table 5-13 Predicted Noise Levels at Sensitive Receptors 66 Table 5-14 Measured Vibration from a Similar Viaduct on Inner Ring Road 67 Table 5-15 Comparison of Common Road Noise Mitigation Measures 68 Table 5-16 Summary of Noise Mitigation and Residual Impacts 73 Table 5-17 Rural Land Acquisition Statistics 78 Table 5-18 Impacts of Cultivated Land Acquisition 78 Table 5-19 Affected Houses and Compensation Rates 79 Table 5-20 Estimated cost of Resettlement and Relocation 81
Table 6-1 Comparison of the Alternative Alignment/Layouts 85 Table 6-2 Comparison of Elevated Viaduct vs Surface Road 86
Table 7-1 Questionnaire Survey Results 89 Table 7-2 Summary of Public Meetings 90 Table 7-3 Background of People in the Second Round of Public Consultation 91
Table 8-1 Organizations Involved in Environmental Management 95 Table 8-2 Environmental Monitoring Plan 99 Table 8-3 Air Quality Monitoring Analytical Costs 100
List of Figures
Figure 2-1 Location of Guangfo Road and the Two Ring Roads and Radial Roads Figure 3-1 Conditions of the Road in Fangcun, Flowers.and Plants. Gardens in Hengjiao Village Figure 3-2 Ecosystem of the Sides and Roadbed of Railway Figure 3-3 Distribution of Sensitive Receptors on Guangfo Road Figure 3-4 Sensitive Receptors along the Road from Datansha to Fangcun Figure 3-5 Sensitive-Receptors and -Cultural Relics and Historic Sites along Guangfo Road in Jiaobiao Village Figure 3-6 Locations'of Air and Water Monitoring Sites Figure 5-1 Schematics of Relocation of Pavilion and Statue at the Li's Family Shrine Figure 6-1 Alternatives of the Project Figure 8-1 Project Management Organization
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Guangfo Connecting Road Environmental Impact Assessment
1.0 Introduction
1.1 Project Background
Guangzhou's inner ring road and the affiliated roads development are a key project in the Guangzhou Urban Center Traffic Improvement Plan (the Plan) to alleviate the highly congested urban center area. The project is to meet the demands of the rapid economic development in Guangzhou and will serve as a part of the traffic congestion solution for the downtown area by providing an undisrupted, high capacity flow for the through traffic. Together with the outer ring road, the inner ring road will effectively detour the pass-through motor vehicles from entering and going through the city center.
According to the Plan, the outer ring road is to connect Guangzhou with cities in the surrounding area and long distance inter-city traffic, while inner ring road is to provide pathways for the through traffic within the city of Guangzhou. The outer and inner ring roads are to be connected via seven "radial" roads in different directions to form an integrated fast road transport network surrounding the city. Following the completion of the two ring roads in 2001, the connecting roads between the ring roads become high priority projects in completing the road network and significant to implementing the Plan and achieving the Plan objectives.
The proposed Guangzhou to Foshan (Guangfo) road is one of the seven radial roads connecting the inner and outer ring roads and connecting urban Guangzhou area with Foshan to the west. Located west of the city toward the west ring road, the proposed Guangfo road will be one of the major trunk roads in the high speed road network in the Guangzhou area and Pearl River delta. The locationis of the inner and outer ring roads and the seven radial roads including Guangfo, are shown in Figure 2-1.
Guangzhou's west side is one of the most economically active areas in the Pearl River delta. The west bound traffic is among the busiest with average daily traffic exceeding 50,000 motor vehicles and the higher traffic volume is expected to continue in the future. Under such a traffic pressure, coupled with limited road capacity and poor road conditions, the existing roads in this area have become a transportation bottleneck. As a result, serious traffic congestion occurs frequently affecting the economic and social activities in western Guangzhou and cities of Foshan and Nanhai to the west. Guangfo road will provide an important connection between the inner and outer ring roads, alleviating the transport botfleneck and traffic congestion.
Guangfo road consists of two mostly parallel carriage ways about 5.2-5.6 km long (3-3.4 km in the Guangzhou city and 2.2 km in the Nanhai city) starting from Zhongshan Balu interchange on the west inner ring road, extends west bound in parallel with an existing railway line, intersecting with planned Datansha road, Fangcun boulevard west (Fangcun Dadaoxi), and ends at the Huangqi interchange on the west outer ring road. When complete, it will form a quick speed connection mostly on an elevated viaduct between two ring roads.
ESRI September, 2002 1 Guangfo Connecting Road Environmental limpact Assessment
The preparation for all seven radial roads was completed in 1998. During that process, an environmental impact assessment (EIA) for all componenit roads including Guangfo road had been finished as a single project by Guangzhou Environmental Research Institute (GESRI), in accordance with the "Environmental Impact Assessment Technical Guide" (HJ/T2.1-2.3-93). The EIA had been reviewed and approved by Guangzhou Environmental Protection Bureau (GEPB) in 1998. Over the past four years, three out of the seven radial roads have been constructed and opened for traffic. Guangfo road, however has not been ready for construction until now. The project proponept, Guangzhou City Center Transport Project Office, is now seeking World Bank financing to start the construction of the Guangzhou section of the Guangfo road as soon as possible.
Clearly, many of the data in the 1998 EIA report may now be out-dated. In addition, the EIA must comply and satisfy with relevant World Bank requirements, in particular, OP4.01 which took effective in 1999 and other safeguards policies. As such, the previous report will require an extensive update and revision and a separate, stand alone Environmental Management Plan (EMP) will also be prepared. The original Terms of Reference (TOR) for EA, prepared by Guangzhou Environmental Scientific Research Institute GESRI and approved by GEPB in July 1998, was updated to reflect the GEPB's comments as and World Bank safeguards requirements. The English version of the TOR was submitted to the World Bank in April, 2002.
According to the revised TOR, additional EA tasks have been conducted since 2001, including the following:
* Field investigation along the project area to understand changes since the last EIA, particularly changes of sensitive receptors; * Additional environmental baseline monitoring for ambient air, noise and water at selected representative sites along the project area to update the baseline information; * Collection and review of baseline and forecast data including traffic counts and forecast, motor vehicle fleet, etc.; * Re-run the emission, dispersion and noise models using the updated data; o Conduct public consultation; and * Revise the EIA report and creation of an EMP.
This EIA report is prepared based on the original report as well as the findings of the above tasks with updated information and assessment for Guangfo road. While the World Bank finances only part of the Guangfo road (the Guangzhou section), this EIA covers the entire Guangfo road with the same assessment standards and mitigation requirements. When the Nanhai section is built, mitigation proposed in the EIA and EMP will apply. The Nanhai government has accepted the EIA findings and mitigation measures according to local government officials during public consultation.
The English version EIA is the translation of the Chinese report which has been re- submitted to GEPB for reference (no approval is necessary as it has been approved in 1998). The author of the EIA report certifies that there is no discrepancy of substance
ESRI September, 2002 2 Legend N'' ,.Inner ' ''', Ring Road .
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Figure2-1 . od; Guangfo ,"', .. ' .theT Ri.ng Road and Raia Roads
Figure2-1 Location of Guangfo Road and the Two Ring Roads and Radial Roads
Guangfo Connecting Road Environmental Impact Assessment
between the Chinese and English versions of the EIA, although the two may not be completely identical due mainly to the differences in expressions of the two languages.
1.2 EA Objectives
Road construction is a major infrastructure development with profound impacts to social, economic and natural environments. The objective of the EA is to determine these potential impacts of the project at the project planning and design stage to ensure the development be environmentally sound and acceptable. More specifically, the EA is to:
* evaluate the project's potential environmental risks and impacts in its area of influence; * examine project alternatives; * identify ways of improving project selection, siting, planning, design, and implementation by preventing, minimizing, mitigating, or compensating for adverse environmental impacts and enhancing positive impacts; and * include the process of mitigating and managing adverse environmental impacts throughout project implementation. Preventive measures will be first considered and preferred over mitigatory or compensatory measures, whenever feasible.
1.3 Applicable Regulations and Basis
The EA is conducted based on the following regulations, as well as technical guidelines and policies of state, provincial and municipal governments and the World Bank:
* Environmental Protection Law of PRC; * Air Pollution Prevention Law of PRC; * Water Pollution Prevention Law of PRC; * Noise Pollution Prevention Regulations of PRC; * Environmental Protection Management for Construction Projects, State Council, November 1998; * Environmental Protection Guidelines for Construction Projects in Guangdong, Guangdong People's Congress, No.57, 1994; * Environmental Protection Guidelines in Guangzhou, Standing Committee of Guangzhou People's Congress, June 1997; * Air Pollution Prevention Regulations in Guangzhou, Standing Committee of Guangzhou People's Congress, April, 1997; * Noise Pollution Prevention Regulations in Guangzhou, Standing Committee of Guangzhou People's Congress, April 1997; * Zoning of Guangzhou Urban Area According to 'Standard of Environmental Noise in Urban Area', Guangzhou Municipal Government, SF(1995) File No.58; * Motor Vehicle Emission Prevention and Control Regulations in Guangzhou, Standing Committee of Guangzhou People's Congress, No.84, December 1997; * Air quality zoning of Guangzhou urban area according to functional uses, Guangzhou Municipal Government, No.23, 1999;
ESRI September, 2002 3 Guangfo Connecting Road Environmental Impact Assessmilet
* Guangzhou drinking water sources pollution prevention guidelines, Standing Committee of Guangzhou People's Congress, No.59, April 1997; * Interim Guangdong surface water zoning according to environmental functions, Guangdong provincial government, No.553, 1999; * Management Regulation of Guangzhou Green Area, Standing Committee of Guangzhou People's Congress, December 1996; * Environmental Protection Management for Construction Projects, Decree No. 253, State Council, November 1998; * Guangzhou City Master Plan (1991-2010); Guangzhou Municipal Government; * Guangzhou City Transportation Plan, Guangzhou Planning Bureau; * Informing to Enhance the EIA Management of Projects Loaded by International Banking Organisations, HJ (1993) No.324; * The World Bank Operational Policies - Environmental Assessment (OP 4.01); * Other World Bank safeguards policies, where applicable; and * Feasibility study report for the Guangfo Project.
1.4 Function Zoning
The environmental zoning is based on the functions of the project as determined by the Guangzhou Municipal Government, based on relevant state and local environmental regulations. The functional zoning, which will be the basis for selection environmental standards for this assessment, is as follows: o The project area will be Class II zone for ambient air quality; * The project area is located in Guangzhou's drinking water protection area which will be the basis for surface water quality standard; o With regard to noise zoning, areas with schools will be regarded in this EA as Category I noise zone, and residential areas will be classified as Category II noise zone (mixed residential/commercial zone); other areas which are essentially industrial and commercial facilities located immediately adjacent to a busy railway line, is classified as Category IV noise zone (urban trunk road side zone), which is defined as 30 m from the railway and trunk roads.
The functional zoning of the project area applied in this EA, is summarized in Table I -I.
Table 1-1 Functional Zoning for Project Arca No. Items Functional Zoning I Surface water environment Drinking water protection zone 2 Ambient air quality Category II zone 3 Noise Category I for schools and 11 for residential areas and IV for others 4 Any agricultural protection zone No 5 Scenery protection zone No 6 Other land zoning j Gas pipelines, etc.
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O-k 1.5 Environmental Assessment Standards
Air The Class II of the ambient air quality standards of the Environmental Air Quality Standards (GB3095-1006), are applied in the EA according to relevant regulations. The specifics of the Class II standards are presented in Table 1-2.
Table 1-2 Air Quality Standards unit: mg/Nm 3 Pollutants Concentration CO NO2 Pb ([ig/Nm3) PM1o TSP Yearly average 0.08 1.00 0.10 0.20 Seasonal average 1.5 Daily average 4.00 0.12 0.15 0.30 Hourly average 10.00 0.24
Vehicle emissions
Table 1-3 Vehicle Emission Standards Type of vehicle Standard Reference CO (%) HC (ppm) GB1476.5-93 Gasoline vehicl~eNew 4.5 1200 I in-use 5.0 1500 Diesel vehicle 4.5-5 (FSN) GB 1476.6-93
Noise Based on Zoning of Guangzhou Urban Area According to 'Standard of Environmental Noise in Urban Area' the project area includes both Class IV and Class 11 zones. Basically, areas immediately adjacent to trunk roads and railways are zoned as Class IV while the mixed residential, education and commercial areas are zoned as Class II, and the corresponding noise standards will be applied to this zones accordingly. Earlier environmental assessment has identified seven sensitive receptors including schools and residential areas some of which are located on the trunk road and railway side. However, to better protect the sensitive receptors, all schools and residential facilities, regardless their zoning, will all apply Class I noise standards, which are the most stringent standards within the noise regulatory standard framework. These standards and corresponding applicable zones are listed in Table 1-4. The construction site noise standards are listed in Table 1-5.
Table 1-4 Noise Standard unit: dB(A) Class Scope Day Night I Schools and hospitals zones 55 45 II Residential, commercial and education zones 60 50 IV Trunk road and railway side 70 55
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Table 1-5 Standards for Noise at Border of Construction Site unit: dB(A) Activity Main Noise Source Limit Day Night Earth and stone Bulldozer, excavator, fork-lift truck 75 55 Pile Driving Pile driver 85 use prohibited Structure Concrete mixer, vibration pile driver, 70 55 electric saw Set up Crane, elevator 65 55
Water
Applicable standards are Class II in the Surface Water Quality Standards (GHZBI-1999), as shown in Table 1-6.
Table 1-6 Surface Water Quality Standards unit: mg/L(except pH) Pollutants PH CODcr BOD5 Oil Pb P DO Standard 6.5-8.5 20 4 0.05 0.05 0.1 >5
Wastewater discharge will apply Class 11 in the Integrated Wastewater Discharge Standards, shown in Table 1-7.
Table 1-7 Standard of Wastewater Discharge Pollutant Standard ( mg/I, except pH) CODcr 60 BOD5 20 SS 20 Mineral oil and grease 5 Plant and animal oil and grease 10 Ammonia nitrogen 10 Total phosphorus 0.5 PH 6-9
Sunshine
Sunshine standards are presented in Table 1-8..
Table 1-8 Sunshine Obstruction Standards Class Applications Standards (hrs.) I Nursery, kindergarten, sanitarium, greenhouses 5-6 it Teaching building, office, public building, general workshop 3-4 III Residential building, office, public building, recreation units 1-2 or full window sunshine at noon
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1.6 Primary Environmental Protection Target
The primary protection targets are facilities sensitive to environmental impacts, or known as sensitive receptors. Typically in urban or suburb areas, sensitive receptors include schools, hospitals, kindergartens, residential areas, government and professional institutions, drinking water sources, scenery ancl cultural relics or historical sites.
In this EA, all sensitive receptors along the project will first be identified through site investigation and determined as to the nature of these facilities and what types of impacts they are sensitive to and when they are sensitive. These sensitive receptors will then be the focus throughout the environmental baseline evaluation and impact assessment. Furthermore, the sensitive receptors will also be the primary targets for which preventive and mitigation measures will be developed. An objective of the EA is to protect these sensitive receptors from unacceptable adverse impacts from project activities in both the construction and operation phases.
1.7 Scope of Assessment and Pollution Parameters
The scope of environmental impact assessment is determined primarily according to "Environmental Impact Assessment Guides for Road Construction Projects" (JTJ005-96) from the Ministry of Communications (MOC). The scope for this project is:
* Ambient air: 300 m on both sides of the road; * Water: upstream from the Pearl River bridge to the water intake of the Xicun Water Plant and 200 m downstream from the bridge; * Noise: 50 m on both sides of the road; * Ecological and visual impacts: 200 m on both sides of the road.
Based on the nature of the project (motor vehicle noise and emission, large scale elevated viaduct, etc.) and site conditions (river crossing, urban area, etc), the focuses of EA will be placed on acoustic environment, ambient air quality, water environment, and scenery or visual impacts. The assessment will first focus on preventive measures through altemative analysis and design changes, before mitigation and compensation measures. The assessment itself will utilize the existing environmental monitoring and assessment information in the archives or historical data, as well as investigation and data collection in this EA process.
The key pollutant parameters to be covered in this EA are:
* Air: NO2, CO, TSP and PM1o for monitoring and NO2 and CO for impact projection; * Water: SS, COD, petroleum oil, lead, zinc, chromium for monitoring and COD and petroleum oil for impact projection; and * Noise: ambient noise as measured as dB(A).
ESRI September, 2002 7 Guanlgfo Connecting Road Environmental Impact Assessment
2.0 Project Description and Engineering Analysis
2.1 Project Alignment and Orientation
Guangfo connecting road starts from Zhongshan Balu interchange on the west section of the inner ring road. The road will then extend westbound, cross Pearl river east channel, on the Datansha island in the middle of Pearl river, then turn southwest bound crossing Pearl river west channel into Fangcun district and then entering into Nanhai city of Foshan Municipality after the Fangcun boulevard west (Fangcun Dadaoxi), and finally end at the Huangqi interchange on the outer ring road. Guangfo road consists of two elevated viaduct (Line A and B each with three motor vehicle lanes in one direction) in parallel and close distance on both sides to the operating Guangsan railway, and then merges into a single elevated viaduct structure at Guocun residential areas within the Nanhai city. The total length of Guangfo road is about 5.2 km (Line A) to 5.6 km (Line B), of which approximately 3.2 km is in the Guangzhou and 2-2.6 km in Nanhai, approximately 5-5.4 km is bridges and elevated viaduct and 0.2 km is surface road (Figure 2-1).
Guangfo road will intersect the inner ring road, proposed Datansha road, Fangcun boulevard west (Fangcun Dadaoxi), and the outer ring road, with two/three layer interchanges. The two Pearl river bridges will have the identical design in span and navigation clearance with the existing rail/road bridges. Both bridges will be 600 m long.
2.2 Engineering Scale and Technical Specifications
The project scale of Guangfo road, according to the latest feasibility study report, is summarized in Table 2-1.
Table 2-1 Project Scale of Guangfo Road Item Quantity Line A Line B Remarks Entire road Length (m) 5188 5633 Viaduct Length (m) 4388 4833 Excluding Pearl river bridge Area (m2 55,260 60,870 and surface road Surface Road Length (m) 200 200 Area (mi) 2543 2543 Pearl river Length (m) 600 600 bridge Area (m2 9000 9000 Datansha Ramp (mi) 240 150 Interchange Area (mi) 1680 1050
Fangcun Ramp (m) _ 1581 Interchange Area in ) _ 14,727 Bus station No. 5 Culverts Area (m2 ) 517 Pedestrian Length (m) 5399 2 road Area (m ) 21,771 Resettlement No. (house) 452 (GZ) 20 (NHl)_ Area (ni) 34,427 1764
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The major design and engineering specifications are presented in Table 2-2.
Table 2-2 Major Guangfo Road Design and Engineering S ecifications Items Unit Quantity Main road (viaduct) design speed Km/hr. 50-60 Ramp design speed Km/hr. 30-40 Surface road design speed Km/hr. 40 Two-lane road width M 9.2 Three-lane road width M 12.6 Three-lane river crossing bridge width M 15 One-lane ramp width M 7 Two-lane ramp width M 8.5 Design load 20-120 Water aviation clearance height (east bridge)* M 8.2 Water aviation clearance height (west bridge)* M 5.7 Railway crossing clearance height M >7.55 Distance to railway central line M 6 Interchange clearance height M >5.0 Surface road clearance height M >5.1 Non-motor vehicle/pedestrian clearance height M >2.5 Slope % 0-3.83 Radius M 250-1000 Earthquake scale Intensity VIl * based on water elevation of 106.8 m above the sea level, which is the city elevation
The Zhongshan Balu interchange on the inner ring road and Huangqiao interchange on the outer ring road have mostly constructed except the connections with Guangfo road and are current in operation. The proposed World Bank loan will finance the Guangzhou part of the road, up to the Fangcun interchange while the financing and construction for the section in Nanhai/Foshan city section is to be determined later. However, this EA covers the entire Guangfo road with the same standards for assessment and mitigation design, despite the road may be financed differently and constructed in two stages.
2.3 Drainage Systems
According to "Guangzhou Urban Area Wastewater Management Master Plan", which indicates that the newly developed districts will adopt separate wastewater and storm water systems while the old urban area will gradually be converted to the separate system. Considering also the needs for flood control, the following principles and standards are applied in the design of drainage system in Guangfo road:
* New storm water sewers will be built and located as close to the evaluated viaduct as possible but not to affect the locations of the viaduct columns along the entire Guangfo road; and wastewater sewers will be located close to the pedestrian roads;
ESRI September, 2002 9 Guangfo Connecting Road Environmental Impact Assessment
* Catch basins will be installed evenly along the entire Guangfo road, including the ramps. On the ramps, the catch basins will be located at the bottoms; * Vertical PVC pipes with 150 mm diameter will be used to drain storm water on the elevated viaduct to the ground, connecting directly to the underground storm sewers; * Sewer systems in the demolition areas will be re-built, connecting to the trunk sewer systems in that area; and * The catchment area will be defined basically as 150 m from the central line on both sides of Guangfo road.
The Datansha area currently has two sewer lines, the Fangcun area has only one combined sewer line while the Huangqi interchange area on the outer ring road area has no sewer system as this is close to the rural area. The project will include construction of one storm sewer line in the Fangcun area (to create a separate sewer system) and one storm sewer line in the Huangqi area, both to be built simultaneously with the Guangfo road main structure itself. As described in the above bullets, the storm water will be first collected via the catch basins on the viaduct, and then drained via the vertical pipes mounted on the supporting columns to the underground storm sewer along the entire Guangfo road, either existing or newly built. Finally, all the storm sewer will be directly discharged to the closest surface water bodies in the area.
2.4 Landscaping
Guangfo project will contain a landscaping component. Basically, trees will be planted along the pedestrian lanes at the space of 8-10 meter. Bushes and lawns will be planted at the both ends of bridges. In the open space of interchanges, there will be low bushes, flowers and lawns.
2.5 Traffic Volume Forecast
Traffic on Guangfo road is forecasted for years 2005, 2010 and 2020 which will also be the key years for environmental impact assessment, based on the methodology from "Methods for Feasibility Study for Road and Water Aviation Projects" by the Ministry of Communications (MOC). Motor vehicle fleet composition and traffic volume on Guangfo road are forecasted based existing survey as well as the changes and growth with the regional economic development in the future. The forecast results are presented in Table 2-3 and Table 2-4.
Table 2-3 Vehicle Fle et Composition on Guangfo Road (%) Type of Vehicle 2005 2010 2015 2020 Small passenger vehicle 60 64 66 71 Taxi 12 10 8 5 Large passenger vehicle 5 7 8 10 Small freight vehicle 17 15 15 12 Large freight vehicle 6 4 3 2 Total 100 100 100 100
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Table 2-4 Peak Hour Traffic Volume Forecast (pcu/hr.) Road control section 2005 2010 2015 2020 _E->W W->E E->W W->E. E->W W->E E->W W->E Inner ring road interchange 3267 3052 3634 3365 3911 3772 4083 3832 Datansha Interchange 3061 2936 3514 3309 3869 3747 4058 3791 Fangcun Interchange 2770 2742 3315 3265 3674 3654 3861 3713 Outer Ring Road 1917 1636 2176 2391 2573 2573 2656 2646 Note: E->W: East to West; W->E: West to East
2.7 Major Pollutants
The Guangfo connecting road project construction and operation will generate pollutants to be discharged to the environment. Main such pollutants are:
Motor Vehicle Emission
The motor vehicle emission comes primarily from incomplete engine combustion (about 60% of the emission), crankcase leak gas (20%) and carburetor emission (20%). Typically, there are approximately 120-200 kinds of organic compounds in the motor vehicle emission, but the primary contaminants are CO, NO2 , HC and lead containing particulate. These contaminants emission changes with the distance driven, speed, type of vehicles, fuels, and vehicle maintenance conditions. For most of the vehicles in Guangzhou motor vehicle fleet, NO2 and CO emissions increase as the motor vehicle speed, but HC emission decreases with motor vehicle speed. For motor cycles, NO2 and HC emissions all increase with the driving speeds.
Motor vehicle emission coefficients for different types of motor vehicles under different conditions will be determined using MOBILE5, which is a motor vehicle emission coefficient model developed by the US Environmental Protection Administration (US EPA). MOBILES considers various factors related to motor vehicle emissions and have been widely and successfully applied in different countries under different conditions. This model was modified and applied in 1995 in the environmental impact assessment for the World Bank financed Guangzhou Inner Ring Road project by GESRI, and has been proven to be accurate and fit with the local conditions. MOBILE5 requires the following data in running the modeling:
* Guangzhou motor vehicle fleet size over the years; * Existing motor vehicle inspection standards and new vehicle emission standards in Guangzhou; * Motor vehicle emission control plan, inspection and maintenance programs in the future, and emission standards to be adopted for new motor vehicles in Guangzhou; * Import and domestic motor vehicle ratio and trend for changes and emissions from import motor vehicles; * Average speeds of motor vehicles using Guangfo road; and * Climate data for January and July in Guangzhou including maximum, minimum and average temperatures.
ESRI September, 2002 Guangfo Connecting Road Environmental Impact Assessment
For the above data, the motor vehicle fleet size uses the 1978-1998 data as the base data. The new vehicle emission standards are based on the "Light motor vehicle pollutant emission standards (GWPBI-1999)" and "Motor cycle pollutant emission standards (GB14621-93)". The average motor vehicle speeds are assumed to be 60 km/hr. on the project road and 40 km/hr. on the ramps. Using these data and assumptions, the model predicts the motor vehicle emission coefficient for different types of motor vehicles which will use the Guangfo road. The modeling results are presented in Table 2-5.
Table 2-5 Motor Vehicle Emission Coefficients for Guangfo Project (rn/km-vehicle) Vehicle Year Pollutant Type of Motor Vehicles Speed Small Medium Large Heavy 40 2005 HC 2.566 4.682 5.127 5.365 CO 16.486 19.425 25.784 40.426 NO2 1.445 2.220 2.737 5.099 2010 HC 2.150 3.456 4.288 3.190 CO 16.283 19.260 23.723 30.368 NO2 0.983 1.421 1.824 3.142 2020 HC 1.796 2.449 2.828 2.311 CO 10.634 14.040 16.818 28.544 NO2 0.631 0.912 1.175 2.758 60 2005 HC 1.812 3.189 3.916 3.030 CO 12.129 15.339 18.785 25.372 NO2 _ 1.496 2.240 2.763 5.308 2010 HC 1.510 2.530 3.132 1.991 CO 9.441 11.877 14.630 20.931 NO2 1.018 1.429 1.836 3.284 2020 HC 1.274 1.809 2.082 1.497 CO 6.165 8.658 10.373 19.674 NO2 0.654 0.920 1.183 2.882
The above table does not include motorcycles because motorcycles are banned on the inner ring and radial road network including Guangfo road. Furthermore, the government of Guangzhou has already stopped issuing new licenses to motorcycles and plans to gradually phase out motorcycles from urban/suburb Guangzhou within the next few years when existing motorcycles are retired. Therefore, this EA does not consider the impacts from motorcycles.
Based on the motor vehicle emission coefficients listed in the above table for various types of vehicles and traffic volume forecasted for this project, the peak hour motor vehicle emissions can be calculated using the following formula:
E,jk(y) = C,k (y) N, Lj
ESRI September, 2002 12 Guangfo Coniecting Road Environmental Impact Assessment
25 5 Ek(y) =ZEyk(Y) e j .'f 1=1 J=l
Where: i, j, k, are vehicle moving direction, vehicle types and contaminants types y: year E,ik (y), type k contaminant from vehicle type j at moving direction i in year y; Ek (y), discharge of contaminant type k in year y; Clk (y), emission coefficient for contaminant type k at year y; Nij vehicle type j at the moving direction i; L,, driving distance at moving direction i.
Noise
Noise during the construction phase will come primarily from construction machinery, with noise intensity ranged between 80-90 dB(A).
At the operational phase, the noise sources will be motor vehicles on the road, including engine noise, emission noise, vibration noise, transmission noise, brake noise, tire and road surface friction noise, etc. The engine noise is the dominant source of motor vehicle noise.
According to "Environmental Impact Assessment Guide for Road Construction Projects (JTJO05-96), the motor vehicle noise intensity is proportional to the motor vehicle speed, as defined in Table 2-5. Also presented in this table is the projected noise level at the designed speeds for Guangfo road.
Table 2-6 Motor Vehicle Noise Intensity dB(A) Type of Motor Vehicles Average Noise Noise level Intensity 40 km/hr. 60 km/hr. Small vehicle 59.3+0.23V 68.5 73.1 Medium vehicle 62.6+0.32V 75.4 82.0 Large vehicle 77.2+0.18V 84.4 88.0 Note: V is motor vehicle speed and the formula are applicable for 20-100 km/hr. speeds
Wastewater
During the construction phase, the wastewater will primarily be domestic wastewater from construction camps. For the Guangfo road project, it is estimated that there will be about 200 workers at the site during construction. At 315 L/person/day, the wastewater generation will be approximately 63 m3/day, with the characteristics shown in Table 2.6.
ESRI September, 2002 13 Guangfo Connectitig Road Environmental Impact Assessment
Table 2-6 Construction Camp Wastewater Characteristics Constituents Concentration (mg/L) Discharge load (kg/day) Ss 100 6.3 BOD5 110 6.93 COD 250 15.7 Plant and animal oil 20 1.26 Total phosphorus 4 0.25 Total nitrogen 30 1.89
In addition, there will also be small amount of machinery washing effluent during the- construction phase which contains primarily oil and grease and suspended solids.
During operation phase, the contaminated water will mainly be the first period of storm water as surface runoff from the road. According to the method recommended by a paper entitled "Environmental Impact Assessment of Road Surface Polluted Storm Water" published in Environmental Protection in Transportation Sector (2-3, 1994), the first two hours of storm water volume may be determined using the following formula:
Qm=CxlxA, I=Q/D
Where: Qm, first 2 hours of storm water volume from road surface; C: catchment area runoff coefficient; 1: average precipitation intensity within the collection period; A: road surface area; Q: project area average annual precipitation; and D: project area average number of days of precipitation per year.
According to the last 58 years of historical climate data in Guangzhou, the annual precipitation in the project area is estimated to be 1699.8 mm and the average total number of days of precipitation (defined as precipitation larger than 0.1 mm per day) per year is 151 days. The surface runoff coefficient is 0.9 for concrete, asphalt and other type of paved surface according Interior Design Codes of China. The total area of Guangfo road is approximately 150,000 mi2 . Thus, the first two hours of storm water is 759.8 m3/hr. or 0.21 m /s.
Because of the dripping oil, dust and other contaminants which may be present on the road surface, the "first flush" of the storm water will be contaminated. The contaminant concentrations of the surface runoff from the road are affected by many factors and are difficult to estimate. This EA will use data from another operation expressway in south China, which made measurements on the pollutant strength in the surface runoff from highways, which is generated within the first hour of precipitation. The data are presented in Table 2.7.
ESRI September, 2002 14 Guangfo Connecting Road Environmental Impact Assessment
Table 2-7 Contaminant Concentrations of Surface Runoff from Road Contaminant Time since Surface runoff startss Maximum Average 0-15 15-30 30-60 60-120 >120 COD 170 130 110 97 72 170 120 BOD5 28 26 23 20 12 28 20 Oil and Grease 3 2.5 2 1.5 1 3 2 SS 390 280 190 200 160 390 280 Total phosphorus 0.99 0.86 0.92 0.83 0.63 0.99 0.81 Tbtal nitrogen 3.6 3.4 3.1 2.7 2.3 3.6 3
ESRI September, 2002 15 Guangfo Connecting Road Environmental Impact Assessment
3.0 Environmental and Socio-Economic Baseline
3.1 Physical Setting
3.1.1 Land Form and Geology
The landform of the project area may, be divided into the five sections along the road alignment and each has distinct landform and soil.
Zhongshan Balu section has a Quaternary sediment layer of 19.8 - 52.5 m thick. The soil is mainly backfill (sand), silt, power sand, coarse sand and powdering clay. The bed rock is cretaceous sandy rock. The weathered rock surface is about 21.5-52.5 m, with substantial fluctuation.
Pearl River East Bridge has a Quaternary sediment layer of 3.7-44.8 m thick. The soil is mainly backfill, medium to coarse sand, silt, and powering clay. The bed rock is cretaceous sandy rock. Weathered rock surface is about 3.7-54.1 m with substantial fluctuation.
Datansha section has a Quaternary sediment layer of 20.0-44.0 m thick. The soil is mainly backfill, silt, fine sand, medium to coarse sand and sandy clay. The bed rock is cretaceous silty rock, sandy rock and limestone rock with complex natures. The weathered rock layer measured from the existing ground is 20.0-59.2 m.
Pearl River West Bridge has a Quaternary sediment layer of 6.5-9.4 m thick. The soil is mainly medium to coarse sand and powering clay and the bed rock is cretaceous sandy rock. The weathered rock layer is 9.8-23.7 m with some fluctuation.
Fangcun section has a Quaternary sediment layer of 3.7-44.8 m thick. The soil is mixed backfill silt, medium to coarse sand and silty clay. The bed rock is cretaceous sandy rock and weathered rock layer is about 17.5-29.4 m.
The alluvium layers on the site contains water. There are abundant groundwvater resources in the project area. The drilling investigation showvs that the groundwater table in this area is about 1.3-1.5 m on average.
3.1.2 Meteorology and Climate
Guangzhou is located in the sub-tropical monsoonl climate zone with abundant precipitation and moist air. Based on the long term climate records from meteorological stations near the project area, the yearly average temperature is 21.9 °C, with extreme high of 37.5 °C and extreme low of 0.4 'C. The average relative humidity is 81% and average yearly precipitation of 1700 mm. Tlic summer has the highest precipitation, about 44% of the yearly total while the wiinter, only 6%. The wind direction is
ESRI September, 2002 16 Guangfo Connecting Road Environmental Impact Assessment predominantly north while prevailing wind in the summer is froin southeast. The prevailing wind direction in a year is north, with an about 16% frequency. The yearly average wind speed is2.3 m/s and the frequency of calm is 29.3% in a year.
3.1.3 Hydrology
The project impacted area is located amongst a river network. Flows in the surface water bodies are mainly affected by surface runoff in the rain season and by tide in the dry season. The tides are irregular half day tides, namely, two high and two ebb tides per day. The average high tide elevation is 0.77 m while the ebb tide is -0.61 m. The river network hydrology is very-complex as the surface water system is affected by multiple sources of runoff and tides from multiple river mouths.
The project area is part of the Shangyuan river-Liuxi river basin at the Guangzhou section of Pearl river. The project site is within the sub protection area of the protective zones for water intake sources for Xicun, Shimen, Jiangcun water purification plants of Guangzhou. The locations of the rivers, and the surface water network are shown in Figure 2-1.
