China - Guigang Multi-Purpose Navigation Project : summary environmental impact assessment (Vol. 9 of 9) : Summary report of evaluation on environmental impacts of Hunan Division of comprehensive inland waterway

S ~ ' I N t t . . . . 4 e > : : - -- :-: A:.:'---: :::' V i . ~P - O . . . .1 . . $. '-- -. .- - :- -. - . ' - .-' .' - - : : :":. ' ' :- - .S A) .... . : - - ... .- . .. - y., .. .. - - - ,(V e : - : .':- ' .-. . . .. : .... ''-- : w ----.-. - - .- -. .. .-: , . . j o | 0 0 0 0 0 0 X, S XE,,;; f.00 fff I iIr'3'90''-,~~~~~~~~~~~~~~ . . -.,.,.t;~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~. . .= 7 1~~~~~~ ~ ~~~~~~~~ .4 . j.  ~~~~~~~~~~~~ -3 Sumnmnary Report of Evaluation on Environmental Impacts of Hunan Division of Comprehensive Inland Waterway Projects under a Loan of World Bank Hunan University December 1994 -i- iT wL: It a1 +5 1994121 X  CONTENTS 1. Introduction I 2. The Aim, Importance and Description of the Project 2 2.1 The Necessity of the Project 2 2.2 The Master Plan and the Main Technical Specifications 6 3. The Scope of the Environmental Evaluation and the Relevant Basic Data S 3.1 The Scope of the Environmental Evaluation 3.2 The OescnpUon of the Environment 9 4. The Evaluation on Environmental Impacts and the Prevention and Remedy Measures 13 4.1 The Evaluatlon on Enviromental Impacts of Dayuandu Hub Engineering and the Prevention and Remedy Measures - 13 4.2 The Evaluation on the Environment impacts of the Ports Engineering and the Prevention and Remedy Measures 21 4.3 The Evaluaton on the Environmental Impacts of the Water Way Dredging Enginering and the Prevention and Remedy Measures 25 4.4 Protection of Cultural ReIic28 4.5 The Impacts of Accident Leakage on the Environment 28 6. Environment Monitoring 29  5.1 The Targets of MonItoring 29 5.2 The Contents and Items of the Environment Monitoring 31 5.3 The Training for the staff of the Environmental Monitoring 31 5.4 Monitoring Insttuts 32 6. Land Requisiton and Immigration Settlement of the Project 32 6.1 A Survey of the Land Requisition and Scope of Immigration 33 6.2 Compensation standard of Land Requisition and Plan for Settlement of Immigration 34 6.3 The Local Governmenr's participation in and Confirmation to the Land RequisMon and Immigration Settlement 36 7. Environment Protection of the Project 37 7.1 The Control Targets of the Evnironmental Protection of the Project 37 7.2 The Excutive Insititutes of The Environmental Protection of the Project 38 7.3 The Stategy and Cost of the Environmental Protection in Construction and Operation of the Project 39 L. Conclusion 44 9. Appendix I Summary Table of Evaluation on the Environment Impacts Appendix 2 Summery Table of the Administaton and - ~ . Mangament ofthe Environmental Protection  Appedix 3 Action Plan Table of the Emironment Monitoring Appedix 4 Particle Gradation of Slit on Shoals Appedix 6 Content Table of the Harmful Elmants In Slit on Sholas Appedix 6 Monitoring Equipment list for the Environment Monitoring Stafions of Hengyang and Zhuzhou Attached Drawing I Locations of Environmental Minitoring Points of the Hengyang Port Attached Drawing 2 Locations of Environmental Monitoring Points of the Zhuzhou Port Attached Drawing 3 The Sectional Drawing of Water Quality Monitoring of the Xlangjiang (Hengyang-Zhuzhou)  I Instruction From Nov.21 to Dec. 3,1994, Instruction delegation of World Bank for evaluation on the environmental impacts by the Xiangjiang Profect and the offlicial evaluation group for the Xiangjiang Project visited Hunan Province one after another and held six-day talks on the ervironmental protection matters of the Xiangliang navigational construction engineering with the Xiangjiang Navigational Constuction Development Corporation and Hunan University, the ernironmental evaluation department The talks caied some misunderstandings related to the documents submitted by the Office of the X(angj#ang Navigational Construction Project The experts of the delegation and the group gave their constructive seggestions on the enrvimmental protection of the Xiangjiang navigational construction. We in accordance with the summary of minutes of the two talks and with the Memorandun d Projecct Evaluation has verified the oniginal edition of the Summery Report of the Evalutation on the Environment for the Xiangjiang Narigational Construction Project and edited the Report hereof. .,  2. The Alm, Importance and Description of the Project 2.1 The Necssity of the Project As an inland province, the genral development strategy of Hunan is to open both the north and south gates, broaden the three passages, construct the five zones and one corridor and speed up the development of the west Due to the historical reasons, the econmic deveopment of provinces along the Yangzi inciuding Hunan has to depend each other. The produce, metals and nonmetals, domastic coal, buiding materials made by Hunan have had be transported to the other provinces along the Yangzi, The industrial ion ore mondite and petoleum, etc. needed by the conomic