Contents CHAPTER 1 INTRODUCTION

Contents CHAPTER 1 INTRODUCTION ...... 1 1.1 PROJECT BACKGROUND ...... 1...... I 1.2 PROGRESS OF EA ...... 2 1.3 PURPOSE OF EA ...... 2 Public Disclosure Authorized 1 .4BASIS OF ASSESSMENT ...... 3 1. 4.1 World Bank Requirements...... 3 1. 4. 2National laws and regulations...... 3...... :...3 1.4.3Project Stdy Document .4 1. 4. 4InternationalEnvironmental Agreements (where China is a signing party) .4 1.4.50ther Study Docwnents Related to the Project .4 1.5PROCEDURE OF A.4 1.6 SCOPE OF THE EA .6 1.7 METHODOLOGY OF EA .6 1.8APPLICABLE STANDARD FOR EA .6 1.8.AAbienttAir.7 1.8.2Acoustic environment .7 1.8.3Surface Wate .8 1. 8.4 Soil Erosion .8

Public Disclosure Authorized 1.9 EA TEAMS.9 CHAPTER 2 PROJECT OVERVIEW .11 2.1 GEOGRAPHICAL LocATION .11 2.2 AFFECTED AREA.].. 2.3 ALIGNMENT CORR IDDRR]. . 2.4 CONSTRUCTION SCALE AND TECHNICAL STANDARDS .12 2.4.1 Bridge .13 2.4. 2Tunnel. 1 4 2.4.3 Interchanges.15 2.4. 4Connecting Road .16 2.5 HIGHWAY FACILITIES.16 2.6 CONSTRUCTION MATERIAL AND TRANSPORTATION .16 2.7 TRAFFIC VOLUUME PROJECTION ...... 17...... 17 Public Disclosure Authorized 2.8 COST ESTIMATE AND FNANCING PLAN. 18 2.9 CONSTRUCTION PLAN 18 CHAPTER 3 BASELINE ENVIRONMENTAL CONDITIONS .19 3.1 NATURAL ENV I R O NMNTT. 19 3.1.l TopographicalCharacteristics .. 19 3.1.2Climatic and MeteorologicalCondition .. 19 3.1.3 Hydrology .. 21 3.1.4 Navigation Condition .. 23 3.2 ECOLOGICAL ENVIRONMENT ...... 24 3.2.1. Forest Park...... : 24 3.2.2Soil .. 24 3.2.3Natural Habitats .. 24 3.2.4Flora and FaunaResources .. 24 3.2.SSoil Erosion. 31 Public Disclosure Authorized 3.3 SOCIAL AND ECONOMIC BASELINE .. 32 3.3. lEconomic ndicOtors .. 32 3.3 . 2,gg r i cut.rr e.33 3.3.3Quality of Life .. 35 3.3. 4.7Vatural Resource.. 3 7 3.3.5 Cultural Properties .. 38 3.4 ENVIRONMENT QUALITY INVESTIGATION .. 40 3.4.1 Existing,Acoustic Environment Quality .. 43 3.4.2 Water Environment Quality ...... 44 3.4.3 AmbientAir Quality Assessment ...... 46 CHAPTER 4 ANALYSIS OF ENVIRONMENTAL IMPACT ...... 48

4.1 IDENTIFICATION OF IMPACT ...... 48 4.2 A SSESSM ENTOF EC O- ENVIRONMENTIMPACT ...... 49 4.2.1 Soil Erosion ...... 49 4.2.2Analysis of Borrow and Spoil Impact ...... 54 4.2.3Analysis of Geological Impact...... 61 4.2.4Analysis of Impact on Vegetation...... 68 4.2.5Analysis of Impact on Animal ...... 69 4.2. 6IntegratedAnalysis of Bio-environment Impact ...... 70 4.2.7 Impacts of the South Water Diverted to North Project on the Roadbed ...... 72 4.2.8 Impacts of River and Road Rerouting...... 72 4.3 ANALYSIS OF I7MPACT ON AQUATIC ENVIRONMENT ...... 74 4.3. 1Hydrology and Flood Discharge...... 74 4.3.2Impact in Construction Phase ...... 74 4.3.3 Wastewater Dischargefr-om Supporting Facilities...... 75 4.3.4 Impact of Road Surface Run-off ...... 77 4.3.SAnalysis ofAccidental Event ...... 79 4.4ANALYSIS OF ACOUSTIC ENVIRONMENT QUALITY ...... 8 1 4.4. 1Analysis ofAcoustic Environment Quality in Construction Phase...... 81 4.4.2Analysis ofAcoustic Environment Quality in Operation Phase ...... 83 4.5 AMBITENT AIR QUALITY ASSESSMENT ...... 93 4.5.1 Ambient Air Quality in Construction Phase ...... 93 4.5.2 Ambient Air Quality in Operation Phase...... 96 4.5.3 Impact to Air Quality at Supporting Facilities...... 103 4.5.4 Impact to Air Quality at Viaduct...... 103 4. 5.5Impact on Global Climate ...... 103 4.6 SOCIAL ENVIRONMENT IMPACT ...... 104 4.6. Analysis of Inipact on Community ...... 104 4.6. 2Impact on Agricultural Production...... 106 4.6.3Conmmunity severance ...... 111 4.6.4Impact of Construction Camp andAccess Roads ...... 112 4.6.51mpact On Navigation on Han River ...... 117 4.6.61mpact on Cultural Heritage and Nature Reserve A rea ...... 118 4.6. 7Health and Safety ...... 122 4.6.8 Tunnel Ventilation and Emergency Measures ...... 124 4.6.9Analysis of Viaduct Location ...... 131 4.7 INDIRECT IMPACTS ...... 132 4. 7. lImpact to Local Resource ...... 132 4.77. 2Impact to Tourism ...... 132 4. 7.3Impact by Viaduct ...... 135 4.8 RELOCATION OF PEOPLE ...... 136 4.8.1Scope and Quantity of Relocation ...... 136 4.8.2Legal Frame ...... 138 4.8.3lmplementing Agency and Host Community ...... 143 4.8.4Impact of Resettlement...... 145 4.8.5Cost Estimate ...... 146 4.9IMPACT OF CONNECTING ROADS ...... 148 4.10 SAFEGUARDS POLICIES COMPLIANCE ...... 148 CHAPTER 5 ALTERNATIVE ANALYSIS ...... 150

5.1 GENERAL ALTERNATIVE ALIGNMENT ...... 150 5.1.1 Comparison and Selection of Cor7idors...... 150 5.1.2AlignmentAlternatives...... 152 5.1.3 Comparison and Selection ofAlternazives ...... 157 5.1.4 Social Environment ...... 161 5.1.5 Result of Comprehensive Comparison...... 161 5.2 SECTTEC ALTERNATIVES...... R ATVSIONAL...... 162....16 5.2. 1. Section selection principles ...... 162 5.2.2 Alternative Sections...... 168 5.3 WITHOUT PROJECT SCENARIO0...... 189 55.4 CONCL...... SIONS...... 9...... CL S O S ...... 09 CHAPTER 6 MITIGATION MEASURES ...... 191 6.1 DESI...... STAGE...... 19]...... E IG T G ...... 9 6.1. iDetermination of Project Alignment ...... 191 6. 1.2Mitigation to Road Separation...... 191 6.1. 3Mitigation to River System Impact ...... 192 6.1. 4Protection of Cultural Site and Nature Reserve Area...... 192 6.1.5Mitigation to Soil Erosion...... 194 6.1. 6Mitigation to Noise Impact...... 203 6.1. 7Mitigation to Water Quality Impact...... 203 6.1. 8R ep...... ant...... ng...... 204...... la tn 0 6.1. 9Mitigation to A ir hinpact...... 204 6.1. RResett...... en...... ent...... 205..... s tte e t ...... 0 6. 1. ilMitigation to A esthetics,and Landscape Impact...... 205 66.1. ci1n.2Ac...... dent...... Risk...... 205...... 0 6.2 MITIGATION ME-ASURE IN CONSTRUCTION PHASE...... 205 6.2.1 Soil Conservation/RestorationofIrr-igation System...... 205 6.2.2Mitigation to Noise Impact ...... 207 6.2.3 Water Quality Protection ...... 207 6.2. 4Mitigation to Air Impact...... 207 6. 2. SProtection of Cultur-al Heritage ...... 208 6.2. 6Mitigation to Puiblic Interruption ...... 208 6.2. 7Health and Safety ...... 209 6.2. 8Monage7nent of Construction Camp...... 209 6.2.9Protection of Bio-diversity ...... 209 6.2. 1 OManagement of Contractor ...... 210 6.3MMITIGATIONTIN TIATO HA E...... MEAS...... RE...... N...O....ERATION...... PHASE...... 2102 66 .l N.o i. se ...... 2 ...... 10..1 6.3.2 Water...... Quality...... 211...... t r Qu lt ...... 1 6 3.3Accidental Event ...... 211 66. Pub...... Health...... 211...... u lc H e lh ...... 1 6.3. SAir Pollution ...... 2-11 66. P u lc H e lh...... Health...... 211.... :...... 1 6 376d ct...... 212.. 1 66 . 7 o.u is ...... 2 ...... 12...1 CHAPTER 7 ENVIRONMENT MANAGEMENT PLAN...... 214

7.1 ENVIRONMENTAL MANAGEMENT ORGANIZATIONS...... 214 7. 1. 1Management Organization ...... 214 7. 1.2Supervis ion Organization...... 214 7.2E VRO M NTMENVIRONMENT...... MANAGEMENT...... PLAN...... 215.... 2 7.3EENVIRONMENTALA VRO SUPERV...... SION...... PLAN...... 220..2 7.4EENVIRONMENTAL...... MONITOR...... G....PLAN...... VRO 221...2 7.4. O b e t ve...... b...... ec...... iv...... 221...... 2 7.4.2lmplementing Or-ganization ...... 221 7.4. 3Environmental Monitoring Plan...... 222 7.4. 4Monitoring Report ...... 224 7.4. SEquipmnent and Instrument ...... 224 7.5 PERSON...... EL...... TRAINING...... 22....5...... ER O N L R r 2 7.6 IMPLEMENTATION PLAN AND COST ESTIMATE FOR ENVIRONMENTAL PROTECTION ...... 227 7.6. ]-Implementation Plan for Environment Protection...... 227 7.6. 2Cost Estimate for Environmental Protection...... 227 228 7.6.30perating Cost for Environmental Facilities...... 229 CHAPTER 8 PUBLIC CONSULTATION AND INFORMATION DISCLOSURE 229 8.1 PURPOSE OF PUBLIC CONSULTATION ...... 229 8.2 INVESTIGATION AND IMPLEMENTATION ...... 229 8.2.lPhasing of Public Consultation Exercise ...... 230 8.2.2Methodology...... 231 8.2.3Survey Scope and Objects...... 231 THE PUBLIC CONSULTATION ...... 8.3 OF I 231 8.3.1 Results of state ...... 232 8.3.2Survey Result ...... 232 8.3.3Public Meeting Reszult ...... 233 8.3.4Survey Result to Land Acquisition and Resettlement ...... 233 8.4 ANALYSIS AND RECOMMENDATION ...... 23 5 8.5 CONCLUSION OF PUBLIC CONSULTATION ...... 235...... 8.6 RECORD OF PLUBLIC OPINION ...... 243 8.7 INFORMATION DISCLOSURE ...... 246 CHAPTER 9 CONCLUSIONS ...... 24...... 6...I246 9.1 CURRENT ENVIRONMENT STATUS ...... 246 9.2ANALYSIS OF ALTERNATIVES ...... ONCLUSIONOF ENVIRONMENT IMPACT PROJECTION ...... 247 9.3 C 247 9.3.lMajor Impacts and MitigationMeasures ...... 248 9.3.2Major Impacts In OperationPhase ...... 248 9.3.3Result of Public Consultation...... 248 9.4 GENERAL CONCLUSIONS .24......

LIST TABLE Table 1.6-1 Scopes of Environmental Assessment Table 1.8.1-1 Class 11 of Ambient Air Quality Standard (GB3095-1996) Table 1.8.1-2 Integrated Discharge Standard for Air Pollutant (GB6297-1996) Table 1.8.2-1 Standards of Environmental Noise in Urban Area (GB3096-93)) Table 1.8.2-2 Noise Limit for Construction Site Boundary (GB 12523-90) ) Table 1.8.3-1 Environmental Quality Standard for Surface Water (GB3838-2002) Table 1.8.3-2 Integrated Wastewater discharge Standard Table 1.8.4 Soil Corrosion Intensity Classification Table 2.4-1 Quantity of Major Works Table 2.4-2 Key Teclnical Parameters Table 2.4.1-1 Super Large Bridge alongAlternative K Table 2.4.1-2 Super Large Bridge of Alternative B Table 2.4.2-1 Super Large and Large Tunnel under Alternative K Table 2.4.2-1 Super Large and Large Tunnel under Alternative B Table 2.4.3-1 Interchange under Alternative K Table 2.4.3-2 Interchanges underAlternative B Table 2.4.4 Main Connecting Roads Table 2.5 Summary of Expressway Supporting Facilities Table 2.7-1 Traffic Volume Projection for Alternative K Table 2.7-2 Traffic Volume Projection for Alternative B Table 3.1.2-1 Averaged Value of Climatic Factors for three Years in Shiyan City (2000-2002) Table 3.1.2-2 Distribution of Atmospheric Stability of One Year Table 3.1.2-3 Average Wind Speed and Direction Frequency (2000-2003) Table 3.1.2-4 United Frequency of Wind Direction and Speed Stability Table 3.1.3-1 Hydrological Features in the Project Area Table 3.1.3-2 Hydrological Factors of Du and Tian Rivers Table 3.1.4 Navigation Conditions of Han River Table 3.2.4-1 List of Amphibian Animal in the Project Area Table 3.2.4-2 List of Reptile Animal in the Project Area Table 3.2.4-3 List of Birds in the Project Area Table 3.2.4-3 (continue) List of Birds in the Project Area Table 4.2.4-4 List of Mammals in the Project Area Table 3.2.4-5 Summary of Flora System in the Assessment Area Table 3.3.1-1 Statistics of Population Table 3.3.1-2 Land and Cultivated Land Table 3.3.1-3 Main Economic Indicators in ProjectArea Table 3.3.2-1 Summarizes the primary agricultural products in the project area. Table 3.3.2-2 Statistics for Cultivated Land of Counties Table 3.3.2-3 Statistics for Cultivated Land of Townships Table 3.3.2-4 Agricultural Structure in the Project Area4 Table 3.3.2-5 Proportion of Agricultural Output in Industrial and Agricultural Output Table 3.3.3-1 Personal Income in Project Area Table 3.3.3-2 Statistics of Cultural and Sanitation Sectors (Rear 2001) Table 3.3.3-3 Statistics of 16 Kinds of Diseases in Shiyan City Table 3.4-1 Sensitive Receptors to Noise and Ambient Air Impacts Table 3.4-2 Schools and Hospitals to be Affected Table 3.4-3 Sensitive Receptors along Shiyan Connecting Road Table 3.4-4 Sensitive receptors along Alternative B Table 3.4-5 Summary of Monitoring Points Table 3 .4-6 Result of Noise Monitoring Table 3.4-7 Monitoring Items and Analysis Method for Water Quality Table 3.4-8 Arrangement of Monitoring Points and Sampling Method Table 3.4-9 Water Quality Monitoring Result Unit: mg/l (except pH) Table 3.4-1 0 Standard Compliance Rate Table 3.4-11 Location and Items of Air Monitoring Exercise Table 3.4-12 Monitoring Items and Analysis Method for Air Quality Table 3.4-13 Air Quality Monitoring Result Table 3.4-14 Standard Compliance Rate Table 4.1-1 Identification of Environmental Impacts Table 4.1-2 Matrix for Environmental Impacts Table 4.2.1-1 Summary of Land Occupation Table 4.2.1-2 Projection result for Soil Erosion during Construction Phase Table 4.2.1-3 Effect of Vegetation Cover Table 4.2.1-4 Projection result of Soil Erosion Table 4.2.2-1 Summary of Deposit Sites Table 4.2.2-2 Summary of Borrow Pits Table 4.2.2-2 Summary of Spoil produced by Super and Large Tunnel Table 4.2.2-4 Summary of Construction Material Sources Table 4.2.2-4 Recommended Project Packaging Scheme (ICB) Table 4.2.6-1 Integrated Analysis of Eco-environment Impact Table 4.2.6-2 Criteria for Eco-environment Impact Categorization Table 4.2.6-3 Result of Integrated Analysis of Eco-environment Impact of Shiyan city and Yun and Yunxi counties Table 4.3.3-1 Road Supporting Facilities Table 4.3.3-2 Wastewater Discharge from Jinyinshan Service Zone Table 4.3.4-1 Pollutant Concentration of Road Surface Run-off Table 4.3.4-2 Road Surface Run-off Flow Table 4.3.4-3 Modeling Result of Road Surface Run-off Impact Table 4.3.5-1 Statistical Information for Traffic Accident on Guang-Shan Road Table 4.3.5-2 Qi for Each Road Section Table 4.3.5-3 Likelihood of Traffic Accident on Each River Course Table 4.4.1-1 Monitored Noise Level from Construction Equipment Table 4.4.1-2 Predicted Noise Level from the Construction Equipment. Table 4.4.1-3 Projected Noise Level on Main Roads Table 4.4.2-1 Classification of Vehicles Table 4.4.2-2 Constant K-) Table 4.4.2-3 The amended noise level ALsujrface Table 4.4.2-4 Determination of AL2 hurst Table 4.4.2-5 Determination ofAL2 Table 4.4.2-6 Projected Noise Level for Operation Phase Table 4.4.2-7 Projected Noise Level at the Sensitive Receptors Table 4.4.2-8 Projected Noise Level at Sensitive Receptors (School and Hospital) Table 4.5.1-1 Monitoring Result for Air-borne Dust on Jing-Jin-Tang Expressway in Construction phase Table 4.5.1-2 Result of Water Spraying Table 4.5.1-3 The monitoring results of asphalt smoke discharge concentrations of asphalt blending stations along the South Section of the Beijing-Zlluhai Highway Table 4.5.2-1 Recommended Eijn Table 4.5.2-2 Emission Intensity Table 4.5.2-3 Calculation Conditions for Projection of Air Pollutant Concentration Table 4.5.2-4 projected concentration of Air Pollutant (NO2) Table 4.5.2-5 Projected Concentration of NO2 at Sensitive Receptor Table 4.5.5 Comparison of pollutant discharge between 209, Yun-Man road and the proposed road year 2028 Table 4.6.1-1 Economic Status of Roadside Areas in 2000 Table 4.6.2-1 Land Occupation in the Affected Area Table 4.6.2-2 Permanent Land Occupation (land acquisition range) Table 4.6.2-3 Permanent Land Occupation Table 4.6.2-4 Land resumption and creation plan Table 4.6.3 Parameters of Passage Table 4.6.4-1 Summary of the Construction Camps Table 4.6.4-2 Access Roads Table 4.6.4-3 Impacts of access roads on resident's areas, schools and hospitals Table 4.6.6 Cultural Heritage in the Affected Area Table 4.6.8 Design CO Content 6 Table 4.6.9 Summary of Viaducts Table 4.7.2-1 Tourists Volume Forecast Table 4.7.2-2 Projected Demand for Hotel Service Table 4.7.2-3 Projected Domestic Wastewater Flow Table 4.7.3 Record of Consultation for the Proposed Viaducts Table 4.8.1-1 Summary of House Demolition and Land Acquisition Table 4.8.1-2 Summary of House Demolition Table 4.8.1-3 Summary of Auxiliary Structures/Facilities Table 4.8.2-1 Summary of Compensation Standard Table 4.8.2-2 Compensation Standard for Infrastructure Table 4.8.2-3 Compensation Standard for Auxiliary Structures/Facilities Table 4.8.3-1 Staffing of the Implementing Agencies Table 4.8.3-2 Training Plan Table 4.8.5 Cost Estimate for Resettlement Table 5.1.1 Comparison of Three Possible Transportation Corridors Between Shiyan to Xian Table 5.1.2-1 Work Quantity and Cost Estimates Table 5.1.2-2 Permanent Acquisition of Land Table 5.1.3-1 Land Occupation and Soil Erosion Table 5.1.3-2 Permanent Occupation of Land Table 5.1.3-3 Wild Animals and Plants Table 5.1.3-4 Water Quality Impact Table 5.1.3-5 Safety Issue Table 5.1.3-6 Cultural Sites Table 5.1.3-7 Acoustic Environment Impact Table 5.1.4 Social Environment Impact Table 5.1.5 Result of Comprehensive Comparison Table 5.2.2-1 Engineering Features of AI and Corresponding K Section Table 5.2.2-2 Environmental and Socio-economic comparison of Options Al and K Table 5.2.2-3 Engineering Features of A2 and Corresponding K Section Table 5.2.2-4 Environmental and Socio-Economnic Comparison of Options A2 and K Table 5.2.2-5 Engineering Features of Options A3 and K Table 5.2.2-6 Environmental and Socio-Economic Comparison of Options A3 and K Table 5.2.2-7 Key Engineering Features of Options A3 and K Table 5.2.2-8 Environmental and Socio-Economic Comparison of Options A4 and K Table 5.2.2-9 Key En-gineering Features of Options AO and K Table 5.2.2-10 Environmental and Socio-Economic Comparison of Options AO and K Table 5.2.2-11 Key Engineering Features of Options B I and K Table 5.2.2-12 Environmental and Socio-Economic Comparison of Options BI and K Table 5.2.2-13 Key Engineering Features of Options B2 and K Table 5.2.2-14 Environmental and Socio-Economic Comparison of Options B32and K Table 5.2.2-13 Key Engineering Features of Options B3 and K Table 5.2.2-14 Environmental and Socio-Economic Comparison of Options B3 and K Table 5.2.2-15 Key Engineering Features of Options B4 and K Table 5.2.2-16 Environmental and Socio-Economic Comparison of Options B4 and K Table 5.3-1 Traffic Volume Projection for Without Project Scenario Table 5.3-2 With and Without Project Table 6.1.5-1 Access Roads and Main Mitigation Table 6.1.5-2 Summary of Restoration Measures at Large Construction Site Table 6.1.5-3 Summary of Deposit Sites and Restoration Measures Table 6.1.5-4 Locations of Borrow Pits and Restoration Measures Table 6.1.5-5 Locations of Material Sites and Restoration Measures Table 6.1.6-1 Mitigation Measure to Noise Impact (residential areas) Table 6.1.6-2 Mitigation Measures to Noise Impact (Schools) Table 7.1.1-1 Responsibilities for Environmental Management Organizations Table 7.1.2 Main Responsibilities for Supervision Organizations Table 7.2-1 Impact Mitigation Measures Table 7.2-2 Mannings of environment management & supervision organizations Table 7.4.3-1 Monitoring P]an forAAmbientAir Quality Table 7.4.3-2 Monitoring Plan forAcoustic Quality Table 7.4.3-3 Monitoring Plan for Surface Water Quality Table 7.5 Personnel Training Program Table 7.5-2 Training on site Table 7.6.2-1 Capital Cost for Environmental Protection Measures Table 7.6.2-2 Cost included in Main Engineering Table 7.6.3 Operating Cost for Environmental Facilities Table 8.2-1 Public Consultation Phasing and Goals Table 8.2-2 Questionnaire Used in the Public Consultation Table 8.3 Responses to the Questionnaire Table 8.6 Record of Public Opinion Table 8.7 Places for Information Disciosure Table 1 Result of Noise Projection under Alignment K Table 2 Result of Noise Projection under Alignment B Table 3 Mitigation Measure to Noise Impact (alternative K)

list Figure Figure 1.5 Technical procedure for EA Figure 2.1 Geographical Location Figure 2.3 The contracted Map of Prepared Alignments Project Figure 2.3.1 Locations of these three corridors Figure 3.1.3 the river system within the project area Figure 3.2.4 Main distribution of wild animals in the pro ject area Figure 3.2.5 Current Situation of soil Erosion drawing Figure 3.3.5 The locations of cultural property Figure 5.5.6 The geographical relations among alignment K and Option 3 and the Dinosaur Egg Fossils Nature Reserve Area in the Qinglong Mountain Figure 8.2.3 The locations of Public Consultation and Information Disclosure EnviionmntrllnipactAssessment For Shii toManchuanigan Section of Ymwu inter-Pmvincial HightayProject

Chapter 1 Introduction

1.1 Project Background

Transportation infrastructure in western China has had a significant development since the Reform and Opening-up Policy was introduced in the 1980s. However constrained by the geograpliical location, lack of investment and slow social and economic growth, the gap in transportation development between the western and eastern Clhina lhas become increasingly noticeable. In the context of the national strategy to develop western China, thle infrastructure system will have a substantial expansion in the region within the next 10 years. Consistent with the strategy, the Ministry of Communication (MOC) has drawn up an initiative for transport sector development for this region. The proposed Yinwu Tnter-Provincial Highway Project is one of the comrponents to be carried out under this initiative. According to the strategic planning of the MOC, the proposed Yinwu Inter-Provincial Highway will cross Ningxia, Gansu, Shaanxi and Hubei provinces. The key cities to be linked by the proposed expressway will include Yinchuan and Guyuan of Ningxia Province, Pingliang of Gansu Province, Xianyang and Xi'an of Shaanxi Province, and Shiyan and Wuhan of Hubei Province. In 2002, a site reconnaissance team has been mobilized by the MOC to determine the alignment of the proposed expressway. Manchuanguan City has been determined as an inter-provincial bordering point of the highway between Hubei and Shaanxi Provinces.

The highway section within Ningxia and Gansu Provinces under the proposed project is totally 402 km. Of this length, the 217 km Yinchuan-Tongxin section has been constructed while the feasibility study report for the Tongxi-Yanzi section has been approved by the planning authority. The feasibility study report for the 296 kmr highway section within Gansu Province has been submitted for approval. Of the 341 km highway within Shaanxi Province, the 24 kin Xian-Lantian section has been built and become operational while the 64 kin Lantian-Shangluo section will be constructed soon and the remaining sections will be constructed within the period of the Tenth-Five year period (2001 -2005). Of the 485 kin highway within Hubei Province, the 378 km Shiyan-Wuhan section is being constructed and will become operational at the end of the Tenth-Five year period. For the entire inter-provincial highway, the section linking Shangluo and Shiyan, about 200 kin, is the only section yet to start preparation for construction. Of this section, Shangluo to Manchuanguan, a sectin about 94 km in the Shaanxi province is now under design and environmental assessment. The EA TOR has been submitted (end of March 2004) and the EA report is expected to be ocmpleted by the end of May 2004 and approved by SEPA buy the end of June. Under the current plan, this section of the expressway will start construction by the end of 2004. Therefore, it is apparently urgent to construct this last section of the expressway (Manchuanguan to Shiyan) so that the whole Xi'an-Wuhan expressway becomes operational to support the expected economic benefits to the region. In 2000, Hubei Provincial Communication Department (HPCD) listed the proposed Yinwu Inter-Provincial Highway project as a higlh priority project and designated Hubei Highway Bureau as the implementing agency. Contracted by Hubei Highway Bureau, Hubei Provincial Transport Planning and Design Institute has prepared the preliminary study report for the proposed Yinwu Inter-Provincial Highway project. In December 2000, the preliminiary study report passed the review panel jointly formed by members from Hubei Planning Committee and HPCD. In 2001, the same design institute conducted the feasibility study for this proposed project.

The proposed Shiyan to Manclhuanguan section of the Yinwu Inter-provincial Highway (the Shiman Expressway, or the Project) will start from Xujiapeng, and connect with the Hanshi expressway at Wuxu section which opened to traffic in December 2003. It will pass Shiyan City (Maojian District and Zhangwan District), Yun County and Yunxi County, and finally end at Manchuanguan Town of Shaanxi Province through a tunnel. The ending point of the proposed project is the tunnel (the Hubei and Shaanxi provincial border is the river where the tunnel is located). The total length of the expressway is 105.86 kin. For better construction management, following consultation with Shaalnxi Provincial Communication Department, the Shaanxi section of the Manchuanguan tunnel will be included into this project in the preliminary design, which started in May 2003. After this inclusion, the total length of the expressway will be 106.819 kim. Of this length, 105.099 kin will be financed by a World Bank loan

Second Navigation Survey and Design Institute, the Ministry of Communication Fini-rmntal ]patAsssinait For Shiyan toMandiuanguan Setion of YinwuIliter-Provincial Higiway Project while the 1.72 section within the Shaanxi province will not be included in the loan project.

The revised feasibility study report for the proposed project was prepared in November 2002 and submitted to the State Development and Planning Committee (now restructured as National Development and Reform Commission or NDRC) for approval whih was received on February 20, 2004. According to the comments from a World Bank mission, the preliminary design work was opened for bid and Hubei Provincial Communication Planning and Design Institute and Zhongjiao No.2 Highway Exploration, Design and Research Institute won the bid. The preliminary design started in May and the draft preliminary design has completed in September 2003, and was reviewed by a Spanish engineering firm, which had then been revised by the end of February 2004.

1.2 Progress of EA

In March 2002, the Second Navigation Engineering Reconnaissance and Design Institute (NERDI) was retained by the Hubei Transport Bureau to undertake Environmental Assessment (EA) for this project.

An EA team was formed in November 2001. The EA team conduLcted the first-round site investigation, initial data collection and the various forms of consultation with affected public, non-government organizations and local governments in December 2001 along the proposed project alignment. A Terms of Reference (TOR) for the EA was then prepared in August 2002. Based on the revised feasibility study, the EA team carried out the second round of site investigation in December 2002. An environmental baseline monitoring program was then initiated to cover the project area. On the basis of the site investigation, information collection and analysis, and baseline monitoring, the TOR was revised and submitted to the SEPA and the World Bank for review in December 2002. The TOR for the EA has been approved by the SEPA on1December 16, 2002.

Following comments of the Aide-Memorie of the Bank mission in February 17-Macrh 8, the EA covers the affected area (as related to two proposed alignments), connection roads (less than 10 krn), temporary access roads, construction camps, borrow pits and spoil disposal sites. On such basis, the EA team then conducted additional site investigation during March 20-27 2003 and further public consultation including related agencies for the preparation of the EA documentation. A draft EA report was submitted to the World Bank in June 2003.

During the preliminary design stage, the EA team provided requirements to the alignment determination from the environmental perspective, including minimizing the occupation of agricultural land and resettlement, balancing wher-e possible the excavation and filling in order to minimizinig the amounlt of spoil soils requiring disposal, selecting waste land for spoil soil disposal, avoiding environmentally sensitive areas, etc. The EA team further participated in the alignment selection and.determination, providing environmental input in the process.

On July 15, the HPCD held a tele-conference with the World Bank representatives for review of the draft EA report. Additional field investigation was conducted following the conference, in August 11-16. This document is a revised EA report incorporating the World Bank and other reviewers' comments from the conference. Through the review of the World Bank Delegation from October 5 to 25, 2003, EIA of the third version is prepared according to the Memorandum of the World Bank Delegation. In March 7-14, 2004, the World Bank appraised the EIA report and provided additional comments. The current version has incorporated those comments as well as those from SEPA review.

The EA for connection roads, which are more than I0 kin, and the rural roads will be separately carried out by another institute contracted to Shanghai Ship and Shpping Research Instistue by Hubei Transport Bureau.

1.3 Purpose of EA

The EA predicts various environimental and socio-economic impacts of the Project, and analyzes the impacts quantitatively or qualitatively through investigation or monitoring of the physical, biological,

Second Navigation Survey and Design Institute, the Ministry of Communication 2 EnvimnmentalEThdAs-fseltForShiyantoManchuanguan Secoa ofYinwu Inter-Provincial HighwayProjnct and socio-economic environment, and through public consultation along the project area. More specifically, the purposes of the EA are:

To improve the decision-making process by introducing environmental criteria and assessment to design engineers and decision makers and to ensure the Project is environmentally sound and sustainable; To ensure adverse environmental impacts be identified and evaluated in the earlier stage of the Project development so as to develop appropriate measures including alternative alignments and designs to avoid, mitigate, reduce or othervise minimize the adverse impacts to acceptable levels; To develop measures of compensation for the impacts which could not be avoided or mitigated; and; To provide a basis for Project executing agency and relevant government agencies to develop and implement plans for environmnental management and monitoring.

1.4Basis of Assessment

1.4.lWorld Bank Requirements

The World Bank requirements include primarily the Bank's ten safeguards policies, including Operational Policies (OP), Best Procedure (BP), Good Practice (GP) and Operational Directives (OD). They are:

* Environmental Assessment (OP/BP/GP4.01); * Forestry (OP/GP4.3 6); * Natural Habitats (OP/BP4.04); * Safety of Dams (OP/BP4.37); * Pest Management (OP4.09); * Involuntary Resettlement (OP4. 12); * Indigenous People (OD4.20); * Cultural Propertv (OP4. 11); * Projects in Disputed Areas (OP/BP/GP7.60); and * Projects on International Waterways (OP/BP/GP7.50).

Among these safeguards policies, Environmental Assessment (OP 4.0 ) is the primary requiremenits and thus the focus of this report. In addition, policies on1 Natural Habitat (OP4.04), Pest Management (OP4.09, Indigenous People (OD4.20) and Forest (OP4.36) are also applied in the EA at least in the screening stage or in the full process if triggered.

In addition, a professional archaeological team is contracted to carry out the assessment on cultural property, and a resettlement team is responsible for the Resettlement Action Plan (RAP). Major findings and conclusions of these two reports will be included in this EA.

Since no project componenits will involve international waterways, dam construction or disputed areas as defined in OP7.60 and indigenous people, policies related to these subjects are not applied in the EA.

1.4.2National laws and regulations

(1)Environmental Protection Law of PRC, December 26, 1989; (2)Enviroiunental Impact Assessment Law of the PRC, October 28, 2002 (3)Land Management Law of PRC of August, August 29, 1998; (4)Noise Pollution Preventioni Law of PRC, October 29, 1996;

Second Navigation Survey and Design Institute, the Ministry of Communication 3 Enviionmenal irpactAsssmwntForShlyantoMancduaniguani SectionofYmiwLilIter-P ovincialHigllauyProject

(5)Air Pollution Prevention Law of PRC, April 29, 2000; (6)Water Pollution Prevention Law of PRC, May 15, 1996; (7)Highway Law of PRC, January 1, 1998; (8)Water and Soil Conservation Law of PRC, June 29, 1991; (9)Rules of Environmental Protection Managemnent for Construction Projects, issued by the State Council of PRC, November 29, 1998; (1O)Classification Inventory for Environment Protection of Engineering Project issued by the SEPA, January 1, 2003; (11) Measures Concerning Environmental Protection and Management for Transportation Construction Projects, issued by MOC, May 22, 1990; and (1ONotice to Strengthein the Environmental Impact Assessment and Management of Construction Projects Financed by Loan from Intermational Financial Organizations, jointly issued by SEPA, the State Planning Commission, the Ministry of Finance and the People's Bank of China, June 21, 1993. (13)Approval Document for the TOR for Environmental Impact Assessmenet for the proposed Slhiyan to Manchuanguan Section of Yinwu Inter-Provincial Highway Project, issued by SEPA on 16 December 2002. Review Comments for Shiyan to Manchuanguan EIA report, SEPA, December 26, 2003.

1.4.3Project Study Document

* Feasibility Study Report for the Shiyan to Manchuanguan Section of Yinwu Inter-Provincial Highway Project, prepared by Hubei Provincial Transport Planning and Design Institute, Jan. 2003. * Preliminary Designs of Two Stages for the Shiyan to Manchuanguan Section of Yinwu Inter-Provincial Highway Project, prepared by Hubei Provincial Transport Planning and Design Institute, and Zhongjiao No.2 Highway Exploration and Design Institute, Oct. 2003

1.4.41nternational Environmental Agreements (where China is a signing party)

* UN Framework Confer on Climate Change, May 9, 1992; and Biologic diversity Agreement, signed on December 29, 1993.

1.4.50ther Study Documents Related to the Project

* Resettlement Action Plan for the Shiman Highway Project, prepared by Hubei Provincial Communication Department, March 2004; * Cultural Property Survey Report for the Shiman Highway Project, prepared by the Archeological and Relic Survey Institute of Hubei, June 2003.

1.5Procedure of EA

Key EA steps and procedures, as well as their inter-relationiships are schematically illustrated in Figure 1.5-1.

Second Navigation Survey and Design Institute, the Ministry of Communication 4 EF xlvmitiita tAssmtFo! ShitoManchutnguan SectioI ofYinw-u Ptr-PovitcialHiAyProject

Figure 1.5 Technical procedure for EA

=~~~~~~~~~~~~~~~~~~~~~~~~ Contract

| ~~EA team SEA PC

Site investigation

S. Public Submission CD

Development of TOR

> ~~Appro val to TOR

Collection of baseline data Environmental Baseline monitoring Analysis of baseline

Assessment of environment baseline

Public consultation D Mitigation measure

EMP | Integrated analysis ,

/ 1 | ~~~~~~~~~~~imnqntc

| Alternative comparison | Preparation of EA | Submission | rinr:i impritptinn

Preparation of EMP Sbiso Review

Second Navigation Survey anid Design Tristitute, the MinIStbY of Commiunicationi EirnienetallsnpactAssessentFor SiiantoMandLklgua Seion ofY-mwuiliteioPrvincialHig[I'AyP'ojet

1.6 Scope of the EA

The EA determined the scope of assessment following the requirements on the scope of work stipulated in the Scope of Work for Highway Construction Environmental Impact Assessmenit (Interim) and the past experience on similar expressway projects. The actual assessment was conducted in three stages. First, the assessment focused on corridor identification and selection among the three possible corridors between Shiyall to Xi'an. Once the optimal corridor was selected, two possible alignments within the corridor were identified, evaluated and determined. On this basis, an environmentally optimal alignment (the Alternative K based on the Alternative A) was selected. In the tlhird stage, a detailed assessment on Alternative K was conducted including comparison of 9 sections on this alternative alignment in greater details. Following the above three stages, an optimal alignment is identified and a comprehensive environmenital assessment has been conducted on this selected alignment.

The EA coverage for this project is presented in the following Table 1.6-1.

Table 1.6-1 Scopes of Environmental Assessment Items EA Coverage Socio-economic/cultural Areas within 200 m from the road, and tliose to be directly impacted by enviromnent the projbect. Biological environment Areas within 300 m from the road. Borrow and deposit area and land for temporary occupation Acoustic environment Areas within 200 m from the road's central line. Ambient air environment Areas within 200 m from the i-oad's central line. Water enviromnent Areas within 200 m upper stream and 1000 m downstream from bridges; within 200 m upper stream and dowvnstream from bridges in normal water area, 1000 m downstream from the outfall of service zone Scenic spot The scenic spot area to attract more tourists after the project Cultural property Areas within 200 m from the road's central line, and borrow pit and deposit site

1.7 Methodology of EA

The EA applies as its principle for the methodology of focusing on kVey (sensitive) sites, cover selected sections and reflecting the entire project area.

Site investigation and collected data analysis are the primary methods for the assessment of social and economic impacts, as well as ecosystem impacts assessment. Mathematical models are is applied for assessinig acoustic environmenit and ambient air impacts. Analogy analysis method is applied for assessing soil corrosioni and water environment.

1.8Applicable Standard for EA

Second Navigation Survey and Design institute, the Ministry of Communication 6 Environental ImpactAssess-ent For Shiyan to Manchuangian Setion ofYinwulintei-Piuvincial Higlvway Project

According to the Technical Guideline for EA and EA Specifications for Road Proj-ect (pilot edition), the following standards are applied for the EA.

1.8.lAmbient Air

According to the Ambient Air Quality Standard (GB3095-1996), the air quality for the mixed area is evaluated against Class II, which is listed in Table 1.8.1-1.

3 Table 1.8.1-1 Class II of Ambient Air Quality Standard (GB3095-1996) unit: mg/Nm Pollutant _ Measure NO2 TSP PM,0 Daily average 0.12 0.3 0.15 Hourly average 0.24 /

The air pollutant discharge will be evaluated against Class II of Integrated Discharge StandardforAirPollutant (GB6297-1996), which is listed in Table 1.8.1-2 beloW.

Table 1.8.1-2 Integrated Discharge Standard for Air Pollutant (GB6297-1996) Pollutant Max. Max. Discharge velocity (kg/h) Concenitration Concentration Height of chimney Class 1I limits (mg/m3 ) limit (mg/mn3) (m) TSP 15 3.5 1.0 for the 120 20 5.9 boundary of site 30 23 3 Benzoapyr 15 0.05 x ]0-3 0.008[Lg/rn for ene 0.3 x I 0- 20 0.085 x Io-, the site 30 0.29 X IO- bOLlundary Asphalt 15 0o18 smoke* 75 20 0.30 30 . 1.3 *Asphalt smoke refers to liquid hydrocarboni organic particles and a small amount of gaseous hydrocarbons under atmospheric temperature vented and discharged during production of petroleum asphalt and asphalt products. 1.8.2Acoustic environment

Noise Limits for Construction Site (GB12523-90) are applied in the assessment for noise impacts in construction phase. For residential areas, Class IV of Standardof Environmental Noise of Urban Area (GB3096-93) is applied for assessment of noise impact in the operation phase. For sensitive receptors such as schools, hospitals senior houses and kindergartens, the more stringent standards, Class I, in GB3096-93 is applied. Detailed standards are given in Table 1.8.2-1 and 1.8.2-2. Class 11 of Standardl of Environmental Noise of UrbanArea (GB3096-93) is applied for evii-onirnment baseline assessment.

Second Navigation Survey and Design Institute, the Ministry of Communication 7 Envimnjnn lpactAssessmentFor ShiyantoMaNchuanguan Secioni ofYinwulntei-PrvincialHigh'xayProject

Table 1.8.2-1 Standards of Environmental Noise in Urban Area (GB3096-93) unit: dB(A) Classification Daytime Nighttime Applicable zone 1 55 45 Zones of education, health recovery, etc. 2 60 55 4 70 55 Both sides of trunk roads

Table 1.8.2-2 Noise Limit for Construction Site Boundary (GB12523-90) Unit: dB(A) Construction stage Major source of noise Noise limit Daytime Night time Earth & stone work Bulldozer, excavator, loader, etc. 75 55 Piling Pile driver, etc. 85 Forbidden Structuring Concrete mixer, etc. 70 55 Finishing Crane, elevator 65 55

1.8.3Surface Water

Han River (K30+249), Tian River (K62+398) and Du River (BK28+455) will be evaluated using Class II of Environmental Quality StandardforSurface Water (GB33838-2002) based on the applicable EA guidelines and quality classification of these surface wvater bodies. Class III of the standard is applied to assess the water body receiving wastewater from the service zone, details are presented in Table 1.8.3-1.

Table 1.8.3-1 Environmental Quality Standard for Surface Water (GB3838-2002) mg/I Item pH Permalganate Oil TP SS

Class 11 6-9 4 0.05 0.1 Class III 6-9 6 0.05 0.2

Class I of the Integrated Wastewater discharge Standard (GB8978-1996) is aipplied for wastewater discharge, detailed standards are presented in Table 1.8.3-2. Table 1.8.3-2 Integrated Wastewater discharge Standard (unit: mg/I)

Pollutant Ss COD cr BOD5 Oils Class I 70 100 20 10

1.8.4 Soil Erosion

EA Specifications for Road Project (interim edition) has been applied to assess soil corrosion conditions of the project area, the indicators for classification are presented in Table 1.8.3-4 below.

Second Navigation Survey and Design Tnstitute, the Ministry of Communuication 8 EnvitnnrrailIntactA.sssnentFor Shiry toManchmiguan Secion ofYinvwu Inter-Provincial HighvvayPoject

Table 1.8.4 Soil Corrosion Intensity Classification Class Corrosion ratio (t/kn2 .year) I Weak corrosion (with apparent trace) 1000 II minor corrosion 1000-2500 III moderate corrosion 2500-5000 IV strong corrosion 5000-8000 V Significant corrosion 8000-15000 VI Severe corrosion >15000

1.9 EA Teams

(1) EA Team

The Second Navigation Engineering Reconnaissance and Design Institute is the heading unit of the EA team. This institute has the Class A license for EA tas]k issued by the SEPA. Professionals covering every aspects have formed the rich resource of the institute. There are many specialized entities under the institute, such as design company, site reconnaissance company, construction company, construction design company, construction supervision company and EA division.

This institute, with EA certificate of the institute of National Class A, 2603, has completed dozens of EA tasks for road anid large bridge projects also it is experienced on several projects financed by World Bank or Asian Development Banik. * Key members of the lead EA team Director Luo Xianqing senior engineer License No. A2603 0002 Chief engineer Fang Jianzhanig senior engineer License No. A26030003 Project manager Yu Jinbiao senior enginieer License No. A26030005 * Key Members of cooperating EA team Life Science College of Huazhong Normal University is responsible for the eco-environment assessment Liu Shengxiang Professor Ecology Wang Kehua Master Ecology Zhang Hongxia Master Ecology Yang Shaozong Lecturer Ecology * Key members of envir-onmental monitoring team EnvirQnmental Monitoring Center of Shiyan City is responisible for the envi.ronmental baseline monitoring Yang Zufa senior enginieer (director) Enviro-nmenital monitoring Liu Gang seniior engineer Environmiiienital monitoring Wang Jian senior engineer Environlmenital monitoring * Other teams involved in the project development stage Hubei provincial Archeological Research Institute is responisible for the assessment of cultural property Huang Wenxi deputy researcher cultural relic protection Zhu Hengfu deputy researcher cultural relic protection Wu Xianzhu deputy researcher cultural relic protection Huang Yuhong deputy researcher cultural relic protection Economic Research College of Wuhan University is responsible for the RAP Zhong Shuiying Professor Social economist Cheng Dening Professor Social economist

Second Navigation Survey and Design Institute, the Ministry of Communication 9 Envionmienal InptAsAssnent Fo- Shiyan to Marhonguan Section of Yinwu inter-Povincial Highway Ptject

Wei Shan Lecturer Social economiiist

(2) Reviewer and Independent EA Consultant

This EA report has been reviewed by HPCD and DLEX Enterprises Corp., of Canada that is an environmental consulting firm and engaged as an independent consultant for the EA for this project.

(3) Declaration

The EA teams ensure the Chinese and English versions of the EA documenits be basically the same. Except the minior discrepancies in English translation due to the different expressions of the languages, there is no difference of substanice in the two versions of the documents.

The TOR for this EA was submitted to SEPA oni December- 16, 2003 and has subsequently received its approval. The final EIA report was submitted to SEPA and was reviewed and approved by SEPA on December 26, 2003.

Second Navigation Survey and Design Institute, the Ministry of Communicationi 10 EnvitnnhipdAssessTetFor SliyantoManchuanguan Section of Yinwilhiter-Pfovi-cial HighayPioject

Chapter 2 Project Overview

2.1 Geographical Location Hubei province is located in central China, about the middle section of the Yangtze River. The province is bordered by Henan province to the north, Hulnan and Jiangxi provinces to the south, Anhui province to the east, and Sichuan and Shaanxi province to the west. The Yangtze River crosses the province from west to east while Beijing to Gualngzhou and Beijing to Jiulong railways cross the province from north to sotuth. Geographical Location are show future 2. 1.

This proposed Shiyan to Manchuanguan section of the Yinwu intra-provincial higlhway is located in the central area of Qin-Ba mountainous region in the northwest of Hubei province. Ground elevations are ranged from 1200 in in nor-tlhwest to 200 m towards southeast. The entire highway is within the Shiyan Municipality and the alignment is roughly orientated from northiwest to southeast. The highway will start from Xujiapeng, which is the end of the Xiangfan to Shiyan highway, througlh Maojian District, Zhangwan District, Yun County, Yunxi County and end at Manchuanguan at the Hubei-Shaanxi provincial border.

2.2 Affected Area The proposed road will pass thirouglh Maojian District, Zhiangwan District, YL,n Counlty and Yunxi County under the jurisdiction of Shiyan municipality. The area to be directly affected by the project covers Maojian and Zlhangwan Districts, Yun and Yunxi Counties.

2.3 Alignment Corridor

Two alternative alignments, i.e. Alternative A and Alternative B, have been screelned for detailed analysis and comparison in view of the geographical, topography and geological constraints. Alternative A has been optimized at the stage of preliminary design, in the following text of this report, Alternative A is referred as Alternative K.

The proposed highway section will start from Xujiapeng and connects at the WLu-Xu section with Hanshi expressway, which is currently under construction. From tllere it will extend along Tongshugou before reaching Caijiagou through a channiiel. The lhighway section will then cross the Dongfeng Tire Plant railway at Tumeen and the 209 national highway (G209) before reaching Shuangloumen along the G209

From Shuanigloumen, the higlhway section will turn north and extend along G209 to Hejiaya before getting into Yun County. From Yun County, it continues to go to Mulongzui. Then the road is aligned to the northwest and get to Zhangj iawo where it crosses Han River.

After crossing Han River, the highway section turn northwest again and runs to Yanwan at which it crosses Quyuan River. Crossing Jiebaiguan through a tunnel, the highway section gets into Yunxi County and extends along Yun-Man road to Tianheping after crossing Tian River.

Along the south bank of Tian River, the highway section extends to Jiucaiya. And it cross the Yun-Man road and Tian-River, continues to go to Kejiawani through Guandimiao and

Second Navigation Survey anid Design Institute, the Ministry of Communication 11 EnIvirmlental rnpctAssessne t For SlhiyantoManchuangun SeLfon ofYimwuInier-Pomncial Highwvay Projet

Tumen Town. Then it arrives at Bamnudi (the confluence of Alternative A and B) through a tunnel. Through Xiangkou, Shangxianigkou, Lishiguan anid Erdaoya, the highway section arrives at the end of section at Manchuanguan Town through1 a tunnel (the provincial bounder of Hubei and Shaanxi is at the watershed of the tunnel).

The key control points of Alternative K are: Shiyan East Interchlange at start, the interchange crossing the Hanjiang Road of Shiyan urban area, Shuangloumllen (Shiyan Interchange), Maoping, Mulongzui (Yun County Interclhange), Zhangjiagou (Han River Bridge), Qingqu (Qingqu Interchange), Jiebeiguan, Jianliupu, Hejiadian, Huocheling, Hongyanzi, Yunxi County Seat planned area, Wangj iataizi (Yunxi Inferchange), Huanglongdong, Badouzhuang, Erdaoya, Jiaochangguani, Luomnadian (Shaiigjin Interchange), and Manchuanguani (Yunling Tunnel).

The total length of this alignmenit is 106.819 km, incltiding 1 05.099 km in Hubei province to be financed partially by a World Bank loan and 1.72 kill in Shaanlxi province.

Figure 2.3 shows the proposed alignments of the project, Alternative K and Alternative B.

2.4 Construction Scale and Technical Standards

According to the Technical Stanidards for Road Works issued by the MOC, this highway section will be a 4-lane, controlled access expressway with the designed motor vehicle speed of 80 km/h. Tables 2.4-1 anid 2.4-2 show the quantity of major works and the key technical parameters.

Table 2.4-1 Quantity of Major Works

Item Unit Parameter Alternative K Alternative B Constructed length of road Km 105.099 108.965 Designed traffic speed km/h 80 80 Designed traffic volume (car) Vehicle/d 4194 9 38537 Land occupation Mu 12,605.5 105338.91 House to be demolislhed m2 189041.7 185653.9 Width of road base M 24.5 24.5 3 Earth work of road base X IO"m 5225 2967.08 Rock work of road base X 103m3 9142 15733.38 2 Asphalt and concrete road surface X I 03n 1633.8 1446.25 Drain and guard system X 103M3 864.3 886.543 Super bridge M/set 9372.25/16 8666/13 Large bridge M/set 17,614.75/74 13598/54 Small-medium bridge M/set 249.7/2 663/9 Super and long tunnel M/set 7948/5 10790/5 Medium and small tunnel M/set 5731/25 8010/22 Culvert Set 126 79 Inter-change interchange Set 6 6 Separate interchange Set 21 2 Passage Set 20 27 Platform bridge Set 4 5 Length of bridge against tunnel °0 39.26 38.27

Service zone and parkinlg zone I Service zolne anld I Servlce zolle and I larking 2 paorkig zones zonie Cost estimated RMB I OS 42.07 47.03 Unit rate per km RMB 104 4002 4316.14

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Table 2.4-2 Key Technical Parameters Items Unit Specifics/Amount Road class Class Expressway Design traffic speed km/h 8( Width of road base m 24.5 Width of lane m 2 X 7.5 Net width of bridge suLrface rn 2 X 11 Nornal load ton truck-over 20 class trailor-]20 Return period of flood 1/100. 1/300 (super bridge) Min. Diameter of flat curve m Limit 250 normal 400 Max. lonoitudinal slope % 5 Min. diameter of convex m 4500 vertical curve concave m 3000 Min. Length of vertical curve m 70 Class of road surface Class Superior Width of middle isolation belt in 2.50 Designed traffic speed for flyover km/h 30-45 Apparent distance in 11 0 Long-tern planning hlorizon year L 20

2.4.1 Bridge

Under the alternative K, 93 bridges will be constructed with the total lenigtlh of 27,596.7 m. These include 16 super large bridges with the total length of 9,732.25 in. Table 2.4.1-1 summarizes the supei laige bridges. Table 2.4.1-1 Super Large Bridge along Alternative K No Pile No. Name Arches/span (No/rn) Lengtlh Remark (m) I K20+590 Liujiahe (1) 22/30 743.8 K20+520 (r) 44/20 883.8 K24+255 Mulongzui (1) 18/20 547.7 Xiaoxigua river 2 K24+215 (r) 20/30 607.7 3 K30+249 Hanjiang 3/40+82+3/148+82+3/40 855.6 Han jing ri ver 4 K52+578 Mujiayuan (1) 16/30 487.7 Pu river (r) 17/30 517.7.7 5 K53+800 PuheNo.3 (1) 12/40 487.6 K53+810 (r) 13/40 527.6 6 K62+398 Tianhie 8/40+11/20 552 Tian river 7 K53+800 tianhepiing (1) 21-20 428 K53+810 (r) 26-20 528 8 K77+207 Tumen reservoir (l) 20+14/40 588.5 Huihe river K77+238 (r) 15/40 615 9 K79+750 Guofenglu (1) 19/30 578.5 Gaingou Reservoir K79+855 (r) 30/30 908.5 10 K83+092 Xiaxiangkou 13/40 548.5 11 K83+092 yanchalhe 19-30 578.5 12 B3K89+825 Huanglongdong 13/40 531 13 K96+345 Jiaochanggumn (1) 32/20 650 14 K97+080 Tizigon 13/30±4/40 557.5 15 1K97+845 Xiaj iadayuan(]) 19/40 768 Y]K97+830 Xiaiiadayuan(r) 20/40 808 16 K99+405 Gaoping (1) 31/40+23/30+13/2 2203 Small creek

K99+355 (r) 30/40+23/30+10/20 2100.5 _

Second Navigation Survey and Design Institute, the Minist-y of Communication 13 Envumn-oWtalnpactAssessTent For Shiyn to Manchuanguan Section ofYinwul Int-Povincia1 Highway Poject

Under Alternative B, 79 bridges will be constructed with the total length of 22,927 m. These include 13 super large bridges with the total lengtlh of 8666 m. Table 2.4.1-2 summarizes the super large bridges.

Table 2.4.1-2 Super Large Bridge of Alternative B No Reference of Name of bridge Arches -span (-_m) length (m) [ Remark pile I AKI+695 Tongsihugou 27X30 820 (Viaduct) Bridge 2 BK21+640 Duanjiawan 17X30 516 (Viaduct) Bridge . 3 BK27+195 Leijiaao Bridge 17X30 516 Over a small surface stream

4 BK39+740 HanJ iang Bridge 100+3 X 180+100 746 Over Han River 5 BK57+125 No. I Bridge of 22X30 666 Over a small surface Yani iagou stream 6 BK72+760 Shuijingao 19X30 576 Over a small surface Bridge stream 7 BK80+140 No, 2 bridge of 24X30 726 Over a small surface Huomaiyu stream 8 AK85+765 Shangxiangkou 22X30 670 Over a small surface Bridge stream 9 AK96+435 No. I Br idge of 17X30 516 (viaduct) Jiaochangguan 10 AK98+095 Guojiagoukou 26X30 786 Over a small surface Bri dae stream 11 AK100+290 Donghiekou 26X30 606 Over a small surface Bridge stream 12 AKI01+895 Sun jiawan 26X30 786 Ovei a smiall surface Bridge stream 13 AK102+820 Shanie Bridge 13X30+50+3-X80+50 736 Over a small surface stream

2.4.2Tunnel

Along Altemnative K, there are 30 tunnels with a total length of 13,679 m, including 5 large or super large tunniels (including one at the A4K alternative section). These 5 tunlnels are Gongj iaya Tunnel, Jiebeiguaan Tunnel, Huocheling Tunnel, Erdaoya Tunnel ancd Yunliing Tunnel. Table 2.4.2-1 shows the details of these four tunnels.

Table 2.4.2-1 Super Large and Large Tunnel under Alternative K

No. Reference Name Length (ni) Remark - of pile A4K38+510 Gongjiaya 1540 (1) 1595 (r) 2 K44+913 Jiebeiguan 1014 (i) 2___ 1055 (r) 3 K55+000 Houcheling 1400 (I) 1417 (r) 4 K94+460 Erdaoya 3120 (r) ______~~~~~~~~~~~~3110(r)

5 K105+845 Yunling 2180 (r) Including 1360 m in Shaanxi 5 K105+845Yunling ~~~~~~~2185(r) province

Total 7938

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Under the alternative B, there are 20 tunnels to be constructed, including five super large or large tunnels (including one across the provincial border). These five tunnlels are Hejiagounao Tunnel, Dazhaigou Tunnel, Guofenglou Tunnlel, Erdaoya Tunniel and Manchuanguan. Table 2.4.2-2 shows the details of these five tunnels.

Table 2.4.2-1 Super Large and Large Tunnel under Alternative B No. Reference of pile Name Length (in) Remark 1 BK19+950 Heiiagounao Tunnel 1500 2 BK31+700 Dazhaigou Tunnel 4800 3 BK82+025 Yinpo Tunnel 1550 4 AK(95+140 Erdaoya Tunnel 2080 5 AK105+430 Manchuanguan Tunnel 860 (the length with this province) 6 Total 10790 Toal 12,150 m if includinig 1360 m | im Shaanlxi province

2.4.3 Interchanges

Table 2.4.3-1 summarizes the information on interchanges under Alternative K. Table 2.4.3-1 Interchange under Alternative K Reference of Name Road Type Clearance (kIm) Central Pile national highway Snl KO+206 Shiyan east 209 hSinoleorn type _ 11.572 K] 1l733 ShiyanInational highway Semi-directional 1(11±733 Shiyan ~~209

____-12.41 _ __ _ National highway Snl ontp K24+143 Yun County 209 Single horn type

_ 15.429 K39+572 Qingqu Yun-Man highway Single horn type:

- 28.718 K68+661 Yunxi Yun-Man highway Single horn type

______32.731 K100+648 Shangjin Yun-Man highway Single horn type.

Table 2.4.3-2 summarizes the infornation on interchanges under Alternative B.

Table 2.4.3-2 Interchanges under Alternative B Reference of Name Road Type Clearance (crn) Central Pile BKO+230 East Interchange of 209national road Single horn ______Shiyan type 1 . 1 Multiple track of 209 Semi-directio I11.310 BK1 1+670 Shiyan Interchange national road nal 16.145 West Interchange of Fangtan-Huanalong Single horn BK24--489 Shiyan road type 22. 09 5 BK41+21 0 Tonigyuian Inte(change Tongyuan rural road Semi-leaf type ( preserved) - ~ 2.~~~~~~~~~1 620 BK69+550 Yunxi Interchange Yun-Yang road Single horn type BK91+810 Xiangkou Interchange Yun-Man road Single horn 32.277 type N g n r aD nsth nr___1

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2.4.4Connecting Road

Only one connecting road is planned in the preliminary design with total length of 6.05 km. In addition, there are a small number of connection roads, all less than I kcin, connecting the expressway interchaanges to local roads. Table 2.4.4 summarizes the information Onl connecting roads under Alternative K.

Table 2.4.4 Main Connecting Roads No. Location Length (km) Description 1 Shiyan Interchange 6.05 To connect Shiyan interchange with downtown, and Shiyan City upgrade 1.6 km of G209 from Grade 3 to Grade 2 anid construct 4.45 km of new road including a 400 m long tunnel in Grade 2 stanidard. Note: The location of connecting roads under Alternative B was not determined yet at the time this report was prepared.

2.5 Highway Facilities

Highway facilities related to environment protection are primarily those for road management and maintenanice. There will be a management sub-center for Shiyan to Manchuanguan highway. Under this center there will be three levels of maniagemnenit: sub-centers, divisions and stations.

A management sub-center will be set up within Shiyan City. The sub-center is located near the Shiyan Interchange, including a monitoring and control station, toll station, maintenance zone, and service zone.

There will be one managemernt sub-center, two maintenance zones, two parking zones, one service zone and one maini toll station and six ramp toll stations. One of toll stations will be shared with Hanshi expressway. The management subcenter for Alternative K will be located at the Zhangwan district of Shiyan city. Table 2.5 below presents the management and maintenance facilities:

Table 2.5 Summary of Expressway Supporting Facilities Alternative Central pile Location Type of faciiities Quantity K9+600 zhangwandistrict Aceinistrator cenitre K33+910 Qingqu Parking I K K39+820 Qingqu Maintenanice zone K64+750 Jinyinshan Service zone K90+300 Xiaokou Parking ' K] 00+468 shangjin Maintenance zone BK61+250 Caijiagou Maintenanice zone I

BKI 11+520 Xigou Management 1 B su b-center BK71+500 Niangniangmiao Service zone I BK27+685 Hujiayuan Parking zone l

2.6 Construction Material and Transportation

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The project is to locate din mountainous region with abundant resources of construction materials. Most of the construction materials required could be quarried locally except cement, asphalt and steel which need to be supplied from outside market.

Soil Following a site investigation during the preliminary design stage, four soil borrow pit locations have been identified. They are Tongshugou (reserve: 288,000 in3 ), Liujiahe pit (reserve: 225,000 mi3 ), and Wujiaguo pit (reserve: 1.44 million m3 ) in Shiyaii city, and 3 Yuanhe pit in Yun County (reserve: 300,000 m ). The soil nature in these pits is clay anid they are all about 100-400 m from the existing highway 209 or Yunman hiighway.

Stone materials Stone resources are extensively distributed along the project sites, and the existing roads are easy to upgrade for transportation of such stone materials from source sites to tlle construction sites. Attentioni will be paid on the potential conflict between quarry and environment to minimize the damnage on vegetation. Five stone pits have been idenitified, all requiring access roads before reaching one of the existing highways.

Sand The sand resources are located along the Hanjiang, Du and Tiani Rivers. Some existing roads need to be upgraded for transportation of sand. For thlis project, two sand sources located on Hanjing river will be used to supply sand. Both are near existing roads

Lime There are existing lime plants in Shiyan, Yun County and Yunxi which can supply lime to the project. The quality and quantity of available lime are sufficient to meet the requirements of the project construction.

Cement There are four large cemenit kilns along the project sites that can supply cement with different specifications.

Asphalt The asphalt needs to be procured from other cities.

Steel Shiyan City has a steel distribution market that can supply most of the steel required. Special steel can be procured in Wuhan and transported by train and road.

Water supply As most of the road sections are located near rivers. Except the water supply in Yunxi County is limited, the water required can be met by direct abstraction from rivers.

2.7 Traffic Volume Projection

According to the information described in the Feasibility Study Report (January 2003), the traffic volume projections for both Alternatives K and B are presented in Table 2.7-1 and 2.7-2 respectively.

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Table 2.7-ITraffic Volume Projection for Alternative K (small passager vehicle unit/d) Road section 2009 2020 2028 East Shiyan Shiyan Interchange Interchange 15724 34866 49646 Shiyan Yun County Interchange Interchange 15620 34652 49280 Yun County Qingqu Interchange Interchange 11888 27096 41112 Qingqu Yunxi Interchange Interchange 12242 27768 42116 Yunxi Xiangkou Interchange Interchange 10250 23798 35924 Xiangkou Manchuanguan Interchange 9672 22826 34432 Weighted average 12192 27736 41949

Table 2.7-2 Traffic Volume Projection for Alternative B (small passenger vehicle unit/d) Road section 2009 2020 2028 East Shiyan Shiyan 15187 35243 47078 Interchange Interchange Shiyan West Shiyan 13632 32453 46664 Interchange Interchange West Shiyan Tongquan 10957 26726 38638 Interchange Interchange Tongquan Yunxi 9985 26078 38672 Interchange Interchange Yunxi Xiangkou 10175 24776 33258 Interchange Interchange Xiangkou Manchuanguan 9221 236C2 32470 Interchange Weighted average 11073 27322 3853 7

2.8 Cost Estimate and Financing Plan

Alternative K: the total investment is about RMB 4.207 billion, averaged RMB40.03 million per km. Alternative B: the total investment is RMB 47.0308 billion, the unit rate per knrf is RMB 43.16 million.

According to the financing plan, the equity investment from the government will cover 35% of the total cost and there will be a World Bank load covering about 34.9%, with the balance of about 30.1% to be covered by domestic loans. The finanicing plan is consistent with relevant World Bank policies.

2.9 Construction Plan

This proposed expressway will start construction in Junle 2004 and become operational at the June 2008. The construction period will be four years.

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Chapter 3 Baseline Environmental Conditions

3.1 Natural Environment

3.1.1Topographical Characteristics

The proposed project is located within Shiyani City. The local topography is sloped from northwest to southeast. The proposed road is orientated roughly from nortlhwest to southeast direction and thus following the natural slope. The topographical features can be classified by genesis, structural erosive land, erosive abrasion land, structural abrasion land and erosive deposit land. There is a large river, Han River within the project area, which will be crossed by the proposed highway. The topography is highly rolling, with average differential height ranged from 40 to 480 m. The absolute ground elevation is 200 -1200 m above the sea level.

3.1.2Climatic and Meteorological Condition

3.1.2.1 Climate

The project area is characterized with the semi-tropical monisooni climate with distinct seasonal changes. The summer is wet and hot, the winter is harslh and dry, while the spring and autumn are mild. The average temperature is 11 C-1 70C, with the maximum monthly temperature of 28-29 0C, the extreme high temperature of 39-41 0C (July), the average monthly low temperature of 1°C, and the extreme low temperature of -1 1.90C (January and February). The annual average rainfall is 696-900 mm mostly occturring in the summer. The prevailing wind direction is from southeast while the second most prevailing wind direction is northwest. The frequency of calm wind is high througlhout the year. Table 3.1.2-1 summarizes the major climatic factors.

Table 3.1.2-1 Averaged Value of Climatic Factors for three Years in Shiyan City (2000-2002)

Item= Season Spring Summer Autumn Winter Yearly

Atmospheric pressure (hPa) 982.9 974.3 987.3 993.1 984.4 Rainfall (mn) 192.0 387.8 210.1 35.7 825.6 Temperature (DC) 16.1 26.3 16.3 5.2 16.0 Humidity (%) 68 75 76 66 71 Wind speed (m/s) 1.3 13 1.1 1.0 1.1

3.1.2.2 Pollution Meteorological Factor

Atmospheric stability Atmospheric stability is one of the key-limiting factors to pollutant dispersion in air. Table 3.1.2-2 shows the atmospheric stability of the assessment area.

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Table 3.1.2-2 Distribution of Atmospheric Stability of One Year (%) | Type of stability | A-B r C D E-F Value 15 6 31 48

Frequency of wind direction and speed stability Table 3.1.2-3 presents the average wind speed and direction frequency throughout the year, and Table 3.1.2-4 shows the united frequency of wind direction and speed stability.

Table 3.1.2-3 Average Wind Speed and Direction Frequency (2000-2003) unit:% Season Spring Summer Autumn Winter- Year Wind directio ______N 1Frequency 1 2 1 0 Speed 2.4 1.6 1.1 1.4 1.7 NE Frequency I 1 I I I N Speed 1.7 1.9 1.7 1.4 1.7 ENE Frequency 1.8 1.8 1.7 1.4 .1.7 Speed 1 1 1 2 l E Frequency 9 12 9 7 9 Speed 2.9 2.8 2.3 2.4 2.6 ESE Frequency 13 7 6 11 9 Speed 2.9 2.8 2.3 2.4 2.6 SE Frequency 7 11 8 7 8 Speed 2.3 2.3 2.5 1.9 2.3 SSE Frequency 2 2 1 1 2 Speed 2.0 1.8 1.6 1.6 1.8 S. Frequency 1 I 1 I 1 Speed 1.6 1.9 1.6 1.6 1.8 SSW Frequency 1 1 1 0 1 Speed 1.3 1.7 1.3 1.0 1.4 SW Frequency 1 2 2 1 1 Speed 1.8 1.5 1.4 1.7 1.5 WSW Frequency 4 4 4 3 4 Speed 2.1 1.6 1.9 2.2 1.9 W Frequency 11 12 14 10 12 Speed 2.5 2.1 2.0 2.4 2.2 WNW Frequency 10 8 9 6 8 Speed 2.0 1.8 1.8 2.0 1.9 NW Frequency 6 7 8 5 6 Speed 2.2 1.8 2,0 1.9 1.9 NNW Frequency 3 3 3 2 3 Speed 2.1 1.7 1.7 3.0 2.1 C Frequency 27 22 30 42 30

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Table 3.1.2-4 United Frequency of Wind Direction and Speed Stability Unit:% <2.0 2.0-3.0 3.0-5.0 5.0-6.0 >6.0 A-B 0.114 0.091 0.023 0.000 0.000 NC 0.000 0.09 1 0.046 0.000 0.000 D 0.114 0.068 0.023 0.046 0.000 E-F 0.320 0.023 0.023 0.000 0.000 A-B 0.068 0.091 0.023 0.000 0.000 NNE C 0.000 0.114 0.046 0.000 0.000 D 0.137 0.046 0.068 0.000 0.000 E-F 0.251 0.023 0.000 0.000 0.000 A-B 0.251 0.046 0.023 0.000 0.000 NEC 0.000 0.205 0.114 0.023 0.000 NE D 0.388 0.342 0.183 0.000 0.000 E-F 0.525 0.205 0.023 0.000 0.000 A-B 0.114 0.046 0.046 0.000 0.000 ENEC 0.000 0.434 0.959 0.000 0.000 ENE D 0.091 0.160 0.205 0.000 0.000 E-F 0.228 0.342 0.023 0.000 0.000 A-B 0.457 0.205 0.023 0.000 0.000 C 0.000 0.434 0.959 0.000 0.000 E D 0.434 0.730 2.374 0.479 0.228 E-F 0.708 1.712 0.479 0.000 0.000 A-B 0.320 0.205 0.023 0.000 0.000 ESE C 0.000 0.479 0.890 0.000 0.000 ESB D 0.457 0.890 2.671 0.251 0.297 E-F 0.708 1.484 0.502 0.000 0.000 A-B 0.639 0.320 0.137 0.000 0.000 SE C 0.000 0.708 1.096 0.000 0.000 D 0.593 0.936 1.347 = 0.205 0.297 E-F 0.982 1.119 0.183 J 0.000 0.000 A-B 0.114 0.091 0.000 0.000 0.000 S 0E000 0.342 0.023 0.000 D 0.091 0.160 0.068 0.023 0.000 E-F 0.297 0.297 0.023 0.000 0.000 A-B 0.251 0.091 0.023 0.000 0.000 C 0.000 0,137 0.068 0.000 0.000 D 0.091 0.160 0.023 0.000 0.000 E______B-F 0.205 0.114 0.023 0.000 0.000

3.1.3 Hydrology

The project will cross Han River and several of its tributaries, including DLo, Jian, Quyuan, Guixian, Tian and Maiyu rivers. These rivers are typical mountaiinous rivers with steep gradients, wide riverbed and seasonally fluctuate flows. Figure 3.1.3 shows the river system within the project area.

Han River basin is situated in the central China, within a region bounded by east longitude 106012'-l14014', and north latitude 30008'-3411]'. The total catchment is 159,000 kin 2 , accounting 8.8% of the Yangtze River basin. Han River arises from Oanjia I\lountain in Shanxi Province, winding througlh Mian County, Hanzhong, Yang County, Shiquall, Ziyang, Ankang and Xunyang before entering Hubei Province. Then discharging through Yunxi County, Shiyan, Yun County, Danjiangkou, Laohekou, Guclieng, Xiangfani, Yicheng, Zhongxiang, Shayang, Qianjilang, Tianmen, Xiantao and Hanclhuani before merger with the Yangtze River at Wuhan City. The total linear length is 1567 km. The upstream of 918 km to Danjiangkou, is characterized as a mountainious river with average gradient of 0.06%. The middle stream of 270 km from Danjiangkou to Zhongxiiang, is characterized by wide

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shallow winding riverbed, with average gradient of 0.019%. The downstream of 379 km from Zhongxiang to Hankou, belongs to winding sole river type, with average gradient of 0.007%.

Rainfall contributes imiost of the flow in Han River. The average annual flow gauged at Baihe hydrology station is 23.1 billion im3 , with the maximum annual flow is 51.1 billion m3 (1983), and minimum flow, 9.43 billion m3 (1999). Table 3.1.3-1 sumnmarizes the hydrological features monitored by the hydrological stations in the project area.