Liuxi river originates from Xifeng county and flows through Conghua city, Huadu city, Beiyun district and enters into Pearl river at Yangang of the Guangzhou section. The total length of the river is 171 km with a total catchment area of 2300 km2. There are nine dams along the main river, well controlled hydraulically. Following series of divisions, the flow at downstream section of Huadu and Beiyun sections has an average of 25.7 m3/s, with a high at the rain season of 51.64 m 3/s and low at the dry season of 13.29 m3/s.
Pearl river west section, defined as Yangang to Beiertan with a total length of 18 km, is upstream from Guangzhou. The river at this section has an average width of 368 m, depth 2 of 4.56 m and total catchment area of 390 km . Within this section, there are two water purification plants providing water supply to Guangzhou at Shimen and Xicun, both of which are over 10 km upstream (north) from the site. The river section and the surrounding areas are designated water sources protective zones. Together with Jiangcun water purification downstream from Liuxi river, the three plants provide 73% of water supply to Guangzhou city.
There are several other small creeks in the project area, which are not hydraulically connected with Liuxi or Pearl rivers.
3.1.4 Aquatic Life
Based on the site investigation of the project area water bodies, the aquatic life found can be divided into the following categories:
Algae. A total of 7 species and 83 genus of algae have been observed in the project area water bodies during a survey between June-December 2001. Of these algae, there are 46 genus of chlorophyta, 17 genus of bacillariophyta, 10 genus of cyanophyla, I genus of pyrophyta, 2 genus of ciyptophyta, 2 genus of chiysophyta and 5 genus of euglenophyta.
ESRI September, 2002 17 Guangfo Connecting Road Environmental Impact Assessment
The dominant species are Scenedesmus quadricanda, selenasfrum sp., cryptomonas ovata, chloamydonzonas sp. and euglena sp. Based on the year 2001 observation, the algae population was about 0.9 to 1.5 million per liter, between semi- to full eutraphication.
Plankton A total of 48 species and 66 genus of plankton observed in the project area during the 2001 survey, include shelled plankton (arcella and vorticella), rotifers (pompholyx and diurella), carragheen (ceriodaphnia and hosminopsii), and copepod (eucyclops and phyllodiaptomus)
Hvdrophyte. There are substantial floating lotus in the Pearl river section near the project area, primarily Eichhoruia orassipes. During the flood season, there are often large amounts of such lotus on the river surface, which are the main waste materials in the Pearl river Guangzhou section requiring clean. Similar aquatic plants include Pistia stratiotes, Azolla imbricata, Lemna minor, Alternatnthera philoxroides, Jussiaea linifolia, and polygonaceae hydropipers.
Benthos The June 2001 investigation showed there were 36 species of benthos in Pearl river west Guangzhou section. Main species observed in the project area include Nemalycasis aibima, limnodrilus, branchirurs, rhyacodrilus, mendipertinae, odonata, cipangopa sp. and anodenta sp. In Jiaobiao creek, there are large number of snail in the sediments. In the ditches within the Jiaobiao flower nursery, there is a large amount of the nails in the sediment.
Fish. Fish observed are mostly pollutant resistant species, including clarias bathrchus, gambubusia affinis, oryzias tatipe, ctenogobius duospilas, and monopterus albus. The June-December 2001 survey showed that Pearl river Guangzhou section has about 63 species of fish, including fresh water fish (Cyprims carpio, Carassius auratus, Culter pseudobreuicauda, Ctenoharygodon idellus, Hypophthalmichthy smolitrix, etc.) and semi fresh water fish (Clupanodon thrissa, Clupanodon punctatus, Trypauchen rubicundns, etc.). Relative large fish population was observed in the Pearl river near the project area (Beiertan near the White Swan hotel slightly upstream from the project area) in the summer of 201, indicating the improvement in Pearl river water quality and also relates to the fact that there was high precipitation in 2001.
The small creeks near the south side of Guangfo road, such as Jiaobiao creek and Shawbian ditch are so seriously polluted that the water is black in color with stink odors. No fish is found in these water bodies. The ditches within the Jiaobiao flower nursery is however, relatively clean with Gambusia affinis, Misgurnus anguillicaudatus, and other sallow water species.
There is no valuable aquatic life species or important habitats for such species in the project area. The aquatic life including the fish does not have significant fisheries or economic values in the immediate project area. There is no commercial fishing in any rivers in the project area.
3.1.5 Groundwater
ESRI September, 2002 18 Guangfo Connecting Road Environmental Impact Assessment
The project area's alluvial sand layer contain water, which is the main groundwater aquifer with abundant water supply. Site drilling showed that the average groundwater table is about 1.3-1.5 m below grade. The groundwater is not corrosive to concrete.
3.1.6 Vegetation
A site investigation was conducted to determine the vegetation baseline. The investigation covered area on both sides of the existing roads which are divided into four zones with similar characteristics in vegetation population:
* Pearl river bridge zone which starts from Pearl river east bridge to Fangeun interchange with a total length of 2.4 km; * Park zone, including the Liwanhu lake park southeast of Zhongshan Balu interchange, Qingnian (Youth) park northwest of Zhongshan Balu interchange and Shuangqiao park south side of the existing road on Datansha island (see Figure 2-1); * Guangsan railway base zone which is from Fangeun boulevard west (Fangcun Dadaoxi) to Jiaobaio village; and * Jiaobiao village zone which is from Jiaobiao village to the Huangqi interchange on the outer ring road.
The investigation team walked through the entire project alignment to identify vegetation species. In addition, a lOxlO m2 sampling spot in each zone was selected in the site investigation to estimate the vegetation biomass.
Within the Pearl river bridge zone, there are less trees on the road side as there road sides are mostly occupied by office and residential buildings. The plants found there have less diversity in species and grow poorly, including mainly Casuarina equisetifolia, Broussonelia papyrifera, and Mallotus apelea. The park zone is well landscaped. Except water surface and limited pavement for roads and parking, the entire park zone is covered with greens. The plants are diversified with many different species and parks have large areas of lawn, which provide mini urban ecological systems. The parks are well used by the local residents and visitors/tourists and major attractions in the area because of, among other features, their well designed and maintained landscape and vegetation. In the railway base zone, the vegetation is primary for the protection of railway base, which are less diversified. In the Jiaobiao village zone towards the outer ring road interchange, there are 600 m of agricultural land/a flower nursery on both sides of the proposed road alignment. The main plants at these farm lands are pot flowers with different species such as roses, lilies, and others depending on market demands. Like other agricultural land, the ,land in this zone is harvested periodically.
Table 3-1 summarizes the site survey which includes main plants counts along the project area Table 3-1 Plant along the Guangfo Road Alignment Name of Plants Features Number Pearl River Bridge Zone Casuarina equsetifolia 20-40 cm diameter and 25-40 m tall 893
ESRI September, 2002 19 Guangfo Connecting Road Environmental Impact Assessment
Broussonetia papyrifera 3-15 cm diameter and 5-10 m tall 1800 Mallotus apelta Bushes/shrubs Melia azedarach 60 Melaleuca leucadendra 30 Ficus hispida 20 Caryota ochlandra 200 Syzygium cumini 60 Eucalyptus calophylla 180 Lagerstroemia speciosa 8 Park Zone Archoneophoenix alexandrae 20 m tall 180 Erythrina variegata About 200 Gossampinus malabarica 30 Plumeria rubra Over 20 Casearia glomerata 20 Araucaria cunninghamii Over 20 Mangifera indica 20 Phoenix hanceana 20 Chrysalidocarpus lutescens 30 Grevillea robusta 10 Roystinea regia 30 Canna indica, Durata Kepons, Numerous Bougainrillea, Guangsan Railway Base Zone Melia azedarach 40 Bauhinia blakeana 50 Others 300 Jiaobiao Village Zone Mechelia alba Over 20 m tall 30 Salix babylonica 40 Cinnamomum camphora 20 m tall and 80 years old 6 Metasequaia blyptostroboides Over 30 m tall 130
Some of the trees and vegetation in the project area are shown in Figures 3-1 and 3-2.
3.1.7 Existing Roads
For the most part of the project alignment, there is an existing road which goes from Zhongshan Balu interchange through two Pearl river bridges and the Datansha area and then to Fangcun boulevard (Fangcun Dadaoxi). This road ends at Jiaobiao village of Nanhai city and slightly short of reaching the outer ring road. The existing road is divided into two carriage ways basically on the both sides of Guangsan railway line which goes beyond the outer ring road. The proposed Guangfo road is to a certain extent an expansion of the existing roads, through elevated viaduct to be basically built immediately adjacent to the existing ones. Most of the existing surface road will be operational following Guangfo road construction, providing additional transport capacity.
3.1.8 Natural Resources
ESRI September, 2002 20 I X O;alti ill t a; UiI t
(2) Communities of Archontophoenix alexandrae and Ficus benjamina growing at the road of from Fangcun j ~~~~~Crossroad to the south side of Wcsst
kw ,-4 i j >- - sX . - (3) Parterre nearby Fangcun - _ _ ~ ~ ~~ ~ ~ ~ ~ ~ ~Interhang
- ~^ (4)Flowers and Plants Garden
- _''of Hengjiao Village
Figure3- 1 Conditions of the road in Fangcun, Flowers and Plants Garden of Hengjiao Village
grOgwngat the | o ;__ sides of ala t !r.~~~~~(2B
1and a/ltu Fangcua
.(3) Casuanequ:set ifoli na (4) i ~~~~~~~~Broussonehia papyfie~ra ,.-..
. . w t ~~~~~and Mallotta apeleai;
!B-.31wt *i ~~~growing at the east side oit . [-~~~~~~~~h roainjDatinsha
M . M ~~~~~~~~~~~~~~~~~~(4) Casuarina equiisetifolia growing at the sides of the road in Datiansha
(5)u bloeanaEcosyswing at the roadbed of Railway in fangc
Figure3-2 Ecosystem of the sides and roadbed of Railway
Guangfo Connecting Road Environmental Impact Assessment
The project is mostly located in the Fangcun district which has very fertile lands and is well served with road and water transportation with over 30 wharves in the district. Fangcun is the most well-known homeland of flowers, with over 1000 species of flowers. It is also well known for its pleasure fish, miniscape, and pot flowers which exported to over 20 cities in China and 10 overseas such as Hong Kong, Macau, Europe and North America, approximately 80% of the total export from Guangzhou. There are 1400 harmladn in Fungcun and besides flowers, the farm land is also used for fish ponds, vegetables, fruits, including peach, orange, grape, olive fruits, etc. Fangcun is one of the most important vegetable, fruits and farming fish bases for Guangzhou.
3.1.9 Visual Aesthetics
The project is located in busy urban built up area in its north part and suburb in the southwest part. The main aesthetic views along the alignment may be divided into three distinct areas: the Pearl river area, the railway line corridor, and the countryside in the Jiaobiao area. The Pearl river is located in the urban area with landscape along the existing road and near the Pearl river bridges, including many manual trees up to 30-40 m tall. There are two community parks, Qingnian park and Shuangqiao park, and one city park the Liwanhu lake park. All are well landscaped, providing beautiful views as well as space for leisure and relaxation for residents in the neighborhood and visitors from elsewhere. These parks consist of the most important and valuable visual aesthetics resources in the project area.
Within the railway corridor, the slope of railway base is covered lawn and off the base there are trees. On the both sides, there are some residential developments, and commercial operations including a flower market.
The southwest part of the project is typical south China countryside, with rural housing, agricultural land mostly for flowers and some vegetables. There is also a nursery with hundreds of thousands of saplings. The Li's Family Shrine is a traditional Chinese architect, providing a unique view in the area. Together, with an octagonal pavilion and Jiaobiao creek, as well as abundant southem area vegetation, the area forms a beautiful mini country scenery full of tradition and culture.
3.2 Social and Economic Baseline
3.2.1 District Population and Economy
The city of Guangzhou has a population of 7.126 million (2001) with a total GDP of RMB268.48 billion and average per capita GDP of RMB38,000 which is among the highest in China. The urban transportation in Guangzhou is well developed with a total freight valued at RMB249 million and passenger of 2.1 billion person-times (2001). The infrastructure investment last year was RMB 14.27 billion focusing mostly on urban roads and other transportation infrastructure. The urban road network has been rapidly developing with a total road area of 42.7 million m2 by year 2001.
ESRI September, 2002 21 Guangfo Connecting Road Environmental Impact Assessment
Fangcun district is a suburb district in southwest part of Guangzhou, with a total area of 42.6 km2 . The permanent residents in the district was 171,900 in 1998 including 36,000 rural residents. The district has five townships and urban neighborhood zones, 17 villages and 75 urban resident committees. The 1998's GDP in the Fangcun was RMB1.74 billion, average of RMB17,179 per captia, of which RMB612 million were from industry and RMB 152 million from agriculture. The total export from the district in 1998 was US$114 million. Flowers, miniscape and pleasure fish are major export commodities, about 80% of total export of these commodities for Guangzhou. The district has always been the major supply base for flowers, vegetable and fish for Guangzhou.
3.3.2 Cultural Property
During the construction of Guangsan railway and the existing along the project alignment, there was no report of any findings of cultural or archaeological properties. The site survey by the EA team during the project EA also shows no known cultural properties in the project area except the Li's Family Shrine (description below). Consultation with local cultural authority indicates no other particular concerns for cultural property protection for the area, including no known archaeological concern in the project area. The site investigation during the environmental baseline study also showed that the groundwater level at the areas is about 1-1.5 m below grade. It is unlikely to have archaeological sites in the area.
The Li's Family Shrine is located at entrance area of the Jiaobiao village, very close to the proposed Guangfo road alignment. In the nearby area within the Jiaobiao primary school campus, there are an octagonal pavilion, and bronze stature and monument of Mr. Li. The Shrine was built in 1921 with unique architectural features and has been listed as a cultural property protection structure by the Nanhai city Cultural Bureau. The stature, monument and pavilion were built in 1924, in memorial of Mr. Li Yong Shu, an oversea Chinese who had invested heavily in education and public utilities, infrastructure and services in the village and the nearby region. Mr. Li's generosity and almsdeed to the public have been well respected by the local people and their descendants. The stature, monument and pavilion, which together with the Li's Family Shrine form a well harmonized group of traditional Chinese architects, have been well protected and highly valued by the residents as part of the history. During the public consultation (Chapter 7 for more details), residents are highly concerned of the impacts of Guangfo road which will be directly above the monument and stature and have demanded relocation.
3.2.3 Sensitive Receptors
The primary protection targets in the project area are environmentally sensitive receptors, which in this projects include schools, institution, water bodies and residential areas. The preliminary site investigation showed the following major sensitive receptors within the project impacted area. The sensitive receptors are summarized in Table 3-2.
ESRI September, 2002 22 Guangfo Connecting Road Environmental Impact Assessment
Table 3-2 Sensitive Receptors Along the Project Area No. Sensitive receptors District Scale Distance to ,. < . .Guangfo Road I Shuangqiao Middle School Datansha 300 students 85 m northwest 2 Jiangzhou primary school District, 600 students 65 m northwest Guangzhou 3 Guangdong Commerce School Fangcun 2000 students 85 m northwest 4 New World Residential District, 2800 household 120 m northwest 5 Guocun residential Guangzhou 12 household 160 m southeast 6 Jiaopiao Primary School Huangqi 500 students 10 m northwest 7 Jiaopiao village town, 6000 villagers 10 m northwest 8 Li's family shrine Nanhai No windows 10 m northwest 9 Hengjiao village Yanpu 2000 villagers 40 m southeast town Nanhai
The locations of these sensitive receptors and their relations to proposed Guangfo road are shown in Figure 3-3. In addition, there are two community parks, one city park, tree nursery, and commercial outlets which may not be as sensitive as those in the above table but nevertheless covered by the EA as appropriate.
Figures 3-4 and 3-5 are pictures of some of the sensitive receptors.
3.3 Existing Ambient Air Quality
To determine the existing air quality baseline, air quality monitoring was conducted in three locations during this EA: Al at Zhangshan Balu Interchange (Guangfo road starting point), A2 at Dantansha, and A3 at Jiaobiao Primary School. The monitoring locations are shown as A1-A3 in Figure 3-6 which also shows the water quality monitoring sites WI- W4. The monitored parameters include NO2, CO, TSP and PM1o and monitoring period was August 2-7, 2001 for five consecutive days. For NO2 and CO, samples were collected four times a day at 07:00, 10:00, 14:00 and 18:00 and one hour each time. For the other two parameters, one sample was collected per day for 24 hours continuously. The monitoring results are shown in Table 3-3.
ESRI September, 2002 23 Guangfo Connecting Road Environmental Impact Assessment
Table 3-3 Ambient Air Quality Monitoring Results unit: mg/mr3 Parameter Items Standard Monitoring Loca ions
______~~~~~~~~~~AlA 2 A3 NO2 Average hourly 0.24 0.037-0.342 0.020-0.168 0.038-0.126 Average daily 0.12 0.072-0.170 0.023-0.094 0.011-0.068 Five day average 0.105 0.069 0.041 CO Average hourly 10.0 0.34-8.69 0.43-8.19 0.43-5.97 Average daily 4.0 0.57-7.05 2.15-3.73 1.60-3.30 Five day average 3.59 3.02 2.19 PM,O Daily average 0.15 0.438 0.225 0.191 TSP Daily average 0.30 0.326 0.174 0.151
The monitoring results show that the ambient air quality is generally good as most of the monitored parameters comply with the applicable ambient air quality standards for the project area. Only NO2 partially exceeded the standard and PM,o exceeded standards in all monitoring locations. It is also noted that for almost all parameters monitored along the Guangfo road during the this EA, concentrations at Zhangshan Balu interchange were 3 the highest (e.g., 0.037-0.342 mg/mi for NO2 ), decreased at Datansha (0.020-0.168 3 3 mg/m for NO2) and the lowest at Jiaobiao Primary School (0.038-0.126 mg/m for NO2). This indicates that air quality was poorest in the urban area and gradually improved towards the outside of the city for the Guangfo road project area. This corresponds to the fact that there are more activities with air emissions in urban areas than suburb area.
In Guangzhou, motor vehicle emissions have become a primary source of air pollution particularly for NO2 and CO. The city has limited stationary sources of air emissions as it basically has no coal fired boilers and most cooking, hot water, etc. are fueled mostly by natural gas and electricity. Over the last few years, most industrial operations have moved out of the urban area and to areas substantially farther outside the outer ring road, except one power station, one steel mill and a cement kiln which are to be moved soon. These industrial operations are not located in the Guangfo road project area and as a result, the project area air quality is primary affected by motor vehicle emissions. The EA team did not obtain SO2 for the Guangfo road area.
3.4 Noise Baseline
The noise baseline at the project area was established through a monitoring program conducted between June 15-16, 2001 as par of this EA. Nine monitoring locations were selected, at sensitive receptors identified. At each monitoring locations, noise was recorded for two consecutive days and recording time each day was 14:00 (representing normal day time noise), 17:00 (representing rush or peak traffic hour noise) and 22:30 (representing night time noise), respectively. The noise monitoring results are presented in Table 3-4.
ESRI September, 2002 24
(I )Jiangzhou Primary School
1.. School f;;t ' . (2)Guangdong-^;* - | r Commerce
_~c-, ** ~'C '
4 (3)Commercial Residential Buildings built by New World Land Agent
Figure3-4 Sensitive Receptors along the road from Datiansha to Fangcun
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Figure3-5 Sensitive Receptors and cultural relics and historic sites along Guangfo Road in Jiaobiao Village
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t . X >% ~~~~~~~~~~~~~Sensiti\ereceptors 40
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Guangfo Connecting Road Environmental Impact Assessment
Table 3-4 Baseline Noise Monitoring Results unit: dB(A) No. Monitoring Location Monitored noise Standard Day Night With train Day Night I Shuangqiao Middle School 60.3 47.6 60 50 2 Jiangzhou Primary School 62.3 49.7 74.4 60 50 3 Guangdong Commerce School 60.1 48.3 60 50 4 New World Residences 55.0 43.5 71.6 60 50 5 Guocun residence (North) 57.6 43.1 60 50 5 Guocun residence (South) 54.1 42.7 60 50 6 Jiaobiao primary school 50.6 40.1 87.4 70 50 9 Hengjiao village (West) 47.1 41.2 60 50 9 Hengjiao village (East) 47.4 40.2 60 50
According to "Guangzhou Applicable Noise Zoning for Urban Area Environmental Noise Standards", the monitoring locations are all belong to Class II Noise Zone, except Jiaobiao Primary School which is located in a Class IV zone. The monitoring results show that except monitoring results at Shuangqiao Middle School, Jiangzhou Primary School and Guangdong Commerce School, which slightly exceeded the day time noise standard, in all other locations the noise was within the standard. This indicates that the project area has in general a good acoustic environment. However, the train within the project area has significant noise impacts to the surrounding environment. For example, the noise level at Jiaobiao primary school reached 87.4 dB(A) when a train is passing and even to 91.4 dB(A) if the train whistles.
The noise monitoring locations are shown in Figure 3-3.
3.5 Water Quality Monitoring
Based on the relevant requirements and principles of "Technical Guidelines for Environmental Impact Assessment (HJ/T2.3-93)", four locations along the Pearl River were selected for water monitoring cross section during project EA. The four cross sections, at Huaqiao Sugar Plant (WI), Pearl River East Bridge (W2), Pearl River West Bridge (W 3) and Huangsha (W4 ) are shown in Figure 3-6. At each cross section, three sampling points were selected from left, middle and right for collecting the surface water samples. Water quality parameters monitored include SS, COD, oil & grease, lead, zinc, and chromium. The water monitoring results are shown in Table 3-5.
ESRI September, 2002 25 Guangfo Connecting Road Environmental Impact Assessment
Tablc 3-5 Surface Water Quality Monitoring Results unit: mg/b Cross Section Tide SS COD Oil Pb Zn Cr t WI High 14.9 23.0 0.46 0.020 0.06 0.004 Huaqiao Sugar Plant Ebb 22.1 11.0 0.42 0.025 0.03 0.004 Ave. 18.5 17.0 0.44 0.023 0.05 0.004 W2 High 37.3 30.0 0.97 0.024 0.08 0.005 Pearl River Bridge Ebb 26.7 21.8 0.64 0.035 0.05 0.004 (E) Ave. 32.0 25.9 0.81 0.030 0.07 0.005 W3 High 35.4 25.1 0.61 0.035 0.07 0.006 Pearl River Bridge Ebb 34.9 17.0 1.06 0.021 0.09 0.004 (W) Ave. 35.1 21.1 0.84 0.028 0.08 0.005 W4 High 18.2 30.2 1.05 0.036 0.10 0.007 Huangsha Ebb 23.6 19.6 0.99 0.024 0.08 0.004 Ave. 20.9 24.9 1.03 0.030 0.09 0.005 Applicable Standards 100 20 0.05 0.05 1.0 0.05
The monitoring results show that within the monitoring period, several parameters exceeded the applicable standards (Class III) for the monitored area, such as oil and COD, indicating that the existing surface water quality cannot meet the functional requirements designated for this area. The monitoring results also indicate that water quality upstream is apparently better than that downstream, implying pollution sources from the network of rivers discharging into the Pearl river in downstream area. Surface water quality did not change significantly with the tidal influence.
3.6 Impacts of Other Major Urban Road Projects
Within the urban Guangzhou area, there have been three major road development projects: outer ring road, inner ring road, and seven radial roads (of which the Guangfo road is a part). The ELAs for the three major urban roads, completed in 1992, 1997 and 1998, respectively, have reached similar conclusions, as summarized below:
* The developments will result in degradation of air quality, particularly NOx within the immediately vicinity of the alignment (about 200 m and in some cases 300 m); * Noise levels in the project road corridors will increase significantly, particularly the outer ring road and part of the radial roads which are located in the suburb areas with low background noise; * Impacts to surface water quality will be primarily from the first flush of storm water collected and drained from the road surface and generally modest as the receiving water bodies in the area have generally high assimilative and dilution capacities; * All three projects will involve significant land acquisition and resettlement and relocation; * The road development will also make positive impacts to the natural and socio- economic environment Besides the greatly improvement urban transportation infrastructure and thus quality of life, the most significant positive impacts is the air quality improvement in the overall urban area especially in the city center.
ESRI September, 2002 26 Guangfo Connecting Road Environmental Impact Assessment r '
* All three ElAs found their respective urban road developments feasible environmentally if the proposed mitigation measures are implemented effectively. These projects will also allow for the opportunity to enhance the environment in the city center through longer term solutions such as traffic management, urban planning and zoning, and development and implementation of motor vehicle emission control strategies.
Implemented mitigation measures
Clearly, air quality degradation and noise are the most significant impacts by the road development projects. In the previous ElAs and EMPs, various mitigation measures have been designed to minimize potential adverse impacts and these mitigation measures have been implemented over the last few years. More specifically, the following measures, some of which are partially financed by the World Bank through the inner ring road project, have been taken:
* An I/M program has been created. By 2001, 44 motor vehicle emission inspection check points had been in operation. These check points are located in the motor vehicle safety inspection stations run by Guangzhou Public Security Bureau (traffic police) and are currently adopting the idle test. In 2001, approximately 88% (about 800,000 units) of the registered motor vehicles had been inspected. The test is mandatory and run annually at the time when the license is up for renewal. According to the observation by Guangzhou Environmental Monitoring Station which run the motor vehicle emission test program, most of the un-inspected motor vehicles are motor cycles and those which may not be in use or may be operating in another city. * A more elaborated inspection program adopting the loaded transient driving cycle test is under preparation. At the time this EA was prepared, a test building is under design and testing equipment is under bid. Guangzhou is soon to adopt the more sophisticated l/M program. At the same time, a study is underway to determine how many testing lines/stations are required for the city, testing fees, and other operating details for establishing and operating the I/M program. * On the maintenance component in the l/M program, Class II maintenance is required annually prior to the emission testing. This maintenance work is carried by the regular motor vehicle maintenance garages. * The I/M program also includes a road side random inspection program in which 16 stations were in operation in 2001. Unlike the annual testing where most vehicles tested meet the national standards, the road side random test shows that only 80% of the gasoline and 60% of diesel vehicles pass the applicable national standards. * Mandatory vehicle requirement program in which motor vehicles of 20 years old and motor cycles of 10 years old will be forced to retire. In addition, Guangzhou has suspended issuing of any new license to motor cycles in 1997; so by 2007 motor cycles are expected to phased out from urban Guangzhou. * As part of a national program, leaded gasoline has been banned since 1999. In another clean fuel program in the city, 500 ppm sulfur diesel will soon replace 2000 ppm sulfur diesel.
ESRI September, 2002 27 Guangfo Connecting Road Environmental Impact Assessment
* Fuel conversion program is partially implemented in which city buses and taxi are converted to LPG or the dual fuel system. According to Guangzhou's experience, conversion on the old buses sometime create vehicle operating program. The city now requires all new buses and taxis on LPG and is still evaluating and piloting old vehicle fuel system conversion. * For noise mitigation, about 11.7 km of noise barriers on both sides of the roads have been erected along the ring road, much more than the 3.66 km planned from the original EIA and EMP. However, some of the noise barriers are not installed as originally designed and in some location there is no apparent sensitive receptor to protect. * As another noise mitigation, double glazed windows are about to be installed in key sensitive receptors. Currently, as a pilot double glazed windows have been installed Municipal Vocational School and the effectiveness of the double glazed windows for noise attenuation is under evaluation.
Monitored air quality
The actual impacts, as well as the result of the mitigation measures, may be evaluated through monitoring of ambient air quality and noise levels along the project area. GESRI has conducted a specific monitoring program for air quality and noise on the 10 sensitive receptors (four schools, three hospitals, an office, a hotel, and a zoo) along the inner ring road from 1999 to 2002, which is also part of the project EMP. During the this period, motor vehicle traffic near these sensitive receptors have increased significantly, by as much as five times in 2002 (Guangzhou Normal College Primary School section) from early 1999 prior to the construction of the ring road. The monitoring results are presented in Tables 3-6 through 3-8. Also presented in these tables are 1999 data which represents the baseline and predicted data by models during the project EA for year 2000 which is the first year when the inner ring road open for traffic (officially opened on January 28, 2000).
Table 3-6 Monitored Annual Average N02 Concentrations Monitoring location 1999 2000 2001 Model forecast* Shamian Shengli hotel 0.065 0.072 0.072 0.30 Primary School to Normal Collage 0.100 0.086 0.104 0.38 Hengfu Middle School 0.068 0.189 0.094 0.32 Zoo 0.054 0.164 0.079 0.38 Dongshan People's hospital 0.080 0.117 0.108 0.38 No. 42 Middle School 0.063 0.102 0.083 0.32 Guangdong Pharmaceutical College 0.056 0.106 0.089 0.30 *Forecasted for year 2000 by CALINE4 for NOx
ESR! September, 2002 28 Guangfo Connecting Road Environmental Impact.Assessment
Table 3-7 Monitored Annual Average CO oncentrations Monitoring location 1999 2000 2001 Model forecast* Shamian Shengli hotel 3.58 2.63 2.84 2.58 Primary School to Normal Collage 3.92 3.34 4.01 3.37 Hengfu Middle School 2.41 2.64 3.17. 2.72 Zoo 2.45 1.86 3.05 3.37 Dongshan People's hospital 2.80 3.09 3.17 3.37 No. 42 Middle School 2.44 2.44 2.98, 2.72 Guangdong Pharmaceutical College 2.23 2.38 2.97' 2.58 *Forecasted for year 2000 by CALINE4 for CO
Table 3-8 Monitored Annual Average TSP Concentrations Monitoring location 1999 2000 2001 Model forecast* Shamian Shengli hotel 0.193 0.204 0.207 Primary School to Normal Collage 0.276 0.420 0.231 Hengfu Middle School 0.215 0.177 0.184 Zoo 0.231 0.191 0.135 Dongshan People's hospital 0.183 0.173 0.196 _ _ _ No. 42 Middle School 0.327 0.340 0.220 __ Guangdong Pharmaceutical College 0.173 0.180 0.199 *No forecast values
The above data show that except one location, NO2 increased significantly following the opening of inner ring road. For CO, there were both increases and decreases, whereas TSP was mostly decreased in 2000 compared with 1999. The improvement of TSP may be partially attributed to the fact 1999 was the busy construction year for the inner ring road and heavy construction activities resulted in the high TSP levels in the air.
The modeled results for 2000 for NOx and CO are also presented in the above tables for reference. Any direct comparison between modeling results and actually measured can be a complex matter as there are many factors affecting the actually monitored concentrations, which may be or could be included in the 1997 model such as traffic volume difference, various air pollution control programs, climate conditions at the time of the measurement, etc. This comparison can only serve as a reference.
Table 3-6 shows that if a factor of 0.6 is used for NO2/NOx ratio, modeled NOx values are significantly and consistently higher than the actually measured NO2 data. The predicted CO values on the other hand are generally very close to the actually measured. This indicates the model used (CALINE4) appears in general to be good for CO prediction and tends to over estimate NO2.
In addition to the GESRI monitoring program which focused on the ring road area, Guangzhou Environmental Monitoring Station (GEMS) conducted its routine air quality monitoring in the city which shows the improvement of air quality on a city wide basis.
ESRI September, 2002 29 Guangfo Connecting Road Environmental Impact Asscssment
Table 3-9 is the average concentrations of air pollutants based on monitoring data from six monitoring stations across the city, which represent the city wide ambient air quality.
Table 3-9 City Wide Ambient Air Quali (mg/m3 ) Pollutant 1996 2000 CO 2.89 2.20 NOx 0.151 0.118 Lead 0.50 0.28
The above average concentrations of key air pollutants show that ambient air quality has been improved in Guangzhou, from 1996 which was a year the ring roads and radial roads had not been constructed to 2000 which was a year two ring roads and five out of seven radial roads were in operation. Despite the fact that the motor vehicle fleet has increased significantly, city wide air quality still improves at least partially because benefits and positive impacts from the urban road developments which improve the motor vehicle speeds. The improvement in air quality has been correctly forecasted by the project EIA.
Monitored Noise
Noise levels at the selected sensitive receptors were also monitored following the opening of the inner ring road. These are the same sensitive receptors monitored and modeled during the project EA in 1996, although the actually monitoring sites may slightly different in some of the locations.
Table 3-10 presents these prior inner ring road noise (1996), after inner ring road noise (2000) and modeled noise. The second quarter noise monitoring data for 2000 are used as the 1996 data were also obtained in the second quarter.
Table 3-10 Monitored and Modeled Noise in Selected Sensitive Receptors Locations 1996 2000 2001 2002 Modeled Day night day night day Nigh Day night day night t Zoo 54.0 42.0 58.0 52.0 61.0 60.0 63.0 62.0 68.4 59.7 Hengfu middle school 65.0 61.0 68.0 65.0 71.0 70.0 71.0 70.0 69.0 67.2 College priniary school 71.0 64.5 72.0 69.0 75.0 73.5 72.0 70.0 74.9 72.2 Railway hospital 72.5 71.5 74.0 73.0 78.0 77.0 76.0 73.0 76.0 73.3 Sheli hotel 55.0 49.0 67.0 65.0 67.0 69.0 68.0 68.0 69.8 67.1 IPharmaccutical college 68.0 65.0 70.0 70.0 71.0 70.0 72.0 68.0 77.8 75.1 No 42 middle school 68.0 65.0 71.8 70.5 73.0 72.0 72.0 70.0 73.9 71.2 IPeople's hospital 65.4 63.4 68.0 67.0 72.0 72.0 73.0 68.0 75.4 72.7 Railway kindergarten 63.0 61.0 68.0 63.5 70.0 68.0 71.0 79.0 71.7 69.0 Family Plan Institute 62.0 52.0 71.0 68.0 72.0 71.0 70.0 69.0 73.8 70.6
The modeled data (modeling year: 2000) are higher than the actually measured noise. This is because the modeled noise did not consider the effect of noise barriers whereas in
ESRI September, 2002 30 Guangfo Connecting Road Environmental Impact Assessment some of the sensitive receptors monitored, noise barriers are installed. In the above sensitive receptors, Sheli hotel section of the inner ring road has no noise barrier, Hengfu middle school, Normal College primary school, and No. 42 middle school sections have noise barriers only on the upper deck but not on the lower deck. The remaining sections have full noise barriers. The above table shows that the predicted noise levels are higher than the actually measured for the same modeling/monitoring year, indicating at least partially the effect of the noise barrier in noise attenuation and protection of the sensitive receptors. Even for 2001 and 2002 when noise levels increased significantly due to the substantial increase in traffic volumes in those sections, model predicted values are still mostly higher than the actual monitored.
