the people ' s republic of china - the world bank · faxed by the world bank, china-mongolia...
TRANSCRIPT
REECEI VE D9ST-? 20 PH 4:23 91
THE PEOPLE ' S REPUBLiC OF CHINA
NATZONAL TR NK-ROAD FROM LXANYUNGANG TO HuozRGuoszLUoYANG-SANNMNxA EXPRESSWAY
(Revised version)
Henan Provincial Environmental Protection Institute
August, 1995 ___
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Table of Contents
Chapter 1 General
1.1 Origin of EIA Assignment
1.2 Project Location, Size and Alignment
1.3 EIA Purpose
1.4 EIA Basis
1.5 EIA Class and Description
1.6 EIA Scope of Study and Environmental Protection Target
1.7 EIA Standard and Base Year
1.8 EIA Process
Chapter 2 General Description of Project and Identification of Environmental Impact
2.1 General Description of Project
2.2 Identification of Project Environmental Impact
Chapter 3 Local Physical Environment and Socioeconomic Background
3.1 Physical Environmental Description
3.2 Socioeconomic Background
3.3 Distribution of Sensitive Points
Chapter 4 Investigation and Evaluation of Environmental Setting
4.1 Eco-environment
4.2 Cultural Relics
4.3 Evaluation of Noise Environmental Setting
4.4 Evaluation of Air Environmental Quality Situation
Chapter 5 Environmental Impact Assessment and Analysis
5.1 Environmental Impact Analysis Construction Stage
5.2 Environmental Impact Assessment in Operation Stage
5.3 Social Environmental Impact Assessment
5.4 Landscape Impacts
5.5 Risk Analysis of Traffic Accident
5.6 Other Environmental Impacts
Chapter 6 Environmental Management and Monitoring Programs
6.1 Analysis of Altemative
6.2 Environmental Protection Measures
6.3 Environmental Management Program
6.4 Environmental Monitoring Program
6.5 Personnel Training Program
Chapter 7 Brief Economic Analysis
7.1 Economic Evaluation
7.2 Environmental Protection Cost
Chapter 8 Public Participation
8.1 Public Consultation
8.2 Questionnaire Findings and Analysis
Chapter 9 Conclusions
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Chapter 1 General
1.1 Origin of EIA Assignment
Starting at Lianyungang, a large harbor in the east part of China, and ending at Huoerguosi,a port at the boundary at the west boundary, Luoyang-Sanmenxia expressway is one ofthe 12 main frames of highways planned by the Government. With a total length of 3980km, it passes through Jiangsu, Anhui, Henan, Shannxi, Gansu and Xinjiang provinces(autonomous region). It is also one of the 'two longitudinal and two lateral' trunk roadsproposed by the Ministry of Communications to be practically completed by the year of2000. With a length of 630 km, the section distributed in Henan Province is a trunk roadfrom east to west parts of the province as well as the backbone of the provincial economicdevelopment. Out of this length, Kaifeng-Zhengzhou section is already open to traffic whileZhengzhou-Luoyang section is under fast construction. As expected, Kaifeng-Luoyangexpressway will be almost completed by the end of 1995.
In YJJ No. 10 11993) "Notice on Assignment of Preparatory Works of Key HighwayConstruction Projects in 1993" issued on January 19, 1993, Henan Provincial Departmentof Communications required that preparatory works of Luoyang-Sanmenxia road becompleted as soon as possible. When completed, this road will connect with the would-becompleted Kaifeng-Luoyang expressway in the east and will link with Weinan-Tongguanexpressway under active preparations in Shannxi Province in the west. As a result, all-round benefits of expressways will be brought to full play, which will greatly promoteopening to the outside world and economic development of Henan Province.
With a total length of 134.214 km, Luoyang-Sanmenxia expressway is estimated to costa total about 4000 million RMB, including 200 million USD loans (1700 RMB) applied tosource from the World Bank, with the rest will be self financed by Henan Province orsubsidized by the Ministry of Communications.
As required by relevant environmental management provisions for construction project ofthe Government and Henan Province as well as EIA provisions for World Bank-financedprojects, a full-scale EIA is required to be completed for this road. As entrusted by HenanProvincial High-grade Highway Construction Authority", Henan Provincial EnvironmentalProtection Institute is held responsible for EIA of this road (see Attachment I for Letter ofAssignment).
1.2 Project Location, Size and Alignment
Henan Province is located in the center part of China in the middle reaches of the YellowRiver (see Map 1-1). The proposed road is situated in the west part of the province, on thesouth bank of the Yellow River (see Map 1-2 for the project location).
This road will be built into a two-way four-lane road with a total length of 134.214 kmaccording to standards for highways in heavy-hillyland areas.
This road passes through Luoyang, Mengjin, Xinan, Yima, Mianchi, Shanxi and Sanmenxia.To avoid the settlement zone near Guanyintang in Shan-Mi:n mine area, two alignmentschemes are proposed in the feasibility study report, one is aligned south and the other isaligned north of Guanyintang. Based on comprehensive comparative analysis (see Chapter6 for details), the south alignment scheme is recommended herein.
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1.3 EIA Purpose
The purpose includes: 1) looking into physical eco-environment, agricultural eco-environment and socioeconomic background along the proposed road; 2) analyzing andpredicting environmental impacts to be posed in both construction and operation periodsof this road; 3) environmentally justifying the feasibility of this road and its alignmentscheme; 4) proposing practical environmental impact-offsetting and mitigating measures,providing environmental protection organization establishment requirements andenvironmental monitoring programs; and 5) carrying out economic evaluation and analysis.All these provide scientific basis for environment protection design and environmentalmanagement of the proposed project.
1.4 EIA Basis
1.4.1 "Rules for Environmental Protection of Construction Projects' issued by NEPA inDocument No. 003 (86)
1.4.2 'Rules for Environmental Management of Communications Projects' issued by theMinister of Communications in his Decree No. 17 (90)
1.4.3 "Regulation for Environmental Protection of Construction Projects, Henan Province"
1.4.4 "notice on Enhancing EIA Management of International Financing Organization-financed Construction Projects" issued by NEPA, SPC; MOF and People's Bank ofChina in Document HJ 324 (1993)
1.4.5 'Feasibility Study Report on Luoyang-Sanmenxia Section of the National TrunkRoad from Lianyungang to Huoerguosi" prepared by Henan CommunicationsPlanning Institute
1.4.6 Letter of EIA Assignment issued by Henan Provincial High-grade HighwayConstruction Authority on November 18, 1994 (see Attachment I)
1.4.7 'EIA Outline of Luoyang-Sanmenxia Expressway, A Section of the National TrunkRoad from Lianyungang to Huoerguosi" Isee Attachment II)
1.4.8 "Review of EIA Outline of Luoyang-Sanmenxia Expressway, A Section of theNational Trunk Road from Uanyungang to Huoerguosi" by Henan ProvincialEnvironmental Protection Agency in YHJ 21 (1995) (see Attachment l1l)
1.4.9 "Summary on.Environmental Appraisal of Luoyang-Sanmenxia Expressway, China"faxed by the World Bank, China-Mongolia Department, Division of CommunicationsOperations January 6, 1995
1.4.10 Aide Memoire of the World Bank identification mission to Henan 2 highway project,March 1995
1.4.11 Aide Memoire of the World Bank preparation mission for Henan 2 highway project,July 1995
1.5 EIA Class and Description
With complicated topography and environment along the alignment, this road requires largequantities of works and investments. Based on environment impact features -of highway
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construction projects and according to the "Specification for EIA of highway ConstructionProjects" (draft for review), this road is identified as a Class A EIA project with referenceto applicable provisions of the World Bank.
In line with the environmental impact factors and their environmental elements as identifiedin the EIA outline, highlights of this EIA include: 1) water and soil loss due to the roadconstruction; 2) eco-environmental and archaeological impacts; 3) traffic noise impacts onsensitive points along the road; 4) air impacts by harmful substances in vehicle exhaust.On this basis, the EIA includes the following subjects:
1.5.1 General description of project and identification of environmental impact
1.5.2 Local physical environmental and socioeconomic background
1.5.3 Investigation and evaluation of environmental quality situation
1.5.4 Environmental impact assessment and analysis
1.5.5 Environmental protection measures, environmental management and monitoringprogram
1.5.6 Environmental economic benefit/loss analysis
1.5.7 Public Participation
1.5.8 Conclusion
Among these, 1.5.1 and 1.5.3-5 are key subjects of the EIA. Subjects 1.5.3 and 1.5.4 willfocus on soil erosion, cultural relics, noise and air.
1.6 EIA Scope of Study and Environmental Protection Target
Based on the EIA outline as reviewed and also World Bank fax dated January 6, 1995, thescope of study is defined as follows:
Scope of study for investigating the eco-environmental setting, including wildlife, etc., isenlarged to 1000 m beyond the road on both sides. This is also applicable to investigationof air pollution source.
Scope of study for predicting environmental noise, cultural relics and air environmentalimpacts is limited to the range 200 m off both sides of the road.
Based on field investigations, environmental protection targets identified in the EIA includewater and soil preservation, main residential sites and important cultural relics along theroad.
1.7 EIA Standard and Base Year
As proposed by Luoyang, Xinan, Yima, Mianchi and Sanmenxia environmental protectionagencies and as approved by the provincial environmental protection agency, the EIAapplies the following environmental standards:
Air: Level II standard of the "Air Environmental Quality Standard" (GB3095-82);
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Map 1^1 Geographical Location of Henan Province
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Environmental noise: Category IV environmental noise standard for the range 200m off both sides of expressways and Category II standard for the range 100-200m as included in "Environmental Noise Standard for Urban Areas" (GB3096-93);
In accordance with the project features and construction cycle as included in the feasibilitystudy report, base years for the EIA are identified as follows:
construction period 1996-1999operation period initial period: 2000
middle period: 2010late period: 2020
1.8 EIA Process
EIA process of this road is as shown in Figure 1-3.
Figure 1-3 EIA Process Chart
RECEIPT OF ElaASI NT
FIELD SURVEY, EIA OLJTLINE PREPARATION
|ACCEPTANCE OF EIA OUTLINE
COLLECTION OF BASELINE MEASUREMENT AND TEST OF ENGINEERING DATA COLLECTION, IDATA ON PHYSICAL ECOLOGY, ENVIRONMENTAL ELEMENTS PROJECT DESCRIPTION & PROJECTSOCIOECONOMY & METEOROLOGY SUCH AS AIR, NOISE & SOIL IPACT FACTOR ANALYSIS
PUBLIC PARTICIPATIONMENTAL HEASUREI
ENVIRONMENTAL HANAGEMENT FCOMPREHENSIVE ANALYSNALYSIS& MONITORING PROGRAM
..
ATIONOFIARERT
1SUMSION OF EIAREPOT]
4
Chanter 2 General Descrintion of Proiect and Identification of Environmental Impact
2.1 General Description of Project
2.1.1 Alignment and Main Control Point
The following considerations are incorporated into the road alignment:
a. To take Luoyang, Xinan, Yima, Mianchi and Sanmenxia as main control points, withconsideration to the end of Kaifeng-Luoyang expressway and to connection withLintong-Weinan expressway in Shannxi Province;
b. To properly align the road on both sides of Long-Hai railway and National Road No.310 so as to provide good connection with the existing railways and highways;
c. To keep the road 3-7 km distance off major cities and townships on the principleof "not being so close to enter and not being so far to avoid them' in line withshort and long-term development plans of these cities and townships;
d. to avoid cultural relics and villages as many as possible so as to reduce relocationwork quantities:
e. To avoid settlement zones in coal mines and other geologically-improper regions.
On the basis of these principles, trend and control points of the road are determined asfollows:
The road just starts at the end of Kaifeng-Luoyang expressway, i.e. Dongtouzhuang Villagein Mengjin north of Luoyang. It goes west to pass by Xujiazui, Shuiquan and then connectsat Dongcun with the specially-design road from Luoyang to the XLD Multipurpose DamProject. To attract vehicles from and to Luoyang, an interchange is provided here. Then,the road goes across the Jinshuihe into Xinan where it passes by or through Xipo,Daaogou, Mujiangpu, Xiajiaao, Xiayanggou until it links with )(inan-Shisi road in the northpart of the county seat. An interchange in built here to serve vehicles from and to Xinan.The road leads further west to go by Miaotou and Tieman, across the Hongyang River andenter into Yima from where it passes by Chenjiagou and Wangjiazhuang before it reachesthe interchange where it connects with Yima-Rencun road. From Xiaocun, it goes intoMianchi County, crosses the Xiyang River and links with Mianchi-Yangshao road where aninterchange is provided. Going to the west, the road goes by Matouzhai, Nanhegou,Yinghao and across Long-Hai railway.'After skirting round the coal settlement zone, itarrives at Guanyintang where in interchange is set at Shuiduicun to serve vehicles fromGuanyintang to Luoning. Going west by Wangcun, Lanzhuang, across Long-Hai railway atXiashi. it passes by Hongtuao, Qiaogou, Zhangmao and Jiaokou where in interchange isset. Going further west through Dajiao and across Long-Hai railway, National Road No.310, the Qinglongjian and Shijia Rivers, it goes by Chensongpo, Caijiazhuang before it goesacross Long-Hai railway for the fourth time. After going across National Road No. 310 andCanglongjia River, it goes in parallel with National Road No. 209 before it reaches theinterchange located at Majiayan from where it heads west to reach its end at Maxiezhuangon the boundary between Shanxi and Linbao Counties.
I
According this alignment scheme, the section from west of Mianchi to Hongtuao of Shanxiis required to go across Long-Hai railway twice. Also, the road configuration is relativelyfavorable. Therefore, a alternative alignment is proposed to go, as from Mianchi County
5.
seat, by Xiamatou, Zhuchengcun, Suzhaicun, Beigou, Yinnhao and reaches Zhangcun road.After leaving a railway for the coal mine at Houying, it goes west to pass by Beigetiao,Ushupo and then deflects southwest to pass by Tuling and Langwo. An interchange islocated at Hongtuao. This alternative alignment is relatively smooth and is 4 km shorter.As passing through extensive coal mine settlement areas, it also poses difficulties forsubgrade treatment.
The road alignment is as shown in Map 2-1 in which the dotted line represents thealtemative alignment.
2.1.2 Size, Standard, Work Quantity and Technical Index of the Project
As recommended in the feasibility report, the whole road will be built, at one stroke, intoa two-way four-lane expressway. The project size and main work quantities include: lengthof 134.214 km; 7 interchanges respectively located at Luoyang, Xinan, Yima, Mianchi,Yinghao, Sanmenxia, Dongjiakou and West Sanmenxia; 10 super-large bridges, 31 largebridges, 11 middle and small bridges, 27 overpasses and 66 through-cut overline bridges;111 culverts and 137 passageways; communications engineering facilities to be completedsimultaneously except monitoring, telecommunications and toll facilities which will beprovided step by step; 24.601935 million m3 embankment and 29.454833 million m3
excavation works.
Based on the predicted traffic flow and the national trunk road construction plan, this roadapplies technical indices for expressways in mountainous and heavy-hillyland areas,including:
Calculated speed 100 kmlhSubgrade width 24.5 mRunning lane width 2 x 2 x 3.75 mSeparating belt width 2.0 mHard shoulder width 2.5 mEarth shoulder width 0.75 mStopping range of visibility 160 mMinimum plane curve radius 700 mMaximum longitudinal slope & limit length A%, 800 mMinimum vertical curve radius 10000/4500 mMinimum vertical curve length 85 mType of pavement asphalt concreteSurface transverse slope 2%Design load of bridge/culvert vehicle > 20, trailer = 120Design flood probability 11300, 11100Net width of bridge surface 1 x net - 11 mExit and inlet control full controlledCommunications engineer facility all completed at the
same time except monitoring,telecommunications and toll facilities
2.1.3 Construction Cycle and Implementation Schedule
Full construction of this road is proposed to be commenced in early December of 1996.By the end of 2000, it will be completed to be open to traffic.
Construction schedule is as shown in the following table.
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Table 2-1 Project Implementation Schedule
Schedule
Item Unit Qty - 394 |199 1996 1997 1998 1999 2000
-I -2 4 112 34 _ 3 4 _ 2_ Feasibility Report & Appraisal km 135 _ _ _ . _
Survey, Design & World Bank Review km 135 _ _ _ _
Tender km 135 JPreparatory Works km 1135 -I-- -I --I
Construction km 135 I 11
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2.1.4 Road Configuration. Borrowing-area Operation and Spoil Scheme
The ground along the road fluctuates to a great extent and there are well developed gulliesin some areas. Also, expressways are limited by the maximum longitudinal slope and planecurve radius. As a result, the road construction will require large quantities of.embankment and excavation works. In such case, high cuts and extensive excavation haveto be carried out. In case of road sections where embankment is too high, overline bridgeswill be provided. Table 2-2 gives length of road sections will different height ofembankment and excavation based on statistics.
Average height of subgrade in cifferent sections has been retrieved, by method of weighedmean, as shown in Table 2-3.
Table 2-2 Statistics on Road Section Length of Embankment and Excavation
Subgrade Embankment Height/Excavation Depth H Length of Road Section (km)
H•8 m 28.102
8<H930 m 28.248Embankment 30<H5440 m 2.919
l__________ Total Length 59.27
Hg 20 m 56.322
20<Hs30 m 3.709Excavation 30 < H S 40 m 1.205
Total Length 61.236
Table 2-3 Average Height of Subgrade in Different Sections
Section Chainage Average Subgrade Height (ml
Luoyang-Xinan kO + 000-k25 + 040 0.63
Xinan-Yima k25+040-k52+612 2.38
Yima-Mianchi k52 + 612- k63 + 518 4.03
Mianchi-Sanmenxia k63 + 518-kl 35 + 700( 8.13k134 + 214)
Since the subgrade works include both embankment and excavation components quantitiesof which are almost equal. Spoil material stemming from excavation sections will be usedto sections requiring embankment by means of longitudinal allocation. If such allocationis difficult in deed, spoil material from excavations will be placed in depression areas, andthe soil materials required for embankment will be borrowed from highlands. But the depthof borrow areas will be controlled to avoid large borrow pits. Upon construction of theroad, borrow and spoil areas will be levelled to be reafforested or re-ploughed.
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2.1.5 Work Quantity, Location and Function of BridgelCulvert
At the full length of the road, there are 10 super-large bridges with a total length of9578.29 m, 31 large bridges with a total length of 6835.54 m, 4 middle-sized ones witha grand length of 334.28 m and 7 small-sized ones with an aggregate length of 833.0 m.Table 24 describes super-large bridges.
The road is provided with 111 culverts with a total length of 7678.73 m, i.e. 0.83culvert/km.
There are 137 paLssageways with a total length of 55064.09 m and 66 overline bridgeswith a total length of 3859.88 m (i.e. 1.5/km) at the full length of the road.
The road is furnished with 27 overpasses (with a total lerigth of 1894.37 m) and 7interchanges spaced at an average interval of 7 km, see Table 2-5 for the background ofinterchanges.
2.1.6 Provision of Service Zone
The road is equipped with 3 service zones, namely, Yichang, Mianchi and Sanmenxia EastService Zones where there are motels, restaurants, shops, maintenance workshops andservice stations among other facilities. Location and coverage of these zones are asfollows:
Service Zone Chainape CoverageYichang Service Zone k45+ 300 136.5 muMianchi Service Zone k69 + 976 107 muSanmenxia West Service Zone kl 06 + 580 113 mu
The total land area covered by these service zones amounts to 356.5 mu.
In addition, it is planned to establish one service zone at Luoyang Interchange and one atXinan Interchange.
2.1.7 Origin, Quantity and Transportation of Construction Material
Steel required for the first half of the road (60 km) will source from Luoyang while thatused for the second half (more than 70 km) is purchased from Mianchi and Sanmenxia.Cement will separately sourca from Luoyang Cement Factory, Mianchi Cement Factory andYuxi Cement Factory in Sanmenxia. Timber will be procured from Luoyang, Mianchi andSanmenxia.
Sand required for the road section from Mengjin to outskirts of Luoyang will be suppliedby Luoyang Sand Area while that used for the rest section is supplied by Nanyang SandArea.
Stone material required for the section from Mengjin to outskirts of Luoyang will besupplied by quarries located at Foguang and Yiyang in Yanshi. Such for Xinan section willbe supplied by Miaotou quarry. Yima-Mianchi section will be fed by Hengyang, Tiantanshanand Potou quarries in Mianchi while Shanxian-Sanmenxia section is fed by Sanmenxiacement quarry, Xiashi quarry and Huoshishan quarry.
9.
Table 2-4 Background of Super-large Bridges
Name of Bridge Chainage Road-Water Angle Number of apening-Span Length (ml ,Superstructure Remarks
Suner-laase Bridag Across Jinshuihe kl 1 +415 60° 26560 101o.32 Pgesiresed T Beam
Surner.large Bridne at Youfenzui k20+850 900 12.50 6tOf 1 '24 restressed T Beam Cross Concoou
Suer.larate Bridao AcrossHon-ciahe k40 + 350 700 ta.40 , 30289_ Prestressed T Beam_
Suner.larce Bridge Across Xuaouha kG0+000 90e 20Q50 1011.32 Prestressed T Beam
Stiner large Bridne Across Huaiaaou _ k89+447 900 60 + 2xQ+ 1B0 i4x50 1166 06 T Beam + Continuous Riald Structure Overline
Sutner-larne Bridas at Xiashi Ouarrv _ k94 + 430 900 60+ I110 I±. xUQQ+ 1. ±. .4. 9T2.46 T Beam + Continuous Rioid Structure Overline
Stuner.larne Bridne Across Miaooau k9+900 900 50 + l o0 L T 4Lontinuous Rio2d StructU6e2 Overline
Super-large Brldge Across ainglonglianhe kI 16 Y 740 530 66+22x l(oO 4 O o 120 oOx200 1912.10 T Beam + Continuous Rigid Structure Cross Clinlwor Ian,+ 120 I-05 + 2i.l00 +60 National RoadAl0 I.
___________________________________ ~~ ~~~~lonaHal railway
Suner. ae Bridge Acf9os Canolonlimnha kl26+310 76° 13.50 6G8.90 T Beam
Suner.larae Brldae Across Guanzhuoou kl28+586 90° 12.50 - t8.23 T Beam
Table 2-5 Interchange to Be Provided at Full Length of the Road
Name uf Interchange Chalanae Configation Crossed Road Passagg of Chief Road Rlnarks
Luovang Intercghalas k6 + 858 Single Horn Xi(aolandi Soeclal Ro,d for Vehicle With chief road above
Xinan Interchange k2 E.040- Siagle Horn Xinan-Shisi Road With chief road above
Yima Interchange k52+612 Sinple Horn. Yima-Rencun Road With chief road below
MianchiJIterch-ang .. . k63 + 5 1 8 Sinaleo Horn- Mianchi-Yangshao Road With chief road below
Yiinabao Inteohane k76' +744- SInIle Horn National Road 310 With chief road above
Sanmenxia Interchanae iSin_le Horn National Road 310 With chief road above
Sanmenxia West Interchange Single Horn Link with National Road 310 & With chief road above_______________ _ . Shanxian Main Road
10
Asphalt required for the project is all planned to be imported low-paraffin asphalt.
Material requirements of the road are as shown in Table 2-6.
Table 2-6 Quantity of Major Construction Materialsunit: t
[Description| Steel |Timber (m3)I Cement I Sand I Stone I Asphalt |
Quantity 141814 133992 1666157 11848154 3254754 58463
Among these materials, steel, timber, cement and stone will be transported with vehicles.Access roads for transportation of such materials will be paths as many as possible so asnot to use the heavy-traffic National Road 310 as far as possible. Sand required for Xinan,Yima, Mianchi, Shanxian and Sanmenxia sections will be transported, via Jiao-Zhi railway,to the railway stations in these cities and then to the work site with vehicles.
2.1.8 Traffic Flow and Actual Speed
As predicted in the feasibility report, the traffic flow (absolute number of vehicles) is asshown in Table 2-7.
Table 2-7 Traffic Flow of Luoyang-Sanmenxia Expresswayunit: vehicle/day
Section 2000 2010 2020
Luoyang-Xinan 14481 27078 37298
Xinan-Yima 12436 24492 37820
Yima-Mianchi 12530 24605 37646
Mianchi-Sanmenxia 11476 22689 35934
On the basis of 1.86 day-night flow ratio, large, middle and small-sized vehicles willseparately account for 20%, 50% and 30% in the initial operation stage. Considering thatvehicles in China will tend to be heavy and large in the middle and late operation stages,it is deemed that the constitutions of large, middle and small-sized vehicles will be 40%,30% and 30%. Such division of vehicles is made according to the following standards:
Large-sized: cargo wagon with a capacity above 8 t, passenger bus with more than50 seats, container, trailer and large vehicles designed for special purposes;Middle-sized: cargo wagon with a capacity of 3.5-8 t, passenger bus equipped with20-29 seats;Small-sized: cargo wagon with a capacity less than 3.5 t, passenger bus with fewerthan 19 seats, light off-way vehicle and car.
Peak traffic flow in day hours is considered to be 10% of the average daily flow.
According to the above parameters, it is calculated that the hourly traffic flows (absolutenumber of vehicles) by vehicle type and time interval are as shown in Table 2-8.
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Table 2-8 Traffic Flow of Luoyang-Sanmenxia Expresswayunit: vehicle/h
_______ 2000 l 2010 2020 _
Section Time Interval Large Middle Small Large Middle Small Large Middle Small
Daily Peak 290 724 434 1083 812 812 1492 1119 1119
Luoyang-Xinan Daily Average 134 336 202 503 377 377 693 520 520Night Average 101 254 152 379 284 284 522 392 392
Daily Peak 249 622 373 980 735 735 1513 1135 1135
Xinan-Yima Daily Average 115 289 173 455 341 341 702 527 527Night Average 87 218 130 343 257 257 530 397 397
Daily Peak 251 626 376 984 738 738 1506 1130 1130
Yima-Mianchi Daily Average 116 291 175 457 343 343 699 524 524Niqht Average 88 219 131 344 258 258 527 395 395
Daily Peak 230 574 344 908 681 681 1437 1078 1078
Mianchi-Sanmenxia Daily Average 107 266 160 421 316 316 667 500 500Night Average 80 201 121 318 238 238 503 377 377
12
!'
* The actual speed of vehicles on drive on the road is calculated as follows:u = aovl, in which v=traffic flow (vehicle/h) while a and b are valued as follows:
Table 2-9 Valuation of a and b
Vehicle Type a a b
Middle-sized 212 -0.174
Small-sized 237 -0.1602
The actual speed of large-sized vehicles is the speed of middle-sized vehicles timed by 0.8.
In different base years, the actual speed of large, middle and small-sized vehicles iscalculated as shown in Table 2-10.
Table 2-10 Actual Speed of Vehicleunit: km/h
Vehicle Type 2000 2010 2020
Large-sized 64 60 57
Middle-sized 80 75 70
|Sm all-sized 1100 93 85
2.2 Identification of Project Environmental Impact
Based on expressway features, possible environmental impact elements of this projectinclude:
Construction stage: construction noise, vibrationconstruction fume, blown dust due to material-hauling vehicleflue gas due to preparation of asphaltwastewater discharge from construction activitiesdomestic sewage by construction workersland area for temporary useborrow/soil area operation for embankment and excavationconstruction safety
Operation stage: noise and vibration due to vehiclesexhaust of vehiclesland area for permanent usecrossed rivers and conservancy facilitiesblown dust due to vehiclesroad surface erosion due to precipitated watersewage from service zonestraffic accidents
,_ irrigation (channels and groundwater)
Environmental element impacts by these factors are identified, using an expert system, assummarized in Table 2-1 1.
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Table 2-1 1 Identification of Environmental Impacts
Environmental ElementPeriod Impact -- Air Waters Vegetation Agriculture Irrigation Soil Erosion Archaeology Livelihood Landscape
Noise, Vibration 0 0 0 0 0 0 as eS 0
Fume, Dust aS 0 aS AS 0 0 AS eS 0
Asphalt Flue eS 0 aS aS 0 0 AS es 0
Construction Water Drainage 0 es AS AS 0 aS 0 0 0
Domestic Sewage aS aS 0 aS 0 0 0 as 0ConstructionIConstructo Land Use for Consiruction 0 0 eS eS aS aS AS AS AS
Borrow Area Operation, Excavation 0 0 *L AL AL *L AL AS *L
Relocation & Resettlement 0 0 &L aL 0 0 0 *L 0
Vehicle Exhaust 0L 0 0L *L 0 0 AL OL 0
Traffic Nolse, Vibration 0 0 0 0 0 0 AL OL 0
Land Coverage of Road 0 0 0L 0L 0L &L aL aL *L
River-crossing 0 AL ( ( AL AL 0 0 L
Connection with Other Roads 0 0 Al. AL AL 0 0 L *L
Operation Dust due to Vehicles OL 0 Al AL 0 0 aL OL 0
Surface Erosion due to Precipitated Wate 0 0L C) AS 0 AS 0 0 0
Sewage from Service Zones AL AS A AL 0 0 0 AL 0
Traffic Accident aS aS AS AS 0 0 aS AS 0
Note: 0 with Impacta possible Impact0 without ImpactL long-term ImpactS short-term Impact
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As shown in the above table, most of such environmental impacts will be exist in limitedtime in the construction period though they will be of long-term effect in the operationstage.
This table also suggests that most of such impacts will be suffered by the local eco--environment (e.g. vegetation, water and soil loss) and livelihood. Agricultural activities,cultural relics, air and landscape will be affected to a less extent while the local water bodyis subject to the least possibility and extent of environmental impacts. Borrow/spoil areaoperations, vehicle noise/vibration and flue gas (including exhaust gas) will be outstandingamong these environmental impacts due to the road construction.
On the basis of the above identification of environmental impacts and in line with the factthat the local population is small and sparsely distributed but cultural relics are distributedin extensive areas and the local topography is complicated, eco-environment (with focuson water and soil loss), noise, air, cultural relics and agriculture are selected as keyenvironmental elements of the EIA. Nevertheless, consideration is also given to landscapeand social environment.
15
Chapter 3 Local Physical Environment and Socioeconomic Back-round
3.1 Physical Environmental Description
3.1.1 Topography and Geomorphology
Along this road, the section of area from Luoyang to Xinan lies in loess broken county withridges and loess hills in most areas though loess plateaus and developed gullies, as highas 60 m, are distributed in limited areas. Passing through Mount Xiaoshan, the sectionfrom Xinan to Sanmenxia is located in high mountains with developed gullies and chicken-claw topography. From Sanmenxia to the end of this road, it is loess plateau. Out of thetotal length of the road, some 90 km is distributed in extensive hillyland while the rest 40km is located in loess plateau and broken country.
3.1.2 Engineering Geology and Hydrogeology
The project area belongs to highland and broken country of the second bench terrain wherethe strata are mainly quaternary system, although there are Triassic system, Permiansystem, Ordovician system, cambrian system and middle Proterozoic erathem in limitedareas.
Most of the project area is in loess area, with outcropping loess and rock in Yima andTiemen-Guanyintang sections.
There are many coal fields, including Xinan and Shanmian mine areas with explorationrange almost determined. But it is hard to determine the range of private and township coalmines sparsely distributed. Since coal fields are mined to a depth from scores to hundredsof meters, it is hard for the consequent subsidence to stop settling in scores of years.There is a large coal subsidence north of Guanyintang township.
