RECEIVED Y-7 E-278 98 JUL 2 - PM 2:58 VOL.3 PEOPLE'S REPUBLIC OF CHINA ANHUI PROVINCIAL HIGHWAY PROJECT HEFEI ~ GAOHEBU ~ ANQING EXPRESSWAY STATEMENT OF ENVIRONMENTAL IMPACT ASSESSMENT HIGHWAY RESEARCH INSTITUTE OF MINISTRY OF COMMUNICATIONS, P. R. CHINA JUNE 1998  fl. e o - * . O - *-. ~ * 6o o a.-. . o . * -. * - ~ .d* . ... 4. > *~ . **-*fl s . . 4 4 .. .* ..* - 4.4. ** 11  CHAPTER ONE INTRODUCTION 1 1 Background ...................... 1 1.2 Assessment Objectives ..................................1 1.3 Assessment Basis......................................2 1.4 Assessment Scope and Assessment Duration.............. .....3 1.5 Project Characteristics, Subject Selection and Environmental Protection Targets................................................................. 4 1.6 Assessment Methods and Focuses...............................................5 1.7 Assessment Standard...................5..........5 CHAPTER TWO PROJECT SURVEY AND ENVIRONMENTAL IMPACT ANALYSIS 2.1 Necessity and Geographical Position of the Project................7 2.2 Road Alignment and the Main Control Spots.............. .....8 2.3 Traffic Volume Forecast...... ..............9 2.4 Construction Scale, Main Technical Indices and Main Engineering Volume............. ........................ .....10 2.5 Investment Estimates, Funds Raising and Time Arrangements............11 2.6 Environmental Impact Analysis......................12 CHAPTER THREE ENVIRONMENTAL BASELINE AND ANALYSIS 3.1 Baseline of Ecological Environment and Analysis.... ..............15 3.2 Socioeconomic Conditions and Analysis.............. ......25 3.3 Baseline of Acoustic Environment and Analysis...............36 3.4 Baseline of Atmospheric Environment and Analysis...........42 CHAPTER FOUR ENVIRONMENTAL IMPACT PREDICTION 4.1 Prediction of Impact on Ecological Environment......... .......47 4.2 Prediction of Impact on Socioeconomic Environment..........59 4.3 Prediction of Noise Impact...........................65 4.4 Prediction of Impact on Atmospheric Environment...... ......85 CHAPTER FIVE ENVIRONMENTAL MITIGATION MEASURES 5.1 Alternatives Analysis. I 5.2 Design Period........................................ 14 -1 5 .3 Construction Period.................................... lob 5.40peration Period..................................... ID 5.5 Progress of Major EP Measures Implementation ............... 1o CHAPTER SIX - ENVIRONMENTAL MANAGEMENT AND MONITORING 6.1 Environment Management Departments and Personnel Requirements... .111 6.2 Environment Training.................................116 6.3 Environmental Monitoring Plan.... ............... ......118 CHAPTER SEVEN BRIEF ANALYSIS OF ENVIRONMENTAL ECONOMIC COST AND BENEFIT 7.1 Economic Assessment of the Project.......... .............121 7.2 Estimates on Environmental Protection Investment ..............123 7.3 Analysis of Environmental Economic Profits..................125 7.4 Brief Analysis on Environmental Benefit and Cost.... ..........127 CHAPTER EIGHT PUBLIC PARTICIPATION ...........................................128 CHAPTER NINE ASSESSMENT CONCLUSIONS 9.1 Conclusions of Environmental Baseline Assessment.... .........130 9.2 Conclusions of Environmental Impact Prediction and Assessment........132 9.3 Synthesized Assessment Conclusion....................135 ABBREVIATIONS AHHAB: Anhui High-grade Highway Administrative Bureau APCD: Anhui Provincial Communications Department APEMCS: Anhui Provincial Environmental Monitoring Central Station (A)PEPA: (Anhui) Provincial Environmental Protection Bureau APHAB: Anhui Provincial Highway Administrative Bureau EIA: environmental impact assessment EMP: environmental monitoring plan EP: environmental protection EPO: Environmental Protection Office GAH: Gaohebu-Anqing Highway HAE: Hefei-Gaohebu-Anqing Expressway HGE: Hefei-Gaohebu Expressway HRI: Highway Research Institute LEMS: local environmental monitoring station MOC: Ministry of Communications TOR: term of reference s PREFACE PREFACE The expressway section of Hefei - Gaohebu - Anqing in Anhui Province of the Shanghai - Chengdu Highway is part of the national artery highway framework which consists of two from-north-to-south highways and two from-west-to-east ones. It is one of the principal construction projects in the Ninth Five-year Plan of the country and of Anhui Province, and now it is trying to be listed into WB's construction loaning plans. The feasibility studies of the project started in 1993, and resulted in the Statement of Preliminary Feasibility Studies of the H - G Section and the G - A Section which was compiled by the Anhui Provincial Highway Survey and Design Institute and the Highway Plan and Design Institute of MOC. In June, 1996 MOC examined and approved the Proposal of the Hefei - Gaohebu Highway Project and submitted it to the National Planning Committee. The Statement of Engineering Feasibility Studies of the project was completed in August of that year. APHAB entrusted the HRI of MOC with the EIA job in July, 1996. In Jan., 1997, the environmental situations along GAH were investigated, and the TOR was revised according to the Statement of Engineering Feasibility Studies. In April, 1997, WB carried out the highway project, and went to some of the sections of the highway for an on-the-spot survey. The ElA work has been done under the support of departments of Anhui Province such as APCD, APHAB, the Provincial Highway Survey and Design Institute, the Provincial Environmental Protection Bureau and the Provincial Environmental Monitoring Station. We would like to express our hearty thanks to them. &  CHAPTER I INTRODUCTION CHAPTER ONE INTRODUCTION 1.1 Background With the Anhui. High. Fr. [1996] No. II Document and according to relevant national environmental protection laws and regulations, the Anhui Provincial Highway Administrative Bureau entrusted the Highway Research Institute of MOC with the EIA of this project. A group of EIA workers made an on-the-spot survey to the Hefei ~ Gaohebu Section and the Gaohebu - Anqing Section in early September, 1996, and completed the first draft of the TOR. The draft of TOR ready for examination was finished in February, 1997 on the basis of the Statement of Engineering Feasibility Studies. In April, NEPA entrusted its Estimation Center of Environmental Engineering to sponsor the technical examination of the TOR, and on April 16, NEPA rendered its comments on the TOR in the Envir. Super. Constr. [1997] No. 098 Document. The monitoring of environmental baseline has been undertaken by the Anhui Provincial Central Station of Environmental Monitoring, who provided the relevant data. Investigations on public participation have been done with the help of the local communications bureaus along the route. The monitoring data obtained from the control spots and other information have been analyzed, calculated and synthesized by the EIA group in different subjects, on the basis of which the Statement of EIA of this project was compiled. 1.2 Assessment Objectives (1) Provide qualitative or quantitative description, prediction and assessment of the range and degree of impact of the project on the social, economic, natural and ecological environment and life quality of areas along the route in periods of design, construction and operation of the . highway, and provide basis for the best choice in route selection; (2) put forward feasible mitigate and compensative measures for the . pollution and local damage of vegetation caused by the construction and operation of the project, and thus minimize the adverse effects and provide basis for further environmental engineering design; CHAPTER I INTRODUCTION (3) provide information and scientific basis in perspectives of environmental protection and macroeconomy for the environmental management of the project and the economic developing plan of areas along the line, and provide the policymakers with effective evidence of a coordinate and continuous development of socioeconomy, communications and environmental protection in areas along the line. 1.3 Assessment Basis (1) The National Environmental Protection Law of P. R. China; (2) The National Water and Soil Conservation Law of P. R. China; (3) The National Land Administration Law of P. R. China; (4) The National Noise Pollution Prevention and Control Law of P. R. China; (5) "(86) National Environ. No. 003 Document: Environmental Protection Methods of Construction Projects"; (6) "NEPA et al. (1993) No.324 Document: Notice on Strengthening the Administration of EIA on Projects Funded by International Financial Organizations"; (7) "Ministry of Communications (90) No. 17 Order: Environmental Protection Methods of Communications Construction Projects"; (8) "Norms for EIA of Highway Construction Projects" JTJO05-96; (9) " Technical Guidelines of EIA: Acoustic Environment" HJ/T2.4-1995; (10) "Detailed Implementation Principles of Environmental Protection Management of Construction Projects", Anhui Provincial Environment Committee, Provincial Planning Committee and Provincial Economy Committee; (11) "Temporary Provisions on EIA of Construction Projects" (for trial implementation), Anhui Provincial Department of Environmental Protection of Urban and Rural Construction; (12) "Statement of Engineering Feasibility Studies of HGE in Anhui Province of the National Artery Highway Shanghai - Chengdu", Anhui Provincial Highway Survey and Design Institute and the Highway Planning and Design Institute of MOC, July, 1997; 2 CHAPTER I INTRODUCTION (13) Comm. Let. Plan. [1996] No. 238 "Letter on the Examination and Comments on the Project Proposal of the Hefei - Gaohebu Highway", MOC of P.R. China; (14) Anhui. Comm. Prin. (96) No. 27 Document: "Request Submitting the Preliminary Feasibility Studies (as the Project Proposal) of Constructing Section Hefei - Gaohebu of the Shanghai - Chengdu Highway with WB Loans", Anhui Provincial Communications Department; (15) TOR of HGE in Anhui Province of the Shanghai ~ Chengdu Highway; (16) Envir. Moni. Constr. [1997] No. 098 "Letter in Reply Concerning the Examination and Comments on the TOR of HGE in Anhui Province of the Shanghai - Chengdu Highway", NEPB; (17) Nat. Envir. Est. Cen. [1997] No. 026 Document: "Estimating Comments on the TOR of HGE in Anhui Province of the Shanghai ~ Chengdu Highway", the Environmental Engineering Estimate Center of NEPB; (18) Envir. Nat. Lets. [1997] No. 109 and [1997] No. 180: "On Confirmation of the EIA Implementation Norms of HGE in Anhui Province of the Shanghai - Chengdu Highway" and the Supplementary Comments, APEPB. 1.4 Assessment Scope and Assessment Duration (1) Assessment scope. According to the characteristics of the environmental impact during the construction and operation periods, the assessment scope of ecological, acoustic and atmospheric environments is defined as within 200m from the central line of the proposed highway, which may be expanded if there are some sensitive spots such as schools, hospitals or residential areas. The assessment scope of socioeconomic environment is normally defined as within the directly influenced areas. (2) Assessment duration. It is divided into 2 periods of construction and operation, with the years of 2001, 2010, and 2021 as the representatives. 3 CHAPTER I INTRODUCTION 1.5 Project Characteristics, Subject Selection and Environmental Protection Targets 1.5.1 Project characteristics HAE is a newly constructed, large scaled project which has great significance. Since its construction and operation will bring far-reaching influence to bear upon the natural and social environments along the line, it is necessary to make a detailed EIA for this development project. 1.5.2 Subject selection Ecological environment impact assessment; Social environment impact assessment; Acoustic environment impact assessment; Atmospheric environment impact assessment; Public participation; Brief analysis of environmental economic costs and benefits. 1.5.3 Environmental protection targets They are water and soil conservation in sections of cutting and high filling, and protection of residents' health and school activities within the assessment scope. See Table 1-5-1. Table 1-5-1 Environmental Protection Targets Environmental Main protection targets Construction or Period impact pollution behavior Pre- land occupation resettlement of residents land-occupation by construction & resident's the project period resettlement Construction damage to within 30m from both sides of cutting and filling period ecological envir. the road damage to within 30m from both sides of ditto vegetation the road & at borrowing sites soil erosion water pollution within 30m from both sides filling & bridge along the highway construction construction noise living quality of residents near mechanical work the construction site and along and transportation the temporary roads of road-building materials TSP pollution ditto ditto Operation traffic noise schools, residential spots with transportation & period pollution & gas more than 50 families each pollutant emissions I pollution from motors 4 CHAPTER I INTRODUCTION 1.6 Assessment Methods and Focuses 1.6.1 Assessment methods According to the characteristics of highway projects, the principle of "combining spots and lines and taking spots in place of lines" is adopted. For acoustic and atmospheric environments, model calculation is used in the prediction; comparison with the implementation norms and the method of single-item index are used for the assessment. For ecological and social environments, investigations and analyses are used. 1.6.2 Assessment focuses They are the impact assessment of ecological environment and acoustic environment. 1.7 Assessment Standard (1) Type II in GB3838-88 "Ground Water Environment Quality Standards" is used for water environment. (2) Type IV in GB3096-93 "Urban Local Environment Noise Standards" is used for the acoustic environment of residential spots within 200m from the central line of the road, whereas Type II is used for that of sensitive spots of culture, education and health. (3) Grade II in GB3095-96 "Atmospheric Environment Quality Standards" is used for the atmospheric environment. The specific value limitations are extracted as following tables. Table 1-7-1 Soil Environment Quality Standard (extracts) (class-2) mg/kg PH <6.5 6.5-7.5 > 7.5 Pb 250 300 350 Table 1-7-2 Irrigation Water Quality Assessment Standard (extracts) mg/L , Excluding PH Items PH Suspended CODcr Total lead Petroleum oil Substance standard value 5.5-8.5 < 150 < 200 1 0.1 4 5.0 5 CHAPTER I INTRODUCTION Table 1-7-3 Ground Surface Water Quality Assessment Standard (extracts) (class-2) mg/L, Excluding PH Items PH CODcr Total lead Petroleum oil standard value 5.5-8.5 - 15 < 0.05 < 0.05 Table 1-7-4 Urban Environmental Noise Standards (extracts) Equivalent Acoustic Level (LA,dB) Class Daytime Night Class-2 60 50 Class-4 70 55 Table 1-7-5 Construction Working Sites Noise Limits Equivalent Acoustic Level (LA,dB) Construction Main noise Noise limited period resource day night cut and fill bulldozers, excavators, trucks 75 55 pile driving all kinds of pile drivers 85 forbidden composition concrete mixers,vibrating rods,electric saws 70 55 fitting up cranes, elevators 65 55 Table 1-7-6 Noise Hygienic Standard of Industrial Enterprises working hours in noise (h) noise level permitted dB (A) 8 85 4 88 2 91 1 94 105 is the maximum Table 1-7-7 Atmospheric Environmental Standards (extracts) (class-2) mg/m' Pollutants Total Suspended Particles (TSP) Nox CO concentration daily average 0.30 0.10 4.00 limit average per hour / 0.15 10.00 6 CHAPTER II PROJECT SURVEY AND ENVIRONMENTAL IMPACT ASSESSMENT CHAPTER TWO PROJECT SURVEY AND ENVIRONMENTAL IMPACT ASSESSMENT 2.1 Necessity and Geographical Position of the Project 2.1.1 Necessity of the project (1) It is necessary in the construction of national artery highway system and in the economic development of the Yangzi River Delta. HAE is connected in Anhui Province to two national artery highways of Shanghai ~ Chengdu and Beijing ~ Fuzhou, and meanwhile it is part of the east-west passage of the Yangzi River Delta. The Shanghai - Chengdu Highway is a major project which is to be finished during the Ninth National Five-year Plan; it will function in forming an artery in the land transportation network of the Yangzi River Economic Zone and thus creating favorable conditions for the development of the Zone and especially, the Delta. (2) It is necessary in the formation of transportation network along the Yangzi River in Anhui Province. The transportation network of South Anhui Area locates its framework in the Yangzi River Basin, in which there are six cities and prefectures: Chaohu Prefecture, Anqing Prefecture, Ma'anshan City, Wuhu City, Tongling City and Chizhou Prefecture. With its development radiating its influence onto the development of the two wing-areas, this area occupies an important position in the economy of the province. The Hefei - Gaohebu Highway is a principal one among the north-south highways in Anhui, and is closely related to the highways along the Yangzi River in the economic zone. (3)It is necessary in the development of the middle and south areas of the province. The HGE will establish an artery expressway for the mountainous areas of South Anhui and the eastern areas of Dabieshan Mountains, which will connect these areas to the capital Hefei and the developed areas of Shanghai and Nanjing. (4) It is necessary in bringing out the radiating influences of the open harbor of Anqing upon the inland, middle areas of the province. 7 CHAPTER II PROJECT SURVEY AND ENVIRONMENTAL IMPACT ASSESSMENT (5) It will improve greatly the transport conditions of Section Hefei - Anqing of No. 206 National Highway. (6) The construction of Section Hefei - Jiezidun will enhance the overall quality and capacity of the highways in Anqing City, and will bring great influence to bear upon the city's development in the Ninth Five-year Plan period and even in the next century. Furthermore, with Anqing being the economic and cultural center of Southwest Anhui and located between the Shanghai - Chengdu Highway and the proposed highway along the River, a reasonable connection of the city to the highway is required not only by the socioeconomic development of the city but by the establishment of highway networks. So it becomes a task of top priority to build the Gaohebu - Anqing Highway so as to bring out the radiating functions of the highway network. 2.1.2 Geographical position of the project See Attached Maps 1 and 2. 2.2 Road Alignment and the Main Control Spots 2.2.1 Road alignment The general extension of HGE is from north to southwest, and the general extension of GAH is from north to southeast. 2.2.2 Main control spots (1) Hefei ~ Gaohebu Expressway. The recommended route starts from Xiaoxichong of Section Da-Long of No. 312 National Highway, through Yandunji, Sishilixiang, across the Zhongpai River, the Hefei ~ Tongling Highway (at Yandian), the Fengle River (at Fengle Town), the Shu-San Highway (at Sangshudian), the Hangbu River (through Guanghan Bridge), through West Fuyuan Township and across the Jun- Er Highway at Changgangtou, and then through Mayan, Ketan -and Gemiao to Jigongmiao at the east of Tongcheng City, across the Tong ~ Zong Highway, through Baimamiao, Tianlin, across the Guache River, the Bonian River and the Renxing River, and ends at Gezidun. (2) Gaohebu - Anqing Class I Highway. It starts from east of Gezidun, through Lake Sanyasi, Liangting, and Wuheng, and ends near Zongpu Town. 8 CHAPTER II PROJECT SURVEY AND ENVIRONMENTAL IMPACT ASSESSMENT 2.3 Traffic Volume Forecast Table 2-3-1 Traffic Volume Forecast of HGE (in terms of cars, vehicle/day) Representative year 2001 2010 2021 Section Traffic vol. plan Xiaoxichong- high 22012 45256 73624 Yandian middle 21100 41570 65468 low 20346 36474 54522 Yandian- high 24170 49028 76606 Shusan Line middle 23176 46056 68694 low 22334 41418 59690 Shusan Line- high 21744 41044 67894 Changgangtou middle 20914 38126 59938 low 20172 33794 52090 Changgangtou- high 15854 36996 64012 Mayan middle 15194 33320 54860 low 14634 28844 45522 Mayan- high 15854 32506 56858 Tongcheng middle 15194 29212 48492 low 14634 25188 40002 Tongcheng- high 16490 31330 55236 Gezidun middle 15660 27984 46228 low 15000 24288 38512 Total average high 18947 37764 63547 middle 18138 34480 55146 low 17459 30225 46474 9 CHAPTER II PROJECT SURVEY AND ENVIRONMENTAL IMPACT ASSESSMENT Table 2-3-2 Traffic Volume Prediction of GAH (in terms of cars, vehicle/day) Representative years 2001 2010 2021 Section Traffic vol. plan Gezidun- high 22912 36990 59066 Wuheng middle 21788 33998 49520 low 20956 30952 43906 Wuheng- high 22718 36854 66326 Zongpu middle 21584 33868 49900 low 20790 30906 42600 Total high 22834 36936 59569 average middle 21706 33946 49672 low 20890 30934 43385 2.4 Construction Scale, Main Technical Indices and Main Engineering Volume 2.4.1 Construction Scale HGE is 126.02km long, with the subgrade being 28.Om wide. It will be constructed according to the standard for four-lane expressways. GAH is 27.47km long, and adopts the standard for four-lane class- one highways with the design vehicle speed being 1 00km/hr. 2.4.2 Main technical indices Table 2-4-1 Main Technical Indices Item / Section HAE GAH topography plain & rolling area plain & rolling area grade of road expressway grade-1 highway calculated vehicle speed 120 (km/hr) 100 (km/hr) subgrade width 28.0 m 24.5 n carriage way width 2*7.5 m 2*7.5 m stopping sight distance 210m 160m minimum radius of horizontal curve 1,550m 700m maximum longitudinal gradient 2% 4% design vehicle load for bridges and culverts automobile-super 20, trailer- 120 design flooding frequency extra-large bridge: 1/300; large, medium or small bridge: 1/100 10 CHAPTER II PROJECT SURVEY AND ENVIRONMENTAL IMPACT ASSESSMENT 2.4.3 Main engineering volumes Table 2-4-2 Main Engineering Volumes of HAH Item Unit HGE GAH Remarks land- mu 15160.502 2507.86 incl. that for interchange, acquisition borrowing & temporary acquisition building n2 156790.92 8460 remove removement of piece 251/25 57/6 power/tele- comm. Wire subgrade vol. n 11380242 2644578 not incl. big & middle _ _ _bridges engineering 222388.22 61044 not incl. big & middle protection vol. bridges bituminous m2 2837155 55022 not incl. big & middle pavement bridges, GAH paved with cement concrete large bridge m/br. 5488.46/9 764/1 mid-sized brdg. m/br. 1385.6/26 35/1 small bridge m/br. 770/37 36/2 culvert 644 137 interchange 7 1 grade 53 20 separation underpass for 203 23/9 pedestrian & automobiles overcrossing 23 6 safety facility road km 126.018513 27.47 service facility road km 126.018513 27.47 1 service area on HGE manag. facility road km 126.018513 27.47 toll coll. road km 126.018513 27.47 5 tollhouses on HGE & I facility on GAH enviro. protect. road.km 126.018513 27.47 2.5 Investment Estimates, Funds Raising and Time Arrangements 2.5.1 Investment estimates The estimated cost of HGE is RMB 340697.1438 million yuan, with the average cost per kilometer being RMB 2703.5165 million yuan. The estimated cost of GAH is RMB 496.843636 million yuan. II CHAPTER II PROJECT SURVEY AND ENVIRONMENTAL IMPACT ASSESSMENT 2.5.2 Funds raising The construction funds are primitively supposed to be raised from three sources: (1) HGE: US$ 200 million of WB loans; RMB 629.40 million yuan of MOC subsidy; RMB 1103.575084 million yuan of self-raised funds by Anhui Province, divided between APCD and the local governments. (2) GAH: US$ 30 million of WB loans; RMB 82.70 million yuan of domestic loans; RMB 165.380636 million yuan of self-raised funds by Anhui Province, divided between APCD and the local governments. 2.5.3 Time arrangements (1) HGE. All the pre-construction work was to be finished by the end of September, 1998; the construction is to begin in October, 1998; the construction is to be completed in October, 2001, lasting 3 years. (2) GAR. the engineering feasibility studies were to be completed by the end of August, 1997; the prelimiary design is to be finished by March, 1998; the working drawing design and land occupation and resident re-location are to be completed by the end of September, 1998; the construction is to start in October, 1998; the construction is to be finished in October, 2001, lasting 3 years. 2.6 Environmental Impact Analysis Impact in design period: the location of the alignment of the highway involves everlasting and temporary occupation of cultivated fields and forests and the remove of buildings. The impact thus produced on the community development, land use, residential life and natural and human views of the area should be reduced as much as possible. Impact in construction period: at the borrowing sites and cutting and filling sections, damage will be made to the vegetation and to the living conditions of creatures here, and soil erosion will be worsened; meanwhile the water flowing state will be changed temporarily. The transportation and mixing of construction materials will produce a large quantity of flying dust and pollute the air. Noise made by the machinery will affect the normal activities of the nearby schools and the living conditions of the residents. The construction traffic will disturb the original traffic order the existing roads and thus cause more inconvenience and even accidents. Impact in operation period: the impact of traffic noise will be more and more serious with the increase of traffic volume; the pollutants in tail 12 CHAPTER II PROJECT SURVEY AND ENVIRONMENTAL IMPACT ASSESSMENT gas emitted, like CO, TSP, NOx, lead, and petroleum oil , will pollute the air, soil and crops. Besides, as the local protection engineering needs time to be stabilized and vegetation be restored, soil erosion remains a problem. Based on the above analysis and the environmental characteristics of the proposed highway, the screened impact factors possibly brought about by the project are shown in Table 2-6-1. Table 2-6-1 Screened Environmental Impact Factors Impact Impact Construction Operation factor stage stage social transport network and national economy 0 0 & land-acquisition, land utilization, development 0 O zone economic resettlement, division of village, living 0 O conditions traffic accident 0 0 natural view S 0 ecological plant destruction, water and soil erosion 0 0 soil and crops O 0 water environment 0 0 noise living conditions and school activities 0 0 air flying dust, TSP 0 0 tail gas (NOx, CO) 0 O Note: S serious impact; 0 general impact; 0 small impact 2.7 Alignment Alternative Selection & Environmental Impact Analysis 2.7.1 Alignment alternative selection Three alignment alternatives are proposed in the Statement of Preliminary Feasibility Studies completed in 1996, and Alternative I is recommended for construction. It is considered as feasible by provincial specialists. Based on this, the Statement of Engineering Feasibility Studies suggested 3 alternatives, which are Alternative I: the East Route (to the east of He-Jiu Railway), Alternative II: the West Route ( to the west of He-Jiu Railway), and Alternative III: the middle Route (the incorporation of I and II). Through a synthetic comparison between the 3 and qualitative and quantitative analyses, the Statement proposes that the East Route is feasible. 13 CHAPTER II PROJECT SURVEY AND ENVIRONMENTAL IMPACT ASSESSMENT 2.7.2 Analysis of environmental impact of alignment alternatives (1) the East Route HGE is shared by 3 highways (2 national artery highways of Shang- Cheng and Jin-Fu, and the Hefei-Tongling-Huangshan Provincial Highway). So it must be as short and convenient as possible. Besides, a short route has less pollution on the environment, and lower transport cost and higher investment profit. It avoids the adverse impact on the environment of Hefei City which is likely to be caused by the 10km-long detour around the southern part of the city in the other 2 alternatives. It is well coordinated with the development plans of the major towns and cities, meets the requirement of "approach instead of enter, and benefit instead of interfere", and has less impact on the acoustic and atmospheric environment. The land-acquisition covers 18128.4 mu. However, with the government-supported readjustment of the fields for the involved farmers, the impact will be reduced. Compared with the West Route, there is less cutting in the mountainous areas and thus less soil erosion during the construction. (2) the West Route It is 10km longer than the East Route, and brings about more air and noise pollution to the environment of Hefei City. A large part of the route is located by the Dabie Mountains, and thus there are long cutting and filling sections. Hence large slope surface and serious soil erosion. The areas passed are underdeveloped, and so the socioeconomic benefit will be less significant. (3) the Middle Route It as well causes bigger pollution to Hefei City. It has the longest alignment of the 3, and thus causes the biggest environmental pollution. It can be seen from above that the East Route has the least impact upon the ecological, social, acoustic and atmospheric environment of the passed areas. Therefore, viewed from an environmental perspective, it seems reasonable for the Statement of Feasibility Studies to recommend the East Route. 14 CHAPTER III ENVORNMENTAL BASELINE AND ASSESSMENT CHAPTER THREE ENVIRONMENTAL BASELINE AND ASSESSMENT 3.1 Baseline of Ecological Environment and Assessment 3.1.1 Natural environment 3.1.1.1 Topography and landforms In natural geography the project area belongs to the Changjiang River and Huaihe River Hilly Areas, and is located to the south of the Changjiang-Huaihe Watershed. The landforms along HGE are composed of two types: the low mountains and hills, and the river valley plains and waving plains. In the first type there are sections of KO-K13, Kl 7-K26, K40-K106, K109-K114, K118-K1 19, and K124-K125+880; the ground elevation is between 12m and 50m, with ditches alternating with hills and the slopes gently extending. Sections in the second type are K13- Kl7 in the Pai River Alluvial Plain, K26-K40 in the Fengle River and Hangbu River Alluvial Plain, K106-K109 in the Longmian River Alluvial Plain, K114-K118 in the Guache River Alluvial Plain, and K 119-K124 in the Bonian River and Renxing River Alluvial Plain. The ground elevation of the first three sections is between 6.50m and 9.00m, and that of the other two sections is between 15.00m and 17.1 Om. Totally, the sections in the hilly areas add up to 95.88m, while those in the alluvial plain areas add up to 30.00m. The dominant landforms along GAH are low mountains and hills, with ditches and hills alternating with each other. The cutting sections add up to 7.25km, and the filling sections add up to 18.55km. 3.1.1.2 Geology The project area is located in the jointing part of neocathaysian the second upwarping zone and the Qinling Mountain Latitudinal Structural Zone at the front arc of the east wing of Huaiyang E-shape structure. After many structural activities, the folds and rifts have grown, such as those rift zones of Tanlu, Shimenshan, Chihe River - Tai Lake, Jiashan - Lujiang, Shushan, Luan - Hefei and Mozitan. 