ESRI September, 2002 31 Guangfo Connecting Road Environmental Impact Assessment
Chapter 4 Construction Impact Assessment and Mitigation
4.1 Soil Erosion
The main cause for soil erosion during the construction phase is road base leveling (excavation or backfill), which will damage the soil structure and surface vegetation. The Guangfo road area is Pearl river plain criss-crossed by a network of waterways. It is b'asically in urban area and except the Pearl river bank areas, the project area is virtually all paved with asphalt or concrete. Therefore, the most likely area for soil erosion will be foundation for elevated viaduct and interchanges. However excavation for foundations of interchange and elevated viaduct columns will be limited to the columns area only. Large area excavation will be avoided in this project. Therefore, soil erosion during construction will be very limited.
However, there will be soil and vegetation disturbance, demolition, and limited excavation which will result in slurry and surface runoff during rains. In particular, the project area is intersected by several large and small waterways and surface runoff, once formed, could be discharged into waterbodies very quickly, especially during the raining season, especially heavy storms. To minimize the soil erosion, certain construction activities such as excavation, leveling, etc. will be scheduled to avoid heavy raining season as much as possible.
4.2 Community Impacts
During construction, a large amount of houses, offices and small workshops will be demolished and land occupied. Together with the demolition, road side vegetation including lawns and trees will be damaged or removed. This will affect the community appearance and causing adverse visual impacts. In addition, construction machines, materials storage, and construction waste will also have a negative visual impacts to the communities in the project area.
Guangfo road will basically be built on elevated viaducts. For most part of Guangfo road, the structural columns for elevated viaducts will be not be on the existing roads. However, construction activities particularly increased traffic of from construction vehicles, storage of construction materials and debris, loading/unloading, and structural beams lifting and installation requiring truck-mounted cranes could occupy the existing road spaces and worsening the already congested traffic on the roads. The most impacted roads will be those on Datansha and near the Fangcun boulevard (Fangcun Dadaoxi).
To mitigate such impacts, construction activities will be well planned in consultation with the local traffic police. The specific measures to be taken include the following:
* The most traffic affecting activities such as loading/unloading, beam lifting, and bulk materials transportation will be scheduled for the time when the traffic on the roads
ESRI September, 2002 32 Guangfo Connecting Road Environmental Impact Assessment
will be the lightest such as weekends, holidays mid-day around the noon time or evenings. * No traffic affecting construction activities will be allowed during the rush hours in the morning and early evening; * Public notices in the form of public boards at the construction sties will be provided to inform the road users of the time, length and type of traffic affecting construction activities and possible congestion. * The public notice will also advise the road users of possible detoured roads identified by the traffic police as alternative routes to avoid the congestion on the roads affected by the project; - * No construction materials and debris will be allowed to store and pile on the roads or the pedestrian areas; * Construction vehicles parking on the roahds will not be allowed unless it is absolutely necessary. Such parking will be kept to the minimum and be removed as soon as it is possible; and * During the loading/unloading, viaduct structural lifting and installation, the contractors will be requested to contact the traffic police to either have the police on site or have their own staff on-site to help direct the traffic, to minimize the traffic congestion and to ensure the safety.
4.3 Construction Noise Impact and Mitigation
4.3.1 Scope and standards of assessment
According to requirements of environmental impact assessment guidelines of construction projects, the scope of noise impact assessment during construction is 50 m from the construction site. Guangfo road is in the urban built-up area and many sensitive receptors are located within this scope of assessment. The standards applied in the assessment is "Construction Site Boundary Noise Standards" (GB12523-90) which are presented in Table 4-1.
Table 4-1 Construction Site Boundary Noise Standards unit dB(A) Construction activity Main noise source Noise limits Day Night Earth work Bulldozer, excavator, loader 75 55 Piling Pile driver 85 Not allowed Structure Concrete mixer, compactor 70 55 Finishing Crane, lifts 65 55
4.3.2 Construction Machinery Noise Intensity
Road construction will employ many different kinds of machinery. According to the provisions of "Guangzhou Environment Noise Prevention" and "Notice on the Use of Concrete Mixer along Urban Road Side and Designated Areas" of 1995, Guangfo road construction site, except west navigation channel, will be not allowed to use piling machines and concrete mixer, which will be located off site in a centralized location
ESRI September, 2002 33 Guangfo Connecting Road Environmental fmpact Assessment away from noise sensitive areas. Based on the understanding of construction activities, the main machinery to be used for Guangfo road construction will include excavator, bulldozer, land leveler, pavement roller, dredger, pile drivers, power generator, concrete mixing/transportation trucks, compactor, loader, and asphalt spreader. Table 4-2 lists the noise levels from commonly used road construction machinery, as measured 5 m from these sources.
Table 4-2 Noise of different construction machinery | Equipment Lmax dB(A) I1 Wheeled loading 90 2 Grader 90 3 Vibration pavement roller 86 4 2-wheel vibration pavement roller 81 5 3-wheel pavement roller 81 6 Tire pavement roller 76 7 Bulldozer 86 8 Wheeled pneumatic dredger 84 9 Sprayer 87 10 Power generator 98 11 Impact drill 87 12 Impact pile driver 112 13 Truck 92 14 Concrete mixer 91 15 Concrete pump 85 16 Mobile lift 96 17 Pneumatic hammer & rock crusher 98 18 Breaker 84 19 Pneumatic spanner 95
4.3.3 Predicted Noise Levels and Impact
The noise of the project site can be represented by a point source and the noise as a function of distance from the site is calculated by the following formula:
Lp = Lpo - 20 log r rO where Lp--the prediction noise r meters from the source dB(A) LpO--the reference noise ro meter from the source dB(A)
The prediction result is as following:
ESRI September, 2002 34 Guangfo Connecting Road Environmental Impact Assessment
Table 4-3 Noise levels of construction machiney unit: dB(A) Distance (m) 5 10 20 40 50 At 50 m from, exceed standards by
day night Wheel loader 90 84 78 72 70 0 1I Grader 90 84 78 72 70 0 15 Vibration roller 86 80 74 68 66 0 11 2-wheel vibration roller 81 75 69 63 61 0 6 3-wheel roller 81 75 69 63 61 0 6 Tire roller 76 70 64 58 56 0 1 Bulldozer 86 80 74 68 66 0 11 Tire pen. Dredger 84 78 72 66 64 0 9 Sprayer 87 81 75 69 67 0 12 Power generator 98 92 86 80 78 8 23 Impact Drill 87 81 75 69 67 0 12 Impact Piling 112 106 100 94 92 22 37 Truck 92 86 80 74 72 2 17 Concrete Mixer 91 85 79 73 71 1 16 Concrete Pump 85 76 70 64 62 0 7 Mobile Lift - 96 90 84 76 74 4 19 Pneumatic hammer & 98 92 86 80 78 8 23 rock crusher I_I Breaker 84 78 72 66 64 0 9 [Pneumatic spanner 95 83 83 77 75 5 20
From Table 4-3, the daytime noise contribution of most individual pieces of equipment will meet the day time construction site perimeter standards (70 dB(A) for day time and 55 dB(A) for night) if they are located at least 50 m from the construction site. But power generator, crane and hammer would exceed the standards by 3-9 dB(A) at the 50 m from the sources. If construction proceeds at night, the noise will exceed the limits significantly, by 5 - 37 dB(A).
Within the 50 m of the noise sources which the road area in most of the cases, except power generator and trucks which could be outside the road area, there are some sensitive receptors including Jiaobiao and Hengjiao villages (about 50 households) and Jiaobiao primary school. The first row of the houses from these sensitive receptors will be as close as 10 m, where noise from all equipment will exceed the applicable standards, which are 55 to 60 dB(A) for day time and 50 to 55 dB(A) for the night. The impacts will be serious as the predicted noise levels will significantly exceed the standards in these areas. At the primary school, the construction noise will disrupt class activities and students particularly those in the back of the classrooms will not be able to listen the class.
The construction period is one year so the impact period is also one year.
ESRJ September, 2002 35 Guangfo Connecting Road Environmental Impact Assessment
4.3.3 Construction Noise Impact Mitigation
Construction noise cannot be avoided and will be generated whenever there are construction activities. However, it should be mitigated according to relevant regulations and requirements.
The construction boundary noise levels, as stipulated in the "Noise Limits at Construction Site Boundary" GB 12523-90, will be enforced to minimize the impacts to the surrounding area. According to Article 23 of "Gaungzhou Environment Noise Pollution Prevention" of 1994, the operations of construction machinery used in the urban area which cause noise pollution to the surrounding environment will be limited to 7:00-12:00 and 14:00-22:00, which is the period for a after lunch nap for most residents in Guangzhou. Any operations extended beyond these timeframe as may be required by the construction needs must apply and receive approval from relevant authority. This requirement will be strictly enforced in the Guangfo road construction which will basically eliminate the noise impacts at night, as well as the after lunch nap time, when the standards exceedance would be worst.
According to the above assessment, Jiaobiao and Hengjiao villages and Jiaobiao primary will be the most seriously impacted sensitive receptors during construction. In fact, the later section of this report will show they are also the most significantly impacted by noise and motor vehicle exhaust emissions during the operation period of Guangfo road. Specific mitigation measures have been designed and will be taken at these locations for reduce or avoid the long term impacts during operation phase. These include relocating Jiaobiao primary school to an area not to be impacted by the project and install double- glazed windows to the first row of the residential housing in Jiaobiao and Hengjiao villages. To mitigate the noise impacts from construction activities, these measures will be implemented at the beginning of the construction phase. For example, Jiaobiao primary school will be relocate prior to the construction to completely avoid the impact. Double-glazed windows at the mostly affected houses will also be installed at the beginning of the construction for noise impact mitigation.
In addition, the following measures will be taken to further avoid or mitigate the construction noise impacts: * Structural elements for bridges and elevated viaducts will be made in factories to avoid on-site concrete mixing and compacting; * Low noise machinery will be selected where possible. High noise machinery such as power generators will not be allowed to sue at the site; but if they are necessary for construction work, noise temporary barriers or silencer will be installed; * Appropriately schedule the construction activities to avoid sensitive time and/or sensitive locations where possible; * Noise and vibratory activities will be arranged to be completed within the quickest time possible to reduce the impact length; * Construction trucks movement will be arranged to avoid residential areas where possible;
ESRI September, 2002 36 Guangfo Connecting Road Environmental Impact Assessment
According to relevant laws and regulations, if the construction noise still exceeds applicable standards, especially night time construction, the contractors will apologize and compensate the affected residents, students in classrooms and dormitory, or others affected.
The past practices in Guangzhou urban road construction including inner ring road construction show that night time construction are in-avoidable because the government wishes to complete the construction in the shortest time possible in the busy and congested urban areas. In fact, some activities such as materials transportation will likely take place mostly at the,;night time to avoid the heavy traffic during the day time. Besides the. general mitigation measures outlined above, the following mitigation measures will be taken specifically for night time construction: * Public, particularly residents, in areas immediately adjacent to the construction sites will be consulted prior to the start of night time construction, to alert them the noisy activities at the night time, to explain the reasoning for night construction to obtain public understanding, and to solicit specific public concerns and suggestions for mitigation; * Public billboards will be erected at the construction sites, listing construction activities, contact persons and telephone numbers for receiving public concerns., complaints, and suggestions on a constant basis; * The most noisy activities such as piling will not conducted at night where possible; * Temporary noise barriers may be erected at the most sensitive areas; Some of the stationary noise machinery such as generators will be located away from sensitive receptors and in enclosed structure for noise control; * Dedicated and trained staff from contractors and construction supervision will be on site for traffic management and public safety during night time construction; * Proper signage, fencing and lighting will be used to divert the traffic, alert the motor vehicle and pedestrian traffic of the safety hazards, particularly during the night construction; and * Night time supervision by the environmental monitoring teams will be enhanced including on-site noise measurement and prompt incidents response.
4.4 Air Impact and Mitigation During Construction
4.4.1 Air Impact Assessment
The main air emission sources during the construction phase include air borne dust from excavation, truck and construction machinery movement, and construction materials (cement, lime, sand and gravel, etc.) loading/unloading, transportation and storage; and engine air emissions from machinery and trucks. Air-borne would affect the health of construction workers and residents if inhaled, causing potentially respiratory systems diseases as well as diseases caused potentially by pathogens carried by the air-borne dust.
The Roads Institute of MOC has monitored air-borne dust on Beijing-Tianjing-Tangshan expressway while it was under construction. The TSP concentration 1-50 meters leeward of the dust source was measured to be 5.093 mg/m3 (see Table 4-4), which exceeds Class
ESRI September, 2002 37 Guangfo Connecting Road Environmental Impact Assessment
11 standard of GB 3095-1996. As the wind becomes stronger, the affected area will be larger.
Table 4-4 Dust Concentrations near Construction Sites Sites Dust origins Distance to site (m) TSP (mg/m) Constructio Concrete pouring 50 11.652 n road side dust from vehicles 100 19.694 150 5.093
Clearly, a large area near the construction sites could potentially affected. Any sensitive receptors, such as schools, residential housing, etc. within the influenced area will be affected by the construction dust.
Air emission from pug mills (asphalt plants) can impacted their surrounding area air quality. A previous study in Guangzhou indicates that the impacted area can be 500-800 m in leeward direction from the source, depending on the emission control facilities applied at the pug mills, the atmospheric conditions such as wind speed and atmospheric stability.
While the pug mill sites cannot be determined at the time of this assessment as the contractors for the road pavement is yet to be determined through competitive bid during project implementation, Guangzhou government has strict requirement on the location of pug mills. Such facilities cannot be set up in the urban area according to relevant Guangzhou by-laws. The potential impacts would be to suburb areas likely close to the project site.
4.4.2 Air Emission Mitigation
The following measures will be taken during construction phase to mitigate the impact of air-borne dust and other air emissions:
* Excavation and demolition site will be water sprayed to maintain certain moisture levels, loosed earth and dry backfill materials will also be water sprayed to prevent or minimize dust from air borne; On dry days, water will be sprayed at least twice a day, once in the morning and once in the afternoon right after the noon break. * Materials will be stored in appropriated places and will be compacted where possible; for bulk materials which cannot be compacted well, water spray or cover will be applied to minimize dust; * All construction waste will be promptly removed from the sites, daily if possible; * Earth and bulk materials transportation will be loaded in such a way they will not leak during transportation and will be covered. * Before leaving construction sites, trucks wheels will be washed to clean the dirt which would otherwise be carried away to the streets; * Strictly prohibit burning of construction waste at the sites; and * Asphalt and concrete mixing plants will be located in the area at least 500 m leeward from the nearest residential or other sensitive receptors to ensure that the emission
ESRI September, 2002 38 Guangfo Connecting Road Environmiental Impact Assessment
from these facilities will impact the sensitive receptors. The asphalt plants will be required to equipped with effective emission control facilities to meet the emission standards in relevant state and provincial air emission standards. All these location and emission requirements will be included in the tendering documents distributed to the bidders for the pavement work and eventually in their contracts to become contractual obligations for the contractors working the Guangfo road project.
4.5 Water Impact and Mitigation during Construction
4.5.1 Impact Assessment
The main source of wastewater during construction during the construction phase is from contaminated surface runoff, construction wastewater and domestic wastewater from construction camps. Surface runoff contain mainly suspended solids if contacted with disturbed land or construction materials. Construction wastewater is primary slurry from excavation and drilling, contact cooling water for certain machinery, wash water, wastewater generated during construction machinery maintenance. These wastewater could contain high suspended solid and oil and grease. Domestic wastewater includes those from washrooms and cafeteria of construction camps. In addition, groundwater during pumped out from foundation sites could also contain suspended solids. The main impacts of these streams of wastewater will be the increase in the suspended solids in the receiving water, such as two channels of Pearl River, particularly from in-water construction activities for bridges or those which are near the water bodies.
In water construction activities for bridges pose potential risk of river contamination. In particular, any oil leaking or spills from construction boats or other in-water construction machinery would oil contamination of the river in the bridge and the surrounding areas. Other safety accidents such as collision and fire could also result in serious pollution in the bridge areas.
4.5.2 Water Impact Mitigation
The following measures will be taken during construction for water impact mitigation: e. The contaminated surface runoff and construction wastewater will not be allowed to discharge to the receiving water directly. Simple and temporary settling ponds will be constructed near the site to intercept the contaminated runoff or wastewater and remove suspended solid before allowing the wastewater to discharge; * Where possible, domestic wastewater from construction comps will be discharged to municipal sanitary sewers. The construction sites will be in urban built area, well served by the municipal utilities throughout the area. Connecting to the municipal sewer should not limit locating construction camps for Guangfo road; * Contractors, particularly those for in-water construction, will be trained for construction safety, leak/spill prevention and emergency response procedures in case of leaks and spills. In addition, environmental emergency response kits will be
ESRI September, 2002 39 Guangfo Connecting Road Environmental Impact Assessment
prepared in the in-water construction sites, wvhich include perrns for contain spilled oil, suction pumps, absorbent, etc., for use in emergency situations; * All waste oil from construction machinery will be collected and stored properly and recycled via qualified vendors; * Slurry from bridge construction sites will be treated through settling and filtration before discharge. Slurry drainage system, and temporary treatment facilities will be built near the river banks. It is a standard practice to install temporary settling ponds at the bridge site. Slurry from the bridge foundation will be pumped into the ponds first to allow separation of solids from liquids through sedimentation, before the supernatant will be allowed to discharge to the river. This practice will be re-enforced as contractual requirements to the contractors. * Municipal and construction solid waste will be collected and disposed in designated disposal sites and dumping in waterways of any waste will be strictly prohibited; * All river banks, dams and other flood control facilities will be well protected and any construction at these places must be reviewed and approved by hydrology and flood control authorities before construction.
4.6 Solid Waste Impact and Mitigation during Construction
4.6.1 Solid Waste Impact
A large amount of solid waste will be generated during construction, including housing/structure demolition waste, excessive spoil soils from foundation excavation and other construction waste. The storage of these waste on the construction site could inference with traffic, pollute the environment, and cause visual impacts as well to the communities around the construction sites. The impacts could be significant in Gouangfo road as the construction site are mostly in busy urban area with heavy traffic and densely situated industrial shops, residential houses and commercial facilities. Spills during waste- transportation could also contaminated roads and neighborhoods along the transportation routes.
The storage of the waste could contaminate surface runoff. Guangzhou has a 1700 mm annual precipitation, often with heavy and frequent rain storm during the raining season. The volume of surface runoff could be substantial, which after contact with the waste, could carry high suspended solids, waste debris and potentially other contaminants. Such surface runoff when drained to storm sewer or other municipal system, could clog the sewer and drainage ditches. That which discharged to the surface water bodies directly could result in surface water contamination.
There are many large and small waterways adjacent to or intersected by Guangfo road. Inappropriate storage of construction waste could block the waterways reducing their flood discharge capacity especially to small waterways.
ESRI September, 2002 40 Guangfo Connecting Road Environmental Impact Assessment
4.6.2 Solid Waste Impact Mitigation
The following measures will be taken during construction to mitigate the impacts of solid waste to the environment:
* Contractors will be requested to comply strictly with "Interim Management Guides for Guangzhou Waste Spoil Storage and Disposal" and apply first to Guangzhou Waste Spoil Storage and Disposal Department, receive appropriate approval and permits and dispose the waste in designated areas; * "Guangzhou Urban Appearance and Environmental Sanitation Administration Methods" stipulate that trucks loaded with bulk and loose materials and waste must be loaded properly, covered and washed of their exterior before allowed on the roads. Such trucks are not allowed to leak or cause air-borne of the materials loaded during transportation and the transportation can only be made within the designated time and along the designated routes. * Waste materials which can be used again will be recycled; * Temporary waste storage areas at the construction sites will be carefully selected to avoid water front or causing traffic congestion, inconvenience to the pedestrians, residents, and others in the nearby communities; and * Transportation of construction waste will avoid peak hours, avoid sensitive areas, and will use approved routes.
4.7 Ecological Impacts and Mitigation
The Goangfo road construction will require removal of trees, lawns and some farmland along the project road. A total of 500 Casuarina equsetifolia (about 56% of the total number of this species of trees in this area), 100 metasequoia (77% of the total), and about 90 other trees will be cut during construction. These are mostly mature trees up to 30 m tall, providing excellent urban vegetation and visual scenery. In total, the vegetated land (bushes, lawns, trees, etc.) lost to the project will be 65,981 M2 . In addition, a total of 91,951 flower farming land will also be occupied by the project during construction, most which will be located in the Jiaobiao and Hengjiao village area toward the suburb. Although the number of trees cut will be a small fraction of the total amount of trees and other plants (less than 15% of the trees in the area) in the project area, they will be visually significant, particularly in the area immediately adjacent to the Guangfo road alignment and construction site.
The following measures will be taken to minimize the impacts:
a Where possible, plants including trees, flowers, and bushes will be relocated to other places or back to the project area following the completion of the construction, instead cut and wasted; * The construction activities will be limited within the red line area and not to occupy farmland;
ESR! September, 2002 41 Guangfo Connecting Road Environmilental Impact Assessment
* Buildings under demolition will be surrounded with nylon cloth or metal sheets or wood boards to minimize the visual impacts to the communities as well as for dust and safety control; * The project area will be landscaped and planted following the construction. The green area will be no less than 20% of the total project area. The landscaping plan will result in a net increase in green space in the project area.
4.8 Public Access to the Parks
There are three parks closely located to the proposed project roads, providing the communities recreation facilities and leisure spaces. The parks are used by the local residents as well as visitors to the areas and the city.
Liwanhu park, located near the Zhongshan Balu interchange will not be affected as the interchange has completed and in operation. The main gate to the park is east of the interchange facing Zhongshan Balu (Zhongshan Lu) to the north and there are other gates on the south and east.
The Youth park is also located near the completed Zhongshan Balu interchange and has no fence. There will be no impact to access to Youth park.
The other park, Shuangqiao park is located in Datansha island and the proposed elevated viaducts will pass both sides of the park. Shuangqiao park is in fact an open community green area with no fence or gate. The construction of viaduct columns and Guangfo road operation will not block the access to the park although the construction will create safety concern and disturb part of the park areas.
As mitigation measure, the contractors will be required to place and stockpile materials only in dedicated area. Unless absolutely necessary, the construction activities and materials will not occupy park/green space. Any occupation of access paths to the park will be strictly prohibited. Furthermore, the contractors will be required to provide over head safety structures on pedestrian paths to the park area and safety signs will be erected in key positions to alert the public of potential safety hazards. These requirements will be included in the contractor's contract as a contractual obligations and enforced through close supervision by the environmental monitoring team and construction supervision companies.
ESRI September, 2002 42 Guangfo Connecting Road Environmental Impact Assessment
Chapter 5 Operation Impact Assessment and Mitigation
5.1 Air Quality Impact
5.1.1 Assessment Factors and Emission Intensity
Based on the emission characteristics of the Goangfo road project, existing ambient air quality in the project area, and the requirements from "Environmental Impact Assessment Guidelines for Road Construction Projects" JTJ 005-96, this EA selects CO and NO2 as the air pollution factors.
The emission source intensity, as determined by the motor vehicle emission coefficient for various types of motor vehicles which will use Guangfo road, is predicted by US EPA model MOBILE5. As discussed in Section 2.11 of this report, the model following modifications to fit the local conditions has been successfully applied in Guangzhou in the previous Inner Ring Road project. The emission coefficients for major types of motor vehicles in the motor vehicle fleet have been predicted for the control years of 2005, 2010 and 2020 for the above mentioned air quality pollution factors. The result of the modeling is presented in Table 2-4.
Based on the emission coefficients, traffic volumes in different sections and different directions of proposed Guangfo road, and driving distance within each sections, the total emissions from motor vehicles on the Guangfo road in the control year can be calculated.
5.1.2 Climate Characteristics
Wind
Guangfo road project is located in west side of Guangzhou. Based on the 1992-1996 climate data for this district, the frequency of wind directions for each year and annual average are presented in Table 5-1. These data show that north and southeast winds occur wi'th the highest frequencies, at 9.4% and 9.5%, respectively. Calm (zero wind speed) occurs very frequently at 29.3% in a year. Particularly in December and January when calm condition frequency can reach up to 36.8%. Dominant wind directions change with seasons. North wind (N) dominates in winter, followed by northwest (NW) and northeast (NE). South East (SE) wind dominates in spring, south south east (SSE) in summer, and north (N) wind in autumn. The frequency of wind directions based on 1992-1996 climate data for the project area is presented in Table 5-1.
ESRI September, 2002 43 Guangfo Connecting Road Environmental Impact Assessment
Table 5-1 Wind Direction Frequency (%) __N Dir. Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Yr. N 18.4 14.2 8.0 6.2 4.2 2.0 1.4 1.6 9.8 18.8 12.8 15 9.4 NNE 11.6 9.2 7.8 4.2 2.0 2.0 1.0 3.0 6.0 12.6 13.8 10.6 7.0 NE 2.0 2.0 2.2 2.6 4.6 4.2 2.0 5.4 5.8 7.6 6.2 7.0 4.3 ENE 2.2 3.0 1.6 3.6 4.6 4.2 2.0 5.4 5.8 7.6 6.2 7.0 4.3 E 1.6 4.6 3.0 4.0 7.4 10.0 11.8 8.6 7.8 4.8 2.8 3.4 5.8 ESE 1.6 4.4 8.2 10.0 8.2 8.4 9.6 4.4 2.8 2.0 2.6 1.6 5.3 ES 1.2 5.4 8.6 13.2 12.2 15.8 14.6 8.2 5.6 3.0 3.0 1.8 7.7 EES 3.6 4.6 8.4 12.0 17.6 19.8 22.2 14.0 4.8 2.8 2.2 2.4 9.5 S 1.0 2.4 1.8 2.2 4.4 4.4 6.2 4.6 1.2 0.4 0.8 0.2 1.3 SSW 0.8 0.6 0.8 1.6 1.2 3.2 2.8 1.8 1.2 0.4 0.8 0.2 1.3 SW 0.0 0.0 0.8 2.0 2.8 1.0 3.0 2.6 1.2 0.8 1.2 0.8 1.4 WSW 0.4 0.2 0.2 0.0 0.6 1.4 1.4 0.8 0.6 0.2 0.6 1.0 0.6 W 0.4 0.2 1.0 0.6 0.8 1.2 1.4 2.2 1.2 1.4 0.4 0-.8 1.0 WNW 3.0 1.6 1.2 0.2 1.0 1.0 1.2 2.6 1.8 0.8 1.2 1.6 1.4 NW 1.8 2.4 2.2 1.6 2.0 1.8 1.4 2.6 3.6 3.6 2.8 2.8 2.4 NNW 14.6 14.2 11.0 5.0 3.4 1.6 0.6 4.0n1.0 9.6 12.0 12.6 8.3 C 36.8 32.2 33.4 32.4 24.4 20.2 16.2 30.0 32.2 23.2 33.2 36.8 29.3
Table 5-1 shows wind frequencies at the ground levels, 300 m and 600 m from ground. As shown in this table, the wind directions change clockwise with height. Such changes help expand air pollutant dispersion area and reduce the ground level concentrations.
Wind speed is another key factors in air pollutant dispersion. Based on the 1994-96 climate data for winder (January) and summer (July), wind speeds at the project area are shown in Table 5-2.
Table 5-2 Wind Speeds Frequency of Occurrence in Winter and Summer (%) Season Wind speed (m/s) <1.0 1.0-2.0 2.0-4.0 4.0-6.0 >6.0 Winter 46.73 29.97 21.15 2.15 0 Summer 20.79 31.45 44.30 3.45 0
The above table shows that winter time is dominated with low speed winds at the project. For example, the frequency of occurrence of winds with speeds less than 2.0 m/s is 76.7%. While in the summer, the highest frequency of wind speeds is 2.0-4.0 m/s at 44.3%, indicating air pollutant dispersion conditions are better in summer than in winter.
Temperature
Based on 30 years ground level temperature records, Guangzhou's annual average temperature is 21.80C. The highest temperature occurs in July and August each year at about 38.70C, while the lowest occurs in December or January at about 0°C. The monthly average temperatures in Guangzhou are all above 15°C throughout the year with a difference of about 10°C between winter and summer months. The relatively smaller seasonal temperature difference than Northern cities is because Guangzhou is located in Pearl river basin with strong influence from South China Sea.
ESRI September, 2002 44 Guangfo Connecting Road Environmental Impact Assessment
Temperature inversion, another important factor for air pollutant dispersion, can be divided as ground level inversion, lower layer inversion and upper layer inversion. The ground level inversion is mostly formed at night, caused by radiation changes, while the upper lawyer inversion is caused by the large scale climate system, which occurs with low regularity. Characteristics of temperature inversions are shown in Table 5-3.
Table 5-3 Temperature Inversion Characteristics in Guan zhou Items Ground level Lower layer Upper lawyer inversion inversion inversion Intensity ( 0C/1000 m) 1.14 0.68 1.03 Lower boundary (m) 0 225 860 Upper boundary (m) 183 360 1021 Average thickness (m) 183 135 161 Frequency of occurrence (%) 7.7 24.3 21.8
Mixing height
The mixing height characterizes the vertical dispersion of air pollutant, which will be dispersed within this height. According to Guangzhou area climate data, the annual average mixing height is 693 m with the highest occurring in summer at 789 m and lowest in spring at 579 m.
Pollution index
Pollution index is defined as wind direction frequency divided by average wind speed. It indicates that the leeward direction air pollution will be proportional to the frequency of occurrence of wind towards that direction and inverse proportional to wind speeds. Table 5-4 is pollution index for the Guangzhou area, based on wind data from Guangzhou climate stations.
Table 5-4 Pollution Index in Project Area Direction Januay April July October Annual N 7.6 3.2 0.3 6.8 4.0 NNE 4.6 1.5 0.4 5.7 3.0 NE 0.8 0.7 0.5 1.9 0.9 ENE 0.6 1.0 1.7 1.3 1.3 E 0.6 4.0 3.5 2.0 2.4 ESE 1.2 4.6 4.6 1.3 3.0 ES 1.1 5.5 4.8 1.8 3.3 EES 1.1 3.8 5.6 1.7 3.0 S 0.6 1.3 3.9 1.0 1.9 SSW 0.5 0.6 1.2 0.3 0.7 SW 0.6 0.4 1.1 0.2 0.5 WSW 0 0 0.8 0.1 0.2 W 0.25 0.3 0.2 0.9 0.4 WNW 0.6 0.4 0.4 0.3 0.4 NW 1.1 0.2 0.5 0.5 0.6 NNW 3.9 2.4 2.5 2.5 2.3
ESRI September, 2002 45 Guangfo Connecting Road Environmental Impact Assessment
The above table shows that the highest ground level pollution index occurs at the north (mostly in winter time), followed by southeast (mostly in summer time), indicating that areas these directions in relation to air pollution sources are the most vulnerable to pollution episodes.
Atmosphere stability
According to the recent year climate data, the atmosphere stability at the project area is presented in Table 5-5.
Table 5-5 Frequency of Occurrence of Atmosphere Stability (%) Season Atmosphere stability A B C D E F Spring 0.5 2.5 3.6 84.1 3.2 5.9 Summer 1.5 2.5 11.4 61.0 7.2 16.7 Autumn 0.4 10.5 6.1 53.4 9.1 20.5 Winter 1.1 8.5 1.0 63.4 14.8 12.5 Annual 0.9 6.6 5.5 65.5 8.1 13.8
The above table shows that the project area is dominated with the neutral D stability, at annual frequency of occurrence of 65.%. The extremely instability (A and B) and weak instability (C) occurs relatively less, collectively at 13.3%. This indicates that the project area air is mostly in stable or neutral situation.
5.1.3 Air Quality Impact Assessment Prediction
Dispersion model
For a busy road, motor vehicle emissions may be regarded as a linear pollution source. The dispersion of pollutants and pollutant concentration distribution from such a source may be predicted with Gauss model in the statistics theory. Since 1970's, the U.S. and other countries have developed a series theoretical models for this purpose such as the CALINE series, HIWAY series and ROADWAY series. Based on the fact the project area of Guangfo road is relatively flat within the urban built up area, liner model CALINE4 is applied to predict motor vehicle emissions (CO and NO2) dispersion. In the Guangzhou inner ring road project, CALINE4 was successfully used during the impact assessment and proven to be fairly accurate for CO although it tends to over estimate NO2 as discussed in Section 3.6.
The model is defined by the following formula:
N 6 C = -;L EZ{ - [exp(<-2') ) + exp( (z/'l) )] x E(WT, x Q, x PD,,)} 202
Where: C: pollutant concentrations at coordinators (x,y,z) in leeward direction, mg/m3;
ESRI September, 2002 46 Guangfo Connecting Road Environmental Impact Assessment
u: averaege wind speed m/s; H: the heighit of pollutant emission sources, rn; Qj: pollutanit emission intensity at the jlh section, mg/(m.s); c7,,: vertical direction dispersion coefficient, m; N: the total number of linear sources.
PD, = J1vexp(+L 2)dP cy
CALINE4 uses initial mixing to simulate the effect of motor vehicle movement to motor vehicle emission dispersion. The initial mixing zone is the road width plus 3 m on each side. The added width represents the influence of tail tracks from moving vehicles to horizontal dispersion. Within this initial mixing zone, the dispersion will be primarily driven by mechanical vortex resulting from moving vehicles and thermal vortex of from the residual heat of motor vehicle emissions. It can be assumed that motor vehicle emissions are uniformly mixed within the initial mixing zone.
The height of the initial mixing zone depends on the retention time of air emission pollutants within the initial mixing zone (T):
T=2u sWn (0>450)
T = 2uxsin4(545w1xtn5 (0<45 )
Where: W: width of the mixing zone, u: wind speed at the ground level; 0: angle between the road and the wind direction;
The initial mixing zone height can be determined by:
azo (m) = 1.5 + 0.1 x T
Dispersion Coefficient
CALINE4 adopts the modified Pasquill-Smith (P-S) vertical air dispersion coefficient as the Gauss model dispersion coefficients. Within the initial mixing zone, vertical dispersion coefficient equals to initial mixing zone height azo. Beyond the initial mixing zone, vertical dispersion coefficient is estimated with the following formula:
af =Cr +aOxb
Where: X: distance in the leeward direction;
ESRI September, 2002 47 Guangfo Connecting Road Environmental Impact Assessmenit
b: constant determined by Pasquill-Smith vertical dispersion curve.
CALINE4 uses Draxler method to estimate the horizontal dispersion:
Jy = 0JeXf (IT)
Where: cye: is standard deviation in the horizontal direction; and f: is the general function which takes the following form: 1 f = I I +0.9(CTo) Where: T = x is dispersion time To is the dispersion time when f=1.0, in Draxler method, To is proportional to time t,
Because the testing area for the P-S dispersion coefficient is relatively open and surrounded by trees and lawns, the roughness of the land surface, and thus the a and b values of the coefficient, are relatively small. In a research project "Study on dynamic regularity and mitigation methods for Guangzhou motor vehicle emissions", dispersion coefficient values were experimentally determined in Guangzhou old city and suburb as the measured dispersion coefficients (Table 5-6). Compared with the theoretical P-S coefficient, the measured values in Guangzhou are higher, largely consistent with the location conditions characterized with low latitude, close to the sea and high ground roughness. When CALINE4 is used for this project, P-S dispersion coefficients are modified by taking one half level to one level towards the instability when selecting atmosphere stability.