The project area is limited to the Yellow River basin with less developed surface water.The rivers here are rain-fed seasonal ones except Jianhe, O.inglonghe and CanglongheRivers which are permanent ones.
Ground water here, except in floodland areas, is phreatic water lying 60-80 m (100 m insome cases) under the ground. Most of the aquifers here are in late Pleistocene seriesgravel and Triassic system sand and gravel with abundant water availability which themain drinking water source of the local residents.
3.1.3 Local Fault and Basic Earthquake Intensity
There is a developed fault tectonics and many major faults along the road, includingGongqian E-W fault in the west and Wenquan N-E fault in Sanmenxia. Both are active andhave ever induced intensive earthquakes.
The basic seismic intensity tends to increase from east to west. It is 6 degrees east ofMianchi while it is 7 degrees from Mianchi to Guanyintang and 8 degrees west ofGuanyintang.
The project area is subject to a relatively high basic intensity and frequent fault movement.In the past 1640 years, there happened 5-degree earthquakes. In 1972, a sensibleearthquake was experienced.
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3.1.4 Climatology
The area along the route belongs to the warm semi-arid continental monsoon climate zone,with distinct four seasons. Based on the long-term meterological data provided by the localmeterological station, the mean annual temperature is 12.4-14.4 0C, with a maximummonthly average temperature of 26-280C in July and minimum of minus 0.3 to 1.2°C inJanuary. The extreme maximum and minimum is respectively 44°C and -17.20C. Theaverage annual frost-free period lasts 167-218 days, with a maximum depth of frozenground of 20-30 cm. The mean annual precipitation is 555-670 mm 60-80% of which isconcentrated in the period from June to September.
Deflected south wind prevails in the summer while deflected north wind prevails in thewinter, with greatly varying wind directions in the rest two seasons of the year. The meanannual wind speed is 1.7-3.4 mIs.
3.1 .5 Physical Resources
In the area where the road passes by or through, there are rich physical resources.Luoyang and Sanmenxia constitutes 15.39% of the total provincial land area, includingfarmland which takes up 8% of the provincial total.
Luoyang enjoys more than 40 rich and large mineral deposits, mainly coal, aluminum,molybdenum, iron and brimstone. Out of these, molybdenum, aluminum and brimstone areproven to rank the first in the while country. In Sanmenxia, there have been discovered57 deposits, including 26 proven ones, mainly gold, aluminum, coal, and also lead, lead,antimony, tantalum and niobium which are abundant. quality and easy to mine.
Save plants created with artificial efforts, the local flora includes wild species distributedin mountains. With fewer species and populations of wildlife, the fauna is predominatedby livestock and fowl.
3.2 Socioeconomic Background
3.2.1 Distribution and Population of Local Townships
The road passes through Mengjin and Xinan govemed by Luoyang, Sanmenxia, Yima,Mianchi and Shanxian governed by Sanmenxia. Townships involved in the road are mainlyWutou, Miaotou, Tiemen (town), Qianqiu, Yinghao, Guanyintang (town), Zhangmao andJiaokou xiangs. Based on 1993 statistics. Luoyang and Sanmenxia lincluding county, cityand district directly thereunder) had a total population of 7.96 million people, accountingfor 8.9% of the total of Henan Province. The population density was 300 persons/km2
which was lower in the province.
3.2.2 Industry and Agriculture
As important industrial and mining base of Henan Province, Luoyang tumed out 34550million RMB gross output value of industry and agriculture in 1993, i.e. 11 % of theprovincial total. In gross output value of industry was 31680 million RMB which accountedfor 13.01 % of the provincial total. In the same year, the economic growth rate was 13%which was higher than the provincial average. Sanmenxia generated 8825 million RMBgross output value of industry and agriculture (i.e. 2.96% of the provincial total) in 1993,
17
including 7037 million RMB (2.89% of the provincial total) contributed by industry. In thesame year. the gross domestic product of Sanmenxia was boosted at a growth rate of22.7% as compared with that of the previous year. Refer to Table 3-1 for socioeconomicstatistics in 1993.
This table tells that industry respectively contributed 91.7% and 79.7% to the grossoutput value of industry and agriculture, which suggests that the percentage of industryis far above that of agriculture in the economic structure.
Table 3-2 indicates planned economic development indices of these two cities.
Table 3-1 Socioeconomic Situation of Luoyang and Sanmenxia
Item ~~~~~~unit Henan Luoyan Santmenxia % in Provincie. Tortal
Land Area km 167000 15208.6 10496.6 15.39
Farmland Area 10' mu 10306.5 567 265.5 8.1
Total Poplaton 10' pwsan 8346 590 206.4 8.9
Non-farm Componem 10 person 1309 117.5 44.35 12.37
Gross Natinal Product 10' RMB 1583.12 152.2 50.12 12.78
Gross Output Value of Indusry & Agriculture 10' RMB 3106.06 345.5 88.25 13.96
Gross Output Value of Industry 10' RMB 2434.37 316.8 70.37 15.9
Gross output Value of Agriculture 10' RMB 671.69 28.7 17.88 6.93
Table 3-2 Planned Economic Development Indices of luoyang and Sanmenxia(Growth Rate %)
Item Henan Luoyang Sanmenxcia
Total Social Product
Gross National Product 11.0 6.7 l
`8th Five- National Income 6.6year Plan" Gross Output Value of Industry & Agriculture 7.5Period
Gross Output Value of Industry 16.0 8.0 12.8
Gross Output Value of Agriculture 4.3 3.5 4.5
Total Social Product
Gross National Product 12.2 12.7 11.0
'9th Five- National Income 12.0 10.0year Plan" Gross Output Value of Industry & Agriculture 11.9 13.1Period
Gross Output Value of Industry 20.0 12.4 14.6
Gross Output Value of Agriculture 5.2 5.7 5.5
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3.2.3 Communication and Transportation
Located in the center part of China, Henan is a typical inland province. Over the pastyears, the provincial communications has dramatically advanced such that an integratedcomprehensive transportation network is formed in which railways and highways areplaying the leading role, with supporting air, water and pipeline-bome transportation.
In the project area, there exist 12 highways as shown in Table 3-3. Out of these, onlyNational Road 310 passes from east to west and Henan Road 03 involves local areas.These national and provincial roads have formed the regional highway network.
Since air-borne transportation is just at its initial stage, the local communication andtransportation is predominated by railways and highways. The sole access from east towest parts of the project area, National Road 310, is subject to street and mixed traffic.With the section in the coal subsidence near Guanyintang keeping on settling (as deep as100 m), traffic congestion on Luoyang-Sanmenxia section of this road is 1.43. The trafficflow is already above capacity of the road. The deferred communications development hastumed out a bottleneck to the local economic development.
3.2.4 Tourism Resources
This project area is rich in tourism resources. As the capital of 7 dynasties in the historyof China, Luoyang City is one of the 7 great ancient capitals (including Luoyang, Beijing,Kaifeng. Anyang, Xi'an, Nanjing and Hangzhou). Famous scenic spots include LongmenGrottos in the vicinity of luoyang, White Horse Temple and Guandi Temple. All theseattract many foreign and local tourists all the year round. Luoyang Peony Fair held on ayearly basis receives streams of visitors. Baiyunshan Natural Scenic Spot has beengradually turned into a hot tourism site. Sanmenxia was called "Xianzhou' in the history,it enjoys such famous scenic spots as Yangshao Cultural Site, Ancient Hangu Pass Siteand Baolunsi Pagoda which is one of the 4 largest echo structures in China. SanmenxiaDam, Yellow River Tourism Zone and Wudangshan Natural Scenic Spot are also locatedhere. However, tourism industry in Sanmenxia City is restrained by the inconvenientcommunications.
Map 3-1 illustrates tourism resources distributed in the project area.
3.2.5 Cultural Relics and Their Distribution
As investigated and confirmed by archeological departments, there are altogether 19historical sites within the range 200 m from the roadside, namely:
1. Imperial tombs of the North Wei Dynasty (BC206-907)2. Shuiquangou Site (BP5000-3700)3. Huocun Site (BP4500-AD220)4. Mujiangpu Tomb Area (BC206-AD2205. Xiajiaao Tomb Area (AD960-1644)6. Pailou Tomb Area (AD1 368-1644)7. Chendongwa Tomb Area (AD960-1279)
19
8. Xiayanggou site (BP4500.4000)9. Goutoubei Tomb Area (BC475-AD220)10. Xiacun Site (BP6000-2220)11. Lingtou Site (BP6000-4000)12. Matouzhai Site (BP6000-5000, AD420-581)13. Zhuchengcun Site (BC475-AD581)14. Shilipu Site (BC206-AD220)15. Lujiadian Site (BP6000-5500)16. Daiiakou Site IBP6000-5500)17. Shibangou Site (BP6000-4000)18. Zhaojiayuan Old-Stone-Age Site (BP100000-50000)19. Dongchengcun Tomb Area (BC206-AD220)
No archaeological site has ever been discovered on the ground save within 200 m awayfrom the proposed road.
3.3 Distribution of Sensitive Points
Most of the villages in the range 200 m off the centerline of the road are relatively smalland sparsely popularized except a few with schools and larger populations. Among these,16 villages typical sensitive sites are selected, as shown in Table 3-4, on the followingprinciples:
- larger villages with school;* villages at a distance less than 100 m away from the road;* villages subject to relocation;* medium and small-sized villages with concentrated households.
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Table 3-3 Background of Existing Main Roads In the Project Area
Category Descriptlon No. Main City/Township Length In Class PavementHenan (km)
Luoyang-Lushi Henan 19 Luoyang, Yichuan, Songxian, Luanchuan 287.5 2-3 Subhigh-grade macadam
Anie-Yiyang Henan 22 Lushi, Anle, Gucheng, Yiyang 21.6 3 Subhigh-grade
Luoyang-Duancun Henan 17 Luoyang, Duancun 36.8 2 High & subhigh-grade
Zhengzhou-Duguan Henan 03 Zhengzhou, Mixian, Dengieng, Ylchuan, Duguan 326.4 2-3 High & subhigh-grade
Luoyang-Changping Henan 18 Luoyang, Mengxian, Xinyang, Changle 100.2 2-3 Subhigh-grade
Provlnclal Luoyang-Mengiin Henan 21 Luoyang, Mengjin 21.6 2-3 Subhigh grade
Luoyang-Xlaoiangdi Luoyang, Xiaolangdi 37 2-3 High & subhigh grade
Nancun-Hancheng Henan 45 Nancun, Mianchl, ; linchonig 100.3 3-4 Subhlgh & middle-grade
Nancun-Yanzhuang Nancun, Mianchi, Yninzhuitng 126 3 Asphalt pavement
|________ Sanmenxia-Luoning Henan 44 Sanmenxia, Cizhong, Goilqian, Luoning 71.4 2-4 Subhigh & low-grade
National Huhehaote-Beihai National 209 Pinglu, Sanmenxin, Linbao, Lushi 297 2-3 Subhigh-grade
Road Lianyungang-Tianshui National 310 Luoyang, Xinan, Sanmanxia, Llnbao _641 2-3 High & subhigh-grade
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Table 3-4 Typical Sensitive Points Along Luoyang-Sanmenxia Expressway
No. Chainage Sensitive Point Distance to Population Road Structure Average HeightCenterline Im) Embankment/Through Cut Embankment/Through Cut
1 k3-820 - k4-070 Shuiquan 0 Embankment 3.55
2 k5 + 860 - k6 + 100 Dongcun 200 Through-cut B.17
3 k6 + 900 - k7 + 100 Lingou 0 Embankment 2.51
4 k7 + 450- k8 + 200 Belzhuanggou 45 Embankment 3.31
6 klO+570-klO+900 Huocun 0 Embankment 6.26
6 k25 + 800 - k25 + 900 Hebeicun 10 Overline Bridge 25.88
7 k26+000-k26+ 140 Pailou 0 Overline Bridge 16.28
8 k41 +670-k41 +900 Yingwang 2 Embankment 8.13
9 k44 + 060 - k44 + 330 Dicun 62 Embankment 12.38
10 k47 +450 - k47 + 670 Loupo 0 Through-cut 13.05
11 k56 + 800 - k57 + 250 Zhanggou 0 Embankment 4.69
12 k66 + 660-67+120 Goudong 30 Embankment 2.79
13 k70 + 600 - k71 + 000 Zhuchengcun 0 Embankment 10.57
14 k73 + 870 - k74 + 060 Jiexidongwa 20 Embankment 9.58
1S k 106 + 280 - k 1 06 = 600 Shanglinghou 90 Embankment 7.73
16 kl 33 + 060- kl34+140 Chengcun 65 Embankment 6.68
22
Chapter 4 Investigation and Evaluation of Environmental Setting
4.1 Eco-environment
4.1.1 Physical Eco-environment
The project area falls within the warm temperate continental monsoon climatic zone. Withextreme maximum and minimum temperatures being separately 440C and -17.20C, theaverage annual temperature is 12.4-14.4°C. The maximum frozen depth ranges from 20to 30 cm. The annual and daily tempe ature difference here is separately 25.7-29.2 0C 8-9°C. In the year, the frost-free period lasts 167-218 days.
The annual sunlight hours in the project area are all more than 2000 hours, with amaximum of 2292 hours. With 130 rainy or snowy days and an average about 50% totalcloud amount, the illumination is rather favorable.
The average annual precipitation is 555-670 mm of which 60-80% is concentrated in theperiod from June to September. Since the annual evaporation is larger than precipitation,the project area is so dry that the average annual relative humidity is about 65%.
Although the local air contains a low percentage of harmful substances, TSP content isrelatively high.
The local soils are all drab soil with pH value about 7.5. Most of the soils have averagemoisture and fertility. With middle or heavy texture. such soils are unfavorable to farming.
Among the aforesaid physical ecological conditions such as temperature, illumination,precipitation, air and soil, the most important restraint is precipitation which is followedby soil.
4.1.2 Flora
Study area of the local flora involves the range 1 km off the road. There is no rare andendangered species in the range.
The project area is located in the warm temperate deciduous and broad-leafed forest zonewith physical ecology satisfying growth and development of the existing flora. As a resultof the long history of forest destruction for reclamation, the natural vegetation haschanged to a great extent. Because of varying tectonics in hillylands, gullies, loess hills,ridges and loess plateaus, distribution of local vegetation varies from place to place. Inparticular, a series of artificial vegetation has been formed in the process of natural reformactivities, for example, agricultural vegetation predominated by crops and rural/urban greenvegetation. Along the alignment, there are natural deciduous shrubs, weeds and trace offorest vegetation.
Agriculture vegetation is distributes to the most extensive areas along the road. Besidesgrain crops, such also includes cash crops, vegetables, melon and fruit trees. Thanks tothe varying topography and soil, the local agricultural productivity is not always the same.
Green vegetation is generally distributed around residences and on streets. Most of thelocal villages and townships are generally surrounded with green forest belts. Single or
23
double rows of trees are planted on villages and township streets. Greenlands at publicbuildings are provided with columns or rows of trees in most cases. Residences here areafforested in different ways, but generally arbors are planted along fences of houses. Insome cases, rows of arbors are planted in rear of the house, with fruit trees planted infront. Ornamental plants are often seen in cites, townships and villages along the road.
Natural deciduous shrub vegetation is predominated by chaste tree and wild jujube whichare sparsely distributed in hillyland and broken country. With energetic suitability and notasking for good ecological conditions, most of such shrubs live in dry and poor soils, andeven in rock openings and gravels where other species can hardly live. Such shrubs are notin good order as judging from their appearance, with coverage and height generally ranging20-30% and 50-100 cm. Mixed shrubs include Matrimony vine, birchleaf pear and smoketree. Mixed weeds include yellow bluestem, Siberian cocklebur, green bristlegrass andcogongrass, etc.
Grass vegetation includes two categories, one is association predominated by yellowbluestem and the other is predominated by wormwood. The former is mainly distributedin waste mountains and on roadsides in Sanmenxia and Xinan, as well as gullies where thesoil is generally poor and dry. Edificator of such association is yellow bluestem. Mixedgrass is composed of Artemisia argyi, Artemisia capillaris, Japanese clover, potentilladiscolor, cogongrass, Siberian cocklebur and wild mint, etc. With height of 30-50 cm, thecoverage is generally 20-60%. The association predominated by wormwoods enjoyssimilar universality as that Dredominated by yellow bluestem. The mixed species includeSiberian cocklebur, cogongrass, yellow bluestem, Anermone Vitifolia and motherchrysanthemum, etc coexisting with multiflora rose, chaste tree, wild jujube and othershrubs. Such association is generally 20-50 cm high, with a coverage about 30-50%.
Forest vegetation is distributed to a less extent. Besides deciduous and broad-leafed trees,there live coniferous plants such as masson pine.
There are more than 100 common species of plants here, including 14 species of crops,27 species of vegetables and melon crops, 9 species of fruit trees, 19 species green andornamental plants, 5 shrubs and 26 species of grass. Details are given in Table 4-1.
4.1.3 Fauna
The study area of the local fauna covers the range 1 km off the road where there is no rareand endangered species.
According to zoogeographic zoning of China, the project area falls within the MountXiaoshan and loess hilly and plain areas in North China zone of palaearctic realm. Theconstitution is predominated by North China fauna of paratactic realm, though south andnorth species infiltrate each other. There are some species of oriental realm, but thepopulation is small. The number of fauna species here in comparatively small, especiallythere are few large and middle-sized forest animals. In fields, waste slopes, shrubs, loessgullies and residential sites, there are relatively large populations of small-sized rodents.
It is reported that there are almost 200 animal species in the project area. However, ourinvestigation results a-nd the information collected over the recent years suggest rareencounter of Rrinaceus earopaeus, wolf, fox, hog-nosed badger, badger. Paguma larvata,porcupine, wild boar and pheasant which used to live here. Insects have predominatingspecies and populations. Also, fowl and livestock also have large species and populations.
24
Table 4-1 List of Flora and Fauna
No. Latin Name No. Latin Name
Arbor
1 Quercus dentata 2 Albizzia kalkora
2 Robinia pseudoacacia 4 Catalpa bungei
5 Paulownia fortunei 6 Quercus Variabillis
7 Quercus glandulifear 8 Salix matsudana
9 Ailanthus altissima 10 Melia azeddarch
11 Juglans regia 12 Quercus acutissima
13 Castanea seguinii 14 Quercus mongolia
15 Prunus davidiana 16 Prunus betulaefolia
17 Prunus sibirica 18 Amorpha fruticosa
19 Platycladus orientalis 20 Broussonetia papyrifena
21 Diospyros kaki L.f 22 Salix Chaenomeloides
23 Gleditsia sinensis 24 Morus alba
25 Polulus tomentosa 26 Gleditsia heterophylla
27 Siphora japonica 28 Populus euramericana
29 Ulmus pumia =
Grass
1 Themeda triandra var.japonica 2 Ixeris Cainensis
3 Carex buergeriana 4 Kummerowia striat=
5 Heteronappus altaicus 6 Chloris virgata
7 Imperata cylinrica var major 8 Setaria viridts
9 Bothriochloa ischarmum 10 Anemone tomentosa
1 1 Polygonum aviculare 12 Dendranthema inicum
13 Senecio Scandens 14 Gueldenstaedtia multiflora
15 Thalictrum aquilegifolia 16 Leontopodium japonicum
17 Viola chinensis 18 Prunella asiatica
19 Potentilla discolor 20 Roegneria Kamoji
21 Buckleya henvyi 22 Duchesnea india
23 Poa annua 24 Aquilegia viridiflora
25 Cynodon dactylon 26 Digitaria sanguinalis
27 Clematis florida 28 Arthraxan hispidus
29 Artemisia annua. 30 Artemisia Vulgaris
31 Aster fripolium 32 Conyza bonarensis
33 Sanguisorba officina 34 Rodegersis aesculifolia
25
Table 4-1 List of Flora and Fauna
35 Miscanthus sinensis 36 Arundinella hirta
37 Agrimonia pislasa 38 Conyza canadensis39 XTaraxacum mongolicum 40 Pulsatilla chinensis41 Poteentilla chinensis 42
FaunaBeast
1 Mustela sibiria 2 Erinaceus europaeus3 Vulpes vulpes 4 Arctonyx collaris5 Sus scrofa 6 Canis lupus7 Cuon jaunicus 8 Tamio swinheol9 Ratus norvegicus 10 Mus musculus1 1 Crictulus triou 12 Myospalax psilurus13 Cricetulus barabensis 14 Naemorhedus garal1 5 Charonid firigula 16 Meles mel.s17 Paguma larvata 18 Sciurotamius davidianus1 9 Hystenrix suberistata 20 Lepus capensis
Birt
1 Phasianus colchicus Lorpuatus 2 JAlectoris graeca3 Streptopelia orientalis 4. Genopoiia tranguebaricah5 Carrulus glandarius 6 Cissa erythrorhgbcha17 Pica pica 8 Parus mager9 Corvus Srugulegus centralis 10 Hirundo douria1 1 Picus cauns 12 Dendrocopos magor13 Cululus canorus 14 Garrulax Canorus115 Hirundo rostica 16
________________________ _ CR eptil1 Gekkko swinhonis I2 Takydrorm- septertrionalis
3 Natrix tigrina Lateralis T4 Agkistrodon halys5 Erimias brenchoeyi j6 Elaphe taeniurus
Amphabin1 Bufobufo gorgarizans 2 lBufo raddei3 Rana nigromaculata
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4.1.4 Agricultural Eco-environment
The local agricultural ecology is suitable to growth and development of the existing crops.Two-crop-a-year farming is practised which is predominated by wheat. While wheatpredominates in winter crops, is the leading character of autumn crops.
4.1.4.1 Sol Type and Distribution
As investigated, the local soil category is mainly cinnamon soil which includes adamicearth, white spongy soil and loess sub-categories composed of 6 kinds of soils, namely,white spongy soil, adamic earth, loess, black soil, sajong red soil and sajong loess.
White spongy soil is concentrated in typical loess hillyland areas distributed in Luoyang,Xinan, Mianchi, Shanxian and Sanmenxia. The soil-forming parent matrix is loess depositedin the late Quaternary Pleistocene Era. With such characteristics as deep and loose soillayer and less developed strata, such is light-loamy soil of good cultivability, ventilation andpermeability, but its moisture and fertility-retaining ability is poor. The pH value rangesfrom 7.0 to 7.5. With strong calcareous reaction and trace of sajong soil, average contentof organic matter and nitrogen, such soil is most suitable to growth of cotton.
Distributed in marginal loess plateau, terrace and gentle hillyland areas in Mengjin, Mianchi,Shanxian and Sanmenxia, loess has soil-forming parent matrix of loess deposited in thelatr Quaternary Pleistocene Era. With a deposition depth varying from several to scoresof meter. such loess parent matrix has developed vertical joints which are subject tolandslide and bankcaving. The soil is all yellow except the surface which is slightly greyishas a result of long-term farming and fertilizer application. The soil body is deep, with athick mellow layer. The soil is somewhat clayized. The top stratum is of particle orfragmentary block structure while the sub-layer has diamond structure. The Ph value is at7.0-7.5. With moderate calcareous reaction and good moisture retainablility, such is themajor agricultural high-yield soil in the project area.
Adamic earth is distributed between orogenic drab soil and loess in low mountain andhillyland areas. The soil-forming parent matrix is Triassic red soil. Such soil is mainly redand cohesive, with weak calcareous reaction and unapparent stratification. The top soilis somewhat darker as a result of farming and fertilizer application, but the subsoil isbrown and cohesive. Being nut or fragment-structured, such soil is of undesirablecultivability. The soil is muddy when it is wet and is hard to be full of cracks when it isdry. The characteristics of such soil also include short cultivable period, poor permeabilityand moisture. So it is susceptible to drought. The content of organic matter is so low tobe about 0.5%. The soil differencing is undesirable.
Sajong red soil is distributed at an altitude higher than that of adamic earth. Generally, a50 cm layer contains more than 10% sajong. Being subject to serious erosion, it losesmoisture and fertilizer. Being well ventilated, though, it is unable to keep moisture. As aresult, it is susceptible to drought and is hard to cultivate. Also, it also restricts crop rootsystems from extending.
Basic features of the rest 3 kinds of soil are similar to those of loess soil.
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4.1.4.2 Crop
Cereal Grain crops here include wheat, barley, rice, corn, Chinese sorghum, millet andsweet potato, etc. Among these, rich is only grown in limited areas. Cash crops aresoybean, peanut, rape, cotton and tobacco, etc.
There are more than 20 kinds of vegetables grown in the project area; with Chinesecabbage and radish playing the leading role. Also, there Are many kinds of melon crops.
Over the past few years, more than more fruit trees have been planted in large and largerareas. The yield of apple, peach, persimmon and data is relatively high. Extensivelyplanting fruit trees has turned out to be one of the economic development approachesfitting into the local actuality.
4.1.4.3 Agricultural Productivity
As restricted by the local topography, agricultural productivity is at an average level. Withincomplete irrigation facilities, farming is often puzzled by droughts. In case of seriousdroughts, it is even hard to get drinking water. In recent years, the local government hasgradually adjusted agricultural structure in such a way that the previous cerea!-basedfarming practice is altered to play stress on both cereal and fruit. Being suitable to the localtopographic and climatic features, such adjustment has greatly promoted agriculturaldevelopment.
Based on statistics, the unit grain yield is some 600 kg.
4.1.4.4 Water for Agricultural Use
Irrigation and drainage systems here are far from perfect. As irrigation is not historicallypractised by the local farmers, agricultural water use is mainly based on precipitation.
4.1.5 Water and Soil Loss Situation
According to the local topography, geomorphology, soil and vegetation, the project areacan be divided into loess broken country, loess plateau and loess low-mountainous areassubject to varying water and soil loss.
Loess broken country is the leading geomorphology here. The elevation is generally being200-300 m. But the elevation at the rim of Mianchi basin is 500-600 m, with a relativeheight of 50-100 m. Hills slightly fluctuate, with round tops in some cases. Gullies, mostlyu-shaped, are well developed to be wide and flat at the bottom. Loess broken country inSanmenxia and Shanxian is generally at an altitude of 500-700 m, with a relative heightapproximately 100 m. Such land is rather flat, with an angle of 1 5-20°. Most of the hillshave round tops. Such land is extensively distributed in the project area. With deep soillayer, flat and broad topography between hills, most of such land has been turned intofarmland. However, loess is of poor erosion resistance. With sparse trees and other plants,the vegetation ratio is very low. As a result, slope scouring and residual erosion are ratherintensive, wit!3 an erosion modulus of 1500-2000 t/km2 .
Loess plateau areas cover both banks of Jianhe valley in Mianchi, as well as Zhangcun,Sucun, Yangtang, Jiaocun and Chengcun of Sanmenxia. Such plateaus are accessible to
28
valley terrace via 15-20 m steep slopes and transit to loess broken country via steepslopes. With a slope of 1-21, they are generally flat with large and perfect surface. Beingformed by alluvial loess of the middle Pleistocene Era, such plateaus have deep soil layersand flat surface which is devoted to cereal crops and cotton in most cases. Most of suchland is subject to soil erosion, with erosion modulus of 500-2000 tlkm2 .
Hillyland in the north part of Xinan County stretches from the northeast edge of Yimabasin to the south bank of the Yellow River valley. With elevation generally being 500 m,the relative height is less than 200 m. Most of this area is composed of quartz-sandstoneand sandstone. In limited areas, hill tops and slopes has a loess overburden. Due.to serioussoil erosion, most of such hills are bare. The broken country on the right bank of Jianhevalley in the south of Xinan extends form west to east, with elevation about 400 m andrelative height of 70-150 m. The bed rock extensively outcrops and loess is distributed inlocal areas. With developed gullies and intensive soil erosion due to precipitated water, theerosion modulus is 1000-2000 t/km2.
Low loess hills in the north part of Mianchi are distributed west of Duancun and Nancun.Some of them have loess and red loess in the upper part, Triassic red gravel stratum in thelower part while others have loess overburden with outcropping quartz and quartz-sandstone strata. The elevation and relative are respectively 500-700 m and 200-500 m.With relatively steep slopes about 200, hills here fluctuates to represent height differenceof 60-80 m. Many of the slopelands are devoted to farming activities. Since the vegetationis thin, slopes and gullies are subject to intensive erosion due to precipitated water, witherosion modulus of 500-1000 tlkm 2 and even 2000 t/km2 in specific cases.
Recently, more and more attention has been attached by the local government to waterand soil conservation, and a series of measures have been taken, such as reafforestingfarmland, planting fruit trees in line of the local conditions and adjusting agricultural andforestry structure, such that water and soil is under control to a certain extent.
4.1.6 Lead Content of Soil
Monitoring of lead content contained in soil was carried out in January 1995. Based oninvestigations of soil distribution, 7 monitoring stations have been selected at Dongcun,Hegou, Maling, Rugeta, Shidui, Jiaokou and Chengcun. These points have predominatingtypes of soil along the road.
Samples for monitoring of lead content in soil are taken, by 5-large-point method, from thearable layer (0-20 cm) to provide 1 km specimen by 4-division method. After dried, sievedand resolved, such specimens are measured in respect of lead content by the atomicabsorption spectrophotometry.
Measured results obtained from the arable layer of these 7 monitoring points are given thefollowing table. I
Table 4-2 Lead Content of Arable Layerunit: mg/kg
||Point I Dongcun I Hegou I Rugeta I Maling I Shidui I Jiaokou I Chengcun ||.
|Pb 116.69 139.98 133.80 137.18 133.01 115.37 C28.94_un.
29
The average lead content is 29.28 mg/kg. With pH value of 7.5-8.0 as monitored, the localsoil is somewhat alkaline.
As the monitoring results reveal, the lead content of soil is neither above the provincialbackground value nor above the value of 300 mg/kg as recommended by the Ministry ofAgriculture for soils with pH value at 6.5. This means the lead content is at normal level.
4.2 Cultural Relics
As investigated, verified and confirmed, there are altogether 19 historical sites, including10 cultural sites, 1 Old Stone Age site and ancient tombs at 8 places, see Table 4-3 forthe detailed descriptions of these sites. Archaeological exploration and salvation work willbe completed after land requisition and before civil work commencement such thatpossible archaeological loss due to the road construction will be minimized.
4.3 Evaluation of Noise Environmental Setting
4.3.1 Investigation of Principal Noise Source
There are 3 principal noise sources within 200 m off the road, namely, quarry owned byLuoyang Cement Factory, Yixi Cement Factory and Sanmenxia Paper Pulp Mill. In addition,there are scattered small-sized township factories. But it is hard to get noise data fromthese small factories. Table 4-4 includes industrial noise sources and major noise-producing-equipment.
Table 4-4 Situation of Principal Industrial Noise Source
I Noise Source Chainage Major Noise Equipment Noise Source Intensity dB(A)
Quarry of Luoyang Crusher 105Cement Factory k37 + 600Cement Factory k37 .i- 600 Blasting Operation Accidental
Ball Mill 120Yuxi Cement Eeao 0Factory k1 02 + 500 Elevator 105
Various Fans 100
Various Fans 100SanmenxiaPulp Mill k1 29+500 Forage Cutter 90
Pulp Spraying Accidental
Save for National Road 310 and a few roads at provincial level, rural roads are lessdeveloped as limited by the local topography. The proposes expressway will pass acrossNational Road 310 at 9 places. There are not many noise sources within 200 m off theroad except where cross other roads.
This expressway will pass across Long-Hai railway at 4 places and a special railway. Atsuch sections, railway traffic noise will be encountered.