Table 3.1.3-1 Hydrological Features in the Project Area Max. water level in Min. water level in Historical Historical Historical reoddyarcreder Station Max. water Min water average year rer level level water level Water Time Water Time level Tie level Bai River 184.54 171.82 173.37 196.63 83.8.1 171.31 98.3.3 Ti an River 167.92 157.06 158.42 179.09 83.8.1 156.20 97.9.13 Youfang 154.15 141.94 147.44 161.98 83.10.6 136.79 78.2.27 River Yun 154.00 141.27 147.36 161.42 83. ]0.6 136.95 99.9.29 County . Note: The water level is the frozen level at Wusong, unit m.

Tian River arises from Shanyang County of Shaiuxi Province. Two tributaries confluence at 1 km upstream to Daping to form Tian River. From Chengguani of Yunxi County, Tianlhe discharges into Han River. According to historical record, the max. flow rate of Tian River occurred on 8 Aug. 1975, which is 2160 m3 /s. This river is not allowed for navigation.

Table 3.1.3-2 presents the hydrological information for Du and Tian Rivers.

Table 3.1.3-2 Hydrological Factors of Du and Tian Rivers Historical Natural drop River Relation to Han Catchment area Linear length l elevation Rlver ~ Rve.k2 average flow ratemelvto River (km2) (rm3/s ) (km) (m )

Tian River To the left bank 1608 15.0 99.0 1038 Du Ri.ver To the r ight bank 12431 196.5 342.2 1586

Flood discharge is the dominant function planned for the mountainious rivers. During the site survey, the EA team has not observed the water use for recreation on Hanjiang, Du and Tian Rivers. Water for agricultural irrigation and fishery use is abstracted from the branches of the above rivers or mountaini streams.

Hanjiang and Tian Rivers also support the function for water supply for industrial or domestic use. Water intake for the Water Supply Plant of Yun County is 12 kin downstream of the Hanjiang Bridge. Another water intake for the Second Water Supply Plant of Yunxi County is located at upstream of Jinyinshan service zone on Tian River. FigLure 3. I.3 shows the locations of the water intakes.

Second Navigation Survey and Design Institute, the Ministry of Communicationi 22 Huangyunpu Primary School Huangyunpu Bamudi Luomadian 5 ( Dingjiawan Primary School _iaoc angg an hagg*oBamudi sPs/,/ *4g Jiaoch: m g gwansi,anggou Of_t

Liujiawan

Expressway., Exres luo:utoMn\aga)Proposed to Ma nchuanguan) Alignment of Shiyan to Manchuanguan Expressw

Legend

* villages and towns * schools and hospitals p,*X travel industry spots * cultural sites A water intake points water quality monitoring sites ~ nw and planned monitoring sites noise quality monitoring sites and planned monitoring sites o g air quality monitoring sites and planned monitornng sites

1 2 3b

Figure Tiar' River

Kejiawan * Water Intake Point for the Second Water Supply of Yunxian County A .2 Zhoujiawozi S *WYunXi County W %unxi1 ( Interchange Scheme 82 Kejiayuan *ngOu PnmarySQv) Yunxi Vocational Educatio Center Tumen Reservior K70 j y EG eping Wangjiayuaianhepingv!/ Prim ool Lijiauan Lanjiayaz u uan ou Shmenwan -Goucac~ Cemetery Tianhe Brdge Scheme Bi *, Hujwaiawan

BK80 Jiaochangpo Cemete Wanjiapo /BK7Ro Yanjiawan * wangjiawan Scheme BB2 Yanjiagou

.1.3 The Environmental Sensitive Receptors, River System and Hanjiang River v

es59xs~ 16~- 'A~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~1s

5° ~~~~~~~~~~~~~~~Qnqqu) TownJia~~~~~~~~~~~~~~~~~~~~~~~~~~Pngius P~kSem te /t tP

Jianhiupu Ste *Yijiayuan Hanjiang Bridge Scheme angiawar Scheme A4 Xuiagou * Weijiagou

% J ~~~~~~~~~~~~~~~~~~~~~LongwanMaoou '>e, /LYangjiagoun*

\ ~~~~~~~~ ~~~~~~~~~~Scherer C I ~~~~~~~A343Sunjiawan Hanjiang River

Bafangyuan Tongyuan Angou (®)®)Wufangyuan Miaoliangzi Site ituosi KangliawanYMtuosj Ceme r Laijiacun 1.

t Caojiawan* Scheme BB1 Lisiao 0

* Fangtan apo

BK30

rrangement of Monitoring Points of Shiyan to Manchuanguan Projec Yun County

A r litake Point for the Water Supply of Yun County

Si River

1(20~~~~~~~~~~~~*

1o.2 group of Yangjiawan Liujiahe Prmary School & -f

LO.~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~t

Scheme A 1 Kamudi Liiayuan Pmary School 4 Maoping Prmary School e A y Maoping o @ S~ - Lijiayuan *IO 0,~ ~ Yinghuazhuanyua n ~_ >\' * Shuingioumen LAto Chen jiazhua _=+4O 0 ,

Yaolinghe Tumen *()* Sifan ianl Garden Zhangwan Linjya w;Liujiaw#t B a * Chenjiawan

iuiaaPmary cool KIO

Han-Shi Expressway _'Parke ShiYan City (Xiangfan to Shiyan)

(about 5Krn awast Envirnnental TpactAssessrTentFor Shiyanto Manclduajiguan Section ofYinwu Inter-PzvincialHighwayPoject

3.1.4 Navigation Condition

From Yang County in Shanxi Province, 1313 km main course of Han River is suitable for navigation of 15-500 t ships. Table 3.1.4 summarizes the navigation status on the section within Hubei province.

Table 3.1.4 Navigation Conditions of Han River River section Length (kmi) Navigation capacity (t) Remarks The river section is the area at Bai River-Shending River mouth 115 15-50 which the project is located Shending River mouth- 94 200 Danj iangkou Dan jiangkou-Xiangfan 117 100-200 Xiangfan-Hankou 532 500

The river section from Bai River to Shending River where the Hanjialng Bridge is located is within the backwater area of Danjiangkou Reservoir. The water current is wildly changing and the navigation conditioni is complicated. This river section therefore can only support the navigation of 15-50 t barge. According to the forecast, the goods volum,-e on the navigation channel from Bai River (upstream of Hanj iang Bridge) to Xiangfan (downstream of Hanij iang Bridge) will be 328,500 t in 2005.

According to the navigation plan for Han River, the following objective will be met in 2010: Bai River- Yun County is Class VI, Yun County-Danjiangkou is Class V, and Danjiangkou-Hankou is Class IV. In the long run, Yang County-Ankang is Class V, Ankanig-Danjiangkou is Class IV, and Danjiangkou-Hankou is Class III.

There is a long historical flood record for Han River. Durinig the past three thousand years, 31 years had records of extremely heavy floods, equivalent to once every 100-year. Most of the significant floods occurred along Micang and Daba Mountains. Du River Catchment is also an area with frequent heavy storns. Rainfall pattern is distributed from east to west. According to the historical record, the maximum flood flows at Bai River hydrology station 3 is 31000 m /s (August 1, 1983), and 29100 m3/s at Youfang hydrology station (August 1, 1983).

Du River is the largest tributary of the Han River. It joins the Han River at Yun County. Being regulated by the Huanglongtan reservoir, the water level downstrealli fi-om the reservoir is marginally changing. The navigation class is VI.

Other rivers, such as Jian, Quyuan, Guixian and Maiyu Rivers, on which the proposed road will cross are all unable to support any navigation function.

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3.2 Ecological Environment

3.2.1 Forest Park

No forest park is found within the project area.

3.2.2Soil

There are many types of soil in the project area. Yellow brown soil, brown soil, dark brown soil, lime soil, wet soil and paddy soil are the dominant soil types. Yellow brown soil exists on dry land; paddy soil exists in extensive area. It is the major arable soil in this region.

3.2.3Natural Habitats

The forest coverage rate of the assessment area is 22.7%. Forest is dominated by mason pine and oak trees. Due to historical humani development and natural changes in this area, all of the planted areas are covered with natural secondary forest and artificial forest which unable to support active animals. The forest resumed after virgin forest is felled is called secondary forest, whichi is of simple structure and single species and simple food chain with habitat environment worsened, therefore, the number of aniimlal communities relying on plants are reduced. In general, both biodiversity levels and quanitity of animals are low in the project area.

3.2.4Flora and Fauna Resources

3.2.4.1 Fauna

(1)Amphibian animal

Through field investigation, interview and documentation reference, the EA' team has determined five sample plots across the alternative K area in December 2002 to observe the activity of amphibian animals. The sample plots are at Qingqu Town, Xujiapeing, Hejia, 2 Tumen and Liuguanping, with each of the sample plot being 1000 ni . Figure 8.2.3 shows tile locations of the sample plots.

In reference with hiistorical observation record, the amphibiani animals il the area are categorized by 2 orders, 5 families and 8 species. No amphibiani animals under the national level protection are observed or recorded. Table 3.2.4-1 below presents the informlation of the amphibian animals in this area.

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Table 3.2.4-1 List ofAmphibianAnimal in the ProjectArea Name of Amphibian Animal Quantity Class A.Caudates CAUDATA (A)Hynobiids Hynobiidae 1.Chinese Hynobiids Hynobius chinensis + B.Tailles amphibians ANURA (C)Toads Bufonidae 3. Chinese Toad Bufo gargarizans + (D)Tnre Froges Ranidae l 4. Pond Green Frog Rana nigromaculata ++ 5. Rice-paddy Frog Rana limnocharis ... 6. Belly Horny Spines Forg Rana boulengeri ++ 7. Hubei Frog Rana huibeiensis ++ (E)Narrow-mouthed Toads Microhylidae l 8. Ornate Toad Microhla o7nata + j Note: "+++" means that the species is the dominant species; "++" means the quantity of the species is 1-10% of the total observed, so it is called the common species; "+" means the quantity of the species is less than 1% of the total observed or only one was observed, it is called the rare species.

(2)Reptile Animal

Through the site observation during the EA, interviews with knowledgeable individuals aind information collection and review, reptile anima are found to have 3 orders, 6 families anld 14 species. Table 3.2.4-2 below presents the information on reptile animals in this area. Table 3.2.4-2 List of Reptile Animal in the Project Area Name of reptile animal Quantity Class A.Tesdudinates TESTUDOFORMES ( A ) Freshwater Turtles Trionychidae 1. Chinese Soft-shelled Turtle Trionvx sinensis + B .Lizards LACERTIFORMES ( B ) Geckoes Gekkonidae 2. Japan Wall Gecko Gekkojaponicus ++ ( C ) Agamas Agamidae 3. Green Lizard Japaluiaflaviceps ( D ) Skinks Scincidae 4. Chinese Large Skink Eumeces chinensis ++ 5. Bronze Skink Lygosonza indicumn + C.Serpents SERPENTIFORMES ( E ) Colubrine family Colubridae 6. Stink Snake Elaphe carinata ++ 7. Red Spot Beauty Snake E. rzfodorsata 8. Stiped Racer E. toeniwtla ++ 9. Mandarin Rat Snake E. mandalrina + 10. Chinese Rat Snalce Zaocys dhunnades ... 11. Tiger keelback Nati-ix tigrina + F ) Vipers Viperidae 12. Pallas' pit Viper Agkistrodon blomhoffii + 13. Jerdon' s pit Viper Trimneresurusjerdonti + 14. Green Bamboo Snake T. stejnegeri + +

Second Navigation Survey and Design Institute, the Ministry of Communication 25 EnviTinal h AssessTnentForShiyantoManchulaguan Section ofYniwuJnAulnte-Provii-laml-iguyToject

(3)Birds

Four observation areas have been defined: Xujiapeng- length 1000m, width 1OOrn(50m X 2), area 10 ha.; Hejia- length 2000m, width 100m(50mX2), area 20 ha.; Liuguanping-leingth 2000m, width 1OOm(50rnX2), area 20 ha.; Tumnen-length 100l m, width 100m(5OmX2), area 10 ha.. Figure 8.2.3 shows the locations of the observation areas. The total observation area is 60 ha., the intensity is 3%.

The quantity, density and diversity of bird within the observation area is calculated based on the following formula: Density (D): head/ha. s Shannon-wiener diversity index (H/): H'=-E Pi * Ln Pi i=l Pielou Uniformity Coefficient (E): E= H//LnS

As the activity area of bird is very large, several representative areas have also been observed in the region. The findinigs of the observation exercise are summarized below:

The birds in the area are categorized by 10 orders, 23 families and 47 species. There are 3 species of birds under the national Class 11 protection. Table 3.2.4-3 below presents the information on birds in this area.

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Table 3.2.4-3 List of Birds in the Project Area Migrating Quantity Density type observed by (head/ha.) A.Storks CICONIIFORMES (A) Herons Ardeidae 1. Little egret Egretta garzetta E S + B .Gallinacean GALLIFORMES B ) Quails Phasianidae 2 . Chinese Bamboo Partridge E I ++ Site visit Bambusicola thoracica 3;. Common Pheasant Phasiamns D I ++ Site visit colchicus 4 . Golden Pheasant Chrysolophus G I ++ Site visit pictus C Cranes GRUIFORMES ( C) Rails Rallidae 5 . White-breasted Water-hen E S + Literature Amaurornis phoenicurus D.Plovers CHAIRADRIIFORMES (D) Plovers Charadriidae 6 . Grey-headed Lapwing V,anellus G I + Literature cinereus 7. Little Ringed Plover Charadrius + Let dubius Literature ( E ) Snipes Scolopacidae 8. Eurasian Woodcock Scolopax rusticola E I + Literature E.Pigeons COLUMBIFORMES (F) Pigeons Columbidae 9 . Rufous Turtle Dove Streptopelia D I + I 0.0063 orientalis 10. Spotted Dove Streptopelia chinensis E I + 1 0.0063 F .Cuckoos CUCULIFORMES ( F) Cuckoos Cuculidae 11. Short-Winged Cuckoo D S ++ Site visit Cucilus micropterus G.Owls STRIGIFORMES (H) Typical Owle Strigidae 12. Long-eared Owle Asio atus G I + Site visit 13. Short-eared Owle .4sioflan2meus G I + Site visit H.Rollers CORACIIFORMES _ _. ( I ) Kingfishers Alcedinidae 14. Common Kingfisheis Alceclo atthis D I + I 0.0063 J Jacamars PICIFORMES ( K) Woodpeckers Picidae 15 . Speckled Piculet Picullnus + ] 0.0063 innorinnatus 16. Great Spotted Woodpecker D Literature Picoides ma/or J Perching Bird PASSERIFORMES (K) Swallows Hirundinidae 17. Red-rumped Swallow D S ++ Site visit Hirundo daurica ( L ) Wagtails Motacillidae _

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Table 3.2.4-3 (continued) List of Birds in the Project Area Name Category Migrating Qtianiy Quanitity Density NameCategorytype Qutity observed by (head/ha.) 18. Upland Pipit Anthus sylvanus G I ++ 2 0.0127 (M) Bulbuls Pycnonotidae 19. Collared Finch-billed Bulbul E ++ 6 0.0380 Spizixos semitorgus 20. Chinese Bulbul E I ++ 4 0.0253 Pvcnonotus sinensis 21. Anderson' sBulbul E I .. 22 0.1392 Pycnonotus xanthorrhous 22. Black Bulbul Hypsipetes madagascariensis E I 6 0.0380 (N ) Shrikes Laniidae 23. Black-headed Shrike E -++ 3 0.0190 Lanius cristatus ( 0 ) Drongos Dicruridae 24. Black Drongo E S ++ 2 0.0127 Dicrurus macrocercus ( P ) Crows Corvidae 25. Common Magpie Pica pica E I ++ 2 0.0127 26. Jungle Crow E I ++ 4 0 0253 Corvus mnacrorhynchos .0 Q ) Dippers Cinclidae 27. Brown Dipper Cincluspallassii D I ++ 3 I 0.0190 ( R) Thrushes Turdidae i 28. Magpie Robin E I 0.0063 Copsychus saular-is 29. Plumbeous Waer Redstart D I ++ 1 0.0063 Rhvacornis fiuiginosus 30. Daurian Redstart G I + 1 0.0063 Phoenicurusauroreus 31. Black Bedstart P ochruros G S ++ 2 0.0127 32. Little Forktail Enicurus scouleri E I + I 0.0063 ( S ) Babblers Timaliidae 33. Hwa Mei Garrulax canorus E I ++ 8 0.0506 34. White-browed Laughingthrush E ++1 0.0063 Garrulaxsannio 35. White-collared Yuhina E I ++ 1 0.0063 Yuhina diademata . 36. Bar-breasted Prrotbill E ++ I 0.0063 Paradoxornisflavirostris 37. Rufous-headed Parrotbill Paradoxorniswebbianus G I -- 2 0.0127 (T ) Old World Warbers Sylviidae 38. Strong-footed Bush Warber E I .. 38 0.2405 Cettia fortipes (U) Typical Tits Paridae 39. Great Tit Parus major D I ++ 6 0.0380 40. Green-backed Tit D I ++ 1 0.0063 Parus monticolus 41. Yellow-bellied Tit E I ++ 1 0.0063 Parusvenustulus 42. Black-crested Tit G I + 1 0.0063 Parusrubidiventris 43. Red-bellied Tit Paris davidi E I ++ 1 0.0063 44. Red-headed Long-tailed Tit E I ++ 2 0.0127 Aegithalos concinnzus ( V ) Weavers Ploceidae 45. White-rumped Munia E I + 1 0.0063 Lonchura stniaxa (W) Frinches Fringillidae 46. Oriental Greenfinch D I + 1 0.0063 Carduelissinica 47. Meadow Bunting Emberiza ioides G I ++ 3 0.0190

Second Navigation Survey and Design Institute, the Ministry of Communication 28 Env½nmental pactAsesmtFor ShiyantoManchLunguan Section ofYnwu IntLr-Provincial HiwayPiojet

Note: E: EastAsian species, G: Gubei species, D: Dispersed species; I: Indigenous birds, S: Summer migrating birds; W: Winter migrating birds

(4)Mammals

Through the site observation during the EA, interviews with knowledgeable individuals and information collection and review, mammals in the area are found to include 6 orders, 14 families and 24 species. Table 3.2.4-4 shows the list of mammals observed and recoded in the area. Table 4.2.4-4 List of Mammals in the Project Area Name Quantity Class A. Insectivores INSECTIVORA ( A ) Woodland Hedgehog Erinaceidae 1. West European Hedgehog Erinaceus europaeus ++ ( B ) RfJtin S9os Soricidae 2. Mole-shrew Anourosorex squamipes + 3. Chiriese Short-tailed Shrew Blarinella quadraticauda + B Bats CHIROPTERA ( C ) Vespertilio Linnaeus Vespertilionidae 4. Common pipistrelle Pipistrellusabran2us + C .Lagomorphs LAGOMORPHA D ) Hares eporidae 5. Cape hare Lepus capensis +++ D Rodents RODENTIA (E ) Giant Flying Squirrel Petauristidae 6. Red-and-white Flying Squirrel Petauristaalborufus + ( F ) Squirrels Sciuridae 7. Palla' s Squirrel Callosciurusergthraeus + 8. Chinese Rock Squirrel Scicerotamias davidianus + 9. Swinhoe' s Strped Squirrel Taomiops swinhooi ++ ( G ) Old-world Porcupinies Hystricidae 10. Chinese Porcupine Hystrix hodgsoni + (H ) Murid Muridae 1]. Chinese Field Mouse Apodemus draco + 12. Korean Field Mouse A. peninsulae 13. Speckle-chested RAt Rattusfiavipectus 14. Chestnut Rat Niviventerfulvescens 15. Chinese White-bellied Rat Niviventer niviventer + 16. Brown Rat R.novegicus ... (I ) Dwarf Hamsters Cricetidae 17. Stiped Hamster Cricetulus barabensis ++

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Table 3.2.4-4 (continued) List of Mammals in the Project Area Name Quantity Class E.Carnivores CARNIVORA ( J ) Dogs Canidae 18. Raccoon Dog Nyctereutes procyonoides + ( K ) Weasel Mustelidae 19. Hog-nosed Badger Arotoniyx collaris + 20. Dog-bedger Meles meles + 21. Siberian weased Mztstela sibirica ++ (L )Criental Civet Viverridae 22. Gem-faced Civet Pagzuma larvata ... (M ) Small Cats Felidae 23. Leopard Cat Felis bengalensis + F .Even-toed Ungulates ARTIODACTYLA ( N ) Eurasian Pigs Suidae 24. Wild Boar Sussefofa ... Main distribution of wild animals in the project area is shown in Figure 3.2.4. Seen from the figure, within the project scopes for both alternatives K and B there is no distributioni of wild animals.

(5)Fishery Resource

This project will cross the lower upstream section of Hanj iang River. According to the information retrieved, investigation at the fishery area at Jiangj iagou (Hanj iang Briclge K30+249) and the fish market, it is initially found that the fish in the assessment area falls into 5 orders, 9 families and 41 species mainly as Cypriniforms Carps and minlnows. The common fish species are Black Carp Grass Carp Flat culter Topmouth Culter Common sturgeon Mandarinfish.in whiclh, number of Topmouth culter is the olllst. All these species are regular species and there is no endanger-ed or protected species.

3.2.3.2 Flora Resources

(1)Plants

Shiyan has a total of 1,571,800 ha of wood land, covering about 66% of the total land area in the city. According to a survey in 1989, there are 113 families, 337 genus and 1470 species of wild plants, with 702 species of arbor, 644 species of shrub and 124 species of liana. There are 15 species for Class II protection, such as gingko and cortex eluconlmiae and there are 21 species for class III protection such as 7rizo70a gastrodiae.

(2)Vegetation Cover

The forest coverage rate of the assessment area is 27%. Based on the method for plant categorization defined in "China Vegetation Cover", thle vegetation cover in the assessment area falls into 4 grades, 7 types and 22 groups.

Second Navigation Survey and Design Institute, the Ministry of Communication 30 *.\<. Shanxi Province Ending Point of Shiyan to Manchuanguan Expressway

' _ \ ~~~~Danzi Town , J ' °,, Shang n iangkoTown Liu

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1 . Hl (%W K/aocys dhltinades / ^ S\v COnnamomumcmphora ~~~~~~~~8 tt / m _ N' C ..Cityit Legend Chrysolophuspictus 9 MWR4PYcnonotuis xanthoirhou 3 Y' 0 citiC~s and toS%ns GIeditsia sinensis 10 I1t ihtC fr-ipesfort / M j -* boundar)o(countics 4 H 1[ /J 1 Ma Ci5nnmomumcamphorat11 fs%Lepus capensis A roads

Aso atus raitayns 6 ti llCt 12 W btRai tnSt a oveg i , us Aslo flammeus rivers 3 1i i0i&"Pagumt rirsat,a Starting Point of Shyan to Nanchu gua xpressway / rcnoirs

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Figure 3.2.4 Main Distribution of Wild Animals and Plants in the Project Area EnvutTenolalimpctAssessineotFor ShiyantoManchuanguan Section ofYinwu lntem-P>oincial HighwayProject

Table 3.2.4-5 Summary of Flora System in the Assessment Area I Warr-temperate Warm-temperate 1 Masson Pine Frest Coniferous Forest Evergreen Coniferous 2 Chinese Fir Forest Coniferous Temperate Forest 3 Mourning Cypress Forest Forest Coniferous and 4. Masson Pine and Oriental Oka Forest

Deciduous Forest 5 Spiny-leaf Oak Forest 6 Seguin Chinikapin and Oriental Oka III Deciduous Forest Broadleaved Fores 7 Dyetree Forest 8 Black Locust Forest 9 Chiniese Toona Forest Broad-leave d 10 Tungoiltree Forest 11 Eucommia Forest Forest 12 Oriental Oak Forest Bamboo IVtemperate bamboo 13 Chequer-shape Indocalamnus Forest Forest Forest Warm deciduous 14 Pubescent Smoketree Shrub broadleaf shrubs V Decidtuous Broadleaved 15 Chinese Coriaria Shrub Shrub . 16 Hmpleaf Negundo Chosttre Shrub Temperate Deciduous Shrub and Broadleaf Shrubs 17 Chinese Loropetalum Shrub Grass--bush 18 Fortune Firethorn Shrub 19 Deciduous Oak Shrub 20 Loquat Shrub VI Evergr een 21 Orange Shrub Broad-leaved Shrub

VII Grass--bush 22 Brake Grass-brush 23 Common Eulalia Grass-brush Grain Crops Corn, Crain, Wheat, Sweet Potato, Agricultura Potato etc 1 Vegetation Oil-bearing Crops Peanut, Bird Rape etc Industial Crops | Peltate Yam etc

3.2.5Soil Erosion

3.2.5.1 Area and Intensity of Soil Erosion

According to the result of remote sensing program con ductecl in 2000, the total area of soil erosion in the urban area of Shiyan City is 369.79 kM2, accounting for 31.10% of the total urban area; the total area of soil erosion in Yun County is 2067.40 kni2, accouLnting for 53.88% of the county total; the total area of soil erosion in Yunxi County is 2074.07 ki 2, accounting for 59.12% of the county total.

Total area of the land to be acquired by the project is 12,605.5 mu. Accordilg to the site survey and the soil erosion drawing (see Figure 3.2.5), it is known that the area of slight soil erosion accounts for 45% of the total area of acquired land, and the area of mild, medium, strong and significant degree soil erosion accounts for 55% of the total area of acquired land.

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3.2.5.2 Type and Trigger of Soil Erosion

The soil erosion in the project area is triggered by hydrological factors. The triggers to soil erosion stem from natural and human activities.

(1)Natural factor Natural factor, such as rainfall, topographical pattern, soil profile and plant cover, is the overriding triggering element to soil erosion. The vast soil erosion in the project area can be attributable to 1) The project area is characterized with the semi-tropical monsoon climate. The rainfall is concentrated in summer season and the intensity is very strong; 2) the temperature in rainy season is very high causing highlly erosive soil which is prone to rain drop; 3) the ground gradient is steep. The landslide is easy to take place at the above conditions.

(2 )Human factor The following humani activities will cause soil erosion: (DCultivated on steep slope and indiscriminiate deforestation; ®)Hill cutting and improper disposal of spoil.

3.3 Social and Economic Baseline

3.3.lEconomic Indicators

(l)Population and Land Table 3.3.1-1 summarizes the information of population anid Table 3.3.1-2 presents the information of land in the project area.

Table 3.3.1-1 Statistics of Population Non-agricultural Percentage of Area thousand) population (10 non-agricultural thousand) thousand) population (%) Shivan Maojian District 26.79 23.74 88.6 City Zhangwan District 32.20 25.89 80.4 Yun County 59.83 9.11 15.2 Yunxi County 50.37 5.97 11.9 Source: Year Book of Shiyan City, 2000 year

Table 3.3.1-2 Land and Cultivated Land Land per Cultivated Cultivated Cultivated Lanld arca Area (104 mu) capita laind land to total land per capita (mu/capita) ( 04 MU) land (%) (mu/capita) Maojian Slhiyan District 73.5 2.74 6.38 8.68 2.09 City Zhangwan District 97.8 3.04 25.51 26.08 4.04 Yun County 5794.5 96.85 50.54 0.87 1.00 Yunxi County 5263.5 104.50 48.57 0.92 1.09

Second Navigation Survey and Design Institute, the Ministry of Communiication 32 '_SchemeKE ~~~~~~~~A~~~~~~~

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i I EnvivonnentalcIpactAssessnent For Shiyanto Manchtanguan Section ofYinA lntei-Pmvinicia] Hi jw,vayPipject

Source: Year Book of Shiyan City, 2002 year. Only agricultural population is taken into account for cultivated land per capita.

(2)Economic Indicator

Table 3.3.1-3 summarizes the major economic indicators of the project area. Table 3.3.1-3 Main Economic Indicators in Project Area Shiyan City Indicator Maojian Zhangwan Yun County Yunxi County District District GDP (1 4 RMB) 77292 70876 153120 93182 Primary industry 3215 931 6 51902 47415 Secondary industry 20010 37084 47980 16010 Tertiary industry 54067 24476 53238 29757 GDP (RMB/capita) 2885 2201 2590 1847 Industrial and agricultur-al 46253 124744 92952 10693 production (104 RMB) Total industrial output (104 RMB) 41396 118764 41050 10314 Total output of agricultural, forestry, husbandry and fishery 4857 5980 51902 379 production (104 RMB) Total turnover of social 25000 150016 97619 41015 consumable s(104 RMB) 219 41015 Grain production (kg/capita) 13.63 27 53 98 17 84 Source: Year Book of Shiyan City., 2000 year

It can be seen from above tables that the industrial and agricultLral sectors are relatively developed.

3.3.2Agriculture

3.3.2.1 Agricultural Products

Table 3.3.2-1 Summarizes the primary agricultural products in the project area.

Category Product type Product variety

Grain crop Rice, wheat, maize, bean and potato Cropping Cash crop Tea, tobacco, hemp and oil. Vegetable Peach, orange and apple Forestry, husbandry anid Forestry product Raw lacquer, walnut, bamboo and palm Livestock product Hog, cattle and sheep Aquatic product Fish (domestic fish) Source: Year Book of Shiyani City, 2000 year

3.3.2.2 Cultivated Land

(1)Counties

Table 3.3.2-2 summarizes the statistics for cultivated land at couinty level.

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Table 3.3.2-2 Statistics for Cultivated Land of Counties

Cultivated land Land use Total area of Area Area Population~~(I04) pe/capita)pertvatcapaita ,4Paddy field Dry land (mu/capita) culivte lad( (mu) (m u)

Maojian 26.79 2.09 6.38 Shiyan District 29951 33849 City Zhangwan 32.20 4.04 25.51 196470 58613 District 1940 581 Yunxi County 59.83 1.00 50.54 10.05 40.49 Yun County 50.37 1.09 48.57 4.82 43.76 Source: Year Book of Shiyan City, 2002 year. Only agricultural population is taken into account for cultivated land per capita.

(2)Townships Table 3.3.2-3 summarizes the statistics for cultivated land at towniship level.

Table 3.3.2-3 Statistics for Cultivated Land of Townships

Cultivated land Area of cultivated land Agricultural Cultivated land per Area (mu) population capita . ~~~~~~~~~~~~~~~~( mu/capita )

Maoj ian Yuanyang Town 1231 547 2.25 District Zhangwan Hanjiang, Street 10508.6 4618 2.28 District Comnittee YunLiupo Count Town 8677 4448 1.95 Yun County LuoTw Qingqu Town 16359.5 4994 3.28 Jiahe Town 9963 4346 2.29

Yunxi Chengguan Town 12846 9272 1.39 County Tumen Town 9128 4795 1.90 Xiangkou Town 10365 6230 1.66 Shangjin Town 4217 2462 1.71 Source: Statistics from towns of Shiyan City, 2000 year

3.3.2.3 Agricultural Structure

Table 3.3.2-4 gives the percentage of output of each agricultural sector in the total agricultural output in the project area. From this table it can be seen that the agricultural economy of this area is centered on crop planting and husbanidry. Table 3.3.2-5 shows the percentage of agricultural output in the total industrial and agrictultural output in the project area. From this table it seen that Maojian and Zhangwan Districts are centered oni industrial production, while Yun and Yunxi County are centered on agricultural production.

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Table 3.3.2-4 Agricultural Structure in the Project Area Unit: RMB 104

Total Agriculture Forestry Huisbandry Fishery Area Areaotu outputOutput % Output % Output % Otpu1ip %

Maojian 4857 2851 58.7 243 5.00 1549 31.90 214 4.40 Shiyan . District_. City Zhangwan 5980 3490 58.4 330 5.5 1731 28.9 429 7.2 DistrictI Yun County 91128 56429 61.9 4506 4.94 29206 32.05 987 1.08 Yunxi County 81264 57286 70.5 3266 4.02 20509 25.24 203 0.25 Source: Year Book of Shiyan City, 2002 year.

Table 3.3.2-5 Proportion of Agricultural Output in Industrial and Agricultural Output Industrial and Proportion of Area ARilr104) Agricultural Output Agricultural Output (RMB 10)(RMB 104) (%) MaoJian 4857 41396 10.50 Shiyan District City Zhangwan 5980 118764 4.79

D istrict ______Yun County 91128 41050 68.94 Yunxi County 81264 10314 88.74 Source: Year Book of Shiyan City, year 2002.

3.3.3Quality of Life

(1)Development of Cultural and Sanitation Sectors

The regional economy is experiencing a dramatic growtlh resulting in increasing income of households. The housing condition is being improved and the municipal infrastructure is being ameliorated. In each town and village, the school and hospital are easily accessible to villagers. It is therefore ascertained that the living quality of the local people is being improved. Table 3.3.3-1 presents the information about personal income in the project area. Table 3.3.3-2 summarizes the statistics of cultural and sanitation sectors.

Table 3.3.3-1 Personal Income in Project Area Net average income per capita of agricultural Average income per capita of worker (RMB) Area population (RMB) 2000 l 2001 + % 2000 2001 +% Maojiani 1487 1592 7.06 7590 9405 23.91 Shiyan District City Zhangwan 1491 1588 6.51 7510 9312 23.99 District Yun County 1386 1506 8.66 4619 5815 25.89 Yunxi County 1316 1401 6.46 5562 6624 19.09 Source: Year Book of Shiyan City, year 2002.

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Table 3.3.3-2 Statistics of Cultural and Sanitation Sectors (Rear 2001)

Shiyan City Yun CoLullty Yunxi County Teache Teache Studeni Teache Studen School Student School School r ~ ~ ~t ~~~r r_ t Kindergarten 82 873 26948 3 43 247 2 55 304

Primary 22153 17438 382127 410 3010 77639 417 2606 61439 School Middle 190 9471 172787 34 1880 38248 27 1237 30832 School

c~ Senior high 28 2510 36887 3 344 4292 4 257 4323 o school n Vocation 12 550 7157 3 160 1707 2 128 1672 school Vocation training 11 767 8130 1 69 735 1 71 598 school College 4 1063 13230 / / Library S I I , Art group 7 .

_Folk art 109 10 7 group ______Sanitation 971 129 126 ° organlzation . Ward bed 9064 774 560 0 Z Medical staff 14147 1337 1126 Hospital 173 29 26 Source: Year Book of Shiyan City, year 2002.

(2)Housing Mortar-brick house dominiates the residential area, particularly in flat or 2-story structure.

(3)Disease Control

According to the reports from sanitation stations, no Class I epidemic case is observed or recorded in the project area. 16 kinds of Class II epidemic disease are recor-ded in the statistics of Shiyan City for 2002. Table 3.3.3-3 presents the informationi of incidence of disease, mortality ancl death rate of disease in the duration from 1999 to 2001.

Table 3.3.3-3 Statistics of 16 Kinds of Diseases in Sliiyan City Year Incidence of disease Mortality (I/105) Death rate of (_1/1 05() disease (%) 1999 238.12 0.23 0.098 2000 190.8 0.17 0.091 2001 184.09 0.145 0.079

The above-mentioned sixteen diseases are viral hepatitis, diarrhea, typhoid fever, gonorrhea, syphilis, hives, chincough, epidemic meningitis, scarlatina, ancylostomiasis, enceplhalitis B, malaria, tetanus infantum, brain tuberculosis, epidemic hemorrh-lagic fever and lyssa, generally, the incidence rates, death rates and fatality rates of these diseases have dropped down year by year. It is obvious that the incidenice of epidemic disease is declining year by year.

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The incidence rates of the communicable diseases througlh sexual intercourse: gonorrlhea and syphilis, which are related with the project, were fast reduced from 1999 to 2001, details are given in Table 3.3.3-4. Table 3.3.3-4 Incidences of gonorrhea and syphilis Ulnit: 1/100,000 Year Gonorrhea Syphilis 1999 20.98 5.63 2000 18.99 4.56 2001 14.59 2.67 The above table shows that Shiyan Municipality has done effective work in the prevention of communicable diseases through sexual intercourse.

Additionally, HIV has captured a growing trend in the province. Although detailed statistics information is not available, more and more HIV cases are reported in the province. Public media has been employed by sanitation department to disseminate the information and knowledge about HIV in rural area. AIDS clubs have been founcl in big cities to provide medical aid and moral assistance to the HIV patients.

Disease prevention work is undertaken by the Hubei Provincial Diseases Control Center and its city and county grade branches under its leadership and disease prevention propaganda work is done by news media.

3.3.4Natural Resource

(1)Mineral Resources

Shiyan City is rich of mineral resource. The mineral reserve in Shiyan City accounts for 25% of the provincial total. According to the geological survey report, no mineral resource is discovered within the project area.

(2)Tourism Resources

In the Shiyan region, there are several tourist attractions althouglh none is located immediately adjacent to the currently proposed two alternative highway alignments. Wudang Mountain, located near Maojian district is one of the best-knownl scenic moulntainis as well as a famous shrine site for the Dao region in Chilna. The ancient arclitectu're cluster on the mountain has been enlisted as a World Cultural Heritage by UNESCO. This spot is over 20 krm from the proposed project site. About 28 knm to the downtown Shiyan is the Fulong mountain with ancient forest, which is one of the best small mountainous tourist attraction in the province. There are other tourist sites in Zhangwan district, such as Niutou, Sifang and Figure 3.1.3 shows the locations of these scenic spots.

(3) Natural reserve area

Second Navigation Survey and Design Institute, the Ministry of Communicationi 37 Fnvmnenelal npactAssessr-nent For Shiyanto Manchuainguan- Section of\niiwulbite-Piovincial HighwayPioject

State grade Dinosaur Egg Fossils Nature Reserve Area in the Qinglong Mountain is situated at the Qinglong Mountain and Hongzhaizi, the Liupo Township, the Yun County, and at the low lying hilly area on the south bank of the Han River, between the Shiyall urban area and the Yun County Seat, about 8km away from the Yun County Seat in the east, about 23km away from the Shiyan urban area in the south, with total area of about 10km2, and stored in the pink gravel of late Cretaceous stratum with a history of about 65135million years. In June 2001, it is decided by the State Council as State grade geological site nature reserve area, see Drawing No.2.3.

3.3.5 Cultural Properties

3.3.5.1 Background

In accordance with the EA TOR and the Bank Safeguard Policy OPN 11.03/OP 4.11 (draft), an extensive geological survey program was conducted to determine tlhe cultural site, ancient tomb or historical building in the area within 100 in from each side of the proposed road. The coverage of tthe program is:

* Recommended alternative alignment; * All other alternative alignments or sections; * Connection road; * Borrow and deposit sites.

3.3.5.2 Survey Methodology

An archeological survey team was found and headed by provincial cultural departnent, with the members fi-om provincial archeological institute and local archeological organizations. The survey on the recommended alignment was conducted from. May 25 -June 8 2002. The survey on other alternative alignments and sections was undertaken in Dec. 2002. The archeological survey report was prepared in Jan. 2003. Following the initial survey, the team reviewed 1/10,000 map and from June 1 and Junle 5 made another field survey by two groups to cover the adjusted alignment. The survey targets were primarily expressway, construction camps, access roads, and disposal sites and a final report was prepared. This section of the EA report is an abstract of the archeological survey report.

The survey is divided iato two stages: paper study and site survey. The archeological team firstly studied the relevant information and reports in order to better understand the distribution of discovered cultural sites in the project area, if any. According to paper information, no cultural property at national, provincial or municipal level is observed or recorded within the pro'ject area.

The criteria applied to determine the potential cultural property by the team are:

* For the exposed cultural property, the nature and age can be roughly determined;

Second Navigation Survey and Design Institute, the Ministry of Communicationi 38 EnvinmeatainmpactAssessmentFor ShiyantoManchmnguan Section ofYinvw u lntei--Pmvirncial HighwayProject

* Based on the ground profile, the cultural property can be classified into settlement center or tomb or kiln site; * By drilling on the key property site, the class, scale and size can be determined.

The field survey teams were guided by officials from the local cultural bureaus. The fieldwork was mostly concentrated on areas with possible human activities in the past and riverside sites, with attentions paid to cultural properties, possible ancient tombs, etc. All cultural property site survey and investigation were conducted by foot.

3.3.5.3 Results

Through two-round site survey, the distribution of cultural properties within the area of the Alternative K has been identified. Two cultural sites have been discovered in the area. One of the sites is 150 m from the red line of the construction site. Warning sign'.should be marked at this site by cultural department before construction at this section is commenced. The project road will pass through the edge of another site, causing impact on it. The information for the two sites is summarized as below:

Pingsi Tomb, built in Tang-Sonig dynasty, is 150 rn fronm the nortlh side of the project road (K32+800) . As the area of the Tomb is small, it is expected that thie constructioni activity would not cause direct impact on it. Therefore there is no nieed to unearth it.

The project road (K49+400) will pass through the southwest part of Jianliupu Site, a new stone tool age cultural property. This site occupies large area and is in poor conditions. As the project will cause indirect impact on this site, protective excavation will be conducted prior to the start of the expressway construction. The locations of these sites are shown in Figure 3.3.5.

The surveys of Alterniative B, the connecting roads, access roads, construction camps and disposal sites discovered two cultural properties with on along Alternative B. Numerous ceramic pieces, roof tiles and tomb bricks were observed. Of these two sites, one is located beyond 100 m from the proposed project site, which will not be directly impacted by the expressway construction. The other site is on the project site and would be impacted by the project construction directly.

More specifically, the Jiaochangbo tomb is located in the Jiaochangbo Village in Chengguan town of Yunxi County. The site is now a farm field but ceramic pieces and tomb bricks were discovered by the survey team. By preliminary analysis of the findings, these materials belong to the Han dynasty site but are from a common tomb with no special value. The site survey further determined that the tomb area is about 5000 m2 and Alternative B would pass through at about 20 m to the south at BK64+300. The construction of Alterniative B would damage the tomb and protective excavation is needeed should Altemnative B is selected.

Second Navigation Survey and Design Institute, the Ministry of Communicationi 39 Fviiriental hactAssssinentFor Shiyanto Machuangmun Section offYiwulntef-Pmvincial HiglwayThoject

The other site is Southern Shaanxi Military Area Hospital site, located in Kejiawan village, Xiangkou town in Yunxi county. This is a county level revolutionary historical site and is well preserved. Alternative K would pass through 100 m to the north at K84+750. Because of the distance, there would be no direct impact from construction activities.

It should be noted that it is possibility there are still other underground sites in the project area. The environmental management plan will include measures to deal appropriately with any chance finds during construction to minimize any impacts to cultural properties.

Impacts assessment for cultural propelties is presented in Chapter 5 while the protection and mitigation meastures, Chapter 7.

3.4 Environment Quality Investigation

Sensitive receptors

Table 3.4-1 and 3.4-2 present the information on sensitive receptors within the area of Alternative K. Through detailed analysis of sectional options for Alternative K, the final alignment is able to avoid one township and a hospital at A4 section. These two are not included, as the adjusted alignment will avoid these two sites completely. Figure 3.1.3 shows the location of these receptors.

Second Navigation Survey and Design Institute, the Ministry of Communicationi 40 oC 0 ySchool