development of Hunan have had to be transported from the east China and the Yangzi Valley year by year which mainly depend on the railway and water transportations. Hunan's coa output is large but can not meet the requirement of itseK, most Industrial coking coal and power coal shall depend the suppliers outside Hunan Province. The demand of coal is increasing greatly with the development of power industry and iron and steel indurtry. It is estimated that in 2000, about 2,400 tons of coal shall be purchased at other provinces of which large portion will mainly depend the Beijing-Guanyzhou Raiway, Hunan-Guizhou Raiwy, Zhicheng-Uuzhou Railway and highways for its tranoportation and other -776Tons of coal shall be come from the water ways. Besides, the iron ore modite also is a lare-quatity cargo mainly to be transported from other provinces even from Australia, Brazil and kcrea. Onty the Xiangtan Iron and Steel Complex and the Lianyuan Iron and Steel Complex Located at the central area of the Xiangjiang Valley will have 23 million tons of the iron one modite to be transported from the outside of Hunan which with the so big freight volume can not be responded only by the railways, even after the technical transformation of the rail transportation -which has increased the freight volume of iron ore modite needed by Hunan to 50%. 2  The tension on rail transportation has caused the materials waiting for go out Hunan overstocked that has become a big obstacle for the development of Hunan economic construction. The Xiangjiang Valley covering the half of Hunan Province is a very important area. A outstanding industri economic corridor linking five industral cities, Hengyang, Zhuzhou, Xiangtan, Changsha and Yueyang from Hengyang to Chenglingji has been formed. The key raiNways around the economic corrdor are Beijing-Guangzho Railway from the south to the north, Zhejing-Jiangxi Railway, Hunan-tuizhou Railway and Hunan-Guizhou Railway from the east to the wast; The highways are the nabional highways 106 and 107 from the south to the north, 319 and 320 from the east to the wast The rail transportation to the south, restricted by the Pingshi hub, just carried away 7.4D million tons of goods through the hub in 1991 only handling 50% of the freight volume needed; the rail transportaion to the east resicted by the Uliing hub, just camed away 2.60 million tons of good through the hub in 1991, only handing 43% of the freight volume needed; the rail transportion to the north, restricted by the Pu)x hub on the Beijing-Guangzhou Raihlay, just carried in 80% of the coal needed by Hunan province. The tension on the passager transport are more serious. According to the official published statistics on the freight transport density of Hengyang-Zhuzhou Rail section, the 10.75 million tons of reight volume was increased from 53.92 million tons in 1987 up to 64.67 million tons in 1990, the annual averge increasing rate beirg 5.4%. However, the rail freight volume of Hengyang City at the corresponding period only increased 1.19 million tons, the annual average increasing rate being 0.5% that show the new increased rail freight volumes were mainly refected by the transit freight and that on the local section was not obvious which can not satisfy the transport requiremnent of the local economic development. The tension of transportation on the Zhejiang-Jiangxd Raihay is also as same as on the above mentioned railwys that 3  because of long-time block, the goods to be carried away to the east China has been greatly overstocked. As the largest river in Hunan, the Xiangjiang is a key branch of the Yangzi River and also is a key inland water way determined by the state, which, enjoying great advantages in its natural conditions, has been the essential transport artery from the south to the north of Hunan down the ages and played a great important role in Hunants history and communications. Because Hunan sit back and watched the development of the morden transportation and invested less in navigational construction, the navigational condition is still poor compared with other provinces, that is reflected by the lower-grade water ways, small-tonage ships, incompleted facilities of ports, low4evel management - those having deprived the competitive advantages and rsed the freight greaty. The large-tonage ships from the Yangzi to the central area of the Xiangjiang Valley have been blocked so that the cargos stocked along the XiangJiang could go no way to the outside by a reasonable price due to the semi-cosed water way over a long period of time. At present, the great tension on the transport has increased the pressure on the highway transport and , however, the transport can not bear by-pass transport task with a larger fright volume. A strategic decision for developing the Xiangjiang navigation was rmade up under the background by the Hunan Prvincial People's Govemment The specfic requirements of the strategic decision are as follows: At the same time of speeding up constntion of the