30
,% Table 4-3 Archaeological Salvation and Protection Plan
iFNo. She Location Perlad Ocislptlon routection Lntd Area * Pellcs Ecavaltion salvsttn & Protection Agncy Silvation ThnniAgency Level Affected Area irtt _ _
I tirAftisa tombs of the Choayang Xing, Mergln County BC206.A0907 Concentrated North Wet tombs, aril also City Lovtl 54 ancilnt lorabs 1080 Luoyag Atchasologttcl Toar 90 " in AprU s" I 996N t Wth wt Diansty t1O 012. 1Shi _____ lims &%i Tasi ituribs
2 lSiitrlulfljutl Situ East Uf Melur tXling. Marr)in BPS10003700 Ynszjtlio A Erliiuu tllrei t flpirunlls & Utiuutillliul 2i5000111 2500 HeHiar tAtd,eogical Instllute 1t1tdysbtlAprlSep. 1990County k4*l4 +4500) ceuttal relics _
3 Huocun Site West of Metun Xlang, Mernin tP4500Ad220 Lotgshan & Han ettuntat relics Uilidentified 2000Cm' 2000 Hotn Azchaeoiocal Iniitt I BO days hI ApritSep. 196County ikIO*klO*4001 _
4 Mtlangpu Tomb Arts North of Mufionu, Xlinn BC206.AD220 Tombs of the Han Dynasty Urunlentified 3 ancient tombs. 1 modemr 60 Luoyan Archaeolog Town 30 days ha Apit 1 996L _______._ _ C oaunt r " 'y 7 "I7 'kI8I tom b _
5 Xiljiaao Tomb Ates Noth of Xliajla.o Xinn County AD960-1644 Tornbs of Song & Ming Oynasiles Uruifonlilfed 8 onmbs of Song 6 Ming 160 tLuying Aht zAoi Tealm 30 days hI May 1996l9 tI201 Dyinaties_
6 Pailou Tomb Ara South of Pilou. Xtinan County AD13S81544 Tombs al Lu Welqial amity Udtriantitied 2 tombst of MWh DyTnauy. 40 Lucyng Arctateotogicat Tean 30 days hiJune 1996_1_25 t 500426 + 5001 4 modern tombs
7 Changdongwa Tomb Nonth of Dongothenwa. Xinan Ad900 1279 Tomhbs wth murals of Song Dynasty Uriletntilied 13 ancent tonbs 260 Hon Atchaieooglcat tietuto 30 day shi Apir I96Area County It27 + CI00.12S t 5__O
S Xlyarnggou Site XWaysngu, Xtn Counwty (k23* BP45004000 Longhisan Eatthen Ilagment & ctuiltial Uilahhillfed 9000 ml 900 Henan Archaeological Institute 60 days nh Apil-May 1996k2 3 + tBI adttit"
9 Gouloubol tomb Are North of Goutou, Xin County BC475.Ad220 10 tombs of WarIng Stales & Han tJrtidontilitd 10 anientm tombs 200 Henn Atcshaologilca nmltuie 20 days hI May 996tz3B i391 DnasttY
I0 Jiacun Site North of Jiscun, Yhmn City PzS44 BP6000.2220 Yangshao, Longihan A Zhtou ciulual City Level 15000 mI. 5 celar. 1500 NatintAchsauoolcgla haslluU 120 days hi Airg 1996
1.1 Lligtou Site LIngloucun. Misineht County BPe50004000 V tanoha & Lonfshan etAttetal lia Couity Level 2750 mi, I authwisr 275 Hro Archenological ntattulo 30 days ihaun 1996t O 4 5001t60 t600 celarl
I1 Matouahaf Silo Sauth o0 Malouhalt Miancht BP6OOO5000. Varigsdao cuiturtl relca cllarts of Carlily Level 3 ceSars 141 hM ehe Arch tologl btite 30 dey s Jly, I 9961tk6969 t 2001 A04205ftl Northetn Dynasty
13 Zhulrscliawt 5t Sitoe StIltl ofZlt tetritcrsa Mitildd *C47C.A0551 utig sies. attlltww cellors A Cirrely Level 32000 in'. IO ietiIt 3500 Hems Aricdaeoogi:cal Intitute 10 days nAh ApoSep 1996Cremly Ik59-k? t 075) tunlbs o Watning Stales to Nrotlwit tIrirbs. 3 erlltwaire culus
14 filuhifar ItLaib Aluv Elast ol Sllitpu Slwletl Courtly (C200-AD220 Tanrzti * edt Its of Has D" rutty tJitlrirldld 3 lotitbs 2 0di pita of 200 Sgrstenla Ahrdaveologlce! 30 day ohs wlI I9DBkioklt 100400 0 + 500) Han Dynasty Team
It 6 Luqadlars Site Southeast of Sanmenxsa Cityr BPtOO-25W00 Yarllo. LongYhlan izotu eturetal Cmlv Level 3500 m, e tsh pts 350 Snmentxa Archaoologicd 30 days ha May 1 996______________ (k i I 1l i hIIl4300 1 __ __ __ _ eics Teawnm_ _ _ __ _ _ _ _
IC D.jlakosl Slot SoutitasIt os Stetiwtila City iP6000S5S00 Ctitwalt elics attb Xtitthwars CnIt lrnrl 5WCOml 500 Stnmenx Ardhteologt 60ci 0daye haAxil-May 199Ikl 13 t360z5701 Tears
I7 Shiibatigou Site Southeast of Semenxisla City BPeP0O 4000 tombs taeirthwares City Leve 3000 mm. 5 esh peit 300 Smaenuta Ahrdzscaloo. 30 days InJunte 1916zlk 14 +400.6001 _ _ Toara
IS ZhaoliarYuan Old. East of Zhoglayuan Shnxiatn BPtOOOW0 Mamauade stoswatwarn & fangsa Cnnarly Lvel 3000mm oss profite 650 Henti Ardhaaoeld tnatthute ISO da h Awli-Sop I1996
Stone-Age Silto County Ikl 25 900-ki 2e61001 50000 _ _ _
19 Oorsgcharrgcun Tomb North of Dogirhstun, Shanxion 9C206-Ad220 Tomb VndW collte of Han Dynamic Creenly tevel 10 toambs, I ctSer 200 Sanmse Arc ztieaOto 30 days hJtIy 1996Area Ceunly 3Il l k 22I + 0-l SOO2 _0__ Toni _ _
Toia_l14|1t3
31
Most of the project area is less populated. With few large villages and sparsely distributedresidents, these villages have fewer noise sources.
4.3.2 Monitoring of Acoustic Environmental Setting
4.3.2.1 Arrangement of Monitoring Points
Based on survey results, there are arranged 7 monitoring points along the road, namely,Dongcun, Hegoucun, Rugeta, Maling, Shidui, Jiaokou and Chengcun. In addition, anotherpoint (i.e. Beixiecun) is located on the altemative alignment at Guanyintang. Location ofthese points are illustrated in Map 2-1. The background of these points is given in Table4-5 which does not include Beixiecun which is 5 km north of Guanyintang. The altemativealignment passes by 500 m north of Beixiecun which is small and is scarcely populated.But there are many coal mines here.
4.3.2.2 Monitoring Time
Acoustic environmental monitoring was carried out on January 15, 1995, one in day andthe other in night hours.
Table 4-5 Background of Monitoring Points
No. Point Chainage Description
1 Dongcun k5 +858 Separated by the road. it has 900 villagers, including 140 pupils in 6classes in a primary school; with per capita farmland area about 1 mu; 10km from Luoyang in the south and 20 km frorn Xiaolangdi Dam Site.
2 Hegoucun The road is 300 m south of the village which is 2.5 km north of Xinancounty seat; with 250 residents, including 200 pupils in 5 classes in aprimary school; per capita farmland area here is about 2 mu.
3 Rugeta k52+300 Being 3.5 km north of Ytma and about 300 m south of the road, it has aprimary school with 70 pupils. The per capita farmland area is 2 mu.
4 Maling k63 + 518 About 2 km north of Mianchi county seat and 500 m south of the road. ithas 400 residents, including 200 pupils in a primary plus junior middleschool, with a Yangshao cultural site 3 km in the north.
5 Shidui k83 +000 About 2 km south of Guanyintang and separated by the road, it has apopulation of 1200, including 300 pupils in its primary school, with per
l ______ ________ capita farmland 2.5 mu.
6 Jiaokou As the xiang township, it is densely populated. Being adjacent to NationalRoad 310, it is 300 m south of the expressway, with school and hospital.
7 Chengcun kl 33 + 900 Being 65 m north of the road, it has a population of 2000, including 400pupils in its prirnary school, with a per capita farmland area of 1 mu. Aninterchange is here.
4.3.2.3 Monitoring Methodology
Acoustic environmental monitoring inlved in this project is completed in compliance withthe measurement and counting methodology spelled out in the 'Environmental NoiseStandard for Urban Areas (GB3096-93)".
32
-4.3.3 Monitoring Result and Evaluation
Statistics on monitoring of the noise environmental setting at the above mentioned 7monitoring points are as listed in Table 4-6.
Since there is no environmental noise standard available for rural areas, Category II noisestandards of the "Environmental Noise Standard for Urban Areas (GB3096-93)' is appliedto acoustic environmental setting evaluation of these monitoring points, i.e. 60 dBMA) inday hours and 50 dB(A) in night hours. Details are given in Table 4-7.
Table 4-6 Statistics on Environmental Noise Situation Monitoring Resultsunit: dB(A) except for a
Day Hour Night Hour
Point Li 0 L50 L90| Leq a L10 L50 L90 Leq a
Dongcun 49 47 42 46.0 1.23 39 37 36 37.3 1.05
Hegou 42 39 37 40.0 1.04 39 38 36 38.0 0.84
Rugeta 52 50 46 47.0 2.15 42 41.5 40 41.0 1.02
Maling 40 39 3B 40.1 1.86 38 37 36 37.3 0.87
Shidui 43 40 39 41.4 2.35 38 37 36 36.9 0.80
Jiaokou 65 55 54 58.2 3.60 49 47 46 47.4 1.16
Chengcun 42 38 38 40.3 2.33 38 37 37 37.1 0.32
Table 4-7 Environmental Noise Standard for Urban Areasunit: Leq dB(A)
Category Day Hour Night Hour
0 50 40
1 55 45
2 60 50
3 65 55
4 70 55
The monitoring results, as compared with EIA standards, suggest that the environmentalnoise l.q at Dongcun, Hegoucun, Rugeta, Maling, Shidui and Chengcun in both day andnight hours is still at a low level. The I., in day hours is 13-20 d)BA) lower than thestandard applied to this EIA while that in night hours is 9-13 dB(A) lower. This implies thatthe acoustic environment at these points is in a good situation. According to statistics, ais not high, which means that the environmental noise is rather stable and is subject toless effect of accidental noise. Out of the total 7 monitoring points, Jiaokou is nearest to
33
the existing National Road 310, so the environmental noise I. here is obviously higher thanthat at the rest 6 points. Nevertheless, it is still under the EIA standard, i.e. 60 dB(A) inday and 50 dBIA) in night hours. In addition, o statistical values here are also significantlyabove those of the other points. This suggests that the acoustic environment here isaffected by the adjacent National Road 310.
As previously analyzed, the local acoustic environmental is relatively good. Environmentalnoise :q at all monitoring points in both day and night hours is under the EIA standard, i.e.standard for Category l! areas. And most sections are only exposed to minor effect ofaccidental noise. It is comparatively quiet along the chief alignment of the road.
4.4 Evaluation of Air Environmental Quality Situation
4.4.1 Investigation of Air Pollution Situation
Since air-bome pollutants contained in air pollutants are delivered and diffused to a largeextent, the range for investigating air pollutant sources in the local area is enlarged to therange 1000 m off the roadside.
In the study area, there exist 5 major industrial air pollutant sources, namely Quarry ofLuoyang Cement Factory, Sanmenxia Cement Factory, Yuxi Cement Factory, SanmenxiaAluminum Power Plant (proposed project) and Sanmenxia Pulp Mil. In addition, there aremany small township and private factories. With a low pollutant-discharge height, thesefactories do not pose significant impacts. Also, it is hard to obtain complete informationfrom these small factories in which production activities are interrupted and resumed nowand then.
Background of the main air pollutant sources are as shown in Table 4.8.
Apart from what is stated in the nrevious paragraph, there are many coal mines as wellas small township or private cokins plants which are contributing a large discharge of COand other pollutants out of control.
Table 4-8 Main Industrial Air Pollutant Sources along the Road
Air Pollutant Chainage Pollutant & Discharge Mode Pollutant Source Intensity
Luoyang Cement k37 4 600 Fume, uncontrolled Hard to determineFactory Quarry
Sanmenxia Cement Fume, high-suspending Fume: 15133 mg/sFactory point and surface source
Yuxi Cement Factory k12+500 Fume, high-erected point Fume: 11009 m/sand surface source
Sanmenxia Aluminum Smoke dust, S02, high- Smoke dust: 2198 mg/NM3
Plant erected point source
Sanmenxia Pulp Mill kl 29 + 500 Smoke dust, SO2, high- Smoke dust: 1110 mg/m3 ,erected source S02:0.028 t/h
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4.4.2 Monitoring of Air Environmental Situation
4.4.2.1 Arrangement of Monitoring Point
There are arranged 7 monitoring points, namely, Dongcun, Hegoucun, Rugeta, Maling,Shidui, Jiaokou and Chengcun. In addition, there are 3 points arranged at Beixiecun northof Guanyintang.
These points are described in Table 4-8. Map 2-1 illustrates locations of these points.
4.4.2.2 Monitoring Time and Frequency
Monitoring of the air environmental situation was conducted in the period from January14 to 18, 1995. The monitoring lasted 5 days each of which experience 4 monitoringactivities respectively carried out at 6:30, 1 1:30, 16:30 and 21:30. Each motoring coversobservation of wind direction, speed, temperature and ambient pressure.
4.4.2.3 Monitoring Item, Sampling and Analyzing Methodology
Air situation monitoring items include T.S.P., CO and NOR.
Sampling, analyzing and quality assurance related to the monitoring are all compliance withthe "Specification for Air Environmental Monitoring' and "Environmental Monitoring andAnalyzing Methodology". The detailed sampling and analyzing methodology of these 3items are as shown in Table 4-9.
Table 4-9 Air Sampling and Analyzing Methodology
Item Sampling Method Analysis Method
TSP By Filter Film Weight Method
Ico Using Air Sampling Bag Gas Chromatography
NO. Solution Absorption Method Hydrochloric Benzathine Colorimetry
4.4.3 Monitoring Result and Evaluation
Statistics on the local air situation monitoring results are respectively described in Tables4-10, 4-11 and 4-12.
Air environmental quality standards used for the EIA are included in Table 4-13.
Table 13 Standard for Evaluation of Air Environmental Qualityunit: mg/m
3
Pollutant Instantaneous Concentration Daily Mean Concentration
TSP 1.00 - 0.30
CO 10.0 4.0
No,x 0.15 0.10
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As comparison of monitoring results and EIA standards suggest, the local NO,concentration is at a low level such that both instantaneous and daily mean values arebelow the EIA standard. Out of the 7 points arranged along the chief alignment, themaximum concentration of NO, is 0.077 mg/m3 which accounts for some 50% of the EIAstandard. The daily mean concentration of NO. has a maximum of 0.037 mg/m3 which is"37% of the EIA standard.
The local T.S.P instantaneous concentration is all below the EIA standard. Though the dailymean concentration is above the standard in some cases, the overproof is not high. Outof the total 7 points, Jiaokou has instantaneous and daily mean concentrations of T.S.Pabove the standard, with a daily average 100% above the standard. This relates to thefact that this point is immediately close to the existing National Road 310 whichcontributes blown dust due to traffic.
The instantaneous concentration of CO is all below the standard at length of the road, butthe daily average is significantly above the standard. The daily average of CO is 100%above the standard at Hegoucun, Rugeta and Shidui, and 80% above the standard atChengcun. This is also the case at Dongcun. Out of the 7 points, only Maling and Jiaokouhave daily average and instantaneous concentrations of CO below the standard. Judgingfrom statistics obtained from Jiaokou point, vehicle exhaust does not sicnificantly affectCO content. The daily average of CO concentration is above the standard at most of themonitoring points along the road. As analyzed, this is because: 1) there are many coalmines which lets ou gas (with CO being the major ingredient) through air shafts; 21 thereare many coking plants here most of which are township and private ones using nativecoking methods which discharge large quantities of uncontrolled CO; and 3) the monitoringwas carried out in winter days when CO was generated as a result of incompletecombustion of coal used by the local residents for heating purposes.
In. the monitoring process, environmental monitoring yearbooks were collected fromLuoyang, Yima and Sanmenxia. As retrieved from these yearbooks, the air environmentalquality in these cities is relatively desirable, with T.S.P. as the leading pollutant in air.Comparison of monitoring results obtained from executive years indicates that air qualityin these cities does not tends to degrade.
As a whole, the local air environmental quality is rather good, but T.S.P. concentration inurban areas is higher than that in the country. In the monitoring interval, CO is the leadingpollutant of air in most of the geographic areas.
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Table 4-10 Statistics on T.S.P. Situation Monitoring Results
Monitoring Point Interval Measured Value (mg/m3) Above-standard % Max Above-Standard Multiple
Instantaneous 0.026-0.333 0 IDongcun Daily Average 0.082-0.240 0 /
Instantaneous 0.080-0.459 0 /Hegou Daily Average 0.186-0.321 20 0.07
Instantaneous 0.026-0.648 0 /Rugeta Daily Average 0.163-0.349 20 0.16
Instantaneous 0.156-0.452 0 /Maling Daily Average 0.194-0.343 20 0.14
Instantaneous 0.080-0.560 0 /Shidui Daily Average 0.120-0.245 0 /
Instantaneous 0.267-0-934 0Jiaokou Daily Average 0.310-0.701 100 1.34
Instantaneous 0.037-0.567 0 /Chengcun Daily Average 0.120-0.372 20 0.24
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Table 4-1 1 Statistics on CO Situation Monitoring Results
Monitoring Point Interval Measured Value (mg/m3)1 Above-standard % Max Above-Standard MultipleInstantaneous 3.19-4.81 0 /
Dongcun Daily Average 3.60-4.06 20 0.02
Instantaneous 4.46-7.87 0 IHegou Daily Average 5.88-6.77 100 1.69
Instantaneous 3.97-6.14 0 /Rugeta Daily Average 4.63-5.45 100 1.36
Instantaneous 2.16-4.04 0 /Maling Daily Average 3.11-3.64 0
Instantaneous 2.05-7.10 0 1Sliidui Daily Average 4.69-5.30 100 1.32
Instantaneous 2.17-4.55 0 /Jiaokou Daily Average 3.56-3.83 0
Instantaneous 2.01-6.85 0 /Chengcun Daily Average 3.84-4.58 80 0.14
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Table 4-12 Statistics on NO. Situation Monitoring Results
Monitoring Point Interval Measured Value (mg/mr) Above-standard % Max Above-Standard Multiple
Instantaneous 0.002-0.030 0 1
Dongcun Daily Average 0.007-0.018 0
Instantaneous 0.006-0.037 0 _
Hegou Daily Average 0.012-0.028 0 1
Instantaneous 0.005-0.012 0 /
Rugeta Daily Average 0.008-0.010 0 /
Instantaneous 0.005-0.030 0 /Maling Daily Average 0.010-0.017 0 /
Instantaneous 0.005-0.028 0 /Shidui Daily Average 0.014-0.021 0
Instantaneous 0.002-0.077 0 /Jiaokou . Daily Average 0.019-0.031 0 /
Instantaneous 0.002-0.056 0 /Chengcun Daily Average O.Q07-0.037 0
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Chaoter 5 Environmental Impact Assessment and Analysis
5.1 Environmental Impact Analysis Construction Stage
5.1.1 Eco-environmental Impact Analysis
Such activities as land levelling, borrow/spoil area operation and bridge/culvertconstruction in the construction stage will cause significant ecological impacts. In detail,such impacts are as follows:
Large quantities of borrowlspoil area operations required for the subgrade will destroy thesurface vegetation in the work areas such that green vegetation will be reduced and themicro-ecosystem will be ruined in some highcut and deep-excavation.
Construction of bridges and culverts may affect the surface water system.
Inevitable topographic change due to subgrade construction will probably aggravate thelocal water and soil loss.
Land area for the road and temporary use will cause agricultural impacts.
Construction of the rcad will cause possible impacts on the local flora.
Large quantities of stone materials to be required will cause environmental impacts in thevicinity of quarries.
5.1.1.1 Eco-environmental Impacts by Subgrade Works
The total quantity of earth works required for the road amounts to 54.056768 million m3,
including 24.601935 million m embankment and 29.454833 million m3 excavation works.Besides inevitable vegetation destruction in the land area to be covered by the road per se,such destruction will also occur at borrow/soil areas.
In terms of the road features, longitudinal allocation of earth works should be properlyarranged such that soil materials from subgrade excavation will be used for excavation.Theoretically, all the embankment required for the subgrade will source from soil materials.Due to the complicated topography, however, it will prove difficult to longitudinally haulsome of the soil materials that borrowed or spoiled soil in some cases will be inevitable.
To minimize possible eco-environmental impacts due to borrowed or spoiled soil, thefollowing measures may be taken: 1) proper longitudinal allocation of earth works tominimize borrowed or spoiled earth quantities; 2) to locate borrow areas at highland orwasteland and to strictly control borrowing depth so as to avoid large-scale borrow pits;in case of any borrow area having to be located at farmland, 0-30 cm topsoil shall beplaced aside, before any soil is borrowed, for the purpose of topsoiling the borrow pit aftercompletion; 3) to locate spoil areas at low-lying areas and to strictly control spoil heightso as to avoid spoil stockpile; and 4) to provide proper afforestation upon completion ofthe works.
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5.1.1.2 Surface Watershed Impact by Construction of Bridge/Culvert
The road will be fumished with 10 super-large bridges and 42 large, middle and small-sizedones as well as 111 culverts. Both the local watersheds and irrigation facilities are lessdeveloped. Most of the rivers and streams to be crossed by the road all dry except theflood season. The flood design probability is as follows: flood once in 300 years in caseof super-large bridges and once in 100 years in case of large, middle and small-sizedbridges as well as culverts. As a result, provision of bridges/culverts will not affect theflood discharge of the rivers and streams.
As investigated, none of the rivers with permanent flow are not used for navigationpurposes. And there will not be any navigation requirement. So the provision of bridgesand culverts will not cause any navigation impact.
The Qinglonghe River to be crossed by the road is a protected drinking water source. Thewater quality satisfies Level II standards required for surface water quality and the bottomsediment has not been polluted. Efforts should be made to avoid any construction materialfrom falling into the River, except proper dredging, in construction of the super-large bridgethereacross. Camps for construction workers must be located far from the river channel,and domestic wastewater or rubbish must not be discharged into the river such thatprovision of the bridge will not affect the river water quality.
5.1.1.3 Water and Soil Loss in Construction Stage
The local topography is so complicated that soil erosion due to precipitated water is veryserious. Also, the local vegetation coverage is very low. As a result, water and soil losshere is more serious than anywhere else in the province.
In the construction stage, many road sections will require embankment and excavationworks. Rock and soil mass will lose their natural balance as a result of striping, disturbance.and stockpiling such that local topography will be destroyed. Removal of ground vegetationwill cause more water and soil loss.
According to soil loss equation, the quantity of soil loss relates to A= ROKOTOPin which,R =precipitation coefficientA = soil lossK= soil erodibility factorT =topography factorP =vegetation factor
In this equation, R and K do not vary as a result of construction. So soil loss during theconstruction stage relates to topography factor and vegetation factor.
In the construction, such activities as subgrade embankment, excavation, soil borrow andspoil will change local topography such that the erosive area due to precipitated water willbe enlarged. With consideration to vegetation destruction, water and soil loss will befurther aggravated. Engineerino and biological measures will be required as appropriate,including:
a. Proper longitudinal allocation of soil works so as to cut down quantities ofborrowed and spoiled soil and to minimize vegetation destruction or localtopographic change as a result of such activities;
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b. To try every effort to keep excavation slopes stable and to provide drainage ditchas required in the design:
c. To level borrow and spoil areas upon completion of their operations so as to avoidspoil stockpiles and to reduce slopes;
d. To afforest borrow/spoil areas upon completion of their operations.
5.1.1.4 Agricultural Impacts in Construction Stage
A total land area of 13285.24 mu will be required for permanent use, including 10525.92mu farmland. As calculated on the basis of unit yield 650 kg/mu, a total of 6824 t grainwill be lost each year. In the construction stage, another area of 2684 mu will be used totemporary use. Assuming such is used for 3 years and another year is required for re-ploughing, a total loss of 7000 t grain will be suffered in the construction stage. With atotal farmland area of 8.325 million mu, the 3 cities involved in the road generate anannual grain yield of 6 million t. It can be seen that the grain loss only takes up a smallportion of the total yield. Other agricultural impacts include: 1) agricultural impacts due todestruction of crops stepped on by construction workers; 2) photosynthesis, transpirationand consequent corp yield impacts caused on by blown dust, especially such dust resultingfrom vehicles hauling construction materials; 3) degraded produce le.g. cotton) quality asa result of blown dust caused by construction activities; 4) inconvenience of field farmingas a result of subgrade construction.
Fortunately, such impacts will exist in limited time. Land for permanent use will be re-ploughed and other agricultural impacts will also disappear upon completion of the works.
5.1.1.5 Flora and Fauna Impacts in Construction Stage
With few large wild mammals, the existing fauna is predorninated by fowl and livestockwhich will not be affected by the road construction.
The road construction will ruin the habitat of some harmful insects dwelling underground,which will reduce their populations and will be beneficial to agriculture.
Since there is no large bird habitat along the road, no impact will be posed on dwelling andmigration of birds.
Construction of the road will destroy local surface vegetation. But most of the local plantsare common species, such as shrub and grass, which do not require very good ecologicalenvironment. And it is easy to recover the existing plants. So missing plant species willbe occur. Local shrinkage of vegetation coverage due to construction activities will beoffset upon completion of such activities.
Therefore, the road construction will not cause direct impacts on the local flora and fauna.
5.1.1.6 Analysis of Quarry Environmental Impact
Construction of the road will require a total amount of 3.254754 million m3 stone whichwill respectively source from 9 quarries as previously described. All these are existing
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quarries. So the road construction will only need to increase capacity of these rather thancreate any more quarries.
At these 9 quarries, there are large areas of outcropping rock, and vegetation coverage isvery low. So the capacity increase demanded by the project will not cause an extensivevegetation destruction.
However, quarry operations will result in the following environmental impacts: 1) extensiveoutcropping rock and shrinkage of vegetation coverage as a result of natural topographicdestruction; 2) air quality impacts by blown dust arising from quarry operations; 3) impactson the local residents as a result of blasting noise; 4) interference with normal livelihooddue to intensive noise source of stone crushers.
Since stone requirements will be met by 9 quarries each of which only has to sacrifice asmall portion of the capacity, such environmental impacts will not be remarkable.
5.1.1.7 Analysis of Environmental Impacts by Construction Material Transportation
There are many vehicles available from the local community, so construction materialsrequired for the road will mainly hauled with such vehicles.
Stone, lime, cement, steel and timber will be transported with motor vehicles. Roads tobe used for such purposes are almost asphalt ones.
Stone materials required for Mengjin section will be delivered, with vehicles, from Luoyangsand area to the work site. As for the rest road sections, sand will be hauled by railwayto different railway stations from where it will then transported, with vehicles, to the worksites. Roads available for such purposes are also asphalt ones.
Longitudinal allocation of soil works will be completed with carry-scarpers or 8-t dumpersin case of a long hauling distance. Roads for such purposes are xiang-village roads ortemporary path.
With asphalt roads available, vehicles hauling macadam, lime and cement are likely tocause less dust. When transported, however, these materials, particularly, lime andcement, do result in dust blown by wind, which means some air impacts. In addition, theirloading and unloading also produce some dust.
In the process of excavating and hauling soil for the subgrade, dust also rises. In particular,a larger amount of dust is caused by vehicles running on country roads or earth paths.Thus, environmental issues rising from such are not negligible.
The large quantity of materials tends to increase the traffic flow. Moreover, these roadsare so narrow to result in potential traffic bottlenecks and accidents. Based on fieldinvestigations and overall analyses, sections subject to traffic bottlenecks and accidentsare marked with "black point" as illustrated in the map attached hereto.
To control dust blown in the transporition process, to avoid or mitigate traffic blockagesor accidents, such measures are proposed herein as:
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a. To often wet the road sections available for dumpers, Ito wet no less than 4 timesa day, twice in the morning and twice in the afternoon), and to wet the on-goingsubgrade filling;
b. To properly load stone, lirm and sand for the purpose of smaller area subject towind and dust, to wet the upper macadam and sand to reduce dust amount causedin the process of transportation;
c. To keep cement bags intact when cement is hauled, to place damaged bags, if any,at the lower part, and to haul cement with bulk vehicles if it allows;
d. To properly arrange hauling time, to arrange transport routes in a proper manner,and to escape peak traffic hours as far as possible;
e. To enhance control of vehicles so as to keep them in good condition;
f. To use as many heavy-duty trucks and to avoid or minimize use of tractors;
9. To arrange supplylines in a scientific manner so as to make full use of the existinghighway network available along the road;
h. To actively cooperate with local traffic police forces to make the traffic fluent andto handle accidents, if any, in the right time.
5.1.2 Archaeological Impact in Construction Stage
It is confirmed that cultural relics exist under the ground at 19 places. Excavation work atthese .9 places will proceed at fult scale after land requisition and before commencementof the works. Possible archaeological loss due to the road construction will be minimizedand all the cultural relics to be discovered in construction activities will be salvaged asspelled out herein. So the road construction will not pose significant impacts on thecultural relics.
5.1.3 Analysis of Noise Environmental Impact in Construction Stage
In the construction stage, noise will stem mainly from such commonly used constructionequipment as excavators, bulldozers, graders, loaders, rollers, graders and concrete batchplants, etc. Noise source intensity of such machinery is as shown in Table 5-1. Inaddition, power generators, material hauling vehicles and pilers to be used in this stage arealso major noise sources.
Such noise environmental impacts to be encountered in the construction stage is estimatedas follows:
L=L 0+201g-°
in which,L=noise source intensity of construction machineryro=distance from noise source when Lo is measuredr= distance from prediction point to noise sourceL=noise level at prediction point
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Table 5-1 gives noise source intensity of construction machines while Table 3 describespredicted noise levels thereof.
Noise in the construction stage is evaluated in compliance with the "Noise Standard forBoundary of Construction Site" (GB12523-90). The standard values are as included inTable 5-3.