Pingsi Cemetery J p

~~:D ~ Gully Pond Y1

~~ Jianliupu St

AK32+800 MonanJianiiupu Villg Mountain AK4+0

* Pingsi Cemetery Jianliupu(* [-erN Site.

~~~~~~~~~~~ ~- ~ ~ ~ ~ ~ ~ A

Panorama of Pingsi Cemetery Panorama of Jianliupu Site

Figure 3.3.5 The Drawing of Locations of Cultural Properties FnvironnmntallinpatAssessierntFor SliyantoMarchLian,uan Section ofYninwuL Initel-Privl-rialHighlvayProject

Table 3.4-1 Sensitive Receptors to Noise and Ambient Air Impacts Height *Distance Name of Reference of above from receptor pile road central Description level, m line, m

I Chenjiawan K1+340 15 West, 30 Face southwest, 4 househlolds at the first row, 7 houselholds in the village.

2 Tumen 1C9+900 15 South 80 Face south. 20 households at the first row, 60 households in the village 3 Shuangmenlou K11+650 25 North 40 Face south, 15 households at the first row, 15 households in the village. 4 Yinghua K14+350 20 West 40 Face southwest. Commercial house, I Zhuanyuan household. Face southwest, 5 houselYolds at the 5 Maoping K14±700 1.5 West 100 first row, 20 households in the village

6 No.2 group of A2KI9+900 20 South 100 Face east. 5 households at the first row, Yangiiawan 18 households in the village. 7 Wangjiawan A2K20+950 5 North 20 Face east. 5 households at the first row. 15 households in the village. 8 Zhengjiawan A2K21+~-500 20 North 60 Face east. 4 households at the first row. 12 households in the vfllage.

9 Longqianwa K22+150 20 North 20 Face south. I householci at the first row, 12 households in the village. 10 Dangjiawan K23+700 15 South 20 Face southwest. 4 households at the first row, 30 households in the village.

11 Mulongzui K24+400 20 South 20 Face south. 8 households at the first row,_ 50 households in the village. 12 Zhujiawan A4K39+800 20 North 60 Face southwest. 8 households at the first row, 15 households in the village. 13 Kejiayuan K53+500 9 South 40 Face southwest. 5 households at the first row, 12 households in the village. 14 Shimenwan IC62+500 20 North/sou Face south. 15 households at the first 14 Shimen.an 1(62+500 20 th 20 row, 50 households in the village. 15 Tianheping-I 132K63+300 3 Northlsou Face soutlh. 10 households at the first th 20 row, 40 households in the village.

16 Qianjiadayua B2K63+500 20 South 20 Face southwest. 5 houselholds at the n first row. 28 households in the village.

17 Wangjiayu~an K67+200 5 South 20 Face southwest. 12 households at the first row. 32 households in the village.

18 Zhoujiawozi K69+300 12 South 40 Face southwest. 5 households at the first row, 30 households in the village. 19 Siping K70+900 12 South 25 Face south. 8 households at the first .~ irow, 28 households in the village.

20 Kejiawan 1K73+300 15 North 40 Face south. 8 households at the first row, 20 households in the village. 21 Huangyunpu 1K90+800 18 South 80 Face southwest. 10 households at the first row, 45 households in the village. 22 Jiaochanggua K96+500 7 South 20 Face southwest. 10 households at the n . first row, 15 households in. the village. 23 Luomadian K101+500 8 South 20 Face south. 5 houselholds at the first row, 12 households in the village.

Second Navigation Survey and Design Institute, the Ministry of Communication 41 Envi iental irnptAssessrnentForShiyantoManidcuangua;i Section ofYinwu Inte&-Piuvincial IighwayPject

Table 3.4-2 Schools and Hospitals to be Affected Height *Distance N Name of above from Scale of o. receptor Pile No, road central Receptor Description surface, line, m m Maoping 7 classes, 7 The school facing the road. I Primary K15+250 20 North 160 teachers and 189 2-story classroom building School students with 8 classrooms in parallel Liujiahe 7 classes, 7 The school facing the road. 2 Primary K19+800 30 North 100 teachers and 192 2-story classroom building School students with 8 classrooms in parallel Waduango 10 classes, 23 The school facing the road. 3 u Primary 145 23 North 90 teachers and 420 3-story classroom building School students with 1I classrooms in parallel Shujiaguo 6 classes, 9 The school facing the road. 4 primary K24+600 20 South 100 teachers, 214 3-story classroom building school students with 8 classrooms in parallel Tianheping 7 classes, 7 The school facing the road. A 5 Primary K63+300 3 South 40 teachers and 190 3-story classroom building School students with 8 classrooms in parallel Yunxi County B2 15 classes, 20 The school side to the road. a 6 Vocational 2K604 3 South 40 teachers and 420 6-story classroom building Education students with 18 classrooms in parallel. Center Siping 6 classes, 6 The school side to the road. a 7 Primary K71+050 2 North 40 teachers and 120 2-story classroom building School students with 4 classrooms. Ganguo 6 classes, 3 The school side to the road. 8 primary K79+060 20 South 50 teachers and 120 3-story classroomii building school students with 9 classrooms in parallel Huangyunp 6 classes, II The school facing the road. 9 u primary K90+ 180 14 South 100 teachers and 310 2-story classroom building school students with 8 classrooms in parallel Dingjiawan 7 classes, 7 The school side to the road. 10 primary K103-64 20 North 100 teachers and 188 2-story classroom building school students with 8 classrooms in parallel

The sensitive receptors at the connecting road along Alternative K are shown in Table 3.4-3.

Table 3.4-3 Sensitive Receptors along Shiyan Connecting Road Distance to N Pile No. Name road side Scale description 0. m LKO+200 Chenjiazhuang North 10 25 houselholds In three rows village 125 people 2 LK2+300 Liujiawan South 20- 20 households Three rows village 60 92 people Liujiawvan 7cas,13 Facing road with a 2 story classroom 3 LK2+350 i i o South 60 teachers and 200 building parallel to road prcondNavigaimaSurveyshoDesignInstistudents

Second Navigation Survey anid Designi Institute, the Miniistry of Comm-uniication 42 Fnvir entlmpactAssessTnenitFor Shiyan toManchtanguan Section ofYinwu Intel-Provincial Hig[iN,ayPrject

Other connector roads, if their lengths are in the 100-300 m range, are included as part of the interchange structures. There are no sensitive receptors within 200 m on both sides of these short connector roads.

Sensitive receptors along Alternative B are listed in Table 3.4-4.

Table 3.4-4 Sensitive receptors along Alternative B Height Distance to the Orientation and scale (first rows/total No Name Pile No. above road road center households within 200 m) m m I Chenjiawan K1+320 15 West, 30 South-north, facing road, 4/7 2 Tumen IC9+400 15 South 80 South-north, back to road, 20/60 3 Chenjiazhuan BK12+000 -15 South 40 South-nolth, back to road, 9/24 4 Yaolinghe BK13+400 10 Both side 25 South-north. facing road, 12/38 5 Liangjiayuan BKI14+750 4 South 70 South-north, side to road, 4/12 6 Liliwa BK23+200 10 North 25 South-north, face road, 2/8 7 Fangtan BK28+300 -10 South 40 South-north, side to road, 2/10 8 Caijiapo BK29+200 -20 Both side 40 South-north, side to road, 4/25 9 Caojiawan BK36+900 6 West 40 South-north, face road. 20/80 10 Mituosi BK40+200 50 Both side 30 South-north, face road, 20/35 11 Anguo BK42+000 20 Both side 20 South-north, side to road, 20/50 12 Bafangyuan BK43+300 0 South 40 South-north, side to road, 12/12 13 Kangjiawan BK44+400 -8 South 20 South-north, side to r oad, 4/6 14 Wufangyuan BK47+900 5 North 20 South-north, face road, 42/60 15 Tongyuan BK48+-630 0 North 80 South-north, side to road. 3/10 16 Caijiacun BK49+400 0 North 60 South-north, side to road. 18/30 17 Wanjiapo BK55+800 8 South 40 South-north. back to road, 30/30 18 Yanjiaguo BK59+900 -10 South 100 South-nolth, face road, 3/8 19 Wangjiawan BK63+200 10 Both side 30 Sotth-north, face road. 35/50 20 Yanjiawan BK64+500 5 East 11O South-north, face road, 4/40 21 Hujiawan BK66+300 -10 Both side 20 South-north, face road. 18/25 22 Lijiawan BK76+500 5 North 50 South-north, face road, 11/18 23 Liujiawan BK81+900 -20 Both side 30 South-north, face road. 20/80 24 Huangyunpu IC90+800 18 South 80 South-north, back to road, 10/45 25 Jiaochangguan K96+500 7 South 20 South-north, back to road, 10/15 26 Luomadian K11+500 8 South 20 South-north, back to road, 5/12

3.4.1 Existing Acoustic Environment Quality

Five noise-monitoring points have been determined. Table 3.4-5 shows the location and monitoring items.

Second Navigation Survey and Design Institute, the Ministry of Commnunication 43 EnviitnenllamlztAssessmentFor ShiyantoManchuanguan Secdon ofYitnvu Inter-Prcial IlitvayPmject

Table 3.4-5 Summary of Monitoring Points No. Name of Pint Reference of Pile Time Frequency I Tumen AK9+400 2 Yun County AK24+ 100 Interchange March 6-8 2003 Each t-imne at day 3 Tongyuan BK50+500 and night time. 4 Yunxi Interchanae AK69+900 5 Bamudi AK84+700 Note: The monitoring points are I m from the window of the house at the first row.

The site monitoring exercise was conducted by Shiyan Environment Monitoring Station in accordance with Methods for Monitoring Noise at Urban Area (GB/T14623-93). Table 3.4-6 gives the monitoring results.

Table 3.4-6 Result of Noise Monitoring

No. Monitoring Point Time Noise Level dB(A) Noise source Day time Nighttime Tumen 2003.3,6 48 40 Domestic (AK9+400) 2003.3.7 49 40 activity Yun Cotinty 2003.3.6 42 37 Domestic 2 Interchange 2003.3.7 43 37 activity

Tongyuan 2003.3.7 41 36 Domestic (BK50+500) 2003.3.8 43 37 activity Yunxi Interchange 2003.3.7 44 38 Domestic (AK69+900) 2003.3.8 50 37 activity 5 Bamudi 2003.3.7 40 36 Domestic (AK84+700) 2003.3.8 41 36 activity Source: Shiyan Environment Monitoring Station

It can be seen that the noise level in daytime and nighttimlle is 40-50 dB and 36-40 dB respectively, meeting Class II standard required for such area. Actually Class I standard can be met.

3.4.2 Water Environmuent Quality

3.4.2.1 Water Intake

Hanjiang and Tian Rivers also support the function for water supply for industrial or domestic use. Water intake for the Water Supply Plant of Yun County is 12 km downstream of the Hanjiang Bridge. Another water intake for the Second Water Supply Plant of Yunxi County is located at upstream of Jinyinshan service zone on Tian River. Figure 3.1 .3 shows the locations of the water intakes.

3.4.2.2Assessn7ent of the Current Condition of Wf'ater In7take

A water quality monitoring exercise was conducted on Han River by Shiyan Environment

Second Navigation Survey and Design Institute, the Ministry of Communiication . 44 Fnvivom- tal linpactAssesmentFor ShliantoManchuanguan Section of Yhwu Inteo Phvincial Higlxway Toject

Monitoring Station during March 5-7 2003. The Methodfor Environment Monitoring and Analysis has been applied throughout the exercise. Table 3.4-7 gives information for monitoring items and analysis method, and Table 3.4-8 shows the information for arrangement of monitoring points and sampling method.

Table 3.4-7 Monitoring Items and Analysis Method for Water Quality No. Item | Analysis Method Applicable Standard I PH Glass electrode GB6920-86 2 SS Weight GB 11901-89 3 Permanganate Acid permanganate GBI1892-89 Monitoring Method for Water and 4 Oil Violet Spectrophotometers Wastewater(third.atwte(hr edition)ediion 5 TP Spectrophotometers GBI 1893-89

Table 3.4-8 Arrangement of Monitoring Points and Sampling Method Cross Location of Monitoring SectioSeti CrossCrs Section.etin ItemIe Timing Location of Sampling n Consecutive 3 days Point at the center and 1Om 100 m upstream PH, SS, from March 5 to March from the two side of the I of Hanjiang Permanganate 7 2003. Each time per river. Sample the water 0.5 m Bridge , Oil, TP day. from the river surface.

1000 m PH SS Consecutive 3 days Point at the center and I O1n downstream of from March 5 to March from the two side of the Hangjiang I TP 7 2003. Each time per river. Sample the water 0.5 m Bridge ol. day. from the river surface.

Table 3.4-9 summarizes thie monitoring result of water quality.

Table 3.4-9 Water Quality Monitoring Result Unit: mg/i (except pH) I000 m Downstream of Han i ang Monitorin Time 100 m Upstream of Hanjiang Bridge Bridge g Item TieBdg Left Middle Right Left Middle Right 3.5 7.95 8.20 7.89 8.11 8.16 8.00 pH 3.6 7.95 8.03 8.00 7.97 8.10 8.03 3.7 7.90 8.00 7.97 8.03 7.92 7.95 3.5 55 52 57 53 56. 54 SS 3.6 53 59 54 50 49 55 3.7 50 45 47 56 47 58 Permangan 3.5 0.025 0.025 0.025 0.025 0.025 0.025 ate 3.6 0.025 0.025 0.025 0.025 0.025 0.025 Index 3.7 0.025 0.025 0.025 0.025 0.025 0.025 3.5 1.65 1.82 1.73 1.74 1.62 1.84 Oil 3.6 1.56 1.64 1.70 1.78 1.70 1.87 3.7 1.60 1.88 1,54 1.67 1,75 1.70 3.5 0.03 0.03 0.03 0.03 0.03 0.03 TP 3.6 0.03 0.03 0.02 0.03 0.03 0.03 3.7 0.03 0.04 0.03 0.03 0.03 0.03 Source: Shiyan Environment Monitoring Station. The monitoring time is March 5-7, 2003.

In comparison with the water quality required by the water function zoning for each water

Second Navigation Survey and Design Institute, the Ministry of Communicationi 45 Envh-nmenal actAsssnssieit For Sian toMandliuaniguan Setion ofYinRvu Iiter-Piovircial Highway Project area, the compliance rate of standard has been determined by EA team. Table 3.4-1 0 below gives the information of compliance rate of standard.

Table 3.4-10 Standard Compliance Rate Cross Section 100 m Upstream of 1000 m Downstream of M \lonitoring Item Hanjiang Bridge Hanjiang Bridge Range of value (mg/I) 7.89- 8.20 7.92- 8.16 pH Average (mg/I) 7.99 8.03 Compliance Rate (%) 100 100 Range of value (mg/I) 45 - 59 47 - 58 SS Average (mg/I) 52 53 Compliance Rate (%) / / Range of value (mg/i) 0.025 0.025 Oil Average (mg/I) 0,025 0.025 Compliance Rate (%) 100 100 Range of value (mg/I) 1.54 1.88 1.62- 1.84 Permanganat Average (mg/I) 1.68 1.74 e Index Compliance Rate (%) 100 100 Range of value (mg/I) 0.02'-0.04 0.03 TP Average (mg/]) 0.03 0.03 Compliance Rate (%) 100 100 Source: Shiyan Environment Monitoring Station. The monitoring time is March 5-7, 2003.

It is clear that the water quality in Han River is good, meeting the Class II stanclard near the bridge, site at the time of sampling. The oil concentration is only 50%, permanganate index is 43.5% and TP is 30% of the standard limits, implying larger environmenit volume of the river.

3.4.3 Ambient Air Quality Assessment

3.4.3.1 Air Qualitv Monitoring

Four points have been determined in the project area to monitor the air quality. Table 3.4-1 1 shows the location and items of air monitoring exercise.

Table 3.4-11 Location and Items of Air Monitoring Exercise Location of Monitoring Reference of Monitoring Timing Sampling Time No. Point Pile Item I Tumen AK9+400 Consecutive 5 1]8 hours for 2 Yun County Interchange AK24+ ] 00 TSP. NO2- days from NOn, 12 hours 3 Bamudi AK84+700 PM,, March 6 to for TSP and March 10, fo-TPMand 4 Tongytcan BK50+500 2003 PM,,.

The air quality monitorinig exercise was conducted by Shiyani Environmeint Monitoring Station. Table 3.4-12 gives information for monitoring items and analysis methliod, and Table 3.4-13 shows the monitorilng result. .

Second Navigation Survey and Design Institute, the Ministry of Communicationi 46 Enviirnenltal ImpactAssessrnent For Shinnto Manchuanguan Secfion ofYinvvu iter-Provincial HighwayProject

Table 3.4-12 Monitoring Items and Analysis Method for Air Quality No. Monitoring Item Analysis Method Applicable Standard I TSP Weight GB/T15432 2 PM,, Method for air-borne dust GB6921

3 NO2 Saltzman GB/T15435

Table 3.4-13 Air Quality Monitoring Result Meteorological Condition Result (daily average) Monitoring Timing Wind Wind Temperat NO 2 TSP PM,, Point (ircin Speed u- ') N, TP P, direction (mis) ue(C 2003.3.6 E 0.2 1 0.032 0.33 0.16 2003.3.7 N 1.0 1 0,030 0.25 0.12 (AK9+400) 2003.3.8 NE 0.5 2 0.024 0.19 0.1 2003.3.9 N 0.2 1 0.028 0.23 0.11 2003.3.10 E 0.2 4 0.044 0.26 . 0.13 Yun County Interchange 2003.3.10 E 0.2 4 0.022 0.13 0.06 (AK24+ 100) . 2003.3.6 E 0.2 1 0.021 0.12 0.06 2003.3.7 N 1.0 1 0,013 0.06 0.03 Bamudia t (AK84+700) 2003.3.8 NE 0.5 2 0.013 0.08 0.04 2003.3.9 N 0,2 1 0.01 5 0.09 0.05 2003.3.10 E 0.2 4 0.014 0.07 0.03 2003.3.6 E 0.2 1 0.036 0.11 0.06 2003.3.7 N 1.0 1 0.018 0.09 0.04 ]Tongyua 2003.3.8 NE 0.5 2 0.013 0.12 0.06 (BK5O+500 210 03, 3. 9 N 0.2 1 0.014 0.10 0.05

______2003.3.10 E 0.2 4 0.012 0.13 0.06 Source: Shiyan Environment Monitoring Station

3.4.3.2 Assessnment of Baseline Air Quality In comparison with the requirement specified in the technical guideline, the compliance rate of standard has been determined by EA team. Table 3.4-14 below gives the information of compliance rate of standard. Table 3.4-14 Standard Compliance Rate 3 Monitoring Item Concentration (mg/m ) Standard Excess Rate (%)

NO2 0.01 2-0.044 0 TSP 0.06- ~0.33 6.7 PM,, 0.03 - 0.16 6.7 Source: Shiyan Environment Monitoring Station. The monitoring time is March 6-10, 2003.

It can be seen from the above table that NO2 falls into Class II standard while TSP and PM1 o slightly exceeding standard. The major air pollution souL-ce is the vehicle running on the road.

In general, the air quality in the project area is good although TSP and PM1 o slightly exceed the standard.

Second Navigation Survey and Design Institute, the Ministry of Communicatioin 47 FlvumnmetalimpactAssessrnentFor ShliyntoManchuanguan Setdon of`Yin,vu Inte-omvincial HighwvayRoject

Chapter 4 Analysis of Environmental Impact

4.1 Identification of Impact

Table 4.1-1 summarizes the description of potential environmental impacts.

Table 4.1-1 Identification of Environmental Impacts Type of impact_ Degree of impact Significant

Affecting activity Impact - > > ~ ~ ~ ~ ~

l site location damage to hydrology Reduce flood discharge 4 I/ _ capacity Relocation of people Interruption to people . _ 4 land use Economic loss (benefit) I I/ damage to aesthetics Loss of aesthetics and _ _ tourism attraction damage to land eco-system Loss of forest and wild _4 _ lives land resource Loss of land resource J 4 >! 2. impact in construction Excavation and refilling Damage to eco-system, _ _ _ induce flood safety accident Jeopardize workers 4 4 Epidemics Jeopardize workers and 4 4 residents Pollution by worker's camp Damage to environment 4 4 4 and cause illness leakage of toxic material Jeopardize residents 4 4 4 air pollutants emission Jeopardize residents 4 4 4 Noise Jeopardize residents J - 4 Interruption of utilities Damage to utilities V 4 4 - Interruption to traffic Loss of time and fuel to 4 _ _ road users 3, Impact in operation Noise Jeopardize residents 4 4 air pollution Jeopardize residents 4 _ _ soil erosion Jeopardize eco-system 4 4 4 and flood control road run-off Jeopardize flood control I/ _ / Leaks oftoxic (accident) Jeopardize residents 4 4 4 traffic congestion at toll Loss of time and fuel and air J I _ stations Pollution _ _ _

Domestic wastewater Pollution of water_ - -

Second Navigation Survey and Design Institute, the Ministry of Communication 48 EnvirnmallmnpactAssessimentFor ShiyantoMarchuariguan Section ofYirXwu biter-Piovincial Hig-vvayProject

Table 4.1-2 presents the matrix for environmental impacts analysis.

Table 4.1-2 Matrix for Environmental Impacts Environmental Components Physical Environment Biological Social Environment Environment Project Stage

bs osed road v I /O 1v V / 1 . / A_ Labor-source O Labor-residence______v_____/v_ _Labor-service______1__v__/v_ Site clearance_ /_J_/__ _/V__v______1

FL~~* wast St - - -0 --

S p o i l d tep os i t_____/____X_d_o TrLaborspource 0I/ oimnptr acion

4. Diecerainge7sessmnroad-nirnenmpc 7 7 47

osedroann

Laborreidenceri

uha reCtil,ecvto n SoehmnatvtisdrnChLabour-servce duin onstructioncosrcincnustteotndlct7aac pae ewe tblzn 421SoitErso

4.2.1piCotubncduigoistruction dsepsit of Soi Environm7a pe h fe deictebaa7e bew7isaiiil

siteAayi o ol rso

facte:sSeconstrucigtion suchans SuvyadDeinIsiuethMiisr sigretiantion,pandctherblal, meaek no oCol-uicio dsitniiantiize,pact as runeaing uwatertai4

Secound ravisaiong woulde adDestroysttueveeaionisythe cover Cocausigsiort-er da49gonaua EvintalIrienptAssessmentFor ShiyantoMarchuanguan Section ofYwu InWa-Pcivxincial H1gWahYPTtject

The project will pass through an area with complicated topographical pattern, concentrated rainfall and poor geological condition, construction activity, sUtch as hill cutting, borrow and other actions which intend to destabilize the soil structure, will cause soil erosion. The problems are likely to arise where:

1) Water flows are more concentrated than before the existence of the road project; 2) The road crosses watercourses; 3) Cut or fill slopes are steeper than previous natural slopes; 4) Cleared areas are left unplalnted; and 5) Excessive stockpile of spoil.

According to historical analysis information, soil erosion is attributed to running water in the project area. The season most likely to trigger soil erosion is July-Sept.

4.2.1.2 Projection Horizon

According to the feasibility study report, the construction period is 4 years, fiom 2004 to 2008. When natural conditions are modified by the construction of a road, it marks the start of a race between the appearance of soil erosion and the growth of vegetation. After the road construction is completed, the growth of grass or tree will take two or tree years respectively to effectively armor the ground from soil erosion. It is therefore estimated that the projection horizon of soil erosion is 7 years.

4.2.1.3 Land Occupation

The project requires a total land area of 774.7 ha., including 660.28 ha. to be permanently occupied and 114.45 ha. to be temporarily occupied.

21 spoil deposit sites, conistruction sites and access roads are determined by the design team with areas of 38.45 ha., 48ha and 28 ha. Respectively, most of which are hilly land, dry land and wood land.

Table 4.2.1-1 summarizes the information about land occupation by the project.

50 Second Navigation Survey and Design Institute, the Ministry of Communicatiotn EFnvironmriental IJmtAssessirTelntFoi Sliyan toManchuanguan SeioI ofnYiu Inter-Prvincial HiiwayProject

Table 4.2.1-ISummary of Land Occupation

LonidOccupation Adrninistr Type of Land Occuipationi Paddy Vegetabi Waste ative Area Fild ty Lani ad Poni ad Wood Lanid Sub-total Field e Laud Land Project Permanent road 0.00 15.79 1.27 1.90 74.02 30.83 123.82 Tunnel 1.87 0.78 2.65 Sub-total 0.00 15.79 1.27 1.90 75.89 31.61 126.47 Deposit Shiyan site 0.87 5.67 1.01 7.55 sCi,ytyn Access Temporary road 0.63 4.87 5.50 Temporary Constructi on site 2.30 7.12 9.42 Sub-total 0.00 3.80 0.00 0.00 17.66 1.01 22.47 Total 0 0.00 19.59 1.27 1.90 93.55 32.62 Project Permanent road 1.22 15.94 0.85 0.65 99.05 47.87 165.57 Tunnel 2.75 1.33 4.08 Sub-total 1.22 15.94 0.85 0.65 101.80 49.20 169.65 Deposit Yun site 1.02 6.50 1.10 8.62 County Access Temporary road 1.86 4.42 6.28 Constructi on site 2.83 7.94 10.77 .______Sub-total 0.00 5.71 0.00 0.00 18.86 1.10 25.67 Total 1.20 1.22 21.65 0.85 0.65 120.66 50.30 Proj ect road 6.86 64.87 3.13 1.71 172.14 96.70 345.41 Tunnel 12.10 6.64 18.74 Sub-total 6.86 64.87 3.13 1.71 184.24 103,34 364.15 Deposit Yunxi site 15.96 6.32 22.28 County Access Temporary road 3.87 12.35 16.22 Constructi on site 9.20 18.61 27.81 Sub-total 0.00 13.07 0.00 0,00 46.92 6.32 66.31 Total 6.86 77.94 3.13 1.71 231.16 109.66 430.46

Grand Total 8.08 119.19 5.25 4.25 445.37 192.58 774.74 Source: Feasibility Study Data, November 2003

4.2.1.4 Balance of Earth Work

Under the alternative K, the total amount of excavation work is 17,216 thousand m3, the backfill work is 15,480 thousand m3 and the excess spoil is 3830 thousanid m' accountinig for 24.09% of the excavation work.

4.2.1.5 Baseline Condition of Soil Erosion

Second Navigation Survey and Design Institute, the Ministry of Communicationi 51 Envionmet1hripantAssessnentFor S ntoa lAlLanguan Secton ofYinwu lntei-.Ptvincial lligivayProject

The project will occupy an area of 774.47 ha., with 345.87 ha. being classified as slight soil erosion area, 160.28 ha. as minor erosion area, 120.12 ha. as medium erosion area, 146.85 ha. as strong erosion area and 1.35 ha. as significant erosion area.

Based on the Technical Specificationsfor Soil Conse7rvation and the empirical information from Danjiangkou Reservoir catchment management, The mode of soil erosion in the 2 project area is estimated to be: 5OOt/km2 i a for slight erosion area, 1500t/km a for minor 2 erosion area, 35OOt/km2 * a for mnedium erosion area, 5000t/lun * a for strong erosion area and 8000t/km2 *a for significant erosion area. Based on these mode figures, the baseline soil loss in the project area can be derived for the scenario of without project. The baseline amount of soil loss is estimated to be 15787.07t/a, the total amount of soil loss for the seven years is 110,500 t.

4.2.1.6 Projection of Soil Erosion

(1) Projection for Construction Phase

(D Projection for disturbed area

Soil structure will be modified by excavation and backfill. In general, the resistance capacity against erosion and shear movement is reduced by such actions. Thle erosion mode will be increased by I or 5 times.

The formula to calculate the soil erosion caused by land disturbance is:

* .soil erosion under the pervious condition, Wo

W = PjF,T =PFT

* soil erosion within the projection horizon, W W P,A,F,T = PAFT

* soil erosion caused by the project, W,

WI' = W - WO

2 Where: P- Soil erosion mode before the project, t/(krn a); A- coefficient for disturbed area; F area of soil erosion, kmi; T-Projection horizon, year.

It is calculated that the soil loss during the construction phase is 76,400 t/a, the total soil loss during the constructioni phase is 305,600 t., and the soil loss caused by the project is 242,500 t. Table 4.2.1-2 summarizes the projection result of soil erosion.

Second Navigation Survey and Design Institute, the Ministry of Communicationi 52 EriviroentalimpctAssessrient For Sliian to Manchualguan Section of Yinwu It-Ptu6ncialHighway Project

Table 4.2.1-2 Projection result for Soil Erosion during Construction Phase Coefficient Annual Total soil loss New soil loss AmnSt Eroion mode Baein o soil loss in in inl rative Item acceler(ated ) t/kM2 -a) erosion (ta) acceleiated construction construiction construction Area erso (a)(Beoio phase (t/a) plhase (t) phase (t) Project road 123.82 2099 2548.82 5 12744.08 50976.31 40781.05 Tunnel 2.65 2067 54.78 1 54.78 219.10 0 Spoil deposit 7.5 2139 349.08 5 1745.42 6981,70 5585.36 Shiyan site .____ City Access road 5.50 2067 15.92 4 63.66 254.65 190.99 Construction 9.42 2067 30.38 3 91.15 364.62 243.08 site Sub-total 148.94 2102.48 2998.98 - 14699.10 58796.39 46800.48 Project road 165.57 1860 3020.45 5 15102.27 60409.08 48327.26 Tunnel 4.08 1874 76.46 1 76.46 305.84 0 Spoil deposit 8.62 1874 590.68 5 2953.42 11813.70 9450.96 Yun site County Access road 6.28 1874 23.80 4 95.20 380.80 285.60 Construction 10.77 1874 35.42 3 106.26 425.02 283.35 site Sub-total 195.32 1862.70 3746.82 - 18333.61 73334.43 58347.17 Project road 345.41 2094 7089.03 5 35445.14 141780.55 113424.44 Tunnel 18.74 2119 397.10 I 397.10 1588.40 0 Spoil deposit 22.28 2119 1404.69 5 7023.43 28093.70 22474.96 Yunxi site County Access road 16.22 2119 61.03 4 244.11 976.44 732.33 Construction 27.81 2119 89.63 3 268.90 1075.60 717.07 site Sub-total 430.46 2099.35 9041.47 _ 43378.67 173514.70 137348.80 Total 774.47 774.74 15787.27 - 76411.38 305645.51 242496.44

( Projection against Soil Erosion at Spoil Deposit Site Comparative Analysis method is applied to estimate the soil loss at the spoil deposit site. It is estimated that the total soil loss at the deposit site is 2.0223 million t under the alternative K.

(2) Projection for Soil Erosion during Operation Phase

During the operation phase of the road project, soil erosion will be eliminated on the paved ground. In addition, with the growth of vegetation cover, the soil erosion will be reduced year by year. According to the study report produced by the National Science Academy, the effect of vegetation cover for soil conservation for different period of time is summarized in Table 4.2.1-3 below.

Table 4.2.1-3 Effect of Vegetation Cover Item First year Second year Third year Year afterwards Coverage rate of 10-40 20-60 40-90 >60->90 vegetation (%) Reduction rate of 20-55 40-80 60-98 80-l 00 soil erosion (%)

Second Navigation Survey and Design Institute, the Ministry of Communication 53 Fvionnv mpactAssessmenit For Shliynto ManchuagLuan Section ofYiniwu Inlte-Provincial Highway Projet

Based on the actual condition of the project area, the reduction rate of soil erosion is deternined to be 40%, 60% and 80% for the first year, second year and third year respectively. Therefore the total soil loss during the first three years of operation phase is 46,100 t.

The total amount of soil loss during the projection horizon is estimated to be 2.3741 million t under the alternative A, equivalent to 22,400 t per km. Table 4.2.1-4 presents the projection result of soil erosion throughout the seven years.

Table 4.2.1-4 Projection result of Soil Erosion No. Stage Item Quantity 1 Projection horizon Area of disturbed land 774.47ha. 2 Projection horizon Baseline data 110,500 t Max. erosion mode 10695t/km2 * a Land occupied by the Average erosion mode 9866.28t/km2 * a road Annual soil loss 76,400 t 3 Construction phase Total loss of soil 305,600 t New soil loss 242,500 t Land occupied by Total soil loss 2.0223 miltion t deposit site 4 Initial period of Total soil loss 46,100 t operation 5 Projection horizon Total soil loss 2.3741 million t

It is anticipated that during the first 3 - 5 years of operation, soil erosion will be reduced to the previous status of the road construction, and it will be eliminated afterwards. Therefore soil erosion will only present a short-term problem in constructionl phase, the road construction will finally reduce the soil erosion in the project area.

4.2.2Analysis of Borrow and Spoil Impact

4.2.2.1 Borrow pit and spoil will cause environmental impact only in construction phase.

Although balance between borrow and fill has been carefully considered by design team, 4147 thousand m3 spoil will be produced (including 3% eartlh and 97% rock). According to the Preliminary Design, 21 spoil deposit sites are proposed.

The Project will need 1309.49 thousand m3 earthwork from borrow pits, therefore five borrow pits are proposed.

In the principle of "availability of earth work, feasibility of transportationi and protection of eco-environment", the EA team has conducted a thorouglh site sLurvey to identify suitable sites for spoil stockpiling. As a result, 21 deposit sites and 5 borrow pits have been screened out for this project in the Preliminary Design. Table 4.2.2-1 and Table 4.2.2-2 summarize the information of these proposed sites.

Second Navigation Survey and Design Institute, the Ministry of Communication 54 EnvxtinAmeit AssessimietFo SHiyantoMarchuanguan Section ofYinwulntetr-Prnvincia] lighxvayPnject

Table 4.2.2-lSummary of Deposit Sites Ref. Of Pile Distance from Road Capacity No. Location and (k m3) Description of the Ste No. _Location_and_Ref._Of_Pile (kmn) 233.290 Hilly area I Lijiayuan K2+550 0.2 Hilly area 2 Maoping Village K8+150 0.3 235.865 Hilly area 3 Maoping Village K]4+800 0.3 99.539 Hilly area 4 Maoping Village A2K] 6+100 0.2 142.101 Hilly area 5 Maoping Village A2K17+900 0.2 140.542 Hilly area 6 Maoping Village A2K20+100 0.2 100.725 Subtotal of Shiyan urban area 952.062 Hilly area 7 Hejiagou Village K26+250 0.3 77.018 Hilly area 8 Xiangzikou Village K33+300 0.3 270.521 Hilly area 9 Weijiapu Village K35+400 0.3 243.917 11illy area 10 Xiangzikou Village 0.2 99.920 l X z u a.5iA4K37+700 Hilly area 11 Xiangzikou Village 0.3 23.554 A4K39+400 Hilly area 12 Xiangzik-ou Village 0.3 23.003 ______A4K39+401 _ _ _ Subtotal of Yun County 737.933 Hilly area 13 Jianliupu K45+000 0.3 262.874 Hilly area 14 Lucigou K55+500 0.2 313.948 Hilly area 15 Shitizi K586+200 0.3 346.573 land, wood land (artificial 16 K61+500 0.3 264.162 Dry ~~~~~~~~~~~~~~~~~~~~~~~~forest) ______~~~~~~~~~~~Dryland, wood land (artificial 17 K82+250 0.1 17T542 . forest) 17 K82+250 0.1 177.542 Dry land 18 K85+1 00 0.05 124.377 0.7 118.838 ~~~~~~~~~~~~Dry'land, wood land (artificial 19K95r+600 19 K95+600 0.7 118.838 forest) 160.352 Dry land, wood land (artificial 20 K98+150 0.25 forest) Dry land 21 K108+250 0.15 219,792 Subtotal of Yunxi County 1988.458 Total 3678.453 .

Source: the Preliminary Design of the Project February 2004.

Table 4.2.2-2 Summary of Borrow Pits of the Site Ref. Of Pile Distance from Road (km) Capacity Desci-iptior No. Location and (k mi) Dry land I K3+000 0.3 4.48 Dry land 2 K20+430 0.2 782.52 Dry land 3 K24+300 2 129.348 Dry land 4 K39+350 0.2 77.578 0.1 373.068 ~~~~~~~~~~~Dr-ylanid,wood land (artificial 5K70+600 5 K70+600 0.1 373.068 forest) / Total / 1366.994

Source: the Preliminary Design of the Proiect February 2004

55 Second Navigation Survey and Design Institute, the Ministry of Communication Secfio of Yinwu Inrnt--vii-rialitghwyProject Envivnnental iActssineritFor ShiaytoManchuangn

volume of the deposit sites is 4.1470 It can be seen from the above table that thie combined 3 737,933 thousand m3 in Yun County million i 3, including 952.062 thousand m in Shiyan, 3 can meet the deposit requirements of the and 245,704 thousand in in Yunxi County, which a consistency with the topograplhical Project, the distribution of the volume shows characteristics of the project area.

3 m3 of the total abandoned soil will be applied A total of 151 thousand m of the 4.147 million to fill for creating land and to resume farmland.

by construction of major tunnels. Table 4.2.2-3 summarizes the spoil to be produced

and Large Tunnel Table 4.2.2-2Summary of Spoil produced by Super of Haulage Ref. of Ref. of exit Ref. of pile Ref. of Pile Namc of Tunnel Length No. adjacent deposit distance (in) entrance pile pile site (kin) 1540 A4K37+700 (1I) A4K39+28 0.060.3 A4K37+740 A4 AK39+401 I A4K38+510 Gongjiaya Tunnel 1596

(I') K45+000 0.613 - Tunniel 1014 K44+213 K45+613 2 K44+913 Jiebeiguian (r)I . 0.787 1(0r5)5

0.05 - 1400 K54+493 K1555507 K55+500 3 K55+000 Huocheling Tunnel (1) 1.007 1417 - AKIO5 AKIO5+86 K108+250 0.86 4 K94+460 Erdaoya Tunnel 3 120 0 2.39 1.31 - K104+750 K1l06.94 K108+250 5 4.19 K105+845 Yunling Tunnel 2190

to 4.195 krm. It is reckoned that these The haulage distance of spoil ranges from 0.05 km the spoil, but also reduce the sites can not only meet the requirement to accommodate the plan proposed by the design team. potential impact to eco-enivironment compared with

the road will be available either at the The rock material needed by the construction of summarizes the initial information for adjacent market or construction site. Table 4.2.2-4 construction material source.

Sources Table 4.2.2-4 Summary of Construction Material Distance from Road Description No Material Locatioil Ref. Of Pile (km)i is a hill with the rock as basalt, .ingsliaii The material source route is from Jingshan, Jingmen, Xiangfan, Jingsar K9+400 434 0 transport I Macadam Shiyan to Yun County with total length of 434.0km. Quarry and The material source is a hill with the rock as diabase Macadam, a large soil coverage thickness of 0.5m to 1.0m, having 2 slabstone haobeigo, surface course is paved. 3 exploitation surface, stone chip & block Maoian K9+400 District Stonle 56 Ministry of Commi-uniication Second Navigation Survey anid Designi Institute, the Eiviomntial impactAssessrentt For Shlan to Manchuamiguarn Section ofYiiwu intie-PIovincial HighwayPmject

Macadam, Team No 1, The material source is a hill with the rock as sandstone and slabstone Tongshuigou, K410 35 soil coverage thickness of .Orn to ].5m, without an &block Zhangwva K1 exploitation surface, a 0.3km earth road with stone chip stone District surface course is required. Macadam, The material source is a hill with the rock as sandstone and slabstone Shuangrcalgo soil coverage thickness of l.Om to 1.5m, without an & block u, Zhaisgwat II 1+t700 0 7 exploitation surface, a 0.2km earth road with stone chip stolle surface course is required. Macadam, The material source is a hill with the rock as sandstone and slabstone FTeam No.4. soil coverage thickness of ] .Om to I ,5m. with an 5 & Feghosoggo K14+200 2.5 exploitation surface, a 0.2km earth road with stone chip stone u surface course is required. Middle The material source is a Han River sand, clean sand, 6Mandfidde Haniiazhou K20+750 16.5 having3 three sand dredge equipment with daily capacity of 6 and fine Hanjiczlou K20+750 16.S 4000m , a 0.2km earth road with stone chip surface course sand is required. Middle The material source is a Han River sand, clean sand, and Mingu K070, having odd exploitation surlaces, and a lot of gravels, 7 coarse Qingq 20750 32.4 4.0km earth road foundation needs to pave stone chip sand Township surface course, a 0.5km earth road-is required. The material source is a hill with the rock as sandstone and Macadam, MucliaiiggoLi, soil coverage thiclcness of 0.51.5lm, an about lkm earth 8 chips Chenggilanl K27+640 25 0 road shall be widened by 1.5mand paved with stone chip Townslip surface course. Macadam, . . The material source is a hill witlh the rock as diabase and 9 stabstone Xaiko, K32+450 3.0 soil coverage thickness of 0.5-1.0m, an about 3km earth & block Toq road shall be widened by 4.0m and paved with stone chip Stolle Township surface course, a 0.2km earth road is required. Macadamll, The material source is a hill with the rock as sandstone and slabstone Quyualhe, soil coverage thickness of 0.5-1.5m, without exploitation 10 & block Qingqu K41+800 2 0 surface, a 0.2km earth road shall be built and paved with _stone Towinslhip stone chip surface course. Middle The material source is a Han River sand, clean sand, and having three sand dredge equipment witlt daily capacity of 3 coarse Hajiao l24+300 13.0 400Cm , a 0.2kim earth road with stone chip surface course sand is required Middle The material source is a Han River sand, clean sand. and Mittlosi, having tlhee sand dredge equipmet, 4.0kmn earth road 12 and Qii)gqi K39+1001 14 0 foundation needs to pave stone chip surface course, a 0.5km eartlh road witlh stone chip surface course is sand Townislhii) required. 13 Steel & Sliiyani, Yiin K9+600 24.6 cement County Macadam, Stonae material is offwhite donomiiitic limestone in blocky slabstone Team No. 10, K5+740 7 texture, hard, suitable for road base and sub-base and & biock Huoclhelinig structures. It is transported via access road, Liangyun road stone to the start point of the alignnent. Stone material is basalt, supplying macadam for surface MacadamJingsha, K58+700 395 course of the Beijing-Zhuhai Highway, hard, convenient Counity traffic, it can be transported by trucks and train jointly because of long transport distance. Stone material is diabase, in sage green and blocky texture, Macadam, containing hornblende, feldspar rock, hard. It can be used 16 slabstone Huoclheli"ig K5S+740 10.2 for road surface course, base, structure and supports. & block Village Nobody is exploiting at the yard. A I .2krm long access road stone connects the yard with Yunman road, wlhich needs to be widened. No.16 yard contains less hornbleinde. Stone material is diabase, in sage green and blocky texture, Macadam, containing hornibleinde, feldspar rock, hard. It can be used 17 slabstoiie Huochlelinig K58+740 101 for road surface course, base, structure and supports. &block Village Nobody is exploiting at the yard. A 1. I

V1ilage convenient supply, access to the yard which needs to maintain. i9 Middle Tumiiest K71+500 0.3 It is located at the Tian River bed, Tumnen Village, Tumen

Second Navigation Survey and Design Institute, the Ministry of Communiication 57 Envirinimial phatAssessinmetFor ShyanbtoMnchuanguan Section ofYinlwulinteP-hovincial l-ighwayPioject

and Village Township, as alluvial thick gravel entrained sand. The sand coarse is quartz sand with a certain amount of mud, usable after sand & rinsing; gravel is mainly limestone, broken gravel can be gravel used as road bed and structure. It can be exploited along the river near the alignment, currently nobody exploits, just some villagers excavate oddly. Truckcs can go on the riverbed and access to the road. nearby. Macadam, Stone material is metamorphic limestone, in turquoise and slabstone Team No 3 blocky texture and thick layer and hard, it can be used as &block LVugoapig lt7_+650 3 road base, structure and support. Nobody exploits and a Stolle Vilage road access to the yard, a temporary bridge is required. Stone material is diorite, in sage green and blocky texture, containing hornblende, feldspar rock, hard. It can be used Macadabt, Team NoA4, for road surface course, base, structure and supports.

21 s& block Tangjiapioig K73+700 13 Nobody is exploiting at the yard. Tuma Road passes Viliage through the yard, with convenient traffic condition, 300m stone of which needs to be widened and a temporary tunnel is required. Stone material is metamorphic limestone, in viridescene MSlabstone Team No,5, and blocky texture and thick layer and ibard, it can be used 22 slbstoc Shangxiaiigko K85+900 I as road base, structure and support. Nobody exploits and a a Village Ikm road access to the yard, which is required to maintain stOiSe and widen. Stone material is metamorphic limestone, in viridescene Team No 4, and blocky texture and thick layer and hard. it can be used 23 Slabstone HuacgyainpV K91900 2 for masonry. Nobocly exploits and a 2km road access to the village yard, which is required to maintain and widen. Stone material is metamorphic limestone, in viridescene Macadamn, Team No I, and blocky texture and thick layer and hard, it can be used

24 sa&block Cangfaiig 190+760 4 as road base, structure and support. Nobody exploits and a Village 4km road access to the yard, wAhich is required to build a stoile 20m teinporary bridge. Stone material is limestone, in viridescene and blocky Macadam, texture and moderate and thick layers, containing white Teami No.3, slabstone Huam No 3, quartz belt, and hard, it canl be used as road base, structure & block VllaangyupuK90900 15 and support. Currently the exploitation scale is small stoiie Village without processing machinery, only a single-lane wide

____ access road to the yard, a 1.5km access road is required. Stone material is limestone, in viridescene and blocky Macadam, texture and moderate and thick layers, containing white TeamTslabstone No 2, quartz belt, and hard, it can be used as road base, structure 26block '& Vogjiapig IC92+800 0.8 and support. Cuirrently the exploitatibn scale is small Stolle Vilage without processing machinery, only a 2m wide access road to the yard. Stone material is limestone, in vi-idescene and blocky Macadam, Team No.3, texture and moderate and thick layers, containing white

27 sla&block Jiaochanggia K98+000 0o5 quartz belt, and hard, it can be used as road base, structure a1Village and support. Nobody exploits and a 500m road access is _ stoiie requiired. Macadam, Stone material is limestone, in viridescene and blocky TeamTslabstone No 4, texture and moderate and thick layers, containing whiite & block SVnjiawgelK99+400 0.1 quartz belt, and hard, it can be used as r oad base, structure stone Vllage and support. Stone material is limestone, in viridescene and blocky Macadam, Team No. 2, texture and moderate and thick layers, containinig white 29 Liujiarvaii 0 0.5o.lsoc quartz belt, and hard, it can be used as road base, structure &_ block Villagev 0 and support. A 450m road access connects with Yunman lstoie Road, which is required to maintain and widen.

It can be seen from the above table that the material source is 0.2-3.0 km from the road. The longer ten roads ( 10.1lkm-32.4km) are country roads, it is investigated that basically no sensitive receptors as schools and villages etc. are located within the scope of IOOm on either side of the road, Jingshani quarry is 395krm - 434km away from the alignmiiienit, whicl requires to use the existing nationial road.

Second Navigation Survey and Design Institute, the Ministry of Communication 58 Envinmn mImpactAssessnentFor SliyantoManichuangnn Secton of Yinwu Inter-Provincia] HighwayProject

The top soil will be returned to the original area to minimiize the soil erosion after the material site is closed.

4.2.2.2 Project packaging

Considering the market of highway projects to be constructed in mountainous regions, and in combination with the successful experiences and actuality of highway projects in mountainous regions, Hubei Shiman Highway Construction Headquarters, Hubei Provincial Communications Planning and Design Institute and Zhongjiao No.2 Highway Exploration, Design and Research Institute jointly modified the project packaging from 14 contract packages (including 10 roadbed subprojects and 4 roadbed and road surface subprojects) to 11 separate roadbed contract packages and 3 separate road surface subproject contract packages. The packages adjustment reasons are described as below:

(1) Earthwork allocation has fully been considered to achieve earthwork balanced within the specific road section and to avoid earthwork allocation between road sections and to minimize quantities of borrow and spoil soil. It is designed to have a total spoil soil of about

4.147 million in3 , the excavated volume of the 11 contract packages all can meet their own earthwork requirement. without need to apply earthwork fiom other road section, wihich can minimize the quantities of borrow and spoil soil and impacts on natural ecological environment.

(2) As per the topographical feature of mountainous region, it has been fully considered at road section division to facilitate structure construction and to reserve space as much as possible for prefabrication of bridge upper structures and to avoid the trans-sectional packaging for the same structure.

(3) Quantity of work is controlled for single road section. Because of special topographical conditions of mountainous region, each bridge, superlarge bridge and tunnel is a restricting subproject to control the implementation schedule of the project, at the same time, quantity of these subprojects directly decides the construction and installation costs of the contract packages. At contract package division, we have tried to control the controlling subprojects at a certain small quantity within a contract package.

(4) To sufficiently promote the advantages of professional roadbed and road surface

Second Navigation Survey and Design Institute, the Ministry of Communication. 59 HlghwayProject Elivionentdial pctAssessmentFor ShIpntoManchuliguan SetioiofYilu Inter-Provincial

machinery and construction contractors and to raise the availability of roadbed and road surface surface contract equipment, at this contract package division, we have specially separated road separately packages from roadbed contract packages. Contractors will be selected and finalized too.

estimated that (5) The general project implementation schedule has been considered. It is the project is 30 the implementation time duration of roadbed and structure subprojects of and eftvironment months and that the implementation time duration of road surface, installation the mountainous protection subprojects of the project is 18 months. The project is situated at road surface is regions in northwestern H-ubei, the effective duration of asphalt concrete for power supply estimated as 4 months (July to October 2007), in addition, as per the actual passes through, an capacity of power supply facilities in the regions where the Shiman Highway built -for every asphalt concrete blending building with capacity not less than 240t/h shall be the project, when road section, which can meet the requirement of the general schedule of sections of road surface subprojects are decided. Details of project packaging are shown in Table 4.2.2-4.

Table 4.2.2-4 Recommended Project Packaging Scheme (ICB) No. of Special features borrow Bridge &I Tunnel Location No. Pile Ref. of start and pits Length Earthwork supertarge Interchange end point (kin) bridae 4 (10 Mn') M No. (name) M No. Shiyan East 443 SiUiyanl SME1 KOt+UO4-+I00 2 10.1 271.2 2200 11 Interchanige 43 2 Urban Area Shiyan Interchange 862.5 4 Ditto SME2 KlO4+-IOO-4K2Dfl 2 9.9 259.1 3016 12 Cohanty 1045 4 Yun County SME3 K 2 9.517 298.8 2105 5 Ytn CountyZe 1567 1 Yun County SME4 K28+K38960 3 9.48 188.5 2552 7 Y Intrihge 1379 3 Yun County SME5 K38+-K474970 3 9.007 280.7 1929 6 1664 2 Yun County SME6 K47+970 .K58+-353 2 10.383 266.1 2260 8 Yunxi Interchange 373 2 Yunxi SME7 K58+70a-K71+800 2 12.933 404.4 2235 9 10 Zone 760 3 Yunxi SME8 K71+80X1K81+600 1 9.8 240.6 3293 onTeP 675 2 Yunxi SME9 K81+6-K91+21) 2 9.6 696.4 3327 5 3753 4 Yunxi SMEIO K91+20DK98+250 1 7.05 207.9 2300 7 Interchangi 1173 3 Yunxi SME 1 K98+25D705+58. - 733 155.9 3104 Yiunxi 38.997 SME12 KO+000-I(38+960 Shivan AUria, Yun SME13 K3890-K71+M 32.323 Couynty

Yunxi SME14 K71+8!-4105+58 33.778l 89 13694 30 Total 21 105.099 3269.6 28321

Communication 60 Second Navigation Survey and Design Institute, the Ministry of Fnvuinrner1ta1mcAssessmentFor ShiyantoManichuaniguan Section ofYinwu Inter-PromncialHiglmuyProject

From the above table we can see that the proposed 21 deposit pits of the project are averagely distributed in every road section basically, five long and super long tunnels belong to five road sections separately, excavation and spoil can basically be balanced within a specific road section. As per the land resumption and creation plan (see Table 4.2.6-4), spoil soil will be applied for creating land, which are distributed basically along the entire higlhway, which is instrumental to spoil soil application within the same road section and to avoid energy waste and vehicle tail gas and noise pollution due to long distance earthwork transportation.

4.2.3Analysis of Geological Impact

The project area has a complex geology. The entire stratigraphic record is represented by the Proterozoic and Palaeozoic periods formation. There are extensive exposed rocks. The engineering geological conditioni is good in general.

According to the geological survey result, about 93.05 km section can support the road base without treatment, accounting for 87.0% of the total length of the road; abott 7.55 km section is able to support the road base without special treatment, accounting for 7.1% of the total length of the road; and about 6.36 km section can not support the road base without special treatmenit, accounting for 5.90o of the total length.

The preliminary survey results at the preliminary design stage are as follows:

4.2.3.llmpacts of bad geological conditions at start -K58+685

(1) Sedantary drift bed landslip and landslide at shallow stratum

The whole highway is widely distributed in Wudang group schist stratum, and mainly in sericite quartz schist, sericite albitite and granulite. Their main forming factor is that the rock is vulnerable to weathering because of slick rock bedding-plane and the physical features of the weathered rock are lowered and rock bedding natural obliquity is more steep, mainly at 400 - 780 . Under the action of deadweight force, geological internal st-ess (structure residue stress) and external power (suchl as: earthquake), the rock mass is prone to breaking and inclination or landslip or slippage; or in the drift bed cone formed during long-term sedentary and drift bed, such bad geologic body is at stable state under current natural state, under inducement of water and load etc., loose drift bed is saturated with water and its deadweight is increased, inter-stratum frictional resistance is lowered to cause creeping slippage, landslip or landslide because slick scar with which drift bed cone and underlying bedrock contact is watered. Such bad geologic body is common along the entire highway mostly in cone and sector with not big development scale, normally 50-120m wide, 30-60m high and 1.00-3.00m thick, even 6.00m

Second Navigation Survey and Design Institute, the Ministry of Communicationi 61 Enviornenial ImlathAssessrTentFoi Shlirym toMalChuanlgulan Section ofYinwu Inrte-PDvincial HighwayPhject thick in some local areas. The more concentrated locations where such geologic body is distributed are the road sections of K2+470-K6+550, K10+300-K18+200, 1K32+430- K40+460 and K45+640-K59+120 of Alternative K. It is more understanding too in other options. At detailed exploration stage of road sections with such geologic body, suitable approaches shall be applied to accurately find out buried depth of substratum; during construction, economic and effective measures shall be taken for treatment accordingly. For examples, elimination of sedantary drift bed landslip and landslide at shaliow stratum and building of retaining wall are taken within the roadbed scope, prestressed anchor cable and antislip spud etc. for gliding mass in deep stratums. At bridge location, bridge pile end shall penetrate through such stratum to reach stable bedrock. At tunnel portal, slope protection and elimination measures shall be taken.

(2) Week interlayer in terrane

In the beddings with sericite quartz schist and sericite albitite widely distributed along the whole highway, there are week interlayers in terrane developed with 0.30-0.50m tllickness, even thicker than 1.OOm. Affected by late structure action, most of week interlayers in terrane have become schistosity, cleavage and wrinkle, which have further worsened the geological condition. Because of existence of week interlayers in terrane, rock mass is prone to bedding glide or interlayer glide which will cause uneven settlement and collapse of road after loading or cutting. At design and construction, if thicker week interlayer is met, attentions shall be paid

to take effective countermeasures.

(3) Fracture tectonic zone and fracture zone

The alignment is affected mainly by Yun County and Yunxi fracture at the west of Sheduanya, the Yun County and Yunxi fracture is a large regional fracture tectonic zone to affect the alignment, consisting of a group of several nearly parallel fracture zones, inclined to north east,

at 292° -303°, witlh obliquity of 43-73°, fracture feature is of compresso-shear, specifically speaking, it is of wide extruding fracture zone, normally several dozens meters to several hundreds meters wide. Fracture action is severe at Hejia. The current geological survey results show that such fracture zone is nearly parallel or coincided with the alignment, locally crossed. The engineering mechanical properties of rock mass within fracture zone are poorer, which causes difficult construction for mountainous regions, and requires careful handling. There are

Second Navigation Survey aind Design Institute, the Ministry of Communication 62 EnviToeil lmpactAssessmTent For SliyantoManchuanguan Saton ofYinwL inter-Prvincial HigwayProject several smaller secondary fractures parallel or crossed with the alignment within the alignment corridor, the fracture zone is of smashed rock, some in broken stone or lump and inordinate stratiform, locally in overhead state. For example, K15+980-K16+180 of Alternative K is a ductile shear belt, obliquely crossed with the alignment, about 200mn wide, several kilometers long. The lithology is sericite albitite schist, rock within fracture zone has become schistosity and cleavage, with small local drapes of rock sausage and hook, occasionally qualtz lens can be seen, and terrane surface has been rotten and sludged with scrapes. A normal fault perpendicularly crosses at K42+830 of Alternative K, an about lOOm long fracture zone can be seen with 20-30m wide. Schistosity and cleavage are developed and rock broken. Because of extended zone at both sides covered with Quaternary sediment, its scale can not be correctly judged. From broken rock shape and scrape of fractLre zone, it is predicated as extruding normal fault, inclined to about 1250 with obliquity of 75°. The area of 20200m at the right side (N'-NNE) of K48+300-K50+360 is speculated as a fracture with a width of about 1025m. The rock is sericite quartz albitite, broken roclk and inordinate stratiform, with wrinkled phenomena, faultage is inclined to 2180 with obliquity of 680. A 60-220m wide sericite albitite schist extends along the alignment between K54--400-K55+700, the rock is broken within fracture zone, part of the rock has become fault breccia, rotten and cleaved, in inordinate stratiform, with sloping waves and small wrinkles, this fracture is a compresso-shear reversed fault, hanging wall is obliquely inclined to northwest, fracture surface is poorly exposed with ground fall, this area is just the region where the H1-uocheling Tunnel passes through. At detailed exploration stage, effective methods as drilling etc. shall be taken to find out the depth of fracture zone. At design stage, the safety thickness of carrier plate of tunnel hole shall be specially considered. At K33+310 of Option A3, a just lOim wide small faultage obliquely crosses witlh the alignment is found with tectonic breccia in round shape, accompanied with scrapes and rotting, from the scrapes and breaking shape, it is concluded as a small reserved fault, inclined to 3400 with obliquity of 760. At 1(35+095 of Option A3, an about 200m long l.On wide fracture zone obliquely crosses with the alignment is found with broken rock and tectonic breccia in secondary edge angle shape, scrape and rotten rock can be seen at the fracture, and there are more quartz lumps, it is concluded as a small normal fault, inclined to 60° with obliquity of 760. All the above-mentioned several fracture zones are not totally new active ones, which will not cause severe impacts on the alignment. But some fracture zones are wider and their depths are subject to further investigation. Therefore larger fracture zones with impacts on the alignment will be further surveyed to find out their depths and affecting ranges at the detailed exploration stage.

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(4) Unstable slopes

The proposed project area belongs to mountainous region with high elevation in northwest and low elevation in southeast, high mountains and steep slopes and many ditches and gullies. The alignment is mostly designed along mountainside, the landform within the alignment corridor is mountainous with steep slopes, obliquity at 40.70°. After excavation and slope cutting, it may damage the natural balance state of the slope and cause the slope unstable. Unstable slope issue may represent mainly in landslip and rockslide. Landslip happens in hard rock area, stratification and cleavage are the main structural surfaces of rock mass. At local section, slope excavation will cause cuniform rock block, rock mass landslip and fall due to cleavage cranny impact. While rockslide happens in soft rock area and week interlayer rock, under action of load and different external stresses, rock mass is prone to slide along week layer. The alignment K and the alternative B basically extend along terrane direction, excavatable slope direction is the same or reverse with terrane inclination. Because of steep terrane obliquity, when the slope to be excavated has the same obliquity with that of terrane, the natural obliquity of terrane is used as slope excavation angle. Local cutting depth and width are larger, such as: sections with more complete rock masses, anchor rod fixture measure can be taken for protection; When the slope to be excavated has the reverse obliquity with that of terrane, a slope shall be lowered as per applicable standard to assure the excavated slope stable. Safety platform (cascade platform) slope protection shall be designed for deeper roadcut section.

According to the distribution relation among stratum attitude, aspect of slope, and alignment routing, selection of corridors of Altemative K and comparative alignment (Options A 1, A2, A3 and A4) are mostly reasonable. Most of the inclinations of stratum at the sections where the alignment cut slopes pass through are reversed with sloping surfaces, the reverse stratum slope formed after cutting has good stability. But near local fracture zone, the alignment extends basically parallel with direction of stratum, and the fracture zone is much exposed near the alignment or just in the alignment. Due to rock broken, it is prone to cave-in collapse and slide after cutting.

The stratums at the section where cut slope passes by mostly incline to highwall reversely, the reverse side slope forned after slope cut has good stability. But at local fiacture zone, the alignment extends basically parallel with the strike of stratum, the fracture zone is more

. 64 Second.Navigation Survey and Design Institute, the Ministry of Communication EnviiommnlaImnpactAssssirenttFor SlintoMandxLoanguan Section ofYinwu Inter-Psovinicial HighwayPTrject

exposed near the alignment or the alignment just goes on the fracture zone. Because the rock on the fracture zone is more broken, which is prone to collapse or fall after slope cut. Therefore side slope protection measures must be taken according to the actual situations after slope cut. The laying, anchoring, blocking and draining work shall be well done at the section with new artificial bedding side slopes formed after slope cut.

In addition, Cretaceous gravel entrained sandstone and sand entrained gravel are exposed at the sections of K24+450-K27+300, K47+000-K48+700 and K57+700-K59+100 of Alternative K and K24+700-K25+400 and K28+500-K30+200 of Section A3. Because rock diagenesis is poorer, and the thickness is between 1.0-3.0m, and it is unconformable with the underlying sericite quartz albitite schist or sericite quartz schist of Wudang Group, distributed on surface and top of slope. Especially at the Henglu Bridge location of Section A3, Cretaceous sand entrained gravel is widely distributed and the underlying bedrock is oddly exposed and the slope is steeper within the scope of the design alignment. At slope cutting, it may cause Cretaceous Pliocene and Tertiary strata to slide or fall along the underlying basal surface, and

cause side slope to lose its original stability state. After slope cutting, effective protection measures shall be taken for the newly formed artificial side slopes.

(5) Uneven settlement of roadbed

Local sections of the alignment will be built on the Quaternary overlying stratum with different

filling depths, in which the Quaternary incompact deposits of different thickness are deposited, mainly as sandy soil or subclay, including more breccia or broken pieces, the surface layer is mainly of small gulley deposits, under load and power action, it may place a premiiium on uneven settlement of roadbed with uneven sandy soil and subc]ay. At the sections with thicker week interlayer, attentions slhall also be paid on uneven settlement of roadbed to be caused after slope cutting or under load action.

In addition, drainage measures shall be taken for the sections with water stream flowing through so as to prevent from adverse impacts on the highway.

4.2.3.2 Impacts of bad geological condition at K58+685-Terminal

(1) Low-relief terrain of lhard and semi-hard metamorphic roclk

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It is distributed mainly at K58+700-K62+600, K64+000-K66+000, K68+320-K89+200, BIK60+200-B1K62+520 and B3K85+202.058-B3K89+000, the exposed stratum is of Sericite schist and leucogranulitite of Proterozoic Wudang Group and Chlorite albitite schist of Sinian Zly, the main geological disaster is landslide at K69+820--K70+035, K70+260, BIK61+600 and BIK61+700, belonging to small shallow landslide, the engineering measures are easy to take, mainly as anti-slide retaining wall.

The exposed stratum at the section between start and K71+050 is mainly of Sericite schist and leucogranulitite of Proterozoic Wudang Group, developed with cleavage and fracture, and with poor connectivity, but it still can be cut or separated into diamond multi-dimensional blocks of different sizes, the rock mass is of low structure strength, roadbed is vulnerable to local fall. The main treatment measures at this section are drainage workc (intercepting ditclh, drain) and retaining wall. General geological conditions of this section are good.

The exposed stratum at the section between K71+050'K89+200 is mainly of albitite epidosite and Chlorite schist and sericite epidosite and Chlorite schist of Sinian Zly, engineering geological rock as stratiform soft rock, developed with cleavage and fracture, and with good connectivity, especially at K80-K89, entrained with a great deal of metamorphic intrulded rock (diabase and gabbro), its joint plane is flat and smnooth with good connectivity, the feature of clay entrained with surface seepage water filling on this joint plane will outstandingly lower friction factor between structural planes, and the stratum strike is nearly parallel with the alignment. When structural plane is consistent with slope surface and the obliquity is smaller than slope angle, it is very vulnerable to landslide. Such landslide has not strain creepage stage, belonging to intense high speed landslide, seriously threaten the stability of roadbed side slopes. The main treatment measures at this section are anchorage methods (prestressed anchor wire and anchor rod), togetlher witlh surface water intercepting and drainage work. General geological conditions of this section are so-so.

(2) Moderate-relief terrain of hard and semi-hard carbonate roclks

Moderate-relief terrain of hard and semi-hard carbonate rocks is distributed mainly at K89+200-K100+100, B3K89+000-B3K90+796.379 and the whole Section B4, the exposed stratum is composed mainly of thick-bedded dolomite, moderate and thick bedded limestone

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entrained with phyllite, silicalite and macker from Sinian to Cambrian system, this section is cut relatively deeper with steep slope and valley in V-type state. The stratum attitude is extremely steep (normally bigger than 500), surface water infiltration rate is faster, karst relief on the earth surface is not developed. The main geological disasters are landslide, karst and local landslip, for example, section at K91+050-K91+150. Because carbonate of this section is mainly of dolomite with poor solubility, the karst along the section is not developed. A larger solution cavity-Huanglongdong is developed 20mn at the right side of K89+800, the cavity is 6-7m high and 30-40m wide, and it is the outfall of an underground river, a bridge is designed to cross over the outfall. At the next stage, it is necessary to furtlher find out the direction and scale of this underground river. The general geological conditions of this section are good.

(3) Low-relief terrain of semi-hard and soft metamorphite

Low-relief terrain of semi-hard and soft metamorphite is distributed mainly at K]00+100- K107+300, the landform of this section is relatively cut deeper with steeper slope and valley section in "U"-type shape, the exposed stratum is composed mainly of sandy and carbonaceous phyllites from Ordovician to Silurian System, locally thin-layer limestone entrained. Tlle stratum at the exit of Yunling Tunnel is of Devonian limestone, belonging to semi-hard rock. The main geological disaster is landslide, distributed mainly at three sections of lK103+700- K103+800, K103+930-Kl 04+110 and K104+950-K105+110, belonging to shallow landslide. Because phyllite is very easily softened under soaked condition, whichi will lower the friction factor and anti-slide force between upper and down terranes on structural plane, thus triggering geological disaster. The main engineering measures are preventive, such as: moderating excavation slope angle, building water intercepting ditch to avoid ground water from infiltration etc., the countermeasures of cutting and load reduction and retaining wall shall be taken for the occurred landslides. The sections with bridges and tunnels is of good geological conditions, under the conditions of reducing damages on environment, normally the foundation shall be expanded, the supporting course shall be placed on stable terrane. Through geological survey and mapping, geophysical prospecting and drilling etc., category and geological stiucture of wall rock of tunnel lhave been surveyed in detail. The stratum of tLunnel area is mainly of limestone and phyllite, belonging to Category II -IV wall rock, structural crevice water in rock is not developed very seriously, but Yun County and Yunxi Fracture Zone has serious impacts on Erdaoya Tunnel and Yunling Tunnel, local wall rock inside tunnel has a larger fracture range, after excavation, collapse phenomenon may exist. Therefore at the next stage, it is necessary to

Second Navigation Survey and Design Institute, the Ministry of Communication 67 ivirormiental mrpactAssessment For ShiyantoManchuanguan Section ofYinwu Intei-Provin-cial HighwayProjedt further find out the specific situation and to well support wall rock mass during tunnel construction. The general geological conditions of this section are complicated.

(4) Hilly land of soft fragmentary rock

Hilly land of soft fragmentary rock is distributed mainly at the sections of K62+60Q-) K64+000,K66+000-K68+320,B1K62+520-B1K63+120 and the whole Section B2. The exposed stratum exposes mainly sandstone and gravel entrained sandstone of Cretaceous System (K2p) among which silty mudstone is prone to weathering. Thle general geological conditions of this section are good.

4.2.4Analysis of Impact on Vegetation

(1) Construction Phase

The bio-mall of arbor trees to be destroyed by thie constructioni of the road is 3789.71 m3, accounting for 0.13 1% of the total of the project area.

The bio-mall of underbrush and grass to be destroyed by the constructioll of the road is 7.14x 105 kg, accounting for 0.067% of the total of the project area.

The project will occupy 109.09 ha. cultivated land. The total bio-mass loss is 1.787x 106kg.

The loss of crops is inevitable on the cultivated land to be occupied. Most of the bio-mass loss occurs on the cultivated land. However the bio-mass loss of crop only takes a small proportion to the total of the project area. Arbor trees will be relocated to other places while a few will be cut down. After the road is built, artificial plants will dominate the project area. Additionally, land restoration or compensationi measures will be carried out. It is therefore certain that the impact on the vegetation will be reduced to acceptable level.

Extensive planting is recommended for cleared ground to compensate the lost bio-mass of vegetation. The vegetation coverage rate will be improved three or five years after the road is built.

As the artificial eco-system dominates the project area, particularly at the roadside area, loss of bio-mass due to the construction of the road will not cause significant impact on the eco-environment.

(2) Operation Phase

The road will be enclosed after it is built. Disappearance of human disturbance will encourage the development of mixed flora community. As a resuLlt, small animals and birds will be attracted to this area.

Second Navigation Survey and Design Institute, the Ministry of Communicationi 68 Envinmnenaal lmTpctAssessrient For Slhiyn to Manclhuanguani Section ofYiLwu Inter-Pinvincial HighwayProject

4.2.5Analysis of Impact on Animal

(1) Terrestrial Animal

Presence of the road project will introduce barrier effect on the route of animal activity. Constrained by topographical conditions, a number of bridges, ttunnels and culveits have to be constructed. There are 93 bridges with a combined length of 27,596.7 m, 30 tunniels with a combined length of 13,679 m and 126 culverts. The combined length of these structures, after dedusting the length of river-crossing bridges (about 8.4 kmi), whiclh can be used as accounts for about 32% of the total length of the expressway (105.099 kin). Barr-iered by the enclosed road, especially at the hiilly area witli abundant natural vegetation, the daily activity or migratory route of wild animal will be affected. Four road sections hiave been determined during site survey as the active area of wild animal, these are: ©K37-K40 section, © KS1-1K55 section, (K70-K74 section and (a) K105-K106 section. According to the preliminary design of alternative K, these four sections are to be constructed with bridges or tunnels. However the tunnel will provide a passage for wild animals to cross the separated areas. Though some animals (suclh as: wild pig) have a large activity range, they are quite sensitive to human activities, it is therefore expected that the interruption and barrier to the daily activity of wild animal is limited and would not clhange the mzigratory or activity route of the wild animal.

(2) Aquatic Life

The road will cross two major rivers, Hanjiang and Tian Rivers, Construction of b-idges onl the two rivers will cause disturbance to the water quality.

The width at the section on Tian River is 100 m. The Tianhle Bridge will adopt continuous beam casting structure with the span-arch 50+2 X 80+50 mi, implying that only the central pier will stand in water. The diameter of cofferdam is 28 m, less than 30% of the river section width.

The width at the section on Han River is 500 m. Tile Hanjiang Bridge will adopt continuous pre-stress T beam structure with the span-archl I X 300+110+2 X 190+110+6 X 30 i, implying that only three central piers will stand in water. The diameter of eaclh cofferdam is 30 m, the combined diameter of the three cofferdam is 90 m, accounting for 18% of the river section width.

Construction of bridge will not only reduce the area of river cross-section, but will affect the aquatic animal. However the disturbing effect to water quLality will only last for one year and will disappear after the bridge piers are built. Additionally the river course area occupied by the bridge is relatively small. There are still enough river course areas (70%-82% of the original one) for passage of aquatic animals. For instance, Hanjiang Bridge 2 will occupy 2120 rn on Han River, only accounting for 0.0037% of the river course

Second Navigation Survey and Design Institute, the Ministry of Communication 69 EnvinnnWal InpactAssessiTentFor ShintoManiduanguan Section ofYinwu Inte-Proincial Highway]P?oject area from Bai River to Shending River. It is therefore reckoned that the activity and habitat of the aquatic animal will not be seriously interrupted by the bridges.

4.2.61ntegrated Analysis of Bio-environment Impact

Based on the baseline data collected and the study method developed by Liu Shan in 1999, the EA team has carried out an integrated analysis of eco-environment impact for the road project.

Multiple factors method is applied to achieve better consistency with the actual eco-erivironment quality. The formula for the integrated ecological index assessmlient is:

P=ZX, ji K,C Where: P - integrated ecological index for target area during the projection horizon; Xi Average of index I; Fi Score of index i under the forecasted condition; Xi * F,-Exponential index of i; K, Modified coefficient for I for adoption of mitigation measures, the value ranges from 1.0 to 0.5; Ci Management factor to i, reflecting the mitigation degree to index i. Based on experience and the operation ability of the mitigation measure the factor can has a wide range.

Table 4.2.6-1 summarizes the result of the integrated analysis.

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Table 4.2.6-1 Integrated Analysis of Eco-environment Impact Degree of Score Fi eco-environment Eco-factor Average Xi Virtually no Minor Mediium Strong Significant quality impact impact impact lmpact Impact Soil 0.05-0.10 Soil erosioni 0.08-0.25 Land 0.10-0.25 occupation

Agricultural 0.02-0 08 Good crop 1.0-1.5 1.5-2.5 2.5-3.5 3.5-4.5 4.5-5 0 Forest and 0 05-0.10 grass Wild animal 0.05-0.15 Aesthetics 0.05-0.20 Air quality 0 02-0.08 Soil 0.05-0.10 Soil erosion 0.10-0.20 Land 0.10-0.20 occupatioli Normal crop 0,05-0.15 1.0-2 0 2.0-3 5 3.5-4.5 4 5-5.0 Forest 0 05-0.25 Wild animal 0.05-0.25 Aesthetics 0.10-0.25 Air quality 0.02-0.08 Soil 0.05-0.08 Soil erosion 0 08-0.30 Land 0.1 0-0.25 occupation Poor crop 0.05-0.10 1.0-2.0 2.0-3.0 3.0-4.0 4.0-5.0 Forest 0 10-0.20 Wild animal 0.10-0.20 Aesthetics 0.05-0.20 Air quality 0.02-0.06

Table 4.2.6-2 presents the criteria for categorization of impact by which the assessment of impact could be carried out in quantitative term.

Table 4.2.6-2 Criteria for Eco-environment Impact Categorization Value P Belowv 0.5 0.5-1.5 1.5-3.0 3.0-4.5 4.5-5.0 Virtuallv Impact no Sianificant degree impact Minor impact Medium impact Strong Impact imact fmpact Impact class I 11 ITI IV V

The project road will pass through the central area of Qin-Ba Mountain which is characterized with highly rolling terrain. The value P is presented in Table 4.2.6-3.

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Table 4.2.6-3 Result of Integrated Analysis of Eco-environment Impact of Shiyan city and Yun and Yunxi counties Baseline Eco-factor xi Fi Xi Fi Ki Ci XiFiKiC Impact Focus quality i degree Soil 0.08 1.0 0.08 1 1 0.08 Soil erosion 0.12 2.5 0.3 0.8 0.9 0.21 Land 0.12 2.0 0.24 0.8 0.9 0.17 I/ occupation II Normal Crop 0.10 1.0 0.1 1 I 0.1

Forest 0.20 2.0 0.4 0.8 0.9 0.29 Wlild 0.18 1.0 0.18 0.8 1 0.14 animnal_. Aesthetics 0.12 1.8 0.21 0.7 I 0.15 Air quality 0.08 1.2 0.09 0.9 1 0.08 . Note: P' is the value of E X,F. reflecting the integrated index without any mitigation measures.

It can be seen from the table that the impact to eco-environment will fall into medium class if without mitigation measures being implemented; and the impact will fall into minor class if the prospective mitigation measures are taken. As Xi * F, indicates the degree of potential impact, the eco-factors with hiigh Xi * Fi value, such as soil erosion, land occupation and forest and grass, should be the focus of mitigation measure.

4.2.7 Impacts of the South Water Diverted to North Project on the Roadbed. (1) South Water Diverted to North Project The middle route of the South Water Diverted to North Project is to divert water of the Han River from the Danjiangklou Reservoir to Beijing. The middle route scheme is planned to heighten the Danjiangkou Dam to make the normal impounded level of the Danjiangkou Reservoir raised by 13m, after the Phase I and Phase 11 of the middle route scheme are totally completed, it can divert 14.5 billion m3 each year to the north. (2) About 2.8km road section of the alignment between K21+700-K24+500 passes by the edge of the flooded area of the South Water Diverted to North Project, considering the impacts of the South Water Diverted to North Project, the road section is located at high elevation and goes along the mountainside at the right side of the flooded area, the side slope foot is controlled in the design to avoid being soaked; bridges shall be built at the section crossing branches of the reservoir area, the minimum design roadbed elevation of this 2.8km section is 15.646m higher than the maximum level of the reservoir, which can assure the safety of the roadbed.

4.2.8 Impacts of River and Road Rerouting

Total length of river and road rerouting is 9407m, including 3240m for 13 rivers and 6167m for

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22 roads. Details are summarized in Table 4.2.8.

Table 4.2.8 River and Road Rerouting Quantity No Item Pile No. Width of roadbed or Length Main protection river bottom (m) (m) work I Road rerouting K4+100-K4+540 2.5 440 2 Road rerouting K7+960-K8+140 4.0 180 3 Road rerouting K9+690'K9+730 5.0 40 4 Road rerouting K20+200'K20+360 2.5 160 5 Road rerouting K25+560-K25+770 3.5 210 6 Road rerouting K27+950-K28+520 2.5 570 7 Road rerouting K33+220-K33+490 3.5 270 8 Road rerouting K42+890-K43+320 3.5 430 9 Road rerouting K43+640-K43+920 3.5 280 10 River rerouting K15+390'K15+810 8.0 420 Bottom pavement I I River rerouting K43-930 4.0 350 Bottom pavement 12 River rerouting K51+700 10.0 310 Bottom pavement 13 River rerouting K53+200 8.0 100 Bottom pavement 14 River rerouting K59+150-K59+350 10 200 ro ken stone filling in crevice and mortar laid slabstone 15 River rerouting K60+220-K60+300 10 80 Ditto 16 River rerouting B2K66+480 - 20 270 Ditto B2K66+740 17 River rerouting K76+950'K77+300 8 350 Ditto 18 River rerouting K79+620'K79+700 28 90 Ditto 19 River rerouting K97+480-K97+430 6 250 Ditto 20 River rerouting K98+100-K98+220 6 120 Ditto 21 River rerouting K102+100-K102+200 8 100 Ditto 22 River rerouting K]04+000-K104+400 10 600 Ditto 23 Road rerouting K64+080-K64+420 3 400 24 Road rerouting K68+760-K68+780 3 70 25 Road rerouting K71+900-K72+060 8.5 220 Concrete facing 26 Road rerouting K76+910-K77+280 8.5 420 Concrete facing 27 Road rerouting K79+252-K79+780 8.5 255 Concrete facing 28 Road rerouting K80+990-K81+180 8.5 215 29 Road rerouting 3BK88--470 - 8.5 345 Concrete facinig 3BK88+620 30 Road rerouting K92+180-K92+260 2.5 145 Concrete facing 31 Road rerouting K96+290-K96+630 8.5 389 Concrete facinig 32 Road rerouting K99+620-K99+790 8.5 177 Concrete facing 33 Road rerouting K99+980-K1001+40 8.5 287 Concrete facing 34 Road rerouting K101+600-K101+700 3.5 250 Concrete facing 35 Road rerouting K103+520-K103+840 8.5 414 Concrete facing Total | 9407

In quantity, the total length of river and road rerouting items is less than 10kkm, only one river to be rerouted is 20m wide, all the other rivers to be rerouted are less than I Oin wide, belonging to local small rivers, the original functions of the rivers and roads will not be affected after rerouting. Generally, the work quantity is smaller, related engineering measures shall be taken for river and road rerouting items, spoil shall be deposited to designated sites not to stagnate rivers.

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4.3 Analysis of Impact on Aquatic Environment

4.3.1Hydrology and Flood Discharge

The project will cross Han River and several of its tributaries, including Du, Jiani, Quyuan, Guixian, Tian and Maiyu rivers. These rivers are typical mountainous rivers with steep gradients, wide river bed and seasonally fluctuate flows.

Jian, Quyuan, Guixian, Tiaii, Hui and Maiyu rivers are not allowed for navigatioll. As the largest tributary to Hian River, Du River can provide Class VI channel for navigatioll.

The project road will cross the sections of Hangjiang and its tributaries that functions for flood discharge purposes. Han River bridge is located upstream of the river where the banks are mostly stable rocks while the river bed is sand, gravel, and some bed rock. As the river gradient at this section is very mild and the flow is slow, sand and silt broulght by the upstream flow are readily settled here.

In view of the flood risk, a higher standard has been applied in design of the bridges (1/300 year flood for the super large bridge and 1/100 year flood for other bridges). Because the bridges will reduce the cross section of the riverbed, they will cause water level to increase at a certain extent. The exact increase may be determined using the following formula:

Az= r ( TAV2 V ) where, ri -coefficient VA-average flow speed under the bridge (m/s) V -cross sectional flow speed (m/s)

Using the estimated data from the bridge site, under the most disadvantageous conditions, the above equation calculated that the maximum water rise will be 0.12 m while the maximum area with water increase will be 1200 m for Hanjing river bridge. It is estimated that the flood discharge capacity of Han River will be reduced by 5% by the, proposed Hanjiang Bridge. For Du River Bridge and other smaller bridges, the water rise is calculated to be 0.02 m and the maximum area with water rise will be 230 m upstream from the bridge sites. The flood discharge capacity at the rivers will be reduced by 7% by the bridges.

4.3.21mpact in Construction Phase

4.3.2.1 Impact by Construction of Bridge Pier

The Hanjiang Bridge will adopt continuous pre-stress T beam structure with the span-archll X30+110+2X 190+110+66X30 m, implying that only three central piers will

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stand in water. The Tianhe Bridge will adopt continuous beam casting structure with the span-arch 50+2X 80+50 m, with only one pier standing in water.

Steel cofferdam will be used for bridge columnl construction. Suspended solids (SS) will be generated primarily from piling, erection and dismantlin-g of the cofferdam, which disturb the sediment in the river bottom, as well as materials tranisported to and used in the construction site such as mixed cement. The disturbance to the sediment is expected to be limited from the pier location as the river bottom is well compacted. The materials dripping is also limited to the area immediately adjacent to the site and expected to be a small amount. Botlh source of suspended solids are expected to affect only a small area of water body.

4.3.2.2 Impact by Constructioii Camp