15 CHAPTER III ENVORNMENTAL BASELINE AND ASSESSMENT 3.1.1.3 Earthquake According to the basic seismic intensity division, Hefei - Lujiang Section is in magnitude 7 zone, while Lujiang ~ Gaohebu Section in magnitude 6 zone. 3.1.1.4 Meteorology The project area is within the subtropical moist monsoon climate zone, with characteristics of remarkable monsoon, distinct seasons, mild climate and moderate rainfall. It is cold in winter and in summer, and mild in spring and autumn; the seasonal changes are remarkable. The annual average temperature through years is 15-17 C; the winters and summers are long, whereas the springs and autumns are short. The lowest average temperature in winter is round -2 C, with December and January as the coldest months, and the low temperature extreme is -15 ~-20 C; the highest average temperature in summer is round 34 V, with July and August as the hottest months, and the high temperature extreme is 39.8 - 41 C. The annual amount of precipitation is about 1000 - 1500mm, with the annual average through years being 989.3 ~ 1327.3mm; the minimum amount is 627.9mm, and the maximum is up to 2092.1mm. The daily maximum rainfall amount is as much as 214.7mm; the longest continuous rainfall lasted 18 days. The division of precipitation is uneven through the year: it is concentrated during the period of April ~ August, which is the flood season and takes 55 ~ 66% of the precipitation of the whole year; from November till the next February it has less rain which covers 13.7% of that of the whole year. The amount of precipitation tends to be distributed decreasingly with the increase of latitude. The annual evaporation amount is 1200 ~ 1600mm, with the annual average through years being around 1400mm; evaporation is concentrated in June - August, and becomes weaker in December ~ February. The annual average relative humidity is 76%, with the humidity in July, August and January being higher and that in November and December lower; the annual average relative humidity difference is as small as 7%. The frost-free season lasts about 230 days. 16 CHAPTER III ENVORNMENTAL BASELINE AND ASSESSMENT 3.1.2 Vegetation Apart from herbs and a small quantity of bushes, there are already no woods in the primitive natural vegetation along the highway. The project area is basically agricultural, so agricultural ecology becomes the dominant. The main crops are paddy rice, rape, wheat, cotton, beans, sweet potato, sesame, and corn. In winter there are planted some green manure crops. The paddy rice is reaped in two crops a year, with the average production as 800 - 1200kg/mu; the ginned cotton average production is 125 - 150kg/mu. The production of other crops is not quite high: about 150kg/mu of beans, about 100kg/mu of sesame, and about 350kg/mu of corn, etc. The paddy fields occupied by the highway are mainly high-production ones with high multiple crop indices, and are one of the main producing areas of grain, cotton and oil of the province. Besides, there are some vegetables planted near the villages, such as cucumber, egg plant, tomato and other vegetables of the season. There is little forest in the project area. On the gentle slopes and hills there are some artificial forests, in which at present only young trees are found, which are mainly pines and China firs. In some townships there are some self-run tree farms. Other scattered trees include plane trees, white poplars, willows and Chinese scholartrees. It can be seen therefore that forests take a very small pait in the project area, and the percentage of forest cover in the forestry area is .lower than 10%. No protected wild plants are found in the project area. 3.1.3 Animals The project area stretches from the south of the Changjiang-Huaihe Hilly Areas to the bank plain of the Changjiang River. This area has a long history of human cultivation, and the large wild animals which used to be here have long been migrated to somewhere else with the frequent human activities and the increase in population density. All that remained here are only frogs, snakes, field voles, insects and some ordinary birds like sparrow, turtledove, crow, and magpie. No protected wild animals are found in the project area. The domestic animals are mainly cattle, horse, mule, sheep, pig and dog; the domestic fowls are mainly chicken, duck, and goose. In some pools there are some artificially grown fishes like carp, crucian carp, and grass carp. 17 CHAPTER III ENVORNMENTAL BASELINE AND ASSESSMENT 3.1.4 Soil 3.1.4.1 Geology and the distribution of soil The engineering geologies of the area passed by the highway belong to different alluvial layers. The sections of the alluvial layer of Qizui Group of Upper Pleistocene Series are KO-K14, Kl 7-K28, and K40-K70; those of the alluvial layer of Fengle Town Group of Holocene Series are K14-Kl7 and K28-K40; those of the alluvial layer of Wuhu Group of Holocene Series are K70-K90 and KI 01-KI 02; those of the alluvial layer of Xiashu Group of Upper Pleistocene Series are K90-K1 10 and K102- K125+880. The alluvial layer of Holocene Series, Quaternary System is distributed mainly at the river valley plains along the line and forms flood land. It is more developed at the river valley plains of the Pai River, the Fengle River, the Hangbu River, the Bainian River and the Renxing River. The upper river flood land phase accumulation is mostly of clay loam and sandy loam composed of a small amount of iron-manganese module and of organic substances. The alluvial-pluvial layer of Upper Pleistocene Series, Quaternary System is distributed extensively on the interstream strips of the areas where the route stretches through, Class I and Class II terraces and generally mound-shaped landforms are formed. The lithologic character is stable; clay and clay loam are the main components. The soil consists of a large amount of grayish white Kaolin, iron-manganese nodule and calcareous concretion. Other types of alluvial layers are also exposed in small amounts in the areas passed through or near the route, such as the alluvial-pluvial payer of Miopleistocene Series, Quaternary System, the Tertiary System, the Cretaceous System, the Jurrasic System, and the Presinian System. Thanks to the long history of paddy rice planting, there has formed paddy rice soil, whereas the soil type of the hilly areas between the Changjiang River and the Huaihe River is brown-yellow soil. 3.1.4.2 Monitoring spots arrangement and sample collection The factors influencing the soil quality in the project area should be considered in perspective. Four representative soil sample spots are selected, and the monitoring factors include pH, organic substance content and total lead content. For the monitoring spots position see Attached Figure 5. 18 CHAPTER III ENVORNMENTAL BASELINE AND ASSESSMENT 3.1.4.3 Monitoring subjects and analytic methods Table 3-1-1 Monitoring Item and Analytic Method of Soil Item Analytic method Lowest detected limit PH glass electrode 0.01 Pb atom absorption spectrophoto 0.01mg/kg Organic substances heavy chromium acid salt 3.1.4.4 Monitoring result Table 3-1-2 Soil Monitoring Result location environment PH organic substances Pb(mg/kg) Wuheng vegetable field 6.28 2.95 (%) 19.49 Dazhonggu wheat field 6.89 0.05 (%) 24.60 Changgangtou wheat field 5.00 1.95 (%) 15.48 Caoguantang vegetable field 6.94 0.71 (%) 23.24 3.1.4.5 Baseline assessment The background value of organic substance content in the cultivated soil in Anhui Province is 0.36 - 11.25%, the 90% value is 4.69%, and the geometric average is 2.00%. From the status quo monitoring result it can be seen that the organic substance content in the soil along the highway is all within the limits of background value, except that of Dazhonggu (Yuzhuang). The soil is acid of medium. The status quo value of lead in the soil is smaller than the geometric average of national soil lead content. Table 3-1-3 shows the calculation result of the background value of soil lead content (layer A). 19 CHAPTER III ENVORNMENTAL BASELINE AND ASSESSMENT Table 3-1-3 Comparison between the Calculation Result of Soil Lead Content Background Value Unit: mg/kg Minimum 90% Maximum Geometric average whole country 0.68 43.0 1143.0 23.6 Anhui 11.1 33.7 1143.0 26.0 paddy field soil 6.5 60.2 123.0 31.4 along the highway 15.48 24.60 20.7 Changjiang-Huaihe hills 8.75 36.25 74.13 25.38 The baseline assessment adopts the method of single factor index Pi= Ci/Si, in which, Pi--- pollution assessment index; Ci ---- the actual monitoring value; S, ---- the standard value chosen for the assessment. The assessment uses Grade II in GB15618-95 "Norms for Soil Environmental Quality", with the concrete standard limits shown in Table 1-7-1. The soil sample status quo monitoring results in the fact that the pH value of the two samples from Changgangtou and Wuheng are both smaller the 6.5, using the lead assessment limit value of 250 mg/kg, whereas those of the two samples from Dazhonggu and Caoguantang are between 6.5 and 7.0, using the limit value of 300 mg/kg. For the division of soil lead pollution levels see Table 3-1-4. Table 3-1-4 Division of Soil Lead Environment Quality Indices Pollution level non-pollution light pollution medium heavy pollution pollution Index P value 1 1.0 1.0 2.5 2.5 - 7.0 > 7.0 Compining the soil lead status quo monitoring result and the corresponding assessment standard, calculations can be made on the soil lead environment quality indices. See Table 3-1-5. Table 3-1-5 Soil Lead Environment Quality Indices Location Wuheng Dazhonggu IChanggangtou Caoguantang Index P value 0.08 0.08 0.06 0.08 It can be seen from Table 3-1-5 that the lead environment quality indices of the four soil monitoring spots are all lower than 1.0. So conclusions can be made that the lead content in layer A soil along the highway is within the normal. 20 CHAPTER III ENVORNMENTAL BASELINE AND ASSESSMENT 3.1.5 Baseline and assessment of ground surface water 3.1.5.1 Baseline of the main rivers and ponds along the highway The main rivers crossed by HAE are the Pai River, the Fengle River, the Hangbu River, the Longmian River, the Guache River, and Bainian River and the Renxing River, the most of which are rain-source rivers that cease to flow in the dry season, whereas tend to have floods in the rainy season. Besides, the highway also crosses about 45 streams and irrigation canals, among which the Shulu Irrigation Canal is the largest one, which meets the highway at K63+850. See Table 3-1-6 for the general situations of the rivers. Table 3-1-6 Baseline of Rivers along the Highway No Stake River name Trunk River Courses 20 years' . number length basin area flooding vol. I K14+870 Pai River, into 22.79 584.6 level-3 710 mIs Chao Lake km km2 (river mouth) 2 K29+600 Fengle River, into 2124 level-6, 1400 m3/s Chao Lake kM2 45km (river mouth) 3 K36+400 Hangbu River, into 2122 level-6, 2180 ml/s Chao Lake km2 15km (river mouth) 4 K107+120 Longmian River, 25 km 316 no / into Changjiang km' River 5 K 116+400 Guache River, into 26 km 328 no / Changjiang River km2 6 K120+550 Bonian River, (Dasha River) into Chang-jiang River 43 km 1359.9 no / 7 K122+550 Renxing River, km2 (Dasha River) into Changjiang River There are plenty of small ponds within the assessment scope. Table 3-1-7 gives the stakes numbers, distances from the highway and areas of all the named ponds (or reservoirs) within the assessment scope. The major function of all these water bodies is agricultural irrigation. 21 CHAPTER III ENVORNMENTAL BASELINE AND ASSESSMENT Table 3-1-7 Major Ponds (and Reservoirs) along the Highway No Stake no. Distance btw. Road central Name of pond Area (m') ._ _ line & pond edge I K39+100 30m to west of road Xiaotangwa 150*250 Reservoir 2 K44+500 100m to east of road Duotang 200* 100 3 K46+500 60m to east of road Liangqiaodatang 200*120 4 K54+000 road crosses the pond Qixingtang 220*150 5 K66+400 150m to east of road Lixin Reservoir 300*250 6 K73+150 I00m to east of road Dabaitang 200*50 7 K97+800 50m to east of road Chungutang 250* 150 8 K105+000 150m to west of road Meitang 250*150 9 K113+800 100m to west of road Yaoci Reservoir 200*500 10 K6 (GAH) bridge crossing Sanyasi Lake 3.1.5.2 Monitoring results of surface water quality Based on the situations of surface water along the highway, two sample collecting sections are located at K29+600, 50m of the lower reaches of the Fengle River Bridge and K122+550, 50m of the lower reaches of the Renxing River Bridge. Three sample collecting spots are chosen for each of the sections, located respectively at 1 Om from the left bank, the central line, and 10m from the right bank. See Attached Figure 5 for the details. Monitoring items: pH, SS, CODcr, petroleum oil, and total lead. Monitoring frequency: once in summer and once in autumn, two days for once, and two sample collections daily in the morning and in the afternoon. Monitoring analytic method: using instruments, the lowest detective limits shown in Table 3-1-8.See Table 3-1-9 for the monitoring results. Table 3-1-8 Monitoring Method, Instruments and Lowest Detective Limits Item Method Analytic instrument Lowest limit pH glass electrode pHS-3C 0.01pH SS weighing balance 2mg CODcr heay chromium acid salt / 5mg/L petroleum oil ultraviolet spectrophoto Oil-20 determiner 0.05mg/L total Pb atom absorption WFX-IF-2BZ atom 0.Omg/L spectrophoto absorber 22 CHAPTER III ENVORNMENTAL BASELINE AND ASSESSMENT Table 3-1-9 Water Quality Monitoring Results 2-day average Unit : mg/ (except for pH) Position pH SS CODcr Pb Petroleum oil Summer Autumn S. S. A.A. Fengle River left 7.06 7.11 21.0 26.7 7.1 9.22 - - 0.1 0.13 middle 7.18 6.68 12.5 12.0 7.0 9.55 - - - - right 7.28 6.54 14.2 9.3 8.2 10.65 - - - 0.08 average 7.17 6.78 15.9 16.0 7.4 9.81 - - 0.05 0.09 Renxing River . left 6.04 7.28 83.5 21.8 6.4 6.29 - - 0.09 - middle 6.69 / 92.5 / 6.4 / - / 0.07 / right 6.60 7.43 82.5 23.6 6.5 6.2 - - 0.08 - average 6.66 7.35 86.1 22.7 6.4 6.2 - - 0.08 - Remarks: 1. The monitoring time in summer was in June 1997; in autumn it was 10/26/97 and 10/28/97 for Fengle River and 11/03/97 and 11/05/97 for Renxing River. 2. The undetected part (-) indicates that the monitoring analytical value is lower than the minimum detected value, and is thus counted as 1/2 of the latter. 3. There is standard-surpassing in petroleum oil in the sample from Renxing River due to the pollution source caused by rainfall in the upper reaches. 3.1.5.3 Baseline assessment of surface water quality along HAE The project area belongs to the agricultural zone, and the surface water is mainly used for agricultural irrigation. Among the major rivers, only parts of the Zhongpai River, the Fengle River and the Hangbu River are navigable, and the courses are graded as low as six or three. None of the other rivers allow navigation in them. From K1O to K26 the highway is about 8km at the shortest from the bank of Chaohu Lake, one of the country's Five Biggest Freshwater Lakes. As for the other lakes, the alignment is at least 15km away from them. So no assessment is made to those lakes including Chaohe Lake. There is a bridge across Sanyasi Lake on GAH. The assessment is based on the water sample monitoring results in Table 3-1-9; two days' total average values of each river are adopted, and the single factor indices method is used for the assessment. Type II in GB3838-88 "Ground Water Environmental Quality Norms" and the standards for paddy field crops (e.g. paddy rice) in GB5084-92 "Agricultural Irrigation Water Quality Norms" are followed. Refer to Table 1-7-3 and Table 1-7-2 for the specific standard limits. 23 CHAPTER III ENVORNMENTAL BASELINE AND ASSESSMENT The pH and SS contents, CODcr and Pb of the Fengle River and the Renxing River are all within the standard limits. The petroleum oil in the Fengle River is standard, but in the Renxing River, the two days' total average value is 0.08mg/L, which is 1.6 times higher than the standard (4 0.05mg/L). The main reason for this is that the rainfall in the upper reaches caused the surface pollution source to enter the river while the samples were being collected. Analyses of the monitored items result in the conclusion that surface water quality of the project area is generally good. No standard surpassing is found except that of the petroleum oil in the Renxing River. 3.1.6 Soil erosion along the route The location of HGE is between the Changjiang River and the Huaihe River. The ground elevation of the sections in the hilly areas is 12-50m, and their total length is 95.88km; the ground elevation of those in the alluvial plain areas is 6.5-9.00m and 15.00-17.10m, and their total length is 30.00km. The topography of areas along G-A Section is mainly hills with flat lands between them. The total length of cutting sections is 7.25km, whereas that of the filling sections is 18.55km. The project area is an agricultural one, with a high rate of land using. The paddy crop is mostly two-season rice. The paddy fields occupied by HGE account for 77.32% of the total amount, while the dry land and other types only cover 22.68% of the total. The paddy fields occupied by the GAH account for 69.61% of the total amount, while the dry land and other types cover only 30.39% of the total. The above statistics show that in the land occupied by the project, the absolute percentage of paddy fields or level terraced fields is much larger than that of the dry land and the other types. Level terraced fields are a forceful means in preventing soil erosion in agriculture, and besides, the multiple crop indices here are high, and the ground surface vegetation is good. Therefore, the soil erosion in this area is slight. The soil erosion modulus is below 500t/km2*y. It is shown in the Figure of Soil Erosion in Anhui Province that there is no remarkable eroded area along the highway. 24 CHAPTER III ENVORNMENTAL BASELINE AND ASSESSMENT 3.2 Socioeconomic Conditions and Assessment 3.2.1 Position, area and population of the project area The directly influenced area of the project includes Hefei City (incl. Feixi County), Liuan Prefecture (Shucheng County), Chaohu Prefecture (Lujiang County), and Anqing City (incl.. the city proper, Tongcheng City, Zongyang County, and Huaining County). The total directly influenced area is 50,416 km2, which is 36.2% of the provincial total. Up to the end of the year 1995, the total population here is 20.747 million, covering 34.5% of the provincial total. 3.2.2 Socioeconomic development and assessment The developing conditions of the directly influenced area of the project are satisfactory, and the economy has been developing fast since the implementation of the open-door policy. Up to the end of the year 1995, the gross national product (GNP) is as high as RMB 4.41 billion yuan, and the gross output value of industry and agriculture is RMB1 13.15 billion yuan; the two respectively cover 35.9% and 36.1% of the provincial totals. Table 3-2-1 shows the yearly socioeconomic development situations of the cities and prefectures of this area, while Table 3-2-2 shows the survey of development of the cities and prefectures in 1995. Together they can give good illustration of the important position this area holds in the provincial national economy, and of the fast development here since the implementation of the open- door policy. Table 3-2-2 Survey of Socioeconomic Development of the Cities and Prefectures in the Project's Directly Influenced Area in 1995 Population(10,000) Area (km2) GNP(100 mill. y.) GPIA(l00 mill. y.) status in status in status in status in Place quo value province quo value province quo value province quo value province Hefei 408.3 6.8% 7266 5.2% 122.0 10.6% 348.0 11.3% Liuan 640.2 10.6% 18375 13.2% 101.6 8.8% 274.6 8.9% Chaohu 435.3 7.2 % 15352 11.0% 87.5 7.6% 235.2 7.6% Anqing 591.0 9.8% 9423 6.8% 103.0 8.9% 273.7 8.9% Sum 2074.8 34.5% 50416 36.2% 414.1 35.9% 1131.5 36.7% Anhui 6013.0 100% 1 139200 100% 1154.0 100% 3084.5 100% 25 CHAPTER III ENVIRONMENTAL BASELINE AND ASSESSMENT Table 3-2-1 Socioeconomic Development of the Cities and Prefectures in the Project's Directly Influenced Area through the Years Population ( 10000 persons) GNP (100 million yuan) Gross Output value of Indus. & Agri. (100 million yuan) year Hefei Liu'an Chaohu Anqing Hefei Liu'an Chaohu Anqing Hefei Liu'an Chaohu Anqing 1985 348.7 569.2 402.8 527.3 41.20 34.03 25.83 40.43 72.27 39.47 34.30 60.60 1986 353.0 576.3 403.4 532.8 - - 28.08 - 43.82 43.82 38.99 68.74 1987 357.4 583.3 404.7 539.3 - - 30.75 - 45.69 45.69 40.95 74.41 1988 364.8 592.5 409.7 549.3 - - 33.95 - 105.12 51.72 48.07 83.47 1989 371.4 601.6 414.0 557.6 - - 35.91 56.60 112.52 54.95 52.02 89.63 1990 380.9 613.5 422.4 567.0 58.45 42.03 36.02 53.94 118.42 58.98 58.98 95.57 1991 386.1 622.2 425.3 573.4 58.80 31.92 31.25 48.14 126.90 57.00 56.01 101.99 1992 392.2 626.7 427.3 578.1 69.01 44.18 42.75 53.99 161.09 77.75 78.37 120.79 1993 397.1 629.7 429.6 582.2 84.10 57.04 53.48 74.25 214.22 109.85 110.78 165.99 1994 402.7 634.9 432.6 585.4 101.50 80.08 70.85 92.07 271.99 177.24 162.99 213.25 1995 408.2 640.2 435.32 591.0 122.00 101.60 87.50 103.00 348.00 274.62 235.15 273.69 1985-1990 1.79 1.51 0.95 1.46 7.25 4.31 6.88 5.94 10.38 8.36 11.45 9.54 1990-1995 1.40 0.86 0.60 0.83 15.86 19.31 19.42 13.81 24.06 36.02 31.86 23.42 1985-1995 1.59 1.18 0.78 1.15 13.47 11.56 12.98 9.80 17.02 21.41 21.23 16.27 26 CHAPTER III ENVIRONMENTAL BASELINE AND ASSESSMENT 3.2.3 Baseline investigations and analysis of basic facilities 3.2.3.1 Transportation (1) Regional transport network The project area is located in the middle west of Anhui Province, in which the comprehensive transport has been developed fast. At present there are the Huainan Railway (multiple track), the Shang-Bu Railway and the He-Jiu Railway passing across the area; the national highway No. 206 crosses down through the area as the artery, and together with the national highways G318 and G105, the provincial highways S103, S319 and S228, and the county and township roads, it forms the network of road transportation; for inland water transport there are the Hefei Harbor, which is one of the ten inland water transport centers of economic zones of the country, and the Anqing Harbor, which is the only one big harbor on the northern bank of the Yangzi River in Anhui Province; the navigable courses include the Nanfei River, the Jianghuai Canal, the Fengle River, the Dianbu River, the Huayang River, the Wan River, the Caizi Lake, the Baidang Lake, and the Chenyao Lake, etc.; for air transport there are the Luogang Airport in Hefei and the Anqing Airport for Army-Civilian Uses. In a word, there has established a comprehensive transport system in which railway, highway, water and air transport means connect cooperate with each other. (2) Highway transport system in the project area The distribution of highway network in the project area is reasonable and with distinct administrative levels of grade-1, grade-2, grade-3, grade-4 and substandard. The most important of all the highways is the National No. 206 Highway in the province, which crosses Hefei City, Feixi County, Shucheng County, Tongcheng County and then reaches the city proper of Anqing. It is generally paralleled with the He-Jiu Railway, and is the major transport artery of this area. The Hefei-Tongling Grade-2 Motorway which was completed in 1995 goes from Feixi County via Lujiang County to Tongling City, and exercises its function in mitigating the traffic jams in this area. The main highways across the National No. 206 Highway in between Hefei and Anqing are the National No. 318 Highway, the Provincial Jun-Er Road, Tong-Zong Road, and He-Yue Road, and the County Roads of Shu-San Line and Yang-Xin Line. See Table 3-2-3 for the survey of the main highways in the project area. 27 CHAPTER III ENVIRONMENTAL BASELINE AND ASSESSMENT Table 3-2-3 Main Highways in the Project Area Route No. Ends Areas passed Length Grade Pavement (km) type He-An G206 Hefei- Hefei, Feixi, 175 1,2 high, Road Anqing Shucheng, Tongcheng, sub-high I__ _Huaining, Anqing I An-Yue S318 Anqing- Anqing, Qiaoshan, 115 1,2 sub-high, Road Yuexi Yuexi inter- mediate He-Tong S103 Feixi- Feixi, Lujiang, 127 grade-2 sub-high Road Tongling Tongling motorway Jun-Er S319 Junbu-Erba Shucheng, 147 3 sub-high Road Lujiang, Wuwei Tong-Zong S228 Tongcheng- Tongcheng, 69 2,4 sub-high Road Zongyang Zongyang An-Zong S228 Anqing- Anqing-Zongyang 40 2,4 sub-high Road Zongyang Yang-Tao S315 Yangxiao- Liuan, Shucheng 43 3 sub-high Road miao-Taoxi Shu-Yue S317 Shucheng- Shucheng, Yuexi 70 3 sub-high, Road Yuexi- inter- mediate Yue-Gao S209 Yuexi- Yuexi, Huaining 80 2,4 sub-high, Road Gaohe inter- mediate Shu-San - Shucheng- Shucheng 30 4 inter- Line Sanhe mediate Yang-Xin - Xinan- Tongcheng, Anqing 32 4 inter- Line Yangqiao mediate It can be seen therefore that there has established a network of highway transport with the national and provincial highways as the framework and the county and township roads as the fabrics. However, there are some common problems for this highway network: the grades of most of the roads are relatively low; the high- grade roads only cover a small percentage of the whole; the road conditions are generally unsatisfactory; more and more roads have come to be used as streets; the traffic volumes have surpassed the design capacity and thus have caused frequent traffic jams and accidents; the running conditions for vehicles have got worsened and thus badly hindered the development of this area. There is a good illustration of this in Tables 3-2-4 to 3-2-13 which give the statistics of city and county road grades and traffic accidents on these roads. 28 CHAPTER III ENVIRONMENTAL BASELINE AND ASSESSMENT Table 3-2-4 Technical Grade of Roads in Feixi County Grade expressway 1 2 3 4 sub-grade Total Length(km) 3 39 36 228 186 443 934 % 0.3 4.1 3.8 24.4 19.9 47.4 100 Table 3-2-5 Statistics of Traffic Accidents in Feixi County Year accidents dead injured direct eco. loss (10,000 y.) 1990 162 70 124 33.7 1991 202 62 156 52.5 1992 132 67 109 48.7 1993 101 64 84 50.0 1994 58 57 68 44.0 1995 79 82 53 56.1 Table 3-2-6 Technical Grade of Roads in Shucheng County Grade 2 3 4 sub-grade Total Length(kn) 38 78 163 29 608 % 6.3 12.8 76.2 4.8 100 Table 3-2-7 Statistics of Traffic Accidents in Shucheng County Year accidents dead injured Direct eco. loss (10,000 y.) 1990 91 32 65 7.4 1991 88 31 64 6.4 1992 80 26 67 5.7 1993 47 26 34 13.5 1994 30 27 20 10.0 1995 27 26 16 19.1 Table 3-2-8 Technical Grade of Roads in Lujiang County Grade 2 3 4 sub-grade Total Length(kn) 67 65 187 337 656 % 10.1 9.9 28.5 51.4 100 29 CHAPTER III ENVIRONMENTAL BASELINE AND ASSESSMENT Table 3-2-9 Statistics of Traffic Accidents in Lujiang County Year accidents dead injured Direct eco. loss (10,000 y.) 1990 117 25 95 27.1 1991 135 48 128 42.5 1992 554 51 523 120.0 1993 528 37 399 91.8 1994 555 61 380 151.9 1995 695 74 695 211.3 Table 3-2-10 Technical Grade of Roads in Tongcheng City Grade 1 2 3 4 sub-grade Total Length(km) 0 57 101 225 47 430 % 0 13.3 23.5 52.3 10.9 100 Pavement type high sub-high intermediate low no Total pavement Length(km) 0 221 134 75 0 430 % 0 51.4 31.2 17.4 0 100 Table 3-2-11 Statistics of Traffic Accidents in Tongcheng City Year accident dead injured Direct eco. Loss (10,000 ____ ___ ____ ___ ____ ___y.) 1990 106 35 70 13.6 1991 170 64 203 24.4 1992 128 55 122 16.8 1993 137 73 111 32.0 1994 139 98 68 28.7 1995 140 103 70 43.3 Table 3-2-12 Technical Grade of Roads in Huaining County Grade 1 2 3 4 sub-grade. Total Length(km) 6 87 20 180 15 308 % 1.9 28.2 6.5 58.4 4.9 100 Pavement type high sub-high intermediate low no Total pavement Length(km) 13 157 56 82 0 308 % 4.2 51.0 18.2 26.6 0 100 30 CHAPTER III ENVIRONMENTAL BASELINE AND ASSESSMENT Table 3-2-13 Statistics of Traffic Accidents in Huaining County Year accidents dead injured Direct eco. Loss (10,000 y.) 1990 362 41 271 24.9 1991 353 37 271 25.1 1992 243 44 211 22.1 1993 212 40 188 36.4 1994 265 69 248 58.1 1995 280 106 250 65.3 Besides, there has been a great increase in the traffic volume of the National No. 206 Highway since the 1980s: the annual daily average in 1994 was as high as above 10,000 vehicle/day, much higher than the operation capacity of grade-2 highways; the crowd degree reached 1.78 in 1996; many sections have been turned into streets with serious interference of mixed transport, and so the operation capacity of the highway is reduced and the running speeds of vehicles are getting lower; traffic accidents have increased considerably. All these badly hinder the development of this area. See Table 3-2-14 for the statistics of traffic accidents on the National No. 206 Highway. Table 3-2-14 Traffic Accidents on the National No. 206 Highway Item _ Hefei City Anqing City Liuan Pre. Total 1994 accident no. 17 261 14 292 no. of dead 22 129 14 165 no. of injured 30 173 7 210 direct loss (10,000 y) 119500 612750 83050 185300 1995 accident no. 43 240 20 303 no. of dead 44 137 16 197 no. of injured 36 163 15 214 direct loss (10,000 y) 313801 774729 169650 1258180 incre- accident no. 152.9 -8.0 42.9 3.8 asing no. of dead 100 6.2 14.3 19.4 (%) no. of injured 20.0 -5.8 114.3 1.9 direct loss (10,000 y) 162.6 26.4 104.3 54.3 31 CHAPTER III ENVIRONMENTAL BASELINE AND ASSESSMENT 3.2.3.2 Water conservancy facilities Analysis on Table 3-2-15 which shows the water conservancy facilities in the fields of the cities and counties along the highway may result in such a supposition that the facilities are generally in good conditions. The percentages of effective irrigated areas in the total cultivated field areas of all the cities and counties are all above 90% except that of the Shucheng County, which is 89.5%; that of the Tongcheng City is the highest, 96.2%. However, the existing problem of the facilities is that they are against a relatively low standard, and thus are not put into full use yet. Some fields have still been untouched by water conservancy facilities and thus form some dry corners. Table 3-2-15 Water Conservancy Situations in the Year 1995 Place Total field Effective Area with effective irrigated area irrigated area ensured stable area in total field (ha.) (ha.) yields (ha.) area Feixi County 70533 65760 38510 93.23 % Shucheng County 44145 39510 30800 89.5% Lujiang County 75731 72760 56590 96.08 % Tongcheng 34978 33650 26050 96.20% County Huaining County 35931 33350 23830 92.82% 3.2.3.3 Posts and telecommunications facilities The posts and telecommunications cause of Anhui Province has been developing considerably. Up to the end of 1995, there have been 2,717 post offices around the province, and the total length of postal course has reached 53,088 km; long distance telegram communication has reached 730 routes, and telephone (long distance) communication has reached 21,232 routes. The development has provided good conditions for creating satisfactory investment circumstances. 3.2.4 Investigation and analysis on residential life quality The living level of the people in the cities and prefectures of the project area has been enhanced much with the further implementation of the open-door policy. See Table 3-2-16 for the statistics of the main life quality indices. 