Table 5-1 Noise Source Intensity of Construction Machinery
No. Description Noise Source Intensity dB(A)
1 Loader 90
2 Grader 90
3 Roller 85
4 Bulldozer 86
5 Excavator 84
6 Paver 85
7 Generator Unit 98
8 Percussion Drill 87
9 Batching Plant 79
Table 5-2 Projected Noise Level Contributed by Construction Machinery
Projected Noise Level d(BA)
N_ 5 m 10Dm 50 m 100 m 150 m 200 m300 m 400 m
1 Loader 90 84 70 64 60 58 54 52
2 Grader 90 84 70 64 60 58 54 52 l
3 Roller 85 79 65 59 55 53 49 47
4 Bulldozer 86 80 66 60 56 54 50 48
5 Excavator 84 78 64 58 54 52 48 46
6 Paver 85 79 65 59 55 53 49 47
7 Generator Unit 84 78 64 58 54 52 48 46
8 Percussion Drill 73 67 53 47 43 41 37 35
9 Batching Plant C.5 59 45 39 35 33 29 27
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Table 5-3 Noise Standard for Boundary of Construction Siteunit: Leq dBIA)
Noise LimitConstruction Stage Main Noise Source Day Night
Soil & Rock Bulldozer, excavator, loader, etc. 75 55
Piling Various pilers, etc. 85. Work forbidden
Structure Batching plant, puddler, electric haw 70 55
Decoration Crane, elevator, etc. 65 55
As comparison of projections versus EIA standards suggests, the range affected by noiseof various construction machines in day time is within beyond 50 m. Beyond this range,the protected noise level is all below 70 dB(A).
In night hours, the range affected by such noise is larger. The noise contributed by mostof the construction machinery does not reach 55 dB(A) until a distance about 200 m awayexcept loaders and graders which reach 55 dB(A) noise level at 300 m away.
As revealed in monitoring of environmental noise at the work site of Zhengzhou-Luoyangexpressway in Henan Province, the range affected by construction machinery is about 100m during day hours and 200 m in night hours. But some intensive noise sources of suchmachines affect to a larger range. Environmental noise impacts by construction are moresignificant in night hours.
Fortunately, su^h environmental impacts are only limited to the construction stage. Uponcompletion of works, they will no longer exist. Furthermore, such noise is interim andrandom (e.g. pilers). If construction activities suspend in night hours, then such noiseimpacts will not be significant.
5.1.4 Air Environmental Impact Assessment in Construction Stage
Air-borne pollutants in the construction stage mainly stems from blown dust arising fromlime soil mixing, material transportation as well as asphalt smoke. Major pollutants includefume, hydrocarbon, phenol and benzopyrene. Analogical analysis method is applied in thisEIA for analyzing air environmental impacts in construction stage.
Lime soil mixing includes decentral mixing at road side and central mixing batching plant.Blown dust by these two ways differs from one another. The following lists monitoringresults of T.S.P. obtained from the work site of Beijing-Tangshan expressway being underconstruction in May 1990.
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Table 5-4 Monitoring Result of Blown Dust by Lime Soil Mixingat Work Site of Beijing-Tangshan Expressway
Monitoring Point Mixing Mode Wind Speed (m) Leeward T.S.P. ContentDistance (m) mg/m3)
50 0.389West Side of AnInterchange Roadside Mixing 0.9 100 N.V.
150 0.271
50 8.849
Given Lime-soil Plant Mixing 1.2 100 1.703Mixing Plant 150 0.483
Center 9.840
Plart Mixing N.A. 50 1.970Given Limbsoil 100 0.540Mixing Plant
Contrast Point 0.400
Note: The contrast point is 200 m windward of the mixing plant.
This table tells that the dust concentration and effect range of roadside mixing are lowerthan those of mixing at batch plant, but effect line of the former is longer. Though effectof the latter mixing mode is concentrated, it increases the possibility of blown dust fromdelivering the mixed material to the work site. In line with the local topography, it is properto employ roadside mixing for most of the road sections.
The amount of dust caused by vehicles hauling construction materials relates to speed andcapacity of the vehicle, interface of the tyre and road surface, as well as dust content andrelative humidity of the road. Since most of the roads available for such vehicles during theconstruction period are earth paths with high dust contents (especially in the summer anddry seasons), dust blows to a terrible extent. Table 5-5 lists monitoring results of suchblown dust at work site of an expressway subject to similar conditions.
Table 5-5 Blou1n Dust Monitoring Result of An Expressway Construction
Monitoring Point Dust Source Leeward Distance (m) T.S.P. Content Img/m3)
50 11.625Roadside of A Section Dust Arising 100 10.694of Beijing-Tangshan from Road 1Expressway 150 5.039
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The table tells the TSP density within 100 m of the leeward is above 10 mg/m3, whichsuggests the road-dust has significant affect in this area. Up to the area 150 m from theleeward, the density does not decrease to 1 mg/m 3 until the range is 200 off the leeward.So it is necessary to often wet earth roads.
To sum up, the air impact of dust during the construction period is practically limited in thearea of 200 m while the area of 100 m receives more severe impacts. It is mainlyconstruction workers that are affected by such dust. It is, therefore, very necessary tomake proper efforts for physical protection of such people.
Asphalt smoke results from construction of asphalt concrete which, in this case, iscentrally prepared at batching plants equipped with closure process and precipitators. Theconcrete is delivered to the concreting place in insulating movable high-temperaturecontainers.
As studies suggest, asphalt, when heated to 1 80°C, produces a large amount of smoke.The smelting tank fumished in the plant adopted for this project keeps the temperature at1 60°C, which implies less smoke. In addition, the degreasing and smelting tanks are of aclosure type. So no significant impacts are posed on the air quality.
As analyzed, hydrocarbon and benzene are the main harmful and toxic substancescontained in the asphalt smoke. In October. 1990, a certain monitoring agency in ZhejiangProvince monitored the hydrocarbon and benzene densities at different distances from theleeward of a asphalt bath plant. And another monitoring agency in Beijing also monitoredsuch a asphalt batching plant in the outskirts of Beijing. The result suggests that the CnHmdensity within 100 m of the leeward does be above the standard, but hydrocarbon densityand benzene content are very low, with asphalt content satisfying Class A standard of the'Standard for Pollutant Dischargc if Asphalt Industry' (GB4916-85) which says the meanhourly content of asphalt, when smelted and mixed, is not allowed to be more than 150mg/mr.
As a result, the effect range of air pollution in construction stage is mainly the area 100m leeward of the work site. Construction workers are principal victims of such impact.
5.1.5 Relocation and Resettlement
Luoyang and Sanmenxia exercise jurisdiction over 109 villages distributed in 23 xiangs(township) of 7 counties (city at county level, district), including 10 villages in Mengjin,1 village from 1 xiang in the outskirts of Luoyang, 20 villages from 3 xiangs (township)in Xinan, 11 villages from 2 xiangs in Yima, 27 villages from 6 xiangs (township) ofMianchi, 30 villages in 6 xiangs in Sanmenxia and 10 villages from 3 xiangs in HubinDistrict. The former 31 villages are distributed in Luoyang while the latter 78 are governedby Sanmenxia.
With a total length of 134.214 km, the road will require a total of 14385.24 mu (885.68ha) land for permanent use. Details are given in Table 5-6.
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Table 5-6 Land Use for the Project
Land AreaNo. Type of Land mu ha
1 Dryland 10525.92 701.73
2 Wasteland (slope) 972.96 64.86
3 Orchard 922.98 61.53
4 Vegetable Plot 5.60 0.37
5 Forestland 173.39 11.56
6 Residential Area 684.39 45.63
7 Total 13285.24 885.68
In addition, a total of 2684 mu land will be requisitioned for temporary purposes in theconstruction stage
As a result of land use for permanent purposes, a total of 3436 private rooms 5B065 m2
of 641 households will have to be relocated. In addition, relocation also includes 1014earth dwelling caves (28479 m
2), 318 brick caves (10429 m
2 ). Out of this total, there are2859 housings (48107 m 2 ). Also, a total of 470 public rooms (8020 M2 ), including 30earth caves (833 m2), are required to be relocated.
Other appurtenances to be removed from the land for permanent use include: 30 motor-pumping wells, 4087 tombs, 17361 m3 fences, 9 brick kilns, 18 lime kilns, 66192 timbertrees and 106302 fruit trees.
5.1.5.2 Resettlement Work Quantity
The population involved is 2885 people of 641 households, including 1298 people beingcapable of working or enjoying income source and 1587 without work ability or incomesource.
As a result of the land coverage of the road, 9472 villagers will lose all or part of theirleased land, including 4736 with work ability or income source and 4736 without such.
5.1.5.3 Relocation and Resettlement Schedule
Appurtenances to be removed requisitioned land, e.g. real estate, motor well and timber,will be provided with life-time compensation according to the "Compensation Standard forAppurtenance to Land Requisitioned for State Construction in Henan Province" and "Noticeon Compensation for Appurtenance to Land Requisitioned for State Construction in HenanProvince" both issued by Henan Provincial Government in its document Do. 113 (1989),as well as applicable notices issued by the local govemment as may be concemed.
As investigated, all of the 641 households whose housing will have be to relocated hopeto be resettled elsewhere nearby in their original villages. None of them wants to moveout. For resettlement of these people, residential areas will be allocated, as planned, by thelocal govemment.
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Out of tnle total resettlement population, 4736 relocatees with work ability need to beresettled in respect of work, including 4618 people (97.5%) of them will be resettled, asthey desire, on farmland redistributed by the local government, while the rest 118 12.5%)go to township enterprises at their will.
Resettlement is very complicated task of strong policy implications. As immediately relatedto interests of the affected population, it has always been attached with great importanceby the Government. For construction of the road, well established resettlementorganization will be provided such that all efforts in this aspect-will be in strict compliancewith a series of laws, regulations or policies.
As scheduled, land requisition, relocation and people resettlement will be done from May1, to September 30, 1996. Such work will be completed by October 1, 1 996 which is theplanned date of commencement.
5.1.5.4 Environmerntal Impact by Resettlement
As due consideration is given to opinions and interests of the affected populations (see'Public Participation' herein), social impacts due to resettlement will be minimized.
Since all of those with housings to be relocated will be resettled nearby in their villages,large-scale or long-distance resettlement will not be encountered. The existing environmentat involved villages will not change after resettlement.
Those to go to township enterprises will be employed in existing enterprises. The existingindustrial pollutant sources will not be enlarged as a result of the project. So the projectwill not add any new environmental impacts of such nature.
5.2 Environmental Impact Assessment in Operation Stage
5.2.1 Eco-environmental Impact in Operation Stage
5.2.1.1 Impact on Eco-environmental Conditions
In the operation stage, heat absorption by the asphalt road and heat diffusion by vehiclemotors will make the nearby air temperature slight higher than that elsewhere. As a resultof !amps of vehicles driving in night hours, the immediate vicinity of the road will besubject to light diffusion in prolonged time. The consequent impacts include:
a. Such slight temperature rise in the immediate vicinity may increase temperaturecumulation to be beneficial to growth of crops;
b. Such slight temperature rise may accelerate decomposition of chemical fertilizersand pesticides such that more fertilizers and pesticides have to be applied, whichmeans more agricultural input;
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c. Such temperature rise may also speed up moisture evaporation and increase waterdemand of plants;
d. Being exposed to more light diffusion, crops will be in better position for growth,but this is not the case for short-illumination crops; and
e. Constitution of air on both sides of the rcad in operation will change in such a waythat CO and NO, portions will be somewhat increased.
The range of such ecological effects, including light, temperature and air, is limited andinsignificant.
5.2.1.2 Water and Soil Loss upon Completion of the Road
Slope protection and afforestation measures will be exercises upon completion of the road,and surface vegetation destroyed will be gradually recovered.
Ramps will be protected with grouted scabbling, concrete grids and grass. In case of cutsections, ramps will be stabilized with grouted scabbling, concrete grids, shotcrete orsprayed grass seeds in line with the geology, ramp height and slope. Also, water sumpswill be provided, as appropriate, to lead natural slope water to natural ditches or otherdrainage facilities.
As a result, water and soil erosion upon the road construction will be put under bettercontrol and the loss will not be worse than the present situation.
5.2.1.3 Prediction of Lead Content of Soil during Oseration Stage
Lead contained in vehicle exhaust originates from lead ethide applied to the fuel to avoidexplosion. Based on relevant documentation, 50-60% of the lead accompanying theexhaust gas drops in the range 200 m from the road sides while the other 40-50%suspends in air and drifts farther. The lead inflow to the soil in the vicinity of the road willaccumulate. The local soil are slight alkaline and soil lead does not vertically move to alarge extent, so lead accumulates in the cultivable layer.
Accumulation of lead in the cultivable layer is predicted as follows:
F = aob*q*po3651Gin which,F= annual lead discharge of unit vehiclea = average fuel consumption, assuming a = 0.231 1/kmb = average lead content of fuel, assuming b = 0.2 g/lo = lead ratio of exhaust pipe, assuming 7 = 75%p = lead deposition ratio at leeward, assuming p = 60%G =soil weight of cultivable layer at leeward,G=0.2 m x 100 x 1 0000 m x 1.2 t/m 2 =24000 t
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When discharged from exhaust gas, the lead partly drops on crop leaves and drifts awayand partly penetrates in the nearby soil at a ratio assumed to be 85%.
The total accumulation of lead W = KIB + R)
in which,W =lead accumulated in soilK =residual ratio of lead in soilB =background value of lead in cultivable layer of soilR =average annual lead inflow to soil
Lead accumulation in n year is as follows:
W,,= KJ K,- 1 1 ... KAKI B + RI)+ R2) + ...Re-l + RJif R,=R 2 =R3 = ...R,,, then
W,=BK"+KnRI+Kb'R,+... +RnK=BK1 +N kt.,Kn-3
Predicted lead content of cultivable layer along the road are as shown in Table 5-7.
As the prediction suggests, such content in base year of the initial operation stage rangesfrom 30 to 40 mg/kg which is slight higher than the background value. In 2010 and 2020,respectively base year of the middle and late operation stages, the value will berespectively 60 mg/kg and 100 mg/kg. All these are neither above the limit of 300 mg/kgas recommended by the Ministry of Agriculture for soils with pH value at 6.5, nor abovethe vworld average of 2-200 mg/kg.
5.2.1.4 Agricultural Impact in Operation Stage
With adequate provision of 248 culverts/passages and 145 bridges with varying sizes, theroad will not affect irrigation facilities. Also, field farming activities will not be affected,either. Other agricultural impacts are not significant.
When the road is put into service, the structure of crops will be properly adjusted. Withinthe range 100 m from the road sides, growth of vegetables potato and sweet potato arenot recommended. Otherwise, crop quality will be affected or lead in soil will be handeddown via food chain. In line with the local topography, it is proper to develop forestry inthe range 100 m off the road.
Along the road, farming should be carried out in a scientific manner to gain more from unitfarmland and to offset the loss caused by the land occupancy.
Provided with bridges and culverts, all the natural ditches and canals will not pose anyimpact on the irirgation systems here.
52
Table 5-7 Predicted Lead Accumulation in Soil along Luoyang-Sanmenxia Expressway
Luoyang-Xlnan Xinan-Yima Yima.Mianchi Mianchi-Sanmenxia
Year Traffic Flow Net input Cumulation Traffic Flow Net Input Cumulation Traffic Flow Net Input Cumulation Traffic Flow Net Input Cumulation
2000 14481 3.875 30.60 12438 3.328 38.21 12530 3.363 36.90 11476 3.071 30.11
2001 15396 4.120 32.99 13282 3.554 39.07 13373 3.578 38.45 12256 3.280 31.72
2002 16369 4.380 35.50 14185 3.796 41.30 14273 3.819 40.16 13090 3.603 33.4A
2003 17404 4.657 38.15 15149 4.054 43.08 15234 4.078 42.02 13980 3.741 35.34
2004 18503 4.951 40.94 16180 4.330 45.04 16259 4.351 44.036 14930 3.995 37.37
2005 19673 6.264 43.90 17285 4.625 47.18 17356 7.644 46.26 15943 4.266 39.55
2005 20971 5.612 47.03 18533 4.959 49.54 18611 4.980 48.68 17107 4.578 41.92
2007 22356 5.982 50.37 19871 5.317 52.11 19956 6.340 51.32 18366 4.912 44.49
2008 23831 6.377 53.90 21306 5.701 54.92 21399 5.725 54.20 19596 5.270 47.28
2009 25404 6.798 57.67 22844 6.113 57.98 22946 6.140 57.32 21133 5.655 50.28
2010 27278 7.246 61.67 24492 6.554 61.31 24605 6.584 60.71 22689 6.071 53.54
2011 27890 7.463 85.68 25538 6.834 64.74 25648 6.863 64.19 23733 6.351 6e.89
2012 28727 7.687 69.69 26628 7.125 68.27 26736 7.154 67.78 24824 6.643 60.36
2013 29689 7.918 73.73 27765 7.430 71.91 27859 7.457 71.47 25966 8.948 63.94
2014 30476 8.155 77.79 28951 7.747 75.08 29051 7.774 75.28 27161 7.268 67.65
2015 31342 8.387 81.87 30194 8.080 79.57 130282 8.103 79.22 28392 7.597 71.48
2016 32439 8.680 86.02 31593 8.451 83.02 31530 8.464 83.30 29755 7.962 75.47
2017 33674 61.984 90.26 33036 8.840 87.84 33037 8.840 87.63 31183 8.344 79.63
2018 34759 9.298 97.58 34555 19.246 92. 3 34507 9.233 91.93 32680 18.745 .83.95
2019 35966 9.624 98.99 136145 19.672 .96.110 .36043 9.642 .96.49 34248 19.164 188.46
2020 37298 9.981 103.62 137820 110.120 1101.58 137646 10.074 1101.23 35934 19.616 193.17
53
5.2.2 Prediction and Evaluation of Traffic Noise Impact
5.2.2.1 Selection of Prediction Model
American FHWA model is used to predict equivalent traffic noise level. With a large trafficflow in day hours, vehicles driving on the road can be regarded as infinite anddiscontinuous noise sources. The model is expressed as follows:
L,w=L,=x +3.O1g(Qj/V 1 ) +lOlg(zorl) 8+s-13As the traffic flow in nigh is small, vehicles driving on the road can be deemed asdiscontinuous point noise sources. The model is expressed as follows:
L,q=LAj..+l01g(Q/jVjT) | 201g(zolz) +101g(zO1z)1 's&s-13Then, the equivalent traffic noise level at a given point of the roadside is:
L07=lO1g ( 10° W) -'&-
in which,L,,=equivalent traffic noise level of "i" type vehicle dB(A)L,= equivalent traffic noise level, d(BA)LA,.= average reference ene-gy level, dB(A), of "i"type vehicles()=traffic flow of 'i" type vehicle (vehicle/h)VJI=average speed of Yi type vehicle (km/h)T = sampling time, 1 hour (hir.= distance for observing L_ (m)r =distance from observation point to effective lane (m)&S = revision, OS = 3S1 + 3S2&L =total revision, ;l = ,LI + ,L2 + )l3
5.2.2.2 Determination of Relevant Parameters of the Prediction Model
a. Average Reference L,,..
This parameter relates to the average speed of vehicles. The relationship is as follows:
small vehicle: LA,, =59.3 + 0.23 Vmiddle vehicle: LM,,,= 62.6 + 0.32 Vlarge vehicle: L,,, =77.2 + 0.18 V
Based on the actual speed of various types of vehicles in different base years as stated inChapter 2 herein, it is known that LA,. of large, middle and small vehicles in different baseyears of the operation stage is as listed in Table 5-8.
Table 5-8 LAm,.M of Various Vehiclesunit: dB(A)
Year\LA,\Vehicle Type Small Middle Large
2000 82.3 88.2 88.7
2010 80.7 86.6 88.0
2020 78.8 85.0 87.5
54
b. Traffic Flow Versus Actual Average Speed
Traffic flow and actual average speed in different base years are predicted as shown inTables 2-8 and 2-10 in Chapter 2.
c. Distance from Prediction Point to Effective Lane
Such distance is calculated as follows:
r=PD.xD,
in whichD"=distance from prediction to nearer laneDf =distance from prediction point to farther lane
d. Revision &S
Revision AS is composed of two components, one is due to longitudinal slope of the roadand the other is due to the road surface.
The former component is considered as follows:large vehicle: &S slope=98 x 6middle vehicle: &S slope=73 x 6small vehicle: &S slope= 50 x 6
The maximum longitudinal slope of the road is 4%, so the revision is calculated as 4 dB(A)in case of large vehicles, 3 dB(A) in case of middle vehicles and 2 dBIA) in case of smallones.
The component due to road surface depends upon the road coarseness. This road is pavedasphalt concrete, such revision is zero.
e. Total Revision &L
Such is due to 3 factors, road bend or finite section length, air absorption and acousticshadow.
In the prediction of traffic noise, the road is deemed as an infinite linear source. So revisiondue to bending or finite section length is zero.
As measured, air is high absorptive in case of high-frequency sound above 2000 Hz.However, spectrum analysis of traffic noise suggests that such noise belongs to low-frequency sound at 125-1000 Hz, so air absorption is not obvious and its effect may beignored. This is to say such this part of revision is also deemed at zero.
55
Figure 5-1 Sketch of Acoustic Shadow Calculation of
Embankment Structure
Figure 5-2 Sketch of Acoustic Shadow Calculation of
Through-cut Structure
-~~~
Revision caused by acoustic shadow relates to the road configuration. Such acousticshadow is judged as shown in Figure 5-1 and Figure 5-2 which, by triangle approximatemethod, indicates that:
Embankment structure: if D> HL 2 d, then the prediction point is in the
acoustic shadow; if D< H+hl h2 d, then the prediction point is in the insonify zonei-1.
Cut structure: if D> h +h2 Hd, the prediction point is in the acoustic shadow;h 2
when D< 1h 2_ d, the prediction is in the insonify zoneA2
In case of prediction points in insonify zones, there is no revision due to acoustic shadow.In case of prediction points in acoustic shadow, such revision depends on acoustic rangedifference.
Point A in the aforesaid figures is located in the acoustic shadow, the acoustic rangedifference , = a + b-c.
Embankment structure: a =-H 2 -d2
b=V (D-di) -+ 03 z-.
Cut structure: a=I (D-d) 2+ (h3 -H) 2
b=-d 2 +h 2
C=VD2, (h +h 2 -H) 2
With known acoustic range difference, revision due to acoustic shadow can be retrievedfrom the acoustic range difference to acoustic shadow revision relationship curve.
5.2.2.3 Predicted Traffic Noise
On the principle that "points and lines should be combined, with focus on points", trafficnoise at 16 typical sensitive points included in Chapter 3 herein is predicted as listed inTable 5-9.
On the basis of prediction results, traffic noise I.q isograms are worked out as shown inFigures 5-3 through 5-12 with reference to the EIA noise standard that is 70 dB(A) in dayand 55 dB(A) in night hours.
56
5.2.2.4 Evaluation of Traffic Noise Impact
The range 200 m off the roadside applies Category IV standard of the 'EnvironmentalNoise Standard for Urban Areas (GB3096-93) while schooles and hospitals in the range100-200 away are evaluated in compliance with Category II standard therein. Overproofof traffic noise at the 16 typical sensitive points is as listed in Table 5-10.
As the statistical results suggest, day and night traffic poise lq at Dongcun 200 m off theroad centerline in the initial operation stage satisfies Category 11 standard. In the middleand late operation stages, the noise L. is above the standard only when it is subject to thepeak traffic flow in day hours, and the overproof is less than 5 dB(A). The noise L,q atShanglinghou 90 m off the road centerline is not above the standard in the situation ofaverage traffic flow during day hours in both initial and middle operation stages. The valueduring day and night hours in middle and late operation stages is above the standard insome cases, though, the overproof is less than 5 dB(A). This suggests that traffic noiseonly poses trace of impacts on the rage 100-200 m off the roadside, but the range 100m away receives more traffic noise impacts.
Out of the sensitive points 100 m off the roadside, Shuiquan, Uncun and Huocun will beexposed to traffic noise overproof higher than 10 dB(A) during night hours in the initialoperation stage. In the middle operation stage, the number of such sensitive points withoverproof more than 10 dB(A) in night hours goes up to 10, with a maximum overproofof 17.7 dB(A). The noise level in day hours will not be above the standard. Up to the lateoperation stage, all these points, save for Tulinghou and Chengcun, will be exposed totraffic noise overproof higher than 10 dB(A) in nighr hours. At the average traffic flow inday hours, only 1 point will have overproof higher than 10 dB(A), with a maximum being10.7 dB(A) above the standard.
Since the acoustic environment is in a relatively good situation and the background valueof environmental noise is at a low level at most of the road sections, the environmentalnoise L., at these points in the operation stage does not greatly differ to the predictednoise levels when superimposed to the background values. Superimposition results are asgiven in Table 5-11
Therefore, the range 100 m off the road in operation, especially in middle and late stages,will suffer from traffic noise disturbance. In particular, rest at night will be affected to agreater extent. It is thus necessary to provide these points with engineering or othermeasures to mitigate such impacts.
57
Table 5-9 Predicted Traffic Noise at Sensitive Pointsunit: 1 d8(A)
Sensitive 2000 2010 2020 |NO. Chalnage ____
Point Day Day Night Day Day Night Day Day Night________________________ Peak Averafge Avarage Peak Average Average Peak Average Average
1 k3+820-k4+070 Shuiquan 78.5 75.2 68.1 81.2 77.9 70.7 82.0 78.7 71.6
2 k5+860-kB + 100 Dongcun 60.0 56.6 41.1 62.7 59.4 43.9 63.5 60.2 44.7
3 k6+900-k7+100 Llngou 80.5 77.2 70.1 83.2 79.9 72.7 84.0 80.7 73.6
4 k7+450-k8+200 Beizhuanggou 75.8 72.4 63.5 78.4 75.1 66.2 79.3 76.0 67.0
5 k 10+570-k10+900 Huocun 75.5 72.2 65.1 78.2 74.9 67.7 79.0 75.7 68.6
6 k25+ 800 -k25+900 Hebelcun 69.5 65.7 63.0 71.9 68.6 64.9 73.2 69.9 66.2
7 k26+000-ik26+140 Pailoucun 70.8 67.4 62.2 73.7 70.3 65.1 75.0 71.6 66.5
8 k41 +670-k41 +900 YingIi 72.9 69.5 62.4 75.8 72.4 65.3 77.1 73.8 66.6
9 k44+080-k44+330 Dicun 69.5 66.2 55.8 72.4 69.0 58.7 73.7 70.4 60.0
10 k47+450-k47+670 Loupal 77.0 736 67.3 79.9 76.6 70.2 81.2 77.9 71.6
11 k56+800-k57+250 Zhanggou 74.4 71.1 63.9 77.3 73.9 66.8 78.6 75.2 68.1
12 k6006+6B-k670+120 Goudong 77.5 74.2 6f7.1 80.4 77.1 70.0 81.9 78.5 71.4
13 k70 + 600 -k71 +000 Zhuchengcun 71.21 67.8 56.2 74.1 70.7 62.7 75.5 72.2 64.1
14 k72+870-k74+060 Jlexiedongwa 71.6 68.2 61.1 74.4 71.1 64.0 75.9 72.5 65.4
15 k106+280-klOI1+600 Tulinghou 70.2 66.9 54.9 73.1 69.8 57.8 74.5 71.2 59.2
16 k133+060-k134+140 Chengcun 73.3 69.0 59.4 76.3 72.9 62.3 77.7 74.2 63.8
58
Table 5-10 Statistics on Traffic Noise Overproof at Sensitive Pointsunit: I dB(A)
Sensitive 2000 | 2010 | 2020
NO. Chainage Point Day Day Night Day Day Night Day Day Night_____________ Peak Average Average Peak Average Average Peek Average Average
1 k3+820-k4+070 Shuiquan 8.5 5.2 13.1 11.2 7.9 15.7 12.0 8.7 16.6
2 k5+860-k6+100 Dongcun / / / 2.7 ' / 3.5 0.2 /
3 k6+900-k7+100 Lingou 10.5 7.2 15.1 13.2 9.9 17.7 14.0 10.7 18.6
4 k7+450-k8+200 Beizhuanggou 5.8 2.4 I3.5 7.4 5.1 11.2 9.3 6.0 12.0
5 k10+570-k10+900 Huocun 5.5 2.2 10.1 8.2 4.9 12.7 9.0 5.7 13.6
6 k25+800-k25+900 Hebeicun I / 13.0 1.9 / 9.9 3.2 / 11.2
7 k26+000-k26+140 Pailoucun 0.8 / 7.2 3.7 0.3 10.1 5.0 1.6 11.5
8 k41 +670-k41 +900 Yingli 2.9 / 7.4 5.8 2.4 10.3 7.1 3.8 11.6
9 k44+060-k44+330 Dicun / / 0.8 2.4 / 3.7 3.7 0.4 10.0
10 k47+450-k47+670 Loupal 7.0 3.6 7.3 9.9 6.6 15.2 11.2 7.9 16.6
11 k56+800-k57+250 Zhanggou 4.4 1.1 8.9 7.3 3.9 11.8 8.6k 5.2 13.1
12 k66+660-k67+120 Goudong 7.5 4.2 7.1 10.4 7.1 15.0 11.9 8.5 16.4
13 k70+600-k71 +000 Zhuchengcun 1.1 / 1.2 4.1 0.7 7.7 5.5 2.2 9.1
14 k72+870-k74+060 Jlexledongwa 1.5 I 6.1 4.4 1.1 9.0 5.9 2.5 10.4
15 k106+280-k106+600 Tulinghou 0.2 3.1 2.8 4.5 1.2 4.2
16 k133+060-k134+140 Chengcun 3.3 / 4.4 6.3 2.9 7.3 7.7 4.2 8.8
59
Table 5.11 Superimposed Traffic Nolse at Sensitive Pointsunit: I. dBIA)
Prediction dBMAI Superimposition dBiA)No. Chainage Sensitive Present Timo
Point L, dB(A) interval 2000 2010 2020 2000 2010 2020
Day 75.2.78.5 77.9-81.2 78.7-82.0 75.2-78.5 77.9-81.2 78.7-82.01 k3 +820- k4 +070 Shuiquan
. k3+820-k4+070 Shulquan Night 08.1 70.7 71.6 68.1 70.7 71.6
Day 156.6-60.0 59.4-62.7 60.2-63.5 56.7-0.2 59.4-62.7 60.2-63.52 k5+860-k6+100 Dongcun
Night 41.1 43.9 44.7 42.5-44.1 44.7-45.7 45.4-4B.2
Diiy 77.2-80.5 79.9-83.2 80.7-84.0 77.2-80.5 79.9-83.2 80.7-84.03 k6+900-k7+100 Llngou_.