Table 5-6 Measure Air Dispersion Coefficients in Guangzhou Stability 01d city Suburb P-S dispers on coefficient -CYy crz 6y az (y cyz
8 73 095 7 6 901 A 0.63X 1 0.55X 0.43X 0.50X° 0.425X° 0.079X' 121
0 0 73 0 9 5 7 6 9 1 4 B 0.63X 81 0.55X 0.43X 0.50X° 0.281 X0 0.1 27X0 964
0 C 0.63X 81 0.55X° 73 0.43X° 95 0.50X° 76 0.281X 9i4 0. 127X° 964
0 79 72 9 7 4 92 4 0 917 D 0.51X 0.47X° o.36X° 3 0.45X° 0.177X° 0. 106X
0 5 0 62 0 91 0 92 0 E 0.44x 7 0.42x 0.23X 0.42x 6S 0. I 0IXO 0.1o04X°8 26
7 0 62 0 0 5 0 929 78 4 F 0.44X' S 0.42x 0.23X 9' 0.42X 6 0.055x 0.062xX
ESRI September, 2002 48 Guangfo Connecting Road Environmental Impact Assessment
PredictionScope
The CALINE4 modeling is used f6r NO2 and CO concentration distributions in areas of leeward directions from Guangfo road at peak hours for the control years of 2005, 2010 and 2020. The modeling will cover the entire Guangfo road as one section and also the Fangcun interchange as a typical interchange.
According to requirements for air quality impact assessment scope, the prediction area will start from the edge of the motor vehicle lanes and extends horizontally to 5 m (equivalent to non-motor vehicle lanes), 10 m (pedestrian lanes), 25 m, 50 m, '100 m, 150 m, 200 m, and 300 m, at a height of 1.2 m from the ground. The motor emission concentrations at these points are predicted using the model.
Climate conditions used
Based on the climate data, as analyzed in the above section, the following climate conditions are assumed and used in the modeling:
* At the yearly prevailing wind direction (N), wind speed is 1.9 m/s and atmosphere stability is D; * At the second prevailing wind direction (SE), wind speed is 1.9 m/s and atmosphere stability is D; * For the worst case conditions, wind speed is 1.0 m/s and atmosphere stability is E, reflecting the stable and calm conditions often occurring in Guangzhou. It is considered worst case conditions as they are not favorable to dispersion of pollutants from motor vehicle emissions and the highest ground level pollutant concentrations may be found on both sides of the roads.
Modeling results and assessment
The modeling results for Guangfo road for CO and NO2 for near, medium and long terms are presented in Table 5-7. Note, the data in Table 5-7 is for one section (Zhongshan Balu interchange to Pearl river east bridge) which has the highest predicted air pollutant concentrations according to the model. This is consistent with the traffic volume prediction which shows that this section will have the highest traffic volume on Guangfo road.
The trends such as short, mid and long terms and south and north sides of the road are very similar for other sections of the road. The complete modeling results are presented in Appendix I.
ESRI September, 2002 49 Guangfo Connectinlg Road Environmental Impact Assessment
Table 5-7 Guangfo Road Air Emissions Pollutant Concentrations (mg/mr3) Dis. Short term (2005) Medium tcrm (2010) Long term (2020) (1in) N. wind Wor-st case N. wind Worst case N. wind Worst case
CO NO2 CO 2 NO2 NCO O C O2 CO NO2 CO I NO, South side of uangfo Road 5 4.217 0.223 6.467 0.419 4.225 0.243 4.569 0.436 4.940 0.285 8.125 0.612 10 4.329 0.242 6.575 0.424 4.387 0.251 4.603 0.440 5.090 0.298 8.308 0.622 25 4.118 0.225 6.142 0.398 4.05 0.233 4.318 0.414 4.747 0.277 7.779 0.586 50 2.632 0.143 3.942 0.256 2.227 0.191 3.793 0.243 3.203 0.208 5.090 0.447 75 2.024 0.115 3.287 0.214 2.025 0.152 3.037 0.202 2.788 0.165 4.433 0.376 100 1.755 0.098 2.843 0.173 1.701 0.120 2.524 0.163 2.502 0.144 3.746 0.331 150 1.626 0.094 2.363 0.131 1.552 0.093 2.052 0.139 1.573 0.128 3.217 0.267 200 1.415 0.092 2.187 0.138 1.485 0.090 1.971 0.121 1.43 0.125 3.031 0.261 250 1.287 0.088 1.778 0.125 1.377 0.081 1.89 0.118 1.43 0.122 2.86 0.254 300 1.134 0.080 1.532 0.097 1.323 0.074 1.822 0.102 1.072 0.115 2.502 0.195 Dis. North side of Guangfo Road (ni) SE wind Worse case SE wind Worse case SE wind Worse case 5 3.802 0.211 5.265 0.339 3.712 0.209 5.062 0.337 4.647 0.264 6.692 0.509 10 4.071 0.225 5.697 0.367 4.05 0.224 5.562 0.367 5.005 0.280 7.235 0.547 25 3.978 0.237 6.142 0.395 4.387 0.247 6.318 0.414 5.005 0.293 7.779 10.584 50 3.627 0.202 5.265 0.339 3.712 0.202 5.305 0.341 4.29 0.245 6.435 0.493 75 2.655 0.143 4.165 0.270 2.7 0.148 4.293 0.275 3.217 0.174 5.090 0.388 100 2.246 0.117 3.533 0.235 2.038 0.120 3.793 0.240 2.431 0.140 4.547 0.341 150 1.602 0.100 3.065 0.202 1.687 0.112 3.280 0.206 2.145 0.122 3.746 0.293 200 1.415 0.094 2.843 0.184 1.485 0.106 2.97 0.187 1.573 0.115 3.489 0.265 250 1.392 0.092 2.632 0.170 1.377 0.093 2.781 0.174 1.43 0.101 3.217 0.245 300 1.298 0.084 2.410 0.161 1.35 0.083 2.524 0.171 1.043 0.091 2.945 0.231 Stds. 10 0.24 10 0.24 10 0.24 10 0.24 10 0.24 10 0.24
The modeling results, as shown in Table 5-7, indicate that CO does not seem to be a concern. All predicted CO concentrations, even those at the closest distance (5-10 m range) from the motor vehicle lanes of Guangfo road, under the worse case climate conditions (wind speed of I m/s and atmosphere stability of E), will meet the applicable ambient air quality standard designated for the project area (Class 11 at 10 mg/mr3).
3 NO2 on the other hand, will exceed the applicable standard (Class 11 at 0.24 mg/m ), causing significant impacts to these areas. The impacted area (area where the predicted concentrations exceed the standard) depend primarily on the climate conditions and distance from the motor vehicle lanes. At the south side of the road, NO 2 concentrations are predicted to exceed the standard for an area up to 10 m from the motor vehicle lanes for the short term (2005) under the normal climate conditions (the prevailing north wind at 1.9 m/s and neutral atmosphere stability D). Under the worse case climate conditions, the significantly impacted area will be up to 50 m from the motor vehicle lanes within which there are many sensitive receptors.
The impacts to the ambient air quality will be increased somewhat for the mid and long terms, because mainly the expected increase in the motor vehiicle traffic on the project road, which will be so high it will offset more stringent emission standards for new vehicles according to relevant state and provincial laws and regulationis. 'Ilhc new
ESRI September, 2002 50 Guangfo Connecting Road Environmilenital Impact Assessment emission standards for future motor vehicles will however slow the increase in the ambient air pollutanit concentrations. Thie impacted areas (wvhere the predicted concentrations will exceed applicable standards) for both the/mid and long term (2010 and 2020, respectively) will be up" to 10-25 m under normal conditions and 50-250 m under the worst case conditions, although the higher concentrations for the longer term than those for the mid term due to the further increase in traffic volume. As the prevailing wind direction in Guangzhou is from the north, the impact to the south side is expected to occur more frequently.
The situation will be very similar for the north side of Guangfo road, which is influenced the most by the motor vehicle emissions originated from the road during the southeast wind. The NO2 impacted area where NO2 exceed applicable standards will be 25 m under normal conditions (SE wind at 1.9 m/s) and 100 m under worst case climate conditions for the short term. This will be reduced to about 25-50 m under normal conditions and 100-250 m under the worse case conditions for the mid and long terms.
It is noted that the highest concentration is predicted not for the closest distance. They usually occur 10 to 50 m from the road. This is because pollution sources are on elevated viaducts while the predicted concentrations are for ground level. It will take some distance for the pollutants to reach the ground.
The air pollutants dispersion profile for other sections of Guangfo road is similar to that described above, as shown by the data presented in Appendix 1. The concentrations for other sections will be, however, lower than those presented above, due to the differences in traffic volume and site conditions
Since multiple layer interchanges have high concentrations of traffic within a relatively small area, motor vehicle emissions can be different from the road itself. Therefore one interchange is selected (Fangcun Interchange) to simulate the emission dispersion using the model. The modeling results are presented in Table 5-8.
ESRI September, 2002 51 Guangfo Connecting Road Environmental Impact Assessment
Table 5-8 Fangcun Interchange Air Emissions Pollutant Concentration (mg/m3 ) Dis. Short term (2005) Medium term (2010) Long term (2020) (m) N. wind Worst case N. wind Worst case N. wind Worst case CO NO2 CO NO2 CO I NO, CO NO2 CO INO 2 South side of Fan cun Interchan e 5 2.808 0.173 4.342 0.330 1.750 0.098 2.810 0.180 1.766 0.094 2.784 0.176 10 2.808 0.189 4.616 0.353 1.750 0.106 3.020 0.193 1.766 0.103 2.914 0.190 25 4.192 0.267 6.151 0.475 2.760 0.151 3.930 0.262 2.618 0.146 3.923 0.255 50 5.137 0.352 8.110 0.616 3.500 0.193 5.060 0.331 3.262 0.190 5.028 0.323 75 4.164 0.263 5.904 0.456 2.500 0.142 3.750 0.239 2.392 0.140 3.584 0.234 100 3.233 0.193 4.589 0.360 1.750 0.103 2.810 0.186 1.748 0.102 2.775 0.182 150 2.082 0.142 3.849 0.287 1.260 0.086 2.250 0.147 1.305 0.075 2.279 0.146 200 1.863 0.119 3.329 0.250 1.040 0.071 1.880 0.127 1.174 0.064 1.957 0.127 250 1.781 0.104 3.082 0.227 1.010 0.069 1.680 0.114 1.096 0.060 1.792 0.115 300 1.534 0.090 2.822 0.208 0.820 0.059 1.510 0.102 0.887 0.055 1.644 0.105 North side of Fangcun Interchan e SE wind Worse case SE wind Worse case SE wind Worse case 5 5.137 0.246 7.959 0.611 3.050 0.169 5.060 0.328 3.262 0.187 4.889 0.321 10 5.493 0.357 8.247 0.628 3.500 0.197 5.250 0.337 3.506 0.193 5.054 0.329 25 5.137 0.342 7.918 0.606 3.260 0.188 5.020 0.326 3.262 0.185 4.880 0.318 50 3.233 0.200 4.370 0.330 2.130 0.108 2.830 0.186 1.948 0.107 2.775 0.182 75 2.150 0.145 3.849 0.301 1.520 0.095 2.620 0.169 1.522 0.082 2.618 0.165 100 2.055 0.128 3.589 0.280 1.250 0.085 2.430 0.157 1.305 0.073 2.462 0.154 150 1.849 0.108 3.329 0.256 1.020 0.080 2.250 0.142 1.087 0.063 2.114 0.140 200 1.630 0.097 3.219 0.241 1.010 0.072 2.060 0.134 0.922 0.060 2.001 0.1 32 250 1.589 0.087 3.014 0.230 1.000 0.066 2.000 0.129 0.896 0.056 1.922 0.127 300 1.548 0.082 2.835 0.220 0.080 0.062 1.880 0.123 0.878 0.054 1.792 0.120 Stds. 10 0.24 10 0.24 10 0.24 10 0.24 10 0.24 10 0.24
In general, pollutant concentrations around the interchange will be similar to those on both sides of the road. Other general patterns of the pollutant concentrations predicted for the road sides are also predicted for the interchange, such as compliance of CO concentrations with the standard for CO, but not always for NO2, pollutant concentrations will decrease over the mid and long terms as more stringent emission requirements will be enforced for motor vehicles over time, etc. However, the highest concentrations around the interchange is not necessarily at the locations nearest to the interchagne but some distance away. For example, the above table shows that in short term, the highest concentrations for both CO and NO2 will occur at 50 m from the interchange, instead of 5 m on the south side of the interchange while the highest concentrations will occur at 10 mn the north side. This is mainly because that the interchange is quite high, and so will be the pollutant sources from motor vehicles driving on the interchange. For the pollutants emitted from the vehicles to touch the ground, it may take some distance. For the short terms, the predicted concentrations show that the maximum ground level concentrations near the interchange is higher than those near the straight road. However, buildings around the interchange is much farther away from the pollutant sources than those near the road.
One of the major impacts of the motor vehicle emissions is those to humnani hcaltlh. Withil the impacted areas, there are residential areas and schools. Air pollutant concenltrations at
ESR] September, 2002 52 Guangfo Connecting Road Environimcntal Impact Assessmeint thcse sensitive receptors are predicted by the model and the results are presented in Table 5-9.
Table 5-9 Air Pollutant Concentrations at Sensitive Receptors (mg/m3 No. Sensitive receptors Dist. To | 2005 2010 l 2020 I road (m) NO2 I CO | NO2 I CO I NO2 I CO Under normal climate conditions I Jiaobiao pri mary school 10 0.182 3.157 0.187 3.186 0.206 3.565 2 Hengjiao village 10 0.150 2.903 0.162 3.091 0.200 3.206 3 Guocun residence 160 0.101 1.621 ' 0.104 1.659 0.117 1.945 4 Jiaobiao village 10 0.179 3.148 0.181 3.175 0.201 3.548 5 New World residential 120 0.098 1.705 0.112 1.952 0.175 3.011 6 Guangdong Commerce 85 0.121 2.545 0.136 2.665 0.140 2.726 School 7 Jiangzhou primary school 65 0.143 2.655 0.165 2.827 0.143 2.655 8 Shuanggiao middle school 85 0.115I 2.530 0.129 2.573 0.115 2.530 Under worst case cliniate conditions I Jiaobiao primary school 10 0.325 6.465 0.346 7.088 0.412 7.439 2 Hengjiao village 10 0.252 5.249 0.283 5.548 0.365 6.444 3 Guocun residence 100 0.169 3.032 0.198 3.121 0.201 3.354 4 Jiaobiao village 10 0.320 6.309 0.339 7.056 0.408 7.309 5 New World residential 30 0.173 2.831 0.229 3.065 0.308 4.799 6 Guangdong Commerce 80 0.204 4.121 0.263 4.160 0.258 4.285 School 7 Jiangzhou primary school 65 0.271 4.167 0.301 4.727 0.271 4.167 8 Shuanggiao middle school 80 0.202 4.015 0.252 4.151 0.202 4.015 Standards 0.240 10.00 0.240 10.00 0.240 10.00
Under both the normal and worst case climate conditions, CO will not be a major concern as it will not exceed the standard in any of the sensitive receptors for short, mid and long terms according to the modeling results. NO 2 on the other hand, will exceed the standard in Jiaobiao primary school, Hengjiao village, Jiaobiao village, and Jiangzhou primiaryu school for the short term. More sensitive receptors will be affected over longer periods by NO2 under the worst case climate conditions. In some places (Jiaobiao village), NO2 concentration will be as high as 0.408 mg/m3, almost 70% above the standard level.
5.1.4 Air Pollution Mitigation
During the implementation of the World Bank financed Guangzhou inner ring road project, a motor vehicle emission control strategy (MVECS) has been developed in Guangzhou, involving numerous measures and programs to reduce and control the emissions. At the time this EA was prepared, many of the measures and programs are beirig implemented such as clean fuels and limited inspection and maintenance program, while others are in the preparation stage for implementation such as a motor vehicle emission monitoring and research center. Although no data are available to firmly link the inner ring road project and the various mitigation air quality impact measures/programs, the ambient air quality in Guangzhou has been improved over the
ESRI September, 2002 53 Guangfo Conniectinig Road Environniental Impact Asscssmeint last two years siice the inner- ring road has been In operation, compared with the previous ycars, according to the routine air quality monitorilng data.
Together with the inner ring road, Guangfo road is part of the fast urban transport road network. Most of the air quality mitigation measures, by nature, require integrated effort city wide whichi involves multiple government agencies and non-government organizations. During the operation stage, Guangfo road will participate In and become part of the city wide MVECS to mitigate the adverse impacts to the surrounding areas, particularly the 200 m areas on both sides of the road. These mitigation measures/programs which are currently implemented or to be implemented in Guangzhou are:
Polllution sources r elated miligation measures
The air pollution source in this project is motor vehicles on the road. Motor vehicles are mobile sources and are not limited to this road. Motor vehicle emissions control is a city wide or region wide systematic work. The mitigation measures for air pollution source control is closely related to the motor vehicles emission control strategies and programs of Guangzhou city, Guangdong province and the State. There are state and provincial programs for motor vehicles with a target to reduce emissions. In addition, the city of Guangzhou is developing a Motor Vehicle Emission Control Strategy (MVECS) through the World Bank finaniced Guangzhou Ring Road project. The Guangfo road project will be integrated with the MVECS and adopt the measures in the state, provincial and munLicipal programs. ilcluding:
* Setting up motor vehicle emission standards and ban the motor vehicles which exceed the standards. In 1995, China released "Light Motor Vehicle Pollutant Emission Stadnards (GBPBI-1999)", which is based on the emission standards of Europe Council of Economics (ECE). The standards are equivalent to about 50-70% of the ECE's motor vehicle emission limits in the 1970's. Guangzhou has road side and annual inspection programs. Guangfo project will support such programs and ban motor vehicles which exceed the emission standards. In fact, Guangzhou's air quality is seriously affected by the increasing motor vehicle emissions with increasing motor vehicle fleet size which is expected to continue expanding quickly in the coming years. The fundamental measure to control the total emission volumes and thus to maintain and improve air quality, is to apply more stringent standards and further reduce emissions from lidividual vehicles. Guangzhou will gradually adopt more stringent standards for new veehicles whicih will help mitigate the impacts on the Guangfo road area. * Continue implement and upgrade the inspection and maintenance (I/M) programs in Guangzhou. Practical experience has shown that the amount of exhaust eniissions is largely dependent upoIn the state of tuning of the motor vehicle engines. I-ligh levels of emissions from vehicles can be largely attributed to poor mainteniance and ineffective repairs. Effective inspcction and maintenance programs will be critical to encourage vehicle operators to properly maintain their vehicles, as well as discouraging unauthorized tampering with the engine settings and the unauthorized
ESRI September, 2002 54 Guangfo Connecting Road Environimental Impact Assessment
removal of catalytic converters after conversion to unleaded petroleum. The current l/M exhaust test program is, an idle test, whiich although adequate for older vehicles, hias been shown to be insufficient with more modern vehicles, and for more stringent emission standards. With implementation of more stringent emission standards and exhaust controls, it becomes imperative to improve the existing l/M programs to include a loaded transient driving cycle test as well as a test of the fuel evaporation control system. * The installation of catalytic converters is necessary to control automotive pollution; however their introduction must be preceded or accompanied by the distribution of unleaded gasoline. Once this is achieved, emissions may be significantly reduced if vehicles are properly maintained and operated. The environmental component, Guangzhou City Center Transport Project, proposed five strategies for motor vehicle pollution control: - Introduction of unleaded fuel - Catalytic converters - Improvements to existing I/M program - I/M demonstration projects - Automatic monitoring stations * The main source suspended particulate in the air from roads are the dust on the road surface. Control the dust on the roads will result in reduction in dust source intensity. To achieve such a control, Guangfo road will be water sprayed/washed daily by local environmental sanitary bureau.
Measures on Air Pollutant Dispersion
Studies have showed distance between the air emission sources and receptors would directly affect pollution concentrations at the receptors. Therefore, future plans for buildings along Guangfo road should consider increasing distance to the road, provide greater space for dilution and dispersion, and thus reduce pollutant concentrations at the receptors. The planning department should not approve any residential housing within 200 m from the road. Instead, the area may be used for shopping malls, office building, warehouses and other enclosed structures. The first row of building should retreat as much as possible to avoided the most impacted area. Particularly in areas near interchanges, the impacted area is larger and the peak air pollutant concentrations occur in the 50-150 m and there will be more open space near the interchanges.
Trees and vegetation have been proven to be able to intercept air dust, and to some extent, clean up other air pollutants. The plants along both sides of Guangfo road and in the open space of the interchanges will help mitigate impacts on air quality.
Clean Fuels
A proven fleet-wide strategy to reduce the negative environmental and health impacts of emissions from vehicles is the improvement in fuel quality. With respect to diesel fuel, the particulate or smoke emissions largely comprise sulphur compounds. Therefore reducing the sulfur content will contribute to a decrease in the amounl of particulate
ESRI September, 2002 55 Guangfo Connecting Road Environmncntal Impact Assessment emitted from diesel engines, while also allowing the introduction of more stringent standaids for diesel enginies and more modern engine techniologies. Altcrnate fuels are also a means of reducing the negative environmental impact of vehiicle emissions. These fuels, such as liquefied propane and compressed natural gas (CNG), comprise hydrocarbons which have a much lower toxicity than those of gasoline. Also, the engines may emit lower emissions of CO and NOx, if they are properly adjusted to take full advantage of the fuel. As an example, CNG fueled vehicles have the potential to emit 97% less CO, 72% less HC, and 39% less NOR, than conventional gasoline engines.
Sensitive Facility Siting/Planning
T o prevent the impact of excessive levels of HC and NOx, the areas within 100 m of the roadway will not be approved for any new residential housing. Instead, these areas may be assigned uses such as warehouses, shopping arcades, office buildings and other enclosed structures. More open space will be created and well landscaped near the interchanges.
5.2 Noise Impacts
The Guangfo road area will mostly be in urban built up area. Towards the outer ring road area, it becomes urban/suburb joint area with some agricultural land. Thlere are noise sensitive receptors suchi as schools and urban and rural residential housinlg, particularly those on the first row facing the road, which will be the focus of noise impact assessmenit.
As discussed before, Guangzhou zoninig divides the project influenced arca into Class If (mixed commercial and residential) and Class IV (trunk road or railway side) noise zones. However, this EA will apply the more stringent Class 11 standard to all sensitive receptors including schools and residential housing even though they may be located in Class IV zones to better protect these facilities.
5.2.1 Noise Prediction Modeling and Model Coefficients/Factors
Guangfo road will be built mostly on elevated viaduct including several multi-layer interchanges, adjacent to existing surface road and a railway. A good portion of the project will be built on two parallel viaduct on both sides of the railway tracks. Such deign and configurations will form complex noise fields in the project area. T he noise prediction in this EA made the followling simplified assumptions: e All motor vehicles on Guangfo road will be assumed to move in a same, uniform speed; * Each section or lane will have the same amount of traffic volume with the same motor vehicle fleet composition; e The future traffic will be those projected by feasibility and presented in Table ----.- and * Noise prediction will be made for year 2010 and 2020 to represent the noise levels in the medium to long terms.
ESRI September, 2002 56 Guangfo Connecting Road Environmental Impact Assessmenit
This EA uses U.S. Federal Highway Association's (Fl-IWA) model as a basis for noise level prediction, which has been modified based on the road and other conditions in China. This model, together with the modifications has been successfully applied in the EA for the World Bank financed Guangzhou Inner Ring Road project and proven to be suitable and appropriate.
The FHWA model is defined as:
Leq, = Leo, +I01ogV +10og +AS) -3
where: Leq, hourly noise level equivalent at r generated by type i vehicle, dB(A£ Of>> Leo, -- reference noise level average at 15 m of type i vehicle, dB(A); N,-- traffic volume of type i vehicles, vehicle/hr.; , -average speed of type i vehicle, km/hr., 60 km/hr. on Guangfo road; T--observation time, T= I hr.; r -- vertical distance of observation point to road center line, m.; a--absorption factor of ground surface between observation point and road center line, zero in the Guangfor road project as the ground is basically paved; AS--correction for road structure and surroundings, dB(A), discussed below; i --vehicle type, i =1, 2, 3, 4, i.e. heavy-duty, medium-duty, light-duty.
The aggregate of noise levels at a receptor in assessment, generated by all types of vehicles on a single lane, is expressed as:
Leqj = l0IOg IlOOILeq,
The aggregate of noise levels at a receptor in assessment, generated by all type of vehicles on multiple lanes, is expressed as:
Leql = lOlogZ1OOILcLq J=I where m= the total number of motor vehicle lanes
Viaduct Only Sound Field
For surface (ground) level road, the noise field may be predicted using the above model. But the situation is more complex when viaduct is involved. For a clear understanding of the: sound field of a viaduct in operation, a geometrical method is used to describe the sound field on both sides of the roadway, as shown the following drawing.
ESRI September, 2002 57 Guan,gfo Connccting Road Environmental Impact Assessmilet
I 13 p((xy) P0 (X,y') | - ! S 1y~~~-s------s po (X,Y
A S
o x(m) MII. 2-1
In the figure above, AB is the height of shield/fence on viaduct, I1I; AO half width of viaduct, di; 00 height of viaduct surface, ho; S sound source at height h5; S virtual source for sound source S on the viaduct. It can be seen from the above figure that sound field generated by source on the viaduct can be divided three sound fields, field #1 is the aggregate of direct sound of S and S'; field #2 is the aggregate of direct sound from source S and diffractive sound from source S'; and field #3 is the aggregate diffractive soulid from sources S and S'.