During the construction phase, construction camps, warehouse and material stockpile sites will be set up along the proposed project. Potential water pollution is expected to arise from the domestic wastewater discharged from the construction camps. OQe construction camp will be set up at each 5 km. It is expected that each of thie camps will have about 200 workers, and as such the total wastewater generated from the each camp will be 24 m3/day. The main pollutants in the wastewater are COD and BOD5. The average concentr-atioll of COD and BOD5 is estimated at 300 mg/l and 200 mg/I respectively. Temporary lavatory will be provided at each of the camps. The domestic wastewater will be collected into a septic tank for treatment before discharging into irrigation system adjacent to the site. The an planted access road will be prone to erosive rain drop, resulting to high concelntration of SS at the adjacent water body. Also some solid waste will be produced. Reckless disposal of the solid waste will cause water pollution of the rivers nearby. However these impacts can be mitigated.

4.3.2.3 Impact of Construction Along the Rivers

Some sections of the expressway, such as that at K64+500 to K67, will be located in parallel and close to Tianhle River. The surface runoff from thle construction sites in these sections could be drainied to the river causing rising suspended solids in the river. The sections of the river and up to 2 km down stream from these sections could be impacted by the runoff. Appropriate mitigation measures need to be taken at these sections to ensure the impacts minimized.

4.3.3Wastewater Discharge from Supporting Facilities

Table 4.3.3-1 summarizes the main supporting facilities of the road.

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Table 4.3.3-1 Road Supporting Facilities Pile No. Location Type of facilities Quantity K9+600 zhangwandistrict Administrator centre K33+910 Qingqu Parking K39+820 Qingqu Maintenance zone K64+750 Jinyinshan Service zone K90+300 Xiaokou Parking 1 K100+468 shangjin Maintenance zone

4.3.3.1 Impact of Wastewater from Service Zone

Table 4.3.3-2 summarizes the wastewater discharge from Jinyinshani Service Zone. The formula for calculating wastewater flow is:

(1) Domestic Wastewater

Q,= (KXq 1XV) /1000 Where: Q,-Domestic wastewater flow, t/d; q;-Unit rate, 150L/ (capita- d); VI-number of people. 450 people in service zone; K-Discharge ratio, 0.8.

The daily flow of domestic wastewater from service zone is 54 t/d, equivalent to 19710 t/a. The -miain pollutants in the wastewater are COD and BOD5. The average concentl-atioll of COD and BOD5 is estimated at 300 mg/l and 200 mg/l respectively. Secondary bio-treatment process will be adopted in the WWTW of service zone. The domestic wastewater will be treated to Class I of the Integrated Wastewater Discharge Standard (GB8978-1996) before being discharged into rivers. The concentration limit of COD and

BOD5 required by Class I is 100 mg/l and 20 mg/I respectively.

(2) Wastewater from Car Washing The water consumptioni rate for washinig small bus ancd truck/bdus is estimated to be 300 I/set and 450 I/set respectively. If the service rate is 1% and the traffic volume is 40093 MTE/d as projected in 2028, the total water consumption is 136 t/d. The pollutant concentration is: COD 200 mg/l, SS 2000 mg/l and oil 30 mg/I. Assuming the reused water being 102 t/d, the wastewater discharge will be 34 t/d. Water reuse process will be adopted to treat the wastewater from car washinig service. The treated effluent will meet the Class I of the Integrated Wastewater Discharge Standard (GB8978-1996) before being discliarged inlto rivers.

(3) Wastewater from Gas and Maintenance Stations According to the statistics, gas station is cleaned with water once per day. The water consumption is 10 t/d. The wastewater will be treated witlh oil separation process before being discharged into the municipal sewerage system. After treatment, the pollutant load of

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COD, BOD, SS and oil is 0. 1 kg/d, 0.02 kg/d, 0.07 kg/d and 0.005 kg/d.

Table 4.3.3-2 Wastewater Discharge from Jinyinshan Service Zone Domestic Car Maintenance Intensity of wastewater (kg/d) wastewater washing and gas Do Car Maintenance (t/d) effluent station Pollutant Dornt washing and gas Total (t/d) effluent (t/d) effluenit stations CODcr 5.4 0.34 0.1 5.84 54 34 10 BOD5 1.07 - 0.02 1.09 SS - 0.24 0.07 0.31 l______oil ______0.017 0.005 0.022

4.3.3.2 Impact of Wastewater from Service Zone

The treated effluent from Jinyinshan Service Zone will be discharged inlto Tianhle River. According to dilution modeling result, the concentrationi of COD in Hui River after receiving the wastewater is 1.687 Mg/M3. It is therefore apparent that Class I of the Integrated Standard for Wastewater Discharge (GB 8978-1996) is executed for wastewater discharge, and the water quality in Tianhe River will not be seriously affected.

4.3.3.3 Impact of Wastewater from Parking, Maintenance and Management Sub-center

The wastewater produced from parking zone and maintenance zone wvill be treated in septic tank before being discharged into irrigation system. The wastewater containiing oil from the car washing process will be reused after treatmient by oil-water separator.

The wastewater produced from maintenance zone will be treated in septic tank before being discharged into irrigation system. The wastewater containinlg oil should be reu.sed after treatment by oil-water separator.

The wastewater produced from management sub-center will be treated in septic tank before being discharged into irrigation system or urban sewer systems where available.

As the flow of the treated effluent wastewater from the above sources is so small that it would not cause serious impact to water quality of receiving water body.

4.3.4 Impact of Road Surface Run-off

4.3.4.1 Impact Analysis

(1) Pollutant Concentration of Road Surface Run-off It is anticipated that the pollutant concentration of the road surface run-off approaches the national standard. Table 4.3.4-1 presents the pollutant concentrationi of road surface run-off.

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Table 4.3.4-1 Pollutant Concentration of Road Surface Run-off Item COD(mg/l) SS(mg/l) Oil(mg/l) Average 107 100 7 National standard 100 70 5 Note: sampling after 15 minutes of initial rainfall.

(2) Road Surface Run-off to Receiving Rivers The road project will mainly affect the water quality in Hanjialng and Tian Rivers. Table 4.3.4-2 presents the road surface flow that will discharge into Hanjianig and Tian Rivers.

Table 4.3.4-2 Road Surface Run-off Flow

Total Max. daily Road Statistical River length i-ainfall Road iength Road width average River length rainfall ((i)ruin-off fo 3 3 (km) (mm/d) (m) On) (m /s) , (m so)

Hanjiang 1567 112.5 4100 24.5 0.115 732 Tian 99.0 112.5 1000 24.5 0.025 15 0

(3) Projection of Road Surface Run-off Impact The road surface run-off from bridge will discharge from the surface and two ends into the river. The pollutants in the run-off flow are difficult to decay biologically. Mixing Model for forecasting the initial impact of road surface run-off to receiving water body is as follows:

C= (Ql * C±+Qo * C0 ) / (Q,+Qo) Where: C-Pollutant concentration at the target cross section, mg/I; Q, -River flow rate, m3 /s, statistical average flow rate; Qo-Road surface run-off flow, m'/s;

C1 -Baseline concentration of the pollutant, mg/l. upstreamii concelntration of Han River is the reference to Tian and Du Rivers;

C 0 -Pollutant concentration in the run-off, mg/l.

Table 4.3.4-3 presents the modeling result.

Table 4.3.4-3 Modeling Result of Road Surface Run-off Impact

Pollutant _____Han River Tian River_ Baseline Forecasted Increased by Baseline Forecasted Increased by SS 53 53.007 0.007 52 52.08 0.08 Oil 0.025 0.026 0.001 0.025 0.037 0.012 Permanganate 1.74 1.757 0.017 1.68 1.855 0.175 In d e x I _ _ _ _ I_ _ _ _ _ I______I______

(4) Analysis of Road Surface Run-off lImpact It is obvious that the road surface run-off contributes minor part to the pollutant load in the rivers. Additionally, as the rivers hold a large environmenital volume to tolerate more pollutant load input, it is therefore believed that the xvater quality in the rivers will remaini

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within the applicable standard. Because the downstreamnwater intakes are far away from the bridge, road surface run-off will not affect the water quality at the water intakes.

4.3.5Analysis of Accidental Event

4.3.5.1 Analysis of Water Quality Risk

Statistical information proves that the major source to water pollution is traffic accident. Presence of motor vehicle on road crossing water course will introduce water pollution risk. The main water pollution accidents are: 1) The fuel leakage fiom accident; 2) The chemical leakage from truck in accident; 3) Truck fall over into river in accident.

4.3.5.2 Probability Analysis

(1) Projection Modeling Probability analysis method is commonly used in China to estimate the likelihood of such accidental events. The model for probability analysis is:

P=QOXQIXQ2XQ 3 X Q4 Where: P Probability of pollution accident at key water source; Qo -the current probability of traffic accident in the area, time/million MTEX km; QI Traffic volume in the project year, million MTE/year;; Q2-Proportion of truck load toxic or dangerous material to the total traffic flow, (%); Q3 Length of key water course, km; Q4 Probability ratio with regular road.

(2) Determination of Parameter 0 Determination of Qo Table 4.3.5-1 presents the statistical information for traffic accident oni Guang-Slhan Road. The total length of Guang-Shan Road is 180 km, and the average traffic volume is 14500car. The average probability of traffic accident on the road is 0.225 time/(million X km Xyear).

Table 4.3.5-1 Statistical Information for Traffic Accident on Guang-Shan Road Year 1985 1986 1987 1988 1989 1990 1991 XFt Times of traffic accident 850 866 921 1180 1013 887 932 950 (time/year)

Similarly, the traffic accident on 310 national road is 0.225 time//(million X km X year) from 1993 to 1995.

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road from 1991 Based on the statistics of traffic accidents on Hunan section of 107 national this road s,ection. to 1994, the traffic accidents rate is 0.258 time/(million X km X year) on

results, 0.236 It is thought to be reasonable to apply the average of the three statistical with the time/(millionXkmXyear), to this case as Qo. This value has been determined accidents tend to considerations of relatively low accident frequencies but the individual have more severe consequence when occurred on an expressway.

® Determination of Q, Table 4.3.5-2 Q, for Each Road Section 2028 Bridge 2009 2020 15.00 Hanjiang Bridge 4.34 9.89 15.37 Tianhe Bridge 4.46 10.13

®) Determination of Q2 to the total For example, the proportion of truck transporting toxic or dangerous material 79% of the total traffic flow on Guang-Shan Road is 5.7%, and the truck flow accounts for traffic flow. The Q2 is 4.5%.

traffic flow on The proportion of truck transportinig toxic or dangerous material to the total Huna section of 107 national road is 5.7%,

Q2 determined to be As the project road is in mountain area and the truck fleet is small, is 0.57%.

(A) Determination of Q3 area. Table 4.3.5-3 presents the length of the key water courses within the project

Table 4.3.5-3 Likelihood of Traffic Accident on Each River Course Length of River Likelihood of Traffic Accident (time/year) Bridge Course 2009 2020 (in) ~ ~ 20 2 202028 0.00518 Hanjiang 100 0.0015 0.00348 ______B ridge__ _ _ 0.00196 Tianhe 400 0.00056 0.0012 Bridge

( Determination of Q4 on regular road. The probability of traffic accident on expressway is 0.25-0.5 times of that Therefore Q4 is 0.25.

(3)Result of Projection

Table 4.3.5-3 presents the projection result.

material for It is clear from the table that, although the probability of leakage of dangerous

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the proposed bridges is very low, the consequence is severe and even catastrophic if major accidents have occurred on bridge. Effective mitigation measures, such as strenigthened management, intensified traffic signal and good maintenance of road, should be taken to decrease the probability.

At the sections of project in Han River, barges are mostly 15-50 t. Based on the estimated annual goods shipment in 2005 of 328,500 t, the anLual barge traffic in these sections will be about 10,000 times or 27 times per day on average. This is a relatively low traffic volume and density. Witlh 130 m spans between bridge piers, the impacts of the bridge to the water transportation are expected to be minimum. As most goods to be transported by barges are construction materials, there is relatively low risks for accidental pollution from such traffic.

According to tlhe bridge conistruction plan, a temporary barge terminal will be created on each side of the river bank at the bridge site for transportation of construction materials. The total materials needed for bridge construction are estimated to be 123,000 t, 60,000 of which will be transported to the bridge site by barges. With the 15-50 t barge in operation, this would cause an 20% increase in water traffic during construction period. The river has sufficient capacity to handle this extra transportation needs.

There is a risk of water traffic accidents and the worst of its kind would be flip over of the barge causing the release of fuels from the ship to the river. Given the maximum -fuel tank for the barges is less than 5 t, such accidental releases wooulcl impact river downistr-eam with oil pollution of up to 8-10 km. At this distance, the pollutionl, if occurred, will not affect the Yun County Water Plant water intake that is the most sensitive receptor for this section of the river. Because overflowed oil floats on the water surface, and diffuses along with water flow. The site survey shows that the said river section is not the fish spawning bed, and oil pollution will have limited impacts on fishes.

4.4Analysis of Acoustic Environment Quality

4.4.lAnalysis of Acoustic Environment Quality in Construction Phase

4.4.1.1 Analysis of Noise Source

The major noise soulce during the construction phase is constructioni equipmenit and the transportation vehicles. Althouglh the noise arising from these sources is temporary, it could severely affect the near receptors unless there is stringent control measure in place.

A niumber of construction equipment lhas been used in the construction of Han-Shi Expressway. Based on the monitoring results of the Han-Slhi Expressway Project, the noise level at different distances from different construction equipment is showni in Table 4.4.1-1.

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Table 4.4.1-1 Monitored Noise Level from Construction Equipment Series No. Distance from the Max. Noise No. Equipment No. Eupet(n ee(B No. Equipment Series Equipment (m) Level(dB) 90 1 Wheeled loader ZL40 5 90 2 Wheeled loader ZL50 5 90 3 Land leveler PY 160A 5 86 4 Vibration road roller YZJ IOB 5 81 5 Road roller CC21 5 81 6 Three wheel roller 5 76 7 Tier road roller ZL16 5 86 8 Bulldozer T140 5 84 9 Excavator W4-60C 5 82 10 Road paver Fifond3l IABG CO 5 87 11 Road paver VOGELE 5 98 12 Power generator (2sets) I 87 13 Punch driller 22 i i 79 14 Amalgamator JZC350 i 82 15 Self-loader

4.4.1.2 Analysis of Acoustic Environment at Construction Site

(1) Analysis on Noise Impact at Construction Site Noise attenuation model has been applied by the EA team to predict the noise level at the different distances from the source.

dB(A) Table 4.4.1-2 Predicted Noise Level from the Construction Equipment Unit: 150m 200m 300m Equipment lOm 20m 40m 1 60m 8Gm 1l OOm 54.5 52 48.5 Excavator 78 72 66 62.5 60 58 60 56.5 54 50 5 Bulldozer 80 74 68 64 5 62 60.5 58 54.6 Loader 84 78 72 68.5 66 64 64 60.5 58 54.6 Leveler 84 78 72 68.5 66 56.5 54 50.5 Road roller 80 74 68 64 5 62 60 61 57.5 55 51.5 Road paver 81 75 69 65.5 63 57.5 55 51.5 Mixer 81 75 69 65.5 63 61 56 52.5 50 46 4 Self-loader 76 70 64 60.4 58

According to the " Noise Limit for the Construction Site Boundary" (GB12523-90), the noise limit for day time is 70-75dB(A), and 55dB (A) for night time, It is clear from above table that the noise level at 40 m from the source in day time can meet the noise limit, and in night time at 200 ni can meet the limit.

The overlapping effect of the noise arising from many equipment has been considered in the noise prediction modeling. It is determined that the noise level at 55 in from the source in day time can meet the noise limit, and in night time at 250 nm can meet the limit.

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The site survey reveals that most of the roadside houses are located more than 55 m from the construction site. It is reckoned that the noise level in day time arising from equipment operation would meet the limit at the receptors. However the most sensitive receptors, sucl as sclhool and hospital, will be seriously affected by constructioni in daytime. In nigght time, however, the construction operation would cause noise level significant to impact the people within the assessment area, especially the houses very close to the road and on flat land. Therefore specific mitigation measures should be developed for such road sections.

(2) Analysis of Traffic Noise Impact Large number of trucks will be needed to transport constructionl materials for this project in construction phase. The current traffic flow on the related roads, suclh as 209 national road and Yun-Man Road, is 6004000 MTE/d. It is further expected that the traffic flow will rise to 1200-4600 MTE/d in construction phase. Table 4.4.1-3 presenits the projected noise level on the main roads in construction phase.

Table 4.4.1-3 Projected Noise Level on Main Roads Unit: dB(A) Year__Time Distance from Road, m 0 20 40 60 80 100 200

2004 time 675-76.2 59.8 - 70.5 56.9~-67.2 54.8-65.1 53.0-63.6 51 .8-62.4 45.9-56.8

2008 Night 60.3 -68,7 53.7-61.7 501--58.6 48.5-s56,9 47.2 - 55.0 46.3-54.2 43.2-49 6

It can be seen from above table that the noise level at 25 m from the source in day time can meet the noise limit, and in night time at 15-80 in can meet the limit.

4.4.2Analysis of Acoustic Environment Quality in Operation Phase

During the operation phase, the noise will mostly be caused by traffic flow. In view of the fact that there are many noise sensitive receptors along the proposed road, it is necessary to conduct the forecast and analysis for overall noise level during the operation phase in short, medium and long term. Therefore the reasonable mitigation measures could be developed based on the noise forecast, which could also be basis for related planning.

4.4.2.1 Projection of Traffic Noise

Noise level projection is the major tool for road planning, building layout and development of mitigation measures. Noise level is constrained by several factors, such as traffic

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parameters (traffic flow, vehicle speed and vehicle types), topography of road and facilities. According to the design documents of this project, the traffic flow will vary in different years, and on some road sections the difference is very large. The equation recommended in the "Specifications for Environment Assessment for Road Construction Project (interim edition)" (JTJO05-96) will be applied for this project for noise projection. Based oil previous experience, the recommended equation is suitable for noise projection at high traffic flow condition exceeding 20,000 pcu/d. For road sections where traffic flow is less than 20,000 pcu/d, noise projection model from AFHB, which is also recommended by the Specifications (JTJ005-96) will used for noise impact assessment.

(1) Projection of Traffic Noise

1) The equation for estimating the noise level at the measurement point wheni i type vehicle running in day time or night time

(L Aq }raffc = 10 Ig 11o 0 (.l )L ± 10 ° (,q + 10lo AL1 - AL, Where: (LAeq) traffic-noise level at the measurement point when i type vehicle runninig in day time or night time, dB(A); L,i-Average noise intensity of i type vehicle, dB(A); NI-Average hourly traffic flow of i type vehicle, pcu/hr; VI-Average running speed of i type velhicle, kmn/h; T-Time for LAeq projection, ]h; A L distance-The attenuated level at the measure point withl the distance of r from the i type of velicle, dB;

A L longittidiial siope-Amended value for the effect of longitudinal slolDe, dB; A L road swliface-Armiended value for the effect of road surface, dB;

2) Equation for estimating the noise level at the measure point during day time or night time:

tjLAeq )traffc =10 Ig 10 (LA0),( + 1oO I(LA,,q)M + 10o`(LAJ'l)S | AL AL

(2) Equation for estimating the noise level at mixed area

(LAcq) nof(ic = 1Olg[1 0 (.II. / +I 1 Ol(L'f,q)J- ...... 2 + 100 l(L.,/ 1 'I ]

Where: (LAeq) traffc- -Noise level at the mixed area, dB;

(LAeq ) traffic loadl- - noise level caused by the traffic on the first road, dB;

( LAeq ) traffic, ,oad--Noise level caused by the traffic on1i road, dB; (3) Equation for estimating the acoustic noise level::

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(LAeq) 0 ,l, = 0 Ig[l 00.1 (LAeq)traffic +I001 (LAeq)base

Where: (LAeq), 0m-noise level at the measurement point in day time or night time, dB(A).

(LAeq)base-Baseline noise level at the measurement point, dB(A).

(4) Determination of Parameters

1) Hourly Traffic Flow

Based on the Feasibility Study Report for the proposed project, the proportioni of vehicle types in the traffic flow on six road sections has been predicted.

The noise intensity arising firom various types of vehicle is different. The types of vehicle is classified into small, medium and large type. The criteria for classifying vehicles are presented in Table 4.4.2-1 below.

Table 4.4.2-1 Classification of Vehicles Type of Vehicle Criteria Small Truck with a payload less than2.5 t, bus with the seats less than 26. Medium Truck with a payload 2.5-7 t, bus with the seats 26-55. large Truck with a payload more than 7 t, bus with the more than 55, trailer.

The ratio between the three types of vehicle is predicted: in 2009, the ratio of small medium: large is 39.75: 41.45: 18.8; in 2020 is 31.35: 25.15: 43.5; and in 2028, is 32.15: 25.15: 42.7.

2) Vehicle running speed

Average running speed for small-size vehicle: 0 v=237X- 1602 Where: X-Traffic flow of small-size vehicle on hourly basis, pcu/hri-; Average running speed for medium-size vehicle:

vm =21 2X 0 1 7 4 7 Where: X-Traffic flow of medium-size vehicle on1hourly basis, pcu/hr Average running speed for large-size vehicle: vl=v,, X 80% Where: vm,-Average runnin1g speed of medium-size vehicle, krm/h;

3) Noise radiation level L,ji(dB)

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The following formula would be applied for estimating the noise radiation level for various types of vehicle: Small-size vehicle: LW'=59 .3+0.23v5 Medium-size vehicle: Lw,,n=62.6+0.32vm Large-size vehicle: LW,1 77.2+O.18vl 4)Attenuation by distance Interval between i type vehicle in day time and night time: d, = I 0l0Ovi/N

The distance r2 between the measurement point and the vehicle:

r2 = V/DfDf

Where: D,-The distance between the measurement poilt and the near lane, m;

Df-The distance between the measurement poinlt and the far lane, m. The following formula would be applied for estimating the attenuated., value by distances. When r2 •

A Ldistancei =K K220lg(r2 /7.5) When r?>di/2

± Ig X ALdis tan ce . id K 2 Ig 720K J Where: The constant (KI) for the terrain condition between the measurement point and the road would be designated to be 1.0:

The constant K2 is to be determined by Table 4.4.2-2.

Table 4.4.2-2 Constant K2

di(m) 20 25 30 | 40 50 60 | 70 so80 I100 ]40 |160 | 230 300 K2 0.17 0.5 0 61 | 0.716 0 78 0.806 0.833 0.840 |0 855 0.88 0.885 0 89 0.908

5) The formula for calculation of the amended noise levelALL slope affected by the longitudinal slope of road: Small-size vehicle: ALslope=50X B dB Medium-size vehicle: A Lsiope=73 X f3, dB Large-sizevehicle: ALslopez=98X f3, dB Where: 13-Longitudinal slope gradient of road, %

6) The amended noise level ALs,,,face affected by the surface condition of road would be selected from Table 4.4.2-3:

Second Navigationi Survey and Design Institute, the Ministry of Communication . 86 Envinrnental ImnpactAssessmiieit For Shiyan toManchuLanuan Section ofi:iwL Inter-Provincial Hijiway Project

Table 4.4.2-3 The amended noise level ALsurface Road surface ALsu.face(dB) Asphalt 0 Concrete 1 -2* Note: When the quantity of small-size vehicle accounts for more than 60% of the total, the upper limit will be selected, otherwise, the lower limit will be selected.

7) The amended noise level A L1 caused by bend road or limited length of road

The amended noise level A LI caused by bend road or limited lengtlh of road will be calculated out by the following formula:

ALi=-10lg 0 /180, dB

Where: 0 -The included angle from the measurement point to the two ends of the road, ( 0 )

8) The amended noise level affected by the obstacles between the measurement point and the road, A L2

A L2 = A L2foes, + A L?building+ A L2accOLStic sliadow

A L2su,-stWill be selected accordinig to thie following table

Table 4.4.2-4 Determination of A L2 hulst Unit: dB(A) Depth of forest 30 60 >60 Noise reduction 5 10 10

Source: ENVIRONMENT IAMPACT ASSESSMENT CODE FOR ROAD CONSTRUCTION PROJECT (TRIAL IMPLEMENTATION)-JTJO05-96, JANUARY 1, 1997

A L2 will be selected from the following table

Table 4.4.2-5 Determination of A L2 Unit: dB(A) Rows of building fromi the House area accounts for % of road9 the area from the road center Noise r eduction and the measurement point The first row 40~60 % 3.0 70'90 % 5.0 For each row added 1.5 vill be added Other rows Continuous addition of lows Maximum is 10

Source: ENVIRONMENT IM PPACT ASSESSMENT CODE FOR ROAD CONVSTRUCTION PROJECT (TRIAL IMPLEMENTATION)-JTJO05-96,.JANUARY 1, 1997

Second Navigation Survey and Design Institute, the Ministry of Communication 87 Fnv lnralinpatAssessmenttFor ShiyanmtoManchlanguan Section ofYinwu Inter-Povincial HighwayPiDject

A L2accoustic shadow A L2accoustic shadow is the noise attenuation by road structure. The spread of noise will be obstructed by the road embankment or road ditch, called as the acoustic shadow, whiclh will reduce the noise intensity. The proposed road will be located in flat plain. The st :ucture of road will be simple, only road embankment will be inivolved. The effect of acoustic shadow on the reduction of noise will be estimated by diffraction law.

For traffic flows projected to be less than 20,000 pcu/d, American Federal Highway Bureau model recommended by the Specifications for Environmental Impacts Assessment for Noise, (HJ/T2.4-1995) is used in the EA. This model is described as follows:

t)) + 10 lg( D¢3)l+ 11[ ' (LAeq),q =L,i±1) Lw>i+ 10 lg(A[T D1~)1Og~+ 10Olg[ '-" -2'1 ±AS -30 Where: (LAeq),-Equivalent noise level for the ith vehicles, dB(A); Lw i-Radial noise level for the ith vehicles, dB(A); N, -Projected traffic volume for the ith vehicle in one hlour at a given section; Do -Reference distance to noise measurement for the vehicle, Do=1 5m; D -Vertical distance from middle lane to the measuring position, rn, Vi -Average driving speed of the ith vehicle, km/h; T -Noise measurement time, 1 hr.; a -Area coverage coefficient depending on the area conditions, a=0 or

a=0.5; cDa-Modification function for limited road length where 1WI 1%2are rads

from the limited road section to measuring points as shown in the following drawing: A B

p AB is the road section and P is the measuring point

A S-Noise attenuation from surface barrier, dB(A)

0.)(T' I TO J (cos T)' dT' a 1: 2 ( ~~~~~~~~~~2-F'-2)

The equivalent noise level of the traffic from mixed vehicle fleet is the noise combined from individual types of vehicles in the fleet. If the vehicles can be divided into large, medium and small vehicles, the combined equivalent noise from the traffic would be:

Second Navigation Survey and Design Institute, the Ministry of Communicatioin 88 Envrmnenlal JnpactAssessrTentFor Shiyanto Manchuanguan Secton of YnwullIter-ProvincialHighwayn-oject

Leq(T) = 1 0 lg[1 0. (LAeq)l + 1 00.1(LAeq) 2 + 100 1(LAeq)3 ]

4.4.2.2 Assessment of Traffic Impact

(1) Noise Projection Table 4.4.2-6 presents the projected noise level for 2009, 2020 and 2028.

Table 4.4.2-6 Projected Noise Level for Operation Phase Unit: Leq (dB) Road Year Time Distance from the Central Line of Road (m) Section Year Time 20 40 60 80 100 120 140 160 180 200 Day tine 57.0 57.5 56.6 54.0 52.0 50.4 49.0 47.9 46.8 45.8 East 2009 Nig;h-t Shiyan time 54.4 55.1 54.2 51.7 49.8 48.2 46.9 45.7 44.7 43.8 viaduct Day time 62.7 64.2 63.9 61.7 60.5 59.8 59.1 58.5 58.0 57.6

__2020 t ilmget 60.9 62.5 62.1 60.2 59.1 58.2 57.6 57.0 56.5 56.0 Shiyan Day time 64.0 65.7 65.6 64.2 63.2 62.4 61.8 61.2 60.7 60.2 viaduct 2028 tit 62.4 64.0 64.0 62.6 61.6 60.8 60.2 59.6 59.1 58.6 time ___ _ Day time 56.5 56.9 55.8 53.2 51.2 49.5 48.1 46.9 45.8 44.9 Shiyan 2009 NiT,ght- viaduct time 53.9 54.3 53.4 50.9 48.9 47.3 45.9 44.7 43.7 42.8 Day time 62.7 64.1 63.8 61.6 60.4 59.6 59.0 58.4 57.9 57.4 Yun 2020 Ntimet 60.9 62,4 62.0 60.0 59.0 58.1 57.4 56.9 56.3 55.9 County Day time 64.0 65.6 65.5 64.1 63.1 62.3 61.6 61.1 60.6 60.1 viaduct 2028 Nihtintie 62.3 63.9 63.9 62.5 61.5 60.7 60.1 59.5 59.0 58.5 Day time 53.3 52.4 50.6 47.6 45.2 43.3 41.7 40.3 39.1 38.0 County 2009 timTet 50.1 49.5 48.0 45.0 42.7 40.8 39.3 37.9 36.7 35.6 viaduct 20 Day time 61.8 63.2 62.8 60.7 58.9 57.9 57.1 56.5 56.0 55.6 time 59.9 61.4 60.9 58.4 57.3 56.4 55.7 55.1 54.5 54 I Qingqu Day time 63.2 64.7 64,5 62.6 61.6 60.8 60.2 59.6 59.1 58.6 viaduct 2028 Nigh1t- time 61.6 63.2 62.7 61.4 60.3 59.5 58.8 58.3 57.7 57.3 Day time 53.2 52.2 50.5 47.4 45.1 43.1 41.5 40.1 38.9 37.8 Qingqu 2009 =Ntime 50.0 49.4 47.8 44.8 42.5 40.7 39.1 37.7 36.5 35.4 viaduct Day time 61.7 63.1 62.6 60.6 58.7 57.8 56.9 56.3 55.8 55.4 2020 Ngigh-t Yunxi tinme 59.8 61.2 60.8 58.7 57.1 56.2 55.5 54.9 54.3 53.9 viaduct 2028 DayN~Y time 63.2 64.7 64.4 62.6 61.5 60.7 60.1 59.5 59.0 58.5 time 61.6 63.1 62.6 61.3 60.2 59.4 58.8 58.2 57.7 57.2 Day time 50.5 48.3 46.0 42.6 39.9 37.8 36.0 34.5 33.1 31.9 Yunxi 2009 Ntiimhet 47.0 45.3 43.1 39.7 37.1 34.9 33.1 31.5 30.2 28.9 viaduct Day time 61.4 62.7 62.3 60.1 58.5 57.1 56.3 55.6 55.1 54.7 2020 Nigh Shangjin tine 59.5 60.9 60.4 58.2 56.4 55.6 54.8 54.2 53.6 53.2 Day time 62.9 64.3 64.1 62.0 60.9 60,1 59.4 58,8 58.3 57.9 viaduct 2028 0 5. 5. 5. ___-__2_ timnge 61.1 62.6 62.2 60.4 59.4 58.5 57.9 57.3 56.8 56.3 Day time 49.3 46.6 44.1 40.5 37.7 35.5 33.7 32.1 30.7 29.5 Shangjin 2009 N.ghtime 45.7 43.4 41.0 37.4 34.6 32.3 30.4 28 7 27.3 26.0 viaduct Day timie 61.2 62.6 62.1 59.9 58.3 56.8 56.0 55.3 54.8 54.3 2020 -N-,I Fit- Ending tim'e 59.3 60.7 60.2 58.0 56.1 55.2 54.5 53.9 53.3 52.8 Day time 62.8 64.2 64.0 61.8 60.6 59.8 59.2 58.6 58.1 57.6 point 2028 -Nigh-t- time 61.0 62.5 62.1 60.2 59.2 58.3 57.6 57.1 56.5 56.1

Second Navigation Survey and Design Ilstitute,.the Ministry of Communication. . 89. EnvlimennlwAsessanentFor ShryantoMai-cluaiagmi Section of YinwLilnter-Provin-cial Highway Piojec

The results presented in the above table are projected based onl simple conditions, such as uniform height of road embanlkmenit and sole attenuation by distance.

It is clear that the noise level within 20 m from the two sides of the road can meet the Class IV standard in short, medium and long term.

In short term, the noise level at 40 m from the central line of the road can meet the Class IV standard in night time; In medium term, the noise level at 160-200 m from the central line of the road can meet the Class IV standard in night time; In long term, the noise level at 200 m fromii the central line of the road can meet the Class IV standard in night time.

(2) Noise projection and assessment for sensitive receptors

The projected noise level on1road sections has been modified to reflect the local acoustic environmental conditions. The modified noise level has been overlapped with the baseline noise level to forecast the futur-e noise level at the receptor. The modification of noise level has taken into account of topography and vegetation cover.

It is obvious from Table 4.4.2-7 and 4.4.2-8 that the most sensitive receptors in day time are school and hospital, and in nighttime are residential area and hospital. Mitigation measures should be designed and implemented at these sensitive receptors.

Second Navigation Survey and Design--lnstitute, the Ministry- ofCommunication - 90 Envirnrnenpl ImjctAssessiment For ShyntocManchuanguar Sectia ofY]ilwu Inter-Proviial HighwayPrqject

Table 4.4.2-7 Projected Noise Level at the Sensitive Receptors Unit: Leq (dB) Piojected noise level, dB N Nrn OHouse . N Nameof File No. Diff. Distance to Hueexceeding-ef Ditaceto (second rows are noise levels o. Na.rcpofreceptor File No. mn applicable lee,inlevel, center, m orientation -xedn stadards) cne,m oinain 2009 pplal2020 t nards2028

Day Niglit Day Niglit Day Night I Chenjiawan K1+340 15 North 30 Face road 51s6 47.4 531 49.4 55.7 52.8 2 Tumen K9+900 -2 South 80 Back to 58.0 55.0 60.2 57.4 61.6 59.2 road 2.4 4.2 3 Shuangloumeni Kl 1+650 25 North 40 Face road 5 0.8 46.2 52 1 481 53 8 50.6 4 Yinghua K14+500 20 North 60 Back to 49.7 46.7 51.7 48.9 53.2 50.7 Zhuagyuan road

5 Maoping K14+850 20 North 80 Back to 47.9 44.8 49.8 46.8 50.6 48.1 road I . 6 Yuangriawan A2K19+90 No 20 South 100 Back to 47.8 44.6 2 group 0 road 49.7 46.7 50.4 47.8

7 Wangjiawan A2KX950 5 North 20 Back to road 54.7 51.9 57.0 54.3 60.9 58.6 ______A2K21-50 ~~~~~~~~3.6 8 Zhengjiawan 48.2 45.0 20 North 60 Back to road 50.1 47.1 511 48.5

9 Longquanwa K22+150 20 North 20 Side to road 50.0 47.0 52.0 49.2 55.6 53.2

10 Dangjiawan K23+700 15 South 20 Side to road 50.6 47.7 52.7 49.9 55.5 53 0 11 Mulongzui K24+400 20 South 20 Back to road 50.J 47.1 52.2 49.4 55.S 53.4

12 Zhu jiawan A4K39+800 20 North 60 Side to road 47.6 44.2 49.5 46.4 50.6 47.9

13 Kejiayuan K53+500 9 South 40 Back to road 53.7 50.2 55.7 52.6 58.2 556 14 Shijiawan K62+500 20 South/North 20 Back to road 51.4 47.2 53.] 49.5 56.8 54.0 15 Tianheping K63+300 3 20 Side to road 54.5 59.8 56.9 63.4 60_9 16 Yujiadayuan K63+500 20 South 20 Side to road 50.8 46.4 52.4 48.6 55.4 | 52.4 17 Wangjiayuan K67+200 5 South20 Back to road 54.6 51.2 56.7 53 6 60.5 27.9 ______2.9 18 Zhoujiawozi K69+300 12 South 40 Back to road 50.1 47.3 52.4 49 6 53.5 50 8 19 Sipilg K70+900 12 South 25 Back to road 49.6 46.8 51.9 49.1 53.0 50.3 20 Kejiawan K73+300 15 North 40 Back to road 49.9 47.2 52.2 49 5 53.4 50.7 21 Huangyunpu K90+800 Is South 80 Back to road 48.5 45.7 50.8 148.0 51.9 49.2 22 Jiaochangguan K96+500 7 South 20 Back to road 53.6 50.9 56.0 1 53.3 57.2 54.5 23 Luomadian K101+500 8 South 20 Back to road 52.9 50 1 55.3 52 6 565 53.8 1I______0 0 0 1 0 3 0 j2 1 Note: Class IV of Environmental Noise Standardfor Urban Area (GB3096-93) has beeni applied to assess the noise impact at the houses at the first row to the road.

The figures at the first row are the predicted noise level, and the figures at the second row are the standard excess,

Second Navigation Survey and Design Institute, the Ministr-y of Communication . . . 91 Inter-Provincial Hi jway Project Fnvihnetal InctAssessnmetFor ShiyantoMaMuhuanguan Section of Yinwu

(School and Hospital) Unit: Table 4.4.2-8 Projected Noise Level at Sensitive Receptors Leq (dB) Projected noise level, dB Differ Distance 2028 Description 2009 2020 N Name of Reff of ential from piple level, central D o. receptor Niglht Day Niglht Day Nigh1t in line, m Day road. 47.2 44.4 49.5 46.4 50.6 47.9 Maoping School facing 1Primary K15+250 20 North 2-story classroom 160 building with 8 School Piay K520 2 in parallel School classroom

School facing road. 46.3 42.9 47.9 44.8 49.1 46.4 Liujiahe North 2-story classroomn 2 Primary K 19+80 with 8 2 Primary K19+80 30 100 building classroom in paralicl 44.1 49.1 46.1 49.6 46.9 WaduaingoScolfcnradA2K21+ North School facing road. 47.3 WaduPrary classroom - - 3u Primary 145 23 90 3-story with 11 School building classroom in parallel 48.3 School facing road, 47.9 44.6 49.8 46.8 51.0 Shuj aguo classroom tpiriaguo K24+60 South 3-story 8 school 0 100 building with classroom in parallel Soutl School facing road, Tianheping K63+30 57.3 54.2 59.5 56.6 61.0 58.5 Primary 0 3 °40 3-story classroom 8 School building with classroom in parallel 2.3 4.5 6.0 61.9 School side to the road 60.9 58.2 63.3 60.7 64.5 . .i g classroom S6ping K71+05 North 2-story 4 5,9 8.3 9.5 6 o Primary 0 40 building with classrooms. to the road 60.3 58.2 59.5 56.6 64.1 61.9 Yunxi School side . 1 K64-+ 200 3 South 40 6-stor)y classroom 7 Occupation building with 18 5.3 7.9 9.1 in parallel School classrooms

to the road 48.5 45.7 50.7 48.0 51.9 49.2 Ganguo K79+06 South School side classroom 8 primary 0 20 50 3-story building with 9 school classrooms in parallel 48.7 School facing the road 48.2 45.3 50.3 47.6 51.5 Huangyunpu 2-tr.lsro wltho8 9 primary K90+180 14 South 100 2-storv ~~~~building with 8 . school classrooms in parallel _ school_ road 46.3 43.3 48.3 43.5 49.4 46.6 Diniw. School side to the n prginawa IC103-64 North 2-story classroom with 8 n prsmary 0 20 100 building classrooms in parallel _ 0 school in nighttime is not considered for school. The Note: The noise limit for the school is 55 dB(A), the noise impact nighttime is not considered for the hospital since no noise limit for the hospital is 55 dB(A). the noise impact in ward room is in the hospital..

From the above tables, the following can be seen:

a) Villages

of Communication 92 Second Navigation Survey and Design Institute, the Ministry Envranentd hnpactAssesmentiFor ShiintoManchuanguan Section of Yinwuiilter-Pr-ovincial HighwayProject

During the first year of operation (2009), all villages can meet both the day time and night time noise standards.

In the 11th year of the operation (2020), all the day time standards can be met in all villages but two villages would exceed the night time standards and tlle exceedance will be about 1.9 to 2.4 dB(A).

In the 1gt9 year of operation (2028), all villages will continue to meet all noise standards during the day time but five villages will exceed the night time standards by 0.6-5.9 dB(A), including one village exceeding the standard above 5dB(A) and three between 3-5 dB(A).

b)Schools Schools are more sensitive to the noise. In the first year of operation (2009), two of thle nine schools will exceed the standards by 2.3-5.9 dB(A).

The same two schools will continue to exceed the standarcls in the 1 1 thl year of operation (2020) but the exceedance will be 4.5-8.3 dB(A). The same two will also be the only schools to exceed the noise standards in 2028 but the exceedance then will be 6.0-9.5 dB(A).

Noise levels in the initial stage and medium-term projection at the Liujiawaln Primary School affected by the link road exceed the standard by 2.0 dB(A) and 3.5 dB(A) respectively.

The reminder eight schools in the project area are expected to comply with the applicable standards throughout the assessment period (2009-2028) accordilng to the noise modeling results.

4.5 Ambient Air Quality Assessment

4.5.1 Ambient Air Quality in Construction Phase

The major source for air pollution during constructioni phase is the consti-uction site, unpaved road, material stockpile site, and access road. The air-borne dust fi-om the site, waste gas from the asphalt pavement operation, and the end gas from the operational equipment will cause significanit impact on environmelnt.

4.5.1.1 Air-borne Dust

(1) Air-borne dust from road The triggering elements for air-borne dust occurrence are the t-aveling speed of velhicle, wind speed, dust fall on road and moisture on road. The traveling distance of air-borne dust is most up to the wind speed.

According to the monitored data on Jing-Jin-Taing expressway during constr-uction phase

Second Navigation Surve)y and Design Institute, the Miinistry of Communication. 93 FnviromealImpactAssessmentFor ShiyantoManchuanguan Section ofYinwi Inter-Piovincial HighwayPmject that, at the 150 m leeward, the TSP is 5.093mg/m3 , exceeding the Class 2 standard of National Environmental Air Quality Standard (GB3095-1996). Table 4.5.1-1 presents the monitoring results of air-borne dust on Jing-Jin-Tang expressway in construction phase.

However, the air-borne dust could be effectively controlled by water spraying exercise (see Table 4.5.1-2).

Table 4.5.1-1 Monitoring Result for Air-borne Dust on Jing-Jin-Tang Expressway in Construction phase Distance from Monitoring result Monitoring location Source of pollutant monitoring location(m) 50 11.652 Road site of Truck traveling through the road 100 19.694 Wuqingyang Village 150 5.093

Table 4.5.1-2 Result of Water Spraying Distance from the road side(m) 0 20 50 100 200 TSP Withoutwater 11.03 2.89 1.15 0.86 0.56 (mg/m3) Water spraying 2.11 1.40 0.68 0.60 0.29

(2) Air-borne dust from stockpile site The main factors responsible for causing dust air borne at material stockpiles are wind force, loading and unloading of materials, and moving vehicles from the roads, which may also come from the vehicle wheels leaving the construction site. This will cause serious dust pollution and influence the areas surrounding the material storage sites. However the air-borne dust could be reduced by 70% by regular water sprayilg.

(3) Material preparation Materials preparation such as lime and clay mixing, concrete mixing, etc. can be a source of dust during construction. There are two common mixing methods: in-plant mixing and on-site mixing. The on-site mixing will take place within the constructioln site and only affects a relatively small area. Whereas in-plant mixing tends to influence a wider area especially in leeward direction and wheni a large amouLnt of materials is to be mixed. In-plant mixing can be subject to control if it happens in a workshop. So far the specific locations for materials preparation have not yet been determined along the road.

According to the dust monitoring results at Bazhou Mixing Station for Jin-Bao Expressway project in August of 1999, the TSP concentration was 1.367 mg/mn3 at 50 meters leeward from mixing sites, exceeding the Class 2 standard.; TSP concentratioll was 0.619 mg/rn' atlOO meters leeward from the site. This project is located in the north semi-tropical zone, which is characterized by wet weather. Therefore, it is preclictecl that Class 2 standard can be reached at 300 meters or more leeward from materials preparation sites.

Second Navigation Survey and Design Institute, the Ministry of Communication . 94 Envirnimenltal bnpactAssessne-ntFor Sh*i toManichuanguan Section ofYinwu Inter-ThDvinicial HighswayPioject

4.5.1.2 Asphalt Smoke

The air pollutants, mainly consisting of asphalt smoke and BaP, will emit from the asphalt melting and paving exercises. As described by relevant reports for similar projects, the concentration of BaP 3 is less than 0.0001 mg/r 50 m leeward fi-om the enclosed asphalt melting station. All of these values meet the applicable standards.

The monitoring results of asplhalt smoke discharge concentrations of asphalt blending stations along the South Section of the Beijing-ZhuLhai Highway are shown in Table 4.5.1-3, the asphalt blending stations have been equipped with bag type collectors or cyclones, the asphalt used are imported from abroad, the table slhows that asphalt smoke discharge concentrations of asphalt blendinig stations can meet applicable clischlarge standards after related measures are taken. The survey results indicate that the environment protection performance of China-made equipmelnt is basically equivalent to thiat of imported equipment, contr-ol of asphalt smoke discharge concenitr-ationis of asphalt blendinig stations is related with pollution meteorological conditions and constructioni level during construction, large power serialized equipment is better than small one.

Table 4.5.1-3 The monitoring results of asphalt smoke discharge concentrations of asphalt blending stations along the South Section of the Beijing-Zhuhai Highway Asphalt smoke Average asphalt Monitoring E Equipment type discharge smoke discharge Ecdi xcd point Exceeding exceed concentration concentration rate '(%) multiple 3 range (mg/mn) (mg/m3) Asphalt M3000 type, Xi'an blending Roadbuilding 12.5-15.5 15.2 0 0 station No. I Machinery Factory Asphalt W type. blending Germany 12 0-16.8 13.9 0 station No.2 0 Asphalt blending M356 type, England 13.4- 17.0 14.2 0 0 station No.3 I

The environment monitoring information of the Huangshi-Huangmei Highway by Hubei Provincial Environment Monitorinig Central Station shows that two monitoring points are set at the places 200m at leeward sector of asphalt rabble furnace chimiiney, the monitored asphalt smoke concentration is 0.005-0.006 3 mg/m , the construction equipment has no o6vious free discharge. At road surface pavement, gases of hot materials escape, and the pollution distance of asphalt smoke is far less thani that of asphalt blending.

In a word, currently, the asphalt blending stations can meet the standard discharge and clean construction requirements after equipping general China-made and imiported smoke and dust

Second Navigation Survey and Design Institute, the Ministry of Communication . 95 Enviroimenital ln AssessmentFaoShiyanto Maichuangumn Section ofYinwuL nt-PivincialHighvvayPoject abatement devices.

Therefore the area impacted by asphalt melting process is less thani 50 - 60 rn -from the source. However the site for asphalt processing station should be carefully selected in line with the requirement for sanitation protectioni distance. According to the requirement, the melting station will be sited away from resident centers, at least 300 m leeward from near residential houses. The duLst trap devices should be installed at the air outlet of the asphalt processing station.

In relative terms, pavement will produce less amount of toxic matter than melting and mixing processes.

4.5.2 Ambient Air Quality in Operation Phase

4.5.2.1 Methodology

Exhaust gas from vehicles are the major source for air pollution during operation phase. The volume of emission will proportionately increase witlh the increase of traffic flow. The type and performance condition of vehicles are another affecting elements.

(1) Pollutant Source Intenisity The pollution source of exhaust gas on road could be deemed as liinear source, the intelnsity of source Q could be identified by:

Q, = E 3600-'A, Ej, ,=, where: Q-Mass of discharged pollutant j in n year within unit time and ulnit lengdt of road, (mg/n * s); Ai, Traffic flow of i type vehicle in n year to be assessed(vehicle/h); n year E1j j pollutant discharge factor of individual vellicle of i type in (img/ (rn1- vehicle) )

Table 4.5.2-1 presents the recommended emission factor Eijn.

Table 4.5.2-1 Recommended Eij,- unit: mg/set.m 90.00 100.00 Average Speed of Vehicle 50.00 60.00 70.00 80.00 Small CO 31.34 23.66 17.90 14.76 10.24 7.72 vehicle THC 8.14 6.70 6.06 5.30 4.66 4.02 3.08 3.19 NO2 1.42 1.90 2.37 2.97 CO 30.18 26.19 24.76 25.47 28.55 34.78 Medium THC 15.21 12.42 11.02 10.10 9.42 9.10 Vehicle 6.64 7.04 7.44 NO2 4.32 5.04 5.76 CO 5.52 4.48 4.10 4.01 4.23 4.77 Large Vhc THC 2.08 1.79 1.58 1.45 '1:38 1.35 11.77 12.51 14.70 Vehicle__ NO2 8.35 8.38 8.88

Second Navigation Survey and Design Institute, the Ministry of Communication. 96 EnvironmintalmnpactAsessrnenitFor ShiyantoManchiunguan Section of`Yinrwu Inter-Piovincial Highway Project

Source: ENVIRONMENT IMPACT ASSESSMENT CODE FOR ROAD CONSTRUCTION PROJECT (TRIAL IMPLEMENTATION)-JTJO05-96, JANUARY 1, 1997

The model and methodology described in MBIL4.1, which has been introduced by US EPA since 1991, is applied in China to determine the emission factor of individual vehicle. Prior to its application in China, modification has been made according to the monitoring results.

The automotive industry has seen a dramatic development since this specification was introduced. The emission intensity of vehicle is muchi lower than before. Therefore it is still reasonable to use the figures recommended in the above table.

The hour peak coefficient is determined based on the informationi clescribed in thle feasibility study report. The emission intensity at the daily average traffic flow and hour peak traffic flow is to be determined by: Vs=237Xs0 160 2 ; Vn,=212Xj 17 ; V=0.8V;

Vs-average speed of small vehicle, km/h; V,,-average speed of medium vehicle, km/h; VI-average speed of large vehicle, km/h; the speed in nighttime is 80% of daytime.

Xs X,,,-hour traffic flow of small and medium vehicles in different year to be projected, vehicle/h;

Table 4.5.2-2 Emission Intensity Unit: mg/(m.s) co TIfC NO, Road Section Average C H O 2009 2020 2028 2009 2020 2028 2009 2020 2028 East Shiyan Dailyaverage 1.34 7.44 10.31 0.53 2.51 3.48 0.34 1,11 1.54 viaduct --Shiyan Peakhour 3.32 14.88 20.62 1.22 5.02 6.97 0.42 1.49 2.06 viaduct Shiyan Dailyaverage 1.21 7.33 10.16 0.48 2.47 3.43 0.32 1.10 1.53 viaduct---______Yun County Peakhur- 2.87 14.66 20.34 1.00 4.94 6.86 0.38 1.46 2.03 viaductII .... 38 20 294 __19 Yun County Dailyawrage 0.68 5.91 8.71 0.38 2.00 2.94 0.19 0.89.8 1.30.3 viaduict- '--b23 Qingqu viaduct PealkW - 1.40 11.8 17.4 0.84 3.99 5.88 0.23 1.19 1.74 Qingqu Dai average 0.67 5.78 8.63 0.26 1.95 2.91 0.19 0.88 1.30 viaduct'-- Yvnxi Peakhour 1.38 11.6 17.3 0.54 3.90 5.82 0.23 1.15 1.73 viaduct Yunxi Dailyaverage 0.49 4.47 7.55 0.16 1.64 2.55 0.1]4 0.80 1.14 Shadug;tn Peakhou- 1.11 10.7 15.1 0.37 3.60 5.10 0.18 1.06 1.51 viaduct Shangjin Dailyaverage 0.38 4.30 7.51 0.14 1.57 2.53 0.14 0.77 1.13 vacadhuncta Peakhou- 0,84 10.3 15.0 0.31 3.46 5.07 0.16 1.02 1.50

(2) Projection Model The model recommended in the Specifications for EA for Road Project (pilot edition) (JTJO05-96) is applied to the projection for air pollutant concenitrationi arising from linear- source, both definite or indefinite, it also could be applied in tlle diffusioll projection of

Second Navigation Survey and Design Institute, the Ministry of Communication. 97 Fnvhirrmtal npactAssessment For ShiyantoManchuauanan Sectido ofYinw u Intem-Provincial HighbvayPirject road network. The model is presented as follows:

* When the angle between the wind direction and the linear source 0< 0 <900:

C Qi:2= I exp - 1 x |exp _ z hX + exp _| -()z dl CPR = i f 2 1

where: CPR-pollutant concentration at Ro produced by the emission from AB section, mg/m3; U-Average wind speed at the effective emission source, , m/s; Qj-emission intensity of gaseous j pollutant, mg/ (vehicle nr);

a Y a 7 -dispersion coefficient along horizontal and vertical axis, m; - Y= a y ( x ) , aZ= a Z(x) x-distance between one element center of the source and the measure point in leeward, rn; y-distance between one element center of the source and the measure point in horizontal direction, rn; z-Height of measure point, m; h-height of effective emission source, m; A, B-start and end of the road section. * When the angle between the wind direction and the linear source 0 =90°:.

C= (2 ) Q.Jexp 2

The symbols have the same meaning witlh the above equation.

when the wind direction is parallel with the linear source ( 0 =0 )

2= U(r)

r(y2Z2 2 r=y + ,)

e=- 07

Where: r-equivalent distance between micro-element and the measure poiirt, m; e-ratio of regular diffusioni coefficient. The other symbols have the same meaning with the above equatioll.

Second Navigation Survey and Design Institute, the Ministry of Communication 98 Envu 1iallnpactAssessnenttFor ShiyantoMaicLkuanguani Section ofYinwui Inter-Povincial HighwayProject

4.5.2.2 Analysis of Projected Result

(1) Calculation

The daily and hourly average concentration of NO2 at the roadside area has beei) projected for 2009, 2020 and 2028. Table 4.5.2-3 presents the calculation conditions for the projection.

Table 4.5.2-3 Calculation Conditions for Projection of Air Pollutant Concentration Concentration Concentration of 1 hour Daily average concentration

Baseline concentration Max. concentration of I hour Max. average daily concentration Traffic volume Traffic volume at rush hour Daily traffic volume Atmospheric stability Class E Seasonal stability Wind direction Wind direction Seasonal wind direction

(2) Calculation Result

Table 4.5.2-4 presents the projected concentration of NO2 at the six typical sections, these are Chenjiawan, Zhen gjiawan, Zhujiawan, Wangjiayuan, Kejiawan and Jiaochangguan. Table 4.5.2-5 shows the projected concentrationi of NO) at each sensitive receptor.

Second Navigation Survey and Design Institute, the Ministry of Comrnunicatiooi. 99 Envimioental InpctAssessrnetFo- ShiyaltoManichuanlguan Section ofYinwu Inei-ProvincialHixwayn-oject

3 Table 4.5.2-4 projected concentration of Air Pollutant (NO 2) unit: mg/Nm Section Timing Baseli Distance from the road (m) So line 0 25 50 75 ]00 125 150 200 Daily 2009 0.058 0.045 0.038 0.035 0.032 0.03] 0.030 0.028 Daily 0.023 2020 0.140 0.096 0.074 0.062 0.054 0.049 0.045 0.037 Chenjiawan verage 2028 0.183 0.123 0.092 0.075 0.065 0.058 0.053 0.047 (Kl+320) 2009 0.098 0.076 0.065 0.059 0.055 0.053 0.051 0.049 1 hour 0.040 2020 0.246 0.168 0.129 0.108 0.094 0.086 0.079 0.071 2028 0.326 0.218 0.163 0.133 0.115 0.103 0.094 0.082 Daily 2009 0.055 0.039 0.034 0.031 0.029 0.028 0.027 0.027 Daily 0.023 2020 0.130 0.079 0.060 0.051 0.045 0.042 0.039 0.035

Zlenjiawan average 2028 0.172 0.101 0.074 0.061 0.053 0.048 0.045 0.040 A2K215+500) 2009 0.090 0.066 0.057 0.053 0.050 0.048 0.047 0.046 I HOUR 0.040 2020 0.230 0.140 0.106 0.089 0.079 0.073 0.068 0.062 2028 0.305 0.179 0,131 0.108 0.094 0.085 0.079 0.070 ZHUJIAWA DAILY 2009 0.045 0.034 0,030 0.028 0.027 0.026 0.026 0.025 NHTJJ]AWAVEDAGE, 0.023 2020 0.129 0.072 0.055 0.046 0.042 0.038 0.036 0.033 (A4K39+8 AVERAGE 2028 0.178 0.094 0.069 0.057 0.050 0.046 0.042 0.038 (A4K39+8 2009 0.076 0.057 0.051 0.048 0.046 0.045 . 0.045 0.044 00) 1 HOUR 0.040 2020 0.228 0.127 0.096 0.081 0.073 0.067 0.063 0.058 2028 0.315 0.167 0.121 0.100 0.088 0.080 0.074 0.067 2009 0.042 0.036 0.033 0.031 0.030 0.028 0.028 0.027 WANGJIAY AILY 0.023 2020 0.129 0.114 0.098 0.085 0.075 0.068 0.062 0.054 UAN AVERAGE 2028 0.149 0.115 0.091 0.076 0.066 0.060 0.055 0.048 (K67+300 2009 0.068 0.060 0.055 0.052 0.050 0.048 0.047 0.046 i HOUR 0.040 2020 0.212 0.187 0.161 0.140 0.125 0.113 0.104 0.091 2028 0.250 0.193 0.153 0.128 0.112 0.101 0.093 0.082 Daily 2009 0.044 0.034 0.030 0.028 0.027 0.027 0.026 0.025 0.023 2020 0.141 0.082 0.062 0.052 0.046 0.042 0.039 0.036 Kejiawan average 2028 0.191 0.107 0.078 0.064 0,056 0.051 0.047 0.042 (K37+300) 2009 0.076 0.058 0.052 0.049 0.047 0.046 0.045 0.044 1 hour 0.040 2020 0.250 0.145 0.109 0.091 0.081 0.074 0.069 0.063 2028 0.338 0.190 0.13 8 0.113 0.098 0.089 0.082 0.073 2009 0.037 0.033 0.030 0.028 0.028 0.027 0.026 0.026 Daily 0.023 2020 0.101 0.077 0.062 0.053 0.047 0.044 0.041 0.037 liaochangguan average 2028 0.137 0.102 0.080 0.067 0,059 0.053 0.049 0.044 (K96+500) 2009 0.062 0.055 0.051 0.048 0,047 0.046 0.045 0.044 1 hour 0.040 2020 0.178 0.136 0.109 0.093 0.083 0.077 0.072 0.065 2028 0.243 0.181 0,142 0.119 0.104 0.094 0.087 0.077

Second Navigation Survey and Design Institute, the Ministry of Comm-unication 100 EnivumjlnpactAssessmstForSrSiyanltoManchuaiguan Secion ofYinwuJ Inte-Pmvincial HighwayPoject

3 Table 4.5.2-5 Projected Concentration of NO2 at Sensitive Receptor unit: mg/Nm Height Dist. to Pollutant Concentration (Daily average) N Name of Pile above centre 2009 2020 2028 o. receptor No. road level Cotc. Over Colic 2ve2 Ove Con2009 in ~~~~~~~stoid.by stndi. by _____ stnd. by 1 Chenjiawan K 0+32 15 West3 0.024 0.028 0.029 K9-0 Norh/ 2 Tumen K9+40 15 North/s 0.034 0.059 0 outhi 40 0.073 3 Shuangmenl K I 1+6 25 North 0.023 0.023 0.023 ou 50 40 0 4 Yinghua K14+3 20 West 0.024 0)025 0.026 Zhuanyuan 50 40

5 Maoping K14+7 1.5 West 0.024 0.028 0.029 00 100 ___ No.2 group A2K19 South 6 +0 20 10 0.024 0.028 . 0.029 Yangjiawan +900 100 . 7 Wangjiawan A2K20 5 Nor2h 0.039 0.079 0.101

8 Zhengjiawan A2K21 20 North 0.024 --500 60 0.025 0.026 K22--1 North 9 Longqianwa 2 1 20 20 0.023 0.023 0.023

10 Dangjiawan K23+7 15 South 0.026 0.033 0.037

I1 Mulongzui K24+4 20 South 0.024 00 ~~~20 0.027 0.029 A4K3 'Njorth 12 Zhujiawan 9+800 20 60 0.024 0.029 0.032

13 Kejiayuan K53+5 9 South 0.027 0.043 00 ~~~40 0.053 K62+5 North/ 14 Shimenwan 00 20 south 0.023 0.023 0.023 00 ~~~20 _ . ~~~~~~~~North/. B2K63 Noth 15 Tianheping +so0 3 south 0.033 0.070 0.093 20 16 Qianjiadayu B2K63 20 an +500 2020 Soutlh 0.023 0.023 0.023

17 Wangjiayua K67+2 5 South 0.029 0.053 n 00 20 0.067

18 Zhoujiawozi K69+3 12 South 0.024 0.029 0.031 00 1240 ___ 19 Siping K70+9 12 t, 00 1225 South 0.025 0.033 0.037

20 Kejiawan K73+3 15 North 0.025 00 40 0.035 0.040

21 Huangyunpu K90+8 18 South 0.024 0.030 0.033 t, 00 1880 ___ Jiaochanggu 1K96+5 South 0.026 0.037 22 20 .06003 0.044 an 00 2 .4

23 Luomadian KI01+ 8 South 0.034 0.083. 0.110 500and DiItttM8 20 sro mu in-

Second Navigation Survey anid Design Institute, the MVinistry, of Commiuniication .101 Fliviroimeal IrnpactAssessment For ShiyuntoNanchuanguan Section ofYinwL Inter-PiovincialHigohwvayProject

Table 4.5.2-5 (continued) Projected Air Pollution at Schools N Height Pollutant Concentration (Daily average) 0 Name of . above Dist. to 2009 2020 2028 receptor PieN. road centre m Cc. Over- Over Oer level m Conc. stnd. by Colic. stnd by Colic. bynd.

Maoping K15+25 North 0.026 0.031 1 Primary 2.02600 60.034 0.013 School Liujiahe K99 ot 2 Primary K20 30 Norh 0.023 0.023 0.023 School Waduangou A2K21+ North 0.024 0.026 0.024 3 Primary 145 23 90 002006008 School Shujiaguo K24+60 2 South 0.026 0.03_ 4 prarv K24+60 3 South 0.0pi 0.03r 0.044 0 100 school Tianheping K63+30 South 0.029 0.04 0.061 5 Primary 0 3 40 0.029 0.049 0.061 School 04 Yunxi 6 Occupation K644200 3 South 0.030 0.066 0.085 School 4 Siping North 00 .6 .8 7 primary K71+050 2 40 003006008 school 8 Ganguo K79±06 20 South 0.2004004 8 primary 0 20 50 002004004 school Huangyunpu K90+18 14 South 0.2008 9 primary 0 100o .2 00 0.044 schoo01 Ding,jiawan K0-4 2 0 I primary K136 0 North 0.026 0.037 0.043 0 school 0 0

(3) Analysis of Projected Result

Based on the projected result at the six sections, the conclusioni of the air pollution impact is drawn as follows:

The projected 1-hour- and daily average concentrations of NO2 in all projected sections from the roadside area are below the Class II Environmenit Air Quality Standard (GB3095-1996) in the short-term (2009).

During the mid term (2020), except Jiaochangguan, daily average of NO2 in all otlher control/monitored sections within 10 m from the road side will exceed the Class II standard of 0.12 mg/Nm3 . In addition, hourly averages at Chenijiawani, Zhujiawani, Wangjiayuan, and Kejiawan will exceed at the 10 m fi-om the road side the applicable standard (0.24 mg/Nm3).

Second Navigation Survey and Design Institute, the Ministry of Communication. 102 ElvivnmTeial ImpactAssssmentFor-SlhiiantoManchuaiguan Section ofYinva Inter-P-viicialHighvay Pject

Because mainly of the elevation difference to the road embankmenit, all the sensitive receptors including 23 villages and ten schools will not exceed applicable air quality standards throughout the assessment period (2009-2028). This idclicates that he project air quality impacts, in term of NO,, have mostly limited to the area on or imrnediately adjacent to the road. When a sensitive receptor is located away from this immediate area, the potential impact of the expressway operation would be very limited.

4.5.3 Impact to Air Quality at Supporting Facilities

Within the area of supporting facilities, such as service zone and parking zone, the coal fired boilers shall be replaced by oil fired boilers for heating in order to minimize the boiler waste gas pollution. Height of chimney and emission intenisity should meet the standard for Class II area specified in Emission StandardforBoiler (GWPB3-1999).

All service zone and parking zone will have wastewater treatment and garbage collections storage areas. Wastewater treatment will produce odor so will the garbage collection and storage areas. These facilities should be carefully designed to minlimize odor emissions and be located away from dining ancl other public areas of the services zone.

4.5.4 Impact to Air Quality at Viaduct

There are 6 viaducts to be constructed along the road. Air emission will be intensified at these viaducts due to slower driving speed of vehicle. However, the viaduct site is carefully selected in open area with good vegetation cover, it is therefore reckoned that the air pollutants will be absorbed and defused easily.

As all the proposed six viaducts are located in suburbs and countryside, far away from any of sensitive receptors, it is believed that the air emission from the viaducts (NO2) will not have serious impact to air.

4.5.51mpact on Global Climate

Compared to the previous centur-ies, the last 100 years have seen global warmilg. The trend will unlikely to reverse in the 21st century with the enormous consumptioll of fossil fuels, such as coal, petroleum and natural gas. Combustion of these fuels generate greenlhouse gases, such as CH4, NO, and predominantly CO2 which all contribute to global warming.

The motor vehicle exhaust includes HC and CO from incomplete combustion, smog dust and NOx. Among these metlhanie and NOx are greenhouse gases and CO wheni converted to CO2 upon oxidation is also a greenhouse gas.

In the project area, the major existing roads are2O9 nationial road and Yun-Man Road, whiclh extend in parallel with the proposed road. The curr-enit road conditioni is poor, causing mush idle speed of the vehicles. The air pollution has been deteriorated by more emissioii

Second Navigation Survey and Design Institute, the Ministry of Communication. 103 Envicrnen lihptAssessnetForSIiyantoManchuanguani Section ofYinvwu Intter-PvincialHilvwayProject of exhaust gas when the vehicle is at idle speed. After the project, the pollutant discharge would be reduced, since the project is designed to provide better transportation.

The pollutant discharge for the 209, Yun-Man Road and the proposed road has been estimated for the long run, based on the milestones, running speed of vehicle and rate of vehicle type (big vehicle: Medium vehicle: small vehicle=26.6:30.7:42.7. Table 4.5.5 presents the comparison of pollutant discharge of the three roads.

Table 4.5.5 Comparison of pollutant discharge between 209, Yun-Man road and the proposed road year 2028 Pollutant Road Pollutant Volume, t/a Proposed road: 209 and Yun-Man Road NO, Proposed road 5519.49 1.48 I 209 and Yui-Man Road 3729.38 Proposed road 29416.88 0.50: 1 209 and Yun-Man Road 58837.76 THC Proposed road 9926 0.52: 1 209 and Yun-Man Road 19088.46 C02 Proposed road 626406.5 0.50 1 209 and YuL-Man Road 1252898.18

From the above table, although the NOx is increased by 48%, CO, CO and THC is reduced by 50%, 50% and 48% respectively, by the project.

According to Climate and Environment Study (Sept. 2001), within the five fossil fuel consuming sectors in China, whichi are power, industry, transportation, small consumer and misc., air emission from transportation sector only accounts for 5.4% of the total.

The emission from this project will account for a very tiny percentage of the global value. However, the decreased emission, especially C0 2, compared with no project scenario will be helpful to slow down the global warming.

4.6 Social Environment Impact

The proposed project is designed to substantially respond to the Develop Big West strategy of China. This project is believed to bring positive social and economic benefits overweighing the adverse impacts to the area.

The adverse impacts to social environment of the project are land acquisition, house demolition, traffic blocking in construction phase, and change to the daily life of the affected people.

4.6.lAnalysis of Impact on Community

4.6.1.1 Current Social and Economic Condition

Second Navigation Survey and Design Institute, the Ministry of Comm-uication 104 EnviromneAsTnacAssmetFor SiyiplthManclhuanguaL Section of Yinwu Inter-Piovincial HighwayProject

The direct impact area of the project covers the urban are of Shiyan City (Maojian and Zhangwan Districts), Yun and Yunxi Counties. The indirect impact area covers the Shiyan City (besides the direct impact area), other cities of Hubei Province and Shanluo region of Shanxi Province.

Shiyan City is famous for its automotive production. Leaded by automotive manufacturing, the surrounding areas are centered on the relevant productions to supply components and parts to auto makers. Agricultural sector shows the similar pattern, it is centered oni cropping and growing raw material for chemical processing. Table 4.6.1-] summarizes the economic status of the roadside areas in 2000.

Table 4.6.1-1 Economic Status of Roadside Areas in 2000

GDP Total output of Revenue Indicator Population Land (RMB 0.1 industrial and (RMB 0.1 Are (104) (104 km2) billion). ag]icultul secton) billi

Hubei Province 5960.00 18.59 2516.71 7005.25 214.35 Shiyan City 340.82 2.37 178.50 3 19,95 14.43 Urban area of 47.78 0.12 92.81 197.43 8.66 Shiyan City Yun County 63.27 0.39 14.12 22.77 1.23 Yunxi County 50.55 0.35 8.35 10.52 0.52 Roadsi Total 161.60 0.86 115.27 230.72 10.41 de area Proportion to the city's total 47.42 36.29 64.58 72.11 72.14

Proportion to the provincial 2.71 4.63 4.58 3.29 4.86 total(%)

4.6.1.2 Trend of Economic Development

Table 4.6.1-2 summarizes the economic targets for Slhiyani City, Yun and Yunxi County.

Table 4.6.1-2 Economic Targets for 2005 Indicator Shiyan City Yun County Yunxi County GDP (RMB 0.1 billion) 270 (8.6%) _ GDP(RMB 0.1 billion) _ 23.2 (10.4%) 14 (10.8%) Revenue (RMB 0.1 billion) 22 (8.8%) 1.71 (7%) 0.84 (10%) Accumulative fixed assets investment 221 (10.0%) _ . - (RMB 0.1 billion) GDP per capita (RMB 100) 74.7 (7.2%) - Average disposable income per capita 91.8 (5.7%) 38.29 (5%) 40 (7.3%) of urban population(RMB 100) Average net income per capita of 24 (10.0%) 25.23 (9%) 25 (12.3%) agricultural population (RMB 100) 2 . Note: The figure in bracket is the average growth rate in 2000-2005.

4.6.1.3 Impact to Community Growth

Second Navigation Survey and Design Institute, the Ministry of Comnmuniication l05 Envinrinental ImactAcsmentFor l toMaiuagl Sion ofYinwu Inter-hvincial HigkwayPrject

According to the master plan of Shiyan City, the urban area will be centered oni automotive production and Hi Tech research. During the project developmeint stage, alignmenit h-as been carefully designed to ensure consistency with the master plan.

The proposed road will improved the transportation condition in thle area, as a result the physical capacity is enhanced to attract more fund, tourist and to stimulate the economic growth.

The agricultural products are easy to move on the improved road system to urbani area. Thus the income of villagers will be increased. Additionally, the tertiary industry will be promoted to provide service to meet the increasing demand. Consequentially, more job opportunities will be created to accommodate the excess labor from agricultural sector.

4.6.21mpact on Agricultural Production

The impact on agricultural production would arises from land occupation and soil erosion.

(1) Land Occupation The project road is located within a hilly region. Most of land in the project area are waste land and wood land. Table 4.6.2-1 summarizes the information about land occupation in the affected area, and Table 4.6.2-2 summarizes the information about permanent occupation of land.

Table 4.6.2-1 Land Occupation in the Affected Area Land Use Affected Area Poul4ato Land per Total Area Paddy Field Dry Land (10 ) capita(mu) (104 mu) (mu) (mu) Maojian 26.73 3.00 80.30 29951 33849 Shiyan District City Zhangwan 32.30 3.06 98.87 196470 58613 District Qingqu 2.95 8.58 25.30 5812 34564 Yun District County Anxiang 2.10 10.14 21.30 1078 22571 District Chenggua 6.92 2.77 19.15 8851 14626 n District HeJia 3.45 10.67 36.87 6500 33500 District Yunxi Tumen 3.11 0.92 2.87 4280 24383 County District Xiangkou 2.80 9.06 25.41 3100 36100 District Shangjin 2.91 11.67 33.97 4000 23900 District Source: statistics in 2000: Hejia and Tongyuan Towns have been combined as Hejia Town.

Second Navigation Survey and Design Institute, the Ministry of Communication. 106 Enviromuental npadctAssssanatFor Shwiy to Manchuanguai Sectio of Yinwu htr-Puvircial fllwayPnject

Table 4.6.2-2 Permanent Land Occupation (land acquisition range) Unit: mu Culhvated land Non Culhvated land county town village WasteshMonai Toa Sub total Paddy Dry land Vegetable Pond Nurstry Tee Sub total House Wood wood Mountai Total Maojian yuanyang xujiapeng 84.9 3.5 36.3 12.6 0 32.5 0 174.4 0 157.1 0 12 5.3 259.3 Zhangw hanjiangjieba tongshugou 121 0 31.5 89.5 0 0 0 161 0 70.9 90.1 0 0 282 an n ma-iagou 41.9 0 6.7 34.1 1.1 0 0 142.1 0 57.5 84.6 0 0 184 lijiayuan 68.9 68.9 181.2 141.6 39.6 250.1 hu.jia 31.7 31.7 52.3 45.8 6.5 84 bamudi 38.2 38.2 83 47.1 35.9 121.2 shuangloumen 59.4 59.4 227.4 109 118.4 286.8 ______liangjiagou 28.2 9.1 19.1 0 0 0 83.9 0 83.9 0 0 0 112.1 nmaoping 101.6 101.6 0 0 0 246 0 226 20 0 0 347.6 fenghuang 9.4 9.4 0 0 0 33.9 0 27.8 0 6.1 0 43.3 liu.jiahe 135.4 135.4 0 0 0 297.6 0 255.4 37.5 0 4.7 433 yunxian liubi wvaduangang 85.4 1 31.1 0.7 0 52.6 171.4 53.6 23.6 9.1 81.2 3.9 256.8 lanjiagang 10.2 10.2 84.1 1.4 62.6 6.6 13.5 94.3 sujiagou 124 53.2 15.7 7.2 0 0 47.9 143.2 15.4 58.4 44.8 23.7 0.9 267.2 liaowa 66 22.9 0 27.4 0 0 15.7 169.4 11 48.7 13.2 80.9 15.6 235.4 _ qingqu zhengjiahe 203.6 9.6 0 0 0 0 194 446.7 9.5 143.8 0 47.7 246 650.3 yangojiagou 10.8 10.8 164.3 2.2 26.3 136 175.1

______youfanggou 22.9 22.9 0 0 0 0 0 78.6 3.2 0 0 15.7 59.7 101.5 weijiapu 102.5 43.8 0 0 0 0 58.7 186.7 0 186.7 0 0 0 289.2 xigo 16 13 3 119.6 8.5 11:1 135.6 suJiagou 25.1 25.1 72.1 71.2 0.9 97.2 quyanhediani 261.1 201.2 37.3 0 0 0 22.6 444.8 31.4 340.4 0 43.6 29.4 705.9

Second Navigation Survey and Design Institute, the Ministry of Communication 107 FnvionntmlpactAssessLt For Sl*i to MLanduanguLan SeofYhwuJntr-Pfov HigfrxayProje

hejia jianliupu 133.1 31 93.1 0 9 0 0 244.9 21.1 179.8 0 0 44 378 _ yangjiawan 118.6 118.6 0 0 0 0 157.1 10 143.3 0 0 3.8 275.7 huocheling 286.9 140.9 108.7 0 0 37.3 299.9 40.3 231.2 0 0 28.4 586.8 chengguan lucigou 56 21.8 34.2 0 0 0 0 112.9 3.9 102.5 0 0 6.5 168.9 shitizi 147.2 27.5 119.7 0 0 0 0 314.1 0 289 0 0 25.1 461.3 xujiawan 20.6 20.6 46.9 45.1 1.8 67.5 ______tianheping 133.6 41.2 0 0 0 92.4 97 4.1 74.2 0 0 18.7 230.6 jiaochangpo 40.1 40.1 3.5 3.5 43.6 xiabeiyu 109.2 2.8 106.4 0 0 0 0 47.9 20.9 20 0 0 7 157.1 shangbeiyu 41.6 41.6 0 0 0 0 60.4 40.7 19.7 0 0 0 102 wangilaping 208.1 208.1 0 0 0 0 65.9 9.9 56 0 0 0 274 tumen guandimiao 235.7 54.9 180.8 0 0 0 0 124.9 28.9 94.6 0 0 1.4 360.6 tumu 109.4 109.4 0 0 0 0 113.5 17.5 96 0 0 0 222.9

______shangping 117.16 24.7 92.46 0 0 0 0 76.1 0 76.1 0 0 0 193.3 gangou 219.5 5.6 213.9 0 0 0 0 199.4 0 199.4 0 0 0 418.9 xiangkou bamudi 206.4 6 132.4 28 0 0 40 283.5 50.1 225 0 0 8.4 489.9 xiaxianigkou 215.7 120.6 95.1 0 0 0 0 62.7 19.8 36.5 0 1.2 5.2 278.4 shangxiangkou 136.3 49.1 87.2 0 0 0 0 64.4 0 64.4 0 0 0 200.7 lishiguan 230.9 78.7 148.6 3.6 0 0 0 219.4 37.5 174.1 0 0 7.8 450.3 huanigyunlpu 132.6 99.8 32.8 0 0 0 0 33.7 22.7 11 0 0 0 166.3

____._ _ dongjiapihg 206.3 17.6 188.7 0 0 0 0 230.3 24.2 204.9 0 0 1.2 436.6 shangjin iaochangguani 175.1 48.6 126.5 0 0 0 0 368.4 26.6 304 0 0 37.8 543.5 sunjiawan 206.7 2.7 204 0 0 0 0 102.3 2.3 50.7 32.9 3.5 12.9 309 dingjiawna 194.1 54.5" 139.6 0 0 . 0 0 183.6 49.3 115.5 9.4. 0 9.4 377.7 total 5329.2 1052 2942.8 679.6 10.8 32.5 611.5 7276.4 566 5107.9 542.1 329.1 731 12605.5

Second Navigation Survey and Design Institute, the Ministry of Communication 108 Envinmmital JmnctAssesseTt For SThiyatoMatxchuanguan Sectio ofYinwu Inter-Provincial HigbwayProject

A total of 12,605.5 mu land will be occupied permanently by the project. Table 4.6.2-2 summarizes the information about permanent occupation of land. Yunxi CouLnty will have the highest percentage of the total land occupation (53.2%). With regard to tlle type of the land to be occupied, waste and wood land will be the higlhest proportion, 40% of the total. Cultivated land will be 39.4% of the total (Table 4.6.2-3).

Table 4.6.2-3 Permanent Land Occupation County town village Cultivated land Acquired land (rmu) Land acquisition (mu) impact(%) maojian yuanyang xujiapeng 1231 84.9 6.90 zhangwa hanjiangjie tongshugou 596.1 121 20.30 majiagou 485 41.9 8.64 jiayuan.l 790 68.9 8.72 hujia 302 31.7 10.50 bamnudi 428 38.2 8.93 shuangloumenItI 620 59.4 9.58 liangjiagou 659 28.2 4.28. maoping 591 101.6 17.19 fenghuanggou 628 9.4 1.50 liuljiahe 1077 135.4 12.57 yunxian liubi waduangang 2902 85.4 2.94 lanjiagang 1860 10.2 0.55 shu;iagou 2745 124 4.52 liaowa 1170 66 5.64 qingqu zhengjiahe 1011 203.6 20.14 yangjiagou 3033 10.8 0.3 6 youfanggou 1494 22.9 1.53 weijiapu 1075 102.5 9.53 xigou 1633.5 16 J 0.98 hanjiagou 3783 25.1 0.66 quyuanhedian 4330 261.1 6.03 yunxi hejia jianliupu 3607 i33.1 3.69 yangjiagou 2300 118.6 5.16 huocheling 4056 286.9 7.07 chengguan lucigou 1623 l 56 3.45 shitizi 2756 147.2 5.34. yujiawan 860 20.6 i 2.40 l tianheping 4947 133.6 j 2.70 jiaochangpo 271 40.1 14.80 xiabeiyu 2100 109.2 5.20 shangbeiyu 1670 41.6 2.49 wangiiapiing 1619 208.1 12.85 tumen guandimiao 1204 235.7 19.58 tumu 2088 109.4 5.24 shangping 3326 117.16 3.52 gangou 2510 219.5 8.75 xiangkou bamudi 1648 206.4 12.52 xiaxiangkou 1769 215.7 12.19 shangxiangkou 1370 136.3 9.95 lishiguan 1708 230.9 13.52 huangyunpu 982 132.6 1 13.50 | donigliaping 2112 206.3 9.77 shangjin jiaochangguan 776 175.1 22.56 I sunjiawvan 2697 206.7 7.66

_ dingiiawain 1520 194.1 12.77 total 81962.6 5329.2 | 6.50

Second Navigation Survey and Design Institute, the Ministry of Communication . . 109 EnvientaImpactAsssmentFor SlyantoManchuangian Section ofYinwulntter-ProincialHigwayProject

The above table also slhows that the land to be permanently occupied will be a small percentage of the total cultivated land in the project districts/counties. It will be less than 0.1% for each of the two districts of Shiyan city and 0.17 to 0.29% of the total cultivated land in the directly affected townships (two in Yun county and five in Yunxi county). These small percentages of land occupation will not have significant impact to the area agriculture although the impact will be much more significant to the individual villages to be affected directly.

According to the experience with other expressway construction projects in Hubei province, such as Hanshi expressway, the spoiled soil disposal sites when appropriately leveled and prepared could create cultivated land. In this project, land created through this manner is estimated to be totaling 2287 mu, including 340 paddy field, 1817 mu dry field, and 130 mu vegetable land, effectively reducing the impact of land occupation by the expressway construction. Details are shown in Table 4.6.2-4.

Table 4.6.2-4 Land resumption and creation plan Unit: Mu Countv Township Village Team Paddy field Dry land Vegetable pIlot Total Maoiian Yuanyang Xuiiapeng 01 150 150 02 20 20 Tongshugou 04 15 15 05 20 . 20 04 40 40 Han" ~Hujia 03 15 15 Hanj iang 02 15 15 Zhangwan SrOfficet 02 20 20 Office ~~03 30 30 Maoping 04 30 30 60 05 20 20 06 30 30 Fengfenggou 01 30 30 01 50 50 03 80 80 Yun Liupo Waduangang 046 60 60 07 50 50 08 100 100 Yunxi Jianliupu 04 30 30 Jiahe . 09 6 6 Huocheling 06 40 40 02 37 . 37 Guandimiao 03 30 30 07 10 ______10 08 24 24 Tumen Shangping 04 30° 30 05 1 0 10 01 36 36 Ganggou 02 5 5 Ganggou 03 20 20 06 30 30 Xiangkou 01 15 15 Bamudi 03 80 80 04 33 ______33 01 1 50 50 Xiaxiangkou 03 25 25 05 48 48

Second Navigation Survey and Design Institute, the Ministry of Communication 1 0 Enviunmental ImpatAssessient ForShiymntoManclrluangma Section of Yinwu Inter-P-hovincial FighwayPrject

Shangxiangkou 01 40 40 04 57 57 02 15 15 Lishiguan 04 90 90 06 28 28 Huangyunpu 02 60 60 04 15 80 95 01 80 80 Dongjiaping 03 60 60 04 30 30 01 20 20 JiaoclianggLuan 02 10 10 04 50 30 80 03 10 19 29 Shangjin Sunjiawan 05 40 40 06 34 34 02 35 3 5 Dingjiawan 03 30 30 04 30 30 Grand total 340 1817 130 2287 (2) Opportunity forAgricultural Production

The expansion of urban area will result in increasing demand for agricultural products. The improved road system will facilitate the move of agricultural products to urban market, creating promising opportunity for agricultural production.

(3) Adverse Impacts in Operation Phase

The adverse impacts in operationi phase may arise from traffic noise, exhaust gas and air-borne dust, which would damage the photosyntlhesis function of crops.

As waste land takes the largest proportion in the affected area (54.40%). The adverse impacts may not become severe to agricultural production. The road project is expected to increase the land value in the adjacent area, whichl will attract more fund flow to this area. Consequentially, more job opportunities will be created to accommodate the excess labor from agricultural sector.

4.6.3Community severance

The road will create an enclosed belt ii the project area, separating the roadside communities. The daily life of the roadside residents will be adversely affected.

In order to minimize the separation of road, design team has collected comments and opinions through extensive public consultation, The combined lenigth of bridges and tunnels, after deducting length of river crossing bridges (about 8.4 krn), accounts for 32% of the total lengtlh 105.099 km of the road. There are 93 bridges (78 of wlhich can be used as passages), 30 tunnels, 4 platform bridges, 20 passages and 21 separate interchanges altogether in the whole expressway. Consulted with the clesign team, local governments, communications authorities and local residents and considering the existing country roads and the demands of villagers' farming and communications, it is designed that 16 among

Second Navigation Survey and Design Institute, the Ministry of Communication- Il] Inter-ProvvincialHighwayPtoject EnvironmntlImpactAssessTentFor-SlhiyantoManchualguan Section ofYmwL

their flood discharge or 126 culverts along the expressway can be used as passage besides river-crossing bridges irrigation functions, there are 145 passages in total after deducting 21 interchanges, and 16 (74 bridges or elevated viaducts, 30 tunnels, 4 platform bridges, interchange structure is passage/culverts), equivalent to 1.35 passage per km. Additionally, road separation problem. applied in designing the cross with existing road to eliminate the

determining the width Long-term forecast for traffic demand have been considered when of the passages. and height of the passages. Table 4.6.3 presents the parameters

Table 4.6.3 Parameters of Passage Net width (m) Type of Passage Net height (m) D6.0 Motor vehicle passage 3.5 D4.0 Agricultural equipment passage )2.7 >4.0 Pedestrian passage 2.2

16 will be designed to Of the total of 126 culverts along the entire expressway alignment, Regardless of Iaining or have the function of passing pedestrians anid agricultural vehicles. cultverts will not flood not, these 16 culverts are designed in such a way that water in the the passage in the culverts even during the rains.

4.6.41mpact of Construction Camp and Access Roads

The relevant environmenital There are 21 construction camps to be set up along the road. water source, wastewater problems arising from the construction camps are drinking spaces of workers in discharge and solid waste disposal and AIDS prevention. Living would be a primary camps shall be sufficient. Additionally, potential spread of disease is adjacent. Table 4.6.4-1 concern in the residential area where the construction camp summarizes the information about the construction camps.

112 Second Navigation Survey and Design Institute, the Ministry of Communication nvirunAtsalTAess tForSlhwnntoMarchuangLo i Seto ofYnwu Inter-Pnovincial HigwayPrject

Table 4.6.4-1 Summary of the Construction Camps No. Ref. of Pile Relation with the Road (m) Land use (mu) 1 AK3+300 Tongshugou Dry land, 10 mu 2 AK7+600 S_l-ofLiu Plant yard, O mui 3 AK15+500 Maoping Middle School Waste lanid, 15 mu 4 AK24 Shujiagou Dry land, 10 mu 5 AK29+400 Zhangjiayuan Dry land, 15 mu 6 AK30+300 Jiangjiagoukou Dry land, 10 mu 7 AK33 Xiangzikou Dry land, 8 mu 8 AK35+700 Zhujiayuan Dry land, 8 mu 9 AK39 Qingqu Town Dry land, 15 mu 10 AK43+700 Siping Dry land, 12 mu 11 AK44 Jialiupu Dry land, 9 mu 12 AK50 Hejiadian Dry land, 7 mu 13 AK54 Wumashi Village Dry land, 8 mu 14 AK64 Yunxi Chengguan Dry land, 15 mu 15 AK68+600 Wangiiaping Dry land, 12 mu 16 AK73 Guandimiao Dry land, 20 mu 17 AK82 Bamudi Dry land, 72 mu 18 AK85+400 Shangxiangkou Dry land, 15 mu 19 AK90+500 Huangyunpu Dry land, 10 mu 20 AK101+500 Luomadian Dry land, 9 mu 21 AK104 Dingjiawan Dry land, 13 mu

The above-mentioned camps are imostly located at the applicable areas, old school locations, old workshops, and flat terrains near villages, so as to minimize disturbances on villaaes in the camp location selection principle of closing with villages but not entering villages.

As per the design of the main work, the total length of access roads under Alternative K is 55.661km, including 29.119km to be built and 26.542km to be expancled. Table 4.6.4-2 presents the information about the access roads.

Table 4.6.4-2 Access Roads No Bridge & tunnel Start point End point at Widening New road Length (m) Alignment K (ni) (m) I Xujiapeng Middle Baidong Road K12+600 KO+803 133.726 133.726 Bridge 2 Chenghuang Baidong Road KI1+200 K5+230 2700 476.606 3176.606 Tunnel 3 Zhanggou Bridge Shibao Hotel, Baidong Road K6+005 2570.32 684.221 3254.541 4 Majiagou No.] Connecting with an access IC6+365 449,926 449.926 Bridge road 5 Majiagou No.2 Connecting with an access 1c6+500 330.849 330.849 Bridge road 6 Yujiagou Tunnel Connecting with IC7+070 900 276.373 1176.373 Taishannmiao for road 7 Taishanmiao Funer al House Road K7+615 1350 400.793 1750.783 Bridge 8 Caijiagou Middle Connecting with an access K8+440 150 239.999 389.999 Bridge road 9 Caijiagou Bridge Connecting with an access K(8+960 92.979 92.979 road

Second Navigation Survey ,nd Design Institute, the Ministry of Communication. 113 mnviromthltAssessntnt For Slryan tDhichuanguan Section ofYinwu Inter-Provincial Higw$yPhjtect

Length (m) No Bridge & tunnel Start point End point at Widening New road Alignment K (m) (m) 10 Tumen Bridge Nearby Donghua Co., K9+795 561.642 561.642

____ 1lHanjiang Road 11 Xigoukou Bridge Nearby Dongfeng Tyre Plant K10+290 354.67 354.67 12 Shuangloumen National Rd. No. 209 K11+570 372.387 372.387 Bridge K1347+800 13 Huangjiagou National Rd. No.209 K13+400 777.962 777.962 Tunnel K1347+600 14 MaopingBridge Maoping Clinic, National K14+810 200 180.395 380.395 Rd. No.209 15 Maoping Bridge Maoping Primary School, K15+200 472.941 472.941 National Rd. No.209 16 Huamingtang Connecting with National K116+515 271.166 271.166 Tunnel Rd. No.209 442.722 17 Yangjiawan Bridge National Rd. No.209 IC19+730 120 322.722 K1336+500 18 Hejiawan Middle National Rd. No.209 K20+660 394.799 394.799 Bridge K1335+700 19 Waduanigang Connecting with National K21+375 447.837 447.837 Tunnel Rd. No.209 1002.214 20 Zhengjiawan No. I Waduangang Primary K21+760 500 502.214 Bridge School, National Rd. No.209 21 Zhengjiawan No.1 National Rd. No.209 K22+090 532.701 532.701 Bridge K1334+100 22 Dangjiawan Guojiawan, National Rd. K23+295 300 341.532 641.532 Tunnel No.209 23 Shujiagou No.1 Liupo Revenue, Liupo K25+560 426.7 426.7 Middle Bridge Township 1659.196 24 Shujiagou No.1 Connecting with an access K25+805 1350 309.196 Middle Bridge road 25 Rongjiagou Bridge Connecting with an access K26+210 460.94 460.94 road 26 Yingfengtang Liupo Revenue, Liupo K27+310 557.463 557.463 Tunnel Township 27 Yaolingtang Liupo Revenue, Liupo 1(27+850 609.239 609.239 Tunnel Township 28 Zhujiagou Bridge Connecting with Access Rd. K28+630 126.282 126.282 No.30 at KO+059 29 Tujiagou Bridge Connecting with Access Rd. K29+020 672.99 672.99 No.30 at KO+600 2462.815 30 Jianghan Bridge Connecting with Access Rd. K29+800 1300 1162.815 No.27 at KO+000 31 Jianghan Bridge Jiangjiagou, Yunman Rd. K30+500 2500 1724.29 4224.29 K21+200 1102.988 32 Tanggou Bridge Jiangjiagou, Yunman Rd. K32+000 1102.988 K21+700 1335.347 33 Xiangzikou Bridge Yuninan Rd. K22+200 K32+590 1335.347 344.599 34 Leijiawa Bridge Huo.jiagou, Yunman Rd. K35+270 344.599 K26+700 398.471 35 Chenzigou Bridge Weijiapu, Yunman Rd. K36+390 398.471 .K27+300 36 Gongjiagou Bridge Xigoucun, Yunman Rd. K37+270 74.565 74.565 K28+ 100 37 Gongjiaya Tunnel Yunman Rd. K37+680 155.226 155.226 38 Qingqu Bridge Yunman Rd. K34+000 K39+000 158.243 158.243

114 Second Navigation Survey and Design Institute, the Ministry of Communication Evnxvimenal ctAssessmentFor ShtymnManchuanguan Secoinn of YinAu Inrk-Provincial HiglwayProjet