3_k_9_k7100Lnou iglit 70.1 72.7 73.6 70.1 72.7 73.6
Day 72.4.75.8 75.1-78.4 76.0-79.3 72.4-75.8 75.1-78.4 76.0-79.3
4 k7+450-k8+200 Belzhuanggou Day: 40-47 Night 63.5 66.2 67.0 63.5 66.2 67.0Night: 37-41
Dny 72.2-75.5 74.9-78.2 75.7-79.0 72.2-75.5 74.9.78.2 75.7-79.05 klO+570-klO+900 Huocun
.. ____________ ___________ Night 65.1 67.7 68.8 65.1 67.7 B8.6
Day 65.7-69.5 68.6-71.9 69.9-73.2 65.7-69.5 68.6-71.9 69.9-73.26 k25+800-k25+900 Hebeicun
____________ Night 63.0 64.9 66.2 63.0 64.9 B6.2
Day 87.4-708 70.3-73.7 71.6-75.0 57.4-70.8 70.6-73.7 71.6-75.07 k26 + 000- k26 + 140 Pailoucun
Night 62.2 65.1 68.5 62.2 65.1 66.5
Day 69.5-72.9 72.4-75.8 73.8-77.1 69.5-72.9 72.4-75.8 73.8-77.18 MI + 670 - k41+900g Night 62.4 65.3 66.6 62.4 65.3 66.6
60
Prediction dBIA) Superimposition dB(A)No. Chainace Sensitive Present Timo
Point Lq dB(A) Interval 2000 2010 2020 2000 2010 2020
Day 66.2-69.5 69.0-72.4 70.4-73.7 66.2-69.5 69.0-72.4 70.4-73.79 k44 + 060- k44 + 330 Dicun
I_____________________ _____________ ___________ Night 55.8 58.7 60.0 55.9 58.8 60.0
Day 73.6-77.0 76.6-79.9 77.9-81.2 73.6-77.0 76.6-79.9 77.9-81.2
10 k47+450-k47+670 p Night 67.3 70.2 71.6 67.3 70.2 71.6
Day 71.1-74.4 73.9-77.3 75.2-78.6 71.1-74.4 73.9-77.3 75.2-78.611 k56+800-k57+250 Zhanggou
Night 63.9 66.8 68.1 63.9 66.8 68.1
Day 74.2-77.5 77.1-80.4 78.5-81.9 74.2-77.5 77.1-80.4 78.5-81.912 k68+660-k67+120 Goudong
Night 67.1 70.0 71.4 67.1 70.0 71.4
Day 67.8-71.1 70.7-74.1 72.2-75.5 67.8-71.1 70.7-74.1 72.2-75.513 k70+600-k71 +000 Zhuchengcun Night 55.2 62.7 64.1 56.3 62.7 04.1
+870" k74 +080 Jiexiedongwa Day: 40-47 Day 68.2-71.5 71.1-74.4 72.5-75.9 68.2-71.5 71.1-74.4 72.5-75.914 k72 + 870-k74+080 Jiexiedongwa Nint:37-41 _ _ _ .4
___________________ Night 61.1 64.0 65.4 61.2 64.0 _65.4
Day 66.9-70.2 69.8-73.1 71.2-74.5 67.0-70.2 69.8-73.1 71.2-74.5
15 k106+280-kIO6+600 Tulinghou Night 54.9 57.8 59.2 55.0 57.8 59.2
Day 69.0-73.3 72.9-76.3 74.2-77.7 69.0-73.3 72.9-76.3 74.2-77.7
18 kl33+060 -k34+ 140 C_ongcun Niglit 59.4 62.3 63.8 59.4 62.3 03.8
61
5.2.3 Air Environmental Impact Assessment
5.2.3.1 Pollution of Meteorology
Field aerophysical surveys were carried out along the road in Luoyang, Xinan, Yima,Mianchi and Sanmenxia in 1990-1993. The measured results suggest that the low-altitudedetection data are well pertinent and coincident with ground observation data provided bycorresponding meterological stations. Wind deviation in 80% cases is not more than oneposition while that in fewer than 10% cases is not more than two positions. As a result,the ground observation data available at the local meterological stations can be used foranalyzing the polluted meterological features.
In terms of the local jurisdiction and topographic features, meterological data used, throughanalysis and comparison, for the EIA are as follows:
Luoyang-Xinan section: meterological data from LuoyangXinan-Yima section: meterological data from XinanXinan-Mianchi section: meterological data from MianchiMianchi-Sanmenxia section: meterological data from Sanmenxia
Such data from these sources are all from in the series from 1989-1993.
a. Conventional Observation Values of Meterological Elements
Conventional observations of meterological elements obtained from Luoyang, Xinan,Mianchi and Sanmenxia in the past 5 years are as stated in Table 5-12.
Table 5-12 Average Values of Contentional Meterological Observation Values
Etement Unit Luoyang Xinan Mianchi Sanmenxia
Annual Average Temperature °C 14.4 14.1 12.4 13.9
Annual Average Air pressure HPa 987.0 955.7 970.2
Annual Average Precipitation mm 585.4 670.0 631.6 554.9
lAnnual Average Relative Humidity % 69 S5 66 60
As seen from the table, the local precipitation and relative humidity are on the lower side,which means the project area is dry.
b. Ground Wind Speed
Long-term average and maximum wind speed values are figured out, on the basis of thestatistics data over the past 5 years, as shown in Table 5-13.
Table 5.13 Wind Speed at Different Places along the Roadunit: m/s
Wind Speed Luoyang Xinan Mianchi SanmenxiaAverage 1.7 12.9 3.2 2.9
Maximum 20 20 20 20
62
In the year, wind speed in the spring and winter is relative higher as compared with thatin the summer and autumn.
c. Ground Wind Direction
Ground wind direction frequencies from place to place are described in Table 5-14.
Table 5-14 Wind Direction Frequency over the Past 5 Years
Trend\%\Area Luoyang Xinan Mianchi Sanmenxia
N 2.4 0.9 2.0
NNE 2.6 0.6 3.5
NE 9.4 0.4 9.0
ENE 5.8 1.4 17.0
E 4.4 14.0 9.1 13.0
ESE 0.8 20.0 6.0
SE 2.4 7.1 1.5
SSE 1.2 1.4 1.0
S 4.2 0.7 1.9
SSW 2.4 0.4 2.6
SW 6.0 0.8 6.1
WSW 3.6 4.1 7.2
W 10.4 12.3 4.4
WNW 3.8 21.3 2.1
NW 3.0 S.6 1.4
NNW 1.0 3.2 2.0
IC 37.0 17.0 19.3
Wind frequencies in different places along the road are as illustrated in the rosettes.
d. Air Stability
Based on the above mentioned meterological data, air stability is divided, by Pasquillstability categorization method, into 3 categories, namely, unstable, neutral and stable. Thetotal frequency of neutral and stability in the aforesaid cities along the road is all above70% while that of unstable is less than 30%.
e. Inversion
Among different types of inversion, the inversion on the ground imposes the mostsignificant impacts on the exhaust diffusion of vehicles. Based on the measured dataprovided by Luoyang, Xinan, Mianchi and Sanmenxia, such inversion occurs 17:20 and
63
then intensifies until its climax at 2:00-4:00 the next morning. As the sun rises, itdisappears as temperature goes up. The measured data also indicate that duration, topheight and intensity of ground inversion in the winter are all higher than those in thesummer. Frequency of ground inversion is rather high in the project area, with a minimumtop height generally being 30-50 m and maximum about 300 m. The average inversionintensity is 1.50C/100 m.
The existence of such inversion is unfavorable to exhaust diffusion. Fortunately, most ofsuch occurs in night hours when the traffic flow -is relatively small and less exhaust isdischarged. Therefore, it will not cause significant air environmental impacts along theroad.
5.2.3.2 Prediction Factor and Source Intensity
Factors selected for predicting the local air environmental impacts include CO and NO,.
With the road regarded as an infinite linear source, the intensity is calculated as follows:
Q = f -Sk I jB jj
in which:Q =linear intensity of "j" pollutant (mg/m.s)Si=traffic flow of "i" type vehicles (vehicle/h)K11=emission factor of "i" pollutant by "j" vehicleBq=revision of "i" pollutant by "jI type vehicle
Table 5-15 includes CO and NO, linear source intensiiy values ir. the 3 bases of 2000,2010 and 2020.
5.2.3.3 Selection of Prediction Model
EPA highway model of America is selected for predicting air environmental impacts of theroad.
When u21.0 m/s and Q222.5 0,
L=, 2 Q texp- 1 (2-He) 2a 2 (sm'e0 x) +CF..] *usz 2 [ao (xsM 3re) +0.0 22
When 1.0O>u>0.3 mis or u21.0 m/s, and 0<22.50,
C=G _ Q __ exp_ (2-Hsube) 2
7T l 4X+(YO (2+CFu 2 (ozaz +o )2
in which:C = pollutant concentration at leeward (mg/m3)Q=linear pollutant source intensity (mg/m.s)o,=vertical diffusion parameter im)u =deliver wind speed (m/s)e =angle of wind direction and road (0)H,=effective height of linear source (m)x=vertical direction at leeward (m)a,D=vertical initial diffusion range (Im)a,o=horizontal initial diffusion range (m}
64
Table 5-15 Air Pollutant Source Intensity along Luoyang-Sanmenxia Expresswayunit: mgfm.s
2000 2010 2020
Section a ,tb. al - o NO, Co NO, co NO,
Day Peak 19.58 1.43 36.60 2.68 50.43 3.69
Luoyang-Xinan Day Average 9.08 0.66 17.00 1.24 23.43 1.72I___________ Night Average 6.86 0.50 12.80 0.94 17.66 1.29
Day Peak 16.82 1.23 33.12 2.37 51.14 3.75
Xinan-Mianchi Day Average 7.80 0.57 15.37 1.12 23.74 1.74Night average 5.89 0.43 11.59 0.85 17.90 1.31
Day Peak 16.94 1.24 33.26 2.44 50.91 3.73
Mianchi-Yima Day Average 7.86 0.58 15.45 1.13 23.62 1.73Night Average 5.93 0.43 11.63 0.85 17.81 1.30
Day Peak 15.53 1.14 30.69 2.25 48.58 3.56
Yima-Sanmenxia Day Average 7.20 0.53 14.24 1.04 22.54 1.65I! Night Average 5.43 0.40 10.74 0.79 17.00 1.24
65
5.2.3.4 Selection of Relevant Parameters Used In the Model
a. Diffusion Parameters
0.=g(aLS) h
in which,°g,a,h parameters related to stability area valued as shown in Table 5-8 while Vo, isvalued as:
when u23 m/s, a,,=1.5 (m)when 3 > u 21.0 mis, oX - 4.5-u (m)when u < 1 .0 m/s, vo = 3.5 (m)
b. Delivery Wind SpeedH
U=10 (:)1in which,u10=wind speed 10 above ground Im/s)m=wind speed profile indicatoruO=wind speed revision due to exhaust gas, assumed at 0.23-0.63 (m/s)
Table 5-16 g. h and a as Valued in Vertical Diffusion Parameter
Stability 9 h aA 122.8 0.945 9B 90.7 0.932 12C 61.1 0.915 17D 134.5 0.870 27E 124.3 0.837 36If 115.2 -0.816 58
c. Effective height of Linear Source
Generally, the height of exhaust.pipe is about 30 cm which, plus effect of exhaust flowand subgrade height, is the effective height of linear source.
5.2.3.5 Assumptions for Prediction
Assumptions for predicting air environmental impacts bythe project include prevailing windand secondary wind directions, neutral and stable stability with higher frequencies, annualaverage wind speed and prediction distance (200 m leewardl.
Table 5-17 Assumptions for Predicting Air Environmental Impact
Section Stability Wind Speed l
Luoyang-Xinan D 1.7 W 00EF NE 450
Xinan-Yima D 2.9 W 00EF __ _ _N 900,
Yima-kiianchi D 3.3 WNW 22.50EF ESE 22.50
Mianchi-Sanmenxia D 2.9 ENE 22.50IEF IE 100, 6
66
5.2.3.6 Prediction Results
Prediction results obtained from the 19 typical sensitive points are given in Table 5-18.
In the initial operation stage, CO concentration of air at these points may be, at most,2.792 mg/m3 which is 28% of the EIA standard while the maximum NO. concentrationmay be 0.204 mg/m3 which is 36% above the standard. The points with overproof arelocated in Luoyang-Xinan section except the instantaneous NO, content is above thestandard at Shuiquan, Lingou, Beizhuanggou and Huocun except Dongcun which is 200m off the road.
In the middle operation stage, the maximum CO concentration at all of these points maybe 5.220 mg/m3 which, though is not above the standard, accounts for more than 50%thereof. The instantaneous NO. content may be as high as 0.380 mg/m3, i.e. 1.5 timesabove the standard. Such points are located at Luoyang-Xinan and Xinan-Yima sections.
During the late operation stage, the maximum CO concentration at all of these points maybe 7.193 mg/ml3 which, though is not above the standard, accounts for more than 72%thereof. The instantaneous NO, content at all of points may be above the standard, witha maximum value 0.526 mg/m3 , i.e. 2.5 times above the standard.
It is obvious that NO. will be the leading air pollutant when the road is put into service. Athigh traffic flow, the instantaneous NO. content may be above the standard. Up to the lateoperation stage, instantaneous NO. concentration at sensitive points 200 m leeward of theroad will be prubably above the standard at peak traffic flow. The instantaneous COcontent at leeward of the road in the entire operation stage is not above the standard,though, it may be more than 70% thereof.
When the road is open to traffic, exhaust gas will cause significant impacts on sensitivepoints 100 m leeward of the road. And such impact will increase as the traffic flow goesup.
Table 5.19 gives results of present concentrations superimposed by predicted values atthese 19 sensitive points. As the table suggests, the superimposed concentrations aregreatly contributed by exhaust pollutants of vehicles. The overproof of pollutant contentsat these points are almost the same as the predicted results. In middle and late operationstages, instantaneous CO and NO. concentration proof will be more significant, especially,NO, values may be above the standard at all of these points, with a maximum overproofhigher than predicted.
Tables through 5-20 to 5-43 include predicted instantaneous CO and NO. concentrationsin different stages of the operation period. The. results suggest that the leeward CO andNO. concentrations at day peak traffic flow is more than double of the values at averageday average flow. Overproof of air pollutants at leeward of the road, especially NO., willmainly occur at day hours with peak traffic flow.
As predicted, Luoyang-Xinan section will be exposed to more impacts of such nature inthe operation stage. Up to the late operation stage, the maximum affected range in thissection may reach 140 m leeward. At day average traffic flow, such range involved in therest sections will not be more than 100 m leewards.
When the road is open to traffic, NO, will be the predominating air pollutant at leeward.In line with the local topography and polluted meterological conditions, there will be lesspossibility of cumulative air pollution and photochemical smog pollution.
67
Table 5-18 Air Environmental monitoring Results of Sensitive Points
___________________________ Prediction Result (mglm)Sensitive
No. Chainage Point 2000 2010 2020
CO NO. CO NO. CO NO.
I 1 k3+H20-k4+070 Shuiquan 0.012-2.792 0.000-0.204 0.023.S.220 0.001.0.380 0.031.7.193 0.002.0.526
2 k65+ 860-k6+ 100 Oongcun 0.001-1.411 0.000.0.103 0.003-2.638 0.000.0.192 0.004-3.635 0.000.0.266
3 k8+900-k7+100 Lingou 0.012.2.792 0.0000.204 0.023.5.220 0.001-0.380 0.031.7.193 0.002.0.526
4 k7+450-k8+200 Beizhuanggou 0.010-2.672 0.000.0.192 0.019.4.911 0.001-0.362 0.026-6.826 0.002-0.196
6 k10 + 670- k 10 + 900 Huocun 0.012-2.792 0.000-0.204 0.023.6.220 0.001-0.380 0.031-7.193 0.002-0.526
6 k26+800-k26+900 Hebelcun 0.011-1.185 0.000-0.086 0.021-2.216 0.000-0.168 0.033-3.421 0.002-0.250
7 k26+000-k26+140 Pallcucun 0.011.1.185 0.000-0.086 0.021.2.216 0.001- 0.158 0.033-3.421 0.002.0.250
'8 k41 + 670 -k41 + 900 Yingli 0.006.1.070 0.000-0.078 0.012-2.020 0.000-0.144 0.019-3.120 0.001-0.228
9 k44 + 080-k44+330 Dicun 0.004-0.972 0.000.0.071 0.008-1.847 0.000-0.138 0.012-2.852 0.000-0.209
10 k47 +450-k47 + 670 Loupal 0.00681.070 0.000-0.086 0.012.2.020 0.000-0.144 0.019.3.120 0.001-0.228
11 k66 +800- k67 +250 Zhanggou 0.431-1.170 0.000-0.107 0.846-2.886 0.061.0.211 1.29564.418 0.094-0.323
12 k66+660-k67+ 120 Goudong 0.001.0.702 0.031-0.051 0.002-1.389 0.000-0.101 0.003-2.062 0.000-0.161
13 k70 + 600 -k71 + 000 Zhuchengeun 0.001.0.702 0.000-0.051 0.002-1.389 0.000-0.101 0.003-2.062 0.000.0.161
14 k72+870-k74+060 Jiexledongwa 0.001-0.702 0.000-0.051 0.002-1.389 0.111-0.101 0.003-2.062 0.000-0.161
15 klO8+280-klO6+600 Tulinghou 0.000-0.697 0.000-0.051 0.001-1.377| 0.000-0.101 0.002-2.045 0.000-0.159
k133+0G0-kl34+140 Chongculln 0.000 0.717 0.000-0.052 0.002-1.417 10.000-0.103 10.003-2.105 |0.0000.164
68
Table 5-19 Superimposed Air Pollutant Concentrations at Sensitive Points
Present Superimposed Concentration (mgIm3)No. Chainage Sensitive Concentration
Point (mg/MIn) 2000 2010 2020
Co NO. co NO CO NO, Co NO.
1 k3+820-k4+070 Shuiquan 3.202.7.602 0.002-0.234 0,013-10.030 0.003-0.410 3.221-12.003 0.004.0.5560.19 0.002
2 k5+860-k6+100 Dongcun . 3.191-6.221 0.002-0.133 3.193-7A48 0.002-0.222 3.194-A.445 0.002-0.296
3 k6+i900-k7+100 Lingou 4.81 0.030 3.020-7.602 0.002-0234 3.123-10.030 0.003-0.410 3.221-12.003 0.004-0556
4 k7+450-kS+200 Belzhuanggou 3.200-7.482 0.002-0.222 3.209-9.721 0.003-0.392 3.216-11.636 0.004-0.526
5 klO+-570-kl O+900 Huacun 3.207.7.602 0.002-0234 3.123-10.030 0.003-0.410 3.221-12.003 0.004-0.556
e k25+600-k25 +900 Hebelcun 4.471-9.055 0.006-0.123 4.481-10.086 0.007.0.195 4.493-11.291 0.008-0.287
7 k26+000-k26+140 Palloucun 4.46 0.006 4.471-9.055 0.008-0.123 4.481-10.086 0.007-0195 4.493-11.291 0.008-0.087
8 k41 +670-k41 +900 Yingli 4.466-8.910 0.006-0.115 0.472-9.870 0.006-0181 4.479-10.990 0.007-0.265
9 k44 +060-k'44+330 Dicun 7.87 0.037 4.464-8.842 0.000-0.108 4.468-9.717 0.006-0.175 4.472-10.722 0.006-0.246
10 k47+450-k47+670 Loupal 4.466-8.910 0.006-0.115 0.472-9.870 0.006-0.181 4.479-10.990 0.007-0.265
11 k56s+800-k57 +250 Zhanggou 3.97-8.14 0.006-0.012 4.401-7.610 0.036-0.119 4.815-9.026 0.066-0.223 5.265-10.558 0.099-0.335
12 k6+ 660-k67 +120 Goudong 2.011.7.802 0.002-0.128 2.012-8.489 0.002-0.178 2.013.9.162 0.002-0.238
13 k70+600-k71 +000 Zhuchengcun 2.01 0.02 2.011-7.802 0.002-0.128 2.012-8.489 0.002-0.178 2.013-9.162 0.002-0.238
14 k72 +870-k74+060 Jiexiedongwa 2.011-7.802 0.002-0.128 2.012-8.489 0.0020.178 2.013-9.162 0.002-0.238
15 k 106+280-hk 10 o+e00 Tulinghou 7.10 0.077 2.010-7.797 0.002-0.128 2.011-8.477 0.002-0.178 2.012-9.145 0.002-0.236
16 hi33+060-ki 34+140 Chengcun 12.011-7.817 2.002-0.129 2.012-8.517 0.002-0.180 2.013-9.205 0.002-0.241
69
Table 6520 Distribution of Ground CO Concentration at Luoyang-Xlnan Section lInitial Operation Stage: 2000)unit: mglm3
Interval Angle Stability 20 40 . 60 80 100 120 140 160 180 | 200
D 0.062 0.035 0.023 0.016 0.012 0.009 0.007 0.006 0.005 0.00400
_ EF 0078 0.046 0.031 0.022 0.017 0.014 0.011 0.009 0.008 0.007Day Peak D 2.517 2.075 1.776 1.559 1.393 1.262 1.155 1.066 0.990 0.926
450____ EF 3.250 2.792 2.462 2.210 2.010 1.847 1.711 1.596 1.497 1.411
D 0.028 0.016 0.010 0.007 0.005 0.004 0.003 0.003 0.002 0.002
EF 0.036 0.021 0.014 0.010 0.008 0.006 0.005 0.004 0.003 0.003
. Day Mean D 1.167 0.862 0.824 0.723 0.646 0.585 0.535 0.494 0.459 0.429
450 EF 1.507 1.295 1.141 1.024 0.932 0.856 0.793 0.740 0.694 0.654
D 0.021 0.012 0.008 0.005 0.004 0.003 0.002 0.002 0.001 0.001
EF 0.027 0.016 0.011 0.008 0.006 0.004 0.004 0.003 0.002 0.002
Night Mean D 0.882 0.727 0.622 0.546 0.489 0.442 0.404 0.373 0.347 0.324
450 ° EF 1.139 0.97.8 0.862 0.774 0.704 0.647 0.599 0.599 0.524 0.494
70
Table 5-21 Distribution of Ground NO, Instantaneous Concentration at Luoyang-Xinan Section Leeward (Initial Operation Stage: 2000)unit: mg/m 3
Interval Angle Stability 20 40 60 80 100 120 140 160 180 200
D 0.004 0.002 0.001 0.001 0.000 0.000 0.000 0.000 0.000 0.000
00 EF 0.005 0.003 0.002 0.001 0.001 0.001 0.000 0.000 0.000 0.000
Day Peak D 0.183 0.151 0.129 0.113 0.101 0.092 0.084 0.077 0.072 0.067
4501 EF 0.237 0.204 0.179 0.161 0.146 0.134 0.125 0.116 0.109 0.103
D 0.002 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000
00 EF 0.002 0.001 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000
Day Mean D 0.084 0.070 0.059 0.052 0.047 0.042 0.038 0.035 0.033 0.031
450 EF 0.109 0.094 0.083 0.074 0.067 0.082 0.057 0.053 0.050 0.047
D 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000
00 EF 0.002 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000
Night Mean D 0.064 0.053 0.045 0.039 0.035 0.032 0.029 0.027 0.025 0.023
450 EF 0.083 0.071 0.062 0.056 0.061 0.047 0.043 0.040 0.038 0.036
71
Table 5-22 DistributIon of Ground Instantaneous CO Concentration at Leeward of Xinan-Yima Section (Initial Operation Stage)unit: mg/ml
Interval Angle Stability 20 40 60 80 100 120 140 160 180 200
D 0.032 0.018 0.012 0.008 0.006 0.005 0.004 0.003 0.002 0.002
_____ EF 0.038 0.023 0.015 0.011 0.008 0.007 0.005 0.004 0.004 0.003
Day Peak D 1.009 0.878 0.774 0.691 0.625 0.570 0.525 0.486 0.454 0.425
900 EF 1.185 1.070 0.972 0.890 0.821 0.762 0.711 0.667 0.628 0.594
D 0.015 0.008 0.005 0.004 0.003 0.002 0.001 0.001 0.001 0.001
00 EF 0.017 0.010 0.007 0.005 0.004 0003 0.002 0.002 0.001 0.001
Day Mean D 0.468 0.407 0.359 0.320 0.289 0.264 0.243 0.225 0.210 0.197
900 EF 0.549 0.496 0.451 0.413 0.381 0.353 0.330 0.309 0.291 0.275
D 0.011 0.006 0.004 0.003 0.002 0.001 0.001 0.001 0.001 0.00000 EF 0.013 0.008 0.005 0.004 0.003 0.002 0.002 0.001 0.001 0.001
Night Mean D 0.353 0.307 0.271 0.242 0.218 0.199 0.183 0.170 0.159 0.149
900 EF 0.415 0.374 0.340 0.311 0.287 0.267 0.249 0.233 0.220 0.208
72
Table 5-23 Distribution of Ground Instantaneous Concentratlon at Leeward of Xinan-Ylma Section (Initial Operation Stage: 2000)unit: mg/mr3
Interval Angle Stability 20 40 60 80 100 120 140 160 180 200
D 0.002 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000
_ _ EF 0.002 0.001 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000
Day Peak D 0.073 0.064 0.056 0.050 0.045 0.041 0.038 0.035 0.033 0.031
900 EF 0.086 0.078 0.071 0.065 0.060 0.055 0.052 0.048 0.046 0.043
D 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000
00 ° EF 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000Day Mean D 0.034 0.029 0.026 0.023 0.021 0.019 0.017 0.016 0.015 0.014
.90° EF 0.040 0.036 0.033 0.030 0.027 0.025 0.024 0.022 0.021 0.020
D 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000
00 ° EF 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000Night Mean D 0.025 0.022 0.019 0.017 0.016 0.014 0.013 0.012 0.011 0.010
.900 EF 0.030 0.027 0.024 0.022 0.021 0.019 0.018 0.017 0.016 0.015
73
Table 6-24 Distribution of Ground Instantaneous NO, Concentration at leeward of Yima-Mianchl Section (Initial Operation Stage: 2000)unit: mg/m3
Interval Angle Stability 20 40 60 80 100 120 140 160 180 200
D 0.106 0.090 0.076 0.064 0.056 0.050 0.045 0.041 0.037 0.034
22.0 EF 0.116 0.107 0.095 0.084 0.075 0.068 0.062 0.057 0.053 0.049
Day Peak D 0.106 0.090 0.075 0064 0.056 0.050 0.045 0.041 0.037 0.034
22.56° EF 0.116 0.107 0.095 0.084 0.075 0.068 0.062 0.057 0.053 0.049
D 0.049 0.042 0.035 0.030 0.026 0.023 0.021 0.019 _0.017 0.018
22.50 EF 0.054 0.050 0.044 0.039 0.035 0.032 0.029 0.026 0.024 0.023
Day Mean D 0.049 0.042 0.035 0.030 0.026 0.023 0.021 0.019 0.017 0.016
22.5_ EF 0.054 0.050 0.044 0.039 0.035 0.032 0.029 0.026 0.024 0.023
D 0.036 0.031 0.026 0.022 0.019 0.017 0.015 0.014 0.013 0.012
22,50 EF 0.040 0.037 0.033 0.029 0.026 0.023 0.021 0.019 0.018 0.017
Night Mean D 0036 0.031 0.026 0.022 0.019 0.017 0.015 0.014 0.013 0.012
22.50 nEF 0.040 0.037 0.033 0.029 0.026 0.023 0.021 0.019 0.018 0.017
74
Table 5-25 Distribution of Ground CO Instantaneous Concentration at Leeward of Yima-Mianchi Section {Initial Operation Stage)unit: mg/m3
Interval Angle Stability 20 40 60 80 100 120 140 160 180 200
D 1.448 1.232 1.034 0.85 0.772 0.686 0.617 0.561 0.515 0.47622.50 EF 1.587 1.470 1.302 1.155 1.034 0.935 0.853 0.785 0.728 0.678
Day Peak D 1.448 1.232 1.034 0.885 0.772 0.686 0.617 0.561 0.515 0.476
l 22.50 EF 1.587 1.470 1.302 1.155 1.034 0.935 0.853 0.785 0.728 0.678
D 0.672 0.571 0.479 0.410 0.358 0.318 0.286 0.260 0.239 0.221
22.50 EF 0.736 0682 0.604 0.535 0.479 0.434 0.396 0.364 0.337 0.315
Day Mean D 0.672 0.571 0.479 0.410 0.358 0.318 0.286 0.260 0.239 0.22122.50 EF 0.736 0.682 0.604 0.535 0.479 0.434 0.396 0.364 0.337 0.315
D 0.507 0.431 0.362 0.309 0.270 0.240 0.216 0.196 0.180 0.166l 22.50 EF 0.555 0.514 0.456 0.404 0.362 0.327 0.298 0.275 0.254 0.237
Night Mean D 0.507 0.431 0.362 0.309 0.270 0.240 0.216 0.196 0.180 0.166
22.50 EF 0.555 0.514 0.455 0.404 0.362 0.327 0.298 0.275 0.245 0.237
75
Table 5-26 Distribution of Ground Instanteneous CO Concentration at Leeward of MianchiSanmenxia Section (initial Operation Stage: 2000)unit: mglm3
Interval Angle Stability 20 40 60 80 100 120 140 160 180 200
22.5 D 0.543 0. E302 0.703 0.660 0.609 0.561 0.517 0.479 0.446 0.417
22.50 EF 0.441 0.650 0.717 0.720 0.697 0.664 0.629 0.696 0.564 0.535
Day Peak D 0.003 0.003 0.003 0.003 0.002 0.002 0.002 0.001 0.001 0.001
00 EF 0.002 0.003 0.003 0.002 0.002 0.002 0.002 0.002 0.001 0.001
D 0.251 0.325 0.326 0.306 0.282 0.260 0.240 0.222 0.2006 0.19322.50 EF 0.204 0.301 0.332 0.333 0.323 0.308 0.292 0.276 0.261 0.248
Day Mean D 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.000 0.000 0.000
00 EF 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.000 0.000 0.000
D 0.189 0.245 0.248 0.231 0.213 0.196 0.181 0.167 0.158 0.14522.50 EF 0.154 0.227 0.250 0.251 0.243 0.232 0.220 0.208 0.197 0.187
Night Mean D 0.001 0.001 0.001 0.001 0.001 0.000 0.000 0.000 0.000 0.000
__ EF 0.000 0.001 0.001 0.001 0.000 0.000 0.000 0.000 0.000 0.000
76
Table 5-27 Disttibutlon of Ground Instantaneous N0, Concentration at Leeward of Mlanchi-Sanmenxis Section (Initlal Operatlon Stage: 2000)unit: mg/m3
Interval Angle Stability 20 40 60 80 100 120 140 160 180 200
D _0.039 0.051 0.051 0.048 0.044 0.041 0.038 0.035 0.032 0.030
22.51 oEF 0.032 0.047 0.052 0.052 0.051 0.048 0.046 0.043 0.041 0.039
Day Peak D 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000
_ _ o EF 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000
D 0.018 0.024 0.024 0.022 0.020 0.019 0.017 0.016 0.015 0.014
22,5° EF 0.015 0.022 0.024 0.024 0.023 0.022 0.021 0.020 0.019 0.018
Day Mean D 0. .00 0.000 0.000 (.000 0.000 0.000 0.000 0.000 0.000 0.000
00 EF 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000
D 0.014 0.018 0.018 0.017 0.015 0.014 0.013 0.012 0.011 0.010
22.50 EF 0.011 0.016 0.018 0.018 0.018 0.017 0.016 0.015 0.014 0.013
Night Mean D 0.000 0.000 0.000 00.000 0.000 00.0000.000 0.000
EF 0.000 0.000 0.000 0.000 0.0000 00.00.0 0 0.000 0.000 0.000
77
Table 5-28 Distribution of Ground Instantaneous CO Concentration at Leeward of Luoyang-Xinan Section (Middle Operation Stage: 2010)unit: mg/m 3
Interval Angle Stability 20 40 60 80 100 120 140 160 180 200
D 0.115 0.065 0.043 0.030 0.023 0.018 0.014 0.012 0.010 0.008
00 EF 0.147 0.086 0.058 0.042 0.032 0.026 0.021 0.017 0.015 0.013
Day Peak D 4.706 3.880 3.321 2.195 2.604 2.359 2.158 1.992 1.852 1.731
EF 6.076 5.220 4.602 4.131 3.757 3.453 3.199 2.984 2.799 2.638
D 0.053 0.030 0.020 0.014 0.010 0.008 0.006 0.005 0.004 0.00400
EF 0.068 0.040 0.027 0.019 0.015 0.012 0.009 0.008 0.007 0.006
Day Mean D 2.186 1.802 1.642 1.354 1.209 1.095 1.002 0.925 0.860 0.804
450 EF 2.822 2.424 2.137 1.918 1.745 1.603 1.486 1.386 1.300 1;225
D 0.040 0.023 0.015 0.010 0.008 0.006 0.005 0.004 0.003 0.003
00 EF 0.051 0.030 0.020 0.014 0.011 0.009 0.007 0.006 0.005 0.004
Night Mean D 1.645 1.356 1.161 1.019 0.911 0.825 0.755 0.696 0.647 0.605
450 EF 2.125 1.825 1.609 1.444 1.314 1.207 1.118 1.043 0.979 0.922
78
Table 5-29 Distribution of Ground Instantaneous NO. Concentration at Leeward of Luoyang-Xinan Section (Middle Operation Stage: 20101unit: mg/m3
Interval Angle Stability 20 40 60 80 100 120 140 160 180 200