* Whel y>=yO', i.e., at the sound field #1, the aggregate sound energy Lcq, will be
Leq=I 0log(lOol Ieq + 00II)q,I o Whci yo Leq2 = lO0log(I l I'/-eq + I °'('q; -A1 ( )) * y<=yo, i.e., the sound field #3, the aggregate sound energy Leq3 will be: Leq 3= 1 0 log( I 00 (Leq, -ALA,) + 00I 1I cq,. Where Leq,.--refective sound of source Sf>> AL, -- shield insertioni loss to source Si)) ALA,--shield insertion loss to virtual source S In the case linear source, A-weight insertion loss due to infinite shield AL,, f ESRI September, 2002 58 Guangfo Connectinig Road Environmental Impact Assessmciit I0 10 g 32z;TV - 1 A L 4 = 4 a r ctg 1+ 3 1 0 log [2 n 7 , i )(1 i) 2 I n (+ Vt, 2 ]t where t 40=0 ° £fe equivalent frequency of road traffic noise, 500 I-zf>>»o 3c sound path difference, m, (i.e., sound path difference of source S in field #3) 5o=SB + BP-SP; C is the sound speed, c=340.6 m/s. Grouind Sound Field under Viaduct The Sound field of a ground roadway under viaduct becomes quite complicated due to viaduct reflection which can be taken as sound emitted at mirror source. In the following drawving, AB is the shield height hi; AO' is the half width of viaduct d,; 00' is the viaduct surface height, ho; S is the sound source at hleight 115; S" is the primary image of source S to the ground; S" and S"" are primary images of source S and S' to the viaduct; longitudinal coordinates of S" and S"" (I's-2nho) and (-h,-2ho), image source coordinates after n'li reflection of sources S and S' to viaduct (h,-2110) and (01,2 nh 0o) It can be seen from the figure that sound field generated by source on the viaduct is divided into three sound fields, field #1, the aggregate direct sound of S and S'; field #2, the aggregate of direct sound from source S and diffractive sound from source S'; and field #3, the aggregate diffractive sound from source S and S'. Traffic volume and speed on the viaduct are higher at ground level noise sources on the viaduct are correspondingly louder. This assessment assumes that sound energy of field #3 is only from traffic on the viaduct; sound energy of field #2 from single direct reflection of source S; and field #I from direct sound energy of sources S and S'. As such, there are three cases: * y>=YO', sound field #3£-the aggregate sound energy Leq, will be Leq,=o * Y 0 * y<=yo, sound field #1, the aggregate sound energy Leq3 will be: LeqRS= 10epe10m +90 9 ) 2cq ESRI September, 2002 59 Guangfo Connecting Road Environmienital Impact Assessment Where, Leq,.--reflective soulid of source S' i y(rim) ,,,j, M B),A plx,y) 0 s - 111, P-Y 0 SI x(mi) I, S II M4. 2-2 If additional weighting is given to multiple image sources, i.e., multiple reflections between viaduct bottom and the ground, the sound field would become very complicated. Experiments conducted by Mr. Akinori Fukushima and Mr. Dazon Kohishi of Japan showed that traffic noise levels on a ground-level roadway with viaduct are higher than a roadway without a viaduct. Thle difference is the multiple reflection by the viaduct bottom. IThe incremenit is bigger directly under the viaduct thani at the roadside areas. For this reason the calculated values are increased by 2 - 3 dB(A) for points directly uLider the viaduct. Roadway wvith viaduct For the roadway with a viaduct, traffic noise level at any point is the aggregate of sound from ground traffic and the traffic on the viaduct. Accordingly, it is necessary to calculate the sound levels contributed by both separately, then combine them for the aggregate. Roadway wvith viaduct and ramps TIhere are 5 locations on Guangfo road with ramps with a design speed ranging Irom 25 - 30 km/h and slope of 7%. The sound field of the ramps is complicated because they have a number of combinations of height, traffic flow and speed. Theoretically the noise levels can be calculated using previous equations, assuming the traffic volume is 1/20 or 1/21 of the trunk Guangfo and the speed is much lower than 60 km/h. By calculation, noise source levels of individual vehicles on ramps is 9 - 10.5 dB(A) lower than on trunk IRR, correction for traffic volume on ramps I - 10 dB(A) lower, and correction for ramilp slope, 0 dB(A). In total the noise level from ramps is at least 10 dB(A) lower thanl trunk Guangfo. Using the sound aggregation theory, sound energy from ramps can be neglected for aggregation and its contributioll to overall traffic noise level assumed to he 0 dB(A). Interchanges ESRI September, 2002 60 Guangfo Connecting Road Environmental Impact Assessment Large size interclhanges are usually composed of multiple layers of viaducts, ground- level roadway and ramps, and have cornplex patterns of sound fields. Theoretically the noise from each component of the interchange can be calculated and then combined using the previous equations. In practice, it is too hard to do it this way because most parameters for the interchange have not been determined. Using another method the interchange can be taken as a column with the noise source at various heights and the sane noise level at the same height. Using the by sound aggregation principle, the increment for sound aggregation of two trunk roads is 3 dB(A). 5.2.2 Model Coefficients Determination Trajfic volume and speed According to relevant traffic volume forecast and design specifications, the traffic volume has been predicted, as presented in Table 24. As the noise will be predicted for both day and night time periods, the daily traffic volume is divided into day time traffic (16 hrs.) and night time traffic (8 hrs.) which will take 87% and 13% of the daily traffic respectively. The traffic for peak hours are further derived for noise imodeling whicil together with daily and night time traffic in the two prediction years are presented in Table 5-10. Table 5-10 Traffic Volume in Different Timeframe Time frame 2010 2020 Whole day 50,197 88,211 Day time only (16 hrs.) 43,671 76,744 Night time only (8 hrs.) 6526 11,467 Peak hour 3766 6616 Motor vehicle Leo, value and height of noise source LA = Ljg. -20lgr-8 I?oad surface modificationfactor Theory and experiments results show that the friction caused by rough road surface and motor vehicle tires has little influenice on the total noise level from large vehicles. For smaller vehicle the noise level equivalent shouild be modified according to the road surface materials with higlher modifications for rougher surface. However, as the asphalt road, which is the design for Guangfo road, has very smooth surface, it has need to modify the noise level. Road slope modification ficlor ESRU September, 2002 61 Guangfo Connlectinig Road Environlmiienital Impact Assessi-nent As small vehicles have little change in noise levels when driving on dilferent slopes of roads, there will be no modificationi for noise levcls for small vehicles during modeling. Medium and large vehicles will generate larger torque in order to go uphill, and thus higher noise than driving on flat road. The incremental increase in noise while driving uphill is shown in Table 5-11. Table 5-11 Noise Modification Factor for Road Slope Road Slope Noise modification factor AS (dB(A)) <2 0 3-47 5-6 3 >7 5 lhe maximum slope on Guangfo road will be 5%. Therefore, the noise modification factor will be 2 for the sloped section of the road. Roadside buiilcdings reflection factor There is strong reflection whiere roadside buildings of multiple stories or high-rise are close to roadway (see the following drawing). Noise level at assessmelit point should have the incremilenit for building reflection, ASr. f)'(mll)y \ p(x,y') - - -FL------ ------_ 133 I o A o x(mn) 1S4.2-3 It is shown in the drawinig, sound waves at poinlt P of source S reflected by buildings is equivalent to sound from image source, i.e. SP = r', S'P = r, the relationshilp between ri the reflective increment AS r and - is: r ri -;1, ASr=3 dB(A); r r, - I.4, A S 1-2 d B(A); r LSRtI Septemiber, 2002 62 Guangfo Coninecting Road Environmental Impact Assessmncit ri -2, ASr=l dB(A); anicl r I.l -~ or >2.5, ASr=O dB(A) r First rol',building modification factor The first row of buildings on bothi sides of a road, particularly multiple stories or high risc buildings would be good noise barriers to the buildings on the second row from the road and beyond. Different buildings, heights and configurations would have different effect in noise attenuation to buildings in the back. The determination of this effect is very complex but in this project the buildings on the first row from Guangfo road will be considered as giant noise barriers, which will significantly reduce the noise level to the buildings directly behind them. 5.2.3 Noise Prediction Results Using the above model, coefficients and modification factors, noise level generated from Guangfo road is simulated for years 2005, 2010 and 2020. The results, shown as noisc levels at the height of 1.5 m from the ground in different distances in an open area (without considerations of the effect of first row buildings to the area behind them) from the red lines of Guangfo road are presented in Table 5-12. ESRI September, 2002 63 Guanigfo Connectinig Road Environmental Impact Assessment 'lale 5-12 Predicted Noise Levels of Guaiigfo Road ldB(A)) Distance to red line (m) 2005 2010 2020 Day I Night Day I Night Da ,v N Inner ring road (Zhongshan Balu interchange) to Datansha interchanige 10 77.9 75.2 78.6 75.7 79.2 76.9 20 78.7 75.9 79.7 76.9 80.4 77.4 30 77.8 75.4 78.3 75.3 79.9 75.8 40 75.6 73.2 76.5 74.1 77.5 74.9 50 74.4 70.9 75.0 :71.9 75.0 72.6 100 70.9 68.3 71.5 69.3 72.5 68.8 150 67.5 64.2 68.7 65.3 69.3 65.9 200 65.3 63.9 66.5 63.9 67.9 64.4 Datansha interchange to Fangcun interchange 10 77.8 74.9 78.4 76.5 79.7 76.8 20 78.6 75.8 79.8 77.0 80.2 77.4 30 77.7 74.3 78.0 75.4 78.3 75.7 40 75.5 73.1 76.6 74.2 77.3 74.8 50 74.3 70.8 75.1 72.0 75.8 72.5 100 70.8 68.2 71.6 69.4 72.3 69.7 150 67.5 64.1 68.8 65.4 69.2 65.8 200 65.2 63.8 66.6 64.0 67.8 64.3 Fangcun i terchange to outer ring road (Haungqi interchange) 10 77.8 74.9 78.6 75.8 79.6 76.6 20 78.2 75.4 79.8 76.3 80.1 77.4 30 76.4 73.8 77.3 74.7 78.2 75.8 40 75.0 72.6 76.3 73.8 77.0 74.7 50 73.5 70.4 74.8 71.3 75.4 72.5 too 70.0 67.8 71.3 68.7 71.9 69.6 150 67.2 63.9 68.3 64.8 69.3X 65.5 200 65.0 62.4 66.8 63.3 67.5 64.2 Category I standard 55 45 55 45 55 45 Category II standard 60 50 60 50 60 50 Category IV standard 70 55 70 55 70 55 The noise modeling results show that starting from 2005, open areas wvithinl 100 m fiom the red line of Guangfo road (all three sections) will all exceed the Category IV standard at day time. Areas up to 200 m exceed the Category IT standards. The iilpacts will be particularly significant at night: the open areas of 200 m from the red line will all exceed Category IV. The noise impacts of the road will further increase over timie with increasing traffic volume on Guangfo road. The modeling results show that by 2020, the day time noise will increase from 2005 level by approximately I to 2.5 dB(A) whiile the night time noise will increase by about 0.4 to 2 dB(A). The noise levels fi-om the innier- ring road to FangcuLn interchange are very slimilar but those in the Fangcun interchianige to outer ring road section are lowers because towards the suburb the trafflic volumes are predicted to reduced than the two urbatn sections. ESRI September, 2002 64 Guangfo Connecting Road Environmental Impact Asscssieiit The above noise modeling results are for open areas. The areas on surrounding the interchianiges includilng the two parks near Zhongshian Balu intercilange and the agricultural land towards the outer ring road have a lot of open space, but il other sections of Guangfo road, there .are many buildings on both sides of the road. The above predicted noise levels will therefore be applicable only to the first row of the buildings which will then serve as very effective noise barriers to the buildings behind them. The noise impacts will in fact be compounded by the presence in the middle of the two Guangfo roads a railway line. The Guangsan railway is built on a 3 m high railway base, has no fence and is the main existing noise source for the Datansha to Fangcun section. The existing noise levels (noise level equivalent) at the sensitive receptors along the side are ranged from 55.2 dB(A) (day time) and 54.7 dB(A) (night time) for the New World residential development about 120 m away to about 66.9 dB(A) (day time) and 65.1 dB(A) (night time) at Jiaobiao primary school approximately 10 m from the railway. The instantaneous noise levels at trains passing, however can be as high as 87 dB(A) or even 91 dB(A) when trains whistle at the Jiaobiao primary school location. The train traffic volume will increase over time. Based on the current estimate, the combine passenger and cargo trains will increase from 47 per day (including 13 at night time) in 1998 to 58 (including 20 at night) by 2010 and further to 65 (including 22 at nighit) by 2020. The train speeds will reach up to 100 km/hr. by 2010 and 120 km/hr. by 2020. Using noise modeling and above estimates, it can be predicted that noise levels fi-om the railway, as noise level equivalent, will increase by about 0.2-0.9 dB(A) for day tine and by 0.2-1.3 dB(A) for night time by 2010 and by 2.1-3.1 dB(A) for day time and 1.9-2.3 dB(A) at night by 2020 from the predicted 2005 levels at the same sensitive receptors. When Guangfo road is completed and opens to traffic, the noise levels at the sensitive receptors will be aggregate of both sources: motor vehicles on the road and train on the railway line. The aggregate can be calculated by: Leq l 0log(10' I.eq, + 10 ILeq) Where: Leq,-motor vehicle noise Leq,. train noise Combining the impacts of both Guangfo road and the Guangsan railway line, the predicted noise at the sensitive receptors along the road alignment is presented in Table 5-13. ESRI September, 2002 65 Guafigfo Connecting Road E:.nvironmental Impact Assessmelit Table 5-13 Predicted Noise Levels at Scnsitive Receptors ill(A Sensitive receptor Existing 2010 2020 Day Nihlit Day Night Day Night Day Night Shuangqiao Middle School 56.3 _ 70 57.4 71 68 Jiangzhiou Primary School 57.9 _ 71 58.9 72 69 Gouangdong Commerce School 56.3 70 57.4 71 68 New World Residence 63.3 76 64.4 77 73 Jiaobiao Primary School 64.5 85 65.5 86 83 Jiaobiao village 72.7 75 73.4 76 74 Li's Family Shrine 66.9 82 66.9 83 79 Hengjiao village 72.7 75 73.4 76 73 Among these sensitive receptors, Jiaobiao village, Jiaobiao village Hengjiao village and Li's Family Shrine are located within 40 m to the proposed road from its closest point. The two villages have about 2000 households and 8000 population. Within the most sensitive area (the 30 In to the road), there are about 30 households who wvill be impacted the most. The above table indicates that over the long term (2010-2020), the noise levels equivalent from the both railway and Guangfo road sources will exceed the Category 11 standards (60 dB(A) for day time and 50 dB(A) for night) which are the applicable standards for residential areas, by as much as 19.1 dB(A) for day time and 26.4 dB(A) for night. The daily life of the 30 households Would be seriously affected by the noise includinig effects to their sleep at night. Jiaobiao primary school has 760 teachers and students in two four stories buildings, roughly perpendicular to the proposed road. Guanigfo road will in fact cut into the campus, requirinig demolition part of one school building and occupying part of the school yard. Thle noise will be very high, up to 78.1-79.1 dB(A) during the day whiicih is 23.1-24.1 dB(A) above the applicable Category I standards (55 dB(A) for day time and 45 dB(A) for fight). At these nloise levels, many of the students in this school would not be able to hear their teachers and classes cannot be conducted properly. While the night time noise is also very high, there will be no activities or any student in the school at night and thus no night time impacts. The Li's Family Shrine is a traditional place for the Li's in the region to gather on important family celebrations, dates and ceremonies and to worship their ancestors. There is no body living in the Shrine although diuring the day time there are elderly there to chat, play cards and meet with eacli otlier. The Li's F7amily Shrine is a stone structifral building with thick walls and hlas no windows on the side facing the road and railwvay (the south side). Therefore the noise impacts to activities wvithin the Shrine is expected to be limited. Otller senlsitive receptors are located beyond the 40 In area, from 85 (Shuangqiao Middle School) to 120 in (New World Residence). The current noise levels at schools are slightly highier than the Category I staiidards bLIt the residential area noise can all meet tile applicable Category 11 standar-ds. However. the above table shows that once Guanigfo road is completed, noise level equivalent at schools will exceed the standal-ds by 15-16 dB(A) while thlat will exceed the standards by 9.8 dB(A) at day tinme and up to 18.4 dB(A) E,SRI September, 2002 66 Guangfo Connecting Road Environmental Impact Assessmcilt at nighit at the residential area and by 16.4 dB(A) at the school (day time only). The most seriously impacted people will be those with their classrooms arid living/bed rooms directly facinig the project road. While Jiangzhiou primary school is even closcr (65 rn) to the proposed road, it is located behind a large commercial.building. TI'hc noise levels at this school is expected to be within the standard as the building can effectively reduce noise level by 15-25 dB(A). Vibration In order to forecast the level of vibration from Guangfo road, a section of inner ring road with similar design (also on elevated viaduct) and traffic volume (currently 7579 mixed vehicles per day) with Guangfo road was selected for a real life vibration measurements. T he results are shown in Table 5-14. Table 5-14 Measured Vibration from a Similar Viaduct on Inner Ring Road (dB) Distance to the Viaduct Measured Vibration 0 65.4 5 64.7 10 63.2 20 61.7 40 60.0 50 59.2 As a similar road, the vibration levels at Guangfo road are expected in the similar range as shiowin in the above table. Compared with the applicable standard at 75 dB, the expected vibration due to Guangfo road operationi will be well below the standard. Furthermore, since the inner ring road is in operation, the has been no complains received from the public on vibration. This further confirms that conclusions that the elevated viaduct operations at the forecasted traffic volume will not have significant impacts to the surrounding areas. 5.2.5 Noise Mitigation The noise standards are established with the consideration of noise impacts on human health (effects on headaches, annoyance, cardiovascular diseases, etc.) and life activities (sleeping, reading, listening, etc.), and specially sensitive activities (conducting classes, concentration on learning, patients recovery, etc.). Noise levels in areas where different activities are located should meet the applicable standards to protect the environmental quality required for the activities. As the noise levels of Guangfo road is predicted to exceed the standards, mitigation measures are needed to reduce or control the noise levels to meet with the standards. In addition to the understanding of the general features of major mitigation measures, the EA team has included the lessens learnt from noise mitigation measures in the inner ring road project into considerations in designing noise mitigation measures for Guanigfo road. ESRI September, 2002 67 Guangfo Connecting Road Environmental Impact Assessment The objective is to capitalize the previous experience, to avoid any mistakes inade before and to ensure the mitigation mcasuL-es arc effective for Guangfo road. Overview of noise mitigation measures Table 5-15 lists the commonly used noise mitigation measures for roads in urban areas, including the effectiveness, advantages/disadvantages, and estimated costs. Table 5-15 Comparison of Common Road Noise Mitigation Measures Mcasure Noise reduction Advantage/disadvantage Estimated cost Absorbent noise 2-20 dB(A) * Effective in open area RMB800- barrier . Minimum noise reflection 1000 per m2 * Potential sunlight and visual impacts * Effective only to certain heights . Limited effectiveness for multiple layer roads Reflective noise 5-20 dB(A) * Lower sunlight impact RMB850 barrier . Potentially increase noise intensity per 1112 due to the reflection o Effective only to certain heights * Limited effectiveness for multiple layer roads Semi-closed light >20 dB(A) * Effective noise reductioni RMB1000 structure noise * Limited impact on road natural light per m2 barrier * Low noise reflection * Relatively expensive and complex structure Closed light >25 dB(A) o Very effective noisc reduction structure noise * Low noise reflection barrier * Expensive and complex structure * Not good for motor vehicle exhaust emission dispersion Absorbent road 5 dB(A) . Most effective for high speed RMB240 surface vehicles on flat terrain per m2 * Easy to wear out * Not suitable for heavy duty trucks Special asphalt 3 dB(A) surface Double glazed >20 dB(A) * Very effective for indoor noise RMB2800 windows control per household * Require ventilation * Difficult to implement as it will involve individual households or _ building owners ESRI September, 2002 68 Guangfo Connecting Road Environmenital Impact Assessment Review of the mitigation measures In the Inner Ring Road project The World Bank financed inner ring road project has been completed and operational since January 2000 and noise mitigation measures have been gradually implemented along the ring road. The original Environmental Action Plan (EAP) requires installation of 3.6 km of noise in 6 sections, which have been completed. In fact, the actual noise barrier length is about 6.5 km, much more than the original requirements. The additional noise barrier has been installed in response to the strong public reaction on the increased noise from the inner ring road. The other important noise mitigation measure, installation of double glazed windows in sensitive receptors, has been gradually implemented. A study was conducted in March 2002 to monitor the effectiveness of the noise mitigationi measures. Six locations were selected to determine the noise reduction effect of noise barrier and two were selected for double glazed windows. In general, the noise barriers are most effective to three to six floors of the buildings targeted for protection, with average noise reduction of about 2 to 4.7 dB(A). Higher floors are generally beyond the noise barrier protected area and have no measurable noise reduction. The lower floors on the other hand, are mostly impacted by the noise from the ground level traffic for whlicIh the noise barriers mounted on the elevated viaduct have no effect. Double glazed windows have been installed in a hospital and a school. The monitoring program at the two locations show that noise can be reduced by 26-27 dB(A) at the hospital (with a vacuum lawyer between two pieces of glasses) and 17-22 dB(A) at the school (ordinary design with two layers of windows put together) when the windows are closed. When the windows are open, the reduction is about 6-10 dB(A) compared with the noise levels one meter outside the same windows. The lessens learnt from the inner ring road noise mitigation, which will be included into the consideration of mitigation measure planning and design for Guangfo road include: * For multi stories buildings, the noise barriers should be higher. A noise barrier 5-7 m tall as originally designed, compared with the current height of 3 m, would significantly increased the protected area; * The lack of seal of noise barriers at the structural expansion joints and the poor design in aluminum frame of the noise barriers are to blame for the less than desired effectiveness of noise barriers; * The noise barrier installation are not well planned. In some areas noise barriers are installed where is no sensitive receptors to protect. Such waste of eflort should be avoided and the location of noise barriers should be carefully planned through site investigation and acoustic study; and * Double glazed windows prove to be a very effective measures for noise attenuation for indoor environment. It seems that to meet the noise standards at the sensitive receptors, the windows are required to be closed; therefore, the ventilation must be ESRI September, 2002 69 Guanlgfo Coniecting Road Environmental Impact Assessment resolved to ensure the effectiveness of double glazed window as a noise control measure. Noise barrier In the following section of Guangfo road, noise barrier will be built to protect the sensitive receptors nearby: * North side at Jiaobiao and Hengjiao villages for 400 m long; on the Southeast side, 450 m long. The noise barrier w'ill be 3.5 m high using absorbent materials, considering the fact there is no high rises in the directly impacted area. As the buildings in the villages are mostly two stories high at about 10 m to the road for the closest houses. To this height, the noise barrier will be most effective in noise reduction, particularly this part of the road will be single elevated viaduct only with no roads on the ground level. It is expected that the noise level equivalent at the houses will be reduced from the originally predicted levels by about 15-20 dB(A). The residual impacts at the village houses following the noise barriers will be about 60 dB(A) during the day time and about 58 dB(A) at night, whicih meet or slightly above the applicable Category 1I standards. e Based on the lessens learnt from the inner ring project, the noise barrier to be installed will be carefully designed using quality materials. In particular, the aluminum frame of each panel, between panels and between the structural expansion joints will be well sealed to enhance the noise reduction function. Noise absorbent road surface Guangfo road will use bitumen based noise absorbent material for its surface in the entire 5.6 km of road. According to experience overseas, such road surface materials will reduce the noise to the surrounding areas by about 5 dB(A), compared with the concrete road surface. Double glazed windows The experience gained from noise mitigation of the inner ring road project has showed that noise barrier alone may not be adequate in terms of noise reduction to the acceptable levels while installation of double glazed windows at the sensitive receptors is the most effective measure to protect indoor environment from noise impact. Guangfo road will take such measure to noise mitigation at the most sensitive receptors. e The Shuangqiao middle school is about 85 m from the proposed road, with a 4 stories classroom building. The first and second floor of the building is behind a factory shop and as such the noise impact is mostly towards the classrooms on the third and fourth floor. There are a total of 10 classrooms on these two floors with a total window area of 120 in2 ESRI September, 2002 70 Guangfo Connecting Road Environmental Impact Assessment * Jiangzhou primary school, although located only 65 m from the proposed, is completed behind a factory shop of the same height. The noise level is expected to be able to meet the applicable stahidards. No further mitigation is needed. * Guangdong Commerce School is about 100 m from the proposed Guangfo road. It has an 8 stories building with classrooms and administrative/teachers offices. The building side facing the road is 40 m wide. On this side, each floor has eight windows of 1.5 by 2 m giving a total window area of 24 m2 per floor. Since the first three floors of the school are hided behind factory shops which act as very effective noise barrier themselves, the top five floors will be installed with double glazed windows, with a total area of 120 m2. Relocation Jiaobiao primary school would be immediately adjacent to Guangfo road. In fact, the road will occupy part of the teaching building and about a quarter of the campus. The noise level will be very high, predicted to be at 83 dB(A) which is 28 dB(A) above the applicable standard. Even double glazed windows would not be able to reduce the noise to the standard. As shown in the previous sections, Jiaobiao primary school will also be the most impacted receptor from motor vehicle exhaust emission with NO2 exceeding the standard even under normal climate conditions and would be by up to 264% under unfavorable climate conditions. Furthermore, as part of the school will be occupied and there is no room within its current location to expand, the school will be unable to function properly for its 760 students and teachers. Therefore, the best mitigation for the noise, air pollution and campus occupation will be to relocate the school to a quiet location sufficiently away from Guangfo road. As from Fangcun interchange to the outer ring road will not be funded by the World Bank but by the Nanhai government and Jiaobiao primary school is located in this section, the relocation of the school as a mitigation measure and a condition for the project has been proposed to the Nanhai government and accepted. In fact, the Nanhai govemment has long planned for the relocation and committed funding for it, because of the noisy environment in the school area from the train operation. The relocation and resettlement of Jiaobiao primary school will be completed in its new location prior to the start of the Guangfo road construction to a new location, which is about 700 m northwest of the current school site. The funding of the relocation will come from the land compensation from the Project resettlement budget as well as funds already committed by the Nanhai government The additional funds from the city are needed since the school will be expanded in teaching space and upgraded for better facilities in its new location. Other measures Appropriate Land Use and Development Planning - Along the project area (e.g., southwest of the Fangcun Interchange) there are still land parcels to be developed. During the zoning and planning process, the following measures/policies will be taken: * The first row of the buildings will be controlled to be no less than 20 in to the red line of Guangfo road; ESRI September, 2002 71 GLiaigfo Connectinlg Road Environmental Impact Assessmenit * New development will have landscaped area betweeni the development and the road; * Th first row of the buildings will not have any noise sensitive facilities sucil as schools, hospitals, kindcrgar-tenis, but less noise sensitive facilities such as parking garage, commercial complex, other closed structures, etc. * The immediately adjacent land will not be used for residential developmenit in general. If it is used for such purposes, the building should design the building configuration as much as possible to locate the kitchens, bathrooms, elevator wells, auxiliary facilities on the side facing the road. In addition, developers will be requested to include noise control and reduction into the building design through materials selection, window designs, etc. * The first row of the buildings may be designed to be in parallel to the road which would be a noise barrier themselves to the buildings behind. Road structure and materials selection will include considerations for noise control and minimization. Such considerations will include: * As discussed before, the entire Guangfo road surface will use high quality bitumen. * The design will utilize no expansion joints and continuous large displacement and multiple span structure, so that the expansion joints can be minimized and thus the noise resulting from motor vehicle vibration when through the joints. * The design will utilize flexible support such as board rubber supports and spherical rubber support to absorb structural vibration and the noise thus caused. AManagement measutres will be taken during Guangfo road operations, including: * Gradually increase motor vehicle noise emission standards, implement vehicle inspection system and enforced maintenance for vehicles which exceed the standards. High noise, old model vehicles will be retired. Guangzhou will establish control plan and targets for motor vehicle noise. The reduction of noise from vehicles is the most directly and effective measures to control noise. * Strictly enforce motor vehicle speed limits, particularly in the sections where there are sensitive receptors and at night. * Guangfo road will be periodically and regularly maintained for good working conditions. Estimated costs for mitigation measures The above noise mitigation measures will be included in the project design where appropriate and implemented at the same time with Guangfo road construction, and therefore the cost of the mitigation measures will be included in the total project budget. The estimated cost for the mitigation are: * The total length of noise barriers will be 850 m long. The type of noise barrier is 3.5 m high with a unit price of RMB 1000/m2. The total cost: RMB2.55 million; * The noise absorbent road surface will have an incremiiental unit cost (compared with regular road surface) of RMB240/m and thus the total cost will be RMB40 million; * Landscaping of a 10 m wide area on both sides of the road of 5000 in long (excluding surface water body) at RMB I 59/m, total RMB795,000; ESRI September, 2002 72 Guangfo Connecting Road Environmental Impact Assessment * Double glazed windows witlh ventilation cost for schools within the most impacted area, which will be 240 m2 RMB300/m2 , totaling RMB72,000. * Relocation of Jiaobioa primary school to a new site willIcost an RMB6 million. * The total estimated cost for noise mitigation measures (excluding relocation cost) will be RMB43.417 million of which RMB40 million for absorbent road surface materials will be included in the project engineering cost and RMB3.417 million will be dedicated to noise pollution mitigation cost. Summary of noise mitigation and residual impacts The noise mitigation measures and residual impacts the sensitive receptors for Guangfo road project are summarized in Table 5-16. Table 5-16 Summary of Noise Mitigation and Residual Impacts dB(A) Sensitive receptor Mitigation Noise Predicted noise Residual noise reduction Day Night Day Night Shuangqiao Middle Noise barrier 10 71 68 36 33 School Double glazed 25 window Jiangzhou Primary Behind a 20 72* 69* 52 49 School factory shop Gouangdong Double glazed 25 71 68 46 43 Commerce School windows New World Developer's 77* 73* - - Residence own action** Jiaobiao Primary Relocate 86 83 - School J'iaobiao village Noise barrier 15 76 74 61 59 Li's Family Shrine No windows 83 79 - - on road side Hengjiao village Noise barrier 15 76 73 61 58 *Predicted values for open field ** New buildings and the developer provided noise control windows and other noise control measures 5.3 Water Environment Impact Roads projects themselves do not generate wastewater. However, some contaminants from motor vehicles exhaust emissions will participate on the road surface. When it runs, the contaminants will be carried away by surface runoff and discharged eventually to surface water bodies nearby, resulting in adverse impacts. This EA uses a mathematical model to simulate impacts of surface runoff from Guangfo road to Pearl River (west channel) during the road operation stage, as a general case. Impacts on other water bodies wilIlbe also be discussed. 