32 CHAPTER III ENVIRONMENTAL BASELINE AND ASSESSMENT Table 3-2-16 Main Life Quality Indices in the Investigated Area in 1995 Place Hefei City Anqing Liu'an Chaohu annual average salary of workers 5352 3962 3619 4051 (yuan) income per capita of farmers (y.) 1300.00 1205.87 1209.80 1250.08 medical workers among each 10,000 54.13 25.75 20.83 23.67 people higher educated persons among each 3831 1273 703 675 10,000 people color TV in each 100 families 96 90 68* - bicycles in each 100 families 152 192 164 - Remark: * is the data obtained in Tongcheng City. It can be seen from the table that the life quality of the people in Hefei City is much higher than those of the other cities and prefectures, and that higher education is more developed in Hefei and Anqing. 3.2.5 Investigation and analysis on resources utilization 3.2.5.1 Mineral resources Anhui Province has great advantages in mineral forming conditions. The mineral resources are rich, varied, and concentrated, and have great potentials in a further development. The cities and prefectures in the project area are mostly located in the mineral zones of iron, copper, sulphue, alum, and their associated products. Specifically, the Liuan Prefecture is rich in magnetite, gold, and construction materials; the alum reserves in the Lujiang County ranks the second in the country, while the iron reserves here ranks the first in the province and those of sulphur iron account for one- third of the total in the province; Anqing City enjoys a large variety of metal resources, among which the copper is rich and of a high grade, and it also has rich nonmetal resources such as sulphur iron, phosphorus, and alumstone. Hefei City is relatively poor in mineral resources and only has a distribution of construction materials. 3.2.5.2 Tourism resources Anhui is proud of its tourism resources. Besides the famous natural scenic spots of the Huangshan Mount, the Jiuhuashan Mount, the Langyashan Mount, the Tianzhushan Mount and the Qiyunshan Mount, 33 CHAPTER III ENVIRONMENTAL BASELINE AND ASSESSMENT this land is studded with human scenes and historic relics. The major scenic spots and historic relics along the highway include: the Lilingshan Mount in the Feixi County which is praised as "the principal mountain of Luyang", the old town of Sanhe which is one of the ten famous towns of the country, the Shou Town in the Liuan Prefecture which is a nationally celebrated historic and cultural town, the Wanfuohu Scenic Spot, the Xitangchi Hot Spring and the Ruins of the Zhouyu City in Shucheng, and the Yefushan Mount, the Tomb of Zhouyu and the Tomb of Xiaoqiao in the Lujiang County. Besides, the Tongcheng City is not only one of the four well-known historical and cultural cities of the province, but also the place of origin of the "Tongcheng School", a literary school which dominated the Chinese literature for over 200 years around the 17' and 18' century; there are a lot of historic relics in the city, most of which have, however, not been fully developed because of inconvenient communications. 3.2.6 Development plan of urban layout There are mainly two cities and five counties passed by the proposed highway, which are, in the forward going direction of the highway, successively Hefei City, Feixi County, Shucheng County, Lujiang County, Tongcheng City (at an administrative level of county), Huaining County and Anqing City. The urban layout of those cities and towns has important influence upon the selection of highway proposals. In other words, a reasonable coordination between the highway alignment selection and the urban development plans will make it possible to not only enhance the efficiency of the highway but also bring the economy of the project area into flourishm:nt. As the capital of the province, Hefei is the political, economic, financial, cultural and information center of the province. In the long run, the city is to become a scientific research and education city and a garden city; also it is to be an important national hub of communications, and a base of processing industry guided by high technology in the Yangzi River Basin. The city will ultimately become a multi-functional, open and modem city which has the strongest comprehensive capacity in the delta area of Nanjing, Wuhan and Zhengzhou. Feixi County is one under the administration of Hefei, and is supposed to develop into city's district, part of the city group with Hefei 34 CHAPTER III ENVIRONMENTAL BASELINE AND ASSESSMENT as the center. The county government is located in Shangpai Town, where the National No.206 Highway and the Hefei-Tongling Grade-2 Motorway meet. The future development of Feixi will take Shangpai as the center, and connect it with the principal town of the province - Sanhe Town by the He-Tong Motorway, and thus form a new economic corridor. Shucheng County is situated at the jointing point of the Dabie Mountains and the alluvial plain of Chaohu Lake. The No.206 Highway passes through its east end, whereas the He-Jiu Railway passes the Hangbu Town in the east of the county's territary and there is a railway station there. The railway makes it a distant-future plan for the county to develop eastward along the Shucheng-Sanhe Highway so as to approach the railway. The future design of Lujiang County takes the Town as the center and develops along the He-Jiu Railway, the He-Tong Highway and the Jun-Er Road. The proposed expressway is somewhere between the first two and near the South Lujiang Industrial Zone. Tongcheng City has the No.206 Highway crossing down through it. In the future it will develop to the east of the Highway with the Town as the center, and by the year 2010, the city will have become a middle- sized one with a population of about 300 thousand. Huaining County is passed by the ending section of the Hefei- Gaohebu Highway. Its developing strategy is to depend on Anqing, develop with an opened door, and quickly form the T-type industrial zone with a framework of the No.206 Highway and the Yueshan-Shipai Road. Those towns and townships along the No. 296 Highway will be specially focused upon. Anqing is a key City in the area development along the Changjiang River in Anhui Province, and its window to the outside world, thanks to its important geographical position. In the future it will mainly develop to the northwest of the present layout. 35 CHAPTER III ENVIRONMENTAL BASELINE AND ASSESSMENT 3.3 Baseline of Acoustic Environment and Assessment 3.3.1 Investigation of acoustic environment 3.3.1.1 Statistics of the sensitive spots within the assessment scope Table 3-3-1 and Table 3-3-2 show the sensitive spots of residential spots, villages and schools within the assessment scope. There are 27 sensitive spots along H-G Section, among which there are 9 schools, 18 residential spots and villages, and 1 township government office. Along GAH, there are 6 major sensitive spots, including 2 schools, 4 villages, and 2 township and county government offices. Investigation shows that there are no hospitals or sanatoriums within the assessment scope; most of the sections are located in deserted fields or on hills. 3.3.1.2 Investigations on the existing noise sources There are no noise sources of major factories or mines within the assessment scope. The Shuanghe Kiln at Gezidun has already been out of operation. At the 7 intersections between HGE and the existing roads interchanges will be constructed. Since the existing roads are all of low grades and the traffic volumes are small, the impact of traffic noise is insignificant. There is 1 interchange within GAH. Table 3-3-1 Statistics.of Environmental Sensitive Spots along HGE No Stake No. Place Environmental Features Away fin. Road I K4+160 - Yandunji 50-family village edge K4+480 2 K6+440 ~ Xinnian 250 faculty & students, 35m right K6+540 Primary School 6 classes 3 K9+000 - Dali 38-family village across K9+100 4 K9+500 - Hengbu 31-family village across K9+760 5 K 16+900 - Huxiaoying/ 40-family village across K17+300 Sunxiaoying 6 Kl 8+460 - Mogang 263 faculty and students, 60m right K18+570 Pri. Sch. 6 classes 7 K24+300 - Zuotangkan 40-family village edge K24+780 / Caoxiaoying 8 K27+960 - Sanligang 40-family village edge K28+100 I I 36 CHAPTER III ENVIRONMENTAL BASELINE AND ASSESSMENT Table 3-3-1 Statistics of Environmental Sensitive Spots along HGE (continued) No Stake No. Place Environmental Features Away fin. Road 9 K29+560 ~ Guzhangwan 40-family village across K29+630 10 K30+240 ~ Zhashangdaying 40-family village across K30+300 11 K32+550 - Huangweinangeng 40-family village across K32+640 12 K34+960 - Longan 270 faculty & students, 30m left K35+060 Pri. Sch 6 classes 13 K46+740 - Dingxiafenfang 40-family village across K46+900 14 K61+080 - Tugang 500 faculty & students, 30m left K61+260 Pri. Sch 12 classes 15 K68+540 - Zhangwan 40-family village edge K68+720 16 K69+000 ~ Yangyuan 40-family village edge K69+160 17 K79+030 - Caizhuang 45-family village across K79+300 18 K87+980 - Nanxin 220 faculty & students, 90m left K88+030 Pri. Sch. 6 classes 19 K94+130 - Dawang 220 faculty & students, 90m left K94+200 Pri. Sch. 6 classes 20 K98+360 ~ Chenzhuang 40-family village 30m left K98+720 21 Kl08+500 - Yuejin 120 faculty & students 40m right K108+620 Pri. Sch. 22 KI 10+600 - Chenlaowu 60-family village edge K111+280 23 KI 13+650 - Yaoci 215 faculty & students, 170m right K 113+710 Pri. Sch 5 classes 24 Kl 15+770 - Shiwan 40-family village across KI 15+940 25 KI 16+820 - Dalengshan 45-family village across Kl 17+040 26 K125+260 - Gezidun 40 families scattered in edge K125+712 the area 27 K125+350 - Shuanghe 260 faculty & students, 65m right K125+410 Pri. Sch. 6 classes Remarks: (I)left/right means to the left/right of the expressway extending in the direction of Hefei - Gaohebu; (2) villages with families fewer than 30 are not included. 37 CHAPTER III ENVIRONMENTAL BASELINE AND ASSESSMENT Table 3-3-2 Statistics of Environmental Sensitive Spots along GAH Stake no. Spot name Away fn. the Environmental features route K1+500 Wangjiachong 40m right 30 families, hills, some remove, a resident spot (Chengiiacitang) to east of road K5+100 Renmin 90m right 200 pupils in 6 classes, I Iteachers, Pri. School 2-storey bild. K5+200 Pengjiazui I 10m left, consists of small villages of Pengwu, Gaohu, Wangyuan,etc., over 300 families, 1000 people, 70m right some remove, Sanyasi Lake nearby K15+500 Wuheng 30m left and government location, over 70 Township, 30m right families, 300 people, far away fin. Banqiao new highway, an old road nearby K23+100 Lixin Pri. 90m right, over 200 students in 6 classes, 11 Sch., Lixin 80m right teachers, classroom walls parallel Village with road, 20 families K25+800 Dalongshan edge government location, some remove Town Remarks: 1. "right" or "left" refer to the side of the highway in direction of Gezidun - Anqing; 2. Residential spots of fewer than 30 families are not included in the table. It can be concluded from the above that the existing highways and railways have little impact on the acoustic environment along the proposed highway. 3.3.2 Baseline monitoring of acoustic environment 3.3.2.1 Distribution of monitoring of the sensitive spots Based on statistics of sensitive spots, the assessment principle, and the consideration of different types of objectives, there distributed altogether 10 monitoring spots, which are shown in Table 3-3-3. See Attached Figure 5 for the distribution of monitoring of the noise sensitive spots along the proposed alignment. 38 CHAPTER III ENVIRONMENTAL BASELINE AND ASSESSMENT Table 3-3-3 Distribution of Monitoring Spots of Acoustic Environment Quality Stake no. Spot name Away Spot no. Environmental features fm route & place K4+000 Yandun 200m 1 in 700 students, I or multiple Middle Sch., right school storeyed bild., 30 families btw. K4+200 Weidianzhuang 90m 1 in School and highway right village K24+500 Caoguantang 60 left 1 in 40 families, road crosses btw. village 2 villages K54+700 Zhangjialoufang 30 left I in 50 families, 250 people, some village remove K94+600 Yuzhuang edge 1 in 22 families, 110 people, village governed by Dawangzhuang Village Comm., some remove, Tongcong Road nearby KI 13+800 Sanba edge I in 40 families, 148 people, village governed by Yaoci Village Comm., Yaoci Reservoir nearby K125+700 Gezidun edge I in 50 families scattered around, village Shuanghe kiln & No.206 Highway nearby GAH K5+100 Renmin 90m 1 in 200 pupils, 11 teachers, 2- Primary Sch. right school storey bild. K5+200 Pengjiazui 1 lom 1 in Consists of small villages of left, village Pengwu, Gaohu, Wangyuan, 70m etc.,300 families, 1000 people, right some remove, Sanyasi Lake nearby Kl5+500 Wuheng 30m left 1 in location of Wuheng Township (Banqiao village Government, 70 families, 300 Village) people, old road nearby, away fm. new road K23+100 Lixin 90m I in 200 students in 6 classes, Primay Sch. right school 11 teachers K25+800 Dalongshan edge 1 in location of town government, Town village some remove in the village I I_ I I backward Remark: The distance in the table is that from the sensitive spot to the central line of the highway. 39 CHAPTER III ENVIRONMENTAL BASELINE AND ASSESSMENT 3.3.2.2 Baseline data of acoustic environment The monitoring methods and data treatment are carried out according to the National Standards GB/T14623-93 "Methods of Urban Environment Noise Measurement". The monitoring lasted one day at 10:00, 16:00 and 24:00; the characteristics of the surroundings and the major noise sources were recorded at the same time. The on-the-spot monitoring undertaken by APEMCS resulted in the data shown in Table 3-3-4. Table 3-3-4 Monitoring Data of the Representative Sensitive Spots No. Spot name Date Time LeqdB(A) Acoustic source HGE 1 Yandun 05128/97 day/night 55.5/ 44.3 school activity/- High School 10124/97 43.1/34.1 2 Weidianzhuang 05/28/97 day/night 51.1/43.8 bird chirping Village 10/24/97 39.3/ 33.2 domestic noise * 3 Caoguantang 05/29/97 day/night 44.5/40.8 bird chirping Village 10/24/97 41.8/33.4 traffic & domestic noise 4 Zhangjialoufang 05/29/97 day/night 44.9/41.5 bird chirping Village 10/24/97 36.0/ 32.1 domestic noise 5 Fuyuan 10/24/97 day/night 36.6/29.0 school activity/- High School _ 6 Yuzhuang 06/03/97 day/night 43.1/39.5 bird chirping Village 10/24/97 43.9/ 32.7 traffic & domestic noise 7 Sanba 06/03/97 day/night 43.1/ 39.5 bird chirping Village 10/24/97 48.4/41.0 domestic noise 8 Gezidun 06/04/97 day/night 41.5/37.4 domestic noise 10/24/97 46.5/ 35.5 traffic & domestic noise GAH 9 Renmin 06/04/97 day/night 46.6/39.9 school activity/- Primary School 11/07/97 49.5/32.5 10 Pengjiazui 06/10/97 day/night 48.6/36.6 bird chirping Village 11/07/97 45.7/ 37.1 grain threshing 11 Banqiao Village 06/10/97 day/night 44.9/ 40.7 bird chirping Wuheng own 11/07/97 42.5/ 39.6 domestic noise 12 Lixin 06/10/97 day/night 45.0/ 33.6 school activity/- Primary School 11/07/97 53.1/ 34.8 13 Dalongshan 06/11/97 day/night 43.9/39.3 bird chirping Town 11/07/97 55.2/34.9 traffic & domestic noise 3.3.3 Acoustic environment assessment 3.3.3.1 Monitoring statistics of standard-surpassing in present acoustic environment See Table 3-3-5 which was composed on the basis of the monitoring data and the implementation standards of acoustic environment baseline assessment, which are 55 dB(A) in daytime and 45 dB(A) at night. 40 CHAPTER III ENVIRONMENTAL BASELINE AND ASSESSMENT Table 3-3-5 Statistics of Standard-surpassing at Representative Sensitive Spots dB(A) Name Leq Leq Standard-surpass Standard- (Summer) (Autumn) (Summer) surpass (Autumn) day / night, day / night day / night day /night HGE 1 Yandun 55.51 44.3 43.1/ 34.1 0.51- -/ - High School 2 Weidianzhuang 51.1/43.8 39.3/33.2 -1- -I- Village 3 Caoguantang 44.5/40.8 41.8/33.4 -/- */- Village 4 Zhangjialoufang 44.9/41.5 36.0/32.1 -1- -1- Village 5 Fuyuan - 36.6/29.0 - -1- High Sch. 6 Yuzhuang 43.1/39.5 43.9/32.7 -I- -I- Village 7 Sanba 43.1/39.5 48.4/41.0 -1- -1- Village 8 Gezidun 41.5/37.4 46.5/35.5 -1- -1- GAH I Renmin 46.6/33.9 49.5/ 32.5 -1 - -1 - Primary School 2 Pengjiazui 48.6/36.6 45.7/37.1 -/- Village 3 Banqiao Village 44.9/40.9 42.5/ 39.6 -I - -I - Wuheng own 4 Lixin 45.2/33.6 53.1/34.8 -1- -- Primary School 5 Dalongshan 43.9/ 39.3 55.2/ 34.9 -I - 0.2/ - Town Remark: "-" is for non-standard-surpassing. 3.3.3.2 Acoustic environment analysis It can be seen from Table 3-3-5 that the acoustic environment of the representative sensitive spots of schools, villages and government offices within the assessment scopes is in good conditions. Conclusively, the monitoring data are: schools: 45.2-55.5dB in the daytime and 33.6-44.3dB at night; villages and residential spots: 41.5- 51.1dB in the daytime and 36.6-43.8dB at night. According to the noise standards for "Type-1 areas", there is no standard surpassing except that of the Yandun Middle School in the daytime which exceeds the standard by 0.5dB. The monitoring data of most sensitive spots approach the "Type-0 standard". The areas along the route corridor are mostly deserted fields and hills, which are quiet all the time. 41 CHAPTER III ENVIRONMENT BASELINE AND ASSESSMENT 3.4 Baseline of Atmospheric Environment and Assessment 3.4.1 Baseline survey The proposed highway is located in the middle southwest of Anhui Province, and the topography of the project area is plain and slight hilly area. According to several on-the-spot investigations, except the Hefei New Technology Development Zone which is situated in between Xiaoxichong, the starting point of H-G Section, and Yandunji, the area crossed by the highway is mostly the rural area of open fields. (The alignment of the highway only takes a corner of the Zone which is not yet developed.) Besides, there are no major factories and mines here; there only scatter some small brickyards and kilns which have seasonal production and thus little impact on the air quality. The main existing pollution sources include the tail gases of the automobiles on the roads, the second flying dust on the roads and the CO and TSP pollutants produced by the residents' living activities. But the emitted volume is small. Therefore, the present air quality is good. On the basis of investigations and with reference to the "Statement of Engineering Feasibility Studies", it is concluded that the environment of the project area is relatively monotonous, with villages in small scales and residential spots scattered here and there and the surroundings are mostly agricultural fields in flat and open topography. The area along G- A Section is, however, more hilly in landscape. There are no big hospitals or sanatoriums within the project area; altogether there are 1 township government office, 18 big villages (with 30 families and above), and 9 primary schools along H-G Section, whereas along G-A Section there are 2 township government offices and 4 big villages, 3 of which are to be relocated, and 2 primary schools. See Tables 3-3-1 and 3-3-2 for the environmental sensitive spots statistics. 3.4.2 Baseline monitoring and analysis 3.4.2.1 Location of monitoring spots With consideration of environment, socioeconomic situations, topography, climate and traffic volume distribution among road sections, there located 2 environmental air monitoring spots along H-G Section and I along G-A Section. See Table 3-4-3 for the situations of the above 3 spots, and Attached Figure 5 for their locations. 42 CHAPTER III ENVIRONMENT BASELINE AND ASSESSMENT Table 3-4-3 Survey of the Environmental Air Monitoring Spots Stake no. Spot Distance fin. Road Environmental Features Central Line K24+500 Caoguantang 60m left 40 families, road passes btw. 2 villages K94+600 Yuzhuang edge 22 families, 110 people, governed by (Dazhonggu) Dawang Village Comm., Tongcong Road nearby K1 5+500 Banqiao 30m left location of Wuheng Township Government, 70 families, over 300 people, old road nearby, away from new highway 3.4.2.2 Monitoring time and frequency The monitoring is undertaken by APEMCS. There are two times of monitoring in the summer and autumn of 1997; each time it lasts 5 days continuously at each spot, and each day the monitoring is made at 7:00, 11:00, 15:00 and 19:00. 3.4.2.3 Monitoring subjects and monitoring analysis methods According to the environmental impact characteristics in the construction and operation periods and following the requirements in the TOR, it is defined that NOx, CO, and TSP are the baseline monitoring subjects. Table 3-4-4 Sampling and Analyzing Instruments and Methods Item Sampling Sampling Analytic Analyzing Lowest Instrument method instrument method detected limit NOx KB-6 Air porous glass 751 0.010 Sampler absorbing Spectrometer mg/m, tube CO Bladder CO analyzer infrared 1.25 Sampler analytical mg/m' method TSP KB-120 Air glass fibre electric weight- 0.001 Sampling filter film balance measuring mg/m Pump absorption 43 CHAPTER III ENVIRONMENT BASELINE AND ASSESSMENT 3.4.2.4 Monitoring results and analysis The baseline monitoring results are synthesized as shown in Table 3-4-5. The assessment norm is the Grade-2 Standard in GB3095-1996. See Table 1-7-6 for the concentration value limits. * NOx For HGE the average detected scope per hour is undetected~ 0.020mg/m' , the daily average value measured scope is undetected ~ 0.018mg/m' , and the average concentration is 0.012mg/M3 ; those values for GAH are respectively 0.010 ~ 0.021mg/M3 , 0.010 ~ 0.016mg/M3 , and 0.013mg/M3 . The average concentration per hour and the daily average of both sections are not beyond the standards of assessment. * Co For HGE the average concentration per hour detected scope is undetected - 1.49mg/m' , and the daily average value detected scope is undetected - 0.99mg/m3, and the average concentration is 0.66mg/m; those values for GAH are respectively undetected, undetected, and 0.625mg/M3 . There are no standard-surpassing in the average concentration per hour and the daily average in both sections. * TSP For HGE the average concentration per hour detected scope is 0.101 - 0.72mg/M3, the daily average detected scope is 0.118 ~ 0.465mg/m, (there is standard-surpassing at Caoguantang, Feixi) and the daily average concentration is 0.282mg/M3; those values for GAH are respectively 0.065 - 0.137mg/m', 0.074 ~ 0.117mg/M3 , and 0.097mg/M3. No standard-surpassing is found. It can be concluded therefore that the air quality along the proposed highway is good, especially there are quite a lot "undetected" cases for CO, and a few for NOx. CHAPTER III ENVIRONMENT BASELINE AND ASSESSMbN I Table 3-4-5 Baseline Monitoring Results of Atmospheric Environment Monitoring Item Monitoring I hr. average Daily average Maximum Total daily Route location date Concentration Standard Concentration Standard standard average (summer & autumn) scope surpass % scope surpass % surpass mg/m mg/m' mg/m3 times _ H-G Feixi NOx S. 06/03/97 - 06/10/97 -- 0.020 0 - 0.013 0 0 0.008 Section A. 10/24/97 - 10/28/97 - 0.021 0 0.007- 0.011 0 0 0.009 Caoguan- CO S. 06/03/97 - 06/10/97 -~ 1.49 0 - 0.99 0 0 0.70 tang A. 10/24/97- 10/28/97 - 0 - 0 0 - Village TSP S. 06/03/97 - 06/10/97 0.190 - 0.720 0 0.250 - 0.465 50 .55 0.430 A. 10/24/97 - 10/28/97 0.043 - 0.488 0 0.083 - 0.326 25 0.087 0.186 Tongcheng NOx S. 06/03/97 - 06/10/97 0.012 - 0.020 0 0.014 - 0.018 0 0 0.016 A. 11/03/97- 11/07/97 - 0.009 0 0.004 - 0.007 0 0 0.006 Yuzhuang CO S. 06/03/97 - 06/10/97 - 0 - 0 0 0.625 Village A. 11/03/97 -11/07/97 0.94- 1.12 0 1.03 - 1.08 0 0 1.05 TSP S. 06/03/97 - 06/10/97 0.101 ~ 0.212 0 0.118 - 0.162 0 0 0.134 A.l1/03/97-11/07/97 0.111-0.315 0 0.171-0.227 0 0 0.194 G-A Huaining NOx S. 05/26/97 - 05/30/97 0.010 - 0.021 0 0.010 - 0.016 0 0 0.013 Section A. 11/03/97 - 11/07/97 -- 0.009 0 0.004 - 0.008 0 0 0.006 Wuheng CO S. 05/26/97 - 05/30/97 - 0 - 0 0 0.625 Town, A. 11/03/97 -11/07/97 0.90- 1.16 0 0.95- 1.13 0 0 1.06 Banqiao TSP S. 05/26/97 - 05/30/97 0.065 - 0.137 0 0.074 - 0.117 0 0 0.097 Village A. 11 /03/97 - 11/07/97~0.185 0.648 0 0.227 ~ 0.356 25 10.187 J0.290 Remark: "-" stands for undetected. 45 CHAPTER III ENVIRONMENT BASELINE AND ASSESSMENT 3.4.3 Baseline assessment 3.4.3.1 Assessment method The assessment of environmental air quality adopts the method of single-factor indices. The calculating formula is as follows: Pi= Ci/ Si, in which Pi - assessment index; C2- actually measured value mg/m'; Si - implementation standard value mg/M3. 3.4.3.2 Assessment results Table 3-4-6 Pi Statistics of Environmental Air Pollutants Route Monitoring Item Status quo Standard Pi Standard spot value mg/M3 value mg/m3 surpassing H-G Feixi County, NOx 0.008 0.10 0.08 - Caoguantang CO 0.70 4.00 0.17 - TSP 0.430 0.30 1.43 + Tongcheng NOx 0.016 0.10 0.16 - Yuzhuang CO 0.625 4.00 0.16 - (Dazhonggu) TSP 0.134 0.30 0.45 - G-A Huaining NOx 0.013 0.10 0.13 - County CO 0.625 4.00 0.16 - Wuheng TSP 0.097 0.30 0.32 - (Banqiaocun) Remark: +:over the standard; -:below the standard It can be seen in the table that along HAE the averages of the pollutants' single assessment indices are all lower than 1.0 (except that of the TSP at some spots), i.e., the average pollutant concentrations of most of the spots are within the national Grade-2 standard. The single assessment indices of the pollution factors are listed from the biggest to the smallest as the following: PTSP> PNOx>PCo- It can be concluded therefore that the air quality along the proposed highway is good; the NOx and CO have large environmental capacity. All this provides good conditions for the construction of the highway. 46 CHAPTER IV ENVIRONMENTAL IMPACT PREDICTION AND ASSESSMENT CHAPTER FOUR ENVIRONMENTAL IMPACT PREDICTION AND ASSESSMENT 4.1 Prediction and Assessment of Impact on Ecological Environment 4.1.1 Assessment of impact on ecological environment during the construction period 4.1.1.1 Impact of highway land-acquisition on agricultural production It is necessary and inevitable for the highway construction, just like the other construction projects, to occupy land. See Table 4-1-1 for the land-acquisition situations of this project. Table 4-1-1 Estimates of Land-acquisition by the Highway Unit: mu Section Total Paddy field Dry land Other Borrowing Temporary HGE 18228.4 7908.2 781.0 1539.2 4510 790 GAH 1764.45 1228.26 138.04 .128.15 120 150 Remark: The total includes the earth-borrow occupation, temporary occupation and the interchange occupation. According investigations, the average cultivated fields per capita is between 0.6 and 1.3 mu in the rural area along the highway, i.e., 0.6 mu in the suburbs of the cities, and 1.3 mu in the townships and counties away from cities. The figures are a bit lower than that of the national average. According to investigations on the annual yield per unit area of the project area, normally, the yield per mu of the paddy fields is 800-1000 kg for double cropping of rice, and about 600 kg for single cropping rice; that of the dry land is about 400 kg. If estimates are made according to the yield of the dry land for the three kinds of land-occupation (i.e. for other purposes, borrowing, and temporary), and with the assumption that only grains are produced, there will be a loss of 6.327 million kg - 8.700 million kg of grains per year in the paddy fields along HGE, the average being 7.908 million kg; and the loss in the dry land and the three kinds of occupied land will be 3.048 million kg. As for GAH, the total loss of grains in the paddy fields, the dry land and the occupied land will be 47 CHAPTER IV ENVIRONMENTAL IMPACT PREDICTION AND ASSESSMENT 1.443 million kg. To sum up, the grain production per year will be reduced by 12.3992 million kg because of the land-acquisition by the project. The amount could have fed 340 thousand people for one year with the assumption that the consumption of grains per capita per year is 365 kg. However, the land taken by the project is after all in a small amount compared with the total cultivated fields along the highway. See Table 4-1-2 for the survey of cultivated fields, population and total area of the major cities and counties passed by the highway. Table 4-1-2 Statistics of Total Cultivated Fields and Population City/County Total area Fields Population Population (km') (1 0,000mu) (10,000) density (/km2) Hefei 7266 / 408.3 562 Feixi 2168 107.25 95.9 442 Shucheng 2092 66.7 96.1 459 Lujiang 2352 102.0 117.0 497 Tongcheng 1644 54.0 76.26 464 Huaining 1515 54.6 77.1 509 Total _384.55 462.36 1 Remark: The sum total of population does not include that of Hefei City. It is calculated from Table 4-1-1 that the sum total of paddy fields, dry land and other land occupied by HGE and GAH is 19992.85 mu, which is 0.52% of the total cultivated area (3.8455 million mu). Therefore, land-acquisition here does not have great impact on the local agricultural production. But since now the fields are contracted to families, there will be impact upon some individual farmers. Still, as long as the local government make reasonable coordination or adopt the compensation money to establish some industries whose products are well-adapted for the market, the life quality of those whose land is occupied will not be affected considerably. The land-acquisition by earth borrowing should be coordinated with the plan of the local government. For the fields which need re-cultivation after borrowing, the surface earth (0-30cm) should be piled aside before the borrowing and then restored after that; there will be reduction in the production, but things can be improved by means of artificial fertilizing and so on. The temporary land-acquisition with certain amount of compensation money will have little impact. If the borrowing sites are to be changed into ponds, aid -should be enlisted from the construction department. 