D 0.008 0.004 0.003 0.002 0.001 0.001 0.001 0.000 0.000 0.000
00 EF 0.010 0.006 0.004 0 ...3 0.002 0.001 0.001 0.001 0.001 0.001
Day Peak D 0.343 0.282 0.242 0.212 0.189 0.172 0.157 0.145 0.135 0.126
450 EF 0.443 0.380 0.335 0.301 0.273 0.251 0.233 0.217 0.204 0.192
D 0.003 0.002 0.001 0.001 0.000 0.000 0.000 0.000 0.000 0.000
0O EF 0.005 0.002 0.002 0.001 0.001 0.000 0.000 0.000 0.000 0.000Day Mean D 0.159 0.131 0.112 0.098 0.088 0.079 0.075 0.067 0.062 0.058
450
45°___ ___ EF 0.205 0.176 0.155 0.140 0.127 0.117 0.108 0.101 0.094 0.089
D 0.003 0.001 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000
00 EF 0.003 0.002 0.001 0.001 0.000 0.000 0.000 0.000 0.000 0.000
Night Mean D 0.120 0.099 0.085 0.074 0.066 0.060 0.055 0.051 0.047 0.044
450 EF 0.156 0.134 0.118 0.106 0.096 0.088 0.082 0.076 0.071 0.067
79
Table 5-30 Distribution of Ground Instantaneous CO Concentration at Leeward of Xinan-Yima Section (MIddle Operation Stage: 2010)unit: mg/m3
Interval Angle Stability 20 40 60 80 100 120 140 160 1SO 200
D 0.062 0.036 0.023 0.017 0.012 0.010 0.008 0.006 0.005 0.004
00 EF 0.072 0.043 0.029 0.021 0.016 0.013 0.010 0.009 0.007 0.006
Day Peak D 1.908 1.676 1.486 1.332 1.207 1.104 1.017 0.945 0.880 0.825900
EF 2.216 2.020 1.847 1.698 1.570 1.460 1.365 1.282 1.209 1.144
D 0.028 0.016 0.011 0.007 0.006 0.004 0.003 0.003 0.002 0.002
00o EF 0.035 0.020 0.013 0.010 0.007 0.006 0.005 0.004 0.003 0.003
Day Mean D 0.885 0.778 0.689 0.618 0.560 0.512 0.472 0.438 0.408 0.383
900 EF 1.028 0.937 0.857 0.788 0.728 0.677 0.633 0.595 0.561 0.531
D 0.021 0.012 0.008 0.006 0.004 0.003 0.002 0.002 0.002 0.001
0 EF 0.025 0.015 0.010 0.007 0.005 0.004 0.003 0.003 0.002 0.002
Night Mean D 0.667 0.586 0.520 0.460 0.422 0.386 0.356 0.330 0.308 0.289
900 EF 0.775 0.707 0.646 0.594 0.549 0.511 0.477 0.448 0.423 0.400
80
Table 5-31 Distribution of Ground Instantaneous NO. Concentration at Leeward of Xinan-Yima Section (Middle Operation Stage: 20101unit: mg/m3
Interval Angle Stability 20 40 60 80 100 120 140 160 180 200
D 0.004 0.002 0.001 0.001 0.000 0.000 0.000 0.000 0.000 0.000
EF 0.005 0.003 0.002 0.001 0.001 0.001 0.000 0.000 0.000 0.000
Day Peak D 0.136 0.120 0.106 0.095 0.086 0.079 0.072 0.067 0.063 0.059900
______9_ EF 0.158 0.144 0.132 'O.121 0.112 0.104 0.097 0.091 0.086 0.081
D 0.002 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000
______ EF 0.002 0.001 0.00 1 0.000 0.000 0.000 0.000 0.000 0.000 0.000
Day Mean D 0.064 0.056 0.050 0.045 0.040 0.037 0.034 0.031 0.029 0.027
900___ _ EF 0.074 0.068 0.062 0.057 0.053 0.049 0.046 0.043 0.040 0.038
D 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000
_____ EF 0.001 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000
Night Mean D 0.049 0.043 0.038 0.034 0.031 0.028 0.026 0.024 0.022 0.021900
.EF 0.056 0.051 0.047 0.043 0.040 0.037 0.035 0.032 0.031 0.029
81
Table 5-32 Distribution of Ground Instantaneous CO Concentration at Leeward of Yima-Mianchil Section IMIddle Operation Stage: 2010Xunit: mg/m3
Interval Angle Stability 20 40 60 80 100 120 140 16O 180 200
D 2.844 2.418 2.030 1.737 1.517 1.346 1.211 1.102 1.011 0.93522.50 EF 3.116 2.86 2.556 2.267 2.030 1.836 1.676 1.542 1.429 1.332
Day Peak D 2.844 2.418 2.030 1.737 1.517 1.346 1.211 1.102 1.011 0.935
22.50 EF 3.116 2.886 2.556 2.267 2.030 1.836 1.676 1.540 1.429 1.332
D 0.321 1.1223 0.943 0.807 0.704 0.625 0.562 0.511 0.649 0.43422.50
EF 0.447 1.340 0.187 1.053 0.943 0.853 0.778 0.716 0.664 0.619Day Mean D 0.321 1.123 0.943 0.807 0.704 0.625 0.562 0.511 0.469 0.434
22.50 EF 0.447 1.340 1.187 1.053 0.943 0.853 0.778 0.716 0.664 0.619
D 0.994 0.845 0.710 0.607 0.530 0.470 0.423 0.385 0.353 0.327
2.50 EF 1.089 1.009 0.894 0.793 0.709 0.642 0.586 0.839 0.499 0.466
Night Mean D 0.994 0.845 0.710 0.607 0.530 0.470 0.423 0.385 0.353 0.327= 22.50 °EF 1.089 1.009 0.894 0.793 0.709 0.642 0.586 0.539 0.499 0.466
82
Table 6-33 Distribution of Ground Instantaneous NO, Concentration at Leeward of Yima-Mianchi Section (Middle Operation Stage: 20101unit: mg/m3
Interval Angle I Stabillity 20 40 60 80 100 120 140 160 180 200
D 0.208 0.177 0.149 0.127 0.111 0.098 0.088 0.080 0.074 0.068
22.50 EF 0.228 0.211 0.187 0.166 0.148 0.134 0.123 0.113 0.104 0.097
Day Peak D 0.208 0.17 0.149 0.127 0.111 0.098 0.288 0.080 0.070 0.06822.50 EF 0.228 0.211 0.187 0.166 0.148 0.134 0.123 0.113 0.104 0.097
D 0.096 0.082 0.069 0.059 0.051 0.045 0.041 0.037 0.034 0.03122.60 EF 0.105 0.098 0.086 0.077 0.069 0.062 0.057 0.052 0.048 0.045
Day Mean D 0.096 0.082 0.069 0.059 0.061 0.045 0.041 0.037 0.034 0.031
22.50 EF 0.105 0.098 0.086 0.077 0.069 0.062 0.057 0.052 0.048 0.045
D 0.072 0.061 0.051 0.044 0.038 0.034 0.031 0.028 0.025 0.02322.50 EF 0.079 0.073 0.065 0.058 0.051 0.046 0.042 0.039 0.030 0.034
Night Mean D 0.072 0.061 0.051 0.044 0.038 0.034 0.031 0.028 0.025 0.023
22.50 EF 0.079 0.073 0.065 0.058 0.051 0.046 0.042 0.039 0.036 0.034
83
Table 5-34 Distrlbution of Ground Instantaneous CO Concentration at Looward of Mianchl-Sanmenxia Section IMiddle Operation Stage: 2010)unit: mg/lm
Interval Angle Stability 20 40 60 80 100 120 140 160 180 200
D 1.073 1.389 1.390 1.305 1.205 1.109 1.023 0.947 0.882 0.82422.50 EF 0.871 1.284 1.417 1.423 1.377 1.313 1.244 1.178 1.115 1.057
Day Peak D 0.006 0.007 0.007 0.006 0.005 0.004 0.004 0.003 0.003 0.002
00 EF 0.005 0.005 0.005 0.005 0.005 0.004 0.004 0.003 0.003 0.003
D 0.497 0.644 0.645 0.605 0.559 0.514 0.474 0.439 0.409 0.38222.5° EF 0.404 0.596 0.657 0.660 0.639 0.609 0.577 0.546 0.517 0.490
Day Mean D 0.003 0.003 0.003 0.003 0.002 0.002 0.002 0.001 0.001 0.001
00 EF 0.002 0.002 0.002 0.002 0.002 0.002 0.002 0.001 0.001 0.001
D 0.375 0.486 0.486 0.457 0.421 0.388 0.359 0.331 0.308 0.28822.50
EF 0.305 0.499 0.496 0.498 0.482 0.459 0.435 0.412 0.390 0.370
Night Mean D 0.002 0.002 0.002 0.002 0.002 0.001 0.001 0.001 0.001 0.001
00 EF 0.001 0.002 0.002 0.002 0.001 0.001 0.001 0.001 0.001 0.001
84
Table 5-35 Distribution of Ground Instantaneous NO, Concentration at Leeward of Mianchi-Sanmenxia Section (Middle Operation Stage: 20103unit: mg/m3
Interval Angle Stability 20 40 60 80 100 120 140 160 180 200
D 0.078 0.101 0.102 0.095 0.088 0.081 0.075 0.069 0.064 0.060
22.50 EF 0.063 0.094 0.103 0.104 0.101 0.096 0.091 0.086 0.081 0.077
Day Peak D 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000
00 EF 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000
D 0.036 0.047 0.047 0.044 0.040 0.037 0.034 0.032 0.029 0.027
22.50 EF 0.029 0.043 0.048 0.048 0.046 0.044 0.042 0.039 0.037 0.035
Day Mean D 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000
00 EF 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000
D 0.027 0.035 0.035 0.033 0.031 0.028 0.026 0.024 0.022 0.02122.50
EF 0.022 0033 0.036 0.036 0.035 0.033 0.032 0.030 0.028 10.027
NiQht Mean 3 D 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 I. o.oo r1O.OO
EF 0.000 0.000 00.000 .000 0.000 0.000 °0.000 °° 0 0° 1°0 . 10.000
85
Table 5-36 Distribution of Ground Instantaneous CO Concentration at Leeward of Luoyang-Xinan Section (Late Operation Stage: 20201
A ____ - - ________ - ________ ________ ________ unit: m glm 3
Interval Angle Stability 20 40 60 80 100 | 120 140 160 180 200
D 0.159 0.090 0.059 0.042 0.032 0.025 0.020 0.016 0.014 0.012
00 EF 0.203 0.119 0.080 0.058 0.045 0.036 0.029 0.024 0.020 0.018
Day Peak D 6.484 5.346 4.576 4.016 3.589 3.250 2.974 2.745 2.551 2.385
45° EF 8.372 7.193 6.341 5.692 5.177 4.767 4.408 4.111 3.857 3.635
D 00.074 0.042 0.027 0.019 0.015 0.011 0.009 0.007 0.006 0.005
EF 0.094 0.055 0.037 0.027 0.021 0.016 0.013 0.011 0.009 0.008
Day Mean D 3.012 2.483 2.126 1.866 1.667 1.510 1.382 1.275 1.135 1.108
450 ' EF 3.890 3.341 2.946 2.644 2.405 2.210 2.048 1.910 1.792 1.688
D 0.055 0.031 0.020 0.014 0.011 0.008 0.007 0.005 0.005 0.004
00 EF _0.071 0.041 0.028 0.020 0.015 0.012 0.010 0.008 0.007 0.006
Night Mean D 2.270 1.872 1.002 1.406 1.256 1;138 1.041 0.961 0.893 0.835
450EF 2.932 i2.518 2.220 11.993 1.813 1.666 11.543 1.439 !1.350 1.7
rable 5-37 Distribution of Ground Instantaneous NO, Concentration at Leeward of Luoyang-Xinan Sectlon (Late Operation Stage: 2020Junit: mg/m3
Interval Angle Stability 20 40 60 80 100 120 140 160 180 200
D 0.011 0.006 0.004 0.003 0.002 0.001 0.001 0.001 0.001 0.000
00 EF 0.014 0.008 0.005 0.004 0.002 0.002 0.002 0.001 0.001 0.001
Day Peak D 0.474 0.391 0.334 0.293 0.262 0.237 0.217 0.200 0.186 0.174
451 ° EF 0.612 0.526 0.464 0.416 0.378 0.348 0.322 0.300 0.282 0.266
D 0.005 0.003 0.002 0.001 0.001 0.000 0.000 0.000 0.000 0.000
EF 0.006 0.004 0.002 0.002 0.001 0.001 0.001 0.000 0.000 0.000
Day Mean D 0.221 0.182 0.156 0.137 0.122 0.110 0.101 0.093 0.087 0.081
450 EF 0.285 0.245 0.216 0.194 0.176 0.162 0.150 0.140 0.131 0.124
D 0.004 0.002 0.001 0.001 0.001 0.000 0.000 0.000 0.000 0.000
EF 0.005 0.003 0.002 0.001 0.001 0.000 0.000 0.000 0.000 0.000
Night Mean D 0.165 0.136 0.117 0.102 0.091 0.083 0.076 0.070 0.065 0.061
450 EF 0.214 0.184 0.162 0.145 0.132 0.121 0.112 0.105 0.098 0.093
87
Table 5-3B Distribution of Ground Instantaneous CO Concentration at Leeward of Xinan-Yima Section (Late Operation Stage: 2020)unit: mglm3
Interval Angle Stability 20 40 60 80 100 120 140 160 180 200
D 0.095 0.055 0.036 0.026 0.019 0.015 0.012 0.010 0.008 0.007
00 EF 0.111 0.067 0.046 0.033 0.025 0.020 0.016 0.014 0.011 0.010
Day Peak D 2.946 2.588 2.294 2.057 1.864 1.704 1.571 1.457 1.359 1.275
900 EF 3.421 3.120 2.852 2.621 2.424 2.254 2.108 1.979 1.867 1.767
D 0.044 0.025 0.017 0.012 0.009 0.007 0.005 0.004 0.004 0.003
00 EF 0.051 0.031 0.021 0.015 0.012 0.009 0.007 0.008 0.005 0.004
Day Mean D 1.367 1.201 1.065 0.955 0.865 0.791 0.729 0.676 0.631 0.592
900 EF 1.588 1.448 1.324 1.217 1.125 1.046 0.978 0.919 0.866 0.820
0O D 0.033 0.019 0.012 0.009 0.007 0.005 0.004 0.003 0.003 0.002
00 EF 0.039 0.023 0.016 0.011 0.009 0.007 0.005 0.004 0.004 0.003
Night Mean D 1.031 0.906 0.803 0.720 0.652 0.596 0.549 0.510 0.476 0.446
.- 900 EF 1.197 1.092 0.998 0.917 0.848 0.789 0.737 0.693 0.653 0.618
88
Table 5-39 Distribution of Ground Instantaneous NO, Concentratlon at Leeward of Xinan-Yima Section (Late Operation Stage: 2021unit: mg/m3
Interval |Nngle Stability 20 40 60 80 100 120 140 160 180 200
D 0.007 0.004 0.002 0.001 0.001 0.001 0.000 0.000 0.000 0.000
00 EF 0.008 0.004 0.003 0.002 0.001 0.001 0.001 0.001 0.000 0.000
Day Peak D 0.216 0.189 0.168 0.150 0.136 0.125 0.115 0.106 0.099 0.093
900 EF 0.250 0.228 0.209 0.192 0.177 0.165 0.154 0.145 0.136 0.129
D 0.003 0.001 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000
00 EF 0.003 0.002 0.001 0.001 0.000 0.000 0.000 0.000 0.000 0.000
Day Mean D 0.100 0.088 0.078 0.070 0.063 0.058 0.053 0.049 0.046 0.043
90 ° EF 0.116 0.106 0.097 0.089 0.082 0.076 0.071 0.067 0.063 0.060
D 0.002 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000
00 EF 0.002 0.001 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000
Night Mean D 0.075 0.066 0.058 0.052 0.047 0.043 0.040 0.037 0.034 0.032
9g0 EF 0.087 0.079 0.073 0.067 0.062 0.057 10.054 0.050 0.047 0.045
89
Table 5-40 Distribution of Ground Instantaneous CO Concentration at Leeward of Yima-Mianchl Section (Late Operation Stage: 20201unit: mg/M3
Interval Angle Stability 20 40 60 80 100 120 140 160 18o 200
D 4.354 3.702 3.107 2,660 2.322 2.061 1.854 1.686 1.548 1.431
22.50 EF 4.770 4.418 3.913 3.471 3.107 2.810 2.566 2.361 2.188 2.040
Day Peak D 4.354 3.702 3.107 2.660 2.322 2.061 1.854 1.686 1.548 1.431
22.50 EF 4.770 4.418 3.913 3.471 3.107 2.810 2.566 2.361 2.188 2.040
D 0.020 1.717 1.441 1.234 1.077 0.956 0.860 0.782 0.718 0.66422.50
EF 2.213 2.049 1.815 1.610 1.441 1.304 1.190 1.095 1.015 0.946
Day Mean D 2.020 1.717 1.441 1.234 1.077 0.956 0.860 0.782 0.718 0.664
22.50 EF 2.213 2.049 1.816 1,610 1.441 1.304 1.190 1.095 1.015 0.946
D 1.523 1.295 1.087 0.930 0.812 0.721 0.648 0.590 0.541 0.500
22.50 EF 1.668 1.545 1.369 1.214 1.087 0.983 0.897 0.826 0.765 0.713
Night Mean D 1.523 1.295 1.087 0.930 0.812 0.721 0.648 0.590 0.541 0.500
22.50 °EF 1.668 1.545 1.369 1.214 1.087 0.983 0.897 0.826 0.765 0.713
90
(able 5-41 Distribution of Ground Instantaneous NO. Concentration at Leeward of Yima-Mianchl Section (Late Operation Stage: 2020)unit: mglms
Interval Angle Stability 20 40 60 80 100 120 140 160 180 200
D 0.319 0.271 0.227 0.194 0.170 0.151 0.035 0.123 0.113 0.104
22.50 EF 0.349 0.323 0.286 0.254 0.227 0.205 0. 188 0.173 0.160 0.149
Day Peak 1 D 0.319 0.271 0.227 0.194 0.170 0.151 0.135 0.123 0.113 0.10422.50 EF 0.349 0.323 0.286 0.254 0.227 0.205 0.188 0.173 0.160 0.149
D 0.148 0.125 0.105 0.090 0.078 0.070 0.063 0.057 0.052 0.04822.50 EF 0.162 0.150 0.133 0.118 0.105 0.095 0.087 0.030 0.074 0.069
DaV Mean D 0.148 0.125 0.105 0.090 0.078 0.070 0.063 0.057 0.052 0.048
l22.5° EF 0.162 0.150 0.133 0.118 0.105 0.059 0.087 0.080 0.074 0.069
D 0.111 0.094 0.079 0.067 0.059 _0.052 0.047 0.043 0.039 0.036
22.50 EF 0.121 0.112 0.099 0.088 0.079 0.071 0.065 0.060 0.055 0.052
Night Mean D 0.111 0.094 0.079 0.067 0.059 0.052 0.047 0.043 0.039 0.036
__ 22,5° EF 0.121 0.112 0.099 0.088 0.079 0.071 0.056 0.060 0.055 0.052
A io. 1 21 io.060 1 -~9
table 5-42 Distribution of Ground Instantaneous CO Concentration at Leeward of Mianchl-Sanmenxia Section ILate Operation Stage: 20203unit: mg/m
3
Interval Angle Stability 20 40 60 80 100 120 140 160 180 200
D 1.593 2.062 2.065 1.939 1.789 1.647 1.519 1.407 1.309 1.224
22.50 EF 1.294 1.908 2.105 2.113 2.045 1.950 1.848 1.749 1.656 1.570
Day Peak D 0.009 0.011 0.010 0.009 0.008 0.007 0.006 0.005 0.004 0.004
00 EF 0.007 0.008 0.008 0.008 0.007 0.007 0.006 0.005 0.005 0.004
D 0788 1.020 1.021 0.959 0.885 0.007 0.761 0.696 0.647 0.60522.50 EF 0.640 0.943 1.041 1.045 1.001 0.814 0.914 0.865 0.819 0.776
Day Mean D 0.004 0.005 0.005 0.004 0.004 0.003 0.003 0.002 0.002 0.002
00 EF 0.003 0.004 0.004 0.004 0.003 0.003 0.003 0.002 0.002 0.002
D 0.594 0.769 .0770 0.723 0.667 0.614 0.566 0.525 0.488 0.45622.50 EF 0.482 0.711 0.785 0.788 0.763 0.727 0.689 0.652 0.617 0.585
Night Mean D 0.003 0.004 0.003 0.003 0.003 0.002 0.002 0.002 0.001 0.00100
EF 0.003 0.003 0.003 0.003 0.002 0.002 0.002 0.002 0.001 0.001
1003 001 .0
rable 6543 DistriNutlon of Ground Instantaneous NO. Concentration at Leeward of Mlanchl-Sanmenxia Section (Late Operation Stage: 20201unit: mg/m3
Interval Angle Stability 20 40 60 80 100 120 140 160 180 200
D 0.124 0.161 0.161 0.151 0.139 0.128 0.118 0.110 0.102 0.095
22.5 EF 0.101 0.149 0.164 0.165 0.159 0.152 0.144 0.136 0.129 0.122
Day Peak D 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000
00 EF 0.00 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000
D 0.057 0.074 0.074 0.070 0.064 0.059 0.055 0.05 1 0.047 0.04422.5 EF 0.046 0.069 0.076 0.076 0.074 0.070 0.066 0.063 0.060 0.056
Day Mean D 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000
00 o EF 0.000 0.000 0.000 0.000 0.000 .0.000 0.000 0.000 0.000 0.000
D 0.043 0.056 0.056 0.052 0.048 0.044 0.041 0.038 0.035 0.03322.5 EF 0.035 0.051 0.057 0.057 0.055 0.053 0.050 0.047 0.045 0.042
Night Mean D 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000
0 . _ O IEF 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000
93
5.3 Social Environmental Impact Assessment
Procurement of cement, steel, timber among other building materials required for the roadconstruction will promote the local industrial development.
In the construction stage, a total of 20 million workdays will be required, which willprovide the local dwellers with more jobs and higher incomes.
Also, a plenty of food, vegetable and meat among other produce will be required in theconstruction period, which will provide more opportunities for produce sales. Utilization ofthe infrastructures in the local cities and townships will be improved.
Many vehicles from the local communities will be engaged in hauling building materials.This will promote the local communication and transportation development.
The road will be provided with 7 interchanges spaced at an average interval of 21 km, 27overpasses, 137 passageways and 66 through-cut overline bridges (at average space of1.5/km). Such passageways include:
Xiang-village road 6.3 x 3.5 mTraitor-ploughing road 4.0 x 3.0 mWalkway 3.0 x 2.3 m
All grade highways cross by the road will be provided with interchanges or overpasseswhile out-of-grade roads, xiang-village roads and tractor-ploughing paths are furnished withpassageways or overline bridges. Communications blockage will be brought about uponcompletion of the road. As a result, impacts on normal communication and farming of thelocal communities will be minimized.
The road, when completed, will cut down passenger and cargo transportation cycles,which will reduce fuel consumption and transport costs. Access between east and westparts of the project area will be easy and will provide opportunities for commodities toenter the market very soon. This will greatly push forward the local economy.
Upon completion of the road, convenient communication and transportation will furtherimprove the investment environment and attract more foreign funds.
Creation of the road will be beneficial for rational movability of labor forces such that morejobs will be available.
5.4 Landscape Impacts
The project area is of a complicated topography In some areas, the land fluctuates to agreat extent. With developed gullies and low vegetation coverage, the existing landscapeis just so so.
Large quantities of embankment and excavation works required the road will significantlydestroy the natural landscape in limited areas.
Upon completion of the road, artificial efforts will be made to add some new contents tothe existing landscape. The project design has incorporated consideration attempting to
94
fit the road into the local natural landscape provided the general layout, plane curve radiusand maximum longitudinal slope among indices are satisfied.
Sections of the road in mountain and hilly areas are aligned by making full use of thetopographic features. Some sections are arranged to go along the massif contour. In caseof a large gully, an overline is built to minimize any possible destruction of the physicalconfiguration of the gully. Aesthetic effect is considered in design of bridges under thecondition of rational structure. Especially, the super-large bridge across the Qinglong Riverat kl 16 + 740, with a length of 1912.1 m and height of 80-odd m, will also cross NationalRoad 310, Long-Hai railway. Continuous rigid structures with large span will be used, withthin-walled hollow pier studs. The bridge will look magnificent and majestic. It will provean important new spot.
The road is altogether provided with 5 interchanges which are single hom-shaped exceptthe Y-shaped interchange located east of Sanmenxia. With nice-looking configuration andsmooth ramps, these will be also important spots.
The road design include efforts to afforest the slope and vicinity of the land area used forthe road such that this new landscape will be integrated into the physical nature.
Upon completion of the road, natural landscape destruction due to construction activitieswill be replaced by new manmade efforts.
5.5 Risk Analysis of Traffic Accident
In accordance with geological data, the road will not face much possibility of mud-stoneflow and massif slide which will interfere with the road operation.
The recommended alignment scheme avoids the large coal subsidence at Guanyintang suchthat subgrade instability as a result of ground settlement will not be the case.
In the project design stage, Henan Provincial Seismic Association verified, as entrusted,the basic earthquake intensity and conducted bridge/culvert antiseismic design so thatimpacts of possible earthquakes will be minimized.
When the road is open to traffic, large traffic flow and high speed of vehicles, especiallythose carrying harmful, toxic, flammable and explosive materials, will provide morechanges of traffic accidents. In the event of any traffic accident, great environmentalimpact will be suffered. Apart from proper management to keep the road always in goodcondition, emphasized efforts are required to properly handle management of vehicles anddrivers, see Chapter 6 for detailed countermeasures.
5.6 Other Environmental Impacts
5.6.1 Environmental Impacts Contributed by Service Zones
All boilers in the service zones will fumished with precipitators such that the smokedensity will satisfy the national standard of 'Emission Standard for Smoke of Btoiler". Theboilers are design not to be lower than 1.5 times of the highest structure in the vicinity.So gas from boilers will not bring about significant environmental impacts.
95
In the short run, wastewater from service zones are proposed to be simply treated, beforedischarged, in septic tanks as follows:
wastewater -septic tank discharge
Provided it financially allows in the long run, such wastewater will be disposed as follows:
oil-containing wastewater-oil separation tank- deoiling
wastewater
domestic wastewater-*septic tank--*aerobic biologicaltreatment---.precipitation-----edischarge
Therefore, provision of service zones should properly planned to reserve wastewatertreatment places. Drainage from these zones will be treated to meet relevant standardsbefore discharged.
Domestic rubbish in these zones should be centrally placed and then buried in depressionsin line with topography here.
As above analyzed, environmental impacts in such zones will be minor provided propermeasures are to be implemented.
5.6.2 Project Impacts on Water Intake Works
Generally, the expressway will not affect quality of the surface water body. Even in theoperation stage, the road will not significantly affect the Qinglong River water quality.
Huaipa water pumping station in Yima divert the Yellow River flow from Xipo Village,Huaipa xiang of Mianchi County, and deliver it bridge gap of domestic water demand inYima. The works include a regulation reservoir at Xiduan Village. The area west of thisreservoir up to the Yellow River is mountainous where water is delivered via tunnels,aqueducts and canals. From the reservoir to the city proper of Yima, delivery conduits areall closed prestressed concrete pipes which will be crossed by the road. Consequently, thewater quality will not be degraded. For this purpose, the road will be provided withculverts to facilitate maintenance of delivery conduits. The designed construction scheduleof the water pumping works is 3 years which will overlap the construction period of theroad which, however, will only bump into the pumping station at a single place, and theintersecting distance is very short. So interference of construction will not be significant.
In Mianchi County, the Yanghe water intake project provides Mianchi County seal withwater diverted from the Yanghe River northwest of the county seat. The road will comeacross the closed delivery conduit, but a culvert will be provided. Likewise, the road willalmost cause no impact on this water intake project.
96
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Chapter 6 Environmental Protection Measures. EnvironmentalManaaement and Monitorinn Programs
6.1 Analysis of Altemative
In the project design stage, quite a few comparative alignment schemes (altematives) wereproposed. The most important is the alternative scheme close to Guanyintang.
From Mianchi to Sanmenxia, there is a large work-out coal subsidence north ofGuanyintang. It is hard to the ground settlement in such subsidence to come to an end ina short time period. There are two alignment schemes for this place, one is to go south ofGuanyintang, by a roundabout way, to avoid the coal subsidence, and the other is to gothrough the work-out coal mine and to straightly head west. Table 6-1 gives comparisonof these two altematives in respect of length, work quantity, geology and environmentalsetting.
6.1.1 Length of Route
As the aforesaid table reveals, the south scheme is 3.469 longer than the north one. Ascalculated on the basis of the unit cost of this road, i.e. 30 million RMB, the south schemewill cost 100 million RMB more than the north one. Moreover, the south route passestwice across National Road 310 and Long-Hai railway, and the configuration is inferior tothat of the north scheme. In this aspect, the north scheme is superior to the south one.
6.1.2 Quantity of Main Works
Land coverage of both schemes is very similar, but soil works quantity of the southscheme will be approximately 2 million m2 more than that of the north alignment scheme.Either scheme needs 4 super-large bridges, but the total of such included in the south is1500 m longer. While the south scheme needs more bridges of varying sizes, culverts andoverpasses, the north scheme will ask for provision of 2660 m two-way tunnels whichhave to be completed with adequate ventilation and lighting among other facilities. Thesouth scheme does not required such provision.
In terms of the total quantity of works, these two schemes do not greatly differ to oneanother.
6.1.3 Topography, Geomorphology and Engineering Geology
The south route is situated where the topography is relatively flat while the north schemepasses through fluctuating land areas.
The north route directly passes through the work-out coal mine area, which representspossibility of ground settlement. As time being, there is no desirable subgrade treatmentmethod to deal with such geological conditions. And there is no pioneering project of sucha nature in China. As envisaged, the treatment is to separate underground coal miningroadways with masonry walls plus rockfill mud jacking method, and to apply high-pressuregrout treatment to drillholes made at given depth under the ground. But it is difficult andexpensive to do so. The north route is alignment where there are many coal mine shafts.In some areas, mining is under way or is to proceed. To this end, it is necessary to reservemining pillars such that the existing coal mines will suffer some loss.