No Bridge & tunnel Start point End point at Widening New road Length (m) Aiignment K (mi) (m) 39 Guojiagou No.1 Yuinain Rd. K34+300 K40+400 1917,016 1917.016 Bridge 40 Guojiagou No.2 Connecting with Access Rd. K40+760 348.986 348.986 Bridge No.39 at Ki1+174 41 Guojiagou No.3 Connecting with Access Rd. K41+180 488.0 488.0 Bridge No.39 at Kl+920 42 Siping Bridge Old Yunman Rd. K42+560 203.18 203.18 43 Jiebeiguan Tunnel Ditto K44+380 648.177 648.177 44 Jianliupu Bridge Yumnan Rd. K45+800 K46+000 109.793 109.793 45 Zhangjiagou Yunman Rd. K49+300 K49+390 311.401 311.401 Bridge 46 Puhe No.2 Bridge Yunman Rd. K50+600 K50+875 167.638 167.638 47 Mujiayuan Bridge Yunman Rd. K52+510 K52+51-0 183.915 183.915

48 P.uhe No.3 Bridge Yunmnan Rd. K53+600 K53+720 102.8 *. 102.8 49 Huocheling Tunnel Yunmnan Rd. K54+215 | 576.483 576.483 50 Huocheling Tunnel Yunman Rd. K55+720 205.927 205.927 51 Lucigou No.2 Yunman Rd. K57+600 K57+435 330.894 330.894 Bridge Total of Tender 17890.93 19881.391 37772.314 No.1 I Shitizi Bridge Nearby Shitizi Primary K60+035 3 15.627' 3 15.627 School, Yunman Rd. 2 Biegaizi Bridge Yu jiawan, Yunman Rd. K61+800 886.153 886.153 3 Fengcun Separate Yunman Rd. K63+040 191.222 191.222 Interchange 4 Tianheping Bridge Yunxi County Brick Plant K64+200 273.247 273.247 5 Zhangjiawan Xiabeiou Village K66+620 809.685 809.685 Bridge 6 Lishigou Bridge Wangjiaping K68+330 350 279.749 629.749 7 Yujiadayuan Yumnan Rd. K68+780 396.116 396.116 Separate Interchange 8 Zhaqjiawa Middle Yu nman Rd. K70+400 375.202 375.202 Bridge 9 Kejiawan Separate Y u nman Rd. K72+590 475.79 475.79 Interchange 10 Keiiawan Bridge Yunman Rd. K73+585 339.956 194 533.956 11 ZhangBiagou Yunman Rd. K74+800 714.606 714.606 Bridge 12 Tieligou Bridge Yunman Rd. K75+840 595.322 595.322 13 Shanzigou Bridge Yunmani Rd. K76+650 270.669 270.669 14 Tumen Reservoir Yunman Rd. K77+460 360.921 360.921 Bridge 15 Ganggou Separate Yunman Rd. K79+460 224.915 224.915 Interchange and Ganggou Superlarge Bridge 16 Bamudi Separate Yunman Rd. K81+100 28.006 28.006 Interchange 17 Muguagou Bridge Yunman Rd. K82+430 571.386 571.386 18 Piaohugou Bridge Yuunman Rd. K84+150 505.256 505.256

Second Navigation Survey and Design Institute, the Ministry ofCommunication . .115 EnvitnmejtalinpactAssessmeitFo ShliytoManchuaigLuan Section ofYinwu Itei PnvincialHlighwayPnrject

No Bridge & tunnel Start point End point at Widening New r oad Length (m) Alignment K (mi) (m) (left) 19 Hekou Bridge Yunman Rd. K85+920 253.96 253.96 20 Wangjiagou Bridge Yunman Rd. K(89+180 352.528 352.528 21 Huangyupu Bridge Yunman Rd. K90+090 311.059 311.059 (I) 22 Huangyunpu Yunman Rd. K90+730 231.515 231.515 Bridge (r) 23 Erdaoya Tunnel Yunrnan Rd. K92+800 721,805 100 821.805 (entrance) 24 Erdaoya Tunnel Yunman Rd. 1(96+050 338.115 338.115 (exit) 25 Jiaochangguan Yunman Rd. IC98+050 65.604 65.604 Superlarge Bridge 26 Shangjin Yuninan Rd. K100+650 878.001 878.001 Interchange 27 Luomadian Yunman Rd. K101+170 1244.105 1244.105 Superlarge Bridge 28 Dingjiawan No.1 Yunman Rd. K102+120 621,449 621.449 Bridge 29 Dingjiawan No.2 Yunmnan Rd. K104+1 80 796.826 796.826 Bridge 30 Yunling Tunnel Yunman Rd. K104+590 575.853 575.853 (entrance) 31 Yunling Tunnel Local road K106+960 2170 1070.78 3240.78 (exit) Total of Tender 8651.14 9238.29 17889.43 No.2

The first project tendering package is 37,772.341 m and second one is 17,889.43 m, totaling 55.661 km.

The alignment and selection of the access road have been carefully designed to avoid the sensitive receptors, such as hospital, residential area and school, wherever possible. However, constrained by the topography, several access roads have to be close to residential area. The major concerns would therefore arise from the access road, such as traffic'noise, air-borne dust, traffic interruption and safety problem, to the resideiits nearby.

The total length of access roads is 2.9km, imnpacts of access roads on resident's areas, schools and hospitals are shown in Table 4.6.4-3.

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Table 4.6.4-3 Impacts of access roads on resident's areas, schools and hospitals Access Nearest Affected distanice to No Section road Location The affected road side length Remarks No. (in) (m)

1 BD07 K0+0-KO+750 Luojiagang--Caijiagou 10 750 Road . ~~~~~~~~~~revamping 2 BD14 KO+040-KO+090 Maoping I 0 50 Ditto 3 BD20 KO+100-KO+570 Longquanwa--Zhengji 10 470 -Tender awan 4 No. I BD20 KO+540-KO+580 School 20 40 School

5 BD24 KO+000-K0+370 Shujiagou 15 370 Road revamping

6 BD42 K0+000-KO+160 Siping Village 12 160 Road revampinag 7 ~~~~~~~~~~~~~ShitiziPrimary 10 100 highfenc 7 BDO 1(0K01-0+100 School l0 100 high fence

8 BD06 KO+350-KO+600 Wanigjiaping 12 250 9 BDO6 KO+200-KO+300 Yuj iadayuan 12 100 10 No.2 BDII KO+70-KO+120 Tumen Primary School 12 50 IWi h fence Foad 1i BDII KO+30-KO+120 Tumen Township 12 90 revamping Road 12 BDII KO+350-KO+650 Zhangjiagou 10 300 revamping 13 BD12 KO+00-KO+170 Zhangjiagou 10 170 Total I l / / 2900 / Sources: Detailed engineering design of the first stage of the Access Roads Subproject of the First Contract Section of the Shiman Highway, October 2003 Detailed engineering design of the first stage of the Access Roads Subproject of tlle Second Contract Section of the Shinian Highway, September 2003

When passing through villages, horning is prohibited. Noon time transportation will be minimized while transportation shall stop after 22:00 to minimize the disturbance to the residents during these sensitive hours. Water shall be sprinkled on the roads close to schools at day time so as to lower dust pollution. To assure students' safety, contractors slhall cooperate with schools to carry out traffic safety education to students, warning boards shall be installed at related road sections to remind drivers and students of traffic safety, designated persons shall be on duty at roads students have to pass throtIgh for leading students for safety at duration before and after schooling.

For the three impacted schools, the contractors will be required to consult witlh the schools on construction schedules, particularly transportation schedules. While approached sclhools, the trucks will be required to lower speed, not to horn, and not to lhave overly concentrated traffic at the school sections. Truck stations/parking areas will be located at least 200 rn away from the schools.

4.6.51mpact On Navigation on Han River

A Hanjiang Bridge will be constructed on Han River in the project.

4.6.5.1 Current Navigation on Han River

Second Navigation Survey and Design Institute, the Ministry of Comnmunication 117 Envirmmertal rpmctAssessenteFor ShiyantoManchuanguan Section of Yinwu Inter-ProvincialHighayProject

The river section from Bai River to Shending River where the proposed Hanjiang Bridge is located is within the backwater area of Danjianigkou Reservoir. The water currelnt is wildly changing and the navigation condition is complicated. This river section tlherefore can only support the navigation of 15-50 t barge.

4.6.5.2 Impact to navigation on Han River

Part of the construction material will be transported on Han River to the construction site for the proposed Hanjiang Bridge. Two temporary ports will be constructed dedicatedly for this proposed bridge. According to the feasibility study report, about 60,000 ton materials will be delivered via the navigation channel on Han River. It is tlherefore estimated that the ship volume on the river will be increased by 18.3% by the construction of tlle bridge. In additional consideration of the cofferdam area on river, the max. loss of navigation capacity is 30% but temporarily. It is reckoned that the current navigation capacity is able to support the increased barge volume, provided the barge is under good management.

Before bridge construction, a temporary jetty shall be built respectively at bothl banks of the location of Hanjiang Bridge in order to minimize disturbance impacts on navigation in the Han River. It is recommelnded by EA team that the locations of temporary jetties slhould be kept a little far away from that of the bridge, i.e. over 300m away from centerlille of the bridge, so as to avoid disturbance impacts on navigation dtue to clhannel narrowing.

4.6.61mpact on Cultural Heritage and Nature Reserve Area

4.6.6.1 Impacts on cultural heritage According to the Planning Report for Cultural Heritage Protection in Shi-Man Expressway Project prepared by Hubei Provincial Archeological Institute in Jan. 2003, two cultural sites have been discovered in the area, Pingsi Grave Yard anid JianliupoL Site. In the supplementary site cultural relics survey conducted in June 2003, one additional cultural relics site was discovered. These sites are shown in Table 4.6.6.

Table 4.6.6 Cultural Heritage in the Affected Area Ref. of Protection Area No. Name Pile Location Age .d ( 2 Measures No. I group of End of No Pingsi Grave K32+800 Sunjiawan, . Yard Qingqu Town of Dynasty Poor 2000 neaerde Yun County Jian.luu.Jianliupu Village, The new 2 SJianlupu lc49+400 Hejia Town of The ne Poor 5000 excavation _Site Yunxi County stone age Southern Shaanxi Kejiawan ~~~village Buildiing 3 Military K84+750 Kejiawan town 1940's Fair sti-ii.g Area of Xianghe town strength risig Hospital Site

Second Navigation Survey and Design Institute, the Ministry ofConmrunication- 118 EnvionmneIalIxIpactAssessmentFor Shpi tManhuauguan Secfon ofYinwu Intei-Pivi ncial Highway PNzjt

Pingsi Grave Yard is 150 m from the red line of the construction site. Warning sign should be marked at this site by cultural department before construction at this section is commenced. The project road will pass through the edge of Jianliupu Site. The information for the two sites is summarized as below:

Pingsi Grave Yard, built in Tang-Song dynasty, is 150 m from the north side of the project road. As the area of the Tomb is small, it is expected that the construction activity would not cause direct impact on it. Therefore there is no need to unear-th it.

The project road will pass through the southwest part of Jianliupu Site, a new Stone Age cultural property. This site occupies large area and is in poor condition. As the project will cause indirect impact on this site, salvage effort slhould be organized at the site.

Southern Shaanxi Militaiy Area Hospital Site is a county level cultural relics and a revolutionary site. It is now in fair conditions. The expressway would go through north of the site, causing indirect impacts such as dusting, slhakeni/vibration, visual impacts, etc. it is recommended that local reinforcement protection shall be designed and carried out for the site by a qualified engineering company to be entrusted by the Slhiman Highway Company, under the instructions of Hubei Provincial Archeological Institute.

In addition, there is possibilities that additional archaeological sites may be present at the expressway area, whiclh, if not carefully protected when uncover-ed, cold be physically damaged by construction activities. Detailed procedures will be created and enforced during construction for such clhance finds (discussed furtlher later in this rieport).

4.6.6.2 Impacts on natLre reserve area

According to the Nature Reserve Area Ordinances of the People's Republic of China and the Geological Relics Protection Management Rule, and the distribution features of the dinosaur egg fossils, the nature reserve area is divided into tlhree levels of core zone, buffer zone and test zone. Details are shown in the Nature Reserve Area Plan and the Geographical Drawing of Alternative A. Class 1, Class 2 and Class 3 protection shall be executed respectively for core zone, buffer zone and test zone.

1. Core zone:

Core zone is at one slope near Tumiaoling, Team No.], the HLuojiagou Village, where dinosaur 2 egg fossils are centralized, with an area of about 0.525 kim , witlh Class I fence closed protection, where standard section of Cretaceous stratum with dinosaur egg fossils can be estabHished for geological study and investigation after approval of competent authority.

Only study and investigation are allowed and dinosaur egg fossil samples shall not be collected

Second Navigation Survey and Design Institute, the-Minist-y of Commnuniicatioi -- - 119 EnvmitnelalInpactAssessmentFor Shiyn toManchuanguan Sectio of Yinwu Intei-Puvincial HighwayProject within core zone.

2. Buffer zone:

Buffer zone includes the dinosaur egg fossil sites of the south slope and northwest slope of the Qinglong Mountain, Hongzhaizi, Moshigou and etc. with an area of about 0.5km2 . Buffer zone is set for remedying activities that cannot be done in core zone, such as: sample collection required by study etc., which is one of effective approaches to better protect the dinosaur egg fossils within core zone.

Production and business activities are prohibited within buffer zone, planned study and sample collection can be carried out after approval of competent authority and the achievement copy shall be submitted to the competent authority.

3. Test zone:

Test zone is situated at the dinosaur egg fossil sites at west of Shihegou and east of Huojiagou, including Huojiagou, Zhengjiagou, Zhuanglianggou and Wolongshan etc. with an area of about 1.5km2 , the scattered dinosaur egg fossil sites will be protected through propaganda of laws, rules and related policies. Scientific research, science popularization and tour activities can be carried out within the test zone, Science popularization and tour facilities as Cretaceous Park and etc. can be established, but destructive projects to the fossil sites shall not be built.

(2) Location relation Alignmen-t K passes by the outer periphery of the mnost external experimenital area of the Dinosaur Egg Fossils Nature Reserve Area in the Qinglong Mountain at K26+300-K27+100, and it is 45m away from the experimental area and passes by tunnel. From the rock strata along the alignment, we can see that the main rock stratum of the area nearby the reserve area where the alignment passes by is metamorphic diabase crevice water rock group, whiLe the stratum at the location of the nature reserve area is basically Cretaceous chipping rock crevice water rock group. The aligmnent K passes through just the unmatched boundary of two rock groups at K26+300-K27+1 00.

(3) Impact degree In general, construction of the road will not cause direct serious impacts on the above-mentioned nature reserve area. Consulted with the managemenit authority of the reserve area-the Hubei Provincial Realm Resource Bureau, the HLubei Provincial Realm Resource Bureau has issued an approval document to agree at the alignment K.

Second Navigation Survey and Design Institute, the Ministry of Comimunicarion 120 4 -Hou kou ,~~~~~~~~~~ ~ ~~Zhujiagou/ S

aea he Dinosaur

h buf.et ig a of the Dinosaur Area v B Fossils Nature Reserve /

0 the9/ text^ area of the Dinosaur Egg Fossils Nature Reserve Ar >

0 200 400. I I the ext ah of n r Egg Fos ture Re erve Area Figure 4.6.6 The geographical relations to ShiMan Expressway Reserve Area *-9.-- / of the Dinosaur Egg Fossils Nature i:aT ~aoiaing 10(0( 3000 Height (m) :. 500 200(0 Scale 0 40 K

F 7o

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g M~~~untajyngL

E= Corrdor No. I CorrdorNo. 2 ~CorridorNo. 3 Figure 5.1.1 Locations of three corridors Table 5.1. 1 Comparison of Three Pos Items Existing Land occupation (mu) Resettler \ ~~~~~Distance Topograp adln°r Baseline trnprain Perm' Temp. (persOl, Distance pN ndladfrmtransportation (person/ Cormidor (km) T Ecosvstein (arable/ (arable/ conditions housing) _ _\______total) total) _ _ _ _ _ Corridor 1 HeavN hilly area with Abundant Presently 463 14.929/ 443/ 13009/ Shiyan-Manchuang complex geological ecological km of mostly 37,884 1137 37533 uan-Sihepu-Zashui- conditions. But the resources in the Grades III and 39.40/% is 38.9% is Guanhojie-Xian expressway will go along the valley area IV roads. Poor arable arable vallev of Han river and not transportation land 300 need to go through the conditions mountains with complex geological conditions.

Corridor II Within Henan province, the Limited 433 km existing 18,716/ 578/ 16955/ Shiyan-Xiping-Sha corridor area is mostly plain ecological highways, 49,245 1482 489184 ngzhou-Liantian-Xi or mild hills but when near resources mostly Grade II 38.0% is 39.0% is an Shaanxi and in Shaanxi except highway arable arable 391 province landform and 209 which is geological conditions are very Grade III complex

Corridor 111 Landform and construction Ecological Presently 501 18,207/ 554/ 17128/ Shivan-Laobailu-B conditions are similar to resources km of mostly 49,881 1497 49418 aihe-Xunyang-Zhen Corridor I south of Han river similar to Grade III and IV 36.5% is 37.0% is an-Zashui-Guangho But between Baihe to Xunyan Corridor 11 highways and arable arable ujie-Xian in Shaanxi province, the 500 km railway; 395 alignment would share the Good corridor with Xiangyu railway transportation and Highway 316. The conditions expressway may have to go through steep hills and heavily weathered rock mountains. Corridor I Corridor I is mostly in river Corridor II or Corridor I will Corridor I Sorridor I Corridor is shorter valley with minimum damage III is preferred help improving occupies occupies involves than 2 to landform and topography transportation least land least land least and 3 by and thus less earth work; Comparison result conditions in a and is and is resettlen about 90 Corridors II and III will go poorly serviced preferred preferred and km and is through part of heavy areas and is preferre( preferred mountainous region. Corridor preferred I______I is preferred Final recommended corridor Corridor I ide Transportation Corridors Between Shiyan to Xian _ l it Compliance Regional _ Y Soil ~ ~~~~~Roadbed LI Soierosiond Road Local ~~Cultural Natural Rivers erosion material with city economic Re propertv reserve 3 network government plannmng development crossed now/ (m )/ integration Impact disposal opmlions Mostly Serviced No known Not Han river. Low soil 51,005/ Best MOC expert small towns population state level involved Tianhe erosion at low connection review and not within cultural any identified river and present and spoiled with Shiyan tis relevant to corridor is the relics natural Du river low earth soil and Xian corridor city least reserves work and Supported by planning compared or forest less both Hubei wNith other parks disturbance and Shaanxi twvo corridors to site provinces as well as local ______governments Several Involved four Danfenghu Not Han river Corridor II 66,477/ Share the No plan by counties cities within a temple in involved (twice), goes medium Xian to MOC and involved the corridor the with Danjiang through spoiled Hefei local planning and more corridor is natural river at the Qiling soil corridor governments issues serviced a state reserves mouth of mountain for this population level and forest Dajiangk-u resulting in corridor cultural parks reservoir high soil relics erosion

Several Involved four No known Not Du river Unstable 77,156/ Share Xian No plan by counties cities within state level involved (Huanglon area and high to Ankang MOC and involved corridor with cultural in natural gtan high spoiled corridor and local planning more serviced relics reserves reservoir) mountain soil the same governments issues population and forest Han river cuts cause corridor for this parks the heavy with a corridor soil Xiangyu erosion railway and highway 316

I Corridor I From regional Corridor I Three Three Corridor I Corridor I Corridor I With the not the economics and III are corridors corridors has point least preferred does not support of interferes view, are are similar disturbance C'd 1 preferred similar on river and least share any MOC and with city and III senvice over with no crossing erosion corridor and local is planning and more people Corridor II preferenc No potential is preferred governments, is preferred and are e preference and is preferred Corridor I is preferred preferred Envinmental inptAssessmTet For ShiyantoManchuanigLim Sectionl of YInwu lnter-PrMvincial HighxNayPoject

But Option A3 is over I km away from the edge of the Nature Reserve Area, no impacts will be caused on the Dinosaur Egg Fossils Nature Reserve Area in the Qinglonig Mountain. Compared with corresponding section of Alternative K, Option A3 is 1.028km longer with more zigzag river channel and unideal bridge location.

Section AG is proposed to try to keep far away from the state grade dinosaur egg fossils nature reserve area in the Qinglong Mountain and to reduce disturbance to the reserve area. The differences of Section AG and Section A3 are that Section A3 escapes from the reserve area at a long distance and selects Han River uipstream bridge location, and Section AOescapes from the reserve area at a near distance and selects Han River downstream bridge location. Section AG is 18.998m longer than the corresponding Alternative K only.

Strictly speaking, Alternative K and Section AG have no impacts on the state grade dinosaur egg fossils nature reserve area in the Qinglong Mountain, Alignment K passes by the outer periphery of the most external experimental area of the Dinosaur Egg Fossils Nature Reserve Area in the Qinglong Mountain at K26+300-K27+100, and it is 45m away from the experimental area. The shortest distance of Section AC with the reserve area is 140m, both traverse the reserve area by tunnel at thie places nearest to the reserve area. But the design team always deems that the nearer to the reserve area, the more probability of finding new fossils during construction, and vice versa. Therefore try to keep far away from the reserve area is a good option. From the angle of environmenit protection, if the line is close to the reserve area, the automobile tail gas and noise will affect the reserve area too during operation.

(4) Plan drawing information source

The pian drawing of the Dinosaur Egg Fossils Nature Reserve Area in the Qinglong Mountain is cited from the Application of the Hubei Provincial Governmeint on Establishment of State Grade Dinosaur Egg Fossils Nature Reserve Area in the Qinglong Mountain (December 1999).

The geographical relations among alignment K and Option AO and the Dinosaur Egg Fossils Nature Reserve Area in the Qinglong Mountain are shown in Drawing No.4.6.6. (Option AG is a new option as per the memorandum of the World Bank Delegation in October 2003).

Second Navigation Survey-and Design Institute, the Ministry-of Communication -21 FnlvimnmeUi mpctAssessrTentFor Sliyan toManchuanguani Sedion ofYinw u Tnter-Ptrvincial HighwayProject

4.6.7Health and Safety

(1) Health The Project affected area is not in any epidemic disease alert region. In order to prevent the construction workers from local diseases and protect local residents from diseases, wllich could bring to the region by the mobile construction workers, preventive measure and procedures must be taken.

Before the Project construction starts, the local health centers will be consulted for information on local diseases and suggestions on preventive measures. In the iodine-deficient areas, iodate-salt will be provided and iodo-potassium pills may also provided as supplements.

The major measures for the prevention of infectious diseases and snail fever are education, and a good practice of personal hygiene while drinking and eating.

The main measures against AIDS (including gonorrhea and syphilis) are thlrougLh public awareness and education of construction workers in the constructioni camps through public bulletin boards and providing entertainment in their spare time. Blood inspection will be compulsory prior to employment at the constructioni sites, to monitor tlle employee's health status. At the same time, a ban on taking drugs and prostitution must be strictly implemented and "safe sex" should be promoted and practiced. After the expressway opens to traffic, the movement of people to and through the now rather isolated Project regioll will be increased, with increased number of hotels, restaurants and otlher entertain ment services expected. Certain negative impacts from such movement will appea;, suchl as the spread of diseases including AIDS. Once the expressway is in operation, local governments along the road will put this issue on their agenda by making regular public eclucation on AIDS prevention via radio, newspapers and other public media. Heathl and epidemic prevention stations and hospitals slhall inspect for AIDS rigorously. Public securities shall strenigtlheni the registration managemnenit for migrant people and reinforce regular legal controls on1 night clubs, hotels, beauty parlors and other entertainment places where AIDS exposure can be a high risk.

SARS is another primary concem in construction phase. The people from the epidemic region of SARS should be examined and the health statement should be filled on. The people have fever with persistent coughing should be isolated.

(2) Explosion Operation With regard to construction safety, explosion for stone and eartlh removal will produce serious safety, as well as environmenital, concerns. Tlis will involve both the management, storage, transportation ancd handling of explosives and the explosion operations tlhemselves. Mis-management of explosive materials and lack of control during explosion operations could result in serious injuries of not only construction workers but also local residents. In particular, the local residents may not have the knowledge of explosives and explosive

Second Navigation Survey and Design Institute, the Ministry of Communication . 122 EnvirnrrentalTmpatAssessmnot For Shiyanto Manchuanguan Section ofYinwui Inter-Pi'incial Highway Prject operations and lack self protection awareness during such operations. The risks of being injured will be even higher.

Besides potential safety threats to people, explosion operation could also affect the structural integrity and safety of houses. According to experienlce with other expressway projects, the vibration impacts of explosion on mountains can extend to a 500m radius area centered on the blast location. Houses, especially rural houses of brick, earth-wood and other simple structure within this area, resulting in wall cracking, falling of ceiling or roof tiles and other damages. The impact to the houses would not only cause property damage but also safety risks to people in the damaged buildings as well.

Construction sites could also be a potential safety hazard for local residents, especially children who do not have the understanding of suchi dangers on a construction site and knowledge for self-protection. The unusual activities at the construction sites may be an attraction to the rural residents and rural children. The safety hazard will be real and serious safety accidents could occuI if they are in the construction sites.

During construction, effective safety and warning measures will be taken to recluce and avoid accidents. The blasting time, signal, and guarding will be regulated, and the people and vehicles within blasting area will be removed followinig strictly designed procedures. Prior to explosion, thorough inspectioni will be conducted andc safety lookout will be built to prevent people and vehicles from passing explosion affected areas. Explosion will not be carried out in hours, which may be busy for rural residents or local traffic. The usage and management of explosives will follow strictly the relevant regulations issued by public security and other relevant authorities.

The construction sites will be fenced and sealed off from thie general public where possible, particularly children. A large board will be posted at the entranice, warninlg of the safety hazard and the danger of unauthorized entry into the construction sites. In addition, the contractors and construction supervision companies will be requested to visit the villages within their construction areas, explain the construction activities including the safety hazard associated with them. The contractors will be requested to conduct similar public education programs to the rural communities of their contract section regularly, when a new type of construction activity is about to start and prior to the most dangerous operations such as explosions.

(3) Road Safety

Traffic safety on the expressway during the operation phase involves expressway design, surrounding environment, equipment/motor vehicles, as well as human factors. With regard to the road design, long downhill section of the expressway will require constalnt braking of motor vehicles running on these sections increasing safety risks related to motor brake malfunction and driver factors.

Second Navigation Survey and Design Institute, the Ministry of Communication . 123 Enviieal ImnpalctAssessmentFor Slhiyan to Manchuanguan Section ofYinwia Intei-PR-vincial H1igh,way Project

4.6.8 Tunnel Ventilation and Emergency Measures

4.6.8.1Tunnel ventilation emergency system

The propose alternative includes five long and superlong tunnels, CO in the tail gas vented by automobiles running on the road during construction can be accumulated in tunnel, it is required to design ventilation, monitoring and emergency facilities. The Chinese standard-- Ventilation and Lighting Design Code of Road Tunnel (JTJO26.1-1999) (June 1, 2000) has detailed the specification for ventilationi and lighting of tunniel.

(1) Design CO content

When fuli transverse ventilation and semi-transverse ventilation modes are applied, design CO content can be based on Table 4.6.8. When longitudinal ventilation mode is applied, design CO content can be raised by SOppm on1the basis of Table 4.6.8.

Table 4.6.8 Design CO Content 5 Tunnel length (i) | <1000 | Ž3000 6 (ppm) 250 200 Note: When the tunnel length is 1000m - 3000m, design CO content can be taken as per insertion method.

The proposed project is involved in one tunnel over 3000m (Erdaoya Tunnel) and four tunnels between 1000m 3000m (See Table 4.2.2-3), as per the regulations of the above table, design CO contents shall be taken separately.

(2) Monitoring and control system

There are five Class B tunnels, i.e. Gongjiaya Tunnel, Jiebeiguan Tunnel, Huocheling Tunnel, Erdaoya Tunnlel and Yunling Tunnel. The monitoring and control classes of other tunnels are lower.

Monitoring and control system consists of nine subsystems: automatic fire alarm subsystem, tunnel ventilation and control subsystem, tunnel lighting control subsystem, electrical monitoring and control subsystem, traffic monitoring and control subsystem, closed circuit TV monitoring subsystem, emergency telephone subsystem, marshalliing telephone subsystem and cablecasting subsystem, of which automatic fire alarm subsystem, traffic monitoring and control subsystem, closed circuit TV monitor-inig subsystem, emergenicy telephone subsystem, marslhalling telephone subsystem and cablecasting subsystem are independent ones, and tunniel ventilationi and control subsystem, tulnel lighting control subsystem and electrical monitoring and control subsystem are relatively indepenidenit inl logic structure and integrated together in system configuration. The nine subsystems are related to one another, which can avoid affecting operation of other subsystems due to failure of a certain subsystem, and can guarantee interlock operation of the whole system

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too. When equipment of monitoring room or subcenter fails, field control can be realized through local controller, all the local controllers of each tunnlel are jointly connected, local main controller is set in monitoring room of tunnel substation, which can control the normal operation of the whole tunnel. All the signal symbols are interlocked for action, contradictive signal lamp color display is not allowed.

4.6.8.2 Automatic fire alarm subsystem

Automatic fire alanr subsystem is used to automatically or manually emit emergency signal, swiftly to inform monitoring room to start firewater pump for fire extinguish-ment and to organize for r escue, wlhen fire happens inside tunnel. As for treatment after fire, i.e. control of roller shutters and ventilation and lighting devices, there are two modes: automatic and manual control, generally, manual control mode is applied after confirmed by operator. In addition, dry powder extinguishers and fire hydrants etc. shall be installed inside tunnels.

(1 ) Alarm approaclhes: -Manual alarm pushbutton

Manual alarm pushbuttons shall be installed in fire-fightinig lholes for all the tunnels longer than lOOOm, with one for every 50m, manually push the button unlder emergency condition, which can transmit the signal to the monitoring room and monitorinig subcenter, tlhen closed circuit TV monitoring subsystem can be applied to confirmii the emergency features.

- -Automatic fire detector

Automatic fire detectors shall be equipped for all the tunniels longer than I OOOm.

Common automatic fire detectors for tunnel are linear temperature sensing cable, air tube differential temperature detector, laser optical fiber temperature sensing detector and dual wavelength flame detector. The former three types are linear temperature sensinig detectors, alarming through temperature change measurement, normally installed at top of tunnel, witlh disadvantages of long temperature measurement action time, location error between alarm point and actual kindling point, maintenance difficulties and etc. Dual wavelength flame detector is of point type photodetector, installed at side wall, applying special fire wavelength and flame twinkling frequency to judge a fire without being affected by wind velocity inside tunnel, fast response speed and convenience for mainitelnalce.

In the design, dual wavelengtlh flame detector is recommenided, the monitorinag radius of every detector is 40m (30m when it is defiled by 50%), eaclh fire-figlhting lhole (50m interval) is designed to equip one detector, which can assure reliable work, and it is set together in one synthetical panel witlh manual alarm pushbuttoni.

In addition, for the sake of self-service of tunnel substation, a set of automatic fire detector

Second Navigation Survey and Design Institute, the Ministry of Communicatioil 125 Sectionl of Yinwu Iitn-Pincial HghwayProject Envitm itdImjpactAsessmentFor Shiyanb anchuangian rooms and power generator pushbutton are provided in low voltage and manual alarm is of smoke respectively, the automatic fire detector rooms of all the tunnel substations too sensing fire detector.

(2) System structure:

alarm work station, tunnel fire includes monitoring room/subcenter fire This subsystem detector, and pushbutton, dual wavelength flame alarm controller, tunnel manual alarm and transmission channel of lowv voltage fire detector, manual alarm pushbutton automatic alarm pushbutton and room at tunnel substation etc. Manual room and power generator cables to fire alarm controller by bus, all the dual wavelength flame detector are connected subsystem can timely and accurately by monitoring and control system. This are monitored connected to As an independent subsystem, it is reflect the fire location in tunnel. line directly. monitoring room/subcenter with a special

subsystem 4.6.8.3 Tunnel ventilation and control are difficult fumes and dust caused by automobiles Because tail gas vented by automobiles, safety, so keeping good air harmful to human body, and affects traffic to diffuse, it is very control condition for traffic safety. Ventilation environment inside tunnel is a necessary wind direction, operation time, be used to control running blower quantity, subsystem can according to and keep blower a longer service life and can realize energy saving operation and can carry out fire smoke environment data and traffic information, the monitored the safety of different fire locations so as to assure discharge handling accordingly as per tunnel and comfort of operating environment. inside monitoring equipment shall be provided Environment monitoring: Environment group of CO/VI detector and and ventilation condition of tunnel. A tunnel as per the length and detector shall be provided at exit of tunlel wind velocity detector and wind direction tunnel's length more than IOOOm. for every 800 - I000m inside tunnel, with

the ventilation system, and manual Blower design is an integral part of Blower control: control of personnel is responsible for automatic control is done by itself. The monitoring Blower control can be realized through with centralized control mode in substation. blower control stubsystem, the controller of electrical monitoring and local electrical monitoring inside is connected with the local main controller local electrical monitoring controller shall be prepared by monitoring room/subcenter tunnel substation, related control scheme inside tunnel, to inform local as per traffic and environment situation or local controller control blower power supply circuit, thus to electrical monitoring controller to control tunnel ventilation. of each corotation and reverse rotation and stop Monitoring and control system can control and reverse rotation and stop) system shall transmit the status (corotation blower, ventilation signal to status display and general failure of each blower, automatic and manual

126 Institute, the Ministry of Communicationi Second Navigation Survey and Design Envienal mptAsessmnentFor Shiyanitonchuanigian Section ofYnwu lnter-Prvincial High`vayProject

interfaces monitoring and control system, the ventilation system will provide relay monitoring accordingly, the monitoring and control system will provide local electrical controller, input and output interfaces and connection cable to blower control device.

roomn System structure: Ventilation control subsystem is composed of tunnel monitorinig CO/VI computer, tunnel local controller, local electrical monitoring controller, blower, with two detector, wind velocity and wind direction detector and transmission channel superior to control modes of manual and automatic control, manual control priority is control automatic control. Ventilation control system has the functions of smoke disclharge and manually scheme hint after fire, controlling blowers after manually corrected, controlling too.

4.6.8.4 Ventilation system

(1) Ventilation mode

ventilation As per applicable code, superlong and long tunnels shall be equipped with systems for fresh air in and peculiar smell out, and disaster-proof ventilation systems.

inside tunnel Through engineering design and calculation, the mlaximum design wind flow 3 mi/s, at different design years Qr•338 m /s, the maximum design wind velocity vrS5.48 ventilation which is far smaller than 10.0m/s specified in the code, therefore longitudinal mode will be applied for all the long and superlong tunnels of the subject project.

Huocheling According to tlhe engineering scales of Gongjiaya Tunnel, Jiebeiguan Tunnel, will be Tunnel, Erdaoya TunLnel and Yunling Tunnel, full jet longitudinal ventilation schemne of other applied in the design, there is no need to carry out comparisonl and selectioln ventilation modes and schemes.

to provide Except the above-mentioned five tunnels, it is not necessary for other tunnels with forced ventilation systems, natural draft mode is applied.

(2) Ventilation under normal operation

Tunnel, Under normal traffic status, the left and right holes of Gongjiaya Tunnlel, Jiebeiguan- Tunriel are not Huocheling Tunnel and Yunling Tunnel, and the right hole of Erdaoya future of the design required to have forced ventilation systems in near future and far The left service life, traffic piston pressure is sufficient to meet ventilation requirements. ininear future of hole of Erdaoya Tunnel is not required to have a forced ventilation system requirements, the design service life, traffic piston pressure is sufficient to meet ventilation design service life. The but it is required to have a forced ventilation system in far future of Design Cocle of Road design is based on the Chinese standard-- Ventilation and Lighting design CO content Tunnel (JTJO26.1-1999) (June 1, 2000), which can reach thie requirement.

127 Second Navigation Survey and Design Institute, the Ministry of Communica-tion. EnvinmenlpactAsessTentForqS iyantoManchuaiguan Section ofYinwIlnte-Provincial FghayPnoject

Ventilation system is not considered in this design for traffic jam condition.

(3) Ventilation under fire condition

The left and right holes of Gongjiaya Tunnel, Jiebeiguan Tunnel, Huocheling Tunnel and Yunling Tunnel, and the right hole of Erdaoya Tunnel are required to have tunnel ventilation systems in near future and far future of the design service life as per the ventilation and disaster-proof requirements.

Large jet blowers have bigger pushing force efficiency than small ones, the space between construction limit and arch bottom is sufficient, suitable for erection of 0 900 mm jet blower; This project is to build double hole and single direction highway tunnels, normally single hole and double direction traffic is not considered. Therefore single direction jet blower is selected as calculation sample with mature manufacture teclnology, high pushing force efficiency and unit power of 30kW.

Every two blowers are a group with a horizontal interval of 150 m around.

The blowers of Gongjiaya Tunnel, Jiebeiguan Tunnel and Huocheling Tunnel are located at entrances in traffic direction, and will be installed just once before 2010.

Half of the blowers of Erdaoya Tunnel and Yunling Tunnel will be located at entrance and exit respectively in traffic direction; all the blowers at the right hole of Erdaoya Tunnel and Yunling Tunnel will be installed just once before 2010; 12 blowers (in 6 groups) shall be installed before 2010 for the left hole of Erdaoya Tunnel, 8 more blowers (in four groups) will be installed at Phase II project after 2010.

Wlhere fire happens inside tunnel, vehicles in front of fire will drive out of the tunlel in normal speed; the wind velocity inside tunnel will be controlled at 2-3m/s by jet blowers inside tunnel, so as to make fire smoke and dust flow out of tunLnel cocurrently, thus to assure the vehicles at the rear of the fire at safety state.

4.6.8.5 Emergency action

(1) Monitoring report

Traffic accident can be found through emergency telephone, closed circuit TV, prowl car, management personnel and car detectors etc. After a traffic accideint is confirmed, immediately inform competent department for rescue and report to superior authority about the severity of the accident, issue control orders to equipmenit outside, organize personnel to lead and command traffic.

(2) Fire treatment

Second Navigation Survey and Design linstitute, the Ministry of Commnulijcation- 128 EnvirintlnpctAssessmentFor Shiyanto Manchuaniguar Sectioi ofYinwu Initm-Pthoial HghwayPtject

* Collect alarm information through manual alarrn pushbutton, dual wavelength flame detector, emergency telephone, prowl car, vidicon and tunLnel management personniiel etc. to confinn fire position and specific situation of fire disaster. When a fire is confirmed, immediately start fire extinguishing devices; monitoring room and subcenter will take relevant rescue measures and report to authorities concerned; issue control orders to equipment outside through the system; organize staff to evacuate persons and vehicles and guide the traffic. Display and control requirements of all kinds of equipment:

Close the tunnel in fire, signal lamp displays red at tunnel portal, prohibiting vehicles to drive forward, at the same time, the changeable information signs of the whole line issue forward tunnel situation too and instruct traffic. Lane indicating symbol of tunnel in fire displays red "X", all the evacuation symbols inside tunnel will be lighted and display, so as to facilitate persons in vehicles to escape under emergency situation.

Change tunnels without fire into double direction running mode, i.e. vehicles of original driving direction run on slow lane, vehicles from tunnel in fire run on fast lane reversely, overhead lane indicating symbol face of the corresponding slow lane displays green and overhead lane indicating symbol face of the fast lane displays red "X", while their reverse sides display reverse signals.

After the traffic of tunnel without fire can completely go as per the requirement, display the transverse hole indicating sign at one side of tunnel in fire as green "v-", indicating vehicles having entered tunnel in fire to turn in the tunnel of other direction for reserve driving.

In addition, when the fire is very serious, block the traffic of tuLnel witlhout fire, evacuate vehicles having entered tunnel in fire first so as to minimize casualties and losses.

After a fire happens, turn on all the lighting devices inside tunnel to a maximum .extent so as to provide sufficient lighting; automatically or manually adjust quantity of running blowers and blowing direction to the smoke discharge and rescue mode: According to the fire location, temporal wind velocity and direction in tunnel, distribution of affected persons and vehicles inside tunnel, reasonably adjust start and stop and blowing direction of blowers to reach safe and fast wind and smoke discharge effect. Ventilation control system shall suit the tail gas increase due to tunnel without fire changed into silgle hole and double direction driving mode.

After the fire is handled, resume normal operation of the tunnel as soon as possible, and make full use of closed circuit TV system to confirm whether vehicles go normally or not.

Second Navigation Survey and Design Institute, the Ministry of Communication 129 FnvilatlInpactAssessment For ShiyntoMaNnchuangua n Secion ofYinwu lnter-R-ovincial HigwayPojeat

4.6.8.6 Administration and Maintenance Organization Arrangement

This project will have five long and extra long tunnels. Two maintenance centers will be set up in Qingqu and Shanlgjin expressway administrative stations respectively. Each of these stations will be staffed by 12 personnel and their main functions and responsibilities will mainly be as following: Maintenance, including mainly road conditions inspection, road surface maintenance, road obstacles removal, snow/ice removal, flood and fire prevention, road surface and road structure daily maintenance and periodical overhaul, road surface improvement, road signages and marks maintenance, landscape and environmental protection, other road facilities and structure maintenance and fixed assets monitoring. The actual road overhaul and repairs will be contracted out and done by professional contractors to minimize the equipment and personnel input at these maintenance centers.

The road administrationi stations will also have other functions, includilng: * Road administration, including road inspectionis, road regulations and polices enforcement, road assets protection and expressway staff right protection * Traffic management, including traffic direction, assist the traffic police for traffic order maintenance and accidents handling; * Information management, including information and data collection and management on road conditions, traffic, motor vehicles, monitoring system data, emergency calls handling, toll revenues and climate conditions. Computerized systems will be adopted for the data and information collection, processing and maangementl * Toll collection management, including toll stations, toll collections, cash mnanagement, recept management and toll revenue audits. * Service management, including parking area, gas stations, auto repair services, shops, hotels, restaurants, etc. Services provided to drivers and passengers include informations, food, convenencne, gas, auto repair, accommllodationi, entertainment, shopping, and telecommunication. * Mechanical and electrical equipment maintenance, includinig mainteniance of communications, monitoring, toll collection, power supply, lighting, ventilation systems.

4.6.8.7 Tunnel emergency personnel training

To effectively handle potential emergencies, and to well manage the emergency facilities equipped for the highway, management personnel Must be trained, contact with local fire fighting and rescue organizations shall be establislhed for the above-mentioned five long and superlong tunnels, once emergency happens, all the parties concerned can effectively cooperate to one another to minimize the emergency losses.

4.6.8.8 Coordination with the Fire Department

Fire departments in Chiina belong to Armed Police forces. Once a fire breaks out in a tunnel,

Second Navigation Survey and Design Institute, the Ministry of Communication 130 Environnxl InpactAssessrnentForShiyantoManchuanguan Section ofYinwu Inter-Provincial HwayProject local fire department will be called upon through the emergency number 119. As the location and operation specifics and features of the expressway tunnels, the fire control and fire fighting need close cooperation of the expressway company and administration with the fire department. It is planned that one joint fire drill will be held just before the expressway opens to traffic to test the response ability. The paramedics for the injured in a fire or other traffic related accidents, the emergenicy calls of 120 system will be enacted. The care of the injured will be provided by the largest hospitals in Yun and Yunxi counties.

4.6.9Analysis of Viaduct Location

Six viaducts will be constructed in the recommended alignment A. Table 4.6.9 summarizes the information about the viaducts. Table 4.6.9 Summary of Viaducts Interval Nameof ~~~~~~Roadto be Itra Ref. of Pile Name of Location connected Type between viaducts (kIm)

East At Xujiapeng of KO+230 Shiyain Maojian District, 7.0 209national Single horn Viaduct inmfrom the urban road shaped ]1.440 center of Shiyan City. At Shuangmenlou of Multiple track KI 1+670 Shiyan Zhangwan District, of 209 national Semi-directi Viaduct 5.0 km from the urban onal center of Shiyan City. Yun At the west of Lipo Multiple track Single horn K24+489 County Town, 1.0 km from of 209 national shaped Viaduct the edge of the town. road 16.721 At the south of K41+210 Qingqu Qingqu Town, 1.5 km Yun-Man Road Single horn Viaduct fromn the edge of the shiaped 28.340 town. At the southwest of K69+550 Yunxi Yunxi County, 1.0 km Yun-Man Road Single horn Viaduct from the edge of the shaped county. At the north of 22.260 K91+810 Xiangkou Xiangkou Town, 1.0 Yun-Man Road Single horn Viaduct km from the edge of shaped the town.

The common features of the viaduct location is: (1) At the entrance of main town or district The proposed road will be connect with Shiyan City, Yun County, Qingqu Town, Yunxi County and Xiangkou Towni by the viaducts. These areas are provided witlh easy access to transportation system.

(2) Cross major roads The project road will cross 209 national road and Yun-Man Road by viaducts.

(3) The proposed viaducts are 10 -20 km from the main city, and about 3 1nm fi-om towns.

Second Navigation Survey and Design Institute, the Ministry of Conmmunication. 131 Finviontn1ImipctAssessenBtFor Shiyan toMarichuanguan Secioni ofYinwu Iit-L-i-novincial HigiwayProject

The road will promote the development of these areas witlhouLt impedimenting their expansion.

The interval between viaducts ranges from 10 km to 30 km. The EA team reckons that such interval is reasonable to the local actual situation.

4.7 Indirect Impacts

4.7.1Impact to Local Resource

The potential impacts to natural resource exploitation lhave been taken into account in design stage. Several rounds of consultation have been conducted with stakeholders to determin-e the road aligmnent and location of viaducts, to minimize the adverse impact to natural resource and promote the benefits to mineral exploitation.

Mineral Resource Shiyan City has abundant mineral resource. However due to lack of investment and poor transportation condition, the mineral exploitation only contributes 1% of the GDP to the city. It is expected that lit mineral exploitation will face a great development opportunity pending on this project. However the mineral mining activity should be carefully planlled and restrictively managed to protect the natural environment.

The discovered mineral resource have been avoided by careful design of road alignment. It is therefore obvious that local mineral mining sector will be greatly supported by the project.

Water Resource Shiyan City has abundanit water resource. The total water resource is 38.666 billion in3. There are 2489 surface streams and rivers in the city. The total surface run-off flow is 9.069 billion m3 , accounting for 9% of the provincial total. Shiyan City also has the biggest hydro-power reserve in the province. The total theoretical reserve is 5 million kW, about one fourth of the provincial total. However, Shiyan City it self can not afford such huge capital investment in water conservancy development, only small fraction of the hydro-power reserve is exploited.

Profound change will be brought to the investment environ-ment of Sliyan City by the proposed project. Water resource development will hence be a focus for investmenit.

4.7.2Impact to Tourism

4.7.2.1 Existing Scenic Spots and Distribution

In the Shiyan region, there are several tourist attractions although none is located

Second Navigation Survey and Design Institutej the Ministry ofComnmunication 132 FnvinonnpactAssessnmeitForShiyantoManchuanguan Sectio ofYinwulnteho-vi--cialHrghwayPoject immediately adjacent to the currently proposed two alternative highway alignments. Wudang Mountain, located near Maojian district is one of the best-known scenic mountains as well as a famous shrine site for the Dao region in China. The ancient architecture cluster on the mountain has been enlisted as a World Cultural Heritage by UNESCO. About 28 km to the downtown Shiyan is the Fulong Mountain with ancient forest, which is one of the best small mountainous tourist attraction in the province. There are other tourist sites in Zhangwan district, such as Niutou, Sifang and Baima mountains, and a botany park.

According to the forecast by tourism department, the number of tourist attracted to the region after the project is 2.5 times of the current number. However, constrained by the complex road conditions, such as steep slopes and sharp turns, the scenic spots will be saturated with tourists.

These scenic spots are not located in the directly impacted areas of the project. The impacts of noise and waste gas during the construction and operation phases are negligible to these spots. However, potential indirect impacts, such as increased waste, traffic jamming, exhaust gas and pressure to hotel service, induced by the road project, will become increasingly noticeable. Unless these indirect impacts are effectively mitigated, the tourism development will be tampered.

4.7.2.2 Impact to Tourism Planning

The potential impacts to tourism sector have been taken into account in design stage. Several rounds of consultation have been conducted with stakeholders to determine the road alignment and location of viaducts, to minimize the adverse impact to tourism planning and promote the benefits to tourism development. However, several adverse impacts would be caused by the project.

Increased Traffic Volume The tourist volume will rise significantly as a result of construction of the project. Table 4.7.2-1 presents the projected result of tourist volume after tlle project become operational.

Table 4.7.2-1 Tourists Volume Forecast Year Tourists Forecasted by Attracted Tourists by Proportion (%) Planning the Project 4 (1 04/a) (10 /a) 2010 860 345 35.9 2020 1500 580 38.7 Source: Master Plan for Tourism of Shiyan City for 1999-2020, Nov. 1999

From the above table we can see that tourism planning authorities have colnsidered the increase of tourist flow due to development of the roacd and added the tour facility construction projects in the tourism development plan.

Increased Pressure on Trunk Road

Second Navigation Survey and Design Institute, the Ministry of Communicatioin 133 EnvnnametctAssssmiet For ShiyntoNrichuangan Sectin ofYinwu lnt-Povincia[Higay Project

The current length of road in Shiyan City is 7611 km. The road density is 0.34 km/kin2 , higher than the provincial average of Hubei. 100% of townis, 94% of administrative areas and 80% villages are connected with road. There are 8147 vehiicles for mass transport, including 1850 buses, in the city. The passenger flow is 23.4 million anlually.

The scenic spots will become easily accessible after the road is built. As a result, the tourism sector of Shiyan City will be significantly promoted. Based oln the planning of tourism sector of Shiyan City, the tourist flow will reach 6.65 million/a in 2010 and 10.8 million/a in 2020. It is determined that the increased volume of tourist can be supported by the transport facilities in Shiyan City.

Increased Demand to Hotel Service The current quantity of hotel bed is 19,860 that can meet the short-term demand of tourism development. However most of the hotels are concentrated in the urban area of Shiyan and the Wudangshan Scenic Spot Region. The quality of hotel facilities in other places or counties is too poor to support the medium-level requirement. The service and managemenit are not good in the domestic hotels.

With the increased inflow of tourist, the demand for hotel facilities, especially the hotel room, will grow quickly. Table 4.7.2-2 slhows the forecastecl demand for hiotel service.

Table 4.7.2-2 Projected Demand for Hotel Service Year Demand Forecasted Demand Induced by Proportion (%) by Planning the Project (1041a) (104/a) 2010 Room 15390 5525 35.9 Bed 38095 13676 2020 Room 30476 11794 38.7 Bed 75119 29074 Source: Master Plan for Tourism of Shiyan City for 1999-2020, Nov. 1999

Hotel service is the focus of tourism sector planning of Shiyan City, which has taken into account of the expected increase of tourist flow due to the project road.

Increased Waste Production Domestic wastewater flow will increase in the area attracting more tourists. Table 4.7.2-3 presents the projected result of domestic wastewater flow.

Table 4.7.2-3 Projected Domestic Wastewater Flow Year Wastewater Flow Forecasted Wastewater Flow Induced by Proportion (%) by Planning the Project .______(10 4 /a) ( 04/a) 2010 1444 518 35.9 2020 3062 1185 38.7 Source: Master Plan for Tourism of Shiyan City for 1999-2020, Nov. 1999

Following measures are proposed to treat the domestic wastewater:

Second Navigation Survey and Design Institute, tie Ministry of Communication- 134 Envir,ienllmpactAssessmentiFor Shiyan to Manchuaingua Sectioi ofYrmwi Jnter-Provincial HiowayPojoect

Wastewater Facilities: The type and scale of wastewater treatment facilities will be determined based on the projected wastewater flow. The major source of domestic wastewater, such as hotel, will be connected with municipal wastewater treatment works. The wastewater produced by smaller remote points, such as scenic spot, will be treated by settlement and disinfection process before being discharged into natural streams. Lavatory will be constructed within the scenic spot region. The wastewater will be treated in septic tank before discharging into irrigation system. Trash bins will be provided along the roads within the scenic spot region. The run-off wastewater will be collected by roadside drains and discharged into mountain streams.

The above measures are worked out in the 1999-2020 Shiyan Municipal Overall Plan for Tour Development (November 1999), whichl will be implemented by tour authorities.

4.7.2.3 Conclusion of Impact Analysis on Scenic Spot

The possible influx of tourist after the transportation condition is improved has been taken serious account into the tourism planning. Although the quantity of tourists attracted by the project is only 35.9-38.7% of the total planned quantity, adverse impact on transportation, accommodation and environment will be caused.

4.7.31mpact by Viaduct

Six viaducts will be constructed in the project. During the design stage, comments and opinions were exchaniged between the design team, contacting ulnit and the EA team. Additionally, the design team has conducted public consultation witlh the stakeholders, such as affected people and local government officials, for several times to achieve the balance between environmental protection and economic developmenit.

It is undoubted that the viaduct will provide the local people with easy access to the proposed road. As a result, the exchange of products and information will be accelerated by the road link. However, the increased traffic volume on the road will cause the following impacts: Exhaust gas and noise; Soil waste; Epidemic disease; Traffic safety.

However, these indirect impacts can not be solved at the design stage. An env.ironment management plan has been prepared as an integral part of the EA documelntation, based on several rounds of consultation with the local governments, with intelntion to address the

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indirect impacts. Table 4.7.3 summarizes the result of the consultation.

Table 4.7.3 Record of Consultation for the Proposed Viaducts Affected Place and Time Opinion of Local Government Area Maojian Shiyan City Traffic management will be enhanced to reduce traffic accident; District Nov. 2002 the sanitation condition in public places, such as resfaurant and Zhangwan hotel, will be checked by sanitation department on regular basis; District street sweepers and trash bins will be provided to the main roads; noise level and air pollution will be monitored by environment department; safety at bus station and hotel will be enhanced by public_ security office. Qingqu Yun CouLnty The indirect impact will be considered in the local planning for Town Nov. 2002 transport development; traffic signs and management staff will be Ancheng added to the road by transport department; the sanitation condition Town in public places, such as restaurant and hotel, will be checked by sanitation department on regular basis; street sweepers and trash bins will be provided to the main roads; noise level and air pollution will be monitored by environment department; safety at bus station and hotel will be enhanced by public security office. Chengguan Yunxi County The indirect impact will be considered in the local planning for Town Dec. 2002 transport development; traffic signs and management staff will be Heiia Town added to the road by transport department; the sanitation condition Tumen in public places, such as restaurant and hotel, will be checked by XianTkou sanitation department on regular basis; street sweepers and trash Town bins will be provided to the main roads; noise level and air Shangjin pollution will be monitored by environmen-t department; safety at Town bus station and hotel will be enhanced by public security office. Chengguan Yunxi county Thie county government demands to locate the Xiangkou Hejia May, 2003 interchange at Erdaoya to Manchuanguan as there are nine Tumen townships in this area with a total population of 100,000. The Xiangkou PMO accepts the view of the local government and the Shangjin interchange is to between fi-om this area at Shangjin.

4.8 Relocation of People

This section of the EA report is an abstract of the Resettlement Action Plan RAP). The RAP is prepared in accordance both with the national policy and the Bank Safeguard Policy OP4.12 Indigenous People.

4.8.1Scope and Quantity of Relocation

4.8.1.1 Affected regions, households and population

A total of 12,605.5 mu of land will be occupied permanently by the project. Within the project area, there are 3 counties, 9 towns, 46 villages and 149 village's groups. The total number of affected household is 5020. No ethnic minority will be involved in the relocation plan. In total, 3686 households will be only affected by land acquisition, accounting for 73.4% of the total affected households; 259 households will be only affected by house demolition, accounting for 5.2% of the total affected households; and 1075 houselholds will be affected by both land acquisition and house demolition, accounting for 21.4% of the

Second Navigation Survey and Design Institute, the Ministry -of Comlllunication - - 136 nviinmeta Im1pactAssessmentFor Shiyan to Manriunguai Section ofYinwu inter-Provincial HighwayPoject total affected households. A total of 20,398 people will be affected by the project, including 71.9% to be affected only by land acquisition and 5.3% by house demolition and 22.7% by both. Table 4.8.1-1 summarizes the information about land acquisition and resettlement.

Table 4.8.1-1 Summary of House Demolition and Land Acquisition Total Affected only by Affected only by Affected by Both Area Land Acquisition House Demolition

House People House People House People House People Hold hold hold hold Maojian 150 655 104 434 14 60 32 161 District Zhangwan 597 2275 357 1242 113 483 127 550 District Yun 1195 5410 917 4180 0 0 278 1230 County Yunxi 3078 12058 2308 8815 132 544 638 2699 District Total 5020 20398 3686 14671 259 1087 1075 4640 Source: Shiman Highway RAP, March 2004.

4.8.1.2 Industrial and Institutional impacts

Several enterprises and institutions will also be affected by the expressway land occupation. In total, 10 industrial enterprises, three agriculture based enterprises, two railway control stations, one hospital, one senior home and five schools will be partially dismantled and occupied by the expressway land. These affected facilities/buildings will be either re-constructed at the same site, re-constructed at a different site or compensated by cash.

4.8.1.3 Land Occupation

A total of 12,605.5 mu land will be occupied permanently by the project. Table 4.6.2-2 summarizes the information about permanent occupation of land. Yunxi County will have the highest percentage of the total land occupation (53.2%). With regard to the type of the land to be occupied, waste and wood land will be the highest proportion, 40% of the total. Cultivated land will be 39.4% of the total (Table 4.6.2-3).

The land to be permanently occupied will be a small percentage of the total cultivated land in the project districts/counties. It will be less than 0.1% for each of the two districts of Shiyan city and 0.17 to 0.29% of the total cultivated lancl in the directly affected townships (two in Yun county and five in Yunxi county). These small percentages of land occupation will not have significant impact to the area agriculture altlhough the impact will be much more significant to the individual villages to be affected directly.

According to the experience with other expressway construction projects in Hubei province, such as Hanshi expressway, the spoiled soil disposal sites when appropriately leveled and

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prepared could create cultivated land. In this project, land created through this manner is estimated to be totaling 2287 mu, including 340 paddy field, 1817 mu dry field, and 130 mu vegetable land, effectively reducing the impact of land occupation by the expressway construction.

4.8.1.4 House Demolition

2 A total of 18,9041.7 m houses/buildings will be demolished by the project. The wood-mortar structure houses will account for 52.54% of the total to be demolished, followed by concrete-brick houses at 21.82%. In terms of affected regions, 49.43% of the houses to be demolished are in Yunxi County, followed by 23.88% in Yun County. Table 4.8.1-2 summarizes the iinformation about house demolition.

Table 4.8.1-2 Summary of House Demolition Total Area of House Area to be Demolished (m2) Area Demolished Concrete-brick wood-mortar Mud-timber Simple structure (mi) house house house house Maojian District 8475.2 3963.8 957.5 2537.7 1016.2 Zhangwan District 45152.5 15874.3 9582.8 14060.1 5635.3 Yun County 41971.6 9941.6 6814.3 15956.3 9259.4 Yunxi District 93442.4 11476.7 3687.3 66768.9 11509.5 Total 189041.7 41256.4 21041.9 99323 27420.4 Source: Shiman Highway RAP, March 2004.

4.8.1.5 Auxiliary structures/facilities

Withini the red line area of the project, there are 71,905 m2 ground yard, 437 wells, 5735 mn walls/fences, 5146 tombs, 144,062timber trees, and 192,458 frLiit trees. Table 4.8.1-3 summarizes the auxiliary structures/facilities. Table 4.8.1-3 Summary of Auxiliary Structures/Facilities Region Yard Water Walls Tomb Timber Timber Mature Youna 2 (m ) well (m) tree tree fruit tree fruit tree (D 1Ocm (PC<10cm

Maojian District 975.4 22 131.5 0 868 526 24446 614 Zhangwan District 9271.8 170 1052.6 798 5266 4665 57317 976 Yun County 26950.3 81 212.3 240 2162 188 11453 53 Yunxi District 34707.9 164 4338.6 4108 111605 18782 95586 2013 Total 71905.4 437 5735 5146 119901 24161 188802 3656 Source: Shimnan Highway RAP, October 2003.

4.8.2Legal Frame

4.8.2.1 Laws and Regulations

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(1)National Laws * Land Management Law of P.R.China, Jan. 1999 * Notice to Uniform Tax Rate for Cultivated Land Occupationi by Road Project, issued by MoF, Jan.1, 1999 * Forest Law of P.R.China, Sept. 1984 * Mineral Resource Law of P.R.China, Oct. 1986 * Pilot Regulation for Resource Tax of P.R.China, Dec. 1993

(2)World bank's Policy * P4.12 Indigenous People

(3)Provincial Regulations * Pilot Method for Land Management in Hubei Province, Sept. 7, 1987 * Method for Collection and Management of Mineral Resource Compensation Fee in Hubei Province, May 1995 * Regulation for Managemiient of Forestry in Hubei Province, Aug. 1997 ENotice to Collection of Fee for Soil Conservation, issued by Hubei Provincial Government, May 2000.

4.8.2.2 Objective of Relocation and Restoration

The overall objective of relocation aiid restoration is: the livelihood of the affected people can be restored or even improved in short time.

The detailed objective is: 1)the quality and area of new hoLuse should be at least tlle same with the previous one; 2) the labor should be employed in agricultural production; 3) the infrastructure should be compensated with replacement price; 4) the productivity and workers of the relocated industry should not be reduced; 5) thie compensation fund is not subject to any depreciationi and tax.

4.8.2.3 Method and Principle for Relocation

Daily life and livelihood are the equal considerations in designing the relocation plan.

(1)Restoration of Daily Life The house and supporting facilities should be restored.

(2 )Restoration of Livelihood Labor should be provided witlh work opportunity. Restoration of production supporting facilities Fund, job and production conditions; Affected people should participate in the development of resettlemejnt plan The compensation fund should be paid directly to the affected people; The compensation fund is not subject to any depreciation anic tax.

Second Navigation Survey and Design Institute, the Ministry of Communication - 139 Bwvironmertal ImpactAssessm-ent For Slhiyan to Manchuanguan Section ofYnlwu Inmtei-ovinicialrighwayPrject

The land attachment and facilities should be demolished and constructed by the owner; The willing of the affected people should be respected; Reasonable use f land.

4.8.2.4 Standard for Compensation

Based on the national policy and the safeguard policies World Bank, the standard compensation is threshed out with the affected people.

(l)Compensation for Land Acquisition

Compensation for the permanent occupation of land * Compensation Base Based on site surveys, main land types in Zhangwan district, Maojian district, Yun county and Yunxi county are paddy field, dry land, vegetatble, wood land, anld waste mountainous land, etc. Among them, paddy field (one or two harvests per year) and vegetable land have the highest production throughput of rice, and vegetable. The incomes from these both crops are similar. Dry land is maini ly grains and some cash crops such as wheat, sweet potato, potato, etc. According to the actual outputs of 2000-2002, unit production throughput for paddy and dry field was highest in Yun county, reachinig 451 kg and 377 kg, respectively. Regardt to pricing, the state purchase prices were RMB1 for rice, RMBO.95 for wheat while the market prices were RMBO.05 higher than the government prices. Because of these areas are poverty regions, the purclhase prices were basically based on the market prices to protect the region's and local population's benefits. So, the highest average economic throughput of the paddy field was RMB474 per mu while tha for the dry land, RMB377 per mu. The land compensation was determinied considerting: 1) the impacted area is poverty region and should receive the highest compensationi rate allowed by the law and 2) World Bank resettlement specialist's suggestion that the compensation rate in this project shall not be less other rates used in similar projects in the region whlich are currently under construction. In addition, the resettlement office of the PMO consuLlted relevant organizations, impacted institutionis and individuals. The compenisationi base is tlherefore determined as RMB474 for paddy, vegetable and water poncl land, RMB377 for dry, nursery, wood land and house land and RMB200 for other lanid whiclh has no yields.

* Compensation Multiple According to the prevailing laws and regulations, the compensation multiple has been determined with the affected people. Table 4.8.2-1 presents the information about the compensation base and multiple.

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Table 4.8.2-1 Summary of Compensation Standard Average output per Compensation Com.pensation Land use mu multiple amount (RMB/mu) (times) (RMB) Paddy field 610 6 3660 Dry land 510 6 3060 pond 610 6 3660 Orchard 510 6 3060 Woods land 666 6 3996 Other 200 Source: Shiman Highway RAP, March 2004.

(2)Subsidy to Relocation According to the Land Law, the relocation subsidy is 6 times of the annual average output of the cultivate land for previous three years for each- agricultural people. The annual average output for previous three years is RMB405, therefore the total sulbsidy for relocating each agricultural people is RMB2430. There are 6593 agricultural people will be relocated by the project, therefore the total relocation subsidy is RMB 16,020,990.

(3) Compensation for Crop By negotiation with the affected people, the compensationi for crop is determinied to be the annual average output of previous three years of the cutltivated land. Therefore RMB474 is for paddy field, and RMB377 for dry land. The trees lhave been taken into account as the land attachment or auxiliary structure.

(4)Temporary Occupation of Land One time of the output will be compensated for the land to be occupied for one yea. For the land occupied f more than one year but less than two years, two times of the output will be compensated for. The facilities on the land should be restored by the construction team after the land occupation is ended.

(5)Subsidy for House Reconstruction The compensation for house is the focus in the negotiation with the affected people. The compensation standards for various houses is threshed out during the niegotiation, these are RMB260 for concrete-brick house, RMB 150 for brick and wood house, RMB I10 for mtud and wood house, and RMB60 for simple structure houses.

In addition to the direct compensation to direct losses of the houses, there will be compensation to moving cost, missed work time, and new site preparation costs. As there is standard rate for this type of compensation, the local governments were consulted and the rates are set as follows: RMB400 for relocated houses of 100 m2 or smaller, RMB800 for any houses larger. Thie miss work time and the compensations are RMB I 50/household.

(6)Compensation Standard for Infrastructure

Second Navigation Survey and Design Institute, the Ministry of Communication 141 Envionaenital ImpactAssessnentFoI Sliyto Manchuanga SectioIn ofYinwu Intei-Ptovincial Aighway Pioject

Most of the affected infrastructure, such as power line, communication line and cable, will be relocated to other places. The provincial resettlement office has determined the compensation standard for the infrastructure through negotiation witlh the affected entities. Table 4.8.2-2 summarizes the compensation standard for the infrastructure.

Table 4.8.2-2 Compensation Standard for Infrastructure Item Unit Compensation Standard (RMB) 500,000 V power line Set 500000 220,000 V power line Set 200000 110,000 V power line Set 150000 35,000 V power line Set 50000 10,000 V power lie Set 5000 380V and below Set 600 National long-distance telephone line Set 800 Source: Shiman Highway RAP, March 2004

(7)Land Attachment Table 4.8.2-3 summarizes the compensation standard for auxiliary structure/facilities.

Table 4.8.2-3 Compensation Standard forAuxiliary Structures/Facilities Item Unit Compensation (RMB) Yard M2 10. Well set 200 Wall m 10 Tomb set 300 Timber tree ( ) D IO cm ) piece 25 Timber tree ( b <1Ocm) piece 5 Mature fruit tree Piece 60 Young fruit trees (no fruits) piece Source: Shiman Highway RAP, March 2004.

(8)Irrigation facilities Affected irrigation facilities will be restored by project owner, who is also to be responsible that any effect on irrigation systems shall not disrupt agricultural activities. During the design stage, a detailed investigation will be conducted on the site irrigation systems, including their locations and functions. For those whiclh will be affected during the crop watering season, temporary irrigation systems will be built prior to the start of construction until the affected systems are restored.

(9)Applicable Scope The RAP for this project has been approved by the provincial government, thus it has been the legal document to guicle the implementation of resettlement standard.

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4.8.31mplementing Agency and Host Community

4.8.3.1 Implementing Agency

Provincial Resettlement Office has been designated as the primary implementing agency for the overall planninig and coordination of the resettlemenit. The county -or town resettlement office will be responsible for implementing the RAP withinl the jurisdictive area of its government.

The participant departments in the resettlement are: Leading Group of Hubei Province for Resettlement of Shi-Man Expressway Project (found in Sept. 2003); Leading Group of Shiyan City for Resettlement, and Resettlement Leading Groups of Zhangwan District, Maojian District, Yun County and Yunxi County. Hubei Provincial Resettlement Office (found in Sept. 2003). Resettlement Offices of Shiyan City, Zhangvan District, Maojian District, YLn County and Yunxi Counity.

Survey and Design Institute: Hubei Provincial Transport Planning and Design Institute

The Independent supervisory consultant: Demographical Institute of Wuhan University

4.8.3.2 Staffing

Table 4.8.3-1 summarizes the staffing iniformation of the implementing agencies.

Table 4.8.3-1 Staffing of the Implementing Agencies

Organization SAage Total staff Qualification Operation Equipment Staffr of staff period ______number Provincial 5 10 University 2003.9'2007.3 4 sets of Resettlement diploma computer Office Municipal 5 48 Junior college 2003.9i2007.3 2 sets of resettlement computer office County and 6 54 Junior college 2003.9-2007.3 4 sets of district computer resettlement office Township 4 100 Technical 2003.9 -2007.3 resettlement secondary office school Villager's 2 260 Main cadre 2003 .9-2007.3 committee Survey 15 15 University 2003.9-2007.1 4 sets of organization diploma computer Independent 6 6 Master 2003.9-2007.3 2 sets of supervisory diploma computer organization

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Consultant 2 l 2 professor 2003.9-2007.3 Source: Shiman Highway RAP, October 2003.

4.8.3.3 Institutional Training

The institutional training covers the laws and regulations, World bank's Policy OP4.030, database technology, procedure of resettlement, fund managemeent, restoration of livelihood of affected people and the response to public complaints. The initial training will be conducted in Sept. 2003 and Dec, 2003. The training plan for the second round is presented in Table 4.8.3-2 below.

Table 4.8.3-2 Training Plan Training Content Trainee Timing Process and management of date Resettlement offices of city, March, 2004 county and district Updating of database Resettlement offices of city, May, 2004 county and district Coordination policy Resettlement offices of city, June, 2004 county, town and district Fund use plan and management at Resettlement offices of city, July, 2004 village level county, town and district Fund management and statement Resettlement offices of city, Aug. 2004 county and district Procedure for resettlement Resettlement offices of city, Dec. 2004 county and district Internal monitoring system Resettlemnent offices of city, Feb. 2006 county and district Practical method to coordinate Resettlement offices of city, May, 2006 resettlement county and district Source: Shimaia Highway RAP, October 2003.

4.8.3.4 Host Community

(1)Community *The resettlement agency should propose several alternative plans to the affected people for consideration and selection. The criteria to deternine the host community is: * Within the same community of the affected people wherever possible; * According to the survey result, the number of households to be r elocated is less than 7. * of the total of each village on average. Therefore the affected will be relocated within the village; * The host community has good sanitation environiment and supporting facilities; * The host community is willing to accept the relocated people. (2)Infrastructure Most of the affected infrastructur-e is for power supply. The replacement price Will be the compensation rate for the infrastructure. The relocationi or reconstr-uctioni of the

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infrastructure should be completed in short time as possible.

(3)Public Building The public building is similar to residential house in structure. The compensation rate for household will be applied to the public building.

(4)Land Attachment Land attachment will be demolished and reconstructed by the owner.

(5)Restoration of Road and Irrigation Facilities

Road The national or provincial road will not be compensated for; Other roads will be compensated by the resettlement office at the negotiated rate;

Irrigation facilities At the design stage, the restoration plan will be developed by design team based on consultation with the waster conservancy department and affected people; The temporary water supply for irrigation system will be provided by the construction team.

4.8.3.5 Information Disclosure The information about thie inventory, compensation standard and compensationi fund has been disclosed to the affected people by brochures, public meeting and public notice. The resettlement brochures cover:

* Brief introduction of the project; * Resettlement policy and compensation standard; * Inventory of the affected people, compensation standard and compensation fund; * Right and obligation of the affected people; * Address and hot line of resettlement office.

4.8.41mpact of Resettlement

4.8.4.1 Housing Condition

In May 2003, provincial resettlement office conducted the second-r-ound of site survey on the newly constructed houses within the affected area. Based on the survey result, the market replacement price for the brick-concrete house, timber-brick house, mud-timber house and simple structure house is RMB204, 142, 94 and 31 per square meter respectively. In comparison, the compensation standards for these same types of houses will be RMB220, 150, 100 and 60 per square meter, respectively. The fact that the compensation rates are higher than the replacement costs ensures that the new houses would at least have tlhe same or better standards and conditions.

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4.8.4.2 Living Environment

The host community will be willing to accept the relocated people. The criteria for selecting the host community are the environmental quality, easy access to public utility, and similar custom. It is therefore certain that after resettlement, the living environment will be better than before.