industrial economic corridor along the Xiangjiang, construct a 439km bilotonage water way, build a series of open-up ports and wharfs and close-river enterports and enterwharfs, establish a rier-to-ocean chargo feet, construct a comprehensive hub combining power generating and navigation Aflter the prqects have been put into opemation, the Xiangjiarg will be replaced to a new role bearing a new historic mission to be the key water way to the Yangzi and oceans with its fire land-and water-coordinate transport close-river ports at Hengyang, Zhuzhou, Xlangtan, Changsha and Yueyang and of its 4  foreign trade port at Chenglingji as its bases and the connection with the Beijing- Guangzhou, Zhejiang-Jiangxi, Hunan-Guizhou, Hunan-Guangxi railways as its collecting and distrbuting lines so as to ease the tension of Hunan transportation and promote the ecnornic development and further development of the Xiangjiang Valley. So it is necessary to develop the Xiangjiang navigation in view of the economic promotion of both Hunan and tlhe Yangzi Valley. The kilotonage water way constnrction through the demonstrations shall be divided into two phases: The first phase: Construct the Chenglingji-Zhuzhou Reach. Its design measurements of water way are: Min waterway depth 2.0m, min waterway width 60- 90m, Min bevelling redius 72am with the 98% of navigable guararntee rate. The navigable measurements may be available by building regulation structures, dredging the water way and explosing reefs. The engineerng has been started in 1989 and completed in 1994. The second phase: Construct the 1 82km-Zhuzhou-Hengyang Reach. The area from Chenglingji to Hengyang along the Xiangjing is a whole economic belt and complete transport division at the lower breaches of the Xiangjiang with the Zhuzhou- Hengyany navigable reach as its essentiai part. Its present waterway depth is only 1 .3m that guarantee 300-tonage ship navigate through t in the whole year. After the kilotonage waterway engineering of the lower reach has be completed, the two reaches would linked in no way that the ships wfth heary tonage could not go up to Hergyng and the cargo at H-engyang could not be carried down with a reasonable freight price. It was esimated the cost transport of a 300-tonage ship will be 35-40% higher than that of a thousand-tonage ship that means the competitive ability would be losted at all . So, to etend the hlotonage water way is the need of furter exploiting the potential of the Xiangjiang waterwa, developing the. water transportation, regulating the Hunan transportation structure and diverting the freight volume of the raiways. It is very 5  important to well handle the Xiangliang second-phase navigational engineerng and further develop the Xiangjiang navigation for construction of the five zones and the corridor and improvement of the "Inform and open-up to the outside" and economic development. 2.2 The Master Plan and the Main Technical Specifications. 2.2.1 The Master Plan The research on the technical plan was started in 1987. The Research on the Technicals of the Xiangjiang Navigational Development was listed as one of the brainstorm projects by the states in the Seventh five-year Plan. A breakthrough was achieved by the further comprehensive research on the base of the Plan for Main stream of the Xiangjiang and, then, through the engineering feasibility study by the relevant design institute. a master plan of the project was confined. Master Plan: Build a navigable hub at Dayuandu of the XlangJiang to rises the water level and return the water to Hengyang so as to form a pool water way wiM kilotonage navigable standard, to generate power by'utilizing the retained water and the hub, to adjust the flow of the lower reaches in the dry seasons. Regulate and dredge the reach from Dayuandu to Zhuzhou to nake it up to the kilotonage standard and linking with the thousand-tonage navigable reach constructed at the first-phase Xiangjiang project Build the thousand-tonage quay berths at the Hengyang Port and the Zhuzhou Port and the navigation beacons and telecommunications facilifties, etc.- those making the whole breach from Hengyang to Yueyang a main water way for the thousand-tonage fleets . At the same time, build a hydro-power station on the dayuandu Hub to increase not only local power supply but also the considerable -fnancial incomes that would reinforce the loan repayment ability of the project and  cornulated funds for further development of the waterway, that is, a sound cyce of * rolling development. 