48 CHAPTER IV ENVIRONMENTAL IMPACT PREDICTION AND ASSESSMENT In another perspective, land-acquisition by the project may promote the value of the land through changing the investment conditions and communicative conditions of this area. This will be significant for the development and agricultural production of the area. 4.1.1.2 Impact on the plants and animals along the highway during construction The impact of highway projects on the local ecological environment is concentrated in the construction period, especially at the beginning of it. The vegetation within the occupied area will be taken off, especially in the cutting sections and at the borrowing sites, whereas in the filling sections, the vegetation will be covered up by the filling. The project area is mainly an agricultural one, and the paddy fields and dry land taken here account for 84.95% (H-G Section) and 91.42% (G-A Section) of the total ever-taken amount, while other types of land taken only cover 10- 15% of the total. Therefore, it is the agricultural vegetation that is damaged the greatest by the construction. Only in some low hilly sections does the cutting do harm to the herbs, bushes and the man- planted masson pines and China firs there. It is calculated that in H-G Section the cutting sections amount to 8.15 km, and in G-A Section, 7.25 km. As a conclusion, the construction has little impact on the vegetation beyond agriculture. There are no protected plants or animals within the assessment scope. Since part of the vegetation is damaged, there will be impact upon those small animals living there. In constructing the base course of the pavement, lime stabilized soil will be used. Two mixing methods are adopted: plant mixing and road mixing. When plant mixing is used, within 150 m in the lower wind the dust may fall onto the surface of the agricultural plants and thus affect the photosynthesis of the plants. If the lime content is high, it may burn the surface of the leaves and thus reduce the production. When road mixing is used, during the dispelling and sifting there will be fine lime dust flying to the surface of the plants in the lower wind, and it may even burn the surface of the leaves and affect the production. In order to reduce such pollution, the raw lime powder should be packed. The pollution by the transport of construction materials should also be taken into account. The total volume of cutting and filling is 14024.82km'; except using a little amount of cutting, the filling in the 49 CHAPTER IV ENVIRONMENTAL IMPACT PREDICTION AND ASSESSMENT agricultural fields will adopt nearby concentrated borrowing, but the shortest transporting distance is about 2 km. The transporting distance of sand and stones varies among different sections from 15 km to 60 kin; steel, cement and timbers are transported from Maanshan, Anqing, Chaohu and Qianshan in the same province; bitumen is transported from Shandong ProVince by railway, highway or water. Since all the materials for subgrade and pavement construction have to be transported here by temporary roads, there will be a large quantity of flying dust produced, which will affect the growth of crops 50m away from the road if fall on them. Therefore, water should be sprinkled on the roads to reduce flying dust pollution. 4.1.2 Impact on the surface water environment by the construction 4.1.2.1 Impact of subgrade construction on the surface water environment Since there is an advanced surface water system in the project area, the highway occupies a large area of paddy fields. The subgrade construction may damage part of the irrigation canals or fill up some of the irrigation ponds. According to preliminary statistics there are about 40 streams or irrigation canals along H-G Section and 6 along G-A Section . And there are 10 named ponds (reservoirs) within the assessment scope; see Table 3-1-7. Tables 4-1-3 and 4-1-4 show the crossing situations of HGE and GAH with the local water system. Table 4-1-3 Survey of HGE's Crossing with Local Surface Water No. Stake no. Crossed water I K2+400 brook 2 K5+150 brook 3 K10 canal 4 K13+800 irrigation canal 5 K14+870 Zhongpai River Bridge 6 K17+000 canal 7 K18+100 canal 8 K20+000 irrigation canal 9 K24+900 irrigation canal 10 K26+600 irrigation canal 11 K28+100 irrigation canal 12 K29+600 Fengle River Bridge 13 K31+200 irrigation canal so CHAPTER IV ENVIRONMENTAL IMPACT PREDICTION AND ASSESSMENT Table 4-1-3 Survey of HGE's Crossing with Local Surface Water (continued) No. Stake no. Crossed water 14 K32+500 irrigation canal 15 K33+200 irrigation canal 16 K33+950 irrigation canal 17 K35+000 irrigation canal 18 K35+400 irrigation canal 19 K36+400 Hangbu River Bridge 20 K37+800 Macao River 21 K38+100 irrigation canal 22 K39+100-K39+150 Xiaotangao Reservoir, 1 50m*250m, 30m to the west of the highway 23 K39+950 irrigation canal 24 K40+800 irrigation canal 25 K44+500 Duotang Pool, 200m* 100m, I 00m to the east of the central line 26 K46+500 Quqiao Big Pond, 200m* 120m, 60m to the east of the central line 27 K48+800 canal 28 K50+000 small river 29 K54 Qilitang Pool, 220m* 150m 30 K55+700 small river 31 K62+300 irrigation canal, K6 1 -K64 Shulu arterial canal is beyond 300m to the west 32 K63+850 Shulu Arterial Canal 33 K65+400 irrigation canal 34 K66+400 Lixin Reservoir, 300m*250m, 150m to the ___east, Kexi Branch Canal, 200m to the west 35 K72+800 irrigation canal 36 K73+150 Dabai Pool, 200m*50m, beyond 100m to the east 37 K75+950 boundary river 38 K75+400 brook 39 K79+600 irrigation canal 40 K84 small river 41 K85+400 small river 42 K90+500 small river 43 K97+800 Chungu Pool, 250m* 150m, beyond 50m to the east 44 K105 Mei Pool, 250m*150m, beyond 15Gm to the west 45 Kl 06 Daguan Pool, beyond 200m to the east 46 K107+120 Longmian River Bridge 47 K108+150 irrigation canal 51 CHAPTER IV ENVIRONMENTAL IMPACT PREDICTION AND ASSESSMENT Table 4-1-3 Survey of HGE's Crossing with Local Surface Water (continued) No. Stake no. Crossed water 48 Ki 13+800 Sanba Village, beyond 100m to the west, Yaoci Reservoir 49 K115+150 irrigation canal 50 Ki 16+400 Guache River Bridge 51 KI17+350 irrigation canal 52 K120+550 Bonian River Bridge 53 K121+250 irrigation canal 54 K121+650 small river 55 K122+150 irrigation canal 56 K122+550 Renxing River Bridge Table 4-1-4 Survey of GAH's Crossing with Local Surface Water No. Stake No. Crossed Water I K2 irrigation canal 2 K6 Sanyasi Lake Bridge 3 K11+950 brook 4 K13+300 brook 5 K15+400 brook 6 K16-K17+400 a brook is 50-100m to the west In design of the highway enough consideration has been given to the coordination between the alignment and the water system. There are altogether 644 culverts on HGE and 137 on GAH (not including those underpasses functioning in drainage). As long as the construction is well- coordinated with the local agricultural irrigation, i.e., culverts are built in the non-irrigation season, and the wastes left by the construction are cleared out after the culverts are finished, there will be no impact on the irrigation and on the surface water environment. For the subgrade crossing ponds, retaining walls must be built so as to resist erosion. With such techniques, the water environment will not be affected, either. A certain amount of water has to be sprinkled in order to ensure the stability during subgrade construction. Since the annual rainfall is abundant here, the water resources are rich. So there will be no significant impact on them. 52 4.1.2.2 Impact of Bridge and Culvert Construction on Rivers HGE crosses 7 rivers, whose stake numbers are shown in Table 3-1- 6. There are bridges designed over all of the 7 rivers. On GAH here is a bridge over the Sanyasi Lake. Apart from 7 extra-large and large bridges, there are 26 middle-sized ones and 37 small ones on HGE, and 12 small ones on GAH. There are 781 culverts, too. The substructure of large and middle-sized bridges usually adopts column pier, gravity abutment or light- typed abutment, and the foundation is pile foundation or an enlarged one. Construction works of substructure will be carried during dry season, and MOC relevant regulations will be applied to civil works. Therefore, it is unlikely to foresee any significant water pollution during the construction works of bridges. Excavated bottom soil will be disposed in designated sites. Dumping waste soil to rivers and farmlands are prohibited to avoid secondary pollution. Environmental quality of sediment in Sanyasi Lake will be analyzed before commencement of actual construction works. Since a large quantity of borrowing is needed for the whole line, the cuttings here will not be wasted and thrown away. There will be an amount of living waste water produced by the staff working on the river, which should be gathered and stored and disposed of properly on the bank. When foundation construction is made on the navigable rivers like the Pai River, the Fengle River and the Hangbu River, coordination should be made with the shipping departments so as to avoid accidents which will cause pollution to the water. 4.1.3 Impact on soil erosion during construction period 4.1.3.4 Analysis of the factors affecting soil erosion The factors can be sorted into natural ones and artificial ones. The natural factors are: (1) rainfall, which is a main drive to soil erosion. The size of iaindrops, speed, duration of rainstorm and wind speed will all influence the eroding force of rainfall; (2) vegetation, which functions a lot in water and soil conservation. Good vegetation can block the rainfall, reduce the strike of raindrops upon the ground and postpone the production of surface runoff. Meanwhile, the large root system of plants can stabilize soil; the withered parts of plants may gather on the ground and thus store water, increase the organic content of soil, and thus improve the composition of soil and enhance its erosion resistance; 53 CHAPTER IV ENVIRONMENTAL IMPACT PREDICTION AND ASSESSMENT (3) topography, which refers mainly to the grade and length of slope. A sharp slope provides conditions for soil erosion. When factors like rainfall, soil type and vegetation are the same, the quantity of erosion on sharp slopes can be a few times larger than that on a gentle slope; (4) constituents of soil and ground surface, which is the substantial basis for soil erosion. Factors like soil type, characteristics of parent rock and so on will all directly influence soil erosion. The artificial factors are various. It is laid down in the national "Water and Soil Conservation Law", Item 18 that "in projects of railway, highway and water conservation construction, damage to the vegetation should be reduced as much as possible; wasted sand, stone and earth have to be stored in regulated places and must not be thrown to rivers, lakes, and ditches and canals other than the regulated places; on the slopes on both sides of railways and highways, slope protection or other protecting means must be adopted; when the construction is finished, the exposed grounds like the borrowing sites, cutting sites and the storing sites for wasted sand, stone and earth must be planted by trees and grass so as to avoid soil erosion." Concerning this project, the sections built in agricultural fields cover 84.95% of H-G Section and 91.42% of G-A Section; the sections in rolling terrain are relatively short, so there is no significant change to the topography; but the cut and fill sections really change the local slope grade and length of the original ground, and the cutting and borrowing damage the vegetation. As a result, some soil of poor composition is exposed to the air, and besides, since the protection means cannot be fully taken at the beginning of the construction, local soil erosion is inevitable. 4.1.3.2 Prediction of impact on soil erosion See Tables 4-1-5 and 4-1-6 for the statistics of cutting sections of H- G-A Expressway. 54 CHAPTER IV ENVIRONMENTAL IMPACT PREDICTION AND ASSESSMENT Table 4-1-5 Statistics of Cutting Sections of H-G Section No. Stake number Length of cutting (m) I K46 150I 2 K47 350 3 K59+700 200 4 K60+000-K60+550 550 5 K60+850-K61+300 450 6 K75 100 7 K79 200 8 K86-K87 900 9 K88-K91 900/4 section (total) 10 K92-K94 900/2 section (total) 11 K94+600-K95+300 800/2 section (total) 12 K98+000-K98+200 200 13 K109+000-Kl09+250 250 14 KlIl+000-KlII+350 350 15 K117+650-Kl18+400 750 16 K124+000-K124+800 800 17 K125+700-K125+880 300 Total i 8.15km/22 section Table 4-1-6 Statistics of Cutting Sections of G-A Section No. Stake number Length of cutting (m) I KI+700-K2+000 300 2 K2+100-KI+250 150 3 K3+500-K3+800 300 4 K6+500-K7+000 500 5 K7+700-K8+000 700 6 K8+700-K9+600 (in between) 350/5 section (total) 7 K10+700-K10+900 200 8 K1l+700-KI1+900 200 9 K12+200-Kl3+000 800 10 K13+300-Kl4+800 1500 11 K17+500-K17+750 250 12 K18+000-Kl8+350 350 13 K19+200-Kl9+500 300 14 K19+950-K20+100 150 15 K20+200-K20+450 250 16 K21+000-K21+200 200 17 K21+600-K24+300 750/5 section (total) Total 7.25kn/23 section 55 CHAPTER IV ENVIRONMENTAL IMPACT PREDICTION AND ASSESSMENT It can be seen here that there are 23 cuts in a total length of 8.15km in H-G Section and 23 cuts in a total length of 7.25km in G-A Section. The cuts are generally as deep as 5m, with only a few sections being I Om deep. The soil types on the hills and slight rollings along the line are yellow and brown soil, yellow and drab soil, and paddy rice soil which are cohesive. Before the construction, the soil had been slightly eroded; during the construction, since the protection and tree and grass planting are arranged backwards, the soil erosion will be increased. If the side slope of cut is regarded as in average of 5m, there is 0.082km in H-G Section and 0.073km2 in G-A Section , and the total is 0.155km2. Calculated according to the local soil erosion model 500t/km'*y, and assuming that the 45 cut sections in both sections are cut in both sides, the annual soil erosion volume will be 231.75 ton, and the sum total of the first two years of the construction will be 463.5 ton. From the third year, the protection engineering should partly be completed, and the erosion will be reduced. Side slope will also be produced by fill subgrade. According to the "Feasibility Studies" in 1997, the total cut and fill of HGE is 11380.242km', while the cut of GAH is 922,044m3, and the fill is 1,693,338m'. All the cut is adopted without being abandoned. The average fill height of the whole line is 3.91m. If calculated by the side slope ratio of 1:1.5, the fill side slope is about 7.0m long. Taking off the total length of the bridges and the 7 interchanges and the culverts, the total fill section is 100km long, and the maximum area of the fill side slope in total is 1.4km2. If all that is built with earth, the maximum soil erosion volume per year is 2100 ton, and 4,200 ton in two years. In the third year, thanks to the increase in protection engineering, the erosion volume will be much smaller than the predicted. Besides, because there is no abandoned earth and stones, there is no soil erosion in this aspect. In the construction of H-G Section the protection engineering amounts to 222388.22m', and that of the subgrade of G-A Section is 49964.39m'. It is required that the protection engineering should be designed, constructed and finished at the same time as the major construction, so the soil erosion in the later period of the construction will surely be reduced. 56 CHAPTER IV ENVIRONMENTAL IMPACT PREDICTION AND ASSESSMENT 4.1.4 Prediction of impact on ecological environment in operation period 4.1.4.1 Impact on the vegetation The filling and cutting in the construction take off all the original vegetation and thus produce serious adverse impact, which is difficult to be compensated during the construction period. However, in the later phases or in the operation period, planting can be designed and then implemented to the side slope, the central reserve, the interchange area, the service area, and the borrowing sites and the waste piles, so as to compensate for the damage done in the construction by means of artificial planting. It is designed in the "Feasibility Studies" that slope protection in diamond checks in which grass is planted is applied to the earth fill side slopes, and the total planted area will be above 1.Okm2. It is required in "Norms for Highway Environmental Protection Design" that the vegetation covering rate should not be lower than 70% witin two or three years of operation. This not only follows the regulations in the national "Law of Water and Soil Conservation", but beautifies the road view and the views along the road, and ensures the stability of the subgrade and reduces pollution to the air and acoustic environment. It also does good to the biological diversity in this area. The socioeconomic profits and environmental profits brought by the restoration of vegetation are great, which are difficult to estimate in quantity at present. 4.1.4.2 Impact on water environment in operation period Since the highway has its own complete drainage system, the runoff on the surface of the road produced after rain will flow together through the drainage ditches and side ditches into the rivers along the highway, which are of different water systems thanks to the length of the road. Thus no impact will be made on the water environment of the water systems. Besides, because the surface runoff is drained through the ditches, it will not flood the agricultural fields. It is worth mentioning that around K71 there build a service area, in which the facilities include mainly: parking lot, garden, gas station, garage, comprehensive service building, dining hall, pump station, boiler room, transformer substation, toilet, waste water disposing facilities, etc. At present the scale and staff of the service area are not yet determined, 57 CHAPTER IV ENVIRONMENTAL IMPACT PREDICTION AND ASSESSMENT but referring to the existing service areas in the country, the staff is likely to consist of 200 people. According to "Norms for Environmental Impact Assessment of Highway Projects", JTJO05-96, in East China the daily average water used per capita amount to 100 liter, so the waste water from living can be 20 ton. Assuming that everyday there are 100 automobiles washed clean here, and for each automobile the wash needs 400 liter, the water used in washing will amount to 40 ton; if 50% of it is recycled, the water wasted here will be 20 ton. In sum, the waste water from living and that from automobile washing is altogether 40 ton/day. There are already waste water disposing facilities designed, and according to the principle of total amount controlling required by NEPA, the waste water can only be emitted when it amounts to the standard quantity. Besides, the emission is usually into the irrigation system in small quantities, and there will not be much oxygen-consuming substance in the emission. Despite of all these, the emission of waste water must be controlled and proper treatment must be made to the waste water. 4.1.4.3 Impact on the soil environment along the highway In a lot of EIA of highway projects there are prediction and assessment on lead, which is added to the gas for vehicles here in China. But now, lead-free gas has been produced and be.used compulsorily in some large cities like Beijing and Shanghai. Since the project is to be put to operation in the year 2001, and by that time lead-free gas will have been applied all over the country, there is no specific prediction on the impact of lead in this statement. In addition, the monitoring results of the status quo of lead in the sample soil collected along the line show that the lead content scope for the four sample spots is 15.48mg/kg - 24.60mg/kg. It is defined in the implementation norm of the assessment, i.e., GB 15618-95 "Standards for Soil Environmental Quality" that the limit value of Class-2 lead is < 250 ~ 300mg/kg. That is to say, the lead content in the soil within the assessment scope would not surpass the national standard even if it were increased by 10 times. It can be seem from the over 150 EIA statements on highway projects completed here in China that the lead content in the soil along the highway has never surpassed the national standard under conditions of the predicted traffic volume and the predicted 20-year-long operation. 58 CHAPTER IV ENVIRONMENTAL IMPACT PREDICTION AND ASSESSMENT 4.2 Prediction and Statement of Impact on Socioeconomic Environment 4.2.1 Population The operation of the highway will no doubt influence the distribution of population along it. Since the moved families are generally relocated just in the neighborhood, the population of the townships and counties will not change remarkably. But after the highway is put to operation, and with the establishment of industrial developing zones along the line and the development of tourism and commerce, there will be a trend of increase in the population from outside the region, and the distribution and density of population will also change considerably. There may appear new towns near the interchange areas and the connecting lines. 4.2.2 Economic characteristics, industrial composition and labor force At the future economic distribution of Anhui, the project area is located at the joining point of the Changjiang River economic industrial zone and the high and new technological industrial zone with Hefei as its center, so the area plays an determining role in the development of the whole province. The highway project has, therefore, great influence to bear upon the socioeconomic development, industrial composition and the composing ratio of the labor force in the areas along HAE. First, the developing objective of Changjiang River economic industrial zone is to reinforce the basis of agriculture, expand the advantageous industries of metallurgy, building materials, automobile, machinery, electronics, chemicals, light industry and textile industry, and develop in great efforts finance, trade, tourism, science and technology and education. The construction of the highway will certainly improve significantly the land communications conditions of this industrial zone, which will form a good communicative network together with the advanced water transporting system, and thus provide sound preconditions for the development of this area. Meanwhile, the highway will promote the development of the towns along it and the exploration and utilization of the land resources. Secondly, the developing objective of the high and new technological industrial zone is to focus on building up the leading industries of high level, high technological content and high attending 59 CHAPTER IV ENVIRONMENTAL IMPACT PREDICTION AND ASSESSMENT value. Namely, it is to develop the four new and high technologies of electronic information, new materials, and biological pharmaceutical engineering and the industries based on these technologies, and to form a group of high and new technological industries like machinery industry, electronic industry, light industry and chemical industry. It is trying to realize the objective that by the year 2000, the percentage of high technological production in the industrial gross production will be over 20%. It is obvious that the highway will provide good communicative conditions for the zone and will play. an indispensable role in transforming the industrial composition of the zone to the target. Besides, the improvement of the investment conditions of the two big industrial zones and the change in their industrial compositions, especially the strengthening of the communication between them will provide more jobs for the towns and cities along the highway, and thus increase the social labor force, the composition ratio of which will also be changed considerably. That is, there will be more industrial employees and self-employed workers whereas fewer farmers; there will also be an increase in the exchange of populations of the project area and the other areas. The ratio between three kinds of industries will be made more reasonable. 4.2.3 Fundamental facilities 4.2.3.1 Communications In the directly influenced area of this project, the north-south arterial highway paralleled with the proposed highway is National No. 206 Highway, and there are also other roads like Hefei-Nanjing Highway, Hefei-Xuzhou Highway, Hefei-Wuhu Highway, Hefei-Liuan Highway, and the national highways of No.318 and No. 105, and the provincial highways of No. 103, No. 319, and No. 228. Through interchanges and the connections between arterial and feeder highways, the Hefei- Gaohebu Highway merges into the highway network of the area and thus exercises its function as a national trunk highway. The proposed highway is in parallel with the Hefei-Jiujiang Railway. Interchanges will be built to connect the two, and the regional roads can be used to link the highway to the railway stations, so as to speed up the transference of passengers and cargoes between the two. In water transportation, the highway can be connected with the Hefei Harbor and the Anqing Harbor through interchanges at the start 60 CHAPTER IV ENVIRONMENTAL IMPACT PREDICTION AND ASSESSMENT and end of the road and other regional roads. In air transportation, the interchange at the start of the highway and the Nanhuan Expressway can together link the highway with the Luogang Airport, and the interchange at the end of the highway and the Anqing Linking Line may link it to the Anqing Airport, so as to speed up the transference of passengers and cargoes between road and air transportation. In general, a three-dimensional and comprehensive transporting system is to be built up with the proposed highway strengthening its capacity and efficiency. 4.2.3.2 Other facilities There are such important facilities existing, or being built, or to be built along the highway as the Luogang Airport, the Hefei Economic and Technological Developing Zone, the high-tension wires at Feixi and Tongcheng, and the Hefei-Anqing long-distance communicative optical cable. It has already been considered in design and route selection that conflicts or interference should be avoid as many as possible between the highway and the above facilities, so there will not be remarkable impact on them. On the contrary, as the project will greatly enhance the development of this area, people's needs in the facilities of telecommunications, electricity, water, education and medical treatment will increase, and in a short term there will appear a contradiction between the demand and the supply. But in the long run, the project will speed up the improvement of these facilities and bring out their potential social and economic functions. 4.2.4 Utilization of land resources See Table 4-1-2 for the statistics on the existing land quantity of the towns and counties along the line. And see Table 4-1-1 for the statistics on land-occupation of the project. The cultivated field are per capita of some of the townships and counties will be slightly reduced. Since the land-occupation of the project is permanent, it will no doubt have impact on the agriculture and forestry here which are already short of land resources. However, with the great social and economic benefits brought about by the highway, the land occupied will undergo a special change in its value. Besides, new industrial zones will appear along the highway. So there will be an increase in the value of land nearby. In perspective of land type, the 61 CHAPTER IV ENVIRONMENTAL IMPACT PREDICTION AND ASSESSMENT neighboring land will quickly change from cultivated fields to non- agricultural ones. In addition, the borrowing and abandoning of earth will also have impact on the environment. Therefore, in design considerations must be made as to the longitudinal balance between cut and fill, and borrow and abandon should be reduced as much as possible. Barren and waste hills and deserted flat fields should be given priority in consideration of borrowing, so that the exposed ground can be changed into dry land for cultivation after the borrowing, or it may be used for stock-raising or for forestry. Thus the effective utility of land is expanded. In sum, the temporary land-acquisition will not have great impact on the agricultural production and the utilized value of land resources. 4.2.5 House remove and resident resettlement In route selection it has been considered to avoid big and middle- sized towns and residential spots so as to reduced and simplify the removing and resettling job. But it is inevitable. According to the statistics in the "Statement of Feasibility Studies", the project will remove buildings of 11 9,560m2, in which there are multi-storey buildings of 34,454m2, brick-houses of 48,186m' and simplified houses of 36,920m . Remove and resettlement is a social issue. The principle for tackling it in highway projects is to digest on the spot in villages. The construction department should enlist the aid of the local government, and, with consideration of the interest of the project as an integrity, negotiate in detail with the people concerned and make appropriate arrangements, and try to remove the cause of future trouble in develop the resettlement plan. The families involved should be visited from door to door so as to be listened to about their specific requirements. The compensating fund should be calculated according to the norms and regulations issued by the local government, so that the people would be satisfied and understanding as to the construction, and the remove and resettlement would be completed successfully. 4.2.6 Problem of separating impact on villages and fields Since HGE is designed as all-sealed and no-grade-crossing (and GAH as Class-I highway with entrances and exits partly controlled), the villages and fields on the roadside will inevitably be separated and thus inconvenience caused in people's living and working. Therefore, 62 CHAPTER IV ENVIRONMENTAL IMPACT PREDICTION AND ASSESSMENT underpasses and overcrossings should be built in densely populated areas and cultivated fields and combine with the existing rural road networks. There are 203 pedestrian underpasses and 23 overcrossings in HGE, and 41 pedestrian underpasses and 6 overcrossings in GAH. On average there is I underpass in each 0.56km. This will be suitable for the distribution of rural road network at present. 4.2.7 Interference with the public facilities along the line For the important facilities like high-tension wires, it has been mentioned in the previous context. Besides, there are 324 wire poles to be removed through the whole line, among which there are 293 for electrical power and 31 for telecommunication. According to the tradition here in China, the construction department held an negotiation with the departments of electricity and telecommunication, and for those have to be removed, alternative poles were elected before the original ones were removed. So no interference will happen to such public facilities. 4.2.8 Impact on scenic spots Anhui Province is rich in tourism resources, including the unique scenic spots and humanistic scenes which stud the whole province. The highway will provide convenient transport for the scenic and cultural spots and thus promote the exploration of tourism resources. It will cause no remarkable interference with the scenic spots. 4.2.9 Impact on historic relics Investigation shows that there is no national protected building or historic relic in the project area. But since the area used to be quite advanced in economy and culture in ancient times, there should be rich cultural accumulation here. So it is suggested that the headquarters should issue documents to inform the whole constructing staff of the law of historic relics protection. If there will be some relics exposed during the construction, civil works should be stopped immediately and the department concerned should be informed at once so as to make proper arrangements. As long as cooperation is successful between the highway department and the cultural relics protection department, and the: relevant national laws are followed, there will be no considerable impact on the historic relics along the route. 63 CHAPTER IV ENVIRONMENTAL IMPACT PREDICTION AND ASSESSMENT 4.2.10 Impact on town and city planning along HAE The project is relatively in parallel with National No. 206 Highway but somewhat distant from it, so the alignment avoids the towns, rural trade markets and densely populated residential spots distributed along No. 206 Highway. Most of the areas passed by the project are remote rural areas. As for the locations of the city and county governments, the route is selected on the basis of the principle of "approaching instead of entering the town, and providing convenience instead of interference for it". The project is in an effort to coordinate with the city planning of the important towns. For example, the Hefei Luogang Airport and the Hefei Economic and Technological Developing Zone have influenced the determination of the starting point of the route. The recommended alternative is passing through between the airport and the developing zone, so that no interference will happen to both. And it is suggested that entrance and exit are designed in the developing zone so as to benefit its construction. Besides, the positions of interchanges around the big cities and near the important towns are determined in consideration of the existing urban road networks and the developing plans of them, and the entrances and exits are located reasonably. 