4.8.4.3 Education Condition

The affected people will be relocated with the same village to ensure the students have consistent access to the village school.

(1)Risk of Resettlement and Mitigation Measure * Risk 1 The management system of the compensation fund tinder-performs. Miti2ation Stringent auditing and supervision system over the fund allocation and distribution. * Risk 2 The relocated people are not satisfied with the host community Mitigation The site survey suggests that there are only 7 houses in eaclh village to be relocated on average, it is therefore recommended to relocate these people within the same village. * Risk 3 The compensation fund is insufficienit to vulnerable households to reconstruct quality house. Mitigation * The vulnerable houselholds will get the following aicl: * Fund aid: the resettlement will provide additional fund aid. * Labor aid: village will provide labor work to help construct new house. * Voluntary labor service will be exempted.

4.8.5Cost Estimate

The resettlement cost lhas been included in the overall buclget for the project. Table 4.8.5 summarizes the cost estimate for resettlement.

Table 4.8.5 Cost Estimate for Resettlement Item Unit Quantity Standard Total 1. Land, resettlement and young crops 54300522.6 (]) Land cornpensation 36386157.6 Paddy and vegetable land 1731.5 3792 6565848 Dry and nursery 3542 3016 10682672 Water pond 10.8 3792 40953.6 Fruits garden 611.5 3016 1844284 Wood land 5650 3016 17040400

Secon-d Navigation Survey and Design Institute, the Ministry of Commnuniication 146 Envimenal ImpactAssessTeit For Sliyan toManchuangLanl Setioni ofYinwu Inter-Pioxmncial H3iayProject

Others 1060 200 212000 (2) People relocation people 6593 2430 16020990 (3) Young crop compensation mu 4675 405 1893375 2. House demolition m2 27429703 (1) Within the red line 26453703 Concrete-brick 41256.4 260 .10726664 Brick-wood 21041.9 150 3156285 Brick-mortar 99323 110 10925530 Simple 27420.4 60 1645224 (2) outside the red line (3) House moving fee household 976000 2 Houses demolished (<100 m ) 798 400 319200 2 Houses demolished (>100m ) household 821 800 656800 (4) Upgrading of toilet m2 150 (5) restored land Mu 3660 3. Compensation for auxiliary facilities RMB 16872330 Yard M2 71905 i0 719050 Water well Set 437 200 87400 Walls/fences M 5735 10 57350 Tomb Set 5146 300 1543800 Large timer tree Piece 119901 25 2997525 Small timber tree Piece 24161 5 120805 Mature fruit tree Piece 188802 60 11328120 4. Design change/land outside red line mu 5500 5. Compensation for poles set 4893000 500 KV Piece 500000 220 KV Piece 200000 110 KV Piece 26 150000 3900000 35 KV Piece 2 50000 100000 10 KV Piece 76 5000 380000 Low voltage Piece 447 600 268200 Telecommunication piece 306 800 244800 6. Restoration ofroad Mu 110 100000 11000000 7. Restoration of irrigation facilities 110 250000 . 27500000 8. Compensation for marginal area mu 378 5500 2079000 9. Restoration of pond mu 10.8 3000 32400 10. Taxes and fees 55334727.57 Pennanent land occupation tax Rmb/mu 5329.6 1333.33 7106115.568 Temporary land occupation tax Rmb/mu 1333.33 Land restoration fee Rmb/mu 400 4000 1600000 Cultivated land creation fee Rmb/mu 5319 4500 23935500 Mineral resources compenisation fee Rmb/km 75 6500 487500 Forest land restoration fee Rmb/mu 5108 3996 20411568 Land survey fee Rmb/mu 12607.12 100 1260712 Other fees and compensationi Total of items 1- 10 199441683.2 11 Contingency 19944168.32 12. Management fees 3988833.663 Communications/ transportation 1000000 Grand Total 223374685.1 Source: Shiman Highway RAP, March 2004.

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4.91mpact of Connecting Roads

The Shiman expressway will have six interchanges witlh only one 6.05 km Shiyan connecting road involved. Sensitive receptors by the connector road are showni in Table 3.4-3. There are a small number of additional connector r oads, less than 1 km apiece which have no sensitive receptors around.

The Shiyan connecting road has a total length of 6.05 kni, of whichi 4.45 kIm new road traverses through a 400 m tunnel along Daling road to connect with the existing city road-Heilongjiang Road and 1.6 km upgraded on the existing Hanjiang road. As the local residents have the customii to build houses along highways and roads, there are 2 villages, I school as well as some scattered residential housing along the above two roads. The connecting road alignment has been selected during the design to be away from those houses along the existing roads. In most sections, the connlectinig road is abotut 20-30 m away from these sensitive receptors. As the new conniectinig road will bring additional traffic to the area, there will be incremental increase in noise levels and air emissions. However, the connecting road is relatively far away from the lhouses and traffic speed is expected to be relatively low on the connecting road, the incremental impact from the connecting road operation to the sensitive receptors will be limited. It is estimated that the noise level at the sensitive receptors will increase by aboLut 3-5 dB(A), but such increase will not result in exceedance of noise level above the applicable standards.

4.10 Safeguards Policies Compliance

There are 10 safeguards policies in the World Bank, which could apply to a Bank financed project. The Project EA includes an initial screening and, wlhere triggered, full application of the safeguards policies. The following summarizes the safeguards issues for this Project.

OP 4.01 Environmental Assessment - This is a Category A project and as such a full environmental assessmenlt has been completed. This document, as well as an Environmental Management Plan (EMP) and EA Summary are prepared as a result of the EA.

OP 4.04 Natural Habitats - The natural condition of the area has been fiagmented by the historical human developmenit activity.

OP 4.09 Pest Management - The forest pest problem is not observed or recorded in the project area since 1980s. The plants for greening in this project are arbor tree, shrub, bamnboo and grass. Pile trees are forbidden from the project. Therefore pine nematode disaster could not be triggered, and pesticide could not be widely applied. This project will not fully apply OP 4.09.

OPN 11.03 (being converted to OP 4.11) Cultural Property - The Project has undertakeni

Second Navigation Survey and Design Institute, the Ministry of Commnunicatio- - 148 Enviinenrtal ImpactAssessment For Shiyan to Manchuguani Section of Yivwu Intei--Povincial FHghxayTyDject a cultural property survey and assessment under the EA to determine if any project sites have archeological, historical, religious, or unique natural values as requi-ed under.the OPN. A cultural property survey and evaluation report lhas been prepared by a team of professionai archeologists and cultural specialists. Section 4.3.5 presents the current status of cultural property, Section 4.6.6 discusses the impact and Section 6.2.5 proposes the protection measures, which have been included in the EMP.

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 among the project affected groups and residents.

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 0D4.30.

OP 4.36 Forestry - This project will occupy 2762.4 mu woods land. Thlis project will cross neither virgin forest, nor tropical rain forest, nor commercial forestry. In this report, Section 4.2.3 presents the current status of forestry, Section 4.2.4 analyze the potential impact, and Section 6.2.1 proposes mitigation measures.

OP 4.37 Safety of Dams - No dam construction or repair is included in the Project, thus no action on this issue is necessary.

OP 7.50 International Waterways - There are no Project components that involve international waterways as defined under OP7.50, thus no further action is necessary.

OP 7.60 Disputed Area - The project is not located in any known disputed areas, so no further action is needed.

BP 17.50 Public Disclosure - HPCD agrees to follow the Bank's disclosure requirements and disclose project documentation in-country and to the InfoShop of the World Bank. The Project EA documentation including EIA reports and EMPs, which include proposed mitigation measures to the affected population, have been distributed to local (county) 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, such as newspaper and Internet, distributed province wide.

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Chapter 5 Alternative Analysis

5.1 General Alternative Alignment

5.1.1 Comparison and Selection of Corridors

5. 1. .1lComparison and Selection of Corridors

(1) Both Ends of the Expressway

This project is an important part of the Intra-provincial Yinwu Expressway. In order to maximize its function as a convenient and fast transportation corridor, its origin must consider the smooth connection with the Xiangfan to Shiyani section in the same Yinwu Expressway. Xiangfani to Shiyan section of the expressway is already under construction at the present and it terminates at Xujiapeng town, Maojian District in Sliiyan city. This tennination point has been selected based on a smooth alignment of the entir-e expressway and diversioni of traffic in the Shiyan city. Therefore, Xujiapenig has been selected as the origin of the Shiman expressway.

The ending point of this project is at the Hubei and Shaanixi border as such, the ending point is actually the connlecting point between the two provinces, wlich is to be determined by the project alignmenit corridor, to be discussed later.

(2) Regional Transpor-tationi and Outing Features

One of the factors for selecting expressway corridor is the function of the expressway, including the overall transportation objective of Yinwu expressway and transportationi efficient of the corridor. As a part of the intra-provincial Yiniwu expressway, this project is one of the key transportation projects for the national Developing China's West Program. As such, it has the functions of national trunk road as well as promotioni of regional economic development. One of the major features of the traffic in this area is thie east-west through traffic. More specifically, the traffic on the project road is mostly trans-provincial traffic from Wuhan, Shiyain to Xian and Yinclhuan direction. Because of this feature, this project is very sensitive to corridor length. Excessive length would not only take longer time fbr transportation weakening the function as a fast and efficient transport'ation route but also result in higher costs to motor vehicles usinlg the expressway. Long corridor optioils would not help in attracting trans-provinlcial traffic.

(3) Possible Transportationi Corridors in the Project Region

At present, there are several orientations of surface/road transportationi between Shiyan to Xian. Thus, the most feasible corridor alternatives neecl to be identified for furthet- analysis and comparison, including environmenital analysis as presented in this report, to select the optimal alternative as the project. Based on the smoothlness for possible road alignments, traffic volumes in the area, major urban and population centers, topography and geological conditions in the region, three possible corridor alternatives lhave been identified:

1. Corridor I: It starts from Shiyan municipality and passes throLugh ManclLualnguan, Sehepu and Zuoshui along Yun-Man Road before reaching the end in Xian municipality. This Corridor alignment exteiids on the existing road with the length of 463 1cm, and most of the existing roads were constructed to Class III or IV standard.

SecondNavigation Survey and Design Institute, the Ministry of Communiication- 1O0 Envinnnlerl JnpactAssessmentiFor SliyattoManchuanigLua Secfion ofYiniwu Inter-Provincial HighwayP-oject

2. Corridor II: It starts from Shiyan municipality and extends northward to Xiping of Henan Province along 209 national road. From Xiping, it then extenids along 312 national road to get into Shanxi province. Within Shanxi Province, it passes through Shangzhou and Lantian before reaching the end in Xian municipality. This Corridor alignment extends on the existing road with the length of 433 km, and all of the existing roads, except 209 national road, were constructed to Class II standard.

3. Corridor III: It starts from Shiyan municipality andc extends to Baihe of Xian municipality along the existing Laobai Road. Then it reaches Xuyaing along 316 lnational road. From Xunyang, it passes through Zhen'an, Zuoshui and Guanglhuojie before reaching the end in Xian municipality. This Corridor alignment extends on the existing road with the length of 463 kin, and most of the existing roads were constructed to Class III or IV standard.

5.1.1 .2Comparison of the Three Corridors

(1) Length and Construction Difficulties

Under the Corridor I, the total length of the project road will be 300 kim while the total length of the project road under Corridors II and III is 391 km and 395 km respectively. It is apparent that the Corridor I is about 90 km shorter than the Corridors II and III. As most traffic is expected to be trans-provincial through traffic, which would go through the entire length of the expressway, the expressway length will be sensitive to attracting traffic and to transportation efficiency and costs.

In terms of construction difficulties, Corridor I is in a mountainous region with complicated geological conditions, but the area has the Han River system. The orientation of the Han River is roughly in the same direction as the proposed expressway and as such, expressway alignment layout can utilize riverside valleys instead of going through the mountain. There are no excessive construction difficulties in Corridor A.

The topograplhy and geological conditions in Corridor II are very similar to those in Corridor I, most of the Xichuan County, Henan Province where Corridor II passes througlh are plain and slightly hilly area, although towards close to Shaanxi provincial border the geological conditions become very complex. But in general, the construction difficulties in Corridor II would be similar as in Corridor I.

Corridor III is the same corridor where Xiangyu railway and National Highway 316 are located. Both the railway and highway have long been affected by landslide and erosion due to the unstable geological conditions in the area. In the rainiing season of 2000, the railway and highway were interrupted for many days. Construction another expressway in the same corridor would create major and excessive constructioni difficulties.

(2) Operation Benefits

The project will be 300 km long if constructed along Corridor I, about 391 krm along Corriidor II and 395 km along Corridor III. As most of the traffic along the project expressway is expected to be through taffic, adopting the alignmenit along Corridor I will save about 90 km of transportation distance showing the best operation benefits 6omipared with the other two. Based on the road network considerations, Corridor I has the smoothest connections between Shiyan and Xian, while the other two would have to through paltially other transportation corridors. Utlizing other corridors wotulcd increase the traffic burden to those corridors and not optimal in terms of highway networ-k efficiency.

Second Navigation Survey and Design Institute, the Ministry of Communication 151 Environmental ImpactAssemiet For Shln to Mandiuanguan Section ofYinwuIIthD-PrvincialHiglivayProject

(3) Environmental Considerations

Corridor I occupies much less land and involves less resettlement, and tlhus hlas less disturbance to the natural environment and communities because of the significant shorter distance when compared with the other two corridors. In addition, due to the relative stable geological conditions, soil erosion is less concern. The topograplhic conditions in Corridor I are such that it would require minimum excavation and deep filling and generate relatively small amounts of spoiled soil requiring disposal. The spoil soil of optimized Alternative K Corridor I has been reduced by about 5.7% than original alternative. The disposal of spoil soil would require occupation of additional land and further disturbance to the natural environment. Though farmland proportion of the occupied land by Corridor I is slightly more than those of other two corridors, but its length lhas been shortened by 90km, and its absolute quantity of occupied farmland is far less than those of the other two corridors because Corridor I is situated at valley area. Furthermore, Corridor I is thle optimal in terms of regional highway network when compared with the other two corridors. In both Corridors II and III, there are certain relatively high quality transportation means (railway and/or highways) while Corridor I is the poorest in terms of transportation conditions. Construction of the expressway in Corridor I would greatly improve the regional transportation conditions and promote the regional economic development. Because of these transportation and socio-econoinic advantages associated with Corriclor I, it has the support from MOC as well as provincial governmllents of botlh Shaanixi and HuLbei.

However, Corridor I area has more ecological resources (more species and quLantities of plants and animals in the region) when compared with the otlher two corridors. This is environmentally advantageous to construct a major infrastructure project in such region.

With all factors considered, however, Corridor I has the least environmental and socio-economic impacts when compared with Corridors II and III. If the design and construction can take full consideration for ecological impacts control and mnitigation to minimize the disturbance to the local ecological resources. Tlierefore, Corridor I is selected for this project.

Geographical locations of the three corridors are given in Figure No. 5.1. 1.

Detailed environmental and socio-economic comparison of the three corridors is presented in Table 5.1.1.

5.1.2 Alignment Alternatives

5.1.2. lMain Factors to Control the Alignment

Under the premise of determination of the start and terminal of the project, the main factors to control the alignment of the project are as follows: (©) Consistence with the general planned routing of the project Because this project is one part of the Yinwu Interprovincial Highway Project, the selection of alignment alternatives must comply with the general route of the Yinwu Interprovincial Highway Project, under the premise of consistence with the general route of the Yinwu Interprovincial Highway Project, alignment alternatives are compared and selected.

(OOptirnization of regional highway network layout

Second Navigation Survey and Design institute, the Ministry of Communication. 152 Envionme 1TpactAssessment For SlhiyantoManchuangLan SeCfionl ofYillwu InteP-Prvincial HiiwvayP ject

The following main factors are considered for regional highway network layout: 1). Geographical distribution shall be consistent with traffic volume distribution, it shall be located at a large transport routeway and its development trend is to evolve into network structure so as to enhance its flexibility and to form scale economy. 2). It shall be kept to well connect with transport networks of other transport methods. 3). It shall have a proper proportion with other roads, which can fully promote the application benefit of the highway network. 4). It shall have a good connection with city communication system. With the alignment corridor, the main channels to be conlected with the project are Hanshi

Highway, G209, G209 parallel line, Laobai Road, Yunman Road, Yunyan-g Road, Xiangyu Railway, and Han River Waterway etc. Highway network layout optimization shall be comprehelnsively considered at the time when the alignment of the project is considered. 3 Link and cooperation with Shiyan's development and promotion of economic development of towns along the alignment Shiyan City is a key control point of the project, how to well link with Shiyan shall become a factor for the alignment of the project, which shall be carefully considered. In the meantime, under the condition of not greatly increasing investment, the alignment shall try to look to the economic development of Liupo Development Zone, Yun County, Yunxi County and other towns where the project will pass by so as to sufficiently exert the investment benefit. (A) The areas of the project are mountainous regions with high mountains and deep valleys For selection of alignment alternatives, the highway length slhall be shortened as much as possible and the highway shall go along mountains and rivers and reduce quantities of large scale excavation and filling and bridges and tunnels so as to save investment. At the same time, it shall avoid traversing through zones with bad geological conditions as much as possible in order to reduce hidden troubles for the project.

() Other factors The project will cross over the rivers as the Han River and the Du River etc., and traverse through higher mountains due to elevation restriction, and span G209 double line, Yunyang Road and etc., location selection of bridges, tunnels and interchanges is a restricting factor for alignment layout. In addition, the afore-said factors of plans, relics and environment protection etc. will produce a certain impacts on the alignment layout.

5.1.2.2 Alignment Alternatives

Within the Corridor I, two alternative alignments have been screened for detailed analysis

Second Navigation Survey.and Design Institute, the Ministry of Communication . 153 Envinmtal hnpactAsse ient For Shiyan to Marichtuanguai Section ofYinwu Inter-Provincial HighwayPrqjedt

and comparison in view of the geographical, topography and geological constraints, i.e. Alternative A and Alternative B. Alternative A has been optimized at preliminary design, in the following text of this report, Alternative A is referred to as Alternative K.

()AIternative K

The proposed highway section will start from Xujiapeng and connects at the Wu-Xu section with Hanshi expressway, which is currently under construction. From there it will extend along Tongshugou before reaching Caijiagou through a channel. The highway section will then cross the Dongfeng Tire Plant railway at Tumen and the 209 national higlhway (G209) before reaching Shuangloumiien along the G209

From Shuangloumen, the highway section will turn nortth and extend along G209 to Hejiaya before getting into Yun County. From Yun County, it contiulles to go to Mulongzui. Then the road is aligned to the northwest and get to Zhanlgjiawo where it crosses Han River.

After crossing Han River, the highway section tLrn nortlhwest again and ruLns to Yanwan at which it crosses Quyuan River. Crossing Jiebeiguan through a tunnel, the highway section gets into Yunxi County and extends along Yun-Man road to Tianheping after crossing Tian River.

Along the south bank of Tian River, the highway section extends to Jiucaiya. And it cross the Yun-Man road and Tian-River, continues to go to Kejiawan through Guandimiao and Tumen Town. Then it arrives at Bamudi (the confluence of Alternative A and B) through a tunnel. Through Xiangkou, Shangxiangkou, Lishiguan and Erdaoya, the higlhway section arrives at the end of section at Manchuanguan Town through a tunnel (the provincial bounder of Hubei and Shaanxi is at the watershed of the tunnel).

The key control points of Alternative K are: Shiyan East Interchange at start, the interchange crossing the Hanjianig Road of Shiyan urban area, Shuanglourmen (Shiyan Interchange), Maoping, Mulongzui (Yun County Interchange), Zhalngjiagou (Han River Bridge), Qingqu (Qingqu Interclhange), Jiebeiguan, Jianliupu, Hejiadian, Huocheling, Hongyanzi, Yunxi County Seat planned area, Wangjiataizi (Yunxi Interchange), Huanglongdong, Badouzhuang, Erdaoya, Jiaochangguan, Luomadian (Shangjiin Interchange), and Manchuanguan (Yunling Tunnel).

The total lengtlh of this alignment is 106.819 km.

(2 )Alternative B

This alternative will be identical with the alternative K from Xujiapeng to Shuangloumen. From Shuangloumen, it turns west to Hujiayuan at whichi it crosses Du River before reaching Caijiapo. Along Du River, the alignment reaches to Dazhaigou through1 a tunnel. From Dazhaigou, the alignment arrives at Tayutan and crosses the Han River to Mituosi.

After Mituosi, the higlhway section crosses Guixian River ancd goes to the valley along Laijia River through a tunnel. Then it runs to Tongyuan where it crosses Shiien river, then goes to Yanjiagoukou where it turns to the west. After crossing Tian River, the alignment runs into Caijiagou.

Through a tunnel it goes ahead to crosses Maiyu River along whichi it gets to the valley along Hui River through a tunnel and from there to Bamudi. The alternative B alignmnent is identical to alternative K from that point to the end of this highway section.

Second Navigation Survey and Design Institute, the Ministry of Communicationi .154. Fnwenia-mqctAssessrnentForShiyantoDManchuangan Sectio ofYinwu Ilnte-PovincialHighwayPoject

The key control points of alternative B alignment are: Xujiapeng, Tumen (Dongfeng Tyre Plant), Hujiayuan (Dut River Bridge), Tayutan (Han River Bridge), Tongyuall, Maiyu River, Bamudi, Xiangkou, Lishiguan, Erdaoya and Manchuanguan.

The total length of Alternative B alignment is 108.97 krm.

Figure 2.3 shows the proposed alignments of the project.

Following a detailed analysis of alternatives of their respective potential environimental socio-economic impacts, Alternative K has been selected because of its least impacts compared with the other alternative alignment. In the expressway preliminary design by Hubei Communication Planning and Design Institute and Zhongjiao No.2 Highway Exploration and Design Institute, Alternative A is re-named as Alternative K which has been further optimized in several sections for further reducing potential environmental impacts as well as for engineering and other considerations. The detailed sectional comparison and analysis in term of potential environmental impacts, as well as the comparison results, are presented as follows.

5.1.2.3 Alignment of Alternative

Two alternatives, K and B, will be evaluated and compared during the EA based on environmental and socio-economic criteria to identify an alternative with tlle least environmentai impacts.

Alternative K

The proposed highway section will start from Xujiapeng and connects at the Wu-Xu section with Hanshi expressway, which is currently under constructioni. From there it will extend along Tongshugou before reaching Caijiagou through a channel. The highway section will then cross the Dongfeng Tire Plant railway at Tumen ancl the 209 national highway (G209) before reaching Shuangloumen- along the G209

From Shuangloumen, the highway section will turn nor-tlh and extend along G209 to Hejiaya before getting into Yun County. From Yun County, it continues to go to Mulongzui. Then ilie road is aligned to the northwest and get to Zhangj iawo where it crosses Han River.

After crossing Han River, the highway section turn northwest again and runs to Yanwan at whichi it crosses Quyuan River. Crossing Jiebeiguan through a tunnel, the highway section gets into Yunxi County and extends along Yun-Man road to Tianhleping after crossing Tian River.

Along the south bank of Tian River, the highway section extends to Jiucaiya. And it cross the Yun-Man road and Tian-River, continues to go to Kejiawan through Guandimiao and Tumen Town. Then it arrives at Bamudi (the confluence of Alternative K and B) through a tunnel. Through Xiangkou, Shangxiangkou, Lishiguan and Erdaoya, the higlhway section arrives at the end of section at Manchuanguan Town through a tunnel (the provincial bounder of Hubei and Shanxi is at the watershed of the tunnlel).

The total length of this alternative alignment is 106.819 km including 1.72 kin in the Shaanxi province after the exit from the Yunling tunnel at the provincial border.

Alternative B

This alternative will be identical with the alternative K from Xujiapeng to Shuanigloumen.

Second Navigation Survey and Design Institute, the Ministry of Communication .155 Eivioenbltasml mtFo rhiyaoMa nchuanguan Section ofYnwu Inter-Provincial Highway Pojeat

From Shuangloumen, it turns west to Hujiayuan at whiclh it crosses Du River before reaching Caijiapo. Along Du River, the alignment reaches to Dazhaigou through a tunnel. From Dazhaigou, the alignment arrives at Tayutan and crosses the Han River to Mituosi.

After Mituosi, the highway section crosses Guixiani River and goes to the valley along Laijia River through a tunnel. Then it runs to Tongyuan wlhere it crosses Shiren river, then goes to Yanjiagoukou where it turns to the west. After crossing Tian River, thee.alignment runs into Caijiagou.

Through a tunnel it goes alhead to crosses Maiyu River along wllich it gets to the valley along Hui River through a tunnel and from there to Bamudi. The alternative B alignment is identical to altemative A from that point to the end of thiis highway section.

The total length of this alternative alignment is 108.965 km, excluding the 1.72 kim in Shaanxi province.

Figure 2.3 shows the proposed alignments of the project.

5.1.2.4 Quantity of work of substitute alternative

Table 5.1.2-1 and 5.1.2-2 summarize the information of the two alternatives respectively.

Table 5.1.2-1 Work Quantity and Cost Estimates Parameter Item Unit Alternative K Alternative B

Constructed length of road Km 105.099 108.965

Designed traffic speed km/h 80 80

Designed traffic volume (car) Vehicle/d 41949 38537

Land occupation Mu 12605.5 10538.91 2 House to be demolished m 189041.7 185653.9

Width of road base M 24.5 24.5 3 3 Earth work of road base X I 0 m 5760 2967.08

Rock work of road base X 103m3 12597 15733.38 2 Asphalt and concrete road surface X 13m 1328.1 1446.25 3 3 Drain and guard system X 10 m 1386.942 886.543

Super bridge M/set 9646/15 8666/13

Large bridge M/set 18289/82 13598/54

Small-medium bridge M/set 164/2 663/9

Super and long tunnel M/set 9308/5 10790l/5

Meditum and small tunnel M/set 5709/25 8010/22

Culvert Set 126 79

Inter-change interchange Set 6 6

Separate interchange Set 21 2

Passage Set 20 27

Platform bridge Set 4 5

Length of bridge against tunnel % 39.26 38.27 Service zone and parking zone 2 paering zoe es I 5ervlce zone and I parking Cost estimated RMB l Os 42.07 4703

Unit rate per km RMB 104 4002 4316.14

Topographical conditions Mountainous region- MoLuntainous region

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Table 5.1.2-2 Permanent Acquisition of Land unit: mu

Alterna City or Land use tive tive County Paddyfield Dryylad land Vegetableland Pond Wastelanid Forestland Su-oaSub-total Shiyan City 0 301.5 24.3 36.3 1448.8 603.5 2414.4 K Yun County 23.3 304.3 16.2 12.3 1943.5 939.3 3239.1 Yunxi County 131.0 1238.5 59.7 32.6 3517.3 1972.9 6952.0 Total 154.4 1844.2 100.0 81.3 6909.6 3515.8 12605.5 Shtyan City 21.43 443.40 27.60 31.18 1969.40 820.74 3313.75 B Yun County 29.07 205.73 2.53 1.08 476.82 238.39 953.62 Yunxi County 66.27 521.00 20.32 12.88 3360.03 2291.04 6271.54 Total 116.77 1170.14 50.44 45 14 5806.26 3350.16 10538.91

5.1.3 Comparison and Selection of Alternatives

Below is comparison and selection of the two alternatives in the three aspects of engineering, environment and resettlement, geological condition, landslide and spoil etc. are represented in the engineering aspect.

5.1.3.1 Comparison of Natural Environmental Factors

(l)Soil Erosion Table 5.1.3-1 summarizes the information about land occupation and soil erosion situation for the two alternatives.

Table 5.1.3-1 Land Occupation and Soil Erosion Item Unit Alternative K Alternative B Comparison ha Total area 774.47 Total area 917.75 B is higher

ha erosionArea of 345.87minor erosionArea of 409.65 minor B is higher .ha Area of 1ilht Areas of ii lit B is higher ha eroSion 160.28 erosion 202.13 Land Occupation ha Area of medium Ar-ea of mediurn Bis higher ha erosion, 120.12 erosion,172.12 Bishge ha Area of higch Area of high degree K is higher ha erosioi: 146.85 erosion: 13 1.22 hge Area of s igfic ant Area of signiif'icant ishighier ha erosi on1.35 degree erosion:2.63 Bis Erosion on expressway t/a 12744.08 15649.1 6 B is higher Shiy Erosion on disposal site t/a 1745.42 1 5897.14 B is higher an Erosion on access roads t/a 63.66 1162.55 B is higher City Erosion on construction site t/a 91.15 1410.76 B is higher Yun Erosion on expressway t/a 15102.27 5202.23 K is higher Coun Erosion on disposal site t/a 2953.42 1304.04 K is higher ty Erosion on access roads t/a 95.20 517.73 B is higher Erosion on construction site t/a 106.26 655.62 B is higher Yun . Erosion on expressway t/a 35445.14 38123.45 B is higher xi Erosion on disposal site t/a 7023.43 7162.68 B is higher Cou Erosion on access roads t/a 244.11 3385.25 B is higher nty Erosion on construction site t/a 268.90 44361.38 B is higher Annual erosion during construction 104 t 7.64 8.48 B is higher Total erosion during construction 104 t 22.21 30.56 B is higher Total incremental erosion during 1 construction 04t 16.17 24.25 B shigher

Second Navigation Survey and Design Institute, the Ministt-y of.Communication - .. 157 FlnnIemjtiAssesmentForShiyantoManrchuanguan Section ofYinvw unter-ThovincialHighwayPojeet

The above table shows that in all but three categories of soil erosion factors, Alternative B is higher than Alternative K. As a result, the total amount of soil lost during construction on Alternative B would be higher than Alternative K. Clearly, in term of soil conservation, Alternative K is a better option.

(2)Land Occupation and Vegetation Cover

Table 5.1.3-2 presents the information for land occupation by the hvo alternatives.*

Table 5.1.3-2 Permanent Occupation of Land Land use Alternative Paddy Vegetable Waste Forest Dry land Pond Sub-total field land land land K 154.4 1844.2 100.0 813 6909.6 3515.9 12605.5 B 116.77 1170.14 50.44 45.14 5806.26 3350.16 10538.91 Comparison K is K is K is B is B is result larger larger larger K is larger larger larger B is larger Recommen- dation Alternative K

The above table shows that Alternative B would occupy a less amount of land, bLit Alternative B would occupy more wood land than Alternative K. The lost forest land would be very difficult to recover and restore and would cause further impacts to the local ecosystem and other ecological resources relying on forest. Based on this consideration, Alternative K is considered to be a preferred option over Alternative B.

(3)Wild Animals and Plants

Table 5.1.5-3 shows the information about wild animals and plants in the area of the two alternatives.

Table 5.1.3-3 Wild Animals and Plants Alternative K Alternative B Recommended alternative Within the project area, there are Within the project area, thel-e five species of amphibious are eight species of amphibious animals, 1O species of reptiles, 45 animals, 14 species of reptiles, species of birds and 20 species of 47 species of birds and 25 K mammals including two national species of mammals including 3 level protection birds. national levels protective birds. Forest coverage is 22.7% with Forest coverage is 27% with 692 species of plants 764 species of plants

The above table shows that there is more species of animals and plants and more coverage of forest in Alternative B than Alternative K, indicating higher biodiversity and thus higher sensitivity in the Alternative B area. Therefore, Alternative K is recommended for its lesser animal and plant resources in the project affected area.

Second Navigation Survey and Design Institute, the Ministry of Communication . 158 Envilrnm alla AssessmentFor ShiyiantoMancchuanguan Section of YinwuL Inter-M-ovincialHighwayPrject

(4)Water Quality

Table 5.1.3-4 shows the main water bodies within the affected area of the two alternatives.

Table 5.1.3-4 Water Quality Impact

Alternative K Alternative B Recommended alternative Will cross Tian, Hanjiang and Du Will cross Tian and Han Rivers Rivers. Du River is the largest K tributary of Han River. Less new bridges to be More new bridges to be constructed. constructed. Impact in Impact in construction phase will be K construction phase will be small. large. Probability of accident risk is low Probability of accident riisk is high in K in operation phase. operation phase.

Due to more river crossing/bridges in Alternative B alignmient, there would be higher impacts during construction and higher risks during operation in this alternative. Therefore Alternative K is recommended as the optimal alternative in terms of water quality protection.

(5)Safety

Table 5.1.3-5 presents the information about safety issue.

Table 5.1.3-5 Safety Issue Alternative K Alternative B Recommended alternative Less bridges More bridges K Less hill cutting Large hill cutting K Less and shorter tunnels More and longer tunnels K

Construction safety may be related to construction complexity and construction of bridges, high cuts and tunnels typically pose higlher safety concern to constructioni workers and the like than the general road construction. As Alternative B would involve more such construction activities (above table), it would have a higher safety risk thaan Alternative K.

(6)Cultural Site

Table 5.1.3-6 presents the information on1 cultural sites within the area of the two alternatives.

Second.Navigation.Survey and Design Institute, the Ministry of Communicatioun.. 159 Envixbn WImpactAssemstorShtantoMan chhuanguan SeLtoni ofYinwaInter-lOvincialHigha yPrject

Table 5.1.3-6 Cultural Sites Items Alternative K Alternative B Name, Three sites: Pingsi tomb, Jianliupu site and Four sites: Mituosi tomb, Miaozi site, Guociao Quantity Shaanan military hospital tomb, and Jiaochangpo tomb Pingsi tomb: Sunjiawan village on south Mituosi tomb Mituosi village at BK40+900; Six bank of Han river at K32+800, a Tang-Song Dynasty period with total area of 10,000 m2 some dynasty site with 2000 mi2; some ceramic tomb bricks found at the site. pieces at the site Miaoliangzi site; Mituosi village at BK40+900; Old Jianliupu site: Jianliupu village at K49+400; stone age site with a total area of 12,000 m2. Some Conditions New stone age site with 5000 m2 and 0.5-l stone and tool pieces at the site m thick. Poorly preserved. Guociao tomb: Jiazhu village at BK70+500, Han to Shaanan military hospital, at Kejiawan Ming Dynasty, 2000 mn2; some tomb structure village at K84+750, county level exposed already revolutionary site. Jiaochangpu tomb:Jiaochangpu village at BK64+300, Han-Qing Dynasty, 5000 m2 , some ceramic pieces and bricks on site Preservation Except the military hospital, others are Mituosi and Jiaochangpu tomb are well preserved conditions poorly preserved. while the other two are poor. - Direct impacts to Jialiupu site (passing the Except Mituosi tomb which is 150 m to the Impacts north end) while no direct impacts to the expressway, otlher sites will be directly impacted b other two (distance: 100-150 m) expressway construction

The above table shows that the cultural values of the site in both alternative areas are similar and are not significant based on the initial investigation. But there are more sites along Alternative B and there would be more direct impacts anid damages to the sites on Altermative B. Therefore, Alternative K is recommended as the best options from cultural sites perspective.

(7)Acoustic Environment

Based on the projected traffic volume on the two alternative roads, the nioise level at the sensitive receptor is forecasted for operation plhase. The forecasted noise level is presented in attached Table 1 and 2. The mitigation measures proposed for Alternative B is summarized in attaclhed Table 3. Consistent criteria and parameter are applied across these two alternatives.

The comparison result is presented in Table 5.1.3-7. There are more sensitive receptors to be affected by alternative A. therefore in terims of cost for mitigation measure, alterniative B is recomlmended.

Table 5.1.3-7 Acoustic Environment Impact Item Unit Alternative K Alternative B Recommende d alternative Sensitive receptors No. of 23 26 A Village No./people 23/644 26/1304 K Town No. 0 0 / School No./Students 9/2443 0/0 B Hospital No. 0/0 0 / Cost for mitigation measure RMB 10 k 108 98 B

Second Navigation Survey and Design Institute, the Ministry of Communication 160 EnwuAnpcn tAs;esamentForSs iyuntonManchtanguan Section ofYinwu Iite-ProvincialHilgbayThoject

The above table shows that there are more sensitive receptors along Alternative K than Alternative B, particularly more schools on this alignment. Consequently, tlhere will be more costs required for noise mitigation on Alternative K than Alternative B. Therefore, based on potential noise impacts, Alternative B would be a better option.

5.1.4 Social Environment

The criteria applied in the impact assessment on social environment are: economic benefit, land acquisition, house demolition, local government's opinion, and the return rate of the investment. On such basis, the two alternatives are compared against each other, with the comparison result being presented in Table 5.1.4 below.

Table 5.1.4 Social Environment Impact

Alternative K Alternative B Recommended Factors alternative 2 2 Demolition area 189,041 m 185,653.9 m B People to be relocated 20,398 20,032 B Opinion of affected people Support support Totally 20 passages and 4 Totally 27 passages and 5 Community severance overpasses are needed to overpasses are needed to K mitigate the severance impacts. mitigate severance impacts Shiyan, Yun County and Yunxi Only Yunxi County Opinion of local Cotunty governments all agree government agrees to this K government to this alternative. alternative. The economic centers of this region wvill be connected by the road.exressway The wil Only Shiyan city is iroad. The expressway wtil connected while both Yuin Local economy imiiprove significanitly tr-affic and Yunxi counties are far K conditions and thus help . away from the expressway pr-omiotepromote thete economiceconomi developments in the region Three interchanges from I to 6 Long distance to Yun Interchange km to the three major urban locate and dincha toK centers in the project area. access this county.

The results of comparison of socio-economic factors for the both alternatives are mixed. In some areas, Alternative K has less impacts such as less impacts to commnunity severance and better local government support and promotion of the local economies: But this alternative would occupy more houses and resettle more people. Overall, though, Alternative K would have less socio-economic impacts and more benefits and thus is recommended as the preferred option.

5.1.5 Result of Comprehensive Comparison

The result of comprehensive comparison is summarized in table 5.1.5 below.

Second Navigation Survey and Design lnstitute,.the Ministry of Communication 161 Envilmetal InjpactAssessimlenttFor Shi,antoMaicutanguan SeLito ofYinwuInteiProviincial Highway Project

Table 5.1.5Result of Comprehensive Comparison Environment Comparison Alternative K Alternative B Recommended factor factor alternative Soil erosion Light severe K ILand occupatLand Less land occupation, and More occuLpation, and more ouplantiodane less damage to plants damage to plaints plant dalmage Wild animal Mild impact Major impact K and plant Natural Water quality Less rivers affected. Less More rivers affected, and K environment impact to water quality more impact on water quality Less complexity in More complex construction Safety construction and thus less activities and higher safety K safety risks risks Less site and minor impact More sites and significant Cultural site Krpc impact Acoustic More sensitive receptors Less sensitive receptors and B environment and high impact minor impact House demolition and resettlement B Social Opinion of affected people and local government, community severance, K environment local economy and location of interchange

The above summary table shows that in more areas, Alternative K is better than Alternative B in terms lesser potential environmental and socioeconomic impacts and higlher benefits, although Alternative B would be better in two other aspects. With all factors considered, Alternative K is the better alignment and is recommended by the EA team as the preferred expressway alignment. This recommendation has been accepted by the design engineers and the Project Management Office (PMO), which is the project proponent,

5.2 Sectional Alternatives

Following an analysis of alternative alignments, Alternlative K is selected for its less environmental impacts than the other alternative. To further optimize the alignment, different options in several sections along Alternative K alignment were analyzed. This section presents the analysis and the results. The location of the Alternative K is shown in Figure 2.3.

5.2.1 Section selection principles

Highways at mountaineous regions are of high technical standard, hard to design, hypsography, high mountains and deep valleys, frequent excavation and filling, satisfactory engineering design scheme can be obtained only through contilluous study, frequent site exploration and repetitive adjustment. Highway design shall pay attention to traffic capacity, landform adaptability, safety, operation features, driver features, three-dimensional geometrical features, cost to benefit ratio, aesthetics and environment protection. The following design ideas will be followed out all the time in the conceptual design of the project:

Second Navigation Survey and Design Institute, the Ministry of Communication .162 FnvinenlalImpactAssessmenltFor- ShiyantoManchuanguan Section ofYinwu Iter-Pi-ovincial HgwayPjt

5.2.1.1 Insistence with the idea of alignment as per the actual geological conditions

Geological condition shall always be the first factor to determie the alignment, tiy to locate the alignment in the zones with good geological conditions (such as: potential landslide and landslip small and karst undeveloped) ; try to apply lower linear technical figures and try to escape from bad geological zones so as to ensure the implementation, operation safety, reliability and permanence of the project.

5.2.1.2 Selection of alignment as per the natural landform

Pay attention to the landform adaptability, try to lower the proportion of high slope, high road embankment, high retaining wall and high bridge piers; apply technical figures reasonably as per the landform, not seek high figures unilaterally, especially for steep slope sectioni, live up to three-dimensional hgihway coordinated and orderly, practical and with low cost through comprehensive consideration of longitudinal and transverse directions.

5.2.1.3 Control of highi side slope scale

The project passes througlh mountainous regions, even if tlle excavation at the center of roadbed is small, it can result in high side slope and terranes on the surface of slope are mostly beddings witlh bad geological conditions, sometimes, high slope protection work has a larger quantity than viaduct work, and with construction difficulties and severe damage to natural environment, therefore, at comparison and selection of alignment alternatives, always consider high side slope as important control factor for avoidance and try to avoid paring type roadcut side slope with large surface and high slope.

5.2.1.4 Putting ecological environment protection at precedence

To build a highway with less damage on natural environment, light artificial trace, less hazards of landslip, glide and water flood, good amalgamation with natur-al scenes, comparison and selection of alignment alternatives shall be based on the ELABORATE WORK OUTLINES OF HUBEI PROVINCIAL ROAD CONSTRUCTION PROJECT and the Water and Soil Conservation Law of the People's Republic of Chinia, to control spoil quantity and to establish earthwork shortage idea through three-dimensional design;

Second Navigation Survey and Design Institute, the Ministry of Communication. 163 EnviiDnmental EnpacAssesseneit For Sh'an to Mardnuangnan Section ofYinwu Inter-Provinicial Highway Prqject

enhance field investigation, exploration and design experts of roacl, bridge, culvert, tuiinel, geology, water and soil conservation shall closely cooperate to control the scale and quantity of deep excavation roadbed, high side slope and high road embankment; multiple schemes comparison and selection shall be done for all the non-natural structures as bridges, culverts and tunnels etc., and attentions shall be paid to decorated aesthetic design; strengthen roadbed and riverside protection, roadbed protection shall be mainly in greening; reasonably locate borrow and deposit pits and construction sites so as to reduce pollution of waste water, waste materials and noise during construLction; implement environment protection subproject at the same time with the main highway project, sufficiently absorb and use the successful experiences of Zhongjiao No.2 Highway Exploration, Design and Reseaerch Institute in other domestic highway projects in mountaineous regions as reference so as to build this project into ecological highway and environment protection higlhway.

5.2.1.5 Humanized Considerations

Attentions shall be paid on composite design of optimizing plan, longitLdinal and transverse designs in the line type design so as to make the three-dimiiensionial line type more consistent with requirements of automobile dynaamics; try to reduce tail gas pollution and noise disturbance; pay attentions to keeping the completeness of local road network anid drainage and irrigation facilities for the convenience of local residents' production and living when structures are positioned; pay full attentions to the actual problem of severe shortage of farmland, try not to occupy farmland or to occuipy less farmlalnd, so as to make the highway become a fortune-making and happy one for the people along thle highlway In deed.

5.2.1.6 Construction Conditions Consideration

The corridor of the project basically goes along both sides of the existing Yumnan Road, which will have disturbance to construction of the road, in addition, the landformn of the region where the highway passes is greatly waved, in order to lower construction difficulties and cost, construction conditionis and costs shall be fully considered in the selection of the alignment alternative, bridge culvert and tunnel schemes as one of important control factors for scheme decisio]n-making.

5.2.1.7Alignment Selection Process

Second Navigation Survey and Design Institute, the Ministry of Communicationl 164 FlwiTmina nipactAssessment For Shiyan to Manchuanguan Section ofYinvwu Inter-Povincial Highway Pnject

Environmental considerations are the primarily factors for the comparison and analysis of different options in some of the key sections. In addition, the EA team accepts the comments from a World Bank mission and include geological, local water system, existing road network, residential areas and land application into the site investigation and option analysis. These information as well as sites available for construction materials pits and spoiled soil disposal, local power line, telecommunicationi lines, etc. are all presented in a single 1/2000 map. Such a map allows the EA and the engineering teams to consider thoroughly the alignment and many factors, which were previously overlooked, are now clear as their relations to the proposed alignment. The alignment is able to be modified to avoid and minimize the potential impacts to sensitive receptors.

The following are some of the major considerations and modifications of the alignlmlent.

QSchools and Residential Areas Residential area information collected from the site investigation is presented in the 1/2000 map. Compared with the alignment on the same map it is clear that at K19+600-K20+000 and K21+700-K22+600, the expressway is very close to residential areas resulting in large amounts of resettlement and relocation. In palticular, the original alignmenit is only about 20 to a primary school, and noise and emission from motor vehicles during expressway operation would have significant impacts to the school. With these considerations, the engineering team agreed to shift alignment and the final alignment is away from the concentrated residential areas and the primary school.

(2)Irrigationtunnel There is an irrigation tunnel K23+400-K23+700. This was not noticed during the original alignment determination. Based on EA team's assessment, construction of the expressway on the original alignment would completely destroy the tunnel. It that occurs, the PMO would not only have to build a new tunnel but also disrupt the tunnel supply and irrigation during construction. A new alignment at this section is therefore proposed to avoid this tunnel and the elevation of the expressway is now higher in elevation also avoiding the potential of water leaking from the tunnel.

(6Geological and other considerations In about 2.6 km of the expressway alignment between K37+600 to 1(40+200, ther-e are several issues affecting the alignment selection. These are:

Poor geological conditions at tunnel exit, The original alignment at K37+685-K38 +310 would go through a 625 m long tunnel. The site investigation shows that the tunnel exit is just below the Yunman highway, which has a high traffic, and the area lhas a poor geological conditions. The construction could affect traffic on Yuinman higlhway including the possibility of complete disruption. This section of the alignment is shifted 270 m to be away from the Yunmani highway, avoid the poor geological conditions and safety risks to the existing highway during construction

Second Navigation Survey and Design Institute, the Ministry of Communication . 165 Enviionnental JmpactAssessmentFor ShiyantoManchuanguan SectioI ofYiIwu Inter-Provincial HighwayRoject

Landslide At K38+500, there is a landslide area, located above the left side of the alignment. This unstable land is large in scale and very close to the expressway. The expressway construction would further disturb the unable land further affecting its stability. The alignment is therefore shifted away from this area and avoids the unstable area.

Hospital and High School, The original alignment at K39+500 is about 40 in to Qingqu township hospital. The close distance would result in significant noise and emission impacts from the expressway construction and operation. In addition, the only high school of the township is about 160 In from this alignment. The EA team has serious concerns about the alignment location at this section. The engineer-ing team accepted tllis comment and the shifted alignment now is about 370 in from the hospital and 480 mn from the highl school, effectively avoiding the potential adverse environmental impacts to these sensitive receptors.

Safety concern to existing highway The original alignment has a 1055 m loing bridge to cross Quyuan River and Yunman highway at K39+400. The construction of the expressway would pose a safety hazard to the operating highway as well as increasing the construction cost. The shifted alignment will not longer cross the highway but only the river. The new option will eliminate the safety risk on the higlhway as well as reducing the bridge to about 367 ni:

(I)Disturbanceto Highway G209 Alignment K would cross G209 six times between K] 6 to K(1 9. Highway G209 is one of the major road connecting Shiyan city to the outside. In addition, there is about 500 m of the alignment is in parallel at very close distance to G209. Construction of six crossings and in close distance in 3 kin would have significant impacts to the higlhway operation. To solve this issue, a minor alignmenit shift would not be sufficient and therefore, a new sectional alternative, A2, is proposed which is 6.20 long at K15+200-K21+496.247. A2 section will have four crossing of G209 and the crossing angles are much easier to handle during construction to reduce the disturbance to the existing higlhway. A detailed analysis of the two alternative sections is presented later in this chapter.

Topography and materials balance

Considerable efforts have been given to optimize Alternative K in order to best fit the existing topography and tlhus redtuce the needs for cuts and fills. Tlhese fine adjustment of alignment have resulted in a reduction spoiled soil from original 5 millioni in3 to about 2.4 m . Such alignment adjustment and modification take place in K63+600~ K64+l00. K64+500- K64+600, K66+900- K67+000, K68+600- K68+860, and K69+540- K69+900. In addition, the alignment is also modified at K64+500-K64+800 and K69+820-K70+035 due to the potential slides and unable geology at the sites.

Furthermore, based oni considerations on geological, land stability, harmony witlh the surrounding environment, disturbance to the natural surrounding and otlher factors, the

Second Navigation Survey and Design Institute,-the Ministry of Communication 166 EnvirortnentilipactAssmesntFor Shiyn to Manchbanguan Section ofYiia IntezTPovincial Highway Project original alignment is lowered by about 20-30 m at K68+200, about 20 m at K68+600- K68+860, K69+540- K69+900, shifted slightly at K68+600- K(68+860, K69+540- K69+900 and K69+820-K70+035.

(f) Confirmation of impacts of shallow landslide at K43 The geological information provided by the geological survey team shows that the landslide at K43 is of small volume, relatively stable, having no serious impacts on the alignment, therefore, the original design scheeme at K43 is maintained unchanged.

Main improvements: the plan and elevation design of the alignment has been optimized again, to better comply with change of landform, and reduce spoiled soil of Tender No.1 from original over 5 million m3 to about 2.4 million m3.

Such alignment adjustnent and mzodification take place in K63+600- K64+100, K64+500- K64+600, K66+900- K67+000, K68+600- K68+860. and K69+540- K69+900. In addition, the alignmnent is also modified at K64+500-K64+800 and K69+820A(70+035 due to the potential slides and unable geology at the sites.

Through study and assessment on the preliminary alternative, the alignmalent is optimized on the basis of section drawing, the original alignment has lowered its standard, reduced radius, shifted downward at K63+600- K64+100 and K69+540- K69+900 to lower excavation height, moved downward at K68+200 by 40-50m for location of interchange. At the same time, attentions shall be paid to several high side slopes and two places with bad geological conditions at slope test. It is found through transection checlc that the effects of optimization at K63+600- K64+100, K64+500-K64+600 and K66+900- K67+000 are proniinenit, the side slope height of roadbed is greatly lowered, at the road section between K64+500- K64+800 with bad geological condition, vertical-plane of the alignment is higlher at Tianheping No.1 Bridge and filled roadbed, no too many over-excavation phenomena exist. Generally speaking, it will not have serious impacts on the alignment. But it is still not ideal to locate Yunxi Interchange at 1C86+200, and side slopes at K68+600-K68+860 and K59+540- K69+900 are still higher, the impacts of shallow landslide at K69+820-K70+035 on the alignment have not completely been avoided yet.

Furthermore, based on considerations on geological, lancd stability, hiarmolny witlh the surrounding environment, disturbance to the natural surrounding and other factors, the original alignment is lowered by about 20-30 m at K68+200, about 20 m at K68+600- K68+860, K69+540- K69+900, shifted slightly at K68+600- K68+860, K69+540- K69+900 and K69+820-K70+035.

3 Spoiled soil has been reduced from 4.2132 million mr at the FSR stage to 4.147 million ml 3 at the preliminary design stage, i.e. reduced by 11.5%, about 150,000m spoil soil is 3 considered for land creation, so the actual spoiled soil is 3.997millionim , finally the spoiled soil is reduced by 12%. Quantity of deposit pits has been reduced from 78 to 21, thus to reduce impacts on environment.

Second Navigation Survey and Design Institute, the Ministry of Commnunication. 167 rnvinrmentallptAssessmeTtFor ShiyantoManchuanguan Sectio ofYinwu Inter-PDvincial HigwayProject

The World Bank Delegation considered adding Section AO to avoid the risk of dinosaur egg fossils, which may be found during construction according to the Memorandum after pre-evaluation of the alignment in October 2003.

5.2.2 Alternative Sections

The sectional alternatives discussed below are those against the corresponding sections on Alignment K. During the comparison, the section on Alignment K is referred as Option K while the alternative is referred as Option AO through Option A4 and Option Bl thlrough Option B4.

(l)Section Al

Option Al is proposed basically to resolve the issues of the going through the north subu-b area of Shiyan city. Option Al is 12.676 km at AIK2+301.321-AlIK14+977.628. The corresponding Option K is 12.991 km at K2+301.295-Kl 5+333.927.

Alternative K spans the Jianghan Road before and after K9+600 with the infall at the north edge of Shiyan urban area, Shiyan Municipal Planning Bureau deems that this Alternative has no disturbance on city plan, and agrees at this Alternative K. But Dongfeng Tyre Plant and Xiajiadian Substation are located at the north of the Alternative K, Shiyan Funeral Home and some residents areas at the south, this Alternative has many restricting factors and a lower technical standard at Shiyan Urban Area, however foundry and electroplate plants are still required for relocation. The infall near the Jianghani Road closes the special railway of Dongfenig Automobile Factory, plus a small cross angle, high bridge piers and large span, the bridge scheme is preliminarily decided as tie bar arch bridge of 7X40+84.

Section Al separates with Alternative K near Tongshugou to the north, passes through Chenghuanggou, Tongshugou, Caijiagou to Lijiayuan via three tunnels, Donggou,, Shiyan Interchange, Tanjiagou, two tunnels to Bamudi, crosses over the Dingshen River and G209, Zhanggou to Gunzigou via tunnel, after Gunzigou, it arrives at Maoping Village to connect with Alternative K.

-©) Comparison in the aspects of disturbance on city area and resettlement quantity It is understood from the Shiyan Municipal Planning Bureau that both Alternative K and Section AI have no impacts on the Shiyan city plan and construction and they agree at this two alternatives and issued a certificate of the above comments. But fiom the Shiyan 2010 planned drawing, Alternative K will surely pass through the north edge of the planled Shiyan Urban Area, while Section Al will pass by outside of the planned Shiyan Urban Area.

Field investigation results show that the resettlement quantities of K9+600 before and after crossing over Jianghan Road and near Shuangloumen interchange are big and workshop

Second Navigation Survey and Design institute, the Ministry of Communicationi 168 Ehvui-ontllminpactAssessminentFor ShrntoManchunun Sion of Yinw u Inter-Pvincial HicwayThct buildings are required to relocate. The assets assessment report of the foundry and electroplate plants by Shiyan Dongxinda Accountant Agency shows that the assets value of the two plants is 23.66 million yuan. There are three residence buildings near the infall at the Hanjiang Road, noise and air pollution impacts on the residents during operation must be considered. While Section A I has a small resettlement quantity and has no firms to be relocated.

Therefore Section Al is better compared with Alternative K through comparison of disturbance to city area and resettlement quantity.

Alternative K better applies natural gulleys and valleys with the line more straight, part of the road goes along G209 corridor, with relatively better landform conditions, except the Jianghan Road crossing bridges, other bridges are of common structure and small scale. Alternative K has fewer tunnels and the tunnels are medium and short.

The landform of the area Section Al passes through is greatly waved with obvious elevation changes, more earthwork and more structures of tunnels, while the tunnels are medium and short.

Alternative K is better than Section Al in the aspects of landform condition and main work quantity.

Q) Comparison of interchanges and link lines

Shiyan Interchange is situated at Shuanglourmen, Zhangwan District under Alternative K, Section Al situates Shiyan Interchange at Lijiayuan, and the interchange types of both schemes are semi-directional T type. Shuangloumen is of narrow landform, large elevation difference, more difficult to locate an interchange, having disturbances to G209, G209 shall be rerouted. Lijiayuan is of wide landform and instrumental to locating an interchange. Therefore Section Al is better than Alternative K in the aspect of interchange location.

Exit of Shiyan Interchange under Alternative K connects with Shiyan connector road, the connector road is 6.05 km long; the link line at the exit of Section Al interchange is about 0.8km, which is greatly shorter to Shiyan downtown than that of Alternative K. Therefore Section Al is better than Alternative K in the link line location.

(a) Comparison of construction complexity

Alternative K goes along G209, there are several country roads distributed in the region, it is easier for constructors to enter the construction sites and has less access roads to be built.

Second Navigation Survey and Design. Institute, the Ministry of Communication 169 Enviaometal h pcAsessmentForShiyantoManchhaiguan Seclio ofYntxVu lnter-Pmvincial HlighwayProject

Section Al is far away from G209 and other roads, hard for constructors to enter construction sites and needs to build more access roads.

Therefore Alternative K is better than Section A I in the aspect of construction complexity.

® Comprehensive comparison

The engineering comparison is presented in Table 5.2.2-1. Table 5.2.2-1 Engineering Features of Al and Corresponding K Section Item Unit Option K Option Al Conmparison Preferred Length Km 12.991 12.676 AI rn Al 314.93 m _ _ _ _ _ Earth work 104M3 215.2 223.7 Less in K K Drainage work 1041n3 10.94 19.89 Less in Al Al Bridge mn/No. 3390/16 3085/13 More in K Tunnel rn/No. 753/3 1910/8 Less in K K Design's selection IK

The environmental and socio-economic impacts comparison of the two options are presented in Table 5.2.2-2. Table 5.2.2-2 Environmental and Socio-economic comparisoln of Options Al and K Area Item Unit Option K Option Al Preferred Village pc 4 3 A I Sensitive House 19 Houses 25 Al receptor -hold Natural School pc 1 2 K

environment 460 X 1 m less, 3 3 lower demand for 605 X 10 m , More, Spoiled soil disposal sites; low higher demand for K potential for soil disposal sites; higner er-osion potential soil erosion. Social Resettlement m 2 39701.6 16922.6 Al

environment Local opinions support Object K

EA's selection K

With considerations on construction difficulties, environmllental impacts caused by soil erosion and environment damage due to construction, as well as local government opinioIn, Option K is selected.

(2 )Section A2

Option A2 is proposed because of several times of crossing highway G209 by the original Option K at Muzhuzhai. Option A2 has a total length of 6.203699 km at (K15+ 200-K21+496.247) , while the corresponding Option K has a total length of 6.471 km at K15+333.821-K21+804.742.

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Three kilometers section at K16-KI9 under Alternative K spans G209 six times. G209 is the main passage of Shiyan connecting with outside and the main materials transport passage of the project during construction, six-times crossing over G209 will greatly affect the normal traffic during construction and will disturb the materials transport seriously.

Section A2 separates with Alternative K near Maoping Village, Section A2 and Alternative K both run basically along G209 corridor, respectively in the right and left side of G209. Section A2 spans G209 twice near Shiyanghe after passing through mountainside at the backside of Liangjiawo Road maintenance squad and Liujiahe Oil Station, it runs along the left side of G209 to Yangjiawan, crosses over G209 again at Wangjiawan near the boundary of Shiyan and Yun County, and then converge with Alternative K.

(D Comparison on disturbance to G209

Three kilometers section at K16-KI 9 under Alternative K spans G209 six times, the crossing angles are not ideal, Alternative K is parallel with G209 in four 500m road sections. These result in unavoidable impacts on traffic of G209 during construction.

Section A2 spans G209 four times within the same road sections, but the crossing angles have been considered in Section A2 conceptual design and the problem of parallel with G209 at near distance is avoided too. If construction organization and construction process control are enhanced during construction, maybe impacts on G209 traffic by Section A2 will be obviously reduced compared with Alternative K.

Therefore, Section A2 is better than Alternative K.

Alternative K better applies natural gulleys and valleys with the line more straight, less earthwork, less bridges and tunnels, without large scale bridges and tunnels.

Section A2 hias paid attentions to reducing impacts on G209, its cooperation with bandform is not ideal, its location is higher and it has less earthwork of roadbed, but it h1as more bridges and tunnels and higher cost, the roadbed is hanging in the air especially at K19+100-K20+900.

Alternative K is better than Section A2 in the aspect of quantity of bridcges and tunnels.

® Comprehensive comparison

Engineering features are compared in Table 5.2.2-3.

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Table 5.2.2-3 Engineering Features of A2 and Corresponding K Section Item unit Option K Option A2 Comparison Preferred Length Kmii 6.471 6.204 A2 is shorter A2 4 Earth work 10 m3 152.4 85 A2 is less . A2 Drainage work 104m3 10.37 4.3 A2 is less A2 Bridge rn/No. 1712/8 3704/11 K is better K Tunnel in/No. 195/1 55/4 K is less K Design's selection A2

The environmental and socio-economic comparison of the two optionIs are shown in Table 5.2.2-4.

Table 5.2.2-4 Environmental and Socio-Economic Comparison of Options A2 and K Area Item Unit Option K Option A2 Preferred Village No. 4 3 Houses No. 30 15 A2 School No. 1 I Natural 383 X 103rn3 less, 583 XK10 3m3, more, higher environmenit lower demand for demand for disposal sites; Spoil treatmenit disposal sites; low A2 higher potential soil posal sil erosion. ~~potential for soil erosion Resettlement m2 12169 9168 A2 Crossing G209 six times Crossing G209 four Social Disturbance to and closely parallel in times environment existing road some area; safety and traffic disruptioll Local opinion Support Support / EA's selection

Considering the safety issue and apparent disruption to a key operating higlhway to Shiyani city, as well as the impacts to sensitive receptors, the EA team suggests select Option A2 which is accepted by the engineerinig team.

(3)Section A3

Section A3 is proposed in order that Alternative K is avoided too close to the Dinosaur Egg Fossils Nature Reserve Area at the Qinglong Mountain. The total lengtll of Section A3 is 13.608456km (K24+700-KC38+208.456) , the corresponding Alternative K is 12.3k1m (K24+600-K36+900).

Alternative K runs through Shujiagou, and passes by about 45m outside of the Dinosaur Egg Fossils Nature Reserve Area at the Qinglong Mountain, crosses over the Han River 500m downstream of Chitangzhou (K30+300) after Yaolingtanig. After that, it enters Jiangjiagou, then, Guanlugou, Xiangzikou, and Tangjiawani, marchinlg oln along Yunman Road, arriving at Qingqu Town after crossing a tunnel at Donggou. Though this section of

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Alternative K is more straight, but it has two problems to be specially considered, one is that it closes to the Dinosaur Egg Fossils Nature Reserve Area at the Qinglong Mountain, the other is the impacts of Chitangzhou at upstream of Hanj iang Bridge on bridge navigable hole.

Section A3 separates with Alternative K near Shujiagou to the south, and passes through Dacao and a tunnel to the Han River side, spans the Han River at K28+100, then through Limazipo, Sunjiawan, Pijiangou, Yijiawa, converges with alternative K near Cheenzigou.

0 Comparison on Hanjiang Bridge location

The river channel at the Hanjiang Bridge under Alternative K is straight with river width of over 450m and ideal bridge location. But Chitangzlhou at 500m upstream of the bridge location will have a certain impacts on navigation, Hanjiang Superlarge Bridge shall add a main hole. In addition, due to impacts of middle line subproject of the South Water Diverted to North Project, the main channel at this bridge location may change.

The river channel at thie Hanjiang Bridge under Section A3 is zigzag with river widthl of over 440m and unideal bridge location. From the angle of navigation on the Han River, the navigation hole span will be bigger. The area at the bridge location belongs to V-type river valley, after implementation of the middle line subproject of the Southl Water Diverted to North Project, and possibility of change of the main clhannel hole at this bridge location is very small.

Therefore Alternative K is better than Section A3 in thie aspect of Hanjiang Bridge location.

( Comparison of impacts on the Dinosaur Egg Fossils Nature Reserve Area at the Qinglong Mountain

The nearly one kilometer long section at K26+300-K27+100 unlder Alternative K passes by the outer periphery of the most external experimental area of the Dilnosaur Egg Fossils Nature Reserve Area in the Qinglong Mountain, and it is 45m away from the experimentaL area and passes by tunnel. In accordance with the consultation results of Hubei Provincial Communication Department, Hubei Shiman Highway Constructionl Headquarters and the Hubei Provincial Realm Resource Bureau, the Hubei Provincial Realm Resource Bureau has submitted a document "COMMENT OF THE HIUBEI PROVINCIAL REALM RESOURCE BUREAU ON THE SHIMAN HIGHWAY TO PASS BY THE OUTER PERIPHERY OF THE MOST EXTERNAL EXPERIMENTAL AREA OF THE DTNOSAUR EGG FOSSILS NATURE RESERVE AREA IN THE QINGLONG MOUNTAIN to the Hubei Provincial Government General Office and agreed at the alignment K. But new fossils may be discovered during construction.

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Section A3 is far awlay from the afore-said reserve area and will not cause impacts on or very small impacts on1 that reserve area.

Section A3 is better than Alternative K in the aspect of impacts ol1 the reserve area.

® Comparison on landform conditions and main work quantity

Alternative K better applies natural gulleys and valleys with the line more straight, part of the road goes along G209 corridor, with relatively better landform conditions, except the. Han River crossing bridges, other bridges are of common structure and small scale. Alternative K has fewer tunnels and the tunnels are medium and short.

The landform of the area Section A3 passes through is greatly waved with obvious elevation changes, more earthwork and more structures of tunnels, while the tunnels are medium and short.

(1) Comparison on teclhnical indicators and construction length

Alternative K has higher technical indicators, with its length shorter than Section A3, which will have great impacts on highway operation, The landform of the area Section A3 passes through is greatly waved with obvious elevation changes, protection work and quanitity of bridges and tunnels are equivalent with those of Alternative K.

Alternative K and Section A3 both are far away from the existing roads, requiring build a lot of access roads during construction. But Section A3 is farther than Alternative K to the existing roads, requiring more access roads and more difficult for material transport.

() Comprehensive comparison

The engineering features of the options are presented in Table 5.2.2-5.

Table 5.2.2-5 Engineering Features of Options A3 and K Item Unit Option K Option A3 . Preferred Length Km 12.3 13.508 K 4 3 Earthwork 1 0 m 246 270 K Drainage work 10 4 m1' 12.22 16.25 K Bridge m/No. 4003/13 3751/11 A3 Tunnel mi/No. 580/2 1378/5 K Bridge position River crossings are Rivel crossings are K Brige.osiio smooth zigzag . Engineer's selection K

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The environmental and socio-economic comparison of the two options is presented in Table 5.2.2-6.

Table 5.2.2-6 Environmental and Socio-Economic Comparison of Options A3 and K Area Item Unit Option K Option A3 P,uf.rr.d . . Village No. 0 4 SensitieI-louses No. 10 27 . receptors School No. 0 0 3 3 3 3 Spoiled soil disposal 591 X 10 M , 489 X lO m Less A3 Higher amount, aon ea, to and difficult to amount, easy to dispose dispose Natural Water impact More crossings A3 environment and higher Less crossings and less impact impacts Nature reserve area pc I state-grade A3 nature reserve Over 1ki away from area, 45m away edge of the nature from experimental reserve area area edge Resettlemenit m2 994 1118 K Disturbance to Partially None A3 existing roads Social Simple landform, Complex topography, environiment Construction close to existing need to btiild access difficulties road, easy roads, difficult K construction and construction and higher' less impacts impacts Local opinion Support Object K EA's selection A3

Although Option A3 will generate more environmental and socio-economic impacts in other aspects, but its quantities of bridges and tunnels are equivalent and its quantity and length of access roads are more and longer than Option K, and it will not affect the state grade dinosaur egg fossils nature reserve area in the Qinglong Mountain. The EA team deems that Option A3 can avoid the risk of construction stoppage due to sudden--finding of dinosaur egg fossils during construction and has no advantages in other aspects.

(4)Section A4

In order to escape from Qingqu town and to shorten the length of Qingqu Bridge and to raise technical indicators of the alignment, A4 is proposed. Option A4 has a total length of 3.963065 km at K36+850-K40+813.065.

Alternative K goes along the hill slope at the left side of Yunman Road at Gongjiagou, crosses through Yunman Road via Gongjiaya Tunnel, spans again Yunman Road by Qingqu Bridge at the left side of Qingqu Town, to Zhujiawan by Qingqu Interchange. Because Alternative K crosses over the Yunman Road at the head of the original Qingqu Bridge, which makes the Qingqu Bridge pier higher and its length increased, in order avoid too large resettlement, alignment K goes by 40m at the left side of the Qingqu Clinic, the line is located in tlle riverbed and bridge can be built for crossing over too.

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Section A4 separates with Alternative K at Gongjiagou and arrives at Yanwan via Gongjiaya Tunnel, then directly crosses over the Qingqu River to arrive at Zhujiawan, Qingqu Interchange connects with Alternative K, the tunnel is extended and the bridge is shortened, in this way, it can completely escape from Qingqu Town, the line linear indicators are upgraded.

0 Comparison in geological conditions

In the aspects of geological structure and stratum lithology, Section A4 and Alignment K both traverse granular quartz albitite of Team No. 1 of Wudang Mountain Group, quartz albitite schist of Team No.2 and Team No.3 of Wudang Mountain Group and some metamorphic diabase. Due to the impact of Yun County and Yunxi fractures, the rock exposed at the side slope of Yunman Road at Gongjiaya is very broken, nearly in soil state. In general, the rock at south-west side is better than that at north-east side, i.e. the rock of Section A4 is better than that of Alternative K, more instrumental to construction of Gongjiaya Tunnel.

(9) Comparison in the aspects of disturbance to towns and resettlement

Alternative K comes out of Gongjiaya Tunnel, the Qingqu water and soil conservation station and Qingqu Firm Management Station at the Shiyan bank of Qingqu Bridge will be relocated, after Qingqu Bridge, some resettlement is involved at the left side of Qingqu Town, Section A4 is involved in a small amount of resettlement at Yanwan and Zhujiawan, and Section A4 can completely escape from Qingqu Town, the future development and construction of Qingqu Town will not be affected, so Section A4 is better than Alternative K througlh comparison in the aspects of disturbance to towns and resettlement.

(®) Comparison in landform condition and main work quantity

Alternative K better applies natural landfonn with the Gongjiaya Tunnel shorter and less work quantity; Section A4 has a longer tunnel and a shorter bridge and its bridges have n1o special structures. So Alternative K is better than Section A4 in lancdform condition and main work quantity.

(A) Comparison of interchange location

The interchanges of both Alternative K and Section A4 are located near Zhujiawan at the west side of Qingqu Town, the interchange of Alternative K complies with the landform with less filling and excavation work quantity of ramp, having a shorter connecting line. At the ramp of interchange of Section A4, it has a larger excavation and a longer connecting line, and the left and right lines after coming out of tunnel are not completely matched at the interchange area with a large work quantity. Therefore Alternative K is better than Section A4.

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( Comparison of operating cost

Tunnel of The operating cost is mainly ventilation and lighting cost of tunnels. Gongjiaya A4 is Alternative K is Over 600m- long, naturally ventilated, while Hejiaya Tunnel of Section tunnel length, over 1500m long, mechanically ventilated. Lighting cost lhas a direct ratio with K is the lighting cost of Section A4 is more than double of that of Alternative K. Alternative better than Section A4 in operating cost.

(®3 Comprehensive comparison

Option A4 has a total length of 3.96 km at K36+850K40+813.065 while the corresponding of both K section is 4.15 km at K36+850-K40+901.835. The key engineering features comparison options are presented in Table 5.2.2-7 while environmental and socio-economic is shown in Table 5.2.2-8.

Table 5.2.2-7 Key Engineering Features of Options A3 and K Preferred Item Unit Option K Option A4 A4 Length Km 4.15 3.963 4 3 K Earthwork I 0 m 64 78.8 4 3 3.8 K Drainage work 10 M 2.6 A4 Bridge m/NO. 1588/3 884/3 K Tunnel m/No. 622/1 1567.5/1 4 24800 K Costs I0 yuan 22616 conditions Geological conditions Good bed rock at Unstable the tunnel ends at the tunnel ends Design's selection A4

A4 and K Table 5.2.2-8 Environmental and Socio-Economic Comparison of Options A4 Preferred Area Item Unit Option K Option Village No. 2 1 A4 house No. 30 10 A4 Sensitive School No. 0 0/ 0 A4 Natural receptor Township No. I hospital No. 1 0 A4 environment 164X 103'm', Long 146X 0lm', A4 Spoiled soil tunnel, higher Shorter tLnnel, less amount, difficult to amount easy to dispose dispose A4 Disturbance to existing roads Twice None A4 Resettlement m 8510 3078 / Social Local opinion support Support Detour the own, environment Occupy part of the A4 Connection with Qingqui town, interfere good for township with townshiip development development EA's selection A4

Yunman Road, and Alternative k applies a 1055m bridge to span the Quyuan River and the crosses over the the bridge is very high. Especially the area at K39+400, this bridge troubles during Quyuan River Bridge of the Yunman Road, whicih will cause many hiddell .177 Second Navigation Survey and Design Institute, the Ministry of Communlication. EnvhimetTal cAssssment For Shiymnm Manchuanguan Section ofTYinwu InIteh-rvincial Highway Thoject construction and operation. To eliminate these hidden troubles, some special measures shall be taken, which will of course increase the investment. In addition, the Quyuan River Bridge of the Yunman Road is a stone arch bridge, very old, dangerous and still under application after overloaded application. During construction, if Alternative K causes new impacts on this old bridge, it may cause the Yunman Road interrupted. Meanwhile, Alternative K will restrict revamping the Yunman Road at this location in the fuLture too. Section A4 will no longer span the Yunman Road, so no safety issue exists. Tlhe bridges of Section A4 just cross over the Quyuan River with length greatly shortened down to 367m. Section A4 is better than Alternative K through comparison of impacts oni the Yunman Road.