5.3.1 lmpact Assessmcnt ESRI September, 2002 73 Guangfo Connecting Road Environmental Impact Assessment Pcarl river hydrology characteristics The Pearl river is the largest and dominate surface water body in the project area. Much of surface runoff from guangfo road will be discharged to this water body either directly or indirectly via other smaller water ways along the road. The Pearl river (west channel) at this area is about 530 m wide. The river is affected by both the river flows from upstreamn and tidal flows from downstream, resulting in potentially longer holding time of contaminants in the river and thus pollution of water quality. According to GESRI's earlier data, the dry season water flow is averaged 691 m3/s, with an average depth of 6.43 m during high tides and 611 m3/s with an average depth of 5.69 m during ebb tides at this section of the river. As discussed before, the main contaminants in the "first flush" of surface runoff from Guangfo road will be COD and oil and grease (petroleum based), which will be the focuts of the impact assessment. The concentrations of these contaminants have been estimated and presented in Appendix 11. Water quality model According to relevant guides in the Technical Guidelines for Environmental Impact Assessment HJ/T2.3-93), the non-permanent contaminants, CODcr and BOD5, may be simulated by a two dimensional steady state mixing and degradation model. The model is expressed as: c(x ~-x(-K_____ cO F ( Uy2 u(2B-_yJ) 2 ~l C(,y)ep xi Ch + ""~ exp - r 4Mxx 86400u) HVmdxu 4MA4 +exJ 4 Y I Where: C(x,y)- position x, y average concentration (mg/L); x,y- coordinators (m); U- cross-sectional average river flow speed (m/s); Cp-contaminant discharge concentration (mg/L); Qp-wastewater discharge rate (m 3/s); My- horizontal mixing coefficient (m2/s); H-average water depth (m); B-river width (m); and K-oxygen consumption coefficient (l/d). The two parallel roads for Guangfo road at the Pearl river section can be treated as two discharge points. The compounded impacts from two sources to the receiving water body may be calculated as: C(x,y) = E C, (x,y) ESRI September, 2002 74 Guangfo Connecting Road Environmental Impact Assessment Where: Ci is the contribution of contaminants from the i"' source to position (x,y); in this case, i=2. The results of the water quality impacts are presented in Tables 1///11 throughi 1111111. The modeling results indicate that during the operation stage, discharge of surface runoff from Guangfo road to Pearl river will cause narrow bends of increased pollutant concentrations on both sides of the river, during the first few hours of a rain storm. These bends are about 10 m upstream and downstream from the discharge points. The concentrations will be relatively higher near the banks and gradually decreasing towards the river center. The incremental increase in pollution concentrations is slightly higher in high tide than ebb tide. In the east bridge area, the maximum increase in CODcr will be 0.0263 mg/L during high tides and 0.0252 during low tides; while the increase in oil and grease concentration is only 0.004 mg/L. For the west bridge, the increase in CODcr concentrations are expected to be 0.0285 mg/L during high tides and 0.027 during ebb tides; while the increase in oil and grease is about 0.005 mg/L. The pollutant concentrations decreased rapidly a short distance from the discharging points, indicating the enormous assimilative capacity through dilution and degradation in the receiving water. For example, the model predicts the incremental increases in COD concentrations will decrease by 25-90% about 1000 m from the discharge points. At about 690-770 m up- and downstream from the east bridge and 800-900 m from the west bridge, the impacts in terms of increased oil and grease concentrations in the receiving water will be completely disappear. Clearly, the impacts to surface water quality is very limited even within the impacted area as shown by the very low incremental increase in COD and oil and grease concentrations. Such increases will not be able to alter surface water quality categorization. In fact, at such low increases, the impact will not cause any visible impact in terms of color or odor of the bends even to the people closest to the banks. The only sensitive receptor, Xicun Water Purification Plant water intake is located about 4.7-5.2 km upstream from Guangfo road bridges, will not be impacted by Guangfo road surface runoff. Imp'act of Accidents I Guangfo road crosses Pearl river twice at the east and west channels, respectively. The east channel is about 250 m wide while the west channel, 350 m wide. If tank trucks containing hazardous materials passing through the bridges on Guangfo road involve in traftic accidents, risks exist that hazardous materials may be released to Pearl river causing pollution episodes. Many factors affecting a traffic accident which would lead to a spill/release of liquid hazardous materials into Pearl river. These factors include tank truck drivers, hazardous materials in the trucks, frequencies of trucks passing the bridges, truck driving speed, ESRI September, 2002 75 Guangfo Connecting Road Environmental Impact Assessmncit traffic volume at the time, road/bridge conditions, local climate conditions, bridge length, etc. The probability, P, of accidents causing releases of hazardous materials into the P'earl river at the Guangfo road section may be determined by the following fomula: P=P0 Cl C2 C3 C4 Where, P0 - expected traffic accident frequency on the project road, times/year; C, - the traffic accident reduction following the proposed road completion; C2 - percentage of tank trucks containing hazardous materials in the vehicle fleet; C3 - percentage of hazardous chemicals within all the commodity transportation using Guangfo road; C4 - ratio of the road length over Pearl river over the total length of Guangfo road. P0 reflects conditions of the traffic, existing roads and motor vehicles as well as local climate, drivers' experience, etc. Using accident data on an existing road similar to Guangfo road and considering the Guangfo road length as a portion of the existing road, the expected accident rate Po can be estimated to be 35 times/year. Cl reflects the improvement in road conditions, transportation conditions, safety management, etc. comparing the road with controlled access roads (such as expressway, fenced fast urban road including Guangfo road) and regular urban roads with no control on access, the traffic accidents will be reduced by 25%. Therefore, for Guangfo road the Cl factor is selected to be 0.25. According to statistics of motor vehicles using existing roads between Guangzhou to Foshan, the trucks occupy about 22.57% of the motor vehicle fleet, wlich is assumed to be the value for C2 Once again, using the data on the existing commodity road transportation between Guangzhou and Foshan, hazardous materials such as fuels, pesticides, other chemicals, etc. are about 2% of the total commodity in this transportation corridor. This is assumed to be the value for C3. The total length of Guangfo road over Pearl river, i.e. the total length of both bridges on east and west channels will be 600 m. Over the 5.6 km of the total length of Guangfo road, the C4 can be determined as 0. 11. Based on above assumptions and estimates of the factors, the probability of accidents involving hazardous materials over the Pearl river is: Po = 34.8x0.25x0.02x0.2275x0.11 = 0.00432 times/year This is a very small probability, equivalent to one such accident in every 231 years. However, if such accidents occur and hazardous materials released into Pearl river, it could impacted a very large area including the water purification water intakes and the urban section of the Pearl river. Fisheries resources in Pearl river will also be affected, ESRI September, 2002 76 Guangfo Connecting Road Environmental Impact Assessmenit likely resultilIg in a fish skill, depending on the type of hazardous materials involved in such accidents. 5.3.2 Impact Mitigation Although the probability is very low, main potential impacts of Guangfo road will be traffic accidents on or near the bridges involving hazardous materials. As such, mitigation measures are planned to minimize such risks. These measures are: * Strictly enforce hazardous materials transporta:tion permitting system - Guangzhou Hazardous Materials Transportation Regulations stipulates that transportation of hazardous materials must receive prior approval and receive permit from road transportation authority. The permitting requirements that the trucks to be used for such transportation must be in good conditions, equipped with fire extinguishers and hazardous materials signage. Non-motor vehicles and motor cycles are banned for hazardous materials transportation. Transportation of explosives and hazardous chemicals will further require special permits from the public security (police) authority. As part of the Guangzhou/Guangdong road network, Guangfo road will implement these requirements during operation. * The road management authority which will be Guangzhou Road Bureau in this project will establish emergency response procedures and plans together with public security and environmental protection bureau to respond promptly to any spills, leaks and other accidents which involve hazardous materials. Necessary equipment and materials will be available to deal with such accidents to contain the spills to the maximum extent possible to protect the contamination of Pearl river as well as to protect resident the communities and natural environment in the area. * At the key and sensitive sections of Guangfo road, such as bridges and areas near the bridges, warning signs will be erected to set speed limits to vehicles hazardous materials. These trucks will be banned to use Guangfo road during rush hours. * An emergency reporting system will be established. Any accidents involving spills of hazardous materials and release of such materials to Pearl river will be required to report to Guangzhou Environmental Protection Bureau immediately. Procedures will be established to closed down the Xicun Water Purification Plant water intake following such accidents. The intake can only be opened again following detailed investigation and mitigation/remediation as may be necessary and with assurance that the spills will not reach the intake and have any impacts to water quality at the intake area. 5.4 Resettlement and Relocation 5.4.1 Applicable laws and policies The resettlement and relocation policies and resettlement action plan (RAP) for Guangfo road have been developed based on resettlement and relocation laws and regulations of the Chinese government, as well as operational policies on Involuntary Resettlement (0D4.30) of the World Bank. The applicable laws and regulations are: ESRI September, 2002 77 Guangfo Connecting Road Environmental Impact Assessment * Land Administration Laws of PRC; * Land administration Implementation Methods of Guangdong Province; * Interim Methods for Land Acquisitions for Transportation Infrastructure Projects in Guangdong province; * Guangzhou Agricultural Land Acquisition Compensation Standards; * Urban House Demolition and Relocation Management Guides; * Stipulations for Guangzhou Urban Housing Demolition and Resettlement Administration; and * Stipulations on Urban Housing Resettlement Compensation Issues in Guangzhou. 5.4.2 Land acquisition and impact assessment Agricultural land Guangfo road will pass both urban and rural area and as such both urban housing and agricultural lands will be acquired for the road development. The rural land required for Guangfo road is presented in Table 5-17. Table 5-17 Rural Land Acquisition Statistics unit: mu* Village Total land acquired Miscellaneous land Flower land Housing land Tanwei 80.13 79.96 0.17 Guocun 37.67 37.67 Jiaobiao 153.87 153.87 Hengjiao 34 34 Total 305.67 117.63 187.87 0.17 * 1mu to a hectare Although the average cultivated land in the project region is scarce the impact of agricultural land acquisition in terms of reduction in the average cultivated land per agricultural population will be modest, as shown in Table 5-18. Table 5-18 Im acts of Cultivated Land Acquisition Village Existing land and Acquired Affected Average per capita land population land (mu) people (mu/capi ta) Land People Before After Reduction ~~~~(mu)_ __(%) Tanwei 668.57 1095 0 0 0.61 0.61 0 Guocun 276.43 1639 0 0 0.17 0.17 0 Jiaobiao 1308.1 2225 153.87 261 0.59 0.52 11.8 liengjiao 1604 2302 34 50 0.69 0.68 1.4 Total 3857.1 7261 195.17 311 0.53 0.50 5.6 Table 5-18 shows that the maximum reduction in the average land ownership will be 11.8% at Jiaobiao village. Although the total land acquisition at about 154 mnu is not high it will be nearly 12% in agricultural land in Jiaobiao village as the village does not have much agricultural land left. However, to put the impact of cultivated land loss into ESRI September, 2002 78 Guangfo Connecting Road Environmental Impact Assessment perspective, the existing land at the suburb area cannot support the living of the local farmers, who basically all have developed other sources of income to support their living over the years when the urban Guangzhou has been expanding rapidly and wvell into these villages. Housing The total amounts of housing affected have been estimated based on the detailed on site survey of the entire project affected area. The results of the survey as well as compensation rates are presented in Table 5-19. Table 5-19 Affected Houses and Compensation Rates Item Existing Increasing factors (%) | Relocated Compensation 2 2 arca (m ) Relocate I Separate I Auxiliary area (mi) rate (RMB/m ) Residential housing 8766.704 l 4000 Owned 2191.676 10 10 10 2849.179 3200 Leased l Comrmercial, office and incdustrial hous ing First floor 6090.75 6000 commercial Second floor 1984.28 5000 commercial Third floor 1149.89 4500 commercial Office 785.7 4500 Industrial and 3233.82 3800 warehouse Non-res 1471.6 10 10 10 1913.08 5000 Total 25,674.42 Guangfo road will need to dismantle a total residential housing area of 10,950.38 m2, affecting a total of 35 households and 87 people. For these households, compensation will be provided based on the following: * For users, compensation will be provided for housing searching, moving and facilities in the housing; * For owners, compensation will be provided for housing relocating, yards, wells and other auxiliary materials associated with the housing; and * For owners who also use the housing, both the above compensation will be provided. The principles to be applied for housing relocation and resettlement are: * Residential relocation and resettlement will be within the same district at close area if possible; ESRI September, 2002 79 Guangfo Coinectinig Road Environmenital Impact Assessment . The resettlement area will be fully serviced withi road, hydro, water telecommuniications, post and other municipal services as well as education, health, commercial, parks, and cultural facilities; * The resettlement area will be located in zones which will benefit from Guangfo road project; * The resettlement area will have at least two routes of public transportation to the urban center. The resettled area will also be in the benefited zones of the proposed Guangzhou subway system. In addition, for particularly vulnerable group$ of residents, such as disabled, elderly, poverty, etc. the following principles will also be applied: * Will be resettled to area as close to urban area unless choosing otherwise; * Increase resettled area; o Relocate the poor in the first floor if available so that there will be opportunities for small commercial operations to supplement family income; and * Relocate the disabled and elderly in the lower floors for convenience. Based on the above principles, Beiyun Park and Guangcun district have been selected as the resettlement areas for Guangfo road affected residents. Both areas meet the above requirements and are well serviced with various municipal and other facilities. These are also the resettlement areas for residents affected by the Inner Ring Road project and described in detail in the RAP for the IRR. Particularly relocation to the Guangcun district which is very close to the project area will not result in much difference for the affected and relocated residents in terms of living areas and convenience. The existing housing in the project area is mostly old and underserviced. In comparison, the areas selected for relocation and resettlement for this project are well zoned, designed and constructed residential districts based on the 215 century living concepts. In both districts, there are education, cultural, medical and environmental sanitation facilities and well serviced with all municipal utilities. Designed as integrated residential districts, both areas are well landscaped with lots of open space, providing good living conditions and environment. The affected and resettled residents will be compensated with at least the same living areas or larger. Therefore, except the brief interruption of daily life and inconvenience due to moving, the impacts to the resettled and relocated residents will be generally positive. Commercial and Institutional Impacts Guangfo road development will require demolition of 347 commercial shops with a total area of 1122.9 m2 affecting 696 staff and others related to these shops. The resettlement principles will be to compensate to the housing and relocate new business spaces to ensure that the owners and staff do not lose business opportunities. The only institution to be affected will be Jiaobiao primary school. AlthougIl the project will occupy a small portion of the school, the entire school will be relocated for ESRI September, 2002 80 Guangfo Connecting Road Environmiental Impact Assessment sufficiency in teaching and activity space, noise impacts and air impacts. The school will be relocated prior to the start of project construction to ensure noln-interruption in school year and classes. A new site has been identified and planned for a new school which is located about 700 m northwest of and 20% bigger than the 'current site. The new school construction will be funded by resettlement compensation and supplemented with additional funds from the local government as the new school will be bigger and better equipped. The new school construction will be complete prior to the construction of the viaduct at this section with no interruption to any of the school activities. Resettlement costs Based on detailed site surveys of the entire project affected area, relevant government policies and compensation rates, as well as relevant policies and principles of the World Bank, the cost of resettlement is estimated. The results are presented in Table 5-20. Table 5-20 Estimated Costs for Resettlement and Relocation Item Quantity Unit cost Total amount Land 305.67 mu RMB240,000/mu 73,360,080 Urban housing 25,674.42 m2 RMB3200-6000/m 2 121,214,159 Old Housing 11,160.42 m2 RMB400-800/m2 6,956,992 Temporary housing 69,759.94 m2 RMB250-400/m2 23,945,593 Rural housing 4350.1 mr RMB100-2800/mn 1,784,751 Trees 1808 RMB200-2000/piece 735,900 Sapling 3,634,605 RMBO.5-10/piece 25,639,550 Paved road 40,275.5 m2 RMB I20/mr 4,833,060 Lawn 8268 m2 RMB230/m2 1,901640 Fence 5889 m2 RMB 100/mr2 588,900 Flower base 8748 m2 RMB30/m2 262,440 Tennis court 1332.3 m2 RMB350/m 2 466,305 Board gate 4 pieces RMB10,000/piece 40,000 Pavilion 1 50,000 Gate 13 pieces RMB5000/piece 65,000 Total 273,149,792 Besides the above estimated cost, the project has also budgeted RMB1 14,976,936 for business interruption compensation, moving costs, contingency and other costs. The total estimated costs for resettlement and relocation for Guangfo road project is RMB388,126,728. 5.5 Sunshine Impacts Except 200 m which will be on the ground level, the entire Guangfo road will be built on elevated viaduct. The area immediately near the road on the north, northwest and east side will be affected in terms of the reduced sunshine, while areas on the south and southeast will not be affected. ESRI September, 2002 81 Guangfo Connectinlg Road Environmental Impact Assessment Among the nine sensitive receptors, only Jiaobiao primary school, Li's Family Shrine and several houselholds from Jiaobiao village are very close to the road and within the sunshine affected area. However, Li's Family Shrine does not have any windows on its east side walls and will not be affected by the elevated viaduct in terms of sunshine. The sections in the Datansha island are surrounded by temporary commercial and fabricating shops. Pearl river bridge west and northwest sides residential areas (New World residential) are sensitive to the sunshine. These buildings are located about 550 and 1250. At these angles, the sunshine time in winter will be about 7.3 hours, meeting the Class I standards. On the Southwest, the sunshine can be 3.3 hours (Class 11) while on the northwest side it will be 1-2 hours (Class 111, see Table 1-8 for details). The maximum sunshine impacted area is about 9 meters from the viaduct at the winter time beyond which the sunshine can meet the Class III standards. At the project area, 5 households from Jiaobiao village are located 10 meters from the viaducts which are among the closest sensitive receptors (Table 3-2). At this distance, the area can meet the Class Ill standard. Jiaobiao primary school and Li's Family Shrine are also located 10 meters from the proposed viaduct. The school is to be relocated while the shrine does not have any winidows facing the proposed viaduct. 5.6 Safeguards Assurance and Compliance There are 10 safeguards policies in the World Bank which could apply to a Bank financed project. The Project EA has given considerations to all 10 safeguards policies includinig initial screening and, where triggered, full application as may be necessary. The following summarizes the safeguards issues for Guangfo road. OP 4.01 Environmental Assessment - Guangfo road is classified as a Category A project and as such a full environmental assessment has been completed. This document, as well as a separate, stand alone Environmental Management Plan (EMP) are prepared as a result of the EA. OP 4.04 Natural Habitats - The entire project area, including both the urban built-up area and suburb countryside, has been completely modified from its original native state by a very long history of human activities. There are three parks in the project area but there is little native plants and vegetation and wild animals except some species of birds commonly found in urban area. The initial screening did not trigger a full assessment for natural habitats in this project. OP 4.09 Pest Management - Limited amounts of pesticides will be used for vegetation and lawn maintenance during the operation stage following Guangfo road completion. These pesticides will be not be procured through the World Bank funds. In any event, the project will not procure WHO Class la (Extremely Hazardous) and lb (Highly Hazardous) chemicals, regardless of funding sources. Therefore, no further action was taken with regard to the Pest Management in the EA. ESRI September, 2002 82 Guangfo Connecting Road Environmental Impact Assessment OPN 11.03 (being converted to OP 4.11) Cultural Property - The project has undertaken a cultural property survey under the EA to determine if any project sites have archeological, historical, religious,,or unique natural values as, required under the OPN. A survey result, presented in Section 3.2.6, shows no archaeological sites or other significant cultural property except the Li's Family Shrine which is a 1921 structure which is included in the Nanhai city cultural property protection list. Guangfo road is not going to impact the Shrine directly, as the stone structure has no windows on the side facing the road and its gate is in parallel with the road. However, the elevated viaduct is very close to the Li's Family Shrine (only about 10 m) as the modern structure amy not harmonize well with the traditional architectural style. In fact, the impacts will be more serious for several other structures associated with the Li's Family Shrine, including Mr. Li's bronze statue and monument and an octagonal pavilion which possess a similar architectural style. Although not included in the local government cultural property list, they are part of architectural group with the Shrine and treasured by the locals' as their tradition, value and culture. Guangfo road, as elevated viaduct, will run directly above these structure, not only cover it completely under its shade but seriously affect its surrounding setting and locals' feeling about them. As a mitigation measure, the stature, monument and pavilion will be relocated to the southwest side of the Shrine to a small community park near the village (see Figure 5-1 for detail). The particular new location was in fact suggested by the local villagers during the public consultation and would maintain the harmony and connection of this group of structures. OD 4.20 (being converted to OP 4.10) Indigenous Peoples - The surveys during the EA and resettlement evaluation showed that there are no indigenous peoples with characteristics described in OD4.20 Paragraph 5.4 among the project affected groups and residents. Thus no further assessment or actions are taken in this regard. OD 4.30 (being converted to OP 4.12) Involuntary Resettlement - The project will involve significant land acquisition and involuntary resettlement. A Resettlement Action Plan (RAP) has been prepared in accordance with the requirements of OD4.30. The key findings of RAP are presented in this report in Section 5. for mitigation measures. OP 4.36 Forestry - The Project will not finance forest management or logging in tropical moist forests. There is no primary or native forest in the project area, although the project are6a has trees and other types of vegetation mostly planted within the last 50 years. The baseline of the project area vegetation is included in the EA and this report in Section 4./11 and impact assessment on these vegetation is presented Section 5.3. OP 4.37 Safety of Dams - No dam construction or repair is included in the project, thus nolaction on this issue is necessary. OP 7.50 International Watenvays - There are no project components that involve international waterways as defined under OP7.50, thus no further action is necessary. ESRI September, 2002 83 Guangfo Connecting Road Environmental Impact Assessmeint OP 7.60 Disputed Area - The project is not located in any knowni disputed areas, so no further action is needed. BP 17.50 Public Disclosure - The project proponent agrees to follow the Bank's disclosure requirements and disclose project documentation il-country and to the InfoShop of the World Bank. The Project EA documentation including EIA report and EMP which include proposed mitigation measures to the affected population, have been distributed to local libraries and other venues with good public access as part of the in- country public disclosure. The availability of the EA reports has been announced in a local media distributed city wide. The project proponent agrees to distribute the EA documentation in the Bank's InfoShop once the documents are ready. ESRI September, 2002 84 Ns . - ~~~~~~~~~~Guano | - | ~~~~~~~~~~~JaibiaoPriniary cliool Li's Family Shrine tatue and Xiangqin park (Not to the scale) Figure 5-1 Schematics of Relocation of Pavi.lion and Statue at the Li's Family Shrine Guangfo Connecting Road Environmental Impact Assessment Chapter 6 Analysis of Alternatives 6.1 Alternative Alignments/Layouts Three alternative in alignments for Guangfo road have been proposed and considered during project feasibility study and design stage. The alternative are (Figure 6-1): * Alternative I: The road will be divided into two elevated viaducts, i.e., Line A and B lines, one on each side of the existing east and west Pearl river bridges; the two lines continue towards Fangcun boulevard west (Fangcun Dadaoxi) and merged into one line at about the Guocun residential area; the single line extends towards southwest and connects with the outer ring road at Huangqi interchange; * Alternative II: The road will be single elevated viaduct on the north side of the existing roads/bridges; after crossing the l'earl river west bridge, the road extends straightly west bound and finally connects with the outer ring road at Surounding interchange north of Huangqi; and * Alternative III: The alignment prior to Wuyangqiao residential area is basically identical to Alternative 1, i.e. twin elevated viaducts one on each side of the existing roads/bridges. At about the Guocun, Line A continues along the same alignment as in 'Alternative I but only has three lanes and remains as an one way viaduct. Line B extends around the south side of the Hengjiao village and the two lines are merged in the open field east of Quangqi interchange before connects with the outer ring road at lHuangqi. The advantages and disadvantages of both alignments/layout are compared in Table 6-1. Table 6-1 Comparison of the Alternative Alignments/Layouts Item Alternative I Alternative II Altcrnative II Resettlement Less High High Traffic Low High High interruption Land occupied Mostly on land for road Occupies green field More farm land development; occupy land on the west end part of Shuangqiao park Impacts to Low, mostly to shops Low On both sides Guocun residents and industries residential area with highi impacts Impacts to Low High; schools are all on Low school the north side of the existing roads Project Affect railway Difficult in Datansha Less complex difficulties upgrading section Water impacts Construction of two Construction one Construction of two bridges in pearl river bridge on Pearl river bridges on Pearl river Cost Low High Low ESRI September, 2002 85 Guangfo Connecting Road Environilmental Impact Assessment The impacts of the three alternatives are mixed, each of whichi has its advantages and disadvantages in terms of environmental inpacts. However on the balance, with all factors considered, Alternative I in appears to have less environmental and socio- economic impacts and other engineering and cost advantages. In particular, the entire Alternative I is within the current railway and road corridor/alignment and its construction would be similar to an exiting road upgrading. The other two alternatives would create new alignments in the currently relatively quiet suburb communities As such it will have the minimum land occupation and least disturbance to the communities in the project area. Thus Alternative I is selected as preferred alignment for Guangfo road project. 6.2 Elevated Viaduct vs Surface Road An alternative to the elevated viaduct design is to upgrade or construct new road at the ground level. The comparison of the two alternatives is presented in Table 6-2. Table 6-2 Co parison of Elevated Viaduct vs Surface Road Item Elevated viaduct Surface road Resettlement 9500 m2 14,000 m2 Land acquisition 12,700 'fu 18,000 mu Impact to Li's Family Shrine ILow Dismantling part of it Community severance No Yes Traffic flow capacity High (surface road continue to use) ILow Engineering difficulty Elevated structure Soft foundation treatment Impacts during construction Relatively low (no occupation of High (part or all existin£g existing roads roads need to close) Impacts to local roads Low High Construction period Short Long Visual impacts High Low Cost High Low The table shows that although the surface road design would have low engineering cost and low visual impacts compared with the elevated viaduct option, in virtually all other aspects, the elevated viaduct design will have lower impacts to the natural and socio- economic environment. As elevated viaduct will occupy less land, it will have less impacts on soil, access to services, community severance, etc compared with the surface road design. As the only road from Guangzhou to Nanhai/Foshan area, the project corridor is already highly congested. Any surface road construction would seriously blocked the exiting road affecting the traffic in this area. Therefore, with all factors considered, elevated viaduct design is selected for Guangfo road project. ESRI September, 2002 86 K4 Leoend .ik ~-I, ,~A~~'' Il' _A; -4 ~~ ~ ~ ~ ~ C~" i mr ~~ ~ -~ jw~, ~ ~ p e ' Altemanae I1 it A Scale/l ' I 't\ "I,~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~. Figur-4-. Ae t ofh po ct Figre61 ATentvsothprjc Guangfo Coniecting Road Environmental Impact Assessment Chapter 7 Public Consultation 7.1 Objectives The objectives of public consultation may be described as follows: * Provide the public, particularly project directly affected public the opportunities to express their opinions and concerns about the project; * Provide the public the opportunities to influence the decision making in terms of the project design so that the impacts to the environment can be minimized; * Promote and solicit response from the public on impact mitigation measures so that the mitigation measures are acceptable in public opinions; * Address different opinions or potential conflicts on environmental matters the public may have on the project so that minimize any resistance to the project development by the public; * Meets the various reasonable and legitimate demands in terms of protection of the natural environment and the communities in the project area; and * Promote communications and exchange of opinions between the government and the public, and help the government to understand the public concern and public value on key environmental and social matters so that the government can make sound and informed decisions on alignment selection, project design, mitigation programs and environmental management plans. Public consultation is one of the key elements in the EA and an effective approach to scientific decision making. The public, particularly those who will be directly affected by the project construction and operation, may have more specific concerns on the project impacts that the government and its consultants may not be aware or identified. Through the consultation, such concerns can be raised and bring to the attention of decision makers and specialists so that appropriate design changes and/or other mitigation measure can be developed to address these concerns and avoid, reduce, minimize or otherwise compensate to any adverse impacts. Through such a consultation process, the project can better receive the support of the public and avoid or provide solutions to any po'tential conflicts between developments and protection of the natural environment and the communities. 7.2 Approach According to Article 15 of the Guidelines for Elnvironmental Protection for Construction Projects of the State Council, other applicable laws and regulations, the EA TOR, as well as! OP4.01 of the World Bank, the EA must include public consultation programs. The public consultation may include the following aspects: ESRI September, 2002 87 Guangfo Connectinig Road Environmental Impact Assessment * Iopics and issues: the public consultation will cover the topics and issues related to the natural and socio-economic environments, whicih can also be evaluated with applicable laws and regulations; * Scope: the public consultation will cover the scope in which the environmental impact assessment is conducted, and areas which will be impacted by the project discharges and emissions and other project activities; In fact, the public consultation will take an open mode which would crease the opportunities to allow any concerned public to raise their concerns and opinions about the development; * Objects: the public consultation will include primarily the affected public members, such as urban and rural residents, school teachers and students, etc. as well as relevant government agencies for environmental and social protection; * Method: the main methods to be used in public consultation will include public opinion questionnaire surveys, public interviews and public meetings with real names for participants; * Contents: fill public opinion questionnaire, record public opinions during prublic meetings, compile and evaluate the response from public consultation, develop measures to address or respond public concerns, etc. This EA includes two round public consultation: the first round was during the EA TOR preparation stage, to mainly obtain public opinions, concerns and comments on the project design, and potential adverse environmental impacts. The second round of public consultation wvas conducted during draft EA report stage to explain the result of impacts assessment, mitigation measures and environmental management plan. The objective is to determine whether the public is satisfied with and feel acceptable of the residual impacts following the implementation of mitigation measures. 7.3 First Round Public Consultation Results The first round of public consultation was conducted in July 2001 in the form of public opinion questionnaire. In total 100 copies of a questionnaire was distributed to mostly rural residents. The EA team received 81 copies of complete questionnaire. ESRI September, 2002 88 Guangfo Connecting Road Environmental Impact Assessmenit Table 7-1 Qucstionnaire Survey Results No. Question No. people Percentages of the specific answered this responses question 1 2 3 4 l Have you heard of Guangfo Project 75 86.7 13.3 1. Yes; 2.No. 2 Do you know the following? 60 65.3 65.5 34.5 8.3 1. Alignment; 2. Design is visually good; 3. Visually average; 4 Don't know 3 Is the project landscaping practical? 61 80.7 19.3 I.Yes; 2. No; 3. Don't know 4 Do you think the project site reasonable? 68 51.5 29.4 14.7 4.4 1. Yes; 2. Somewhiat reasonable, 3. No; 4. Don't know 5 Do you agree to build project at this site? 63 92.1 1.6 6.3 1. Yes; 2. No 3. don't care 6 When complete, does the project impact 73 43.8 27.4 11 17.8 the environment? 1. High impacts; 2. Low impacts; 3. Little impacts, 4. Don't know 7 Will the project affect your life and work? 60 50.0 30.0 8.3 11.7 I.High; 2. Low; 3. Little; 4. Don't know 8 The project environmental impact is: 68 47.1 5.9 4.4 42/6 I.Heavy; 2.Not heavy; 3. Don't know; ____ 4.Depending on management level; 9 Do you worry about project environment 62 37.1 12.9 16.1 33.9 protection L.Very; 2.Don't care; 3.Not worried 4. Depending on management level 10 What is your family main income source: 70 60 85.7 5.7 8.6 1. Flower farming; 2. Salary; 3. Commerce and 4. Others 11 Will the project affect your income 62 48.4 51.6 opportunities? L.increase; 2.no difference; During the first round of public consultation, relevant government agencies and education institutions were also consulted for their opinions and concerns. The agency/institution consultation was conducted primarily through meetings and interviews with staff. The main issues raised by these institutions are: * Fangcun Environmental Protection Bureau - through construction management and technology, speed up the bridge construction. The architectural design should harmonize with the surroundings. The operator the road should contact and consult with the Fangcun EPB regularly. * Nanhai city Environmental Protection Bureau - While the project alignment (the original alignment) along the river bank will occupy less land, it would be too close to ESRI September, 2002 89 Guangfo Connecting Road Environmienltal Impact Assessment the residents of.liaobiao village and thus impacts heavily on residents. The alignimient should be better go along the railway line; * Jiaobiao Primary School - Following planned demolition of part of the school for Guangfo road, there will be insufficient space for teaching activities at this site. Further the noise will also serious affect teaching in the classroom at this particular location. Hope the project will help and support relocating the school to another site. * Song Jia Middle School - the elevated viaduct will be very close to the school and as such noise will be a major issue. The concerns and opinions from the first round of public consultation has been well received by the EA team who will include these concerns into their assessment and mitigation planning. Where appropriate, the opinions have also been forwarded to design engineers and the project proponent for actions. For example, Guangfo road will noNw be located adjacent to the railway tracks, avoiding to be too close to the residential housing at Jiaobiao and Hengjiao villages. 