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Road Pavement
Solid Industrial Wa5te
re S
Figure 6-1 Sketch of Solid Industrial Waste Use
Table 6-1 Comparison of South-North Route Alternatives at Guanyintang
No. Item Unit South Route (k70+300-kg8+769) North Route IBk7O+300-9K95+300)
1 Length of Route km 28.469 25.0002 Minimum Radius of Horizontal Curve M/pc 2000/1 3000/33 Land Use for the Road mr 1590000 1514016
iExcavation m 3 5553427 41407604 Subgrade Soil Work Backfill m3 3853680 3435469
5 Super Bridge rm/each 3412.54/4 4993.95/46 Large, Middle & Small Bridge m/each 1245.7/4 550.24137 Culvert rm/each 1242.6/24 . 1244.9/188 Overpass m/each 841.24/0 123.64/39 Tunnel m/each 266010 Topography, Geomorphology Relatively flat Fluctuating land11 Engineering Geology, Subgrade Stability With mine fields not mined, to reserve With mine field subsidence, subgrade is
pillars to ensure subgrade stability hard to treat
T.S.P. mg/m3 0.080-0.560 0.020-0.517
Air CO mg/m3 2.05-7.10 2.96-5.23
Environmental NO. mg/rn 0.005-0.028 0.005-0.04212 Situation Environmental Day dBiAI 41.4 52.0
Noise Night dB(A) 36.9 43.0
Lead In Cropped Layer mg/kg 33.01 30.23
13 Magnitude of Ecological Impact Relatively Insignificant Relative significant
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The south alignment scheme avoids the worked-out mine area. There is underground coaldeposits along this scheme, though, they are not mined now. So mining pillars can bereserved to ensure subgrade stability.
It is obvious that the south scheme is superior in this respect.
6.1.4 Environmental Setting
In monitoring of the environmental setting, a monitoring point at set at Beixiecun on thenorth route. Table 6-1 includes comparison of environmental setting monitoring results ofthis point versus Shishuicun on the south route.
As the monitoring results suggest, both schemes are exposed to similar environmentalsetting except that there are fewer populations along the north route. 'In environmentalsettings of both schemes are relatively good.
6.1.5 Recommended Scheme
Based on the previous all-round analysis, the south scheme is recommended herein,namely, the scheme which goes south of Guanyintang, by a roundabout way, to avoid thecoal subsidence.
6.2 Environmental Protection Measures
6.2.1 Environmental Mitigation Measures in Design Stage
6.2.1.1 Environmental mitigation measures were incorporated into the project designin principles as listed in Table 6-2.
6.2.1.2 The road alignment has given due consideration to the local networkplanning. To regulate macro benefits, public consultation has been conducted to knowwhat the local govemments and communities think. Also, the following principles havebeen taken into account:
a. To take Luoyang, Xinan, Yffna, Mianchi and Sanmenxia among other major citiesand townships as main control points, with consideration to connection of the roadwith Weinan-Untong expressway in Shannxi Province;
b. To arrange the road on both sides of Long-Hai railway and National Road 310 soas to properly link the road with the existing railway and highway network;
c. To keep the road "not so close to enter but not so far to avoid' major cities andtownships in line with short and long-term development plans thereof such that theroad is 3-7 km off these cities and townships;
d. To avoid important archaeological sites and villages as many as possible so as tominimize relocation and resettlement work and to mitigate adverse impacts oncultural relics and villages;
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e. To avoid worked-out coal mines among other geologically-improper areas in linewith coal mining plans.
Table 6-2 Environmental Principles Considered in Design Stage
Description Environmental Principle
Route Selection To properly align by roundabout way or other measures in line with thetopography and road network.
Social Disruption Adequate number of interchanges; overpasses, underpasses andthrough-cut overline bridges were designed.
Soil Erosion To stabilize slope with engineering and biological measures so as tocontrol waterlsoil loss. Planting of trees and grass on median dividerand along the roadside was included in the design. As appropriate,water sumps will be designed to lead natural slope water to naturalditches or other drainage facilities.
Earth Works To longitudinally allocate soil works, reduce the quantity of soilborrow/spoil and minimize damage to topography, vegetation andfarmland.
Water Pollution Waste water treatment facilities were designed for service zones.
Noise Noise barriers, brick walls, double glass windows or other measureswere identified and integrated in the design.
Flooding To provide adequate number of large. medium or small bridges andculverts in line with the actuality, to consider adequate flood frequencyin design.
Cultural Relics Cultural relics survey was carried out, archaeological salvation will beundertaken.
Afforestation To consider militation of exhaust gas and traffic noise mitigation byaesthetic effect.
Landscape Afforestation design paid due attention to aesthetic effect. Bridgedesign also included considerations to aesthetic effect.
6.2.1.3 Adequate attention is given to proper longitudinal allocation of soil workssuch that spoil materials from excavation works are used for embankment to minimize useand destruction of farmland due to borrow/spoil operations on farmland and to reduceagricultural impacts and vegetation destruction.
Whenever it is difficult to longitudinally allocate soil works such soil materials required forembankment fail to be satisfied, central soil borrow will be done at fixed positions locatedat highland or wasteland on both sides of the road. But excavation depth is required to becontrolled for facilitating future re-ploughing the borrow pits. In case of section withextremely high embankment, overline bridges will be provided to minimize use of soil. Spoilareas are located at depressions so as not occupy any farmland. Prior to spoil soil, thetopsoil should be put aside. And spoil areas must be levelled, upon completion of theworks, and then covered with the topsoil for the purpose of re-ploughing.
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6.2.1.4 The local economy is relatively advanced. To give due consideration to thelocal interests, interchanges will be set up at important townships in addition to majorcities and county seats. Altogether, there will be 7 interchanges spaced at an averageinterval of 22 km. The road will be provided with 27 overpasses, 139 passageways and66 through-cut overline bridges such that normal communication and farming will not beaffected as a consequence of the proposed road.
6.2.1.5 The road is to be supported by 10 super-large bridges, 31 large ones, 4middle. and 7 small-sized ones, as well as 111 culverts. The super-large bridges aredesigned to withstand floods once in 300 years while the other bridges and culverts applyflood probability of 1 %. This ensures that the existing function, flow pattem and dischargeof the rivers, ditches and canal will not be deteriorated.
6.2.1.6 Detailed resettlement implementation plans were worked out in the projectdesign stage. Well established organizations will be provided such that relocation andresettlement work will be completed prior to commencement of construction activities.
6.2.1.7 Henan Archaeological Research Institute has finished resurveying andexploring cultural relics along the road, and has developed archaeological salvation plans.Salvation of the cultural relics will be completed prior to commencement of the project.
6.2.1.8 In design of slopes, high embankment slopes will be stabilized with groutedscabbling, concrete grids, shotcrete and grass while deep cut slopes are protected withgrouted scabbling, concrete grids, shotcrete or sprayed grass seeds in line with thegeology, ramp height and slope. Also, water sumps will be provided, as apprcpriate, tolead natural slope water to natural ditches or other drainage facilities.
6.2.1.9 Afforestation envision is improved to include aesthetic effect of mediandivider, slope and ditch as well afforestation beyond the land coverage of the road. Designof bridges also includes aesthetic effect provided that their proper structure is guaranteed.The design also proposes provision of manmade landscape at both service zones andinterchanges such that the local landscape will be improved.
6.2.1.10 Service zones will be fumished with wastewater treatment facilities andboilers are designed to be equipped with dust precipitators.
6.2.1.11 It is proven, by Henan Provincial Archaeological Institute, that there arealtogether 10 underground archaeological sites distributed dlong the proposed road. Allarchaeological salvation and protection activities will be completed after land acquisitionand prior to the project commencement.
6.2.1.12 For this expressway to contribute to the local landscape after its completion,the afforestation design has considered the integrity of different plants such that thelandscape will differ from place to place.
Super and large-sized bridges are designed to be of T-shape configuration and differentspan values to avoid simplicity and similarity. Also, guardrails are different from bridge tobridge such that each bridge has its own unique characteristics.
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6.2.2 Environmental Protection Measures for Construction Stage
6.2.2.1 According to the quantity of works, layout of structures and administrativejurisdiction, this expressway is proposed to be divided into 8 lots, namely,
Lot 1 kO + 000-k12 + 385 Mengjin-Luoyang outskirts section 12.385 kmLot 2 kl2+385-k38+915 Xinan section 26.530 kmLot 3 k38 +915-k47 +228 Mianchi section 11.756 kmLot 4 k47+228-k56+557 Yima section 9.329 kmLot 5 k60+000-k81 +795 west Mianchi section 21.795 kmLot 6 k81 + 795-k99 +060 east Shanxian section 16.797 km
(k96 + 467.994 = k96 + 000, chain breakage, 468 m shorter)Lot 7 k100+000-k109+359 west Shanxian section 22.989 km
k122+070-k135+700(k 100 +000=k99+060, chain breakage, 940 m shorter)
Lot 8 k109 + 359-kl 22 + 070 Hubin (Sanmenxia) section 12.633 km(kl22+070-kl21 +992.142, chain breakage, 77.8 m shorter)
All these lots almost deserve the same environmental protection measures in constructionactivities as summarized in Table 6-3.
6.2.2.2 Provided the work quality is not affected, solid industrial wastes such as flyash and slag as included in Table 6-3 may be applied to embankment sections so as toreduce soi; demand. Such wastes are to be used as shown in Fgure 6-1.
6.2.2.3 As required by subgrade compaction, each of the 8 lots should be equippedwith a watering car which will also serve xiang-village earth paths used to building materialhauling purposes. Requirements in this respect are spelled out in Table 6-3.
6.2.2.4 Wherever it does be difficult to carry out central lime-soil mixing, decentralroadside mixing is allowed provided it is far from any village and construction workersengaged in such activities are provided with necessary protection devices.
6.2.2.5 All and any environmental measures for the construction stage shall beincorporated into the tender documents of each lot such that the contractors will be awareof and comply with such measures.
6.2.2.6 In case of any road section passing through coal field, alignment, statementof construction and land requisition requirement shall be given to the coal mine as well itsresponsible department and the' local government such that the mining plan would beadjusted, as appropriate. This is to ensure that mining pillars will be reserved at properlocations and that the subgrade will be stable. Also, this is to ensure that mining and roadconstruction activities will not interfere with each other.
6.2.3 Environmental Protection Measures for Operation Stage
6.2.3.1 Environmental impact mitigatingloffsetting measures forthe operation stageare summarized in Table 64, while Tables 6-5, 6-6 and 6-7 separately include 'AllowableNoise Standard for Motor Vehicles" (6B1495-79), "Emission Standard for Smoke fromDiesel Vehicle at Free Acceleration" (GB3843-83) and "Emission Standard for Pollutantfrom Gasoline Vehicle at Idle Speed" (GB3842-83) related to environmental measuresproposed for the operation period.
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6.2.3.2 For mitigating or avoiding environmental impacts due to accidental eventsin the operation period, the following measures are proposed herein:
a. Enhanced management of vehicles to ensure they are in good condition;
b. Strengthened training services for drivers to forbid any driving in drunkness andfatigue, and to forbid any forcible overtaking;
c. Any vehicle carrying toxic, harmful, flammable, explosive and volatile among anyother dangerous things should have permissions issued by public security, fire andcommunications departments;
d. In case of windy, snowy, foggy and freezing days, vehicles should be driven atlimited speed, or sections of the road should be closed as appropriate;
e. Dynamic management and monitoring of vehicles driving on the road should beenhanced such that any abnormal condition would be promptly reported;
f. In case of any explosion and fire, fire departments should be promptly informed andthe road section involved should be closed before such event is properly treated;
g. In case of any traffic pollution event, emergency remedies should be provided asrequired, and responsible environmental agencies at different levels should beimmediately informed such that corresponding measures can be taken asappropriate;
6.2.3.3 Since rural housings generally face the south with gates and windows insouth rather than north walls. As a result, villages on the right side (north) of the road willbe exposed, in fact, to more traffic noise impacts than those on the other side. Relatively,these villages on the right deserve better efforts to mitigate traffic noise impacts.
6.2.3.4 In accordance with predicted traffic noise levels, it is necessary to providesound arresters in case of traffic noise Lq above 10 dBIA) above the standard so that thework and rest of the local residents will not be interfered because of the road construction.As screened, sensitive points deserving such sound arresters are as listed in Table 6-8.
It is necessary to provide the sensitive points included in Table 3-5 and other villages 100m off the road centerline as included in Table 3-4 with the following measures:
a. To raise fences of the first row of housings immediately close to the road;
b. To provide double windows for the first 3 rows of housing immediately close to theright side of the ro&i;
c. To surround villages with forest belts with a width not less than 30 m.
1O3
el Table 6.3 Summary of Environmental Protection Measures for Construction StageEgivlrorrmelrral Issue EInvitornenial Measueo ipinerentor Spev-lS
I. To p=operly arrapge longitudinal allocation cl subgtade soil wor: Henm Provinciall fnbormenlal Management Agency2 Ta bo ow sail hrom ighland In cose of inadequacy of embankment, but to control the excavation d,pit. VWith consid*teiBen to use of soald lndLnsurW waste Commradcatlons of tknan Provical KNtsiasde
Subglade Soil Spoil materials neobft; Rttconn lstst nee L Hghway Construction Authority.& Soil orrowIng 3. lO place excavaiton matricals In low-lying woos and la borrow soil fran highnd or facilialingr futute tclanatl: aeiglEnvamenuttl Ar hw
4. To lemrptafily piHd aside the cropped soil wherever Il S necesssay to borrow soil liom larinloird or to place excavalion rrtaletil In faimland, to level and to place Contractons Forastry & Constevanback tfil cropped soil lot farmland Itreoty; DepartmentsE. To stictly contcrl escavation depth so as to avoid borrow pits.
I. To mnexemis use of wastelaid or pOot land amd to miknize fiarnmland Conttactors Invironisniei MeiA9omni Agency otLasid Atea toe 2. To properly compensate for arty temporasy use of farmland according to the dutation cl sult occupaltoin: Ilan hevhtindd WIwt5dle tHeyttnipority Use 3. Upon completion of construction activities, to cleen the land lot totnporaay uoe snd to recover it: ColSoation AudtiitV. Leoel
4. To minimla larnd areas ltr remporsty use. Airentrttai. Land Menegntena Apaicltund Oopatmens
f. Shtteo thl Vnghlto and Olnngtongibn Rivers ee separately prolac ive drinkig water stoest of Miancir Courity arrd Sarernenxla City. construclion camps of the Contaetors Management Agay of HaranwalkeOs for construction of the brlidges hefe shotud be Ifn trom these rIvers to ensure the rIser wstai ntiality: ProvIncial tigtirtde ttighwar
Construction of 2. Any waste mateilbt resulting from blidge/ctrlvett constructIon should not be hl into the Ilivr tltIsrri to avoids airy irKtpa on the flood discharge capacity or oigInal Constructionr Authority. LocalBildge L Cldvaet functions of the tilvir; Envitrormental AgencieS
3. Not to destroy city of Ihe rIer dykes and not to affect the llwd dischage capaitdy;4. To not nairow tte otiginal rIver channel.
Domrestic Sewage t . To dlchasrge nigritioll and consumer wastewater star simply trested In septic lanks: ditto ditoIrorn Constructlon 2. Any constuner wasterwe, due to conairuction of blIdgea and civhets StI not bte 11 Into sietfac wale,:Workers 3. To stocWpi domestic trash for concentrated treatment.
Blown Oust Arising t. To sa' .c transportatlon route In a scientilic and caretd mvarwt so as to minlrtle imnteltece with lIre eitring communcatlons.to l nlrla hauing dcisltne end dilto dittoBian Buildig blcwr ml:Material 2. .wate;r the surface ot the Itaspoelalion route at leest twice In the morning aid twks ib tIre alitrrnsuii lstlcilaely In the sunmerl so as to reduce blown dust:Ttatnsltutiallosi I (o watser an caeof Ilhe aurface of fly n t for other said Intustrial wvastal Bid sod WI beV U tirlsatsi;
4t To COvtr llsti otoce of csltcett otrit mdite brig trutstlssted.
Vtatts.InIto"t I Crtlsittclktlat rttsttsl illsrul ltie stuc4rittit touyrisl l00 itt t ts irif ant ry vittirtl (o tst,9twiltta snot iatitro tN"$ Ot Wirsiait W any vat nlthnaMinlt,odd Shls.liptint; 2. Tu cuvw lIw ulucklptib hi cse ui raliiy, aimtwy ltk witahy layn
3. To silckllila rty cwietitlittk ialrut trell criltot batik ul I tser l fesw sc(lritl a tlv w rila rmr t ^ Hi lInril.
1 To furinsh piller, buidosoe, tadert, excavetor amdt ny olhetro nssour wce utpmetnt Wprtars wrilth ewgwgs fur roatct tihd physical health; dltto xittoCotretiuction Nashe 2. To keep malefisl hauing vehides In good condiltin so as to cut dowr noise Itpacts due to such vhlicls:
2 To equip Nghignolse equipmenlt with soundoptoof housing:4. To susp end contstuction activittie duking night houtse tom 22:00 to 6:0. W
filttrwt Oust dire to 1. To cuaitrily inix Itse ad sol irsl us: do tiltoILotte Suil Mixing 2 To loceat littl srIH soil nilxn plaits mote tIlt 200 m leeward of rossidrrita nt sin
3. to parvide ite alnd toil misrtg plans opersters with nteessary protectiotn measures. such as uguue istaks adst tu4et. v
1. To centrally mis saphalt concrete; ditto ditto2 To provide asphalt concrete delivery systers with preiitation dtvkies
Asptialt Smoke 3. To locals aspphilt coneiete batcNng plants mote than 200 m Ieward rasher than windward ul anry tsirlatllel atits;4. To providrt asphali concerte bhtchvng dtant oPetrstora withr teassary protedlion meaaure. stilt ns Mal work aind shrtetir sIlle of asposureto aosphalt smoke:5. To exercise iegular physical examinmtlmo on such operators so as to eptlace anyboy wilt. hroWtt loiultirlts ot to take other mxsswes as requlred dr
Undergowutid I. To suspend work for the purpose of protecting may dscoverod cutural reics: dito Local Archaeotogical AgenciesCuLlutal Relics to Be 2. To reort to archaeological departments:Discovered in 3 To provide cooperation and assistane In archtetdogical e aivetion:Conistrucilon 4. To essume work whtn atchaelogl excavation Is completed and the aichaeological depaIlrtunt aIlr*is work rssumptton.
I To sefect species of trees (ar gsul against Lirffwnt fmeatuire of the slope separating bret.X iasirlli cl leolrtly li tI: tlwenn Provinci Ernvitonntal Managment Agency2. To teatlorxst any previous greeland used for tlmporary purpostn upon completkon of crvralucxntsr; Communkstlcnm of t4entn PIorvncindal eghWadrt3. To etlorest previous wastetand used as borrow area or spoil er upan contplelion of corsrtmn. titer: Reconnaissnoe & kithwey ContrUuction Authority
Alltoastation 4. To consider aesihetiac atect In the alloatsterion design; Design nstitute.5 To Icorporate servtce lanes and teo station aftorestaliori Into Ihw dex gr: ContractoesB To biclude alltoletelion costs in the srnvkoriistttal protectlon cost esinate;F. To leuteer atfislostiolk work wilh 11 e natr works of tr1 exapreswey.
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Table 6.4 Summary of Environmental Measures for the Operation Period
Environmental Issue Environmental Measure lmplementor Supervisor
1. To exercise noise monitoring of vehicles and to atop anV vehicle falling to mrrest iOium rational suandard from entering Into tha road; ExpIessway Management. Provincial Department of2. Any low-speed vehicle shall not be allowed to go on this road: Traffic Police i High- Public Security.3. Any vehicle on this road should use low-voice horns, and pilot limp attilrvr hsin humi stiall be used for overtsking: gride Highway Oepartment 01
Traffic Noise 4. Not to sound the hotn in night hours; Environmenial Monitoring Communicatlons and Local5. To enhance road maintenance and to ensure road quality; Depanments Environmental AgenciesS. To provide comprehensive mossures for sonsitive points wilhout sound atresters within 200 m from the road. e.g. provlsion ofs ound-proof forest belts, raising lences and provision of doubleblaver glass windows.
1. To carry out exhaust monliorlng of vehicles and not to allow any vehicle farling to meet the national standard onto the road; ditto dittoVehicle Exhaust 2. To properly maintaln afforestation works and to ensure adequacy of gfeentielts:
3. Not to locate any more residential site, school, hospital or any other sensitive poirits within a ringe 200 m from both sides of throad.
WateflSoil Loss To properly protect the slope with tuft, sove concrete blocks or grids, to avoid water and soil lose due to scouring precipitated Expressway Maintenance ExpresswaV ManagementWallr. Squads Department
1. To adjust crop structure so that eatable tuberous root crops and vegetables, etc. are not grown within a range 160 m from the Local Agricultural Local Governments
Agricultural Impact road aides; Departments2. Considering lamp difluslon In night hours, It Is proper to grow light.resistant plants Icrops) In the vicinity of the roadside:
1. To set up wastewater treatment facilities for treating wstewtater before discharged from service zones, Expressway Management Local EnvironmentalSewage Ifrom 2. To equlp the boilers In the service zones with precipisators for the smoke concentration to satisfy the natlonal atandard; Department AgenclesService Zone 3. To enhance service zone management and to remove out arty ttesh li 0tIu riolit tirira:
4. To preveiit any oil leakage or fire disaster from occurilrrg at service stalirts nrutr Ihu service bares.
105
Table 6-5 Allowable Noise Standard for Motor Vehicles (GB1495-793
Type of Vehicle dB(A)
8 t S Load Capacity < 15 t 89
Load Capacity 3.5 t s Load Capacity < 8 t 86
Load Capacity < 3.5 t 84
Light-duty Off-country Vehicle 86
4 t S Total Weight < 11 t 86Bus Total Weight < 4 t 83
Car 82
Table 6-6 Emission Standard for Smoke from Diesel Vehicle at Free Acceleration(GB3843-83)
Item Category Limit, Wave Unit
Newly-produced & Imported Vehicle sR6, 5.0Smoke Density Vehicle in Use SR6, 6.0
Table 6-7 Emission Standard for Pollutant from Gasoline Vehicle at Idle Speed(GB3842-83)
Item Category Umit
Newly-produced Vehicle <5%
CO Vehicle in Use c6%Imported Vehicle c4.5%
Newly-produced Vehicle S2500 ppm
HC Vehicle in Use 5 3000 ppmImported Vehicle S 1000 ppm
6.2.3.5 The local housing are almost single-storeyed with a height of 4.0 m. Ascalculated, 2.5 m high sound arresters will be able to keep the sensitive points within inacoustic shadow Such that noise attenuation will be achieved. There are lots of modes tobe used for sound arresters, some of them are as shown in Figure 6-1. The buildingmaterials to be used to such sound arresters should be selected with consideration to thesound absorptivity. Such materials include super-fine glass wool, mineral wool, rock wool,cement expanded perlite board and slag expanded perlite board. Brick walls (especiallypolished brick wall) are less sound absorptive. Building materials cab be selected in lightof the cost among other factors. Generally, such sound arresters are able to reduce noiseat nearby sensitive points by 10 dB(A).
106
Raising fences on the side immediately close to the road is of the same effect as soundarresters.
It is reported that noise reduction is only about 4 dBIA) with all doors and windows openand the reduction is some 10 dB(A) with all of such close. With double windows being fullclose, noise attenuation is as high as 20 dB(A).
Forest belts with a width not less than 30 m cut down noise level by 5 dB(A).
As predicted, the maximum traffic noise level at sensitive points may be 25 dBIA) abovethe EIA standard (in night hours at Shijicun in the late operation stage). With the measuresstated in Paragraph 6.2.3.3, noise level at sensitive points furnished with sound arresterswill be cut down by 20-30 dBMA) while that at other points or villages is reduced by 10-20dBIA). In this way, the environmental noise level at these sensitive points or villages willsatisfy the standard rather than interrupt normal livelihood of the local residents.
6.2.3.6 Instantaneous N0, concentration at leeward of the road in the operationstage may break the EIA standard. Save for the measures included in Table 6-4, thisproblem can be dealt with by improving vehicle combustion technology to reduce NO.discharge.
6.2.3.7 To reduce lead cumulation in the arable layesr on both sides of the road,active efforts are required to spread use of lead-free fuel and to use as many dieselvehicles instead of gas ones.
6.3 Environmental Management Program
6.3.1 Henan Provincial Department of Communications has already provided HenanProvincial High-grade Highway Construction Authority (to be turned into Henan ProvincialHigh-grade Highway Administration) with a special environmental protection agency witha staff of 5 persons 3 of which whom are now available, including 1 senior engineer, 1engineer and 1 assistant engineer. This agency has begun to exercise the responsibilitiesof environmental management involved in high-grade highways in Henan Province.
6.3.2 The environmental terms of reference of this agency includes:
a. To ensure compliance with environmental protection policies, laws and regulationsof the Government, Henan Province and the Ministry of Communications, and towork out environmental management procedures on the basis of such policies, lawsand regulations and in line with the local actuality and features of the high-gradehighways built, being built and to be built;
b. To develop environmental work plans and to be in charge of implementationsurveillance and routine management of environmental measures exercised inconstruction activities of high-grade highways;
c. To organize and coordinate environmental research and information work for bothconstruction and oparation periods of high-grade highways, and to spread up-to-date environmental protection experience and technology;
107
Table 6-8 Sensitive Points Deserving Sound Arresters
No. Chainage Sensitive Point Location of Sound Arrester Length (m) Time for Provision
1 k3 + 820- k4 + 080 Shuiquan Both Sides of the Roiid 260 on left, 160 on right Built with the road on right, inL____________________ -________________ _ _2010 on left
2 k6+950-k7+050 Lingou Left Side of the Road 100 Built by 1999
3 k7 +640-k7+760 Beizhuanggou Left Side of the Road 120 Built in 2010
k8 + 020- k8 +080 Left Side of the Road 60 Built in 2010
4 klO+600-klO+700 Huocun Left Side of the Road 100 Built by 1999
5 k26+020-k26+ 100 Pailou Right Side of the Road 80 Built in 2010
6 k44 + 040 - k44 + 200 Dicun Right Side of the Road 160 Built in 2010
7 k56+900-k57+080 Zhanggou Right Side of the Road 180 Built in 2010
8 k66+600-k66+900 Goudong Right Side of the Road 300 Built in 2010
9 k73+890--k74+000 Jiexiadongwa Right Side of the Road 110 Built in 2010
Note: The total length of these sound arrester is 1610 m, including 360 m at 3 points required to proceed with the road and 1250 marranged at 8 points to be completed by the year of 2010.
108
d. To distribute environmental monitoring assignments devoted to construction andoperation periods of high-grade highways;
e. To investigate and deal with any traffic pollution events occurring on high-gradehighways; -
f. To properly handle longitudinal and horizontal cooperation in environmental work,to collect and interpret environmental monitoring and research data, and to promoteinternal environmental protection work.
6.3.3 Luoyang and Sanmenxia Project Offices for the construction of this road will be setup and will be furnished with environmental protection sections (each of which is to bestaffed with 2 full-time persons) to be responsible for the routine environmental work inthe construction period of the road.
6.3.4 In the construction period, each of the proposed B lots will designate a person whowill be responsible, on a part-time basis, for surveillance and management on the regularenvironmental work involved in his lot and will assist in supervising implementation ofenvironmental measures for his lot.
6.3.5 Upon completion of this road, Luoyang and Sanmenxia Project Offices for the roadconstruction will be tumed into expressway managements which will remain the existingenvironmental sections and staff. Mengjin, Xinan, Yima, Mianchi and Shanxian along theroute will also set up their separate expressway management sub-agencies. Each of theformer 3 will be staffed with 1 full-time environmental manager whi!e either of latter 2 areprovided with 2 persons for such purposes. These environmental managers will handleregular environmental management of each lot under the leadership and coordination ofthe special environmental management agency included in Henan Provincial High-gradeHighway Construction Authority.
6.3.6 Environmental management networks for construction and operation periods of theroad are as illustrated in Figure 6-2 and Figure 6-3.
6.4 Environmental Monitoring Program
6.4.1 Henan Provincial High-grade Highway Construction Authority has already formeda high-grade highway environmental monitoring center with 24 out of the establishmentof 30 persons are now available, including 2 senior engineers, 10 engineers and 12assistant engineers. Having received professional training, all of these are competent towork.
Equipped with some monitoring instruments and equipments as listed in Table 6-8, thecenter is competent to carry out environmental monitoring activities.
This center, under the leadership of Henan Provincial Department of Communications andHenan Provincial High-grade Highway Construction Authority, belongstothe environmentalmanagement agency of the latter.
6.4.2 Environmental monitoring in both construction and operation periods will be focusedon air, noise and vibration though surface water is also one of the monitoring items. Sincethe road has covers long distance and many monitoring points, it is impractical for the
109
Communications Environmental Monitoring Center to carry out all regular environmentalmonitoring activities involved in the construction and operation periods all roads in theprovince. In respect of this road, the environmental monitoring work in construction periodis proposed to be entrusted to the local environmental monitoring agencies. When thecenter has completely built up its monitoring competence, it will be held responsible forregular monitoring activities in the operation stage.
But the center will be responsible for preparation and implementation of monitoringprograms, quality assurance, study and selection of monitoring methods and monitoringmanagement. Also, it will summarize, count,.interpret, analyze and report monitoring data.
6.4.3 The environmental monitoring network is as shown in Figure 6-4. Figure 6-5 is theenvironmental monitoring data submission process.
6.4.4 Before entrusting the local environmental monitoring agencies with environmentalmonitoring work of this road, the communications departments will examine the personneland equipment of such agencies to confirm their monitoring competency and to ensuresmooth monitoring work. While defining mutual responsibilities and obligations, the letterof assignment will expressly state monitoring point, item, time, frequency, method, datareporting and any other matter as concerned.
6.4.5 Environmental monitoring programs for the construction and operation of the roadare respectively described in Table 6-9 and 6-10.
6.5 Personnel Training Program
6.5.1 According to the situation of high-grade highways (including those being and to bebuilt) existing in Henan Province, the environmental management agency under HenanProvincial High-grade Highway Construction Authority and the CommunicationsEnvironmental Monitoring Center of Henan Province will be provided with 35 persons,including 5 environmental managers and 30 monitors.
6.5.2 Out of the aforesaid 35 persons, 24 persons have already been trained and the restwill be locally trained. Training activities in respect of environmental management mainlyrelate to environmental management of communications construction projects, especiallyhigh-grade highway projects. The environmental monitoring personnel will be trained inrespect of monitoring technology, management, data processing and quality control.
6.5.3 Full-time environmental managers of all sections (or the lots in the constructionperiod) and part-time personnel will be provided with concentrated training services to beorganized by Henan Provincial High-grade Highway Construction Authority such that asolid base will be formed for environmental management of the road.
6.5.4 The Environmental Monitoring Center and the Communications EnvironmentalMonitoring Center of Henan Province will organize training services for all the personnelto be engaged in the environmental monitoring in construction and operation periods of thisroad such that they will be quite aware of the monitoring item, analysis method andprinciple, work process and data processing.