4.2.11 Assessment on dangerous articles transport risk Thanks to short of survey and statistics of the annual dangerous articles transport in this area, it is difficult to get a general picture of its type and quantity. Considering that the risk lies in sudden traffic accidents, it can be prevented before hand through management. Necessary fire agencies should be set up so as to give duly control to accidental emissions. The operation of such transportation must follow the relevant national and trade regulations and processes; the transporting vehicles should be equipped with necessary protecting means and facilities, and be tagged with standard and remarkable signs. The professionals should be specially trained and the drivers should be impressed upon traffic regulations. Once the vehicles transporting dangerous articles are found confronting an accident, the local fire agencies and environmental protection departments should be informed immediately. As for the potential serious pollution caused by traffic accidents, report to the authorities should be made quickly. As long as the above points are observed carefully, it can be assumed that there is little risk for dangerous articles transportation. 64 CHAPTER IV ENVIRONMENTAL IMPACT PREDICTION AND ASSESSMENT 4.3 Acoustic Environment Impact Prediction and Assessment 4.3.1 Prediction and analysis on acoustic environmental impact in the construction period (1) Noise sources in the construction period The construction noise mainly comes from construction machinery and transport vehicles. The present construction machinery in China mainly include excavators, bulldozers, graders, stabilizers, rollers, pavers, and transporting vehicles. The boring and pile-driving will all pollute the acoustic environment to some degree. According to the data provided by the units concerned, if the stabilizers are 30 meters away from the machinery center, the noise level is 84 dB (A), if 10 meters away, 90 dB (A), and if 7.5 meters away, 95 dB (A). For the testing results of noise of such machines in full operation load, see Table 4-3-1. Table 4-3-1 Testing values of acoustic levels from construction machinery types of machinery model distance between Leq the testing spots and max (A) machines tyred loaders ZL 40 /ZL 50 5m 90 graders PYI60A Sm 90 vibrating rollers YZJIOB Sm 86 2-wheel vibrating rollers CC21 Sm 81 3-wheel tandem rollers Sm 81 rubber tyred rollers ZL16 5m 76 bulldozers Z140 5m 86 tyred hydraulic W4 - 60c Sm 84 excavators pavers (British) fifond 311 ABGCO 5m 82 pavers (German) VOGELE 5m 87 generating set (2) FKV-75 Im 98 drilling machines 22 model Im 87 bituminous concrete PARKER LB 1000 (British) 2m 88 mixers LB30 /2.5 (Spanish) 2m 90/84 MARINI (Italian) 2m 90 Remark: The above data are obtained when the tested machines are in full load. 65 CHAPTER IV ENVIRONMENTAL IMPACT PREDICTION AND ASSESSMENT (2) Analysis of noise impact During the construction, the noise of the machinery is generally beyond 80dB(A), with some exceptions even beyond 90dB(A). The heavy noise will badly affect the hearing of the operators of the machines. Besides, it can greatly affect the neighboring residential areas, schools and hospitals. In order to protect the staff members' health, according to the "Noise Hygienic Standard of Industrial Enterprises" (see Table 1-7-6), construction units should make proper arrangements for their work, make the workers operate the machines in turn so as to shorten the contact time with loud noise. For those who have to work long hours near the acoustic sources, protection measures such as wearing sound-proof earplugs should be taken. It is also necessary to maintain the machines properly and operate them rationally to keep the noise level as lower as possible. Compared with that in the operation period, the noise in the construction is transient, temporary, and regional. According to the analogy prediction data of acoustic environment in the construction period, the normal construction noise will reduce at a distance of 200m, so within 1 00m it will affect people's sleep at night. 4.3.2 Prediction of traffic noise in operation period 4.3.2.1 Traffic noise forecasting model and the parameters (1) The forecasting model is as follows : L(Aeq)i = Lw,,i +101g ( Ni / ViT) -ALj +ALz +ALm - 13 The traffic noise value of all types of vehicles received at the prediction spot is: L(Acq)j = 1OLg [100' (LA Aq) +100.1 (L Acq +100.1 (Aq)s] -AL- The environmental noise prediction value is L(Aeq)y = 1OLg [100.1 (L Aq +100.1 (L Ae)c In the above formulas, the meaning of different symbols is: L,, - average radiating acoustic level of i-class vehicle ,dB (A) Ni -average traffic volume per hour of i-class vehicle in daytime or at night, (veh./h) Vi ---average speed of i-class vehicle (km/h) T ---predict time (1 hour) i---large, middle and small types of vehicles 66 CHAPTER IV ENVIRONMENTAL IMPACT PREDICTION AND ASSESSMENT ALj -distance reduction volume of i-class vehicle running noise at prediction point r distance from the equivalent running line in the daytime or at night, dB(A); ALz-traffic noise revised volume caused by longitudinal gradient, dB(A); ALm-traffic noise revised volume caused by road surface, dB(A); AL1 -traffic noise revised volume caused by curves or limited length of sections, dB(A); AL2-traffic noise revised volume caused by hindrance between the road and the prediction point, dB(A); (2) Determination of the parameters in the forecasting models 1) Traffic volume and vehicles type composition ratio According to the "Feasibility Study Report", the predicted traffic volume is at three levels of high, medium, and low, and is shown in Table 2-3-1 and Table 2-3-2. Vehicles type composition ratio is determined in Table 4-4-6. The traffic volume of 16-hour (6:00 am-22:00 pm) in the daytime is takes up 90% of the total in a day , and the night traffic volume take up 10 % of the total. 2) The determination of the speed of vehicles in operation period Table 4-3-2 Determination of speed (km/hr) vehicle type small middle large calculate model Y,=237X4.1602 Y.=212X--747 Y *80% Remarks*fhe average speed at night is of 20% discount of the calculated value; if the traffic volume of small vehicles is less than 50% of the total, the average speed reduces by 30% for every 100 vehicle reduction; in the above formulae, Y - average speed, (km/hr); X - traffic volume per hour of i-class vehicles in the predicted annual total, (vehicle/hr). 3) Traffic noise source strength The noise produced by running vehicles on the highways mainly comes from the engine power system of the vehicles, the friction between road surface and the tyres and the vibrating vehicles bodies, etc. The noise source strength of types of vehicles is large type: LwL = 77.2 + 0.18VL medium type: Lw.m= 62.6 + 0.32Vm small type: Lw.s = 59.3 + 0.23Vs 67 CHAPTER IV ENVIRONMENTAL IMPACT PREDICTION AND ASSESSMENT 4) Distance attenuation volume A Li The interval between class-i vehicles in daytime and at night: di= 1000Vj/Ni (m) The distance from the prediction spot to the noise equivalent running line: r2 = (DN * DF )' (M) Remark: r2 is the distance from the prediction spot to the roadside plus the distance from roadside to the equivalent running line; whereas the distance in the traffic noise prediction table in later context is that from the prediction spot to roadside. When r2 < di/2, A Lj,j = K, * K220Lg r2/7.5 When r. > di/2, A L,i=20Kl * [ K2Lg0.5di/7 + Lg(r2/0.5di)Ifl] In the above formulae, V, - average speed; Ni - average traffic volume per hour; DN - distance from prediction spot to the near lane, (m); D, - distance from prediction spot to the distant lane, (in); K, - ground surface constant from prediction spot to the highway, as Table 4-3- 3; K2 - constant related to vehicle interval d,, see Table 4-3-4. Table 4-3-3 Ground Surface Constant (K,) hard surface normal earth surface lawn surface 0.9 1.0 1.1 Table 4-3-4 Constant Related to Vehicle Intervals (K2) di(m) 20 125 130 140 150 160 170 890 1100 140 160 1250 1300 K2 0.17 0.50 0.617 0.716 0.78 0.806 0.833 0.84 0.855 0.88 0.885 0.89 0.908 5) Traffic noise revised volume A L, caused by curves of limited length of sections: A L,= -10 Lg 0 /180 (dB(A)), in which 0 - angle between the lines of sight from prediction spot to the ends of the road. ( 6) Traffic noise revised volume caused by hindrance between the road and prediction spot A L2 A L2,. A L2s+ A L2+ A L2. Table 4-3-5 A L2.s Revised Volume Unit: dB(A) Depth of trees A L2 Remark: line of sight is 30m 5dB(A) blocked by trees, which 60m 10dB(A) are 4.5m high. 6s CHAPTER IV ENVIRONMENTAL IMPACT PREDICTION AND ASSESSMENT Table 4-3-6 A L21Noise Reduction Revised Volume Unit: dB(A) Buildings in lines Land-taking of 1 line buildings Noise reduction buildings in 1' line area of 40%-60% 3.0 area of 70%-90% 5.0 Each 1 more line of each I more line of buildings increase by 1.5 buildings the maximum lines of buildings taking 10.0 A L2y is the equivalent class-A acoustic attenuation caused by the prediction spot's being in the acoustic shadow regions on both sides of high embankment or cutting. Since the different road structure (such as high embankment and cutting) serves as certain acoustic barrier for traffic noise, it can obstruct the linear transmission of sound wave and diffuse noise. According to the road composition and Figures 4-3-1 and 4-3-2, the acoustic distance difference d and the relevant Fresnel N, the relevant noise level reduced is figured out. The following is the formula for the acoustic distance difference. 8=a+b-c a2=(H2+R2)12 b= [r2+(M-h)2] 12 c = [(R+r)2+ (M+H-h)2 ] 112 In which, H -- takes 0.6 m; h - average height of the observer (taking 1.2m) r - distance from the observing point to the roadside (m) c - straight distance from the acoustic source to the observer (m) a - distance from the acoustic source to the roadside (m) b - distance from the roadside to the observing point (m) M - height of the embankment (taking 4.5 m) cu~ JBCA) E Z-j a .the maximum *A* AL is 20 dB(AX barrier ~~ .- Ai2d~) acoustic A- - source - --- prediction spot M-M NW7A 0.03 0.06 0. 1 0.3 66 1.5 3 £ acoustic wave distance differience (in) Figure 4-3-1 Acoustic Distance Figure 4-3-2 Difference Calculation A L2y -- 5 Relation Curve 69 CHAPTER IV ENVIRONMENTAL IMPACT PREDICTION AND ASSESSMENT 7) Engineering technological indices and the subgrade See the data in "Statement of Feasibility Studies" for part of the technological indices in highway engineering design. And see Attached Figure 6 for the standard subgrade sentional drawing. 4.3.2.1 Prediction of impact of traffic noise during operation period See Tables 4-3-7 - 4-3-18 for the prediction values of traffic noise of different sections in different years. Table 4-3-7 Predicted Traffic Noise Value of High Plan of H-G Section in 2000 Leq: dB(a) Section Time 20m 30m 40m 50m 60m 80m 100m 120m 140m 160m 180m 200m Xiaoxichong day 67.5 65.0 63.7 62.9 62.1 60.4 58.8 57.9 57.3 56.3 55.4 54.6 - Yandian night 60.3 56.9 55.1 53.9 52.7 50.5 48.4 46.7 45.3 44.1 43.0 42.1 Yandian day 67.9 65.4 64.1 63.4 62.4 60.8 59.2 58.3 57.7 56.7 55.8 55.0 ~ Shusanxian night 60.8 57.3 55.5 54.3 53.1 51.0 48.8 47.2 45.7 44.5 43.4 42.5 Shusanxian - day 67.4 64.9 63.7 62.9 62.1 60.4 58.7 57.7 57.2 56.2 55.3 54.6 Changgangtou night 60.3 56.9 55.0 53.8 52.6 50.4 48.4 46.7 45.3 44.1 43.0 42.1 Changgangtou day 66.1 63.6 62.3 61.6 60.7 59.0 57.3 56.4 55.8 54.8 53.9 53.2 ~ Mayan night 58.9 55.5 53.6 52.5 51.3 49.1 47.0 45.3 43.9 42.7 41.6 40.6 Mayan - day 66.1 63.6 62.3 61.6 60.7 59.0 57.3 56.4 55.8 54.8 53.9 53.2 Tongcheng night 58.9 55.5 53.6 52.5 51.3 49.9 47.0 45.3 43.9 42.7 41.6 40.6 Tongcheng day 66.3 63.8 62.5 61.7 60.8 59.2 57.5 56.6 56.6 55.0 54.1 53.4 ~ Gezidun night 59.1 55.7 53.8 52.6 51.4 49.2 47.2 45.5 44.1 42.9 41.8 40.8 Table 4-3-8 Predicted Traffic Noise Value of High Plan of H-G Section in 2010 Leq: dB(a) Section Time 20m 30m 40m 150m 60m 80m 100m 120m 140m 160m 180m 200m Xiaoxichong day 70.1 67.6 66.3 65.6 64.7 63.0 61.4 60.5 59.9 58.9 58.0 57.2 - Yandian night 62.9 59.9 57.7 56.5 55.3 53.1 51.0 49.4 47.9 46.7 45.6 44.7 Yandian day 70.5 68.0 66.7 65.9 65.0 63.4 61.7 60.9 60.2 59.2 58.3 57.6 - Shusanxian night 63.3 59.9 58.0 56.9 55.6 53.5 51.4 49.7 48.3 47.1 46.0 45.0 Shusanxian ~ day 69.7 67.2 65.9 65.2 64.3 62.6 60.9 60.1 59.4 58.4 57.6 56.8 Changgangtou night 62.5 59.1 58.2 56.1 54.9 52.7 50.6 48.9 47.5 46.3 45.2 44.3 Changgangtou day 69.3 66.7 65.4 64.7 63.8 62.2 60.5 59.6 59.0 58.0 57.1 56.3 - Mayan night 62.1 58.7 56.8 55.6 54.4 52.2 50.2 48.5 47.1 45.8 44.8 43.8 Mayan ~ day 68.7 66.2 64.9 64.2 63.3 61.6 59.9 59.1 58.4 57.4 56.6 55.8 Tongcheng night 61.5 58.1 56.2 55.1 53.9 51.7 49.6 47.9 46.5 45.2 44.2 43.2 Tongcheng day 68.5 66.0 64.7 64.0 63.1 61.4 59.8 58.9 58.3 57.3 56.4 55.6 Gezidun night 61.3 57.9 56.1 54.9 53.7 51.5 49.4 47.8 46.3 45.1 44.0 43.1 Remark: the distance in the table is that away from the central line of the highway. 70 CHAPTER IV ENVIRONMENTAL IMPACT PREDICTION AND ASSESSMENT Table 4-3-9 Predicted Traffic Noise Value of High Plan of H-G Section in 2021 Leq: dB(a) Section Time 20m 30m 40m 50m 60m 80m loom 120m 140m 160m 180m 200m Xiaoxichong day 72.4 69.8 68.5 67.8 66.9 65.3 63.6 62.7 62.1 61.1 60.2 59.4 ~ Yandian night 65.2 61.8 59.9 58.7 58.0 55.3 53.3 51.6 50.2 48.9 47.9 46.9 Yandian day 72.5 70.0 68.7 68.0 67.1 65.4 63.8 62.8 62.3 61.3 60.4 59.6 ~ Shusanxian night 65.4 61.9 60.1 58.9 57.7 55.5 53.4 52.3 51.3 50.0 49.0 48.1 Shusanxian - day 72.0 69.5 68.2 67.5 66.6 64.9 63.2 62.4 61.7 60.7 59.5 59.1 Changgangtou night 64.8 61.4 59.9 58.4 57.2 54.9 52.9 51.7 50.8 49.6 48.5 47.6 Changgangtou day 71.7 69.2 67.9 67.2 66.3 64.6 63.0 62.1 61.5 60.5 59.6 58.8 Mayan night 64.6 61.2 59.3 58.1 56.9 54.7 52.7 51.5 50.6 49.3 48.3 47.3 Mayan ~ day 71.2 68.7 67.4 66.7 65.8 64.1 62.5 61.6 51.0 60.0 59.1 58.3 Tongcheng night 64.1 60.6 58.8 57.6 56.4 54.2 52.1 51.0 50.1 48.8 47.7 46.8 Tongcheng day 71.1 68.6 67.3 66.6 65.7 64.0 62.3 61.4 60.8 59.8 59.0 58.1 Gezidun night 63.9 60.4 58.7 57.4 56.3 54.1 51.9 50.8 149.9 48.7 47.6 46.7 Remark: the distance in the table is that away from the central line of the highway. Table 4-3-10 Predicted Traffic Noise Value of Middle Plan of H-G Section in 2001 Leq: dB(a) Section Time 20m 30m 40m 50m 60m 80m 100m 120m 140m 160m 180m 200m Xiaoxichong day 67.3 64.8 63.5 62.8 61.9 60.2 58.6 57.7 57.1 56.1 56.2 54.4 Yandian night 60.2 56.7 54.9 53.7 52.5 50.3 48.2 47.1 46.2 44.9 43.8 42.9 Yandian day 67.7 65.2 63.9 63.2 62.3 60.6 58.9 58.1 57.75 56.5 55.6 54.8 ~ Shusanxian night 60.6 56.2 55.3 54.1 52.9 50.7 48.7 47.5 46.16 45.3 44.3 43.3 Shusanxian - day 67.3 64.8 63.5 62.8 61.9 60.2 58.5 57.7 57.0 56.0 55.1 54.4 Changgangtou night 60.1 56.7 54.8 53.7 52.5 50.3 48.2 47.0 46.1 44.9 43.8 42.8 Changgangtou day 65.9 63.4 62.1 61.4 60.4 58.8 57.1 56.3 55.6 54.7 53.8 53.0 ~ Mayan night 58.7 55.3 53.4 52.3 51.1 48.9 46.8 45.6 44.7 43.5 42.4 41.5 Mayan ~ day 65.9 63.4 62.1 61.4 60.4 58.8 57.1 56.3 55.6 64.7 53.8 53.0 Tongcheng night 58.7 55.3 53.4 52.3 51.1 48.9 46.8 45.6 44.7 43.5 42.4 41.5 Tongcheng day 66.0 63.5 62.2 61.5 60.0 59.0 51.3 56.4 55.7 54.8 53.9 53.1 ~ Gezidun night 58.9 55.4 53.6 52.4 51.2 49.0 47.0 45.8 44.9 43.6 42.6 41.6 Remark: the distance in the table is that away from the central line of the highway. 71 CHAPTER IV ENVIRONMENTAL IMPACT PREDICTION AND ASSESSMENT Table 4-3-11 Predicted Traffic Noise Value of Middle Plan of H-G Section in 2010 Leq: dB(a) Section Time 20m 30m 40m 50m 60m 80m 100m 120m 140m 160m 180m 200m Xiaoxichong day 69.8 67.3 65.9 65.2 64.3 62.7 61.0 60.1 59.5 58.5 57.6 56.9 ~ Yandian night 62.6 59.2 57.3 56.1 54.9 53.7 50.7 49.5 48.6 47.4 46.3 45.3 Yandian day 70.2 67.7 66.4 65.7 64.8 63.1 61.4 60.6 59.9 58.9 58.1 57.3 ~ Shusanxian night 63.0 59.6 58.7 56.6 55.4 53.2 51.1 49.9 49.0 47.8 46.7 45.8 Shusanxian - day 69.4 66.9 65.6 64.8 64.0 62.3 60.6 59.8 59.1 58.1 57.3 56.5 Changgangtou night 62.2 58.8 56.9 55.8 54.5 52.4 50.3 49.1 48.2 47.0 45.9 44.9 Changgangtou day 68.8 66.3 64.9 64.3 63.4 61.7 60.0 59.2 58.5 57.5 56.7 55.9 ~ Mayan night 61.6 58.2 56.3 55.2 54.0 51.8 49.7 48.5 47.6 46.4 45.3 44.4 Mayan ~ day 68.2 65.7 64.4 63.7 62.8 61.1 59.5 58.6 57.9 56.9 56.1 55.3 Tongcheng night 61.1 57.6 55.8 54.6 53.4 51.4 49.1 48.0 47.0 45.8 44.7 43.8 Tongcheng day 68.0 65.5 64.2 67.5 62.6 60.9 59.3 58.5 57.7 56.7 55.9 55.1 ~ Gezidun night 60.9 57.5 55.6 54.4 53.2 51.0 48.9 47.8 46.9 45.6 44.6 43.6 Remark: the distance in the table is that away from the central line of the highway. Table 4-3-12 Predicted Traffic Noise Value of Middle Plan of H-G Section in 2021 Leq: dB(a) Section Time 20m 30m 40m 50m 60m 80m 100m 120m 140m 160m 180m 200m Xiaoxichong day 71.8 69.3 68.0 67.3 66.4 64.7 63.1 62.2 61.6 60.6 59.7 58.9 ~ Yandian night 64.7 61.3 59.4 58.2 57.0 55.0 53.0 51.6 50.7 49.4 48.4 47.5 Yandian day 72.1 69.5 68.2 67.5 66.6 64.9 63.3 62.4 61.8 60.8 59.9 59.1 - Shusanxian night 64.9 61.5 59.5 58.4 57.2 55.5 53.1 51.8 50.9 49.6 48.6 47.6 Shusanxian ~ day 71.5 68.9 67.6 66.9 66.0 64.4 62.7 61.8 61.2 60.2 59.3 58.8 Changgangtou night 64.3 60.9 59.0 57.8 53.9 54.4 62.3 51.2 50.3 49.1 48.0 47.0 Changgangtou day 71.1 68.6 67.3 66.5 63.4 63.9 62.3 61.4 60.8 59.8 58.9 58.2 - Mayan night 63.9 60.5 58.6 57.5 53.6 54.1 52.0 50.8 49.9 48.7 47.6 46.6 Mayan - day 70.5 66.0 66.7 66.0 62.9 63.4 61.8 60.9 60.3 59.3 58.4 57.6 Tongcheng night 63.4 59.9 58.1 56.9 53.0 53.5 51.5 50.3 49.4 48.1 47.1 46.1 Tongcheng day 70.3 67.8 66.5 65.8 64.9 63.2 61.6 60.7 60.1 59.1 58.2 57.4 ~ Gezidun night 63.2 59.7 57.9 56.7 55.5 53.3 51.2 50.1 49.2 47.9 46.6 45.9 Remark: the distance in the table is that away from the central line of the highway. 72 CHAPTER IV ENVIRONMENTAL IMPACT PREDICTION AND ASSESSMENT Table 4-3-13 Predicted Traffic Noise Value of Low Plan of H-G Section in 2001 Leq: dB(a) Section Time 20m 30m 40m 50m 60m 80m 100m 120m 140m 160m 180m 200m Xiaoxichong day 67.2 64.7 63.4 62.6 61.7 60.1 58.4 57.6 56.9 55.9 55.0 54.3 ~ Yandian night 60.0 56.6 54.7 53.6 52.3 50.2 48.1 46.9 46.0 44.8 43.7 42.7 Yandian day 67.6 65.1 63.8 63.0 62.2 60.5 58.8 58.0 57.3 56.3 55.5 54.7 ~ Shusanxian night 60.4 56.1 55.1 54.0 52.7 50.6 48.5 47.3 46.4 45.2 44.1 43.1 Shusanxian - day 67.1 64.6 63.3 62.6 61.7 60.0 58.4 57.5 56.9 55.9 55.0 54.2 Changgangtou night 59.9 56.5 54.7 53.5 52.3 50.1 48.0 46.9 46.0 44.7 43.7 42.7 Changgangtou day 65.8 63.2 61.9 61.2 60.3 58.7 56.9 56.1 55.5 54.5 53.6 52.8 - Mayan night 58.6 55.1 53.3 52.1 50.9 48.7 46.7 45.5 44.6 43.3 42.3 41.3 Mayan day 65.8 63.2 61.9 61.2 60.3 58.7 56.9 56.1 55.5 54.5 53.6 52.8 Tongcheng night 58.6 55.1 53.3 52.1 50.9 48.7 46.7 45.5 44.6 43.3 42.3 41.3 Tongcheng day 65.9 63.3 62.0 61.3 60.4 58.8 57.1 56.2 55.65 54.6 53.7 52.9 - Gezidun night 58.7 55.3 53.4 52.2 51. 48.8 46.8 45.6 44.7 43.4 42.4 41.4 Remark: the distance in the table is that away from the central line of the highway. Table 4-3-14 Predicted Traffic Noise Value of Low Plan of H-G Section in 2010 Leq: dB(a) Time 20m 30m 40m 50m 60m 80m 100m 120m 140m 160m 180m 200m Xiaoxichong day 69.2 66.7 65.4 64.7 63.8 62.1 60.4 59.9 58.9 57.9 57.1 56.3 ~ Yandian night 62.0 58.6 56.7 55.6 54.4 52.2 50.1 48.9 48.0 46.8 45.7 44.7 Yandian day 69.7 67.2 65.9 65.2 64.3 62.6 60.9 60.1 59.5 58.5 57.6 56.8 ~ Shusanxian night 62.6 59.2 57.3 56.1 54.9 52.7 50.7 49.4 48.6 47.3 46.3 45.3 Shusanxian - day 68.9 66.4 65.1 64.3 63.4 61.8 60.1 59.2 58.6 47.6 46.7 45.9 Changgangtou night 61.7 58.3 56.4 55.2 54.0 51.8 49.8 48.6 47.7 46.5 45.4 44.4 Changgangtou day 68.2 65.7 64.4 63.6 62.7 61.1 59.4 58.6 57.9 56.8 56.0 55.3 ~ Mayan night 61.0 57.6 55.7 54.6 53.3 51.1 49.1 47.9 47.0 45.8 44.9 43.7 Mayan - day 67.6 65.1 63.8 63.0 62.0 60.5 58.8 58.0 57.3 56.3 55.5 54.7 Tongcheng night 60.4 56.0 55.1 54.0 52.7 50.6 48.5 47.3 46.4 45.2 44.1 43.1 Tongcheng day 67.4 62.9 63.6 62.9 62.0 60.3 58.7 57.8 57.2 56.2 55.3 54.5 Gezidun night 60.3 56.8 55.0 53.8 52.6 50.4 48.3 47.2 46.2 45.0 43.9 43.0 Remark: the distance in the table is that away from the central line of the highway. 73 CHAPTER IV ENVIRONMENTAL IMPACT PREDICTION AND ASSESSMENT Table 4-3-15 Predicted Traffic Noise Value of Low Plan of H-G Section in 2021 Leq: dB(a) Secion Time 20m 30m 40m 50m 60m 80m 100m 120m 140m 160m 180m 200m Xiaoxichong day 71.0 68.5 67.2 66.5 65.6 63.9 62.3 61.4 60.8 59.8 58.9 58.1 - Yandian night 63.9 60.5 58.6 57.2 56.2 54.0 52.0 50.8 49.9 48.6 47.6 46.6 Yandian day 71.4 68.9 67.6 66.9 66.0 64.3 62.7 61.8 61.2 60.2 59.3 58.8 - Shusanxian night 64.3 60.9 59.0 57.8 56.6 54.4 52.4 51.2 50.3 49.0 48.0 47.0 Shusanxian - day 70.9 68.3 67.0 66.3 65.4 63.7 62.1 61.2 60.6 59.6 58.7 57.9 Changgangtou night 63.7 60.3 58.4 57.2 56.0 53.8 51.8 50.6 49.8 48.4 47.4 46.4 Changgangtou day 70.3 67.8 66.4 65.7 64.8 63.2 61.5 60.6 60.0 59.0 58.1 57.4 Mayan night 63.1 59.8 57.8 56.7 55.4 53.2 51.2 50.0 49.1 47.9 46.8 45.8 Mayan - day 69.7 67.2 65.9 65.2 64.3 62.6 60.9 60.1 59.4 58.4 57.6 56.8 Tongcheng night 62.5 59.1 57.2 56.1 54.9 52.7 50.6 49.4 48.5 47.3 46.3 45.3 Tongcheng day 69.5 67.0 65.7 65.1 64.1 62.4 60.8 59.9 59.3 58.3 57.4 56.6 ~ Gezidun night 62.4 58.9 57.1 55.9 54.7 52.5 50.5 49.3 48.4 47.1 46.1 45.1 Remark: the distance in the table is that away from the central line of the highway. Table 4-3-16 Predicted Traffic Noise Value of G-A Section in 2001 Leq: dB(a) Plan Time 20m 30m 40m 50m 60m 80m 100m 120m 140m 160m 180m 200m High day 64.8 62.3 61.0 60.3 59.9 58.7 57.0 55.7 54.0 53.6 52.7 51.9 Plan night 55.8 52.4 50.5 49.4 48.6 46.9 44.9 43.2 41.8 40.6 39.5 38.5 Middle day 64.6 62.1 60.8 60.0 59.7 58.5 56.8 55.5 54.3 53.3 52.5 51.7 Plan night 55.5 52.1 50.3 49.1 48.4 46.7 44.6 43.0 41.5 40.3 39.2 38.3 Low day 64.4 61.9 60.6 59.9 59.5 58.3 56.7 55.3 54.2 53.2 52.3 50.5 Plan night 55.4 51.9 50.1 48.9 48.2 46.5 44.5 42.8 41.4 40.2 39.1 38.1 Remark: the distance in the table is that away from the central line of the highway. Table 4-3-17 Predicted Traffic Noise Value of G-A Section in 2010 Leq: dB(a) Plan Time 20m 30m 40m 50m 60m 80m loom 120m 140m 160m 180m 200m High day 66.9 65.3 63.0 62.3 61.9 60.8 59.1 57.7 56.6 55.6 54.7 53.9 Plan night 57.8 55.4 52.5 51.4 50.7 49.0 46.9 45.2 43.8 42.6 41.5 40.6 Middle day 66.5 65.0 62.7 62.0 61.6 60.4 58.7 57.0 56.2 55.2 54.4 53.6 Plan night 57.4 55.1 52.3 51.0 50.3 48.6 46.6 44.8 43.5 42.2 41.2 40.2 Low day 66.1 63.6 62.3 61.6 61.2 60.0 58.4 57.0 55.9 54.9 54.0 53.2 Plan night 57.1 53.7 51.8 50.6 49.9 48.2 46.2 44.5 43.1 41.9 40.8 39.8 Remark: the distance in the table is that away from the central line of the highway. 74 CHAPTER IV ENVIRONMENTAL IMPACT PREDICTION AND ASSESSMENT Table 4-3-18 Predicted Traffic Noise Value of G-A Section in 2021 Leq: dB(a) Plan Time 20m 30m 40m 50m 60m 80m 100m 120m 140m 160m 180m 200m High day 69.0 66.5 65.2 64.5 64.1 62.9 61.2 59.9 58.7 57.8 56.9 56.1 Plan night 59.9 56.6 54.7 53.5 52.8 51.1 49.1 47.4 46.0 44.8 43.7 42.7 Middle day 68.2 65.7 64.4 63.7 63.3 62.1 60.5 59.1 57.9 56.9 56.1 55.3 Plan night 59.2 55.8 53.4 52.8 52.0 50.3 48.3 46.6 45.2 43.9 42.9 41.9 Low day 67.5 64.9 63.7 62.9 62.6 61.4 59.7 58.4 57.2 56.2 55.4 54.6 Plan night 58.5 55.0 53.2 52.0 51.3 49.6 47.5 45.9 44.5 43.2 42.1 41.2 Remark: the distance in the table is that away from the central line of the highway. 4.3.2.2 Assessment of traffic noise environmental impact during operation period (1) Traffic noise distribution of the proposed highway According to the traffic noise prediction data, the standard distance distribution of the sections in different phases of the operation period is shown in Tables 4-3-19 and 4-3-20. Table 4-3-19 Traffic Noise Standard-meeting Distances Unit: m (environmental standard: day 70dB(A), night 55dB(A)) Plan Assessment year 2001 2010 2021 high Xiaoxichong-Yandian 20 40 25 60 30 80 Yandian-Shusanxian 20 50 25 65 30 85 Shusanxian-Changgangtou 20 40 20 60 25 80 Changgangtou-Mayan 20 30 20 55 25 70 Mayan-Tongcheng 20 30 20 50 25 70 Tongcheng-Gezidun 20 30 20 50 25 70 mid. Xiaoxichong-Yandian 20 40 20 60 25 80 Yandian-Shusanxian 20 40 20 60 25 80 Shusanxian-Changgangtou 20 40 20 55 - 25 70 Changgangtou-Mayan 20 30 20 50 25 60 Mayan-Tongcheng 20 30 20 50 25 60 Tongcheng-Gezidun 20 30 20 50 20 60 low Xiaoxichong-Yandian 20 35 20 50 25 70 Yandian-Shusanxian 20 40 20 60 25 70 Shusanxian-Changgangtou 20 35 20 50 25 70 Changgangtou-Mayan 20 30 20 50 20 60 1 Mayan-Tongcheng 20 30 20 40 20 60 Tongcheng-Gezidun 20 30 20 40 20 50 Remark: The figures in the table are distances from the central line of the highway. 75 CHAPTER IV ENVIRONMENTAL IMPACT PREDICTION AND ASSESSMENT Table 4-3-20 Traffic Noise Standard-meeting Distances of GAH Unit: m Year 2001 2010 2021 Plan day night day night day night 70dB(A) 55dB(A) 70dB(A) 55dB(A) 70dB(A) 55dB(A) high 20 25 20 35 20 40 middle 20 25 20 35 20 35 low 20 25 20 30 20 30 From the above tables it can been seen that for the high alternative of HGE, in the distant operation period (2021), the distance between the daytime 70dB equivalent value line and the central line of the highway is 25-30m, and that of the night 55dB is 70-85m. For the middle alternative in 2021 the daytime distance is 20-25m, and the night distance is 60-80m. For the low alternative in 2021, the daytime distance is 20-25m, and the night distance is 50-70m. For the alternatives of GAH in 2021, the daytime distance is 20m, and the night distance is 30-40m. It is then known that there will be no noise pollution beyond the assessment scope (200m on both sides from the central line of the road) of the two lines in operation period. For HGE in daytime beyond 30m from the central line and at night beyond 85m, and for GAH in daytime beyond 20m and at night beyond 40m, even if the traffic volume reaches the high plan of prediction, the noise will also meet the class-4 standard of GB3096-93. 2) Prediction and assessment of acoustic environment of the representative sensitive spots along the line Based on the prediction values and considering the revising factors of ground surface covering situation, road, composition, height of embankment or cutting and topography of the respective sensitive spots, Laeq = 1OLg (100.Leq - A L) + 100.xteqb Based on statistics of acoustic environment prediction values of the sensitive spots and the EIA norms relevant, prediction and assessment is made for the representative sensitive spots of residential spots, schools, etc. The results are shown in Tables 4-3-21 and 4-3-22. In the calculation, the embankment of HGE is 3.91m high in average, and that of GAH, 3.8m. 76 CHAPTER IV ENVIRONMENTAL IMPACT PREDICTION AND ASSESSMENT Table 4-3-21 (a) Noise Prediction Results of Representative Sensitive Spots along HGE (high plan) Leq: dB(A) Year Stake No. Sensitive spot Distance Noise Noise Standard- (n) standard surpassing day night day night day night 2001 K4+000 Yandun Mid Sch 200 57.0 45.7 60 50 - - K4+200 Weidianzhuang 90 60.2 50.5 70 55 - - K24+500 Caoguantang 60 62.1 52.4 70 55 - - K54+700 Zhangjialoufang 30 63.7 55.7 70 55 - 0.7 K94+600 Yuzhuang edge 63.6 55.6 70 55 - 0.6 K 13+800 Sanbacun edge 63.8 55.8 70 55 - 0.8 K125+700 Gezidun edge 63.8 55.8 70 55 - 0.8 2010 K4+000 Yandun Mid Sch 200 57.9 46.6 60 50 - - K4+200 Weidianzhuang 90 62.5 52.6 70 55 - - K24+500 Caoguantang 60 64.6 54.7 70 55 - - K54+700 Zhangjialoufang 30 66.2 58.2 70 55 - 3.2 K94+600 Yuzhuang edge 66.2 58.2 70 55 - 3.2 K1l13+800 Sanbacun edge 66.0 58.0 70 55 - 3.0 K125+700 Gezidun edge 66.0 57.9 70 55 - 2.9 2021 K4+000 Yandun Mid Sch 200 59.0 47.6 60 50 - - K4+200 Weidianzhuang 90 64.6 54.7 70 55 - - K24+500 Caoguantang 60 66.6 56.5 70 55 - 1.5 K54+700 Zhangjialoufang 30 68.7 60.7 70 55 - 5.7 K94+600 Yuzhuang edge 68.7 60.0 70 55 - 5.0 K113+800 Sanbacun edge 68.6 60.4 70 55 - 5.4 K125+700 Gezidun edge 68.6 60.4 70 55 - 5.4 Remarks: 1. The distance in the table is that between the assessment spot and the road central line; usually it is 1.0m before the first row of the village houses, or before the classrooms on school campus. 2."-" is for not surpassing standard, and for surpassing the volume beyond standard is given. 77 CHAPTER IV ENVIRONMENTAL IMPACT PREDICTION AND ASSESSMENT Table 4-3-21(b) Noise Prediction Results of Representative Sensitive Spots along HGE Leq: dB(A) Year Stake No. Sensitive spot Distance Noise Standard Surpassing D day night day night day night middle plan 2001 K4+000 Yandun Mid Sch 200 56.9 45.6 60 50 - - K4+200 Weidianzhuang 90 60.0 50.3 70 55 - - K24+500 Caoguantang 60 61.6 52.0 70 55 - - K54+700 Zhangjialoufang 30 63.5 55.5 70 55 - 0.7 K94+600 Yuzhuang edge 63.4 55.4 70 55 - 0.4 Kl13+800 Sanbacun edge 63.5 55.5 70 55 - 0.5 K125+700 Gezidun edge 63.5 55.5 70 55 - 0.5 2010 K4+000 Yandun Mid Sch 200 57.8 46.4 60 50 - - K4+200 Weidianzhuang 90 62.2 52.6 70 55 - - K24+500 Caoguantang 60 64.1 54.1 70 55 - - K54+700 Zhangjialoufang 30 65.7 57.7 70 55 - 2.7 K94+600 Yuzhuang edge 65.7 57.7 70 55 - 2.7 K 13+800 Sanbacun edge 65.5 57.6 70 55 - 2.6 K125+700 Gezidun edge 65.5 57.5 70 55 - 2.5 2021 K4+000 Yandun Mid Sch 200 58.7 47.4 60 50 - - K4+200 Weidianzhuang 90 64.1 54.4 70 55 - - K24+500 Caoguantang 60 65.9 55.8 70 55 - 0.8 K54+700 Zhangjialoufang 30 66.0 60.0 70 55 - 5.0 K94+600 Yuzhuang edge 66.0 59.9 70 55 - 4.9 K 113+800 Sanbacun edge 67.8 59.7 70 55 - 4.7 K125+700 Gezidun edge 67.8 59.7 70 55 - 4.7 low plan 2001 K4+000 Yandun Mid Sch 200 56.9 45.6 60 50 - - K4+200 Weidianzhuang 90 59.8 50.2 70 55 - - K24+500 Caoguantang 60 61.2 51.5 70 55 - - K54+700 Zhangjialoufang 30 63.3 55.3 70 55 - 0.2 K94+600 Yuzhuang edge 63.2 55.2 70 55 - 0.2 KI 13+800 Sanbacun edge 63.3 55.4 70 55 - 0.4 K 125+700 Gezidun edge 63.3 55.4 70 55 - 0.4 2010 K4+000 Yandun Mid Sch 200 57.5 46.2 60 50 - - K4+200 Weidianzhuang 90 61.6 51.8 70 55 - - K24+500 Caoguantang 60 63.6 53.5 70 55 - - K54+700 Zhangjialoufang 30 65.1 56.2 70 55 - 1.2 K94+600 Yuzhuang edge 65.1 56.1 70 55 - 1.1 K113+800 Sanbacun edge 64.9 56.9 70 55 - 1.9 K125+700 Gezidun edge 64.9 56.8 70 55 - 1.8 2021 K4+000 Yandun Mid Sch 200 58.3 47.0 60 50 - - K4+200 Weidianzhuang 90 62.9 53.5 70 55 - - K24+500 Caoguantang 60 65.1 54.8 70 55 - - K54+700 Zhangjialoufang 30 67.2 59.2 70 55 - 4.2 K94+600 Yuzhuang edge 66.0 59.1 70 55 - 4.1 K113+800 Sanbacun edge 67.0 58.9 70 55 - 3.9 K125+700 Gezidun edge 67.0 58.9 70 55 - 3.9 78 CHAPTER IV ENVIRONMENTAL IMPACT PREDICTION AND ASSESSMENT Table 4-3-22 (a) Statistics of Noise Prediction Results of Representative Sensitive Spots along G-A Section Leq: dB(A) Year Stake No. Sensitive spot Distance Noise Noise Standard- standard surpassing day night day night day night High Plan 2001 KS+100 Renming Pri. Sch. 90 58.1 46.2 60 50 - K5+200 Pengjiazui 70 59.7 48.0 70 55 - K15+500 Wuheng 30 62.4 52.7 70 55 - - (Banqiao Vill.) K23+100 Lixin Pri. Sch. 90 58.0 45.3 60 50 - - K25+800 Dalongshan Town edge 62.4 52.6 70 55 - - 2010 K5+100 Renming Pri. Sch. 90 60.1 48.1 60 50 0.1 - KS+200 Pengjiazui 70 61.5 50.0 70 55 - - K 15+500 Wuheng 30 65.3 55.5 70 55 - 0.5 (Banqiao Vill.) K23+100 Lixin Pri. Sch. 90 60.0 48.1 60 50 - - _ K25+800 Dalongshan Town edge 65.3 55.5 70 55 - 0.5 2021 K5+100 Renming Pri. Sch. 90 62.1 50.2 60 50 2.1 0.2 K5+200 Pengjiazui 70 63.6 52.0 70 55 - - Kl5+500 Wuheng 30 66.5 56.7 70 55 - 1.7 (Banqiao Vill.) K23+100 Lixin Pri. Sch. 90 62.1 50.2 60 50 2.1 0.2 K25+800 Dalongshan Town edge 66.5 56.7 70 55 - 1.7 Middle Plan 2001 K5+100 Renming Pri. Sch. 90 57.9 45.9 60 50 - - K5+200 Pengjiazui 70 59.5 47.8 70 55 - - K15+500 Wuheng 30 62.2 52.4 70 55 - - (Banqiao Vill.) K23+100 Lixin Pri. Sch. 90 57.8 45.9 60 50 - K25+800 Dalongshan Town edge 62.2 52.3 70 55 - 2010 KS+100 Renming Pri. Sch. 90 59.7 47.2 60 50 - KS+200 Pengiiazui 70 61.2 49.6 70 55 - Kl5+500 Wuheng 30 65.0 55.3 70 55 - 0.3 (Banqiao Vill.) K23+100 Lixin Pri. Sch. 90 59.7 47.2 60 50 - - _ K25+800 Dalongshan Town edge 65.0 55.2 70 55 - 0.2 2021 K5+100 Renming Pri. Sch. 90 61.4 49.4 60 50 1.4 - K5+200 Pengjiazui 70 62.8 51.2 70 55 - - K15+500 Wuheng 30 65.7 55.9 70 55 - 0.9 (Banqiao Vill.) K23+100 Lixin Pri. Sch. 90 61.4 49.1 60 50 1.4 - K25+800 Dalongshan Town edge 65.7 55.9 70 55 - 0.9 79 CHAPTER IV ENVIRONMENTAL IMPACT PREDICTION AND ASSESSMENT Table 4-3-22 (b) Statistics of Noise Prediction Results of Representative Sensitive Spots along G-A Section Leq: dB(A) Year Stake No. Sensitive spot Distance Noise Noise Standard- (m) standard surpassing __day night day night day night Low Plan 2001 K5+100 Renming Pri. Sch. 90 57.8 45.8 60 50 - - K5+200 Pengjiazui 70 59.3 47.7 70 55 - _- Kl5+500 Wuheng 30 62.0 52.2 70 55 - - (Banqiao Vill.) K23+100 Lixin Pri. Sch. 90 57.7 45.8 60 50 - - K25+800 Dalongshan Town edge 62.0 52.1 70 55 - - 2010 K5+100 Retning Pri. Sch. 90 59.4 47.4 60 50 - - K5+200 Pengjiazui 70 60.9 49.2 70 55 - - K15+500 Wuheng 30 63.7 53.9 70 55 - - (Banqiao Vill.) K23+100 Lixin Pri. Sch. 90 59.4 47.4 60 50 - - K25+800 Dalongshan Town edge 64.6 53.9 70 55 - - 2021 KS+100 Renming Pri. Sch. 90 60.7 48.6 60 50 - - K5+200 Pengjiazui 70 62.2 50.6 70 55 - - K15+500 Wuheng 30 64.9 55.2 70 55 - 0.2 (Banqiao Vill.) I_I_I K23+100 Lixin Pri. Sch. 90 60.6 48.6 60 50 0.6 - K25+800 Dalongshan Town edge 64.9 55.1 70 55 - 0.1 Remarks: 1. The distance in the table is that between the assessment spot (village edge or school campus). 