Option A4 effectively resolves the issue of interference witlh Qingqu town and thus provides good conditions for local development. At the same time, the option wouLld avoid going through several sensitive receptors including a hospital, a village and tlle townsllip, as well as less resettlement, although the option would involve longer tunnel and less amounts of spoiled soil requiring disposal. With all factors considered, the EA team preferred A4 to replace the original Option K. This is consistent with the design opinlion1, based on the engineering considerations.

(5 )Section AO

Section AO is proposed to try to keep far away from the state grade dinosaLur egg fossils nature reserve area in the Qinglong Mountain and to reduce disturbance to the reserve area. The differences of Section AO and Section A3 are that Section A3 escapes from the reserve area at a long distance and selects Han River upstream bridge location, and Section AOescapes from the reserve area at a near distance and selects Han River downstream bridge location. Section AO is 1.808998km in total (K26+360-K28+168.998) and is 1 8.998m longer than the corresponding Alternative K only.

(0) Comparison in technical indicator

To escape from the reserve area, the plane technical indicators of Section AC are somewhat lowered, two plane curves are provided with one inclined to left by 520 and the other to right by 520, bypassing planely, minimum radius of plane curve is 420m. The corresponding Alternative K has somewhat higher techinical indicators, planely smooth, withi minimum radius of 550m. Alternative K is better than Section AO in the aspect of technical indicators.

(2) Comparison of geological conditions

Section AO is nearer to Alignment K, from geological structure and stratum lithology, both pass through schist region without big difference, basically similar in the aspect of engineering.

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(5) Comparison of impacts on the state grade dinosaur egg fossils nature reserve area in the Qinglong Mountain

Strictly speaking, Alternative K and Section AO have no impacts on the state grade dinosaur egg fossils nature reserve area in the Qinglong Mountain, Alignment K passes by the outer periphery of the most external experimental area of the Dinosaur Egg Fossils Nature Reserve Area in the Qinglong Mountain at K26+300-K27+100, and it is 45m away from the experimental area. The shortest distance of Section AO with the reserve area is 140m, both traverse the reserve area by tunnel at the places nearest to the reserve area. But the design team always deems that the nearer to the reserve area, the more probability of finding new fossils during construction, and vice versa. Therefore try to k

Section AC is better than Alternative K in the aspect of impacts on the Dinosaur Egg Fossils Nature Reserve Area in the Qinglong Mountain

(1) Comparison of landform conditions and main work quantity

Alternative K better applies natural landfornn with smaller general workc quantity thlrough Yingfengya Tunnel is somewhat longer. Section AC does not well comply withl natural landform with a bigger work quantity. So Alternative K is better than Section AC in landforn condition and main work quantity.

The key engineering features of the two options are presented in Table 5.2.2-9 and environmental and socio-economic comparison is presented in Table 5.2.2-10.

Table 5.2.2-9 Key Engineering Features of Options AO and K Item Unit Option K Option AC . Preferred Length Km 1.79 1.808998 AC 4 3 Earthwork 10 m 13.1 45 7 K 3 Drainage & protection 1C04m 1.24 1.11 AO Bridge mfNo. 263/1 / AC Tunnel m/No. 370/1 31 /I AC Design's selection AC

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Table 5.2.2-10 Environmental and Socio-Economic Comparison of Options AO and K Area Item Unit Option K Option AC Preferred Sensi ie. Village No. I I / receptive Household No. 8 3 . AO Natural School No. 0 0 / 3- ~~~~~~~~~33 environment 22 X 103m', shorter 199 X 10rm Spoiled soil tunnel, less spoil, more spoil and hard K easy to dispose to dispose 2 Social Resettlement m 308 276 AO environment Local comment Agreed Agreed / EA's selection AO

Strictly speaking, Alternative K and Section AO have no obvious impacts on the state grade dinosaur egg fossils nature reserve area in the Qinglong Mountain, Alignment K passes by the outer periphery of the most external experimental area of the Dinosaur Egg Fossils Nature Reserve Area in the Qinglong Mountain at K26+300-K27+100, and it is 45m away from the experimental area. The shortest distance of Section AC with the reserve area is 140Gm, botlh traverse the reserve area by tunnel at the places nearest to tlle reserve area. But the design team always deems that the nearer to the reserve area, the More probability of finding new fossils during construction, and vice versa. Therefore try to Iceep far atway from the reserve area is a good option. It is of the same situation from the angle of environmenit protection.

[6]Section BI Section BI is proposed after linear standard and geological condition are considered. The recommended option in the feasibility study report of the project is approximately Alternative K

plus Section Bi.

Alternative K starts from terminal of Tender No.1-Hongyanzi (K58+700), crosses over the Yunman Road, Angou, the Chaobei River, traverse through the Tianchi'an Mountain, then spans the Chaobei River again, after that, inclined to the right, extends along the mountainside at the east side of the Aogaizi Mountain, crosses over the Tian River, Provincial grade road No.228, to the Tianheping Primary School (K63+120) for converge, Section BI is 2.880km long in total and the corresponding Alternative K is 2.92km (K60+200-K63+120).

The highway at this section crosses over the Chaobei River and the Tian River twice with the landform cut deeper and a bigger bridge proportion. In the feasibility study report of the project, this section has no tunnels, considering spoil disposal difficulties of this section and landform and geological conditions, Alternative K and Section B I are prepared for comparison and selection.

Most of Section BI superposes with the corresponding Alternative K, but at the Aogaizi

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Mountain, it does not extend along the mountainside at the east side of the Aogaizi Mountain, but traverses through the Aogaizi Mountain in the middle, Aogaizi Tunnel shall be provided, it crosses over the Tian River, Provincial grade road No.228, to the Tianlheping Primary Sclhool (K63+120) for converge with Alternative K (BlK63+120=K63+120), Section B1 is 2.920km long in total.

Disadvantages of Section B 1: It traverses through the Aogaizi Mountain narrow pass, 3 8m deep, if the Aogaizi Tunnel is not provided and it is designed on the basis of mountain excavation scheme, earthwork will be increased by about 427,000m 3 , the highest roadcut side slope reaches 51m. The preliminary design considers to provide a tunnel at that section, the tunnel is 185m long, but its plane linear "S" curve common tangent point is located at tunnel entrance, which is not consistent with applicable standard; the area where Section BI passes througlh is of bad geological conditions, especially, there is a 3m wide fracture zone at the Aogaizi TLunnel entrance, the protection workc quality will be larger.

Advantages of Section BI: The total length of bridges is shorter and the spoil issue is not

prominent.

Disadvantages of Alternative K: It passes through at the east side of the Aogaizi Mountain witlhout tunnel required, with proper plane standard, but spoil is increased more than Section BI by 333,000m3 and its bridge is longer than that of Section BI.

Advantages of Alternative K: It has better geological conditions than Section BI, one tunnel less, tunnel length of 177m shorter and somewhat better construction conditions than Section BI, especially it solves the problems of plane linear "S" curve common tangent point located at tunnel entrance,

The key engineering features of the two options are presented in Table 5.2.2-11 and environmental and socio-economic comparison is presented in Table 5.2.2-12.

Table 5.2.2-11 Key Engineering Features of Options Bi and K Item Unit Option K Option BI Preferred Length Km 2.92 2.88 BI Earthwork 104m3 57.80 40.53 BI Bridge rn/No. 1167.5/5 873-5/4 BI Tunnel m/No. 373/2 550/3 K Geological conditions good differenice K Design's selection K

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Table 5.2.2-12 Environmental and Socio-Economic Comparison of Options BI and K Area Item Unit Option K Option BI Preferred Sensitive village No 1 2 K. receptors Houses No. 15 30 K Natural and Large amounts, hard to Well balanced social . . balance and thus requiring earthwork and np environments Spoiled soil disposal; high slopes and spoiled soil, Low B1 high slope protection work side slopes Resettlement m2 3675 3953 K EA's K selection

Option B1 effectively resolves the spoiled soil issue through well balanced earthwork. However, the option would also have higher impacts on sensitive receptors and more resettlement issues. The newly emerged potential impacts would offset tlle benefits of reduced spoiled soil. With all factors considered, the EA team prefers to remain on the original option K.

[7] Section B2

Field survey results show that if Yunxi Interchange is located near the Jinyinshan Mountain at the west side of Yunxi County, as Yunxi Interchange Alternative, this interchange closes to the Yunxi County seat, facilitating vehicles in the Yunxi County seat access to the highway, which can attract the traffic volumes of Provincial grade road No.228 and Guanyin Town. Meantime, the location of Guandimiao Service Zone proposed by the feasibility study report of the project is not ideal with a larger excavation. While to locate the service zone near the Jinyinshan Mountain is more ideal, Section B2 is proposed from the two aspects of interchange and service zone. Section B2 starts at Tianheping (B2K+120=K63+120), spans the Tian River, passes through the Yunxi Tile Plant, goes along the foot at the east side of the Jinyinshan Mountain, then crosses over the Tian River again, converges with Alternative K (BK66+867.602=K66+994.488) near Jiucaiya, the total length of Section B2 is 3.747 km. Alternative K routing: most of Altemative K superposes witlh Section B2, its difference with Section B2 is that it will not cross over the Tian River at Yujiadayuan and just goes always along the mountain foot at the left bank of the Tian River.

Advantages of Alternative K: it just goes always along the mountain -foot at the left bank of the Tian River with good linear longitudinal indicators, less resettlement; completely escapes from the Yunxi County Planned Area and will not disturb the production and living of the suburban residents basically.

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Disadvantages of Alternative K: the corresponding Alternative K of Section B2 goes always along the mountain foot at the left bank of the Tian River with lower linear plane indicators and it is 127m longer than Section B2. Though there are just three places of shallow stratum landslide at this road section, because most of the mountain slope strata at this road section are forward slopes, with lithology as chlorite albitite schist, so the corridor has geological disasters of potential landslide widely distributed, roadbed excavation and rainwater erosion are quite easy to place a premium on large area landslide and landslip, especially, the stability of roadbed is seriously threatened during operation and the treatment cost is high. Because the protection work quantity in Table 4-3-2B cannot represent the above-mentioned landslicle and the treatment cost during operation, just from the angle of geological condition, disadvanitages of Alternative K are more prominent.

Advantages of Section B2: The geological condition of Section B2 is obviously better than that of Alternative K, Section B2 has a smaller work quantity, higher plane indicators, straight line, 172m shorter than Alternative K, its bridge length is equivalent to that of Alternative K, though Section B2 crosses over the Tian River twice, the bridges are common assembly ones. with scale not big, without need for special constnrction approaches; As per the feasibility study report of the project, Guandimiao Service Zone is set at K72+700, because this area is restricted by landforn with worse location condition and larger excavation and non-abunclant water source, through sturdy, it is better to locate the service zone at the Jinyinshan Mountain at the western suburban area of Yunxi County (B2K64+500).

The area Section B2 passes through is greatly waved, the Jinyinshan Mountain is a larger planned cemetery area and has no development value proper, the local government has not yet made a plan for the mountain, the present Yunxi County seat and the planned area are at the east of Section B2 with a certain distance with Section B2. After plane position of Section B2 is further optimized and adjusted at the stage of preliminary design, the road surface is generally over 5m higher than the nearby residents' area, after noise prevention and environment protection measures are taken, it will have a very limited disturbance to the production and living of the suburban residents, especially, local government supports Section B2.

Disadvantages of Section B2: larger resettlement, Yunxi Tile Plant has to be relocated totally, but then, the scale of the Yunxi Tile Plant is not big and it is to be bankrupted, basically in shutdown state. In addition, Section B2 will disturb the living of suburban residents to a certain

Second Navigation Survey and Design Institute, the Ministry of Communicatioin . 183 EnvinniamtasAsmentFor ShiyantoMmichuanguan Secto ofYinwu Int-ProvincialHighwayProject extent.

General assessment: Section B2 is recommended as per the comprehensive comparison in the aspects of technical indicators, geological condition, investment, service zone location and local government's comment.

Work of the next stage: According to the landform, topography and detailed survey information, further optimize the higlhway, move the section from the Yunxi Tile Plant to Lanyazi to the left by 20-60m totally so as to further reduce resettlement and disturbance to the production and living of the residents.

Option B2 is proposed for the complex geological conditions at corresponding section K. This option is 3.747 km at B2K63+120-B2K66+867.602. The corresponding Option K is 3.874 km at K63+120-K66+994.488. The key engineering features of the two options are presented in Table 5.2.2-13 and environmental and socio-economic comparison is presented in Table 5.2.2-14.

Table 5.2.2-13 Key Engineering Features of Options B2 and K Items Unit Option K Option B2 Preferred Length Km 3.874 3.747 B2 Earthwork 104 m3 49.65 55.98 K Bridge m/No 629/2 750/3 K Tunnel m/No 0 0 / Design's selection B2

Alternative K has just three places of shallow stratum landslide at this road section, because most of the mountain slope strata at this road section are forward slopes, with lithology as chlorite albitite schist. The corridor has the geological potential of landslides, roadbed excavation and rainwater erosion which are quite easy to place a premiumn on large area landslide and landslip.

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Table 5.2.2-14 Environmental and Socio-Economic Comparison of Options B2 and K Area Item Unit Option K Option B2 Preferred .Village. No. 2 4 K Sensitive House No. 15 30 K Natural receptor school No. 1 2 K environment Spoiled soil / Spoiled soil can be inclirectly B2 reduced (Guandimiao) Disturbance to local Less villages More villages and schools K communities Land occupation Less cultivated More cultivated land K lanid Social No river environment Water impacts crossing Two river crossings K Driving safety Potential safety Safer B2 X hidden trouble . Resettlement m_ 7949 16942 K Local opinion support support K EA's K selection

According to the landform, topography and detailed survey information, further optimize the

highway, move the section from the Yunxi Tile Plant to Lanyazi to the left by 2060 m-ntotally so as to further reduce resettlernent and disturbance to the production and living of the residents.

It is designed to try to minimize environment impact and resettlement, therefore, EA team agrees at Section B2 proposed by the design team in principle througlh consultation of three parties.

[8] Section B3

Option B3 is proposed because of the original section at this area would go through poor geological site at Lishiguan tunnel and difficulties for spoiled soil disposal. Option B3 is 5.594 km long at B3K85+202.058-B3K90+796.379, while the corresponding Option K is 5.778 km long at K85+202.085-K90+800.000.

Sectioin B3 starts near the Xiangkou Gold Mine at Shangxiangkou (B3K85+202.058=K85+202.058), crosses over the Yancha River, goes along the mountainside at the left side of the Yunmnan Road, having a separate interchange near Lishiguan to span the Yunman Road, with Lishiguan Tunnel (495m long) to traverse thlouglh the Lishiguan Mountain, then having another separate interchange to span the Yunman Road, througlh Wangjiagou and Huanglongdong Opening, having Huanglongdong Short Tunnel at B3K89+475, connects with Alternative K near Huangyunpu (B3K90+796.379=K90+800.000), the total length of Section B3 is 5.594Km.

The main difference of Alternative K with Section B3 is that it goes along tl-le left side of the Yunman Road near Lishiguan to escape from the Yunman Road, and locates Lishiguan Short Tunnel, Yaojiawan Shor-t Tunnel and Huanglongdong Short Tunnel respectively at K87+521, K88+957.5 and K89+660 to reduce deeply excavated roadbed.

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Plane line type and traffic disturbance: Section B3 has its plane line type standard better than Alternative K and it is 183.5m shorter than Alternative K, but the plane of the Yunman Road at Lishiguan is a lyre shape bend, the Lishiguan Tunnel is 495m long with its entrance and exit connected with the bridge, and adjacent to the Yunman Road, it is very difficult for spoil discharge and it will greatly influence traffic during construction.

Geological condition: the stratum lithology is mainly chlorite schist of Huiling River Team, locally entrained with diabase, calcite dolomite after k89 (B3K89). A 120X40X (3-4) m landslide develops at the natural slope 20m away from the left side of exit of Lishigpan Tunnel (B3K88+300-B3K88+400), witlh the slope inclined to northiwest by 280°, the general slide direction of the gliding mass is along the slope surface, the material of the gliding mass is loose broken stone and soil with thickness of 3-4cm, bedding gliding plane is terrane face, the safety of the tunnel exit is seriously threatened.

The key engineering features of the two options are presented in Table 5.2.2-13 and environmental and socio-economic comparison is presented in Table 5.2.2-14.

Table 5.2.2-13 Key Engineering Features of Options B3 and K

Item Unit Option K Option B3 Preferred

Length Km 5.778 5.594 B3 Earthwork 104m3 88.57 93.01 K Bridge m/No 2307/6 1823/6 B3 Tunnel ni/No 450/3 675/2 K Design's selection B3

Table 5.2.2-14 Environmental and Socio-Economic Comparison of Options B3 and K Area Item unit Option K Option B3 Preferred Sensiti Village pc I I / ve House House 10 4 B3 yep Flouse -hold 4. B recept-hl Natural or School PC I I / Naturanm .Difficulties in environm removing spoiled en so Easy spoiled soil handling, soil from tunnel, Spoiled soil good geological conditions poor geological B3 conditions with land slide Disturbance to No disturbance Several crossings K road Social Relocated environm electrical facility merely 21 33 K ent Resettlement M2 6264 6261 Local opinion Support Support / EA's B3 selection

The landform, geological and construction conditions of tunnllels of Section B3 are slightly better than those of Alternative K; the problems of Lishiguan Tunnel spoil clisclharge and traffic disturbance of Section B3 can be solved by one endc (exit) constructionl scheme. At

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the road section of B3K88+600-B3K90+600, the mountain at the left side is steep, the right side is fertile land, and the Yancha River is meandering througlh the area. At the stage of preliminary design, the proportion of bridges and tunnels is higher at this road section, in tlhe next stage, Section B3 will be further optimized according to the hydrological analytical and calculation results, land occupation, protection works and constr-uction conditions etc. EA team agreed at Section B3 proposed by the designi team in principle through consultation by three palrties.

[9]Section B4

( General situation of Section B4: It starts from Huayuan Village near Huangyunpu and ends at Sunjiawan of Jiaochangguan with total length of 1 Ikm around, because this road section has a controlling subproject of Erdaoya Tunnel, a great deal of study and survey work has been done at the preliminary survey stage. Two alternatives have been proposed for this road section in the feasibility study report of the project. At the preliminary survey stage, besides geological investigation and equal depth survey on the two alternatives at the feasibility study report of the project, additional three alternatives are proposed, and equal depth investigation and survey have been done for all these alternatives. Through study and techno-economic comparison at the preliminary survey stage, Alternative K and Section B4 have finally been screened out.

O Section B4 preparation process: Erdaoya is composed of mountains with massif about 3km wide and relative elevation difference of strip of land between moutains about 120m, the average longitudinal slope at the section from the start of Section B4 to the tunnel entrance is not very big, but the natural longitudinal slope at the section from the tunnel exit to the terminal of Section B4 is bigger, therefore, it is very important to reasonably decide location and elevation of tunnel exit for lowering project investment and raising operationg safety level of the highway. According the landform and geological conditions, the following factors have been specially considered for the Erdaoya line schemne during alignment decision and preliminary survey:

* Section from tunnel exit to Meitangou is of two mountain nipping one road and one river, with the Yunman Road and the river twisting and turning, mountains at both sides interlocking, which is the place the project has to pass through.

* The natural longitudinal slope at the tunnel entrance section of the alignment is not big, the section from tunnel exit to Sunjiawan, about 4.5km in total, is a decline, with a relatively bigger natural longitudinal slope, if tunnel exit elevation is controlled at 670m, then the relative elevation difference will reach 220m, the average longitudinal slope of the section will be 4.5%, which goes against road operation safety. If high bridge pier and long and large continuous

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bridge scheme is applied to shorten relative elevation difference due to the restriction of landforin condition, then the bridge work will be enormous and hard to construct and with a high cost. Through site investigation and as per the FSR of the project, proper locations for Erdaoya Tunnel entrance are near Badouzhuang and near Kangwangzhuang at the left side of the Yunman Road for comparison and selection, but it must be included in the whole Erdaoya line scheme through techno-economic comparison.

* Impacts of Yun County and Yunxi Fracture. Yun County and Yunxi Fracture superposes basically with the recommended scheme at the FSR stage, the impacts of Yun County and Yunxi Fracture on the alignment corridor are described in the special subject report of Yun County and Yunxi Fracture in detail. * The landform and geological conditions at the tunnel exit are very complicated, the massif the alignment corridor goes through is high, lean, peaked and steep, How to select the elevation and location of the Erdaoya Tunnel exit will directly decide the scales of bridge and

roadcut high slide slope. * Zigzag Yunman Road and flood discharge river pass througlh the present alignment corridor too, therefore, it is very important for this road section to give prominence to alignment selection as per landfonn and geological condition, in addition, try to reduce disturbance to the traffic of the Yunman Road, and it is also very important not to damage the existing drainage systems.

To sum up, under the baclcground that the general corridor has been decided for line scheme of this section, Erdaoya Tunnel length is not suitable as only one important control factor for consideration, the optimal bonding point of traffic safety during operation, bridge work, tunnel work, spoil scale, roadcut high side slope scale etc. must be found to fully embody the design features and principles of highways in mountainous regions.

After equal depth geological survey and measurement and comparison for the above-mentioned five options, Alternative K and Section B4 have finally been screened out. Option B4 is proposed. This option is 7.161 km long at B4K91+615.122-B4K98+776.318..while the corresponding option K is 6.666 km long at K91+615.122-K98+281.082. The key engineering features of the two options are presented in Table 5.2.2-15 whlile the environmental and socio-economic comparison is presented in Table 5.2.2-16.

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Table 5.2.2-15 Key Engineering Features of Options B4 and K Item Unit Option K Option B4 Preferred Length Km 6.666 7.161 K Earthwork 10 4m3 101.91 107.61 K Bridge m/No. 1779/7 2780/12 K Tunnel m/No. 3762/4 2763/5 B4 Comparison Long Erdaoya tunnel lShort Erdaoya tunnel K Design's selection K

Table 5.2.2-16 Environmental and Socio-Economic Comparison of Options B4 and K Area Item unit Option K Option B4 Preferred .. sv Village No 1 2 K Natural Sentiv House No 10 20 K environme receptor School No 0 0 / nt . . . . More spoiled soil. No nearby site Spoiled soil No spoiled sol fo.isoafrdsoal K Disturbance to Social existing road no Yes . K environme Relocated electric No. 120 K nt facilities No._114_120_ K Resettlement m 8173 5961 B4 BA's K selection

Although Option B3 shortens the Erdaoya tunnel but the overall tunnel lelngth would be increased and so would be disposal of spoiled soil. With other factors considered, Option K is still preferred.

5.3 Without Project Scenario

The existing 209 national road and Yun-Man road are the pivotal transport links between Shiyan and Manchuanguan. The two roads pass thouglh Liupo and Fangtan Towns of Shiyan, Qingqu, Hejia and Tongyuan Towns of Yun County, Tumen, Xiangkou and Shangjin Towns of Yunxi County. The proposed project is basically parallel with these two existing roads. The road sections of the two existing roads were constructed to Class II or III standard. The traffic capacity of the two roads is constrainied by topographical conldition and dense settlement centers on road. There would be limited room for tipgrading for the two roads. It is therefore reckoned that the two roads cannlot provide sufficient traffic capacity for the dramatically increased traffic volume in future.

Table 5.3-1 presents the traffic volume projection for the two roads uncelr the scenar-io of Without Project.

Table 5.3-1 Traffic Volume Projection for Without Project Scenario Unit: mtu Road section 2009 2010 2020 2028 Shiyan Couinty 4726 5070 8421 11946 Yun County Qingqu 2049 2386 3919 4830 Qingqu Yunxi 1981 2201 3572 4575 Yunxi Xiangkou 1549 1779 3505 4072 Xiangkou Shangjin 1267 1391 2813 3490 Average traffic volume 2291 2539 4412 5734

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Table 5.3-2 summarizes the comparison of With and Without Project scenario.

Table 5.3-2 With and Without Project Comp arison Without Project With Project factor Although the rural area will be affected by Nois The acoustic quality in the rural area is good. the traffic noise due to the construction of Noise However the roadside residential area of 209 the new road, large traffic volume will be air national road and Yun-Man road is severely diverted to the new road resulting in lower affected by the traffic noise. noise level at the area near the existing roads. sliced by Land Diversified economy cannot be developed due Although the land resource will be sectors occup to acute lack of fund. Therefore the local the project, secondary and tertiary fund. ation economy is centered on agricultural production can be invested in by the compensation Livin Due to limited transport facilities, agricultural Economic link with outside markets will be v products are difficult to transport to enhanced by the project, the local economy the g demanding market. Without sufficient income therefore can be promoted. As a result, qualit from the agricultural production, the living living quality can be improved. quality is hard to improve. Social Fund is difficult to be introduced to the region Fund introduction and tourism development econo due tom poor transport condition. Tourism opportunity will become possible. my development hias been severely constrained. As the 209 national road and Yun-Man road The proposed road will be encfosed, with pass through dense urbanized area, the safety sufficient suLpporting facilities. Therefore it will be safety problem is compounded by insufficient is reckonied that the traffic accident supporting facilities, which result in frequent minimized. traffic accidents oni these roads, Althlough the project will cause No land occupation and resettlement problem, environ-mental problems, such as land Envir damage to onme . . . occupation and resettlement, these ntal nshei ctin no sim e on. ladsae plant cover and induced soil erosion, by Issue , problems can be reduced or minimized effective mitigation measures.

5.4 Conclusions

The conclusions of the analysis of different alternatives are:

(1). Through the comparison of "With and WithotIt" Project Scenario, With Project scenario is determined to be better in terms of environimenital consideration.

(2). The general conclusion for alternative comparisoni is that based on comprehensive assessment by natural, ecological, social environmenit and enginieering criteria, the EA team recommencis the aiternative K for this project.

(3). The conclusion for the section option comparison is that based on comprehensive assessment by natural, ecological, social environment and engineering criteria, the EA team recommends Options A2, A4, AO, B2 and B3 at the corresponding sections in alternative K for this project.

190 Second Navigation Survey and Design Institute, the Ministry ofComnmunication- Environenital inpactAssessment For ShiyantoManchuangLan Section ofYinwu Inter -Provincial HighwayPioject

Chapter 6 Mitigation Measures

6.1 Design Stage

6.1.lDetermination of Project Alignment

This proposed project will cross the urban area of Shiyan City, Yun County and Yunxi County. The project alignment and key control objects are determined based on comprehensive considerations of natural and socio-economic environmental factors, as well as master plan of the provincial transport system, technical, engineering and economic criteria. Analysis and comparison of alternative alignments at the design stage are considered to be an effective way to avoid adverse impacts of the project to the environment.

The analysis of alternatives is conducted in three levels. First, possible surface transportation corridors between Shiyan and Xian are identified. The three identified corridors are analyzed and compared and the one with the least environmental and socio-economic impacts, as well as optimal in technical, engineerinig and economic considerations is selected for the expressway. At the second levels, possible alignments within the optimal corridor are identified and compared. Again environmental, engineering and economic factors are considered during the analysis and an optimal alignment is selected with all factors considered. At the third level, numerous alternative sections along the optimal alignment are further evaluated to further adjust the alignment in order to determine an alignment for the expressway with the least adverse impacts. The fine adjustment of the alignment is focused on specific sensitive receptors, For example, the original proposed alignment is about 160 m to a high school, 40 rn to a hospital at 1K39+500. Following the sectional adjustment, the final expressway alignment is about 480 m to the same school and 370 m to the hospital, effectively avoid potential impacts of the expressway construction and operations to these sensitive receptors.

The EA team has participated throughout the project development stage. Through site investigation and public consultation exercise, the EA team has make recommendation to the alternative alignments.

The recommended alignment is consistent with the master plan of the province and the future demand for transport development. By careful design of the alignment, least sensitive receptors will be affected and minimum land occupationi will be required by the project.

6.1.2Mitigation to Road Separation

In order to minimize the separation of road, design team has collected comments and

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and tunnels, opinions through extensive public consultation. The combined length of bridges of the total less the water crossing bridges of totaling 8.4 km, accounts for about 32% 30 tunnels, length of the road of 105.099 km. There are 145 passages, including 93 bridges, deducting 4 platform bridgew, 21 separate interchanges and 16 pedestrian culverts after river-crossing bridges, corresponding to 1.35 passage per km on average. Additionally, road to interchange structure passage is applied in designing the cross with existing eliminate the road separation problem.

the width Long-term forecast for traffic demand have been considered wlhen determining as follow: and height of the passages. Three sets of sizes for passages have been determined

(1)Passage for truck: 6 X 3.5 m; (2)Passage for agricultural machine: 6 X 2.7 m; (3)Passage for pedestrian: 4 X 2.2 m.

The daily activity of the roadside residents will recover after the passages are built.

6.1.3Mitigation to River System Impact

including River system in the project area is abundant. The project will cross several rivers and Hui Han River, Jian River, Quyuani River, Guixian River, Tian River, Maiyu River which is River. As the semi-tropical monsoon climate dominates the project area, thle location characterized with concentrated precipitation and high intenlsity of rainfall, flood. and structure of bridge slhould be carefully designed to allow easy discharge of

years for The major technical parameters for bridge design are flood of once every 300 not be cut super bridge and once every 100 years for otlher bridges. The river system should of water off by the project to secure the migratory route of fishl and the integrity eco-environment.

by Restoration of irrigation facilities: several existing irrigation facilities will be damaged for when the project. These affected irrigation facilities should be restored or compensated the construction activity is completed.

is 20m 13 rivers will be rerouted with rerouted length of 3240m, only one river to be rerouted small rivers, wide, all the other rivers to be rerouted are less than OiOn wide, belonging to local and mortar protection measures such as: bottom pavement and broken stone filling in crevice after laid slabstone etc. are applied to keep the original function of the rivers unaffected rerouting.

6.1.4Protection of Cultural Site and Nature Reserve Area

6.1.4.1 Protection of cultural site

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In accordance with the EA TOR and the Bank Safeguard Policy OPN 11.03/OP 4.11 (draft), an extensive geological survey program was conducted to determine the cultural site, ancient tomb or historical building in the area within 100 mn from each side of the proposed road. Through the survey, alternative A has been recommended for least affect on cultural property.

Three cultural relics sites have been discovered in the area. One of the sites (Pingsi tomb) is 150 m from the red line of the construction site. While expressway construction is not expect to have direct impact to this site due to the distance, warning sign will be marked at this site by cultural department before construction at this section to ensure it receives the attention of the contractors. Apart from the warning message not to close construction activities to the site, the warning sign will have contact name and telephone number the responsible staff at the local cultural departmienit.

As the expressway will pass through the edge of anothier site (Jianliupu site), direct damages would be expected. Protective excavation will be conducted prior to the start of the construction. The excavation site will be videoed and photograplhed and excavation activities will be logged in details. All cultural relics will be placed in the local museumn.

The third site, Shaanan military hospital, will not be directly impacted due to sufficient distance (100 m). To mitigate such impact as vibration, etc., the hospital building structure will be re-enforced prior to the commencement of expressway construction, with the cost coming from the project, and implemented by a qualified construction company to be entrusted by the Shiiman expressway company with the guidance of Hubei Archaeological Research Institute.

All contractors will be trained and educated for handliing knowni cultural relics and clhance finds during construction. More on the trainiing is presented later in this chapter.

6.1.4.2 Nature Reserve Area

Though Alignment K passes by the most external experimental area of the Dinosaur Egg Fossils Nature Reserve Area in the Qinglong Mountain at K26+300-K27+100, and it is 45m away from the experimental area and passes by tunniel, Thouglh Option A3 is over 1km away from the edge of the said reserve area and will not cause impacts on that reserve area and Option A3 can completely avoid impacts on the above-mentioned nature reserve area. Option A3 is 1.028km longer than corresponding Alternative K with zigzag rivers and uLnideal bridge locations.

Therefore Option AO is designed to try to keep far away from the Dinosaur Egg Fossils Nature Reserve Area in the Qinglong Mountain nearby the Nature Reserve Area and to reduce disturbance to the Nature Reserve Area. The differences of Option AG and Option A3 are that Option A3 keeps far away fi-om the Natul-e Reserve Area and selects the Hanjianog Bridge location at upstream, whi]e Option AG escapes from the Nature Reserve

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Bridge at downstream, and Area with a nearer distance and gives attention to the Hanjiang it is just 1 8.998m longer than corresponding Alternative K.

6.1.5Mitigation to Soil Erosion

soil erosion control should be As the project is located in a highly rolling mountain area, prone to soil erosion are given priority consideration at design stage. The affected areas determined to be: bridge and tunnel; * Main engineering area: road base, cutting area, embankment, * Access road; * Construction site; * Spoil deposit site, and * Borrow site.

as possible. The key area for Hill cutting, deep digging or high filling should be avoided soil erosion control is access road and spoil deposit site.

6.1.5.1 Mitigation to Soil Erosion in Main Engineering Area

of road base. Drain system and guard works should be constructed at the slope

run-off collection ditch with Diverging drain should be constructed on the road surface, filer textile should be constructed at the isolation belt.

flush and to facilitate flood Location of bridge should be carefully selected to avoid bank discharge.

and the supporting drain system The site of service zone and toll station should be paved, should be constructed.

be prepared by the design team The design document of these mitigation measures should and incorporated into the construction drawing of the project.

6.1.5.2 Mitigation to Soil Erosion at Access Road

design of access road to the Although the existing roads have been considered in the Balance between borrow construction site, many new access roads have to be construLcted. of these new access roads. and deposit should be carefully designed for the construction of access roads is 55.661 km According to the design document, the combined length will be using or widening including 29.119 km to be newly constructed. The reminder plan and restoration existing country roads. The EA is focusing on the constructioni measures of these access roads (Table 6.1.5- 1).

addition, fast-growing trees will Drainage systems will be built along the access roads. In

of Communication- 194 Second Navigation Survey anid Design Institute, the Ministry Envionmental mpactAsesnsmentFor Shiyanto Mnchuanguain Sectioi ofYinwu Inter-PRovincial HiglhwayProjet be planted along the access roads and the road slope will be covered witlh grass.

the The unit cost for soil erosion control is RMB 10,000/km. The cost estimated for mitigation measures oni the access roads is RMB 556,600. Table 6.1.5-1 summarizes the cost estimate for mitigation measures.

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Table 6.1.5-1 Access Roads and Main Mitigation No Bridge & tunnel Widening New (m) Length (m) Mitigation Cost (RMB I04) Measure

I Xujiapeng Medium 133.726 133.726 Drainage ditch, 0.134 Bridge planting 2 Chenghuang Tunnel 2700 476.606 3176.606 Ditto 3.1-77 3 Zhanggou Bridge 2570.32 684.221 3254.541 Ditto 3.255 4 Majiagou No.1 449.926 449.926 Ditto 0.450 Bridge 5 Majiagou No.2 330.849 330.849 Ditto 0.331 Bridge 6 Yujiagou Tunnel 900 276.373 1176.373 Ditto 1.176 7 Taishanmiao Bridge 1350 400.793 1750.783 Ditto 1.751 8 Caijiagou Medium 150 239.999 389.999 Ditto 0.390 Bridge 9 Caijiagou Bridge 92.979 92.979 Ditto 0.093 10 Tumen Bridge 561.642 561.642 Ditto 0.562 11 Xigoukou Bridge 354.67 354.67 Ditto 0.355 12 Shuangloumen 372.387 372.387 Ditto 0.372 Bridge 13 Huangjiagou Tunnel 777.962 777.962 Ditto 0.778 14 Maoping Bridge 200 180.395 380.395 Ditto 0.380 15 Maoping Bridge 472.941 472.941 Ditto 0.473 16 Huainingtang Tunnel 271.166 271.166 Ditto 0.271 17 Yangjiawan Bridge 120 322.722 442.722 Ditto 0.443 18 Hejiawan Medium 394.799 394.799 Ditto 0.395 Bridge 19 Waduangang Tunnel 447.837 447.837 Ditto 0.448 20 Zhengjiawan No.1 500 502.214 1002.214 Ditto I .002 Bridge 21 Zlhengjiawan No. 1 532.701 532.701 Ditto 0.533 Bridge 22 Dangjiawan Tunnel 300 341.532 641.532 Ditto 0.642 23 Shujiagou No.1 426.7 426.7 Ditto 0.427 Medium Bridge 24 Shujiagou No.1 13 50 309.196 1659.196 Ditto 1.659 Medium Bridge 25 Rongjiagou Bridge 460.94 460.94 Ditto 0.461 26 Yingfengtang Tunnel 557.463 557.463 Ditto 0.557 27 Yaolingtang Tunnel 609.239 609.239 Ditto 0.609 28 Zhujiagou Bridge 126.282 126.282 Dino 0.126 29 Tujiagou Bridge 672.99 672.99 Ditto 0.673 30 Jianlghan Bridge 1300 1162.815 2462.815 Ditto 2:463 31 Jianghan Bridge 2500 1724.29 4224.29 Ditto 4.224 32 Tainggou Bridge 1102.988 1102.988 Drainage 1.103

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No Bridge & tunnel Widening New (m) Length (m) Mitigation Cost (RMB 104) Measure

ditch, planting 33 Xiangzikou Bridge 1335.347 1335.347 Ditto 1.335 34 Leijiawa Bridge 344.599 344.599 Ditto 0.345 35 Chenzigou Bridge 398.471 398.471 Ditto 0.398 36 Gongjiagou Bridge 74.565 74.565 Ditto 0.075 37 GongjiayaTunnel 155.226 155.226 Ditto 0.155 38 Qingqu Bridge 158.243 158.243 Ditto 0.158 39 Guojiagou No.1 1917.016 1917.016 Ditto 1.917 Bridge 40 Guojiagou No.2 348.986 348.986 Ditto 0.349 Bridge 41 Guojiagou No.3 488.0 488.0 Ditto 0.488

Bridge 42 Siping Bridge 203.18 203.18 Ditto 0.203 43 Jiebeiguan Tunnel 648.177 648.177 Ditto 0.648 44 Jianliupu Bridge 109.793 109.793 Ditto 0.110 45 Zhang;jiagou Bridge 311.401 311.401 Ditto 0.311 46 Puhe No.2 Bridge 167.638 167.638 Ditto 0 .168 47 Mujiayuan Bridge 183.915 183.915 Ditto 0.184 48 Puhe No.3 Bridge 102.8 102.8 Ditto 0.103 49 Huocheling Tunnel 576.483 576.483 Ditto 0.576 50 Huocheling Tunnel 205.927 205.927 Ditto 0.206 51 Lucikou No.2 Bridge 330.894 330.894 Ditto 0.331 Total of TenderNo. 1 17890.93 19881.391 37772.314 Ditto 37:772 1 Shitizi Bridge 315.627 3 15.627 Ditto 0.316 2 Biegaizi Bridge 886.153 886.153 Ditto 0.886 3 Fengcun Separate 191.222 191.222 Ditto 0.191 overpass 4 Tianheping Bridge 273.247 273.247 Ditto 0.273 5 Zhangjiawan Bridge 809.685 809.685 Ditto 0.810 6 Lishigou Bridge 350 279.749 629.749 Ditto 0.63 0 7 Yujiadayuani Separate 396.116 396.116 Ditto 0.396 Overpass _ 8 Zhaojiawa Medium 375.202 375.202 Ditto 0.375 Bridge 9 Kejiawan Separate 475.79 475.79 Ditto 0.476 Overpass 10 KeJiawan Bridge 339.956 194 533.956 Ditto 0.534 11 Zhangjiagou Bridge 714.606 714.606 Ditto 0.715 12 Tieligou Bridge 595.322 595.322 Ditto 0.595 13 Shanzigou Bridge 270.669 270.669 Ditto 271

14 Tumen Reservoir 360.921 360.921 Drainage ditch, 0.361 Bridge vlantinR

Second Navigation Survey and Design Institute, the Ministry of Communication - 197 EnvRkTA esallrnpactAssessTaltFoShihantoManchuanguan Section ofYinwu liter-ProvincialHigwlvvayProject

No Bridge & tunnel Widening New (m) Length (m) Mitigation Cost (RMB 1 04) Measure

planting

15 Ganggou Separate 224.915 224.915 Ditto 0.225 Overpass and Ganggou Superlarge Bridge 16 Bamudi Separate 28.006 28.006 Ditto 0.028 Overpass . 17 Muguagou Bridge 571.386 571.386 Ditto 0.571 18 Piaohugou Bridge 505.256 505.256 Ditto 0.505 (left) 19 Hekou Bridge 253.96 253.96 Ditto 0:254 20 Wangjiagou Bridge 352.528 352.528 Ditto 0.353 2 1 Huangyunpu Bridge 311.059 311.059 Ditto 0.311 (left) . 22 Huangyunpu Bridge 231.515 231.515 Ditto 0.232 (right) 23 Erdaoya Tunnel 721.805 100 821.805 Ditto 0.8-22 (entrance) 24 ErdaoyaTunnel (exit) 338.115 338.115 Ditto 0.338 25 Jiaochangguan 65.604 65.604 Ditto 0.066 Superlarge Bridge 26 Shangjin Overpass 878.001 878.001 Ditto 0.878 27 Luomadian 1244.105 1244.105 Ditto 1.244 Superlarge Bridge 28 Dingjiawan No. 1 621.449 621.449 Ditto 0.621 Bridge 29 Dingjiawan No.2 796.826 796.826 Ditto 0.797 Bridge 30 Yunling Tunnel 575.853 575.853 Ditto 0.576 (entrance) 31 Yunling Tunnel (exit) 2170 1070.78 3240.78 Ditto 3.241 Total ofTenderNo.2 8651.14 9238.29 117889.43 1 17.889

Note: These mitigation measures will be included in the construction contract.

6.1.5.3Construction Site

The concrete, asphalt and pre-cast components will be produced at the construction sites. According to the alignment design for alterniative K, the construction site needs a 65 ha. land area, and 21 big construction camps.

The construction site will be located within the red line of the project area. Mitigation measures for soil erosion should be taken at the site after the construction is completed. The measures include construLction of drain ditch, topsoil layer relocationi, retardilng basin, removal of lhard cake and restoration of plant cover.

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Table 6.1.5-2 summarizes the mitigation measures at the construction site.

The cost estimated for restoration of construction site is RMB 2.36 million, including RMB 2.24 million for engineering works and RMB 0.12 million for greening works,

Table 6.1.5-2 Summary of Restoration Measures at Large Construction Site Road Section Land Use and Area No. Ref. of Pile ( Sec(tmu ) Restoration Measures I K3+300 Tongshugou Dry land, 10 mu Construction of .drain ditch, 2 K7+600 Ski.r lham of Plant yard, 1O mu topsoil layer relocation, LijAtnn retarding basin, removal of 3 K15+500 Maoping Middle Waste land, 15 Inu hard cake and restoration of School plant cover, and greening 4 K24 Shujiagou Dry land, 10 mu work at the construction end. 5 K29+400 Zhangjiayuan D land, 15 mu 6 K30+300 Jiangjiagoukou Dry land, 10 mu 7 K33 Xiangzikou Dry land, 8 mu 8 K35+700 Zhujiayuan Dry land, 8 mu 9 K39 Qingqu Town Dry land, 15 mu 10 K43+700 Siping Dry land, 12 mu 11 K44 Jialiupu Dry land, 9 mu 12 K50 Hejiiadian Dry land, 7 mu 13 K54 Wumashi Village Dry land, 8 mu 14 K64 Yunxi Chengguan Dry land, 15 mu 15 K68+600 Wan)jiaping Dry land, 12 mu 16 K73 Guandimiao Dry land, 20 mu 17 K82 Bamudi Dry land, 72 mu 18 K85+400 Shangxiangkou Dry land, 15 mu 19 K90+500 Huangyunpu Dry land, 10 mu 20 KIO+500 Luomadian Dry land, 9 mu 21 K104 Dhigjiawan Dry land, 13 mu

6.1.5.4 Mitigation Measure at Spoil Deposit and Stockpiling Sties

As the project is located in a hilly rolling area, spoil will be produced across the project in construction phase. The total volume of spoil to be produced by alternative K is 3.997 million ni3 (excluding the 0.15 million m3 used for filling) all of them are excess rocks. There are 21 spoil deposit sites, occupying an area of 91.84 ha., including 13.47 ha. dry land, 52.47 ha. underbrush and grass land and 25.90 ha. wood land.

The principle for layout of deposit site The haulage distance of spoil should be short; Balance between borrow and deposit should be achieved if possible; The deposit site should avoid flood plain.

The deposit site will be constructed close to the road. Guard works, such as retaining wall, and drain system should be constructed at each of the site.

Table 6.5.1-3 summarizes the location of the deposit sites and the restoration measures.

Second Navigation Survey and Design Institute; the Ministry of Communication --199 Envirotumelal hnpactAssessment For SlliyahntoManchuanguan Sectio of Yinwu Inter-Provincial1ighwayPiojet

Table 6.1.5-4 presents the information about restoration measures.

The cost estimated for the protective engineering measures is RMB 12.60 million, and for the greening work is RMB 1.60 million.

6.1.5.5 Other Temporary Guard Work and Existing Facilities

Temporary drain ditch and retarding basin will be constructed at the roadside area. Temporary retaining wall and textile cover will be constructed at the joint area of tunnel and hill slope. The cost estimated for the temporary works is RMB 1.25 million, based on the unit rate of RMB 12,000/km. The cost for compensation for existing soil erosion control facilities is RMB 10 million.

Table 6.1.5-3 Summary of Deposit Sites and Restoration Measures Distance Caaiy Dsrponf No. Place & Ref. Of Pile from Road Capacity Description of Restoration Measure

I Lijiayuan K2+550 0.2 233.290 Hilly country restoration 2 Maoping Village 0.3 235.865 Hilly country Retaining wall, K8+150 1) ny planting 3 Maoping Village 0.3 99.539 I-lilly country Ditto K14+800 ______Maoping Village 021211 hil onr Retainin.g wall, Soil 4 A2K16+100 0.2 142.101 Hilly country restoration 5 Maoping Village 0.2 140.542 Hilly counltry Ditto A2K1 7±90 0 6 Maoping Village 0.2 100.725 Hilly country Ditto A2K20+ 100 ______Subtotal of Shiyan urban 952.062 area 7 HeJiagou K26+250 0.3 77.018 I-lilly country Ditto 8 Xiangzikou Village 0.3 270.521 Hilly country Ditto K33+300 ______9 Weiiiapu Village 0.3 243.917 llillycount Retaining wall, K35+400 u..~cuty planting 10 Xiangzikou Village 0.2 99.920 Hill contr Retainin wall, 10 A4K37+700 02992 Hil Lnty planting'~ 11 Xiangzikou Village 0. 354 Hlycuty Retaining, wall, Soil A4K39+400 0.3 23.554 Hillycountry restoration 12 Xiangzikou Village 0.3 23.003 Hilly country Retaining wall, 12 A4K39+401 0. 303 Hlycuty planting Subtotal of Yun County 737.933 13 Jianliupu K45+000 0.3 262.874 Hilly country Retainting wall Hilly country Retaining wa, 14 Lucigou K55+500 0.2 313.948 planting- Retaining wall, 15 Shitizi K586+200 0.3 346.573 Hilly country planting, soil restoration 16 K61+500 0.3 264.162 Dry land, holt Ditto 17 K82+250 0.1 177.542 Dry land, holt Ditto 18 K85+100 0.05 124.377 Dry land Ditto 19 K95+600 0.7 118.838 Dry land, holt Ditto 20 K98+150 0.25 160.352 Diry land, holt Ditto 21 K108+250 0.15 219.792 Dry land Ditto Subtotal of Yunxi County 1988.458 (excess spoil will be used Total 3678.453 for lanid creation)

Second Navigation Survey and Design Institute, the Ministry of Coirmnunication - 200 FnvirmTfI ImpadAssesshiyentoF Shyan 1 chuangan Secfion ofYinwu Initer-Pvincial High-wayThoject

If the spoil sites are farmlands originally, 20-30cm thick topsoil shall be reserved and used to cover on the surface of spoil for soil restoration. The restoration measures of borrow pits are shown in Table 6.1.5-4. It should be emphazed that ieclamation and restoration shall be implemented as soon as the soil disposal operation is completed. If for any reasons a disposal site is not able to reclaimed, the area which can shall be reclaimed once most of the disposal operation is completed.

Table 6.1.5-4 Locations of Borrow Pits and Restoration Measures DistanceDistance Capacity Description of No. Place & Ref. Of Pile from Road (km') the Borrow pits Restoration Measure (km) I K3+000 0.3 4.48 Dry land Soil restoration 2 K20+430 0.1 788.52 Ditto Ditto 3 K24+300 0.3 129.348 Ditto Ditto 4 K39+350 0.1 77.578 Ditto Ditto 5 K70+600 0.1 315.564 Dry land, holt Ditto

It is estimated that the cost of engineering measures as retaining walls, drainage ditches and settling basins etc. is 12.6 million yuan and that the cost for greening and vegetation is 1.6 million yuan.

Non-commercial material sites will be resumed with their original topsoil, details are given in Table 6.1.5-5.

Table 6.1.5-5 Locations of Material Sites and Restoration Measures Ref.Of Distance No. Material Location Ref O from Road Restoration Measure (kin)

I*. Rock No. I group of K5+540 0.2 Restore the original soil profile Tongshugou

2 Rock No. 3 group of K8+320 0.2 Restore the original soil profile Maj iagou 3 Rock No. 3 of K10+420 0.8 Restore the original soil profile Lijiayuan . 4 Rock Shuangmenlou K13+580 0.2 Restore the original soil profile

5 Rock No. 4 group of I19+550 1.2 Restore the criginal soil profile F en gh uanggou 6 Sand Hianjiazhou K11+500 23.5 . 7 Gravel Liaochi of K26+290 29.0 By const-uction team according to the Qingshan Town relevant regulations 8 Rock Muchanggou of Ii27+640 25.0 Restore the original soil profile Chengguan Town 9 Rock Xiangzikou of K38+340 10.0 Restore the original soil profile Qingqu Town Restore the original soil profile 10 Rock Quyuan River of K7 5 . .0 Rock Qingqu Town K47+150 2.0

11 Sand Hanjiazhou K26+300 10.0

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Ref. Of Distance Location Re from Road Restoration Measure No. Material Pile (km)

12 Sand Mitou temple of K46+400 14.0 Qingqu Town

13 Steel and Xiangfan City K17+300 207.8 cement

14 Steel and Xiangfan City K35+480 225.9 cement profile Rock No. 8 of Wuma K53+680 2.3 Restore the original soil 15 Village the original soil profile 16 Rock Lucigou Village 1C60+400 0.1 Restore 17 Sand Guanhekou of K62+730 31 Guanyin Town 18 Sand Jinqian River of Shangl in soil profile 19 Rock No. 4 group of K102+70 0.2 Restore the original Dingiiawan 0 20 Rok hginToK103+00 Restore the original soil profile 20 Rock Shangjin Town 0

21 Rock Huangyunpu K90+100 0.1 Restore the original soil profile 21_ Rock Village Zhijiagou of Restore the original soil profile 22 Rock Htiangyunpu K90+740 1.5 Village Restore the original soil profile 23_ _ Rock97+9Yun0man K87+900 soil profile 24 Rock Guanlugou of K87+900 0.3 Restore the original Xiangkou Town Opposite to Restore the original soil profile 25 Rock Gangou Primary K97+330 ______School soil profile 26 Rock Quarry of K69+100 1.2 Restore the original Wangjiiaping soil profile 27 Rock Quarry of Yunxi K74+200 0.5 Restore the original Road soil profile 28 Rock Tianheping of K64+410 0.2 Restore the original Chengguan Town 29 Sand Lijiapeng Village K62+730 43 of Yangwei Town Xiabeiyu Village 30 Rock of Chenguan K64+410 0.3 Town

6.1.5.5 Other Temporary Guard Work and Existing Facilities

area. Temporary Temporasy drain ditches and settling basins will be constructed at the roadside and hill slope. The cost retaining wall and textile cover will be constructed at the joint area of tunnel of RMB 12,000/km. estimated for the temporary works is RMB 1.25 million, based on the unit rate

The cost for compensation for existing soil erosion control facilities is RMB I0 million.

202 Second Navigation Survey and Design Institute, the Ministry of Communiication - EnvrlalImpactAssessmentFor Shyanto Manchuanguan Section ofYinwulnter-Provincial HiglwayPrject

6.1.6Mitigation to Noise Impact

There are 23 residential areas and 10 schools in the adjacent areas to the expressway.

Mitigation measures will be taken at sensitive areas when the noise levels at these locations are predicted to exceed the applicable standards. Table 6.1.6-1 and 6.1.6-2 summarize the mitigation measures required to mitigate the excessive noise. By these measures, the noise level will be reduced by 5-1-0 dB(A), thus the applicable standards are expected to be met.

Table 6.1.6-1 Mitigation Measure to Noise Impact (residential areas) Standard Dis to exceeding value Cost No Villaue Pile No. crenroad by Mitigation measure (RMB Execution namne PieN. center Leq(dB) 104>. year (mn) 2009 2020

_ Tumen AK9+900 80 - 2.4 Wood pkalating 8 2009 ______(2 0X 10 m ) 2 Tianhepin AK63+300 South 1.9 Wood planting 6 2009 ______North20 ______(150xlO m) ___

=___ Total _ 14

Table 6.1.6-2 Mitigation Measures to Noise Impact (Schools) Distance Standard excess N Receptor Ref. Of Pile from road Leq(dB) Preliiniiary measure Cost (RMB Imleme o central 2009 2020 me) 10Pre(r ______line (m) (year) Tianhepiiig Noise barrier 180X I Primary K63+300 South 80 2.3 4.5 bie3 54 2009 School______Yunxi County Noise barrier 180X 2 Vocational B2K64+200 South 40 7.9 9.1 3 ni 54 2009 Education Center

Sip ing 3 3 Primary K71+050 North 40 5.9 8.3 Noise barrier 150 X 2009 School 3r

Liujiawaii . 4 Primary Link road South 60 2.0 35 Fence heigtened by 4 2009 School Total 148

6.1.7Mitigation to Water Quality Impact

1) Separate drain system should be constructed on road fi-om the adjacent irrigation system; 2) Wastewater treatment facilities should be constructed at the service zone to treat the domestic wastewater before being discharged into water body. Box below shows the process diagram of the wastewater treatment facilities. The wastewater containinlg oil from the car washing process should be reused after treatment by oil-water separator. Class I of

Second Navigation Survey and Design Institute, the Ministry of Cornmunsication - - .- 203 EnvimlliWnpactAssess TiertForShiyanto Maranchuangm Section ofY`inwu Inter-Puvincial HihvNayyPject

applied for Integrated Standard for Wastewater Discharge (GB 8978-1996) should be wastewater discharge into river.

Car washing Oil separator Resefo

Domestic Secoindary treatment disi nfecti on wastewate

tank before 3) The wastewater produced from parking zone should be treated in septic car being discharged into irrigation system. The wastewater containiing oil from the I of washing process should be reused after treatment by oil-water separator. Class for Integrated Standard for Wastewater Discharge (GB 8978-1996) should be applied wastewater discharge. in septic tank 4) The wastewater produced from maintenance zone shoulcl be treated be before being discharged into irrigation system. The wastewater containing oil should reused after treatment by oil-water separator. septic tank 5) The wastewater produced from management zone should be treated in before being dischlarged inlto irrigation system.

6.1.8Replanting

in reducing Replanting cleared areas and slopes is the most effective action to be taken erosion and stability problem. its shear 1) Planting grass on the road slope to reinforce the soil profile by increasing resistance; 2)Planting underbrush and trees on the road embankment; with 3)The movement of the planting landscape will be carefully designed to be harmonic the surrounding environmenit;

6.1.9Mitigation to Air Impact

Several central asphalt melting and enclosed concrete mixing stations will be constructed to be far along the project alignment. Location of these stations will be carefully selected from the sensitive receptors, at least 300 m leeward from schools and hospitals.

of the Based on the results of air quality projection for 2009, 2020 and 2028, none increased projected NOx will exceed the applicable standards. However tllere will still be wide tree concentrations of NOx at the sensitive receptors along the expressway. A 20-ni NOx. belt will be planted at these sensitive receptors to mitigate the impacts from increased

204. Second Navigation Survey and Design Institute, the Ministry of Communication. Enwvioximnlal ImpactAssessmentFor ShiyantoManchuanguan Section ofYiniwu Inter-Provincial HighwayProject

6.1.1 OResettlement

A draft Resettlement Action Plan(RAP) has been prepared by HPCD and is subject to the confirmation of the World Bank. The main proposed actions are: l) Supervision organizations at provincial, municipal and county levels will be set up to monitoring the flow of the compensation fund; 2) Fund Use Program should be prepared by each affected village in consistency with the RAP. The village without the program will not be eligible for receiving tlle compensation fuind; 3) A follow-up investigation plan will be conducted the resettlement office of Hubei Province, by holding public meeting and interview at the affected village, to scrutinize the fund allocation; 4)The affected people will be relocated within the same village, provided the new place is better of living environment and they agree to the plan; 5)Special financial aid will be provided to the affected people wh1o is in poor financial condition to improve their lively hood;

6.1.l1Mitigation to Aesthetics and Landscape Impact

A landscape exhibiting harmoniy should be considered as a priority in design because there is a relationship in terms of mass and scale between the bridge, road, ttnnel, viaduct and supporting facilities. Maximum overall coherence compatible with the widest possible diversity will be considered in landscape design.

6.1.12Accident Risk

As the project will cross Hanjiang, Du and Tian Rivers upstream of Danjiangkou Reservoir, waster quality impact would be significanitly severe if the traffic accident of velhicle transporting dangerous material occurs. The drains, retarding basin and plug devise will be provided on the bridges to be constructed on1these rivers. In addition, crash-proof railing will be installed on the bridges.

6.2 Mitigation Measure in Construction Phase

The environmental impact assessment shows that construction activities will cause impacts to surrounding environment particularly sensitive receptors. This section lists the proposed mitigation measures for the construction phase. Those which require contractors for implementation will be included in the contractor bid documents and eventually construction contracts so that the mitigation measures will be contractual obligationrs for the contractors.

6.2.1Soil Conservation/Restoration of Irrigation System

6.2.1.1 Overall Requirement and Prevention 1) Construction plan will be carefully scheduled to avoid rainy season;

205 Second Navigation Survey and Design Institute, the Ministry of Communication Highway Piojet EnvinmllinpactAssessmentForShiynto Manchuanguan Sedion of Yin Inter-Prorincial

Spoil will be 2) Balance between borrow and deposit will be carefully designed. transported to designated site for disposal; be constructed 3) Drains and guard works should be constructed Guard works will immediately after the road section is completed; erosive raindrop; 4) The ground will be armored with grass cover against erosion and good will be Construction at the road section where the geological condition is not ,season; scheduled to avoid rainy season; construction of bridge should avoid flooding to reduce excess 5) Dosage of explosive should be controlled at the hill blasting operation rock; irrigation system Irrigation system should be protected from being clogged by spoil; the should be restored after the road section is built.

6.2.1.2 Temporary Guard Measures to a retarding 1) Temporary diverging drains should be constructed to collect the run-off basin. The raked ground should be covered with geo-textile. 2) Retaining wall should be constructed to batter against the slope;

6.2.1.3 Soil Conservation Measure on Access Road

trees and grass on Guard and drain works should be constructed at the access road. Planting the road side will be effective to control soil erosion.

6.2.1.4 Soil Conservation Measure at Construction Site

a compacted pile with The top soil should be removed and stockpiled at other place to form geo-textile. After sufficient stability angle. In rainy season the pile should be covered with profile. Drains with the cite is closed the top soil will be returned to form the original soil retarding basin will be constructed at the site boundary.

profile. The cost for The hard pan should be destroyed at the site before restoring thie soil fund for land land reclamation at the site should be included in the compensation occupation.

6.2.1.5 Soil Conservation Measure at Deposit Site

deposit site raniges Constrained by difficult topographical pattern, the designed volume for 3 3 stockpiled at other from 30,000 m to 200,000 m , The top soil should be removed and with retaining place before the site clearance is commenced. The site slhould be bordered on site wAilthout wall not only to enlarge the volume available but to hold excess spoil site is closed. stability problem. Cap measure should be taken wheni the spoil deposit formed by rainfall Cutting-off ditch and site drains should be constructed. The run-off is discharged into should be diverted by drains inlto retarding basin before the storm water water body.

206 Second Navigation Survey and Design Institute, the Ministry of Communication Envitonmetal lnpactAssessmTent For ShiynittManchucano,uan SectionI of Yinwu Inter-Prvincial HighwayyPiject

Design of typical spoil deposit site: site is A deposit site is located at Huocheling tunnel in Yunxi County (K54+100). The 3 is 25 covered with grass and underbrush. The volume is 206,900 m , the height of the pile by m and the footprint is 2.05 ha.. The ground level is 380.410 mm. The spoil is produced wall the construction of the proposed Huocheling Tunnel. The max. height of the retaining 2 is 6.0 and the wall is 30 ni long. Drain ditch is 808 m and the lined area is 739 in.

6.2.2Mitigation to Noise Impact

1) The construction schedule should be carefully developed for the section near schools. Noise activities will be arranged during school vacations and/or after classes. If such an arraingement is not feasible, the contractors will be requested to consult with the schools in question first to provide advanced warning and to develop other. possible mitigation. 2) The construction materials will be transported on the existing road to the construction sites. The transportation schedule should be carefully designed to minimize the adverse impact on residents and students, as well as the traffic on the existing roacl. The transportation vehicles will be requested to slow down and banned from horning when passing townships and near schools. the 3) The construction activity in residential area will be scheduled in daytime only, and noisy equipment should be prohibited from night operation. 4) The construction equipment will be well maintained to keep it best operating conditions and lowest noise levels possible. 5) Constriction team should be equipped with potable detecting device to moniitor the noise level at the sensitive receptors.

6.2.3Water Quality Protection

1) Training program should be provided to construction team on water quality protection; 2) Cheminical, such as oil, asphalt and paint, should be kept away from riverside area and covered with geo-textile; 3) Cofferdam technique should be applied to construct the proposed Hanjiang Bridge;

6.2.4Mitigation to Air Impact

to l) Construction team will be requested by contracts to provide water spray vehicles water the unpaved ground, storage piles and other areas where airborne dust may originiate. The water spray operation will be carried out in dry and winidy day, at least twice a day (morning and afternoon). The frequency of water spray inear sensitive receptors, such as villages and school, will be increased as may be needed. 2) The truck transportinig powder materials, such as cement, sand and lime, will be covered.

207 Second Navigation Survey and Design Institute, the Ministry of Communication FvinmenalIrrpactAssessmentForaSliinMaiuanguan SCtioIl of YTwu Intei-PiovincialHighwayProject

6.2.5Protection of Cultural Heritage

K, It is possible to discover any cultural heritage along the project (including Alignment interchanges, auxiliary facilities, link lines, borrow and spoil sites etc.) in construction phase. An archeological team has been organized by Hubei Provincial Archeological cultural Institute to undertake the site survey, clearance and evaluation of any discovered heritage.

construction The member of the archeological team will provide resident training to the procedure. team, covering knowledge and skill of cultural heritage protection and reporting assistance Additionally, senior specialist from the archeological team will provide technical on regular basis to the construction team, and the regular progress report will be prepared by the specialist for the HPCD.

the The archeological team will participate in the civil work construction to monitor protection procedure. Any major findings will be reported to the Hubei Provincial Archeological Institute and HPCD.

The procedure for cultural heritage discovery is: I ) pre-evaluate the discovered heritage; 2) repair and evaluate the heritage in room; 3) prepare the report; 4) store the heritage in museum.

the Archeological Technical Specifications for Field Survey will be applied throughout procedure.

6.2.6Mitigation to Public Interruption

access 1) Close consultation should be held with local governments to carefully design thle road; the 2) Temporary power, water and communication supplies slhould be provided by construction team; the 3) The environmental protection notice should be set up at the site entrance, showing phone number of local EPB and the contact people for public complaints. avoid 4) When it crosses with the existing road, first of all, build a temporary road to traffic jam and severance.

Because the existing roads basically go along the ground in conformity with the landform withotit viaducts, interchanges of the proposed highway with the existing roads basically road, cross over the existing ones. When the proposed highway crosses with the existing shall build a temporary passage first to avoid traffic jam and severance. Constructors

208 Second Navigation Survey and Design Institute, the ' 1,rii -rr : t Communicatioin EnvionientalInpactAssessmneitFor SliyantoManchuanguan Secti nofYinwo Inter-Piovincial-HiglwayPnject

of strictly follow the operation specifications for construction so as to avoid occurrence on unsafe accidents caused by dropping due to maloperation. At crosses, vehicles running and the original road shall slow down and escape from the engineering facilities construction vehicles so as to assure no construction safety accidents happenied during construction.

6.2.7Health and Safety

1) The construction workers should be trained on the knowledge abotut HIV and $ARS; 2) The quality of drinking water for the construction camp should meet the national standard; 3) Protection kits, such as earplug and helmet, should be provided to construction workers; 4) Management of explosive should be enhanced; 5) As there are several kinds of poisonous snakes and epidemics in the project area, prevention measures should be put in place; 6) The staff from epidemic area of SARS should be isolated; 7) Traffic warning signs will be installed at sensitive receptors, such as primary schools, hospital and population centers, and a safety education program will be carried out on the people affected.

6.2.8Management of Construction Camp

1) Septic tank should be constructed at construction camp and be cleared regularly. Wastewater is prohibited from discharging into natural water body; 2) Solid waste produced from the construction camp should be collected to disposed at the designated site by sanitation department; 3) The location of construction camp should avoid the peripheral are of water body; 4) Environment issues related with construction camp mainly include potable water source, sewage discharge, collection and treatment and garbage, and AIDS prevention of workers. The living spaces of workers in camps shall be sufficient.

6.2.9Protection of Bio-diversity

1) Training course should be provided to construction workers on bio-diversity protection and the duty of the contractor should be clearly defined in contract; 2) Wild forest fire should be prevented by enhanced managemnenit of constructioniteamn; 3) Relocation of affected people should avoid forested area. Extensive planting program should be promoted on voluntary basis to the relocated people. Steep slope should not be cultivated; 4) Environmental awareness should be promoted in the construction team. Hunting of wild animal should be prohibited; 5) Hill blasting operation should be carefully designed and scheduled to miniimize

209 Second Navigation Survey and Design Institute, the Ministry ofCommunication EnvinmTiaal ImpactAsssnesntForShiyantoManclhuangouan Section ofYinwu Inte-PrnvinicialHiglwayProjet

the interruption to wild animals. The active period of wild animal, morning, evenling and noon, should be avoided when carrying out the blasting operation. 6) Ecological and management plan should be prepared and implemented in construction fauna phase. The coverage of the ecological monitoring is: ecological environmelnt, The system, wild animal community and the integrity of the ecological environment. system plan should be staffed with ecological supervisor. Management and reporting should be set up.

6.2.10Management of Contractor

by In order to ensure the satisfactory implementation of the environmental plans contractor, following measures should be taken: evaluation 1) Environmental managemeent should be included into the pre-qualification criteria to contractors; 2) The contractor owning ISO 9000 and ISO 14000 certificates will be preferable; the 3) At least one full-time environmental staff will be designated to monitoring construction activity at each package road section; 4) Environmental protection should be specified in the construction contract; to the 5) Environmental management should be one of the topics in the training course the contractor before the construction activity is commenced. The contents of environmental training cover: National and local enivironmental regulations and standard; Technical guideline on environmental protection; The EA documentation; Environmental monitoring method and requirement, as well as the reporting procedure; Mitigation measures; Regulations for evaluation and protection of cultural heritage; Emergency measures; Long-term public consultation and response; Obligation of the contractor to environmental protection.

6.3 Mitigation Measure in Operation Phase

6.3.lNoise

from the 1) According to the result of noise projection, noise level at the point 160-200 m the central line of the road can meet the Class IV standard, and from 250 in can meet within Class I standard. Therefore school or hospital should not be allowed to construct the area 250 m from the central line of the road. be 2) Motor vehicles speed will be limited by warning and traffic control signs to erected near the sensitive receptors.

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3) The road will be well maintained to ensure good surface conditions to avoid increased noise from poor road conditions.

6.3.2Water Quality

1) The leaky and uncovered truck should be prohibited from driving on1the road; 2) The wastewater facilities should be maintained on regular basis to achieve good operating condition; 3) Emergency leading group should be established to deal with any accident.

6.3.3Accidental Event

An emergency leading group will be jointly formed by Hubei Provincial Expressway Group and Hubei EPB. If an accident occurs, the leader of the group will be immediately informed, and the remaining procedures in the emergency plail will then be kick-in.

"Three certificate system" should be implemented to manage the vehicle transpolting dangerous material.

A uniform sign should be marlked on the vehicle for dangerous material transportation. Dedicated land and parking area should be planned for these vehicles.

6.3.4Public Health

The local governments will disseminate the information on HIV and SARS via public media to the public. Scrutiny on suspected people bearing HIV or SARS should be enhanced. Hotel, restaurant and railway station should be the key objects for regular inspection.

6.3.5Air Pollution

1) Tail gas sampling and check exercise should be carried out at the toll station. Any vehicle fails to meet the standard for tail gas emission should be rejected from the road. The tail gas should be monitored along with the annual check of the physical colndition of vehicle.

6.3.6Public Health

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6.3.7Viaduct

1) Traffic regulations should be stringently enforced; 2) clear traffic signs should be installed at the viaduct area; being 3) Air quality and noise level should be monitored to ensure these impacts effectively mitigated by the proposed measures.

6.3.8Tourism

City, 30 kin Wudangshan Mountain Scenic Spot Region is located within Danjiangkou spot region. from Shiyan City. The project will introduce more tourist flow into the by the Following mitigation measures have been proposed to reduce the impact caused increased tourists: 1) By gate ticket policy, to colntrol the volume of tourist in different season; the entire 2) By carefully design the tour route to distribute the tourist volume across region; hotel; 3) By increase the number of tour bus, to keep more tourist checkinig in the hillside 4) Hotel and restaurant should be well planned.

6.3.9 Road Safety

Road safety involves road design, environment, management and human factors. Mitigation measures are designed from these aspects.

6.3.9.1 Engineering design

and Design specifications are important to road safety, including configuration, slope traffic combination of these two specs. Inappropriate designs in these aspects causilng down accidents are not uncommon in the country. In this particular project, there is lonig Table hill section in Yunxi county where emergency lane and side parking are designed (see slope, 6.3.9) for run away motor vehicles. In addition, at the top and middle of the drive into eye-catching flushing lights will be installed to warn drivers to slow down and to the emergency parking bay and lane if necessary.

6.3.9.2 Management

China's There has been serious overloading and speeding truck problems on the losses of expressways in tlhe recent years. Many severe traffic accidents involving heavy Shiman human life and assets involve these overloading and speeding trLucks. In the overloaded expressway, all toll plazas will be equipped witlh gaging stations to contTol control this trucks and ensure thie traffic safety. This is a measure expected to help overloading and reduce accidents rates.

6.3.9.3 Environment

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From the environmental point view, the expressway design will consider fully traffic safety including clear vision, good environmental aesthetics, minimizing disattraction of drivers, and other environmental considerations.

In addition, the expressway will contribute to driver sa-fety education and promotion, pedestrian safety educations to villages and communicities through bill board, phamphllets, school and townhall meetings and other forms during expressway operations.

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Chapter 7 Environment Management Plan

7.1 Environmental Management Organizations

and The environmental management organization con-sists of management organization supervision organization.

7.1.lManagement Organization

Table 7.1.1-1 lists the names and responsibilities for environmental management organizations (EMO) involved in this Project.

Table 7.1.1-1 Responsibilities for Environmental Management Organizations Organizations Responsibility Remarks Environmental Coordinate the environmental protection Protection Office of work in transport sector. Pre-review the MOC TOR and EA report. Hubei Provincial Be Overall responsible for environmental Communication protection for road project. Department Environmental Prepare environmental plan; coordinate the 3 environmental experts Protection Office of construction unit and regulatory unit; guide HPCD the construction unit to implement environmental measures; organize the EA for transport project in the province World Bank Be responsibility for environmental Two full time environmental supervise Financed Project management in design and construction specialist to Office (WBFO) of phases. implementation of moonitorincg HPCD and mitigation plans Being responsible for implementation and Two environmental specialists Expressway management of environmental measures in Company operation phase

Environmental monitoring in construction Other qualified agency could fulfill Environmental and operation phases be contacted to Monitoring Station environmental monitoring service

7.1.2Supervision Organization

Table 7.1.2 summarizes the main responsibility of environmental monitorinig organizations.

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Table 7.1.2 Main Responsibilities for Supervision Organizations Organizations Responsibility Remarks Guide the Hubei EPB to enforce The top competent administrative regulations; department of China for environment SEPA Be overall responsible for protection supervision and management. environmental management; Review and approve EA TOR and report. Project environmental supervision and administration. Supervise the implementation of EMP; Enforce applicable laws, regulations and standards. Coordinate the environmental HubeiEPB protection effort between Hubel EPB departments concerned;. Check and supervise the construction, completion and operation of environment facilities; Guide the municipal and county EPBs to carry out environmental management. Supervise the construction unit to Shiyan Municipal EPB, EPBs of imnplement EMP and enforce Zhangwan District, Maojian District, Yun applicable regulations and County and Yunxi County standard; Coordinate the environmental EPBs of city and protection effort between couinty departments concerned; Check and supervise the construction, completion and operation of environmnent facilities thin their jurisdiction scope.

The numbers of personnel are based on the mannings of the national governments of different levels.

7.2 Environment Management Plan

Table 7.2-1 below presents the detailed management plan. Mannings are shown in Table 7.2-2.

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Table 7.2-1 Impact Mitigation Measures Environm . . Implementing Responsible ental Issue M asuOrganizations Organizations A. Design p ase Alignment An aligmnent is recommended after comparison Design team, World Bank of two alternatives in environmental, cultural Financed social-economic and engineering criteria. department, Ea Project Office team and (WBFO) of resettlement HPCD team Soil Drain and guard works will be constructed conservatio The road slope will be protected by grass cover World Bank n of main and mortar-brick embankment will be built Design team, Financed works on the saturated road base. soil erosion Paed The location of bridge and tunnel should be team and EA Project Office carefully selected; greening works should team (WBFO) of be constructed at the middle isolation belt, f-IPCD interchange and service zone. Temporary Construction activity should be carefully Design team and World Bank work scheduled; EA team Financed The deposit sites are waste land marginal land or Project Office low land. Restoration plan has been (WBFO) of designed; HPCD Drain system should be constructed at slopes; Top soil should be stockpiled and returned to restore the original soil profile. Drainage systemn on road Existing bridges and culverts will be used where possible World Bank Surface Road surface drain system on the proposed new Financed water bridge to collect runoff Design team and Project Office pollution Construction camp and material stockpile should EA team (WBFO) of not be close to reservoir Wastewater treatment facilities should be HPCD provided at the service zone and parking zone. Traffic Noise insulation windows for affected school, Design team and World Bank noise village and hospital. EA team Financed Project Office (WBFO) of HPCD Locate asphalt mixing stations and other World Bank Air emission sources leeward from residential . Financed Air Design team and PoetOfc . ~~~areas. I Proj cot Office pollution EA team (WBFO) of HPCD Bypass and platform bridges World Bank Road DesignRoadDesign teProjectteam and Financed Office blocking EA team (WBFO) of HPCD The State grade Dinosaur Egg Fossils Nature World Bank Nature Reserve Area in the Qinglong Mountain is . Financed reserve found during site survey, Option AO is EAt Project Office area recommended to escape from that reserve (WBFO) of area. HPCD Cultural Thorough archeological investigation along the Hubei World Bank