2.2.2 Master arrangement of the hub and main technical specifications of the design of the project which was chiefed by the Hunan Provincial Institute of Communications and participated by the Hunan Provincial Institute of Water Conservancy and Hydro- power, the Hunan ProAvincial Power Institute and the Hunan Provincial Institute of Navigational Engineering. The master plan of the project and the rmaster arrangement of the hub hereof were bom through comparision, selection and successive optimization on multi preplans by the institues mentioned above supported by model *tests and passed the experts examination organized by the State Communications Ministry. Dayuandu Hub The engineering includes the dam, ship 1ock power station, fishpass, dam crest bridge and power transforn lines etc. The dam with 24 outlets is to be Jocated between the banks of the river. The net width of the flood discharge gate of each outlet is 20m, the overall length of the averflow dam 552m, the overall overflow Mwidth of the overflow dam 480. A ship lock with ts 180 X 23m2 lock chamber is amnged at the bench terrace of the left bank along the foot of mountain with a desigh passing capacity 12 million tfa, passing of two-parapushed teel of kilotonage ships is available. A hydro- power station with 4 set of generators, 30MW for each, and total generating capacity 120 MW and a fishpass will be at the light bank.The layout design of the master plan to arrange the shiplock and the power station along the left bank and right bank will be favourable to normal running, maintaining and management of the two dey functions. Meanwhile the shiplock which be arranged staightly along the foot of the mountain that ensure the the leading channels oF the upward and the downward also be straight- 7  linked and greatly improve the navigable flow oondition at the gate of the shiplock than that to arrange it along the bank of the river. For the right bank of the damsite is on a concaved curve riverbed there is the main flow of the river, deeper and more eaRal drainage than the bed of the left bank, it is not only favourable for deep-digging of the foundation of the power station but also bring generating capacity into full play: It is the best choice among all preplans of hub arrangement Port Engineering Build three public kilotonage berths in Dingjia Bridge of Hengyang with the design handling capacity 850,000t1a; two bulk cargo berths at the Baishi Port in Zhuzhou City vith the design handling capacity 700,00Otra- one break-bulk berth at the Yongli Port with the design handling capacity 220,000Vt/a Waterway Dredging Engineerng Dredge the 120km waterway from Dayuandu to Zhuehou consisting 16 riffle groups that inludes 23 places. Navigable Marks Engineering Set up I classification navigable marks in conformity with the IlIl classification of watenray and establishv waterway managing stations and marks-maintenance ships. Communications Engineering Set up 300 sets of programme-controlled telephone, over-high-frequency telephone and direct'indirect dial telephone as well as long-distance little-capacity digital microwave telephone for the administration and management of operation and maintenance of the hub, ports and navigable marks. a  3 Scope of environmental evaluaiton and its related basic data 3.1 Scope of the environmental evaluation The scope of environmental impacts evaluation of the Xiangjiang Dayuandu Hub includes the impact scope of reservoir backwater (from Tugutang, the upper reach, 90km away from the hub to the town of Hengshan County, the lower reach, 12km away from the hub), the breach related with the outlets of the Leishui and the Zhenshu, branches of the Xiangjiang, the flood-pretective belts along the breach of Xiangjiang that includes Hengyang county, Hengnan County, Hengdong County, Hengshan County and the urban area of Hengyang Ctay, and the engineenng area of the project Spealdng specificly, the scope of the evaluation on the environmental impacts of the Dayuandu Project including the reservoir area (60km2), engineering area (I1km2) and embankment protective belts along the banks of the Xiangjiang and the urban area of Hengyang (327km2) is about 1000(km2 in total. Considering the characteristics of impacts of ports engineering on environment An area about 2km for each port area (Dinjia Bridge and Baishi Port) has been decided to be the scope of environmental evaluation on ports engineering. The scope of evaluation on waterway dredging engineering is the 120km-reach to be dredged from Dayuandu Hub to Zhuzhou Port 3.2 Environmental Description 3.2.1 Environment around the reservoir The area around the reservoit of Dayuandu Hub mainly includes the two counties, Hengshan and Hengdong with a total area 3033km2 _~~~~~~~~~~~~~~~~~~~~~~~  The damsite is selected at the Jouliandeng riffle where 2.5km away from upper reach of the mouth of the Mihe is in asymmetrical-case shape, 600m in width, 3.5m in max depth, in dry seasons 460m in width, and belong to the low-hilly-land, 124.55m high being the hill at the left bank and I and 11 grade the staiuland at the right bank. The stratum lithology is the Wuqiangxi metamorphic rock in the Banxi group of the former Sinian system and the quatemary stratum. The statum is old, but the break is in development greatly. Located at central subtropical zone, the reservir area is a continental wet monsoon climate. Its annual temperature averages 160C -180C. and it acccumulated temperature of its daily average temperature that averages no less than 10