2. "-" is for not surpassing standard, and for surpassing the volume beyond standard is given. Noise pollution interferes with people's normal living, working, resting, and even health when it is above 75dB(A). It is seen from the above tables that at and beyond 50m from the road, for the representative sensitive spots within 50m from the road, there is no standard-surpassing in daytime, while at night the standard surpassing rate is 50% in the near future and 70% in the distant future, when the increase of noise level at these spots is 14.9 - 27.5dB(A) in daytime and 18.2-28.8dB(A) at night. When the highway is put to operation, the regional function will change with the change of economic and social activities. Within 50--200m from the road, for the sensitive spots like Weidianzhuang and Caoguantang, the standard surpassing rate in daytime and at night is not increased, and in the distant future, the increase of noise level compared with the status quo value is relatively small at these spots. It can be seen therefore that the traffic noise from the proposed highway contributes little to the noise at 80 CHAPTER IV ENVIRONMENTAL IMPACT PREDICTION AND ASSESSMENT these sensitive spots, and can be left out of the picture in most cases, except for the Renmin Primary School and Lixin Primary School which are 90m to the right of GAH, generally there is no standard-surpassing according to the low alternative, but according to the high alternative, the standard-surpassing in the distant future is 2.1dB(A) in daytime and 0.2dB(A) at night. The impact of noise is small. It is seen from the above assessment that in the operation period it has certain impact on the sensitive spots within 50m from the roadside, and the degree of impact is shown in Tables 4-3-23 ~ 4-3-28. Table 4-3-23 Statistics of Standard-surpassing at Sensitive Spots within 50m from HGE (in 2001) Stake no. Spot name Distance Family Standard surpassing situations (m) no. high plan middle plan low plan day night day night day night K18+200 Mogang 40 40 - 0.2 - K19+100 Liucitang 40 30 - 0.2 - K3 1+000 Zhashangdaying cross 40 - 2.5 - 1.4 - 1.2 K32+350 Huangweinangeng edge 20 - 2.4 - 1.3 - 1.2 K41+100 Fuyuan M. School edge 905 p. 6.7 8.4 6.6 8.3 6.4 8.0 K48+200 Wangdawu 30 20 - 2.0 - 1.8 - 1.6 KS1+700 Heyuan Pri. School 40 207 p. 4.1 5.0 3.9 4.8 3.7 4.7 K54+700 Zhangjialoufang 30 50 - 2.0 - 1.8 - 1.6 K61+100 Yuemiao M. School 30 546 p. 4.0 5.5 3.8 5.3 3.6 5.1 K88+000 Fangzhuang edge 22 - 0.6 - 0.4 - 0.2 K94+600 Yuzhuang edge 20 - 0.6 - 0.4 - 0.2 K109+000 Yuejin Pri. School cross 120 p. 3.9 .5.9 3.6 5.6 3.4 5.3 KI13+800 Sanbacun edge 40 - 0.8 - 0.5 - 0.4 KI 14+150 Yaoci Pri. School 40 right 215 p. 3.8 4.7 3.6 4.5 3.4 4.4 K 19+350 Wufang 20 left 30 - 0.7 - 0.4 - 0.3 K124+700 Jianxin 30 left 30 - 0.7 - 0.4 - 0.3 K125+700 Gezidun edge 40 - 0.8 - 0.5 - 0.4 - - - --1 CHAPTER IV ENVIRONMENTAL IMPACT PREDICTION AND ASSESSMENT Table 4-3-24 Statistics of Standard-surpassing at Sensitive Spots within 50m from HGE (in 2010) Stake no. Spot name Distance Family Standard surpassing situations (m) no. high plan middle plan low plan day night day night day night K18+200 Mogang 40 40 - 2.8 - 2.4 - - K19+100 Liucitang 40 30 - 2.8 - 2.3 - - K31+000 Zhashangdaying cross 40 - 5.0 - 4.7 - 4.3 K32+350 Huangweinangeng edge 20 - 4.9 - 4.6 - 4.2 K41+100 Fuyuan M. School edge 905 p. 8.4 10.1 8.1 6.8 7.5 9.3 K48+200 Wangdawu 30 20 - 4.1 - 3.9 - 3.4 K51+700 Heyuan Pri. School 40 207 p. 6.1 8.2 5.9 6.9 5.2 6.4 K54+700 Zhangjialoufang 30 50 - 4.2 - 3.9 - 3.4 K61+100 Yuemiao M. School 30 546 p. 6.9 8.7 6.5 8.2 5.8 7.6 K88+000 Fangzhuang edge 22 - 3.2 - 2.7 - 1.1 K94+600 Yuzhuang edge 20 - 3.0 - 2.6 - 1.9 K109+000 Yuejin Pri. School cross 120 p. 6.2 8.2 5.6 7.7 4.9 6.9 K113+800 Sanbacun edge 40 - 3.0 - 2.6 - 1.9 K 114+150 Yaoci Pri. School 40 right 215 p. 5.8 6.7 5.6 6.5 5.4 6.4 K119+350 Wufang 20left 30 - 2.9 - 2.5 - 1.8 K124+700 Jianxin 30 left 30 - 2.4 - 2.0 - 1.4 K125+700 Gezidun edge 40 - 2.9 - 2.5 - 1.9 Table 4-3-25 Statistics of Standard-surpassing at Sensitive Spots within 50m from HGE (in 2020) Stake no. Spot name Distance Family Standard surpassing situations (m) no. high plan middle plan low plan day night day night day night K18+200 Mogang . 40 40 - 4.5 - 4.4 - 3.7 K19+100 Liucitang 40 30 - 4.5 - 4.4 - 3.6 K3 1+000 Zhashangdaying cross 40 - 7.0 - 6.6 - 6.0 K32+350 Huangweinangeng edge 20 - 6.9 - 6.5 - 5.9 K41+100 Fuyuan M. School edge 905 p. 9.9 11.9 9.5 11.4 8.9 10.8 K48+200 Wangdawu 30 20 - 6.4 - 5.9 - 5.3 K51+700 Heyuan Pri. School 40 207 p. 8.3 9.5 7.8 9.0 7.2 8.4 K54+700 Zhangjialoufang 30 50 - 5.7 - 5.0 - 4.2 K61+100 Yuemiao M. School 30 546 p. 9.1 11.2 8.7 10.5 8.0 9.8 K88+000 Fangzhuang edge 22 - 5.6 - 4.9 - 4.1 K94+600 Yuzhuang edge 20 - 5.0 - 4.5 - 4.1 K 109+000 Yuejin Pri. School cross 120 p. 8.8 10.5 7.9 9.8 7.1 9.0 Kl13+800 Sanbacun edge 40 - 5.4 - 4.7 - 3.9 K114+150 Yaoci Pri. School 40 right 215 p. 7.8 8.7 7.6 8.5 7.0 8.4 K119+350 Wufang 20left 30 - 5.3 - 4.6 - 3.8 K124+700 Jianxin 30 left 30 - 4.8 - 4.0 - 3.1 K125+700 Gezidun edge 40 - 5.4 - 4.7 - 3.9 82 CHAPTER IV ENVIRONMENTAL IMPACT PREDICTION AND ASSESSMENT Table 4-3-26 Statistics of Standard-surpassing at Sensitive Spots within 50m from GAH (in 2001) Stake no. Spot name Dis- Family Standard surpassing situations tance no. high plan middle plan low plan (m) day night day night day night K 1+500 Wangjiachong 40 30 K15+500 Wuheng (Banqiaocun) 30 70 K25+800 Dalongshanzhen edge 50 Table 4-3-27 Statistics of Standard-surpassing at Sensitive Spots within 50m from GAH (in 2010) Stake no. Spot name Dis- Family Standard surpassing situations tance no. high plan middle plan low plan (m) day night day night day night KI+500 Wangiiachong 40 30 - - - - K15+500 Wuheng (Banqiaocun) 30 70 - 0.5 - 0.2 - K25+800 Dalongshanzhen edge 50 - Table 4-3-28 Statistics of Standard-surpassing at Sensitive Spots within 50m from GAH (in 2020) Stake no. Spot name Dis- Family Standard surpassing situations tance no. high plan middle plan low plan (m) day night day night day night Kl+500 Wangjiachong 40 30 - - - - - - K 15+500 Wuheng (Banqiaocun) 30 70 - 1.7 - 0.9 - 0.2 K25+800 Dalongshanzhen edge 50 - 1.0 - 0.9 - 0.1 Taking the high alternative as an example, the situation for the 17 sensitive spots within 50m from the roadside of H-G Section in 2001 is like this: in daytime there is standard-surpassing at the five schools of Fuyuan Middle School, Heyuan Primary School, Yuemiao Middle School, Yuejin Primary School and Yaoci Primary School, and the surpassing values are respectively 6.7dB(A), 4.1 dB(A), 4.OdB(A), 3.9dB(A), and 3.8dB(A); the percentage in the total number of sensitive spots is 29.4%. At night there are relatively more standard-surpassing cases, but the surpassing values are not high, mostly between 0.2 and 2.5dB(A). The values are high for the five schools mentioned above, which are respectively 8.4dB(A), 5.OdB(A), 5.5dB(A), 5.9dB(A), and 6.7dB(A). The impact of traffic noise upon villages is small, only 0.2 - 2.5dB(A). 83 CHAPTER IV ENVIRONMENTAL IMPACT PREDICTION AND ASSESSMENT The Xinnian Primary School is 60m from the road, and the standard- supassing values there are 3.2dB(A) and 4.8dB(A) in daytime and at night respectively. In the distant future, standard-surpassing is still serious for the five schools, which is 8.3 - 9.9dB(A) in daytime and 8.7 - 11.9dB(A) at night. For the other sensitive spots, there is no surpassing in daytime, and at night it is 4.5 - 7.OdB(A). At the Xinnian Primay School, the values are 7.7dB(A) and 9.2dB(A) in daytime and at night respectively. The noise impact of GAH in the distant future is not serious, according to the high alternative of traffic volume prediction, the standard-surpassing is slight (1.7dB(A)) at night for two villages, and in daytime there is no surpassing for the three spots. In sum, the proposed highway has certain noise impact on the sensitive spots within the assessment scope in operation period. It is seen from the prediction assessment that in the distant future, there is basically no standard-surpassing at the spots beyond 50m from HGE, but for the spots within 50m, the impact is larger and the surpassing rate is high. The noise pollution is serious for Fuyuan Middle School, Heyuan Primary School, and Yuemiao Middle School. The noise impact on the sensitive spots within 50m from GAH is not serious in the distant future. So from the perspective of acoustic environment, it is proved that the route selection is reasonable, and the noise impact is small for the whole line. What is more, the construction of the highway will benefit the improvement of the macro-environment of this area. 84 CHAPTER IV ENVIRONMENTAL INPACT PRIDICTION AND ASSESSMENT 4.4 Atmospheric Environment Prediction and Assessment 4.4.1 Analysis of atmospheric environment impact during construction period 4.4.1.1 Analysis of pollution source During the construction of the highway, there is a large quantity of cut and fill transport and of mixing of construction materials. So during the construction period, the main pollutant is TSP, which comes from open or semi-sealed bituminous concrete mixing, the spilling and scattering during transportation, temporary or unpaved road surface, and the on-going operation of construction machinery. 4.1.1.2 TSP impact assessment (1) TSP pollution caused by earth mixing There are two ways of mixing of earth: road mixing (refers to on- the-spot mixing) and plant mixing (refers to concentrated mixing, and then transporting the product to the construction spot by vehicles). Plant mixing has a large quantity of dust and a larger range of influence which can reach 150m away in the lower wind. Road mixing has a smaller quantity of dust and smaller range of influence, but the line being polluted is longer and also the lime content in the dust can burn the surface of the plants at the roadside. See Table 4-4-1 for the on-the-spot monitoring results of the Befjing-Tianjin-Tanggu Highway which was being constructed in May, 1990. Table 4-4-1 TSP Monitoring Results in the Construction Place Method Sampling Monitoring result Remark distance beside ramps of Yangcun road 50m 0.389 mg/M3 The Zhenglou interchange mixing 150m 0.271 mg/m3 monitoring Yangcun mixing plant plant 50m 8.849-9.078 mg/m spot is in mixing loom 1.599-1.703 mg/m' the lower 150m 0.483-1.130 mg/M3 wind. 85 CHAPTER IV ENVIRONMENTAL INPACT PRIDICTION AND ASSESSMENT (2) TSP pollution caused by construction traffic Flying dust pollution is serious caused by construction traffic on unpaved roads, and the range being influenced by it is also large. Table 4-4-2 shows the on-the-spot monitoring results of flying dust caused by construction traffic on the Bei-Tian-Tang Highway in May, 1990. Table 4-4-2 Traffic Flying Dust Monitoring Results in Construction Place Dust source Sampling Monitor result Remark distance roadside transport 50 m 19.652 mg/m' Sampling in at vehicle when 100 m 11.694 mg/M3 lower wind; Wuqing paving cement 150 m 5.039 mg/m result is instant Yangcun surface value. Seen from Table 4-4-2, the TSP concentration in the lower wind at 50m from the road surpasses the standard by over 10 times, and still by over 4 times when it is 150m away. The flying dust pollution is serious in the area along the road in construction period. The project is located in between the Changjiang River and the Huaihe River, where the vegetation is good and the weather is humid and wind speed low. So the TSP pollution is not remarkable, except in dry seasons and windy weather, flying dust may be caused by construction traffic, and protecting measures should be taken for the concentrated residential spots along the line. Dust pollution caused by construction can be reduced to minimum if proper measures like plant mixing, sprinkling water on the temporary roads and covering the transporting vehicles are taken so as to meet the national class-II standard. 86 CHAPTER IV ENVIRONMENTAL INPACT PRIDICTION AND ASSESSMENT 4.4.2 Prediction and assessment of atmospheric environment in operation period 4.4.2.1 Meteorological conditions for pollution (1)Features of climate The project area belongs to the subtropical northern border zone, which is characterized by humid monsoon climate in transference between northern subtropical and warm temperate zones. The weather is warm and humid, the monsoon is remarkable, the seasons are distinct, the sunshine is adequate, and the frost-free period is long. The annual average precipitation for years is 988.4 - 1389.2mm; the rainfall is distributed unevenly within the year, mostly in June - August. The annual average temperature is about 15 *C, and average relative humidity is 76%. (2) Features of wind field on ground surface 1) wind direction According to the wind direction data for the past three years (1994 - 1996) provided by the meteorological observatories of Hefei, Tongcheng and Anqing, the yearly dominant wind directions of the places are different. In Hefei it is mainly SE (11%) and ENE (10.3%), in Tongcheng, NW (21.3%), and in Anqing, NE (28.7%). The pollution is in a high degree in SE and ENE for Hefei, in NW for Tongcheng, and in NE and SW for Anqing. See Table 4-4-3 for the wind direction frequency and average wind speed for the cities and prefectures through the years. Figures 4-4-1 - 4-4-3 are the rosette figures of wind direction frequency of different places for the seasons and years, and Figures 4-4- 4 - 4-4-6 are those of the pollution coefficients of different places for the seasons and years. 2) wind speed on ground surface The recent data show that the annual average wind speeds in Hefei, Lujiang, Tongcheng, and Anqing are 2.6m/s, 2.3m/s, 3.2m/s, and 3.2m/s. High wind speed is beneficial for the diffusion of air pollutants, so the conditions for pollutants diffusion in Lujiang County are relatively poor. 3) atmospheric stability According to relevant data report in Hefei, Lujiang and Anqing, the appearance frequency of class-D is the highest in the annual atmospheric stability in the region, and those of cldss-E and class-F are the next. This shows that the atmospheric stability in the assessment area is mainly the medium. See Table 4-4-4 for the details. 87 CHAPTER IV ENVIRONMENTAL INPACT PRIDICTION AND ASSESSMENT Table 4-4-3 Wind Direction Frequency, Average Wind Speeds and Pollution Coefficients of the Cities and Prefectures in Different Directions through the Years Place Hefei City Lujiang City Anqing City Direct frequency average pollution frequency % average pollution frequency % average pollution % wind speed index wind speed index wind speed index m/s rn/s rn/s N 3 2.8 1.1 10.3 4.2 2.4 5.3 3.5 1.5 NNE 3.7 3.2 1.2 9 4.2 2.1 11 3.9 2.8 NE 0 10.3 3.1 3.3 7.3 3.5 2.1 *^r 28.7 4.0 7.2 ENE 6.3 3.2 2.0 3 3.1 1.0 9.7 3.3 2.9 E O 10.3 3.0 3.4 3 2.9 1.0 5 2.6 1.9 ESE 4.7 3.1 1.5 1 2.7 0.4 1 2.0 0.5 SE * 11 3.4 3.2 1.7 2.5 0.7 1 1.8 0.6 SSE 4 3.3 1.2 1.3 2.6 0.5 0.7 2.2 0.3 S 8.3 3.4 2.4 7.7 3.8 2.0 2 3.1 0.6 SSW 4.3 3.4 1.3 5.3 4.0 1.3 4.3 3.3 1.3 SW 4 2.7 1.5 8.7 3.5 2.5 0 12.3 3.6 3.4 WSW 1.3 2.4 0.5 1.3 2.5 0.5 6.3 3.3 1.9 W 5 3.3 1.5 1.3 2.2 0.6 3 2.7 1.1 WNW 2.7 4.0 0.7 1.7 2.5 0.7 1 2.3 0.4 NW 8 4.0 2.0 * 21.3 3.3 6.4 1.3 2.0 0.6 NNW 4 3.2 1.2 0 11.7 4.0 2.9 2.3 2.2 1.0 C 6.7 _ 1 _ 14.3 1 _ _ _ _ Remark: *^< is the maximum value, i.e., dominant wind direction for years; 0 is sub-dominant wind direction. 88 CHAPTER IV ENVIRONMENTAL IMPACT PREDICTION AND ASSESSMENT N N w .E w 4.7a N S S Spring NE Summer w 6.7 E N S the year NE w 9w a S s Autumn Winter Scale ( () lig.4-4-1 Hefei City's rosette figure of wind direction frequency of seasons and of the year (1994-1996) 89 CHAPTER IV ENVIRONMENTAL IMPACT PREDICTION AND ASSESSMENT N N NW w 5.3 E W -- E N S S Spring NW Summer w 5 N N 8 NW the year NW w 5 W IE S S Autumn Winter Scale * Fig.4-4-2 Tongcheng City's rosette figure of wind direction frequency of seasons and of the year (1994-1996) 90 CHAPTER IV ENVIRONMENTAL IMPACT PREDICTION AND ASSESSMENT N N NEN w 4E a N Nm Ss w 19 INI the year NE w w 4 B S s Autumn Winter Scale ( ) Fig.4-4-3 Anqing City's rosette figure of wind direction frequency of seasons and of the year (1994-1996) 91 CHAPTER IV ENVIRONMENTAL IMPACT PREDICTION AND ASSESSMENT N N W N W B N S S Spring N Summer w a N N S the year N W W E S S Autumn Winter Scale Fig.4-4-4 Hefei City's rosette figure of pollution coefficient of seasons and of the year (1994-1998) 92 CHAPTER IV ENVIRONMENTAL IMPACT PREDICTION AND ASSESSMENT N N NW NW N S S Spring Siunmer W B N N the year W E W E S S Autumn Winter Scale Fig.4-4-5 Tongcheng City's rosette figure of pollution coefficient of seasons and of the year (1994-1996) 93 CHAPTER .IV ENVIRONMENTAL IMPACT PREDICTION AND ASSESSMENT N N NB W B W B S S Spring Summer N NN S the year qE W E S S Autumn Winter 0 13 34 Scale 13 * Fig.4-4-6 Anqing City's rosette figure of pollution coefficient of seasons and of the year (1994-1996) 94 CHAPTER IV ENVIRONMENTAL INPACT PRIDICTION AND ASSESSMENT Table 4-4-4 Distribution Percentage of Atmosphere Stability in the Seasons and the Year Place Season Atmos. Stability Classified A B C D E F Spring 0.17 4.5 12.8 59.4 14.7 8.4 Summer 0.17 3.9 10.6 59.7 17.2 8.4 Hefei Autumn 0.17 7.1 10.5 49.9 18.0 14.4 Winter 0.07 2.3 7.3 53.7 20.8 15.3 yearly 0.14 4.5 10.3 55.7 17.7 11.6 Spring 1.1 12.6 18.2 34.4 13.0 20.1 Summer 1.1 10.7 18.1 35.5 10.5 23.8 Lujiang Autumn 1.07 12.4 14.4 31.6 13.7 26.9 Winter 0.01 5.4 11.6 39.1 20.7 23.0 yearly 0.83 10.3 15.6 35.2 14.5 23.4 Spring 0.13 7.1 12.2 56.3 14.3 10.1 Summer 0.17 6.9 15.5 48.2 17.6 11.5 Anqing Autumn 0.73 8.5 10.6 47.3 17.2 15.7 Winter 0.07 2.5 7.2 57.9 19.0 13.3 yearly 0.27 6.3 11.4 52.4 17.0 12.7 4.4.2.2 Calculation of vehicle tail gas emission source strength The vehicle streams on highways are large and the running speeds are high, so the pollution source of vehicle tail gas emission can be regarded as nearly a linear source of continuous emission, whose strength is related to the single vehicle emission of different types of vehicles, and its impact is mainly controlled by'the local meteorological conditions. (1) Predicted traffic volume The peak hour traffic volume and daytime average traffic volume per hour of different types of vehicles are calculated on the basis of the predicted annual traffic volumes of the sections provided in the "Engineering Feasibility Studies" (July, 1997 Version) of the project (see Tables 2-3-1 and 2-3-2), the vehicle type ratio (see Table 4-4-5), and traffic investigation data. (2) Calculation of the strength of the linear source of vehicle pollutant emission The emission source of running vehicles is calculated as a continuous linear pollution source. The central line of the linear source is the central line of the road, and the single vehicle emission factor adopts the recommended value in the "Norms for EIA of Highway Projects". The gaseous pollutants' emission source strength is calculated by 95 CHAPTER IV ENVIRONMENTAL INPACT PRIDICTION AND ASSESSMENT the following formula: 3 Qj= Z Aj * Eij * 3600-1 in which, i= 1 Qj - emission source strength of class-j gaseous pollutant, mg/s*m; Aj - traffic volume per hour of class-i vehicle in prediction year, vehicle/h; Eij - under conditions of running on motorways, the single vehicle emission factor of class-j emitted substance of class-i vehicles in prediction year. Table 4-4-5 Vehicle Type Composition Ratio of HAE Year Large bus Small bus L. truck Mid. truck S. truck 2001 4.67 35.16 18.65 24.67 16.85 2010 4.84 38.71 19.76 19.19 17.50 2021 4.04 42.37 23.05 12.86 17.69 4.4.2.3 Diffusion model and parameter selection of environmental air pollutants (1) Diffusion model of air pollutants The project is located in plain and rolling terrain, and adopting the model recommended in the "Norms", the concentration of pollutants on both sides of the highway is predicted and calculated. 1) when the angle between wind direction and the linear source is 0 0 < 90 , the integral model of calculating linear source in any shape is: in which CPR - pollutant concentration produced at prediction spot R by section AB of linear source, mg/m2 ; U - average wind speed in height of efficient emission source in predicted section, m/s; Qj- emission source strength of class-j gaseous pollutant, mg/vehicle* m; o ). oZ - horizontal and vertical diffusion parameter, m; Z - height of prediction spot, m; h - height of effective emission source, m; A, B - starting and ending points of linear source. 96 CHAPTER IV ENVIRONMENTAL INPACT PRIDICTION AND ASSESSMENT 2) when wind direction and linear source meet at right angle ( 0 = 90 0 ), the ground surface concentration diffusion model is: Cv = (ll n )Ia * Q 0 oz * exp [-(h/2 o 2j2] The concentration of linear source of unlimited length is irrelevant to the vertical wind direction position. The references of the signs in the formula are the same as those in the previous formula. 3) when wind direction is in parallel with the linear source (0 = 0 0 ), the ground surface diffusion model is: Cp = (1/2 T )112 * QjU C (r) r = [ yi+(z2/e21/2 e= o Jo Y The concentration of linear source of unlimited length is irrelevant to the horizontal wind direction position. In the formula: r - equivalent effect distance from micro-unit to prediction spot, m; e - normal diffusion parameter ratio; the other signs are the same as those in the previous formula. (2) Parameter selection and revision 1) revision of source strength. With the development of science and technology, the single vehicle emission of tail gas will be largely reduced in the future, so revision based on technical progress is made to the source strength in this prediction. 2) According to the. "Norms for EIA of Highway Construction Projects", the average running speed of vehicles is calculated. 3)he atmospheric stability is mainly class-D. 4)According to "Feasibility Studies" the subgrade width is 28m, and the average fill height of the main line is 3.91m, and that of the linking line is 3.8m. The coefficient in peak hour is 7%. 4.4.2.4 Atmospheric environment prediction and assessment (1) Prediction of vehicle tail gas concentration diffusion on both sides of the highway It is calculated and synthesized that with different traffic volumes for different prediction years on the HGE, the predicted diffusion values of emission concentration of NOx and CO increase with the increase of traffic volume, and the concentration of pollutants NOx and CO emitted 97 CHAPTER IV ENVIRONMENTAL INPACT PRIDICTION AND ASSESSMENT by tail gas also increase, but the concentration of the two on the HAE does not surpass class-2 standard of atmospheric environmental quality. Table 4-4-6 shows the sum of maximum and minimum concentrations in the distant future for different traffic volumes. Table 4-4-6 Predicted Values of Pollutant Concentration Diffusion (35m from the central line of HGE) (Class-D Stability) Unit: mg/m' Plan Pollu- 2001 2010 2021 tant mg/m peak day peak day aver. peak day aver, aver. NOx highest 0.029- 0.017- 0.044- 0.027- 0.055- 0.032- 0.066 0.039 0.099 0.059 0.125 0.074 high lowest 0.016- 0.009- 0.021- 0.013- 0.027- 0.016- 0.037 0.023 0.052 0.031 0.066 0.039 CO highest 0.121- 0.071- 0.181 0.107- 0.226- 0.135- 0.154 0.091 0.230 0.137 0.289 0.171 lowest 0.066- 0.039- 0.090- 0.054- 0.113- 0.067- 0.088 0.052 0.121 0.071 0.151 0.090 NOx highest 0.027- 0.016- 0.036- 0.021- 0.052- 0.031- 0.064 0.037 0.092 0.055 0.110 0.066 middle lowest 0.013- 0.008- 0.019- 0.011- 0.023- 0.013- 1 _ 0.033 0.020 0.046 0.027 0.054 0.032 CO highest 0.111- 0.066- 0.151- 0.090- 0.216- 0.103- 0.149 0.088 0.214 0.129 0.257 0.153 lowest 0.058- 0.035- 0.079- 0.047- 0.092- 0.055- 0.078 0.046 0.106 0.063 0.125 0.074 NOx highest 0.027- 0.016- 0.036- 0.021- 0.043- 0.025- 0.064 0.037 0.092 0.055 0.110 0.066 low lowest 0.013- 0.007- 0.017- 0.009- 0.021- 0.012- 0.032 0.017 0.043 0.024 0.051 0.029 CO highest 0.111- 0.066- 0.150- 0.090- 0.174- 0.103- 0.149 0.088 0.214 0.129 0.257 0.153 lowest 0.058- 0.035- 0.078- 0.044- 0.090- 0.054- __ _ 0.078 0.047 0.106 0.060 0.122 0.071 It is seen here that in the distant future, if the high plan is adopted, in the Shusan Line-Changgangtou Section (where the concentration is the highest), the once value of NOx concentration varies within 0.055 - 0.125mg/M3 , and the daily average is 0.032 - 0.074mg/M3; the once value of CO concentration varies within 0.226 - 0.289mg/M3, and the daily average is 0.135 - 0.171mg/m3. These values are all below the class-2 standard. It can therefore be supposed that the impact of highway 98 CHAPTER IV ENVIRONMENTAL INPACT PRIDICTION AND ASSESSMENT operation on atmospheric environmental quality is insignificant. As far as class-2 standard is concerned, the contribution of NOx value is much larger than that of CO. The pollution is the most serious in section of Shusan Line-Changgangtou, and the slightest in section of Tongcheng- Gezidun, which is determined by factors of traffic volume, topography and wind speed. The pollutant concentration diffusion predicted values of GAH are shown in Table 4-4-7. In the distant future, when the high plan is adopted, at 30m from the central line of the road, the once concentration values of NOx and CO are respectively 0.027-0.068mg/m' and 0.143- 0.202mg/m', and the daily averages of the two are respectively 0.016- 0.041mg/m and 0.085-0.120mg/m'. This shows that even with the high plan in which the traffic volume is the largest, the emission concentration of tail gas diffusion on both sides of the GAH is still small and has no impact on the environment. Since the vehicle speed on the GAH is lower than that on the main line, the pollutant concentration here is smaller as well. (2) Assessment of atmospheric environmental impact of HAE According to the principle of " combining the assessment of specific spots and that of the whole line, and viewing the situation of the whole line from those of the representative spots on it", the assessment of three representative spots (areas) is used so as to reflect the pollution of the whole line in the future. The baseline values of the spots are used as the background values of air pollutants of the prediction spots, and thus the results of pollutant concentration distribution prediction is obtained. The representative sections of Shusan Line-Changgangtou (with the most serious pollution) and Tongcheng-Gezidun (with the slightest pollution) are selected in this assessment to generalize the atmospheric environmental quality of HAE. See Table 4-4-8 - 4-4-9. It can be seen in the tables that for the main line, with the high plan in 2021, at 3 5m from the central line of the road, the average values per hour of NOx concentration are respectively 0.063-0.133mg/M3 and 0.043-0.082mg/m', and the daily averages are 0.040-0.082mg/M3 and 0.032-0.055mg/m'; the average values per hour of CO concentration are 0.93-0.99mg/M3 and 0.74-0.78mg/M3, and the daily averages are 0.83- 0.87mg/M3 and 0.69-0.71mg/M3. Tables 4-4-10 and 4-4-11 show the atmospheric environmental quality of GAR. 99 CHAPTER IV ENVIRONMENTAL INPACT PRIDICTION AND ASSESSMENT As a conclusion of all the above, NOx and CO pollution is slight on the whole highway. Even if in the distant future and the high plan of the largest traffic volume is adopted, the NOx and CO concentration at 35m from the central line of the highway still meets the class-2 standard. The reasons for this are: 1. The terrain along the highway is plain and open, so the diffusing conditions for the pollutants are good; besides, there is no large and stable pollution source, so the background (baseline) values of NOx and CO concentration are low; 2. The tail gas pollutant concentration is low in operation period. Therefore, the impact scope of tail gas pollutants NOx and CO on both sides of the road is limited. Table 4-4-7 Predicted Values of Pollutant Concentration Diffusion (Class-D Stability) of GAH Unit: mg/m' Plan Away Pollu- 2001 year 2010 year 2021 year from central tant peak day peak day peak day line mg/M3 aver, aver, aver. 30m NOx 0.017- 0.010- 0.024- 0.014- 0.027- 0.016- 0.043 0.026 . 