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Environm . . Implementing Responsible ental Issue Mitigation Measures Organizations Organizations site alignment. Archeological Financed Specialized staff be designated to supervise the Research Project Office construction activity. Institute (WBFO) of HPCD A resettlement team has been designated by World Bank Lacquisitin HPCD to carry out the work. Resettlement Project Office and office O)fof resettlement (WBFO) of HPC) Extensive greening works should be constructed World Bank throughout the alignment D* t and Financed Aesthetics EA Project Office BA team- (WBFO) of HPCD Intercepting ditch and retarding basin will be World Bank constructed on the bridge; Desin tem and Finariced Accident Guard rail will be set on the bridge to prevent Project Office vehicle fi-om crashing into river. eam (WBFO) of HPCD The designed return period of flood is 1/300 year World Ban-k for super bridge; Design team ant Financed control The designed return period of flood is 1/100 year EA team Project Office for other bridge and tunnel. (WBFO) of HPCD Investigation on bio-diversity is carried out for World Bank biological environment assessment; Financed Protection and reservation measures are deigned Design team, Project Office Bio-diversityi for construction phase; EA teami (WBFO) of Monitoring and management on bio-diversity HPCD should be carried out. B. Construction Phase The spoil should be disposed at the designated site; Retarding basin should be constructed; Soil The soil profile should be restored after the World Bank erosion temporary occupation of land is completed; Financed control/rest Construction activity should be scheduled in CoFtractor Project Office oration of cooperation with meteorological station; (WBFO) of irrigation Restore the damaged irrigation system and pond; HPCD system The irrigation and drain system should be kept from clogging; Temporary irrigation ditch should be constructed wherever needed; _ Forbid night time construction (22:00-6:00) with noisy machines Coordinate work hours as much as possible to World Bank avoid impacts to sensitive receptors such as Financed Construction schools and hospital Contractor Project Office Noise lUse temporary barriers if necessary to control (WBFO) of noise at sensitive reports HPCD Maintain machinery and vehicles in good conditions. Surface The material stockpile site should be far away Contractor World Bank water from surface water body and the area prone Financed pollution to surface run-off. The powder materials Project Office

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Environm . . Implementing Responsible ental Issue Organizations Onizations should be bagged and covered. Open ditch (WBFO) of should be built around the stockpile site to HPCD intercept wastewater. The construction solid waste arising from pier construction should be collected and conveyed to designated place for safe disposal in timely manner. The solid waste should be used as the materials for road construction wherever possible, otherwise should be disposed in the small deposit area invulnerable to surface run-off, along with soil erosion prevention measures. Water spray vehicles should be provided by contractors to water the unpaved ground. The water spray operation should be carried out in dry day or windy day, at least twice per World Bank Air day( morning and afternoon). The frequency Financed Pollution of water spray at sensitive receptors, such as Contractor Project Office village, school and rest home, should be (WBFO) of increased, HPCD The truck transporting powder materials, such as cement, sand and lime, should be covered.

Construction activity should be immediately Contr-actor World Bank stopped if any cultural property is found and Financed the regulatory department should be Project Office site informed to assess the property. (WBFO) of Construction should not be continued HPCD without the permission of the regulatory department on cultural property; The road for construction material transportation Contractor World Bank should be carefully selected; Financed Road blocking should be avoided by carefully Project Office scheduled in cooperation with local (WBFO) of Public government; HPCD service The contractor should install the pipe line for power, water supply and communication at site; Signs should be set up at the entrance of the construction site; Training should be provided to the construction Contractor World Bank staff on health and safety; Financed The construction staff should be equipped with Project Office sufficient safeguard kits, (WBFO) of Health and The quality of water supplied to the construction HPCD fealth and staff should meet the national standard for safety drinking; Safety signs should be set up at the site to prevent residents entering the site; Explosive and blasting operation should be carefully processed. Good sanitation facilities should be provided; Contractor World Bank Construction Septic tank will be constructed to collect Financed carnp domestic wastewater, solid waste will be Project Office collected to designated place, and be (WBFO) of

Second Navigation Survey and Design Institute, the Ministry of Communication 218 Enviunmental ImpactAssessmentForShiyanto Manchuanwuan SeLoio ofYtYmwu Into-Prvincial HigiwayProject

Environm Implementing Responsible ental Issue Organizations Organizations cleaned by sanitation agency HPCD The responsibility of the contractor should be Contractor World Bank defined; Financed Training on bio-diversity should be provided to Project Office construction staff; (WBFO) of Trees and vegetation cover should be protected; HPCD Proeoo The precious tree should be relocated from the Protectin .alignmentof area; bio-divcrsity Wild forest fire should be avoided; The people relocated should be prohibited from cultivating on hills; Wild animals should be protected; Blasting operation should be carefully designed to minimize the interruption on wild animal. 2 staff from the construction team and World Bank World Bank supervision team should be trained Financed World Construction (including a leader) before the construction Project Office Fianced ta'td' ~~~~~~~~~~~ProjectOffice management is staited; (WBFO) of (WBFO) of the requirement should be incorporated in the HPCD and EA HPCD contract team C. Operation Phase Warning signs on road for homing bans and speed conhtol M Respond to monitoring results which show higher anageent Expressway Noise sub-center/count Epesa noise than projected by Project EA yub-cenment Company Regular maintenance on road to keep good road y government surface condition. The leaky or uncovered truck should be Water forbidden from the road; Expressway Expressway environment The wastewater system should be maintained Company Company regularly; Emergency leading group should be established; "three licenses" system should be enforced to the Dangerous trucks transporting dangerous material; M trucks The trucks transporting dangerous material angemert material material ~~~~~~~~~~~~center/publictr'ansportingy accident should be marked; security bureau daingerous Special lane and parking lots should be i-nateri al designated for the trucks transporting danigerous material. Sample monitoring could be conducted by the Management Air toll station; Mantement Ex Pollution The truck with over-emission should be sub-center/count Exompany forbidden from the road. y governnent o Medical check should be conducted for HIVo Local Local Health other disease; gocal gocal Sanitation facilities should be provided. government government Management should be enhanced; De , Regulatory interchasge Traffic signs should be set up. A1PCD depar bypass HIPCD -local government Carry out environment monitoring exercise on Hubei Environment regular basis. Provincial Road Expressway monitoring monitorinig Company station

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Table 7.2-2 Mannings of environment management & supervision organizations Resettlement number of Staff Work duration Additional organization staff (person) qualification equipment World Bank Financed 3 Bachelor 2002.12008.5 3 computers Project Office of HPCD Shiman construct 2 Bachelor 2002.1-2008.5 I computers headquarters Contractor 14 Junior college 2004.5-2008.5 I computers or higher Shiman Express Co. 2 Bachelor 2008.5-2028.5 I computers Construction 5 Ditto 2004.5-2008.5 3 computers supervision

There will be 11 civil work packages and three road surface packages. Each of these contract sections will have one full time environmental staff as part of the contractors' site management teams. Construction supervision unit will have five members, withl one chief construction supevisor from China and one from a foreign consulting firm and three local supervision engineeres. While all will have the responsibility for enviro-nmenital supervision, at least one has the speciliazed training for environmiiental managemenit on higlhway construction.

7.3 Environmental Supervision Plan

Environmental supervision plan is designed to ensure effective mitigation to negative impacts. Also this plan is to ensure the required environmental standards are achieved. Details are presented in Table 7-3.

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Table 7-3 Environmental Supervision Plan Project Responsible . . Objectives of supervision Content of supervisionObetvsosuriin phasephase ~ organizationor .izto Feasibil SEPA, Hubei Review TOR for EA; Determined the feasibility of ity EPB, and the Review EA report the project; study World Bank Ensure the coverage of EA; Ensure the key potential environmental impacts are screened; Ensure the feasibility of the mitigation measures. Review and approve cost for environmental Strictly comply with the principle protection and mitigation measures of environmental control Review monitoring reports and conduct site measures taken inspections for air emissions, noise, water simultaneously quality, waste management, hazardous design-construction-operatio materials storage and handling, borrow pits n policy and Project EAP SEPA, Hubei and disposal sites rehabilitation and other Ensure environmental protection Design EPB, and the mitigation actions items. at the sites satisfactory and and , ank Monitor the implementation of EMP/EAP compliance with relevant constru Review and accept pollution control facilities laws, regulations and ction built in the Project standards Inspection of measures for diseases control Ensure land acquisition and measures. erosion control carried out Monitor and conduct site inspection for as planned explosive handling and explosion Ensure pollution c6ntrol facilities operations meet the designi Hubei Cultural Protect and rescuer the cultural relics discovered Protect Cu.tural property Bureau in construction phase. Review monitoring report Ensure implementation of Review new mitigation measures moniitoring plan Operati Hubei EPB and Check the environmental performance at Endure the tunexpected on county EPBs receptors environmental problems to Phase Response to environmental accident be resolved Coordinate the investigation on environmental Reduce the lilcelihood of accident environmental accident.

7.4 Environmental Monitoring Plan

7.4.10bjective

Environnenit Monitoring plan is an important integral part of EMP. The objectives o conduct environment monitoring are: Check the impact forecasted in EA; Determine the actual extent of impact; Check the effectiveness of mitigation measures; Check the major conclusioni of EA; Justify the additional mitigation measures against unexpected impact.

7.4.21mplementing Organization

Hubei provincial Road Monitoring Station is responsible to conduct the monitoring plan. This monitoring station was found in 1998. It has rich experience on environment monitoring for the World banlk financed project. It also has advanced equipmenit and experienced staff. Therefore it is contracted to carry out the monitoring plan for this project.

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7.4.3Environmental Monitoring Plan

As per thie survey on the operations of three projects NH3, NH4 and Xiaoxiang , the Hubei Highway Environment Monitoring Station has accumulated a complete set of work experiences to meet the requirenments of the World Bank and applied standard table formats in the Xiaoxiang Project. The monitoring work content has been changed from the original mode that fixed monitoring tasks are completed as per the mzonitoring points and frequencies specified in EMP to the current mode of omnibearing monitoring and supervising the environment of the project, real time monitoring the environment.of borrow and deposit pits, access roads and construction camps, cooperating with design company and construction contractors to well do the environment monitoring work of the temporary work due to design change. Tihe monitoring work content includes the health conditions and disease (mainly referring to sex epidemic diseases) prevention education of workers in construction camps and site pollution etc.

The operation of the afore-said three projects has trained a group of environment monitoring and supervision personnel, quality and quantity of personnel lhave been increased anid upgraded respectively, equipment of monitoring lab lhas been upgraded too. It is preliminarily understood that the existing personnel and equipment resources can meet the operation requirement of the present project.

In order to ensure the implenmentation of mitigation measures and timely updating of EMP, the EA team has designed the following monitoring plan with the experiences of thle afore-said three projects, which will be carried out by Hubei provincial Road Monitoring Station. Details of the monitoring plan are given in Table 7.4.3-1 -7.4.3-3 below and the locations of monitoring points are shown in Figure 3.1.3.

Table 7.4.3-1 Monitoring Plan for Ambient Air Quality Phase Monitoring Parameter Frequency Duration Timing Remarks point One each Monitoring work Asphalt TSP time in shall be done Asphal Tsp Iweek I day moinad whngttn. mixing Asphalt once inooining and when a-itating. Const station smoke ructio ~~~~~~~~~~~~~~afternoon t Material TSP Random 1 day One eaclh Increase random stockpile sampling timne in sampling times in and naked moonin-g and dry and strong road afternoon wind day Tianheping RoutiTie primary twice/year Continuous monitoring Opera NO, Consecuti Opera school (Jan and 18 hours eacl tion Sipi. TSP July) ve 5 days time village

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Table 7.4.3-2 Monitoring Plan for Acoustic Quality Timing Remarks Phase Monitoring point Parameter Frequency Duration Increase I m from the . monitoring classroom window One each tine Const frequency as of Tianheping in mooning and necessary at ructio primary School I m LeqA once/week Iday afternoon any time n from house window of Siping village. Routine I m from the monitoring window classroom each timie 1ontrn Opera of Tianheping Four ~~~~~~~~Oneand of Tianheping LeFourqIday in mooning Opera afternoon tion primary School; I m times/year from house window of village.

Table 7.4.3-3 Monitoring Plan for Surface Water Quality Remarks Phase Monitorin Monitoring Monitoring Duration of Timing g point item frequency monitoring Monitor during of Hanjiiang Permangan One each constriction pile ate index once time iln bridge cox,stru Bridge l day . foundation, monitor /week mooning and undary during etion Tianhe SS necessary during Bridge oil afternoonlafteriiooii ~~~~asohr cntuto Bridge oil other conistruction periods Routine monitoring WWTW of sevc P ermangan Consecutive I time each Operatio service ate index day n zone SS Once/year 3 days Hanjiang oil ______B rid g e ______

of monitoring During implementation, it can be considered to preliminarily decide locations during monitoring. points in advance, and to properly adjust and finalize the monitoring points time monitoring Monitoring units shall well communicate with contractors so as to realize real period of time of when pollution happens, and to adjust monitoring frequencies as per the in accordance with construction pollution, and to properly adjust locations of monitoring points unprofessional routine monitoring or check results.

out the monitorinig Additionally, construction team and supervision team will carry program on daily basis: kit; Monitor the noise level at the sen-sitive receptor by potable monitoring By visual means to check the air-borne dust; Equip GPS to fast find borrow and deposit pits; affected by the By visual means to check the water quality in the river, pond and lake construction activity.

reports and The results of the monitoring program will be included in formal written impact occurs, submitted for review by WBFPO on monthly basis. In case of unexpected specialized the construction team should report immediately to the WBFPO and contract institute to monitor.

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The monitoring staff for each road section should be trained before the monitoring program is conducted. The consultant of the WBFPO will visit the site to supervise the monitoring exercise each month based on the monthly monitoring report. All of the requirements for monitoring and reporting program should be incorporated in the provisions of construction contract.

7.4.4Monitoring Report

The results of the monitoring program will be included in formal written reports twice a year and submitted for review by WBFPO (or local transportation bureau in the operation phase) and its consultants, provincial EPB and the World Ban]c. These reports will be the basis for evaluation of site environmental performance and for developing additional mitigation measures for unainticipated impacts, which exceed applicable standards. Figure 7.4.4 shows the reporting arrangement.

SEPA mcW

Hubei EPB HC

County EPBF Maaeetsbcnr

Figure 7.4.4 Reporting Procedure

7.4.5Equipment and Instrument

Because Huibei Provinicial Road Monitoring Stationi has beeni well equipped withi necessary instruments, there will onily be new procuremenlt of GPS anid hiand-hield nioise meters (11I GPS and 3 noise meters) with a total cost of RMBI 60,400.

The conistruction period will be 3.5 years and each year enivironimental m-onitorinig cost will be RMB200,000, therefore the total cost for Donitoring for construction phase is RMB 700,000. For the operation phase, RMB200,000/year will be reqnired for the monitoring for

SecondNavigation Survey and Design Institmne, the Ministry of Commnication HighwayPioject Environmentall1ImpactAssessmentFor- ShiyamtoManchuanguan Section ofYinwTL Inter-Piovincial

for accidental 20 years. In addition, a contingency of RMB80,000 will be set aside provided for monitoring and mitigation/rernediation planning. A full-time staff will be maintenance of greening, drainage system, bridges and culverts.

budget. The cost for monitoring by construction team will be included in the contract

7.5 Personnel Training

knowledge, and The success of environmental management for the Project relies on the As contemporary experience of the personnel involved in environmental management. construction and methodologies and approach towards environmental management for road extensive training operation are still new to the agencies in the local department concerned, will be needed. HPCD is responsible for organizing the training.

and responsibilities, The personnel training will cover environmental regulations, standards, 7.5-1 and Table etc. The details of the personnel training program are presented in Table with a total cost of 7.5-2. The project traininig program will include 148 person weeks, 128 person weeks 509,260 or US$61,400 equivalent. Among this, domestic training will be with a cost of with a cost of RMB198,010 and overseas training of 20 person weeks RMB311,250 or US$37,500 equivalent.

Table 7.5-1 Personnel Training Program

Total Time Cost4 Type Phase Description Staff (1 ORMB) 5 persons for 4 Constructio Environment Each people from HPCD, weeks 2004 31.125 Overseas n and managemenit and Expressway Company, operation related regulations WBFPO and design institute team and . ~~~~Construction. . 21 persons for I Environimenital 2004 3 4588 .ionioriiand report supervision team and and report week monitoring Expressway Company 2004 2.744 Environiment Construction team and 16 persons for 1 management Expressway Company week I Environment Supervision team and 8 persons for 2004 1.373 constructi o .. cnstructio supervision Expressway Company week n people from bridge, tunnel, Domestic 2004 2.058 Eimergenicy staff dinosaur egg related road 6 persons for 2 sections and Expressway week Company 2004 1.189 Cultural property Construction team and 13 persons for protection Expressway Company 4days . ~~~~Each4 people from Eah4pol rm 9 persons for 2 Enivironiment 2008 3.087 Enagement management sub-center and week operation management week expressway company 131 persons week . 45.146 Total

The persons involved in the training programs include:

5 from * Environmental supervision and reporting training: 14 from contractors, totaling 21; supervision companies and 2 from construction managemenit office,

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* Environmental management training: 14 fromn contractors and 2 construction management office, totaling 16; * Environmental supervision training: 6 from construction supervision and 2 from construction management office, totaling 8; * Emergency response training: 2 from administration and emergency response centers and 2 from construction management office, totaling 4; * Cultural relics protection trainiing: 11 from contractors and 2 fi-om construction management office, totaling 13; * Expressway operation training: 6 from administrationi stations, totaling 6.

Among the training, the emergency response teams will receive training from domestic experts. The training will include handling of spills and leaking of hlazardous materials as well as more conventional emergency situations.

Table 7.5-2 Training on site Cost Trainee Total Time Cost Period Content Supervisor/executor (1O 4RMB) Construction road .- nviroiimen Shiman Expressway section 42 nionitormng & Co,/environment supervisors, people 2004 1.921 monitoring personnel and environment for 2 construction contractors supervision d ays

.______.______engineers Construction road Shiman Expressway section 42 m Biological Co./biological technical supervisors, persons 2004 1.921 2 resource and4 22 1 o personnel and environment for 2 o. protection construction contractors supervision days engineers Construction road

Shiman Expressway section 42 Relics Co./archaeologists and supervisors, persons 2004 1.92] protection construction contractors ervisonmdayfor 2 supervision days engineers Hazardous goods O Safe driving of . . vehicle drivers of Special Local communications annual related / e / & hazardous goods authorities exami nati vehicle companiies

36 /_ / / person / 5.762 weeks

Training modes on site include trainees' visit on expressways under operation or construction.

The environmental supervisioin training will include a total 28 staff inlcuding 2 from each contractor and 14 from environmental monitoring stations, totaling 42.

Second Navigation Survey and Design Institute, the Ministry of Communicationi 226 HiiwrvayProject Fnviro lal IalmpactAssessment Foa ShiyantoManchuanguan Sectioza ofYniwuIlnte-Phovincial

Protection 7.6 Implementation Plan and Cost Estimate for Environmental

7.6.11mplementation Plan for Environment Protection

each road section one by one. Land acquisition and resettlement will be carried out at phase. WWTW and greening works will be constructed in construction

7.6.2Cost Estimate for Environmental Protection

both the capital cost and recurring The cost estimated for environment management covers All of the cost has been cost, including monitoring cost, for environmenital facilities. included in the overall budget of the project.

management will be RMB The total estimated cost for the mitigation and environmental With the total capital cost of the 77.18 million and operating cost will be RMB 7.8 million. management cost will be project at RMB 4.207 billion, the mitigation and environmental about 2.02% of the total.

in Table 7.6.2-1, and the The capital cost for environment management is presented remaining cost is summarized in Table 7.6.2-2.

Measures Table 7.6.2-1 Capital Cost for Environmental Protection Quantity Cost (RMB Remark Item Description I Q4) 1 80 Includinig EMP EIA Preparation of EA documentation - 50.926 Personnel training Related staff 3.5 years 70 20 /year X 3,5 year Monitoriig program In construction phase Equipment and 16.04 Ensirpiment ad 3GPS,1 I hand-held noise meters Instrmintent _ 8 Contiisgency RMB 1,0001nman.month )K3.5 6 people 25.8 Supervision fees _ years See Table 6 ] 6-1 and 162 6 1.6-2 Noise mitigation Noise barrier, planting 6.1 .6-2

WWTW I set 60 30 RMB 100,000 /set Oil separator and treatment tank 3 sets estimate Emergecyequpment- 60 Water polltition control Emergency equipment Estimate Emergency equipment for oil _ 20 pollution 100 50 camps Septic tank for construction camp _ 2 sets 50 Including operating cost Air pollution control Water spray vehicle

3200 Soil conservation Retaining wall, drain, restoration of borrow and deposit pit (including the cost for the Cultural property salvage uintombing for protection Alonig the 80 Jianliupu Site and road reinforcemilen.t for Sotitlern Shaanixi Military Area I-Tospital Site) ______4012.766 ___ ospital_Site) Sub-total

... 227 Ministry of Cotmnmunication - Second Navigation Survey and Design Institute; the Envla alT- patAsessrnentFor Shiyan toManchuangan Sectioi ofYinwu Inter-AovncialHigh'wayPnject

Table 7.6.2-2 Cost included in Main Engineering Item Description Quantity Cost (RMB Remark 104) Greening and Interchange, central isolation Suitable 1060 Estimated landscaping belt, service and parking zone sections Soil conservation for Engineering and planting Suitable 2646 Estimated deep digging and high measures sections filling section Sub-total 3 706

7.6.30perating Cost for Environmental Facilities

Table 7.6.3 below shows the cost estimate for the operation of environmental facilities. Table 7.6.3 Operating Cost for Environmental Facilities No. Item Cost (RMB 1 04) Remark I Monitoring cost in operation 20.0 phase 2 Cost for personnel training 1.0 3 Consumable 5.0 4 Maintenance cost 5.0 WWTW etc. 5 Salary 8.0 Sub-total 39 Total for 20 years 780

Second Navigation Survey and Design Institute, the Minist-y of Communication 228 Yinwulriter-Povincial HighwayPioject Envirmiental ImpactAsessmentFor ShiyantoManchuanguan Section of

Disclosure Chapter 8 Public Consultation and Information

the construction agency and Public consultation is critical to a successful EA. It provides public perception and concern the public with an effective vehicle for communication. The which allows the EA team to could be understood through the public consultation exercise the beneficial benefits would be design feasible and effective mitigation measures, thus maximized and adverse impacts would be minimized or avoided.

network in Hubei Province to The proposed project not only will improve the transport impacts, direct or indirect, on the promote the economic growth, but would has widespread public consultation exercise in public interest. Therefore it is necessary to carry out the other WB financed projects has timely manner to ensure the public interests. Experience in public consultation. shown a strong link between project sustainability and effective

8.1 Purpose of Public Consultation

the project and have the By disclosing the project informnation, the public would understand the potential impacts and opportunity to express their concerns and opinions on mitigation measures. have the better familiarity to the As the indigenous people in the affected area, they may to the EA team to environment surrounding, thus their opinions would be helpful analyze the environmental factors and protect their interests. decision makling process of the The public would have the opportunity to participate in the proj ect.

8.2 Investigation and Implementation

8.2.lPhasing of Public Consultation Exercise

exercise within the project area. The EA team has conducted two-round public consultation consultation.. Table 8.2-1 summarizes the phasing and description of the public

Table 8.2-1 Public Consultation Phasing and Goals Major participation goals Round Round Time separation separation stakeholder groups; secure proponent I" round Environmental Dec. 2002 Identify commitment to public participation program; agree on screening, disclose relevant EA extent and mode of participation; before the determine stakeholder concerns TOR finalized project information; and include them in the TOR. Disclose information on stuLdy methods and findings; rai round After EA report March 2003 agree on proposed mitigation measures with (draft) is determine whether their prepared stakeholders; let stakeholders concerns are adequately addressed

229 Second Navigation Survey and Design Institute, the Ministry of Comm-unication. Environnmntal mpctAssessmentFor Shiyanto ManchuanguLan Section ofYiniwu lIler-Pi-vincial Highway Project

The resettlement team hias conducted a separate questionnlaire survey to the one third households affected in Dec. 2002. The findings of this exercise will be introduced in this EA documentation.

As there were some changes and adjustment in expressway alignment following tlle above two rounds of public consultation, a third round of public consultation (tlhe second public participation at the second stage) was conducted during August 20-25 2003 in Zlhaingwan and Maojian districts and Yun and Yunxi counties, as well as areas of the connecting roads.

8.2.2Methodology

The EA team has carried out extensive public survey to uinderstanid the exact opinion of the public about the proposed project. The survey was focused on the affected people and entities, including sclhools, hospitals, residential centers, village committees, township governments and county government agencies.

The means by which to carry out the public consultation exercise include: Questionnaires. The sample form of the questionn1aire is given in Table 8.2-2. Small public meeting..

In the three rounds of puLblic consultation, a total of 21 public meetings and 83 group discussions were held.

Table 8.2-2 Questionnaire Used in the Public Consultation Name Residence address Sex Age Nationality Occupation Education

______degree Number of family Number of family labor member Do you know the project? Quite well A little No Do you think it is necessary to build this necessary unLnecessary No business project? with me Do you agree to the alig-nment of the project? Agree Disagree Do not know Which will be benefited from this project Country Locality Individual (multiple choice)? What do you think about the land acquisition relocation Remote Do not agree and resettlement? nearby relocation The extent of environmental impact by the Significant Normal Minor project? Which one do you think is the most adverse . Air-borne Exhaust other impact? dust gas Which one do you prefer to mitigate the Noise barrier Greening Keep away impact? wal I work

Other concerns Signature Date

Second Navigation Survey and Design Institute, the Ministry of Communication. 230 ofYmvwu Inte-Phovin-cial Highwvay Project Fnvuotnma ]hpastAssessmTentForShiyantoManchuangaan Section

8.2.3Survey Scope and Objects

area, including Maojian District, The survey scope covers exactly the assessment Shiyan City. Figure 8.2.3 shows the Zhangwaan District, Yun County and Yunxi County of survey scope.

were consulted for their concerns Through questionnaires and public meetings, 4866 people public meetings and 2754 for and opinions in the two stages, 2112 people for villages, 5 schools, 1 hospital, 13 questionnaires. Throughout the public consultation, 47 agencies hiave been consulted; Figure industries and collective entities and 14 government 8.2.3 shows the locations of these entities.

below: The statistics of the people surveyed are summarized Sex: male 61.2%, female 38.8%; Age: under 30 is 26.5%, 30-40 is 51.9%, above 40 is 21.6%; school 38.6%, primary school Education degree: college 18.4%, high school 25.3%, middle 17.7%; 70.06%, other 6.88%. Occupation: official 11.66%, worker 11.40%, farmer

8.3 of the Public Consultation

8.3.1 Results of state team distributed 2759 copies of a In three rounds of public consultation, the EA was 99.8%. The main res'ponses to questionnaire, with 2754 copies returned. The return rate below. the questionnaire survey are summarized in Table 8.3 Table 8.3 Responses to the Questionnaire Percentage (%) No. Question (1) (2) (3) (4) 24.62 75.38 0 1 Do you know the project? (1) quite well (2) a little (3) nothing 98.85 0.27 0.88 2 Do you think it is necessary to build this project? (1) yes (2) no (3) no matter 98.94 0 1.06 3 Do you agree to the alignrment of the project? (I)agree (2)disagree (3) no matter 96.81 97.80 18.50 4 Which will be benefited from this project (multiple choice)? (1) country (2)locality (3) individual 85.49 14.51 0 5 What do you think about the land acquisition and resettlement? (I)relocation nearby (2) remote relocation (3)disagreement 9.89 85.63 4.48 6 The extent of environmental impact by the project? (1)significant (2) normal (3)little 86.47 41.26 11.54 3.90 7 Which one do you think is the most adverse impact? (I)noise (2)air-borne dust (3) exhaust gas (4) other 30.21 84.74 3.42 8 Which one do you prefer to mitigate the impact? _ (1) noise barrier wall (2)planting (3) get away

It can be seen from the above table:

of Communication - 231 Second -Navigation Survey and Design Institute, the Ministry Environmenal inpactAssessrent For Shiyan toManchuangLian SectioIi ofYinwu Intei-Provincial Highw;ayProject

Degree of the project understandinig With the progress of the project development, more and mnore people become knowing this project. However, the statistics of the questionnaire feedback shows poor understaniding of the project by the people surveyed. Additionally, a few people do not care bout the project or do not know it,. Therefore it is necessary to disseminate the project to ensure extensive support and understanding by the people.

Attitude to the project Almost all of the people survey support the project (98.85%) and expect a quick completion of the project.

Environmental impact and mitigation Most of the people think the potential environmenital impact of the project will fall into the normal scale, while 9.89% of the people expect a significant impact. 86.47% of the people think noise will be the most severe impact while 41.26% of the people are afraid of the air-borne dust, noise and spill will be significant problems. 84.74% of the people prefer planting as an effective measure to mitigate the impacts.

8.3.2Survey Result

The roadside people are most concerned about the land acquisition and resettlement issue. They ask for a reasonable alignment to minimize the occupation of cultivated land and the demotion of houses. Meanwhile, they demand the compensation should be provided in line with nationial policy. Additionally, house demolition should avoid the busy period of agricultural production. Other concerns are concentrated on: reasonable location of interclhange, timely restoration of rural road, effective mitigationi measures against noise. Some people are concerned about the impact on agricultural facilities ancd demand adequate provision of drains and tunnels. They also ask to minimize damage to irrigation system. The teaclhers of the affected schools expect to relocate the school or to construct noise barrier to mitigate the noise impact. They also expect adequate measure in place to secure the safety of the students. The roadside industries and collective entities show great support to the project and hope a quick completion. The compensationi and restoration measures should be provided in line with national policy.

8.3.3Public Meeting Result

The governments actively endorse the project. They think many opportunities will come along with the new road to economic development. Additionally, they ask for a reasonable alignment for link road with other cities to ensure smooth traffic on the road. The roadside villages greatly support the project. Meanwlile, they require -adequate

Second Navigation Survey and Design Institute, the Ministry of Coimmunication- 232 Xiangko 0

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Yn-Wu Expressway (Shangluo to Manchuanguan)

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Figure 8.2.3 The Drawing ofLocations c Y11510 Y145 ~~~~~OQingqu Town Hejia _ 0

co Hejia Town

Public Consultation and Information Disclosure Lgend

S Yun County * locations of public interview * locations of public meeting © locations of information disclosure observation sample plots of amphibian animals observation areas of birds

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a Liubei Town

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Table 2 Result of Noise Projection under Alignment B Unit: Leq(dB)

Differe Affected Pro.ject d noise level, dB No. Name of Ref ofpile ntial Toward household/t 2 09 2020 2028 receptor level, otal Day Night Day Night Day Night m_ households i 1 Chenjiaw KI+340 15 North 40 4/7 51.6 all 47.4 53.1 49.4 55.7 52.8

2 Tumen K9+900 -2 South 80 20/60 58.0 5 0 60.2 2.4 6 4.64.2 3 Chen.iiazh BKI2+00 -15 South 40 9/24 48.8 46.1 55.7 uanlg 0 53.9 57.1 55.4 ____0.4 Xuj iayua BK13t6C0 -10 South 40 2/10 49.1 46.4 4 56.0 54.3 57.4 55.8 fl K260 -0 ot 0 21 0.8 5 Yaolihighe BK13+400 10 Two sides 12/38 52,2 5 YaolingheBKI3+400 10 ~~~25 49.5 58.2 56.5 59.5 57.9 123815 __ 2.9 - Liangjiay 6 ua K14±750 47.1 43.7 60.1 56.2 61.6 58.5 uan 4 South 70 4/12 _ _ 1.2 _ 3.5 7 Duanjiak BK15+600 15 North 25 2/12 51.0 48.2 56.9 55.1 1 o BK560 5 oth5 58.2 56.5 2/20.1 ___ 1.5 8 Yang; iazh BK16+500 25 Two sides 4/20 50.7 47.9 56.6 54.9 57.8 uang 56.4 25 _ 1.4 9 Lisiwa 536 51 59.7 158.2 61.0 59.7 BK23+200 10 North 25 2/8 5.2 .7 10 Fangtall BK28+300 -10 South 40 2/10 44.1 40.1 53.3 51.4 54.9 53.3

11 Caijiapo BK29+200 -20 Two sides 4/25 45.3 ______41.7 55.9 54.1 57.5 56.0 ~~40 1.0 12 Caojiawa BK36+900 6 12 n *0 West 40 20/80 48.8 46.0 61.2 59.6 62.9 61.5 Ws 0 2/04.6 ___6.5 13 Mituosi BK40+200 50 Two3 sides 20/35 45.8 41.9 53.7 51.8 55.2 53.5 14 Angou BK42+000 20 Two sides 20/50 14 01(42÷000Angou 20 ~~~~20 2/00.1 47.5 44.0 55.1 53.2 56.7 55.1 15 Bafangyu BK43+300 0 South 40 12/12 1067.365.6 69.] 12.6 16 Kangjiaw BK44+400 -8 South 40 4/6 47.1 4401 57.2 0.6 59.0 2.7 17 Wufangy BK47+900 5 North 20 42/60 52.8 17 uan U 49.7 61.3 59.6 63.0 61.5 B490 Not20 2604.6 6.5 18 Tongyuan BK48+630 0 North 80 3/10 45.7 41.8 55.7 53.8 58.4 54.8 - CaijiaVill BK49+400 0 North 60 18/23 52.5 50.0 64.9 63.3 67.0 65.5 age 8.3 10.5 20 Wanjiapo 49.4 46.7 60.2 58.6 62.0 60.7 BK55+800 8 South 40 30/30 3.8 5.7

21 Yanjiagou BK59+900 44.2 398 5. 1.8 55.4 53 .8 -10 South 100 3/8 4 .8 4 WnWa gjia BK63+200 10 Two sides 5/50 57.4 54 54.1 52.2 55.6 53.9 22 wan B620 40 50i

23 Yanjiawa BK64+500 -13 East 110 n 4/10 43.6 38.8 53.7 51.8 55.4 53.8 24 Hujiawan BK66+300 -10 Two sides 18/25 40 43.5 39.3 53.2 51.2 54.7 53.0 25 Lijiawan BK76+500 5 North 50 11/18 45.2 41.5 58.8 57.0 60.5 58.5 12.0 3.5 26 Liujiawa BK81+900 -20 Two sides 20/80 42.9 38.4 n 30 50.8 48.7 52.2 50.4

Second Navigation Survey and Design Institute, the Ministry of Commnunication - -251 Inter-Provincial lgllxA yProject EnvirTrwnt ImpactAsss ltFo ShyantoManhuangian Secton ofYinwu

Differe Affected Projected noise level, dB household/t 2009 2020 2028 No. Name of Ref of pile ntial Toward ota receptor level, ay Night Day Night Day Night receptor__ level,____m ______households

45.7 50.8 48.0 519 49.2 27 Huangyunpu K90+800 18 South 80 10/45 48.5

56.0 53.3 57.2 54.5 Jiaoclhanggu K96+500 7 South 20 10/15 53.6 50.9 28 an 53.8 8 South 20 5/12 52.9 50.1 55.3 52.6 56.5 29 Luomnadian K101+500

(GB3096-93) has been applied to assess the Note: Class IV of Environmental Noise Standardfor Urban Area

noise impact at the houses at the first row to the road. at the second row are the standard The figures at the first rowv are the predicted noise level, and the figures excess.

Table 3 Mitigation Measure to Noise Impact (alternative K) Standard Dis to exceeding value Cost (RMB Execution Pile No. road by Mitigation measure No Village 104) year name center Leq dB) (m) 2009 2020 Wood planting 8 2009 _ Tumen AK9+900 South 2.4 80 -(200xl0 mi) WoodW19 planting 6 2009 South _ _ _ _ _ 2 Tianhepinig AtK63+300 . (150x 10 m) ______North20 14 Total

and Hospital) Table 3 (continued) Mitigation Measure to Noise Impact (School

l e l Distance Standard excess T Cost (RMB mleet Rf.O ie fromi road Leq(dB) Reetr P m l0 ) (year) o central 2009 2020 line (in) ______l l l j i ~~~~~~~Noisebarrier 1 80 X 3m, at the side of Tianheping embankment of 54 2009 I Primary K63+300 South 80 2.3 4.5 road of the School the right side road Noise barrier 180 X Yunxi at the side of County 3m, road embankment of 54 2009 2 Vocational 3B2K64+200 South 40 7.9 9.1 side of the Educatio|i the right road Cente l Noise barrier 150X 36 at the side of 36 Siping 3m, of 2009 3 Primary KI71+050| North 40 5.9 8.3 road embanikment right side of the School the road I 20 Liujiawano III Liujiawan ~~~~~~~Fencehecighitened by nOOX1.5t1 4 2009 4 Primary Link road South 60 2.0 3.5 ______S chool ______148 Total

252 Second Navigation Survey and Design Institute, the Ministry of Communication EnvirnohupatAssess snetnForS hriyautoManc uangLian Section ofYinTwuliniter-Piovincia[H~iglNWyPT ject

Table 1 (continue) Projected Noise Level at Sensitive Receptors (School and Hospital) Unit: Leq (dB)

Height Dit Projected noise level dB

Name of Pile abov- from 2009 2020 2028 No. receptorr No. oad central Scale of Receptor

aolrfoc¢. line, m Day Night Day Night Day Night

Maoping . The school facinlg the load. 47.2 44.4 49.5 46.4 50.6 47.9 Mao.ing K 15+2 North 2-stoiy classroomil building withi - I Primary 50 20 160 1 classiooms in parallel School Liuj iahe The school facing the road. 46.3 42.9 47.9 44.8 49.1 46.4 K19+8 North 2-story classroom buildinig witlls 2 Primary 00 30 100 8 classrooniis in parallel School Waduangou The school side to the road. A 47.3 44.1 49.1 46.1 49.6 46.9 W.duangou A2K21 3-story classrooiis buildinlg with - - 3 Primary +450 23 North 90 1l classiooms in parallel School Shujiagou The school facing the road. 47.9 44.6 49.8 46.8 51.0 48.3 K24+6 South 3-story classroom building with - 4 Primary 00 20 100 8 classroomils in parallel School Tianheping K63+3 The school facing thie road. 57.3 54.2 59.5 56.6 61.0 58.5 5 Primary 3 South 80 3-story classrooni building with School 00 S classioomils iu parallel 2.3 4.5 6.0 Yunxi 60.3 58.2 62.9 60.7 64.1 61.9 County B2K64 The school side to the rood. 6 Vocational 3 Soutlh 40 6-story classroomil btmildiimg Withi +200 18 classiootims in perpemidicLIlar 5.3 7.9 9.1 Education. Center Siping K71+0 The school side to the load. 60.9 58.2 63.3 60.7 64.5 61.9 7 Primary 2 North 40 2-story classrooim building witil School 50 4 classrooirms in parallel 5.9 8.3 9.5

Gangou The school side to the road. A 48.5 45.7 50.7 48,0 51.9 49.2 K79+ South 3-story classioom buiidiiig 8 Primary 060 20 50 with 9 classrooms itt parallel School Huangyun 48.2 45.3 50.3 47.6 51.5 48.7 pu K90+ South The school side to the road, a - 9 14 2-story classroom bhiildiiig Primary 180 100 with 8 classioomiis mnparallel School _ Dingjiawa K103 North The school side to the road. 46.3 43.3 48,3 45.5 49.4 46.6 10 n Primary 20 2-story classioom biiildiiig School 1 +640 100 witli 8 classrootiis il parallel

Note: The noise limit for the school is 55 dB(A) in the day time, the noise impact in nighttime is not considered for school.

Second Navigation Survey atid Design Institute, the Miiistt y of Commnaunication - 250 EFviinmentalImpactAssessrentForSliyaltoMatnchuangLan Section ofYmwu Inter-ThDvincial HilmhvvayProjed

Attached table Table 1 Result of Noise_Projection under Alignment K Unit: Leq(dB). Differen Distancefmn Projected Noise Level, dB No Receptor Pile No tial cenTl line of Toward 2009 2020 2028 level, m ioad,m Day Nigght Day Night Day Night KI+340 15 North 30 Toward south, facing 51.6 47.4 53.1 49.4 55.7 52.8 I Chenjiawan the road

2 Tumen K9+900 -2 South Toward south, Back 58.0 55.0 60.2 57.4 61.6 59.2 80 to the road 2.4 4.2 3 Shuangloum KI 1+65 25 North Toward south, facing 50.8 46.2 52.1 48.1 53.8 50.6 en 0 40 the road 4 Yinghuazhu K14+50 20 North Toward south, Back 49.7 46.7 51.7 48.9 53.2 50.7 angyuan 0 60 to the road 5 Maoping KK]4+85 20 North Toward south, Back 47.9 44. 8 49.8 46.8 50.6 48.1 5_ Maoping 0 20 80 to the road Team No.2, A2KI9+ South Toward south, Back 47.8 44.6 49.7 46.7 50.4 47.8 6 Yangiawan 900 20 100 to the road I

7 Wangjiawan A2K20+95 5 North 20 Toward south, Back to 54.7 51.9 57.0 54.3 60.9 58.6 0 the r-oad 3.6

8 Zhengj iawan A2AK21+ 20 North 60 Toward south, Back to 48.2 45.0 50.1 47.1 51.1 48.5 8 Zengiaan 500 2 Not60the road___ 9 Longquanwa K22+15 20 North 20 Toward east, Side to the 50.0 47.0 52.0 49.2 55.6 53.2 Longquanwa o~~ road 10 Dangiiawan K23+70 South Toward east, Side to the 50.6 47.7 52.7 49.9 55.5 53.0 I0Dangjiawan 0 20 road 7

. K24+40 South Toward south, Back to 50.1 47.1 52.2 49.4 55.8 53.4 11 Mulongzui 0 20 20 the road

12 Zhujiawan A4K39+8 20 North 60 Toward east, Side to the 47.6 44.2 49.5 46.4 50.6 47.9 Zhujiawan ~00 road

13 Kejiayuan K53+50 9 South 40 Toward south, Back to 53.7 50.2 55.7 52.6 58.2 55.6 0 the road I_0.6 14 Shimenwan K62+500 20 NSoutlh Toward south, Back to 51.4 47.2 53.1 49.5 56.8 54.0 14 ShimenwanK62+500 20 North 20 thc road 15 Tianheping I63+300 3 South Toward south, Side to 57.5 54.5 59.8 56,9 63.4 60.9 15 Tianheping1(63+300 3 ~~North 201 the road ___ 1.9 5.9 K63+500 20 South 20 Toward south, Side to 50.8 46.4 52.4 48.6 55.4 52.4 16 Yujiadayuan 1 the road 17 Wangjiayuan K67+200 5 South 20 Toward south, Back to 54.6 51.2 56.7 53.6 60,5 57.9 1the road . _ 2.9 18 Zhoujiawazi K69+300 12 South 40 Toward south, Back to 50.1 47.3 52.4 49.6 53.5 50.8 the road 19 Siping K70t900 12 South 25 Toward south, Back to 49.6 46.8 51.9 49.1 53.0 50.3 19 Siig K 90 1 ot 5the r-oad___ 20 Kejiawan K73+300 15 North 40 Toward south, Back to 49.9 47.2 52.2 49.5 53.4 50.7 20 KejiawanK73+300 ~ ~15Nrh4 thle road 21 Huangyunpu K90+800 18 South 80 Toward south, Backto 48.5 45.7 50.8 48.0 51.9 49.2 21 HuangyunpuK90±800 18 South 80 ~~~~thier-oad __ 22 Jiaochangguan K96+500 7 South 20 the road 53.6 50.9 56.0 53.3 57.2 54.5 23 Luomadian K 101+500 8 South Toward south, Back to 52.9 50.1 55.3 52.6 56.5 53.8 23 LuomadianK1OI+500 ~~~~~ 20 the r-oad

Note: Class IV of Environmentol Noise Standardfor Urban Area (GB3096-93) has been applied to assess the

noise impact at the houses at the first row to the road.

The figures at the first row are the predicted noise level, and the figures at the second r'ow are the standard

excess.

Second Navigation Survey and Design Institute, the Ministry of Comninunication 249 Exvui-nnnetal Iripact Assess nentFor ShrMa toN chuangLan Secotin ofYilnwla Inth-Provincial Hi gh'ay Project

especially when they return from home leaves.

9.3.2Major Impacts In Operation Phase

* In operation phase, noise will affect acoustic environment. In particular, the noise level at the roadside school and house would exceed the standard limit. With appropriate measures, the noise impact could be effectively mitigated. * The domestic wastewater produced from service zone shlould be pre-treated before being discharged into water body. Class I of Integrated Wastewater Discharge Standard (GB8978-1996) should be met for all treated wastewater. Applicable standard limits defined in Water Quality Standard for Agricultural Irrigation (GB5084-92) should be met if the wastewater is discharged into irrigation system. Therefore it is anticipated that the water quality in the water body nearby would not be seriously affected by the project. * Both adverse and positive impacts will be made by the project. Improved road system will attract more tourists into the city; on the other lhand more waste will be produced by the increased volume of tourists. * This road project will significantly improve the local transportation conditioni, thus bring substantial benefits to the local economy, people's income and agricultural restructuring. It will also provide an easier access for the roadside residents to market, service and education. As a result, life quality of the local residents will be improved, and poverty alleviated.

9.3.3Result of Public Consultation

The public is strongly supportive to the project. The major concerns of the pLublic are loss of land, house demolitioni, traffic blocking, asphalt smoke, and the deposit site selection.

9.4 General Conclusions

As the negative impacts to environment will be minimized and mitigated, this project has received strong supports from local people and governments. As a general conclusion, this EA has found this Project environmentally acceptable, provided that all .mitigation measures designed for this Project are well implemented.

Second Navigation Survey and Design Institute, the Ministry of Conmmuniication 248 Fnvirmnmeawl mnpactAssessmentFor Shiyan to Manrcuanguan Section of Ynvnvuinter-Promvincial Highway Prject

(Alternative K) with the least adverse impacts. Lastly, the selected aligmunent is further adjusted and modified in numerous sections either tlhrough small slhifts or alternative sections to avoid sensitive receptors and other adverse environmental, socioeconiomic and engineering conditions. In total, optiolls in nine different sections along the preferred alignments have been proposed and compared, with optimal or least impact ones selected. Following the three levels of analysis of alternlatives, the final expressway align-menit is determined witlh the least environmental and socio-economic impacts.

9.3 Conclusion of Environment Impact Projection

9.3.lMajor Impacts and Mitigation Measures * Based on comprehensive analysis by natural environment, biological environment and engineering criteria, alternative A for alignment comparison has been recommended for this project, whichl has been agreed by HPCD. * The location and interval of interchanges is rational. * Surface water quality would not be severely affected provicled that the construction management is enhlanced and proper teclnique is adopted. * Construction equipment is determined to be the major source for noise. It is forecasted that noise level at some receptors will exceed the standard limit. Noise machinlei-y will be controlled and no night time construction activities will be allowed unless they absolutely necessary. Impacted communities will be informed of and consulted with for the night time and other high noise construction activities ahead of time. * The major air pollutants in construction phase are air-borne dust, stockpiling of powder material and asphalt smoke. Roadside receptors would be affected by tllese air pollutant emissions. Watering will be applied to dusting sites and stockpiling areas to suppress airborne dust. * Digging, hill cutting, filling and stockpiling in construction phase will cause potential irmpact to eco-environment. The impacts could come from access road and deposit site. To mitigate, area disturbed such as borrow pits will be reclaimed or restored as soon as the borrowing operation is complete, to minimize the impact of soil erosion. * Jianliupu Cultural Site will be sabotaged before the construction is commelnced. Other discovered sites will not be directly affected. If any relics are discovered during the construction, the site work should be stopped immediately and at the same time the cultural department should be informed. Thie site construction work slhould be suspended until the cultural department issues permit. * The safety of roadside residents will be affected. Especially hill blasting operation will cause severe risk on human safety. Safety measures will be taken by noticing the public ahead of time and by setting up proper controlled zones. All explosives will be under tight management and control and properly registered with the police as required by laws. * Some epidemic diseases, such as HIV and SARS, are likely to occur wheni the flow of people is increased in construction phase. Health educations will be conducted at all construction camps, where will be maintained for good hygiene and sanitation. Regular health check suclh as temperatul-e checks will be conducted to workers

Second Navigation Survey and Design Institute, the Ministry of Communiication - 247 Enviromeot ImpactAssessmentFor Sliiya toManchuulguai Section ofYnwulnter-Provi-rialHigllvayPrject

Chapter 9 Conclusions

as follows: The main findings of the EA are summarized and concluded

9.1 Current Environment Status

area is good, and can meet * The current water quality of the water bodies in the project Function Zoning; the quality requirement defined in the Hubei Surface WIater is good. The monitoring results * The current ambient air quality within the project area NO can meet Class II of in four monitoring points show that the daily average 2 daily average TSP and PM1o A,nbient Air Quality Standard(GB3095-1996), whlile the exceed the standard by 6.7%. area can meet thie Class II of * The current acoustic environment quality in the project or even better. Environment Noise Standardfor Urban Area (GB3 096-93) or forest is observed or * No precious wild animal or plant, or important fish resource recorded in the project area. Yun County and Yunxi County * Following archeological survey, one cultural site in will not severely affect respectively are avoided by careful alignment. The project be sabotaged before the another one cultural site. One cultural discovered should initial archeological cQnstruction activity is commenced. Furthermore, following access road, construction survey, no cultural site is discovered at the sites for link road, camp, borrow pit and spoil disposal site.

9.1.6 Nature Reserve Area

external experimental area of the Alignment K passes by the outer periplhery of the most the Qinglong MouLntain at Dinosaur Egg Fossils Nature Reserve Area in area and passes by tunnel. K26+300-K27+100, and it is 45m away from the experimental an approval docuLment to agree at The Hubei Provincial Realn Resource Bureau has issued the above-said experimental area the alignment K. The shortest distance of Option AO from risk of construction stoppage to a is 140m, and it passes by tunnel, which can avoid the during construction. maximum extent due to sudden discovery of dinosaur eggs

9.2Analysis of Alternatives

First, thiree possible surface The analysis of alternatives has been conducted at three levels. been identified. These three transportation corridors between Shiyan and Xian have potential adverse environmental corridors are then analyzed and compared from in term of least impacts is selected. At the and socio-economic impacts and the corridor with the alignments are identified. A second level, within this selected corridor two expressway social and natural environmental thorough site investigation is conducted to tniderstanid the to a selection of an alignment conditions in preparation for a comparison, which leads

of Communiication 246 Second Navigation Survey and Design Institute, the Ministry EtnvirnanImpactAss ent For ShiyantoManchuanguan Section ofninU Inter-PovincialHlhwayProject

Table 8.7 Places for Information Disclosure No. Location City/County/Town Information disclosed 1 Shiyan Library Shiyan City 2 Maojian District Mao jian District of Government Shiyan City 3 Zhangwan District Zhangwan District of Government Shiyan City 4 Yun County Library Yun County S Liupo Township Liupo Town of Yun Government County 6 Qingqu Township Qingqu Town of Yun Government County EA report, 3,d version (Dec. 2003) 7 Yunxi County Library Yunxi County EA report, 4th version (April 2004), 8 Hejia Township HeJia Town of Yunxi Government County 9 Chengguan Township Chengguan Town of Government Yunxi County 10 Tumen Township Tumen Town of Yunxi Government County I I Xiangkou Township Xiangkou Town of Government Yunxi County 12 Shangwo Township Shangjin Town of Government Yunxi County Resettlement offices of Project counties and 13 the project counties and townshis EA pamphlet townships H-ubei Daily 14 ,ww.hubeiDailyn Hubei Province Brief project information and the contact way to 14 www.hbjt.gov.cn Hubei Province access to the EA documentation ___www.worldbank.org.cn ______

The related departments should pay close attention to unexpected impacts come in the construction phase and early operation phase. Mitigation measures should be designed in active response to the public concerns appear throughout the project.

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from house demolition, air-borne dust, noise, traffic blocking, waste produced construction camp, interruption of navigation channel, hill blasting operation, damage- to irrigation system. operation Noise impact will become outstanding because of increased traffic volume in by w\phase. Air quality will be deteriorated and the roadside residents will be blocked the road.

Mitigation Measures and The resettlement team will prepare a RAP to tackle the problem of land acquisition window, resettlement. Noise impact will be addressed by provision of noise insulation The noise barrier and greeninig work. Air pollution can be alleviated by dense planting. and good impacts in construction plhase will be mitigated by careful engineering design road and management of construction activity, in stance, by reasonable location of excess construction camp.

The EA The EA team provided the conclusion of EA after the draft EA is prepared.. and documentation is placed at the libraries of the affected area (Shiyan City, Yun County public. Yunxi County) to ensure these documents are easily accessible to the interested hlave Additionally, the construction team and the local environment department or disseminated the major findings and coniclusion of the EA to thie public via broadcasting newspaper publication.

largest On December 15, 2003, an advertisemenit lhas been placed on Hubei Daily, the and circultaiton paper in the province, about the project, its environmental issues also been availability of the EA documents for public review. Similar infomraitoin hlas been posted on the interne (www.hbit.gov.cn). Since January 2004, EA documents have pamphlet placed in libraries of the cities, counties and townships along the expressway. A out to the with concise EA findings and mitigation measures have been creased and hlanded affected public in March 2004.

Table 8.7 summarizes the places for information disclosure. The final EA documentation the Yunxi (Version 4) will be sent to the Shiyan Municipal Library, the Yun County Library, anotller County Library and the township libraries along the highway in April of 2004 and for the advertisement will be placed in Hubei Daily and the above website in April availability of the EA documents after the documents are distributed.

244 Second Navigation Survey and Design Institute, the Miniistry of Communiication EnvinmtalupactAssseTmentFor SbiyantoManchuanguan Section ofYiniwuTliter-hnovincialIlriglhwvayProject

The common issues raised by the public through the above described public consultation programs include: * In about 15 locations the public raised the concern on the exact positioning and configuration of the passage ways. These concerns hiave been passed to the engineering design team which accepted the comments and modify the design accordingly to address the public concerns; * About 25 villages expressed conerns on the compensation to the affected houses and lands by land acquisition and resettlement. The EA team responded that the project owner has committed that resettlement will follow strictly the Hubei government policies on compensation rates and pay the compenisationi on time and in.full. The concerns will be further passed to the project onwer. * About 18 villages raised the concern on restoration of hydraulic and irrigation facilities which are exected to be damaged by the expressway construLctionl. The response was that all restoration of such facilities have been incorporated into the project design and restoration will be included in the contractors' contracts to ensure such restoration will be implemented properly and timely to minimize the impacts to flood discharge and irrigation for agricultulral activities. * Other issues raised included orderly construction activities, avoidance of earth borrowing from cultivated land, rebuilding of damaged factory buildings, landscaping, construction safety warning, construciton activities away from schools, etc. These issues and concerns have been passed onto the project onwer and design team and have been incorporated into the design wher-e appropriate.

8.7 Information Disclosure

Prior to the first-round public consultation, the Environment Monitoring Center of Shiyan City, and cooperating unit of EA team, has provided the brief project information to the public. The information disclosed covers following aspects:

Project Objective This road project is an important element of the proposed Hankou-Shiyan expressway. It is designed to alleviate the traffic problem on 209 national road and Yun-Man Road. Time will be significantly saved to travel to Wuhan and Xi'an Cities. Therefore local economy will be promoted and the national Develop Big West strategy will be supported.

Overview of the Project The proposed road project is located within Shiyani City. The total length of the recommended alignment is 106.819 km. The total investment is RMB 4.207 billion. The construction period is from June 2004 to end of June 2008. The project will become operational in July 2008.

Potential Environmental Impacts The potential impacts are expected to occur in construction phase to cover: land acquisition,

Second Navigation Survey and Design Institute, the ' >i:r.. . fi.Cornmunication . 243 FihrwATsi n ipactAsnenatForSlhyantoManchuanguatn Secb ofYnwut-Provin ayPioject

Strictly execute the compensation approved by Hubei I Reasonable compensation standard 2002.12.25 Haoping Village 8/4 Provincial Government Strictly execute the compensation standard approved by Hubei Village 14/7 1 Reasonable compensation 2002.12.25 Sunjiawan Provincial Government Greening work Considered already 2002.12.25 Dingjiawan Village 12/4 1 in Considered already 15/11 I Adequate passages should be provided at the road section 2002.1225 Zhangpan Village construction phase. Sufficient passes, easy outing Considered already 2003.8.24 Luomadian 4/1 1 access road, student safety during construction Considered already 2003.8.24 Dingsiawan primary 12/7 M Reasonable school Considered already 15/10 M Adequate passages should be provided at the road section in 2003.3.29 Yunxi County Government construction phase. in compliance with Strictly execute the compensation Congress 18/8 M Compensation and relocation should be 2003.3.29 Yunxi County _national policy. Provincial Government

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Strictly execute the compensation 2002.12.23 Tumu Village 14/7 I Reasonable compensation standard approved by Hubei Provincial Government Strictly execute the compensation 2002.12.23 Shangping Village 21/10 1 Reasonable compensation standard approved by Hubei Provincial Government 2002.12.23 Gangou Village 18/4 I Restoration of irrigation facilities Considered already

2003.8.24 Yujiaguo primary 10/5 I Construction sites far away from school Considered already school 2003.8.24 Keliawan 9/4 I Protect the irrigation facilities and farm land during construction Considered already Strictly execute the compensation 2002.12.23 Bamudi village 12/5 1 Reasonable compensation standard approved by Hubei Provincial Government 2002.12.23 Xiaxiangkou Village 16/6 1 Safe disposal of spoil. Considered already

2002.12.23 Shangxiangkou 12/8 I Greening work Considered already Village

22 4 Xiangkou Town Safety signs should be set up at the road construction section to 2002.12.24 q Middle School 14/9 M protect students. The construction site should be far from the Considered already schiool. 2002.12.24 5 Lishiguan Village 10/7 I Restoration of irrigation facilities Considered already 2002.12.24Lishiguan ~ Primary Safety signs should be set up at the road construction section to 2002.12S24 chool 10/7 1 protect students. The construction site should be far from the Considered already school. Strictly execute the compensation 2002.12.24 Huangyunpu Village 15/8 I Reasonable compensation standard approved by Hubei Provincial Government 2002.12.24 -luangyunpu Primary 17/8 M Reconstruction of school should be carefully designed to ensure Considered already School good teaching conditions. Strictly execute the compensation 2002.12.24 Dongjiaping Village 20/3 1 Reasonable compensation standard approved by Hubei I______I______I______-Provincia-l Government 2002 12.25 iiaochangguan Village 16/3 I Irrigation facilities and cultivated land should be protected. Considered already

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irrigation system and country rods Considered already 2003.8.22 Shimenwan 7/3 1 Promptly rcstore work to mitigate noise impact Considered already 2002.12.20 Lucigou Village 13/12 1 Greening irrigation facilities should be protected. Considered already 2002.12.20 Shitizi Village 6/2 1 Cultivated land and Strictly execute the compensation standard approved by Hubei Village 10/8 I Reasonable compensation 2002.12.21 Shejiawan ~~~~~~~~~~~~~~~~ProvincialGovernment ______Strictly execute the compensation standard approved by Hubei Tianheping Village 14/5 1 Reasonable compensation 2002.12.21 Provincial Governmcnt facilities should be set up to protect pedestrians Considered already 2002.12.21 n Xiaochangpo Village 13/7 1 Isolation Strictly execute the compensation standard approved by Hlubei First brick Plant 5/3 I Reasonable compensation 2003.3.29 uq Provincial Government Water source, cultivated land and irrigation facilities should be Considered already oecpendredd.ready 2002.12.22 5 Xiapoyu Village 17/6 1 Strictly execute the compensation standard approved by Hubei Village 11/4 I Reasonable compeusation 2002.12.22 Shangpoyu Provincial Government Strictly execute the compensation standard approved by Hubei Village 13/4 I Reasonable compensation 2002.12.22 Wangiiaping Provincial Government fro construction workers to villagers Considered already 2003.8.23 Yujiadayuan 110/7 1 Minimize the disturbanlce Strictly execute the compensation standard approved by Hubei Wangiiayuan 12/7 1 Reasonable compensation rate 2003.8.23 Provincial Government to the file ducrinig construction Considered already 2003.8.23 Z5ioujiawozi 11/4 1 Reasonable access Strictly execute the compensation standard approved by I-lubei Village 16/4 1 Reasonable compensation. 2002.12.22 5 Guadiamiao Provincial Government ____Garden______150m Reconostruction of school sould be carefully designed to ensure No need for relocation, build odtin.niebrir 2002.12.22 --I Siping Primary School 11/8 1Iodtahn Strictly execute-the compensation Jiuguanping compensation, standard approved by Ilubei 2003.3.29 State-owned Forest 9/8 1 Reasonable Provincial Governi-ent ______GardeniI

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2002.12.18 Yangjiagou Village 5/5 I Greening work Considered already Strictly execute the compensation 2002.12.18 Youfanggou Village 5/6 1 Adequate compensation. standard approved by Hlubei Provincial Government 2002.12.18 Weijiapu Village 20/18 1 Restoration of irrigation facilities Considered already 2002.12.18 Xigou Village 27/20 1 Adequate passages should be provided at the road section in Considered already construction phase. Strictly execute the compensation 2002.12.18 llanjiagou Village 23/20 1 Reasonable compensation standard approved by Hubei Provincial Government 2002.12.19 Quyuanhedian Village 19/10 1 Restoration of irrigationi facilities Considered already 2003.3.28 Qingqu Veterinarian 2/1 1 Relocation should be reasonably conducted. Considered already Station 2003.3.28 Qingqu Hospital 4/4 1 Effective measure against noise impact Considered already Strictly execute the compensation 2003.3.28 Qingqu Power Station 6/4 I Reasonable compensation standard approved by Hubei Provincial Government Strictly execute the compensation 2003.3.28 Qingqu Enterprise 5/2 l Reasonable compensation standard approved by Hubei Management Station Provincial Government 2003.8.22 Zhujiawan 7/4 1 Promptly restore irrigation facilities Considered already 2003 3.27 Yun County Government 18/13 M Adequate passages should be provided at the road section in Considered already construction phase. Strictly execute the compensation 2003.3.27 Yun County Congress 20/7 M Reasonable compensation should be provided standard approved by Hubei .______Provincial Governmert 2002.12.20 Jiainliupu Village 15/11 I Adequate passages should be provided at the road section in Considered already 2002.12.20Jian_iupo Village 15/li construction phase. 2002.12.20 . Yangjiawan Village 17/10 1 Restoration of irrigation facilities Considered already 0 o Strictly execute the compensation 2002. 12.20 Huochelinig Village 17/11 I Reasonable compensation standard approved by Hubei , . __ .______Provincial Government 2003.8.22 Kejiayuan 6/5 l Construction camps far away from village Considered already

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already Hope irrigation system restored promptly Considered 2003.8.20 Wangiiawan 6/2 1 Considered already M Adequate passages should be provided at the road section in 2003.3.24 Zhangwan District 13/2 phase. Governmient construction Considered already Restoration of irrigation facilities and greening works 2003.3.24 rD Zh ng rict 20/6 M Congress already sufficient passes over expressway Considered S Chenjiazhuang 10/8 I Demand 2003.8.20 Strictly execute the compensation standard approved by Hubei 8/7 I Comply with state compenisation standards and leave sufficient 2003.8.21 _ Liu jiawan overpass and passage ways Provincial Government, Considered already ______already l[lope the alignment far away from the school Considered 2003.8.21 Lihjiawan Primary 6/4 ______~School already Restoration of irrigation facilities Considered 2002.12.16 Waduangang Village 17/13 1 Quick relocation Considered already 2002.12.16 Shazhoudaoban 15/6 1 should be concentrated in day time. llospital of Shazhou 6/8 I Construction activity 2002.12.16 Strictly execute the compensation by Hubei Reasonable compensation. standard approved 2003.3.27 Shazhou sale station 2/4 I Provincial Government ______already Quick relocation, studenits should have access to school. Considered 2002.12.17 Waduangang Primary 7/9 I School Considered already 1 Protect water source and cultivated land. 2002.12.17 < Lani iashang Village 6/4 Adequtepssagshslould be provided at the road section in- Considered already 1 Adequate passages struction ps 2002.12.17 n o Shujiagou Village 15/10 phase. 20 7 h o P yconstruction Considered already 1 Isolation facilities should be set up to protect students. 2002. 12.1 7 w _ ShuSjiagou Primary 14/10 already Restoration of irrigation facilities Considered 2002.12.17 Liaowa Village 25/12 I and agricultural vehicles Considered already Zhengjiawvan 4/3 I Eniough passes for outing 2003.8.21 Strictly execute the compensation standard approved by Hubei 6/3 1 Comply with state compensation standards 2003.8.21 Longquanwa Provincial Governnient .___.-____.__ Landscaping and greening Considered already 2003.8.22 Dangjiawan 8/5 I Considered already Water source should be restored or new one be provided. 2002.12.17 3 Zhengjiahe Village 20/17 M

238 Second Navigation Survey and Design Institute, the Ministry of Communication Fnvim-uuaiainpetA%iewsFdr ShrymiytloMairluangpan SectKxiuof Yinter -PfmigclgtlwayPtoject

2003.3.25 Galvanization plant 21/6 I Workshop should be rebuilt and compensation should be provided. Considered already 2003.3.25 Hujia Village 23/15 I Farmland should be protected. Considered already Fuxing

2003.3.25 Thermo-insulation 14/7 1 Workshop should be rebuilt and compensation should be provided. Considered already material plant of Shiyan City

2003.3.25 Electric Components 18/6 1 Workshop should be rebuilt and compensation should be provided. Considered already Plant 2003 3.26 Science Test Plant 12/5 I Workshop should be rebuilt and compensationi should be provided. Considered already Dongfeng 2003.3.26 Construction 24/9 M Workshop should be rebuilt and compensation should be provided. Considered already Company

2003.3.26 Automobile Parts 20/8 I Workshop should be rebuilt and compensation should be provided. Considered already Plant .

2003.3.26 Industrial Company of 16/2 I Workshop should be rebuilt and compensation should be provided. Considered already Shliyan City 2002.12.15 B3amiudi Village 22/8 1 Adequate passages should be provided at the road section in Considered already construction phase. 2002.12.15 Shuangloumen Village 15/14 1 Restoration of irrigation facilities Considered already Strictly execute the compensation 2002.1215 Liangjiagou Village 15/10 I Reasonable compensation standard approved by Hubei Provincial Government 2002.12.15 Maoping Village 20/21 1 Restoration of irrigation facilities Considered already 2002.12.15 Maoping Primary 16/10 l Safety signs should be set up at the road construction section to Considered already School protect students. 2002.12.15 Fenghuanggou Village 18/15 1 Greening work should be constructed . Considered already Strictly execute the compensation 2002.12.16 Liujiahe Village 17/18 1 Reasonable compensation standard approved by Hubei Provincial Government 2002.12.16 Liujiahe Primary 14/9 1 Safety signs should be set up at the road construction section to 2002.12.16 LiuSjiahe Primary 14/9 protect students. The construction site should be far from the Considered already School school.

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Table 8.6 Record of Public Opinion

public opinion Response Date Location People Iype Major ______~~~~~~~(rn/f)_ at the road section in Considered already 2002.12.13 Yuanyang Xujiapeng 7/2 I Adequate passages should be provided Town construction phase. 2003.3.24 Maojian District 4/1 M Speed up the project Government should be enhanced, and greening work 1rain workers to construct as per the 2003.3.~24 Maojiian District Congress 9/4 M Constr uction maniagement should be constructed. drawings environmental protection 2003.3.31 Shiyan Tourism Bureau 7/2 M Support the project, . Consult with governments again and M Reasonable design of link road to ensure a smooth traffic ostit gernmetaga 2003.3.31 Shiyan Planning Bureau 6/4 ______again at design stage Optimize alignment to minimize Shiyan Park Bureau 8/5 M Plant cover should be protected, and soil conservation works 2003.3.3 1 should be designed. vegetation damage. ready to accommodate more tourists. 2003.4.1 u: Wudangshan Mountain 10/7 M Support the project, and get 2 Scenic Spot Management bring development opportunity. 2003.4. 1 SO Fulongshan Mountain 9/4 M The project will ) Scenic Spot Management Minor impact on the park 2003.4.2 < Niutousihan Forest park 5/3 M the project. Increase 2003.4.2 Baimashan Scenic Spot 8/5 M The spot area will not be severely affected by Management of tourist volume will be accommodated. be followed in construction phase. 2003.4.2 Sifangshan Botanical 9/2 M Rule of good practice should Garden at the road section in Considered already 2002.12.13 Tongshugou Village 20/12 1 Adequate passages should be provided t: ~~~~~~~~~~~~~~~~~~constructioniphiase. the compensation . ~~~~~~~~~~~~~~~~~~~~~~~~~~~Strictlyexecute Reasonable compensation standard approved by Hubei . - Majiagou Village 19/13 I 2002.12.13 . Provincial Government 10Q . CD . facilities Considered already 2002.12.13 q Lijiayuan Village 3/5 1 Restoration of irrigation pay full compensation fee Slatigiter house of 12/3 1 Resettlement and compensation should be addressed as soon as Timely 2003.3.25 possible. ______Lijiayuan Village _ _

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transport system. As a result, traffic volume will be increased and large quantity of waste will be produced. However, according to the master plan for tourism development in Shiyan City, the government has expedited construction of infrastructure to tackle such potential problem. Section 5.7.2 of this report presents the detailed discussion.

8.5 Conclusion of Public Consultation

The feedback information from the public consultation exercise shows that the affected people know the project and are strongly supportive to the project. They think the project benefits overweigh the adverse impact. They are also satisfied with the proposed mitigation measures. Additionally, they demand a close cooperation between the governmelnt and community to effectively put these measures in place.

8.6 Record of Public Opinion

The record of the public consultation is summarized in Table 8.6 below. There are totally 2112 people participated in this exercise. In the table, M stands for public meeting,.and I for interviews. The participant government agencies cover the envir-onment, water conservancy, agriculture, tourism, landscaping and transport sectors. The congress includes the NGOs.

2335 Second Navigation Survey and Design Institute, the Ministry of Communicationi ofYIIlwu inteR-oviincialHighiwayPrject Eiivm entlImnpactAssssr-nenitFor ShiyantoMancuanguan Section

manner to the affected people. resettlement should be disseminated in timely be collected before the land \acquisition and The opinion of the affected people should the affected people should be abide by resettlement is carried out. Personal will of be provided in line with nationial policy when relocating theem. Compensation should should be carefully scheduled to avoid the to the affected people. The land acquisition busy season of agricultural production. be carefully designed to ensure that the Reasonable compensation measures should be lower than the level before the project. livelihood of the affected people would not

flyovers and 22 separate flyovers that could The design team has designed 6 inter-clhange Additional 20 passages and meet the long-term demand of the traffic growth. the traffic blocking problem. pedestrian bridges have been designed to eliminate at large, big, medium ancl small The design team also has designed 99 bridges, impact on irrigation facilities. size, and 126 culverts, to avoid the potential bridges) account for aboit 32% of Bridges and tunnels (excluding river-crossing Spined wire net or steel sheet net the whole road, with limited obstruction impacts. or residential center to secure the has been design at the road section near school safety of the students and residents.

the daily life of the roadside residents would As the construction will last for long period, restrictively follow the good practice: be affected. The construction team should therefore team should sign the contract for good practice; The construction is before the constructioni on the existing road Temporaiy access road should be constructed out to eliminate the traffic blocking problem; carried the divert the construction wastewater from Drain system should be constructed to irrigation system; vacation, school should be scheduled in the school The construction on the road section near up. and traffic signs and baffles should be set

Environmental Impacts impacts on environment. Following public It is apparent that the road project will cause focused witlh mitigation measure. concerns on environmental impacts would be

rule of good practice to minimize potential The construction team should follow the phase. Air-borne dust will cause problem environmental pollution during construction to the roadside residents. Water spraying of primary concern in hot summer season conducted by the construction team with exercise should be carefully designed and adequate frequency and quantity. impacts to the sensitive receptors durinig Noise and exhaust gas will cause primary measures should be put in place for operation phase. Mitigation and compensation There is few effective mitigation suclh sensitive receptors as hospital and school. greening and planting work is the measures against exlhaust gas impact. However gas impact. better means available to mitigate the exlhaust be brought into Shiyan City by the improved It is anticipated that large flow of tourists will

234 the Minist-y of Communication Second Navigation Survey and Design Institute, Envinment ImpactAssessrnentForShrllto Manchuanguan Section ofYinwu Iinteho-PvincialHighwayyPrject

provision of supporting facilities to secure the daily life of the roadside people would not be affected; They also require a strengthened management over the construction team to minimize the potential impacts to the villages. The environmental departments support the project. They will cooperate closely with the construction team to deliver a sound environment maniagement and supervision service, to minimize the environmllenital loss by the constructioni activity. The agricultural and water conservanicy departments think the project will be beneficial to the agricultural production and development. Therefore they hope the project to be completed as soon as possible. Additionally, they ask for a timely restoration of irrigation facilities during the construction phase. The tourism bureau and tourism spot managements think the project will promote the development of the local tourism sector. The new road will bring easy access to the tourists to Shiyan City, while the proposed alignment is far from these scenic spots. Landscaping departments ask for an extensive planting and greening work along the project. They require the design team to give adequate considerationi to greening works to make the project be a model greening work.

8.3.4Survey Result to Land Acquisition and Resettlement

The resettlement team has carried out the questionnaire survey in Dec. 2002 at the similar scope with the EA. The results of the survey are summarized below:

The national policy on resettlement and the project information are not adequately disseminated to the affected people. The environmental awareness is well developed among the affected people. They ask for greening work and noise barrier. Only 43.78% of the houselholds surveyed know the national policy on resettlement, but most of the people believe that they will receive reasonable compensation for land acquisition. They would follow the resettlement plan in support of the project. Additionally, most of the people expect the compensation to be provided preferably in cash term, and secondly in land term.

8.4 Analysis and Recommendation

Based on the public opinlionls anid the informiiation collected in the TOR development and the EIA, the public concerns are analyzed and recommendcationis are provided:

As the land acquisition and resettlement will directly affect the interest of the affected people, compensation and restoration measures slhould be in place to ensure that the livelihood of the affected people would not be lower than the level before the proj ect. The resettlement team should extensively disseminate the project information to gain more support and understanding by the public. Meanwlhile the national policy on

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