7.4 Second Round of Public Consultation Thle second round of public consultation was conducted primarily through a series of public meetings between May 9-18, 2002 during the preparation of the draft EA report. Three public meetings were held to during the public consultation process. Details of these public meetings are summarized in Table 7-2. Table 7-2 Summary of Public Meetings Date Place Participant composition Total No. of participants May 9/02 Jiaobiao village Jiaobiao village residents: 9 38 meeting house Dongxin village residents: 7 Hengjiao village residents: 9 School staff: 5 Village committee: 5 May 10/02 Guangdong Guangdong Commerce School: 9 35 Commerce School Wuyangqiao residents: 8 Flower market representatives: 5 New World Residential: 6 Residents near Fangcun interchange 7 May 18/02 Shuangqiao Middle Shuangqiao Middle School: 9 25 School Jiangzhou primary school: 7 Merchants along the alignment: 5 Tanwei village residents: 4 The three public meetings basically covers the three major areas of the project area: the Jiaobiao/Hengjiao village area towards the southwest end, the Fangcun area in the middle section and the Datansha island in the east section. The background of the people participated in the meetings is showni in Table 7-3. ESRI September, 2002 90 Guangfo Connecting Road Environmental Impact Assessmcnt Table 7-3 Background of lPeople in the Second Round of Public Consultation Item No.,, Percentage Total number of people 98 100 Sex Male 76 77.6 Female 22 22.4 Age 17-21 29 29.6 21-45 34 34.7 46-60 25 25.5 Above 60 10 10.2, Occupation Public servant 18 18.4 Workers 13 13.3 Teacher 8 8.2 Student 2 2.0 Medical professional 7 7.1 Merchant 14 14.3 Farmer 24 24.5 Resident 12 12.3 Education College and above 19 19.4 High school 55 56.1 Primary school 22 22.5 Illiterate 2 2.0 General attitude Support 92 93.9 towards the Oppose 4 4.1 project Don't care 2 2.0 The main public opinions and concern raised from the public meetings are summarized as followvs: Support The vast majority of people (92 or nearly 94%) consulted supported construction of Guangfo road. They believe this will be a critical link between the inner ring road and urban Guangzhou to Fangcun district, Nanhai city and Foshan city and will be a trunk road in the greater Guangzhou area's transportation network. It will provide the convenience to the people in western Guangzhou, alleviate transportation congestion and bottleneck in this area, provide a fast channel between Guangzhou and Foshan, and promote the economic development in the region. Good alignment The people surveyed felt the alignment selection is good because it goes along the existing railway tracks and thus save occupying more land and dismantling more houses. About half of the people consulted considered this alignment to have least impacts to the surrounding area. ESRI September, 2002 91 Guangfo Connecting Road Environmenital Impact Assessment Optical Cable Concern - Along the Guangfo road alignment, tilere are several Chinia Telecom's signs showing "Underground Optical Cables, Contact Before Excavation". There were 13 people who were concerned about construction practice which could damage the optical cable, which if occurs would affect many in the regions for their telecommunication services. Response - Protection of underground cable will be included in the contractor contractual requirements. Appropriate training will be provided to contractors and construction supervision to ensure such damages will not happen during Guangfo road construction. A lignment Concern - The current design is for Lines A and B to be located on west side of the railway line at the Jaiobiao village section. About 30 surveyed, mostly from Jiaobiao village, suggested to move one line to the east side of the railway to avoid the double lines occupation of land in Jiaobioa village. In particular, should the existing design adopted, the Li's Family Shrine (built in 1921) will need to be partially dismantled. Response - The request and concern have been forwarded to project design engineers and project proponenit. Design changes to modify the alignment is currently bcing contemplated. Except the pavilion and statue, the Shrine itself will not be directly affected by the viaduct. The pavilion and statue will be relocated to the southwest side near the shrine and the relocation cost has been budgeted and included in thle resettlement cost. Land utilization Concern - as the project occupies a certain amount of land and dismantled some shops along the project area, about 29% surveyed suggested to create commercial outlets underneath the elevated viaduct to compensate the loss in the commercial shops. Some also suggested to install flower shops in this area . Response - the request has been forwarded to relevant planning authority and district government for further consideration. Flowerplanting Concern - Some concerned that the area directly underneath of the elevated viaduct will have a bad looking and should be mitigated by planting flowers which do not need much sunlight. This will milimize the adverse visual impacts. Response - The flower planting suggestion has been included in the mitigation measures and envi-onimental management plan. ESRI September, 2002 92 Guangfo Connectiiig Road Environmental Impact Assessment Pavilion Concern - There is a 1924 built pavilion near the Li's Family Shrine, which currently is located in the campus of Jiaobiao primary school The pavilion was built for the locals to pay their respects to their predecessor. The road will go over the Pavilion but some are concerned that having an elevated viaduct over head such pavilion will be a sign of lack of respect to the elderly. Response - The pavilion will be relocated and estimated cost for this purpose has already been included the final project resettlement and relocation program and in the total estimated budge for this year. A new location has been identified following the suggestion from the local villagers (see Figure 5-1). Design Concern - About 38% of the people suggested that whether it is possible add exit ramps at Guangzhou Nanhua flower market, because residents in the Fangcun area will have reduced access to road as the interchange extends all the way on elevated via duct to the outer road and have no access to or exit from the Fangcun area. Response - the request has been forwarded to project design engineers and project proponent for consideration. Opposition Concern - A small number of people surveyed (about 4%) were against build Guangfo road. They feel there is enough transportation links between the inner ring road and outer ring road. Building two bridges over Pearl river, on top of the existing railway and road bridges will affect the view and visual impact of the Pearl river in this section. Response - The EA team has explained the importance and necessity of Guangfo road and its role in the Guangzhou road network, during the public meeting. The 4 persons who raised the concern expressed they understand the decision to build. 7.5 Information Disclosure The EA team and the Project Office, the project proponent, plan to release this final EA document as well as the final EMP to the public once it is completed. The plan is to place two copies of each of the two copies of the final reports to Guangdong Commerce School, Shuangqiao Middle School, and Jiaobiao village meeting house for public review. The release is to take place by the early October, 2002. Once the reports are issued in these schools and village meeting house, the PO and EA team will place an advertisement in one of the major newspaper in Guangzhou, informing the public the availability of the EIA and EMP and venues where they are available. The ESRI September, 2002 93 Guangfo Connecting Road Environmiental Impact Assessment advertisement will also include contact information (name and telephionie number) of the EA team for the public to voice their concerns and comments, if any. Tlhe EA team will also release the entire document through the iiterinet at the website of Guangzhou Environmental Protection Bureau at www.gzhb.gov.cn. ESRI September, 2002 94 Guangfo Connecting Road Environmeintal Impact Assessmncit Chapter 8 Environmental Management and Monitoring As discussed above, Guangfo road project will generate adverse environmental ilmpacts in both construction and operation stages. The impacts during construction can be high and extend to a large area but it mostly limited to the relatively short construction period (up to two years). While during operation, the impacts will'be long lasting. For both stages, environmental management system including environmental monitoring will be necessary to control the impacts to the minimum. 8.1 Environmental Management Organizations The environmental management organizations involve in Guangfo road construction and operation, and their interrelation are presentecl in an organizational charge (Figure 8-1). The functions of each organizations are summarized in Table 8-1. Table 8-1 Organizations Involved in Environmental Management Organizations Responsibilities Guangzhou Construction Committee . The ultimate decision making body for all matters related to Guangfo road including environmental management Guangzhou Environmental Protection Bureau . Law and regulations enforcement . Environmental policy/program implementation * Setting up and enforcing discliarge standards * Provide guidance on environimlenital matters . Review environmental reports * -landlingenvironmental emergency Guangzhou Urban Center Transport Project * Project proponent and executing agency Office . Day to day operation during construction including environmental matters a Will have two full time environmental specialists * Prepare contractual requirements and specification for environmental performance for contractors and construction supervision * Implement environmental mitigation measures * Review and respond with new mitigation as may be necessary to environmental monitoring reports. Guangzhou Communication Bureau * Responsible for all matters once the road is constructed and open for traffic * Review and respond environmental monitoring reports a Respons to emergency situation including environmental accidents. Environmental Monitoring Station * Conduct environmenital moniitorinig for both ESRI September, 2002 95 GZ Guangfo Road Project Office Operation GZ Construction Commission GZ Environmental Protection Bureau Constriction ConstrLction & Operation Guangfo Road GZ Municipal Eng. Bureau & GZ Environmental Scientific Management Office Guangfo Road Construction Office Researclh Guangfo Road Construction and Operation Environment Figure 8-1 Project Organization Guangfo Connecting Road Environmental Impact Assessment construction and operation stages r Provide inonitoring reports * Recommenid corrective actions Guanghizou Environmental Research Institute * Conduct environmental impact assessment * Prepare environmental management plan * Respond to environmental monitoring reports . Provide environmental training to contractors and construction supervision Contractor and Construction supervision * Appoint one to two full time environmental staff; * Implement construction stage mitigation measures * Report regularly environmental performance As the project proponent, the PO will take the ultimate responsibility for environmental performance and environmental management during construction. During the inner ring road construction which was competed in 2001, the PO gained substantial experience with environmental management. The PO has dedicated environmental specialists on staff who manage the day to day environmental performance of the contractors, maintain liaison with regulatory agencies and communicate with the affected public including receiving public complaints. The environmental staff are also responsible for ensuring the ilplementation of mitigation measures identified and designed by the EA. They will work closely with the design institute and contractors as may be necessary to modify and update the mitigation design and scale as needed by the actual conditions during project construction and implementation. An effective working system has been developed with the PO for environmental management through the ring road construction and such system, as well as the extensive experience gained during the inner ring road construction will be capitalized for Guangfo road implementation as well. 8.2 Environmental Management Construction Stage In order to effectively control and minimize environmental pollution resulting from construction activities, the construction site must be assured of an environmental management system including management people and full time environmental persons to ensure mitigation measures designed during EA stage are appropriately implemented. More specifically, the construction stage will: * Include environmental protection requirements, mitigation plans and moniitoring plan into the bid documents and eventually in the contract; * Prepare environmental, sanitary measures by contractors and implemented other mitigation measures identified and described in the EA reports; * Request construction supervision to have at least one full time environmental supervision engineer ESRI September, 2002 96 Guangfo Connecting Road Environmental Impact Assessment * Request contractors to have full time environmental staff at the site; * Explain to the affected residents potential impacts through public notice and informnation release; and * Continue public consultation through hotline telephone, bill boards at the construction site. Operation stage Environmental management during operation is a long term effort, which requires well structured environmental management system, and on which to further build supervision, monitoring and management procedures. The environmental monitoring will be an effective tool to determine the environmental performance but preventive will also be needed such as proper maintenance. During the operation, the project operator (Guangzhou Communication Bureau) will work closely with Guangzhou EPB on city environmental programs such as motor vehicle emission control strategy, vehicle inspection and forced retirement plan etc. Continued Public Consultation It is very important that public consultation and communications will continue throughout the project construction stage. The objective is to inform the public of construction activities to gain their understanding and support, and to listen to anv concerns they may have and suggestions for mitigation. For example, contractors will be requested to inform and discuss with affected communities prior to construction activities which could result in high noise. The public opinions and concerns will be taken to full considerations for properly scheduling noise construction activities. A bill board will be erected in every construction site. This board will briefly explain the activities on this site, and indicates specifically that public concerns and opinions on the environment will be welcome. To ensure public concerns, if any, can be received properly and timely, the board will include specific contact information such as telephone numbers, email address where possible, and contact persons, which will be the head and environmental staff of the contractors on that particular site. Public notice will also be issued in media during the operation stage to inform of the public with contact information so that they can express their concerns and opinions, if any, on environmental impacts of Guangfo road operations. Once again telephone numbers and contact persons will be provided. At this stage, the contact information will be those of that of the road operating company. 8.3 Personnel Training Personnel training will be provided in different stages of project implementation. At the construction stage, heads and environmental staff from winning contractors and construction supervision companies will be requested to participated in a mandatory environmental traininig program. This request will be included the construction tenderiig ESRI September, 2002 97 Guangfo Conticcting Road Environmental Impact Assessment docuineiits to be issued to the pre-qualified bidders who will be invited to bicl. T-his training prog'ram will include, but not linited to, thie following contents * Relevant environmental regulations, policies, standards and programils, * The maini findings and recommendationis of envirojiinenital impacts assessment: * Relevant environmental control technologies, processes and proceduires; * Key contents of environmenital management plan, partictilarly various mitigation ineasures for the constmiction stage and the implemilenitationl; * Daily environmental monitoring requirements (see section below), mnethodology and procedures; * Environimlenital reporting requiremilenits; and * Environmental emergency response and cleanup. Regarding personinel training, the effort wvill be focused on tile contractors who will be conduct the construction, because other environmental training for project mzanagement, monitoring and other professional staff hiave been included in the Ininer Ring Road (IRR) componenit. In total, 10 people from the contractors will be requested to parlicipate in the environmental training for a total of eiglit days. Based on the Ullit cost of RMB4000 per person for the traininig, the total traininig budget for the Guiangfo road will be RMB40.000 For operation stage, enviroinmenital staff fromii the road operation companiv and relevanlt govem-iinment organizations whiiclh oversee and supervise the road operations will be provided the traininig. The training programs will be primarily provided by professional environmental staff or in local unliversities 8.4 Environmental iMonitorinig The objective of the environimenital imonitorilng plan is to verify the prediction of environinenital impacts assessmenit and detenmine environmental performance and impacts to surroLunding area. The monitorinig plan will also provide a basis for project executing agency and road operator to prepare environmental policies, take additional actions for mitigation as may be necessary and minimize adverse impacts. Envirolinenital monitorin g plan Environimenital monitoring will be carried out in bothi the constrLctioni and operation stages. In the construction stage, the monitoring will be done in two levels: daily and regular monitorinig, to be carried out by contr-actors and construction supervisioni companies. Environimental staff will be trained prior to the start of construiction for thle monitoring whicih will include mostly visual monitorinig of air bonie dust, surface ruToff, storage and disposal of constructioni waste, traffic impacts, and constructioni safety issues. Hand-hold noise meters will be used to monitor the noise levels at sensitive receptors durinig construction. Thle objective of thils daily monitoring program is to identify environilimenital issuies at the same timile as the construictioni activities on thiese sites to that ISRI September, 2002 98 Guangfo Connecting Road Environmental Impact Assessment appropriate mlitigation actions, if needed, can be initiated and inipleiinenited timely to minimize the impacts. At the same tine, in additional to the daily monitorinig by contTactors a forilial environimiiental monitoring program will also be carried out durinig the constr-uction, as well as operation phase. This programs will be conducted by professional environmenital monitoring program witlh main objective to provide official records on environimental and regulatory compliance status. Thle formial environmental mn6hitoring plan for the Guanlgfo road project, to be carried by Guangzhiou Environmental Monitoring Station in bothi tihe constfrction and operation stages, is presented in Table 8-2. Table 8-2 Environmental Monitoring Plan Environment Item Contents Air Parameter 1 NO2 CO, TSP, PM,1, Length |I vear for construction and first 2 years in operation Frequency Once a quarter and 5 consecutive days each time Time 6 00, 10.00 14.00, 18.00 (TSP aind NO,) Location Datansha middle school, Guangdong Commerce School. ______Jiaobiao _ _ _ primary school Noise Parameter Noise level equivalent (Lcq) .______Length I year for construction and first 2 year-s in operation Frequency Once a quarter and one day each tinme Time One during the day and one at niolht Location Shuangqiao Middle School, Guangdong Commerce School, Wuyuanqiao residential housing, J iaobiao primary school and Heilao village Reporting and data management Ehvironmental monitoring data have high values in environmental management, pollution control, adverse impact mitigation and determination of regulatory compliance. The data will demonstrate whethier the actual environmental perform1ance and environmental impacts will be as predicted by the EA whicih will also provide basis for appropriate and necessary actions. The reports anid data will lhelp create environtmental data base for Guanigfo road area. More specifically, the environimenltal monitoring reports will contain: * Raw data (coefficients, monitoring location, monitorinig/sample collection tine, statistics, environmental quality analysis and recommendations for further actions whlere needed; * Reporting fTequency: once every three months for a qularterly report and oiice a year for comprehensive reports, which will include thie results from the qiutarterly reports for the year; ESI?l September, 2002 99 Guangfo Connecting Road Environmental Impact Assessmenit * Reporting to GuiangzIhou E1P3 and GuanlgzIoIU Urbani Center- Transport Profects Office (PO). The reports will be reviewed by the enivirolinenltal staff of the PO as well as tile regulatory autilorities and thie World Banlk. It is the 1'0's responsibility to respond to the reports, particularly if tihe reports identify adverse impacts uniexpected by the project EA or impacts wlich exceed acceptable levels. PO will take prompt actions including additional mitigation measures to address the newly identified issues so that impacts can be controlled. Estimated costs for rnonitorintz plan Th-lie monitorinig plan costs consist of fees for analysis, labor cost for the moniiitoring work as wvell as costs f'or reporting preparation and translationi. The estimated costs for the monitor-inig plan are as follows: Air qualitv whichi includes analytical cost (Table 8-3) and labor costs t ableN 8-3 Air Qualitv Monitoring Analytical Costs (RMB) Item |No. of monitoring Samples Days per Times t init Fotal ,____ 1)points per day time Per year cost cost NO, _ 3 4 5 4 40 9600 CO _ __3 4 5 4 3 7 8880 PMM _I 3 1 49 1 5')40 TSP 1I 1 4 495 5940 Total _ 30,360 For the one year monitorinig for constructioni and two years for operation (the first two years), the total analytical costs for the air quality will be RM1391,080. In addition, the labor cost, based on two technical staff and one driver required for the program at RMB`160/person for technical staff and RMBIO0/person for tile driver, will be estimated to be RMB22,400 per year or RMB67,200 for three years (one construction and two operation years). Therefore, the total estimated costs for air quality moniitoring prograin will be RMB158,280. Noise, whicih includes primarily labor cost. Assuiing one techinical staff and one driver for the program for the five imotnitoring locations, two days per time and four. ties per year at RMB1160 per person per day for technilcal sta'f and RMMB 100 per person per day, the annuial labor cost will be RMB7680/year. For the three years monitorinig programil (one year for constructioni and twvo for operation), tile total noise mollitol-ring cost will be RMB23 ,040. Night time construction supervision, wlich includes dedicated and well tralined staff goling tilrougil all constructioll sites duL-inig nighit time construction. It is estimated that tihere will be 90 days whien nighit constructioni are necessary. At RMB1)60 per night, the total cost for night construction supervisionl will be RM1 14,400 VIMd September, 2002 100 Guangfo Connecting Road Envit-onmental Impact Assessment Transportation. This is primary the cost of usilng imotor ve'hicle durinig conductillg thle monitoring program. Thie basic assumption is th at one vehicle is needed for noise and air quality, respectively. At ullit cost of RMB350 per vehicle per day, the aninual cost will be RMB8400 or the total cost for the monitoring program will be RMB25,200 for the tlhree years. Reporting. The estimated cost for report production will be RMB20,000 per year and the total cost will be RMB60,000 for the three years. The total translation cost will be RtMB45,000 for the three years. The total translation cost will be RMB45,000 for the three years. Therefore, the total estimated cost for report production and preparation is RMB I05,000. Adding all the estimated costs listed above, the total cost for the three years envirolimental monitoring program will be RMB325,920 covering botil onie year constructioni phase and the first two years of the operation phase. The nighlt time constrictionl supervisioni is also incltided in this total. EUSR/ September, 2002 101 Guangfo Connecting Road Environmental lmpact Assessment Chapter 9 Summary and Conclusions Guangzhou's inner ring road and outer ring road are linked through a series of "radial" connecting roads to form and inner ring road and outer expressway network for effective and fast transport. Guangfo road is one of the connecting roads linking inner ring road with western Guangzhou area. Guangfo road will be built for the most part in two parallel elevated viaducts, Line A and B which will be close to each other. The total length of Line A will be 5.2 km and that for Line B, 5.6 km, of whicil 3.2 km will be in the Guangzhou area and the reminder, Nanhai city which is part of the Foshan municipality. The alignment will basically goes along the Inner ring road at Shangshan Balu interchange, through Pearl river east bridge, Datnashan interchange, Pearl river west bridge, Fancun interchange, the Jiaobiao village area, and ends at the Huangqi interchange at the outer ring road. Together with the ring roads and radial roads network-, Guangfo road will help to divert the traffic away from the Guangzhou urban center, contribute to alleviate traffic congestion in urban area, strength the link between Guangzhou and Foshan, and play a significant role in promoting economic development of the western Guangzhou and Nanhai areas. EnvironmentalBaseline An ambient air quality monitoring program shows that NO2 in the monitored area are mostly within 0.037-0.342 mg/m' range, parts of which exceed the standard at 0.24 mg/mi3. The higher than the standard concentrations were monitored at the Zhongshan Balu interchange at the Guangzhou end, with monitored data in other areas all withill the standard. The monitored CO concentrations, ranged from 0.34-8.69 mg/m3, for hourly average and 0.57-7.05 for daily average, met the applicable standards. The monitored TSP ranged from 0.191-0.438 mg/m3, with the exceedance over the standard occurring only at Zhongshan Balu interchange. PM,o exceeded the standard at all monitored locations. The monitoring data show that the existing air quality is poor at the Guangzhou end and becomes towards the suburb. This is consistent with the gradually decreased urban activities such as motor vehicle traffic, etc. from urban area to suburb. The project area acoustic environment mostly meets the Category 11 standards. When there is no trains passing, all monitored locations can meet Category 11 standards both during the day time and at night, except Jiangzhou primary school, Shuangqiao middle school and Guangdong Commerce College, where the day time noise exceeded the standard by up to 6 dB(A) (the applicable standard is Category I because of higher sensitivity). When there is passing trains, however, all monitored locations near the railway are significantly affected by the train noise. For example, at the Jiaobiao primary school, the instant noise levels from passing trahis could reach 87.4 dB(A), even to 91.4 dB(A) when the trains blow their whistles at this location. Therelore, the acoustic environment is considered generally good except the impact from passing trains. ESRI September, 2002 102 Guangfo Connecting Road Environmental Impact Assessment The water quality monitoring programs carried out in the EA that the Pearl river section near the project show that the existing water quality exceeded the Class Ill surface water quality for COD and petroleum based oils. But heavy metal parameters were all within the standards. This indicates that the pollution sources causing the existing water quality deterioration in the Pearl river are primarily domestic based. The site survey indicates there are several receptors which will be highly sensitive to the construction and operation of Gouangfo road. These sensitive receptors include Jiangzhou primary school, Shuangqiao middle school, Guang,dong commerce college, Fangcun Guocun residential area, Fangcun New World residential area, Jiaobioa village, Jiaobiao primary school, Li's Family Shrine, and Hengjiao village. Most of these sensitive receptors are located at the northwest side of the road and about 10-100 m to Guangfo road. Because of their proximity to the roads and nature, they will be sensitive to the noise and motor vehicle exhaust pipe emissions. Construction Plhase Impacts Guangfo road project will have large scale activities, with a long construction period, mostly within urban and built up areas with a high population density and congested traffic on the existing roads. Therefore, construction activities in such areas will impact the surrounding natural and socio-economic environment. More specifically, the impacts will include: * Noise generated from construction activities is expected to exceed both the day and night time standard limits in the "Construction Site Boundary Noise Standards" (GB12523-90). Such noise levels will impact the area within the 50 m zone and any facilities particularly sensitive receptors will be impacted by construction noise. About 10 residential households and three schools are in these zones which will be most affected. * Bridge construction and other construction activities construction equipment and vehicle machinery washing, surface runoff from the disturbed soil, etc. near water bodies particularly Pearl river, could result in increased suspended solid and in some cases oils in the receiving water. o Many construction activities such as demolition, loading/unloading, site cleanup and * preparation, vehicle movements, etc. will cause air-borne dust which will affect the surrounding areas especially those in the leeward direction. Once again, the households and schools closest to the construction site will be most affected by the air borne dust. * The construction will result in a large quantity of spoil and solid waste including demolition waste, excessive soil and other waste from construction activities. The storage of the waste on site could pollute the surrounding environment and disturb the communities. The transportation of the waste, if not properly handled could result in pollution of the transportation routes. Finally, the disposal of the waste will occupy land and impact the areas surrounding the disposal sites. * Construction activities such as materials storage, loading/unloading, truck movement and parking, etc will occupy a portion of the existing roads causing traffic jams near ESRI September, 2002 103 Guangfo Coninecting Road Environmental Impact Assessment the constr-uction sites. Since the roads near the sites are the major gate ways to the western GuangzIhou area and towards the Foshan municipality (as this connects the bridge on the Pearl river), and they are narrow and very busy, the occupation of thle roads, even temporarily could cause serious traffic problems. Operation Plhase Impacts Air Quality lmpact Based on modeling prediction, on the climate conditions of average wind speed of 1.9 m/s and D atmospheric stability (normal climate conditions), the hourly average NO2 concentrations at the pedestrian roads (about 10 m to the motor vehicles lanes) will be ranged between 0.103-0.242 mg/mr3 for the short term, 0.106-0.251 mg/m3 for the mid tern and 0.189-0.414 mg/mr3 over the long term. Under worse climate conditions, i.e., slower wind speed or caln and E atmospheric stability, the NO2 concentrations will be ranged between 0.190-0.762 mg/m3 up to 80% higher than the standard, according to the modeling prediction. Another important air pollutant which can be related to motor vehicle emission, CO, is predicted to be always below 6 mg/m 3, within the applicable standard (10 mg/m3). Even under the worst case conditions (I m/s wind stability and E atmospheric conditions), the CO concentrations at predicted to be below 9 mg/m3 will still be below the standard. It is noted that the modeling results show that predicted concentrations of both CO and NO 2 will increase over time, indicating the increase in motor vehicle fleet and traffic volume on Guangfo road will offset the decrease in individual motor vehicle emission from the implementation of more stringent emission standards to new motor vehicles. According to relevant national and local policies, more stringent motor vehicle emission standards will be enforced to new motor vehicles in Guangzhou, as well as in the rest of the country, without which the impact of Guangfo road to ambient air quality would be much higher than currently predicted. During the operation stage, at various sensitive receptors average hourly NO2 concentrations are expected to be in the range of 0.101-0.206 mg/m3. Compared with the applicable standard of 0.24 mg/m3, the predicted concentration is below the standard indicating insignificant impacts. Under the worst climate conditions, however, the NO2 concentrations at these locations will be 0.173-0.412 mg/m3, up to 71% above tihe standard. Among the sensitive receptors, Jiaobiao village and Jiaobiao primary school will be worst affected as both are very closely located to the project road. The highest concentrations are predicted at these locations. In general, CO is not going to be a major affecting pollutant even under the worst case climate conditions, according to the air quality modeling simulation results which show a maximum CO concentration in the sensitive receptors of 7.439 mg/mi3 under the worst 3 case conditions over the long term which is well below the 10 mg/rn standard. NO2 on the other hand will be the primary air pollutant which will impact the project surroundinig ESRI September, 2002 104 Guangfo Connecting Road Environmental Impact Assessmenit area and sensitive receptors, particularly during the slow wind speed and stable climate conditions. Noise According the noise modeling results, at 30 m from the road, the combined road and railway noise will be 75.8-76.1 dB(A) for day time and 73.5-76.4 dB(A) for the night, significantly exceeding the applicable noise standards for the both time frames. Within this distance, there are Jiaobiao primary school and residential housing from Jiaobi,o village. Compared the applicable standards for these sensitive receptors of 55 (day) 45 (night) dB(A) and 60 (day) and 55 (night) dB(A), respectively, the predicted noise levels ex,ceed the standards by up to 22 dB(A), indicating very serious noise impacts on these sensitive receptors. At these noise levels, the school will be able to carry classes properly and the residents sleep and rest will be seriously affected. Other sensitive receptors which are located outside the 40 m areas include Shuangqiao middle school, Jiangzhou primary school, Guangdong commerce school, and New World residential development. The predicted combined railway and road noise levels will be 70 to 71 dB(A) for day time, exceeding the applicable standards by up to II dB(A) for day time. Jiangzhou primary school, however is expected not to be affected as there is building between the school and the proposed road which will act as a very effective noise barrier reducing the noise by 15-25 dB(A). Water Impact At the operation stage, the pollutants such as dust, oil, etc. accumulated on the road surface, could be carried away by the "first flush" of rain water. The contaminated surface runoff, when drained into the receiving water, could affect the receiving water quality. The modeling results indicate that at the point where the surface runoff will be drained into the surface water bodies, COD and oil could increase slightly, up to 0.263 and 0.0006 mg/L, respectively. The affected area is mostly limited within a narrow bend of 1000 m by 15 m along the river bank. The sensitive points, the water intake for Xicun Water Purification Plant located 4.7 km up stream from the east bridge on Pearl river, will not be affected by the road operation. Traffic accidents involving tank trucks containing hazardous materials over the bridges