0.058 0.034 0.068 0.041 high CO 0.091- 0.054- 0.124- 0.04- 0.143- 0.085- 0.129 0.077 0.172 0.103 0.202 0.120 110m NOx 0.009- 0.005- 0.013- 0.007- 0.014- 0.009- 0.030 0.018 0.040 0.024 0.047 0.028 CO 0.048- 0.029- 0.066- 0.039- 0.076- 0.045- 0.088 0.052 0.117 0.070 0.138 0.134 30m NOx 0.021- 0.010- 0.021- 0.013- 0.028- 0.017- 0.053 0.066 0.054 0.032 0.059 0.035 mid- CO 0.112- 0.138- 0.112- 0.067- 0.149- 0.089- dle 0.159 0.195 0.159 0.095 0.176 0.105 110m NOx 0.009- 0.005- 0.011- 0.007- 0.015- 0.009- 0.028 0.017 0.037 0.022 0.040 0.024 CO 0.046- 0.027- 0.060- 0.036- 0.079- 0.047- 0.083 0.050 0.108 0.064 0.120 0.071 30m NOx 0.016- 0.009- 0.019- 0.012- 0.021- 0.012- 0.039 0.023 0.049 0.029 0.052 0.031 low CO 0.082- 0.049- 0.102- 0.061- 0.108- 0.064- 0.116 0.069 0.144 0.086 0.153 0.091 110m NOx 0.008- 0.005- 0.010- 0.006- 0.011- 0.006- 0.027 0.016 0.033 0.020 0.035 0.021 CO 0.044- 0.026- 0.054- 0.032- 0.057- 0.034- 0.079 0.047 0.098 0.059 0.104 0.062 100 CHAPTER IV ENVIRONMENTAL INPACT PRIDICTION AND ASSESSMENT Table 4-4-8 Atmospheric Environmental Quality of Representative Sections of HGE in the High Plan (NOx) Section year Traffic 35m from 1I15m from Standard-meeting central line central line distance condition mg/m' mg/m3 1 hr. aver. day aver. Shusan 2001 peak 0.037-0.074 0.024-0.056 35m / -xian day aver. 0.025-0.047 0.017-0.037 / 35m 2010 peak 0.052-0.107 0.031-0.082 35m / Chang- day aver. 0.035-0.067 0.021-0.051 / 35m gangtou 2021 peak 0.063-0.133 0.037-0.099 35m / day aver. 0.040-0.082 0.025-0.063 / 35m Tong- 2001 peak 0.032-0.053 0.024-0.041 35m / cheng day aver. 0.025-0.039 0.021-0.031 / 35m 2010 peak 0.037-0.068 0.028-0.053 35m / Gezidun day aver. 0.029-0.047 0.023-0.039 / 35m 2021 peak 0.043-0.082 0.031-0.063 35m / day aver. 0.032-0.055 0.025-0.044 / 35m Table 4-4-9 Atmospheric Environmental Quality of Representative Sections of HGE in the High Plan (Co) Section year Traffic 35m from 11 5m from Standard-meeting condition central line central line distance mg/m mg/mn 1 hr. aver. Day aver. Shusan 2001 peak 0.82-0.85 0.76-0.81 35m I -xian day aver. 0.77-0.79 0.74-0.77 / 35m 2010 peak 0.88-0.93 0.80-0.87 35m / Chang- day aver. 0.81-0.84 0.74-0.80 / 35m gangtou 2021 peak 0.93-0.99 0.82-0.91 35m / day aver. 0.83-0.87 0.77-0.83 / 35m Tong- 2001 peak 0.69-0.71 0.66-0.68 35m / cheng day aver. 0.66-0.68 0.64-0.66 / 35m 2010 peak 0.71-0.75 0.67-0.71 35m / Gezidun day aver. 0.68-0.70 0.65-0.68 / 35m 2021 peak 0.74-0.78 0.69-0.73 35m / L day aver. 0.69-0.71 0.66-0.69 / 35m 101 CHAPTER IV ENVIRONMENTAL INPACT PRIDICTION AND ASSESF MENT Table 4-4-10 Atmospheric Environmental Quality of GAH (NOx) Plan Year Traffic 35m from 11 5m from Standard-meeting condition central line central line distance mg/m3 mg/m 1 hr. aver. day aver. 2001 peak 0.030-0.056 0.022-0.043 30m / high day aver. 0.023-0.039 0.018-0.031 / 30m 2010 peak 0.037-0.071 0.026-0.053 30m / day aver. 0.027-0.047 0.020-0.037 / 30m 2021 peak 0.040-0.081 0.027-0.060 30m / day aver. 0.029-0.054 0.022-0.041 / 30m 2001 peak 0.034-0.066 0.022-0.041 30m / middle day aver. 0.023-0.079 0.018-0.030 / 30m 2010 peak 0.034-0.067 0.024-0.050 30m / day aver. 0.026-0.045 0.020-0.035 / 30m 2021 peak 0.041-0.072 0.028-0.053 30m / day aver. 0.030-0.048 0.022-0.037 / 30m 2001 peak 0.029-0.052 0.021-0.040 30m / low day aver. 0.022-0.036 0.018-0.029 / 30m 2010 peak 0.032-0.062 0.023-0.046 30m / day aver. 0.025-0.042 0.019-0.033 / 30m 2021 peak 0.034-0.065 0.024-0.048 30m / day aver. 0.025-0.044 0.019-0.034 / 30m 102 CHAPTER IV ENVIRONMENTAL INPACT PRIDICTION AND ASSESSMENT Table 4-4-11 Atmospheric Environmental Quality of GAH (CO) Plan Year Traffic 35m from 11 5m from Standard-meeting condition central line central line distance mg/M3 mg/mn I 1 hr. aver. day aver. 2001 peak 0.72-0.75 0.67-0.71 30m / high day aver. 0.67-0.70 0.65-0.68 / 30m 2010 peak 0.75-0.80 0.69-0.74 30m / day aver. 0.70-0.73 0.66-0.69 / 30m 2021 peak 0.77-0.83 0.70-0.76 30m / day aver. 0.71-0.74 0.67-0.66 / 30m 2001 peak 0.72-0.78 0.67-0.71 30m / middle day aver. 0.76-0.82 0.65-0.67 / 30m 2010 peak 0.74-0.78 0.68-0.73 30m / day aver. 0.69-0.72 0.66-0.69 / 30m 2021 peak 0.77-0.80 0.70-0.74 30m / _ day aver. 0.71-0.73 0.67-0.70 / 30m 2001 peak 0.71-0.74 0.67-0.70 30m / low day aver. 0.67-0.69 0.65-0.67 / 30m 2010 peak 0.72-0.76 0.68-0.72 30m / day aver. 0.69-0.71 0.66-0.68 / 30m 2021 peak 0.73-0.78 0.68-0.73 30m / ___ _ day aver. 0.69-0.72 0.66-0.69 / 30m (3) Analysis of environmental impact on sensitive spots According to prediction calculation and analysis, in all plans and under class-D stability, the NOx and CO concentration of all sensitive spots meet the standard. But under unfavorable meteorological conditions, like temperature inversion, gentle or still wind, and class-E or F stability, etc., on some sections of relatively large traffic volumes, for example, the sections of Xiaoxichong-Mayan and, especially, Shusan Road-Changgangtou, in the distant future, the NOx concentration is likely to surpass the standard. Air pollution monitoring should be strengthened. 103 4 .1 CHAPTER FIVE ENVIRONMENTAL MITIGATION MEASURES 5.1 Alternatives Analysis 5.1.1 Alternatives The Statement of Engineering Feasibility Studies suggested 3 alternatives: Option I (East Route, recommended alignment); Option II (West Route) and Option III (Middle Route). 5.1.2 Environmental discussion and conclusions 5.1.2.1 West Route This route is 10km longer than the East Route, and brings about more air and noise pollution to Hefei City. The route is mainly passing through mountainous areas and will include more cut and filling works than others, accordingly. From socioeconomic points of view, this route will run through less developed areas and therefore less economic benefits are expected. 5.1.2.2 Middle Route This is the longest alignment among three options. Since this route runs through southern area of Hefei City, it is likely that it would cause more environmental impacts on Hefei City. 5.1.2.3 East Route The East Route would cause less impacts on urban air quality in Tlefei. Also, less cutting and filling works are envisaged than the West Route. 5.1.2.4 Conclusions For these reasons, East Route was selected as a recommended alignment. ivo4 5. Design Period 1 . The H-G-A Expressway is located in the agricultural area of Anhui Province between the Changjiang River and the Huaihe River, and occupy altogether land of 17668.362mu, in which the sum total of paddy fields and dry land is 10,055.5mu, covering 50.3% of all land occupied. In order to reduce land occupation, especially that of basic cultivated fields preservation area, as long as the technical standards of highway construction are satisfied, the contract of double side slopes should be adopted for sections in the agricultural fields. If the foot of each side slope is contracted by 3m, there will be a 9-mu reduction per kilometer in field occupation. Since the total length of field-crossing sections of both HGE and GAH is up to 130km (not incl. cut sections and bridges), it is estimated that there will be a reduction of 1,171mu in field occupation. The economic qualitative and contrastive analysis for this goes as the following: Advantages: (1) reduction of field occupation by 1,171mu; (2) reduction in side slope protection engineering volume; (3) reduction in side slope planting cost; (4) reduction in subgrade filling volume. Disadvantages: (1) as the stone material has to be transported from other places 15 - 60km away from the construction location, there will be more transporting cost; (2) as cement retaining wall is used, there will be more cement consumption and more labor cost. It can be seen from the brief comparison above that the advantages of this method are remarkable. Actually it has been adopted in the ADB loan project of Chuxiong-Dali Highway in Yunnan Province and some highways in Sichuan Province. It is suggested here that further comparisons be made in the preliminary design. See Figure 5-1 -1. to4 -1 CHAPTER V ENVIRONMENTAL PROTECTION MEASURES Figure 5-1-1 Contracted Side Slope 2. There are altogether 45 cutting sections in a total length of 15.4km. Protecting walls should be built in order to resist washing to the slope surface by rainfall. Engineerihg protection at this stage is an effective and necessary measure of water and soul preservation. 3. Emphasis should be laid upon highway planting design. An experienced department should be selected and entrusted with this job, who is not only equipped with basic knowledge in highway communications, but also knows the characteristics and technical difficulties of highway planting. It should also be equipped with techniques of landscaping, turf design and trees and grass planting. 4. There should be waste water treatment facilities in the service areas, which have already been mentioned in the statement of feasibility studies, but which still need detailed design according to the scale, staff number and emission volume. Cleaning Waste Water)11bi!1 ...... Depositing Pcl Oil Isolating Pool Living Waste Water -- EGi fHom olysis Pool -- Drainin g Hydrolysis Pool Oxidizing Process Treatment Precipitating tank Waste Mud Removal Figure 5-1-2 Flow Chart of Sewage Treatment Techniques 105 5. There are quite a lot ponds crossed by the highway, among which the Qilitang Pond at K54 is directly crossed through, and there are other smaller ponds some of which are for fish raising. In order to ensure the water quality in these ponds, it should be designed that the road surface runoff is directed out of the ponds, so as to reduce pollution to the water quality. 6. In order to avoid air and noise pollution, the mixing stations of earth, cement or bitumen, the borrowing sites and the waste sites should be away from the environmental sensitive spots; there should be specific design for noise-resisting measures like acoustic barriers, etc. 7. The location of underpasses, bridges and culverts must meet the requirement of the local residents and vehicles and that of flood control and irrigation. 8. Coordination between the highway and the developing of the local towns and cities will bring out the active participation of the local governments and thus benefit the construction itself. 5.3 Construction Period 1. The occupied land should be used appropriately and fully, so as to reduce temporary or borrowing occupation, shorten the temporary occupying time and restore cultivation in time. 2. The woods on the hills along the route should be protected, and the construction staff should be instructed not to cut trees indiscriminately, and safety in fire use should be paid attention to when construction is going on in woods. 3. The low hills with relatively poor vegetation should be chosen first for the borrowing sites. After the borrowing, the ground should be cleared up duly and vegetation be restored according to the requirements in the national "Laws for Water and Soil Reservation" and of the NEPA, so as to reduce soil erosion. 4. The subgrade construction should not be done in the raining season; paving and pressing should be coordinated, i.e., pressing should follow immediately paving so as to reduce soil erosion. 5. The construction of bridge foundation and culvert should be coordinated with navigation and irrigation; clearing-up should be done immediately after the construction is finished. The waste in pier construction must not be thrown into the river so as to avoid deposit in 106 CHAPTER V ENVIRONMENTAL PROTECTION MEASURES the course and even impact on the receiver water body, Chaohu Lake and other lakes directing to the Changjiang River. 6. Domestic waste water should be disposed of properly at the shelters of the construction staff. There should be septic tanks for the toilets, and pool for concentrating the waste water which should be kept clean by spraying drug to kill bacteria; waste should be thrown into dustbins, which should be cleaned duly. 7. The construction machines should be maintained carefully in order to be kept in the best working state and the lowest level of noise. If necessary, the protecting measures of earplugs, noise-resisting cotton, etc. should be used to ensure the health of the workers, and they may take turns in different jobs or work in shorter time. 8. If there are residential spots within 150m from the construction site, working hours should be arranged properly; machines with loud noise should be stopped at night (22:00-6:00); the main (temporary) transporting roads should also be away from the residential spots. 9. Earth and bitumen mixing plants should be at the lower wind and over 200m away from the sensitive spots like schools and residential spots; the mixing machines should be well-sealed and facilitated with shock absorber and dust-resisting devices; the workers should be well- protected. 10. Vehicles transporting construction materials should be well- covered so as to reduce scattering. The storehouses and material-piling sites should be covered, especially those containing coal-dust, which should also be wet when being transported. 11. Water should be sprinkled on the transporting roads and the construction sites, especially the dust mixing plants; the roads should be cleaned duly in order to avoid flying dust once iore. 12. The laws on cultural relics protection should be well propagated to the working staff; if there are undiscovered cultural relics found during the construction, the relevant departments should be informed immediately and the cutting should be suspended until the appraisal of the cultural relics protection department is completed. Those already discovered before should be taken out and cleared up before the construction begins. 13. The traffic on the existing roads should be kept in good order so as to avoid traffic jams and accidents; the transporting management plan of this project should be developed. 107 'eA1E i JR V ENVIRONMENTAL PR3TECTION MEASURES 5.4 Operation Period I. The planting engineering should be reinforced and the vegetation damaged in the construction be restored as soon as possible. Thus not only the soil erosion can be reduced, but the road view can be beautified and the subgrade protected and the ecological balance enhanced. The planting should be coordinated with the urban developing plans. 2. Sample monitoring should be done regularly to the waste water emission of the service areas, so as to find and solve problems if there are and avoid pollution to the receiving water body. 3. The highway administrative departments should strengthen its management of dangerous articles transportation, and establish the system of issuing "transport license", "driver's license", and "transport escort license" for the transport of chemical and dangerous articles; reports should be made as to the transporting vehicles; a small group of firemen should be organized and emergency plans be developed so as to cope with emergencies. 4. The use of lead-free gas should be encouraged in order to reduce air pollution. Exposed transport of coal, cement or roughly packed chemical fertilizer should be forbidden from on the road. 5. Traffic noise which has certain impact on the environment should be dealt with by the following means according to the specific standard- surpassing situations: (1) Acoustic barriers 3.5m high and 150m long can be built at the road-facing side of the 4 primary schools where standard-surpassing happens. (2) The walls on the side of the road should be built or heightened to 3.Om high, and two sign boards of "no whistling" should be established respectively on the front and the back of schools and villages at roadside. (3) For places like Yandunji in HGE and Banqiaocun, Dalongshan Town Government and Wuheng Township government in GAH, walls should be built or heightened on their road-facing side. 6. Examination should be done to the tail gas emission license by the tollhouses, and those vehicles surpassing the standard should be forbidden from the expressway. 7. The environmental monitoring system is to be carried out. Under unfavorable meteorological conditions, the NOx may surpass the 108 CHAPTER V ENVIRONMENTAL PROTECTION MEASURES standard at some sensitive spots. Therefore, monitoring should be done regularly from the beginning of the operation; traffic control measures of speed limitation in specific time or no-overtaking should be taken for the NOx standard-surpassing sections so as to reduce NOx pollution and protect the health of the residents and the school students. 8. In order to protect the health of the residents along the highway, apart from the protecting measure taken for the existing residential areas, it is suggested that no schools or hospitals be built within 200m from the new highway, and other kinds of buildings should better be built beyond 50m from the roadside. The implementation of the above measures is determined by the attention from the authority of the construction department; besides, there should be a professional environmental protection department and a system to ensure the management and supervision of the implementation. Therefore, it is suggested that APCD coordinate with ABHAB in establishing a corresponding environmental protection department for the HAE, which will be in charge of the protection work during construction and operation periods. 109 CHAPTER V ENVIRONMENTAL PROTECTION MEASURES 5.5 Progress of Major EP Measures Implementation Table 5-4-1 Implementation of Main EP Measures Time 1998 1999 2000 2001 Measure Ist 2nd 3rd 4th Ist 2nd 3rd 4th Ist 2nd 3rd 4th Ist 2nd 3rd 4th qua. qua. qua. qua. qua. qua. qua. qua. qua. qua. qua. qua. qua. qua. qua. qua. Remove & resettlement * * * wall building & * * * heightening planting * * * * * * acoustic barrier * * * sewage disposal facilities * * * * in service areas environmental training 110 CHAPTER VI ENVIRONMENTAL MANAGEMENT PERSONNEL TRAINING AND MONITORING PLAN CHAPTER SIX ENVIRONMENTAL MANAGEMENT, PERSONNEL TRAINING AND MONITORING PLAN 6.1 Environment Management Departments and Personnel Requirements EP Office of MOC FEP Office of APCD 3 persons EP Division of APHHAB 3 persons ruur Hefei Administration Center Anqing Administration Cenjter Local Environment 3 persons 3 persons Monitoring Stations Figure 6-1-1 Environmental Organization Chart During Operation Period EPB of Hefei City EPB of Feixi County EPB of Lu'an Prefecture EPB of Shucheng County Anhui Provincial EP Bureau (EPB) EPB of Chaohu EPB ofCounty Prefecture - EPB of Tongcheng City EPB of Huaining County Figure 6-1-2 Regional EAP Supervising Departments Ill Environment Action Plan Figure 6-1-3 Environmental Organization Chart During Construction Period EP Office of MOC EP Office of APCD persons Survey & Design Institute EP Section of AHHIAB F- e3 persons Environment Monitoring C,entre (EMC) Construction Supervision C. S. T.No.2 C. S. T.No.3 C. S. T.No.4 C. S. T.No.5 Team (C. S. T No.1) 1 1 person 1 pe personperson 1 person Contract No.1 NO.2 No.3 No.4 No.5 No.6 No.7 No.8 No.9 No.10 No.11 No.12 No.13 No.14 No.15 I I I I I I I fA I I I I I I I Local EP Agece 112 CHARPTER IX ENVIRONMENTAL PROTECTION MANAGEMENT PLAN AND ENVIRONMENTAL MONITORING PLAN The environment supervision plan and environmental management plan are shown in Table 6-1-1 and table 6-1-2. The following must also be obeyed: (1). During the design period, the design institution should put the environmental protection measures listed in EIA statement into practice when giving construction design. Environmental protection departments of the construction unit should examine the engineering design schemes of environment protection. (2). During the public bidding period, contractors should include environmental protection contents when entering a bid. After their winning the bid, they should include terms of environmental protection measures in the contract. (3). After construction begins, the construction unit should assign at least 5 professionals to carry out environmental engineering supervision, responsible for the environmental administration and supervision during the construction period. The focus of their work is on construction noise, powder dust and flood control and flood discharge. (4). Every construction team should be assigned an environmental protection worker, supervising and administrating the implementation of environmental protection measures. (5). During the operation period, the environmental protection section with highway administrating office should be responsible for the supervision and monitoring. 113 CHARPTER IX ENVIRONMENTAL PROTECTION MANAGEMENT PLAN AND ENVIRONMENTAL MONITORING PLAN Table 6-1-1 Environmental Supervision Plan Period Organization Contents of Supervision Study of NEPA,WB, 1.Examine the TOR of EIA feasibility EPO of MOC, 2.Examine EIA & design PEPB, 3. Examine preliminary design document of EPE stage EPO of APCD (Environmental protection engineering) and EAP 4.Check if the environment protection investment is practicable Construc- PEPB, 1.Check if the sites of building material station, asphalt tion stage LEPBs, plant and cement mixing station are suitable APHHAB, 2. Check if the dust and noise pollution is controlled, fix supervision the construction time companies 3. Check the discharge and processing of waste water and other waste materials 4. Check the recovering conditions and processing o borrow and waste sites 5. Ensure the EMP (Environment Monitoring Plan) is taken into action 6. Ensure the implementation of other environment actions matches the requirement of the design; decide the completion deadline of EPEs Operation EPO of 1. Check if EMP (Environment Monitoring Plan) is taken stage APCD into action APHHAB 2. Check if further step should be taken after execution o and EMP to cope with unexpected environment problem its local 3. Check if the environment quality of sensitive sections divisions, meet the corresponding requirement PEPB, LEPBs 4. Check the processing of living sewage 5. Ensure the off-road water does not drains to fresh water source 6. Reinforce supervision to remove casual accident risk. Take actions to cope with casual accidents and eliminate the negative impact of leakage of hazardous & toxic goods 7. Ensure implementation of other environment actions 114 CHARPTER IX ENVIRONMENTAL PROTECTION MANAGEMENT PLAN AND ENVIRONMENTAL MONITORING PLAN Table 6-l-2 Environment Management Plan Potential Negative Impact Mitigating Measure I Plan and Design Stage 1. Reduction of flood discharge 1. Design carefully ability 2. Compulsory move and 2. Reasonable resettlement plan is made and resettlement of residents in the executed with suitable compensation occupied areas 3. Loss of land resources 3. Adopt the rational plan with less land acquisition 4. Loss of the beauty of 4. The project and the geographical feature of surroundings landscape should merge in perfect harmony 5. Hindering the way between homes 5. Provide underpasses in suitable places and and farmland and increasing the quantity travel time 6. The erosion on the subgrade soil 6. Increase the number and adjust the position caused by waste water from ditch of water spouts II Construction Stage 1. The increased residue in the river 1. The sensitive top soil should be protected and caused by litter and erosion at and covered by fibre cover, and vegetable the construction site and new road should be planted as soon as possible 2. Water and soil pollution caused 2. Collect and recycle lubricants agent and by oil/ gas/ fuel/ paint in bitumen avoid the spill and leakage mixing plants 3. Air pollution by asphalt mixing or 3. Install and tune on the equipment to control cement mixing the pollution and choose the suitable site 4. Dust and noise during 4. Regular water sprinkling, isolating high noise construction equip. 5. Undiscovered under-ground 5. Stop working and inform the relevant cultural relics found in construction management department 6. Destroying landscape by building 6. Constructing under design guide, planting in embankment or filling or quarrying time 7. Interfering the public facilities 7. Consulting with the responsible department, such as electricity line & inform firstly and remove secondly communications 8. Interfering the present 8. Reinforce the management on the traffic jam transportation conditions spot 9. Worsening the hygienic 9.Install septic tanks in toilets and dustbins at conditions and causing lots of solid the encampment of workers, reinforce waste environment management 115 Table 6-1-2 Environment Management Plan (continued) Potential Negative Impact Elimination measure 10. Possible spreading of infectious 10. Regular medical examination of workers and disease among workers and local treatment if necessary people 11. Producing the surroundings in 11. Adopt drug to kill bacteria to avoid suitable which mosquitoes, the bacteria environment for pests carried are reproduced, such as still water ponds 12. Causing negative impact on soil 12. Push away and concentrate the top soil, and landscape with excessive soil save it and use it after construction; make acquisition efforts to reduce the time of temporary land acquisition III Operation stage 1. Air and noise pollution caused by 1. Install sound barrios and take other measures transportation to control noise and reduce the air pollution by controlling vehicle technical condition and reinforce the public transport and traffic management 2. Constant soil erosion 2. Maintenance; planting, add protection devices 3. Waste water and oil containing 3. Install sewage processing facilities and carry water in lining service sections out standard emission 4. The danger such as injury and 4. Make and execute a plan to cope with urgent death caused by spill or leakage of accidents and establish organization and toxic goods during transportation Imanagement program to reduce the damage 6. 2 Environment Training Since there is a lack of experience in environmental protection management of highway projects in China at present, it is recommended that environmental training should be carried out in a timely manner, which comprises (i) overseas study tour/training for environmental management and administration (4.1 person-months) and (ii) domestic training for environmental engineering and techniques (18 person-months) (see Table 6-2-1). Domestic training should include those for contractors of each section. 114 CIIARPTER IX ENVIRONMENTAL PROTECTION MANAGEMENT PLAN AND ENVIRONMENTAL MONITORING PLAN Table 6-2-1 Environmental Protection Training Plan US $=8.3 Yuan RMB Domestic Training Overseas Study Tour Overseas Training Total Cost Trainee(s) persons man RMB persons man- US$ persons man- US$ RMB Y US$ Total -month month month US$ Project Execution Office 1 1 5,000 1 0.7 5,600 Highway Administration Bureau (HAB), including the training 1 1 5,000 1 0.7 5,600 to the contractor(s) Anhui High-grade Highway Administration Bureau 15 15 75,000 1 0.7 5,600 (AHHAB) (Induding contractors) 1 2 16,000 Highway Survey & Design I 1 5,000 Institute 1 1 Total 18 18 90,000 3 2. 1 16, 800 1 2 16, 000 9, 000 32, 800 43, 6401 117 6.3 Environmental Monitoring Plan 6.3.1 Purpose and principle of Planning The purpose is to supervise the implementation of various EP measures and to make a timely adjustment on the basis of monitoring results. The principle is to take various sensitive areas as critical points. Depending on the future traffic volume, the monitoring plan would be reconsidered during the initial operation phase. 6.3.2 Monitoring targets and items during various periods (1). The monitoring items during the construction period are: TSP, construction noise, and the water quality (SS and petroleum oil ) of the lower reaches of Fengle River and Renxing River. (2). The items during the operation period are NOx and traffic noise, and the petroleum oil, CODcr and BOD5 in the water sampled from the spouts of domestic sewage emission in the service areas. 6.3.3 Environmental monitoring agencies The environmental monitoring plan falls on the atmosphere, water quality and noise monitoring, see Table 6-3-1, Table 6-3-2 and Table 6-3- 3. It is suggested that the routine monitoring work should be entrusted to the local environmental protection departments. According to the administrative division along the highway, the HAE has its longest section within the governing territory of Anqing City, and the next in the order comes Lujiang County in Chaohu Prefecture, then the Feixi County in Hefei City, and the Shucheng County in Liuan Prefecture. Based on investigation of the environmental monitoring stations of the above prefectures and cities, it is suggested that the monitoring job is given to the Provincial Environmental Monitoring Center as the chief to be entrusted, which will in charge of the job division. The construction department (the owner) of the project may sign the implementation plan or contract of environmental monitoring with the Center, and the monitoring is implemented according to the contract. CHARPTER IX ENVIRONMENTAL PROTECTION MANAGEMENT PLAN AND ENVIRONMENTAL MONITORING PLAN Table 6-3-1 Water Quality Monitoring Plan . Period Place Items Frequency Duration Sampling hour con- 50m from Fengle River SS, once/ y. in dry 2 days once in am & once struction Bridge & Renxing petroleum & rainy seasons in pm., period River Bridge in lower oil resp. in pier/ 0-50cm in surface, reaches volu. mixed sample Construction opera- sewage emitting spouts CODcr twice / year I day once in am. & once tion in service areas BOD, in Jan. & Oct. in pm. period petroleum oil Table 6-3-2 Noise Monitoring Plan Period Place Frequency Time construction worksites within 100m from which there are once/ week 1 day, period sensitive spots 10:00-11:00 23:00-24:00 primary Xin'nian Primary School Mogang Primary 4 times/ I day, period School year 10:00-11:00 of operation Long'an Primary School Tugang Primary School 23:00-24:00 Nanxin Primary School Dawang Primary School Yuejin Primary School Yaoci Primary School Shuanghe Primary School middle period the spots of primary period of operation, and those 4 times/ I day, of operation villages of Yandunji, Chenlaowu, Wuheng Town year 10:00-11:00 23:00-24:00 future period the residential spots to be protected, with more than 4 times/ I day, of operation 40 families, 100m from roadside year 10:00-11:00 __ _ 123:00-24:00 Remark: The monitoring frequency and spots may be rearranged according to actual situations and representative spots will be screened according to the increase of traffic volumes. Table 6-3-3 Atmospheric Environment Monitoring Plan Period Place Items Frequency Duration Sampling hour construction residential areas, near mixing TSP once/ 5 days worktime once in period plants and unpaved roads month am, once in pm further stages Yandunji, Chenlaowu , NOx twice/ 5 days 7:00, 10:00, of operation Wuheng Town, Long'an Pri. year 14:00, 19:00 period Sch. and Tugang Pri. Sch. Remark: The monitoring frequency and spots may be rearranged according to actual situations and representative spots will be screened according to the increase of traffic volumes. 119 CHARPTER IX ENVIRONMENTAL PROTECTION MANAGEMENT PLAN AND ENVIRONMENTAL MONITORING PLAN 6.3.4 Monitoring reporting system The monitoring reporting system of this project is shown in Figure 6- 3-4. After each monitoring, the monitoring agencies should submit the statement and report it to the higher authorities. NEPA EPO of MOC A WB 1 1 PEPB -- EPO of PCD I wonstruction period: Office of LEPB PHHAB -international financial organization loan projects -operation period: EP Section of PHAB Monitoring unit Figure 6-3-4 Submit Program of Environmental Monitoring Report 6.3.5 Monitoring Expenses The monitoring expenses for carrying out monitoring plans of this project total as high as RMB 1.3524 million yuan. (1) Atmosphere: the monitoring expense is RMB 0.28 million yuan during construction period, routine monitoring expense is RMB 0.36 million yuan during future stage of operation period. (2) Noise: RMB 0.3744 million yuan during construction period; RMB 0.2 million yuan during operation period (10,000 yuan a year, counted as 20 years); the total amounts to 0.5744 million yuan. (3) Water quality: 18,000 yuan during construction period; 120,000 yuan during operation period (6,000 yuan per year, counted as 20 years). The total is 0.138 million yuan. The actual monitoring expenses are settled according to the formal monitoring contract signed by execution agencies and local environmental monitoring stations. 