11*0
Figure 6-2 Environmental Management Network for the Construction Period
ENVIRONMENTAL MANAGEMENT AGENCYOF HENAN PROVINCIAL HIGH-GRACE a Three out of the S-person staff area avallablt*HIGHWAY CONSTRUCTION AUTHORITY and the rest 2 will be available by the end of 19f.
ENVIRONMENTAL PROTECTION SECTION |ENVIRONMENTAL PROTECTION SECTION(2) OF LUOYANG PROJECT OFFICE (2) OF SANHENXIA PROJECT OFFICE
1 1 z z I~~~~~~~~~~~ I I I
LOTI LO 2 LOT 3 LOT 4 LOT 5 LOT 6 LOT 7 LOT 1CKOOOOO-KIC2+3855) (KI +3B55K38+915) (|K384915-K47+228) (0K7#2284K56+557) (K60+000-K81+795) M K81+95-K99+060) (K1000+OO-K1O9+359) (1109+359-K1224070
I PART-TIME ' PART-TIME (K56+557-K60#000) 1 PART-TIME I PART-TIME I PART-TIME (KI22+070-K1354070) I PART-TIMEENVIRONMENTAL STAFF ENVIRONMENTAL STAFF 2 PART-TIME ENVIRONMENTAL STAFF ENVIRONMENTAL STAFF ENVIRONMENTAL STAFF 2 PART-TIME ENVIRONMENTAL STAFF
ENVIRONENTAL STAFF ENVIRONMENTAL STAFF
ENVIRONMENTAL MANAGEMENT OF LUOYANG-SANMENXIA EXPRESSWAY IN THE CONSTRUCTION PERIW0
111
Figure 6-3 Environmental Management Network for the Operation Period
ENVIRONMENTAL MANAGEMENT AGENCYOF HENAN PROVINCIAL HIGH-GRADEHIGHWAY HANAGEMENT AUTHORITY (Sj
'~~~~~~~~~~~~~~~~~
|ENVIRONMENTAL PROTECTION SECTION ENVIRONMENTAL PROTECTION SECTIONI(2) OF LUOYANG PROJECT OFFICE I(2) OF SANMENXIA PROJECT OFFICE |
~I I
I FULL-TIME ENVIRONMENTAL I FULL-TINE ENVIRONMENTAL 1 FULL-TIME ENVIRONMENTALI 2 FULL-TIME ENVIRONMENTAL I 2 FULL-TIME ENVIRONMENTALSTAFF OF MENGJIN MANAGEMENT| STAFF OF XINAN MANAGEMENT STAFF OF YIMA MANAGEMENT ISTAFF OF MIANCHI MANAGEMENT ISTAFF OF SHANXIAN MANAGEMENT
ENVIRONMENTAL MANAGEMENT OF LUrOYANG-SANMENXIA EXPRESSWAY IN THE OPERATION PERIOW
112
Table 6-9 List of Equipment Avallable In Henan Communications Environmental Monitoring Center
No. Description Specification & Model Unit Price (RMB) Qty (set) Remarks
1 Air Sampler 8000 20
2 Vehicle Exhaust Monitor 1
3 Dust Monitor 2
4 Cylinder-type Dust Monitor 2
5 Noise and Shock Monitor 2
6 Nitride and Oxide Monitor 1
113
Figure 6B4 Environmental Monitoring Network
HENAN PROVINCIAL HIGH-GRADE HIGHWAY|ENVIRONMENTAL MONITORIN CENTER
LUOYANG ENVIRONMENTAL SANMENXIA ENVIRONMENTALIMONITORING STATION MONITORING STATION
MENOJIN ENVIRONMENTAL XINAN ENVIRONMENTAL YIMA ENVIRONMENTAL I MIANCHI ENVIRONMENTALI ISHANXIAN ENVIRONMENTALIMONITORING STATION ONITORING STATIO MONITORING SATIONI MONITORING STATION MONITORING STATION
ENVIRONMENTAL MONITORING IN CONSTRUCTION AND OPERATION PERIODS OF LUOYANG-SANMENXIA EXPRESSWAY
114
Table 6-10 Environmental Monitoring Program for the Conatruction Period
Environmental Element Monitoring Point Monitorinq.Item Monitoring Time & Frequency Implementor Supervisor
2-3 points at asphalt concrete T.S.P., Asphalt 4 times a year in construction Environmental Henan Provincial High-batching plant of each lot and Smoke, period (once a quarter), each Monitoring Agency grade Highwayresidential sites nearby Benzonpyrene lasting 1-2 days, once In the Responsible for Each Environmental
morning and once In the Lot Monitoring Center,afternoon. Local Environmental
Air 3-4 points at lime/soil mixing T.S.P., Dust Random examination In Protection Agencies
plant and work site of each lot as construction period, once Inwell as residential sites nearby as the morning and once in thewell as hauling truck roads aftorinoon, but the total
number for each lot shall notbe < 6 times.
5-6 points at work site and major Environmental Random examinatlon Innoise source equipment of each noise Leq construction period, once in
Environmental Noise lot as well as residential sites the morning and once in thenearby afternoon, but the total
number for each lot shall notbe < 6 times.
2-3 points at vicinity of major Vibratlon Irregular random examination Henan Provincial Local EnvironmentalVibration vibration sources and structures of major vibration sources. High-grade Highwav Protection Agencies
nearby EnvironmentalMonitortlhg Center
One cross section 100 m Temperature, 6 times a year, i.e. twice In Environmental High-grade HighwaVSurface Water upstream and one 100 m permanganate each of dry, peak and Monitoring Agency Environmental
downstream of the bridge across index, SS,B0D6, average-flow seasons during Responsible for Each Monitoring Center,the Ginglonghe River oil, Pb, S2. bridge construction works. Lot Local Environmental
Protection Agencies
115
Table 6-11 Environmental Monitoring Program for the Operation Period
Environmental Element Monitoring Point Monitlring Item Monitoring Time & Frequency implementor Supervisor
Entries to the Road (Entry of Interchange) Exhaust, CO & HC of To carry out regular and Henan Provincial EnvironmentalGasoline Vehicle, random examination of Communications Protection Division
Vehicle Exhaust & Noise Smoka Dunsity of vehicles entering Into this Monitoring Center of Henan ProvincialDiesel Vohicle, Traffic road High-grade HighwayNoise Administration
Dongcun Primary School Ik6 +950) NO., CO, CnHnii, 4 times a year (January,Hebelcun ik25 +850) T.S.P. April, July & October) each ofLoupocun Ik47 + 550) which lasts 5 executive days.Zhuchengcun Ik70 +800) once respectively at 07:00,Zhanggoucun (k56 + 9501 11:00. 15:00, 19:00 hours.
Air Shilicun (k83 + 000)Yelucun Ikl 16 + 2001Chengcun (ki 33+600)Yichang Service Zone Ik1 5 + 300)Mianchl Service Zone (k69 +9761Service Zone In East Sanmenxia (kI06+580)
ditto Environmental Noise 4 times a year (January,Environmental Noise L. In day and night April, July & October) each of
hours which lasts 3 days, once inday and once in night hours.
One cross section 100 m upstream and one pH, SS, DO, 3 times a year, i.e. once InSurface Water 100 m downstream of the bridge across tlhe parliintgnilnto Index, ench of dry, peak and
Qinglonghe River BOD5, oil, Pb, S' average-flow seasons.
116
Figure 6-5 Process of Environmental Monitoring Data Submission
LBANK HENAN PROVINCIAL ENVIRONMENTAL PROTECTION AGENCY
ENVIRONMENTAL MANAGEMENT AGENCY HENAN PROVINCIALOF HENAN PROVINCIAL HIGH-GRADE ENVIRONMENTALHIGHWAY CONSTRUCTION AUTHORITY MONITORING CENTER
t t
"HNAN PROVINCIAL HIGH-CRADB HIGHWAYI| ENVIRONMENTAL MONITORING CENTERI
LUOYANG ENVIRONMENTAL ENVIRONMENTAL PROTECTION M ALMNXIA ENVIRONMENTAL ENVIRONMENTAL PROTECTIONMONITORING STATION SECTION OF LUOYANG FMONII TORING STATION _ SECTION OF SANMENKIA
t ~~~~MANAGEMENT KANAGEMENT
MONITORING STATION MONITORING STATION MONITORING STATION MONITORING STATION MONITORING STATION
117
ChaDter 7 Brief Economic Analysis
7.1 Economic Evaluation
7.1.1 Economic Cost
7.1.1.1 Transportation Cost
Highway-borne transportation cost is calculated as follows:C=501.3328 - 12.33045 + 0.10198 S2
S.,,.., = 86.04 - N/960 (expressway)S.xW,g= 1 56.7/N 16'9 (existing road)
in which,C =operation cost of transportation (RMB/1 000 t-km)S = vehicle speed (km/h)N =traffic flow (vehicle/d)
7.1.1.2 Adjustment to Construction Cost
Economic construction cost of the project is determined as shadow-price adjusted on thebasis of financial cost excluding tax, subsidy and reimbursement of price difference.
a. Shadow price adjustment of major building n:aterials is calculated as follows:
shadow price of foreign-trade commodity= port price + freight plus trade cost;shadow price of non-foreign-trade commodity=ex-works price + shadow freight+ trade cost
b. Shadow price adjustment of land: The present value of net income from farmlandareas to be covered by the road in the operation stage on the basis of total annualyield. In the calculation, it is assumed that the unit yield of wheat increased by atan annual growth rate of 2% and that of corn grows at 3% rate. The total shadowcost in the whole period of land use is farmland area timed by opportunity cost ofland.
c. Excluded breakdowns are: tax components included in building and fitting-in cost,power-supply subsidy considered in other capital cost, escalation cost included inthe contingency and regulation cost of fixed assets.
d. Interests and commitment charges of loans to be incurred in the construction periodare direct costs rather than reimbursements. In the economic evaluation, the annualinvestment plan in the construction stage includes the due interests andcommitment charges on the basis of the actual loan availability incurred in eachyear.
7.1.1.3 Calculations of Economic Cost
The total cost estimate of the proiect is 4100.8433 million RMB (including 235.945 millionRMB interests and commitment charges in construction stage). As adjusted, the economiccost is totals 3192.3532 million RMB.
118
With a unit cost of 30000 RMB/km, the regular maintenance cost required for each is 4.05million RMB on the average. The overhaul is arranged to take place in the 1 0th year uponcompletion of the project. The unit cost for such is 200000 RMBIkm.
Residual value of the project at the end of the evaluation term, assumed to be 50% of theeconomic cost, is included the total cost as negative.
7.1.2 Economic Benefit
7.1.2.1 Benefit of Road Upgrading
The total benefit of such nature is Bhj + Bkj,
Bhj = (Chw-Chy) x Qh (cargo transportation)Bki = (Ckw-Cky) x Ok (passenger transportation)
7.1.2.2 Benefit of Shorter Milage
The total benefit of such nature is Bhd + Bkd,
Bhd =Cho x Qhd (cargo transportation)Bkd = Cko x Qkd (passenger transportation)
7.1.2.3 Value of Saved Cargo Transportation Time
Bhs=P*Qh-l-T/(1 6 x 365)/L
7.1.2.4 Value of Save Time of Passenger in Tour
Bks=le-Qk-TI(8 x 365)1L7.1.2.5 Benefit of Reduced Traffic Accidents
Bjsh = Pjsh-(Jw-Jy)-Mk
7.1.2.6 Beneft of Avoided Existing Traffic Congestion
Bhy = (Chw-Chyy)*QhBky = (Ckw-Ckyy)eQk
7.1.2.7 Benefit of Enlarged Traffic Capacity
Such benefit is assumed to be half of the unit benefit of transferred traffic capacity.
7.1.2.8 Benefit of Transferred Railway Traffic Capacity
Such benefit is assumed to be quarter of the unit benefit of transferred traffic of the road.
Benefit calculations are as shown in Table 7-1.
119
7.1.3 Economic Evaluation
Economic evaluation is worked out on the basis of intemal return rate, net present value,benefit/cost ratio and investment recovery term which are calculated as shown in Table7-2.
As shown in the table, these indices at 12% discount rate are respectively as follows:16.17% internal return rate, 1314.1651 million RMB net present value, 1.5 benefit to costratio and 12-year recovery term. So the project will achieve outstanding economic benefit.As sensibility analysis suggests, the projectsis of good risk-resistance.
7.2 Environmental Protection Cost
The total environmental cost is 128 million RMB which will be devoted to:
slope protection: 109.21 million RMEsound arrester provision: 2.04 million RMBroad afforestation: 14.15 million RMBarcheological salvation and protection: 4.89 million mRMBenvironmental monitoring instrument: 1.5 million RMBservice-zone pollution control(dust precipitator for boiler, wastewater treatment) 0.5 million RMBmiscellaneous(construction worker protection, landscape construction) 0.6 million RMB
Environmer.al protection contributes 3.1 % to the total project cost estimate.
To meet the fast development pace, Henan Provincial Communications EnvironmentalMonitoring Center has to equipped with more instruments and equipment as listed in Table7-3.
Environmental protection cost components should separately included in the project designand efforts are required to make such costs readily available for use such that variousenvironmental measures will be implemented to minimize possible environmental impactsto be caused by the project.
120
Table 7-1 Summary of Project Economic Benefit,_____________ ________________ ______________ ______ _____________ unit: 10' RMB
Road-upgrading Shorter Milage Saved Time Safety Less Congestion Induced Transferred TotalYear ._Bj Bd Bd h Bks Bjsh Bhy Bky Traffic Railway Traffic Benefit
< Bhi Bki Bhd Bkd Bhs Bks Bjsh Bhy Bky Capacity Capacity
2000 14785.37 1891.95 14291.97 1828.81 86.32 2197.07 595.65 2309.86 295.57 1753.63 99.25 40135.45
2001 16696.61 2136.51 15390.12 1969.33 93.03 2486.38 635.23 2508.03 320.93 1939.53 106.72 44282.42
2002 18786.1?5 2403.90 16571.26 2120.47 100.22 2812.36 677.45 2720.33 348.09 2138.60 115.25 48794.18
2003 21062.74 2695.20 17841.06 2282.95 107.90 3179.15 722.46 2948.68 377.31 2359.28 123.26 53699.98
2004 23533.14 3011.32 19207.81 2457.84 116.10 3591.77 770.50 3193.39 408.63 2595.39 132.33 59018.21
2005 26196.35 3352.10 20676.01 2645.72 124.82 4054.77 821.69 3456.21 442.26 2851.96 141.63 64763.52
2006 29239.50 3741.51 22356.67 2860.77 134.70 4594.54 879.72 3868.33 482.20 3146.75 151.36 71356.04
2007 32489.90 4157.43 24170.42 3092.86 145.21 5200.57 941.80 4106.07 525.42 3464.12 162.12 78455.93
2008 35930.21 4597.65 26129.34 3343.53 156.35 5879.66 1008.30 4469.74 571.95 3802.79 172.94 86062.47
2009 39527.56 5057.97 28244.41 3614.17 168.12 6638.16 1079.50 4860.41 321.94 4162.52 188.70 94158.44
2010 43231.87 531.98 30527.25 3906.29 180.46 7481.93 1155.73 5281.47 675.82 4542.19 195.23 102710.22
2011 45541.71 5827.55 30997.68 4094.44 188.44 8203.31 1203.77 5660.49 724.32 4695.40 205.81 108342.93
2012 47860.39 6124.25 33536.91 4291.40 196.63 8987.94 1253.79 6057.34 775.10 4845.95 216.37 114146.09
2013 50i66.90 6419.39 35148.43 4497.62 205.02 9839.78 1305.89 6471.63 828.11 4992.76 227.88 120103.42
2014 52436.60 6709.82 36835.95 4713.55 213.57 10762.91 1360.17 6903.76 883.41 5134.65 239.26 126193.66
2015 54638.28 6991.55 38602.09 4939.55 222.26 11760.72 1416.68 7355.97 941.27 5272.43 250.42 132391.22
2016 56804.52 7268.74 40557.78 5189.80 231.35 12854.00 1479.63 7763.44 993.41 5409.64 261.01 138813.32
2017 58795.56 7523.52 42611.63 5452.61 240.45 14027.68 1545.41 810",23 1047.90 5531.17 272.13 145237.29
2018 60545.84 7747.48 44766.53 5728.35 249.46 15280.71 1614.08 8635.75 1105.04 5640.88 282.57 151596.70
2019 61982.46 7931.31 47028.04 6017.74 258.26 16610.42 1685.80 9103.70 1164.92 5731.77 293.21 157807.62
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Table 7-2 Summary of Economic Evaluation and Calculation
Social Discount Rate 12% Social Discount Rate 16% Social Oisccunt Rate 17S
Year Cost Benefit Not Benefit Discount Pissent Present Not Total Net Discount Not Total Discount Not Total NotCoefficlent Value of Value of Praseilt Present Coefficient Piesent Present Coefficient Present PResent
I Cost Benefit Value Value Value Valu Value Value
1996 181796.18 0 .81 796.18 1.00 81796.118 0.00 .81796.18 .81796.18 1.000 .81796.18 .81798.18 1.000 .81790.18 .31796.1S
1997 87767.79 0 *87757.79 0.893 78355.17 0.00 .78355.17 -160151.35 0.862 .76653.27 *157449.45 0.855 -75006.66 .156802.84
1996 190909.27 0 .90909.27 0.797 72472.31 0.00 o72472.31 *232623.66 0.743 67560.40 .225099.806 0.731 -66410.46 -223213.29
1999 68772.09 0 .58772.08 0.712 41832.81 0.00 1.41832.81 .274456.47 0.641 .37652.79 -262662.65 0.624 .36695.56 .259908.85
2000 405.00 40135.45 0.636 257.38 25506.80 26249.42 .249207.05 0.652 21942.78 -240719.87 0.534 21202.16 *238706.69
2001 405.00 44282.42 39730.45 0.667 229.81 26127.03 24897.23 *224309.82 0.470 20890.61 *219829.25 0.46t 20012.98 .218693.71
2000 405.00 48794.18 43877.42 0.607 205.19 24720.65 24515.47 * 199794.36 0.410 19860.97 .199968.28 0.390 19863.97 -199829.74
2003 405.00 53699.98 48369.18 0.452 183.20 242911.14 24107.94 -176086.42 0.364 18857.34 -181110.94 0.333 17757.64 .182012.10
2004 405.00 59018.21 53294.93 0.404 16 3.57 238136.47 23672.89 *152013.52 0.305 17878.53 .163232.41 0.285 16692.01 -165360.08
2005 405.00 64763.52 58613.21 0.361 146.05 23354.37 23208.33 .128805.20 0.263 16923.27 .146309.14 0.243 15665.11 .149714.97
'dOOI 40(3.0x0 713MU.M4 04358.52 0.322 130.40 YY914..:1 >77I44..4 l bi.111o.uo 0.727 110083.44 *130726.71 0.208 14700.47 .134054.50
200I 405.100 78465.93 70951.04 0.287 116.43 22554.20 2243 1.10 .83523.08 0.195 15252.48 .114973.23 0.176 13878.22 .121070.28
2008 405.00 86062.47 85657.47 0.257 103.95 22099.09 21986.14 *61536.94 0.168 14430.11 -100543.12 0.152 13017.73 .108058.55
2009 2700.00 94168.44 91450.44 0.229 1618.77 21578.68 20959.91 .40577.03 0.145 13282.20 .87260.92 0.130 11879.76 .96178.79
2010 405.00 102710.22 102305.22 0.205 82.87 2`10116.54 20933.67 * 9643.38 0.125 12808.14 .74452.77 0.111 11357.84 .84320.ss
2011 405.00 108342.93 107937.93 0.183 73.99 19793.85 19719.86 76.50 0.108 11649.42 .62803.35 0.095 10242.04 .74578.91
2012 405.00 114146.09 113741.09 0.163 66.06 18619.70 18553.63 18630.13 0.093 10582.54 .52220.02 0.081 9224.53 .65354.39
2013 405.00 120103.42 119698.42 0.146 58.99 17492.38 17433.40 36063.53 0.080 9600.70 *42620.12 0.069 8297.15 .57057.23
2014 405.00 126193.66 125788.66 0.130 52.87 16410.17 16357.51 52421.03 0.069 8697.57 -33922.55 0.059 7452.40 .49604.83
2015 405.00 132391.22 131086.22 0.116 47.02 15371.52 15324.49 67745.53 0.060 7867.32 .26055.23 0.051 6683.40 .42921.43
2016 405.00 138813.32 138408.32 0.104 41.99 14390.33 13348.34 82093.87 0.051 7112.18 .1894305 0.043 6990.25 -36931.18
2017 405.00 145237.29 l44832.29' 0.093 37.49 13443.11 13405.02 95489.40 0.044 6415.70 112527.61 0.037 5357.51 .31573.67
2018 405.00 151596.70 151191.70 0.083 33.47 12528.33 12494.3G 107994.35 0.038 5773.68 *6753.61 0.032 4780.13 .26793.54
2019 .159617.66 157817.62 317425.28 0.074 .11777.86 11644.30 73422.10 131416.51 0.033 1044980 3696.19 0.027 6577.63 .18215.92
Note: ENPV = 1314.1651 mIllion RMB; EBCR= 1.50; EIRR= 16.17%; N= 12 year.
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Table 7-3 List of Equipment to be Provided for Henan CommunicationsEnvironmental Monitoring Center
Description Model & Unit Price Qty Iset) AmountSpecification (1 Q4 RMB)
TSP Monitor 17.5 1 17.5NO. Monitor 13.7 1 13.7
Psophometer _ 1.5 2 3.0Analytical Balance (1110000) 0.3 4 1.2
Spectrophotometer 723 0.7 2 1.4Atomic Absorption Spectrophotometer 35 2 70
Computer 3.75 2 7.5Refrigerator 0.35 2 0.7
Bake Oven 0.5 2 1.0Monitoring Car 34.0 1 34.0Total 150
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Chapter 8 Public Participation
8.1 Public Consultation
The road alignment and interchange site selection have incorporated the local governmentand public opinions. And the design has considered the local interests as far as possible.
In the initial EIA process, representatives from the local environment/archaeologicalagencies and EIA agencies have gathered to discuss and finalize sensitive points andcultural relics deserving focus of the EIA. The local responsible environmental agencieshave also reached agreement on the EIA standards.
Local people's congress and political consultation commission representatives have beeninterviewed in respect of the project implementation as well as environmental protection,land use, and resettlement related to the project. What the 10 interviewed representativesare concerning about is the project land coverage and resettlement compensation. Andthey also hope that proper compensation be made in strict accordance with the provincialcompensation procedures in light of the local reality and that surveillance mechanism beestablished to ensure fair and rational compensation.
As entrusted by the National Environmental Protection A.gency, the Henan ProvincialEnvironmental Protection Agency presided over the project EIA outline review meeting inZhengzhou February 21, 1995. At the meeting, 25 experts and representatives from thelocal environmental agencies expressed their ideas on the environmental concerns andhighlights of the EIA. In YHJ 21 (1995) "Review on the EIA Outline Luoyang-SanmenxiaExpressway, A Section of the National Trunk Road from Lianyungang to Huoerguosi",Henan Provincial Environmental ProtectionAgency approved the outline while requirementswere provided.
8.2 Questionnaire Findings and Analysis
Questionnaires were distributed among the local residents and persons concerned in middleJanuary, 1995. For being informed of what the local people think of the construction ofthe road and environmental protection related to the road, 300 questionnaires weredistributed. Out of the 280 feedback questionnaires (93.3%), 168 were contributed byfarmers, 14 (5%) by workers and 98 (35%) by others. The interviewees include 10people's congress representatives and political consultation commissioners, see Table 8-1for professional constitution of the interviewees. Table 8-2 includes education level of theinterviewees.
Table 8-1 Professional Constiution of Interviewees
If Profession Farmer Worker Other
% 160 5 35
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Table 8-2 Education Level of Interviewees
Education >Polytechnic School Senior Middle School Junior Middle School Primary School
25 50 15 10
As seen from Table 8-1 and Table 8-2, 'such constitution as investigated appropriatelyreflects the fact, but the education level is somewhat overestimated. Generally, theinterviewees are representative.
The results retrieved from the questionnaires indicate, most of the people (88%) knewsomething about environmental protection, though the degree varies. More than half (52%)of the interviewees expressed their dissatisfaction to the present highway communicationsconditions. Absolute most (90%) of they said that the road would affect the environmentalto varying extent. Almost all of they thought the construction of the road would promotethe local economic development, while 89% of them thought the road would facilitatelivelihood improvement and 95% of them agreed to creation of the road as soon aspossible.
In respect of relocation which would relate to their own interests, 95% of them acceptedrelocation and expressed their desire to be resettled elsewhere in the original villages.Among the people who would lose all or part of the land, 97.5% of them said they wouldcontinue to farm on farmland as readjusted while the rest 2.5% said they would like to goto township industries.
This investigation by questionnaire method also reveals that resettlement compensationis a common concem of the interviewees. So the project proponent should provideintensified efforts to publicise resettlement compensation ways and standards for thepurpose of smooth relocation and resettlement.
Detailed statistics retrieved from these questionnaires are as shown in Table 8-3.
Table 8-4 is a sample questionnaire.
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Table 8-3 Statistics Retrieved from Questionnaires for Public Consultation
Question Answer Percentage i%l of Interviewees
Understand well 8Degree of Understand 10Understanding of lEnvironmental Understand little 70Protection Not understand 12
Degree of Satisfaction Very satisfied 3to the Current Satisfied 45Communications a eSituation Not satisfied 52
Major 56
Minor 20Environment Impacts Slight 14of the Expressway
Not know 10
Major 98Economic Minor 2DevelopmentPromotion by the Slight 0Expressway No promotion 0
Promotion of Living Somewhat improved 89Standard andAmenities by the Not improved 11Expressway Degraded ODevelopment D
Agree 95Attitude to Relocation Disagree 5
Resettled nearby 96Attitude to Host Area Resettled in other village 4
Desire to Occupation Remain in farming 97.5Selection due to Land lUse for the Road Go to other industries 2.5
Early construction 95Attitude to the Late construction 5Proposed Expressway IConstruction Without construction 0
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Table 8-4 Sample of Questionnaires for Public ConsultationSeries No. 5
Name Donggulal I Sex Male I Age Adult Nationality Han fetigio1 | None Education High Prlmary School Occupation
Very much Very greatly lHow Does the Expresswayv
How Do You Understand Understand f Pronmte tIi Econolic Very littethe Significance of To some extent Dovolopmont LittleEnvironmental Protection?
Not at all Not at all
Very satisfiled Improved to some extent /Are You Satisfied with the Satisfied Huw is Livelilhoud Iiiiproved Not ImprovedPresent Communications In Yuur PlaNo iSituation? Not satisfied / Degraded
Very great / Be expedited
How Do You Think of the Very little Exptissway Should Be Be deferredEnvironmental Impact by Slight Be cancelledthe Expressway? No Impact To accelerate the national economic development, It should be
Very adequate commenced as soon as possible.How Do You Think of the What's Your Suggest orEnvironmental Measures for Relativey adequate Requirement for theConstruction & Operation of Inadequate / Expressway?the Expressway? No measure
People's Congress Representative What's Your Comment & Adequate compensation should be provided.
Political ConsultatIon Commissioner Requirement In Respect ofResettlement?
Public Orgenization
Interviewer: Zhou JieJanuary 12, 1995
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Chapter 9 Conclusions
9.1 With low vegetation coverage and less water availability, frequent droughts are themain ecological restraints. There is no rare and endangered species along the roadsidesince the local fauna and flora are predominated by common species.
The local land surface fluctuates to a large extent such that the land is susceptible towater ard soil loss in most areas, with a soil erosion modulus of 1500 t/kWr. The locallead content in soil is, on the average, 29.28 mglkg which is at the normal level. The soilis somewhat alkaline.
9.2 As surveyed and resurveyed, there are altogether 19 archaeological sites wheresalvation of cultura' relics will be completed prior to commencement of the project.
9.3 The local air environmental quality is relatively good. In the monitoring interval, theinstantaneous CO concentration is above the EIA standard in some cases. This is mainlybecause: 1) there are many small coal mines which discharges gas via their shafts; 2)many coking plants here are using out-of-date technologies which contributes large amountof uncontrolled CO; 3) in winter days when the monitoring was conducted, incompletecombustion of coal used by the local residents for heating purposes brings about CO.
The local environmental noise level is in very good situation, with environmental noise L,being very low in most cases. This suggests that the project is located in a quiet area.
9.4 In the construction period, more water and soil loss will occur in limited areas asa result of surface vegetation destruction and surface stability damage due to borrowlspoilarea operations.
In the construction stage, noise, blown dust and asphalt smoke arising from constructionactivities will cause impacts on the range 200 m off the road, especially the range 100 maway.
The project-related resettlement work is not heavy, so all land requisition, relocation andresettlement work will be completed in the period from May 1 to September 30, 1996.
9.5 The road, when put into service, will not pose significant ecological environmentalimpacts. At that time, water and soil loss situation will be put under control. When theroad is put into commission, the lead content of the cropped layer will pose cumulationeffect. As predicted, the content of such lead cumulated immediately vicinity may be 100mg/kg be the late operation stage. However, this content is still under the limit arerecommended by the Ministry of Agriculture.
In the operation stage, the environmental noise at sensitive points 100 m off the road willbe above the standard, especially in night hours. As time passes by and traffic flow goesup, however, traffic impacts on the sensitive points will be increasingly significant. It isthus necessary to provide comprehensive measures to minimize such impacts.
The project area enjoys general air diffusivity. As predicted, the instantaneous NO. contentat leeward of the road may break the EIA standard, especially in day hours when there ispeak traffic flow.
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In the operation stage, the range 100 m off the roadside will be exposed to more trafficand vehicle exhaust impacts. In night hours, traffic noise may interfere the range 200 maway from the road.
Upon completion, the road will promote the local socioeconomic development and willimprove the local landscape. Generally, merits are more than demerits.
9.6 Through comprehensive comparison, the south scheme is recommended herein.
With all the environmental mitigating/offsetting measures proposed herein implemented inconstruction and operation stages, all the environmental impacts due to the road creationwill be offset or minimized to be acceptable.
9.7 The economic analysis results say the project will achieve significant economic/performance and the investment recovery term is rational. The project is of good risk-resistance.
The total environmental cost estimate amounts to 128 million RMB Environmental costsshould be separately included in the project design to ensure reliable funds forimplementing environmental measures.
9.8 As investigated, the public and all walks of life support the road construction, butthey concern about land requisition, relocation and resettlement compensations. Theproject proponent should make enhanced publicizing and exploring efforts.
9.9 The project is deemed environmentally feasible with rational alignment.
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Appendix A
Letter of EIA Assignment
FROM: HENAN HIGH-GRADE HIGHWAY CONSTRUCTION AUTHORITYDATE: NOVEMBER 28TH, 1994TO: HENAN PROVINCIAL ENVIRONMENT PROTECTION INSTITUTE
SUB: Lette; of EIA Assianment
Dear Sirs,
To accelerate high-grade road construction pace both in China and Henan Province,Luoyang-Sanmenxia expressway, a section of Lianyungang-Huoerguosi national trunk road,is proposed to be partly financed by loan proceeds of the World Bank. As required by theWorld Bank and by China environmental protection laws and regulations, are herebyentrusted with EIA of the project with a total length of 135 km. It will be greatlyappreciated that activities would be carried out as soon as possible since the time scheduleis tight.
Yours faithfully.
Henan High-grade Highway Construction Authority
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