could seriously affect water quality in project area. However, the chance of such accident occurrence is extremely small. According to the estimate, an accident resulting in release of hazardous materials into Pearl river from Guangfo road is about once every 236 years. Mitigation Measures A series of mitigation measures have been planned to avoid, reduce and minimize the adverse impacts from both the construction and operation of Guangfo road, which will be implemented during the design, construction and/or operation stages of the project. More specifically these mitigation include: ESRI September, 2002 105 Guangfo Connecting Road Environmental Impact Assessment Noise * At thle section near Shuangqiao mid school and Jiangzhiou primary school, classrooms in the upper floors facing the road without any barriers will be upgraded with double glazed windows; * For Guangdong commerce school and New World residential development will also be installed double glazed windows. Any residential buildings built after the road developed, the developers will be requested to install double glazed windows. * Jiaobiao primary school is too close to the road and partially demolished for the road, the whole school will b relocated to a new place not to be affected by Guangfo road activities at all. * For road section near Jiaobiao and Hengjiao villages, a total of 850 m noise barriers (400 m on one side and 450 m on the other) will be erected on the elevated viaduct for noise mitigation. * For other residential areas impacted by the road, double glazed windows with natural ventilation mechanisms will be installed. * The entire road will use low noise road surface materials for the final pavement. * These sensitive receptors will also be the facilities most impacted by the construction noise, so some mitigation measures such as relation and double glazed windows installation will be completed prior to start of construction control and mitigate construction noise impacts. * Construction activities particularly those generating high noise such as drilling, etc. will be carefully scheduled to avoid the sensitive time such as class hours for school area, after lunch naps for residential areas, etc. • The past practices in Guangzhou urban road construction including inner ring road construction show that night time construction are in-avoidable because the government wishes to complete the construction in the shortest tine possible in the busy and congested urban areas. In fact, some activities such as materials transportation will likely take place mostly at the night time to avoid the heavy traffic during the day time. The following mitigation measures will be taken for night time construction: - Public, particularly residents, in areas immediately adjacent to the construction sites will be consulted prior to the start of night time construction, to alert them the noisy activities at the night time, to explain the reasoning for night construction to obtain public understanding, and to solicit specific public concerns and suggestions for mitigation; - Public billboards will be erected at the construction sites, listing construction activities, contact persons and telephone numbers for receiving public concerns., complaints, and suggestions on a constant basis; - The most noisy activities such as piling will not conducted at night where possible; - Temporary noise barriers may be erected at the most sensitive areas; Some of the stationary noise machinery such as generators will be located away from sensitive receptors and in enclosed structure for noise control; - Dedicated and trained staff from contractors and constructioll supervision will be on site for traffic managemcnt and public safety during night time construction; ESRI September, 2002 106 Guangfo Connecting Road Environmental Impact Assessment - Proper signage, fencing and lighting will be used to divert the traffic, alert the motor vehicle and pedestrian traffic of the safety hazards, particularly during the night construction; I: - Night time supervision by the environmental monitoring teams will be enhanced including on-site noise measurement and prompt incidents response. Air Quality As part of the Guangzhou Inner Ring road developed (also financed by the World Bank), a motor vehicle emis:sion control strategy (MVECS) has been developed and is being implemented. The key elements of the MVECS include a motor vehicle inspection and maintenance (I/M) program, mandatory old vehicle retirement, bans of using the road systems for motor vehicles not passing the emission standards, regularly cleaning of the road surface to control the accumulation of dust on road surface, landscaping, etc. At this stage, many of these elements are in the implementation stage: A motor vehicle emission research center is to start the construction soon and I/M program has already started. The mitigation plan for air impacts for Guangfo road is to be fully integrated into the Guangzhou MVECS and comply with requirements and implement all measures in the MVECS. In,addition, the road side will be fully landscaped with trees, lawns and bushes. This wil help contribute to the improvement of air quality in the area as well as mitigating the impacts on vegetation and visual impacts by Guangfo road construction and operation. Environmental Management Full-time and dedicated staff will be assigned both during construction and operation stages for environmental management within the organizations involved in Guanggo road, including project proponent, design EA and resettlement teams, contractors and operation company of the road. Personnel training for environmental management will be included as' part of the institutional strengthening to better equipped the staff for the environmental control tasks. In both phases, the project will be closed monitored for noise, air quality anid water quality to confirm the predicted results from this EA and to identify any unexpected environmental issues so that prompt mitigative actions can be taken to minimize the adverse impacts. General Conclusions OVerall, the Guangfo road alignment is reasonable and optimally selected. Although the construction and operation of Guangfo road will have adverse impacts to the natural and socio-economic environment, various measures have been designed and included in the project design and implementation plan to avoid, minimized or otherwise compensated the adverse impacts. Following the full, proper and timely implementation of the mitigation measures, the residual impacts will be reduced to acceptable levels. The project is environmentally sound and acceptable. ESRI September, 2002 107 Guanigfo Connecting Road Environmental Impact Assessment Appendix I Air Quality Modeling Results Table 1-1 Motor Vehicle Emission Pollutant Distribution Zhongshan Balu Interchange to Pearl River East Bridge Section, Short Term (mg/M3 ) Distance Normal climate conditions (1.9m/s) Worst case conditions (m)_ CO NO2 CO NOx South side of the road 5 4.217 0.223 6.467 0.419 10 4.329 0.242 6.575 0.424 25 4.118 0.225 6.142 0.398 50 2.632 0.143 3.942 0.256 75 2.024 0.115 3.287 0.214 100 1.755 0.098 2.843 0.173 150 1.626 0.094 2.363 0.131 200 1.415 0.092 2.187 0.138 250 1.287 0.088 1.778 0.125 300 1.134 0.080 1.532 0.097 l______North side of the road 5 3.802 0.211 5.265 0.339 10 4.071 0.225 5.697 0.367 25 3.978 0.237 6.142 0.395 50 3.627 0.202 5.265 0.339 75 2.655 0.143 4.165 0.270 100 2.246 0.117 3.533 0.235 150 1.602 0.100 3.065 0.202 200 1.415 0.094 2.843 0.184 250 1.392 0.092 2.632 0.170 300 1.298 0.084 2.410 0.161 ESRI September, 2002 108 Guangfo Connecting Road Environmental Imilpact Assessmcnt Table 1-2 Motor Vehicle Emission Pollutant Distribution Zhongshan Balu Intcrchangeito Pearl River East Bridge Section, Mid Term (mg/m 3) Normal climate conditions 1Worst case conditions Distance (n) CCO NO2 CO NO2 South side of the road 5 4.225 0.243 4.569 0.436 10 , 4.387 0.251 4.603 0.440 25 4.05 0.233 4.318 0.414 50 2.227 0.191 3.793 0.243 75 2.025 0.152 3.037 0.202 100 1.701 0.120 2.524 0.163 150 1.552 0.093 2.052 0.139 200 1.485 0.090 1.971 0.121 250 1.377 0.081 1.89 0.118 300 1.323 0.074 1.822 0.102 North side of the road 5 3.712 0.209 5.062 0.337 10 4.05 0.224 5.562 0.367 25 4.387 0.247 6.318 0.414 50 3.712 0.202 5.305 0.341 75 2.7 0.148 4.293 0.275 100 2.038 0.120 3.793 0.240 150 1.687 0.112 3.280 0.206 200 1.485 0.106 2.97 0.187 250 1.377 0.093 2.781 0.174 300 1.35 0.083 2.524 0.171 ESRI September, 2002 109 Guangfo Connecting Road Environmental Impact Assessment Table 1-3 Motor Vehicle Emission Pollutant D)istribution Zhongshan Balu Interchange to Pearl River East Bridge Section, Long Term (mg/mr3) Distancel (m) Normal climate conditions Worst case conditions CO NO2 CO NO 2 5 4.940 0.285 8.125 0.612 10 5.090 0.298 8.308 0.622 25 4.747 0.277 7.779 0.586 50 3.203 0.208 5.090 0.447 75 2.788 0.165 4.433 0.376 100 2.502 0.144 3.746 0.331 150 1.573 0.128 3.217 0.267 200 1.43 0.125 3.031 0.261 250 1.43 0.122 2.86 0.254 300 1.072 0.115 2.502 0.195 North side of the road 5 4.647 0.264 6.692 0.509 10 5.005 0.280 7.235 0.547 25 5.005 0.293 7.779 0.584 50 4.29 0.245 6.435 0.493 75 3.217 0.174 5.090 0.388 100 2.431 0.140 4.547 0.341 150 2.145 0.122 3.746 0.293 200 1.573 0.115 3.489 0.265 250 1.43 0.101 3.217 0.245 300 1.043 0.091 2.945 0.231 ESRI September, 2002 110 Guangfo Connecting Road Environmental Impact Assessment Table 1-4 Motor Vehicle Emission Pollutant Distribution Fangcun Interchange to Huangqi Interchange Section, Short Term (mg/m3) Distance (m) |Normal climate conditions ] Worst case conditions CO I NO2 CO NO2 South side of the road 5 1.635 0.094 2.784 0.176 10 1.766 0.103 2.914 0.190 ,25 2.618 0.146 3.923 0.255 50 2.561 0.140 3.502 0.232 ,75 2.392 0.131 3.384 0.214 l100 1.748 0.102 2.775 0.182 150 1.305 0.075 2.279 0.146 200 1.174 0.064 1.957 0.127 250 1.096 0.060 1.792 0.115 300 0.887 0.055 1.644 0.105 North side of the road | 5 3.262 0.187 4.889 0.321 10 3.506 0.193 5.054 0.329 25 3.262 0.185 4.880 0.318 50 1.948 0.107 2.775 0.182 75 1.522 0.082 2.618 0.165 100 1.305 0.073 2.462 0.154 150 1.087 0.063 2.114 0.140 200 0.922 0.060 2.001 0.132 250 0.896 0.056 1.922 0.127 300 0.878 0.054 1.792 0.120 ESRI September, 2002 1 I Guangfo Connecting Road Environmental Impact Assessment Table 1-5 Motor Vehicle Emission Pollutant Distribution Fangcun Interchange to Huangqi Interchange Section, Mid Term (mg/m3) Distance (m) | Normal climate conditions Worst case conditions ______~c -- NO, I co ITN-O2 South side of the road 5 1.65 0.098 2.81 0.180 10 1.75 0.106 3.42 0.193 25 2.76 0.151 3.23 0.262 50 2.50 0.143 3.16 0.241 75 2.10 0.132 2.75 0.239 100 1.75 0.103 2.61 0.186 150 1.26 0.086 2.25 0.147 200 1.04 0.071 1.88 0.127 250 1.01 0.069 1.68 0.114 300 0.82 0.059 1.51 0.102 North side of the road 5 3.05 0.169 5.06 0.328 10 3.50 0.197 5.25 0.337 25 3.26 0.188 5.02 0.326 50 2.13 0.108 2.83 0.186 75 1.52 0.095 2.62 0.169 100 1.25 0.085 2.43 0.157 150 1.02 0.080 2.25 0.142 200 1.01 0.072 2.06 0.134 250 1.00 0.066 2.00 0.129 300 0.80 0.062 1.88 0.123 ESRI September, 2002 112 Guangfo Connecting Road Environmental Impact Assessment Table I-1 Motor Vehicle Emission Pollutant Distribution Fangcun Interchange to,lHuangqi Interchange Section, Long Term (mg/m3) Normal climate conditions Worst case conditions Distance (in) CoI NO 2 Co NO 2 South side of the road l 5 2.706 0.173 4.342 0.330 10 2.808 0.189 4.616 0.353 25 4.192 0.267 6.151 0.475 50 3.937 0.352 5.611 0.431 l75 3.816 0.263 4.904 0.415 :100 2.523 0.193 4.589 0.360 150 2.082 0.142 3.849 0.287 200 1.863 0.119 3.329 0.250 250 1.781 0.104 3.082 0.227 300 1.534 0.090 2.822 0.208 North side of the road 5 5.137 0.346 7.959 0.611 10 5.493 0.357 8.247 0.628 25 5.137 0.342 7.918 0.606 50 3.233 0.200 4.370 0.330 75 2.150 0.145 3.849 0.301 100 2.055 0.128 3.589 0.280 150 1.849 0.108 3.329 0.256 200 1.630 0.097 3.219 0.241 250 1.589 0.087 3.014 0.230 300 1.548 0.082 2.835 0.220 ESRI September, 2002 113 Guangfo Connecting Road Environmental Impact Assessment Table 1-7 Motor Vehicle Emission Pollutant Distribution Pearl River West Bridge to Fangcun Interchange Section, Short Term (mg/m 3) Distance. m I Normal climate conditions Worst case conditions Distanc(in)__ IONO 2 ]co NO 2 l ______South side of the road l 5 3.376 0.202 5.247 0.335 10 3.465 0.196 5.314 0.349 25 2.795 0.154 4.024 0.257 50 1.943 0.105 2.734 0.176 75 1.513 0.083 2.253 0.145 100 1.333 0.079 1.935 0.126 150 0.946 0.078 1.548 0.107 200 0.877 0.065 1.530 0.094 250 0.731 0.056 1.333 0.085 300 0.679 0.049 1.126 0.076 l______North side of the road 5 2.696 0.157 3.951 0.247 10 2.795 0.165 4.024 0.264 25 2.752 0.153 3.809 0.209 50 2.347 0.134 3.543 0.227 75 2.322 0.134 3.379 0.224 100 2.158 0.116 3.061 0.202 150 1.298 0.091 2.089 0.134 200 0.946 0.078 1.771 0.110 250 0.911 0.062 1.530 0.097 300 0.739 0.052 1.29 0.086 ESRI September, 2002 114 Guangfo Connecting Road Environmental Impact Assessment Table 1-8 Motor Vehicle Emission Pollutant Distribution Pearl River West Bridge to Fangcun Interchange Section, Mid Term (mg/m3) Distance m) Normal climate conditions Worst case conditions Distance (n) CO I NO2 CO | NO2 South side of the road 5 3.80 0.215 5.88 0.378 10 4.02 0.229 6.02 0.394 25 2.76 0.161 4.50 0.287 50 1.75 0.100 3.06 0.193 75 1.36 0.085 2.43 0.154 100 1.03 0.082 2.06 0.134 150 0.86 0.077 1.85 0.122 200 0.75 0.059 1.78 0.105 250 0.74 0.051 1.52 0.096 300 0.73 0.045 1.34 0.091 North side of the road 5 2.35 0.136 3.45 0.214 10 2.59 0.148 3.75 0.241 25 2.52 0.145 3.56 0.227 50 2.43 0.142 3.43 0.243 75 2.39 0.141 3.32 0.239 100 2.25 0.122 3.27 0.214 150 1.57 0.091 2.43 0.157 200 1.12 0.074 1.80 0.120 250 1.93 0.066 1.56 0.103 300 1.85 0.055 1.49 0.091 ESRI September, 2002 1 15 Guanlgfo Connecting Road Environmental Impact Assessment Table 1-8 Motor Vehicle Emission Pollutant Distribution Pearl River West Bridge to Fangcun Interchange West Bridge Section, Long Term (mg/mr3 ) Distanc (m) [Normal climate conditions Worst case conditions DCO c NO 2 CO NO2 South side of the road l 5 5.944 0.401 8.263 0.7467 10 6.095 0.414 8.971 0.7615 25 4.590 0.305 7.402 0.568 50 3.116 0.193 5.122 0.393 75 2.28 0.150 4.301 0.325 100 1.96 0.136 3.693 0.285 150 1.535 0.101 3.024 0.272 200 1.292 0.948 2.857 0.224 250 1.109 0.881 2.736 0.208 300 1.064 0.814 2.705 0.196 North side of the road 5 4.284 0.264 6.214 0.454 10 4.347 0.282 6.262 0.469 25 4.256 0.250 5.868 0.459 50 4.182 0.241 5.551 0.428 75 3.997 0.232 5.384 0.398 100 3.812 0.217 4.973 0.348 150 2.295 0.162 4.301 0.329 200 2.067 0.115 3.42 0.253 250 1.580 0.928 2.736 0.215 300 1.292 0.881 2.705 0.193 ESRI September, 2002 116 Guangfo Connecting Road Environmental Impact Assessment Table 1-10 Motor Vehicle Emission Pollutant Distribution Datansha Section, Short Term (mg/m3 ) Normal climate conditions Worst case conditions Distance (m) CO I NO2 CO NO2 South side of the road -5 3.35 0.182 5.14 0.326 10 3.50 0.198 5.25 0.342 25 2.73 0.154 4 19 0.260 50 1.55 0.110 2.25 0.146 75 1.36 0.103 1.80 0.125 100 1.13 0.088 1.78 0.113 150 1.02 0.068 1.43 0.088 200 0.95 0.056 1.31 0.079 250 0.76 0.049 1.12 0.070 300 0.72 0.042 0.93 0.064 North side of the road 5 3.12 0.178 4.68 0.309 10 3.25 0.185 4.87 0.320 25 2.75 0.163 4.50 0.288 50 2.51 0.135 4.43 0.248 75 1.76 0.115 3.01 0.198 100 1.55 0.093 2.62 0.173 150 1.32 0.077 2.43 0.156 200 1.16 0.074 2.35 0.144 250 1.08 0.069 2.25 0.142 300 1.03 0.067 2.03 0.141 ESRI September, 2002 1 17 Guangfo Coninecting Road Environmental Impact Assessmenit Table I-11 Motor Vehicle Emission Pollutant Distribution Datansha Section, Mid Term (mg/mr3 ) Distance (m) | Normal climate conditions I Worst case conditions Distane (in) co NO2 J ONO 2 South side of the road l 5 3.753 0.201 5.505 0.348 10 3.887 0.218 5.641 0.372 25 2.201 0.170 4.351 0.353 50 1.728 0.096 2.433 0.160 l 75 1.513 0.080 2.089 0.137 100 1.298 0.068 1.935 0.126 150 1.006 0.061 1.548 0.099 200 0.937 0.057 1.367 0.086 250 0.817 0.055 1.29 0.079 300 0.713 0.047 1.109 0.071 l North side of the road 5 3.563 0.192 5.142 0.336 10 3.741 0.205 5.314 0.350 25 3.233 0.180 4.833 0.315 50 2.640 0.148 4.024 0.264 75 2.055 0.110 3.809 0.207 100 1.505 0.089 2.734 0.180 150 1.298 0.073 2.416 0.163 200 1.186 0.061 2.253 0.148 250 1.135 0.056 2.175 0.145 300 0.086 0.055 2.115 0.142 ESRI September, 2002 118 Guangfo Connecting Road Environmental Impact Assessment Table 1-12 Motor Vehicle Emission Pollutant Distribution Datansha Section, Long Term (mg/m3) Distance (m) Normal climate conditions Worst case conditions CO I NO2 CO NO 2 South side of the road 5 5.271 0.328 8.658 0.527 10 5.624 0.375 8.831 0.661 25 5.016 0.293 6.551 0.504 50 2.416 0.161 3.997 0.279 75 2.052 0.156 3.131 0.241 100 1.976 0.135 2.857 0.208 150 1.672 0.118 2.28 0.171 200 1.398 0.106 2.112 0.153 250 1.307 0.094 1.960 0.141 300 1.14 0.080 1.702 0.123 North side of the road 5 5.16 0.329 7.691 0.592 10 5.32 0.348 7.982 0.614 25 4.86 0.305 7.113 0.550 50 3.815 0.256 6.262 0.477 75 3.085 0.193 4.970 0.387 100 2.371 0.158 4.590 0.345 150 2.067 0.130 4.301 0.317 200 1.732 0.120 3.982 0.296 250 1.656 0.112 3.693 0.290 300 1.596 0.109 3.526 0.288 ESRI September, 2002 119 Guangfo Coninectinig Road Environimiental Impact Assessment Appendix It Modeling Results for Water Pollutant Dispersion ESRI September, 2002 120 Guangfo Connecting Road Environmental Impact Assessment Table 11-1 Pearl River East Bridge COD Incremental Increase during High Tide (mg/L) ffi5.-3 -- X/Y ( XI) 0 15 30 5 0 75 90 105 120 135 150 165 180 195 200 10 0. 0263 0. 0099 ). 0005 _0 0 0 0 0 0 0°0 0 50 0.0118 0. 0097 ). 0054 0. 002 0.0005 0. 0001 0 0 0 0 0 0 0 0 0 0 0. 0088 0. 0079 0. 0057 0. 0033 .0016 0. 0006 0. 0002 D 0 0 0 0 0 0 0 130 0. 0073 0. 0068 0. 0054 0. 0037 0. 0022 0. 0011 0. 0005 0. 0002 0. 0001 000 0 0 0 170 0. 0064 0. 006 0. 0051 0. 0038 0.0026 0. 0015 0. 0008 0. 0004 0. 0002 0. 0001 0 0 0 0 0 210 0. 0057 0. 0055 ). 0048 0. 0038 0.0027 0.0018 0. 0011 0. 0006 0. 0003 0. 0001 0. 0001 0 0 0 0 250 0. 0053 0. 0051 0. 0045 0. 0037 0. 0028 0. 002 0. 0013 0. 0008 0. 0004 0. 0002 0. 0001 0 0 0 290 0. 0049 0. 0047 0. 0043 0. 0036 0. 0029 0. 0021 0. 0015 0. 0009 0. 0006 0. 0003 0. 0002 0. 0001 0 0 0 330 0. 0046 0. 0044 0. 0041 0. 0035 0. 0029 0. 0022 0. 0016 0. 0011 0. 0007 . 0004 00002 0.0001 0.0001 0 370 0. 0043 0. 0042 ). 0039 0. 0034 0. 0028 0. 0022 0. 0017 0. 0012 0. 0008 0. 0005 0. 0003 0. 0002 0. 0001 0. 0001 0 410 0. 0041 0. 004 ). 0037 0. 0033 0. 0028 0. 0023 0. 0017 0. 0013 0. 0009 0. 0006 0. 0004 0. 0002 0.0001 0. 0001 0. 0001 450 0. 0039 0. 0038 0. 0036 0. 0032 0. 0028 0. 0023 0. 0018 0. 0014 0. 001 0. 0007 0. 0004 0. 0003 0. 0002 0. 0001 0. 0001 490 0. 0038 0. 0037 0. 0035 0. 0031 O.0027 0. 0023 0. 0018 0. 0014 0. 0011 0. 0007 0. 0005 0. 0003 0. 0002 0. 0001 0. 0001 530 0. 0036 0. 0035 . 0034 0. 0031 O.0027 0. 0023 0. 0019 0. 0015 0. 0011 0. 0008 0. 0006 0. 0004 D.0003 0. 0002 0. 0001 570 0. 0035 0. 0034 . 0033 0. 003 0. 0026 0. 0023 0. 0019 0. 0015 0. 0012 0. 0009 0. 0006 0. 0004 0. 0003 0. 0002 0. 0002 610 0. 0034 0. 0033 0. 0032 0. 0029 0. 0026 0. 0023 0. 0019 0. 0015 0. 0012 0. 0009 0. 0007 0. 0005 0. 0003 0. 0002 0. 0002 650 0. 0033 0. 0032 0. 0031 0. 0028 0. 0026 0. 0022 0. 0019 0. 0016 0. 0012 0. 001 0. 0007 0. 0005 0. 0004 0. 0003 0. 0002 690 0. 0032 0. 0031 0. 003 0. 0028 0. 0025 0. 0022 0. 0019 0. 0016 0. 0013 0. 001 0. 0008 0. 0006 ). 0004 0. 0003 0. 0003 730 0. 0031 0. 003 0.0029 0. 0027 0. 0025 0. 0022 0. 0019 0. 0016 0. 0013 0 001 0. 0008 0. 0006 0. 0004 0. 0003 0. 0003 770 0.003 0. 003 0. 0028 0. 0027 0. 0024 0. 0022 0. 0019 0. 0016 0. 0013 0. 0011 0. 0008 0. 0006 0. 0005 0. 0004 0. 0003 710 002 0. 0029 0.0028 0. 0026 0.0024 0. 0022 0. 0019 0. 0016 0. 0014 0. 0011 0. 0009 D.0007 0.0005 0.0004 0.0003 50 0.0028 0.0028 0.0027 0.0026 .0024 .0021 0.0019 0.0016 0.0014 0. 0011 0.0009 0.0007 0.0005 0.0004 0.0004 890 0.0028 0.0028 0.0027 0.0025 D.0023 0.0021 0.0019 0.0016 0.0014 0.0011 0. 0009 0.0007 0.0006 0.0004 0.0004 30 .0027 0.0027 0.0026 0.0025 .0023 0.0021 0.0019 .0016 0. 0014 0.0012 .001 .0008 .0006- .0005 0.0004 70 0. 0027 0026 000 0026 0. 0024 0. 0023 0. 0021 0. 0019 0. 0016 0. 0014 0. 0012 0. 001 0. 0008 0. 0006 0. 0005 0. 0004 100 0.0026 0.0026 0.0025 0.0024 .002 0.0021 0.0018 0.0016 0.0014 0.0012 0. 001 0.0008 0.0006 0.0005 0.0005 ESRI2002 September, 121 ESRI September, 2002 121 Guangfo Connecting Road Environmental Impact Assessment Table 11-2 Pearl River East Bridge COD Incremental Increase during Low Tide (mg/L) 5.3-3 105 120 135 150 165 180 195 200 X\c/Y 0 15 30 45 60 75 90 0 0 0 0 0 0 10 0.0252 0.0082 0.0003 D 0 0 0 0 0 0 0 0 0 0 50 0.0113 0.009 0. 0046 0.0015 0. 0003 _ _ 0 0 0 0 0 0 0 0 90 0.0084 0.0074 0.0051 .0027 0.0011 0.0004 0.0001 0. 0001 0 0 0 0 0 0 130 0. 007 0. 0064 0.005 0. 0032 0. 0018 0. 0008 0. 0003 0.0002 0.0001 0 0 0 0 0 170 0.0061 0.0057 0.0047 0.0034 0.0021 0.0012 0.0006 0. 0004 0. 0002 0. 0001 0 0 0 210 0. 0055 0. 0052 0.0044 0. 0034 0. 0023 0. 0014 0. 0008 0. 0006 0.0003 0.0001 0.0001 00 0 0 250 0. 005 0.0048 0.0042 0. 0034 0.0025 0.001 0. 0007 0. 0004 0.0002 0. 0001 0 0 0 0 290 0. 0047 0. 0045 0. 004 0.0033 0. 0025 0.0018 0. 0012 0008 0. 0005 0.0003 0. 0001 0. 0001 0 0 330 0. 0044 0. 0042 0 0038 0. 0032 0. 0025 .0019 0. 0013 0. 0. 0009 0.0006 .0004 0.0002 0.0001 0.0001 0 0 370 0. 0041 0.004 0.0037 0.0032 0 0025 0. 0019 0.0014 0. 001 0 0007 0. 0004 0. 0003 0. 0001 0. 0001 0 410 0. 0039 0. 0038 0 0035 0. 0031 0. 0025 0. 002 0. 0015 0. 0011 0. 0008 0 0005 0. 0003 0. 0002 0 0001 0. 0001 0 450 0. 0038 0. 0037 0.0034 0. 003 0. 0025 0. 002 0. 0015 0. 0012 0 0008 0. 0006 0. 0004 0. 0002 0. 0001 0. 0001 0 0001 490 0. 0036 0. 0035 .0033 0. 0029 0 0025 0. 002 0. 0016 0. 0012 0. 0009 0 0006 0. 0004 0. 0003 0. 0002 0. 0001 0.0001 530 0. 0035 0. 0034 0. 0032 0. 0029 0. 0025 0. 002 0. 0016 0013 .0009 0. 0007 0. 0005 0. 0003 0. 0002 0. 0001 0.0001 570 0. 0033 0. 0033 0.0031 0. 0028 0. 0024 0. 002 0. 0016 0. 0. 0013 0. 001 0. 0007 0. 0005 0. 0003 0. 0002 0. 0001 0. 0001 610 0. 0032 0. 0032 0. 003 0. 0027 0. 0024 0. 002 0. 0017 0. 0013 0. 001 0.0008 0. 0006 0.0004 0.0003 0.0002 0.0001 650 0.0031 0.0031 0. 0029 0.0027 0. 0024 0.002 0. 0017 0.0002 0017 0. 0014 0.0011 0.0008 0. 0006 0.0004 0.0003 0.0002 690 0.003 0. 003 0.0028 0.0026 0. 0023 0. 002 0. 0.0014 0.0011 0. 0008 0.0006 0.0005 .0003 0.0002 0.0002 730 0.0029 0. 0029 0.0028 0. 0026 0. 0023 0. 002 0.0017 0.0014 0.0011 0.0009 p.0007 0.0005 0.0004 0.0002 0.0002 770 0.0029 0. 0028 0. 0027 0.0025 0.0023 0.002 0. 0017 0. 0014 0. 0012 0. 0009 0. 0007 0. 0005 0. 0004 0. 0003 0. 0002 810 0. 0028 0. 0028 0. 0026 0. 0025 0. 0022 0.002 0.0017 0. 0014 0. 0012 0. 0009 0. 0007 0. 0006 0. 0004 0. 0003 0. 0003 850 0. 0027 0. 0027 0. 0026 0. 0024 0. 0022 0.002 0. 0017 0004 0. 0003 0. 0003 0. 0022 0.0019 0. 0017 0. 0014 0.0012 0. 001 0. 0008 0. 0006 0. -890 0. 0027 0. 0026 0. 0025 0. 0024 0. 0014 0. 0012 0. 001 0. 0008 0. 0006 0. 0005 0. 0003 0. 0003 930 0. 0026 0. 0026 0. 0025 0. 0023 0. 0022 0.0019 0. 0017 0. 0014 0. 0012 0. 001 0. 0008 0.0006 0.0005 0.0004 0. 0003 970 0. 0026 0. 0025 0. 0024 0. 0023 0.0021 0 0019 0. 0017 0. 0015 0. 0012 0. 001 0. 0008 0. 0006 0. 0005 0.0004 0. 0003 1000 0. 0025 0. 0025 0. 0024 0. 0023 0. 0021 0.0019 0. 0017 122 Guangfo Connecting Road Environmental Impact Assessment Table 11-3 Pearl River East River Oil Incremental Increase durinn High Tide (mg[L) * 5. 3-- X\c/Y ° 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 05 90 95 100 10 0. 0004 0. 0004 0. 0003 . 0002 0.0001 0 0 0 0 0 0 0 0 0 0 50 0. 0002 0. 0002 0. 0002 0. 0002 0.0001 0. 0001 0. 0001 0. 0001 0 _0 0 0 0 0 0 0 0 0 ) 0 90 .0001O . 0001 0001 .0001 O. 0001 0001 O.0001 O.0001 0.o0001O .0001 _o _ _ O-_0 0 0 130 . 0001 0. 0001 0. 0001 0. 0001 0.0001 0. 0001 0. 0001 0.0001 0.0001 0. 0001 0. 0001 0 _ 0 _ 0 0 0 0 0 170 0. 0001 0. 0001 0. 0001 0. 0001 0.0001 0. 0001 0. 0001 0. 0001 00010. 0. 0001 .0001 0 0 0 0 0 0 0 210 0.0001 0. 0001 0.0001 0. 0001 0. 0001 0.0001 0.0001 0.001 0.0001 0. 0001 0. 0001 001 0 0 0 0 0 0 0 250 0.0001 0. 0001 0 0001 0 0001 0.0001 0001 0 .0001 0. 0001 0001 0. 00011 0.0001 _ 0 0 0 0 0 0 0 290 0. 0001 0. 0001 0. 0001 0. 01.0001 0. 0001 0 0001 0 0001 0. 0 .0001 .o0001i . 0001 0 0 -00 0 0 330 0. 0001 0. 0001 0. 0001 0. 0001 0. 0001 0 0001 .0001 .0001 0.0001 0. 0001 0.0001 0.0001 0 0 _ 0_ 0 0 370 0.0001 0. 0001 0. 0001 0 .0001 0. 0001 . 0001 . 0001 0.0001 0.0001 0.0001 0 0 _0 0 00 0 0 410 . 0001 0.0001 0.0001 0.0001 0.0001 0 0001 0.0001 0. 0001 0.0001 0.0001 0.0001 0 0 0 0 0 0 0 0 450 .0.0001 0001 0. 000100 0001 0... 0001 0 0001 0. 0001 0. 0001 0. 0001 0 0 0 0 0 490 0. 0001 0. 0001 0. 0001 0. 0001 0.0001 0.0001 0.0001 0. 0001 0. 0001 0.0001 0 0 0_0 0 0 _ 530 .0001 0 .0001 .0001 0.0001 0.0001 0. 0001 0. 0001 0. 0001 0. 0001 0. 0001_0 0 0 0 0 0 0 0 0 570 D. 0001 0.0001 0. 0001 0. 0001 0.0001 0. 0001oooi 0. 0. 0001 0 0 0 0 0 0 0 0 0 0 0 610 0. 0001 0.0001 0. 0001 0. 0001 0.0001 . 0001 D. 0001 0.0001 0 0 0 0 0 0 0 0 0 0 650 0.0001 .0001 0. 0001 0. 0001 0.0001 0. 0001 0.0001 0 0 0 0 0 0 0 0 0 0 690 0.0001 0.0001 0.0001 0.0001 0.0001 _ 0 0 0 0 0 0 0 0 0 0 0 0 0 0 730 0. 0001 0. 0001 0.0001 _ _ 0 0 0 0 0 0 0 0 0 0 0 0 770 _0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 810 _ _ _ _0 0 _0 0 0_ 0 0 0 0 0 0 0 0 _0 0 0 850 0 0 0 0 0 0 0 0 0 0 0 0 0 0 890 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 930 0 0 00 0 0 0 0 0 0 000 _ 970 00 0 00 0 0 0 0 0 0 0 0 0 0 10000 0 0 0 0 0 O0 0 0 0 0 0 0 II n t Sentember, 2002 123 Guangfo Connecting Road Environmental Impact Assessment Table 11-4 Pearl River East Bridge Oil Incremental Increase in Low Tide (nig/L) X\c/Y 0 5 10 15 20 25 30 35 40 5 50 5 60 65 70 75 80 85 90 9 100 10 0.0004 0.0004 00003 0. 0001 0.0001 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 50 0.0002 0.0002 0.0002 0.0001 0.0001 0.0001 0.0001 0.0001 0 0 0 0 0 0 0 0 0 0 _0 0 90 O.0001 O.0001 O. 0001 0. 0001 001 .0001 0.0001 0.0001 0.0001 _ 0 0 0 0 0 0 0 0 0 0 130 0. 0001 0 0001 0.0001 0.0001 O. 0001 O.0001O0. 0001 O. 0001 0.0001 0.0001 _ _ _0 0 0 0 0 0 0 0 170 0.0001 0.0001 0.0001 .0001 0.00010 .0001 0.0001 0.0001 0.0001 0.0001 0 0 0_ 0 0 0 0 0 210 0.0001 0.0000001 001 0.0001 0.0001 0.0001 0.0001 0.0001 0.0001 0.0001 0 _ 0 0 0 0 0 0 0 0 0 250 0.0001 0.0001 0.0001 I.0001 0.0001 0.0001 0.0001 0.0001 0.0001 0.0001 0.0001 0 0 0 0 0 0 0 0 0 0 290 0.0001 0.0001 0.0001 0.0001 O.001 0.0001 0.0001 0.0001 0.0001 0.0001 0 0 0 0 0 0 0 0 0 0 0 330 0.0001 0. 001 0.0001 0.0001 0.0001 0.0001 0.0001 0.0001 0.0001 0.0001 0 0 0 0 0 0 0 0 0 0 370 0.0001 0.0001 0.0001 0.0001 0.0001 0.0001 0.0001 0.0001 0.0001 0.0001 0 0 0 0 0 0 0 0 0 0 0 410 0.0001 0.0001 0.0001 0.0001 0.0001 0.0001 0.0001 0.0001 0.0001 0.0001 0 0 0 0 0 0 0 0 0 0 0 450 0.0001 0.0001 0.0001 0.0001 0.0001 0.0001 0.0001 0.0001 0.0001 _ 0 0 0 0 0 0 0 0 0 0 0 490 0.0001 0.0001 0.0001 0.0001 0.0001 0.0001 0.0001 0.0001 0.0001 0 0 0 0 0 0 0 0 0 0 0 0 530 0.0001 0.0001 0.0001 0.0001 0.0001 0.0001 0.0001 0.0001 0 _ 0 0 0 0 0 0 0 0 0 0 0 570 0. 0001 0. 0001 0.0001 0.0001 0.0001 0.0001 0.0001 0 0 0 0 0 0 0 0 0 0 0 0 0 610 0 0001 0. 0001 0. 0001 0. 0001 0. 0001 00010 0 0 0 0 0 0 0 0 0 0 0 0 0 0 650 0. 0001 0. 0001 0.0001 0.0001 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 690 0 _0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 730 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 770 0 0 0_0 0 0 0 0 0 0 0 0 0 0 0) 0 0 0 _0 10 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 50 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 890 0 00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 930 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 970 0 0 0 0 0 0 0 0 0 0 0 0 0 0o 0 -0 0 0 0 0 0 1000 0 0 _ 0_ 0 0 0_ 0 0 0 0 0 0 0 0 0 0 0 0 124 Guangfo Connecting Road Environmental Impact Assessment Table 11-5 Pear River West Bridge COD Incremental Increase in High Tide (mg/L) ~k 5. 3-6 x\c/Y 0 15 30 45 60 75 90 105 120 135 150 165 180 195 200 10 0. 0285 0.0108 0.0006 0 0 0 0 0 0 0 0 0 0.0127 0.0105 0. 0058 0. 0022 0.0006 0.0001 0 0 0 0 0 0 0 0 0 90 0.0095 0. 0085 ?.0062 . 0036 . 0017 o.0006 0.0002 0 0 0 0 0 0 o0 130 0. 0079 0. 0073 0. 0059 . 004 0. 0024 0. 0012 0. 0005 0. 0002 0.0001 0 0 0 0 170 0. 0069 0. 0065 0.0055 0.0041 0. 0028 0. 0016 0. 0009 0. 0004 0 0002 . 0001 0 0 0 0 0 210 0. 0062 0. 0059 0.0052 0.0041 0. 003 0. 0019 0. 0012 0. 0006 . 0003 . 0001 0. 0001 0 0 0 0 250 0. 0057 0.0055 0. 0049 .004 0.0031 0.0021 0.0014 0. 0008 3.0005 0.0002 .0001 0.0001 0 ° 0 290 0. 0053 0. 0051 0.0046 0. 0039 0 0031 o. 0023 0. 0016 0. 001 0. 0006 0. 0003 0. 0002 0. 0001 0 0 0 330 0. 005 0. 0048 . 0044 0. 0038 . 0031 0. 0024 0. 0017 0. 0012 0. 0007 0. 0005 0. 0003 0. 0001 0. 0001 0. 370 0.0047 0. 0046 0.0042 . 0037 .0031 0. 0024 . 0018 0.0013 .0009 o.0006 . 0003 0. 0002 0.0001 0.0001 0 410 0044 . 0043 . 004 0. 0036 0.003 0. 0025 0. 0019 0. 0014 0. 001 0. 0006 0. 0004 0. 0003 0. 0001 0. 0001 0. 0001 450 0. 0042 0. 0042 0.0039 . 0035 0. 003 0. 0025 0. 0019 0. 0015 0. 00l1 .0007 .0005 . 0003 0. 0002 0. 0001 0. 0001 490 0. 0041 0. 004 0. 0038 . 0034 0. 003 . 0025 . 002 0. 0015 0.0011 0. 0008 0. 0006 0. 0004 0. 0002 0. 0001 . 0001 530 0. 0039 0. 0038 0. 0036 . 0033 0.0029 0025 0 002 0. 0016 0.0012 . 0009 0 0006 0. 0004 . 0003 0. 0002 0. 0001 570 0. 0038 0. 0037 0. 0035 0.0032 .0029 0 0025 . 002 0. 0016 0 0013 0 0009 . 0007 0. 0005 0. 0003 0. 0002 o. 0002 610 . 0036 0. 0036 0. 0034 0. 0032 0 0028 0. 0024 . 002 0. 0017 0. 0013 0. 001 . 0007 0. 0005 0. 0004 0. 0002 0. 0002 650 0 0035 0. 0035 0. 0033 0.0031 . 0028 0. 0024 0 0021 0. 0017 0. 0014 0. 001 0. 0008 0. 0006 0. 0004 0. 0003 0. 0002 690 0 0034 o.0034 0.0032 . 003 0 0027 0. 0024 0 0021 0.0017 . 0014 o. 0011 . 0008 0. 0006 0. 0004 0 0003 0. 0003 730 0 0033 0.0033 0.0032 0.003 0.0027 0.0024 I.0021 0. 0017 0.0014 0.0011 0. 0009 0. 0007 0. 0005 0. 0003 0.0003 770 0. 0032 0. 0032 0.0031 0.I0029 0 0026 0. 0024 0. 0021 0. 0017 0. 0014 0. 0012 0. 0009 0. 0007 0. 0005 0. 0004 0. 0003 10 0.0032 0. 0031 0.003 0.0028 .0026 .0023 0.002 0. 0018 0. 0015 0. 0012 0.0009 0.0007 0. 0006 . 0004 0. 0004 850 0.0031 0. 003 0.0029 0 0028 o 0026 0 0023 0. 002 0. 0018 0. 0015 0. 0012 0. 001 0. 0008 0. 0006 0. 0004 0. 0004 890 0 003 0. 003 0. 0029 0. 0027 . 0025 o 0023 0. 002 0. 0018 0. 0015 0. 0012 0. 001 0. 0008 0. 0006 0. 0005 0. 0004 930 0.0029 . 0029 0.0028 . 0027 o 0025 0.0023 0. 002 0. 0018 0. 0015 0. 0013 0. 001 0. 0008 0. 0007 0. 0005 0. 0005 970 0. 0029 0. 0029 0 0028 0. 0026 0. 0025 .0022 0. 002 0. 0018 0. 0015 0. 0013 0. 0011 1. 0009 0. 0007 0. 0005 . 0005 100 0.0028 0.0028 0.0027 0.0026_ 0.0024 0.0022 0.002 0 0018 0.0015 0. 0013 0.0011 0.0009 0.0007 0. 0005 0. 0005 ESRI September, 2002 125 Guangfo Connecting Road Environmental Impact Assessment Table 11-6 Pearl West Bridge COD Incremental Increase during Low Tide (mg/L) d\C/Y 0 15 30 60 75 90 105 120 135 150 165 180 195 200 10 0.0271 0.0088 0.0003 0 0 0 0 0 0 0 0 0 0 0 50 0.0121 0.0097 0.0049 0.0016 0.0003 0 0 0 0 0 0 0 0 0 0 90 0.009 0.008 0.0055 0.0029 0.0012 0.0004 0.0001 0 0 0 0 0 130 0.0075 0.0069 0.0053 0.0035 0.0019 0.0009 0 0003 0.0001 0 0 0 0 0 0 170 0.0066 0.0062 0.0051 0.0036 0.0023 0.0013 0.0006 0.0003 0.0001 0 0 0 0 0 0 210 0. 0059 0.0056 0.0048 0. 0037 0. 0025 0.0016 0.0009 0.0004 0.0002 0.0001 0 0 0 0 0 250 0.0054 0.0052 0.0045 0.0036 0.0026 ).0018 0.0011 0.0006 D.0003 0.0001 0.0001 _ 0 0 0 290 0.005 0.0048 0.0043 0.0036 0.0027 0.0019 0.0012 0.0008 D.0004 0.0002 0.0001 0 0 0 0 330 0.0047 0.0046 0.0041 0.0035 0.0027 0.002 0.0014 0.0009 ).0005 0.0003 0.0002 0.0001 0 0 0 370 0.0045 0.0043 0.0039 0.0034 0.0027 0. 0021 0.0015 0.001 0.0006 0.0004 0.0002 0.0001 0.0001 0 0 410 0.0042 0.0041 0.0038 0.0033 0.0027 0.0021 0.0016 0.0011 0.0007 0.0005 0.0003 0.0002 0.0001 0 0 450 0.004 0.0039 0.0037 0.0032 0.0027 0.0022 0.0016 0.0012 0.0008 0.0005 0.0003 0.0002 0.0001 0.0001 0 490 0.0039 0.0038 0.0035 0.0032 0.0027 0.0022 0.0017 0.0013 0.0009 0.0006 0.0004 0.0002 0.0001 0.0001 0.0001 530 0.0037 0.0036 0.0034 0.0031 0.0027 0.0022 0.0017 0.0013 0.001 0.0007 0.0004 0.0003 0.0002 0 0001 0.0001 570 0.0036 0.0035 0.0033 0.003 0.0026 0.0022 0.0018 0.0014 0.001 0.0007 0.0005 0.0003 0.0002 0.0001 0.0001 610 0.0035 0.0034 0.0032 0.0029 0.0026 0.0022 0.0018 0.0014 0.0011 0.0008 0.0005 0.0004 0.0002 0.0002 0.0001 650 0.0034 0.0033 0.0031 0.0029 ).0025 0.0022 0.0018 0.0014 0.0011 0.0008 0.0006 0.0004 0.0003 0.0002 0.0002 690 0.0033 0.0032 0.0031 0.0028 0.0025 0.0022 0.0018 0.0015 0.0011 0.0009 0.0006 0.0005 0.0003 0.0002 0.0002 730 0.0032 0.0031 0.003 0.0028 0.0025 0.0022 0.0018 0.0015 0.0012 0.0009 0.0007 0.0005 0.0003 0.0002 0.0002 770 0. 0031 0.003 0.0029 0.0027 0.0024 0.0021 0.0018 0.0015 0.0012 0.0009 0.0007 0.0005 0.0004 0.0003 0.0002 810 0.003 0.003 0.0028 0.0027 0.0024 0.0021 0.0018 0.0015 0.0012 0.001 0.0008 0.0006 0.0004 0.0003 0. 0003 50 0. 0029 0.0029 0.0028 0.0026 0.0024 0.0021 0.0018 0.0015 0.0013 ).001 0.0008 0.0006 0.0004 0.0003 0.0003 90 0. 0029 0.0028 0.0027 0.0026 .0023 .0021 0.0018 0.0015 0.0013 0.001 0.0008 0.0006 0.0005 0.0003 0.0003 30 0.0028 0.0028 0.0027 0.0025 0.0023 0.0021 0.0018 0.0016 0.0013 0.0011 0.0008 0.0006 0.0005 0.0004 0.0003 70 0.0028 0.0027 0.0026 0.0025 0.0023 0.0021 0.0018 0.0016 0.0013 0.0011 0. 0009 0.0007 0.0005 0.0004 0.0003 1000 0.0027 0.0027 0.0026 0.0024 0.0023 0.002 0.0018 0.0016 0.0013 0.0011 0.0009 0.0007 0 0005 0.0004 .0004 126 Guangfo Connecting Road Environmental Impact Assessment Table 11-7 Pearl River West Bridge Oil Incremental Increase.in High Tide (mgJL 5.3-8 X\c/Y 0 5 1I0 15 20 :5: 0I 35 40 5 50 55 60 65 70 75 0 35 90 95 100 10 0.0005 00004 0.0003 00002 0.00010 0 0 0 0 0 0 0 0 0 0 50 0. 0002 00002 0.0002 .0002 0.0002 0.0001 0.0001 .~0001 0.0001 0 0 0 0 0 0 0 0 90 00002 0. 0002 0.0002 .0001 0.0001 0.0001 ).0001 0.0001 0.0001 0.00101 0 0 0 000 130 0. 0001 .0.0001 0.0001 0.0001 0.0001 0.0001 .0001 .0001 0.0001 00001 0.0001 0 0 0O 0 0 170 0.00 .01.000110 00 .0001i 0.0001i 0.0001i .0001 .oo000 .0001 .0001 0.0001 0.0001 0 0 0 0 0 210 .010.0001 .0001oo0. 0001 0.0001 0.0001 00001 .0001 0.0001 00001 0.0001 00001 0 0 0 0 250 0.0001 00001 0.0001 0.01 .00010001 .. 0001. 00001 0.00010. .0001oo 0.0001 0.000 0.0001o0 0 0 0 0 0 290 .0001 00001 0.0001 0.0001 0.0001 .0001- .0001 0.0001 0.0001 0.0001 0.0001 0.0001 000010 0 0 0 0 0 0 330 0.0001 0.0001 I.0001 0.0001 0.0001 I.0001 0.0001 0.0001 0.0001 0.0001 .I00010. 0001 00001 0 0 0 0 370 0.0001 0. 0001 0.0001 0.0001 0.0001 0.0001 ).0001 0.0001 0.0001 0.0001 I.0001 0.0001 .0001 0 0 0 0 0 410 0.0001 ~-0.0001 0.0001 00001 0.0001 0.0001 0.0001 00001 0.0001 0.0001 0.0001 0.0001 0.00 0 0 0 0 0 0 450 0.0001 0. 0001 0.0001 00001 0.0001 0.0001 ).0001 .0001 0.0001 0.0001 .0001 0.0001 0.00010 0 0 0 0 0 0 490 0. 0001 0.0001 0.0001 I.0001 0.0001 ).0001 .0001 0.0001 0.0001 0.0001 00001 0.00010 0 0 0 0O 0 0 530 0.0001 0.0001 0.0001 I.0001 0.0001 .0001 10.0 I00010.0001 . 0,0001 0001 0.0001 . 0001 0 0 0 0 0 570.0001 .00 ~~~0100001 0.000001R 001I 0.01 .001 I0000.0001 0.0001 0.0001 0 0 0 0 0 0 0 0 0 610 0.01 0.000. 0.00001 001 .0001 0.01 0.0001 I0.0001 .01000 00 .650 00001 ~0.01 00001 0.001 000010001 0. .00010M 0.0001 0.0001oo 0.oo 0001 0 0 0 0 0 0 0 0 6900.0001 .0001 0 .00010.00 00001 0.01 .0001 0.0001 0.0001 00001I 0 0 0 0 00 *. 730 0.0001- L0.0 10.0001 .-0001 .0001 .0001 .0001 .0001 .0001 0.oo ~ 0 0 0 0 0 LO0 0 -O 0 770 0.0001 .0001 0.0001 .0001 .0001 00001 .0001 .0001 I000 0 0 0 0 0 0 0 0 0 170 0.0001 0.0001 . 0001. 0..0001 0001 ).0001 I.0001 0 0 0 0 0 0 0 0 0 0 0 510 0. 0001 0.0001 0.0001 00001 I0. 0 0I0001 00 0 0 0 0 0 0 0 0 0 0 0 0 90 . 10.0001. 0001 0.0 I0001 0 0 0 0 0 0 0 0 0 3-0 I000 0 000 0 0 01 0 0 0 0 0 0 0 0 0 0 70 0 0 0~ 0 0 0 0 0 0 0 0 0 0 0 0 1000 0o 0 0 0O 0 0 0O 0 0 0 0 0 0 ESR?I September, 2002 127 Guangfo Connecting Road Environmental lmpact Assessment Table 11-8 Pearl River West Brici e Oil lncremental Increase in Low Tide mg/L .5 3-9 X\c/Y 5 10 15 20 25 30 35 [0 45 50 5 60 65 70 75 0 85 90 s5 100 10 0. 0005 o.oo040 . 00030.00010.00010 0 0 0 0 0 0 0 0 0 0 0 a D 0 D0 )00002 0.0002 0. 0002 0.0002 0.0001 0.0001 0.0001 0.0001 0 0 0 0 0 0 0 0 0 0 90 0 0002 0 .00010001 0.0 0001 . 0001 0. 0001 0.0001 0. 0001 0.0001 0 0 0 0 D 0 130 0.0001 0.0001 0 0001 0.0001 00001o. 0.0001 0.o0001o01 0.0001 0001 0.. 0 0 _ 0 0 0D 0 0 0 170 ). 0001 0. 0001 0. 0001 0. 0001 0.0001 0. 0001 0.0001 0.0001 0. 0001 0. 0001 0. 0001 0 0 0 0 0 0 0 0 210 0001 0.0001 0.0001D . 0001 0.0001 O . 0001O0. 0001 0.0001 0.0001 0.001O0.00010 0 0 0 _0 0 a 290 0 0001 0. 0001 0.0001 0. 0001 0.0001 0.0001 0 1 0.0001. .0001 .00010 . 01 0 0 0 0 0 0 0 0 290 0 .00o 0001 0. 0001 0. 0001 0.0001 0.0001 0.0001 0.0001 0.0001 0.0001 0. 0001 0 0 0 0 0 0 0 0 0 330 0 0001 0. 0001 D.0001 0. 0001 0.0001 0.0001 0.0001 0.0001 0.0001 0. 0001 0. 0001 0 0 0 0 0. 370 0001 0. 0001 D.0001 0. 0001 0.0001 0.0001 0.0001 ). 0001 0. 0001 .0001 0.0001 0 O _ _ _ 0 0 0 410 0.0001 0. 0001 0.000100001 . 0.0001 000100. 001 .0001 0 0001 0. 0001 0.0001 0 0 0 0 0 .0001 450 0.0001 lO. o°°l O. 0001 00001 0.0001 0.o0001 0.0001 0 0001 0.0001 0.0001 0 0 0 0 0 C 0.0001 0.0001 490 .0001 .0001 .0001 0.0001 0.0001 0.0001 0. 0001 0.0001 0 .0001 0 0 0 0 C0 D 570 . 0001 0.0001 .0001 .000 0.0001 0.0001 0.0001 0.0001 .0001 o0. 0001 0 o0 0 0 0 0 0 0.0001 570 0.0001 0.0001 .0001 0001 .0001 o.. 0001 0.0001 0 . 00010 0 0 0 0 0 0 0 oD 0 510 001 0.0001 .0001 0.0001 0.0001 0.0001 0. 0. 0 0 0 0 0 0 0 00 0 90 00001 0.0001 0.0001 0.0001 I.0001 0.0001 0.0001 0). 000 0 0 0 0 0 0 0 0 D 0 730 0.0001 0.0001 0.0001 0. 0001 0.00010. 0001 0 0 0 0 0 0 0 0 D 0 770 0.0001 0.0001 0.0001 0.0001 o0.0001 0 0 0 0 0 0 0 a 0 0 0 0 0 0 10 0.0001 0.0001 0.0 1 0.OO 0. 010 0 0 0 0 0O 0 0 0 0 0 0 D0 310 0. 010 000 0 0 0 0 0 ___O __- 0 0 0 0 0 0 0 0 0 93 O 0 0 0 00 0 0 000 0 0 0 0 ____ 390 0 0 0 0 0 0 0 0 0 0 0 0 M E P ~ ~~~ _-P ~ ~~~~~LO L - -°D 0 0 0 - 0- 0 930 0 0 0 0 0 ~~~~~~~~~~~~~~00 000 0 0 0 0 70 0 0 0 000 0 0 0 0 0 0 0 0 0 0 0 0 1000 0 0 L0 II~______0 0 0 0 0 o 0o 0 0 0 0 0 0 LO t -°L L L L - InO L° o z F L.... -