120 CHAPTER VII BRIEF ANALYSIS OF ENVIRONMENTAL ECONOMIC COST AND BENEFIT CHAPTER VII BRIEF ANALYSIS OF ENVIRONMENTAL ECONOMIC COST AND BENEFIT 7.1 Economic Assessment of the Project 7.1.1 Results of national economic assessment The results show that the highway has very good national economic benefits. See Table 7-1 -1. Table 7-1-1 Results of National Economic Assessment ENPV EBCR EIRR FYEIRR economic (10000 y.) (%) (%) (%) investment return ____ _ _ ____ ___ ____ ___ _ __ _______ ___ period (years) HAE High plan 414727.59 3.14 26.11 14.11 10 Middle plan 307407.57 2.59 23.26 13.16 11 Low plan 213147.17 2.10 20.55 12.21 13 GAH High plan 60945.16 3.26 25.75 16.24 10.2 Middle plan 51441.02 2.90 23.94 15.39 11.0 Low plan 41977.63 2.55 22.27 14.44 11.9 Remarks: ENPV - economic net present value; EBCR - economic benefit-cost ratio; EIRR - economic internal return rate; FYEIRR - first year internal rate of return; 7.1.2 Analysis of national economic sensitivity See Table 7-1-2 for the analysis results under the most unfavorable conditions that the construction cost is increased by 20% and the benefit is decreased by 20%. It is shown here that the highway has a strong national economic anti- risk ability. Table 7-1-2 Analysis of National Economic Sensitivity under the Most Unfavorable Conditions HGE GAH4 High plan Middle plan Low plan High plan Middle plan Low plan EIRR (%) 20.32 17.88 15.53 20.23 18.74 17.31 121 CHAPTER VII BRIEF ANALYSIS OF ENVIRONMENTAL ECONOMIC COST AND BENEFIT 7.1.3 Results of financial assessment It shows here that the highway has very good financial benefits. See Table 7-1-3. (The basic financial discount rate is 3.2%.) Table 7-1-3 Financial Assessment Results ENPV EBCR EIRR FYEIRR economic (10000 y.) (%) (%) (%) investment return period (years) HGE High plan 590809.13 2.94 13.12 8.06 14 Middle plan 501332.57 2.65 12.14 7.68 14 Low plan 399606.65 2.31 10.90 7.32 15 GAH High plan 87245.63 3.10 17.36 13.32 11.3 Middle plan 73644.03 2.77 16.22 12.61 11.0 Low plan 62964.84 2.52 15.19 12.07 12.3 7.1.4 Analysis of financial sensitivity See Table 7-1-4 for the analysis results of financial sensitivity of the project under the most unfavorable conditions that the construction cost increases by 20% and the benefit decreases by 20%. It shows here that the highway has a strong financial anti-risk ability. Table 7-1-4 Analysis of Financial Sensitivity under the Most Unfavorable Conditions HGE GAH High plan Middle plan Low plan High plan Middle plan Low plan EIRR(%) 9.06 8.14 6.97 12.59 11.53 10.57 7.1.5 Analysis of loan-repaying ability The primitive loan-repaying plan of this project is: the income from toll, deducting the costs in major repairs, maintenance and management, will all be used in loan-repaying. It is calculated that the WB loans in HGE can be repaid completely in the year 2021, and the remained fund after the repaying is 11591 million yuan for the high plan, 10071 million yuan for the middle plan, and 8289 million yuan for the low plan. The WB loans in GAH can be repaid completely in 2021, and the domestic loans, in 2004; the remained fund after the repaying is RMB 2370 million yuan for the high plan, 2010 million yuan for the middle plan, and 1740 million yuan for the low plan. 122 CHAPTER VII BRIEF ANALYSIS OF ENVIRONMENTAL ECONOMIC COST AND BENEFIT 7.2 Estimates on Environmental Protection Investment 7.2.1 Estimates on lump-sum investment in environmental protection Based on the environmental situation along the line and the various environmental protection measures and suggestions adopted in the design period, construction period and operation period listed in this assessment statement, the lump-sum investment estimates is shown in Table 7-2-1. The total sum will be 30.889 million yuan, covering 0.69% of the construction sum total. Table 7-2-1 Estimates on Lump-sum Investment in Environmental Protection No. Item Description Quantity Investment Time 1 landscaping, on cutting and filling side 2.8km 23,000,000 construction grass, trees slopes, the central yuan period, & and bushes reserves, & intersection around 2001 planting areas 2 Beautification near K71 1 300,000 yuan construction of service period, & area around 2001 3 sewage near K71 1 300,000 yuan construction disposal in period service area 4 acoustic Xin'nian, Mogang, Long'an 4 places 50,000 yuan around 2001 barriers and Tugang Pri. Schs. /place 200,000 yuan 5 wall building Nanxin, Dawang, Yuejin, 5 places 30,000 around 2001 Yaoci and Shuanghe Pri. yuan/place, Schs. 150,000 yuan 6 wall building, Yandunji, Dali, Hengbu, Walls 18 places, around 2021 wall Huxiaoying/ Sunxiaoying, heighten 10,000 heightening Zuotangkan/Caoxiaoying, ed to 3m yuan/place for and/or other Sanligang, Guzhangwan, of the time being, measures to Zhashangdaying, Huang- houses 180,000 yuan be weinangeng, in the 1 determined in Dingjiafenfang, Zhangwan, roll at the design Yangyuan, Caizhuang, village Chenzhuang, Chenlaowu, edge Shiwan, Dalengshan, and Gezidun 123 CHAPTER VII BRIEF ANALYSIS OF ENVIRONMENTAL ECONOMIC COST AND BENEFIT Table 7-2-1 Estimates on Lump-sum Investment in Environmental Protection (continued) No. Item Description Quantity Investment Time 8 sign board no whistling around schools 30 1500 around 2001 building and big villages blocks yuan/block, for the 45,000 yuan time being 9 staff training environmental managers, once 362,000 yuan designers and supervisors, abroad, engineering construction twice staff domestic 10 environ. in both construction & 1,352,000 monit. operation periods yuan sum total 30889 I I_ I thousand yuan Remarks: I. The cost in land re-cultivation, pond restoration & pond building has been included in that in remove and resettlement and is not listed here. 2.The cost in water sprinkler purchase and operation is paid by contractors and is not listed here. 3. The cost in intercepting ditches, slope protection and underpasses is listed in engineering cost. 7.2.2 Environmental protection annual cost The annual environmental protection cost after the construction of the highway is shown in Table 7-2-2. If the operation period lasts 20 years, the total cost is 0.6072 million yuan. Table 7-2-2 Environmental Protection Annual Cost (10,000 yuan) No Item of cost Envir. protect. Remarks - annual cost 1 equipment maintenance 3.0 sewage treatment facilities 2 equipment depreciation 6.0 sewage treatment facilities, at 10% discount 3 road planting / already included in road maintenance cost management 4 technical improvement 10.0 for enhancing EP levels 5 EP workers' salary 12.0 20 persons, 6,000 y/person*year 6 office expenses 8.0 20 persons, 4,000 y/person*year 7 envir. sanitation 5.0 for septic tanks atmanag. offices & tollhouses 8 monitoring 6.72 according to the yearly average 9 unpredictable 10.0 for temporary envir. engineering sun total 60.72 124 CHAPTER VII BRIEF ANALYSIS OF ENVIRONMENTAL ECONOMIC COST AND BENEFIT 7.3 Analysis of Environmental Economic Profits 7.3.1 Analysis of the environmental profits of the proposed highway (1) Reducing the tail gas pollution of the existing roads of low grades As far as the natural environmental quality is concerned, the proposed highway will reduce the tail gas pollution of the National No. 206 Highway and those roads of low grades, because when vehicles are running on the highway, the tail gas emission in unit running distance will be reduced, and thus the air pollution related to this and the pollution to ground surface water, soil and crops will also be reduced. According to results of the comparative experiment done by Dr. Carl (American EP expert) of the PBI Company on the Shenyang-Dalian Highway, with the same running distance (the total distance being 750km in the experiment), compared with that on grade-2 roads, the tail gas emitted on the highway has 47% less CO, 48% less HC, and 35% less NOx (see Tables 7-3-1 and 7-3-2). This may help to justify the remarkable environmental profits of the highway. Table 7-3-1 Tail Gas Emitted Volume on Highway Unit: g Pollutant emission CO HC NOx Remark 80% when 100km/h 17100 1710 3810 The highway is Shenyang- 10% when speeding up 282975 56775 15900 Dalian expressway located 10% when lowering down 104250 26475 3075 in Liaoning Province. Total 404325 84960 22785 1 Table 7-3-2 Tail Gas Emitted Volume on Grade-2 Roads Unit: g Pollutant emission CO HC NOx Remark 40% when 00kIm/h 8550 855 1905 The location is on the 30% when 50km/h 6754 675 450 grade-2 relief road of 15% when speeding up 422800 84784 23774 Shenyang.-Dalian 15% when lowering down 156375 39536 4612 expressway Total 594479 125850 30741 125 CHAPTER VII BRIEF ANALYSIS OF ENVIRONMENTAL ECONOMIC COST AND BENEFIT (2) Reducing noise pollution The existing grade-2 and grade-3 roads here are seriously being turned into streets: because people have not been enough conscious of the importance of environmental protection, the buildings are right along the roadsides, and are suffering more and more from the pollution of noise and tail gas with the continuous increase of traffic volume. The proposed highway will be operated with scientific and reasonable planning and EP measures, so it will not be turned into a street; besides, it will attract traffic from the existing roads and thus mitigate the pollution from which the residents along the roads are suffering. 7.3.2 Analysis of the profits of environment protection investment (1) Direct profits Since the large-scaled construction and the waste gas emission and traffic noise in the operation of the highway cause impact on the environment and the living standard of the residents, and cause damage to the local ecological environment, the environmental problems brought about will be complicated and three-dimensional ones. It follows that the economic losses avoided each year by taking feasible EP measures, i.e., the direct economic profits of EP investment, are remarkable but difficult to be calculated precisely and embodied in the form of money. We can only roughly estimate or qualitatively analyze the losses in people's health, agricultural production and other aspects caused by waste gases, coal dust and noise if no EP measures are taken, so as to reflect the direct economic profits of EP investment. (2) Indirect profits The following indirect profits can be made if effective EP measures are taken on the proposed highway: the educational quality of the schools along the line and the normal social contacts and entertainment of the residents here can be assured; the psychological agitation of the residents and thus the incentives for social instability can be reduced, etc. Such profits are great and last long, but even more difficult to be embodied in the form of money. However, they are surely an important part of the socioeconomic profits of EP investment. 126 CHAPTER VII BRIEF ANALYSIS OF ENVIRONMENTAL ECONOMIC COST AND BENEFIT 7.4 Brief Analysis on Environmental Benefit and Cost Based on the above analyses, and adopting the methods like compensation acceptance and scoring, quantitative estimates or qualitative analysis is made on the environmental economic benefit and cost of the project (see Table 7-4-1). The results show that the environmental positive benefits are 2.29 times larger than the negative ones, and so the highway has remarkable social profits, and the environmental economic benefits are much larger than environmental losses. The project is thus feasible. Table 7-4-1 Brief Analysis on Environmental Economic Benefit and Cost Environment Impact and measures taken Benefit (+) Remarks factors cost () atmosph. & quality of those along proposed highway reduced -1 acoust. (-2) that of those along existing roads improved Environments (+1) people's health no distinct adverse impact. The convenient traffic +1 is conducive for going to hospitals soil and water causes local increase in soil erosion; measures of -2 conservation protection & drainage engineering, & EP measures wild animals and no distinct adverse influence 0 plants mineral resources no distinct adverse influence; good for exploration +3 tourism resources no distinct adverse influence; good for exploration +3 agriculture impact of land-occupation on production -1 planting and money invested to protect side slopes and reduce +2 beautification soil erosion, improve environment relocation and compensation for relocation -2 resettlement land value price of residential land along the road is lowered; +1 that of productive land rises direct social shortening mileage, saving time, improving safety +3 benefit - altogether 6 benefits indirect social improving investment environment, promoting +3 benefit economic development, strengthening people's consciousness of the environment EP measures increase in EP engineering investment -1 Total Benefit :+16 Cost: -7 Benefit/Cost: 2.29 127 s CHAPTER EIGHT PUBLIC PARTICIPATION 8.1 Approach and Methods of Public Participation During the project preparation, local people and concerned bodies have been extensively consulted. In order to ensure two-way communication with the public, a series of actions have been taken in a comprehensive manner. Public consultation activities include: (i) distribution of handout; (ii) organizing meetings/workshop with local people, experts and concerned bodies; (iii) interviews with local people and concerned bodies; (iv) public opinion survey. Also, EA documents of the project such as EIA, EAP and Summary were made public at APCD Office in May 1998. 8.2 Distribution of Handout The first task of the project office for public consultation is to provide local people and concerned bodies with project-related information. In this context, a handout of the project, which concisely describes the project components and alignment, was prepared. In total, 5,000 copies of the handout were distributed among local people and concerned bodies. 8.3 Organizing Meetings/Workshop APCD organized a meeting with the heads of local agencies along the route on October 1997. At the meeting, the proposed project components and alignment were introduced and discussed. Also, during the field survey, a series of meetings were organized to learn comments and/or concerns on the project. (See the paragraph 8.4 below.) 8.4 Field Survey and Interviews In order to collect first-hand information along the alignment, the assessment team with participation of the design team carried out the field survey in Sept. 1996 and Jan./Feb. 1997. During the field survey, the team visited local governments along the alignment and environmentally sensitive sites (schools), which are listed in Table 8-1-1. Also, in order to learn comments/suggestions on EA work and environmental mitigation measures, a series of meetings were organized with local experts, villagers, and local governmental officials. Table 8-1-1 List of Local Governments Visited No. Local Government I Yandun Village Government 2 Yandian Village Government 3 Jinniu Town Government 4 Ketan Town Government 5 Changgang Village Government 6 Changbu Village Government 7 Chenbu Village Government 8 Gaogiao Town Government 9 Dalongshan Town Government 10 Wuheng Village Government 8.5 Public Opinion Survey The public opinion survey was carried out in January and February 1996. In total, 114 copies of responses have been received. Among these 114 persons, their occupation is as follows: 61 directors of villages/towns; 13 leaders of farmers; 33 farmers and 7 teachers. 8 of those are female. The results of this survey is summarized in Table 8-1-2. Based on the survey, it is concluded that the project is supported by the local community and that no outstanding environment-related concerns have been raised. 8.6 Environmental Assessment Documents Pursuant to the World Bank Policy, the environmental assessment reports such as EIA, EAP and Summary was made public at APCD Office in May 1998. In order to enhance accessibility of the public to the documents, advertisements were put in a local newspaper. 8.7 Major Environment-related Feedback The local people are expecting positive impacts of the project on local socioeconomic conditions and support the project. Major environment- 1.29 related feedback to the project includes: (i) proper implementation of tree planting and (ii) adequate handling of waste soil. These comments have been reflected in the engineering design and drawings. Table 8-1-2 Results of Public Opinion Survey Question Answer Per- % in Remarks sons the total Are you in favor of the construction yes 114 100 of the highway? no 0 0 no comment 0 0 Are you in favor of the route yes 97 85 selection? no 9 8 no comment 8 7 Do you think the highway will yes 100 87.7 benefit the development of this area? no 9 7.9 no comment 5 4.4 Do you have any complaint about no 95 83.3 the land-occupation and house- Yes 16 14 removing in the project? no comment 3 2.7 Do you know about the policies of yes 58 50.9 compensation for land-occupation yes but just a little 47 41.2 and house-removing? no 9 7.9 Are you going to submit to the land- yes 71 62.3 occupation, removing and resettling yes but with conditions 43 37.7 if you are involved in them? no comment 0 0 What in the construction may have noise 70 61.4 some have relatively big impact on you? tail gas 26 22.8 multiple dust 27 23.7 choices, others 18 15.8 total?tloo% Which of the measures do you planting 88 77.2 some have prefer to reduce the impact? acoustic barrier 16 14 multiple away from villages 21 18.4 choices, others 2 1.8 total?tl00%  CHAPTER IX ASSESSMENT CONCLUSIONS CHAPTER IX ASSESSMENT CONCLUSIONS 9.1 Conclusions of Environmental Baseline Assessment 9.1.1 Ecological environment (1) HAE is located in the middle of Anhui Province between the Changjiang River and the Huaihe River. HGE is 126.02km long, and GAIL, 27.47km. The topography along HAE includes two major types of hilly terrain and river valley plain or undulating plain terrain. The environment within the assessment scope is mainly an agricultural ecological one with little vegetation of protophytes because of long history of human exploration. There are no protected plants or animals found in the investigation. (2) The monitoring of representative soil samples along the line shows that the PH value is 5.00-6.94, primarily slight acid; the organic content is 0.05-2.95%, slightly low; the lead content is 15.48- 24.60mg/kg, and according to "Soil Environmental Quality Standards" GB15618-95, the environmental quality indices of lead in the soil of the whole line are lower than 0.08, within the non-polluted scope. (3) The situations for ground surface water environment: as far as the five items of PH, SS, CODcr, petroleum oil and Pb in the monitoring are concerned, and according to the class-2 standard in "Ground Surface Water Environmental Quality Standards" GB3838-88, except that the petroleum oil in Renxing River surpasses the standard (4 0.05mg/L) by 1.6 times, all the other items are within the standards; the baseline of water quality is generally good. (4) The project is located between the Changjiang River and the Huaihe River, and the areas passed are mainly agricultural ones dominated by paddy fields; the soil erosion is insignificant, and the soil is within the unremarkably eroded scope. 9.1.2 Social environment (1) The major places passes by HAE are Hefei City, Feixi County, Shucheng County, Lujiang County, Tongcheng City, and Huaining 130 CHAPTER IX ASSESSMENT CONCLUSIONS County. The total area directly influenced is 50,416km2, taking up 36.2% of the provincial total; up to the end of the year 1995, the total population here reached 20.747 million, covering 34.5% of the provincial total. (2) The directly influenced area has a good developing environment. Up to the end of 1995, the GNP had reached as high as RMB 4410 million yuan, and the gross output value of industry and agriculture 113150 million yuan; the two values cover respectively 35.9% and 36.7% of the provincial totals. (3) Within the directly influenced area, the fundamental facilities are in good conditions: there are highways like the National No. 206 Highway, and 8 provincial trunk roads and several county roads; there is the Hefei-Jiujiang Railway; and some rivers here have navigable courses which reach Level-3 or Level-6; the Anqing City is on the Changjiang River and has the Anqing Harbor, and Hefei and Anqing have airports, too. (4) The counties and cities here have relatively complete water conservancy facilities; the effective irrigation areas of them all take up above 90% of the total areas of cultivated fields in the counties and cities. (5) The directly influenced area is rich in mineral resources and tourism resources; the construction of the highway will create better transporting conditions for the exploration and utilization of these resources. 9.1.3 Acoustic environment There are 36 acoustic sensitive spots within the assessment scope of HGE and GAH. The monitoring results of the acoustic environmental- baseline of the representative sensitive spots are: for schools, 45.2- 55.5dB(A) in daytime and 33.6-44.3dB(A) at night; for villages and residential spots, 41.5-51.ldB(A) in daytime and 36.6-43.8dB(A) at night. According to class-1 standards in "Urban Environmental Noise Standards", except that the daytime acoustic environment of the Yandun Middle School surpasses the standard by 0.5dB(A), the data obtained at all the other sensitive spots are within the standard scope. It follows that 131 CHAPTER IX ASSESSMENT CONCLUSIONS the acoustic environmental quality within the assessment scope along the highway is good. 9.1.4 Baseline of atmospheric environmental quality According to investigation, the sensitive spots of atmospheric environment within the assessment scope of HGE are mainly villages, towns and schools, among which there are 1 county government office, 27 villages with over 30 families in each, and 9 primary schools; those within the assessment scope of GAH are 6, including 2 primary schools, 2 county and township government offices, and 4 villages. There are no large pollution sources along the two section. The results of baseline monitoring show that, according to class-2 standards in "Atmospheric Environment Quality Standards", the average values of single pollution indices are all below 1.0 (except the TSP of one or two spots). It is proved that the atmospheric environmental quality along HAE is good, and the NOx and CO have large environmental capacity. This provides favorable conditions for the construction of the highway. 9.2 Conclusions of Environmental Impact Prediction and Assessment 9.2.1 Ecological environment (1) The total land-acquisition by HGE covers 15160.502mu, and that by GAH is 2507.86mu; the two figures altogether take up 0.52% of the total area of cultivated fields along the two lines (3845.5 thousand mu). Generally speaking, the land-acquisition of the project has little impact on the agricultural production here. However, since the land are now contracted by families, some farmers may be influenced adversely. As long as the local governments coordinate reasonably, the living standard of the farmers will not be lowered. (2) During the construction period, the vegetation within the occupied scope will be damaged, and the small animals living in it will either die or migrate to other places. Besides, the cutting and material 132 CHAPTER IX ASSESSMENT CONCLUSIONS transportation will cause enormous flying dust in the dry season and thus influence adversely the growth of crops around. Therefore, water should be sprinkled so as to reduce pollution of flying dust. (3) HGE goes across 56 rivers, streams or irrigation canals, while GAH crosses 6 streams. There are bridges or culverts designed for all these cases. As long as the relevant technical norms issued by MOC are followed strictly in the construction, and no waste is to be disposed of into the water, there will be no pollution to the water body in the lower reaches. The alignment of the highway is at least about 8km away from the Chaohu Lake; in the construction of the bridges over the Fengle River and the Hangbu River, as long as the norms are followed, there will be no impact on the water quality of the lake. (4) The results of soil erosion impact prediction are: there are 22 cut sections which are totally 8.15km long in HGE, and 23 cut sections in GAH, 7.25km long. Calculated with the local soil erosion model 500t/km*y, and assuming that all the 45 cut sections have two cutting side slopes, the total volume of soil erosion each year will be 231.75 tons; it sums up to 463.5 tons for the first two years of construction, and in the third year, thanks to the completion of protection engineering, the soil erosion will come under control. It is reported in the statement of feasibility studies that the average fill height is 3.91m; calculated with the side slope ratio 1:1.5, it is predicted that an area of 1.4km2 of side slope will be produced. If all is built with earth, there will be altogether 2100 tons of soil erosion in the 1St year of construction. In the third year of construction, the erosion will be controlled as well because of the completion of protection engineering. (5) It is predicted that the lead in the soil of the fields along the highway will not surpass the class-2 standard in "Soil Environmental Quality Standards" even if the maximum baseline value of 24.60mg/kg is increased by 10 times. Besides, lead-free gas will have been used all over the country by the year 2000. The lead pollution on the roadsides will eventually vanish. 133 CHAPTER IX ASSESSMENT CONCLUSIONS 9.2.2 Social environment The proposed highway links Anhui Province with Nanjing and Shanghai in the east, and Jiujiang, Huangshi, Wuhan, Chongqing, and Chengdu in the southwest; the socioeconomic profits it will bring about are enormous. It plays an important role in promoting the development of southwest Anhui and the exploration of mineral and touring resources, and in improving the investment conditions of this area; meanwhile it has remarkable effects in reducing the traffic jams on the existing National No. 206 Highway and the impact of traffic noise and waste gas on the environment along it. It is reported in the statement of engineering feasibility studies that there are altogether 119,560m2 of buildings to be removed for the construction of HGE and GAH, in which there are 34,454m2 of buildings, 48,186m2 of brick houses and 36,920m2 of simplified houses. As long as the relevant policies are put to practice carefully, and the involved families are well-informed of those policies, the removing and resettling problems can be solved properly. As the resettlement is digested just within the neighborhood, there will not be a large population migrated from rural areas to towns and cities. 9.2.3 Acoustic environment During the construction period, the noise will affect to a certain degree the environment, but it can be controlled as long as the construction work is done in due time, and the machines with large noise stop working during 22:00-6:00 if there are sensitive spots within 100m. The predicted traffic noise value in operation period in the distant future will not surpass the class-4 standard in "Urban Environmental Noise Standards" at the sensitive spots beyond 50m away from HGE; but among the spots within 50m, there are Mogang Primary School, Longwan Primary School, Xinnian Primary School, and Tugang Primary School at which the standard-surpassing rate is high and the noise pollution is serious, so necessary measures must be taken to reduce noise. As long as the suggested measures are really taken, the acoustic environmental quality can still meet the assessment standards. 134 CHAPTER IX ASSESSMENT CONCLUSIONS 9.2.4 Atmospheric environment According to the prediction results of the different plans of traffic volume on HGE and GAH, and referring to the assessment standards relevant, the NOx and CO pollution on both lines is insignificant, and the air quality is good. Even if in the distant future of operation period and the high plan with the largest traffic volume is adopted, the concentration of NOx and CO 35m away from the central line of the road can still meet the class-2 standard in "Atmospheric Environmental Quality Standards". However, under unfavorable meteorological conditions, such as temperature inversion, gentle wind or still wind, and E and F stability, and on sections of large traffic volumes like Xiaoxichong-Mayan Section and Shusan Line-Changgangtou Section, the concentration of NOx is likely to surpass the standard in the distant future; but the impact is still relatively small. 9.3 Synthesized Assessment Conclusion The environmental protection investment estimated on the basis of the conclusion of the impact prediction and assessment of the project amounts to RMB26.9574 million yuan, covering 0.69% of the project sum total. The positive environmental profits of the project is much larger than its adverse impact by the ratio of 2.29:1. In sum of all the above, the construction and operation of the Hefei- Gaohebu Highway and its linking line will exercise great promoting functions on the socioeconomic development of this area and even the areas of Shanghai, Jiangsu, Hubei, Chongqing, and Chengdu; its influence is far-reaching. Meanwhile, it will bring some adverse impact to bear upon the environment along it; but as long as all the environmental protection measures are carefully put to practice, and the principle that "the construction and the EP engineering are designed, completed, and checked and accepted at the same time" is followed, the environmental protection goals can be achieved, and the adverse impact of the project can be absorbed by the environment. Therefore, the development of this project demonstrated in the perspective of environmental protection is feasible. 135 poG pG09 Lo4 o AqIng'He AnOing zinu ZongPu p Legend Main Line ukong (cee1 Alternative Line (Scheme Il) Alternative Line hano waron (Scheme lII) ---- Link Road Expressway \ ZIDu4 zoHe GooHe-Ji.ZDun E sway In con truction Another Road - RaiWay o MoW ngMIao Plan-to-Road 0 River -- Lake 0Yu nTan LI gTou Mountain Wuheng(Banqiao) LiXin Primary Village School Dalongshan Village (noise) (Noie) s Quo Monitoring Spots ling - 9ai2i Lake- 0 YangGon c.ogöl - AInDIgn0 HongMIGa, 00K Baý4 10O 6ShanShlfu LuTing XlangPu 1O Tong hen TVngCedn 0 TaoCho 0oHEPong LuZh@ng s cale 1:20 00 Renxing Pengjiazui Village and nba Village River Gezidun Renmin Primary School Distribution of Status to Tongling OK, 0 LuJiang ChenP '91 TongCh Js angPu2, unB ShuChi Non ng Hua T X4 OshuChen °"'A14 Oingj£ lao ~ - Fengle River (Water) Zhangjialoufang Village Yuzhuang Village Sanba V I 一’一方＇